Category Archives: General

Scenic 3 is the next major iteration to Scenic: the number one rated motorcycle navigation and adventure app. It features new maps, updated motorcycle routing, a refreshed look and feel, improvements to organizing your routes, rides and locations, renewed navigation and much more. Here’s a sneak peek.

This time I’m sharing a few screens in dark mode with you. One thing jumps out immediately. The dashboard-wheel-menu that Scenic 2 is known for, has been replaced by a slide-in panel. After long deliberation we decided on this to (1) make more room available on the screen (2) provide better overview of available menu options and (3) make more room for future menu items.

The right screenshot shows the new ‘Organizer’ list in dark mode. Scenic 3 has such a list for your rides, your routes and your locations. The rows in the lists also contain a small map preview now, making it a lot easier to recognize rides/routes/locations and select the one you want. Organizing into folders also becomes a lot easier in Scenic 3. Now you can delete entire folders even if they are not empty, and delete and move multiple rides/routes/locations at once.

The middle screenshot shows the slightly redesigned navigation screen. Don’t let the ‘slight’ fool you though. The navigation screen is where the true improvent of Scenic 3 lies. The new maps and new routing algorythm enable better voice guidance, a do-not-recalculate-on-detour option, satelite maps, better speed limit data, and that’s just to name a few things.

The support article on Scenic 3 has been updated to answer your most recent questions. When will it be in the App Store, you ask? By end of summer!

There is a number of relatively new Chinese engine factories that started or are going to start producing 1000 cc and bigger engine blocks for motorcycles. Among others there are Zeths, Weisenke and Zontes. Doesn’t ring a bell right?

I am not sure how I feel about this new development, but just as with Harley Davidson, we should not write them off before trying. We will start seeing these Chinese companies more and more, despite perhaps a subpar reputation

Some of you might be familiar with Benelli, which is owned by Qianjiang. They have now launched a 1200 cc three-cylinder tourer. They also managed to make a deal with MV Agusta in order to start producing their 1000 cc four-cylinder engines.

It might seem like electrical engines are taking over in the West, petrol heads worldwide should be keeping an eye on these new developments from the East, where it seems like the internal combustion engine is getting a new lease on life from China. There is a number of other interesting collaborations coming up as well.

If you’re a MotoGP fan like me, you may remember six-time motorcycle world champion, Max Biaggi. Since his MotoGP and Superbike adventures, Max has been working with the Monaco-based company Voxan Motors to break the land speed record for two-wheelers. Voxan, owned by electric-racing pioneer Venturi has been working on a highly aerodynamic motorcycle called the Wattman.

The Wattman has been entirely built from scratch. The long-stretched frame, long wheelbase and low rider position are all aimed lowering the center of gravity while reducing drag. The battery system and powertrain have also been developed exclusively for this bike, using Formula-E expertise.

Conventional cars and motorcycles often use shared platforms, battery tech and powertrains in order to lower cost, but in order to develop a record-setting electric motorcycle, Voxan has worked together with Venturi’s battery engineers at Ohio State University.

They pieced together a unique battery consisting of 1,470 cells, with a weight of 140kgs (308 lbs), a capacity of 15.9 kWh and a nominal power of 317 KW. The total weight of the battery is about half the weight of the vehicle itself. The powertrain, or engine if you like, is a modified version of the electric engine in the Venturi VBB-3, which holds the speed record for electric vehicles (at 576 kmh/358mph).

The bike has no front-brakes, and is cooled by ‘dry-ice’, or carbon dioxide compressed to solid state, giving the bike additional advantages in aerodynamics and weight.

After having set no less than 11 speed records (find the full list here) in November 2020, the Italian pilot is looking to smash his own records once again this summer. According to Motorcyclenews.com, Voxan was looking to use Bolivia’s Salar de Uyuni salt flat as a location for its new attempt, but COVID-19 restrictions have made this impossible. Instead, the Voxan team will be looking to break the records closer to house at the Châteauroux airfield in France.

