2018 Zero DSR First Ride Review


2018 Zero DSR

Editor Score: 86.0%

Engine 18.75/20
Suspension/Handling 13.5/15
Transmission/Clutch 10.0/10
Brakes 7.75/10
Instruments/Controls 3.75/5
Ergonomics/Comfort 8.5/10
Appearance/Quality 7.75/10
Desirability 8.25/10
Value 7.75/10
Overall Score 86/100

Riding the Zero DSR quickly turned me into a child. Laughing hysterically as I sneaked through traffic and by unsuspecting pedestrians, getting a kick out of the shocked faces on these innocent bystanders was one of the first reasons I enjoyed the Zero DSR, the second involved the R part of its model designation. I came for the ninja-like stealth, but stayed for the claimed 116 lb-ft of torque. Any time there was dirt in sight, a patch of gravel, an unbordered planter in a parking lot, I would bee-line for it, lighting up that rear tire quicker than the aforementioned innocent bystander could shield themselves from the dust. I’d like to say I’m sorry to the man in that car at the Rose Bowl parking lot who endured a large cloud of dust blowing into his open car windows.

2016 Zero DSR First Ride Review

Yeah, I didn’t do anything to elevate the public’s view of motorcycling that day, but I did realize I needed to get the DSR off of the pavement and away from the throngs of pedestrians that so densely populate the LA basin. Somewhere where I could no longer be a threat to clean car interiors and honest Starbucks-going civilians. Why? Because the performance of the 2018 Zero DSR is the little red electric motorcycle on my shoulder telling me to go for it, to do it, and the little responsible white one is nowhere to be found.

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The Future of Motorcycling gets… Future-er

2018 Zero DSR

The 2018 Zero DSR retails for $16,495, and with the accessory Charge Tank fitted to the model we tested, you’re looking at $18,790. Before any federal or state rebates and incentives.

The 2018 Zero DSR has a higher output 775-amp motor controller (compared to the non-R model’s 550-amp controller), paired with an upgraded Z-Force motor with higher temperature magnets (again, compared to the non-R model without the high-temp magnets) which, if you hadn’t already put it together, is fast. Real fast. The claim is 70 hp which is respectable, but the 116 lb-ft of torque is the ringer. While somewhat soft on the initial twist even in Sport mode – programmed this way to prevent loopage – once you get into the meat and potatoes of the throttle and the torque starts building, it does so quick and unapologetically, as if saying, you asked for this, now hold on.

With Sport mode giving you everything the motor has to offer, you can also tone down the performance and boost your mileage by using Eco mode, limiting top speed to 70 mph and reducing torque. Of course, if you find those two modes too far apart and are looking for your own goldilocks setting, there’s an app for that! The third and final mode is the Custom setting which allows you to set your own preferences of max torque, top speed, max regen, and max regen brake via the Zero Motorcycles app on your smartphone. Once connected to the motorcycle, the bike collects the data and changes the Custom mode to the parameters you’ve set. If you switch off the motorcycle and turn it back on and your phone doesn’t connect, the motorcycle will retain the last settings it had for the Custom mode.

2018 Zero DSR

Zero expects the battery to last for the life of the motorcycle, claiming the ZF14.4 in our test mule can travel over 200,000 miles with the batteries retaining 80% of their original maximum capacity. Zero’s 5-year, unlimited mile warranty is also a nice touch.

The DSR only comes with one battery option, which is the 102 V, 14.4kWh (12.6kWh nominal), ZF14.4. You do have the option of adding the accessory Power Tank for a paltry $2,895 to increase capacity by 3.6 kWh. The ZF14.4’s range is claimed at 163 city miles and 78 highway miles (if you maintain a constant 70 mph). Though recently, after leaving the house with a full charge, a 16-mile round trip that included almost entirely freeway miles, saw an 82% battery level upon my return home. That mileage equates to over 80 miles of range at speeds well above 70 mph, assuming the gauge works consistently. As usual, your mileage may vary.

2018 Zero DSR

The small rubber dust cover hide the DSR’s charge port away from the elements.

When it comes time to charge up, the Zero includes a charging cable tucked away into a nice round hole in the swingarm, allowing for easy charging from your typical U.S. 120 V outlets. Charge time from a household outlet is rated at 9.3 hours for a 0-95% charge and 9.8 hours for 0-100%.

2018 Zero DSR

Level up to Level 2 charging capability for an extra $2,295.

Of course, why spend all that time waiting when you have the option of purchasing the accessory Charge Tank? For $2,295 this upgrade will allow you to use Level 2 (220 V) charging stations while you’re out and about or if you own an electric automobile and have had the system installed. Zero claims the charge is up to 6x faster with the Charge Tank allowing for a full charge in 2.5 hours and a 0-95% charge in 2 hours. It should be noted however, you will have to choose whether you want faster charge capability or more range since you can’t outfit both the Charge Tank and Power Tank to the same motorcycle. Of the two, we’d choose the Charge Tank option. Mainly because the Power Tank adds a nearly 50-lb battery far away from the bike’s center of mass, and also because the Charge Tank is more useful in everyday situations.

A Zero for any (mostly smooth) road

2018 Zero DSR

Riding the Zero is a different experience for sure, but it’s not so different from a typical ICE bike. It doesn’t take long before you’ve forgotten all about the lack of shifting and clutching, though I still find myself reaching for ghost levers now and then. The DSR offers a neutral riding position and a 31.8-inch tall wide seat that is all day (or 70-163 miles) comfortable. Since this is the “dual-sport” model, you get large footpegs that look like they should be on my adventure bike. While the footpegs offer ample grip and surface size, the DSR doesn’t have much ground clearance and could benefit from bar risers if you plan on standing for any amount of time. Keep the off-roading limited to smooth fire roads and you’re in for a treat as the Pirelli MT 60s offer pretty good grip in dusty, gravelly conditions and the torque will have you breaking the rear end loose and looking like Jared Mees around every corner.

2018 Zero DSR

Here we have an upskirt shot of the Zero DSR’s 40mm Showa piggy-back shock and Z-Force® 75-7R passively air-cooled, high efficiency, radial flux, interior permanent hi-temp magnet, brushless motor.

The Zero DSR offers 7-inches of travel from its fully adjustable Showa suspension both front and rear, though with roughly 8-inches of ground clearance, you’ll want to select the curbs you jump off of carefully. Speaking of jumping, I was also told there is a specific technique to jumping the DSR because you can easily break the Poly Chain HTD Carbon belt that drives the rear wheel. As if you needed another reason to stay tame during your off-pavement excursions, those gorgeous 19-inch front/17-inch rear gold- anodized cast wheels probably won’t be up to the kind of hits high-speed off-road riding dishes out. We’ve been unable to weigh the 2018 model, but it should fall in somewhere around the 452-pound mark of the similarly equipped 2016 model we weighed a few years ago.

