Francesco Bagnaia (Ducati Lenovo Team) started from pole position and bolted into in an early lead, with the Championship’s top two Aleix Espargaro (Aprilia Racing) and Fabio Quartararo (Monster Energy Yamaha MotoGP™ Team) in hot pursuit, but, on the fifth lap, the Frenchman went down at Turn 5 which took the Aprilia rider with him into the gravel. Both riders rejoined the race, Espargaro in P15, and Quartararo at the back of the back.
Source: MotoGP.com – Read Full Article Here
It took a few sessions to reach it, but the last dozen laps of this test ride felt like a tipping point. A moment in superbike evolution.
The bike, of course, was this, the 2023 S 1000 RR featuring more advanced electronics as well as the steering geometry, adjustable swingarm pivot, and ride height adjustment of the M-Sport, plus a handful of more top-end horsepower from the ShiftCam engine along with a pair of distinctive aero wings. The racetrack was Almeria in southern Spain, a circuit I know well but had never lapped quite like this.
Editor’s note: We reviewed previous S 1000 RRs during the 2020 BMW S 1000 RR First Ride Review, 2020 BMW S 1000 RR MC Commute Review, 2021 BMW S 1000 RR MC Commute Review and 2022 BMW S 1000 RR Review at Double R Fest articles and videos.
And that moment? Ah yes, well after an intense day of building confidence and speed on our slick-shod RR, of braking harder and later, of turning quicker, leaning further, and getting back on the gas a nanosecond sooner, I truly understood the capabilities of S 1000 RR and its incredible armory of electronic rider aids. The new S 1000 RR is now so easy to ride at pace that once you trust in the tech and commit to it, the world is a different place. It feels uncrashable (it isn’t) and as much like a video game as a white-knuckling 205 hp superbike. It is digitized brilliance that allows the throttle and brakes to be applied almost like switches, fully on or fully off, with seeming impunity. Even when the tire grip starts to fall away, the Beemer will do the thinking and worrying. You, the rider, just keep the thing nailed.
Admittedly there were those pre-warmed Bridgestone slicks and a pair of optional M-Sport carbon rims that added even more zip and ping to the RR’s handling, but the possibilities for even the standard S 1000 RR now appear limitless as it pulls its rider into areas only pro racers once knew. The frayed senses, the mental and physical exhaustion of digging out more lap time, of riding on your limit, almost evaporate on this motorcycle.
We’ve been headed this way for a while; ever since electronic rider aids began to appear on production bikes in the early 21st century in fact. Today, a Ducati Panigale V4 or Honda Fireblade—any of the current crop of track-focused superbikes—can elevate their riders to a level and lap time barely imaginable a few years ago, but the RR is another small step.
There is no silver bullet as to why. The engine is only tweaked for 2023. The 999cc ShiftCam inline-four, with variable valve timing and lift thanks to BMW’s unique setup that slides the camshaft back and forth to engage different lobes depending on the revs, has revised intake ports for 2023, while the airbox is new with shorter, variable height intake funnels. There are a couple more horsepower up top and BMW has added an extra tooth to the rear sprocket, taking it to 46 teeth and lowering the final drive ratio.
Some might be disappointed that it remains down on peak output compared to the Panigale and Aprilia RSV4 but the S 1000 RR didn’t need any more horses. It’s powerful enough, thank you. Its strength is its astounding versatility.
The ShiftCam is able to pull from 30 mph in sixth gear to an indicated 280 kph/174 mph without once feeling like it’s struggling. On the Almeria circuit’s long back straightaway it was still pulling hard as the speedo nudged toward 285 kph/177 mph and I felt it wise to go for the awesome brakes.
Ridiculous speed comes so easily because, with ShiftCam, you don’t need to be inhabiting the last 20 percent of the rev range to make things happen. Instead, it drives urgently and cleanly through its midrange—jumping off turns without feeling frantic—and you can even afford to short-shift to give the electronic rider aids an easier time. Above 9,000 rpm the camshafts engage with higher lift and longer duration lobes and it revs, seemingly friction-free, to its 14,500 rpm redline. And it loves doing that too!
