from https://motorcycles.einnews.com/ Experts Offer Training for Aspiring ATV and Motorcycle Competitors at Snowshoe Mountain Resort /EIN News/ — MARIETTA, Ga., April 08, 2020 (GLOBE NEWSWIRE) — Yamaha Motor Corp., USA’s, annual Grand National Cross Country (GNCC) University is scheduled to return to Snowshoe Mountain Resort in West Virginia this June 24 to 26 during the 2020 GNCC series. While the racing season has been postponed, Yamaha remains committed to bringing back this inspiring and educational hands-on event for up-and-coming racers when the race series resumes. “We are looking forward to another great GNCC University this year and are working closely with Racer Productions and Snowshoe Mountain Resort to ensure we are not only prepared to host a successful event per the current schedule, but we do so appropriately and safely based on current conditions,” said Steve Nessl, Yamaha’s Motorsports group marketing manager. “A primary reason this event is so popular with attendees is because it affords ambitious amateur riders the opportunity to grow their skill set with the help of seasoned pros and champions. They are then able to put their learnings into practice that same weekend at one of the most challenging GNCC races of the year.” “I look forward to GNCC University at the Snowshoe Campus every year,” said Tim Cotter, GNCC University’s Dean of Dirt. “The University promotes a unique learning environment for off-road riders paired with the best athletes in the world. Their classroom is a 10,000-acre lab with every kind of obstacle you can imagine, allowing the GNCC University attendees to substantially improve their off-road riding performance upon graduating.” A panel of current and pastime Yamaha racing champions and professionals will instruct as many as 80 total students in either ATV- or motorcycle-related sessions. Celebrating 26 years of racing at a pro-level, XC1 Pro ATV rider Johnny Gallagher will lead this year’s Yamaha Racing ATV instructors, along with five-time GNCC XC1 Pro ATV champion – and current undefeated series leader – Walker Fowler, and 12-time WXC ATV champion Traci Pickens. The two-wheel class will be led by seven-time AMA National Enduro Champion and AmPro Yamaha Racing team owner Randy Hawkins, five-time AMA National Hare Scramble Champion Jason Raines, XC1 Open Pro motorcycle rider Layne Michael, XC2 250 Pro motorcycle rider Michael Witkowski, along with the WXC bike competitors Rachael Archer and current unbeaten series leader Becca Sheets. During the GNCC University, students will participate in lectures about sportsmanship, training, proper nutrition, and mental preparation, along with practicing how to tackle hills, grass tracks, woods, rocks, mud, and starts in a competitive setting. Groups will be determined according to bike size and rider skill level to ensure everyone is learning with comparable peers. Reservations are on a first-come, first-serve basis with 80 openings evenly split between ATV and motorcycle disciplines. Tuition for GNCC University starts at $300 per student. To be the first in line for registration information on the 2020 Yamaha GNCC University, message @YamahaOutdoors on Instagram or Facebook. For more information on the bLU cRU program, including all guidelines and requirements for ATV, SxS, and Off-Road Motorcycle racing, visit YamahabLUcRU.com. To view the entire Proven Off-Road ATV, SxS, and Off-Road Motorcycle lineup and learn more, visit YamahaMotorsports.com. Connect with Yamaha on social media via @YamahaOutdoors or search the following hashtags on all platforms: #Yamaha #YamahaRacing #REALizeYourPodium #REALizeYourAdventure #ProvenOffRoad #bLUcRU #AssembledInUSA #Yamaha10YearBelt #YXZ1000R #YFZ450R #YZ125X #YZ250X #YZ250FX #YZ450FX

LOS ANGELES, Calif. (Wednesday, April 8, 2020) – Hollywood icon Dennis Quaid can now add interview talk show host to his long list of accolades. Defining the modern day renaissance man, the actor, producer, director, singer and songwriter has partnered with Audio Up founder/CEO Jared Gutstadt to release his first podcast interview series appropriately titled, The Dennissance. Premiering today, Wednesday, April 8 via all podcast streaming platforms, The Dennissance is a raw, unfiltered and in-depth podcast series that will have Quaid interviewing a long list of high profile actors, politicians, personalities, musicians, and innovative business leaders.  The show’s first guest is global entertainment superstar, Billy Ray Cyrus. Listen to the podcast HERE.

“I’m just as excited about what Audio Up is doing in the audio and podcast space as I was when I first moved to California to pursue acting” said Quaid. “What we are doing brings together so many of the things I love, blending stories, music, and insightful conversations across all genres. We are going to bring back the concept album by telling stories around records, much like the albums, Red Headed Stranger or Sgt. Pepper. Great ideas always come back around.”

