Aprilia Mana 850 GT Review

Aprilia Mana 850 GT ABS Review
Words: Rick Korchak
Photos:  Rick and "Burn"
Edited by webBikeWorld.com

More:  wBW Motorcycle Reviews Directory

Summary
The Aprilia Mana 850 GT has an easy-to-live-with CVT transmission, excellent handling and braking and good fuel economy.  So is it a city bike?  An upgraded scooter?  Or a basic all-around street bike?

Background
Who would refuse the loan of a brand-spanking-new motorcycle for a month?  Not me. 

So when Kenn Stamp, the Editor of 2WF.com recruited me for another, the answer was "Yes" before the sentence left his mouth.  I'm on call 24/7, ready any time to review a new motorcycle...all in the interest of our webBikeWorld visitors, of course.

This time, it was the Aprilia Mana 850 GT ABS.  Kind of a mouthful and isn't "mana" the stuff that came down from heaven to feed the Israelites when they were hanging out in the desert?  There were no Golden Arches back then, you know.  Ummm, wait -- actually, that was "manna", now that I think about it.

Mana is supposed to be a word to describe the power, or "juice" that resides in supernatural, spiritual or powerful people.  I'm not sure if that's what the Aprilians had in mind for this bike; if so, it's a good example of hyperbole.  But...there have been stranger names for motorcycles.

Besides the name, this bike is different, that's for sure.  After I agreed to run up to Allentown, Pennsylvania to pick it up, I figured I'd better take a peek at the specs and do a quick read of HBC's Mana 850 review (the base model) from 2009.  That's when I remembered about the CVT.

Aprilia seems a bit reticent at calling the transmission a CVT.  They sometimes refer to it as a "sportgear transmission" and sometimes as a "sequential/automatic transmission".  But peel away the layers of marketing propaganda and eventually they call it a CVT. 

I never rode a bike with a CVT before and I wondered if I'd be reaching for a clutch lever and coming up with air every time.  I thought for sure I'd be flubbing takeoffs left and right -- after all, the left side of my body has been programmed for umpty-ump years to clutch 'n' shift.  It's difficult to imagine what life would be like without it.

What a surprise!  Not once -- not one single time did I reach for the clutch or shifter.  But an even bigger surprise was this: not once did I miss them, either.  One ride on the Mana 850 GT and you'll wonder why all motorcycles aren't like this.  At least I did...

OK, so the CVT is the showcase feature of the Mana 850 GT -- but what about the bike that surrounds it?  Well, let's take a look...

Aprilia Mana 850 GT Slide Show

Mana For the Masses
I get the sense that Aprilia's marketing strategy for the Mana 850 is a bit schizophrenic.  Actually, so is the bike.  I wonder if Aprilia knows what they have in the GT version of the Mana 850 -- like what is the target market for this bike and what would motivate someone to buy it.

Aprilia uses vague marketing-speak phrases when referring to the GT, using phrases referring to it as "a completely new motorcycling concept" and "the new frontier, the missing link in an evolution that makes the world of motorcycling and its emotions accessible to all types of users".

Huh?  That one's definitely a non-starter with the beer and peanuts crowd.

This is a problem.  The Mana 850 GT does have a few unique benefits, but like everything else in today's hyperkinetic marketplace, the ability to sell one requires a laser-focused strategy targeted to a very specific market segment and a crystal-clear explanation of the features and benefits.  All in about 10 seconds or less.  Less.

So here's my tip to Aprilia: Forget about trying to sell this bike as a motorcycle replacement for scooter owners or as an urbanite fad bike.  Forget the "all things to all people" strategy too.  And definitely can those "emotions" that are "accessible to all types of users".

After living with the Mana 850 GT for a month, I see something different.  The CVT is a gem and the bike is, oh, about 85 percent of the way to being a very interesting and unique sport-tourer.  If I were in charge, that's where the focus would be. 

Give it an adjustable windscreen (and a couple of windscreen options), a nice set of bags with hard mounting points and a top box and maybe even replace the chain with a belt drive.  Do all that and I think you'd end up with one of the sweetest sport-tourers on the road.

But I'm getting ahead of myself here.  So let me take you through a recap of my thoughts after living with this very cool and very unusual bike for a month or so...

Mana 850 GT Styling and Design
The build quality of this bsp; The thing literally felt like it was carved from a steel billet -- and all of the other Aprilias I have handled feel just as good. 

It's too bad the retail network -- at least in the U.S.A. -- is so thin.  If more people had an Aprilia dealer nearby (and if I didn't have to drive all the way up to Allentown PA to find a dealer), I bet Piaggio would sell a lot more bikes, especially when the potential customer could compare one handlebar-to-handlebar in a showroom with other makes.

Aprilia build quality reminds me of early Hinckley Triumph -- overbuild it to completely bury any preconceived notions of British (or Italian) quality.  For example, little items like braided stainless steel fuel lines, machined rather than stamped brackets hidden in places you'd never find them and high-quality hardware make a big difference and add to the solid presence of this motorcycle.

The styling of the Mana GT variant doesn't help a potential owner understand the bike either, unfortunately.  It's a combination of 21st Century modern with a touch of 1980's mullet in the fairing, which looks out of place with the character of the bike.  The round headlight is the problem; it doesn't jive with the sharp lines that dominate everything aft of the triple clamp.  Style me up a pair of cool-looking razor-sharp headlights up front and you'd have it.

And speaking of the fairing, that windscreen has to go.  Aprilia told me there are no optional windscreens, which is too bad, because the stock screen dumps turbulent air where it's least wanted -- right smack dab on the chin.  This causes a huge amount of wind noise, starting at a low 20 MPH and getting worse from there.  At 60+ MPH, it's nearly unbearable when wearing any type of helmet.

The stock screen is adjustable, more or less (less).  Two bolts on either side are loosened to move the windscreen up or down about 25 mm total, but it's not enough to smooth the air flow by any means. 

This would be an easy problem to solve for an owner, however.  If the bike were mine, the first order of business would be to break out the Dremel, cut the windscreen in half and sand and polish the top edge.  Done and booming gone.  I didn't think Aprilia would care much for testing that theory on a brand-new loaner bike though, so the Dremel stayed in the drawer.

BUY YOUR
Motorcycle Books, GPS, Electronics,
Training Videos, Clothing and More at the
wBW Amazon.com Store!

The CVT and Me
Since the transmission is the raison d'?tre for the Mana 850 series, I will address it first.  I wasn't sure how quickly I'd be able to adapt to it -- or if I'd be able to adapt at all.  But on the very first ride, I quickly realized it would not be a problem.

In fact, about 1 kilometer into it, I had a head-smacking moment.  Shifting is overrated!  Who needs it?!

I never imagined I'd feel this way; in fact, I'd guess that many motorcyclists would have the same amount of skepticism for an "automatic" bike.  Perhaps things would be different if the implementation of the technology wasn't as good.  After all, Aprilia has years of experience with this type of transmission in building their extensive line of "twist and go" scooters.

There are a couple of minor differences to note before heading out on the Mana 850 GT.  It starts just like any other modern motorcycle -- turn on the ignition, wait for the sweep of the speedometer indicator and for all of the lights to blink on and off as the computer boots up.  Then press the start button to engage.

The nicely-mapped fuel injection gets the GT started and idling smoothly with no problems.  But here's where the differences begin.  With the side stand down, blip the throttle and...the engine dies.  It's designed to to that, because there is no "neutral" or its equivalent. 

With the sidestand up, remember that the bike is a twist-and-go -- if you twist, you're going.  There's no standing next to the bike in the garage to blip the throttle; in fact, you can't blip the throttle at all, whether you're riding or not.  Imagine a bike that's always in gear and you'll get the picture.

If you think about it, that's no different than a car with an automatic transmission.  There is one difference, however.  With the Aprilia's engine at idle and no brake applied, the computer makes sure that the bike doesn't creep forward like it might in a car.

The CVT Stress Reduction Plan?
When you're ready to go, simply twist the throttle and the bike starts moving.  The first time is a very unique and liberating feeling and gets even easier after that.

Aprilia has done a great job in mapping the fuel injection to match the characteristics of the CVT.  There is a slight difference from a normal takeoff in that it takes a larger handful of throttle than one might expect to get the CVT engaged, but that's actually a good thing.  The fuel delivery has been made especially soft for startup and the first few miles-per-hour to avoid any jerkiness in the driveline.

I quickly realized that not having to deal with shifting and clutch work reduces the subconscious stress levels and work load, if you can call it that, on the rider.  This is where the concept of a CVT transmission on a motorcycle really comes into its own.  No worrying about which gear is correct and no decisions about downshifting or upshifting.  Simply enjoy the ride and focus on throttle control and braking.

I immediately found myself a much smoother rider and I also had a lot of fun, which is another reason why this system would make an excellent sport tourer, especially when riding with a passenger.  No more helmet-knocking in the stop-and-go's because the smooth application of power and the CVT makes for a completely fluid and seamless ride.

It's also an excellent system for slow speeds, like winding your way through a national park at a 10 MPH speed limit while gawking at the flora and fauna.  No jerking back and forth, no throttle on/off whiplash and no worries about having to shift up and down to keep in the correct RPM zone.

Missing Bits
Speaking of RPMs, one of the very big nits I have to pick with this bike is the lack of a tachometer.  I think this was a big oversight by Aprilia.  I actually called the Aprilia technical person to confirm this and the answer was "Yes, we have no tachometer". 

It's not like there's no extra room on the dashboard; in fact, the instrument binnacle looks a bit lonesome behind the big fairing, with only the speedo and computer display.  And the bike actually has a lap timer (a lap timer?) but no tach.

Making a sport-tourer out of the Mana 850 GT could mean plugging in some optional dials, like water temperature (rather than the simple thermometer graphic that shows up on the monochromatic computer screen), a Voltmeter, outside temperature gauge or more.  But I'm dreaming again...

The absence of a tach means I can't tell you how the bike performed at different RPMs, because I have no idea how many R's, P's or M's we were turning in the various CVT settings.

Computer mode switch and upshift paddle (L).
Gear mode button on right grip (C).
Downshift paddle and storage compartment release on front side of left grip (R).

