Donnie Mason: 2018

Monday, December 3, 2018

Church of MO: 2008 Harley-Davidson XR1200 Review

Harley-Davidson moves in a mysterious ways, its wonders to perform; it plants its footsteps in the sea, and rides upon the storm. With the imminent exciting arrival of a brand-new flat-track inspired American motorcycle in January that’s not a Harley-Davidson, it’s fun to remember the tenth anniversary of the last flat-track inspired motorcycle that was. The XR1200 was such a crazy idea, H-D was afraid to bring it home to America for a whole year.

As far as I know, Harley-Davidson has never before launched a new motorcycle exclusively first in Europe. In Valencia, Spain, Harley did, and the XR1200 was launched in a big way to virtually anyone that can walk and talk in the European motorcycle press.The XR1200 is as close to a true sportsbike Harley-Davidson is ever going to make (except for the ill-fated VR1000 Superbike –Ed.). It’s air-cooled with a modified 1203cc Evolution V45 from the Sportster range. To make it more powerful than the rest, the XR1200 features a larger air-box, downdraft fuel injection and a performance-biased exhaust system. The result is a claimed 90 horsepower at 7.000 rpm and 73.8 ft-lbs of torque maxing at a low 3.700 rpm.

2008 Harley-Davidson XR1200. Only in Amer... er, um... Europe. 2008 Harley-Davidson XR1200. Only in Amer… er, um… Europe.

The XR1200 puts out a claimed 90 horsepower at 7,000 rpm and 73.8 ft-lbs of torque maxing at a low 3,700 rpm. The enlightened will know that a Buell makes more horsepower than this with similar technology. The XR1200 puts out a claimed 90 horsepower at 7,000 rpm and 73.8 ft-lbs of torque maxing at a low 3,700 rpm. The enlightened will know that a Buell makes more horsepower than this with similar technology.

Scott Parker (in the leathers) is a 9-time AMA flat-track champion.

The dual over-under up-swept exhaust is a signature design item and iconic to the XR1200’s inspiration, the XR750 flat-track dominator.

Riding the XR1200 aggressively through mountain passes and valleys was a very pleasing experience. Tor had to keep reminding himself that he was on a Harley, not a Buell! Riding the XR1200 aggressively through mountain passes and valleys was a very pleasing experience. Tor had to keep reminding himself that he was on a Harley, not a Buell!

The enlightened will know that a Buell makes more horsepower than this with similar technology. The reason the XR1200 doesn’t make a full 100 horsepower was explained to me by one of the Milwaukee engineers as being down to a lower volume airbox and different exhaust system. Harley-Davidson would never ever sacrifice style completely over performance and that is the reason.

The XR1200 sure makes a presence different to most other motorcycles. It’s unique from the Motor Company, and the only other motorcycle on the market I can find for some sort of comparison would be the Euro-only Yamaha MT01!

At the same time, if it hadn’t been for the 1970 launch of the 90-horsepower XR750 for flat-track racing, we would not have seen the XR1200. That the new 1200 makes the same horsepower as a 38-year-old bike will have to be forgiven, as modern noise and emission regulations don’t allow for much more.

‘The XR1200 sure makes a presence different to most other motorcycles.’

This early morning in April, I have the privilege of following Wrecking Crew member number 1 Scott Parker into the mountains on the XR1200. Parker is 9 times AMA champion and the most successful rider on the most successful flat-track racebike ever.

Not long after, Scott Parker and Brommie stunt-monkey Craig Jones were doing monos worth a gold medal up in the mountains. There’s no doubt in my mind after doing some of my own, this Harley is the most fun Harley-Davidson I have ever ridden! So it wheelies, but even more impressive is the ability to go fast through the tight corners in the Spanish mountains. True, the XR1200 is pretty much heavier than any other European brand motorcycle it is supposed to compete with. But once on the move it handles brilliantly and the monstrous torque curve is just a delight to use.

This Harley has got tires to match its abilities fully in the Dunlop Qualifiers. Using an 18-inch flat-track-style front wheel, the Qualifiers have been specially designed for the big Harley. With a 551-lb claimed dry weight, the XR is probably a little bit heavier than what the Qualifiers was intended for in the first place. But never mind, they stick like glue to the tarmac and only the footpeg feelers touch the ground. To me, those footpegs and feelers are the most annoying thing about the XR1200 package. At a standstill, I hit the feelers with my ankles, and getting back on the move I drag the footpegs up and they haven’t got spring action to bring them back down again. The Harley engineers that I spoke with told me that this was the first issue that they would address ahead of mass production scheduled for this spring.

