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  3. Zoomie

    Nanaimo Back Roads

    Rob is going to Lead this ride and Big Al will be tail gunner.
  4. harley bob

    AMERICADE

    ANY CMC GOING TO AMERICADE ?
  5. My Criteria And Gloves Of Choice For me, touch is important. I like to have the ability to touch lightly with just a finger or two if I am moving my helmet screen or adjusting my glasses. And in a lot of cases, a bulky glove does not allow for those fine motor motions. And even a thinner material can limit touch if the fingers are cut large and do not fit snugly to my fingers. Because of my pickiness, I have amassed quite a collection of gloves over the years. I have a fully lined leather glove for winter. Yes, Phoenix does have a winter, it’s just not as harsh as most of the rest of the country. And on occasion, I do ride north toward Payson or Flagstaff to get out in the fresh air to see the mountains and enjoy minimal traffic. The leather is important to block the cold air out on those excursions. I also have a set of leather gauntlets that were brought to accommodate a jacket with narrow sleeves. There was no space for gloves on the inside so I switched over to gloves that when over the jacket. I also particularly like the gauntlets for the massive solid armor protection on the fingers and knuckles as there are rocks flying everywhere in the desert. The fingers are perforated so I can wear them in warmer weather or in cooler weather with a liner. For summer I would alternate between a short length mesh glove with full fingers and a short length combo mesh and leather glove with cut off fingers. The palms are a very thick leather but the entire back of the hand from the knuckles to the velcro strap are mesh. These tend to be my favorite due to the ability to have my fingertips exposed, but it can get too hot for these gloves. I have had burns on the exposed backs of my fingers when it gets really hot and sunny. As a result, I was eager to get ahold of a pair of the Rapitas and give them a try. Bargain Pricing The Motonation Rapita gloves are listed on the Motonation website for just $39. This is a very reasonable price for a glove that offers great protection and great airflow. The Alpinestars Atacama Air Gloves are comparable for airflow but offer less protection and sell for $69.95 on Revzilla. Features – Motonation Rapita Textile Mesh Gloves Sizing I have never had the opportunity to try on any pair of Motonation gloves so I was at the mercy of the catalog size chart and general experience to guide my selection. It’s pretty simple with most gloves as the sizing is the generic choice of small, medium, large and so on. The Motonation gloves are offered in size small through size extra, extra large, so there is a great assortment to meet just about every hand size. I ordered a medium which the chart indicated. The measurement is the circumference of your hand right at the point where your thumb meets your palm. I measured just over 8 inches and the chart indicated 8.3 inches for the medium. Also, keep in mind that the gloves are only available in men’s sizes. For me, men’s gloves normally work fairly well as I have a wide palm for a woman but I sometimes have issues with the fit in the fingers. I have somewhat long fingers but they are narrow so a glove with a more generous finger cut doesn’t work very well for me. USA Sizing SM/8 MD/9 LG/10 XL/11 XXL/12 Circumference of Hand (cm) 20 21 22 23 24 Circumference of Hand (in) 7.8 8.3 8.7 9 9.4 The Fit When I put the Rapitas on I found that the palm fits very well as did the wrist strap. That I found a bit unusual as the straps are usually designed for larger wrist being men’s gloves. My wrist is 6.5 inches in circumference right at the carpal bones. (the bump on the outside of the wrist) The length of all of the fingers was great but the thumb, index finger and pinky finger were all a bit loose. When I took the glove off, it was obvious that the two exterior fingers and the thumb were cut larger. This could be to increase the range of motion but it just wasn’t a great fit for me. When I flex my hand or make a fist the solid knuckle protector fit perfectly and did sit right above my knuckles to make finger and hand movement very easy and comfortable. In addition, the added layer of reinforcement and padding on the palm also fit perfectly. The gloves are made with a slight curve to the fingers so they conform well to a natural hand position from the moment that you put them on. The Construction The Ripita palm is made from Clarino synthetic leather and is reinforced in the key grip and wear areas. The thumb is also reinforced in the area that is in contact with your bike grips. And all of the reinforced areas are double stitched with high tensile strength nylon thread for added durability. An added feature is the reinforcement on the tip of the thumb as well as the index and middle fingers. This area includes an added material to allow you to operate a touchscreen. An extra memory foam pad is inserted at the heel of the hand for added impact protection in the event of an accident. The Venting The back of the hand is where all of the airflow and cooling is happening. The Clarino leather covers the potentially high impact area around the resilient plastic mesh armor knuckle protector and around the split rubber pads on the top of each finger. The backs of the fingertips, up to the second knuckle, are made of vented mesh textile to promote great airflow through the glove when your hand is grasping the bike handlebar grips. An additional panel of vented mesh covers the center portion of the back of the hand, while a solid nylon material is used for the sides and for the back side of the thumb. Knuckle Protection A great feature of these gloves is that the knuckle protector is a separate layer that sits on top of the vented mesh material and is attached to the fingers and the side of the hand. But having the back of the protector loose allows for great airflow under the protector while still providing an awesome safety feature. This construction is also what allows you to flex your hand and make a fist without discomfort. The Cuff The cuff of the Ripita is constructed of neoprene for a snug fit. The 1-inch wide hook and loop closure add to the secure fit. An additional benefit of the neoprene is that it helps to absorb the sweat that can run down your arms and cause your hands to get wet and loose grip. And the final comfort feature of these gloves is the soft interior and well-finished seams. There is nothing worse than a glove that has rough or bulky seams that rub against your hand and cause irritation on a long ride. Safety Safety is what gloves are all about. If riders were not concerned with protecting their hands then we would all be enjoying the freedom of riding with naked hands. But flying rocks, debris and the thought of feeling the skin literally ground off of your hands as you slide across the asphalt is enough to make most riders forgo the added feeling of freedom that comes with no gloves. The reward is just not worth the risk. The Armor In addition to providing complete coverage for your entire hand as well as a couple of added inches of coverage for your wrist and lower arm, these gloves offer a decent amount of armor. The split rubber pads on the backs of the fingers almost look like they are more decorative than functional but they do provide a good amount of protection. Just to test my theory, I tried smacking the back of my hand against a solid countertop to see how the pads worked. Surprisingly, they do offer some good protection for your fingers without impeding range of motion. In the same very non-scientific method, I was also able to determine that the plastic mesh armor provides some good protection. Grasping the knuckle protector on both sides of the hand, I could flex or bend it. But when it came to denting the knuckles by smacking it into solid objects, I had no luck. In addition, the mesh covering held up remarkably well to my neanderthal testing methods. Reflective Piping The final safety feature included in the Ripitas is reflective piping. Two rows of 3M reflective piping run up the sides of the vented mesh on the back of the hand as well as across the knuckle of each finger. It’s not a huge surface area but it does have a highly reflective surface that will definitely catch some light in a dark environment and let people know that you are approaching which is all that you can ask for so it meets the need perfectly. The Selection Motonation doesn’t normally offer a huge choice of colors when it comes to their products for street riders. When you venture to the back of the catalog to look at the off-road gear such as boots and socks, you can get some really bright, vibrant choices but street gear is more basic. The Ripita gloves, however, do seem to be the exception to the Motonation rule of subdued color choices. All of the gloves have the black Clarino synthetic leather palm but the vented mesh is offered in red, white, black and Hi-Viz yellow. A Potential Miss – Don’t Forget the Ladies I understand that there are fewer ladies out there on bikes than there are guys, but our numbers are growing. According to the Motorcycle Industry Council, women account for 14% of all riders which is up from 10% in 2003. That might not sound like a segment of the population that is worth chasing with gender-specific gear but you might think differently when you know that the percentage translates to 1.2 million ladies who are riders! And I applaud Motonation for offering ladies a couple of choices for footwear as well as jeans and a ladies jacket but ladies gloves would be a great addition to complete a set of gear. Having a well-fitting glove is a pretty significant addition to any riders gear. And one that I believe makes for a much safer rider. And just like the narrower foot mold for a ladies shoe or boot, the ladies glove would work from a narrower sizing pattern. But the result would be a glove that really fits a lady’s hand and one that they would be happy to purchase. Test Ride Observations Overall the Ripitas is a very comfortable glove. The pre-curved fingers and neoprene cuff allow the gloves to conform to the rider’s hand and wrist very well. The inside of the glove is also finished very well so there are no stray strings or abrasively sewn seams to irritate your hands as they get warmer. I found the glove to be very comfortable as soon as I put it on. The First Ride My first ride was early in the morning and the temperature was around 75 degrees. The gloves were very comfortable and I was able to clearly feel the cool air as it was entering through the mesh on the top of my hands. There was enough airflow that I never found my hands were soaked with sweat as they had been when I was wearing other summer weight gloves. The “floating” knuckle protectors are a great design feature for the comfort as well as the safety. I have worn other gloves that looked like they would fit very well but after a few minutes with my fingers wrapped around the grips, the protectors were gouging into my knuckles. That was never an issue with these gloves. I also think that in the event of an accident, my hands would fare better with these knuckle protectors and not have any cuts as I would expect from some other brands. The wrist straps also fit very well and I was able to easily fit them inside the sleeves of my jacket. The only real issue that I had with the gloves was in the thumb area and the larger pointer and pinky fingers. The thumbs felt a little awkward, almost like they were a bit too long. The thumbs are two pieces of material sewn together and come to a rather flat point for lack of a better term. I prefer a thumb with an inset on the sides to give it a more box-shaped end. But I did get used to these after a ride or two. The two fingers with the more generous cut just felt a little loose but it really wasn’t an issue. Heating Up After a few rides that got a bit warmer, the gloves softened even more and were really comfortable. My only problem was that they almost felt a little bit larger as they broke in. By the end of the fourth ride I found that when my hands were warm and sweaty, they moved pretty freely in the glove. This meant that each time to took my hand off of the grip, the glove moved and I felt like I needed to readjust my hand in the glove as I regripped the bike. I attribute a lot of this to the fact that these gloves are cut for a man’s hand and not a woman’s. I have never tried on a small but not would be interested in trying the small to see if that is a better selection as the gloves break in and possibly get a touch larger. A Second Opinion Knowing that I was testing and passing judgment on a glove that was designed for a man, I wanted to be fair and get a mans opinion on the gloves. My husband commutes almost every day on his bike so I gave him the Ripitas for a test day. His palms are about as wide as mine but his fingers are a little larger so I thought this might be a more fair assessment. He was more satisfied with the overall fit of the gloves. His fingers fit a bit better than mine as I had expected. He also said that the gloves are very comfortable and that they provide a bit better airflow than the gloves that he normally wears which cost about twice as much as the Ripitas. The Verdict? Priced at just $39, the Motonation Ripita is a very reasonably priced entry level summer weight short length glove. Most of the other gloves in this arena are going to cost $70 or more to offer comparable ventilation and protection. One of the key differences between the Ripita and the more expensive gloves is that the higher price tag gets you a natural leather versus the Clarino synthetic leather. The pro for natural leather is the durability. It is a single piece of hide that survived on an animal and is now going to offer you the same protection. There are no threads or individual particles to break down or unravel. And while man-made materials to go through a quality control process, there is the chance for a defect or slight variation in the product. This is the reason that the durability of a man-made material can come into question. Most industries just consider a natural leather hide to be more durable than a synthetic material. The con for going with the natural leather is the higher price tag and its impact on your application or intended use of the product. In the case of summer weight gloves, do you really want them to last for two or three years? I don’t care how much airflow and ventilation you add to a set of gloves, if I wear them for a full summer in the Phoenix heat then they have served their purpose. I don’t want to begin to think about the sweat that those gloves have endured or the aroma that is associated with it. For $39 I got to ride around all summer and not burn or wear the skin off of my hands. That’s a really good deal in my book. Now if we were talking about a $600 pair of boots or a $500 jacket, then I would have a different expectation. But gloves are in constant contact with your skin and the grips on your bike so after a summer of riding they are going to be well, gross I guess is a good word. Motonation Overall Overall, this year is my first experience with any Motonation apparel and I have to give them a round of applause overall. For the price of the items that I have “hands-on” tested, I am very satisfied and impressed. And I hope to have the opportunity to test more of their gear in the future. I also look forward to seeing the Motonation product line expand. I think that the quality and reliability of their gear is going to earn them an ever-growing share of the market which should allow them to bring out more awesome gear options. As of today, I am very happy with the Ripita gloves and I will continue to wear them and monitor the durability and modify this review should discover any serious issues. And just a side note – even though this testing occurred prior to May 1st, we have already hit 100 degrees in the Valley of the Sun, so the Ripitas have been put to the test and they are holding their own in a pretty hot climate. Pros Cons Good palm protection and padding Double stitching High tensile strength nylon thread Reinforced fingertips Touch screen friendly fingertips Solid knuckle protection Neoprene cuff Great Airflow Excellent customer service Fingers are a bit boxy No ladies sizes Disproportionate thumb sizing Specs Manufacturer: Motonation Price (When Tested): $39 Made In: Pakistan Alternative models & colors: Red, White, Black and Hi-Viz Yellow Mesh Sizes: S / M / L / XL / XXL Review Date: May 2018 The post Motonation Rapita Textile Mesh Gloves Meet The Desert: Hands On Review appeared first on Web Bike World. Click here to view the full article