Riding the Mana 850 GT
The bike starts up in the CVT "Touring" mode, which is equivalent to a smooth automatic, with a good compromise of acceleration, torque and speed.  There's also a "Sport" mode; a "Rain" mode and a "Sport Gear" mode.

The "Gear Mode" button on the right handgrip (see photos above) cycles the transmission through each mode and it can be pressed any time the engine is running, whether the bike is in motion or not. 

From Touring mode, press and hold the Gear Mode button for about 1 second to change to "Sport".  This mode is the equivalent of dropping down about 2 gears in the CVT, but I rarely used it because it made the bike feel too frenetic and it brought to the fore one of the problems with the 839 cc, 90-degree V-twin engine: it's a real vibrator. 

Using Sport mode means putting the engine in the worst of the vibe range, effectively cancelling any fun one might have by the lower gearing, so in this case, Sport does not equal fun. 

Ditto for the "Sport Gear" mode, which is accessed at any time by pressing and holding the Gear Mode button for 2 seconds or so.  Sport Gear puts the CVT into a faux gear mode and allows the rider to choose one of 7 different gears, just like a "normal" bike. 

The gears are selected by pushing the up/down paddles on the left handgrip or by using the vestigial shift lever at the left foot.  The foot lever is an anachronism on this bike and after trying it once to see what it did, I never used it again.

Besides the vibes, Sport Gear mode seemed kind of silly; after all, it's more fun not to shift, so why do I want to start concentrating on that again?  And the absence of a tach doesn't add to the fun either.

There's one more mode in the cycle: "Rain".  I'm not really sure what this one does; apparently, it's supposed to temper the fueling and transmission for riding on wet roads, but to me it felt more like it placed the CVT half-way between Sport mode and Touring.  After trying it once or twice, I didn't use the Rain mode at all, even during a long homeward stint in am actual rain storm.

Another feature hidden in the system is a semi-manual "gear" selection.  The Touring and Sport modes have an override and the bike can be downshifted by pressing the front button on the left grip (or the foot shift lever).  But the override doesn't allow the transmission to shift up, only down, which seems strange to me.  Why not allow it to override up or down, and maybe allow a quick tap of the Gear Mode button to cancel and return to automatic?

One quirk about the location of the shift paddles is that they can occasionally be activated by accident if the rider's left hand is choked up on the inner side of the hand grip.  On quick blasts of acceleration, tightening my grip would sometimes trigger a downshift.

The turn signal lever on the left hand grip is a bit of a reach also; the button sticks out too far for my thumb, so I had to take my hand off the grip to reach for the turn signal button every time I wanted to use it.  Same on the right-hand side with the Gear Mode button.  These are minor irritants, but there nonetheless.

Handling, Brakes and Suspension
I'd have to say that the Aprilia Mana 850 GT is the sweetest handling motorcycle I've ever had the pleasure to ride.  It has absolutely no bad habits and it feels perfectly neutral.  The word "neutral" is used quite frequently to describe motorcycle handling, but very few bikes really have it.

Tell the GT where to go and it does it precisely without fuss and without even the tiniest hint of oversteer or understeer, neither feeling ponderous or flighty.  This makes a huge difference in comfort levels and in the feeling of security.  The combination of the superb build quality and the perfectly neutral handling makes the bike feel rock-solid under any condition.

The front suspension has no settings, so what you see is what you get.  That was fine by me, although the front on this Aprilia could probably use a touch less compression stiffness for those short jolts.  I once spent days messing about with a fully adjustable Suzuki GSXR and never really noticed a difference and I'll pretty much guarantee the vast majority of street riders feel the same.  So not having an adjustable front end is a benefit, as far as I'm concerned.

The rear suspension is easily adjustable via the control seen in the photos.  It was set pretty stiff when I got the bike (with 200 miles on the odometer) and I loosened it up a bit.  Again, not much of a difference other than a touch more plushness over those same short jolting bumps.

The big 180/55 mm Dunlop Sportmax Qualifier rear tire looks good and works even better.  It feels very secure and planted the road with noticeably excellent grip.  I haven't been on Dunlops for some time and these tires are terrific, so they will definitely be on my shopping list next time I need tires.

The brakes are another outstanding feature of the Mana 850 GT.  The big 320 mm floating discs up front have radial-mounted calipers that look like they might have come right from Max Biaggi's RSV4.  They are very powerful but very easy to use and also very progressive.  The rear brake gets the same kudos, with a 260 mm and braided stainless steel brake lines front and rear.

The Mana 850 GT also has ABS, with a dual-channel Continental system.  It works seamlessly and it hauls this bike down in a hurry with no muss or fuss.  I tried it on a variety of surfaces, including loose gravel and sand on some of the back farm roads you can see in the photos and it made me a true believer in ABS for street bikes.

Remember the Cube?  It's in the genes of every Aprilia.

Picks and Pans
The other very useful scooter-like feature of the Mana 850 GT is the fuel tank that isn't.  What looks like a fuel tank is really a decent-sized storage compartment, big enough to hold a lot of gear but not a full-sized helmet.  I'm not sure who'd want to carry a full sized helmet in there anyway, but as you can see in the slide show photos, an XL-sized Arai Quantum doesn't fit.

But the storage area is very handy and it even has a little night light that turns on when the lid is popped.  That's the pick; here's the pan: the storage compartment opens by pushing a lever on the back of the left-hand grip assembly.  But the ignition has to be on for it to work. 

So every time I wanted to open the compartment, which is every time I got on the bike, I had to turn the ignition on, press the button to pop the storage compartment lid, then turn the key off.  This is a real pain; I think Aprilia should revise the design so the button opens the compartment at any time but it can be locked if desired or make it functional whenever the key is in the ignition.

There is one other way to open the storage compartment.  There's a key hole in the tail of the bike, just above the stop light, to open the pillion seat.  The fuel tank lives under there.  Take the key out of the ignition, open the seat and a manual lever can be operated to pop the compartment.  But that's even more of a pain.

You never know what you'll see when riding in the country!

Fuel, Mileage and Computing
Fueling the bike means pulling the key from the ignition, putting it in the tail and popping the back seat.  It isn't that big of a problem for refueling, and having the fuel tank opening at lower-than-waist level makes it easy to use and to see what's going on.

Speaking of fuel, I got a consistent 42 to 44 MPG with the Mana, no matter what type of road, fast or slow, highway or byway.  I guess that's decent mileage for a bike that's a touch on the heavy side (Aprilia doesn't list a weight, but it feels heavy pushing around the garage) with a CVT.

Besides the absence of a tachometer, the LCD computer screen would be a heck of a lot nicer if it were in color.  I guess that's asking too much, but the stock screen can get washed out, surprisingly not when the sun is shining on it, but when I'm riding into the sun.  The sun reflects off my jacket and puts a lot of glare on the semi-gloss screen.

The computer can be cycled through a few settings, showing the real-time MPG, average MPG, speed (not needed because it's also displayed on the analog speedometer), average speed and the time.

When Sport Gear is chosen, the current "gear" shows on the display.  It's not really a gear, but the CVT is programmed to mimic a gear.  The count goes up to 7 and switching from one gear to the next happens nearly instantaneously.

Some customization can be done by selecting the menu with the "Mode" button.  Lap times, strangely enough, can be recorded.  But no tachometer can be displayed.

More good stuff includes the seating position, which is a bit cramped for anyone 6 ft. tall and over but perfect for shorter folks.  The handlebars are also perfectly placed for a bike of this type, making for a controlled and relaxed ride.

Conclusion
I had a lot of fun during my month with the Aprilia Mana 850 GT.  I took to the CVT transmission like a duck to water; the build quality is superb; the handling is rock-solid and the brakes should be an example for every other motorcycle.

I didn't care for the windscreen and the round headlight seems at odds with the otherwise angular styling.  The bike also desperately needs a tach and I'm not sure what type of luggage options are available and I do think a belt would suit the bike better than a chain.

I do think that Aprilia could and should focus the Mana 850 GT on sport touring or light touring.  It would be an easy step to take; it would help put a focus on the target market; and I think it would put the bike on the wish list of a much larger audience.

One thing's for sure: you owe it to yourself to take that trip to your nearest Aprilia dealer to check out their 2010 lineup.  I sat on the Dorsoduro, the RSV 4 and the Tuono 1000 R at the dealership and was very impressed.

Publication Date:  September 2010

wBW YouTube Video:  Aprilia Mana 850 GT? 2010 Aprilia Mana 850 GT - Specifications ?

Engine: 90? V-twin, 4 stroke, liquid cooled, single overhead cam with chain drive, four valves per cylinder. Engine Torque: 73 Nm at 5,000 RPMHorsepower:  56 kW at 8,000 RPMFueling: Integrated electronic engine management system. Weber Marelli electronic injection with 38-mm throttle body. Ignition: Digital electronic, two spark plugs per cylinder, integrated with fuel injection system. Exhaust: 2 into 1; 100% stainless steel with three-way catalytic converter and lambda probe. Lubrication: Dry sump system with separate oil tank. Gear box: Sequential with manual or automatic mode selectable by the user. 7 ratios in manual mode. 3 mappings (Touring ? Sport - Rain) in Autodrive mode. Gear change by pedal or handlebar control. The user can switch from automatic to sequential mode and vice versa at any time. Frame: High-strength steel trellis.Front suspension: Upside-down fork with 43 mm stanchions. Wheel travel 120 mm. Rear suspension: Single- piece aluminum alloy swingarm.  Shock absorber with adjustable spring preload and rebound damping.  Wheel travel 125 mm. Tires: Radials, tubeless.  Front: 120/70 ZR 17.  Rear: 180/55 ZR 17.Wheels: Aluminum alloy Front: 3.50 X 17" Rear: 6.00 x 17" ABS:  2-channel Continental ABS system. Front Brakes: Dual 320 mm diameter stainless steel floating discs.  Radial calipers with four pistons.Rear Brake: 260 mm stainless steel disc. Single piston caliper. Dimensions, Weights and CapacitiesMaximum Width: 800 mm (at handlebars)Maximum Height: 1,270 mm (1,320 mm at rear-view mirrors)

BUY YOUR
Motorcycle Books, GPS, Electronics,
Training Videos, Clothing and More at the
wBW Amazon.com Store!