The seat is quite thin and sporty, and the seat height is a low 29.2 inches. The handlebar is very wide and this makes it easy to wrestle the XR to its sides. The lean angle is very good, but despite the fact that it looks like the right exhaust side will touch ground first, it’s actually the typical Harley sidestand on the left that will touch first. The clutch cable looks fairly exposed and as if it will start grinding leaning the XR to its extreme left. It shouldn’t and it didn’t, it just looks that way. The whole mid-placed exhaust cover will grind on the right-hand side. Despite the fact that the XR1200 is the sportiest Harley ever, it still has got plenty of styling compromise.

Harley aficionados will frown upon the fact that there’s a plastic tank and rear fairing sides on the XR1200. The headlight is a standard Sportster item, and the double rear shocks remind me of a Sportster too. The travel is a short 3.5 inches at the back and 4.9 inches from the 43mm USD fork. That aluminium swingarm does not remind me of anything found on other Harleys, though. It looks technical and light.

Mounted on the 18-inch front wheel is a pair of 4-piston Nissin calipers providing plenty of stopping power. I can’t help it, but I am really glad that Harley-Davidson have kept Harley clutch and brake levers as they feel really good to use. The 5-speed gearbox was brilliant and not heavy to use at all.

Riding the XR1200 as hard as I dare through the mountain passes and valleys was a very pleasing experience. I had to keep reminding myself that I was on a Harley launch and not a Buell launch! Not that the XR 1200 feels anywhere remotely like a Buell. It’s too big for that but still handles so well. With the XR1200 working hard under you, it should be much easier to keep up with your friends on sportsbikes. You won’t go faster, but certainly as fast in many places.

On my way back from the mountains and into Valencia I got to test the city-riding qualities. The XR1200 filters like no other Harley, apart from maybe the Nightster. One of the major differences that make the XR1200 is the fact that it has got top tires that gives you the extra safety to go a little bit faster everywhere, also in town. A little bit too much heat radiation is my only town-riding complaint.

Finally, I asked Scott Parker which he preferred, the XR750 or the XR1200? Of course, Parker’s a company man, so he didn’t give any clear answers to that one. What was evident during our ride was that pretty much everyone enjoyed the XR immensely. (Too bad Harley hasn’t yet announced plans to sell the XR in North America – Ed.)

‘With the XR1200 working hard under you, it should be much easier to keep up with your friends on sportsbikes.’

Conclusion

The Harley-Davidson XR1200 is a solid piece of work. The whole aura of the bike and the XR750 heritage is pleasing. I feel owning one of these would be no problem at all – I’d be satisfied on all sorts of roads, and you’re not stuck through a hair-pin corner dragging a 240mm rear tyre (the XR1200 features a 180/55-ZR17) after you. The XR1200 can’t really compete on the edge with other European streetfighters, but it’s a huge step in the right direction should Harley ever wish to do so.

The 2008 Harley-Davidson XR1200 is a step in the right direction toward true hooliganism for the American bike maker as Tor implies in this photo. The 2008 Harley-Davidson XR1200 is a step in the right direction toward true hooliganism for the American bike maker as Tor implies in this photo.

The Perfect Bike For…
The rider that wants a sporty Harley and has been disappointed with the Sportsters or the V-Rod.

Highs:		Sighs:
XR1200, what a cool name! Torque is beautiful! It handles and wheelies!		Footpegs do not retract by themselves What exactly are those 50 kilos above the 200 mark? Not sold in America

