coronavirus Gear Reviews Motorcycle News Other Motorcycle Blogs Web Bike World Yamaha

Yamaha Suspends Production in Italy and France Due to Coronavirus

More Shutdowns

Yamaha is far from the first company to shut down production facilities in the wake of the coronavirus outbreak, but it likely won’t be the last. According to MoreBikes, the company has suspended production at two of its facilities. The first is in Italy and the second is in France.

Production at the Motori Minarelli engine factory in Calderara di Reno, Italy, is the first. The second is the MBK Industrei assembly plant in Saint-Quentin, France. Both will shut down until March 22. The plan, according to the report, is to review the status of the virus outbreak weekly and decide if the facility should continue to stay closed or not.

Eric de Seynes, Chief Executive Officer of Yamaha Motor Europe said: “The health of our employees and our social responsibility are our priorities at this stage, which is why we took the decision to suspend production at these two facilities in the face of the ongoing coronavirus pandemic. We also value highly the skills and commitment of a workforce that has shown tremendous loyalty to Yamaha, but now faces an unprecedented situation outside of the workplace.”

He went on to say that the company is working to ensure that no employee will lose out financially between now and the time that it can re-open the facilities. While March 22 is the target date to get back on track, that totally depends on how things go with the virus. It could be longer before things return to normal. 

The post Yamaha Suspends Production in Italy and France Due to Coronavirus appeared first on webBikeWorld.

Accessory Reviews Gear Reviews INNOVV Motorcycle Accessory & Parts Other Motorcycle Blogs review Web Bike World

INNOVV Power Hub 2: Early Release Review


How time flies; it seems like it was only yesterday since we published our first look at the INNOVV Power Hub 1 product – I’ll blame it on cabin fever generated largely due to our lousy and continuing winter…

NNOVV Power Hub 2 - Smaller than Power Hub 1

But like the original Power Hub 1 reviewed in December 2016 to be exact, the newest iteration, now called the Power Hub 2 still provides five switched in-line fused outputs, but in a much smaller form factor – taking up about half the space needed for the original Power Hub 1.

And it is this ‘downsizing’ that is, at least for me, the biggest change to what is one of the most versatile and economical power output products on the market.

The INNOVV Power Hub 2

Welcome to 2019 and the INNOVV Power Hub 2. Unlike the Power Hub 1 that is a more 3-dimensional shape (think The Borg Cube), the Power Hub 2 is packaged in a smaller ‘brick’ form factor with identical dimensions to that of the INNOVV smart power supply module supplied with the C5 single and K2 dual channel camera systems.

NNOVV Power Hub 2 and K2 Power Supply

Comparatively, both Hub variants are totally sealed, including the flying lead cables used for input and outputs – features allowing the modules to be mounted and used externally or in a more protected or hidden unused spot on the host platform.

But the newer smaller Power Hub 2 is far more likely to fit into a wider variety of spaces, especially when footprint and clearance are paramount; the five output leads with ATM fuse modules occupy more space than the module itself…

NNOVV Power Hub 2 with coin for scale

wBW has tested, installed and used virtually everything power distribution and management system on the market over the years, be they large, small, switched or unswitched, wired or wireless managed; and, the INNOVV Power Hub products remain great representatives for their genre.

We truly are well served regarding power distribution products for motorcycles. However, in comparing many competitive products, the INNOVV pieces still stand out, not only for their simplicity and flexibility but also pricing.

Power Hub 2 Features

NNOVV Power Hub 2 layout, inputs left and outputs right
At almost half the size of the original, the down-sized Power Hub 2 still features three input leads and five output leads – all with individual in-line ATM fuse modules. The two LED display found on the Power Hub 1 is now represented by a single small Blue status LED on the Power Hub 2.

NNOVV Power Hub 2 features information on box

Power Hub Comparison Table


Feature Power Hub 1 Power Hub 2
Dimensions 64.2 x 39 x 40mm (2.5 x 1.5 x 1.6in) 46.2 x 31 x 18mm (1.8 x 1.2 x 0.7in)
Input Leads Pos (fused), Neg, Ignition trigger Pos (fused), Neg, Ignition trigger
Rated 40A maximum 20A maximum
Output Leads 5 x 5A fused flying leads (15A max) 5 x 3A fused flying leads (5A max)
Boot Delay 10 second On and Off 10 second On and Off
LEDs Red = Fault, Blue = Flashing on/off and Steady for power good Blue = Flashing on/off, Steady for power good

Power Hub 2 Leads & Lengths

  • Yellow = ignition (trigger) – connected to ignition switched power source, sends electrical signal to trigger the Power Hub to turn on and activate the five output circuits (115cm/45in)
  • Red = positive power lead input connected to positive terminal of battery, ATM fused (100cm/39in)
  • Black = ground lead input connected to negative terminal of battery (100cm/39in)
  • 5 x Red power output leads, with ATM in-line fuses (57cm/22in)
  • 1 x Black common ground for connected accessories (33cm/13in)


NNOVV Power Hub 2 installation instructions on box

As the Power Hub 2 is so small and totally sealed with input and output connections done using the flying leads the module is mountable almost anywhere, making it such a simple solution for virtually any powersports platform, especially motorcycles.