  6. Bargain Pricing At only $99 the Motonation Cappra Vented Textile Pants are an outstanding option for hot weather riding pants. Most other options are in the $150- $200 range such as the Cortech Sequoia XC Air which Revzilla offers at a regular price of $179.99. The Motonation Cappra Vented Textile Pants Features Starting from the Top… The comfort level of these pants was not at all what I was expecting. It was a very pleasant surprise as was just about everything regarding the fit of these pants. Starting from the top, the waist is sized very true to the numbers. There is an elastic insert on each side of the waistband that can stretch to add a total of 4 inches to the waistband making them pretty flexible. But without stretching the panel the medium fit my 32-inch waist very well. I had never tried on a pair of Mononation pants but by following the sizing guide in the catalog I got exactly what I needed USA Sizing 30 32 34 36 38 40 Alpha Sizing Small Medium Large XL XXL XXXL Waist (Inches) 29-30 31-32 33-34 35-36 37-38 39-40 Waist (centimeter) 73-76 79-81 84-86 89-91 94-96 99-101 High-Quality Closures The closures on the waist of these pants far exceeded my expectations. The heavy-duty YKK zipper is very durable and easy to use even when wearing gloves thanks to the rubberized tabs on the zipper pulls. The ¾ inch wide strip of hook and loop closure keeps the weatherproof flap closed to protect the zipper and keep out any rain. And the dual metal hooks instead of what looks like two snaps is an awesome idea. The hooks are easy to secure and are made from a very heavy gauge metal. There is no chance of leaning forward and having the hooks pop open the way a snap can when there is pressure placed on it from the inside of a waistband. The two hook and loop adjustment tabs at the waist are about 1.5 inches wide and let you create a truly customized fit making the waist very secure even when you are leaning into the tank in a tight crouch for some fast turns or to become a little more aerodynamic for just a tiny boost of speed. And the accordion panel that is inset at the back of the waistband provides just enough flexibility that the back does not sag when you lean forward. The pants have an 8-inch YKK waist connection zipper to pair with a Motonation jacket to create a full riding suit. These pants were designed to be paired with the Motonation Diablo vented jacket as that is the warm weather jacket. But the Bandido, the Campera and the ladies Metralla all offer the same waist connection zipper to attach to these pants. The Legs and Seat The legs also fit very well being a true 32-inch inseam. The pant legs looked a little large but as I slid into them I found that the inner liner is a bit smaller. The outer shell is just cut a little bit larger to accommodate the protective gear. It wasn’t until I was sitting on my bike that I really appreciated the Spandex panels in the crotch and along the inside of the thigh. It offers great flexibility and there is no bunching of bulky fabric in the crotch or between the seat and your rear end. The seat of the Cappra pants provides a good grip on the bike seat which was a little new to me after so many years riding in slippery jeans, but I quickly learned to lift slightly to be able to hang a leg off for better cornering at speed. But once I had a leg and a cheek hanging off of the seat, I still felt like I had a secure grip on the seat which was nice. The accordion inset above the knee provides great flexibility and also makes these pants very comfortable when seated on a bike. This is also the location of the reflective safety piping for maximum night visibility for approaching traffic. Air Flow The ventilation provided by the poly mesh fabric on the front of the thighs as well as in the seat area provides very good airflow. I was able to elevate slightly off the seat while riding and keep the cool air circulating around my thighs and rear end. I also discovered that I could increase the airflow even more by leaving the two front zipper hand pockets open. They are mesh lined, allowing even more airflow when the temp was reaching 100 degrees. All of the mesh used in the pants and the pockets is 100% polyester and are also anti-bacterial. Even though the knees and lower legs are reinforced with abrasion resistant ballistic nylon, they are still very flexible and comfortable. And having the 10-inch side calf heavy duty YKK zippers go from the knee to the cuff makes these pants easy to put on and take off even when hot and sweaty from a long desert ride. The reflective safety piping for maximum night visibility is also inset along the zipper cover to promote visibility from a side angle. The cuff of each leg has a durable rubberized strip that helps to maintain the shape of the leg opening and also grip riding boots. A hook and loop closure tab also ensures that the zipper cover remains in place when riding. The Liner The liner for these pants is made of a waterproof and breathable material called Reissa. The top of the liner zips inside the waistband of the pants and is also secured in each lower leg at color-coded loops. I did try the pants on with the liner in them and the fit was pretty much the same. But it is April in Phoenix and already in the 90’s so I have not been out to road test the liners. That will be an update to add to this evaluation in the fall/winter. Safety First As a more seasoned/old rider, I tend to be very conscious of the protective capacity of most gear. I know that at my age it is going to take a lot longer to heal even after a slight mishap so I want all the safety features that I can get and still be comfortable. The Motonation Cappra’s do pack a lot of safety features into a very comfortable pair of pants. Armor and Protection The included CE armor in the knees conforms nicely when your knees are bent on the pegs and provide good protection. The armor is also vented to promote airflow. The knee armor is removable but it is so comfortable that it never even occurred to me to remove it for added comfort. Riders could also choose to upgrade from the included armor to a size or style that they prefer. The generous armor pocket size will accommodate most other designs and is easily accessed from the lower leg opening. A hook and loop tab keeps the pocket securely closed. The hips have an added sheet of foam padding that extends almost to the knee and measures 9.5 inches by 6.25 inches and not quite a quarter inch thick. The pads are inserted into a pocket on each hip that has a hook and loop closure. A few minutes online and I was able to locate several CE Level 1 hip protectors that could be added to greatly increase the impact protection of the hips and at a pretty reasonable cost as well. Most of the options that I looked at were running between $20 and $30 per pair plus shipping. Additional padding is also stitched into the extended back yolk of the pants for added impact and abrasion protection of the lower back. The First Ride In Motonation Cappra Vented Textile Pants My first experience wearing the Cappra’s was on a cool morning in Phoenix, Az without the liner. It was about 65 degrees and sunny. I wanted to see if these pants, without the liners, would be suitable to wear on a morning ride in the cooler weather as well as in the heat of the afternoon without the liner. I rode around on surface streets for a bit and then jumped on the freeway to see how they felt at 65-75 mph. I was very happy with the amount of air circulation without the liner and with the front pockets zipped closed. I did stand up to get full exposure to the airflow so that I could clearly feel where the cool air was entering the pants and how it flowed around my legs. The thighs and seat area provide a great deal of air circulation as do the mesh panels in the lower leg. I was also happy with the lack of flapping from any part of the pants. Even though they are a more generous cut, the material allows the air to flow through the pants and not cause the flapping that I was used to when wearing jeans. Living in Phoenix, I never need to worry about the super cold weather but we do have mornings that are down around freezing. But I am certain that adding the full Reissa zip-in liner would provide the added warmth needed and eliminate any airflow through the pants. Time To Turn Up The Heat My second ride in the Cappra’s was just to check out the airflow and see if everything people say about mesh pants is true. The ride started at about 92 degrees and full sun. It was just a short 10-minute ride to the freeway and then a longer ride across town. Even in the stop and start traffic of the city I was amazed at how much cooler these pants felt than my trusted jeans. I ride a Ducati 959 and the exhaust pipe does a loop right below the seat so you definitely feel it when the engine is heating up. But the fabric of the Cappra’s handled that heat much better than any other pants I have ever worn. Hitting the freeway in the heat I quickly appreciated that I could increase the airflow through the thighs and seat of the pants by elevating just slightly off the seat. That quick blast of air was enough to provide a cooling air exchange. I also found that unzipping the front pockets allowed a great deal more air to circulate while I was seated on the bike. And even though the sun was beating down on the black textile pants, I was noticeably cooler than I ever was wearing jeans. And most importantly, it was a huge increase in the level of protection that I would have in the event of an accident. After about an hour walking around a store, I was back on the bike for the reverse trip. My one complaint about these pants was that the liner was sticking to my legs and especially my knees as I did begin to sweat. Granted the temperature was hovering at about 100 degrees and the bike was running at around twice that but it was a little annoying. Comparing This Ride To Past Summer Rides Being honest and realistic, you are going to get hot and sweaty riding when its 100 degrees and I’m ok with that. But I did notice a huge improvement when wearing the Cappra Textile Mesh pants. In years past, after every summer ride, I was dehydrated and a little miserable but that wasn’t an issue when I had the ventilation from these pants. I was also really happy to not have issues with the heat from the exhaust burning into my legs and seat area as it did in the past. And finally, I hope that I never need to test the protective qualities of these pants but I am sure that they are exponentially better than anything I have ever worn in the past. A Couple Of Misses Pants Lining The one issue that I found when riding in the hot weather was that the lining of the pants would become stuck to my legs and especially my knees. This was causing the pants to bind up at my knees and making it difficult to transition my foot from the peg to the ground for stopping and then back to the peg for a launch. Eventually, the pants had bunched up enough above my knees that they appeared to be about 2 inches shorter than when I got on the bike. After a few more rides I decided to try wearing Under Armor Heat Gear leggings under the pants and it worked perfectly. The leggings were able to wick away the moisture and provide a dry enough surface for the pants liners moved freely over my knees. And there wasn’t really a noticeable difference in the temperature from the leggings. I looked in the Motonation catalog and found the new Pro Pants base layer that offers breathable Be Cool fabric as well as well as hip, knee and seat armor. These are available in sizes small to extra large and are $259 with the 5 piece armor included or $149 without the armor. These would also be a great choice to eliminate the moisture issue at the knees. Storage My other area of concern was with the pockets and cargo storage in the pants. The front pockets are called zippered hand-warmer pockets and from that, I am thinking that they are not really meant for any cargo. They are also located somewhat lower than a traditional front slash pocket on jeans. I did try adding a few items to the pockets for a ride and learned that it was not a good idea. I placed an iPhone in one pocket but found that as it moved in the pocket it could prevent me from being able to lift my leg after a stop. I had to reach down and try to turn it in the pocket to recover full range of motion. I added some cash to the other pocket and had the same issue but not to the extent that I had with my phone. I’m pretty sure that almost every rider carries a few small items on most rides. At minimum, I am carrying a phone and a license and it would be great to be able to put those somewhere in these pants. Ideally, a cargo pocket on the thigh would be nice. But that might have been vetoed due to the impact that it would have on airflow. Other options might include an inside pocket possibly at the back of the waistband or an exterior cargo pocket on the back of the waistband. There are always pockets in a jacket but having even one in these pants would be a nice bonus. The Competition The Motonation Cappra Vented Textile pants are certainly very affordable at less than $100 which is a few bucks below some of their closest competition. The Joe Rocket Atomic is close in price but is really an overpant, whereas the Cappra is designed to be worn as a primary pant. The Cortech Sequoia XC Air is a fairly even match as far as airflow and the level of protection provided. But the price on the Cortech is 25% to 45% higher. This only serves to prove the point even further that the Motonation Cappra Vented Textile pants are filling a niche that other manufacturers have decided to ignore. Most well vented textile pants that offer good safety features are going to cost about double the price of the Cappra. The Verdict? Overall, I could not be happier with the quality, comfort of the Motonation Cappra Vented Textile pants. I have gone through a number of big brand name motorcycle jackets because the zippers and the snaps just don’t seem to hold up to normal wear and tear. I have even bought the same jacket multiple times because I love the amazing armor but the snaps in the wrists were horrendous and kept tearing out of the fabric. In contrast, I have not had a single issue with these pants and I really don’t foresee any. The function and features that these pants offer for less than $100 seem very fair to me. As far as the appearance of the pants I think that they are very functional and look fine for riding pants. My main goal was the ventilation and not selecting a more covert type pant that could double as a casual wear item. However, I would have liked to have more options than the traditional black which is the only option, which is to say there is no option. I’m not a fan of black gear and part of that is because I like some flashy colors now and then but also because of my geographic location. You only spend a few months in Phoenix in the summer before you swear off wearing anything black if you can help it. So I would have appreciated the option to get grey, tan or maybe something as wild as a red pair. When it comes to the sizing options, the Cappra starts at a size small which corresponds 29-30 inch waist and goes up to an extra, extra large which accommodates a 37-38 inch waist so there are a number of sizing choices available. And fashion sense aside, the Motonation Cappra Vented Textile pants provide great airflow and protection which is all that I am looking for to enjoy my Ducati in Phoenix in the summer. I would definitely recommend the Cappra’s for anyone who is riding in a hot climate. This is a pretty small investment to make for the added comfort from the mesh ventilation. I have worn jeans when riding in everything from about 30 degrees up to about 115 degrees, until now. I am never going to suffer through the soaking wet denim again. The Motonation vented textile pants have convinced me that there is a better way to ride in the extreme heat. Pros Cons Very true sizing and fit High-quality heavy duty closures Spandex expansion panels Accordion insets Double stitching Great airflow Solid armor protection Optional waterproof liner Limited pockets/storage No color choices- black only No ladies sizes Specs Manufacturer: Motonation Price (When Tested): $99 Made In: Pakistan Alternative models & colors: None Sizes: S / M / L / XL / XXL Review Date: May 2018 The post Putting The Motonation Cappra Vented Textile Pants To The Test In The Desert: Hands On Review appeared first on Web Bike World. Click here to view the full article
  7. Earlier
  8. Duffer

