When it comes to leather motorcycle jackets, Joe Rocket doesn’t make the motorcycle-apparel equivalent of Chef Gordon Ramsey’s often cited cardinal sin of too many offerings. The company keeps it simple – just five choices. Of these, the Sinister is the most geared toward sport riders.

See all of Rider‘s apparel reviews here.

From a protection standpoint, the Sinister doesn’t fool around. It’s made of 1.2-1.4mm embossed cowhide and has injection-molded reinforced shoulder caps with removable CE Level 2 shoulder and elbow armor and a spine pad. Reflective trim and a jacket-to-pants fastening system are additional safety elements.

When I put on the jacket, it feels substantial. And it’s not just my imagination; it weighs about 6 lb, which is on par with my leather cruiser jacket. However, for all that substance, the Sinister is more comfortable than I expected. It has precurved sleeves, which can feel somewhat constricting, but it balances this with Full Flex ribbed elbows for added mobility. It also has stretch panels in both the underarms and sleeve undersides, plus an adjustable waist.

There are zippered vents on the biceps and the back that provide sufficient, if somewhat underwhelming, airflow. I would welcome chest vents in the form of a couple pockets in addition to the three existing ones (two external and one internal), but I can see why the company didn’t want to disturb the aesthetic, which is definitely an asset worth noting.

The Sinister is clearly going for a particular style, and if that is your thing, this jacket pulls it off. When I put it on, between the six-pack “abs” on the front (which seem more form than function), injected shoulders, and general sturdiness, I feel like Batman. I feel like a badass. Problem is, that’s not necessarily who I am. I enjoy riding sportbikes and pushing myself, but I don’t pretend to be a racer. And I’m not crazy about the giant “Rocket” logo across the front and back. I don’t mind supporting the brand, but it feels like overkill. But who knows? With all that protection on me, when I’m hustling down a backroad, instead of Batman maybe I’m Rocket Man.

The Joe Rocket Sinister jacket comes in sizes S-3XL for $399.99.

The post Joe Rocket Sinister Leather Motorcycle Jacket | Gear Review appeared first on Rider Magazine.

When I slide on a full-face helmet, there’s a kind of click. My focus instantly sharpens, and my shoulders relax. The lighter and more comfortable the helmet, the deeper the effect. Add in modular helmet action so I can chat, hydrate, and snack on the fly, and I can stay in the zone all day.

That’s why I was so excited to try AGV’s new Tourmodular on a recent midsummer multistate tour through the Northeast.

It’s a handsome lid, but what’s more important to me is performance, beginning with safety. AGV claims this modular helmet is just as safe as a full-face helmet, and testing backs up this claim. It surpassed the latest market-driving ECE 22.06 safety standard. Since it’s a modular, it had to undergo additional impact and torsion testing both in its open and closed positions, and the Tourmodular passed these as well.

Comfort is my next priority. This wind-tunnel-engineered helmet is compact and lightweight thanks to a shell comprising carbon, aramid fiber, and fiberglass. My Medium weighs 3.7 lb and fit true-to-size out of the box.

The removable/washable interior is super comfy, with Ritmo, a cooling, breathable material, covering the cheek pads and soft Shalimar lining the interior. As a full-time prescription glasses wearer, I also appreciate the Tourmodular’s recessed channels that accommodate eyewear. A lined chin strap closes via a micro ratchet, and an integrated sunshield is deployed via a convenient toggle.

See all of Rider‘s helmet reviews here.

All the mechanical functions are robust, starting with crisp, five-stop faceshield action. At 4mm, the faceshield is twice as thick as most lenses and considered part of the shell’s architecture. The optically correct faceshield provides a massive 190×85-degree field of vision, and its compact latches are such a cinch to operate that you’ll be popping the faceshield on and off just for cleaning.

The modular feature is actuated via an easy-to-operate latch under the chin: Just pull and flip. It’s perfect for me since I prefer to keep my helmet on during short stops.

Underway, the helmet was quiet whether I was riding a touring rig or a naked bike. Its light weight kept me from feeling fatigued on long riding days. During severe extended downpours, zero water leaked inside even with the faceshield in the locked “micro-opening” position. An included Max Pinlock 120 insert kept fogging at bay.

My first two weeks in the helmet were spent riding behind a touring windshield in high humidity, so all avenues of ventilation were investigated. There are two vents on the chin bar, but the real ticket was the large wraparound vent on top that ushered in plenty of cooling air. 