Since its release, I have installed many Power Hub 1 modules in a variety of motorcycles (sports, touring, adventure and scooters) with a suitable spot always found, although sometimes it took a bit of scoping and creative mounting to get it installed in the best location.

Not so for the Power Hub 2 – it is proving to be much easier to find a good spot or spots on the exterior or interior in which to mount it and with its long input and output leads routed, there aren’t a lot of limits to just where and how the system can be installed.

NNOVV Power Hub 2 output leads
NNOVV Power Hub 2 module on exterior
Being in the middle of cabin fever mitigation activities – otherwise known as winter period accessorizing, the arrival of the Power Hub 2 was timely as some additional unswitched power was needed for some additional USB outlets, handguard LEDs and rear-facing auxiliary lighting.

NNOVV Power Hub 2 installation

An initial outer side wall installation of the module was done on the 2019 F850GSAdv for assessment but was then moved over to the 2018 R1200GS Rallye where it had a temporary home and now a (permanent) location.

On both the F850GSA and the R1200GS, the module was initially mounted on the right outer sidewall of the under-seat housing before being moved to its permanent home under the back deck and just to the right of OE DWA (Alarm) module.

NNOVV Power Hub 2 installation, module closeup
All the locations work fine, although with different fastener material used for fixing the lightweight module in place. The external mountings use 3M VHB adhesive strips while the under-deck placement is more than adequate using low profile 3M Dual-Lock pieces, so the module can be lifted out of the way easily – the deck area is crowded…

NNOVV Power Hub 2 full deck view of installation
While the Red and Black power leads, housed in a length of Flexo F6, run up to or forward (depending on the motorcycle) to the battery box, the Yellow trigger wire has a couple of connection options.

NNOVV Power Hub 2 installation under deck

All the home fleet motorcycles see a lot of accessory ‘test mule’ activity, so extension leads via Posi-Tap pieces from the Brake, Left and Right Turn Signal and License Plate Light leads are installed and run to a six terminal common connection (barrier) strip to facilitate ongoing access and eliminate repeated access to the thin OE wiring.

The remaining two terminals are used for 12V switched power sources with a separately dedicated ground block mounted under the deck as well.

So, the ignition switched yellow trigger wire can go to the nearby Posi-Tap on the 7.5A 12V switched lead of the 10A/7.5A dual accessory circuit module located to the right under the rider’s seat section or to the terminal block hosting the license plate extension lead.

With the ‘input’ side of things taken care of, the one, it is time to utilize the five output leads with their ATM in-line fuse pieces to get things wired up. I typically mark the circuits one through five for documented use identification.

NNOVV Power Hub 2 installation, waterproof Posi-Locks

Two of the output leads run forward along the right wall, joining up to their respective accessory leads using waterproof Posi-Locks. A third output, also with a waterproof connector, routes behind the OE alarm module as 12V switched power to the Admore Lighting ADMSB Smart-Brake light bar (these are among the first accessories installed on all home fleet motorcycles).

The remaining two output circuits, with fuses removed (bagged, with spares and secured in an accessible spot) are sealed off, wrapped up and tucked away between the DWA and RDC modules – but fishable from the deck cutout.

Function & Performance

NNOVV Power Hub 2 Blue LED indicator light

Turn on the ignition and wait 10 seconds – when the (visible or not) Blue LED lights up the Power Hub 2 is up and running along with connected accessories. Turning the ignition off sees another 10-second delay (along with any onboard system delay), then the PH2 shuts down.

Performance, including reliability, is easy to assess…none of the (many) original Power Hub 1 units I have installed nor either of the two newer Power Hub 2 systems has ever shown any sign of weakness or failure.


NNOVV Power Hub 2 module installed with deck reinstalled

INNOVV has stayed the course regarding general features of both the original Power Hub 1 and now the new Power Hub 2; the biggest visual takeaway regards the difference in overall size between the two.

Capacity and output are downsized – from 40A to 20A, with the expected reduction in recommended individual circuit maximums, from 15A to 5A (Hub 1 and Hub 2 respectively).

This could raise concerns over limitations, but as (most) of the accessories in use between four different motorcycles typically draw 0.5A to 4A tops (another benefit of using LED lighting) this reduction isn’t a major concern, although it needs to be considered.

And multiple circuits could be ‘ganged’ together for heavier duty demands, like the previously mentioned heated gear.

A small nit – there is (still) no choice between switched and unswitched output as many other products offer; once the 10-second bootup step is completed, all the circuits, properly fused, are available for use.

An observation made in the Power Hub 1 review over the 10-second boot and shut down delay is possibly still applicable here, although it doesn’t seem to have arisen as a major issue for users.

