Fall Freeride

Jeff Kerkove said at 5:41 PM :: ::

Sorry, I could not read the content fromt this page.

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Motorcycle Racing

Motorcycle racing is a very exciting sport that many people love to watch. The three main types of motorcycle racing include dirt bikes, street racing, and drag racing. Each offers motorcycle enthusiasts the opportunity to race their motorcycle at breath taking speeds against the best in the sport. Those who have proven to be among the best are able to secure sponsors to help cover the cost of their racing activities. While some of the biggest payouts are in motorcycle street racing, this is very illegal. Dirt bike racing is generally called motocross or supercross. Motocross racing involves a dirt track with some tight turns. Supercross is mainly done indoors in arenas or event centers. This type of racing involves some spectacular jumps and moves to get an edge over the competition. This type of racing is very fast paced and exciting to watch. The race track is often made of dirt and sometimes there are mud pits as well for added difficulty and entertainment for the crowd. One main difference with this type of racing is that all of the racers start at the same time, so you often have 25 or more racers jammed together at the start. Getting a good start in this type of racing will give you an edge over the competition. Many of the racers get jumbled together in the first turn, making it hard to pull ahead of other racers. Drag racing involves racing at extremely high speeds for a short distance on straight pavement. The distance is generally either a quarter mile or a half mile. There are two types of drag racing for motorcycles. The first is called bracket racing. This involves time trials and then attempting to get as close to your dial in time without breaking out. This type of racing is more about being consistence than racing other competitors. In heads up drag racing, the competitor?s race against each other and the first one to reach the finish line wins. Motorcycle street racing is illegal, but a very popular past time for many in California and Florida. There is a great deal of money to be made in illegal street racing so there are always plenty of participants. There are also spectators who enjoy the thrill of this type of racing. While police work hard to prevent such racing from taking place it is still taking place. Strict penalties are being put into place as a deterrent for those who continue to participate. Some other popular types of motorcycle racing include hill climbing. This involves a motorcycle racing to the top of the hill. While each rider has the entire track to themselves, their times are ranked against those of other riders. Rally racing involves competitors on a geographical racing trail, with various checkpoints along the way. Motorcycle racing is a sport many people love to participate it. There are many spectators who enjoy the fast pace and action taking place throughout the races as well. Some people participate in motorcycle racing as a hobby or for entertainment. For others, it is a way of life. They have worked hard to earn sponsors and follow the racing circuit from one racing event to another. They also put countless hours into learning new techniques on their motorcycles to stay in the top positions over the competition.

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Kawasak Motorcycles

Kawasaki motorcycles were introduced in 1954, and have made quite a name for themselves when it comes to high performing motorcycles. Many Kawasaki models have been designed over the years for dirt bike racing. They are powerful yet lightweight, giving the rider an edge over the competition. The bikes are also known for offering a sturdy frame, great suspension, and being affordable. Many people aren?t aware that Kawasaki manufactured motorcycle engines for years before they decided to make complete bikes. This allowed them to enter the competition knowing exactly what to build and how to build it. In 1960, Kawasaki bought out Megero Motorcycles, who had been in the business since 1937. They took a brave move by offering every type of motorcycle at the same type across the board. It was a strategy that would make or break them. It was a wise investment as they were able to steadily sell everything from a 50 model to the powerful twin 650CC as well as everything in between. This was the beginning of Kawasaki making out of the box decisions that influenced their competitors. Rather than being a follower, Kawasaki choose to always be a leader in the developments taking place in the motorcycle industry. While this was risky, it definitely gave them an edge over the competition. In 1965 Kawasaki decided it was time to start exporting their motorcycles to the United States. The models sold better and faster than anyone had anticipated. The Z1 model was introduced in 1972. It was initially only marketed to the United States to meet consumer requests and demands. The most well known Kawasaki motorcycle is the ZZR-R1100. This model was introduced in 1990 and lead the industry in sales for five years. Kawasaki made history in 2000 when it introduced the ZX-12R, a super bike featuring a unique frame that could out run any dirt bike on the track. Most everyone is familiar with the lime green color, representing Kawasaki racing bikes. These models some in a variety of sizes and with various power behind them. Kawasaki racing bikes are known in the industry for being extremely fast as well as light weight. The Ninja series is one of the top selling models in motorcycle history. When it comes to cruiser bikes, the Kawasaki Vulcan model offers everything you could ever want and more. The are versatile, long lasting, and easy to maneuver. They also come in a variety of sizes with many different power ranges behind each one. What makes the Vulcan so original is that it can be considered a comfortable tour bike, yet it has the power of a racing bike behind many of the models. This is a classy looking motorcycle with two comfortable seats and saddle bags to hold your necessities. The 2007 models are very stylish and are anticipated to sell very well. Today, Kawasaki continues to be a leader in the motorcycle industry, offering consumers a variety of products to choose from. Each one offering distinct features but all of them offer great quality, lots of power, and a very reasonable price. They are also known in the motorcycle industry as being the leader in providing the necessary parts to repair any of their models. You will find Kawasaki dealerships all around the world, ready to assist you with the perfect motorcycle for you.

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What You Can Do To Prevent Motorcycle Accidents

Motorcycles are frequently found on our roads, especially during the warmer months of the year. With the high price of fuel, it isn?t surprising that the number of motorcycle riders out there is significantly on the rise. It is everyones job to do all they can to prevent motorcycle accidents from happening. What can you do while you are on the road to prevent them?

For motorcycle riders, the answer starts with being responsible. Make sure that you always wear the proper safety equipment. Don?t exceed the posted speed limit or ride your bike in adverse weather conditions. If you aren?t confident of your riding abilities then don?t take that motorcycle onto a street that is busy or onto a highway or interstate. Doing so will only put yourself and others at risk of an accident.

Always make sure everything on the motorcycle is in excellent working condition and that you can safely reach all of the necessary controls on the bike. Drinking and driving is not acceptable for anyone behind the wheel of a vehicle, and that includes a motorcycle. Unfortunately, there are numerous motorcycle accidents that involve the bike operating consuming alcohol. Motorcycle operators have the responsibility of watching all the other vehicles on the road. Many vehicle operators don?t stop to consider a motorcycle may be behind them or in a blind spot. You always have to be on top of such issues as you are riding. Make sure your motorcycle has everything it needs to be operational at night. This includes a working headlight.

More experienced motorcycle riders are less likely to have an accident. This is because they understand the rules of the road in greater detail. They are also more relaxed as they are enjoying cruising on their motorcycle. However, a seasoned motorcycle operator can still end up in a accident if they aren?t paying attention. Always keep an eye on obstacles that may be in the road ahead of you. While most vehicles can run over a board or other debris without problem, it can be a major threat to a motorcycle. Motor vehicle operators need to become more aware of the potential that a motorcycle may be in back of them or trying to pass them. The easily fit into a mirrors blind spot so take the time to look a couple of times before you make any moves. Always use your signal lights so that the motorcyclist can be watching what your actions will be as well. Keep in mind that older models of motorcycles don?t feature turn signals. The motorcycle operator should be using hand signals to indicate right and left hand turns as they need to. You should pay close attention to motorcycles at night as well. That one head light you see in the distance may be a motorcycle or simply a vehicle with one light out. Be prepared for either one. Keep your distance from the back end of a motorcycle. Should another vehicle have to stop suddenly in front of you, a rear end crash isn?t going to be as likely to injure someone as it will if that person is on a motorcycle. Rear ending one can cause the operator to loose control or to even fly off of the bike. Keep in mind that motorcycle riders are not as protected as those in an enclosed motor vehicle. It doesn?t matter if you are a new motorcycle rider or someone with years of experience, being involved in an accident can happen at any time. While it is impossible to eliminate very type of hazard, you can do your part to ensure your riding adventures are as safe as possible. For those who operate motor vehicles, keep in mind that you are sharing the road with motorcycles and pay extra attention to their whereabouts. Working together, motorcycle accidents and motor vehicle accidents in general can be eliminated.