2016 Zero DSR 10th-Anniversary Edition Review

Braking components are provided by the Spanish company J.Juan. J.Juan components have been used and tested in Moto2, however, these units don’t quite perform to that caliber. On the front, the DSR uses a single 320mm disc with a dual-piston floating caliper with Bosch Gen 9 ABS tech. Despite having a steel-braided line, brake feel at the lever was fairly squishy, but still got the bike slowed after a firm squeeze. A single 240mm rotor is used on the rear with a single-piston floating caliper. Though they didn’t feel overly strong on the street, the Spanish braking bits were just fine off-road once we disabled the ABS.

2018 Zero DSR

Loud pipes save lives! While the verdict may be out on that one, I did notice while lane-splitting, the last second swerving away from me happened less frequently than when I would come up beside cars on an ICE bike.

On canyon roads, I was told the Pirelli MT 60s provided a surprising amount of grip for sport riding. Of course any tire you put on this torque-beast likely won’t last long whether you’re carving your favorite canyon roads or blasting down the trails, 116 lb-ft of oomph is serious business. But hey! Maybe you’re not as ham-fisted as some of us and you’ll be just fine.

Living With A Zero SR

As tested, our 2018 Zero DSR rings up for $18,790 which includes the $2,295 accessory Charge Tank. That’s a pretty penny, but considering the time and money you save on gas and maintenance, maybe it’s worth it? Many states offer incentive programs to help lessen the financial blow and the U.S. also has a federal tax credit up to $2,500, though 2018 models are not yet eligible. It took me two days with the DSR to start having visions of ownership. Get out and ride one and let us know what you think.

 

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The post 2018 Zero DSR First Ride Review appeared first on Motorcycle.com.

MO Tested: DRYSPEC H35 Waterproof Cases Review

When I picked up our Triumph Tiger 1200 for a 900-mile trip up to northern California’s Monterey Peninsula, I had really hoped Triumph would have outfitted the big adventure touring bike with the OE luggage. Alas, the big trumpet was devoid of storage, save for the impressively large underseat compartment and a not-so-impressive rear rack. Thankfully, Evans Brasstacks always has a backup plan. No sooner had I called Evans whining, he was on the horn with our friends at TwistedThrottle.com working out a solution. Enter the new DRYSPEC H35 waterproof cases.

2018 Triumph Tiger 1200 XCa Review

TwistedThrottle LLC is the sole distributor for DRYSPEC in North America and was quickly able to get the necessary mounting rack and cases to us for our trip. Being that we had a lot going on with the Triumph Tiger 1200 in a relatively short amount of time (as usual), I asked Johnny B to bring the Tiger straight to my house once he was done shooting his video on a Thursday evening so I could install the rack and cases for an early departure the following morning.

Installation

DRYSPEC H35

Maybe this only happens to me, but anytime I’m installing/wrenching on something it always takes longer than expected, either I overthink something or impatiently breeze through the necessary steps. To that point, I expected to run into some issue that would cause the installation process of the rack to take longer than it should. So, I wasn’t stoked about having to install the product the night before I needed to leave.

Twisted Throttle Announces “Bomb-Proof” Adventure Luggage

The A-Lock adapter kit for the DRYSPEC cases fit SW Motech racks as well as most GIVI PL series racks. This gives customers who are interested in mounting up the DRYSPEC luggage a few options for racks. TwistedThrottle sent us the SW Motech Quick-Lock EVO side carriers as well as the A-Lock adapter plate to get our H35 DRYSPEC cases mounted up on the Tiger 1200 XCA.

DRYSPEC H35

The black powder-coated tubular steel frame of the SW Motech carrier was a cinch to install and can be easily removed and reinstalled via the four quick fasteners – two of which can be seen on the bottom of the rack above.

The black powder-coated tubular steel carriers of the SW Motech Quick-Lock EVO system was easily installed in about 30-45 minutes with no hassles or hiccups along the way. Wonderful. It should also be noted that if you wish to remove them while they aren’t needed, the Quick-Lock EVO system has four quick fasteners that let you pull off the rack and leave the subtle mounting points in place. SW Motech also offers optional key locks in order to lock the racks to the motorcycle should you find yourself concerned about security.

DRYSPEC H35

The A-Lock adapter for the DRYSPEC H35 cases uses flush-mounted hardware in case you find yourself wanting to test out some of DRYSPEC’s soft luggage.

After the rack and adapter plates are in place, the cases easily slide down onto the A-Lock plate, securing via four steel bushings and securely mounting in place with a lockable 18-gauge stainless steel over-center latch.

DRYSPEC H35 Cases

DRYSPEC H35

The DRYSPEC H35 cases themselves are made from a proprietary resin co-polymer material that features a 3/16-inch (5mm) wall thickness, waterproof seal, and 35 L of storage capacity. The cases are symmetrical and can be used interchangeably from side to side and also as a top case with the appropriate mounting hardware.  

The H35s feel robust and worked just as they were supposed to during my time with them. I was unable to test their waterproofness in much more than heavy mist, but the cases hold IP67 and MIL-STD-810F ratings which should offer some peace-of-mind.  

DRYSPEC H35

The pressure equalizer in the middle allows the pressure in the cases to change as you go up or down in elevation.

As mentioned previously, the cases are able to be locked to the mounting rack and have a specific key dedicated to over-center latch. The TSA-approved locks that keep the case’s lid closed use the same keys for both cases.

DRYSPEC H35

The fit and finish of the cases and rack is impressive and works perfectly together.

The silver plastic bit with the lock must be pulled backward to release the lid latches. One of my only complaints with the entire setup are with these latches. I wish the latch itself had some sort of detent because opening the case with one hand is nearly impossible as you need to hold the latches up or they fall right back down rendering it a PITA to open one-handed.

DRYSPEC H35

The H35 lid offers a detent in this position before opening to just over 90-degrees. Top-loading liners are also available.

The quick disconnect from the mounting rack made unlocking and bringing the cases into our hotel in the evening a cinch. The handles work great and are spring-loaded to stay against the box while not being used.

DRYSPEC H35

The H35 cases mounted on the SW Motech carriers give the bike a width of 40-inches in the rear. Something to keep in mind while navigating tight spaces.

With each case weighing in at 10.7-pounds and the rack at something around 12, you’re looking at just over 33-pounds for the entire set-up as we ran it on the Tiger 1200. Not the lightest option perhaps, but the rack and cases feel like they could withstand some serious abuse.

DRYSPEC offers MOLLE accessory mounting kits for the lid and sides of the cases allowing you to strap all sorts of accessories to the outside of your H35 cases.

dryspec h35

The DRYSPEC H35s are priced at $349 per case, the SW Motech rack rings up at $356.95, and the A-Lock adapter plate for the SW Motech racks will run you $114. As tested, the setup we used retails for $1,168.95. While the OEM luggage for the Tiger 1200 is currently unavailable, the Triumph Adventure 2 cases, which fit the previous Explorer model, offer slightly less capacity and ring up for just over $1,000.

