New Gear: TCX Infinity 3 Adventure Boots, Mid or Tall

TCX Infinity 3 boots
TCX Infinity 3 boots. On the left is the mid in Black/Green. On the right is the tall in Black.

Offering both a tall and mid model, the Infinity 3 adventure touring boot from TCX is made from a mix of microfiber, split leather, and engineered fabric. The mid model features a T-DRY waterproof membrane for protection against atmospheric agents, while the tall model has a GORE-TEX Performance waterproof membrane.

See Rider’s apparel reviews here.

The Groundtrax rubber outsole optimizes performance in all conditions, and the OrthoLite insole provides long-lasting cushioning and breathability. A dial fastening system adjusts the tension of the external lace, and an adjustable front band completes the perfect fit. Both models have a breathable and waterproof lining, ergonomic shin plates, and reinforcements for the toe, gear area, heel, and ankle.

The Infinity 3 boot mid model comes in Black or Black/Green for $329.99. The tall model is only available in Black for $419.99.

The post New Gear: TCX Infinity 3 Adventure Boots, Mid or Tall first appeared on Rider Magazine.
Source: RiderMagazine.com

2023 BMW R 1250 R | First Look Review

2023 BMW R 1250 R in the Style Sport variant colorway
2023 BMW R 1250 R in the Style Sport variant colorway

Building on the success of BMW’s naked boxer roadster history, which started with the 1923 494cc boxer-Twin powered R 32, BMW Motorrad is introducing the updated 2023 BMW R 1250 R roadster.

While many things remain the same, including the 1,254cc 2-cylinder air/liquid-cooled boxer engine with ShiftCam technology delivering a claimed 136 hp and 105 ft-lbs of torque, BMW has made several upgrades to the 2023 model – and all for the same $14,995 MSRP as the 2022 model.

Related Story: 2020 BMW R 1250 R | Road Test Review

Several features that were previously options are now standard, including Dynamic Traction Control, ABS Pro (part integral), and Dynamic Brake Control. And joining the previous Road and Rain ride modes for 2023 is the “Eco” mode.

2023 BMW R 1250 R

In Eco mode, the rider is encouraged to ride as fuel-efficiently as possible, with a soft throttle curve and moderate engine torque limitation. As part of these efforts, the TFT color display provides an efficiency display. However, if a rider wants maximum performance – for example, for overtaking or riding uphill – the ride mode button will switch to a different mode quickly and easily.

Other new features of the 2023 BMW R 1250 R include LED turn indicators, a solo seat rear cover, and new Option 719 spoke wheels (optional).

2023 BMW R 1250 R
2023 BMW R 1250 R with new solo seat rear cover
2023 BMW R 1250 R
2023 BMW R 1250 R with Comfort passenger seat

The 2023 model still features the full LED headlamp but now offers an optional adaptive turning light, which provides better illumination into turns thereby ensuring safer riding at night. The adaptive turning light works by switching on additional LED elements in the main headlight that are fitted with their own reflectors, depending on the lean angle. It is activated from an inclined position of 7 degrees to 25 degrees and a speed of more than 6 mph. New standard features also include redesigned LED Comfort turn.

2023 BMW R 1250 R

Consistent with 2022, a slip/assist clutch, Hill Start Control, BMW Motorrad Paralever front suspension with an inverted 45mm fork, and rear spring/shock with preload and rebound adjustment and travel-dependent damping (WAD) are all still standard.

The optional Premium Package includes Keyless Ride, a Design Option rear muffler, a chrome-plated exhaust manifold, heated grips, TPM Tire Pressure Monitor, and cruise control. There are multiple Option 719 Billet Packs available, as well as numerous individual options.

2023 BMW R 1250 R

The 2023 BMW R 1250 R starts at $14,995. In standard trim, the R 1250 R is finished in Ice Grey non-metallic in conjunction with a black frame. With the optional Triple Black and Style Sport variants, the owner can choose from two expressive color combinations.

2023 BMW R 1250 R in the Ice Grey non-metallic standard colorway
2023 BMW R 1250 R in the Ice Grey non-metallic standard colorway

The Style Sport variant (see story’s lead photo) features a body color in Racing Blue Metallic, white frame, gold front/rear brake calipers, black sports handlebars, blue front spoiler, and solo seat rear cover or passenger seat.

The Triple Black variant has a Black Storm Metallic body color, Agate Grey frame, gold front/rear brake calipers, stainless steel radiator grille, stainless steel engine spoiler, Pure tank trim, and solo seat rear cover or passenger seat.

2023 BMW R 1250 R in the Triple Black variant colorway
2023 BMW R 1250 R in the Triple Black variant colorway

More information is available on the BMW Motorcycles website.

The post 2023 BMW R 1250 R | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Vote for 2022’s best overtake!

There will be four nominations for the Agostini Award, and the overtakes are nominated from the past calendar year, not just the season. In 2022, that means overtakes from the 2021 Valencia GP to the 2022 Malaysian GP have been considered, and fans will soon be able to vote for their favourite on social media.

Source: MotoGP.comRead Full Article Here

What to look forward to at the Valencia Test

Circuit Ricardo Tormo plays host to Round 20 of the 2022 Championship, and it’s set to be a spectacular finale to the current campaign. However, teams and riders won’t have much time to draw breath as on Tuesday, November 8th, preparations for 2023 begin with the Official Valencia Test.

Source: MotoGP.comRead Full Article Here

New Gear: BMW Motorrad ConnectedRide Com U1

BMW Motorrad ConnectedRide Com U1

Whether you’re riding with only one partner or a large group, communication is key. The BMW Motorrad ConnectedRide Com U1 communications system allows you to stay connected with others on the ride and hosts several features to make your ride easier and more enjoyable.

See Rider‘s electronics reviews here.

The ConnectedRide Com U1 allows you to choose between two connection types: Bluetooth and Mesh 2.0. Bluetooth lets you talk to another person up to a mile away. It’s a handy way to communicate without the need to call, especially in areas where cell service isn’t reliable. Mesh requires at least six participants but gives groups a range of up to nearly 5 miles, making it ideal for larger group rides. For really large groups, Multi Channel Open Mesh allows anyone on the same channel to communicate with no limit of participants and no need to pair devices ahead of time.