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Sidi Fusion Boots Review

Sidi Fusion Boots Review
by Bill C. for webBikeWorld.com
Photos by "Burn"

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Summary:  The Sidi Fusion Boots are a good bargain in an entry-level sport boot for all-round street wear and occasional track days.  Sidi quality and reputation, made in Italy and plenty of protective features.

Background
The most enjoyable and memorable journeys are those that start with a minimal plan and where the sojourner simply allows fate to play its hand in direction, speed and destination.

That has been the case with what is now an irregularly scheduled webBikeWorld series on Sidi boots.  Even with all the Sidi reviews that have been published here within the last couple of years, we've only just touched on the extensive Sidi boot lineup.  Sidi gives birth to new versions of boots faster than Mendel bred peas, so this is one journey that hopefully will continue for many years.

This time, I'll describe the latest offspring of the Sidi breeding program for 2010: the Sidi Fusion boot.  Good timing or good planning must have spanked this one to life; the Fusion boots are a relative bargain but they still have all of the strong Sidi genes and characteristics found in their purebred brothers and sisters.

And after all, that's the purpose of the breeding program; create newer, stronger, better and, hopefully, cheaper versions for future generations to enjoy. That the Fusion has much of the race-bred goodness of specimens like the Sidi Vortice (review) at a price designed for a flaccid 2010 economy illustrates genius of foresight.

Hmmm... I never thought I'd be able to stretch an analogy this far, so I better give it up before it gets stale!

 

The Sidi Fusion boots are part of the Sidi "Race" boot family.  In addition to the Vortice mentioned above, this includes specimens like the very popular Vertigo line (Vertigo Corsa (review), Vertigo Corsa Air and Vertigo Rain and the Vertigo Lei (review) for women); the Sidi B2 (review) and the Strada.

Motonation, the U.S. distributor for Sidi (also AGV Sport and Vemar) uses the "Sport On-Road" designation for these boots, which includes all of the above plus the street-oriented and very comfortable Sidi Doha boot (review) for men and women.

The list prices in this category range from $170.00 for the Doha boots all the way up to $500.00 for the Ultra-Glam Sidi Vernice boots, a high-gloss blingy version of the Vortice.  If you show up with those dudes on your feet at track day, you better know what you're doing!

The Fusion boots are very reasonably priced at a list of $200.00.  They're probably most similar to the Sidi Strada Evo (review) boots, which I haven't tried but were reviewed by another webBikeWorld contributor.  (Editor's Note: The webBikeWorld Sidi boot reviews have been published over several years and were authored by different evaluators, so it's not always possible to compare and contrast every item in every review.)

The Fusion boots also forgo the removable and replaceable parts featured on the high-end Vortice and B2 boots, although the plastic toe sliders on the Fusion boots are easily replaceable.  For street and sport use and the occasional track day, the Fusion boots are fine.

In fact, I liked them so much, I bought a pair of my own.  They're a perfect replacement for the old TCX SS Performance 2 boots (review) I inherited after a webBikeWorld review and which frankly don't have the quality of the Sidi boots and have pretty much been beat into submission during due to my use and abuse.

This has been mentioned before on webBikeWorld but I think most new motorcycle riders, at least in the U.S., start by buying a helmet (I hope), then maybe gloves and/or a jacket.  Once they get serious, it's time for a good pair of pants and then boots.  A good argument can and has been made by webBikeWorld readers for buying the best boots you can find and not relying on street boots to do the job.  Believe them.

Of course, a good pair of heavy leather work boots is better than a pair of sneakers, but the minimum requirements are toe, ankle and heel protection and the Fusion boots offer that and more.

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The Fusion boots have a full range of features that are certainly much more protective than any street boots one could wear.  This includes very sturdy toe and heel cups, a sewn-in panel on the back that is designed to protect the Achilles tendon and another stiff panel in the front to protect the shins.

The boots also have both an inside and outside ankle protector, which consist of plastic armor circles sewn under the leather.  Just in front of the inside ankle protector is a vertical slit with a narrow piece of elastic material underneath.  I wasn't sure what its purpose was but it seems to provide some flex for the ankle at that point.

The construction of the boots and the outer and inner composite sole provide a very stiff feel.  The soles have very little lateral movement, which is another protective feature.  Sidi says the outer soles have a dual-compound rubber feature and so far they have provided a lot of traction when I'm holding the bike up with my feet on the ground, or backpedaling to get into a parking spot.  Traction is an important factor in motorcycle boots because it can be dangerous to be slipping and sliding as you're trying to push a heavy motorcycle backwards into a parking spot or the garage.

Overall I'd say that out of the box, the Fusion boots feel much sturdier than the TCX boots ever did.  The leather on the Fusion isn't leather, it's Lorica, a synthetic leather which in my experience is an excellent material.  It's supposed to be more abrasion resistant than leather and it feels very thick and secure but there's really no way to tell the difference between it and the real thing.  Plus, it seems easier to clean and it won't become decomposed over time.

Other features include a heavy shifter pad over the inside of each toe.  I have a little laugh whenever I see boots that come with a shift pad on the right boot, a nod to the past.  I wonder how many right-hand shifting bikes are still on the road -- or how many motorcyclists other than us old-timers realize there were bikes that had right-hand shifters?

Finally, the Fusion boots have a mesh lining with a thin layer of foam padding underneath.  It's not a thick liner, which I think is good, because I'd rather have the room inside and a minimal amount of padding between me and the outside of the boots to give me a better feel.

The Fusion boots sent over by the Editor were a size 44 which, according to the Motonation size charts, are equivalent to a size men's 10.5 US.  They felt more like a size 10 to me, which I think is what most size 44 boots convert to.  The size 44 just felt a bit too tight for me overall.

I haven't actually measured my feet in a shoe store for some time, but Motonation has a good set of instructions on how to do this.  I ended up with a 10.5 foot size, according to their instructions, which should fit in the 44 but the size 44 just felt a little too tight for me and I wasn't sure if they would ever stretch out enough considering the thick-feeling Lorica and overall out-of-the-box stiffness of the boots.

 I usually take a slightly larger than size 10 anyway, depending on the boot and the cut of the toe, so I ordered a pair of 45's for myself.  Motonation says that a size 45 Euro translates to a 10.75 US, which I think is consistent with other brands.  The 45's seem just a bit loose, which often happens with boots made in European sizing -- the jump from 44 to 45 seems larger than an increment of 10.0 to 10.5 in U.S. boots.

One thing that all of us have noticed on the last few pairs of race boots or taller boots that we've reviewed is that there seems to be a trend of making them tighter at the top of the boot -- a trend I'm not in favor of.  The Fusion boots do seem to me to be more snug at the top than I'd like, which makes it difficult to insert the legs of a pair of leather pants.

Maybe most owners are now wearing the boots inside their pants or jeans, and this is the positive factor in having a narrower upper part of the boot -- they can fit under even a modestly wide pair of jeans or other motorcycle pants.

I found that there isn't much expansion room at all at the top of the Fusion boots.  They have a flap at the top that covers the top of the zipper when it's fully raised, and what looks like an expanse of hook-and-loop material for the flap to adjust, but there's almost no adjustment at all for width.

So potential owners who feel they might have thicker than normal calves might want to try these on first.  My legs seem pretty thin and the top of the boots feel snug.  I can barely stuff a leather pant leg inside but would like to have about 25 mm or more width adjustment.

As I mentioned, this is an issue that we've found on several different brands lately, so my suggestion to motorcycle boot manufacturers would be to make sure you figure out a way to add more adjustment.