The fueling is among the best I’ve ever experienced on a 1,000cc sportbike. Smooth and glitch-free, it allows you to be ultraprecise with the throttle, getting on the power sooner and sooner. There’s no snatchiness or sharp edges, which gives the rear tire an easier life and allows you to accelerate progressively, feeling the grip in the rear slick build exponentially. It’s brutally quick but somehow doesn’t feel it. Instead, it seems to flow around the track like mercury.
Chassis-wise the RR’s alloy Flex Frame chassis is made from four die-cast aluminum elements and utilizes the engine and gearbox as a structural member, and now has optimized flexibility and revised, more relaxed geometry. The steering head angle is 0.5 degree shallower at 23.6 degrees (instead of 23.1 degrees), while the steering offset is reduced by 3mm via new triple clamps. Trail increases from 3.7 inches to 3.9 inches and the wheelbase is 0.6 inch longer than before at 57.4 inches, almost the same as the current M 1000 RR.
The S 1000 RR also gets the M Chassis Kit as standard and features an adjustable swingarm pivot point, while the rear shock and 45mm USD fork is also revised. Electronic damping adjustment is an option (standard on the S 1000 RR Sport) with the DDC Dynamic Damping Control package matching the suspension settings to the selected riding mode.
The RR weighs in at 434 pounds fully fueled for the standard bike, at 430 pounds with the optional Race Package that adds forged alloy wheels instead of die-cast rims, and at 427 pounds with the M Package option that swaps them for lightweight carbon wheels. The new winglets, meanwhile, generate up to 38 pounds of downforce at 300 kph, or 186 mph, which is more than the 36 pounds claimed for the M 1000 RR wings.
The changes are not huge but are significant. Within a few laps you feel at home on the S 1000 RR; like a bike you’ve been riding at trackdays all season. You immediately click and understand how the new chassis translates to the rider.
The BMW isn’t a sharp, cutthroat sportbike or as its aggressive “winged” looks suggest. Instead, it’s on a mission to help you get the best out of yourself. The steering is a perfect balance between knife-edge sharp and sublime: Look where you want to be and you’re there… Just like you’re in your living room racing your gaming mates. Apexes are hit with perfect accuracy, knee over the curb paint, lap after lap, and with minimum effort. You don’t have to force it; everything input is met with a willing and natural response. You find yourself with more mental capacity; it almost seems slow.
Unlike a video game, however, you feel grip levels build as you push the slicks. Midcorner feedback is clear, and body position changes don’t appear to upset the chassis or grip. Get on the power early and, instead of drifting wide, the BMW continues to hold a line, driving hard and with certainty to the next braking zone.
No matter how much I provoked the RR by clipping curbs, even on the brakes, it remained unmoved and planted. With the large TFT dash reading 175 mph at the end of the straight, high-speed stability wasn’t in question either. The new, larger screen deflects most of the wind blast so you can get tucked in, relax, and release your grip from the bars, which remain unflappable.
The 2023 RR runs BMW-branded radial four-pot calipers on 320mm discs at the front, and a single-piston rear caliper gripping a 220mm rotor, with new electronic control systems and rider aids.
ABS Pro is essentially cornering ABS designed to work with slick tires. Combined with the new MSR engine-brake control and BSA Brake Slide Assist (optional Pro mode) it’s amazing what you can get away with, and almost takes the calculation of braking out of the rider’s hands.
The ABS Pro allows you to brake breathtakingly deep and late without fear of locking the front tire. BSA, which features a new steering head sensor, can calculate how much you are steering into a slide when braking heavily and the rear end starts to come around or “back in.” It took me most of the day before I could jump on the brakes (front and rear) and allow the system to bring the rear back in line with the front but when the system kicks in, it’s impressive.