Biaggi surely isn’t getting enough of ultra-high speeds on two wheels, commenting on the new attempt he said: “Attempting to set new speed records barely a year after posting the very first is exhilarating! Eleven is great but… it’s not enough! I want to keep on developing electric mobility.

Voxan and Biaggi are not the only ones trying to break records. British firm White Motorcycle Concepts is looking to smash the current record with smart aerodynamics and two wheel drive.

Back in 2006, Yamaha changed the riding experience for good as it introduced ride-by-wire technology on it’s YZF R-6 sports bike, a feature that’s now adopted by pretty much every motorcycle manufacturer.

In 2021, Honda is looking to disrupt the market again. Honda’s latest patent filings give a good insight in the company’s plan to re-design the clutch.

The patent drawings show a clutch lever linked up to a hydraulic pressure control unit which gives the rider the authentic clutch feeling of operating the clutch, but the direct link between the lever and clutch are eliminated. Honda is also looking to introduce a “reactive force generation device”, basically an electronic pump, which goes to act against the clutch lever, simulating the feedback you usually get from a hydraulic clutch when you release the lever. 

Riding the bike with the clutch lever released, the clutch-by-wire unit continuously gauges the pressure in the clutch’s hydraulic system to make sure the clutch can be engaged at any moment. The system is also designed to prevent the stalling of the engine by accident as it slowly engages or disengages the clutch when departing or pulling over.

So what’s the upside of all these additional electronics, which some motorcycle enthusiasts are already blasting as unneeded innovation?

Being such an important element of the driving experience and driver input, the clutch-by-wire system could open a whole new world of possibilities. Cycle-world’s Ben Purvis names completely automatic clutch control, which in combination with the quick-shifter would make for an almost seamless gear changing experience, along with additional launch control, wheelie control and traction control strategies. The extra data input form the clutch combined with the input from throttle, injection and ignition systems could be used to improve traction control systems even further, offering the rider a safer and more controlled driving experience.

How important will this innovation be for motorcycling and do we really need it?

For now, there’s a lot of speculation going on about the functionality and durability of the system, with many asking themselves if Honda is taking the electrification and computerization of motorcycles too far. Just like with autonomous vehicles, this innovation may end up reducing the driver’s control of the bike, and no matter how smart and well programmed, a “robo-clutch” may never be able to exactly mirror the same experience as a good old hydraulic clutch.

Since I got my motorcycle license 13 years ago, I moved from naked bikes, to sport-touring bikes to adventure bikes. I didn’t cheap-out on gear over time, so some of the gear I got in those early years I still use now. For example, my Rev’it Everest GTX Jacket, a Rev’it leather pants, another Rev’it Jacket (perforated leather), and a pair of BMW leather waterproof touring boots. This gear has been rock solid over the years and I’m sure they will last much longer. Over time I did get more gear to adjust for weather and riding style. E.g. I recently got a new adventure helmet and some adventure boots.

Other then my bikes, a few other things changed as well. (1) I got a family (2) I moved from the cold Netherlands to a warm Mexico, (3) I got older, wiser (depends on who you ask) with less need for speed, and most recently, I had a small motorcycle accident where I broke my leg. This accident is where my curiosity into the Dual Sport gear all started.

The accident

In order to explain why the accident peaked my interest in dual sport gear I have to give you some background info. As some of you might know I got a new bike about half a year ago. The KTM 1290 Super Adventure R. A big bore adventure bike, very heavy, but also very off-road capable for such a big bike. The accident happened 2 weeks ago. I went on a camping trip with my friend Jasper. First day we arrived at the camp site, riding only pavement.

The next day we went to check out another camp site about 50km / 30mi away, all off-road. It took us over a loose gravel road going from the top of the mountain we camped on, all the way down to the valley via dozens of twists and hairpins, river crossings and a few muddy puddles. Apart from a flat tire which was easily fixed, and the screaming hot temperatures, all went well.