The snug fit doesn't seem to affect movement or walking in the Fusion boots though and there is a safety factor in having the boots fit tight enough that they won't go flying off during a crash.  The boot itself narrows at the ankle, which keeps the boot tight when it's zippered up.  The rear protector has a hooded cover at the lower edge, which gives added flexibility at the back of the foot but still protects the Achilles tendon.

Race-style motorcycle boots are not made for walking anyway, but bouncing around in the garage or walking out to the bike in these isn't a problem and there are really no moving parts to squeak like there are on the more extensively equipped full race types.

The full-length zipper on the side of the Fusion boots makes it very easy to put the boots on and take them off.  I have no trouble at all doing this and they're probably about the easiest to use tall race-style boots I've tried.

? Sidi Fusion Boots Slide Show ?

The  Fusion boots are not claimed to be water resistant, but with no openings other than the small vertical expansion panel mentioned earlier, the boots are fairly waterproof in light rain or an occasional splash.

Motonation said that the Fusion boots will soon be available with an upgraded Lorica outer and a Fusion "Rain" version that will be waterproof.  Perhaps an "Air" version is also in the works?  The standard Fusion boots shown here don't seem to be unusually hot, but it would be nice to have some venting for summer use...although that would probably alter any water resistance.

UPDATE:  Motonation has confirmed that a Fusion Rain version will be available at a list price of $225.00 in December 2010 and an Air version will indeed be available (February 2011) at the same standard Fusion list price of $200.00.  All Fusion boots will also get an upgraded upper material with no price increase (although the uppers are so nice on these, I'm not sure what "upgraded" means!).  They also mentioned that the Fusion is Sidi's best-selling sport boot in the USA.

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The boots have what has become the standard race-boot type styling and these -- at least in the all-black shown here (they come in black and white also) -- look good without being too loud.  I could probably do without the Sidi logo on the outer part of the heel, but after all, these are sport boots and touring or adventure riders have more demure Sidi styles to choose from.

The toes feel slightly wider than the TCX boots, which is also good.  I like big, wide, boxy toes but that is usually not possible on a motorcycle boot where there may be minimal room for the toes in and around the shift and brake levers.

The toe sliders on the Fusion boots are very generous and the sort of make the boots look a bit strange when you look down at the toes, but the sliders are highly functional.  Otherwise, the boots are impeccably made without any flaws that I can see.

 

Conclusion
The Sidi Fusion boots are an excellent choice for street and sport riding.  They have a full array of safety features, other than the torsional ankle bracing system found on boots costing about twice as much.

The styling is modern and the boots can be worn under just about any type of motorcycle pants.  I wish there was more adjustment at the upper part of the boots, but hopefully mine will loosen up over time.

At a price of $200.00, I'd much rather spring for a pair of Sidi brand boots than others, because of their reputation and the quality.  Besides, both the size 44 and 45 were made in Italy, which is a bonus!

wBW Product Review:  Sidi Fusion BootsColors:  Black or Black/White (Europe only)Publication Date:  October 2010 
Comments:  Boots provided by Motonation for this review per our review guidelines. Note:  For informational use only.  All material and photographs are Copyright ? webWorld International, LLC - 2000-2010.  All rights reserved.  See the webBikeWorld? Site Info page.  NOTE:  Product specifications, features and details may change or differ from our descriptions.  Always check before purchasing.  Read the Terms and Conditions!

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Final preparations.

Final preparations are complete.  Saturday was a harder 3.5 hour tempo with the mtb on the road chasing the Colorado State Cycling Team...on their road bikes.  Legs felt fantastic!  Today (Sunday) was a quick trip down to Boulder to ride with Sonya and to give our Claro Brasil Ride race bikes one last shake-down ride.  The ride was a nice mellow tempo. Good thing for these test rides, as my freehub body on my rear wheel started to go out.  If it would have happened in the race, we would have lost a lot of time!

For the next few days the rides will be short and precise. I am also getting the rear wheel fixed, as well as packing everything up for the near 21 hour flight to the southern hemisphere.

Jeff Kerkove said at 7:08 PM :: ::

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Rev'it Ignition Jacket Review

Rev'it! Ignition Jacket Reviewby "Smalls" for webBikeWorld.comMore:  wBW Reviews Home  |  wBW Motorcycle Helmet Reviews  |  Owner Comments (Below)

Some motorcycle gear is more show than go, but not REV'IT!  The Ignition jacket is a great combination: the protection of leather and the breathability of mesh.  High-end ProLife CE-approved shoulder and elbow armor, usually found only in full race gear and a perforated Temperfoam back pad offer additional protection. 

A removable Rev'it Hydratex waterproof liner and thermal vest add a great degree of versatility for riding during three seasons.  And it's available in both a men's and women's version!  The Ignition jacket is a perfect match for the Rev'it Marryl women's leather pants reviewed as part of this series.

I wanted to get my hands on some REV'IT! gear for some time to see for myself if their products lived up to the reputation.  Because I've drooled over their gear for the last year, I had to make sure my anticipation did not taint my review.  I can honestly say that it has not.

 I do my best to always provide an unbiased, honest opinion.  When I opened the box of REV'IT! gear my initial impression was "quality".   And after a thorough evaluation and inspection of the gear, my opinion remains unchanged.

As the saying goes, "You get what you pay for" and my thought is that the gear I reviewed is worth every penny.  The REV'IT! Ignition woman's jacket has LOTS of detail, so let's get started.

Rev'it! Ignition Jacket - Sizing and Fit

REV'IT! is a European company and European sizing is generally narrower or slimmer than U.S. sizing.  Rather than using the REV'IT! size equivalent charts (EU size to US size), I ordered using my body measurements based on their measurement charts and had success the first time.

The REV'IT! Ignition women's jacket size 38 fits me perfectly.  While there is a little more room in the shell with the liner and vest removed, the jacket still fits appropriately and the armor stays in the right place.  The men's version of the Ignition jacket is available in sizes ranging from 48 to 58 (U.S. sizing).

Pre-curved sleeves work with -- rather than against -- the rider.  An accordion stretch panel above the elbow permits freedom of movement and the rider can cinch in the sides using Velcro straps at the hem. 

The jacket has a regular or "tour" fit that looks right at home on cruisers, standards, and even sportbikes.  This jacket is probably the most comfortable one I have reviewed; the armor is hardly noticeable and I think it fits my shoulders better than some other jackets I've tried, which felt like the armor was pressing down on my shoulders.

The Ignition women's jacket is not just a smaller version of the men's jacket; it is specifically designed and cut for women, like all of the REV'IT! women's motorcycle clothing.  For instance, the women's version of the Ignition jacket has princess seams (rounded seams in women's tops) that hug a woman's curves and eliminate the boxy shape found in similar men's jackets.

REV'IT! Ignition Jacket Details - Slide Show

The REV'IT! Ignition jacket is constructed of leather, Dynax mesh, and the famous Rev'it "Hydratex" waterproof shell.    High impact areas on the outside of the jacket, such as the shoulders, elbows, and sides, are leather.

The chest and back are mesh for good breathability.  The jacket has stretch material incorporated behind the shoulders, under the arm, and inside the arm for comfort and flexibility.

By the way, this is not a loose-weave mesh; the tight weave appears almost like a regular woven fabric.  What's great about this mesh is it is more resistant to tearing than a looser weave but it still permits massive amounts of airflow.

The shoulders and elbows have removable ProLife CE approved armor and the jacket also has a removable Temperfoam back pad.  The armor is pre-shaped so it conforms to the body without being uncomfortable.

Safety stitching strengthens high impact seams that can be prone to tearing open in an impact.  This process involves sewing a strip of leather to those seams for reinforcement.  The upper back of the Ignition jacket features a "REV'IT!" logo in reflective material, which not only looks good but increases night-time visibility.

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The Ignition jacket has a removable liner and thermal vest which give this unique leather and mesh jacket versatility for three-season use.  Directly under the shell, the first layer is a Rev'it Hydratex three-layer breathable membrane, claimed to be 100% waterproof. 