In fact, all the while, working away in the background, is a package of superlative electronic rider aids. As well as ABS Pro and BSA Brake Slide Assist there is a new DTC Side Control, MSR engine-brake torque control system, and even an ABS Stoppie feature—with the functionality of many of these new features enhanced by the new steering angle sensor. BMW has even improved the Shift Assistant Pro quickshifter for 2023, making for smoother shifts.
The introduction of the Slide Control function allows the rider to preselect one of two possible drift angles that can be achieved before the Dynamic Traction Control system intervenes. The clever system uses the bike’s steering angle to work out how far out of line the rear wheel is. In principle, you can now truly power slide and steer from the rear. But you must first be able to get the rear spinning, which I guess is only relevant to a small percentage of riders. Although it’s nice to know it’s there when that slip does happen.
The usability of the RR’s chassis and motor, backed up by new and advanced rider aids, means that on track we mere mortals can now gain access to every horse in the stable as well as every ounce of grip and braking force. Nothing goes to waste.
The 2023 BMW S 1000 RR isn’t tremendously different to the already excellent 2022 machine but it feels as friendly as a 130 hp supersport 600. It’s so unintimidating you can just jump on and thrash it.
The changes to the chassis, even the addition of new aerodynamic wings, aren’t ground-breaking, but in tandem with the uprated electronics deliver a sportbike with immense feedback, stability, and huge stopping power, while the new electronic rider aids have upped the Beemer’s game to the point that the RR really does ride like a PlayStation game—albeit one with the ability to bite should you get it completely wrong. It’s simply stunning.
2023 BMW S 1000 RR Technical Specifications and Price
| PRICE | $TBD |
|---|---|
| ENGINE | 999cc, liquid-cooled inline 4-cylinder; 4 valves/cyl. |
| BORE x STROKE | 80.0 x 49.7mm |
| COMPRESSION RATIO | 13.3:1 |
| FUEL DELIVERY | Fuel injection |
| CLUTCH | Wet, multiplate slipper, self-reinforcing |
| TRANSMISSION/FINAL DRIVE | 6-speed/chain |
| FRAME | Aluminum, engine load bearing |
| FRONT SUSPENSION | 45mm upside-down fork, fully adjustable, optional electronic; 4.7 in. travel |
| REAR SUSPENSION | Single shock, fully adjustable, optional electronic; 4.6 in. travel |
| FRONT BRAKES | 4-piston Monoblock caliper, dual 320mm discs w/ ABS |
| REAR BRAKE | 1-piston caliper, 220mm disc w/ ABS |
| WHEELS, FRONT/REAR | Aluminum; 17 x 3.5 in. / 17 x 6 in. |
| TIRES, FRONT/REAR | Bridgestone Racing Battlax VO2 on test; 120/70-17 / 200/55-17 (with M-Wheels) 190/55-17 (std) |
| RAKE/TRAIL | 23.6°/4.0 in. |
| WHEELBASE | 57.3 in. |
| SEAT HEIGHT | 32.8 in. |
| FUEL CAPACITY | 4.4 gal. |
| CLAIMED CURB WEIGHT, FULLY FUELED | 434 lb. / 427 lb. (M Package) |
| WARRANTY | 3-year |
| CONTACT | bmwmotorcycles.com |
Source: MotorCyclistOnline.com
When I tell people I have a motorcycle, I get one of three responses. The first is that motorcycles are dangerous and not worth the risk. The second is that a Honda Rebel 250 isn’t a “real” motorcycle. The third response – and my favorite by far – is delivered in the form of a story about someone’s trusty first bike that they’ll never forget.
See all of Rider‘s Honda coverage here.
I’ve heard the horror stories of life-changing accidents. These stories I can respect. They come from a place of caring, sometimes a place of loss. They’re not fun stories, but they are stories that deserve to be heard.