If you’re in the market for new luggage for your adventure bike, I would suggest considering the American-made DRYSPEC H35s. After all, like the company’s slogan says: “70% of the world is wet”.

Features:

A-Lock mounting system for strength, security and simplicity
Proprietary Resin Co-Polymer case construction
3/16in (5mm) wall thickness
18 gauge stainless steel over-center latch
Stainless steel mounting bushings
dual layer steel and HDPE mounting rail
Premium lid latches with TSA approved locks
Fold away carry handle
Submersible: IP67 & MIL-STD-810F
Impact certified: Category 1 ATA Specification 300
Drop Certified: ATSM D-4169 D-18
Vibration Certified: ATSM D-4169 D-18
Versatile use as side or top case
35 liter capacity
Interior dimensions: L18in x W13in x H9.5in (45.7cm x 33cm x 24.1cm)
Exterior dimensions: L19.9in x W16.1in x H10.1in (50.5cm x 40.9cm x 25.7cm)
Weight: 10.7lbs (4.9kg)


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DRYSPEC H35
DRYSPEC H35

The post MO Tested: DRYSPEC H35 Waterproof Cases Review appeared first on Motorcycle.com.

2019 Honda CRF Off-Road, Motocross and Dual-Sport Model Line First Look

Honda just stepped its game up big time for 2019, with the release of the ‘CRF Collective.’ There are three all-new models to look forward to including a CRF250RX, a CRF450RWE (Works Edition), and get this, a long-awaited and only dreamed of before, CRF450L dual-sport. (!!!) If that wasn’t exciting enough on its own, Honda just about completely redesigned its ‘King of the Trail’, top dog, Baja-dominating CRF450X. The rest of the CRF lineup got the full treatment as well, with significant upgrades and improvements to the CRF450R, CRF450RX, CRF250R and CRF150R models.

For years now, KTM and Husqvarna have been trying to corner the off-road and dual-sport market with a model for just about any rider in every discipline, while Japan took a backseat and watched its market share fall. Well, Honda just brought out its big guns and fired back in a big way. Of these seven new and/or improved models, The 450L is perhaps the most exciting, to us at MO anyhow, given that it’s now street-legal.

2019 Honda CRF Lineup

This is the first time ever that a Japanese manufacturer has built a dual-sport that’s a direct descendant of its premier 450-class motocrosser. The CRF450L isn’t like the CRF250L (which shares its motor with the CBR250); meaning it’s not a soft, heavy, corked-up and underpowered cousin of its racer kin. Sure, Honda had to tweak it to make it street-legal, but the 450L looks to be the real deal, and a major threat to its plated KTM and Husky 450 rivals. The CRF450L will be a real off-road trail weapon, and with a six-speed transmission, a runner on the road as well.

Scroll down for a full breakdown with all the specs, comparisons and detailed info on all the new improvements and upgrades the Honda CRF line received for the upcoming 2019 model year. We’re super excited about this announcement, and you should be too.

Honda Press Release:


Honda Broadens CRF Lineup with Expansive New-Model Launch

Largest performance off-road release yet includes new models for diverse applications

During a recent “CRF Collective” unveiling ceremony at Fox Racing headquarters, Honda announced its most far-reaching range of performance off-road models ever, expanding the group by three and significantly improving the four returning models. Leveraging the brand’s unparalleled experience in the manufacture of dirt bikes, Honda’s performance off-road lineup now includes CRF machines for riding applications including motocross, closed-course off-road, pure off-road, and even dual sport.

All seven models are based on the platforms of Honda’s revolutionary motocrossers, the CRF450R and CRF250R. Those two machines return for 2019 but with important updates, as does the closed-course off-road CRF450RX. In addition, Honda is offering a factory-replica version of its full-size motocrosser called the CRF450RWE (“Works Edition”). The trail-ready CRF450X is entirely new for 2019, and it’s joined by a road-legal CRF450L that enables customers to connect trails via asphalt. Finally, Honda is also introducing an all-new CRF250RX closed-course off-road machine.

“Honda’s history in off-road is something we’re very proud of, from the ’70s-era Elsinores, through the XRs of the ’80s and ’90s, to the post-millennial CRF models,” said Lee Edmunds, American Honda’s Manager of Motorcycle Marketing Communications. “For 2019, it’s exciting to build on that reputation with the most expansive lineup of CRF performance off-road models ever offered, and to reach a wide range of enthusiasts through motorcycles that are tailored to an equally diverse spectrum of riding environments. With this new lineup, there really is a CRF off-road performance machine for everyone.”

CRF450L

 2019 Honda CRF Lineup

The trails are calling, and the all-new road-legal CRF450L answers, expanding customers’ off-road possibilities by enabling access to the best riding trails, even when that means connecting them via asphalt roads. Street legality is achieved via features like LED lighting, mirrors, and a dedicated exhaust system. Equally at home in the woods or desert, the CRF450L has a wide-ratio six-speed transmission for maximum adaptability, while a lightweight, 2.0-gallon tank offers great range. Compared to the CRF450R motocrosser, crank mass is up for tractability in technical conditions, where a large-capacity radiator keeps things cool.




CRF450L Key Features

  • Lightweight, 2.0-gallon titanium fuel tank for long range
  • Riding time maximized by lightweight, compact LED lighting system, featuring headlight with high-intensity projection for illuminating broad area
  • Rear-view mirrors
  • Lightweight lithium-ion battery with increased capacity compared to CRF450R, to power electrical components
  • Lightweight, compact digital meter with black characters on a white liquid-crystal background is easily legible while riding

Engine/Drivetrain

  • 449.7cc Unicam® engine specially tailored for trail-to-trail riding
  • Finger rocker arm contributes to compact layout while using dedicated design to attain off-road-specific power characteristics. DLC surface treatment reduces friction
  • Dedicated valve timing for smooth power delivery in technical riding
  • High crank inertia (up 12% over CRF450R) for tractable power delivery in technical terrain
  • 12.0:1 compression ratio
  • New piston with three-ring design
  • Wide-ratio six-speed transmission is ready for a wide variety of off-road terrain or road going
  • Special clutch design enables light lever pull. Primary damper mechanism with friction springs suppresses engine torque fluctuations, ensuring smooth running
  • Large-capacity radiators with high heat-exchange efficiency for strong performance in demanding off-road conditions
  • Electric fan and thermostat control engine temperature in brutal conditions
  • ECU with dedicated settings
  • Noise emissions minimized via covers on the left and right crank cases
  • Powerful AC generator for street-legal lighting
  • Air cleaner box
  • Dedicated single-muffler exhaust system provides great sound while meeting emissions requirements