But it would still be great to see a time-delay shutdown provided if the motor is not actually started within a specific time…

Our bottom line from the original Power Hub 1 review bears reuse, although updated to reflect the new product; “the INNOVV Power Hub 2 is cost-effective with a list price of $69.00 and is a near perfect small form factor solution for adding multiple accessories where a rugged hands-off operating environment is key.”


  • Very small simple module
  • Simple battery and trigger lead connections
  • Five fused switched output circuits (3A nominal, 5A maximum)
  • Totally sealed module and leads
  • Long leads facilitate installation
  • Installable almost anywhere desired
  • Price


  • Hard plastic ATM fuse modules are (very) hard to open
  • No switched/unswitched output option



  • Manufacturer: INNOVV
  • Price: $69.00 USD
  • Made In: China
  • Alternative Models: The original Power Hub 1
  • Sizes: Small, ~50% smaller than the Power Hub 1
  • Review Date: February 2019

INNOV Power Hub 2 Image Gallery

The post INNOVV Power Hub 2: Early Release Review appeared first on Web Bike World.

Articles Gear Reviews Other Motorcycle Blogs riding tips Tips & Advice Web Bike World

Bikes Are No Longer Just for Dudes

The world of motorcycles is always growing and evolving to meet the needs and desires of consumers. But some of that growth might surprise a lot of riders. As a female rider, I honestly would not have estimated that nearly 20% of all bike owners in the United States are ladies. But that is exactly what the Motorcycle Industry Council discovered during its latest poll.

The 2018 MIC Motorcycle/ATV Owners Survey found that 19% of all owners are female, which is a 5% increase in just four years, and a substantial 9% increase over the 2009 results. And though the actual numbers could be considered surprising, this is nothing but great news for all of the ladies out there who are dedicated riders.

Strength In Numbers

One of the greatest benefits to female riders as a result of their increase in numbers is definitely the increase in ladies gear. Its simple supply and demand, but in this case, the increased supply is driven by the greater demand for quality riding gear made specifically for the body types, shapes and sizes of female riders.

For many years, women tolerated the guy’s gear which tended to be too big in the shoulders and length of the sleeves and legs, but too tight in the seat and waist areas. But for the most part, ladies were not investing much in true riding gear, because they were often just a part-time passenger on a bike.

However, as more and more ladies discovered the thrill and enjoyment of actually operating a motorcycle, the need for comfortable, and more importantly, safe gear became apparent.

Ladies on The Job

Bike ownership is not the only place that the gender barrier has been broken. There have also been huge strides made in the motorcycle industry and the gear industry as more ladies are working in the design and development of gear specific to female riders. The result has been a huge improvement in the fit and comfort of riding gear for ladies. And with better fitting gear female riders are safer operators and are enjoying the benefits of better protection and safety from the gear that they are wearing.

Gear for All Sizes

I am very fortunate to have been able to adapt and wear some of the guy’s gear fairly comfortably. At 5’10” tall I never had to worry that even a men’s small was going to be too big. But petite ladies have always had a difficult time finding gear for sports and other activities. In the past, I know it was common for ladies to turn to boys athletic equipment and gear to get a size that was more realistic than a men’s small.

However, motorcycle riding, being an adult activity, meant that even that poor substitute for correctly sized gear was not an option. But with the growing number of ladies riding and spending their hard earned money on ladies gear, the manufacturers have expanded the options to cover not only a ladies line of gear but a line of gear that has a huge range of sizes and shapes available.

Ladies can now shop for gear in much the same way they shop for other clothing. And I know we all appreciate that not only are there assorted sizes and shapes but also colors and patterns that appeal to us. Let’s be honest, guys will wear all black, all the time, but ladies really do care about having other choices.

I will admit that I have even bought some gear specifically because it matched my bike, so color choices do appeal to me. Just to get an idea of what’s out there now for the ladies, I looked at Revzilla’s search criteria which include a sizing qualification. I found options ranging in size from 2XS to 5XL. In addition, there are plus sizes and standard ladies sizes from 4 to 20.

Ladies Jackets

I went to Revzilla and clicked on the tab for the women’s gear. I must admit I was a little surprised, but also very happy to see a full dozen categories to choose from including jackets, race suits, and boots. My first selection was the jackets and vests category, which yielded an impressive 291 options to choose from. Names such as Alpinestars, Cortech, Dainese, Fly, Icon, Joe Rocket and Kilm were among the more notables from a list of over 45 manufacturers.

I checked out a few brands that I am familiar with and found that currently, Revzilla offers 30 different women’s Alpinestars jackets, as well as 30 choices from Dianese. Joe Rocket and Klim offer a dozen ladies coats each and Icon offers 24. Granted, there are over 400 choices for men when it comes to just sportbike jackets, but 291 ladies jackets are a great many more choices now than there were offered just a few years ago.