BMW Motorrad ConnectedRide Com U1
The com system is compatible with any helmet.

This com system also allows you to share music with your passenger so you’re both bopping to the same beat. The system is equipped with an FM radio with 10 presets. Riders can use either the four buttons on the device or voice control. The HD-quality 40mm speakers and com system are easy to install, especially with the help of BMW’s video demonstration. Because of the quick charging function, the system can get 3.5 hours of Mesh intercom use and six hours of Bluetooth off a 20-minute charge.

BMW’s Motorrad ConnectedRide Com U1 system is available for $375. Visit BMW’s website for more information.

The post New Gear: BMW Motorrad ConnectedRide Com U1 first appeared on Rider Magazine.
Source: RiderMagazine.com

Prominent Florida ABATE Attorney Dies in Crash

Ron Smith and friend Brenda Volpe were reportedly on their way to the funeral of another friend when Smith had to brake suddenly and crashed August 20th near Holiday, FL; both suffered fatal injuries. The Tampa Bay Times reports, “It’s impossible to say whether a helmet would have prevented Smith’s and Volpe’s deaths, experts said. Smith’s autopsy report lists blunt head trauma as his cause of death and an initial report from the Hillsborough Medical Examiner’s Office also lists Volpe’s cause of death as head trauma.”

Ron Smith and Brenda Volpe (photo courtesy Gary Pruss)

Florida is one of a bunch of states that dialed back its helmet requirements in the last couple of decades, and Smith was a key proponent of that. Here’s a brief history from the National Library of Medicine:

Florida

Florida’s universal helmet law was first implemented in September 1967. For over 30 years, motorcycle rider groups led by American Bikers Aiming Toward Education (ABATE) lobbied the Florida legislature to amend the law. One argument unique to Florida and states with similar climates was that wearing a helmet in the intense heat was especially burdensome. An amendment of Florida’s universal helmet law nearly passed several times, including one occasion in 1985 when it was vetoed by Governor Bob Graham, a Democrat. The state legislature switched from Democratic to split control in 1992 and to Republican control in 1996. These political developments combined with a growing motorcycle population, involvement of ABATE in state campaigns, and changes in federal incentives created a legislative climate that was more supportive of policies focused on individual rights.

In 2000, the legislature passed and Governor Jeb Bush, a Republican, signed a bill amending Florida’s helmet policy to apply only to those riders who are either under age 21 years or without a medical benefit of at least $10 000 on their insurance policy. Governor Bush expressed his political perspective on the issue as follows:

I believe government oversteps its legitimate role when it excessively interferes with personal freedom… . Of course we could significantly reduce deaths, injuries, or health risks … through a mandate that all individuals exercise, wear sunscreen, stop smoking and learn to swim; yet we impose no such requirements.

The amendment passed despite objections from several organizations, including the AAA Auto Club and the Brain Injury Association of Florida. Florida requires special license tags for young riders to enable law enforcement to determine more easily whether an unhelmeted rider is underage. Studies have found that motorcycle registrations and fatalities increased in Florida after the universal helmet policy was amended. One evaluation estimated that in the year after the law change, rider fatalities rose 21.3% after adjusting for registrations.

Get the in-depth story from the Tampa Bay Times here, which includes this silver lining:

After the crash, the American Legion Post in Holiday implemented a handful of new safety rules, according to its rider director, Eddie Rodriguez… The post isn’t requiring helmets, though they are highly encouraged, Rodriguez said. He said the group doesn’t want to alienate those who might not want to wear them.

Even so, that rule might not be needed at this point. Riders who had previously resisted helmets have started wearing them, Rodriguez said. And on his first ride after the deaths, Rodriguez made an observation while looking at all the riders in the group.

“Every single one had a helmet on,” he said.

Our condolences to the families and friends of Mr. Smith and Ms. Volpe. We encourage all our readers and non-readers to always wear a helmet.


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The post Prominent Florida ABATE Attorney Dies in Crash appeared first on Motorcycle.com News.

2022 Aprilia Tuareg 660

Success in the middleweight adventure-touring category requires the right mix of power, weight, suspension travel, and cost. The Tuareg 660 is Aprilia’s entry into the ultracompetitive and rapidly growing segment.

Success in the middleweight adventure-touring category requires the right mix of power, weight, suspension travel, and cost. The Tuareg 660 is Aprilia’s entry into the ultracompetitive and rapidly growing segment. (Aprilia/)

Ups

  • Parallel-twin engine helps find traction where there is little
  • Really fun on the asphalt too
  • Predictable chassis on and off-road

Downs

  • Lacks lean-sensitive TC and ABS
  • Could use even shorter gearing for real off-road riding
  • Aprilia Quick Shift an extra $249 option

Verdict

The Aprilia Tuareg 660 is a well-balanced and nicely appointed midsize adventure bike that’s equally at home on the asphalt or off it. Based on Aprilia’s Tuono 660 and RS 660, this ADV version completes the brand’s family of parallel twins. The comfortable, versatile Tuareg can do it all and go just about anywhere you can think to ride it.

Acid Gold (shown here) and Martian Red colors are priced at $11,999.

Acid Gold (shown here) and Martian Red colors are priced at $11,999. (Aprilia/)

Overview

As the adventure-bike market continues to mature, it also becomes more subdivided. Middleweight ADV models are nothing new, but in recent years more and more companies have built bikes for this growing sector. A bike like Aprilia’s Tuareg 660 offers more manageable weight and power output than the 1,000cc-plus models out there. That doesn’t mean this bike is entry level; it merely means it can be friendlier and more accessible to a broader range of buyers. Newer riders and experienced vets will appreciate the Tuareg’s features.

Powered by a 659cc parallel twin that receives some tweaks compared to its Tuono and RS 660 siblings, the Tuareg’s power delivery is well suited to ADV riding, with more tractable delivery and throttle response. It also features the Aprilia Performance Ride Control (APRC) system, which provides four modes to help the rider optimize the power delivery for various road surfaces.

The chassis is up to the task of off-road exploration, with long-travel Kayaba suspension front and rear, but it’s also well suited to long days ripping curvy stretches of asphalt. Brembo brakes provide excellent stopping power, appropriate to Aprilia’s image as a sporty company. Good wind protection means that this is a bike that you can load up, hit the road, and do some serious miles on. Where will you go?