XR 1200 Specs
Engine	Air-cooled, Evolution
Displacement	1202cc
Engine Torque	74 ft. lbs / 100 NM @ 3700 rpm
Horsepower	90hp / 67kW @ 7000 rpm
Bore x Stroke (mm)	88.9 x 96.8
Fuel System	Electronic Sequential Port Fuel Injection (ESPFI)
Compression Ratio	10.0:1
Exhaust System	Upswept, high-volume 2-1-2 straight shot exhaust system finished in satin chrome
Primary Drive	Chain, 57/34 ratio
Final Drive	Belt, 68/28 ratio
Clutch	8-plate, wet
Transmission	5 speed
Brakes, Dia (Front/Rear, mm)	292 dual / 260
Caliper Type	Dual 4-piston, fixed front, single-piston floating rear
Front Fork	43 mm inverted
Rear Shocks	Coil-over; preload dual-adjustable
Suspension Travel(mm)	Front 125/Rear 89
Frame	Mild steel tubular frame; circular sections; cast junctions
Swingarm	Aluminium cast
Length (mm)	2,195
Seat Height (mm)	742
Ground Clearance(mm)	147
Rake at steering head (°) / Trail(mm)	29.3 / 130
Fork Angle (°)	27.8
Wheelbase (mm)	Valentino Rossi
Fuel Capacity(liters)	13.3
Oil Capacity with Filter (liters)	2.8
Dry Weight (kg)	250
Color Options	Vivid Black; Mirage Orange Pearl; Pewter Denim

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Best Women’s Motorcycle Jackets

Thanksgiving is behind us, and the Christmas decorations are going up – unless you’ve got kids and couldn’t take the pressure and have already put them up. In much of the country, bikes have been tucked away for their long winter’s nap. Still, that doesn’t mean we aren’t thinking about motorcycling. In fact, the MIC (Motorcycle Industry Council) just released statistics about riders in 2018, and female ridership is up to 19%! Naturally, that got us thinking about women and riding and hoping that they were wearing proper motorcycle gear. So, for your perusal, we offer a list of Best Women’s Motorcycle Jackets – just in time for the holidays.

Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible

This Alpinestars three-season jacket has all the features you’d want for your longest rides – plus the protection of the optional Tech-Air system. Shaped to fit the female form, the Andes offers a fully waterproof construction which has the Drystar membrane bonded to the tough, abrasion resistant exterior textile. The Zippers are waterproof as are the front cargo pockets. Impact protection comes from the CE-armor in the elbows and shoulder, and the Tech-Air Street Airbag system can be installed for increased protection. The jacket also includes ventilation and a quilted liner to increase rider comfort in a variety of riding conditions. An internal zippered waist fastener facilitates the attachment of Alpinestars textile pants. The Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible Jacket retails for $550 and can be purchased at Amazon.com.

Cortech Women’s Bella Leather Jacket

If vintage/cafe styling is your thing, take a look at the Cortech Women’s Bella Leather Jacket. The 0.8-0.9 mm leather is aged for a broken-in look that will increase as the jacket is worn. The YKK zipper and other hardware is antiqued, too. The elbows and shoulders receive CE-approved armor, and an “articulated high-density back protector” is also included. The sleeves are pre-curved and accordion stretch panels in the shoulders assure a comfortable fit on the bike. Available in sizes XS-XL and Plus S-L, the Cortech Women’s Bella Leather Jacket is offered in Black and Vintage Brown, retailing for $275. It can be purchased from Amazon.com.

Dainese Racing 3 Perf. Lady Leather Jacket

For the sport riders among us, the Dainese Racing 3 Perf. Lady Leather Jacket offers both the form and the function you crave. Constructed of perforated Tutu cowhide leather, the jacket offers plenty of abrasion resistance while still letting the cooling air flow through. Aluminum inserts on the shoulders and elbow armor take care of the impacts on your corners. A pocket for the optional G1 back protector is included. Two colors are offered Black/White and Black/White/Fuchsia. The Dainese Racing 3 Perf. Lady Leather Jacket is available in Euro sizes 38-54 and retails for $319-$570. You can purchase the jacket from Amazon.com or directly from Dainese.

Joe Rocket Ladies Classic ’92 Jacket

The Joe Rocket Ladies Classic ’92 Jacket hits the right styling cues for a street-reasonable price. Constructed of 1.0-1.2 mm drum-dyed cowhide and tailored to fit in a relaxed feminine manner, the jacket offers a zip-in quilted liner and five interior pockets. The neoprene-lined collar ensures comfort when it is snapped closed. Optional armor fits the pockets in shoulders, elbows, and back. Color options are Black/White and Brown/Cream. The Joe Rocket Ladies Classic ’92 Jacket is available from Amazon.com for $270-$288.

