#review

Harley-Davidson knows how to make a cruiser with attitude, and the 2013 FXSB Breakout is yet another example. Long, low, and powered by 103 cubic inches of American V-Twin muscle, it’s remarkable to think it’s 10 years old now. It’s also remarkable to think that Jon Langston’s writing hasn’t graced the digital pages of Motorcycle.com in a decade. Here, riding a Harley, Jonny is in his element. Enjoy going back in time with this review.

What I was looking for was a lighter-weight perforated leather jacket for use during the hotter parts of the year, when MO is most active, to share duties with my beautiful but aging Dainese Street Rider. When the Spidi box arrived, the light weight was there but not the perforations. Turns out there isn’t a perfed version, but maybe that’s only a personal problem for me, since my old unperforated  Vanson AR-3 has been my go-to black leather jacket for most of a decade now.

The invention of the trackday tire is the single greatest thing to happen to trackday riders since, well, trackdays. Being able to leave the tire warmers at home (or not own any at all!) has a trickle-down effect for those lazy riders among us – myself included. No warmers means the stands can stay home, and so can the generator. Better still, leaving all those things behind doesn’t compromise anything out on track; modern trackday tires provide plenty of grip and more longevity than your average race slick. (But let’s make one thing clear: if you’re actually racing, a slick is still the way to go.)

Let the record show that, despite my best efforts, Yamaha’s MT-10 was not included in either the street or track portions of our mega seven-way open-class naked bike shootouts last year. I fought for its inclusion but was ultimately denied by the Bossman who wrote it off by saying our field was big enough and it wasn’t going to win anyway. That and we also knew a new one was already on the way.

The thing about any of the electric motorcycle companies actually taking product development seriously is that, more often than not, each new model they introduce is markedly better than any model before it. Considering the EV market is still in its early stages, you expect a marked advancement with each new model. 

If there’s one thing KTM knows how to do, it’s how to get dirty. The company obviously has its long history of off-road competition, and victories, to its name, and that success has transferred nicely into the adventure bike market. You can even argue KTM’s adventure bikes (along with the BMW GS family) are responsible for this boom in the ADV market.

Let’s clear the air right off the bat with this one: This is *not* a crash-tested review, though I can understand why you would think so after I wrote about my recent experiences tumbling down the road in the Forcite MK1 helmet and Alpinestars’ own GP Force Chaser entry-level suit. While it’s never a great time to crash a motorcycle, the timing of those experiences brings a great deal of context to the latest in safety innovation by Alpinestars: the Tech-Air 10 airbag system. 

[Full disclosure: Alpinestars is a supporter of my racing program, but I am not being paid a penny to wear any Alpinestars products, nor am I being paid to write this review.]

Reviewing a crash-tested piece of gear is up there on our least favorite things to do on this job, and when said piece of gear is a helmet, we’re especially annoyed – and that’s putting it mildly. However, the fact I’m here and able to write a review about a crashed helmet at all is a good sign, especially when the helmet comes from an up-and-coming company in the smart helmet space. 

A few years ago, I took a break from my lovely MO family and decided to get a real job, complete with an actual commute. Without the pick of the litter to choose from anymore, I had to actually buy a bike to get to work on. The pick? A Kawasaki Versys – anecdotally, the number one motorcycle actually owned by motorcycle journalists (or former ones, in this case). When asked, Brad Puetz (pronounced like the Fight Club actor but not nearly as famous), Kawi’s PR guy, spouted off a series of names of folks in this job who own the VERsatile SYStem. 

Kawasaki’s November 2019 acquisition of a 49.9% shareholding in Bimota has brought the Italian boutique manufacturer back from oblivion, to the point that despite a slowdown caused by component supply issues, it’s now constructed all 250 examples of the its limited edition kickoff model unveiled at the 2020 EICMA Milan Show, the supercharged hub-centre Tesi H2 now being shipped to its dealers around the world – but mainly in Japan. As Bimota’s strapline for the bike succinctly puts it – “The Revolution Continues!”

This is going to be awkward. You see, you’re about to read a piece about Ducati’s most focused Streetfighter V4 yet. You’re going to expect it to be a highly refined and special machine, worthy of the Sport Production suffix. And you know what – you’re right. It’s good. It’s very good. 

In my opinion, Suzuki hit a home run with its new for 2022 GSX-S1000GT and GT+. Seeing a market that was slowly shifting towards adventure bikes pulling double duty as tourers, Suzuki sought to revitalize the sport-touring segment for those who prefer 17-inch wheels and strafing twisties. The result is what you’d expect from the company some tout as building the first “real” sportbike in the GSX-R750. 

Naturally, I reached for my Aerostich. The sport-tourer’s uniform of choice, it seemed like the right thing to wear when the invite to test Suzuki’s newest sport-tourer – the 2022 GSX-S1000GT+ – popped up in my inbox. It offers full-body protection from both the ground and the elements, is easy to take on and off, has loads of pockets, and has room underneath for layers (including an airbag, in my case). I felt like I made the right decision when I hopped on the bike. 

“I’m not a fan of the Darth Vader looks.”