Audio Up founder and CEO Jared Gutstadt added, “I do believe that we are living in a renaissance of Dennis right now.  2019 was a such a strong year for him with multiple films, television shows and his own Esurance ads.  Podcasting is just another level that we are stacking on top. At this moment, a lot of people are struggling with connecting to the outside world. We hope that Dennis’s voice will just be another beacon for people to look to during these dark times.”

Last week, Quaid introduced the podcast in the form of a hilarious, nearly two-minute promo video, timed appropriately to April Fool’s Day. Explaining to viewers why the podcast will only be available via cassette tape, Quaid reveals the perfect way to listen – via Walkman – and tests it out himself while working out shirtless. A phone number appears on the screen, which Quaid encourages fans to text in order to receive eight cassette tapes (matching eight episodes) in the mail, a testament to the quirky nature of the show as well as Audio Up’s innovative marketing strategies. Billboard online premiered the trailer last week which can be viewed HERE.

Check the new All Kids Bike Ambassador Page and if you know someone who needs to be an Ambassador let us know

Changing the world for the better doesn’t happen in a day. It takes time, passion, and resources. These influential people support the All Kids Bike movement.

—www.allkidsbike.org

FEMA demands inclusion of motorcycles in vehicle data protection guidelines that the European Data Protection Board has published in February 2020.

 

The European Data Protection Board (EDPB) published the guidelines on processing personal data in the context of connected vehicles and mobility related applications and opened a public consultation that ended 1 May 2020. FEMA has responded of course, and demands inclusion of motorcycles in vehicle data protection guidelines.

We studied the guidelines and came to the conclusion that they give a good protection to vehicle owners in saving their privacy and protecting their rights on the vehicle data. The vehicle owner has the control of the data as much as possible. In certain circumstances other regulations override the General Data Protection Regulation (EU GDPR, Regulation (EU) 2016/679), but we see no problem in that.

However, we noticed that the scope of the guidelines is not clear. In some places it only mentions ‘vehicles’ and in other places ‘cars’ without defining what is meant with ‘vehicles’. Given the fact that in other places the word car is used, it suggests that this is what the Board had in mind when the guidelines were written. Since in EU legislation the word vehicle usually is used for two-track vehicles categories M1, M2, N1 and N2 (cars, busses, vans and large and heavy vehicles or trucks) it might be assumed that these vehicles are also in the scope of the guidelines.

Motorcycles and other category L-vehicles are usually not included in EU legislation, expect specifically mentioned, and are also not specifically mentioned in the EDPB Guidelines. Therefor we fear that motorcycles are not seen as within the scope of the EDPB Guidelines while they should be. We have alerted the European Data Protection Board to this and demanded explicit inclusion of motorcycles within the scope of the EDPB Guidelines. You can read our reaction below.

 

 

View of FEMA on the EDPB Guidelines 1/2020 on processing personal data in the context of connected vehicles and mobility related applications (version 1, adopted 28 January 2020): “We are concerned about the use of the data of vehicles, including motorcycles and other powered two- and three-wheeled vehicles, by motorcycle manufacturers and others and the privacy of their owners. Therefor we are happy with the Guidelines of EDPB and think they can contribute to the enforcement of right of ownership of data and the protection of the personal life space of vehicle owners and -users. However, the scope of the Guidelines is not clear enough. In the Guidelines (connected) vehicles are mentioned in several places, while in other places cars are mentioned. This gives the impression that only cars (category M1 vehicles?) are in the scope of the Guidelines and not other vehicles like all categories L, N1, M2, N2. Some motorcycles are already connected and at least one brand (BMW) already downloads (personal) data from the motorcycle when it is serviced by a BMW dealer of workshop without the explicit consent or often even knowledge from the owner. As a federation of motorcyclists’ rights organizations in Europe we are very concerned with the developments in data gathering and processing and we think that motorcycles and other L-category vehicles must be explicit included in the scope of the Guidelines.”

–FEMA

What do the new testing standards for protective motorcycle clothing mean for our comfort and protection? And how were these standards developed? FEMA’s Dolf Willigers explains.

In 2016 the European Union adopted a new regulation regarding personal protection equipment (Regulation (EU) 2016/425). It was implemented on 21 April 2018, although EC type-examination certificates and approval decisions issued under Directive 89/686/EEC shall remain valid until 21 April 2023 unless they expire before that date. One of the new elements was that the regulation now also covers motorcycle garments. The waiting was now for new test standards for this gear. That waiting has now, at least for us, come to an end.