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 "T.S." (10/10):  "Many thanks for the informative and, may I say, unusually sincere, review of the Aprila Mana 850 GT.

My particular interest in the Mana is because I'm a Suzuki Burgman 650 owner.  You are probably aware that the Burgman also has a CVT transmission.  Your test reveals many similarities between the two bikes.

Yes, the Burgman is technically a scooter, but the aesthetics is where it all stops.  I've owned 15 motorcycles in my life, and the Burgman is the finest "motorcycle" of the bunch.

I also never imagined I'd feel so good about an automatic transmission on a motorcycle, but 5 miles down the road, and I was hooked.  Aprilia and Suzuki have been making quality scooters for many years, and now their respective technologies are blending together well.

The Mana 850 feature which kills the engine if the throttle is blipped with the kickstand down is an excellent idea.  I can't tell you how many times a well-meaning buddy would grab the throttle at idle, ready to twist, while I'm having heart failure trying to stop him.  At first, I found it a real pain that Suzuki won't allow the motor to run with the kickstand down, but now I see the logic.

The Burgman 650 has the "manual mode" and paddle shifters, which aren't that interesting after trying it a few times - exactly what you said about the Mana.  There is also a "Power" mode on the Burgman 650, dropping the RPM's about 1000 at any speed.  This is good for blasting from stoplight to stoplight, or embarrassing a Harley owner in a drag race, but not much else.  Like you said about the Mana, it's a rarely used feature.

The Burgman does have a tachometer, of sorts, which is a LCD "stripe" across the top of the speedometer, punctuated by 1k RPM increments.  I do use it, but less than you'd think. There is also an ambient temperature gage, which alternates with the clock display.

One of your readers asked about engine braking.  This is extremely noticeable on the Burgman 650, and takes a while to learn, but can actually be used to scrub off speed while approaching a red-light or upcoming turn.  Frankly, I'd prefer a more "free wheeling" effect, like a "normal" motorcycle, but I've learned to adapt to the quirky Burgman feel.  Funny thing, though ...when shifting in manual mode, all braking effect goes away, letting it coast freely between gears.

After riding the CVT Burgman 650 for 36,000 miles, I've grown accustomed to it's ways .... and I absolutely love the CVT.  Who needs shifting anyway - it's all so highly overrated.

Unfortunately, the Burgman 650 is a scooter competing in a motorcycle market.  If Aprilia made the changes you recommended, I'd probably swap the Burgman for a Mana 850.  The prices are fairly close, and so are the features.  I just love the full-fairing and mirrors on the Burgman, plus it will hold TWO full-face helmets under the seat."

From "S.S." (10/10):  "Thanks for the review of the Mana.  I have one of those Hinckley Classic Triples, so I understand about the build quality comment.

One thing I have always wondered about the CVT bikes, and something I didn't see addressed in your comments was the deceleration characteristics of this design.  Specifically, do you still have engine braking, and if so, does the suspension have to be designed differently to accommodate the difference between a decelerating CVT versus a decelerating conventional transmission?"

Rick's Reply:  Good question, and I never even thought about it when I had the bike.  Thinking back, I can not remember noticing anything different about the engine braking characteristics -- I think there was a reasonable amount of engine braking, but I'm not sure.  Let's put it this way, I didn't notice anything unusual, or I'm sure I would have recorded it in my notes.

Also, the brakes are so good on the bike that it didn't seem to matter.  If I recall correctly, I think also if it's in Sport or Sport Gear mode, the normal engine braking can be felt, but again, I don't remember one way or another that there was anything unusual.

Perhaps a Mana owner has some feedback on this topic to share?

From "K.S." (10/10):  "First, thanks to you, Rick, and the staff for a great review site.   It is the best on the web, and in print media. 

I have read all of the English language reviews of this bike (and its 'non-GT' predecessor), and yours is the most objective and thoughtful to date.  A couple comments follow. 

Several owners have reported their full-face, and 3/4, helmets fit in the false tank compartment.  But several do not, as you discovered with your XL size noggin.

Several owners have installed hard and soft cases.  Aprilia does offer a pannier frame and side hard cases, and the top box mount and several boxes are available (Givi).  These observations are via the Aprilia Forum.  The forum for all things Aprilia.

The weak Aprilia USA dealer network appears to be a case of recent (2007-2009) over-selling and under-delivering by Piaggio - and, of course, the fallout from the Great Recession.  Only the strong, and committed to the brand, have survived.  This appears to be sorting out somewhat this year, but it will still be few and far between for some owners.

One doesn't need a tachometer with an automatic.  This critique, and your bulls-eye about Aprilia's obtuse marketing of the bike are all related to the 'motorcycles must be manual' psychology.  I'm sure some PhD candidate could do their thesis on this one.  One Mana owner has summed this issue up with his vanity license plate: 'Y SHIFT'."

Editor's Reply:  Thanks for the feedback.   Regarding the tach, I still think it needs one; even the cheapest automatic cars have one! I definitely missed having it on the bike, especially in the Sport and Sport Gear mode, where the rider has no idea at all about the relationship between speed and RPM.

I'd easily swap the useless lap timer on the Mana for a tach.  In fact, now that I think about it, I'd probably argue that a shifting street bike could probably do without a tach, I can pretty much always tell by the sound and feel which gear I'm in or when it's time to up or down shift, and as I think about it, I rarely ever look at the tach on my bikes!

In any case, simply adding a tach might reduce the "weirdness" of the Mana to potential customers...

View the original article here

2011 MotoGP Schedule Announced

2011 MotoGP Motorcycle Racing Schedule - CalendarBack to the wBW Motorcycle Racing Page

This is the provisional race schedule for the 2011 MotoGP Motorcycle Road Racing Grand Prix World Championship as announced by the FIM (F?d?ration Internationale de Motocyclisme).

The 2011 Grand Prix schedule includes a new permanent venue, with Aragon ? so far only a reserve circuit ? added to the calendar in its own right following the successful staging of a MotoGP event in 2010.  The 2011 season will begin in March when the first event will be a night race at Losail in Qatar.

NOTE:  Always check the final date with the sanctioning organization and the track prior to the event!

? 2011 MotoGP Racing Schedule and Results

San Marino & Riviera di Rimini1 - Night Race.  2 - Saturday Race.  3 - MotoGP Race Only.
MotoGP Racing News:  On the wBW Motorcycle Racing page

View the original article here

Sit Relief Shorts Review

Sit Relief Shorts Review

wBW Quick Look by Glenn W. for webBikeWorld.com

More:  wBW Reviews Home  |  Owner Comments (Below)

Summary:  Padded seat in a pair of undershorts.

Background
I can't remember how I first came upon the Sit Relief shorts, but they looked interesting, so I ordered a pair.

These shorts are made from a polyester and Spandex material that fits snug to the body.  The seat of the pants has a large foam insert for padding.

Sit Relief pants were originally designed for medical purposes, for people suffering from lipoatrophy, defined as "the loss of subcutaneous fat from specific areas of the body including the face, arms, legs and buttocks (lipo = fat; atrophy = loss).

The shorts are made in the U.S.A. and the manufacturer, LipoWear LLC sells them under the SitRelief and LipoWear brands, with the SitRelief brand targeted at the general public and for motorcyclists.  They are available in sizes for men and women.

It looks like the shorts can only be purchased through the LipoWear website however.  They do offer a money back guarantee "if you are not satisfied with the sitting pain relief".

I have never been diagnosed with lipoatrophy, but I don't have much fat or muscle in my butt and I get sore pretty fast sitting in a restaurant or on some types of motorcycle seats.  So I'm usually on the search for a solution.

I've tried the various types of saddle pads, like the type that are inflatable and the gel pads.  They help, to a certain extent, but they all seem to be designed more for sit up straight cruisers than sportbikes. 

On a sportbike or non-cruiser, the gel and especially the inflatable type of pads leave me feeling like I'm sitting on ball bearings or an exercise ball or something -- like I'm elevated off the seat and rocking back and forth in the turns.  It affects the seat/body relationship that is needed to "feel" the bike and maintain good control in fast corners.

They also can add up to 50 mm or so in height, and this can make the difference between being able to touch the ground with my feet or not.

Usually, the best answer is a custom saddle, but that can be very expensive and there's no guarantee that after spending hundreds of dollars that you'll actually have solved the problem.  Thus, the search for less expensive solutions.

BUY YOUR
Motorcycle Books, GPS, Electronics,
Training Videos, Clothing and More at the
wBW Amazon.com Store!

Sit Relief Shorts
The Sit Relief shorts are sized to run large, per the manufacturer.  The sizing information isn't available until you click the "Buy Now" button, where you'll find a page with a lot more information on the product and a size chart.

I have a 35 inch waist, so I ordered the size "C" for the 34-36" waist.  It's a little more confusing than it should be because you have to order smaller than you think, then the sizes are listed as A through F, but when the shorts arrived, the label says "M".  Go figure.  These fit me fine though.

The material that the shorts are made from with the Spandex fits very snugly but the company says they are not compression shorts.  They appear to be well made with good quality stitching and only a few loose threads here and there that I carefully trimmed off, hoping that they do not run.

The front of the men's shorts has a fly opening (no zipper) and the padding is permanently installed in the rear of the pants.  The foam felt very squishy when I squeezed it with my hands, but it seems to stiffen up once the pants are on, I think because there is a very large surface area to spread the weight of the wearer.

The foam pads cover the entire backside.  There are two pads, one for each cheek.  In the size M, each pad (each butt cheek) measures about 10" across at the widest, just below the crotch, and they are 18" long from the bottom edge of the waistband to the bottom hem of the leg.

The foam feels pretty strange when I walk around wearing the shorts, sort of like I have a few newspapers or some cardboard stuffed in my underpants.  The manufacturer says that the foam will loosen up slightly after the shorts are washed a few times, and I've only washed these twice so far, and they seem to have loosened up maybe a little.