    093 Fall Colour Ride

    until
    Arrangements have been made to get the colours to co-operate with our ride this year. This is the final season ride for the chapter. What a great way to spend the day - experiencing the beautiful fall scenery on your motorcycle.
  9. Duffer

    093 Ride Thru The Park

    Our always popular Ride Thru The Park with a picnic lunch at the Dorset Fire Tower. You definitely won't want to miss this ride!
  10. Duffer

    CMC NATIONAL RALLY

    until
    Our National Rally promises to be FANTASTIC! Join us in Deseronto for the Civic Holiday weekend. Registration details are on the Forum.
  11. Duffer

    093 6th Anniversary Ride & BBQ

    Ride the fabulous Centennial Lake Road for our 6th Anniversary Ride! BBQ at Duffer's following the ride. Stay tuned for details!
  12. Zoomie

    Ride to Cedar-Yellowpoint-Chemainus.

    Meet at Northfield Esso at 5:30. KSU at 6:00 pm. Going south this time riding thru Cedar-Yellowpoint-Chemainus. And a stop at DQ in Ladysmith. Zoomie
  13. Zoomie

    Elk Falls ride with Victoria Chapter

    We will be meeting at Northfield Esso at 8:45. KSU at 9:00 heading to Qualicum Beach. Victoria plans on KSU at 10:00.
  14. Zoomie

    Taylor Flats Ride-Port Alberni

    Meet at Northfield Esso for 10:00 am. KSU at 10:30. Some are meeting at JinglePot Restaurant for 9:00 for breakfast. We plan on stopping by Subway or something like that to buy lunch and then sit down at Taylor Flats for lunch. ETA home around 3:00 pm. This should give us time to take our spouses out for Mother's Day. Zoomie
  15. Lucky Mission

    Whatcom Lake loops, Washington, USA.