This long-sleeved liner has micropores that keep water drops out while letting moisture escape.  The seams on the Hydratex liner are also taped to prevent moisture from getting in through the seams.  The Hydratex liner has elastic cuffs and a zippered closure with flaps that cover the zipper to block air flow and water when the rider wants to stay warm and dry. 

The liner is thin but does a great job blocking wind without adding bulk to the jacket.  The Hydratex liner is easily removed and installed using snaps along the zipper and cuffs and it can be worn in the Ignition jacket with or without the detachable thermal vest.

The second removable layer -- a thermal vest -- can be worn in the jacket with or without the Hydratex liner installed.   The vest attaches to either the Hydratex liner or directly to the jacket with zippers and snaps.  This is similar to the system used in the Rev'it men's jackets reviewed on webBikeWorld and it provides versatility. 

Wear either layer, or both, depending on the temperature and your needs.  On hot days, wear just the shell for maximum air flow through the mesh panels and unzip the vents over the biceps for even more air flow.  Incidentally, the jacket has a permanent 100% polyester mesh lining which finishes the inside of the jacket nicely.

 I was able to evaluate the versatility of the Ignition jacket this fall on multiple rides which started in cool temperatures and warmed up during the day.  Wearing just a T-shirt underneath, I was comfortable in 62 degree weather (16 Celsius) with both the Hydratex liner and thermal vest installed. 

As the weather became warmer, I removed the thermal vest and later the Hydratex liner.  At temps of 85 degrees (29 Celsius), the mesh and stretch panels and vents kept me cool. 

I have also worn the jacket down to 54 degree weather (12 Celsius) with two long sleeved T-shirts underneath.  It was a bit chilly for me, but I get cold easily and others might be warm enough in those circumstances.  My belief is the REV'IT! Ignition women's jacket would still be comfortable into the 90s (32 Celsius). 

This is definitely the most versatile jacket I've tried; I like the combination of leather and mesh.  The mesh keeps me cool on hot days and I have peace of mind that the leather and the ProLife armor will protect me if needed.

The collar is 1.5 inches (3.8 cm) tall at the center front, and 2.5 inches (6.4 cm) tall in the back and the top edge of the collar has padding for comfort.  Two snaps on the collar also provide adjustability.

Spandex in the cuff under the snap closure expands for ease in getting in and out of the jacket.   No worry about your hands getting stuck!  The inside circumference of the cuff is 8 inches (20.3 cm). 

The tapered sleeves should fit under most gauntlet gloves and are just large enough to fit over the short cuffs on the REV'IT! Airvolution women's Gloves (review).

The Ignition jacket is longer in the back than the front and has both long and short connection zippers and the short zipper easily attaches to the REV'IT! Marryl Pant (review)

Speaking of zippers, they are all made by YKK. 

The removable thermal vest has two inner pockets on the left -- a zippered pocket 5 inches (12.7 cm) wide and 4.5 inches (11.4 cm) deep and a slit pocket 5 inches wide and 3.5 inches (8.9 cm) deep.

On the right is a cell phone pocket with a Velcro closure.  The shell has one inner zipped pocket that is 6 inches (15.2 cm) wide by 7 inches (17.8 cm) deep and two outer pockets, which measure 5.5 inches (14 cm) wide and 5.5 inches deep.

Note that there are no pockets in the removable Hydratex liner.   REV'IT! offers an extensive line of gear designed specifically for women so there are plenty of choices of jackets, gloves, and riding pants to mix and match for most riding conditions -- hot, cold, or that glorious 75 degree weather (23 Celsius) smack in the middle.

If you love the look and protection of leather, but want the comfort and flexibility of textile, REV'IT! has done a great job designing the perfect combination.  The Ignition jacket easily adapts for use during three seasons thanks to mesh panels and a removable waterproof liner and removable thermal vest.

Throw the ProLife shoulder and elbow armor and a back pad into the mix and you end up with great protection and versatility.  For those ladies who want a feminine cut but nothing too "girly" looking?the styling of the Ignition jacket fits the bill!

wBW Product Review:  REV'IT! Ignition JacketColors:  Black, Black/Silver (shown in photos)Sizes:  34-44 Women's. 48-58 Men.Note:  Item was provided by a retailer, distributor or manufacturer under these Terms and Conditions. Note:  For informational use only.  All material and photographs are Copyright ? webWorld International, LLC - 2000-2010.  All rights reserved.  See the webBikeWorld? Site Info page.  NOTE:  Product specifications, features and details may change or differ from our descriptions.  Always check before purchasing.  Read the Terms and Conditions!

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Obtaining A Motorcycle License

To operate a motorcycle on streets, an individual must obtain a motorcycle license. You do not need a license to operate a dirt bike as long as you keep it off of the streets. The procedure for doing so varies by state. In most states, you can obtain one at the age of 16, the same age for obtaining a regular driver?s license. The process involves a written test as well as a motorcycle driving test. Keep in mind that if you get caught operating a motorcycle without a valid license, you face the same penalty in your state as driving a motor vehicle without a valid license. It is also very likely that the motorcycle you are operating will be impounded. Nationwide, 32% of motorcycle accidents involve those who do not hold a valid motorcycle license. Likewise, any person who has a suspended or revoked driver?s license won?t be allowed to obtain a motorcycle license either. Each state offers a motorcycle operator manual for you to review free of charge. In some states, you can even review the information online. It is very important that you read the manual thoroughly and ask about any information you are not understanding. The information in this manual is what will be on the knowledge test you are required to pass in order to obtain a valid motorcycle license. In some states, you will then be issued a motorcycle learners permit. This allows you to practice operating a motorcycle with the assistance of another licensed motorcycle rider. After a set amount of time or a set amount of practice hours, you will then be able to take a motorcycle operator skills test. Make you to bring along any safety equipment for riding that is required in your state. For states that don?t issue motorcycle learners permits, you will be issued your license upon successfully passing both the written and skills tests. Make sure you have spent plenty of time going over the proper procedures for operating a motorcycle before you attempt to take the skills test. Test administration is very strict because of the huge risk operating a motorcycle comes with. Some of the same rules apply as when testing for a traditional driver?s license including looking in your mirrors, using signal lights, stopping appropriately, watching for pedestrians, and obeying posted speed limits. Some common motorcycle skills you will be tested on include starting your motorcycle, stopping, turning, and balancing the bike. In some states, they set up an obstacle course for motorcycle testing that you have to be able to maneuver through. You can ask your local Department of Motor Vehicles what to expect on the skills test. This gives you plenty of time to practice particular skills before you test. To find out the specific requirements including age, testing, cost, and other important information for obtaining a motorcycle license in your state contact your local department of motor vehicles. You can also find the information on the internet. If you are interested in learning to operate a motorcycle but don?t have anyone to teach you, consider enrolling in a motorcycle instructional course. This is a great way to develop the skills you need to operate a motorcycle safely and properly. You will also get a discount from most motorcycle insurance companies if you can verify you successfully completed such a class.