For many years the members of the CEN (the European Committee for Standardization) Technical Committee 162 Working Group 9 (CEN/TC 162/WG 9) have discussed new test standards for motorcycle rider protective clothing. On 25 November 2019 they were finally approved. Are you surprised that you didn’t hear about that? You did not miss anything. The date of Availability, the date when the definitive text in the official language versions of an approved CEN/CENELEC publication is distributed by the Central Secretariat of CEN, was 11 March 2020.

The existence of the standards must be announced on a national level on 30 June 2020 at the latest and on 30 September 2020 the standards must be implemented on a national level by publication of an identical national standard or by endorsement. Finally, on 31 March 2023 national standards conflicting with these standards have to be withdrawn. This means that until that date you might find motorcycle gear in your shop that is tested according to the old standards.

To understand what this means, we must first look at the context. The European Union makes rules by way of regulations and directions. Until 2016 there were no rules for motorcycle clothing for private riders, although there were rules about impact protectors and about protective clothing for professional riders (Council Directive 89/686/EEC). This was replaced by Regulation (EU) 2016/425 of 9 March 2016 on personal protective equipment (the PPE regulation), which covers the design, manufacture and marketing of personal protective equipment. It defines legal obligations to ensure PPE on the EU internal market provides the highest level of protection against risks. The CE marking affixed to PPE provides evidence of compliance of the product with the applicable EU legislation.

Notice that the regulation does not define the standards. It only says that the “PPE shall meet the essential health and safety requirements set out in Annex II which apply to it” and it contains directives about the organization of the assessments, labelling, instructions, displaying, etc. In an annex it is stated that “PPE must provide adequate protection against the risks against which it is intended to protect.” Also, the possibility of several classes of protection is made possible here in differing foreseeable conditions of use. The regulation sets only the essential requirements applying to PPE, whereas technical details are adopted by the European Committee for Standardisation (CEN).

Now, after all these dates let’s have a look at the new test standards themselves. There are six standards that are now published.

• The first part of the European Standard (EN 17092-1:2020) describes some of the test methods for use with protective garments for motorcycle riders (Part 2 and later parts).
• The second part (EN 17092-2:2020) specifies general requirements for motorcyclists’ protective garments of Class AAA: Heavy-duty protective garments, which are intended to provide best protection to the wearer against injury.
• The third part (EN 17092-3:2020) specifies general requirements for motorcyclists’ protective garments of Class AA: Medium-duty protective garments, which are intended to provide medium protection to the wearer against injury.
• The fourth part (EN 17092-4:2020) specifies general requirements for motorcyclists’ protective garments of Class A: Light-duty protective garments, which are intended to provide limited protection to the wearer against injury.
• The fifth part (EN 17092-5:2020) specifies general requirements for motorcyclists’ protective garments of Class B: Light-duty abrasion protection garments, which are intended to provide limited protection to the wearer against injury.
• The sixth part (EN 17092-6:2020) specifies general requirements for motorcyclists’ protective garments of Class C: Impact protector ensemble garments, which are intended to provide limited protection to the wearer against injury.

Effectively there will be three standards for the average road rider: Class AAA, Class AA and Class AA.

• Class AAA (EN 17092-2:2020) is heaviest and least comfortable but provides the most protection.
• Class AA is more comfortable and less heavy, but also provide less protection.
• Class A is the lightest and most comfortable but provides the least protection.

What this will mean in practice, we do not know yet. There are separate test standards for light-duty abrasion protection garments (Class B), which are intended to provide limited protection to the wearer against injury. Also harnesses with impact protectors (Class C) have separate test standards. The test standards concern impact abrasion resistance, strength of seams, tear strength, impact energy absorption, dimensional stability (possibility to wash or dry clean (in according with test standard EN 13688), fit and ergonomics and Garment restraint (circumferential force to the sleeve restraint systems).

What we also don’t know yet is the extend of the comfort and protection in practice. In the old situation we have seen that garments that were supposed to be safe were not safe at all. The Australian researcher Liz de Rome in 2011 published the Investigating motorcycle protective clothing (GEAR) study that showed that there was much to be improved. In fact, she concluded that “the clothing failure rate found in this study suggests a need for improved quality control”. When I talked with her in 2016, she mentioned that some real expensive and supposed safe clothing did perform quite badly in real life. For this the Australian MotoCAP safety rating system might be a better system. Together with other organizations we are now looking into the possibilities to have something like this in Europe too.

Written by Dolf Willigers

FEMA

by Dries Van der Walt from https://www.wheels24.co.za

As promised during the local launch of the new Triumph Rocket 3, Triumph South Africa allowed me to ride the beast on Wednesday, March 25, beating the national coronavirus lockdown by just two days.