A Tougher Choice

Jackets are a critical piece of gear for every rider and the wide number of selections for ladies is awesome, but I wanted to check out a piece of gear that might not have a great demand, to see if there really are any more choices than there had been in the past. I clicked on race suits expecting to find one or two selections but was excited to see a dozen choices offered by three great manufacturers.

Alpinestars, Dainese, and Spidi combine to offer nine one piece race suit options and three two-piece choices for the ladies who are looking to get out on a track and really push their bikes and their riding skills to the limit. The suits are very comparable to what is available in men’s suits with the price range of just over $700 to a top of the line model for $2,499.95.

In the case of racing suits, even with less demand, the motorcycle gear industry has recognized that ladies need quality gear that fits and more than just one or two pieces to choose from. This is a major breakthrough for female riders on the track, on the road and on trials everywhere.

Not only was I happy to see that most of the major manufacturers are offering a great variety for ladies but also that retailers are equally as interested in winning the dollars of the female riding community. Not too many years ago, only a very few retailers were willing to stock the ladies gear, but that has all changed as more ladies are owning bikes and buying quality gear.

Andria Yu, MIC director of communications at the Motorcycle Industry Council stated in a recent interview that as the number of boomers on bikes decreases, the percentage of female riders is expected to hit 25% very quickly. That is great news for all of the ladies who ride or are thinking about learning to ride as they will certainly be able to find quality gear that is both comfortable and safe.

Be sure to check back with WBW in the coming weeks to read about Ladies Jackets Worth Wearing. This will offer a more in-depth look at several ladies jackets and the features and benefits that they offer in addition to proper fit and comfort.

The post Bikes Are No Longer Just for Dudes appeared first on Web Bike World.

Gear Reviews Motorcycle News Other Motorcycle Blogs Web Bike World Yamaha Yamaha R1 Yamaha YZF-R1

Could Yamaha Redesign the R1 Due to European Emissions?

Newer and Better

The Yamaha YZF-R1 is a force to be reckoned with in the liter bike category. It has been since the late 1990s. Now that bike may be redesigned to meet new European emissions standards. According to iMotorbike, the R1 doesn’t meet the restrictions for the Euro 5 emissions standards that will take effect in 2021. 

The publication also said the company won’t just scrap the old bike. It also won’t add in the necessary emissions compliant engine parts. It’s going to completely redesign the motorcycle and infuse it with more MotoGP technology. That could mean things like a counter-rotating crankshaft—like is in the Ducati Panigale V4—variable valve timing, and a seamless gearbox.

There’s supossed to be a patent application for the seamless gearbox floating around out there, but I was unable to find it. iMotorbike reported on it, though, and RideApart reported it as well. A seamless gearbox improves acceleration and makes the shift from one gear to the next extremely smooth.

The downside is it requires a ton of maintenance. If Yamaha will put one on its next R1 production bike, I’d assume it found a way to make the gearbox less labor intensive. That could make the new R1 a truly amazing machine indeed. If Yamaha has figured out how to do that, I’d assume it would use it for racing applications, too, which would be pretty cool.

The post Could Yamaha Redesign the R1 Due to European Emissions? appeared first on Web Bike World.

Gear Reviews Harley-Davidson Motorcycle News Other Motorcycle Blogs Web Bike World

Harley-Davidson Stock Expected to Continue Its Nosedive

Not a Good Sign

While many people continue to discuss Harley’s future bikes, the financial folks have projected continued drops in Harley’s stocks. According to Barron’s, RBC Capital Markets analyst Joeseph Spak says retail sales for the company could drop by 10 percent for the quarter. We’ll see if he’s accurate on April 23, when Harley reports its numbers.

Harley’s stock started its long decline around five years ago from its high at $74 per share to about mid $30s. Spak said he would guess the company will see a year-over-year decline of 20 percent in shipments to dealers. The decline in shipments is directly tied to sales. If dealers can’t move the bikes, they won’t take any more shipments of them.

Part of the issue for Harley are tariffs. Europe imposed 25% punitive tariffs in response to President Trump’s policies. Those tariffs have negatively impacted Harley, and continue to do so. With the original 6 percent tariff that was in place before the 25 percent punitive tariffs, that puts the total tariff at 31 percent.

Those tariffs are expected to rise to 56 percent in June of 2021, according to Barron’s. The tariff issue is what prompted Harley to move European production to Thailand. It’s a move that angered many people in the U.S., including President Trump.

Permanent Damage?

Spak says Harley’s production move could be permanent. He said that Harley “is quickly approaching a point of no return on the shifting of production.” He also said it would be smart for Harley to let the savings from the production move make an impact on the company’s bottom line. He thinks Harley should become a smaller and more profitable company overall. 

I’m no financial analyst, but even I can see Harley has a major problem on its hands. The company is in a tight spot. While the prospect of a new electric motorcycle strategy could make a difference, it will take a long time for the company to turn things around with electric bikes if it can at all.