Upgrading to the Tuareg 660 in Aprilia’s Indaco Tagelmust (blue, white, red) paint will set you back an additional $600. Other differences include the silver wheels.

Upgrading to the Tuareg 660 in Aprilia’s Indaco Tagelmust (blue, white, red) paint will set you back an additional $600. Other differences include the silver wheels. (Aprilia/)

Updates for 2022

The Tuareg 660 is a brand-new model for 2022. The engine is based on Aprilia’s new family of 659cc parallel-twin-engined sportbikes like the Tuono 660 and RS 660.

Pricing and Variants

The Tuareg is available in three color options: Acid Gold and Martian Red are priced at $11,999, while the Indaco Tagelmust (blue, white, red) goes for $12,599. Notable accessories include the aforementioned quickshifter ($249.95), aluminum side bags ($1,399.95), top box ($769.95), top-box rack ($549.95), low saddle ($249.95), heated grips ($269.95), and there are tons more options.

Turn-in is light and quick; once in the corner handling remains light and nimble, with the ability to change the line with just a thought and small inputs.

Turn-in is light and quick; once in the corner handling remains light and nimble, with the ability to change the line with just a thought and small inputs. (Aprilia/)

Competition

The adventure-touring class is packed to the rafters with motorcycles designed to help riders explore without having to worry about excess heft. True, engine configurations are all over the map from single-cylinder, to V-twins, triples, and parallel twins, but there are choices at every price range.

The biggest competition for the Tuareg 660 remains the Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure/850 GS, Husqvarna Norden 901, Triumph Tiger 900 models, and the Ducati Desert X.

The Tuareg’s 659cc engine is based on the powerplant found in the RS 660 and Tuono 660, with small but significant changes. The valve train features specific valve timing, lift, and duration for more torque, while the airbox uses longer intake funnels for the same reason.

The Tuareg’s 659cc engine is based on the powerplant found in the RS 660 and Tuono 660, with small but significant changes. The valve train features specific valve timing, lift, and duration for more torque, while the airbox uses longer intake funnels for the same reason. (Aprilia/)

Powertrain: Engine, Transmission, and Performance

The Tuareg is powered by the same 659cc parallel twin that powers the RS 660 sportbike and Tuono 660 naked, but there are key differences. For instance, model-specific camshafts decrease lift and duration, tailoring the bike’s torque and power delivery for adventure riding. Aprilia claims 52 lb.-ft. of torque and 80 hp, both peaks coming lower in the rpm range than the company’s sporting street models. Aprilia also says 75 percent of that torque arrives below 3,000 rpm and 90 percent below 5,500 rpm.

The connection between throttle and rear tire is linear and easy to control, though in testing, Cycle World still felt there was room for more bottom-end grunt. “I feel a larger rear sprocket might be in order if you aim to spend most of your time in the dirt,” Justin Dawes said after spending a full day in the saddle.

Four ride modes are offered by the Aprilia Performance Ride Control (APRC) system: Urban, Explore, Off-road, and Individual. Each gets all 80 ponies, but throttle response is varied. Urban is the most muted, followed by Explorer; Off-road has the most aggressive response. Traction control can be quickly adjusted through four levels within each of those modes; engine-braking is adjustable as well.

A narrow seat and tank area mean there’s plenty of room while standing.

A narrow seat and tank area mean there’s plenty of room while standing. (Aprilia/)

Handling

The Tuareg’s chassis is impressive in every situation. “Dual-rate springs in the 43mm fork and a progressive linkage attached to rear shock offer a nicely balanced ride in small chop and bumps at any speed, but there is plenty of holdup when you blast it into a corner hard,” Dawes said. “And it can corner hard, especially when a rider sits down in the corner.”

Motocross-inspired cut-and-thrust maneuvers are possible as the 660 squares off the turns amazingly well while sitting down. Standing up it also smashes a predictable line, despite the moderately aggressive Pirelli Scorpion Rally STR tires constantly searching for traction.

“On-road performance is just as impressive if not more than the Tuareg 660′s off-road capability,” Dawes said.

Brakes

The braking package includes Brembo four-piston calipers biting dual 300mm discs up front and a Brembo single-piston caliper/260mm disc out back.

Lever response and feel from the front brake is excellent in the dirt and merely great on the street. The rear brake is a little vague in the dirt, but has good street feel.

Fuel Economy and Real-World MPG

Real-world MPG is currently not available for the Tuareg, but will be listed as additional testing is completed.

Making changes to ride modes, TC, and ABS settings is quick and easy via a bright and clear TFT dash.

Making changes to ride modes, TC, and ABS settings is quick and easy via a bright and clear TFT dash. (Aprilia/)

Ergonomics: Comfort and Utility

A narrow seat makes reaching the ground easy despite the seat’s 33.9-inch height. “The seat shape is great, but when off-road and sitting I did find the hard plastic edges of the seat pan more than a few times,” Dawes said after a full day of riding. “The rest of the ergonomics fit my 5-foot-10 frame well.”

Air management from the nonadjustable windscreen is great, flowing air right over the rider’s head at highway speeds.

Electronics

The Tuareg 660 has four ride modes offered by the Aprilia Performance Ride Control (APRC) system: Urban, Explore, Off-road, and Individual. Additionally, there are four levels of traction control; the adjustable ABS can be turned off completely if so desired. Last but not least are settings for engine-braking. The dash features a TFT display with warning lights around the perimeter, while LED headlights light up the road.

Warranty and Maintenance Coverage

Aprilia offers a standard 24-month warranty that can be extended an additional 12 or 24 months.

With the Tuareg 660, Aprilia created a capable and competitive adventure bike for the dirt.

With the Tuareg 660, Aprilia created a capable and competitive adventure bike for the dirt. (Aprilia/)

Quality

Fit and finish on the Tuareg 660 is quite good, while the $11,999 base price is great for a bike with this many top-notch features.