Rev’It Ignition 3 Ladies Jacket

Riders who live in warmer climates will want to take a look at the Rev’It Ignition 3 Ladies Jacket. Constructed of 600 denier polyester in high abrasion areas and Dynax mesh in the chest and back for maximum airflow, the Ignition 3 also features Monaco Performance Cowhide. This combination of form and function in Ignition 3 has made it a popular model. Impact protection comes courtesy of the Level 2 CE armor in the elbows and shoulders, and a pocket in the back will accept Rev’It’s Seesoft CE-level 2 back protector insert Type RV. This jacket functions as a 3-season item even with its ample venting. A detachable waterproof Hydratex liner and a detachable thermal body warmer are also included with the jacket. Matching pants are available. Available only in Black, the Rev’It Ignition 3 Ladies Jacket retails for $540 and can be purchased from Revzilla.

Spidi 4Season H2Out Lady Jacket

One of the most versatile touring jackets we’ve ever used is available for women, too. The Spidi 4Season H2Out Lady Jacket takes all of the features we loved about the men’s jacket and adjusted them to fit the female form. The layered system allows the rider to wear only the features she needs at a given time, with the waterproof and insulating liners separately removable. The venting is impressive for a touring suit. The exterior shell provides abrasion resistance while CE-approved armor takes care of the elbows and shoulders. Optional chest and back protectors are available. The jacket zips to a matching pair of pants ($400) to form a complete suit for the long haul. The Spidi 4Season H2Out Lady Jacket is available in sizes XS-3XL in four colorways: Black/Grey, Black, Black/Grey/Fluorescent Yellow, and BlackGrey/Fuchsia. The retail price is $550 and can be purchased from Revzilla.

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GT Motocycles GTM-01 and GTM-02

Has your relationship with your Griso grown strained? Is it time to rekindle your romance? Love grows stale, it happens. And when it does, sometimes relighting the flame is as simple as an extensive makeover and/or a long stint in rehab. Our old pal Todd Eagan has been a Moto Guzzi guru/geek since Lago di Como was a slow leak, and he is standing by waiting for your call, ready to transform your flabby old CARC-equipped (Cardano Reattivo Compatto single-sided swingarm-o) Moto Guzzi into the lithe, 396-pound supermodel sportbike of your dreams. Read all about it below.

Begin Press Release:

GT MOTOCYCLES COMPLETES THE GTM-01 PROTOTYPE THAT IN- SPIRES THE PRODUCTION CUSTOM GTM-02 SERIES

Malibu, California-Based Builder Todd Eagan Creates Performance Moto Guzzis Designed for Passionate Riders

Messing with a legend is taking the bull by the horns. But that’s exactly the challenge accepted by Todd Eagan of GT MotoCycles in building the seriously stripped-down and brutally efficient GTM-01 for attacking apexes and delivering the sort of visceral thrill that unites riders, and respects both the iconic past and a unique place of Moto Guzzi motorcycles in history.

The GTM-01 is the product of Eagan’s million plus miles, countless corners and a long checklist on how to construct the ideal motorcycle. Stripping away all but the most essential running gear, wrapping those in a custom Tonti-inspired frame and upgrading the electronics and running gear to modern specifications, the one-of-one GTM-01 strikes a purposeful and refined silhouette. Eagan’s background as a pro-racer, committed Guzzifile and aftermarket parts manufacturer informed this stunning thesis that would surely bring a smile to Carlo Guzzi himself.

The in-house built 1380cc big bore high-output Moto Guzzi transverse V-Twin combines state-of-the-art performance into a brutally refined motorcycle. The powerplant and drivetrain at the build’s core is the proven and modern, fuel-injected, Moto Guzzi 4-valve overhead cam tranverse v-twin. Embraced by a lightened, narrowed and stiffened hybrid stock / GTM frame, which fuses the legendary Tonti big-block chassis with a modern single-sided (CARC) swingarm and monoshock. Decades of experience on customer builds and designing aftermarket parts, lead to many subtle engineering and aesthetic revisions that stiffen and strengthen the frame, without adding undue bulk. Attention to detail that will be appreciated by riders who enjoy premium products.

“I’ve always appreciated when custom bikes look like they could have come off of the manufacturer’s assembly line. I’m just going to build the bikes that I wish Moto Guzzi was making.” says Mr. Eagan. “Growing up in and around American muscle cars, but being a huge fan of Ferrari and Porsche design and engineering, I imagined a machine of merged worlds… American V8 big block type power in a well-built European style chassis. I’m proud of the GTM-01 custom, and excited to continue with the GTM-02 series.”