Harley’s issues are multifaceted. The company can’t find the answers by wrapping itself in the American flag anymore. It’s seeing ailing sales here in the States and issues selling abroad, and in its pursuit to sell more bikes abroad it’s angered the audience it wants to sell to in the U.S. 

As much as I’d like to see Harley continue to be the juggernaut it was five years ago, I’m not sure it can be again. As Spak said to Barron’s, Harley’s best option might be to become a smaller company overall. 

The post Harley-Davidson Stock Expected to Continue Its Nosedive appeared first on Web Bike World.

electric motorcycles Gear Reviews Lightning Motorcycles Lightning Strike Motorcycle News Other Motorcycle Blogs Web Bike World

Lightning Motorcycle Unveils the Strike

It’s Here In All Its Glory

Lightning Motorcycles has teased its new Strike for weeks now, and the company finally revealed it. The bike gets three different battery configurations, each with its own range. The first is the Standard Strike and it has a range of 70 miles highway and 100 miles city per charge. The second is the Strike Mid-Range. It has a range of 105 highway miles and 150 city miles. The final version has a range of 200 miles in the city and is called the Strike Carbon Edition. 

Only the Standard Strike gets the $12,998 price tag that was teased early on. The Mid-Range gets a $16,998 price tag, and the top-dog comes with a $19,998 price tag. That’s still considerably lower than the Harley LiveWire, but not quite as good as I was hoping.

All three models get a liquid-cooled, AC induction motor that puts out 90 horsepower and a massive 180 lb-ft of torque. That’s a crap ton of torque. All will work with Level 1 and Level 2 chargers. Level 3 fast charging can be added for $1,500.

With the Level 1 charger, you’re looking at an overnight charge. The Level 2 charger makes it take two to three hours. With the Level 3 charger, it’s only 35 minutes, and you can get 100 miles of range in just 20.

From a design and aesthetic standpoint, the Lightning Strike looks a lot like the LS-218. The Strike is less aggressive, but you can tell the two bikes are related. You can order a Performance package if you want that will add things like Öhlins suspension, Brembo brakes, and an AIM Strada racing dash. If I were buying one, that’d be on my list of options.

Overall, the Strike looks like a heck of a bike. The company priced it reasonably for what you get. I wish the base model offered a little more, but this seems to be where the technology sits at the moment. 

The post Lightning Motorcycle Unveils the Strike appeared first on Web Bike World.

Ducati Ducati Diavel 1260 Gear Reviews Motorcycle News Other Motorcycle Blogs Web Bike World

Ducati’s Diavel 1260 Received the Red Dot Design Award 2019

This Is a Serious Feather in Ducati’s Cap

Ducati is no stranger to the prestigious Red Dot Design Awards. It won in the past for the 1199 Panigale and for the XDiavel S. Those awards were in 2013 and 2016 respectively. Now, the company has won again for the Diavel 1260. That should help prove to many just how good the Diavel 1260 truly is. 

According to Ducati, 21 design experts evaluated over 5,000 products in 34 different categories. That’s a lot of competition and speaks to the importance of the win. Andrea Ferraresi, Ducati Style Centre Manager, sounded extremely pleased with the result.

It’s never easy to win such important and sought-after recognition as the Red Dot Award. Succeeding for the third time thanks to another iconic bike like the Diavel 1260 is a tribute to the creativity and innovation of Ducati, which fills us with pride.

Ferraresi said that the competition for the award was extremely tough this year. He sounded pleased to see Ducati’s efforts so well-received.

Now that the award selections have been made, the folks who put together the awards will host a Red Dot Award gala ceremony in Germany at the Aalto Theatre in Essen on July 8. Ducati will attend the Gala to officially accept the award in front of 1,200 or so people.

The post Ducati’s Diavel 1260 Received the Red Dot Design Award 2019 appeared first on Web Bike World.

electric motorcycles Gear Reviews Moto e Motorcycle News Other Motorcycle Blogs Web Bike World

Moto E Releases Revised Schedule

A New Schedule Adds Races

Following the devastating fire in the paddock that housed all the bikes in Jerez, Spain. Moto E has released a new schedule that actually adds races to the calendar. According to the new schedule, there will be four events and six races held to finish the season.

Here’s a look at where and when the events will be held:

  • Sachsenring, Germany (July 5 to 7)
  • Red Bull Ring, Spielberg, Austria (August 9 to 11)
  • Misano World Circuit Marco Simoncelli, San Marino and Riviera di Rimini (September 13 to 15)
  • Circuit Ricardo Tormo, Comunitat Valenciana (November 15 to 17)

The events in Germany and Austria will hold one race each. The final two events will have two races each. This allows the end of the season to land in November at the same time that the MotoGP 2019 season will close, according to RideApart.

It’s a shame the schedule needed to be updated at all, but it’s good to see the officials for Moto E managed to make a new calendar work. The addition of the final event in November is a smart move, and it will be good to see the season conclude on a high point. 