2022 Aprilia Tuareg 660 Claimed Specifications

MSRP: $11,999
Engine: 659cc, DOHC, liquid-cooled parallel twin; 8 valves
Bore x Stroke: 81.0 x 63.9mm
Transmission/Final Drive: 6-speed/chain
Fuel Delivery: Electronic fuel injection w/ 48mm throttle bodies; ride-by-wire
Clutch: Wet, multiple disc, slipper function
Engine Management/Ignition: Electronic
Frame: Double cradle steel frame
Front Suspension: 43mm Kayaba USD fork, fully adjustable; 9.4 in. travel
Rear Suspension: Kayaba shock, fully adjustable; 9.4 in. travel
Front Brake: Brembo 4-piston caliper, dual 300mm discs w/ ABS
Rear Brake: Brembo 1-piston caliper, 260mm disc w/ ABS
Wheels, Front/Rear: Spoked wheels w/ aluminum rims, 21 x 2.15 in. / 18 x 4.25 in.
Tires, Front/Rear: Tubeless; 90/90-21 / 150/70R-18
Rake/Trail: 26.7°/4.5 in.
Wheelbase: 60.0 in.
Ground Clearance: N/A
Seat Height: 33.9 in.
Fuel Capacity: 4.8 gal.
Wet Weight: 450 lb.
Contact: aprilia.com

Source: MotorCyclistOnline.com

2023 Zero Motorcycles DSR/X Electric Adventure Bike Review

Ride with us at the controls of Zero Motorcycles’ DSR/X electric-powered ADV bike.

Ride with us at the controls of Zero Motorcycles’ DSR/X electric-powered ADV bike. (Jenny Linnquist/)

Fresh for 2023, Zero Motorcycles presents its new DSR/X, an electric adventure motorcycle designed to take riders away from the pavement. The Santa Cruz, California, company has been a force in the electric motorcycle segment for 15 years, but this is its first ADV rig.

Editor’s note: We reported on the unveiling of the DSR/X during the 2023 Zero DSR/X First Look Preview article.

The DSR/X is powered by a giant 17.3-kilowatt-hour battery, and while the rating is a measure of energy storage capacity, Zero motorcycles are also known for producing a hellacious amount of torque at the back wheel. The last time we rode a Zero SR/F, it churned out 140 lb.-ft. torque. This motor is said to deliver 166 lb.-ft. torque. That’s more than a six-cylinder Honda Gold Wing or BMW’s mighty K 1600. And it’s a good thing it has that much juice, considering its hefty 544-pound ready-to-ride weight.

The DSR/X has rugged, modern styling, but it’s not overdone. Up front it rolls on a 19-inch cast-aluminum wheel, complemented by a 17-inch cast-aluminum rear hoop, the same type of wheel configuration employed by the BMW GS, Ducati Multistrada, Suzuki V-Strom, and Harley-Davidson’s Pan America. The 19/17 wheelset combo is ideal for riders who are looking to do light off-roading, with road remaining the focus.

Our favorite feature of this bike, next to its awesomely and easily adjustable windscreen, is the giant storage compartment. It’s capable of swallowing 7 gallons of gear. That’s double the capacity of the SR/F we tested three years ago, and enough to fill half a dozen decent-sized backpacks. Added auxiliary storage can be accessed via two torque screws on the front left side of the bike, and there’s also the usual small storage compartment underneath the rider seat.

This vehicle is charged with a standard J1772 charging point or a conventional household three-prong 110-volt adapter. The household adapter takes approximately 10 hours to charge from zero to 95 percent; the J1772 reduces that to roughly four hours.

Up front the DSR/X rolls on an inverted Showa fork with radial-mount brakes from J.Juan, a Brembo-owned Spanish brake manufacturer. A giant Showa shock mounts directly to the frame and swingarm without a linkage. We generally aren’t fans of bikes without rear suspension linkages, especially for off-road use, but in this application it works well. The suspenders offer more than 7 inches of suspension travel, fore and aft.

Another neat design feature is the belt final drive. So why doesn’t it employ a chain? Chain final drive is loud, and when used on a bike that otherwise does not make much noise, chain slaps get annoying. The drive sprocket mounts directly to the 17-inch rear wheel, allowing more even torque load during acceleration. The rear sprocket has holes inside designed to move dirt and debris out of the surface between the sprocket and the belt, helping to mitigate excess wear and keeping the belt from stretching or breaking when out on the trail.

This bike is a big rider-friendly motorcycle; those taller than average are going to like the ergonomics on this Zero. The handlebar is tall and swept forward, which is nice as it puts riders in an aggressive stance, though that might get a little annoying while logging highway miles. The rider’s seat is luxurious, cupping rear ends nicely. The faux fuel tank area is sizable and does a fine job of blocking the elements, which is what you want on a touring bike. The rearview mirrors do a nice job of showing off what’s behind.

Standing ergonomics on this bike work well throughout. Overall, this is a very cozy motorcycle.

True, the Zero is a tad wide, but that girth means it’s easy to squeeze the bike with the legs. The center of the bike is nice and flat and the faux fuel tank isn’t in our way, like it is with so many other modern ADVs.

Considering its heft, the suspension has a lot of work to do. The suspension has spring preload and damping adjustment, front and rear. No doubt that big reservoir chamber inside the shock has a lot of nitrogen to help keep the damping qualities fixed when controlling all 544 pounds of this motorcycle. The weight is certainly felt, and riders can sense the suspension controlling movement and vehicle pitch off-pavement. Realistically, though, riders probably won’t get really nasty with this bike; it just weighs too much. Still, for fire roads and light off-roading, this motorcycle is more than capable.

On the other hand, the DSR/X feels remarkably agile on the road. The suspension feels well-supported on slow to medium speed curvy pavement stints, and thankfully, there’s those triple-sized triple disc brakes. The rear disc brake on this vehicle is the biggest rear disc Zero Motorcycles has ever put on one of its bikes. The off-road traction control mode is really nice, allowing a decent level of wheelspin. The connection between motorcycle and throttle works well, and we like the throttle response, not too touchy, not too dull; the rider feels connected to the bike.

A good, old-fashioned mechanical key starts this bike. Insert key, turn the ignition on, and the 5-inch color TFT display illuminates with a neat Zero Motorcycles logo. The fonts are nice and sharp and it looks crisp. Problem is, the font sizes used mean there’s a lot of wasted space around the perimeter of the display. Still, just hit the “run” rocker switch, and away you go.