We arrived at the other camp site and checked it out. Once done, I got on my bike, went through the same muddy puddle I went through just 30 minutes before, when my rear wheel slid sideways and the 250kg / 550lbs bike crushed my leg breaking my tibia and fibula. 5 excruciating hours later, with help of Jasper, an improvised splint and very helpful locals with a 4×4, I made it to a good hospital with an actual x-ray machine and a good orthopedic surgeon.

Tip: Make sure your first aid kit has a blow up leg-splint in it. Mine didn't. 

Even though I was wearing adventure boots (Sidi Adventure 2) this was not enough. Don’t get me wrong, this is not a criticism towards the Sidi Adventure boots. If I was wearing my BMW touring boots or my urban motorcycle sneakers, I’m almost certain that I would have bones sticking out of my skin. Luckily that was not the case.

Reflection

Of course I thought a lot about the accident and talked about it with Jasper, who saw it happening. First thought was that, all in all, it wasn’t that bad. I just broke my leg. No biggie. Happens to a lot of people.

Did you know that leg injuries are amongst the most common injuries in motorcycle riding, especially off-road riding?

Second thought was wether or not I would start riding again. I decided to wait a few days with a decision, as the first day or two in the hospital I was seriously thinking to sell it all and buy a Jeep Wrangler or something like that. But… after two days, the initial scare wore off and sanity kicked in again 🙂.

Thirdly… how could I have prevented this accident? Here is what we came up with:

• Better Tires – In front I had a TKC70, but my back wheel still had the stock Pirelli Scorpion Trail: basically a road tire which does not provide any grip at all in the mud. Even a TKC70 would have a hard time in deep mud. A proper 50/50 tire might have prevented my accident.
• Improve riding skills – My road riding skills are pretty decent, but off-road I still have a lot to learn. I actually had an off-road riding course planned after the camping trip, but alas, that was too late. I believe with better skills I would have approached the muddy puddles with more care and respect (especially knowing that I had a street tire on the back). Probably I would have made it through if I had better skills.
• A smaller, more manageable motorcycle – The KTM 1290 SAR is a beast on- and offroad. I still love this bike and I won’t be selling it any time soon. I invested too much for that. But… my next bike is definitely going to be lighter and less ‘ready to race’. Perhaps a Yamaha Tenere 700 or even a Suzuki DR 650.
• Switch to a rack-less luggage system – I don’t remember the fall exactly and Jasper neither (it went so fast), but, even though I was standing on the pegs, the bike fell on top of my leg. It’s full weight transferred to one of the tubes of the rack. (I didn’t have the soft luggage on at that moment). Perhaps, if I would not have that rack on, my leg would have been fine.
• Go for full-on MX boots – When I bought the Sidi Adventure 2 boots, I had a hard time deciding between the Sidi Crossfire 2/3 and the Adventure 2. In the end I chose the Adventure boots. Now I can’t shake the feeling that my leg probably would have been fine (at least not broken) had I worn Crossfires or something similar.
• Better ventilating gear – That day it was hot, even for Mexico standards in that area. I only had my Rev’it Everest jacket with me because that’s waterproof and it was rainy season. It’s not exactly a summer jacket though. So, due to the slow off-road speeds I was overheating and getting tired fast (probably also a factor in the accident). I didn’t take off my jacket because I didn’t want to ride around unprotected.

Dual Sport vs Adventure Riding

So, with all this in mind, and time to spare since I can’t walk for the next 6 weeks, I started browsing, reading and YouTube-ing. Pretty quickly I decided that I was going to change my gear and protection, moving it towards a more dual sport oriented direction. Before I get into what the differences in gear actually are, let’s first make sure we all understand the differences between adventure and dual sport riding, and adventure and dual sport bikes. Whole articles have been written about this (here’s a good one on ADV Pulse), but basically it boils down to this:

Adventure is road riding with the occasional, not too technical, off-road stretch (think gravel, fire roads). Adventure bikes are typically powerful (>70hp), have 2 or more cylinders and are heavy (over 200kg / 440 lbs).