As to the second response, I have lost patience with those who say the Rebel isn’t a real motorcycle. The Rebel 250 is small, that’s true. You won’t find it on a list of the top 10 most powerful motorcycles. You won’t find it on anyone’s list of dream bikes. But if people who tell me the Rebel 250 isn’t a real motorcycle could hear some of the third type of responses, they might have a different perspective.
The third response is my favorite because it is the one that most aligns with my own experience. It comes from riders who have owned a Rebel 250, usually as a first bike. When I tell these people what motorcycle I have, they light up. They tell me about how they learned to ride on a Rebel. Or how they left work in a trail of dust on a Rebel when their spouse was going into labor or taught their sons and daughters to ride on a Rebel. I can relate to these stories because they are fueled by that first joy of sitting on a bike.
When I decided I wanted a motorcycle, I searched everywhere. I printed off Craigslist postings and asked my friends and family what they thought of them. I took pictures of motorcycles with “For Sale” signs on the side of the road. I didn’t really know what I was looking for until I saw a posting for a 2014 Honda Rebel 250.
I took my dad with me to look at it the very next week. It was the least intimidating motorcycle I had seen so far. It was gorgeous, with shiny black paint and a stylish “Rebel” sticker on the gas tank. I admit, my enthusiasm about finally finding a motorcycle that was affordable, small enough for me to sit on comfortably, and in great condition might have clouded my judgment, but I still think it’s a beautiful bike.
Some things are beautiful not because of their complexity but because of their simplicity. The Rebel wasn’t trying to be anything it wasn’t. Likewise, I wasn’t trying to impress anyone with a thundering loud exhaust or state-of-the-art technology. I just wanted to be what I was: a new rider comfortable and happy on her first motorcycle.
Before I ever sat on a motorcycle, I rode horses. My horse is named Chief. I still have him, although now he spends his days grazing through retirement. He is a gentle giant, calm and steady. He stuck with me through thorn briars and winding wooded trails. We even have the same hair color. One thing I learned from Chief was how to trust what carries you. I developed a similar trust with the Rebel.
My Rebel has been my loyal mount for six years. It has carried me from Dover, Tennessee, up to Grand Rivers, Kentucky, a town of about 400 people nestled between the Tennessee and Cumberland rivers with a fantastic restaurant called Patti’s. To get there, I go up the Trace through Land Between the Lakes. I stop for a break in front of the old iron furnace. I ride by the elk and bison range. I swing by the planetarium and watch a Beatles laser show. Before long, I’m dining at Patti’s, chowing down on bread baked in a clay flowerpot and a 2-inch-thick pork chop.
My Rebel has also carried me to Aurora, Kentucky, home of the Hot August Blues Festival and Belew’s Dairy Bar. The memory of a Belew’s double cheeseburger with the patty edges crispy with grill flavor still makes my mouth water. At the Hot August Blues Festival, folks from all walks of life stretch out on the riverbank and catch up while bands get down with it. You never meet a stranger in Aurora, even if you’ve never seen a single person there before. Through all these experiences, my Rebel was with me.
I’m not trying to convince you to go buy yourself a Rebel 250. If you’re new to motorcycles and want one that is easy to ride, dependable, and not very expensive, then a Rebel is a good choice. It’s not flashy or impressive, but it has a character of its own. Nor am I trying to convince myself that I made the right choice. If I could do it over again, I wouldn’t change a thing. All I want is for new riders to cherish their time with their first bike and for experienced riders to take a moment and remember what that felt like.
Allison Parker joined the Rider staff as assistant editor in August 2022. This is her first story for the magazine, and it appeared in the December 2022 issue. –Ed.
The post A Girl and Her Honda Rebel first appeared on Rider Magazine.
Source: RiderMagazine.com
Back in 2020, Tom Cruise rode a Honda bike off a cliff in Norway, completing a BASE jump while surrounded by unforgiving rocky walls on either side.
