MO Tested: Alpinestars Brera Leather Jacket Review

March 31, 2018 admin 0

Alpinestars Brera Leather Jacket

Editor Score: 93.5%
Aesthetics 10/10
Protection 9.0/10
Value 9.5/10
Comfort/Fit 9.5/10
Quality/Design 9.5/10
Weight 9.5/10
Options/Selection 9.5/10
Innovation 9.0/10
Weather Suitability 8.0/10
Desirable/Cool Factor 10/10
Overall Score93.5/100

Look good, feel good, ride good. From the moment I first saw it, I knew I needed to have it. The Alpinestars Brera leather jacket is quite possibly one of the best looking, most stylish motorcycle jackets on the market. Throw built-in, slim-fitting CE certified Bio Armor on your elbows and shoulders, and you’ve pretty much got yourself the total package.

I’ll be the first to admit I’m super picky with the way my clothes and gear fit. If it doesn’t look good and feel right, I’m just not into it. On top of that, I hate going shopping – I hate it – so whenever I plop cash down for something new, I’m planning on having whatever it is I’m buying for the long haul. I’ve been wearing the same pair of jeans for the last four years or so, and sadly, I know they’re on their last leg. The thought of going out and getting new ones is already giving me anxiety.

Fortunately, quality leather motorcycle jackets are exponentially more durable than a pair of dungarees, and ought to last you a lifetime if taken care of properly. The Brera jacket’s shell is made from full grain leather and is available in either black or brown. This hide feels really nice and supple right out of the box, and it only gets better with time.

Alpinestars Brera

The Brera has CE certified armor on your elbows and shoulders. There’s also a pocket for a back protector, but you’ll have to purchase that separately.

The Brera has been my go-to jacket for the last seven months or so and what I love about it is how good it looks on the bike, but especially how good it looks off the bike. It’s versatile enough to work whether you’re riding a sportbike, cruiser, scooter or anything in between, and it gets compliments everywhere you go from riders and non-riders alike. One random passerby on the sidewalk told me I looked like Wolverine. I’m not sure what the exact correlation is, but Wolverine – or Hugh Jackman – is pretty badass, and handsome too… so I took it as a compliment.

Alpinestars Brera

Wolverine? Hugh Jackman? I don’t know, you be the judge…

There’s an endless supply of bright and flashy motorcycle jackets out there, and I’m not a huge fan of looking like a Power Ranger in public, so I prefer to save those jackets for the racetrack or extra sporty rides. On top of its protective features, I love how subtle the branding – or lack thereof – is on the Brera. No big logos or patches that scream, “Look at me, I’m a biker!” It lets you blend in while stylishly standing out. The only visible Alpinestars logo is subtly embossed on either shoulder.

If your nickname is “Bubba”, the Brera might not be for you. Being an Italian jacket, the fit definitely favors the slim. However, it does come in European sizes 46-60 that should fit almost all riders, and it even has zippered expansion panels on each side if you’re looking for a little more room. I’m 6’1” /180 lbs and the Euro 52 (US 42) fits me perfect.

Alpinestars Brera

Clean and stealthy lines. You can barely even see the embossed Alpinestars logo on my shoulder… perfect.

There are four interior pockets – one zipped and one buttoned on each breast, and two lower, open mesh pockets. On the outside you have two more – plenty of cargo capacity to carry the essentials. The Brera comes perforated or non, and I opted for the non-perforated mostly because I prefer the look and don’t really mind getting a little warm when riding. I rarely remain stationary for too long while riding, but there’s a zipper on each sleeve’s cuff to let cooling airflow in if things get too warm. These same zippers make taking your gloves on and off much easier too.

MO Tested: Alpinestars Brera Airflow Jacket Review

(Perforated version)

Overall, I would give the Alpinestars Brera jacket five stars, two thumbs up and would definitely get another if something were to ever happen to it. It’s available for $499.95 and might become your favorite jacket too.