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Learning How To Operate A Motorcycle

The idea of riding a motorcycle is to allow you the freedom of the open air while traveling. It can also be a very inexpensive way to travel or to commute. Learning how to operate a motorcycle is very important. You don?t want to be an inexperienced operator out there with so many other vehicles on the road. The process is quick for some, and others struggle to learn how to operate one. It comes down to learning the skills and believing in your ability to make it happen. Keep in mind that the motorcycle you learn on is going to affect how well you are able to learn to operate it. Make sure it is designed to fit you. This can be some what tricky because many people learn how to ride a motorcycle on one that belongs to someone else. However, you need to make sure the motorcycle isn?t too heavy for you. It is important that you are able to touch the ground with both feet. Reaching the gas, brakes, and handle bars are essential as well. It is a good investment to find a cheap used bike that fits your body well. Once you have successfully learned to ride it well, consider upgrading to a better bike. Make sure you learn from someone you trust and who is patient. Nothing can add to your insecurity as someone watching over you, especially if they are concerned about you damaging their motorcycle. If you don?t have someone you can comfortably learn from then you are wasting your time. It may be a worthwhile investment to enroll in a motorcycle instruction course and learn from someone who is trained to teach this skill. Once you have managed the basics of motorcycle riding, continue practicing. Just like driving a vehicle, you will get better as you practice. Avoid riding on busy streets, highways, or interstates until you are very comfortable with your riding skills. Practice changing lanes, turns, curves, and sudden stops as these are all things you will experience once you are operating your motorcycle on the open road. Practice riding your motorcycle in a variety of weather situations. This will give you some very important motorcycle skills that you won?t get anywhere else. You will be amazed at how different your motorcycle operates on a sunny day versus a very windy day. Being prepared for a variety of riding conditions is going to make you a much better operator. In time you will feel comfortable enough for long trips, maybe even to some of the wonderful motorcycle rallies that take place each year. If you start small and practice hard, learning to operate a motorcycle will be a very rewarding experience for you. Too many beginners want a new motorcycle or the same power as their friends. They either find the motorcycle to be too much to handle or seriously injure themselves riding it. This can also cause you to loose interest in the idea of learning to ride it, and result in your selling it. The motorcycle learning process can be a great experience if you aren?t in a hurry to be driving it fast on major road ways. Like anything else, your skills will only improve as you practice and learn from your own mistakes. Operating a motorcycle is a challenge that you will proudly succeed at if you work hard and follow the safety precautions of the road.

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When it's good....it's really good.

80F degree Fall days are getting few and far between. Got to get out there while you still can.  Plus, the dirt is primo right now in the Front Range! Trying to make a dust cloud today. Not sure if I succeeded or not.  The training is more like riding hard when I feel like it.  Too late in the season to be focusing on a power meter or HR monitor too much.  Trying to keep as much fitness as I can for the mtb stage race in Brazil.  Which, at the time of this post is 27 days out.  Weekday rides are short and too the point.  Weekend rides are long to keep the legs familiar for those few stages which will push 90 miles in Brazil.

Jeff Kerkove said at 5:28 PM :: ::

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Finding The Type Of Motorcycle That Is Right For You

Purchasing a motorcycle generally involves a great deal of research before you decide on the one that is right for you. There are so many makes and models to choose from that it can also be confusing. You will want to think about your motorcycle riding experience when you are looking at the type of bike to purchase. You will also want to consider what you will be doing with your motorcycle. There are many different types of motorcycle to consider based on your interests. Do you want a motorcycle that is known for speed? If you will be taking long road trips on your motorcycle then you definitely want one built for travel and comfort. You may also want one that offers compartments to hold your necessities while you travel. Other motorcycles are designed for riding on dirt or for competition. There are also scooters that are fun for in town. If you are new to the feat of motorcycle riding, it is recommended that you start with a moderately priced motorcycle or even with a used one. This is because a new motorcycle can cost you $20,000. Do you want to risk scratching it up or having costly repairs from dropping the bike over? Trust me, if you are new to riding that is going to be a part of the experience! You can always purchase a newer motorcycle once you have become a seasoned rider. Even if you have a particular style of motorcycle in mind, it has to fit your body perfectly. This may be disappointing at first, but keep in mind that if the bike doesn?t fit you there is a risk of an accident. It is also very likely that you won?t be comfortable while riding it, so what fun will that be? Of course you can always have a customized motorcycle made later on of the style you want that fits you perfectly. The best way determine if a motorcycle is a good fit for you is to sit on the bike with the kickstand on the ground. Can you touch the ground with both feet? If not, then you need to look for a motorcycle that isn?t as tall. If you can reach the ground with both feet, can you reach the handle bars comfortably? How about the brakes and the turn signals? Of course a very important aspect you need to consider when looking for the right motorcycle is the price. You need something that is going to fit into your budget. Do you want to purchase a used motorcycle for the amount of money you can afford? Are you willing to take out a loan to pay for a higher priced motorcycle on monthly payments? You should decide this before you even begin looking at potential motorcycles. A motorcycle can provide you with a fun mode of transportation for fun or for commuting. Motorcycles are very inexpensive to operate and allow you to enjoy the beauty of the outdoors. You will find your motorcycle to be more comfortable if you take your time and select one based on how it feels with your body shape than how the body of the bike looks. Choosing a bike that doesn?t fit well will leave you disappointed as well as raise the risk of accidents and injuries taking place.

PMR student among 9 held over m-cycle thefts
YAN: A student, currently sitting for the Penilaian Menengah Rendah (PMR) examination, was detained for allegedly stealing motorcycles here over the past few weeks.

Motorcycles Safer Than All-Terrain Vehicles in Off-Road Crashes
WEDNESDAY, Oct. 6 (HealthDay News) -- Off-road motorcycles are safer than four-wheeled all-terrain vehicles (ATVs) in riding and racing crashes on trails, sand dunes and other rough terrain, a new, large-scale study shows.

2 motorcycles, truck collide in south St. Louis
(KMOV) -- An early morning crash blocked traffic in south St. Louis.   It happened around 6:00 a.m. at McCausland and Southwest.   Two motorcycle riders and a truck collided.   No word yet on the extent of any injuries.

Palawan health personnel get motorcycles to enhance medical services
PUERTO PR INCESA C ITY, Oct. 13 (PNA) – To provide better services to the Palaweños in far-flung barangays, Palawan governor Abraham Kahlil Mitra and vice governor Clara “Fems” Reyes distributed motor vehicles to provincial district hospitals and rural health units for use in the delivery of medical services as part of provincial government’s Vehicle Revolving Fund Program (VRFP).

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MotoCentric Motorek Sport Saddlebags and Tank Bag Review

MotoCentric Mototrek Motorcycle LuggageMotoCentric Mototrek Luggage
by H.B.C. for webBikeWorld.com

The MotoCentric Mototrek soft luggage is the real deal. Thoughtful design, quality materials and virtually flawless construction make the Mototrek line of products a contender right out of the starting gate. Well worth a look - there is a lot of value represented in the three products evaluated here and with some minor fixes they would represent an even greater value.

MotoCentric products are relatively new to the market, at least in North America, and their website identifies a diverse offering of products for motorcyclists, ranging from soft luggage, motorcycle covers, outerwear and some handy accessories.

How serious are they? Well, appreciating the usual marketing hype, there are a lot of clues provided in some of the information posted on the website, especially under the "Technology" tab. In a nutshell, their goal is to "design and then test products to their absolute limits, which serves to identify strengths and weaknesses vis-?-vis design goals and production standards".

Their simple objective is to make a better more durable product for the market. This objective is obviously one reason why all MotoCentric luggage products come with a lifetime warranty; fair wear and tear appreciated,of course

Distinguishing the MotoCentric products is the use of innovative materials and the incorporation of some unique and very useful features. Every MotoCentric product has a small label stitched into it somewhere that identifies the product features specific to that item.

One of these innovative materials is Maxtura, a high performance fabric made up of very strong fibres, claimed to provide high levels of resistance to the usual wear and tear common when used as motorcycle luggage. Depending on the product, a denier rating (higher number = denser fabric and generally more durable) from 300D to 1680D is used.

Another distinguishing or illuminating feature is the use of "Reflect-A-Light" fabric, which uses tiny light-reflecting lenses adhered to the material. As with other retro-reflective products, the lenses reflect light back to the source, serving to illuminate the objects -- luggage, motorcycle and thus rider.

While all three MotoCentric Mototrek products evaluated here are of different form, fit and function, they are very much alike regarding design, execution and quality. For starters, all three feature the use of the Maxtura fabric in a 1680D rating along with the Reflect-A-Light fabric in the piping.