    My motorcycle broke down and I will be 2 to 3 weeks with out it. So need to cancel the ride. Sorry! Lucky
  16. The loop as you describe is part of my old stomping grounds forty years ago. I must find time to return and bring the bike. Sounds like it is still great. Thanks for the memories
  17. Meet at Northfield Esso at 5:30. KSU at 6:00.
  18. Redemption! No one likes only getting one chance to prove themselves, including the maker of the SnapJack. Not much is more satisfying than dusting yourself off and coming back strong with a winning performance. That’s what Basil Paul Andrews the President of Tirox/SnapJack was after when he provided us the newest version of the SnapJack to give a second glance. Originally reviewed on WBW two years ago, there were some valid concerns with the first SnapJack design exposed by our reviewer. See that review here. Basil took our input to heart and made the needed fixes to produce what is now a very handy product in the SnapJack Variable V2. What’s In the Kit? Simple instructions Carrying bag for the kit One variable height SnapJack V2 with two locking pins Velcro strap Two rubber pads 360-degree chain cleaning brush included with spray can of Tirox Chain Cleaner How The SnapJack Works Step 1: Lock your front brake ON with the included velcro strap. This stops the bike from rolling forward when the jack is put in place and raises the back of the bike up. Step 2: Ensure your bike is on a hard, level surface. Put the non-slip rubber pad under the kickstand to keep it from sliding on the floor. My experience using the SnapJack showed that it could be used out on any type of ground so long as you have a hard, level surface for the kickstand and the base of the SnapJack to anchor on. I think it would work great for dirt bikes out camping, etc. Step 3: Hold the SnapJack beside the rear axle and ensure there’s a flat area for the rubber coated end to push against. If there’s a caliper in the way or anything like that just move the jack forward on the swingarm ahead of the obstacle. You’ll want to clean off the area of the swingarm where the jack will make contact to avoid having it slip while lifting upwards. Gauge which hole on the jack needs to have the hinging pin in it, and install it there. Ideally, you only want to raise the rear wheel just enough to clear the floor and so keep everything stable. Step 4: Set the base of the jack about 3 to 4 inches out from the edge of the wheel and the other end under the swingarm. Push the center part of the jack sticking out inward with the palm of your hand to avoid pinching when the two halves of the SnapJack move over center and “SNAP” into the locked position. This should result in the swingarm assembly and wheel lifting up and the tire clearing the floor by about half an inch letting it spin freely. Now install the second pin in a second hole to prevent it from popping out of lock if the bike shifts suddenly while you’re working on it. Check for Stability and Good Contact The SnapJack has a pivoting head and base on it in this second incarnation thanks to feedback received from our reviewer last time. This allows a flush contact patch with the swingarm to be achieved and so keep the bike from falling off the jack. This photo shows how you want the head to look on the swingarm. Little to no gap between the two. I was able to get it flush even with the bracket being in the way underneath the rear axle nut. Making It Work The video below shows me after reading the instructions going through the motions of installing the SnapJack for the first time. It takes holding your tongue just right to get perfect, but once it’s there, the setup is pretty solid. An important takeaway from this is the rubber strip under the base of the jack. The instructions say to put it there if the jack is being used on a smooth concrete floor, but I found it to be a hindrance instead of help. Once I removed the rubber, the jack bit into the floor nicely without damaging it and the lift was secure. Many backyard mechanics get injured at home because of improper cribbing under their cars, trucks etc. Even though this is just a bike and far lighter – don’t take this lightly. Any suspended load can hurt you if you’re caught in the wrong place when it comes down. Chain Cleaner and 360 Degree Brush The brush and cleaner go hand in hand with the SnapJack V2, after all that’s the whole reason you’re jacking up the rear wheel: clean and lube that chain. The chain on my 1999 Kawasaki Ninja ZX6 was in really sad shape. I hadn’t cleaned it in ages and the owner before me never did from the looks of it. The perfect test for the Tirox Chain Clean and 360 Brush system. The Cleaner is mainly composed of Kerosene along with other chain seal conditioners which is the perfect medicine for a nasty and dirty chain and sprocket set like on this bike. Cleaning Some of you have probably noticed this bike already has a center stand on it and that would be the easier way to clean the chain, but for the purposes of this experiment, we’ll pretend it’s not an option in the name of science. I sprayed on the cleaner and let it sit for 2 minutes, then using a rotational motion installed the brush onto the chain. I stretched out the brush and carefully spun the wheel in both directions for a few minutes while the brush worked over the grimy chain like it owed it money. It’s a messy affair and I was glad to have nitrile gloves handy for this operation along with a pan to catch the drippings. After more than a few trips through the bristles and around the sprockets, I wiped off excess grime and cleanser then hosed the whole thing down with water for a few minutes out of the garden hose. I dried off the water with a paper towel and realized the chain and sprockets were still dirty, so I repeated the process again. The instructions warned this might need to happen in extreme cases and this dirty little Ninja definitely qualified as such. After the second cleaning, drying, and a test drive around the neighborhood to get anything else lurking on the chain off, this was the result. Much better! The cleanser also cleaned off the rim of the rear wheel while I was at it. Overall, I think it worked well and if I had been regularly cleaning this chain with Tirox Chain Cleaner it wouldn’t have gotten to such a wretched state. The Final Verdict? The New SnapJack addresses all the concerns WBW had with it before, and I think it’s a useful tool for when you’re out and about and need to perform chain maintenance. Revzilla’s Spurgeon in his review of the SnapJack says that he has been using it out on the trails to repair tires on his off-road bikes. That’s a good option to have if you get a flat out in the bush. If you own a sport bike lacking a center stand and don’t have a good place to jack your bike up at home this is a good thing to have too. Much less money than a real motorcycle jack and easier to use than a rear wheel stand is. There’s a different SnapJack SS for single sided swingarm bikes to use available from Tirox for $79.95 as is seen in this video. The Variable SnapJack reviewed here won’t work on single sided swingarm bikes. The 360 Degree Brush and can of spray Tirox Chain Cleaner sells at Revzilla for $17.95 and the brush is a great tool for cleaning chains quick and easy. Much faster and better than the old toothbrushes I’ve been using for sure. On the other hand, I could go to WalMart and pick up a gallon of Kerosene for about $9.00. I see the value in buying the spray can and brush to take it and the SnapJack on road trips since they can store nicely in my saddlebags/panniers. You can see how compact the SnapJack kit is in the photo below. It fits under the Ninja’s seat in the tool compartment with room to spare. At home though, I really only need the 360 brush to clean the chain along with the jug of kerosene. The other additives and seal conditioners’ value in the Tirox Chain Cleaner compared to just the Kerosene? I’m not sure to be honest. I would have to do some long term testing to determine whether the added expense is of value to me and my bikes. They can’t hurt I suppose. Specs Manufacturer: Tirox Products , The SnapJack Price (When Tested): $49.95 Made In: North America Alternative model: SnapJack SS Single Swingarm Review Date: May 1, 2018 The post SnapJack Variable V2 and Tirox Chain Cleaner Hands On Review appeared first on Web Bike World. Click here to view the full article
  19. Hi there and welcome to ‘Wheelspin’ A new blog documenting rides, events and the motorcycling lifestyle. For those of you that don’t know I’ll be embarking on a 6 week x-Canada ride starting at the end of June with stops at ‘Freedom Machine’ a vintage, custom and antique bike show in Durham Ontario, held at this really cool fake ghost town on private property with lots of space for camping. www.freedommachineshow.com Also on the list, Port Dover for Friday the 13th, Magnetic Hill in New Brunswick, Riding the Confederation Bridge into P.E.I. the Bay of Fundy and of course the one on everyones bucket list, The Cabot Trail and since I’m already on that side of the country, the CMC National Rally (Yes I’m already registered for the National) on my way back west. The idea of this blog is to share information on things like road conditions, those must do rides, tips and tricks on camping, packing the bike, gear reviews, places to eat, where to find service or parts, places to avoid as well as documenting some good times, because as we all know… It’s not the destination it’s the ride. A well traveled route that has some notoriety around here is the Duffy Loop as it’s known locally by the riding community, depending on which direction you travel it’s the #1 Trans Canada from Vancouver to Hope, up the Fraser Canyon to Cache Creek, then onto highway 99 south from Lillooet and down through Pemberton, Whistler, Squamish and back into Vancouver. Another option riding out to Hope is highway #7 but this adds another hour, hour and a half to the total loop ride but is far more scenic and twisty. Dr.Mucker, first officer from the 056 and myself did our 1st loop ride of 2018 last week, you can watch a video of that ride here The last few years I’ve been averaging 3 loop rides a season as it’s one of my favourite local rides. Last year I stretched it out into an overnighter and more kilometres by adding the loop of highways 97C and 8 taking you through Logan Lake, Mamatte Lake and Lower Nicola, some of BC’s old copper mining country and into ranch lands before joining back up with the #1 Trans Canada at Spences Bridge back in the Fraser Canyon. Some stunning country and views along 97C. A few of us have the extended loop ride scheduled for next weekend, I’ll bring you up to speed on that here after the 15th of May. A few other rides I’ve got down on my calendar in spray paint… May 26th is the first flat track races of 2018 in these parts, Pemberton Raceway and a few of us from the 056 are going. May 27th I’m a registered rider in the 'Ride To Live' charity ride to raise awareness and money to fight prostate cancer. There’s a BBQ, a poker run (I love poker runs) and entertainment, looks like I might be a tad sore for that one but that never stopped me before. to learn more www.ridetolive.ca Come early June I’m registered for flat track school hosted by Go Flat Track and I’m looking forward to writing about that experience. If you check their website they have links to some good video, note that it’s not recorded at Pemberton, I think it’s in Ontario somewhere. www.goflattrack.com That covers the start of the 2018 riding season, I have a few other rides and events to see when I get back but I think I’ll leave that for later. **A Final Note on the Duffy: We saw some fresh slides in the chutes along the highway as well there is rock and debris coming down right now, please check road conditions and ride it with extreme caution. The road had been swept of winter gravel and was in pretty good shape overall. We didn’t do the Cache Creek run we did the shortened Lytton to Lillooet route, highway #12. Check www.drivebc.com for all BC road travel updates and camera views. 3 days after our ride Cache Creek was flooding.
  20. ***My Pick of the Year So Far*** The Rationale When I discuss which products to review with our content manager I push for: Ones I hear other people recommend strongly in forums or in person. Products I personally believe will be useful or have a clear, positive impact. The more expensive ones. I want us to take the financial risk so you don’t have to. The MCCruise system fits this criterion exactly. To this point, I haven’t reviewed a product that I like or will appreciate having on my bike more than this one. It’s not even close. I’ll cut to the chase and reveal that the only reasons MCCruise didn’t get 5 stars out of 5 come down to the cost of buying the system being fairly substantial ($550 which is a lot of cheddar) and the fact it does take moderate mechanical skill to install it. Some people might also point out that the control switch assembly is too big and will ruin the look of their bike as well. I’m on the fence about that one. FYI: ***The kit only took about a week to arrive here from Australia and I had to pay $25 of duty as well., just FYI. Not a Throttle Lock Practically everyone has at one time or another spent $20 to $100 on some variety of throttle lock in an attempt to save their wrist and hand from cramping up on long trips. I’ve tried more than a few myself and they’ve always left me wanting and unsatisfied. The MCCruise is a sophisticated electronic add-on that works the same way the one in your car does… only smoother and better. This review is for the Throttle By Wire compatible MCCruise system made for KTM 1190 Adventure bikes, but there are also numerous kits available for bikes that have cable operated throttle assemblies instead. They’re quite different with the cable systems costing more to buy and being more complicated to install because of the need for an actuator servo to be installed correctly in order to work safely. This means that there’s an MCCruise available for pretty much every bike on the market. The Overall Experience I installed the throttle by wire system in my 2014 KTM 1190 Adventure S in about three sessions lasting 2 hours each. I think that’s roughly how long it took but I’m not totally sure. I was battling illness and sub-zero temperatures in my garage which made me have to take breaks for a couple of days before coming back to it. Add to that my OCD tendencies forcing me to wait for parts I had ordered, needed to finish other repairs/maintenance while I had the gas tank removed like: Cleaning the engine air filter Removing the emissions canister Replacing both fuel filters Installing a kickstand relocation kit New chain and sprockets New mounting bolts for the bash plate under the engine What can I say? I wanted to make sure my bike was totally ready to go for riding season. My point in telling you this is that the kit wasn’t difficult to install, just a little time-consuming. I’ll go into greater detail about the installation later. First, let’s talk about the performance of the MCCruise. A “Quick” 160 Mile Test Drive When the weather finally warmed up enough in this unusually cold month of April for me to contemplate road testing the MCCruise, there was still plenty of melting snow and ice on the ground outside my garage. I steadied my nerves and bulldozed my way through the 4-inch deep pile of snow and ice built up in front of my garage and made it to dry pavement. It was an uneasy slip and slide lasting about 35 feet to the road, but then I was free of winter’s grasp! I’m now looking at replacing my Continental Attack 2 tires with something that would have an easier time to get traction in snow as a result. During winter here in Alberta, city snow removal crews throw down copious amounts of pea-sized gravel to give better traction to cars traveling on the snow and ice covered roads. That gravel is still very much thereafter everything melts and it creates deadly mayhem for motorcycles every spring. I was very much aware of this danger and tried to ride accordingly once I reached the clear asphalt. That’s tough to do on a bike as powerful as my KTM and I wisely took it out of my preferred SPORT mode in favor of STREET. My plan was just to ride a big lap around the outskirts of the city I live in, lasting about 25 minutes and allowing me to adequately test the MCCruise at a variety of speeds, and on differing terrain. Red Light? As I got out of town and onto roads where I could safely engage the system to