Chassis/Suspension

  • Aluminum twin-spar frame designed for nimble-yet-stable handling on trails
  • Subframe designed to ensure optimum rigidity balance appropriate for carrying tools
  • 49mm Showa fork with dedicated settings for trail-to-trail riding
  • Shock based on that of the CRF450R but with dedicated settings and link ratio for off-road riding
  • Front brake uses design from CRF450R, but with better fade resistance thanks to thicker discs and large-capacity reservoir
  • Endless sealed chain withstands the elements
  • Front and rear sprockets, produced in durable steel material, feature damper system for smooth, quiet running
  • Urethane injection in swingarm to reduce road noise
  • Fuel tank cap with a cut-off valve prevents fuel from flowing out of tank if the bike is on its side
  • LED turn signals with flexible mounts for durability
  • Easily accessible electronic component box on left side of the frame
  • Black 7/8” Renthal handlebar with red pad
  • Compact, lightweight handlebar switches
  • In-mold graphics are resistant to peeling caused by washing or abrasion
  • IRC GP-21F/GP-22R tires provide great balance of on- and off-road performance
  • Black rims for strong presence

Specifications

 

CRF450RWE (Works Edition)

2019 Honda CRF Lineup

For the 2019 model year, you don’t have to be Ken Roczen to enjoy a CRF450R with factory enhancements, as the new CRF450RWE features a number of upgrades based on the bikes in the Team Honda HRC race shop. Rocketing to the top step of the podium through the use of a specially designed cylinder head with hand-polished ports, Yoshimura titanium slip-on muffler, and special ECU settings, this new model offers increased low- and mid-range torque. It also features the same graphics as Roczen’s No. 94 race bike, including a Throttle Jockey factory seat cover. Upgraded black D.I.D LT-X rims are included, along with black triple clamps and a gold RK chain. Titanium nitride-coated fork legs and an updated, titanium nitride-coated shock shaft increase traction and bump absorption.




CRF450RWE Key Features

  • Unique cylinder head with factory hand-polished ports improves torque feeling from low- to midrange, especially between 5,000 and 6,000 rpm, for even quicker lap times
  • Yoshimura slip-on muffler with titanium body and pipes, plus carbon fiber tail caps, exclusively designed for the CRF450RWE
  • ECU settings optimize performance advantages of the Yoshimura exhaust and cylinder-head updates
  • HRC launch control with special settings influenced by Ken Roczen
  • Kashima fork-tube coating reduces friction and improves handling performance. Developed by Miyaki Company of Japan, Kashima coating is a special treatment for hard-anodized finishes that fills the micro-pores on the surface of hard-anodized aluminum for better lubrication and reduced stiction
  • Titanium nitride coating on fork legs enhances suspension feel
  • Shock shaft processed with Super Finisher and coated with titanium nitride for superior performance
  • Stronger D.I.D LT-X black rims with special laser-engraved logo
  • High-performance gold RK chain
  • Throttle Jockey factory Team Honda HRC graphics and seat cover for premium look and enhanced grip during acceleration
  • Top and bottom triple clamps in black complement high-end look

Engine/Drivetrain

  • 449cc single-cylinder engine with Unicam® cylinder head, downdraft intake tract, and electric start offer unparalleled “Absolute Holeshot” performance
  • Updated cylinder-head design, with changes near the exhaust ports, achieves improved exhaust efficiency and contributes to increased power across the rev range
  • Revised clutch lifter and pressure plate allow optimum oil supply to clutch plates and friction discs, resulting in enhanced durability
  • New scavenge-pump design features two 12mm pumps, up from a single 16mm pump, for increased lubrication and reduced friction in the engine, improving peak performance and enhancing over-rev characteristics
  • All-new piston oil jet uses five nozzle holes and a refined pattern to improve cooling efficiency and reduce knocking, enabling a precise ignition-timing setting for optimum power delivery
  • Shift sensor adopted to establish an ignition map for each gear, enabling optimum running
  • Utilizing the space gained by eliminating the kick starter, a new exhaust features a larger pipe diameter and optimized design at the branching location for increased power. Previously 31.8mm, the right and left pipes are now 35mm and 43mm, respectively. In addition, total tube length (from exhaust port to muffler end) is up 98mm on the right and 187mm on the left.
  • Selectable HRC launch control provides a steady stream of torque for excellent performance on race starts
  • Updated Standard, Smooth, and Aggressive riding modes enable easy tuning depending on rider skill or conditions

Chassis/Suspension

  • Optimized frame for improved traction and cornering feel, as well as reduced weight
  • Swingarm is redesigned to be lighter and have appropriate rigidity, endowing the 2019 CRF450R with great handling and traction
  • Fork uses revised settings and low-friction oil for improved performance and handling
  • Revised shock linkage works with all-new swingarm to provide optimum performance over bumps
  • Mimicking the race team’s setup, a new, lighter front brake caliper uses a pair of 30mm and 27mm pistons, versus identical 27mm pistons, for added braking performance
  • Updated front brake hose has reduced expansion for more precise braking
  • Top triple clamp has two handlebar-clamp locations for moving the handlebar back and forth by 26mm. With reversible handlebar clamp enabling an additional 10mm of adjustment from the base position, there are a total of four different handlebar positions
  • New black Renthal Fatbar handlebar is positioned 15mm lower than in 2018 for a more active riding position, while also contributing to light steering feel
  • Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions
  • Lightweight, compact 1.66 gallon titanium tank keeps weight to a minimum
  • Redesigned fork protectors have improved coverage
  • Black rims deliver a strong presence on and off the track
  • Minimal lines and gaps in the plastic panels result in a smooth surface, facilitating riding-position changes
  • New front number plate design accommodates handlebar in any of the four available positions
  • In-mold graphics are durable and resistant to peeling caused by washing or abrasion
  • Dunlop Geomax MX3S tires offer excellent grip

CRF450R vs CRF450RWE Specifications

 

CRF450R

2019 Honda CRF Model Lineup 

Already the industry’s top-selling motocrosser and the winner of the 2018 Daytona Supercross at the hands of MotoConcept’s Justin Brayton, the CRF450R receives a number of important updates for 2019. Better engine performance is achieved through a new combustion-chamber shape, as well as improved over-rev characteristics through a refined oil-management system. The frame and swingarm have been revised for optimized rigidity and weight reduction, while the braking system has been updated with a lightweight front brake caliper featuring a large-piston design. As a result of the weight-saving measures, the CRF450R is 1.76 lbs. lighter than its predecessor. For added performance and increased comfort, the 2019 model features new ECU settings, HRC launch control, a Renthal Fatbar® handlebar and adjustable handlebar position. Black rims and redesigned fork protectors are also new. This is how you convert the “Absolute Holeshot” into moto wins.