The Maxtura fabric is very dense, with a light sheen and satiny texture without being slippery to handle. With regards to construction, everything is cut evenly, joins are taped or rolled and tightly sealed with heavy duty single or double stitching used throughout.

Although they are not self-sealing, the zippers stitched into the products function smoothly (after some run-in) and are easy to use, aided by heavy-duty plastic pull tabs. Extra zippers are found on the saddlebags and tail bag as both pieces feature expandable side pockets; narrow stiffeners stitched into the outer walls are pushed down flat to form a floor and provide shape.

Heavy duty Duraflex "Rock Lockster" (Fastex-style) connectors are used throughout in both 32 mm and 25 mm size, depending on requirements. For example, the tank-bag uses three 32 mm connectors, one for each mounting point.

The saddle-bags use 25 mm connectors for the front and rear mounting straps, while four 32 mm female connectors are recessed into small pockets at the front and rear of each saddlebag for use in adding the tail bag, via its four short connection straps, to create an integrated assembly.

Finally, each bag has its own nylon rain cover -- integrated in the case of the tank bag and separate elastic-hem items for the saddlebags and tail bag.

So, if my initial first inspection is any indicator, this is some serious heavy duty luggage that deserves to be used. What follows are my respective form, fit and function observations on each of the three products evaluated.

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The MotoCentric Mototrek 19 Tank Bag

Marketed as a medium-sized tank bag, the MotoCentric Mototrek 19 Tank Bag is long, narrow and low in profile, measuring 5.5 inches high by 9.0 inches wide and 16.5 inches long. Capacity is listed as 19 litres. In addition to its spacious elongated main compartment, the tank bag has other interesting and useful features.

I have the strap base variant which for its intended applications on various machines provides more flexibility than the magnetic base option. The well padded base and tank-bag are held together by sliding the mounting connectors through elastic straps on the top of the base piece. This makes separating the two very easy when desired.

The front neck harness is comprised of a long 2.5 cm (0.98 in) wide nylon strap with a male Duraflex connector at each end. A hook-and-loop crossover with loops on each end for the neck strap provides alignment and tension between the two connections and depending on its fit, keeps the neck strap in place when the bag is dismounted.

The single point back harness is another long 2.5 cm wide nylon strap with a Duraflex male connector on one end and a stitched loop at the other. As long as there is something to lasso or run the loop strap through or under, this single strap approach works very well.

For those who use the magnetic base variant, the base flaps can be tucked away when not in use, such as when the bag is being carried using the supplied shoulder strap with its well placed shoulder pad.

The main compartment is lined in a satin-touch material also used in the two flat side pockets that run almost the full length of the bag. The organizer features are found on the inside and outside sections of the two dual-track zippered-pull flaps or lids. The rear flap pulls forward while the top flap pulls from the front and overlays the rear flap with a hook-n-loop seal.

The front flap has three zippered sections; a rectangular map pocket that runs the length of the flap along with an inner fabric pocket and smaller mesh pocket. Distinguishing the rear flap is a clear plastic face section accessed from the inside and designed for housing a mobile phone, music player or multi-function device in a weatherproof housing.

Two waterproof pass-thru ports located on the right side of the clear-face pocket provide the means to provide access between the interior and outside. The large bottom port is aligned with another cutout in the main compartment wall providing a straight path for a hydration bladder feed tube.

Directly above the larger access point is the smaller port, right-sized for a stereo cable or headset connector. If not used for a hydration feed tube, the larger port is ideal for running other power or connection cables as well.

The top inner section of the rear flap is a zippered pouch, perfect for holding my static-free cleaning cloth and lens cleaning materials. Between the other organizers sections all my oft-used items such as a pen, notepad, digital recorder and flashlight, etc, are safely carried and easily accessed.

If a hydration bladder (not supplied) is used it can be housed in the supplied storage pouch that is securely held in placed by a full length hook-n-loop strip mated to a counterpart strip on the bottom of main compartment. The pouch is best sized for a 1.0 to 1.5 litre bladder.

A square pouch occupies the very front of the tank bag. A small zipper along the bottom front of this pouch provides access to a very compressible and very effective rain cover - itself secured to the inner pouch by an elastic strap. A side to side zipper on the top of the pouch allows use of remaining pouch space.

Mounting the MotoCentric Mototrek Tank Bag

Mounting this type of tank bag is typically pretty simple and I have a number of candidates in the garage. But at first glance, it seemed the HP2 Sport might be the best choice as it has a long one-piece carbon-fibre molding that covers the fuel cell and extends down each side of the machine.

After setting the tank-bag on this panel and doing a visual estimate of how the mounting straps would have to go, deciding to put the tank-bag on the big Boxer was a no brainer. End result? It is a perfect match visually and physically.

Befitting design simplicity and pure functionality the steering head section on the Sport is pretty small, so the dual connector neck harness and the crossover strap is pretty much excess. However, the whole harness is so easily adjusted that potential issues simply were not a problem.

At the back it is a simple matter to pass the strap under a frame mounted bracket as done with the previous two tank-bags mounted, pull the loop tight and run the connector strap up to the rear portion of the tank bag base.

The detachable one-piece base has an extension at the rear to protect the back edge of a tank or in my case, an expensive carbon fibre molding. Further piece of mind is provided via a simple detachable pouch-style pad extension that ends up providing complete protection down to the front edge of the seat. This valuable addition is secured to the base by a small hook-n-loop tab.

Keeping the tank-bag from moving around and so protecting the panel surface is well covered ? the base uses a thick non-skid material and a very discernible layer of padding between the inner and outer layers.

Those with keen eyes might note a previously cut piece of Motrax Wonderweb still in place. Used for the previous tank-bag installations this rubber-like product is an essential first layer protecting finishes and minimizing movement. I have been using the stuff for years -- it never fails to work and seems to last forever.

After having been so successful with the tank bag, my feeling towards the MotoCentric products was pretty positive and thankfully, the expandable Sport saddlebags do nothing to change my feelings.

I have used a few sets of saddlebags or panniers -- hard, soft or a combination of both -- over the years on a good many motorcycles and I must admit my success rate has been probably running about fifty percent. There is typically some design or functional feature that just seems to leap out and become a big irritant (read limitation).

The finish of the MotoCentric Mototrek Sport saddlebags doesn't appear to stand out upon first viewing but they have a nice sheen and shape, thanks in large part to the material used. Similar to the tank bag, each saddlebag includes a front-stitched top pull flap with dual-track zippers, a pull cord and a back hook-n-loop patch to seal the flap.

Inside each smoothly lined main compartment is found a well padded rubberized shaped non-skid piece that secures to the exterior wall of the saddlebag via hook-n-loop strips to protect the side of the motorcycle and reduce movement.

A lightweight nylon rain cover with an elastic seam is packed in each bag as well. Finally the left saddlebag yields up two more padded non-skid items, for use under each of the heavy duty crossover straps. So far: so good.

Essentially an extended tear-drop shape, each bag measures 10.5 inches high by 16 inches long and 7.5 inches wide (10 inches wide when expanded). In addition to the top load flap there is a flat outer zipper pocket, ideal for carrying the rain covers, half of a two-piece rain suit, gloves, etc.

The floor of the bag is padded and forms part of the overall stiffener solution that provides such good shape retention. Also helping out in the protection department is the bottom full-width fire resistant heat-shield panel.

Capacity is identified as 22 litres per bag, although once expanded and the narrow floor-board stiffener forced into place, each bag provides 29 litres of useable space. Thanks in large part to their heavy construction and the expansion stiffeners the bags droop very little when empty and remain quite stable when underway.

When dismounted, a two-piece handle is put together to carry the two bags as one piece of luggage. What seems to be missing however is a shoulder strap and some strategically placed plastic rings, as found on the tank bag and tail bag, to provide another carry option.