Results
I guess I'm of mixed feelings on how the Sit Relief shorts work.  For motorcycle riding on a non-cruiser, like a sportbike or standard bike, with a seat that is not as wide and flat as a cruiser, the foam is spread too far out to the sides and not enough in the center. 

A sportbike saddle usually carries more of the rider's weight towards the center than a big, flat, wide cruiser seat.  So the Sit Relief shorts don't cushion what I guess is my ischium bones (the bones in the lower pelvis that bump against the seat) as much as I'd like.  Too much of the foam is covering the outer portions of the rear of my thighs and this area doesn't sit on the saddle itself, it hangs off the sides.

I'd like to see them make a pair of these shorts designed specifically for sportbike riders, with less foam at the outer part of the seat and more in the center.  I think this would help reduce the "big butt" look also when wearing the shorts under a pair of pants. 

The build quality is good and the pants are comfortable (although you have to get used to the snug/tight feeling), but the large surface area of foam still gives me that rocking-horse feeling and doesn't protect me enough in the center.

The shorts do help when sitting on hard wood and I considered wearing them to a minor league baseball game around here, but they sort of make my pants look like, well, like I have a load in them, so I nixed that idea.

Conclusion
I think the concept of the Sit Relief shorts is good and I'm sure there are many users who benefit by them, especially those with medical problems.  But for my type of riding, I have mixed feelings on them.  I also think they work better on a flat cruiser seat or a stadium seat than on motorcycles with narrower saddles, like a sportbike.

I think these are the type of product that some motorcycle riders will love and others may not.  The only way to find out is to try a pair, and I can only give you my impressions based on my particular situation.

wBW Product Review:  Sit Relief Shorts

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 "R.C." (10/10):  "I have not heard of these before, but I had worked out my own solution over 20 years ago - high quality bicycle shorts with breathable, moisture wicking 'synthetic chamois' lining.

About 25 years ago I had begun using bicycle shorts with real leather chamois, but the newest synthetics are much superior - breathable, more durable, much softer, and easier and quicker to wash and dry.

The bicycle shorts do fit skin tight, like compression shorts, and with their smooth seams, long length, wick dry synthetic lining and lack of bulk, offer the best possible comfort for those long days in the saddle while riding cross country - I will never again leave on a more than a day long ride without a pair on!  They never bunch up, never bite, reduce butt burn and feel and look 'slim and trim'...

The manufacturers also make full length pants and tops, with matching unsleeved tops and short sleeved and long sleeved tops, as well.

I love my Sugoi brand shorts, made here in Vancouver, British Columbia.  Now that the fall weather has started, I am getting a pair of long leg cycling pants to wear under my riding pants soon...  When in casual slacks and pants, I often wear my Bohn armoured underpants, and wear the cycling shorts under everything, next to my skin. try some for yourselves..."

From "D.S." (10/10):  "Actually a lot of (bicycle) shorts do have some padding in the crotch and butt area.  Frankly without that most road bicycle seats will get to know you a little too well if you know what I mean.  You should check them out at one of the online bike shops.  They are padded and are often made with Coolmax which can be a big help in the summer.  And they do work even for a fat guy like me."

From "R.K.H." (10/10):  "It was I who suggested you or your staff review these shorts.  As I ride a BMW R1200GS my riding position is much more upright than a sport bike rider's position.  Here's my take on the shorts.

Sitting upright on a Russell Day Long saddle, the shorts provide padding both on my ischium (tail bone) and down the back of my legs.  The Russell is a firm seat and the shorts provide just enough padding that my backside is much more comfy when I do longer rides (350+ mi) and especially when doing multi-day rides (e.g., 2,000 mi in 4-5 days).

I also like riding in the twisties and haven't felt that the padding interferes with my feeling of the bike.  Maybe that's because I have a more upright riding position.

The only downside I see to the shorts is that they are too warm when the temps get above about 90 F.

Disclaimer: The developer and co-owner of the privately held company that produces these shorts is an old and long-time friend of mine.  When he started selling the shorts after 5 years of research I asked him to send me a pair to try out riding.  They were a boon to my long distance riding and I suggested he market the shorts to the m/c riding community.  Some time later I had the opportunity to buy into the company and now own a small share (2%) in it so I do have a conflict of interest.  I did not however, when I first told the m/c community about it on the Advrider site (in this thread)."

View the original article here

Schuberth SRC System Review and Second Look at the Schuberth C3

Schuberth SRC Review and a Schuberth C3 Redux
by Rick K. for webBikeWorld.com

More:  wBW Reviews Home  |  Owner Comments (Below)  |  wBW Motorcycle Helmet Reviews

Summary:  The same high-quality Schuberth C3 as always and now with the available Schuberth SRC (Schuberth Rider Communications), a Bluetooth intercom system.

Made by Cardo (Scala Rider), the SRC will fit any C3 and an SRC for the C2 and Schuberth Concept helmet will also become available in 2010.  The system can communicate with other Scala Rider intercoms. 

Background
The Schuberth C3 is considered by many to be the premier flip-up motorcycle helmet.  It's the latest in a long line of Schuberth flip-ups, going back to the Schuberth Concept and perhaps even further than that.  The Concept was the first Schuberth to pique my interest, but it had a strange internal shape that never quite fit me, and I wasn't alone, based on a lot of feedback I've heard from Concept owners and potential owners.

Schuberth changed all that with the C3, bringing into compliance with the rest of the world in terms of fit.  The C3 is now the flip-up to have.  It's light (for a flip-up); it's quiet (for any type of helmet); it's nicely made and now it's even available in this super-high-visibility yellow color.

Oh, and by the way -- the Schuberth SRC Bluetooth communications "collar" is now available for the C3 and other SRC versions will be released soon to fit the C2 and even the Concept.  But you're not still wearing a Concept, right??

We published a Schuberth C3 "First Look" in August of 2008 when the C3 was first released and then we followed that up with a review of the Schuberth C3 soon after.  The helmet was so good it became the winner of our 2008 Flip-up Motorcycle Helmet of the Year Award, even with one or two minor quality problems that could have been related to the initial manufacturing production run.

Designer Helmets in the UK was kind enough to send the original C3 our way, and now they've done it again, sending over a pair of bright yellow-green Schuberth C3's in size large and extra-large, along with a pair of SRC systems, which are actually replacement neck rolls.

Not much has changed on the C3 in the last two years; a good thing indeed.  These helmets have none of the very minor quirks noted in the original; in fact, when the new C3's arrived, I immediately contacted Designer Helmets to inquire if these were a completely new design. 

The quality of the first C3 helmets was excellent; these latest versions are outstanding.  So there must be something to be said for that old saw: "Practice makes perfect".

Since we've already covered the C3 in detail in the 2008 review, first I'll discuss the SRC Bluetooth communications system, and then recap my thoughts on the C3 based on the latest production versions.  Be sure to refer back to the original webBikeWorld review of the Schuberth C3 for all the details.

The Schuberth SRC System
Let's take a look at the Schuberth SRC Bluetooth communications system, which really is an ingenious -- albeit expensive -- way to add Bluetooth intercom and communications capability to not only the current Schuberth C3, but coming soon for the C2 and Concept. 

Of course, we haven't tried fitting an SRC to the other helmets and Schuberth will release those soon, so we'll have to take Schuberth's word for it that fitting an SRC is as easy for those helmets as it is for the C3.

I've never been a big fan of the current crop of built-in Bluetooth intercom systems in motorcycle helmets.  The technology is evolving so rapidly that I think it's better to have a more portable system that can also be re-installed on a new helmet if desired. 

Usually by time a helmet manufacturer works out a deal with an intercom supplier, then certifies it and then designs, manufacturers and tests a helmet with that system installed, it's way past its use-by date.  As a result, most of the built-in systems we've seen are crippled in some way or are yesterday's technology.

This will probably change now that motorcycle Bluetooth intercom systems and their operation and functions are becoming much more standardized, but in any case, the Schuberth SRC system is a clever way to go.  It installs and operates independently of the helmet design -- more or less -- although I'd have a hard time believing that Schuberth didn't have the SRC in mind when they designed the SRC collar.

Schuberth helmets have a reputation for low noise levels, and one of the main reasons for this is the careful design of the thick neck roll that blocks a lot of wind, turbulence and noise from entering the helmet. 

We've noted this for years -- holding one's hand or placing a towel or wind block under the neck of a helmet usually helps to greatly decrease the noise levels.  Careful fitting of this area is crucial, one more reason why it's so important to find a helmet that fits correctly.

SRC Details
Schuberth cleverly took advantage of their neck roll technology, if that's what it can be called, by building a Bluetooth communications system into a new replacement neck roll, or collar, that slips right in to the underside of the helmet.  Actually, the system is designed with Cardo, of Scala Rider fame (SRC: could it also mean Scala Rider Communications system?).

And this brings an added benefit -- or two actually.  First, the Schuberth SRC will communicate with Scala Rider intercom systems.  At least, that's what Schuberth claims; unfortunately, we no longer have our Scala Rider G4 system to confirm this.  But, we have no reason at all to doubt it either.

The other is that the Schuberth SRC system firmware can be upgraded by logging in to the special Schuberth SRC website set up for owners.  Like the Cardo Scala Rider G4 system (review), the SRC system is currently available for Windows users only.

The SRC is available as an accessory to fit the C3 and Schuberth says they will release versions for the C2 and Concept.  It comes in two sizes; one fits sizes XXS to L and the other fits sizes XL to XXXL.

It costs a rather hefty ?299 (about $468.00), which is roughly twice what a "portable" Bluetooth unit will cost.  But the benefit is the nearly seamless integration with the C3.

The SRC uses the Cardo spoken status announcements by default (they can be turned off also if desired).  The system gives priority to the cell phone or GPS instructions, then the intercom, then an A2DP audio source, then the built-in FM radio and finally the line-in port if used.  It also has VOX and limited multiple system-to-system connectivity functionality.

Schuberth SRC system is purchased separately (L). SRC collar replaces the stock neck roll on the C3 (R). Sidebar: A Motorcycle BT Intercom Standard?

Just suppose the helmet manufacturers all got together and came up with a standard for fitting an SRC-type collar to their helmets? 