try it out I was caught by surprise when a red indicator light appeared beside the ON button after pushing it. For whatever reason, the red color made me think something was wrong or not working because I didn’t remember reading anything about it in the instructions to indicate that was normal. I decided to throw caution to the wind and risked pushing the SET button. Scenes from the old Stephen King movie Maximum Overdrive began flashing through my mind. I briefly imagined the KTM taking me on a terrifying and unstoppable ride right up to my bike’s insane top speed. Would I perish in a fiery crash brought on by my own incompetent installation of the MCCruise system? A glitch in the programming maybe? Oh well, at least I would die doing something everyone would remember and talk about for years after. Remember that crazy motorcycle writer guy crashing at 200 mph into that field full of cows outside town? What an idiot he was thinking he should have cruise control on a 1190. The Red Light Means MCCruise Is On, But Not Engaged… Phew! My irrational thoughts disappeared after the red light turned yellow and the bike very smoothly locked at the desired speed and stayed there until I squeezed the brake lever or pulled in the clutch just as advertised. You know how most cruise systems jerk when you hit the SET button and let off the gas abruptly? MCCruise doesn’t do that. It’s super smooth when activating, but immediately drops off when you cancel it. Full credit for making this a truly motorcycle friendly system. No herky-jerky on a motorcycle, please and thank you. Well done! Solid and Accurate I was so pleased with the initial test that I HAD to ride longer than just a lap around Airdrie, so I headed west towards a huge hill that slopes upwards at a 45-degree angle for at least a couple of miles to see how well the speed would hold. I set the cruise at 75 mph at the bottom of the hill and it didn’t waver even 1 mph in the ascent! I ended up riding further west into the still snow-capped Canadian Rockies that I love riding in so much. I logged a total of 160 miles to make up for some of the long winters I had to endure without any riding time. The MCCruise was flawless and completely earned my trust and confidence over that time and distance. How Low Will It Go? Most cruise control systems won’t activate until you’re going faster than about 25 mph and I was curious if that applied to MCCruise. After some experimentation, I found that I was able to activate the MCCruise at a surprising 18 mph as it turns out. That’s going to come in handy riding through construction zones this summer. A Happy New Owner Up until then, I was seriously considering selling my 1190 and buying a different bike equipped with factory cruise control. No more! That’s going to save me a pile of money and let me keep a bike that I’ll now really enjoy a lot more on long rides. The MCCruise Brothers The minds behind MCCruise are two Australian brothers named Tony and Frank Guymer. The testing data they provided me with showed that at 60 mph there’s almost zero variation in speed even when riding up big hills. My testing confirmed those numbers. It’s really well thought out and engineered. Tony and Frank were easy to reach and prompt to answer questions via email or phone. Impressive considering they’re half a world away “Down Under”. I found them to be very passionate about ensuring their product is safe and reliable. Firmware and BlueTooth Tony informed me that coming in the next month or so you’ll be able to buy a Bluetooth connector to add to your MCCruise system to further enhance it This connector combined with an MCCruise app on your phone will allow pairing of the two devices. When improvements to the firmware are developed by the Guymers you’ll be able to update the system this way. Even better, the app will display your TRUE speed instead of just what your speedometer reads if you pair it with your cellphone and GPS app. The MCCruise app can be set up to warn you if you go over the speed limit for the road you’re traveling on. That could help save you money on speeding tickets and justify buying the system. Intelligent Cruise Control Tony Guymer told me that he and Frank had successfully programmed the cruise control system to automatically adjust the bike’s speed on its own to match the GPS road data. They chose not to release this feature to the public because the road speed limit data isn’t always accurate. All the same that is pretty cool to think this kind of potentially “intelligent” cruise control is possible with MCCruise. The Installation Now we get down to the nitty-gritty: getting the kit on your bike. Instruction Manual The instruction manual is written in a clear step-by-step style and has useful black and white photos in it for reference. It covers: Removal of all parts necessary for MCCruise installation Routing of the two wiring harnesses and where to attach tie straps How to disassemble wiring connectors on the bike and in the MCCruise harness Wiring color diagrams and what sensors and switches they correspond to. This also functions as a basic wiring schematic for the system and can be used for troubleshooting needs down the road Calibration of the system when the install is completed How to safely bench test the system in your garage before taking it out on the road It Turns Out I Read “Aussie” Fluently I impressed myself with my complete comprehension of the Australian dialect the manual was written in and how much it resembles our English language. This page in the manual lists everything that comes in the kit and provides part numbers in case anything is missing. Everything in the kit gets used in the installation, including the packing foam. I found that out the hard way when out of habit I threw it away after opening the box weeks before I installed the kit. I didn’t realize that chunk of foam is used underneath the MCCruise electronic control module for support when installing on the bike. Oops. Good thing I had some extra foam kicking around. TPS Harness and Main Harness Installation There are two harnesses to be installed that run from just underneath the handlebar riser mounting clamps along the right side of the frame under the gas tank, all the way back to underneath the passenger seat area. The TPS (Throttle Position Sensor) harness installation begins with removing the left side mirror and sandwiching the control switch housing mounting bracket in between it and the mirror perch (photo above). You have the option of a normal or high mount depending on what configuration you have to work around on your bike’s left handlebar. I installed the standard height bracket as pictured above. There’s still plenty of room to use the buttons on the left handlebar. You can alternately mount it underneath the left handlebar if you prefer as shown in this photo below. Looking back now that may have been a more discreet location for it. The MCCruise TPS harness has two connectors on it that match the TPS connectors on the bike’s harness. You need to connect them in between the two halves of the bike’s connector. In order to get access to the bike’s TPS connector, you need to remove the gas tank and the left side intake tube. Even after that, it’s a challenge to be able to cram your hands into the small opening in the frame available to access it. The instructions say to remove both intake or snorkel tubes, but I managed it with only the left side removed. Photo Above: This shows the view looking from above at the small opening in the frame to access the TPS connector. The bike connectors are all fairly difficult to pull apart using only one and a half hands while working through only a small opening, but it can be done if you’re persistent and use a very small screwdriver to help by pushing down on the locking tab. Photo Above: The mess that is the TPS and Main MCCruise harnesses that are installed in the jumble of connectors located behind the triple tree clamp area. In addition to the TPS connector, you’ll also have to pull apart the ones for the front brake and clutch switches located in the same small area and plug in MCCruise harness connectors. After doing up everything in this small area you’ll have twice as many connectors jammed in the space just flopping around. I wrapped tie wraps around the whole collection and secured them in an ugly looking ball to the frame. As you can see in the photo above it’s not pretty, but should hold together. Now it’s time to route both harnesses towards the back of the bike along the inside of the frame between it and the airbox. This photo shows the gap between the frame and airbox where the two harnesses have to be routed from the front of the bike to the back. The two steel tubes on the left of the photo make a good anchoring point and guide for the harnesses to follow as you route them. That bundle of shiny wires is the TPS and main harnesses coming from the front and running along the right side frame all the way to the back of the bike where the MCCruise control module will be housed underneath and behind the passenger seat. You have to loosen off the orange body panel screws on the lower part of the photo in order to route the harnesses under the frame and then up and over it to the control module. Do all this while bearing in mind where the seat will land on the frame so that it won’t pinch the harnesses. There’s also a wire with a clear plastic connector coming off the main harness that plugs into the diagnostic plug you see sitting on top of the battery in the photo above and another that you route to the rear brake switch located under the bike’s electronic control module. Note: ***MCCruise offers a pass-through patch harness to support other accessories or “dongles” already plugged into the diagnostic port. Other add-ons can live downstream of the MCCruise connection with this patch harness installed allowing the MCCruise and another performance-enhancing system to operate simultaneously. No worries, Mate! The final yellow wire off the main harness runs across the frame of the bike above the rear shock to end up connected to one of the spark plug coil connectors as seen in the photo below. Again, the way to do this is clearly explained in the installation instructions. Install The MCCruise Brain This is the “brainbox” for the MCCruise system that makes the magic happen. You’ll have to unlock the large, rectangular connector that plugs into it and insert several wires in the correct pin holes before you connect it to the brainbox (electronic control module if you want to use proper nomenclature). The instructions show and explain clearly how to do this, thankfully. Once that’s done you can stick the brainbox to the roof of the pocket in the black plastic body panel at the rear of the bike. The instructions call it a “duckbill” if I recall correctly. Velcro tape is included to hold it there and then you stuff the packing foam from the kit (that you wisely didn’t throw away) under it to keep it in place. A perfect hiding place for this important computer module to stay safe. That shiny black wire in the photo above with the clear plastic spade connector on it also needs to be plugged in to supply power to the system from the bike. You’ll find two wires with these spade connectors just hanging out in the back of that body panel waiting to put power into whatever you decide to connect to them. Removing the Emissions Canister: Optional In the last photo, you’ll notice two hoses on the left of the power wire, one of them has a blue dot on it and a bolt stuck at the end of it to plug it off. Those hoses came off the emissions canister which I chose to remove from the bike in order to make room for the MCCruise control module and free up the area where the bike toolkit is supposed to be kept too. I don’t need the canister in the area I live to comply with emissions regulations. You, on the other hand, may need to keep it in there depending on where you live. Check and see what your local laws regarding fuel tank emissions are before removing this canister. This photo above shows the canister in its mounting bracket and how it would take up all the space in the duckbill area. The hose with the blue paint on it in the photo before the last one came off the nipple in the center of the canister. That’s the one you plug with a bolt. It leads to the PCV on the left side of the engine. You can verify this by trying to blow air into the hose. You shouldn’t be able to flow any air into it if it’s the PCV line. The other hose leads to the right side of the gas tank cap area and is a breather. If you blow in it air will flow out the end of the hose at the front of the bike if your gas tank is removed or into the tank if it’s still installed at that moment. Trace the breather hose back to the area just in front of the bike’s battery/computer area and cut it there as seen in the photo above. Tuck the rear portion of the hose down out of the way. Feed the front portion of the hose back towards where it connects to the gas tank cap and then re-route it so that it runs straight down along the frame somewhere so that it can drain anything that comes out of the gas tank breather without pouring it onto the hot exhaust anywhere. Doing it this way leaves the option open of putting everything back the way it was using a barbed fitting between the two cut sections of the breather hose if in the future you need or want to put the canister back in the bike. Don’t worry, removing the canister and plugging the PCV hose won’t damage anything or throw any error codes on the bike. Final Checks You should have the control switch box in place, all the wiring run now and the computer installed. Use the supplied tie straps to anchor the harnesses down tightly and so that they won’t get pinched by any moving parts of the seat when installed. Now it’s time to check your work for errors and calibrate the MCCruise to your bike’s throttle position sensor. This is a way of making sure the cruise control will work without having to risk a failure while flying down the highway on the bike. Self Diagnostic Mode and Calibration The process is explained in the instruction manual of how to put the system in test mode using buttons on the control switch while watching the little LED light beside the ON/OFF button. This video goes through the installation process and the way to test and calibrate the system. Conclusion I Wholeheartedly Endorse it This Throttle By Wire MCCruise system is a super smart add-on for bikes like the KTM 1190 Adventure S or R, Honda VFR1200X or even the new 2018 Honda Africa Twin. These bikes and many others have TBW technology on them but still no cruise control option from the factory. How manufacturers can seriously say these are touring/adventure bikes and not provide cruise control is a riddle I’ll never solve. Some are coming around now and we’re seeing cruise control on newer KTM bikes for example, but this isn’t the case with many others. The legendary sport touring Kawasaki Concours has never come with cruise control for example. Luckily MCCruise is a viable option that can make you as happy as I am now that it’s on my machine. There have been issues reported with some of the earlier MCCruise systems for cable actuated throttles. Those systems used engine vacuum to control the movement of the throttle and from what I’m told Ethanol gasoline was leaving gummy deposits in the system causing problems with them. Those issues have since been resolved by Tony and Frank with some preventative measures and improved new designs like the mini electric servo systems. The new TBW systems have no worries mate because they have no moving parts to gum up. If you have a TBW setup on your bike and no cruise control, the MCCruise is a no-brainer. Pros Cutting-edge technology More accurate and smoother than OEM cruise control systems Upgradable firmware and BlueTooth connectivity coming soon Compact and reasonably easy to install Self-diagnostic mode for troubleshooting Customized cruise control kits are available to fit nearly any motorcycle Cons Expensive to buy People with no mechanical skill will need to pay to install the system Large control switch may clash with the looks of some motorcycles Specs Manufacturer: Motorcycle Cruise Controls (MCCruise) Price (When Tested): Approx $550 (tax, duty, shipping incl.) Made In: Australia Alternative model: Mini Electric Servo Controlled Systems Review Date: April 14, 2018 The post MCCruise TBW Aftermarket Cruise Control Hands On Review appeared first on Web Bike World. Click here to view the full article
  21. Zoomie