Dual sport riding is mostly off-road, with some road in it to get to those off-road stretches. Dual sport motorcycles are typically less powerful (50hp or less), have only one cylinder and are lighter (around 150kg or less, depending on the engine capacity).

Of course, this is a generalization, there are many exceptions to this. There are people who treat an adventure bike like a dual sport and also lots of people who use a dual sport to adventure the world. But, not everyone is Chris Birch or rtwPaul. And obviously there is a huge overlapping area between these two riding styles and types of bikes.

Dual Sport vs Adventure Gear

Now let’s get to the gear. The typical adventure gear is the gear we are all most used to. It’s like my gear mentioned above and, apart from style differences, it’s also the gear that is worn by most road riders, from tourers, cruisers, scramblers to naked riders alike. A jacket with integrated armor, good abrasion protection (should you do a slider on pavement), and preferably usable during 2 or 3 seasons, maybe even waterproof and breathable (e.g. GoreTex). Pants, same story, armor integrated, abrasion protection, usable during 2 or 3 seasons. Foot protection varies from army boots to stiff leather boots which are still comfortable to walk in. This gear is easy to put on and comfortable on the road, but can quickly get warm at lower (off-road) speeds. You won’t see a lot of dual sport riders dressed like that.

With dual sport being mostly off-road, it typically takes a lot of energy, is at lower speeds and obviously doesn’t take place on road-rash-causing pavement. Body heat and sweat, generated by the hard work, needs to be wicked away by good ventilation. Also, abrasion protection is less important in the dirt, while impact protection is more important (think rocks, roots, trees that you can fall onto and bump into). So, dual sport riders take a different approach. They split their gear into layers: an armor layer close and snug to the body preventing protectors from moving to the wrong places, and one or more top layers to protect against the elements. This gives them better protection and a lot more flexibility to adjust to temperature and weather changes during a ride. E.g. if it gets too hot they can choose to ride in the armor layer with a jersey only. Since the top layer (e.g. a jacket) doesn’t have protectors in it, they can take it off and fold it up small to carry on the bike.

Dual Sport Gear Components

In stead of me explaining the components, let me link an excellent video below. This is Eric Lange from RideADV. He makes his living by guiding motorcycle adventure tours all over the world. In this video he explains what gear he relies on and why. Notice that this is all dual sport gear, while Eric rides adventure bikes and the title of the video is ADV Moto Gear. Goes to show how interchangeable this terminology is actually used.

My New Gear Setup

As I already mentioned at the beginning of this article, I never cheaped-out on gear, and over the years I have gathered quite a decent gear collection. The good thing about switching to ‘dual sport’ gear is that a lot of my existing gear is still usable. Here’s what my new gear setup looks like!

• Top left we have the body armor vest I bought. It’s the Leatt Body Protector 3DF AirFit Hybrid. Why did I choose this one? Because it’s relatively low profile, breaths well, but still has CE Level 2 back and chest protectors.
• Below that we have the Leatt Impact Shorts 3DF 4.0
• Below that we have the Fox Racing Titan Pro knee guards. I really wanted to get knee braces, but a good pair of those is 500+ USD, while this is only 100 USD. If you’re wondering, here is a great video explaining the difference between knee guards and knee braces. In the future, if finances allow it, I’ll probably get knee braces, but for now, these will have to do.
• Top right we have our upper body top layers. These are the jackets I already own. I will simply remove the protectors from it. With that, I get a very versatile top layer I can choose from, depending on temperature and weather. Only thing still missing is a jersey, which I’m planning to get in the near future.
• Below that we have the pants. I already owned the leather riding pants and riding jeans. Like with the jackets I’ll remove the hip and knee protection from them. I also had a textile pants, but that one was cut to pieces when I arrived at the hospital. As a replacement I ordered the Klim Mojave pants. These are very well ventilating pants, that still offer a decent amount of abrasion protection for on the road.
• As for feet and lower leg protection, I already own three pair of boots/shoes. The Sidi Adventure 2 boots, the BMW touring boots and the Motorcycle sneakers. (I’ll probably never wear those sneakers again given my accident.) In the future, if finances allow it, I want to invest in a decent pair of actual motocross boots, like the Sidi Crossfires or Alpinestars Tech 10.