Wouldn't it be nice to be able to swap an SRC-like system in and out of any helmet, no matter the brand? This is wishful thinking of course -- as wishful as thinking that motorcycle jacket manufacturers would standardize on a back protector pocket shape.  Dream on...

What has been standardized though are many of the operational features and functions of motorcycle Bluetooth communications systems.  This hasn't always been the case -- back when we first started reviewing motorcycle Bluetooth intercoms, there were no standards.  Or very few anyway. 

The only "standard" was the certainty that an owner would have to remember obscure sequences of button-pushing to get the systems to do anything, much less communicate.

The user experience was awful and combined with terrible sound quality, whisper-like volume and no bike-to-bike capability, it's a wonder these systems sold at all.

But things have changed quite a bit over the last 5 half-decade and we now have excellent motorcycle Bluetooth systems with great sound quality and volume, along with bike-to-bike talk ranges in the hundreds of meters. 

Built-in FM radio, GPS and cell phone pairing and even (almost) multiple simultaneous group ride communications capabilities make these nearly a must-have accessory.

Not that there isn't a lot more room for improvement; many webBikeWorld visitors have been asking for seamless multiple rider communications, even better sound quality, longer battery life (and replaceable batteries) and more.  I'm sure we'll get there soon... 

Installing the Schuberth SRC System
The most amazing thing about describing the SRC system is that there isn't much to describe.  It fits the helmet, charge it up, turn it on and it works. 

Our Bluetooth intercom reviews used to be all about how to actually get the things to turn on; now there's not much to describe, because most of those original bugs have long been exorcised.  This is definitely a good thing, by the way...

The video embedded below should serve as a better illustration of the functioning of the SRC.  The video also details installing the SRC system in the C3.

The SRC system was developed by Cardo, of Scala Rider fame, for Schuberth; I'm sure it had lots of Schuberth input.  The ingenious part is the design, which easily replaces the existing collar or removable neck roll that fits the bottom of the C3.

The SRC collar has an embedded heavy-gauge wire around the perimeter that fits under the hard rubber or plastic gasket that surrounds the bottom of the helmet shell. 

Simply pull out the back of the collar, then unfasten the front by unbuttoning the metal snap on either side and the stock collar comes out.

Reverse this procedure to install the new SRC system collar, while also carefully placing the speakers in their molded pocket inside the helmet shell, located under the fabric liner. 

I'm not sure if the original C3 has the molded speaker pockets and I don't know how the SRC system for the Schuberth C2 or Concept will fit either.  It's supposed to be released some time in 2010, so they don't have much more of the year left.

But speaker installation shouldn't be a problem in those helmets, because we've fitted intercom speakers to many helmets that don't have molded speaker pockets and never had a problem just slipping them under the fabric.

Once the new SRC collar is installed and the speakers are in place, you're ready to go.  The system has a large USB port on a wire that can be hidden in between the neck roll layers when riding (we're kind of surprised that Schuberth didn't include some type of pocket to stow the cable).  This is used to charge the SRC battery or to connect a wired device, such as an MP3 player or that 45 RPM record player bungeed to the pillion.

It takes about 3-4 hours for the SRC system to obtain the initial charge and when the red lights go out, you're ready to rock.  Again, not much to report here thankfully -- this is now-standard motorcycle Bluetooth intercom basics 101. 

Press and hold the "Mobile" button (the button with the pictograph of the telephone) to turn on the system.  Once it's on, press and hold again until the lights on the A and B buttons flash rapidly in blue/red and you're in pairing mode.

Using the SRC
The SRC paired immediately with two cell phones and the other C3 with SRC, along with the trusty Sony Bluetooth adapter (review) that connects via a jack to an MP3 player and other devices.  I can heartily recommend the Sony BTA and I'm thinking of buying a second just to have as a spare.

It's tiny and unobtrusive; it never fails; the battery seems to last forever; and it works quickly and seamlessly.  An excellent and highly recommended electronic device that can turn just about any other electronic device's output into a Bluetooth stream for your listening pleasure.

Once the two SRC units are paired, press the A button to communicate.  The mobile button can be used to initiate or answer a call, or if a call comes in (once the SRC is paired with your cell phone), speak (yell) loudly into the microphone and the system will connect.  Calls can be initiated by pressing the mobile button and then speaking into the microphone if your cell phone does voice activated commands.

We found that the stereo system volume is more than adequate, especially in the relatively quiet C3.  The quality of the sound isn't quite as good, even when listening to music.  Certainly not audiophile quality, but what intercom system is?

The only real issue with the SRC is the design of the buttons.  They're nearly flush with the surface of the SRC collar, which makes it difficult to select a button when wearing gloves.  But it's easy to memorize both the buttons and their placement, and feeling for the raised ridges between the buttons will help locate the correct choice.

The SRC system has most or all of the same features as the Scala Rider Q2 (review), with the same FM radio that we still can't get to work correctly.  All we get is static, no matter where we are.  But, since the Bluetooth MP3 player works so well, who needs FM anyway?

Schuberth claims a range of about 300 meters; we measured more like 200 to 225 on an open straight rural road with no other interference.  The system is supposed to communicate with other Scala Rider intercoms, but since we don't have one available, we could not confirm this.

Again, the big news is no news here -- five years ago, we'd spill 1,000 words just trying to describe how to use a Bluetooth intercom; today, it's pretty much a standard procedure that works.  webBikeWorld readers frequently ask us to cut to the chase and name the "best" intercom, but there isn't one -- just like there isn't a "best" helmet, jacket, gloves or motorcycle.  Pretty much any Bluetooth system works well in 2010 and that's the best news of all.

OK, so let's take a quick run-through of the features of this latest C3 and be sure to watch the video below also.

Schuberth C3 With SRC Slide Show

Paint, Graphics and Overall Quality
The C3 hasn't been revised since our original review of the Schuberth C3, so please refer to that review for all the details.  Other than the color, the pair of high-visibility yellow C3's shown here are identical to the original C3 in our review. 

The quality was excellent on the 2008 C3 and it's just as good and even a touch better on these.  We had a slight problem with the fit of the chin curtain in the 2008 version and a gasket misalignment, but no problems at all with these.

The high-visibility paint is nicely applied and has a clear coat finish that isn't overly thick but should suffice to protect the surface.  The helmet feels solid, especially when the flip-up visor is closed and locked, where the helmet tightens up on the metal locking posts by at least one size.

The liner padding is a bit thin, as it was on the original C3 and there is no liner material on either side of a narrow strip at the top of the head.  The EPS foam is covered with a type of gray flocking, which can get scratched, exposing the foam underneath, so it's advisable not to throw a set of keys, camera, etc. into the helmet for temporary storage.

I put the video camera in the helmet to carry it because I had to bring both helmets and some other gear, and the camera must have bounced around inside and tore the flocking off the EPS in a couple of places.

Otherwise, everything work and functions as expected, so the C3 still gets high marks for overall quality.

Schuberth C3 helmet liner, SRC system and flock-covered EPS crush liner.

Helmet Fit, Internal Shape, Liner and Comfort
The C3's fit hasn't changed.  It is a neutral to slightly round internal shape that should fit the majority of riders -- except me.  I'll call it a Slight Round for purposes of the webBikeWorld helmets sorted by shape chart.

The same sizing is in order here; the XL has a "60/61" label and the L has a "58/59" label inside.  Since my head measures exactly 60.5, I'm always in between sizes, but lately, due to a shorter haircut and brain shrinkage due to old age, I've been going with a size L in most helmets.

The C3 in size L feels loose until I batten down the hatch, when it tightens up enough to make it more like the 59 it is rather than a cheater 60.  This, combined with the comparatively thin padding, means there isn't much room for error.  When Schuberth says "59", they mean it. 

According to the Schuberth size chart, my 60.5 cm head should take the XL.  But the XL uses the next largest shell size, and it's very noticeably larger, with an additional weight penalty and when the hatch is secured and dogged on that one, the helmet feels about 1 size too big -- the 61 that Schuberth correctly says it will fit.

Thus, I'm in between C3 sizes but would much rather wear the size L with its smaller shell size.  It feels like a slightly round fit in the upper part of the helmet and slightly narrow on the sides, a fairly neutral fit that should please many riders.

Venting and Air Flow
As I mentioned in the original C3 review, the wide and thick neck roll or collar in the C3, along with the very large dual chin curtain, seems to allow the venting system to function more effectively, even without a rear exhaust vent to create negative pressure to pull air through the helmet.

We don't have the old C3 here for comparison, but reading my notes, I recall that the vent holes through the EPS liner inside the top of the helmet didn't quite line up correctly, blocking some of the air flow.  No such problem on either of these C3's, and in fact, it seems as if the liner might have been redesigned slightly.  The vent holes allow a good amount of air to flow through the grooves molded into the EPS liner and right over the rider's head.

This is why there is no fabric on either side at the top; it allows a lot more air to flow directly into the helmet.  Thus, this C3 gets good marks for upper ventilation.

In fact, it still has the two fold-down flaps inside that can be used to cover the internal top vent holes in winter to prevent cold air from leaking through, as described in the original review.  This time, they may be necessary.

The owner's manual still warns that the chin vent will provide a low level of ventilation even when it's closed, which is supposed to prevent CO2 from building up inside the helmet.  It's still difficult to believe this could ever happen, but you're protected in any case.  The chin vent snaps forward and the cover seemingly blocks most of the air coming in, but it works well nevertheless.

The C3 top vent has been designed to prevent water intrusion when riding in the rain.  The face shield visor has a tiny opening though at either side at the top, and rain can leak down past the gasket and directly into the eye port, but only when you're stopped or riding at very low speeds.  As soon as the speed picks up, the water doesn't get a chance to collect along the top of the face shield.

The C3 face shield removes easily.

Helmet Weight
The C3 is relatively light for a flip-up; the original C3 without the SRC system weighed 1709 grams for the size XL.  The SRC collar weighs about 200 grams -- I say "about" because I forgot to weigh it before it was installed.  The size L with the SRC weights 1692 grams (3 lbs, 14-3/8 oz.) while the XL with SRC weighs 1851 grams (4 lbs., 4-1/4 oz.).