Alpinestars Brera

The Brera even makes riding a scooter look good. The Suzuki Burgman 400 pictured here is awesome, by the way.

Alpinestars Brera

Here’s to many, many more miles together.

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Nicky Hayden To Be Remembered In Misano With A Garden

March 30, 2018 Troy Siahaan 0

Plans for a garden to commemorate Nicky Hayden have been approved by Misano officials, as was reported by Italian news source Rimini Today. The garden will be paid for by a group of Hayden’s friends, including Denis Pazzaglini, who became friends with the 2006 MotoGP champion during their time together at Repsol Honda.

The garden will border the streets Ca ‘Raffaelli and via Tavoleto, where Hayden was tragically killed while training on his bicycle. The owners of the land made the property available to the Municipality of Misano for free, and work on the land will begin following Easter Sunday.

Inauguration of the garden, which will be named “Giardino Nicky Hayden,” according to Mayor Stefano Giannini, is scheduled for May 22, 2018 – the first anniversary of The Kentucky Kid’s passing.

Source: Rimini Today

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New Kawasaki KX450F Coming for 2019

March 30, 2018 Dennis Chung 0

Kawasaki has been spotted testing a new KX450F race bike in Japan, suggesting big changes are on the way for 2019. The updates include new bodywork, electric start and, most notably, a brand new engine.

To prepare for the 2018 All-Japan Motocross season, Kawasaki’s factory team took part in some regional races on a redesigned KX450F-SR, the race bike that will form the basis for the production KX450F. Traditionally, the Japanese manufacturers debut their new models in the All-Japan series before following up with a production model that will be used in most other national and international motocross series such as AMA Motocross and Supercross and the FIM MXGP.

Here’s the new KX450F-SR (click on the Tweet to view a larger version of the pictures):

And for comparison, here is the the 2018 KX450F below:

Before we get to into this, let’s observe some caveats: the KX450F-SR is a pre-production race bike, so some of the details you’ll see will not carry over to the KX450F. Components such as suspension, chains, and exhausts may differ from the production model. The engine, chassis and bodywork, however, will be similar to the production version, so that’s where we’ll focus our attention.

At first glance, it’s clear that the engine is new. The cylinder appears slimmer and the cylinder head is significantly larger. On the right side, the new F-SR is missing a kickstarter. Where the kickstarter used to attach, Kawasaki has relocated the oil fill plug (identifiable by the bright green cap).

In case you need further proof the engine is new, the California Air Resources Board  has issued a red sticker certification document for a 2019 KX450F, noting the engine family name is “KX450J”. That last letter is significant as it is changed with every engine update. The current (2016-2018) KX450F has been certified with the engine code “KX450H” (the letter is changed in alphabetical order, but skips “I” because it can be confused with a one or a lower-case “L”). The engine preceeding that was identified as “KX450F” (2012-2015), and before that came the “KX450E” (2009-2011) which introduced fuel injection to the line.

Other changes we can see include a flatter seat, a new swingarm and a revised frame. We can’t get a clear look at the rear subframe but we expect some differences there as well.

Kawasaki typically releases information about its motocross lineup in early June so we expect to hear an official announcement about the 2019 KX450F around then. We’ll have the latest here on as it becomes available.

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MO Safety Video: Do NOT Go to Panic City!

March 30, 2018 John Burns 0

In which California Highway Patrol heroes Ponch and John rescue a guy in the days before Xanax. Man, TV was good in the good old days! Thanks for sharing, Gabe.

Chips Freeze-up! Panic City!

Cinematic GOLD!! Gold I tell 'ya!

Posted by CanyonChasers Motorcycle Adventure, Sport and Touring on Monday, March 26, 2018

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Its Ducati Monster Quiz Time!