A stunt like this looks surreal even on the best of days – which is why we were intrigued when Christopher McQuarrie, the writer, and director of “Mission Impossible: Dead Reckoning” (2023), shared that Cruise has a ‘Master Plan’ to keep everything ship-shape when prepping for a death-defying feat like this.
“The only things you have to avoid while doing a stunt like this are serious injury or death,” supplies a helpful BASE jumping coach by the name of Miles Daisher.
“You’re riding a motorcycle, which is pretty dangerous, on top of a ramp that’s elevated off the ground, so if you fall off the ramp, that’s pretty bad. You’re falling, so if you don’t get a clean exit from the bike and you get tangled up with it, or if you don’t open your parachute, you’re not going to make it.”
All told, director McQuarrie tells us that Tom Cruise’s ‘Master Plan’ involved multiple components; one for the airborne part, one for the bike part, and one for putting the two together without knocking any further inches off of Hollywood’s beloved
Tom Cruise signed himself up for a full year of skydiving training, during which he worked his way up to 30 skydives a day. Added to this were the actor’s lessons in motocross jumps, where Cruise purportedly logged well over 13,000 jumps of every length and height.
The final component was hooking the man to a zipline with cushioning at the end of a large jump; this is the one we’re expecting cost a Band-aid or two, but learning Cruise’s trajectory as he launched off his cliff was critical to understanding where to build the ramp and how to prep the whole scene.
“Then, it came time for Cruise to execute the stunt – driving a motorcycle up a long ramp, which led to a cliff, launching off of it, and BASE jumping to the bottom – Cruise first jumped out of a helicopter over the cliff to practice, before attempting the full stunt for the cameras.”
Six scene takes later, and Cruise is still in one piece – prepped for the July 2023 debut of “Mission Impossible: Dead Reckoning” (2023).
Stay tuned for updates, as we’re sure to hit further footage of this insane action flick in the coming months.
Hope y’all get to swing a leg over your machine of choice these holidays, and HAPPY HOLIDAYS!!
Source: MotorbikeWriter.com
After purchasing Yokohama Tires in 1998, the Shinko Group built up an impressive tire portfolio for the motorcycle and scooter aftermarket. The Korean company now offers 64 distinct street, off-road, and track products in such disparate segments as dragracing and trials, touring and motocross, cruisers and enduro, sport- and adventure-touring, and more.
Shinko’s 003 Stealth Radial tires are go-fast street radials intended for contemporary sportbikes. They’re narrowly focused, with two 17-inch front sizes (120/70 and 120/60) available in either standard street and ultra-soft track compounds. The rear choices are a bit broader, with eight different sizes – six 17-inch sizes (three available in ultra-soft), 180/55ZR18, and 120/80-12 for minibikes. We fitted a pair of standard-compound Stealth Radials to a Yamaha FZ-09, a 120/70-ZR17 F003RR up front ($137.95 list price) and a 180/55-ZR17 R003RR in back ($201.95).
Related: 2017 Yamaha FZ-09 | First Ride Review
Inflated to Yamaha’s recommended pressures (36 psi front/42 psi rear cold, far above racetrack settings), the feel of the tires was immediately appealing, providing light, natural steering dynamics at all speeds (they’re rated to 168 mph). Initial turn-in response was quick, and the transition to full-lean linear was predictable and reassuring. The Stealths worked well together and complemented the FZ-09 chassis, just one of many similar models for which they were designed. At the pressures noted above, the ride quality was somewhat firm, suggesting a stiff sidewall befitting the needs and intent of a no-nonsense performance tire.
On the subject of tire construction, the Stealths have nylon sidewall belts front and rear. Tread construction includes two nylon and two aramid belts up front and one nylon and three aramid belts in back to handle both weight and power. For our particular application, the tires’ load capacity is 520 lb front and 805 lb rear, giving a total allowable bike/rider/cargo weight of 1,325 lb – more than enough for even an FZ in serious sport-tour mode.