The DSR/X offers an easy-to-access 12-volt power point and two more USB-type chargers inside the center storage box. Three-level adjustable heated grips are also included and elevate comfort during rides in chilly weather. The manually adjustable windscreen offers a good range of adjustment; we usually ran it in the low position to get a little bit of airflow over our body, but if it had been colder out, we would definitely have elevated the setting. The rearview mirrors do a nice job of showing off what’s behind.

Zero Motorcycles continues to rely on switch gear that mimics Aprilia hardware from over a decade ago; it’s clunky and needs to be updated, preferably with a BMW-style multi-wheel. Until then, riders must fumble with the left/right toggle switch to access power modes. Obviously Sport was our favorite.

On the other end of the spectrum, the Eco power setting reduces acceleration force and uses power more sparingly. It also adds regen, which feels like engine-braking, as it slows the motorcycle without having to actuate the brakes by returning regenerated power to the power pack. Folks who like a lot of conventional engine-braking effect during deceleration are going to want regen.

The brakes offer decent response, but the pad-bite-feeling is a tad soft. Power-wise, riders really have to get in that lever for it to slow down; after all, there’s a lot of mass to stop here. An even more robust brake package would be nice considering how heavy this vehicle is. A neat feature here is the integration of Bosch-sourced vehicle stability and ABS controllers. Bosch-sourced ABS and vehicle stability controllers are class-leading in the powersport space. And Bosch and Zero Motorcycles have been working together for nearly a decade now. So the electronics and their integration of their vehicles works really well.

Not having any traditional motorcycle sounds makes for a fresh experience. Without typical ICE noises, it’s a serene experience. Riding electric motorcycles is neat, because there’s no engine noise, no vibration, no exhaust noise. And we like that there’s no clutch to actuate; no gears to shift.

Zero claims it’s good for a range of 85 highway miles. If you ride in the city, it’s over 100 miles. If you ride off-road, it’s over 100 miles too. Highway use is the worst energy consumption because you’re going at a constant speed. City and off-road, you are varying your speed. You also get the benefit of regen during deceleration, so that’s why range increases in the aforementioned scenarios.

Zero Motorcycles also offers a larger power pack as an accessory. This vehicle comes standard with a 6kWh charger that’s been repositioned; that charging apparatus was previously mounted underneath the motorcycle, as on the Zero SR/F. For this application, engineers moved it to the tailsection due to the DSR/X’s added ground clearance requirement. In typical Zero form, you can always scale the charging system: If you need more charging power, you can buy an accessory 6-kilowatt charger, effectively doubling the charging rate.

LED lighting front and rear helps this motorcycle stand out after dark. Curiously however, this bike has halogen bulb turn signals. We weren’t able to ride after dark, so the jury is still out on the nighttime usability of this motorcycle, but judging by the shape of the LEDs we bet this thing throws a good swath of light.

The neat thing about electric motorcycles is they’re virtually devoid of maintenance. The DSR/X needs periodic tension checks on the belt final drive and hydraulic brake fluid flushes, but that’s pretty much the extent of the maintenance. Of course, you’re going to have to update the firmware every so often; Zero Motorcycles is always improving its firmware and software. But for motorcycle riders who want to spend more time riding and less time dealing with maintenance, EV bikes are a great option.

Will this bike replace the internal combustion engine–equipped adventure-touring bike in our garage? Probably not. Gasoline-powered adventure-touring bikes continue to retain an advantage in terms of range and fuel availability. It seems there very well may come a day, perhaps in a decade or two, where the tides change and it’s EV bikes; may as well embrace the change. Zero Motorcycles is making a valiant effort to make that change an adventure with the DSR/X.

Gear Box

Helmet: Shoei Hornet X2

Jacket: Rev’It Blackwater

Gloves: Rev’It Kinetic

Pant: Rev’It Piston

Boots: TCX Rush 2 Air

2023 Zero DSR/X Technical Specs and Price

PRICE: $24,495
MOTOR: Z-Force 75-10, passively air-cooled, interior permanent magnet AC motor
TRANSMISSION: Clutchless direct drive
FINAL DRIVE: Gates Carbon Drive Moto X9 belt, 25mm wide
POWER SYSTEM TYPE: Z-Force li-ion intelligent power pack
POWER PACK MAX CAPACITY: 17.3kWh
CLAIMED CHARGE TIME: 10 hr. Level 1 / 2 hr. Level 2 / 1 hr. 6kW rapid charger
CLAIMED RANGE: 180 mi. city/85 mi. highway
CLAIMED HORSEPOWER: 100 hp @ 3,650 rpm
CLAIMED TORQUE: 166 lb.-ft.
FRAME: N/A
FRONT SUSPENSION: 47mm Showa Big Piston Separate Function fork, preload, compression, and rebound adjustable; 7.5 in. travel
REAR SUSPENSION: 46mm Showa piston w/ piggyback reservoir shock, preload, compression, and rebound adjustable; 7.5 in. travel
FRONT BRAKES: Dual J.Juan radial-mounted 4-piston calipers, 320mm discs
REAR BRAKE: J.Juan floating 1-piston caliper, 265mm disc
WHEELS, FRONT/REAR: 19 x 3.00 in. / 17 x 4.50 in.
TIRES, FRONT/REAR: Pirelli Scorpion Trail II; 120/70-19 / 170/60-17
RAKE/TRAIL: 25.0°/4.3 in.
WHEELBASE: 60.0 in.
SEAT HEIGHT: 32.6 in.
CLAIMED WEIGHT: 544 lb.
WARRANTY: 2-year standard; 5-year/unlimited-mileage power pack
AVAILABLE: Now
CONTACT: zeromotorcycles.com

Source: MotorCyclistOnline.com

2022 Sonora Rally: Special Stage 4

Enjoy coverage from the 2022 Sonora Rally from our friends at WestX1000.