March 30, 2018 John Burns 0

When the first Monster rolled off the assembly line, Bill Clinton was POTUS, the Brady Bill was signed into law, the Branch Davidians were getting a taste of tough love in Waco… other Texans were faring better: Doug Polen was kicking butt on a Fast by Ferracci Ducati in WSBK and the AMA, while Kevin Schwantz was winning the 500cc championship on a two-stroke Suzuki. Beanie Babies were hot, as were Phil Collins, Nirvana, Snoop Dogg, Boris Yeltsin and my ex-wife. So long ago… but we’re talking Ducati Monsters right now. Eyes on your own paper, everyone. Does anybody have to go to the bathroom before we start?


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Rich Olivers Mystery School Announces New Classes and Rest of 2018 Dates

March 30, 2018 Press Release 0

One of our favorite riding schools, Rich Oliver’s Mystery School, has just announced some new training courses as well as their schedule for the remainder of 2018.

Begin Release:

Introducing Rich Oliver’s Mystery School newest course, the ‘Dynamic Three-Day Fun Camp’, where the curriculum blends portions of both the traditional Fun Camp and Pro Camp. We’ve added an additional day to our Fun Camp curriculum to allow for more drills, timed events and racing with the focus on competition and personal improvement!

Founded in 2003, the Mystery School has expanded to a new permanent 13.9 acre park-like setting in Prather, California. The facility is solely dedicated to help students make skill improvements during their time at the School with custom designed track and drill areas. Rich and his staff help guide their students to learn improved bike control, how to manage the motorcycle when it loses traction, and how to overcome mental obstructions that can block learning new skills.

Upcoming dates are listed below and also found at

Rich Oliver's Mystery School

Two-Day Fun Camp

  • April 14 – 15
  • April 28 – 29
  • May 5 – 6
  • May 19 – 20
  • June 2 – 3
  • September 29 – 30
  • October 6 – 7
  • October 27 – 28
  • November 3 – 4
  • November 10- 11
  • December 1 – 2

Dynamic Three-Day Fun Camp *New Course!

  • September 1 – 3
  • December 7 – 9

Kid’s Ride and Wrench Camp

  • April 21 – 22
  • October 13 – 14

Learn To Ride Off-Road Course

  • May 12
  • July 14
  • September 22
  • November 17

Off-Road Challenge Course

  • June 16
  • June 17
  • July 15
  • September 23
  • November 18

POST Motorcycle Update Course (for police officers)

  • April 3 – 4
  • May 9 – 10
  • May 23 – 24
  • June 19 – 20
  • July 11 – 12
  • September 6 – 7
  • September 18 – 19
  • October 17 – 18
  • November 27 – 28
  • December 12 – 13
  • December 18 – 19

Private Training Days

  • April 27
  • June 1
  • June 15
  • September 28
  • October 5
  • October 26
  • November 2
  • November 16

The Two-Day Fun Camp and is designed for everyone interested in improving their overall motorcycle control. Students need to be able to ride a motorcycle; however, they do not have to have any dirt experience. Rich uses a step by step process to teach how to slide the Yamaha TT-R into the corners with skill and confidence. Students experience two fun-filled days of flat track riding drills, practice riding, and racing topped off with a final main event race! This class is very effective for all levels of street, dirt and track day riders.

The Off-Road Challenge Course is for the graduate of the “Learn To Ride Off-Road” program or for those riders with a minimum of similar street training. The curriculum takes students on an off-road riding adventure over multiple whoops, through a rock filled stream crossing, up a challenging and winding hill climb, over actual logs, over many small jumps, through the woods with tight turns, through sand and mud and much more! Learn correct body position for any type of terrain you may encounter on your trail or adventure bike, and be prepared for it all!

Additional courses offered include Private Training Days with Rich, Learn To Ride Off-Road Course, Kid’s Ride & Wrench Camp, and the POST Motorcycle Update Course (for police officers). Visit or call (559) 855-3089 for more information.

Rich Oliver’s Mystery School is sponsored by Yamaha’s bLU cRU program, Yamaha Motor Corporation, Yamalube, Yamaha Generators, Shoei Safety Helmets, Cortech, MotionPro, Lightshoe, Lindemann Engineering and ASV Inventions.