The fire that necessitated the new schedule is still under investigation. None of the bikes were charging at the time of the fire, so a charging issue has been ruled out as the cause.

The post Moto E Releases Revised Schedule appeared first on Web Bike World.

Articles Gear Reviews Other Motorcycle Blogs riding tips Tips & Advice Web Bike World

Benefits of Motorcycle Riding Later In Life

When you picture your golden years, you might never have imagined that some of your best days would be spent cruising around on a motorcycle, but that is exactly what more and more people are doing later in life.

California Department of Motor Vehicles data shows that baby boomers make up 56 percent of the almost 1.4 million Californians licensed to operate motorcycles, while only 30 percent of Class M licenses are held by people ages 16 through 40. There are many factors that might contribute to the larger number of older riders.

Why Start Riding

After 40 is the time when most parents become empty nesters, which affords not only more time to enjoy hobbies like motorcycle riding but also the disposable income that can make owning a recreational vehicle like a bike or a trike possible.

After a decade or two of cruising around in family-friendly minivans and SUV’s from soccer practice to dance class and every other extra-curricular activity, motorcycles are a great way for a couple to reconnect and begin to explore the sites, scenery, and activities that they didn’t have time to enjoy when raising a family.

A Great Way to Unplug

For most people, a motorcycle represents freedom and even that little bit of rebellion that we all hope is still alive somewhere inside the responsible adults that we have become. Just taking a few hours for an afternoon ride can leave you feeling relaxed and rejuvenated.

Riding offers you time to unplug from email, text messages and the rest of the world to focus just on what is around the next curve. And taking a long weekend just to explore and unwind can feel as good as any week of vacation that you can recall. There are actually some very simple reasons why bike enthusiasts experience this clarity after a ride.

Mental Benefits

Dr. Michael Russell has been riding motorcycles for over four decades and has witnessed many of the mental health benefits of riding over his career. He refers to riding as a meditative activity as he explained in an interview earlier this year.

“The attention needed to ride safely but with ‘energy’ requires near complete concentration,” he explains. “The mental demands of riding can help keep your mind clear and sharp, while the brotherhood that exists among bikers is very genuine. Riding with brothers (and sisters) provides significant psychological relief from excessive worry.”

Physical Benefits

In addition to mental health benefits, riding also offers some very important physical health benefits. Riders need to maintain at least a minimal level of physical fitness to enjoy riding. There is some walking involved, as well as the fitness level needed to get on and off the bike, don riding gear and to have the stamina for the ride itself.

Riding also requires a certain degree of strength and balance, which is used and practices with each adventure. And possibly the biggest physical health benefit is that motorcycle riders need to have quick reflexes to avoid possible dangers.

As mature adults, we all know and understand that staying in good shape will help to keep our reflexes faster which will also help to keep us alive in the event of a car suddenly stopping or swerving into our lane.

Making Smart Choices

And that same mature thought process is also what we all rely on to tell us when we have reached the time to make some changes in our riding or to close that chapter of our lives. It is critical that each rider be honest with himself or herself about both physical and mental capabilities needed to ride safely.

This can mean electing not to join the group for a ride on a cool day when a trick hip is giving you problems or when you are experiencing some vision issues. Or it could mean that it’s time to trade in two wheels for three.

Three-Wheeled Options

Trikes are the large three-wheeled motorcycles that many older riders are turning to for the added stability and comfort that they offer. In addition to the added comfort for riders, these larger yet still sporty vehicles offer a multitude of storage and cargo capacity as compared to a two-wheeler. This makes them a great option for an overnight trip or a long weekend.

The Can-Am Spyder and the Polaris Slingshot have also entered the three-wheeled arena as rivals to the trike industry leading Tri Glide and Freewheeler models from Harley Davidson.

Check Out the Market

What might surprise some riders who are considering the addition of a third wheel, is the cost of these bikes. The cruiser touring models of the Spyder line start at just over $26,000 while the Slingshots come in at about $20,000 for a base model. And as always, the Harley holds an impressive price tag at over $34,000 for a new Tri Glide Ultra.

To put this into perspective, the average sport touring two-wheel bike will run you between $10,000 and $15,000 in the states, while the superbikes are going to come in at anywhere from $15,000 to north of $30,000 depending on the brand and your need for speed.

Live the Dream

Regardless of the type of bike that you choose, the point is that just because you are a little bit older does not mean that you can’t become a motorcycle rider or continue to ride. Older riders simply need to be honest about both physical and mental capabilities and make smart choices about when to ride and even what to ride.

There are many options that can offer more comfort, easier maneuvering and require far less balance and strength sport bikes or large cruises. Riders just need to find the perfect bike to fit their needs later in life so that they can begin to continue to enjoy all of the benefits of motorcycle riding.

The post Benefits of Motorcycle Riding Later In Life appeared first on Web Bike World.