    Maple Bay-Cowichan Bay

    Robin will have more details but looking at meeting at Northfield Esso at 10:00 and KSU at 10:30 heading south.
  22. I’ve had the good fortune of getting to review several pieces of Pilot gear over the past couple of years including the Trans.Urban V2 and Direct Air V3 jackets. So when I saw Pilot had released a new jacket late last year (2017) I quickly asked if I could get one for review. I was excited to see this new jacket since PIlot has demonstrated before that they put considerable thought into their riding gear. The Trans.Urban V2 (and the original version) showed that Pilot could put out an adventure-style textile jacket that is well put together including some small, but practical touches that make everyday use that much more enjoyable. “Practical” may not be the sexiest term around to describe a product but for many motorcyclists practical is the best way to get to our hearts. Of course, if practicality and function can also look good at the same time, then one likely has a winner on their hands. When I saw the new Elipsol Air jacket on the Pilot website I was instantly intrigued by the look of this new offering. Would function be present in equal amounts to the sharp new look? Let’s find out. The Elipsol Air Jacket The Elipsol Air is an interesting jacket to categorize as it firmly straddles the line between adventure and sport jacket. It has a more “sporty” cut as it is a little shorter than the typical ¾ length adventure jacket style jacket. At the same time, it has nice roomy lower front pockets and a rabbit pouch in the back for good storage capacity. Perhaps “Adventure-Sport” is the best way to think of it. No matter what you call it, the Elipsol is a nice looking piece of kit and it has enough style to make it stand out a bit without being flashy. There are four colorways available with a Dark Grey/Grey, Silver, Hi-Viz, and Sand. The Silver and Hi-Viz options look as one would expect and are very functional. The Dark Grey/Grey option is a very smart looking and a bit more stealthy than the same named option for the Trans.Urban V2. What really got my attention was the Sand color which is the color of the jacket I received for review. “Sand” might be a bit difficult to picture without pictures so I have provided plenty. The color is a little darker than what I would think of as beach sand. Between tan and brown sounds about right. No matter how one describes it, I really like the look of this color scheme. The front, center section over the main zip is covered in the sand color material and then spreads left and right as it meets the front pockets. The same color wraps all the way around the back as well making it to the rear pocket. The sand color is also in place over the shoulders, around a portion of the biceps (just half way round), and is also present at the sleeve cuffs. At mid-bicep, there is also a patch of grey and red rounding out the color scheme. The main closure consists of a large YKK dual zipper that is then covered by a flap with Velcro® brand hook and loop fastener running in one long strip from top to bottom. There is also a snap located at the bottom edge for added strength. On the front to the left and right of the main closure are black mesh panels that run from shoulder lever down to the tops of the front pockets. As the panels run towards the pockets they taper in a bit towards the center providing an unscientifically estimated 50% coverage of mesh material. The coverage in the back is similar in size and shape but of course, does not have a panel running down the center. Ventilation might be restricted in the rear depending on the type and design of a back protector inserted (if any). Like previous Pilot gear I’ve reviewed, branding is subtle with the three-sided Pilot graphic on the back and shoulders and a few small “Pilot” logos scattered on the shell of the jacket. Included with the Elipsol Air jacket are two liners. One, a waterproof REISSA membrane and the other, a Thermo-Lite insulated liner for warmth. They can be used together or individually but typically the warmth layers are much more effective with the wind-blocking from the waterproof layer also in place over them. With the basics out of the way, let’s dig in and get a close look at what’s going on here. Construction The shell of the Elipsol Air is made from 600D polyester material in the “solid” spaces while 210D “pilotex” mesh is used for the breathable spaces. I’m not sure why the 600D isn’t referred to as “Pilotex” like it is on the similar material in the Trans.Urban V2 jacket. Perhaps this is just an oversight? The material may actually be different from the 600D used in the Trans.Urban V2 as it is noticeably softer and more flexible. It has the same look and texture but somehow it does feel different. Maybe it has been chemically softened in some fashion. However, it has been done it really makes the Elipsol comfortable to wear and easy to pack into a small space. The mesh panels use a tight weave rather than large holes which may not flow quite as much air as, for example, a Joe Rocket Phoenix jacket. Airflow is still very good and the smooth mesh material on the Elipsol Air might be less prone to catch on a street surface in the event of a slide versus larger weaves that might catch and tear. Of course, I have no evidence to back that up, it just seems logical to me. The main closure for the jacket uses a large pitch YKK zipper with two pulls. This is typically found on longer ¾ length jackets to allow the bottom to open a bit for more comfort depending on the way one sits on their bike. Since the Elipsol jacket is not quite a ¾ length this might be a little redundant but it’s still nice to have it there. In addition to the main zipper, there is a full-length run of Velcro ® brand hook and loop fastener that secures a flap of material over the zipper. There is also a snap at the lower end of the opening that “punctuates” closure of the jacket. Zippers, hook and loop, and a snap! That’s a secure closure system. While looking at the interior one will see several red tags, loops, and zippers. This is what Pilot refers to as their “RedTab” system. Essentially, a bright red color is applied to interior features such as zippers, loops, and attachment points for liners and pocket openings. This bright color makes it easy to find all of the aforementioned features since often jacket interiors are black and it can be hard to find these items even in good light. It’s a small touch but a welcome one that I’ve mentioned in my previous reviews of other Pilot gear. In the lower portion of the back is an 8 inch (20.3cm) zipper attachment for connecting to Pilot (and some other) pants. The zipper mate is included so one can have the zipper attachment added to other pants that do not have the correct pitch/size zipper if one at all. I can verify that Olympia pants will connect to this zip but it is not perfect. It is secure, but it’s a little “wavy” due to a very small difference in pitch. Near the neck on the interior is a small red loop which can be used to route an audio cable for wired headsets/headphones. Another “nice to have” feature is at the lower front corner of the left front pocket is a double-gated neoprene opening where one can run cables through for heated gear. One thing that is a bit of a puzzle is a zipper located near the lower edge of the rear interior. This zipper is 9.5 inches (24.15cm) wide and provides access to the space between the outer shell and mesh liner. It allows one to reach pretty much anywhere inside the jacket but I’m just not sure as to why. While I was checking out exactly how much access this opening provides I found an interesting feature. Between the liner and the shell are two elastic straps connecting the shoulders. These straps appear to keep the rear shoulder gussets “taut”. A good idea as far as I’m concerned as a problem I’ve had with other jackets is shoulder areas “flapping” in the wind on the highway if they are a bit loose. After seeing this I grabbed my Pilot Trans.Urban V2. and sure enough, I missed this zipper and internal straps that are also used in that jacket. It’s small, but useful details like gusset tensioning straps (I just made that up) that make me appreciate Pilot’s products. That, combined with the solid build, make for an overall excellent rating for construction. Protective Features The Elipsol Air includes polyurethane based, CE approved armor in the shoulders and elbows under Pilot’s own “Core Force Active” name. The armor is very soft to the touch and like other viscoelastic materials, it hardens upon impact. The included backpad is just a thin piece of foam that really does little more than fill the space in the pocket. It is certainly better than nothing but I would highly recommend installing a full CE rated protector or use a self-contained back protector. Pilot offers a good deal with their own Core Back Pad T2 which is a CE Certified Level 2 protector for $40.00 (direct from Pilot). The photos in this review show a different backpad I recently purchased to review from Knox so the photos are not indicative of the Pilot backpad. In place around the sides, about 6 inches (15.25cm) below the armpit area is some foam padding to protect ribs on the side. It is thin and not very large, but it is nice that it is there. Over on the outside of the elbows on the arms, there is similar padding that sits over the space of the elbow armor adding some extra shock absorption in this impact zone. As part of the overall protective “scheme” I like to point out the reflective spots (if any) on jackets I review. In the case of the Elipsol Air, there are reflective strips of 3M Scotchlite on the biceps, across the upper back, and on the sides at the waist of the jacket. Just above the elbows, there is also a strip of “micro” reflector dots adding a little extra reflectivity. I’ve had these in other gear and while they are reflective, they are typically less noticeable than other types of reflectors such as the solid strips on this jacket. For even more protection Pilot includes a long strip of hook and loop fastener on the inside flap of the main closure. This 1.5 by 8.5 inch (3.8 X 22cm) strip, clearly marked “CHEST PROTECTOR ATTACHMENT” is, well, for attaching one of two chest protector options available from Pilot. While the lack of a CE rated/approved/certified backpad is disappointing, the low price of a CE level 2 protector from Pilot and the provision for installing chest protector is very good. Fully kitted out I would say the Elipsol would do very well on the protection front, especially for a Summer weight mex/tex mix jacket. Pockets/Storage As expected for a “semi” ¾ length jacket, there is more storage than the typical sport riding type of gear. For starters, there are two front cargo pockets that fasten with a combination of snaps and hook and loop fastener. The pocket opening also folds over when closed to make the pockets water resistant, but not waterproof. At the rear vertical panel of those cargo pockets are zippered openings for hand-warmer-style pockets. While not offering a lot of extra storage they are useful if one needs to separate various items into different space. As mentioned earlier, the hand-warmer pocket on the left side has a pair of neoprene gates for routing heated gear cabling. The pocket itself is a perfect place to store a controller. It is another example of some “real world” thinking when it comes to the utility of Pilot’s apparel. At the lower rear of the jacket is an 8 by 12 inch (20 x 30.5cm) cargo pocket. This pocket can easily hold either one of the two included liners although getting both in there might be tricky. This pocket is fastened with hook and loop fastener and snaps much like the front cargo pockets and is the one place I spotted something that I think is out of place. Looking at the photos of the open pocket the hook and loop material is shown a little misaligned in relation to the snaps. It is a pretty small detail but I’m so used to finding very little to pick on with Pilot gear that this stood out to me enough to mention. I doubt that this slight issue would have any real world effect on the closure. The interior includes even more pockets with a zippered interior pocket on either side set a little above the position of the outside cargo pockets. Both pockets use a bright red zipper to make them easy to find against the black mesh interior. On the left pocket is an additional front pocket space fastened with hook and loop. This pocket might offer some water resistance compared to the zippered parent pocket it is connected with. The zippered opening pockets are open to the mesh interior where this “child” pocket is solid material all the way around. But wait, there’s more! On the left side just behind the main closure zipper is a Napoleon style pocket with another red zipper. This pocket is deceptively large and would make a good space for a map (remember those). The opening is 7 inches (17.75cm) and it varies in depth from 5.5 inches (14cm) to 8.5 inches (22cm). The Elipsol Air also includes what Pilot calls the “At-Hand” pocket over the left wrist. This zippered pocket with its 5 inches (12.7cm) opening is a great place to store keys, a wallet, a tin of Altoids, or whatever “floats your valves”. One could even manage an iPhone 5 or smaller device in there but my own MotoX4 with a 5.2 inch screen would not quite make it in. So with a whopping nine pockets, there certainly enough places for stuff. That’s a great amount of storage and it is well designed since it’s not readily obvious there are so many places to stash items. Liners Two separate liners are included with the Elipsol Air including a quilted insulated one for warmth and a thin water/windproof liner. Both liners use a combination of zippers and snap loops to install in the jacket interior. The RedTab system is employed here to make the loops easy to spot as well as their connection points in the jacket. There is also a red tab next to the main liner zipper pull to make it easy to spot as well. The thermal liner uses Thermo-Lite insulation that is contained in a polyester shell. The liner is relatively thin but provides good warmth for those cool Fall and Spring mornings. As the temperatures drop down into the 40’s F (4 to 10C) switching to a warmer jacket might be a good idea (or add an electric vest). This, of course, depends on one’s personal tolerance for temperatures. It is important to point out that while the thermal liner does a good job for its weight, I would recommend using it within the water/windproof liner as air flows pretty easily through thermal liner. This becomes evident quickly once underway and is not unusual for this style of a liner. For waterproofing and wind resistance a thin Reissa ® membrane liner is included. If you’re not familiar with Reissa ®, it is a three-layer microporous membrane with a polyurethane coating and different sized pores. It is supposed to provide excellent waterproofing as well as windproofing which is why I recommend using it over the thermal liner for best warmth when riding. One might think that all those interior pockets become inaccessible when the liners are installed, and that is true. However, all the pockets that are covered by the liner are duplicated on the inside of each liner including the placement and red zippers. Another small, but nice touch on the part of Pilot. Fit and Comfort The Elipsol Air shown here for review is a size medium and runs true to size compared to most other manufacturers’ size medium offerings. This is different from the Trans.Urban V2 which ran nearly half a size larger than I expected. To give an idea of the size, I have a 41.5” chest and a weigh in at 193 lbs. Standing at 5’10”. The size medium on their charts runs 38 to 40” chest and then large picks up at 42” to 44”. I prefer a snugger than loose fit so I went with the medium. The fit is just what I was looking for and was a little more snug than I expected compared to my size medium Trans.Urban V2 jacket. To back up for a moment, I reviewed the Trans.Urban V2 in size larger before and it was a little too large for me. I was able to use it by running all the adjusters down but I eventually sold it and ordered a size medium which fit much better. So when the Elipsol Air arrived I was a bit surprised at the difference in “fit” but was thinking it might just be the cut of the jacket. A quick email and Pilot confirmed the cut is different in a way that makes the Elipsol feel “closer” than the Trans.Urban V2. Despite the close fit, I am still able to get both liners installed and still get everything zipped and buttoned up. I’m near the limit at this point in the chest area but what was more snug is the forearm space. I don’t have large forearms and if I did it might start getting uncomfortable with both liners in. Just to be clear, the “model” in the photos shown in this review is of my friend and fellow reviewer, Kevin Anderson, not of me in the jacket. Kevin had brought over some other review gear for me to photograph so I made him wear the jacket in the photos. While we are similar in height Kevin is a bit leaner than I am so he has a little more room in the chest and belly then I do. A feature that I don’t care for, some may find useful, are thumb loops in the ends of the sleeves. These small fabric loops slip around your thumb and help keep the sleeve in place as one pulls glove gauntlets over the sleeve cuffs. I didn’t find the material very comfortable and it is a bit scratchy over time. They are easy enough to tuck inside the sleeve or simply cut out if you don’t plan on using them. Adjustments can be made to the waist and around the biceps using straps while the forearms have a two-position snap tab adjustment for size. At the sleeve cuffs, there is a generous adjustment strap using a healthy dose of hook and loop fastener to secure it. The collar opening also has a bit of play around 1.5 inches (3.8cm) via the hook and loop present there. For comfort, the main jacket shell has a thin mesh lining that is only interrupted by the pockets for the included armor which uses a soft quilted material. The Reissa ® liner also has its own mesh lining and the thermal liner has a soft quilted polyester surface so no matter the configuration, the jacket is never scratchy or rough on the inside. The collar has a soft rolled edge around the sides and back of the neck while the front has a large padded and stretchy panel for comfort against the throat. The collar closure can also be snapped on the left side and held open for more exposure on hotter days. Overall the fit and comfort are very good with sizing hitting the mark while having a different, more “lean” cut than previous Pilot jackets I’ve reviewed. Ventilation The airflow through the Elipsol Air is as good as could be expected considering the amount of mesh material used in the construction. This is not meant to be taken as good or bad, just a fact. With roughly 35% of the front of the jacket being mesh, the airflow will be less than a full mesh jacket like the Joe Rocket Phoenix series or Pilot’s own Direct Air V3 jacket. With that said, the mesh panels in the front, arms, and rear still provide very good airflow and should be suitable for most Summer riding situations. Of course, this will depend on your region of the world and your own tolerance of hot weather. For my own part, I prefer the greater areas of solid textile for the added protection over more mesh. Also once a back protector is installed in this or any mesh jacket, airflow out the back will be restricted. One of the reasons for the Knox protector I installed is that it has multiple cuts in the material to allow some airflow. Overall ventilation should be considered “Good” and appropriate for the style and construction of the Elipsol Air. Conclusion Pilot has another excellent jacket on their hands with the Elipsol Air. Taking the best aspects and features included in the Trans.Urban V2 (a webBikeWorld favorite) and the Direct Air V3 jacket has resulted in a very versatile multiseason piece of kit. Good ventilation, protective features, and surprising available storage are all found in this jacket. The two liners add a lot of versatility, albeit with the extras step of having to install/remove them as needed. Some riders appreciate removable liners while others prefer removable panels and/or built-in liners with vents. You can’t make everyone happy but if you are in the “I prefer removable liners” camp, the Elipsol delivers. Purchases from Pilot’s website include free 2-day shipping in the United States and the jacket comes with a 2-year warranty against failure or defects of the garment. Customer service has also been very responsive to my questions about the jacket (and they didn’t know I was reviewing the jacket). At $260.00 (USD), the Elipsol Air is currently Pilot Motosports’ most expensive jacket offering. Still, it seems a good value considering the feature set and quality construction that we’ve come to expect from Pilot. Also, it should be factored in that Pilot uses materials from name brands like Velcro ®, 3M Scotchlite, and YKK so they are not that concerned with cutting corners to save a little money. One definitely gets what they pay for with the Elipsol Air jacket, and then some. Pros Quality construction Multiple liners included Protective features Lots of storage Good value Cons Multiple liners Snug forearms with liners installed No CE backpad included Specifications Manufacturer: Pilot Motosports Price (When Tested): $240.00 (USD) Made In: Pakistan Colors: Grey | Silver | Sand | Hi-Viz Sizes: S through 3XL Review Date: April 2018 Photo Gallery Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket Pilot Motosports - Elipsol Air Jacket The post Pilot Motosport Elipsol Air Jacket Review appeared first on Web Bike World. 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  23. FATBOY-BILL