Engine/Drivetrain

  • 449cc single-cylinder engine with Unicam® cylinder head, downdraft intake tract, and electric start offer unparalleled “Absolute Holeshot” performance
  • Updated cylinder-head design, with changes near the exhaust ports, achieves improved exhaust efficiency and contributes to increased power across the rev range
  • Revised clutch lifter and pressure plate allow optimum oil supply to clutch plates and friction discs, resulting in enhanced durability
  • New scavenge-pump design features two 12mm pumps, up from a single 16mm pump, for increased lubrication and reduced friction in the engine, improving peak performance and enhancing over-rev characteristics
  • All-new piston oil jet uses five nozzle holes and a refined pattern to improve cooling efficiency and reduce knocking, enabling a precise ignition-timing setting for optimum power delivery
  • Shift sensor adopted to establish an ignition map for each gear, enabling optimum running
  • Utilizing the space gained by eliminating the kick starter, a new exhaust features a larger pipe diameter and optimized design at the branching location for increased power. Previously 31.8mm, the right and left pipes are now 35mm and 43mm, respectively. In addition, total tube length (from exhaust port to muffler end) is up 98mm on the right and 187mm on the left.
  • Selectable HRC launch control provides a steady stream of torque for excellent performance on race starts
  • Updated Standard, Smooth, and Aggressive riding modes enable easy tuning depending on rider skill or conditions

Chassis/Suspension

  • Optimized frame for improved traction and cornering feel, as well as reduced weight
  • Swingarm is redesigned to be lighter and have appropriate rigidity, endowing the 2019 CRF450R with great handling and traction
  • Fork uses revised settings and low-friction oil for improved performance and handling
  • Revised shock linkage works with all-new swingarm to provide optimum performance over bumps
  • Mimicking the race team’s setup, a new, lighter front brake caliper uses a pair of 30mm and 27mm pistons, versus identical 27mm pistons, for added braking performance
  • Updated front brake hose has reduced expansion for more precise braking
  • Top triple clamp has two handlebar-clamp locations for moving the handlebar back and forth by 26mm. With reversible handlebar clamp enabling an additional 10mm of adjustment from the base position, there are a total of four different handlebar positions
  • New black Renthal Fatbar handlebar is positioned 15mm lower than in 2018 for a more active riding position, while also contributing to light steering feel
  • Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions
  • Lightweight, compact 1.66 gallon titanium tank keeps weight to a minimum
  • Redesigned fork protectors have improved coverage
  • Black rims deliver a strong presence on and off the track
  • Minimal lines and gaps in the plastic panels result in a smooth surface, facilitating riding-position changes
  • New front number plate design accommodates handlebar in any of the four available positions
  • In-mold graphics are durable and resistant to peeling caused by washing or abrasion
  • Dunlop Geomax MX3S tires offer excellent grip

Specifications

CRF450X

 2019 Honda CRF Model Lineup

Having featured heavily in Honda-mounted teams winning 20 of the last 21 Baja 1000s, the CRF450X gets a complete overhaul for 2019, based on the modern CRF platform but with off-road-appropriate features. A true off-road machine that’s ready for racing or trail riding, this model features a headlight, taillight, and side stand, as well as an 18” rear wheel and lightweight 2.0-gallon fuel tank. For maximum versatility in challenging terrain, the CRF450X also features a 49mm Showa fork with dedicated settings, wide-ratio six-speed transmission, and higher crank mass than the CRF450R.





CRF450X Key Features

  • Lightweight, 2.0 gallon titanium fuel tank offers good range
  • Aluminum sidestand facilitates trailside stops
  • 18-inch rear wheel enables tall tire sidewall for optimum traction in technical conditions
  • Lightweight, compact digital meter with black characters on a white liquid-crystal background is easily legible while riding
  • Off-road-ready, emissions-compliant muffler with spark arrestor
  • Endless sealed chain withstands the elements
  • Lightweight, compact halogen headlight and LED taillight extend riding time

Engine/Drivetrain

  • 449.7cc Unicam® engine specially tailored for off-road riding
  • Finger rocker arm contributes to compact layout, while its dedicated design attains off-road-appropriate power characteristics. DLC surface treatment reduces friction
  • Dedicated valve timing for smooth power delivery in technical riding
  • High crank inertia (up 12% over CRF450R) for tractable power delivery in technical terrain
  • 12.0:1 compression ratio
  • New piston with three-ring design
  • Wide-ratio six-speed transmission is ready for a wide variety of off-road terrain. Construction from high-strength material ensures durability in demanding conditions
  • Special clutch design enables light lever pull. Primary damper mechanism with friction springs suppresses engine torque fluctuations for smooth running
  • Large-capacity radiators with high heat-exchange efficiency for strong performance in demanding off-road conditions
  • ECU with dedicated settings
  • Specially developed exhaust system with optimized pipe length and diameter for excellent responsiveness at low rpm

Chassis/Suspension

  • Aluminum twin-spar frame designed for nimble yet stable handling on trails
  • Subframe designed for optimum rigidity during off-road riding
  • 49mm Showa fork with dedicated settings for challenging terrain
  • CRF450R-inspired front brake but with dedicated master cylinder and hose for off-road-appropriate braking performance
  • Lightweight lithium-ion battery with increased capacity compared to CRF450R, to power lighting
  • Front and rear sprockets feature damper system for smooth, quiet running
  • Fuel-tank cap with cut-off valve prevents fuel from flowing out of tank if the bike is on its side
  • Easily accessible electronic component box on left side of frame
  • Gray metallic Renthal handlebar with red pad
  • Compact, lightweight handlebar switches
  • In-mold graphics last long and are resistant to peeling caused by washing or abrasion
  • Fork protectors are shaped to prevent damage in off-road riding
  • Dunlop MX52 tires provide excellent traction and feel in wide range of conditions

Specifications

 

CRF450RX

 2019 Honda CRF Model Lineup

Currently campaigned by JCR Honda’s Trevor Bollinger and Trevor Stewart in GNCC and WORCS competition, respectively, the CRF450RX inherits the same performance-enhancing features of the 2019 CRF450R, including an updated cylinder head and refined oil-management system, while still featuring off-road-specific features like a 2.2-gallon resin fuel tank, 18-inch rear wheel, and aluminum side stand. Suspension is specially tailored to the CRF450RX and uses low-friction fork oil. For added performance and increased comfort, the 2019 model features new ECU settings, HRC launch control, a Renthal Fatbar handlebar, and adjustable handlebar position. Black rims and redesigned fork protectors are also new.