As it was being built, the GTM-01 inspired enough attention from customers and enthusiasts to create the GTM-02 bespoke production motorcycle series. The first of the complete in-house trellis frame GTM-02 production bikes shares many of the details from the GTM-01 prototype including embracing modern technology. The bikes are packed with premium amenities including keyless ignition via Motogadget’s Bluetooth with m.Ride integration, a wide-beam LED headlight created in partnership with KC HiLites, minimalist wiring and a unique LED taillight and indicators integrated directly into the frame. GTM-02 frames are currently ready for customer orders.

The singular GTM-01 weighs a feathery 396 lbs. without fuel and feels lighter due to the ultra-low CG, making this one lithe Goose. Experience again proves itself in the form of 140+ horsepower over a broad torque curve. A performance upgraded clutch drives through the 6-speed gearbox via the robust and responsive Moto Guzzi CARC (Cardano Reattivo Compatto) shaft-drive. Proprietary fuel mapping enables riders an undeniable connection with the iconic engine across the rev range, providing smooth and even thrust. Confidence and control in every corner, no matter the speed.

The GTM-01 front end features an utlra-rare Marzocchi 50mm RAC Factory Works fork, with the rear managed by a precision-crafted Matris R Dark monoshock. The GTM-01 rolls on superlight Marchesini forged-aluminum wheels with Dunlop Qualifier Q3+ tires for sure-footing confidence that would tame even the winding roads outside of Mandello Del Lario.

The exhaust is a GTM in house designed and built “X-Fire” system . It maximizes performance without excess weight. The headers intersect in a cross muffler system that is both a balance pipe and structural member, reducing weight and complexity.

“I’m not out to make motorcycle art. GT MotoCycles are built to be ridden. These aren’t for everyone, and that is sort of the point I guess. I’m confident that experienced riders will be smiling after firing it up, and that’s before the real fun begins when you let the clutch out!” says Mr. Eagan.

Countersteer: Riding In The Sand

Not a week ago, I was barreling down a tight road in Baja comprised of deep sand at about 70 mph. I love riding in the sand. It doesn’t intimidate me, and I enjoy it. You see, I began riding off-road in southern California where the sand is deep and rocks are aplenty. To quote Bane in The Dark Knight Rises, “Oh, you think ~~darkness~~ sand is your ally. But you merely adopted the ~~dark~~ sand; I was born in it, molded by it.” I’m no pro desert racer, but I was living out fantasies of being one for the last seven days in Mexico. As I ripped through deep sandy trails, I thought back to an analogy someone once told me.

Life is a lot like riding in the sand, a great friend and mentor once told me. You have to be aggressive, yet adaptable while maintaining momentum and looking as far ahead as possible.

Deep sand sucks power from motorcycles – until you manage to carry enough momentum to begin gliding across the top of it. Like life, where you get bogged down at points that it can be tiring to continue moving forward, if you keep on the gas, you’ll be riding back on top before you know it.

There are all sorts of prickly reminders to stay on track while riding in the desert.

Once you’ve got momentum, the more aggressive you are, the more fun you’ll have. The more throttle you’ll use. The more you’ll depend on weighting the pegs to smoothly change direction on your way through it. Though unless you can see far enough ahead, you better plan for the occasional boulder lying in your path, ready to catch you off guard and launch you into the nearest Cholla patch or giant Cardón on the side of the trail. Some of the hits we recover from smoothly and say out loud focus!, but every so often, there comes a surprise hit that’s so hard you come off or get a pinch flat. As long as you’re prepared, it’s easy to come back from these big hits, it may just take a little longer. Keeping focus is paramount.

Looking as far ahead as possible is ever important, and as you twist the throttle, it becomes even more so. At higher speeds, when you’re hard on the gas, you’ve already bought the terrain right in front of you. Don’t worry about what’s happening now. Glance off the small bumps, loft the front, and stay concentrated. Put your full focus on what lies ahead. Prepare for a change of direction, brace for rough patches, and keep an eye out for big obstacles.

Be ready to adapt, stay loose, keep momentum, be aggressive, and keep your eyes up and looking ahead, because life is just like riding in the sand.

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MO Tested: Motoz Xtreme Hybrid / Xtreme Hybrid Gummy BFM Tires Review

Since my conversion five years ago to dual-sport from pure dirt bikes, with the purchase of my 2013 KTM EXC 500, the question of tires has been an ongoing experiment. My tire requirement list covers a wide range of needs. My favorite riding spot is about 25 miles from the garage including a quick freeway trip, a country road, then a winding paved climb where I practice my supermoto skills. From there, the dirt is your typical California mountain fare: super loose silt, baby-head sized rocks, roots and everything in between. The goal has always been to find a tire that can endure the pavement abuse, corner like a street bike and then inspire that rare confidence in the dirt – hooking up like we actually have had some moisture in the last six months – while lasting a good long while.