Begin Press Release: 


Paying the Penultimate Price

Sonora Rally Surmounts SS4, But Not Without Any Casualties  

On paper, Special Stage Four was supposed to be fairly straightforward. Low kilometers, only a few topographical transitions… Simple right? The word floating around the bivouac after much of the racers had finally passed Timing & Scoring: carnage. Vehicles scattered the Altar desert – upright, upside-down, sideways – like bugs on flypaper, struggling to free themselves of the sand and buzz away as quickly as possible. An unusual number of mechanical issues, plus the predictable number of incidents and injuries were symptoms of hot conditions, exhausted athletes and a punishing course. Add a bit of tricky notes to the equation and you have the formula for glory. And maybe a bit of pain too. But there were, and always are in rally, multiple factors affecting the circumstances for many competitors. Rookies take the brunt of the daily ass whoopings. They are often their own determinant on the course due to a lack of experience, whether that’s with the landscape, the *roadbook, management of time, machine and well-being. But this can be said for the seasoned racers as well. No one is impervious of heat stroke, fatigue and navigation errors. Even Husqvarna Factory rider Skyler Howes #1 felt challenged by the special.

“Stage Four of Sonora Rally was the big dunes day, and it’s quite physically demanding. There aren’t many places out there to get a breather. It’s either all camel grass or big dunes, which was pretty cool, and good for me for the fitness and seeing where we’re at there. And it was also pretty warm. Up to the refueling, it was a lot of hard work, you had to stay on your toes with the navigation as well, plus the temperature was warm, so it was just a lot going on. After the refueling, we switched directions in the dunes, and it became really, really fun because you could jump over a lot of stuff. Yeah, it was fun. A super fun day, but hot, demanding and physical. But relatively short, so pretty good. And I nailed the navigation today, no guessing, no circles. Just a lot of fun. And we’re looking forward to the final day tomorrow.”  Skyler Howes #1, Husqvarna Factory Racing

If the course was putting Howes to the test, no doubt, it had put most of the group through a bonafide Hero’s Quest. Many of whom lost this battle of attrition. And none by surrender. The fight today was hard. Harder than anything else at times. And while a few ultimately succumb, others reach deep for some inner strength to carry, if not drag, them across the Finish line. Even those who did endure an injury, went back to the bivy with smiles plastered on their faces. Yugi Jasti #28 has only really been riding off-road for a year. A motorcyclist for ages, when he eventually tried dirt, he found that he had a taste for it. And devoured it as often as possible at home in Johannesburg. But still, even with as much seat time he’s had in the last 365 days, the dunes are a whole other level of skill to obtain. Killing his bike just before a crest, his attempted downward turn to try again resulted in a tumble and a broken collar bone.

Meanwhile, just past the first set of dunes, Malle Moto hopeful Matt Sutherland #2 had a serious off-bike moment which left him with a lacerated groin. Compatriot Ace Nilson #5 came upon him and Jordan Huibregte who unfortunately had no first aid kit or experience to properly assist. So, Nilson dove right in. After dressing Sutherlands wound, waiting for the extraction team, it was time for Ace to continue his race. Even those who crawled back to the ASS undoubtedly picked up their vessel many times over. From the outside looking in at the bivouac, it looked post-apocalyptic. Zombies with hunched shoulders, limps and dazed look on their faces, wandered around the grounds wearing athletic tape in search of Tecates, and incident forms. But oddly enough, the “undead” still seemed pretty lively, if not excited for what’s to come.

“The day went really well. It went a lot better than I thought it would. After yesterday and even this morning, I didn’t think I would make it through the day. My shoulder was hurt pretty badly [yesterday], and I couldn’t move it at all this morning. Took a bunch of painkillers and warmed up, probably, halfway through the stage. I took the very beginning pretty easy, at this point I figured I was trying to make it to the end. Warmed up, caught a bunch of guys who were stuck on a little bit of a note that was tricky, and that got me excited. I felt like, alright, we’re good. I can do this. So I pushed a little harder from through the gas stop and finished Third today. So, from thinking I wasn’t going to ride to that, I am really happy with how it ended up.” – Brendan Crow, #35, Privateer in Motos

Some pilots actually had an altogether great experience. A flawless ride, in fact. Brendan Crow #35, who’s vying for podium in his class, overall and the Road to Dakar challenge, didn’t think he’d ride today. He’d exacerbated an old injury on SS3, iced it and still found it a bit stiff in the morning. Yet, his instinct told him to continue and see how it goes, which paid off because after warming up his body and brain a bit, Crow was able to steadily work his way to a Second-Place finish. Another promising figure is Edgar Cota #30 who survived food poisoning, which led to heat exhaustion which somehow didn’t stand in the way of a strong conclusion to an arduous special. Making his navigation debut at the Sonora Rally, he plucked the Second seed from the pod.

“Today went really well. The first three stages were really fast, and it took me a little longer than I expected to find a good rhythm and become comfortable. On top of that, I became really sick yesterday and had to fight my way through the day. Towards the end of Stage Three, I became really dizzy and had to get treatment last night in order to be ready for today. I woke up this morning and felt a lot better. I really enjoyed today’s stage in the dunes. The more technical terrain really suited my riding style and I felt great on the bike. Finishing 2nd overall for today is a lot closer to my expectations so I will go to bed a lot happier tonight. I’m looking forward to carrying this momentum into the final stage tomorrow and have another fun day out here with everyone.” – Edgar Cota #30, Privateer in Motos

Parallels were certainly drawn by the four-wheel classes as well. A previous incident damaging their cooling system eventually closed the door on car #51 Sara Price and Sean Berriman’s chances at a victory. Even after a low-key crash, tipping on their side, the pair had lost significant time due to the mechanical problems. So, with a heavy heart, Price pulled out of the running, making UTV #55 the strongest candidate for First. Theirs was another of those perfect races. No mechanical, navigational or personal struggles stepped in the way of their clear path to the day’s podium.