CRF450RX Key Points

  • Large-capacity, 2.25 gallon resin fuel tank for completing long closed-course off-road loops
  • 18-inch rear wheel to enable taller tire sidewalls for improved traction in technical conditions
  • Side stand
  • Sealed drive chain to withstand the elements
  • Suspension with settings dedicated to closed-course off-road use

Engine/Drivetrain

  • 449cc single-cylinder engine with Unicam® cylinder head, downdraft intake tract, and electric start
  • Updated cylinder head design, with specific changes near the exhaust ports, achieves improved exhaust efficiency and contributes to increased power across the rev range
  • Revised clutch lifter and pressure plate allows optimum oil supply to clutch plates and friction discs, resulting in enhanced durability
  • New scavenge pump design features two 12mm pumps, up from a single 16mm pump, for increased lubrication and reduced friction inside the engine, improving peak performance and enhancing over-rev characteristics
  • All-new piston oil jet uses five nozzle holes and a refined pattern to improve cooling efficiency and reduce knocking
  • Shift sensor adopted to establish an ignition map for each gear, enabling optimum running
  • Exclusive ignition timing settings for ideal engine performance and rideability in off-road situations
  • Utilizing the space gained by eliminating the kick starter and using a compact electric starter, a new exhaust features a larger pipe diameter and optimized design at the branching location for increased power. Previously 31.8mm, the right and left pipes are now 35mm and 43mm, respectively. In addition, the total tube length (from exhaust port to muffler end) is up 98mm on the right and 187mm on the left.
  • Selectable HRC launch control offers riders great start performance in closed-course off-road race situations
  • Updated Standard, Smooth and Aggressive riding modes enable easy tuning depending on rider preference or conditions

Chassis/Suspension

  • Optimized frame for improved traction and cornering feel, as well as reduced weight
  • Swingarm is redesigned to be lighter and have appropriate rigidity, endowing the 2019 CRF450RX with great handling and traction
  • Specially tuned Showa 49mm fork uses low-friction oil for optimum feel
  • Rear suspension uses dedicated-rate, 52 N/mm spring for enhanced comfort and performance in closed-course off-road races
  • Revised shock linkage works with all-new swingarm to provide optimum performance over bumps
  • Forged aluminum side stand is designed to be lightweight yet strong, with a new design to accommodate changes to the 2019 model-year swingarm
  • New, lighter front brake caliper uses a pair of 30mm and 27mm pistons, versus identical 27mm pistons, for added braking performance
  • Updated front brake hose has reduced expansion for more precise braking
  • Top triple clamp features two handlebar-holder locations for moving the handlebar back and forth by 26mm, ensuring rider comfort. When handlebar holder is turned 180 degrees, the handlebar can be moved an additional 10mm from the base position, resulting in four total unique riding positions.
  • New Renthal Fatbar® handlebar is positioned 15mm lower than in 2018 for a more active riding position, while also contributing to lightweight steering system
  • Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in challenging riding conditions
  • 2.2 gallon resin fuel tank is durable and offers optimum range for long closed-course off-road races
  • Redesigned fork protectors offer improved coverage
  • Black rims offer strong presence, parked in the pits or out on the trail
  • In-mold graphics last long and are resistant to peeling caused by washing or abrasion
  • Dunlop Geomax AT81 tires provide optimum feel and traction in challenging riding conditions

Specifications

 

CRF250RX

 2019 Honda CRF Model Lineup

Based on Honda’s successful 250cc motocrosser, the all-new CRF250RX joins the CRF450RX as a weapon for closed-course off-road competitions throughout America. Equipped with a larger-capacity, 2.2-gallon resin fuel tank, 18-inch rear wheel, and aluminum side stand, the RX makes quick work of challenging situations, its dedicated suspension and ECU settings helping the rider work through even the toughest trail sections. As with the CRF250R, HRC launch control, a Renthal Fatbar handlebar, and black rims are standard.





CRF250RX Key Features

  • Large-capacity, 2.2 gallon resin fuel tank for completing long closed-course off-road loops
  • 18-inch rear wheel to enable taller tire sidewalls for improved traction in technical conditions
  • Forged aluminum sidestand is designed to be lightweight yet strong
  • Sealed drive chain to withstand the elements
  • Suspension with settings dedicated to closed-course off-road use

Engine/Drivetrain

  • High-performance, 249cc single-cylinder engine with dual-overhead-cam design and high rev limit, offering great performance
  • Finger rocker arm with Diamond Like Coating (DLC) maximizes valve lift while retaining a low engine height
  • Downdraft intake layout produces strong power and enables great throttle response by reducing resistance, thereby improving air-charging efficiency
  • Dual exhaust ports enable ideal air-charging efficiency
  • Cam profile, which is based on feedback on the CRF250R used by the Team HRC factory MX2 race team, provides strong off-corner acceleration
  • Intake- and exhaust-port geometry provides strong low-rpm engine power while also maintaining stellar top-end performance
  • 44mm throttle body offers ideal low-rpm intake airflow for strong corner-exit performance
  • Honda’s piston oil jet with five nozzle holes provides superior piston-cooling efficiency and reduced knocking, enabling a precise ignition-timing setting for optimum power delivery
  • Lightweight AC generator keeps weight to a minimum and minimizes friction losses
  • Electric-start standard for easy, fast engine startup
  • Easily selectable Standard, Smooth, and Aggressive riding modes enable easy tuning depending on rider preference or course conditions
  • Selectable HRC launch control provides a steady stream of torque for excellent performance on race starts
  • Exclusive ECU settings for ideal engine performance and rideability in off-road situations

Chassis/Suspension

  • Lightweight aluminum frame with tapered main spars provides great rider feedback
  • Low center of gravity reduces front-end lift for strong acceleration
  • Renthal Fatbar® handlebar reduces steering-system weight, and flexes for comfort
  • Top triple clamp features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm, ensuring rider comfort. When holder is turned 180 degrees, the handlebar can be moved an additional 10mm from the base position, resulting in four total unique handlebar positions
  • Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions
  • Engine guard allows excellent airflow, boosting engine-cooling performance
  • 49mm Showa SPG coil-spring fork with dedicated settings for ideal handling and comfort in technical conditions experienced in off-road racing
  • Fork protectors have outstanding coverage for protection in off-road conditions
  • Black rims offer strong presence parked in the pits or out on the trail
  • Lightweight front-brake caliper uses pistons of different diameters (30mm and 27mm) for strong braking performance
  • Front-brake hose resists expansion for precise braking
  • Smooth bodywork layout eases rider movement
  • In-mold graphics are durable and resistant to peeling caused by washing or abrasion
  • Dunlop Geomax AT81 tires provide optimum feel and traction in challenging riding conditions

Specifications

 

CRF250R

 2019 Honda CRF Model Lineup

Newly introduced in 2018, the CRF250R has seen the GEICO Honda and TiLube Honda teams earn multiple wins in AMA Supercross and Arenacross competition, respectively, while also achieving success in amateur national races. For 2019, the model is revised with increased low-to-midrange engine performance for improved corner exiting. Inspired by the factory version, the Double Overhead Cam engine features updated cam profiles and intake- and exhaust-port profiles, a 50mm shorter right exhaust pipe, and a 2mm smaller throttle body. Riders can select from three engine modes for ideal performance depending on conditions, while HRC launch control has been adopted for improved race-start performance. A Renthal Fatbar handlebar sits in a four-position-adjustable top clamp, while the braking system has been updated with a lighter, CRF450R-inspired caliper with larger piston for optimum braking performance. Black rims are standard.