I also want to get an airbag vest (got my eyes on the Helite E-Turtle). But these things are also crazy expensive and impossible to get in Mexico at this moment.

Conclusion

So there you have it. My new gear setup resulting from my recent little accident. Motorcycling can be an expensive hobby, especially when it comes to safety. Safety is hard to argue against, but everyone has to decide for themselves how much they want to invest in protection. This will depend on what kind of riding you do and the budget you are willing to spend.

One thing I didn’t mention yet is the downside to this layered approach. It takes a lot longer to gear up for a ride. A quick dash to the supermarket or corner store won’t be quick anymore if you want to fully gear up. This is something I have yet to experience, but I think I’ll get used to it.

Please don’t hesitate to leave a comment if you have some feedback, tips or tricks for others. I read every comment and perhaps it will help other riders too.

Thanks & Cheers,
Guido

Do you believe riding motorcycles is nature or nurture? One might tend to think it is nurture. Kevin Cameron has been writing about motorcycles for almost 50 years. According to him, not everybody agrees. The article I am linking to below describes in great detail what having and riding a motorcycle means.

“The motorcycle binds together freedom and responsibility. Manage the freedom or fall. That bargain stays with every rider.”

Kevin Cameron states that Riding motorcycles is “a permanent state, a part of our lives, the motorcycle becomes an instrument of resistance toward the humid smugness of a conforming majority: the Rebel Without a Cause aspect.” Read the following article for an interesting read about why we ride. Perhaps you should let your significant other read this interesting blog on Cycleworld.

Over the last couple of months, I realized that I am in a transitional phase. I was never a fan of Harley Davidson and I have been criticized because of it, as can be read here. However, over time I am starting to appreciate the brand and its style. It might be a lockdown symptom, but this JvBMoto custom Harley Davidson Livewire actually looks sexy. I really feel like buying it and take her for a first ride. I feel the need to open the throttle and hear that engine scream. I wonder what the electrical engine sounds like!

Jens vom Brauck, founder of JvBMoto has the following to say about this beautiful machine: “All I know is that this bike is so much fun! It just makes you smile all the time and shows that the future of motorcycling can still be really enjoyable”. Vom Brauck customized the bike by adding carbon fiber parts but leaving the seats the way they were. As you can see there are some café racer influences. What is not so visible but will have a lot of impact on how this beast rides is the new rear shock from Sport Evolution.

I was inspired by Jordan Gibbons’ article on motorcyclenews.com.

What percentage of motorcyclist is female? You’d be (or at least I was) surprised that it’s around 20%… at least according to a study that was done back in 2018 amongst almost 2500 adults in the United States. A 2016 study in the UK showed that around 10% of UK motorcycle trips were done by women.If you know of any more recent studies please leave a comment below. I am very curious.

I was surprised by this ‘high’ number, because when I’m out riding it doesn’t feel like 1 in 5 (or even 1 in 10) riders is female. Whenever I stop in a biker cafe or restaurant, the vast majority of riders is male. Perhaps it’s because I live in Mexico, or perhaps it’s because my riding buddies are male, or perhaps I’m just stopping in different places. I don’t know. Whatever it is, it’s clear to me that motorcycle riding is still primarily a male thing. That’s a shame and I don’t really understand why to be honest. If you have an idea please let me know in the comments.

International Female Ride Day

This is why I’m happy that initiatives like the International Female Ride Day (IFRD) are here. Last week (May 1st) was the 15th year of the IFRD and I’m sure that because of the IFRD a lot of women have started riding. Also, in the last years, female focussed motorcycling websites were started, like motoress (owned by Vicky Gray, who created the IFRD) and women riders now, which have also helped encourage women to take up motorcycling. My hope is that, in a few more years, motorcycling will become like hiking or scuba diving. No more sites or events especially for males or females, but just for motorcyclists, full stop. Until that time, I’m happy that all these initiatives are here.