Gear Reviews Motorcycle Clothing Reviews Motorcycle Jeans Reviews Motorcycle Pants Reviews Other Motorcycle Blogs review Trilobite Web Bike World

Trilobite Go-Up Jeans Hands-On Review


Trilobite Go-Up Jeans in 3 different poses

I really appreciate when a manufacturer engages with me in regards to a product that I reviewed. I’ll take the negative with the positive because the important thing is it shows they’re paying attention to independent and unbiased reviews like those we publish here at Web Bike World.

The story of this review you are about to read started with a phone call I received from Jason at Motonation. He informed me that Trilobite had seen my review of their Ton-Up jeans and that they wanted to send me a pair of new jeans designed around the comments in my review of the Ton-Up’s.

Trilobite Go-Up Jeans packaging

I asked Jason to clear this with our editor and told him if all checks out I’d be happy to do this and that honestly, I was a bit flattered that they did this based on my comments. I received a box a few weeks later with a new pair of riding jeans as well as a couple of other pieces from the Trilobite catalog (reviews coming).

In addition to the gear was a letter from the CEO at Trilobite describing how they appreciated the review and how the enclosed jeans are the result of that review. So now that my head is getting almost too big for my helmet, I better get started on the actual review.

The Trilobite Go-Up Jeans

The Go-Up jeans are a study in simplicity, at least on the surface. The appearance is pure and simple blue jeans – dark blue denim with yellow-orange stitching, five* pockets, a button fastener, and a metal zipper. Except for a small metal Trilobite logo riveted to the coin pocket and ”Trilobite” embossed on the button, these jeans are stealthily giving no indication they are protective riding gear.

The packaging has a style all it’s own just like the Go-Up jeans do. A cardboard box with shredded paper filling the interior around the jeans. There is also a single newspaper-style page with info and “stories” about the Dyneema material and other features about their jeans. This is all in Czech so I’m unable to read it but it’s a neat touch nonetheless.

Trilobite Go-Up Jeans package contents

There are also a series of heavy-duty card stock printed tags attached to the jeans which provide info about the features. One of the tags has a chart showing the abrasion resistance based on the ECE 13595-2 standard which as a reviewer I find helpful as I don’t have to hunt this info down.

Among the tags is a personalized tag from the individual who actually handcrafted this pair including a black and white photo, their signature, date, and serial number for this pair of Go-Up jeans.

Serial numbers on jeans? Yup!

That’s important as the jeans carry a five-year warranty so one should take a minute and register them (I need to do this!). It will help in case one needs to order replacement parts, not that there are many, and it does add a personal touch.

Trilobite Go-Up Jeans serial number and care instructions


The main body of these jeans is made from a special blend of cotton and Dyneema ®. Dyneema ® is a UHMWPE (Ultra High Molecular Weight Polyethylene) material that offers very high abrasion resistance, even in low concentrations as used here. For reference, this material is used for products such as industrial fishing nets, boat mooring ropes, and even snowboards. Tough stuff for sure.

In the case of the Go-Up jeans, the denim includes 14% Dyneema ®, 67% cotton, 10% nylon, 8% polyester, and 1% elastane. Despite the variety of yarns used in this denim it still feels much like traditional cotton denim albeit a bit stiff when compared side by side.


Trilobite Go-Up Jeans logo and stitching

Holding all this material together is some very straight and even stitching with not a single stitch or thread out of place that I could find. Even the interior stitches are properly trimmed and neat giving the jeans a quality finish to the overall garment. The main outside seams on the legs are triple stitched for extra strength and something I think should be standard on any riding jeans.

Belt Loops

There are five belt loop points at the waist with two loops at five positions. Unlike the Ton-Up jeans, the rear loop is also doubled. In my review of those jeans, I called out that the rear should be doubled as well in case one has a jacket that fastens to a belt. It is nice to see that they agreed and implemented this.

Button Closure

Trilobite Go-Up Jeans button closure

The main fastening point at the waist uses a large metal button riveted to the material. Below that is a metal YKK zipper with very smooth action which leads me to believe it is brass. There is an additional zipper in the “hidden” pocket (see below) which is unbranded and not a smooth acting as this one.


Trilobite Go-Up Jeans full view flat

Speaking of pockets, the Go-Up jeans have the standard five pocket arrangement and the pockets are all very large. Pretty much any mobile device should fit in these pockets with room to spare. The coin pocket is even large enough to fit the entire width of my hand. No worries about trying to retrieve a bike key from this pocket, even with gloves on.

The rear pockets are small by comparison to the front but I would call them about average in size to most jeans. They do sit a bit low compared to some of my non-riding jeans and I wonder if this is a European thing. The Bull-it SP120’s I recently reviewed had the rear pockets in a similarly low position.

Trilobite Go-Up Jeans rear view flat

Trilobite includes an additional “hidden” pocket on these jeans that open just ahead of the main seam on the outside of the left thigh. The Go-Up jeans had this pocket too but for some reason, it seems to blend in better here. I keep forgetting it is there and nearly missed it during my initial product photo session for the review.