“So, today was a dunes day – that’s what it’s called at the Sonora Rally when we go down the dunes, almost to San Luis [Rio Colorado] and then come back to El Golfo. It was gnarly. It was really difficult, but, I mean, me being a hometown guy, I tried to use that as an advantage. Even though it’s not the same because I have to follow Waypoints; I have to follow rules; I have to follow navigation. But we did really well. Nothing went wrong with the car. Everything went perfectly with our Pro R from Polaris. It’s an awesome car. It handled great. We planned on using different tires for this stage, and it worked perfectly. And we brought the win today for Stage Four, and yesterday, we also got the win for Stage Three, so that puts us at a really good advantage to bring home the Sonora Rally trophy.” – Daniel Gonzalez #55, Privateer in UTVs

It started near the train tracks, everything blanketed in a heavy, wet mist. As if set in a horror film, the racecourse offered a touch of gloom to an already daunting stage. The eerie quiet switches the mood from sleepy to menacing. Just out the gate, competitors endured tens of kilometers of bumpy, inconsistent ripples of sand providing both soft and hard-packed textures. With wiry bushes and camel grass spring up in every direction as yet another test of skill, focus and willpower. The final obstacle before being allowed to enter the dunes. This was, without a doubt, snake country. Snake tracks crossed over little critters and coyotes and whatever else left uncomfortably large paw prints in the ground. In the horizon, rocky giants loom over the ethereal dunes like a shadow. There’s just something about the Altar Desert that is so enchanting. The towering piles of enormous dunes, faces on which lives have been gambled. Some hit the jackpot. Most others go home losers, but they can go home. There are few, however, who risk everything and have lost the bet on life. The dunes aren’t to be messed with. They evolve and adapt and have a personality, albeit subtle. And to be a part of that, lost in the sea of ever-changing sand, is special. You could have never seen one, maybe never even heard the word “dune” before, but if you find yourself amongst them, something changes. Your soul shifts and the world and your values become something boundless. It’s inevitable. If your heart is in rally, your heart is in the dunes.

There’s one more opportunity to witness these juggernauts of the desert during Special Stage Five – the finale of the 2022 Sonora Rally presented by Method Race Wheels. To enjoy these incredible experiences for yourself, check out the Sonora Rally Facebook Page for stories, updates and inspirational posts. To learn more about the event, visit: https://sonorarally.com/. Or just follow the fun on Instagram @sonorarally & @aventura.eventos.

KEY NOTES

Ø El Golfo to El Golfo; Liaison > 30 km & Special > 153 km

Ø The finale on Saturday will take racers back through the Gran Desierto de Altar up to the border town of San Luis Rio Colorado. There, the ceremonies will kick off, glasses will be clinked, and hugs will be held for a little bit extra. But not before the competitors will face another morning in the dunes. The special is a tad shorter than SS4 at 148 kilometers – L1 15 – SS 123 – L2 10 – but not significantly enough to lighten the load. These are still the largest dunes in North America, so they don’t give way easily.

Ø The Altar Desert, or el Gran Desierto de Altar as it’s known at home, is one of a kind, boasting the largest dunes in North America, as well as the biggest continuous wilderness area within the Sonoran Desert. Resting above the northeast corner of the Sea of Cortez, the region covers about 2,200 square-miles, most of which are in Mexico’s state of Sonora. Dominated by sand, the thickness of which spans from about .62 miles to greater than 7.5 miles. “Most of the sand of the desert was delivered by the Colorado River during the Pleistocene, which flowed through present-day Gran Desierto area approx. 120,000 years ago” according to wikivoyage.

Ø Brett Fox, playfully dubbed “The Tiger King” when he first premiered his Triumph Tiger 900 Rally Pro on the local nav. racing scene. He began his journey while already on a journey. Much like someone we know for pioneering the ride-to-race concept, Lyndon Poskitt, Fox is taking a bike better suited for touring the world and entering (so it seems) as many races as humanly possible. Only a week before the Sonora Rally, he finished another local Mexican event, and has entered several competitions from modest to major over the last year. And he doesn’t seem to be stopping anytime soon. His adventures have earned him a position on the REV’IT! Off-Road Ambassador team, and a respectable following on social media where he shares his trials and tribulations with anyone who’s interested in living vicariously through Brett and his Big Bike energy. The Sonora Rally School was one of the first entry points for Fox into the roadbook world, and now he’s finally able to test those newfound skill sets in real time at a race that’s considered a steppingstone to the Dakar Rally. It’s been four taxing stages, and Brett is still proving big bikes can hang with the “little” guys.

Ø There are many things which set a rally raid apart from the rest. Experiencing exotic destinations, colorful cultures, challenges for the mind, body and machine, and so much more. But of all those qualities, what is held closest to the heart for the organization is the intimacy of the community. Today was a great example of when a race becomes a struggle, and with so many rookies present, mayhem was inevitable. Yet not one competitor hesitated to give a helping hand, slowing down to check the condition of their downed opponents. One instance could have been serious, and although there was already a man on scene, Ace Nilson felt it was still necessary to stop and assess the condition of Matt Sutherland, who had ultimately suffered a laceration to his groin. Thankfully, he had just missed the artery, but it was still bleeding, filleted and needed attention. Director of the department for neurology and a lot of applicable experience at the trauma center, Nilson was able to stuff the wound, bandage it and arrest the bleeding. Sutherland ended up with 12 stitches after his visit to the hospital, and despite it all, he’s still smiling – thanks to his comrades. No one needs to stop for their fellow racers in need, or wait for a thumbs up, but everyone here understands each other. They know how difficult the race can be, and though they are competing against the clock and themselves and Mexico, they are in it together.

Ø With big dunes comes burnt clutches. A handful of riders endured some sort of clutch issue on-course. For Willem Avenant #25, this was unresolvable, and he ultimately had to call it quits. If he’s able to repair his bike in the bivouac, then he’s sure to start again on the final day. But that’s yet to be seen. Moto number 22, Olof Sundstrom who came all the way from Sweden, managed to solve his problems and continued through the rest of the stage. Mexico native, Patrick Reyes Morrison #7 finished the special on his Diespro “Frankenstein,” the rear of his 450 EXC sewn together with the front half of Stan Olarte’s recently severed KTM. He too encountered some clutch gremlins but only minor. And it seems the this has already been fixed.