Read all of Rider‘s tire reviews here.
We threw miles at the Stealths in the city, on the freeway, and up and down snaky mountain roads. In aggregate, the tires encountered most everything that sport riders normally would – with the exception of rain (thanks for nothing, Mr. Drought). However, for this eventuality, the Stealths’ particular “slick/dimple” tread design incorporates multiple columns of short, mostly closed-ended drainage grooves. Positioned from the tire centers all the way to the edges, these small sipes provide maximum rubber footprint while still remaining DOT compliant – an ideal formula for high-performance road or track duty.
Overall, Shinko 003 Stealth Radials provide good sport performance at a reasonable price.
The post Shinko 003 Stealth Radial Tires | Gear Review first appeared on Rider Magazine.
Source: RiderMagazine.com
The calendar promises another 14 fabulous action packed races with 26 of the world’s fastest teenagers determined to learn and prove their worth before stepping up to the World Championship classes, like more than 50% of past Rookies have done. 26 of them have won 161 GPs and 10 World Championships! 38 Nations have been represented in the Rookies Cup to date and, including the 2023 entry list, 237 super fast teens will have had the chance to race on some of the worlds greatest Grand Prix circuits on the Moto3 spec KTMs.
Source: MotoGP.com – Read Full Article Here
The other Aprilia, Aleix Espargaro, was aiming to bounce back from his Barcelona blunder but had to settle for fourth while Luca Marini (Mooney VR46 Racing Team) put in an assured performance to take another top five. It proved a day to forget for Honda, as three of their riders didn’t take the chequered flag and their fourth finished in P16, meaning they failed to register a single Championship point for the first time in 40 years.
Source: MotoGP.com – Read Full Article Here
The year 1969 was a tumultuous time in the motorcycle industry, marked by the rise of the Japanese and the beginning of the end for the British. Amidst this backdrop of rapidly evolving consumer sentiment, BMW introduced its /5 (“slash five”) Series for the 1970 model year. In its three years of production, the /5 family of motorcycles reinvigorated the brand with its contemporary design and ushered in BMW’s fabled “Airhead” Type 247 Boxer Twin engine, variations of which would continue to propel the marque’s R-Series motorcycles for the next 25 years.
See more of Rider‘s Retrospective motorcycle stories here.
The /5 Series, built at BMW’s newest facility in Spandau, Berlin, was available in three variants. The R 50/5 (500cc) was the most affordable, the R 60/5 (600cc) was the midrange, and the R 75/5 (750cc) was the top of the line.
Compared to its predecessor, the BMW /2 Series, the /5 Series was a thoroughly modernized ground-up redesign. It boasted up-to-date 12-volt DC electrics complete with a 180-watt alternator, an electric starter, more powerful drum brakes, and a slew of other noteworthy upgrades. The frame was of tubular steel construction with a double downward cradle for the engine, similar to the benchmark Norton Featherbed. A rear subframe was bolted onto the mainframe and served as the upper mount for the twin rear shocks. Up front, the former /2’s Earles fork was replaced with a telescopic fork on the /5, signaling a functional change of focus from utilitarian sidecar duty to improved handling as a solo motorcycle.
See all of Rider‘s BMW coverage here.
Of course, no discussion of the BMW /5 would be complete without an examination of the Type 247 “Airhead” flat-Twin engine. Special care was taken by the company to design a simple, reliable motor that addressed previous concerns about the /2 mill. To this end, the 247’s chain-driven camshaft runs below the crankshaft, allowing gravity assist of oil delivery to the camshaft and eliminating the periodic complete teardowns required to maintain the former /2 design’s “oil slingers.” Two valves in each hemispherical cylinder head are actuated by the camshaft through followers, pushrods, and rocker arms. A stroke of 70.6mm is constant within the /5 line, with bores of 67mm, 73.5mm, and 82mm determining the displacement of the R 50/5, R 60/5, and R 75/5 respectively.