The saddlebags proved their versatility quickly. On a roll with the BMW HP2 Sport, I decided -- for the first time -- to try a set of saddlebags on it. For the purists this might seem a bit demeaning, but I like to spend time on the machine; everything on it is adjustable and it is a long and tall motorcycle that fits me well.

Accordingly, adding a bit more luggage space to the tank bag and usual sports back pack is seen to be a good thing.

Stability strap just clears the exhaust pipe on the BMW HP2 (yellow arrow).Recessed connectors for tail bag straps are difficult to access.Installing the MotoCentric Mototrek Luggage

How complicated was it to install the MotoCentric luggage? After putting a padded non-skid side plate on each bag and laying the cross pads in place across the rear (exhaust) cowling directly behind the seat, I adjusted the two cross straps to let each bag sit down along the flared side. Hmmm, a pretty good fit and they look at home.

I looped the two front mounting straps around the 'Y' piece of the trellis frame on each side and squeezed the two back mounting straps through the license plate holder frame. After some slight repositioning of the bags fore and aft, I fully extended the attachment straps that are stitched to the front of each saddlebag and connected them to the front straps.

As positioned on the back cowling, the front straps are quite tight while the rear attachment straps, stitched to rear of the bag, connect easily to the mounting straps with about four inches of strap to spare. As positioned, both sets of straps pull forward and down - as desired and as needed for a secure fitment.

One of the reasons I had not previously tried any other saddlebags was out of concern for the exhaust system that runs directly behind the rider ? the rear cowling has fairly large wire mesh cutout for heat dispersion and it cannot, or should not, be covered in any way.

As the two MotoCentric straps are about four inches apart, they sit just ahead and just behind the exhaust cutout (see arrow in photo above). Even after a couple of spirited test rides the cross strap assemblies remain cool so I am satisfied that heat and safety concerns are mitigated, at least for normal use?the saddlebags would not be mounted for track days anyway!

I have also mounted the MotoCentric Sport saddlebags on the venerable "Water Buffalo" (Suzuki 750), the 1998 BMW R1100R, the 2010 R1200RT, a co-worker?s GSX-R600 and two adventure-touring machines, all without any major issues.

While the mounting system has worked each time, some accommodation has been needed due to the limited length of the attachment straps: a few more inches at each end would be good.

This medium-sized tear-drop-shaped tail bag offers 23 litres of standard storage space and up to 29 litres when the two side pockets are expanded. From shape, size and capacity perspectives it is pretty much smack dab in the middle of similar size and shape offerings.

Reflecting the common design, construction and features found in both the tank bag and the saddlebags, the tail bag measures 8 inches high x 13 inches long (deep) x 16.5 inches wide (20.5 inches with side pockets expanded).

A heavy-duty carry handle and large plastic loops for connecting the included padded shoulder strap adorn the back end.

Unique to the MotoCentric Mototrek Sport tail bag is its multi-layer base structure: a detachable padded base secured to the second layer by two hook-n-loop strips is first; the second layer is stitched into a seam at the back and secured by a horizontal hook-n-loop strip at the front -- it serves as a cover flap for the bungee cord hooks that provide the most common means to mount the bag.

The second layer has a thoughtful attention-to-detail feature: two fabric strips stitched into the bottom form flat tubes, allowing the four interconnect straps to be tucked away and out of sight when not in use.

By design, these four straps provide an alternate means of mounting the tail bag by connecting it to the Sport saddlebags, forming an integrated system. For this purpose the tail bag has four 2.5 cm (0.98 in) by 18 cm (7.1 in) long straps terminating in male Duratec fasteners stitched into each corner quadrant, front and back.

Pulling the flap away from the tank bag reveals the final layer that houses the cross-over shock cords and provides a cushioning floor layer. This layer is fully sealed so if the shock cords were to break access would be somewhat limited.

The soft-touch padded interior is accessed by a two-way zipper running on an elongated semi-circular track. Like the tank bag and saddlebags the inner side of the lid houses a detailed organizer area ? this one comprised of a small zipper pouch, slots for pens or pencil-lights and a zippered mesh pocket and a longer thin-zipper flat pocket.

Expanding the side pockets add about four inches of width to the bag while adding an additional six litres of capacity to the main compartment. Rounding out the storage aspect are two small flat side pockets good for small items - the right one holds the thin nylon rain cover.

Installing the MotoCentric Mototrek Sport Tail Bag

Of the two primary means for securing the tail bag to a motorcycle the most commonly used is likely to be via the bungee cord hooks. They have good stretch and seem very strong and while the large hard plastic hooks make them relatively easy to use, care may be needed to prevent contact surfaces from being scratched.

Using the interconnect option, the intent is that the four straps would be plugged into their counterparts housed in the previously mentioned hard-to-access pouches at the front and rear of each saddlebag. However, the straps themselves are far too short and the tightly nestled receiver connectors almost impossible to access.

If the saddlebags are fitted on a motorcycle that is about the same width or thinner than the base of the tail bag and if the three pieces are extremely close together, the interconnect option might work, but for most modern motorcycles particularly sport machines with wide or flared side and tail sections, it will not. In any case, the connector issue will likely preclude much success.

Placing the saddle bags and tail bag combination on the very narrow back seat area of my 1976 Suzuki GT750A ?Water Buffalo? allowed the pieces to sit close enough together to use the straps, but the connectors refused to cooperate, so a secure interconnection didn?t occur.

Longer straps on the tail bag along with putting the saddlebags connectors on matching length straps, or at the minimum making the connectors functional, would resolve the issues and enhance flexibility of use.

This attractive and well-matched set of textile-based products have a lot of positives and few negatives.

Am I happy with the fit, form and function of the tank-bag?  You bet. Overall capacity is smack dab in-between the other two bags that have graced the top of the HP2 Sport, but based on functionality and appearance perspectives, the Mototrek 19 is the clear winner. The tank bag has gone on three motorcycles without a hitch, but it looks, and functions the best on the HP2 Sport.

Likewise, the saddlebags have been fitted on virtually everything offered up as a host. My only observation here is that the straps and the mounting loops could be longer -- another six inches or so front and back would be just about right, especially the rear loops, which are quite short.

Marring what is an otherwise fully featured and well made set of products is the tail bag. Its size, aerodynamic shape and features make it really useful in stand-alone mode or when used with other luggage, like the Sport saddlebags. But when the highly touted interconnect feature does not work and the causes are clear, a fix is needed.

So where does this lead? Well, even with the observations above, the MotoCentric Mototrek products are a welcome addition to industry offerings. Based on design features, construction, function, projected longevity and price point, they represent extremely good value.

If the tail bag and saddlebag interconnect issue is fixed and longer attachment and loop straps were provided for the saddlebags, I wouldn't have anything to complain about...

wBW Product Review:  MotoCentric Mototrek Motorcycle LuggageList Price:  Mototrek 19 Tank Bag $74.99. Mototrek Sport Saddlebags $119.99 and Mototrek Sport Tail Bag $67.99.Review Date:  October 2010  Warranty:  Lifetime (excluding wear and tear from normal use).Note:  Item was provided by a retailer, distributor or manufacturer under these Terms and Conditions.
Note:  For informational use only.  All material and photographs are Copyright ? webWorld International, LLC - 2000-2010.  All rights reserved.  See the webBikeWorld? Site Info page.  NOTE:  Product specifications, features and details may change or differ from our descriptions.  Always check before purchasing.  Read the Terms and Conditions!

?Reader Comments and Owner Feedback

Please send comments to
Comments are ordered from most recent to oldest.
Not all comments will be published (details).  Comments may be edited for clarity prior to publication.

From "W.B." (11/10):  "These are very close to the Tourmaster Cortech saddle bags and tail bags. I've got a set on my Motto Guzzi Griso.

The close ups in the review of how they attach are the same as the Cortech. The straps across the seat are the same in that they appear to be the same size and configuration as the Cortech.