    Blessing of the bikes

    The riding season is just inching to get started, so why not start off things will a good old blessing of the bikes. It happening this Sunday May 6th in Kingsville. We will meet at Essex Timmies ( just off of #3 beside McDonald's). KSU 10:15am. See you there!
  24. Snaps

    Group Rides

    29 April 2018 Ride Gypsy, Wrench, Toucan, Renfrew, Sly Si, Snaps Thanks for the great ride everyone!!
  25. Snaps

    Group Rides

    31 March 2018 Ride Wrench, Mach1, Toucan, Snaps
  26. Sena, well known for their world-class motorcycle communication technology, is now moving into what many might say is the next logical extension for their brand – incorporating that technology into their own, bespoke line of full-face helmets, the Momentum series. The Momentum is available in three different sub-models, Momentum Lite, Momentum, and Momentum Pro, the difference between them being the electronics package they contain. The unit reviewed here is the middle model, the Momentum. In the box, you’ll find the helmet, an inflatable helmet storage ring, a small carry case, a USB cord for charging, and a Quick Start guide to getting the electronics set up and ready to use. Since this helmet is essentially two products in one, namely the communications package, and the helmet itself, I’m going to break the review into two parts, one for each. Let’s get a closer look. Shopping Now? We Recommend: webBikeWorld has worked closely with RevZilla over the years to provide our testers with products to review. In addition to being a great site to shop from, they’re also a great partner. RevZilla Free shipping on orders over $40 30-day no-nonsense return policy Excellent selection of all major brands Awesome pricing Buy This Helmet on RevZilla Amazon Free shipping (with Amazon Prime) 30-day return policy Excellent selection Competitive pricing Buy This Helmet on Amazon The Electronics / Communications Package As I mentioned above, Sena is a leading manufacturer of motorcycle Bluetooth enabled products for in helmet use – many would argue that their products are the very best of their type. Introducing a helmet, with the electronics completely integrated and built-in, could be a game changer for the industry. Although other helmets are available with Bluetooth equipment attached, none are ground up designed and built the way the Momentum is. The unit reviewed here is the middle of the range Momentum, which features Sena’s excellent 20S system, which WebBikeWorld has extensively reviewed – take a look at that review here. Rather than fully rehash that review, I’ll concentrate here on what is different and unique about its installation in this helmet, quickly touching on what this system is capable of. Most obvious is its Bluetooth 4.1 capability. The Quick Start Guide included with the helmet instructs you visit your favorite app store, and download the Sena Utility program. Once that is done, pairing it with smartphones, whether iPhone or Android, is a snap. The app then makes programming of the unit to suit your individual tastes very easy, as commands issued through the phone are then carried out by the unit in the helmet. These items range from basic volume controls, through complex audio multitasking items, that allow preference order for things like GPS, rider to rider communications, and music, whether it is being streamed in, or using the built-in FM tuner. Pairing it with a Bluetooth capable music player, such as an iPod or MP3 player, is equally easy. It should be noted here that the app is very well thought out. I don’t consider myself to be the most tech-savvy person and am sometimes intimidated by the complexity of making devices like this work. If you, like me, have this concern, know that you can operate this one. Another benefit Sena offers with this product is free, periodic update of the firmware in the helmet. This goes a long way toward assuring the potential new owner that he or she won’t be facing what seems like instant obsolescence in modern electronics. If there is new firmware available, the smartphone app will alert you once paired that it is time to upgrade. It automatically checks to see that you have the latest and best version. By connecting the helmet to a computer via the charging cable, upgrading is easily done through Sena’s website. There you’ll be given instructions on how to do this, with instruction given for folks with PCs or Macs. A quick list of the features the Momentum’s 20S system includes are the aforementioned Bluetooth 4.1 setup, voice operated command capabilities for both the helmet (say “Hello Sena” and it is then listening) and your smartphone, riding group linking at a distance of up to 1 mile (1.6 KM), and a built-in FM radio. The true beauty of this setup is it is 100% integrated, meaning nothing hangs off the exterior of the helmet, nor is any part of it loose or visible inside. No velcro, glue, clips, or fussing with component placement is needed. Take it out of the box, charge it, and it’s ready for use Careful thought has gone into this integration. First, is the three button control setup mounted on the left side of the helmet. The buttons are large and well placed, and each has a unique shape. With some time and use, I found that I was able to know which button my finger was on just by feel. I appreciated this feature, as initially I would start at the top, and count them down to know which button was where. The buttons are large enough to be felt through even relatively thick riding gloves. Audible feedback, as the buttons are operated, is given by tones through the helmet’s speakers. The cluster with the buttons also features two LED lights, one red, and one blue. These are used for charge indication, and as a visual indicator as the buttons are used. The built-in speakers are among the best I have heard. I found their placement inside the helmet to be perfect, allowing me to clearly hear any input I provided them – GPS, music, phone, or intercom audio. A lot of riders I know tend to prefer using earbud type headphones with these types of devices, typically because of problems trying to place separate communicator system speakers inside their helmets. I think once most of them tried and heard what the Momentum’s system can produce, they would leave the earbuds at home. Next up is the microphone. It is built into the chin bar, in a small recessed area, and covered with a small piece of mesh wire to protect it. I really liked this design, as it does away with the need for a boom microphone, or trying to pick up your voice through mics built into the speakers. Clarity through it is excellent. Even at highway speed, callers on the other end of the line cannot tell that you are speaking to them from inside your helmet. Part of the way that it achieved is through what Sena calls “Advanced Noise Control Technology”. I think this mostly comes from the shape of the helmet itself, more on that later. The battery for this unit is built into the right side of the helmet and features a familiar mini USB charging connector, that also has a tethered rubber plug to protect it from dirt and moisture when not in use. The included three foot (91 cm) charging cord has the mini USB connector on one end, and a standard size USB connector on the other, allowing it to be connected to computers and common cell phone chargers. Battery life with this unit is impressive. Sena advertises it to have 20 hours of talk time capacity available, from 2.5 hours of charging. I allowed it to stream music, at full volume, for 25 hours, and still had capacity left in the battery. Checking the status of that charge level is easy, either by looking at the LEDs as the unit is powered on, or by using the 20S’s audible feedback control, which tells you whether the battery’s charge state is “high”, “medium”, or “low”. Once the battery reaches a low charge state, it will do this automatically. The Helmet Overview Sena Momentum is a full face helmet, with a composite fiberglass shell, and a multi-density EPS foam liner. It is available both in matte black and painted gloss white, the latter being the version reviewed here. The helmet is both DOT and ECE compliant and features vents in both the chin bar and on the top front of the helmet, that can be opened and closed via plastic slider controls, along with an exhaust vent in the top rear of the shell. The chinstrap features the familiar “D” ring fastening setup and has a small “pull to release” web attached to the outermost ring. It also has a small plastic snap fastener to fasten the loose end of the strap back when it is worn. Both the pull web and the snap fasteners, are red, to allow first responders to easily and quickly remove the helmet, should the need arise. The face shield is easily removed, with spring-loaded retainers that are accessible with it raised. It also has the snap fasteners to add a Pin Lock shield to the inside of it, although the helmet does not include one. The helmet weighs 3 lbs, 14 oz (1.75 kg). Not a super light-weight, but not bad considering the added weight of all the electronic components in it. Finish Unfortunately, this is where the review takes a turn for the worse. As good as the electronics package is in this helmet, the finish of the helmet itself is disappointing. Immediately upon taking it out of the box, I noted that the decals applied to the back of the shell, both the “SENA” and “DOT” decals, were installed both off-center relative to the centerline of the shell, and crooked relative to the molded in line crossing the rear of the shell. Both of these are underneath the paint’s clear coat layer, and thus cannot be moved to reposition them. The “SENA” decal on the front of the helmet, above the eyeport, is also off-center, but not as noticeable as the ones on the rear. The next thing I noticed was the quality of the paint. The finish has a noticeable “orange peel” in it. For those not familiar, “orange peel” is a term that painters use to describe a finish that ends up with unintended texture, that can be felt with the hand, and seen – much like the appearance of the skin of an orange. The Momentum’s paint quality is poor. I have not had a chance to examine one in the matte finish, it may be better. The next thing that caught my eye was the rivets retaining the chinstrap to the shell. They are both pulled in noticeably off center in their apertures in the shell. Even though they are off center, they are tight – I don’t think they present any safety concern. Next up is the gasket sealing the face shield to the eyeport. It is visually uneven, and as a result, does not make good contact with the shield. This is especially noticeable when riding in the rain, as the water readily comes inside the shield. The front center of the shield has a molded-in locking tab, that mate with another tab in the top of the chin bar, for locking the shield in the down / shut position. The eyeport gasket is badly shaped enough to prevent this feature from working. When you try to lock the shield down, it will not stay closed, it pops back up. Next, was the black trim applied to the bottom of the helmet. It does not lie flat. I made no attempt to remove it and verify, but this may be a path for wiring run inside the helmet. The unevenness is most noticeable near the battery. Last was a curious mismatch, regarding the date the helmet was built. The date sticker applied to the EPS foam liner showed a date that was two months prior to the date shown on the tag attached to the inner comfort liner. This helmet’s origin is Chinese. My assumption here is that Sena has contracted a helmet manufacturer there to build these, presumably to their specification. The only reason I think it is necessary to point this out is that overall build quality in the Momentum is very similar to what I have seen in low-cost helmets emanating from that part of the world. The Chinese are capable of building very nicely finished helmets, but as they are asked to ramp up the quality, the cost of them moves accordingly. Shopping Now? We Recommend: webBikeWorld has worked closely with RevZilla over the years to provide our testers with products to review. In addition to being a great site to shop from, they’re also a great partner. RevZilla Free shipping on orders over $40 30-day no-nonsense return policy Excellent selection of all major brands Awesome pricing Buy This Helmet on RevZilla Amazon Free shipping (with Amazon Prime) 30-day return policy Excellent selection Competitive pricing Buy This Helmet on Amazon Fit and Function Fit with the Momentum is snug, but comfortable. Although it is not specified in the product literature, I believe this helmet has an intermediate long oval shape, the best choice for accommodating a wide variety of riders. If you are most comfortable with a round shape helmet, this one