2019 CRF250R Updates

  • New cam profile based on feedback from the Team HRC factory MX2 race team provides strong off-corner acceleration
  • New intake- and exhaust-port geometry improves low rpm engine power while also maintaining the CRF250R’s top-end performance
  • New 44mm throttle body improves low-rpm intake airflow compared to previous 46mm version, for improved corner-exit performance
  • All-new piston oil jet uses five nozzle holes instead of four, for improved piston-cooling efficiency and reduced knocking, enabling a precise ignition-timing setting for optimum power delivery
  • Right-side exhaust pipe shortened 50mm for excellent high-rpm power
  • All-new AC generator reduces weight and friction losses
  • Renthal Fatbar® reduces weight of the steering system, and flexes for optimal comfort
  • Top triple clamp features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm, ensuring rider comfort. When holder is turned 180 degrees, the handlebar can be moved an additional 10mm from the base position, resulting in four total unique riding positions
  • New engine guard allows increased airflow, improving engine-cooling performance
  • Redesigned fork protectors offer improved coverage
  • Black rims deliver a strong presence on and off the track
  • New, lighter front-brake caliper now uses pistons of different diameters (30mm and 27mm) for strong braking performance
  • Updated front brake hose has reduced expansion for more precise braking
  • Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions

Engine/Drivetrain

  • High-performance, 249cc single-cylinder engine with dual-overhead-cam design and high rev limit, offering great performance
  • Finger rocker arm with Diamond Like Coating (DLC) maximizes valve lift while retaining a low engine height
  • Downdraft intake layout produces strong power and enables great throttle response by reducing resistance, thereby improving air-charging efficiency
  • Dual exhaust ports enable ideal air-charging efficiency
  • Electric-start standard for easy, fast engine startup
  • Easily selectable Standard, Smooth, and Aggressive riding modes enable easy tuning depending on rider preference or course conditions
  • Selectable HRC launch control provides a steady stream of torque for excellent performance on race starts

Chassis/Suspension

  • Lightweight aluminum frame with tapered main spars provides great rider feedback
  • Low center of gravity reduces front-end lift for strong acceleration performance
  • Lightweight and compact 1.66 gallon titanium tank keeps weight to a minimum
  • Smooth bodywork layout eases rider movement
  • In-mold graphics are durable and resistant to peeling caused by washing or abrasion
  • Geomax MX3S tires for superior bump absorption and grip in wide variety of conditions

Specifications

 

CRF150R / CRF150RB

 2019 Honda CRF Model Lineup

Raced by Amsoil Honda hotshot Hunter Yoder on the amateur national circuit, Honda’s smallest motocross machine returns for 2019, featuring a Unicam four-stroke engine that offers a spread of ample, useable power and torque across the rev range. Suspension duties are handled by Showa, with a 37mm inverted fork and Pro-Link rear link system. In addition to the standard version, Honda offers the CRF150RB, which features larger wheels, a taller seat, a longer swingarm, and more rear-suspension travel.



Engine/Drivetrain

  • High-performance Unicam cylinder-head design
  • Compact, lightweight engine assembly weighs only 43.6 pounds
  • Twin-sump lubrication system separates the oil supply for the crankshaft, piston and valve train from the clutch and transmission. This ensures a supply of cool oil to the clutch, eliminates potential clutch and transmission material contamination of the engine oil, reduces the amount of circulating oil, and permits the use of a smaller oil pump
  • Cylinder head, piston, camshaft, and carburetor provide power, torque, and rideability throughout the powerband
  • Lightweight, compact, internal auto decompression and handlebar-mounted hot-start system provide easy starting, hot or cold
  • 32mm Keihin FCR carburetor with an accelerator-pump circuit provides accurate fuel metering, resulting in crisp throttle response and good rideability throughout the powerband
  • Suspension settings provide good action through even the toughest of track conditions
  • Exhaust system uses a lightweight stainless-steel header and re-packable aluminum muffler
  • Durable close-ratio five-speed transmission

Chassis/Suspension

  • Front and rear suspension settings unique to the CRF150R deliver ideal bump-absorption characteristics
  • Lightweight, high-tensile steel frame with large-diameter frame tubing and cross-member provides excellent turning performance and straight-line tracking
  • 37mm leading-axle inverted Showa cartridge fork features friction-reducing design to improve compression and rebound control
  • Pro-Link rear suspension
  • Strong, lightweight wheels are durable and minimize unsprung weight
  • Lightweight front and rear disc brakes with high-performance pads offer powerful, precise braking
  • Stout 15mm front and 17mm rear axles incorporate a surface-treatment for added strength and durability
  • Large-capacity airbox and reusable two-stage foam air filter
  • Lightweight plastic body components (radiator shroud, side covers, rear fender, seat base, fuel tank, front fender, and front number plate) offer a slim, aggressive style
  • High-quality Dunlop tires
  • HRC works-type rear-brake system integrates the rear master cylinder and fluid reservoir, eliminating the separate rear master-cylinder reservoir and hose

Specifications
























































































































2019 Honda CRF Lineup




2019 Honda CRF Model Lineup

The post 2019 Honda CRF Off-Road, Motocross and Dual-Sport Model Line First Look appeared first on Motorcycle.com.

Head Shake – The Mechanics of the Dance

Establish, project, extrapolate. Visual clues, internal clock, any sensory input repeated over and over again; aka, seat time. There is a sense of timing, a rhythm, that works, and many others that do not. Once you throw traffic in there, you must adapt. So, you change the model to your liking and do the same thing; establish, project, extrapolate. And it all happens in real time, at speed, every lap. That is road racing from a neuroscientist’s point of view, and it is also your daily commute.

I watched a young Scott Russell slice his way through an endurance field like they weren’t there, this through the demanding carousel section at Summit Point. Blow one corner in the carousel and you likely blow your approach to half the track. He was working Summit like a local, passing traffic like they were orange pylons in a parking lot, at a speed at which committed him to that line one corner, maybe even two corners before, if traffic went his way, with room to reassess as necessary.

What do I mean by that? Running the double apex between Turns 6 and 7 wide, providing the time, and carrying the speed, to observe and reassess, and dive in if opportunity presents itself. Some of the passes themselves were close but clean, and he adapted on the fly if the pass wasn’t there. Inside, outside, he took what the traffic gave him. I was watching a young phenom at work.

How do the greats and soon-to-be great do that so effortlessly? What makes them different? What is going on there?

Just recently Sally Jenkins, a sports columnist for the Washington Post, was asking the same question regarding basketball superstar LeBron James. She looked towards neuroscience for her answers, and the answers she found set off alarm bells in my one-highside-too-many cranium. To me the answers were a sequel to Keith Code’s classic, A Twist of the Wrist, a tome dedicated to teaching us how to look at a track. After reading Jenkins’ column I had to reassess Code’s work. Code was not teaching us how to look at a track, he was revealing to us how we do look at the track, and by doing so ramping up our learning curve precipitously.

But I’m getting ahead of myself. So, let’s talk basketball for a second. LeBron James, when he needs to, can step up his game, and playing on the same court as everyone else on the floor, scan the court, move, pass, and cover ground as well as anyone in the world, better than most on any given day. Why?

“This is one of the bedrock findings in research on human expertise: that experts have superior memory for information within their domain,” Hambrick said.