Gain Skills, Gain Confidence and Gain Control!

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5 Motorcycle Brands With Soaring Sales

March 30, 2018 admin 0

You know what they say, “Bad news travels fast,” and a few months ago, it seemed like the motorcycle industry was full of it. Every day felt like there was a new report painting a gloomy portrait and claiming the motorcycle industry was doomed if we didn’t do something about it. How could something so awesome as motorcycling be destined for failure?

¡No way, José! Not happening, not if we can help it. Sure, there are some motorcycle manufacturers that have seen better days in years past, and while some of this gloomy news certainly felt like a kick in the plums to many, other manufacturers reported much rosier fiscal results for 2017, with optimism and promising outlooks moving forward.

Royal Enfield

5 brands in the motorcycle industry with soaring sales

Royal Enfield may not be a household name in America, but Royal Enfield is the oldest motorcycle manufacturer in the world, having been in continuous production since 1901. It also claims to be the fastest-growing motorcycle brand, too. RE has grown 16-fold in the last eight years – from building 50,000 units in 2010 to more than 800,000 by the end of 2017, and is aiming to produce 950,000 units in 2018. Royal Enfield’s sales are equivalent to the global sales of Harley-Davidson, KTM, BMW, Triumph, and Ducati, combined. Let that sink in for a second.

Granted, the overwhelming majority of these sales are all to overseas customers, and the same goes for the rest of the manufacturers listed. However, Royal Enfield is making big strides in 2018 by expanding their offerings stateside in the 250-750cc segment. We’ve already ridden the RE Himalayan, and the company will soon be offering its new 650 parallel-Twin-powered Interceptor INT 650 and Continental GT 650, which ought to make a splash here in America next spring.


5 brands in the motorcycle industry with soaring sales

The UK’s main motorcycle manufacturer ended its 2017 fiscal year with a bang. In the company’s 2017 financial year, Triumph says it grew global revenues by £90.9m to £498.5m (that’s $666.5 million), with profit before exceptional costs increasing by £8.1m to £24.7m. Motorcycle sales grew by 7,151 units to 63,404 units sold during the financial year – an increase of 11.3%. Triumph sold 86.1% of its bikes in overseas markets, an increase of 0.8%. This marks three years of record growth and retail sales for Triumph, both in the U.S. and globally.

Just in the last couple of years, Triumph has launched a lot of very well received motorcycles, including six in the last 12 months: the new Street Triple, Speed Triple, Bobber Black, Speedmaster, and Tiger 800 and 1200 adventure models. Moving forward into 2018 and beyond, we expect these models only to grow in popularity, and who knows what else Triumph might have up its sleeve?


5 brands in the motorcycle industry with soaring sales

Husqvarna, acquired by KTM in 2013, sold a record-breaking 36,883 motorcycles in 2017, 20% more than in 2016. With its popular line of off-road bikes featuring the next generation of fuel-injected 2-stroke machines continuing to sell well, the company is hoping its street segment will flourish with the introduction of the VITPILEN 401, SVARTPILEN 401 and VITPILEN 701 “Real Street” models. The European brand also reached a record-breaking worldwide turnover of 250 million Euros. Underlining the manufacturer’s positive momentum of growth, these notable results have surpassed the historic gains in bike sales and turnover achieved during each one of Husqvarna’s previous three business years.

This year is already off to a great start for Husqvarna, especially in off-road racing. The Husqvarna FC and FE models are currently the ones to beat. Rockstar Energy Husqvarna Factory Racing’s Jason Anderson and Zach Osborne are the current points leaders in the Monster Energy Supercross 450 and 250 classes, respectively. Additionally, Pablo Quintanilla just won the 2018 FIM Cross-Country Rallies World Championship season opener in Abu Dhabi aboard his FR 450. On top of that, Husqvarna is also the new official bike of the American Flat Track Singles class.