QUOTES:

Brett Fox #5, Privateer in Motos: “Today was a lot of fun. The big bikes can work well in the dunes, but they will become hot. [My Triumph Tiger 900 Rally Pro] was definitely overheating on me a bit, so I had to pace myself and the bike to make sure the bike didn’t blow. But the big bikes work well! But there were some dunes that I couldn’t make it up; they were so high, so steep that I just had to navigate around. But for the vast majority of the dunes, if you find the right speed, cut at an angle and drop over, you can make it. If you don’t make it to the top, that’s where things go wrong because you have this big, heavy bike facing up a dune, and you then have to drag the front end down and try to lift it up while the sand is sifting underneath you…and then the bike starts sliding down the hill with the sand, that’s where you wear yourself out. So, when riding a big bike in the dunes, if you can’t make the crest of the dune, bail out. Not like off the bike but cut the dune and come back down to try again. I went every which way with that bike. I fell short of some dune. I sent it a little hard at a crest and went flying, but hey the bike was on the other side of the dune, so I was happy. But there are other times that I just knew I couldn’t make it, so I would [as mentioned] cut the crest, drop back down into the bowl and get another speed run and make it over.”

Jorge Hernandez #55, Privateer in UTVs: “It was a fun day in the sand. We were able to play with some of the best riders in the business. Bikes were fast. We caught up with several of them, had fun in the dunes, and we came back with First Place. Actually, I think we were the only car to come in with four wheels, so that’s not a bad thing to do on a Friday evening.”

Ace Nilson #5, Privateer in Motos: “I came across Matt Sutherland [in the dunes]. Jordan Huibregtse was on scene, but he didn’t have any supplies or medical training, so I told him to go on. I assessed Matt, and he had a laceration in his groin which needed to be addressed. So, we cleaned it, packed it and taped him up, then called for help. I waited until the extraction team came, and then I got back underway with my race.”

TOP FIVE STAGE RESULTS

MOTO PRO

  1. #1 Skyler Howes (USA), Husqvarna Factory Racing – 2:45:59
  2. #30 Edgar Cota (USA), Privateer – 3:20:31
  3. #35 Brendan Crow (USA), Privateer – 3:23:53
  4. #6 Nathan Rafferty (USA), Privateer – 3:28:47
  5. #21 Kevin DeJongh (USA), Privateer – 3:35:53

MALLE MOTO

  1. #8 Kyle McCoy (USA), American Rally Originals – 3:26:51
  2. #18 Jordan Huibregtse (USA), Privateer – 3:46:53
  3. #3 David Pearson (USA), American Rally Originals – 4:09:01
  4. #12 Matthew Glade (CAN), Privateer – 4:56:28
  5. #Brett Fox (USA), REV’IT! – 6:22:38

MOTO ENDURO

  1. #36 Anthony Bonello (CAN), REV’IT! – 3:35:23
  2. #27 Patrick De Chastonay (USA), Privateer – 4:09:10
  3. #11 John Henson (USA), Privateer – 4:15:04
  4. #17 Clayton Zimmerman (USA), Freedom Rally Racing – 4:32:30
  5. #5 Morrison Hart (USA), American Rally Originals – 4:36:08

UTV MODIFIED

  1. #55 Daniel Gonzalez (MEX) and Jorge Hernandez (MEX), Privateer – 3:56:27
  2. #52 Brock Harper (USA) and Steve Geist (USA), Privateer – 11:00:00
  3. #51 Sara Price (USA) and Sean Berriman (USA), Polaris Factory RZR – 13:00:00

CARS NAT4

  1. #54 Larry Trim (USA) and John Koeth (USA),Privateer – 19:05:00 

TOP FIVE GENERAL STANDINGS

MOTORCYCLE

  1. #1 Skyler Howes (USA), Husqvarna Factory Racing – 11:49:00
  2. #21 Kevin DeJongh (USA), Privateer – 13:11:52
  3. #35 Brendan Crow (USA), Privateer – 13:43:31
  4. #18 Jordan Huibregtse (USA), Privateer – 13:49:23
  5. #8 Kyle McCoy (USA), American Rally Originals – 14:26:35

UTV

  1. #55 Daniel Gonzalez (MEX) and Jorge Hernandez (MEX), Privateer – 15:49:25
  2. #52 Brock Harper (USA) and Steve Geist (USA), Privateer – 24:20:39
  3. #51 Sara Price (USA) and Sean Berriman (USA), Polaris Factory RZR – 25:11:51

CARS NAT4

  1. #54 Larry Trim (USA) and John Koeth (USA),Privateer – 63:26:00

ROAD TO DAKAR

  1. #35 Brendan Crow (USA), Privateer
  2. #3 David Pearson (USA), American Rally Originals
  3. #5 Ace Nilson (USA), Privateer
  4. #9 Morrison Hart (USA), American Rally Originals
  5. #11 Matthew Ransom (USA), Freedom Rally Racing

DISQUALIFICATIONS

MOTORCYCLE

  1. #37 David E. Bihn (USA), Privateer, SS2 DNS
  2. #29 Etienne Gelinas (CAN), Privateer, SS3 DNS
  3. #28 Sebastian Olarte (COL), Privateer, SS3 DNF
  4. #2 Matt Sutherland (AUS), Privateer, SS4 DNF
  5. #26 Yugandhar “Yugi” Jasti (ZAF), Freedom Rally Racing, SS4 DNF

CARS NAT4

#53 Luis Perocarpi (USA) and Clayton Williams (USA), Privateer, SS2 DNS

The post 2022 Sonora Rally: Special Stage 4 appeared first on Motorcycle.com News.

Buy KR Jrs 1996 Yamaha YZR500 OWJ1

Looking for a safe haven for a few hundred thou? Who isn’t. We’ve found it: Kenny Roberts Jr’s last Yamaha 500cc GP bike, the one he rode just before switching to Modenas in 2007. They’re not making any more of these, and they don’t come on the market very often.

In the video, the 499cc two-stroke V-four fires right up and sounds great. Yamaha said it was good for 177 horsepower, which should be enough for casual trackday use. Heck, why not a little vintage racing? Mileage is unknown, as there is no odometer. No ABS, no steenkin’ traction control… There are a few rough edges and some patina, but all that may only add to the value of the investment. Best hurry over to Iconic Motorcycles, where there’re a lot more pics and info on the bike. Current bid is only $200,000. The auction ends Friday at 2 pm. 


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The post Buy KR Jr’s 1996 Yamaha YZR500 OWJ1 appeared first on Motorcycle.com News.