It was a bitter-sweet experience because while riding the open (and already noticeably quieter) roads in the Hekpoort area of Gauteng, I was keenly aware of the fact that this would be my last leisure ride on a bike for quite a while.

I was joined on the trip by Triumph South Africa CEO Bruce Allen and a colleague from another publication, and the conversation over brunch was predictably dominated by our shared concern about the effects that the looming lockdown, as undeniably necessary as it was, would have on the country’s already brittle economy.

But all of that did nothing to distract from the experience of riding the world’s biggest-capacity production bike. At 2500cm³, the Rocket 3’s engine capacity exceeds that of most cars – almost double that of the popular B-segment hatchbacks that are ubiquitous on South African roads. Housing an engine of that size dictates the design approach, and the Rocket 3 presents a squat motorcycle that is not likely to be mistaken for anything else.

Intimidating at first

Despite being not very tall, the sheer bulk of the bike is somewhat intimidating at first sight. This feeling is not dispelled once you swing a leg over, because that’s when you realise how wide the frame actually is. That said, as soon as the wheels start rolling and your feet are on the pegs, the intimidation factor dissipates with the realisation that, despite its bulk, the Rocket is really well-balanced.

It carries its weight low in the frame, and the size seems to melt away as speed picks up, so that by the time you reach the first traffic light, you’ve forgotten that you are sitting astride a machine of decidedly unusual proportions.

Sandton’s streets are not the place to explore the limits of the Rocket’s prodigious torque, but it did allow me to develop an appreciation for the remarkably smooth quick-shifter. Working both up and down, shifts are immediate and jerk-free, even at lower revs. With a bike that can be ridden in top gear most of the time, a quick-shifter may seem unnecessary, but this one worked so well that I found myself running up and down through the ratios for the sheer fun of it.

We soon hit the highway, and with the relative lack of traffic, I could start playing with the throttle. The torque was everything I expected, and then some. Twist the throttle wide open in any gear, and the Rocket takes off like the proverbial scalded cat leaving your body caught between the twin sensations of your arms being wrenched from their sockets and your hands strained to their utmost to maintain a grip on the handlebar.

Zooming past

On the other hand, if you give the twist grip the respect it demands, the torque is exhilarating but manageable. Overtaking becomes a non-event – you edge up to whatever is in front of you, wait for a brief gap in the oncoming traffic, twist the throttle and zoom past it in the blink of an eye.

Highway gave way to some twisty backroads, and I found that the Rocket is not averse to brisk cornering. At this point on the route, I was on the Rocket 3 R, the “sporty” naked version with footpegs almost directly underneath your hips. This gave me the opportunity to adopt the usual weight-forward riding position, and I could attack the curves with confidence.

While no sportbike, the Rocket remains stable through the twisties, making it once again easy to forget how big and heavy it actually is.

After brunch, I switched to the GT. On this version, you get a welcome windscreen, and footpegs set more forward for a relaxed riding position. I’m not a cruiser person, but to my great surprise I found that I preferred the GT to the R. The small screen was remarkably helpful in preventing my body from acting as a drag chute, and the footpegs weren’t so far forward that I was forced into the dreaded C-shaped riding position.

Ideal for long distance

Although these slight changes to the identical frame shared by the two variants made the GT feel like a different bike altogether, it retained the sure-footed handling of the R, leaving me to enjoy the twisties on the way back as much as on its sibling.

The new Rocket 3, aimed mostly at the US market where long, straight roads and low-speed limits are at the order of the day, is without a doubt a niche bike. As such it is unlikely to appeal to a broad audience locally, but one thing is for sure: if I were offered one for a trip down to Cape Town, I would grab it with nary a second thought.

SPECIFICATIONS:

ENGINE & TRANSMISSION 
Type: In-line three-cylinder, water-cooled, DOHC
Capacity: 2458 cm³
Max Power: 123kW @ 6000r/min
Max Torque: 221Nm @ 4000r/min
Final Drive: Shaft, bevel box
Clutch: Wet, multi-plate hydraulically operated, torque assist
Gearbox: six-speed

Frame: Full aluminium frame
Swingarm: Single-sided, cast aluminium
Front Wheel: 17 x 3.5in cast aluminium
Rear Wheel: 16 x 7.5in cast aluminium
Front Tyre: 150/80 R17 VRear Tyre: 240/50 R16 V
Front Suspension: Showa 47mm upside-down 1 1 cartridge front forks, compression and rebound adjuster. 120mm travel
Rear Suspension: Fully adjustable Showa piggyback reservoir RSU with remote hydraulic preload adjuster, 107mm rear wheel travel
Front Brakes: Dual 320mm discs, Brembo M4.30 Stylema 4-piston radial monobloc callipers, Cornering ABS
Rear Brakes: Single 300mm disc, Brembo M4.32 4-piston monobloc calliper, Cornering ABS
Instrument Display: TFT multi-functional

Width (handlebars): 889mm
(w/out mirror): 1065mm
Seat Height: 773mm
Wheelbase: 1677mm
Dry Weight: 291kg
Tank Capacity: 18L
Fuel Consumption: 6.82-l/100km (claimed)

 

Revolutionary Motorcycle Parts & Apparel Brand, Roland Sands Design has reached a strategic partnership with America’s largest omni-channel platform in the powersports industry – Comoto and will align efforts for 3PL functions and US wholesale distribution.