This illustrates the difference between the shell sizes and it puts the size L in the neighborhood of the Zeus ZS-2100 B Enduro-style helmet in size XL at 1680 grams; the Bell Sprint in size XL at 1688 grams; the Arai XD (Enduro) in size XL at 1693 grams and the Bell Star 2010 in size XL at 1696 grams.

The 1851 grams of the C3 with SRC competes with some familiar names, such as the Nolan N102 in size XL at 1850 grams; the Nolan X-lite X-1002 in size XL at 1855 grams; the KBC FFR in size XL at 1867 grams; the Vemar Jiano in size XL at 1884 grams; the new Scorpion EXO-900 (flip-up) in size L at 1888 grams and the Nolan N103 in size XL at 1891 grams.

Don't forget, we're comparing a C3 with the SRC Bluetooth system and other flip-up helmets in the same or smaller sizes without a complete Bluetooth system, so this is a very good showing.

See the wBW Motorcycle Helmet Weights page for charts comparing the weights of all of the open-face, full-face and flip-up helmets we've reviewed.

Contents of the Schuberth SRC kit.

BUY YOUR
Motorcycle Books, GPS, Electronics,
Training Videos, Clothing and More at the
wBW Amazon.com Store!

Rotating Visor and Face Shield
The C3's rotating visor operates smoothly as always, and slams home on these two with no issues.  The shell does still feel a bit on the flexy side but tightens up considerably when the door is closed and locked.

The large double chin curtain and the microphone can make closing the flip-up visor slightly more difficult than otherwise; the microphone must be rotated out of the way while the chin curtains are hooked with the thumb while the visor is rotated downwards.  I usually have to push and click both sides simultaneously to make sure everything is closed, then I run my thumb along the inside to make sure the chin curtains are located correctly before buckling up the "quick release" chin strap.

Repeating from the original C3 review, the button that releases the flip-up visor is located under the center of the chin bar.  It's nearly flush and it must be pushed up for the visor to rotate.

The clear face shield has excellent optical qualities.  Both of the face shields on the new C3's measure 2.22 mm thick.  The face shield is very easy to remove by pushing the levers forward on both sides of the helmet simultaneously, which then allow the visor to be rotated all the way back, where it pops out of the side holders.  To replace it, simply push both sides back in and rotate forward.  This is illustrated in the video below.

The face shield has 7 detents, with the first two or three feeling weak but the remainder feel stiff.  The visor has lifting tabs on both the right and left side, which is very handy.  Schuberth says the first opening is a city setting for defogging, but I wish it was a narrower first setting and I usually just pop the face shield off its click lock and let it rest on top of the chin bar when I need in-town defogging.  I seem to remember the city opening working better on the original C3, but the click lock seems easier to operate on this one, so perhaps there was a minor production change here.

Schuberth also includes a Pinlock anti-fog visor insert (review) with the C3.  It's too warm here yet to take advantage of it, but in other applications, it works beautifully to prevent fogging.

Internal Rotating Sun Visor
The C3 still has the internally rotating sun visor, and I think Schuberth was one of the first to offer this feature.  It is operated by a slider on the lower left edge of the helmet, at the bottom of the helmet shell. 

The visor rotates very smoothly and these seem to have the correct amount of friction to hold them in place compared to the original C3 we reviewed with it's slightly loose setting.  The sun visor is still one of the largest found on any helmet and it also functions better than all of them, flip-up or otherwise.  It blocks 80% of light transmission, according to the owner's manual, the EU maximum.

Horizontal peripheral vision of the C3 is as good as always and vertical visibility is average to above average. 

Noise Levels
One of the best features of a C3 and other Schuberth helmets is the nicely designed neck roll or collar used at the bottom of the helmet.  This area is probably the number one cause of most helmet noise because it gets a lot of turbulence and the air stream gets funneled between the bottom of the helmet and the rider's shoulders.

The neck roll on the C3 is a special design, with a very large chin curtain that blends with the wide wind block around the bottom of the helmet to seal most of the space between the rider's neck and the helmet.  Why other helmet manufacturers don't pay more attention to this critical area is a mystery.

The SRC system is built into a replacement collar that fits into the bottom of the helmet.  The material and construction is slightly less flexible than the collar that comes with the helmet, and I noticed a slight difference in noise levels with the SRC collar in place, but only because I tried both back-to-back.

Schuberth made some dramatic claims for the C3 about low noise levels when the helmet was announced, and the C3 is still one of the quietest helmets I've ever worn, flip-up or full-face. 

Again, repeating the original C3 review and worth repeating here: this proves two things: first, Schuberth has done an outstanding job in both the aerodynamics and noise control with the dual chin curtains and neck curtain; the fit and construction of the liner; and the smooth, narrow and tight-fitting gaps between the rotating visor and the helmet shell.

Second, it demonstrates to other helmet manufacturers that it doesn't take advanced physics to get it right.  Pay attention to the details and work on that neck roll area, which is the leading cause of helmet noise, and you should be able to get the same results.

wBW Video:  Schuberth C3 and SRC System

Miscellaneous
The C3 uses a "quick release" micro-adjust style chin strap buckle.  The chin curtains on either side attach via a section of hook-and-loop in the center that also forms the padding underneath the chin strap.  This makes the chin strap thicker than most, which can cause some interference with thick winter jacket neck lines. 

The Schuberth C3 is currently built to meet ECE 22.05 helmet safety standards only but, good news U.S. Schuberth fans: Schuberth has just announced their intention to return to the U.S. market with the full backing of the factory and without relying on a distributor; here's our news article with more information.

Conclusion
The Schuberth C3 has been made even better, with higher quality in these latest helmets than we remembered in the 2008 version.  And the availability of the Schuberth SRC system is a real plus.  The helmet is still very quiet, it's comfortable, everything works efficiently and it has some unique features.  The SRC system is nicely integrated and other than the nearly flush buttons which are difficult to use when wearing gloves, the system works pretty much like any modern motorcycle Bluetooth communications system.

wBW Product Review:  Schuberth C3 Motorcycle Helmet

Suggested Retail Price:  ?474.99 to ?799.99 (Carbon Fiber version).  One SRC is ?299.99Colors:  Graphic Black; Metallic Silver; Metallic Anthracite; Plain White; Plain Deep Black; Plain Matte Black, Red and High-Vis Yellow/Green. 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 "S.S." (9/10):  "Just wanted to drop a line on the Schuberth C3 + SRC System.  I have had my C3 helmet for about 18 months and I purchased the SRC System back in June.  For the most part, they work very well.

The note I wanted to add it that you should mention for Americans purchasing a helmet from (Europe) to make sure and ask that the VAT is removed.  If not, (the retailer) will NOT remove it and it is an extra 17.5% profit for them as it is only suppose to be charged to residents of the UK (or Europe).

For the above reason, I purchased my SRC System from a vendor in Germany who automatically removed the VAT and my shipped price was $323! (for the SRC collar only)."

Editor's Note:  Good tip.  Note also that the retailer has to be able to prove that the product was sold outside the EU or VAT district to not charge the VAT, and sometimes, depending upon the product value, they don't or won't keep the records on this.  So it always pays to ask about the VAT.

From "F.T." (9/10):  "On my last trip to Turkey, I found a Schuberth dealer and tried on the C3.  I had been wanting one for some time but was wary as I was unable (until that time) to try one on due to non availability here in the U.S.

Once I tried it on, I was hooked and bought it on the spot.  The fit was amazing and after a Nolan/ X-Lite 1002 (review) and subsequent Nolan N-103 (review) I was convinced that I found the perfect helmet (subjectively speaking, of course).

I get some noise due to the windshield on my Trophy but after a day of riding, I don't feel like my head was in a pressure cooker.  The ventilation is amazing and it was pure simplicity to fit my comm system into it (Starcom1 Advance).

I don't feel the need for a Bluetooth system and as an iPhone user I learned my lesson with the Nolan N-Com system which was supposedly compatible but only for less than the basic functions."

View the original article here

New World Champion Chosen at the 2010 World Superbike Final Round, Magny Cours

? 2010 Motorcycle Racing News

2010 World Superbike Round 13 - Magny Cours, France
Final Round for 2010

Max Biaggi, Aprilia Racing.
Photo and Text Sources Courtesy of: Aprilia Racing, Ducati Corse,
Suzuki Racing, World Superbike and Yamaha Racing.

Max Takes the Championship!

October 3, 2010 - Max Biaggi won his first World Superbike Championship and the first also for Aprilia with his fourth place finish in Race 1 at Magny Cours today.  His first place in Race 2 was simply icing on the cake.

Yamaha rider Cal Crutchlow took two podiums with a race win and a second place.

The thrilling first race at the Magny Cours circuit saw a seamless performance by Crutchlow. The MotoGP-bound rider dealt with Race 1 in style, taking a clear victory nearly four seconds ahead of closest rider Leon Haslam at the line.

Crutchlow had dropped off pole initially to fourth but recovered quickly on the second lap, passing both Sylvain Guintoli and Michele Fabrizio in one clean move to take second behind race leader Max Biaggi.  He made his move on Biaggi on lap eight; a sequence of corners saw the two fight for position before Crutchlow closed the door and moved into the lead which he held to the end.

The fastest lap of both races was taken by Crutchlow, giving him eight fastest race laps for the year, beating Carlos Checa to take the Pirelli Best Lap Award 2010: Fastest Rider of the Year.

He leaves the championship in fifth place in the final standings just 13 points adrift of Checa in third.  He can also claim Rookie of the Year with three race wins, six Superpoles and ten podiums.