5 brands in the motorcycle industry with soaring sales

BMW claims it set an overall company record for worldwide sales, with 164,153 motorcycles sold in 2017. This represents BMW’s seventh consecutive year of sales growth, including an impressive 13.2% increase on the 145,032 units sold in 2016. Above all, the strongest growth was recorded in Europe, leading to an all-time high. The countries contributing to 2017’s growth most were once again France (16,607 units / +24.3%), Italy (14,430 units / +17.3%), Spain (11,193 units / +17.6%) and the UK (9,550 units / +8.7%). Overall, around 15% more vehicles were sold in Europe than in the previous year – and in its home country, Germany, BMW sold 26,664 units. The Asian market is also continuing to grow, with China and Japan showing the strongest double-digit growth.

The R 1200 GS was BMW’s most popular model, with over 50,000 GS and GS Adventure bikes sold worldwide. Moving further into 2018, this adventure bike number is likely to rise, especially when BMW starts selling their midsize F 750 and 850 GS models (pictured above) in addition to the lightweight G 310 GS and G 310 R bikes. BMW Motorrad has set a target goal of selling 200,000 units in 2020, and is making big strides in realizing that achievement.

And last but not least…

Polaris (parent company of Indian Motorcycles and Slingshot)

5 brands in the motorcycle industry with soaring sales

In a currently soft market for big V-Twin motorcycles, Polaris, and more specifically Indian Motorcycles, continued their remarkable growth in 2017 as the company chases Harley-Davidson’s leading market share for 601cc and up motorcycles, which was last reported to be around 53.1%. Polaris’ overall sales revenue in 2017 was up from $4.516 billion to $5.428 billion – just over 20% – and Polaris crossed the double-digit mark in competing with H-D’s market share.

Year over year, in terms of retail sales, Indian is up about 16% compared to Harley-Davidson’s 8.1% decrease, while Slingshot numbers have nearly doubled. Indian has not had a single quarter where sales didn’t rise by at least double-digit percentages since Polaris reintroduced the Indian name after buying the brand out of bankruptcy in 2011 and relaunching it in 2013. Polaris notes its total motorcycle sales (including Slingshot) are up around 30%. Another bright spot is its motorcycle sales overseas, which are up 14%.

Along with the rising popularity of Indian Motorcycles comes the company’s success in the racing world. The Indian FTR750 absolutely dominated the 2017 American Flat Track season, winning 14 of 18 races and accounting for 37 of the available 54 podium spots. This year’s 2018 AFT season has so far proved no different, with an Indian FTR750 finishing in five of the top 10 spots, including first place.

These are just five motorcycle brands that enjoyed a successful 2017. There are others, like Ducati and KTM, however the brands above are the ones that shined brightest and took the biggest pieces of the cake. This year is already off to a good start, and we hope to see all the other motorcycle brands and manufacturers grow too.


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2018 AMA Speedway National Championship Series Kicks Off In April

March 29, 2018 Press Release 0

AMA National Speedway action is coming at you slideways starting next month. 

Begin Press Release:

The AMA Speedway National Championship Series is set to return for another exciting season in 2018, with five rounds scheduled between April and September.

The series will determine who takes home an AMA National No. 1 plate. The season opens with a qualifying event at Perris Raceway in Perris, Calif., on April 21.

The series will return to several popular venues and has added a new venue — Big Time Speedway in Rancho Cordova, Calif.

“The AMA Speedway National Championship Series is back for another year of exciting on-track action,” said AMA Track Racing Manager Ken Saillant. “Speedway is one of the most exciting forms of motorcycle racing we sanction, and this year’s national championship series is sure to deliver the full-throttle excitement speedway racing is known for around the world.”

The AMA also has added two individuals to the series support staff. Steve Lucerno will serve as the AMA Speedway National Championship Series’ referee. And Aaron Fox has been appointed as the AMA rider representative for the 2018 series.