This pocket is the right size for a wallet and even many mobile devices. My own Moto X4 (5.2” screen) fits in with a little room to spare for comparison. This zippered pocket makes a for a secure sport to store items like this during a ride.

Trilobite Go-Up Jeans pockets

The zipper for the opening has a pretty fine pitch and isn’t waterproof so keep this in mind in case the weather looks iffy. The sliding action of this zipper isn’t as smooth as the main zip and combined with the fine pitch require a bit of effort to move. At the same time, this could be by design to make sure the zip stays in place once closed.

Protective Features

The Go-Up jeans are essentially one big abrasion resistant protective shell. The Dyneema ® infused denim is the protective feature of the jeans and there is no armor included or pockets in which to install any.

This goes along with the minimalist design to keep these jeans light, comfortable, and also keeps the cost down. The material is rated for nearly two seconds of slide time according to ECE 13595-2 which is certainly better than cotton denim which can shred away almost immediately.

Trilobite Go-Up Jeans inside out

Of course one shouldn’t expect it to hold up to a long slide associated with high speeds and that’s not what these were designed for. These are more at home for the city/urban rider were speeds are much lower than those ones might reach on the highway.

The absence of armor might be a dealbreaker for some but Trilobite does recommend one wear strap on knee protectors like MX style protectors for best protection. This is something that I prefer and often do this when wearing most riding pants unless they fit very closely.

Trilobite Go-Up Jeans inside out rear view

The straight cut of the Go-Up jeans easily accommodates my Shift Racing and Fox Racing knee protectors that I wear under my jeans and other textile riding pants. As I understand it they designed them this way based on what I said about this in my Ton-Up jeans review. Trilobite might even have their own option in the works for this very situation but I can’t confirm it at this time.

Unless one has some sort of armored shorts to wear, which I don’t anymore, there is still not an easy way to add hip armor which is something I feel strongly about having. Having a patch of hook and loop fastener inside the waist at each side would make it easy for one to place armor in the right position if desired. Several manufacturers have hip armor with this type of fastener already in place that could be implemented.

Fit & Comfort

Trilobite sent me the same size in the Go-Up jeans that I had received in the Ton-Up jeans I reviewed last year. However, these size 36 jeans were a bit loose when trying them on. Measuring waist revealed they run about a size large at 38 inches.

A belt allowed me to wear them comfortably enough and I should point out that these could be from a very early production run as they are a new product. Potential buyers may want to check with the sellers before ordering.

Trilobite Go-Up Jeans inner waist labels

The denim contains a small amount (1%) elastane so it has a bit of stretch which works well for staying comfortable in the riding position. In fact, when wearing them I wouldn’t know I wasn’t wearing regular denim. They are a little stiff as they are still pretty new but I see them breaking in well over time.


Like a lot of high abrasion fabrics, denim in the Go-Up jeans will last considerably longer if it is only washed when needed. While the material stands up well to “physical” attacks, chemicals in detergents can shorten the life of the jeans.

There is a label in the waistband that recommends going “as long as possible” before washing. There are also places on the label for one to record dates of laundering to help keep track.

Trilobite Go-Up Jeans wash cycle calendar


The Go-up jeans are an interesting take on the motorcycle riding jean. Perhaps I’m a bit biased since they did take some of my own comments to heart when designing these jeans. The simple and straightforward design makes them very light and flexible making for a comfy pair of jeans.

The lower amount of Dyneema ® (14%) compared to the previously reviewed Ton-up jeans (52%) does mean they will be less durable in a crash situation. The same goes for the lack of armor since they don’t offer any impact protection on their own. Of course, the price is lower compared to the Ton-Up jeans so it is reasonable to believe the Dyneema ® content is partly responsible for the premium cost.

At $249.00, the Go-up jeans are still a little pricey but part of the cost is due to fees and taxes importing them to the USA. In Europe, the Go-up jeans cost 165,25 Euros which currently exchanges to about $186.00 as of this writing. Our European readers will likely see that as a pretty reasonable price.

In the final analysis, the jeans are a simple and durable solution for city riders who don’t plan on reaching highway speeds. I appreciate the fact that Trilobite took the time to make changes based on our feedback. Whether it was us or another source, the point is they are listening and that’s a good way to keep their customers happy.


  • Lightweight
  • Dyneema / cotton blend denim
  • Durable construction
  • Minimalist design


  • Price a little high in the USA market
  • Runs a size large (in this example)


  • Manufacturer: Trilobite
  • Price (When Tested): $249.00 (USD) / 165,25 €
  • Made In: Czech Republic
  • Alternative models & colors: Blue
  • Sizes: 30 through 44
  • Review Date: March 2019



Trilobite Go-Up Jeans Image Gallery

The post Trilobite Go-Up Jeans Hands-On Review appeared first on Web Bike World.