may not be a good choice. Try to find a retailer with the helmet on hand that you can try on. The sizing, I believe, is pretty accurate. Ordering whatever size helmet you ordinarily wear should be OK. Momentum is available from size XS – XXL. The first thing you will notice as you pull the helmet on is that the aperture you put your head through is unusually small. Once you have your head through it, though, the amount of space inside felt good to me. I think this was done intentionally. By making the aperture small, and providing a closer fit to the neck as a result, it is easier to keep wind and any other noise out of the helmet. It is, in fact, a very quiet helmet, excepting that the face shield will not stay completely closed. I had to hold it shut to test it. Eyeglass wearers like me will be pleased to know that the interior of the helmet makes getting your glasses on and off easy, as there is plenty of room for sliding temples in and out. This is fortunate for those who do not wear glasses, as well – this helmet does not feature a drop down visor. Getting sunglasses on and off will likely be needed. The eyeport itself is of average size. I never felt like it limited my field of vision. Although the inner lining is removable for cleaning, it is a chore to do so. The top front of the liner is fastened down with a fussy plastic retainer, that I was sorry to have removed after I did. Last on the function list is the ventilation. Although nothing broke during the time I have used them, the plastic pieces used to open or close the vents do not feel or look like high-quality pieces. Ventilation on this helmet, overall, is fair. I suspect making space in the shell for the electronics likely compromises the space available for moving air. Sena’s website lists accessory and replacement parts for this helmet, including the Pin Lock visor, and replacement cheek and top inner pads, although at the time of this writing, no pricing or availability is shown for them. Presumably, these will be made available later. Sena’s warranty is long and comprehensive for this product – 5 years on the helmet, 2 years on the electronic parts. I do not know if warranty issues with regard to finish would be considered. The Bottom Line Sena’s Momentum really likely is a game changer for full face helmets. Although there are other helmets on the market that include Bluetooth communicators, none are doing it on the level this one is, i.e. built from the ground up, not engineered in afterward, and with no compromise made in the functionality of the unit. If this helmet enjoys widespread sales success, it will not take long for competitors in the market to begin doing it this way, as well. The thing that may prevent that widespread success, in this case, may be the helmet itself. I put this helmet in the hands of many of my shop customers, to get an honest opinion from them, without any prompting from me. Most were impressed with the electronics but were also pretty quick to notice that the helmet’s finish overall is not very good. This helmet will occupy a price point that will put it in direct competition with units that are better finished but lack the integrated communications. Average street price, as of this writing, is about $450.00. You be the judge. For some, the convenience of having integrated, top-shelf electronics will outweigh the issues noted with the helmet. Others would prefer a better helmet, adding their own communications package. Stars, out of five: 3.5 Hits Completely integrated, charge it and go, best in the industry electronics Firmware that promises to be kept up to date Long warranty Short charge time, long battery life Misses Faceshield will not stay closed Fussy liner removal No drop down visor Helmet, overall, is poorly finished Specs Manufacturer: Sena Technologies, Inc. Price (When Tested): $450.00 (USD) Made In: China Colors: Matte Black | Painted Gloss White Sizes: XS through 2XL Review Date: April 2018 Photo Gallery SenaHelmet The post Sena Momentum Helmet Review appeared first on Web Bike World. Click here to view the full article
  27. How could I just notice this, now??? This is fantastic!! 😀
  28. Someone looking for a modular helmet in the $200 range has several options. Notable price comparable helmets in the space include the Scorpion GT920, HJC IS-Max 2, and Bell Revolver EVO. Among them is the Vemar Sharki, a feature-rich modular with solid fundamentals and strong value. Over the years, Rick, Bruce, and others have covered Vemar helmets pretty well. See more Vemar helmet reviews here. As with prior Vemar helmets WBW has reviewed, the Sharki gives a lot for not a lot- especially since it’s currently on sale for $112 at VemarHelmetsUSA.com. At that price it is a no-brainer decision if you’re looking for a great flip-up helmet that doesn’t come with a high three-figure price tag. Even at its regular $199 price, it’s still good value. The Sharki designed to meet the ECE 22.05 standard and is DOT certified. The helmet I have here is the “Hive” colorway with a glossy finish, and I have to say that between the black and yellow scheme and the hexagonal graphics, it reminds me of “Bumblebee” from the Transformers movie. That’s not a bad thing- I think this helmet looks badass. Note: image photo gallery at the bottom of the review. Enjoy. A Brief Introduction to Vemar Helmets Vemar isn’t a household name in the motorcycling space like Arai and Shoei are, so if you’re reading this thinking “who the heck is Vemar”, I don’t blame you. However, they aren’t the new kids on the block- not by a long shot. Vemar Helmets, as it is today, came to be in 1992. However, the helmet making division of Vemar – an Italian fiberglass container manufacturer – was established in 1987. With more than 31 years in the space, you can feel confident knowing that Vemar knows a thing or two. Vemar plays in the value-brand space, following a strategy of providing superior features and qualities at the price points they compete in. As WBW has found in the past, this strategy has worked out well for them. Exterior Appearance & Finishing Smooth lines with subtle accents give the Sharki a sporty appearance without looking too aggressive. Earlier I labeled its looks as “badass”, though not because it’s got scoops and fins a’plenty (it clearly doesn’t), but because it blends what I feel is a timeless shape with a slick looking graphics package. The combination of black, yellow, and grey tones elevates its look. The hexagonal graphics are pleasing to the eye and applied well, conveying a sense of depth that doesn’t actually exist. It’s a great effect. Colorways This particular colorway is a little polarizing – yellow will do that – but you can have the Sharki in numerous configurations, including both glossy and matte finishes. Personally, I’d go for a matt version of the red “Hive” colorway if I could do it all again. Finishing Quality For the most part, the Sharki is finished to acceptable standards and looks good. It certainly does from a distance, and it isn’t until you get up close (and nitpicky, as you might be when doing a review, for example…) that you’ll find a few – and only a few – cosmetic flaws. It’s hard to see in the above photo, but the angles of the Vemar logo and DOT designation are at slightly different angles. This misalignment is so minor that my pointing it out is less of a complaint and more of a “I guess it’s my job to do this” type of observation. I personally only noticed it after combing the helmet inside and out in preparation for this review. The same situation also exists with the front logo graphic which, again, is at a slight angle relative to the lines of the visor. This one is somewhat more noticeable, and once I saw it, I couldn’t unsee it. Lastly, with the visor up I noticed three small folds in the graphic application right at the lip between the graphic and visor cutout. This one is difficult to see, but again, it is there. Aside from those 3 blemishes, the aesthetic quality is otherwise good. As previously mentioned, the quality of the hexagonal graphics and side branding is high and looks great. Unless you’re a stickler for perfection, the Vemar Sharki looks great. And, if you are a stickler for perfection, what are you doing shopping for a $200 helmet? Few in this range will deliver on that standard. Comfort At 3.81lbs, the Sharki is neither heavy or light. It slots in at #81 on our helmet by weight list, knocking the SCHUBERTH S2 down one slot to #82. Note that I have not yet added the Sharki to the list but will do so soon. Above is my fellow Canadian, Jim Pruner (who actually rides in the snow), sporting the Sharki and his recently reviewed Siima Sibirsky Super Adventure Riding Jacket. Jim’s my model of the day since I haven’t got a photo of my ugly mug wearing it. The cheek pads press slightly against my jawline, but not uncomfortably so. Enough that the helmet feels secure. Side to side movement feels snug, with no unexpected shaking, as does front to back movement. What I have here is a size large (23.2 – 23.6in / 59 – 60cm) and it fits me well. Check out Vemar’s sizing guide on MotoSport.com. Airflow On the front of the helmet is a chinbar air intake and two pop-open vents on the left/right side of the top. There are two exhaust vents at the rear of the helmet. Combined with the other vents, this makes up the Vemar Klima System (KVS) that is supposed to provide superior airflow and cooling. While I can’t objectively measure whether or not the KVS lives up to its claims (I don’t have a wind tunnel, after all), I can tell you that airflow is indeed quite good. Visor fog is also minimal, save for when you’re standing still. Excellent airflow, and the integrated breath deflector, work well together to achieve this result. Ergonomics & Field of View The visor opening is quite large and does not obstruct. I have no issues enjoying a wide field of vision. Thanks to its relatively light weight, it also is not a chore to look around and enjoy the scenery. Integrated Sun Visor As Jim so handsomely demonstrates, the integrated sun visor is quite large. When fully deployed, it covers the top 8/10’s of my vision, leaving only a small area at the bottom of my field of view without tint. However, it covers 100% of my effective field of vision- everywhere I’m looking is tinted. Operation of the visor is smooth and precise using the left-side mounted slider. The visor can be partially or completely opened, and stays securely in place wherever you set it. Integrated Functions The Sharki comes with a scratch-resistant clear visor, though you can purchase tinted visors as well. The visor is Pinlock MaxVision and is swappable. It detaches easily- simply pull the tab underneath the connection point and the visor pops right off. The removable lining is washable (as you’d expect) and is easy enough to get in/out. Like most modern helmets, the Sharki also comes with easy intercom integration. Vemar has it labeled for the VCS com system, but it’s a universal mount and most com systems will integrate. Certainly, modern com systems from SENA/Cardo/etc. will integrate just fine (though I have not tested this). The chinbar is also removable should you want some open-faced riding time, not that I recommend it. A few other line-items on the spec sheet: Visor lock (located on the right side of the visor area) Made from R-3P thermo-polymers D-ring buckle with microlock In Conclusion Having spent 8 weeks with the Sharki, I feel that I’ve come to know the helmet well enough to have an informed opinion. It’s objectively good, yes, and it’s low price point makes it all the better. It comes As of today, it’s currently on sale for $112… and at that price it’s an absolute bargain. Despite minor aesthetic misses, the helmet itself is largely a hit. It’s comfortable to wear, kitted out with the functionality that most riders expect from a modern helmet, and looks great to boot. The Sharki comes with everything you need, including a five year warranty. I wouldn’t let minor graphical blemishes deter you from this excellent helmet. Pros Comfortable Solid movement for both the chinbar and internal sunshield Snug fit that doesn’t impede your ability to wear glasses if needed Good looking Surprisingly quiet VKS system provides good airflow that keeps you cool and prevents fogging Cons Minor cosmetic blemishes Specs Manufacturer: Vemar Helmets Price (When Tested): $112 (on sale, MSRP = $199) Where to Buy: VemarHelmetUSA.com / MotoSport.com / Amazon Made In: Italy (pending confirmation) Alternative models & colors: Matt/glossy finishes – red, black, yellow, white Sizes: XS – XXL Review Date: April 27, 2018 High-Resolution Photo Gallery The post Vemar Sharki Hands-On Review appeared first on Web Bike World. Click here to view the full article
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