“I’m honored by the opportunity to work in support of the AMA Speedway National Championship Series,” Fox said. “Speedway racing is an exciting, demanding sport, and I see a lot of talent coming up through our support classes. I am looking forward to working with the United States’ top professional riders who compete in the AMA National Speedway Championship Series, and I am sure they will put on a great show this year, like they always do.”

In the United States most speedway activity is in California, where the sport has a large following and draws thousands of fans. Internationally, speedway is one of the most popular forms of motorsport racing. Using lightweight, single-gear bikes built solely for this type of competition, racers battle handlebar-to-handlebar on ultra-short oval dirt tracks typically a quarter-mile in length or less, putting a premium on good starts, and the ability to slide the rear of the bike all around the oval.

2018 AMA Speedway National Championship Series schedule:

  • April 21: Perris, Calif., Qualifier, Perris Raceway
  • April 28: Rancho Cordova, Calif., Round 1, Big Time Speedway
  • June 23: Ventura, Calif., Round 2, Ventura Raceway
  • July 28: Santa Maria, Calif., Round 3, Santa Maria Speedway
  • Aug. 11: City of Industry, Calif., Round 4, Speedway at The Grand
  • Sept. 15: Auburn, Calif., Grand Finale, Fast Fridays Motorcycle Speedway

For more information on the AMA Speedway National Championship Series, visit

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Full Spectrum Power Debuts New Lightweight Lithium Powersports Batteries

March 29, 2018 Press Release 0

Full Spectrum Power has produced its new line of built-in-the-USA batteries with Intelligent Pulse Technology (IPT) which features intelligent battery management system, cell balancing, short circuit protection, heat management, two-stage under voltage protection and direct multi terminals. With the new IPT batteries from Full Spectrum, you also are not required to use a lithium specific charger, although it is still recommended. 

Begin Press Release:

Brand New! The Lightest, Smallest, Most Powerful Line of Motorcycle Batteries Ever. And They’re Made in the USA!

Full Spectrum Power, a leader in the lightweight lithium powersports battery market for almost a decade, is proud to announce a new line of the lightest, smallest, most powerful powersports batteries ever made. The new Intelligent Pulse Technology (IPT) line is made in the USA and features the IPT intelligent battery management system, cell balancing, short circuit protection, heat management, two-stage under voltage protection and direct mutli terminals all in an advanced case design. Available as direct replacements for all motorcycle models, Pulse IPT batteries are compatible with standard battery chargers and priced competitively with other lithium powersports batteries.

Full Spectrum Power

At Full Spectrum Power, we have been building lithium motorcycle batteries for nearly a decade. Time flies when you are having fun, right? Well, during that time our Pulse batteries have had four major product revisions, and a lot more small changes. With each release, we tried to make the product stronger, lighter, and better performing. We have focused almost exclusively on racing; as racers ourselves, we know how important a battery can be.

With our Pulse IPT, we are now building a stronger, lighter, better battery for racers- but also a battery that is much better suited to street riders, off-road and ATV riders, and everyone else with a powersports vehicle.

Over the years, we have heard lots of candid feedback about our batteries, and about lithium batteries generally. We found these five things were the major issues which needed to be addressed, in order for lithium to gain a wider audience:

1. Standard charger compatibility

2. Direct replacement sizes for all models

3. Over charge and over discharge protection

4. Reset feature after over discharge cutoff

5. Price competitive with other high-end batteries

The Pulse IPT does address those major issues and has clever solutions for each.

For years, we have told everyone that they needed a lithium specific charger to charge their batteries. We covered this extensively in blog posts, on forums, in magazine articles, and in direct conversation with customers. With the Pulse IPT’s battery management system, using a lithium specific charger isn’t required- but it is still recommended. In other words, whereas a non-lithium charger could have damaged or killed one of our old batteries, the consequence now is that the battery won’t be as carefully attended to during storage.
So, for everyone who didn’t want to use lithium because they needed to buy a charger also, this is the time to upgrade.