I recently discovered Motoz tires, as many of the bigger-biked dual-sport guys I ride with are running them these days. Motoz, an Australian company that builds tires in its own plant in Thailand, describes its rubber as “the craft beer of tires.” They offer a wide range of tires, from those for heavy long-distance ADV bikes, to pure-focused traditional dirt tires. My first pair was the “Tractionator” series; these were the best tires I have ever mounted to date, they felt amazing and could not be killed.

Used-up rear Tractionator Desert H/T beneath virgin Xtreme Hybrid Gummy BFM waiting to be spooned onto a rear rim in the Hatch Motosports Complex.

But we always want more, don’t we?

I made the calls, and stepped up to the new Motoz Xtreme Hybrid 80/100-21 front and Xtreme Hybrid Gummy BFM 120/100-18 rear (even though my old Tractionator front still had plenty of juice left in it).

New front Xtreme Hybrid loaded and ready for action.

The new front really inspired heaps of confidence right out of the gate. It stays where you aim it with its beefy-tight yet pliant tread pattern. On the highway it feels stable, on twisty roads it will do anything you ask of it. Once in the dirt, it felt amazing in those super slippery silt-lined off-camber ruts, and everywhere else.

I’ve had a hard time finding a DOT tire that feels like a pure motocross tire, yet will last more than one or two rides. I have tested over a dozen models over the years; some have been so wooden and slippery I had to actually stop and look if there was still a tire up front. Others were gone after one ride, chewed and taken by the rocks. To date, this Xtreme Hybrid has done everything I need better than any front I have ever mounted, including non-DOT tires. After a brutal day the knobs still look fresh with a few mold hairs even remaining. Until further notice, the Xtreme Hybrid is now my official go-to front set up.

Out back, the Xtreme Hybrid Gummy BFM was also amazing, like someone watered the dusty run for me. Traction was off the chart, while still allowing me to slide it around corners with perfect predictability. The KTM can spin the rear on command, but the level of hook-up with the BFM was unprecedented. For the type of riding I do, however, the Gummy may be a tad too soft, as one ride placed a proper beating on the center-most knobs. If you have a special event, race, or want the absolute most hook to get you through the day, this is your tire. As for me, I’ll be trying a medium compound Xtreme Hybrid rear next time.

Bottom line for me is that Motoz has finally brought the real-deal dirt tire to the DOT world; there are no longer any compromises when it comes to finding pavement and dirt confidence, all while keeping it legal. I will keep experimenting in Motoz’s catalog until I find the perfect combo for me, but I think we’re already very, very close.

The USA distributor is PacificPowersports.com. Motoz’s are priced in a super competitive manner for what you get – about $90 for the front and $135 for the rear – and no longer a well-kept secret. Good on them.

Available Sizes
Motoz Xtreme Hybrid Front	80/100-21
Motoz Xtreme Hybrid Rear	110/100-18
Motoz Xtreme Hybrid Rear	120/100-18
Motoz Xtreme Hybrid Rear	110/90-19
Motoz Xtreme Hybrid Gummy BFM Rear	110/100-18
Motoz Xtreme Hybrid Gummy BFM Rear	120/100-18
Motoz Xtreme Hybrid Gummy BFM Rear	110/90-19

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KTM RC16 MotoGP Race Bikes Available for Sale

Looking for the perfect Christmas present for a MotoGP fan? If you’ve got 250,000 euros (US$282,000) available, then why not pick up one of KTM‘s RC16 MotoGP race bikes?

That’s right, KTM is offering two of its RC16 bikes for private sale. The offer comes just a couple of weeks KTM completed its second MotoGP season, a campaign that ended with Pol Espargaro securing KTM its first MotoGP podium with a third-place finish at Valencia.

KTM probably didn’t make as much progress in 2018 as it would have liked, but the Austrian manufacturer can draw some satisfaction in Pol Espargaro’s podium finish at Valencia.