I did see the other persons comments - seriously, how would you know they are so similar? As you said the same products (or nearly the same in this case) are often sold under different brand names.

I do concur that the bags and tail bag well made and work very nicely. I came from a Kawasaki Concours and was concerned about using soft bags but I was very pleased with these so I'm sure that the Motocentric bags would get the same review :) " 

From "T.W." (11/10):  "Regarding the "knockoff" comment from the reader below (and your reply), I would only like to add that I have a set of Fieldsheer bags that are almost identical to these bags, and thus I think your comment that this is a case where two (or more, apparently) essentially identical products are sold under different names is correct."

From "D.C." (11/10):  "I just read your review of the MotoCentric luggage and was surprised that you neglected to comment that these bags are knock-offs of the Cortech Sport tail and saddle bags. Virtually all the features are identical, even the overall design is a spot-on ringer for the Cortech product. I'm not denying it is a good product but a nod to the competition they are clearly copying seems warranted.

Editor's Reply:  Thanks for the feedback. I'm not sure how we could mention this if we had no idea that was the case and having never seen nor experienced the Cortech luggage. I can't confirm or deny that the MotoCentric is actually copying another design or not. It is possible that two or more products are sold under different brand names; it happens all the time. 

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Motorcycle Safety

Riding on a motorcycle is fun and exciting. Nothing feels better on a warm afternoon then being on one, feeling the light breeze and the sun as you travel. However, it is vital that you take motorcycle safety very seriously as it only takes a second for you to be involved in an accident. Keep in mind that you don?t have the protection of a vehicle around you. Your motorcycle and your body are going to come into direct contact with another vehicle as well as the road. Most accidents involving motorcycles are the result of another vehicle not being able to see the motorcycle. I can remember one of the scariest moments in my life involved my husband on a motorcycle. He was about a mile ahead of me and I was traveling in my car with our children. My husband went to pass a semi truck. As he was preparing to go around the semi truck decided to pass the car in front of him. He put on his signal light and my husband had to get to the shoulder to avoid being hit. The semi truck driver never knew he was there. The lesson here is for both the motorcycle rider and for other vehicles. Make sure you look for motorcycles behind you and on the side of you before you make a move. This is especially true during times of warmer weather. Motorcycle riders need to drive attentively, understanding that other vehicle drivers won?t always be able to see them. Operating a motorcycle doesn?t mean you have any special privileges on the streets or the highways. I think I speak for most of us when I say that we have all seen reckless driving involving motorcycles. I have been passed on the right shoulder more times than I can count. I few times traffic has been at a complete stop when a motorcycle operator decides to weave in and out of traffic to get ahead of the mess. Motorcycle riders often travel together, and they like to ride side by side. This is a safety hazard for everyone. Each rider needs to remain in single file and pay attention to what is going on around them. This also needs no wheelie tricks or excessive speeds while traveling. It is very important to always wear eye protection and a helmet when you are riding on a motorcycle. In many states, it is mandatory. It is very easy to get a bug, dust, or other debris in your eye while riding a motorcycle if you don?t have eye protection on. A helmet can save your life as a head injury will be less likely than without one. It is a good idea to always wear a long sleeved shirt and pants while riding a motorcycle as well. They will offer you protection from road rash and debris. If you ride your motorcycle at night make sure your headlight works properly and that you have on reflective tape or clothing. Many motorcycle accidents are the result of road conditions. Pay attention to the road and watch for areas of spills, sand, water, or foreign items. We have all seen boards, wood pieces, and even furniture on the road. Can you imagine hitting such an object with a motorcycle? Likewise, watch for such items being hit by another vehicle and becoming airborne. Never ride your motorcycle in rain, sleet, or snow. The risk is too great. Operating a motorcycle is a great way to spend your leisure time. It is also a very cost effective way of commuting to and from work. Operating a motorcycle is also a responsibility that shouldn?t be taken lightly. You need to be more assertive and observant of your surroundings on a motorcycle than you do when operating a car. Make sure you have plenty of experience on how your motorcycle functions before you attempt to ride it in a location where there are other vehicles.

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Honda CBR250R May Be the 2011 Honda Nighthawk

Honda CBR250R

Photo and text courtesy Honda Motor Co. 
Edited by webBikeWorld.com

Nighthawk Replacement Coming to the U.S. in 2011?

October 27, 2010 - Honda will produce the new CBR250R road sports model in Thailand and launch sales in November of 2010.

This CBR250R will have the largest engine displacement of any vehicle produced by Thai Honda Manufacturing Co., Ltd. (Thai Honda), Honda?s motorcycle production company in Thailand, and will be its first full-fledged road sports model.

It is also claimed to be the world's first 250cc production motorcycle with ABS and a linked braking system.

Following in the footsteps of last year?s PCX 125cc scooter produced and sold by Thai Honda, the CBR250R will be launched as a global model for export to a wide range of countries such as the ASEAN countries, Japan, Europe, North America, and Australia.  In Japan, the CBR250R is scheduled to begin sales in the Spring of 2011.

Research and development for the CBR250R was completed in both Japan and Thailand starting with the development phase. 

To satisfy a wide variety of customer tastes from around the world, Honda set up the phrase the "Sport Quarter for One World, CBR250R" as the development concept with the aim in mind of creating a model that allows riders of all kinds, from beginners to experienced riders, to feel the fun of maneuvering a motorcycle.

Thai Honda, the production base for this model, began motorcycle production in 1967 and first started to export to Japan in 1988 with the Cub 100EX.  It has produced over 18 million motorcycles to date (as of the end of June 2010) and has exported motorcycles to numerous regions such as Europe as well as its natural base in Asia.

Using production engineering and know-how contributed by Kumamoto Factory, the lead plant for motorcycle production, Thai Honda is striving further to enhance its structure for the supply of high-quality products.

Honda Motorcycle and Scooter India (Pvt.) Ltd. will also start production of the CBR250R next spring and extend sales from India to South America.  Honda will also offer the CBR250R at a more affordable price in the diversified Indian motorcycle market by effectively carrying out global procurement of parts and materials in the same way as Thai Honda.

The CBR250R is equipped with a newly-developed liquid-cooled 250cc 4-stroke 4-valve single-cylinder DOHC engine that is easy to handle.

High environmental performance that meets Euro 3 emission standards and Thailand's sixth emission standards was realized by adopting Honda's trademarked electronically controlled fuel injection system (PGM-FI) as well as an O2 sensor and taking advantage of the combined effect with a catalyzer fitted inside the exhaust pipe.

The full-cowl body presents a highly advanced design full of functional beauty and is reminiscent of the styling of the new Honda VFR1200F (review).

The light and compact frame, made of a highly-rigid diamond shape in a truss structure, offers agile handling and steady maneuverability as a sports model, while the cowl design enables optimal control of the wind toward the engine or the rider.

In the area of safety technology, the CBR250R's specifications incorporate Combined ABS, a world's first for a 250cc-class road sports motorcycle model into a designated type.

The Combined ABS makes vehicle movements more stable during braking by bringing together a Combined Brake System (CBS, a front- and rear-wheel interlocking braking system) and an Anti-lock Brake System (ABS, a braking system that prevents wheel lock during sudden braking or under unfavorable conditions).

Honda CBR250R SpecificationsRiding capacity (No. of people)CS250RE, liquid-cooled 4-stroke DOHC single cylinderProgrammed fuel injection system (PGM-FI)Full-transistor battery ignitionWet multiplate with coil springsReduction gear ratio (primary, secondary)Swing arm (Pro-link suspension system) Note:  For informational use only.  All material and photographs are Copyright ? webWorld International, LLC - 2000-2010.  All rights reserved.  See the webBikeWorld? Site Info page.  NOTE:  Product specifications, features and details may change or differ from our descriptions.  Always check before purchasing.  Read the Terms and Conditions!

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