With that said, I’d like to share a list of female Motorcycling YouTubers who I follow and have inspired me to be more adventurous in my riding. I hope that by sharing this list, more people will be inspired too. Either to take on more adventure in their rides or just take up riding in general.

Itchy Boots

First woman I want to mention is fellow dutch(wo)man, Noraly (a.k.a. Itchy Boots). She has been traveling solo, all over the world on several motorcycles now, going from adventure to adventure. If she didn’t come across your YouTube feed yet, definitely check out her channel.

As the Magpie flies

Amanda has been making Motorcycle Youtube videos for 5 years now. I really like her honest, funny and friendly way of approaching situations and reviews of motorcycle and camping gear. Mostly riding alone, she is an inspiration for many. Check out her channel, As the Magpie flies, if you want to know all about motorcycle riding, gear and camping.

onHerBike

If you know Itchy Boots, you probably also know Kinga (a.k.a. onHerBike). Originally from Poland, but with a laid back Aussie attitude she’s been riding solo on her BMW F800GS for many years now, all over the world. In 2018 she was invited by BMW Motorrad as a guest to the International GS Trophy 2018 in Mongolia.

Ride With Red

Not a world traveler and mostly riding Cruisers (although she’s changed motorcycle recently), Red has a different way of enjoying motorcycling from the previously mentioned women. Nevertheless a source of inspiration for many to get out there and ride.

I know and I’m sure there are many many more female motorcycling YouTube channels out there. Just too many to list all here. But if you feel there’s a real inspirational gem that I’ve missed, by all means leave a comment below.

Here at Scenic App, we’re reluctant about electric motorcycles. We’ve written quite a bit about the electrification of the motorcycle industry in recent months though, and most of the motorcycles we’ve looked at had the same characteristics. They’re lightweight, small, nimble and perfect for city commuting.

Husqvarna’s Vitpilen and Svartpilen (the café-racer and scrambler models) have been around for a couple of years now, and their futuristic design mixed with vintage features continues to draw a lot of eyeballs. Together with their more flashy-looking brother-from-another-mother KTM Duke series, they make for great city cycles.

It’s no wonder then that Husqvarna’s parent company Pierer Mobility AG decided to electrify the popular Vitpilen model.

The E-Pilen concept largely has the same design features as the regular Vitpilen, but its characteristic tank houses three swappable battery packs which should provide the bike with a range of around 100km. The bike is powered by a small 11KW engine which boasts around 15bhp.

While these preliminary range and engine performance specs don’t blow us away, we remain optimistic that KTM/Husqvarna will surprise us with small, and fun to drive electric models within the next few years.

All we know for now is that Pierer Mobility AG has confirmed that both the E-Pilen and a completely new electric scooter will be hitting the roads somewhere at the end of 2022.

Recently I found myself in a situation where I wanted to go on a 10 day trip, riding through the stunning mountains of Orizaba and Cordoba, the beautiful crocodile biosphere of Laguna Catemaco, the dense jungle of Chiapas and the Caribbean beaches and lagunas of Bacalar and Tulum. Does that sound attractive? Mexico offers it all 😊

As temperatures are easily going over 95F (35C) for extended periods of time, and as these times match my riding hours I knew I had to invest in some proper summer motorcycle gear. I found this extended article on MCGearhub very useful to help me choose.

According to MCGearhub the one thing all good summer motorcycle gear has in common is optimal protection and fitment that’s compatible with supreme airflow. The main lesson I learned from the article was that the pants have to be of mesh and must include CE-certified knee armor as well as hip armor or at least pockets for optional hip armor.

So with that in mind I searched for the best motorcycle pants as my leather ones definitely wouldn’t do on this trip. I am torn between the Dainese and Alpinestars mesh pants but haven’t made up my mind. In the end, unfortunately I had less time than I thought and I decided not to make the ride but take a plane instead. Please don’t bash me too hard in the comments 😉