2010 World Superbike Championship - Imola - Sep 26, 2010

Circuit Length: 4411
Weather: Sunny
Lap Record: 1'38.619 (Noriyuki Haga, 01/01/2009)
Fastest Lap Ever: 1'37.699 (Cal Crutchlow, 03/10/2010)
Last Years Winner: Noriyuki Haga 1 Cal Crutchlow Yamaha GBR 38'15.586
2 Leon Haslam Suzuki GBR 0'03.779
3 Carlos Checa Ducati ESP 0'04.261
4 Max Biaggi Aprilia ITA 0'04.416
5 Jakub Smrz Ducati CZE 0'07.476
6 Michel Fabrizio Ducati ITA 0'11.866
7 Noriyuki Haga Ducati JPN 0'16.390
8 Tom Sykes Kawasaki GBR 0'21.669
9 Shane Byrne Ducati GBR 0'22.065
10 Luca Scassa Ducati ITA 0'22.281
11 Lorenzo Lanzi Ducati ITA 0'26.748
12 Jonathan Rea Honda GBR 0'35.608
13 Max Neukirchner Honda GER 0'39.929
14 Ian Lowry Kawasaki GBR 0'54.836
15 Matteo Baiocco Kawasaki ITA 1'07.191

1 Max Biaggi Aprilia ITA 38'11.343
2 Cal Crutchlow Yamaha GBR 0'00.087
3 Michel Fabrizio Ducati ITA 0'03.715
4 Sylvain Guintoli Suzuki FRA 0'04.004
5 Noriyuki Haga Ducati JPN 0'15.471
6 Jakub Smrz Ducati CZE 0'18.378
7 Luca Scassa Ducati ITA 0'21.180
8 Shane Byrne Ducati GBR 0'23.055
9 Carlos Checa Ducati ESP 0'25.657
10 Leon Haslam Suzuki GBR 0'27.781
11 Tom Sykes Kawasaki GBR 0'28.206
12 Max Neukirchner Honda GER 0'44.634
13 Ian Lowry Kawasaki GBR 1'04.181
14 Matteo Baiocco Kawasaki ITA 1'16.446

Cal Crutchlow Yamaha GBR 1'38.781 Rider Standings, Final Round for 2010

1. Max Biaggi Aprilia ITA 451
2. Leon Haslam Suzuki GBR 376
3. Carlos Checa Ducati ESP 297
4. Jonathan Rea Honda GBR 292
5. Cal Crutchlow Yamaha GBR 284
6. Noriyuki Haga Ducati JPN 258
7. Sylvain Guintoli Suzuki FRA 197
8. Michel Fabrizio Ducati ITA 195
9. James Toseland Yamaha GBR 187
10. Shane Byrne Ducati GBR 169
11. Troy Corser BMW AUS 165
12. Leon Camier Aprilia GBR 164
13. Jakub Smrz Ducati CZE 110
14. Tom Sykes Kawasaki GBR 106
15. Ruben Xaus BMW ESP 96 Manufacturer Standings, Final Round for 2010

1. Aprilia 463
2. Ducati 424
3. Suzuki 412
4. Yamaha 352
5. Honda 313
6. BMW 201
7. Kawasaki 114
Magny Cours Race Circuit

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!

View the original article here

AGV Sport Venus Women's Leather Jacket Review

AGV Sport "Venus" Women's Jacket Review

by "Smalls" for webBikeWorld.com

Summary:  AGV Sport has been in the motorcycle apparel business for many years and their gear is very popular with street riders in the U.S.A.

A company doesn?t survive that long without quality products, so for details about one of their women?s high-quality, armored leather jackets, read on?

Background
In the spring, my obsession with motorcycles and engines went to another level -- I took a job in parts and accessories at a motorcycle shop.

I resigned after four months (I prefer working for myself) but in that time frame I learned even more about the industry and mechanics of motorcycling.

I thought I had a good working knowledge of motorcycle engines and parts until I pulled up my first parts fiche.

Holy cow!  There are more parts in an engine than I realized -- I swear, some carburetors had over twenty parts alone!

Concerning accessories, I now understand why many motorcycle shops don?t carry more women?s gear.  A store might end up stocking a product that doesn?t sell for whatever reason -- do that enough times and it?s very costly.

We women are picky (well, I am) and want a certain look, and it?s impossible for shops to carry a little bit of everything.

It is still frustrating when I want to try something on that isn't in the store, but now at least I understand the complexities involved. 

This is where gear reviews come in handy -- a rider can get an idea of the quality and fit of a product before making a purchase.  Reviewing motorcycle gear is a dirty job, but someone has to do it and I?m willing to make that sacrifice (yes, all my motorcycling friends hate me)!

Sizing and Construction
In my opinion, the AGV Sport Venus Leather Jacket runs true to size based on their sizing chart and my measurements; I ordered a size small and it fits well.

Designed specifically for women, the Venus Jacket is definitely not a down-sized men?s cut.  Princess seams (rounded seams in women?s tops) form a close fit that compliments women?s figures.  Velcro waist tabs let the rider make adjustments.

The sleeve length is great and the pre-curved construction means a comfortable fit without bunching when riding.  The cuffs stay securely closed with 5.5 inch (14 cm) long zippers and snap closures; replacement snaps are included.  On my Venus Jacket, the inside circumference of the cuffs is 7.75 inches (19.7 cm) and the cuffs are narrow enough to fit under many gauntlet gloves.

Zippered chest intake vents and back exhaust vents are well-placed for maximum airflow.  The 100% polyester mesh lining has leather pieces sewn into the underarm seams to prevent ripping.  The vents and mesh lining will get a rider through warm weather, but this is not a hot weather jacket -- although a great deal depends on the rider.

For instance, I get cold easily and in 62 degree (16 Celsius) weather with just a T-shirt underneath, I actually got a little chilled with all the vents closed; others might have been comfortable in those conditions.

The waist on AGV Sport Venus Leather Jacket is slightly longer in the back than the front, but not by much.  The back of the jacket is approximately 2 inches (5.1 cm) shorter than other jackets I?ve reviewed.  When I wore this jacket with my low-rise riding pants I didn?t have as much back coverage as I?d have liked riding my Ninja 500.  A high-waist riding pant may pair better with the Venus Jacket.

A moisture-wicking neck liner at the back of the banded collar adds more comfort.  The AGV Sport logo is embroidered on the collar and appliqu?d in leather on the sleeves and lower back.

Protection and Visibility
If you?re going to zoom your body along at 75 MPH with only a motorcycle between you and the pavement and other vehicles, you?d be wise to invest in protective gear.  The cost of gear is small when compared to medical bills or even worse, the priceless cost of a life.

I?m probably preaching to the choir, since you?re reading this article?so I?ll get to what you?re waiting for: What does the AGV Sport Venus Leather Jacket have to offer?

For starters, the Venus Jacket is made with 1.1 mm to 1.3 mm thick leather, with the thinner leather over the body and thicker leather over impact areas.  The main seams are stitched multiple times to help prevent tearing.

Included are removable CE-approved shoulder and elbow armor and a 1 cm thick foam back pad for increased protection.

I?m fanatical about night-time visibility and the AGV Sport Venus Leather Jacket does not disappoint.  The back and front of the jacket contain 3M reflective piping which becomes bright under lights.

Rounding out the protective features, there is a waist connection zipper for attachment to riding pants; this helps keep your back covered during rides and in the event of a slide.  If the zipper doesn?t connect to your favorite riding pant, simply remove the bottom portion of the jacket?s zipper and sew that piece to any pant below the back waistband.

Zippers and Pockets
There?s no shortage of pockets on the AGV Sport Venus jacket.  The two hand-warming pockets are slightly shallow for me -- I can?t get my hands all the way inside them, but then again, I have large hands.

However, there are three large pockets on the inside.  A vertical zipped pocket is 6 inches (15.2 cm) long and 5.75 inches (14.6 cm) deep.  A non-zipped horizontal pocket (sometimes called a map pocket) measures 6.5 inches (16.5 cm) wide and 7 inches (17.8 cm) deep.

Last, but not least, there is a zipped, waterproof media pocket with additional pockets inside it for a cell phone and iPod, including an opening and tab for tangle-free earphone use.  All zippers are YKK and the main zip has a custom AGV Sport logo pull.

Conclusion
The AGV Sport Venus Leather Jacket is another fine example of a well-made, armored leather jacket designed specifically for women.

Leather and CE-approved armor offer optimum protection while princess seams and colored panels flatter women?s curves.  If you?re looking for an understated yet eye-catching jacket, you may have just found it.

wBW Product Review:  AGV Sport Venus Women's Motorcycle Jacket

Colors:  Black, Blue/Gunmetal, Red/Gunmetal
Sizes:  XS - XLNote:  The product featured in this review was provided by the manufacturer (more). 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.

View the original article here

Eska Indianapolis Gloves Review

Eska Indianapolis Motorcycle Gloves Review
by Rick K. and "Burn" for webBikeWorld.com

wBW Reviews Home  |  Listing of wBW Motorcycle Glove Reviews  |  Owner Comments (Below)

Summary:  Race gloves with the addition of a Gore-Tex membrane and Gore-Tex guarantee.

? wBW Eska Glove Review Series ?Background
Next in our five-part series on Eska products is this review of the Eska Indianapolis gloves, a not-so-distant relative of the Eska Indianapolis GTX gloves reviewed previously.

It's uncertain why Eska decided to also use the Indianapolis name for this part-mesh glove; one would think it might cause confusion between the two gloves which, in most ways, are quite different.

Eska gloves haven't become any easier to find, unfortunately.  The retail distribution network appears to be rather sparse even in Europe and non-existent in the U.S.  This is too bad, because these gloves are very interesting and they have some unique and functional features. 

Based on our samples, Eska gloves appear to be of high quality and they meet CE safety standards.  Also, the company makes a very wide variety of different glove types for summer, winter, sport and track riding.

But this scarcity just makes it that much more rewarding when you can actually score a pair!  To make matters even more complex, the Indianapolis gloves described here and the women's Squadrato gloves have suddenly disappeared from the Eska Racing website since we started our review series, having been replaced on the website with a selection of winter and waterproof gloves.  It must get cold rather fast in Austria -- it's 96 degrees Fahrenheit here today on the East Coast of the U.S.A.!

Availability or no, we'll soldier on and finish up the Eska glove review series, all in the interest of science and education.  Hopefully, one of our readers in Europe will let us know about a good source for Eska gloves, preferably a retailer that will ship worldwide.  I'll bet there's some money to be made...