The quarter of a million euro price tag gets the buyer more than just a MotoGP bike; the buyer will also receive a full set of Espargaro’s race gear including an autographed helmet and a chance to be a guest of the Red Bull KTM Factory Team at a Grand Prix weekend of the buyer’s choice. This includes a paddock tour, a pitbox tour, a meet and greet with Espargaro and his new teammate Johann Zarco, plus a set of team wear and access to the Red Bull Energy station all weekend.

Interested buyers can contact rc16@ktm.com for more details on how to buy the KTM RC16.

Despite Espargaro’s historic podium, KTM probably didn’t make as much progress as it would have liked in its second MotoGP season. KTM only gained three points in the manufacturer’s standings compared to its debut campaign, with only five top-10 results compared to seven in 2017.

The 2019 season will be important for KTM, with much higher expectations. Zarco should be an improvement over Bradley Smith plus KTM’s presence will expand with Hafizh Syahrin and Miguel Oliveira riding RC16 bikes for the new satellite Red Bull KTM Tech3 team. KTM will also benefit from having the recently retired Dani Pedrosa as its new test rider.

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The Best Cyber Monday Deals for Motorcyclists

The Thanksgiving weekend is over, and people are heading back to work, but that doesn’t mean retailers are done offering big discounts. It’s Cyber Monday, but really, it’s just a continuation of Black Friday with many of the same sales still on-going. For Cyber Monday, we’ve compiled another list of some of the best deals for motorcyclists we could find.

Klim K1R Karbon Discern Helmet – $349.99 (36% off)

The K1R Karbon is Klim’s top street helmet designed for long-distance travel. The helmet has a carbon fiber shell construction for light weight, with Klim claiming a weight of just 2.9 pounds. The K1R Karbon comes with a transition shield, adapting to the sun’s UV rays. The helmet is also aerodynamically designed to reduce noise.

Klim Carlsbad Jacket – $399.99 (31% off)

The Klim Carlsbad jacket is a streamlined, lightweight and affordable option for adventure touring. Losing some of the extra features of Klim’s higher-end jackets keeps the Carlsbad from being too bulky, making it more comfortable as an every day riding jacket.

The Carlsbad offers a Gore-Tex shell to keep you dry, and six vents help you stay cool in warmer weather. The jacket comes with D30 CE level 1 armor in the elbow, shoulder and back while key abrasion points are protected by durable Karbonite Ripstop fabric.

Spidi Multitech Armor EVO Jacket – $254.92 (15% off)

The Multitech Armor EVO from Spidi is an armored, ventilated mesh jacket that can be worn on its own in the summer or under technical garments when it gets cooler. The jacket comes a Warrior back and chest protector plus CE level 1 armor on the shoulders and elbows.

Fox Racing Bomber S Gloves – $47.97 (40% off)

The Bomber S is the only glove in Fox Racing’s lineup with a double-layer leather palm. The knuckles are protected with plastic while the cuff is slightly longer for increased wrist coverage.

Other features include silicone on the finger tips for better lever grip, a hook-and-loop wrist closure and a perforated leather upper for better comfort and breathability.

Akrapovic GP Slip-On Exhaust – $270.96-$846.97 (15% off)

Designed to resemble the exhaust on Yamaha‘s M1 MotoGP bike, Akrapovic’s GP slip-on exhaust is mainly designed for sportbikes but can be fitted on to other streetbikes such as the MT-10 or Ducati‘s Scramblers.

Akrapovic claims the titanium slip-on increases both power and torque performance across the rev range.

Vance & Hines VO2 Rogue Air Intake For Harley-Davidsons – $359.99 (10% off)

The VO2 Rogue air intake from Vance & Hines is designed for a range of Harley-Davidson models including tourers, Softails and Sportsters. The intake comes with a high-flow washable and reusable filter.

Arlen Ness Fairing for 2006-2017 Harley-Davidson Dynas – $280.46-$325.46 (15% off)

This café-styled Arlen Ness fairing is designed to fit most Harley-Davidson Dynas with a bottom-mount headlight unit. The fairing is made of ABS plastic with a smoked Plexiglas windscreen. The fairing comes with all mounting hardware and a choice of a black or a paintable finish.

Arlen Ness Retro Driver Floorboards For 1984-2019 Harley-Davidsons – $339.96 (15% off)

Arlen Ness also produces these retro-styled floorboards for Harley-Davidson models from 1984 to 2019. The boards are constructed of billet aluminum and treated to a chrome plating. Full-length rubber inserts offer better grip and improved comfort.

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