The R 50/5 and R 60/5 models are equipped with 26mm Bing slide carburetors, while the R 75/5 features 32mm Bing CV units. On all models, the engine power is transmitted via a single-disc dry clutch to a stout 4-speed gearbox and then to the swingarm-mounted final drive via shaft.
For late 1973 models, BMW lengthened the rear swingarm by approximately 2 inches, resulting in the so-called “Long Wheelbase” /5. The tell-tale signs of a Long Wheelbase model are the weld marks on the final-drive side of the swingarm where the extension was added by the factory. The extra room allowed a larger battery to be located behind the engine and gave riders some additional clearance between their shins and the carburetors. To this day, /5 enthusiasts viciously argue over whether the sharper handling merits of the original short-wheelbase models trump the high-speed stability of the long-wheelbase versions.
Either way, at barely over 460 lb, the R 75/5 was one of the lightest 750cc bikes of the era, and with a top speed of 109 mph, it was one of the fastest as well.
Complementing these functional upgrades to its new motorcycle line, the /5’s aesthetics were also a spicy departure from the more somber BMWs of yore. Although initially available only in the white, black, or silver colors for 1970-71, the 1972-73 models were available in seven hues, including Monza Blue and Granada Red. Further shocking traditionalists, 1972 saw the introduction of the 4-gallon “Toaster” gas tank, which featured prominent chrome accent panels on each side. Though excessive chrome on a BMW was heresy at the time, today the Toaster-tank /5 is considered valuable to collectors, as it was only produced for the 1972-73 model years.
Contrary to the initial worries from BMW traditionalists that the company had strayed too far from its function-over-form roots, the /5 motorcycle family has earned a sterling reputation for anvil-like reliability. Being classic European motorcycles, the /5s naturally have certain idiosyncrasies, but overall, the design and construction are robust. In a testament to their supreme quality, these motorcycles are still often used as daily runners 50-plus years after their initial production.
Experienced owners claim that with timely maintenance, these bikes are nearly indestructible. In fact, properly running /5s with well over 100,000 miles on them are commonplace at BMW rallies worldwide. I met an owner of one, the late Fred Tausch, at a rally in 2004. Tausch’s 1970 R 60/5 had more than 600,000 miles on its clock and was still running when its owner passed away. Details are sketchy, but supposedly the engine was only overhauled twice during this remarkable service run.
The classic BMW motorcycle community is an active one, with abundant technical support and a well-organized network of enthusiasts (aka “Airheads”) who gather regularly to celebrate their favorite machines. Parts are still plentiful, though they’re getting more expensive as time goes on.
Ultimately, the /5 Series represented an initially dramatic but ultimately triumphant gamble for BMW. These motorcycles were not the cautious evolutions of the existing /2 designs that the brand’s faithful fans had expected. The /5’s newfound emphasis on performance and style, combined with significant price increases over the /2 Series it replaced, could have easily spelled marketplace doom. Luckily, that was not the case, and the /5s became a mild hit.
The post Retrospective: BMW /5 Series – 1970-1973 first appeared on Rider Magazine.
Source: RiderMagazine.com
The Gasser from Highway 21 has the look of a vintage jacket but is built with modern windproof, waterproof, and breathable technology.
See all of Rider‘s apparel reviews here.
Made of genuine premium leather, the Gasser features a nine-point ventilation system with perforated side expansion panels, along with a weatherproof Hydraguard removable liner, so it’s suitable for all weather conditions.
Removable CE Level 1 shoulder/elbow armor and reflective panels provide additional safety.
The Gasser also features a concealed carry pocket, an internal pocket, an accordion stretch panel, snap waist adjusters, and a YKK two-way main zipper.
The Highway 21 Gasser jacket is available in Black and Vintage Brown for $349.95.
The post New Gear: Highway 21 Gasser Jacket first appeared on Rider Magazine.
Source: RiderMagazine.com