Direct replacement sizing was also a big issue. We designed our older batteries to be as small as possible. So, for racers and custom bike builders this was ideal. For everyone else, it seems this made installation more difficult. So, we now have enough size choices that finding a direct fit replacement is much easier. Our Pulse IPT comes in 14 different case sizes, and each of those case sizes offer multiple power options. So, if you need a YTZ7 size battery with 420 cranking amps, we have it. If you need a YTX12 sized battery, we have that too, with four different power options; from 160 to 720 cranking amps. We even have 90-degree mount brackets for those bikes with side mount terminals. For those rare cases where we don’t have a direct fit case, we will supply high density foam to attach to the battery, taking up the gap.

We spent a lot of time designing and testing our IPT battery management system (BMS), over the last few years. We have a few blog posts about the functions of a BMS, but in short, they are meant to control the behavior of the battery; voltage and current threshold management, cell balancing, heat management, etc., are all handled by the IPT BMS. This means that it is much more difficult to damage the battery from a faulty electrical system, or by accidentally draining the battery. Now, these things are a relic of the past.
The most important feature of the IPT is the reset function. It works like this: if you manage to drain the battery by leaving the key on and walking away, or having an alarm on for a few weeks, etc., the IPT will cut off power at about 10% remaining capacity. This has just saved your battery from a likely death.
Here is the cool part; when you come out to the garage and realize you drained the battery, you can get the bike started again without needing a charger. See that blue “IPT Reset” button on the top? Well, press that and you will have enough power to get your bike started one last time. It works.

Being price competitive is a difficult thing, because there are so many variables. Price competitive with “what” exactly? Well, we are not price competitive with a $40 Walmart replacement battery. That isn’t going to happen. After all, we are building the best lithium motorcycle battery on earth, and the $40 replacement lead acid battery at Walmart is not the best lead acid battery. That isn’t an insult, it’s an honest assessment. So, we are price competitive relative to the best batteries in the market; Odyssey, Yuasa, and others like them. And where we are more expensive, we are offering much more performance, features, and functionality. For example, our YTX10 replacement size battery is $169, weighs 7lbs less, and has a BMS that makes it almost impossible to drain. Can a Yuasa prevent itself from being drained? Not that we’re aware of.

So, today we forge ahead into the future of lithium motorcycle batteries. As we have for the last decade, we are building our batteries in Virginia; we are providing unparalleled technical support/product selection advice and we are here to help everyone switch to lithium batteries.

More information about this incredible new line of batteries click here.

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Six Things I like (and Three I don’t) About the 2018 Ducati Scrambler 1100

March 29, 2018 Troy Siahaan 0

Ducati just released the flagship to its hugely popular Scrambler lineage with this, the Scrambler 1100. Personally speaking, it’s the Scrambler I like most in Ducati’s line for reasons I mention in my First Ride Review. Time will tell if the Scrambler 1100 lineage is as much of a success for Ducati as the original, 803cc Scrambler Icon, but from where I’m sitting, the new 1100 has a lot of things going for it – as well as a few blemishes. Here then are six things I like about the new Scrambler 1100, as well as three things I don’t.


1. Engine

I said it before in my First Ride piece, but it’s worth mentioning again here: the 1079cc Desmodue engine in the Scrambler 1100 is a real gem. Sharing the same bottom end as the version last seen in the Monster 1100 EVO, Ducati redesigned the top end for a broad spread of torque available very early in the rev range. One notable change compared to the Monster is the switch to a single throttle body versus the dual throttle body setup before. Valve overlap is 16 degrees, and each combustion cycle is ignited via two spark plugs per cylinder. This results in max torque of 65 lb-ft being available at a low 4,750 rpm.

From the saddle the broad spread of torque makes this air-cooled, two-valve Twin a real sweetheart in everyday street riding. Power does noticeably trail off towards the rev ceiling, but a slick shift later and the stable of ponies is ready to pull you forward again.