.  

 

Los Alamitos, CA. April 6^th, 2020. – Roland Sands Design and Comoto have entered into a partnership for sales and distribution for RSD Apparel. Under this partnership, Comoto will be the exclusive US distributor for RSD Apparel through their entity Upshift Distribution, while also offering 3PL services for the brand for direct to consumer fulfillment.

 

“We’ve always been excited about two wheels; it’s 100% what drives our business, the bike builds, parts and apparel, and the Comoto crew shares that moto stoke. With that as a concrete foundation for both businesses, we can’t lose.” Says Roland Sands, President/CEO of RSD.

 

“Aligning with the Comoto group ensures best in class sales operations for our dealer’s and efficient fulfillment to the end consumer. Revzilla & J&P Cycles are powerhouse eCommerce retailers and have always been huge supporters of our apparel business, plus with UpShift managing our dealer network, we feel this partnership is a great opportunity for all involved” Says Rob Ramlose, Director of Product, RSD.

“This strategy will allow for Comoto to maximize business potential through multiple channels including our eCommerce platforms Revzilla & J&P Cycles, our retail chain Cycle Gear and UpShift Distribution LLC, which will target motorcycle dealerships and specialist retailers in the US.” Says Stevan Popovich, VP, Merchandising and Business Development at Comoto.

Brothers and Sisters,

Immediately after passing the 2.2 trillion-dollar stimulus, Congress began planning for a 4^th COVID-19 related bill.  Initially, Nancy Pelosi indicated that infrastructure would be the main focus of the next large piece of legislation. However, Friday afternoon, she changed her tune and said that infrastructure would have to wait.  Congress now will attempt to pass another bill similar to the CARES Act with a focus on extending enhanced unemployment insurance and doubling forgivable loans administered by the Small Business Administration.

This shift in focus does not mean that infrastructure will be ignored. President Trump has publicly announced his preference for a massive infrastructure package. Additionally, with the current highway bill set to expire at the end of September, the timing to do something seems near.

It is still unclear what the size and scope of any infrastructure bill will end up being. There could be a focus strictly on “shovel ready projects,” or it could incorporate the long-planned Highway Reauthorization. Regardless of what the final bill looks like, we as motorcyclists need to make our voices heard.

This simple call to action outlines four Highway Bill priorities that were approved in September at Meeting of the Minds for the 2020 Legislative Agenda. Let your voice be heard and make sure that in a rush to pass massive legislation, the priorities of motorcyclists are not forgotten.

Take Action

 

Ride Free,

Tiffany Cipoletti

Director of Government Affairs

by Priya Nigam , Benzinga Staff Writer from https://www.benzinga.com

Although shares of Harley-Davidson Inc HOG 11.31% have significantly underperformed the S&P 500, the company has suspended production at most of its U.S. manufacturing facilities and shut its retail stores due to the coronavirus pandemic, according to Argus.

The Harley-Davidson Analyst David Coleman downgraded Harley-Davidson from Buy to Hold.

The Harley-Davidson Thesis

While Harley-Davidson’s stock has lost around 59% over the past three months versus a 24% decline for the S&P 500, recent developments have been particularly disappointing, Coleman said in the Monday downgrade note. (See his track record here.)

The motorcycle manufacturer has withdrawn its 2020 guidance.

Argus lowered its adjusted earnings estimates for 2020 and 2021 from $3.52 per share to $3.07 per share and from $3.68 per share to $3.41 per share, respectively.

Harley-Davidson had witnessed a marginal improvement in sales in the fourth quarter, raising expectations of its strategic growth plan leading to a turnaround by the end of 2020, Coleman said. The company instead stopped production and closed its retail stores.

Although Harley-Davidson’s shares are trading near the bottom of their 52-week range, they are not attractively priced given the company’s substantial challenges, including the loss of production and sales due to the coronavirus, the analyst said.

HOG Price Action

Harley-Davidson shares were trading 5.47% higher at $15.82 at the time of publication Monday.