Hambrick is Zach Hambrick, a cognition-performance expert from Michigan State University, and he is one of the team of brain-science guys Jenkins consulted. The secrets to superior performance lie in that noggin of yours, when you are watching an expert at work on a track you are seeing a form of higher intelligence at work. Yes, that’s right, higher intelligence.

It’s a chess match at speed, how many moves ahead are you?

K. Anders Ericsson, another of Jenkins assembled experts, a Florida State performance researcher, adds; “They were able to assess where players are going as opposed to where they are right now,” Ericsson said. “A momentary picture wouldn’t do that job.” Ericsson is talking about world class soccer players, I am thinking specifically of a young Scott Russell moving through the enormous endurance grids of last century when he was still racing for the Solmax Racing endurance team.

Think about when you are in the zone, when you can do no wrong, when you are just cutting hot lap after hot lap, and it feels effortless. Traffic is no more than a minor nuisance you dispense with velocity; while they are trying to figure out where to go, you are already gone. Everything – your visual clues, your internal clock, what you hear, what you sense, your lean angle, your knee puck, what you feel through the pegs and the bars, all of it – are all telling you where you are, where you will be, where they are going, and you are constantly one step ahead of the game. You intuit what is going on around you, you draw on a vast amount of recalled experience to do so.

I always thought visualization was a large part of this, but it is only a part. You are getting out of your own way, you aren’t overthinking it, you aren’t dwelling on the bike, or yourself, or the competition, or those hot wings you ate last night and wishing you hadn’t – you have no time for that; you are simply flying seemingly effortlessly. It is Zen and the Art of Hauling Ass.

That is because you have gotten out of your own way and simply allowed yourself to do what comes to all of us quite naturally to varying degrees; establish, project, and extrapolate. And with adequate experience to draw upon to project and extrapolate well, that equates to podiums and wins. In the perfect world, every time that visor goes down you find that zone. You put yourself in that zone.

“To manage all those systems, that is a form of intelligence,” Faubert said, “and we shouldn’t be afraid to say that.”

Jocelyn Faubert is the research chair in visual perception at the University of Montreal, yet another of Jenkins’ assembled experts.

Make the time to think, visualize the track, or ask yourself “what if” hypotheticals about your commute or your favorite road. Replay them in your mind, do it now to draw upon later.

I’ve struggled for decades to understand what goes on with us at speed. I’ve made no secret about the value to me of Keith Code’s early work with his books, particularly, A Twist of the Wrist, in my early days of road racing. It laid a good foundation for me to build on. But whereas back then I thought Code was teaching me something, I’ve come to believe that he was doing something more fundamental, he was revealing something to me. He was showing me what we do – what we all do – when we get around a track, or a road, or around the house in the dark or through an airport crowd, for that matter. Code was showing me how we move efficiently.

“These people are masters of assessing the likelihoods of things,” Fenton said. “If I have an amazingly good set of models and expectations — of my opponents, of my teammates and how the ball will move — it can look like I am totally omniscient.”

Just like we say we teach counter-steering to new riders, what we are really doing is revealing counter steering. A brand new novice rider has been counter steering since she climbed on her first bicycle, depending upon rake and trail, it is only more pronounced on a motorcycle. But once counter steering is revealed to a new rider and they become proficient at it, they can use it as a tool, effectively making a bike go from bolt upright to on its side in a heartbeat. Once a new rider grasps that, they are weaving the thing through traffic cones in a parking lot to any MSF instructor’s satisfaction. Likewise, Code was revealing how we think and move most efficiently, which is to say fast – the cognitive side of road racing – we all do it, the question is how well.

What Jenkins revealed next was a revelation to me, in her own words:

Most magical of all is what’s required to build those spatial maps in James’s head. In 2014, researchers John O’Keefe, May-Britt Moser and Edvard Moser won the Nobel Prize for explaining how the brain navigates. They answered a simple but profound set of questions: How do we perceive position, know where we are, find the way home? They discovered the brain’s “inner GPS” that makes it possible to orient and plan movement. O’Keefe found that a specific cell in the hippocampus throws off a signal to mark a specific place. The Mosers added to this by showing that neurons in the entorhinal cortex fire in fields with regularity. When they drew lines corresponding to the neuronal activity, here is what they saw: a grid. LeBron James has a geometric projection in his brain that acts as a computational coordinate system. And so do you.

From green flag to checker, from your front door to work, it’s ALL in your helmet; it’s a mind game. The results depend upon what is in your helmet.

The degree to which you can establish your current position in regards to your immediate surroundings, project your immediate future, and extrapolate from past experience to apply to your present situation all the options and probabilities is one factor. The speed in which you can do so is the other. The former divided by the latter is your rider IQ. Establish, project, and extrapolate comprehensively and do it in a fraction of a fraction of a second non-stop, that was Scott Russell that day on the Solmax Yamaha.

To do all that comprehensively and quickly you have to have a mental database to draw upon. That mental database is called seat time, and back in the ’80s, there was no better, more intensive environment to gain that experience than endurance racing. It is no wonder so many American riders filled the fastest grids of the world in the closing years of the 20th Century.

Maybe you can think a little bit more about these ideas. Take a look at Sally Jenkins’ column here and see how the notions expressed there may apply to you at the controls.

Then think about how valuable that seat time is to draw upon when choosing between a new shock for that track day bike or more track time. Think about how important cognitive function and mental acuity is to riding and whether you really want that free beer at that Saturday night party in the pits.

Ride hard, be sharp, and look where you want to go.

The post Head Shake – The Mechanics of the Dance appeared first on Motorcycle.com.

Velomacchi Announces Summer Opener Sale

Velomacchi is offering 30% off all of its products sitewide between 5/24 and 6/1. If you’re interested in some great looking rugged gear, head on over Velomacchi’s website to check out the deals. 

Begin Press Release:


Velomacchi Summer Opener Sale!

Use code SEASONOPENER30 at checkout

Shop Now

With summer riding season just around the corner, there’s never been a better time to stock up on Velomacchi Gear. Thoughtfully designed carry gear and accessories that are built for speed and made to last. Shop the award-winning line packs, bags, and accessories at this limited-time discount! Hurry, the Season Opener Sale ends Jun 1.

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VISION BUILT ON INSTINCT

Our team travels the world to find the best materials, trims, and craftsmen to build our products. Our background includes more than 15 years of experience designing and developing world-class products for global brands. We are focused on bringing quality materials, expert craftsmanship, and unique solutions to problems that face riders everyday.

The tools have changed, but the process of innovation remains the same.

Velomacchi was founded on the principles of utility and fine workmanship. We are committed to solving problems in product design and creating solutions for the Privateer unlike anything else currently on the market. Each feature set is carefully considered and tested for high speed travel. Never ones to follow the status quo, commitment to design principles and quality materials drives the desire to create product that drives the category forward.

Velomacchi Announces Summer Opener Sale appeared first on Motorcycle.com News.