2. Useful Tech

Say what you will about technology taking the fun out of motorcycling – I, for one, don’t buy it. ABS has prevented countless crashes, as has traction control. Both are technologies I’d want in a motorcycle, and thankfully both are included on the Scrambler 1100. As an added bonus, each technology is aided by the use of an Inertial Measurement Unit (IMU), allowing for Cornering ABS, as well as predictive (rather than reactive) traction control. Another cool feature the IMU allows is for self-cancelling turn indicators, because nobody wants to be that guy with their blinkers on for no reason 30 miles into a ride.

3. Goldilocks Handlebar

Handlebar width is important. Too narrow and the motorcycle becomes harder to turn than it should be. Too wide and the bike feels uncomfortable, throwing the rider triangle off. It’s rare to come across a bike with bars too wide, but I’ve come across plenty of motorcycles where narrow bars slightly marred the riding experience. In the case of the Scrambler 1100 – or at least the Special version Ducati had us ride – the bars were a perfect width, providing just enough leverage to maneuver the bike without seeming too wide.

4. Easy To Ride

Put the first three Likes together and you have a bike that’s easy to ride, assuming of course you have a little riding experience already. The engine’s readily accessible power, combined with a very slick-shifting transmission (with slipper clutch), finely calibrated fueling, C-ABS, traction control, comfortable ergos, and adjustable suspension mean almost anyone can hop on and have a good time.

5. Termignoni Supertrapp-style Exhaust Canisters

No Ducati is complete without a set of accessory exhaust cans from Termignoni, and the Scrambler is no exception. If you’re a fan of old cars and old motorcycles like I am, then you’ll appreciate the nod Termignoni made to the Supertrapp mufflers of yore, with the discs stacked up behind the end cap. Unfortunately, unlike real Supertrapps, those discs are just for aesthetics – but they sure do look cool.

6. The Person Who Designed The Bike Also Rides The Crap Out Of It

This guy, Jeremy Faraud, was instrumental in making the Scrambler 1100 look the way it does. As the designer for the Scrambler, one would think he spends a lot of his time behind a desk drawing each part of the bike, with little time twisting throttles. While I’m sure most of his typical work day is spent doing just that, I had the pleasure of following Faraud through some twisty roads during the press launch – and I’m happy to report Faraud can ride! Definitely no slouch on two wheels, it’s refreshing to see someone so integral to the brand also able to give the motorcycle a good flogging.

Don’t like

1. Price

(Photo by: kvsan/

With pricing starting at $12,995 for the 1100, moving up to $14,995 for the Sport model, the Scrambler 1100 line, while on par with its main rival – the BMW R nineT Scrambler – is still spendy. As many of you have commented in the First Ride piece, the price point seems exorbitant for basically a larger engine and a few tech pieces compared to the Scrambler Icon. The Icon sold in big numbers partly because it had an attractive price. The 1100 doesn’t seem set to follow in those footsteps.

2. Weight

Tipping the scales at 454lbs (1100, Sport) and 465lbs (Special) according to Ducati, these big Scramblers aren’t exactly light – which will matter more when these bikes start to go off the beaten path. Of course, more experienced riders will find ways to deal with the extra heft, but newer riders (especially to light off-roading) might be tempted to just leave the bike on its side when they inevitably fall over. Ducati tout the fact that most of the Scrambler is metal and not plastic (a customizer’s dream), but metal weighs more than plastic, too.

3. 18-inch front

I admit, this gripe doesn’t apply much to the off-road crowd, but the 18-inch front wheel made the Scrambler 1100’s street manners just a smidge less agile than I’d like. This especially after I gave the bars a ton of credit for being the perfect width. I’m sure the 18-inch hoop is a better option when the pavement ends, but on pavement I was hoping the Scrambler 1100 would react quicker. For now, I’ll hold out hope that a Cafe Racer version will appear with a 17-inch front, just like it did for the 803cc line.

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