 

Eska Indianapolis Gloves
Other than their shared appellation, the Eska Indianapolis gloves are related to the Indianapolis GTX gloves only in that they both are full-gauntlet sport gloves.  The GTX variant is Eska's full-bore race glove, while the plainer Indianapolis version has all the characteristics of a street-oriented glove.

The Indianapolis is also distinguished by its small areas of mesh fabric, curiously placed near the tip of the third (ring) finger and fourth (pinky) finger, along with a section on the upper half of the gauntlet.  While these sections probably reduce the overall weight of each glove, in reality they add only a minor amount to the ventilation levels.

The mesh used on the Indianapolis gloves is not backed by a fabric, so the air does flow through rather freely in comparison with other types of mesh and even the Eska H2 mesh gloves.  The mesh on the fingers probably will not add much protection if it's needed, so we're not sure the tradeoff is worth it.

Otherwise, the Indianapolis gloves are put together with similar construction techniques used on the other Eska gloves we reviewed, although the leather feels a bit thinner, or perhaps "street-oriented" is a better term.  It's just that the overall countenance of these gloves just seems a bit more oriented towards street riding than racing.

But that's not a bad thing at all; indeed, the Indianapolis gloves could be the best all-around choice in the lineup for street wear, especially for warmer weather.

Eska Indianapolis Gloves Slide Show

Eska Indianapolis Gloves - Details
The Indianapolis gloves have the standard array of protective features with a slight bias towards street comfort. As with the other Eska products we have reviewed, the construction techniques on the Indianapolis gloves also appear to be of high quality, with double-stitched seams at the most exposed seams or the seams that might experience the most stress.

The body of the Indianapolis gloves is made from a softer-feeling leather that appears to be slightly thinner than the Indianapolis GTX or GP Pro gloves. It's more of a street-style leather, which again isn't a criticism, but we're comparing these to the gloves in the Eska "Race" category.

The fingers of the Indianapolis gloves are yet another hybrid type of construction, with blind stitching used on the outside of the forefinger and pinky finger.  The inside of the forefinger and the middle two fingers use the modified "floor" type construction with external stitches on the palm side, then the "walls" and "ceiling" of the fingers are curved around the top of the finger to meet the floor.

The palms, like the body of the gloves, are made from leather with additional Pittards "digital palm" sections covering the palm and between the thumb and forefinger for wear protection and grip.  The thumb/forefinger section is separate from the palm section, which is cut in a way that allows the palm to curl without binding.

The thumb/forefinger section of the Pittards leather has three small "bulls eye" type silicone grip enhancers, similar to the Indianapolis GTX gloves.

Protection and Padding
The outer edge of the heel of each hand of the Indianapolis gloves feature a carbon fiber slider attached to a separate section of leather than also covers the outside of the wrist.  Carbon fiber is also used for middle and first knuckle protectors on the forefinger and second finger and on the middle knuckle of the third finger.  The tip of the third finger and the entire fourth (pinky) finger is unprotected other than with the leather and/or mesh.

An Eska gel protector is located over the scaphoid/capitate area.  This is sewn into and surrounded by the Pittards leather covering most of the rest of the palm.

The outside of the thumb is protected by the Eska "Easy Flex" system; a separate semi-floating section of leather blind-stitched to the thumb seams on either side.  It has a single small V-shaped cutout on either side at the middle thumb knuckle to aid flexibility.  This is found also on the Indianapolis GTX gloves.

This section is also backed with a separate piece of semi-shiny leather to allow it to slide more easily over the thumb as it bends.  There are three small kidney-shaped protective pads sewn into the top of this to protect the thumb.  The Easy Flex design includes leather accordion pleats and the semi-floating thumb protector, both of which add to the flexibility of the leather and to provide pressure relief for the thumb.

Main Knuckle Protector
The Indianapolis gloves feature the same main knuckle protector as the Indianapolis GTX gloves.  It is made from TPU (thermoplastic polyurethane), a material often used as protection for motorcycle gloves. 

The TPU used on the Indianapolis gloves is also a very large section that covers nearly the entire top of the hand.  It has a low profile and its molded underneath for the knuckles, so it remains comfortable and out of the way.

The protector uses the Eska "Airflow System" vent, which in this case does indeed allow air to flow through over the back of the hand, albeit in low volumes, due to the narrow vent opening.  Obviously, the Indianapolis gloves are in no way designed to be waterproof.

Overall, the protectors and leather on the Eska Indianapolis gloves provides a high level of protection without compromising comfort.

Gauntlet and Wrist Protection
The Indianapolis gloves secure on the hands with the Eska Race glove dual attachment system at the wrist.  On these gloves, the TPU plastic gauntlet cover is replaced by a simple leather strap that seems slightly smaller than might be desirable for best protection.

The second wrist strap on the underside of the wrist uses a metal loop attached to a leather standoff that is sewn with a single row of stitching.  The hook-and-loop material that is attached to the leather security strap is also stitched, rather than glued.  So this assembly seems more robust than some of the other wrist straps we've seen.

The leather underneath the wrist strap is one piece; in fact, it appears that the entire section of leather on the palm, from the fingertips all the way down to the hem of the gauntlet, is all one continuous piece of leather.  It has a section of elastic sewn in to the wrist underneath the security strap.

Eska H2 Gloves - Safety and Standards
All of the Eska gloves we are reviewing carry the CE mark and Eska confirmed they meet the European EN 13594:2002 safety standard for motorcycle gloves and EN 340 for protective clothing standards. 

Close-up of the Indianapolis gloves fingertips and carbon fiber knuckle protectors.

BUY YOUR
Motorcycle Books, GPS, Electronics,
Training Videos, Clothing and More at the
wBW Amazon.com Store!

Sizing, Fit and Riding
The Indianapolis gloves shown here are a size 10 (XL), as are all of the men's gloves we have reviewed.  These fit like a slightly roomy size large -- perfect for warmer-weather riding, where hand swelling and/or moisture is the norm.  They have just enough extra room in the fingertips, although we'd prefer the thumbs to be a touch longer.

The Eska H2 gloves are probably the better choice for very hot weather riding, but the Indianapolis gloves provide excellent comfort up to perhaps 90 degrees F or so.

The lining material used in the Indianapolis gloves is minimal, with an emphasis on trying to coax as much air flow or air exchange as possible.  Most of the seams inside the glove are designed to be hidden or made flat, so there isn't much that can chafe, other than a few internal seams near the fingertips, which are difficult to make flat on any glove.

One thing we've noticed about all of the Eska gloves is that the construction methods and techniques seem to be executed in a way that makes us feel that the company has an understanding of how the human hand moves when gripping motorcycle handlebars.  This includes the Eska "Easy Flex" system for the thumb, which does seem to make a difference by allowing more freedom for the thumbs to move and curl around the hand grips.

Like the other Eska gloves we have reviewed, the Indianapolis gloves are comfortable with no obvious pressure points on the hands.

Conclusion
The Eska Indianapolis gloves are a nice blend of mild race glove features with street comfort.  The mesh fabric provides a little extra ventilation at the expense of some protection for the third and fourth fingers, but overall, the slightly lighter-weight materials and construction makes these a very good compromise between safety and comfort for warm-weather riding.

As with all of the other Eska gloves, it is unfortunately rather difficult to find Eska gloves for sale, but also like the others, the Indianapolis gloves are worth seeking out.  Eska is looking for distributors and retailers, so anyone interested in an opportunity should contact the Editor at the address in the Owner Comments section below for more information.

UPDATE:  September 26, 2010 - Due to the strong response from the webBikeWorld reviews, Eska is now taking email orders for gloves shipped worldwide, directly from the factory.  They said that an online purchasing system with shopping cart will be available within 3 weeks!  For more information, contact Eska directly through their website.

? wBW Eska Glove Review Series ?wBW Product Review:  Eska Indianapolis Gloves

Colors:  Black or Black with white.
Sizes:  Men?s 8 to 12Note:  The product featured in this review was provided by the manufacturer (more). 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 "G.A.M." (9/10):  "Congratulations Rick on stirring up a market for these gloves, and a way for us to purchase them!!!  The Eska line appears to be one of the best lines of Motorcycle gloves out there.  The attention to detail, design for real world motorcycle use, and protection is very impressive.  And they are all good looking gloves as well.

If we can get them to add a wrist strap to the H2 gloves, I'm in for a pair for sure.  The pricing of the others is a bit high, but "you get what you pay for" is an expression that will never lose it's deep and abiding meaning."

From "J.O." (9/10):  "I always enjoy your reviews.  I have made a few purchases based on your recommendations.
However, in the case of the Eska gloves, I don't see the value of reviewing products that aren't readily available here in North America (I'm in Canada).

Editor's Reply:  Thanks for visiting webBikeWorld and for your support.  The short answer would be that we get about 12 million visitors each year and they come from all over the world.  In 2009, they came from 223 countries.  So we review products from many sources, thus the name of the site: webBikeWORLD.

The idea is to provide information about all sorts of products, what-if's, nice-to-have's and what might be.  The sharing of knowledge and information about products you don't know about is really what makes it interesting and exciting.

I have lost count of how many manufacturers have told us that they were directly influenced by a webBikeWorld story to modify, create and improve new products for motorcyclists.

For example, Eska has already started to sell and ship directly from the factory to North American customers, based on the response from webBikeWorld visitors.

So, I hope that explains it.   To be honest, I find it much more interesting to discover all of the very obscure and unique products, figure out how to acquire them and then write about the adventure than I do about the common, easy-to-find items!

From "C.C." (9/10):  "(Darn it) Rick, you're killin' me with these gloves reviews!!!

I thought you might like to know that after reading some of the earlier reviews you did, I used the contact info on Eska's website and asked them about any US or international distributors.

Basically the reply I received from Doris at Eska was they will ship gloves internationally.  You basically tell them what you want to order and they will send you an invoice with a total amount.  Then they will ship the order out to you once they have received a bank transfer for that amount.

It seems like a pretty complicated process and since sizing would be an absolute dice roll, I'm not sure I want to mess with it.  Which is really too bad since they have a couple of pairs that look very nice and I have a thing for gloves..."

Editor's Note:  Make sure you ask for the 19% VAT reduction for gear shipped out of the EU!

View the original article here