In 30-plus years of testing motorcycle gear, I haven’t enjoyed a helmet more than this one. The Tourmodular modular helmet is positioned as a more economic version of AGV’s all-carbon Sportmodular. There are nine colorways and 30 fit combos between three shell sizes, six interior sizes, and five thicknesses of interchangeable cheek pads. Pricing starts at $659.95.

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Lone Rider, which entered the ADV world with its popular MotoTent that features a vestibule to park your bike, introduced its semi-rigid MotoBags in 2017. Over a period of two years, I tested the latest evolution on my KTM 1190 Adventure R with the MotoBags mounted to a set of Touratech luggage racks. 

MotoBags combine a hard pannier’s carrying capacity with a soft bag’s flexibility. This design is advantageous if a crash occurs – something that has happened to me numerous times while tackling single-track terrain on my big KTM. 

In the event of a crash, hard panniers have two major limitations. First, big impacts can dent and mishape the panniers, ruining the integrity of the lid’s waterproof seal. Second, the rider’s leg can get caught under the pannier, potentially causing or exacerbating an injury. Soft bags, on the other hand, don’t dent and make for a softer impact point than solid aluminum. 

I’ve tested the MotoBags in asymmetrical sizes (38 liters on the left, 31 liters on the right) to accommodate my KTM’s right-side exhaust. I’ve covered a wide range of terrain, from hardcore off-road trails to long-distance paved highways. And I’ve scraped and banged the bags against hard objects and dropped my KTM a few times, putting them through real-world abuse. 

The 38-liter bag is 9.5 inches wide and the 31-liter bag is 7.9 inches wide. When fully closed, both bags are about 16 inches tall and just over 17 inches from front to back. The MotoBags set weighs 29 lb, which doesn’t include the luggage rack. 

The Lone Rider designers wisely looked to the military for inspiration, including the use of a heavy-duty but smooth fabric called Hypalon, which is used in inflatable boats where a puncture can mean a life lost. The fabric offers excellent abrasion and puncture resistance while remaining waterproof and dustproof. Reinforced stitching and replaceable rubber corners add extra strength. 

Even though I grazed tree branches at speeds over 80 mph and skidded the MotoBags across sharp rocks, they never punctured, and the fabric, once cleaned up, fared well. 

See all of Rider‘s luggage reviews here.

On the outside of each bag is MOLLE webbing for attaching smaller bags or accessories. As I found out, the MOLLE and a set of straps makes it easy to haul firewood or 12-packs from nearby stores to campgrounds. 

Because there is an outer bag and an inner waterproof roll bag made of 500D PVC tarpaulin, accessing gear inside of MotoBags requires more effort than simply opening a hard pannier lid. The outer bag, which is reinforced with inner stiffeners, has drain holes in the bottom, so using the inner bag is essential for keeping the contents dry. 

For short day trips, accessing the inner bag can be a hassle. But having a removable inner bag for overnight trips is a blessing – simply remove it and unpack what’s needed without taking off the outer bag. On extended trips, I pack only the things needed for the campground/hotel in the inner bags and everything else, like tools, extra gloves, and beverages, between the inner and outer bags. 

There is a learning curve with opening and closing the MotoBags. To open one, you must undo the top two main straps, unlock the combination lock (if used), undo the aluminum latch, remove the strap and fold, unfold the top closure, and then open the inner roll bag. To close the bag, do the same in reverse, making sure you squeeze the air out of the inner and outer bags. 

Lone Rider provides a programmable four-number combination lock for each bag. However, when my six-year-old son helped me install the MotoBags, he reset the combination and locked one of the bags. For peace of mind, I use a pair of keyed Master Lock padlocks, with a spare key hidden in my jacket. 

When mounting the MotoBags, patience may be required to line up their attachment points with the luggage rack. When I first mounted them on my Touratech pannier racks, the quick-release mechanism for each bag was very stiff and difficult to actuate, and I had to tilt the bags forward to be able to lock them into place, which was frustrating. But I later learned when mounting them to my Ducati DesertX Outback Motortek racks that the locking mechanism needed to be readjusted, and now they go on and off quicker than any others on both the KTM and the Ducati. 

The Lone Rider MotoBags offer a solid balance between cost and performance, making them an attractive option for those seeking durable, functional, waterproof soft luggage. The 38L/31L setup with the quick attachment and inner bags is available for $1,200. 

The post Lone Rider MotoBags 2-Year Torture Test | Gear Review appeared first on Rider Magazine.

Knowing I’d be riding more than 1,000 miles during the dog days of summer – when Sirius, the “Dog Star,” rises with the sun, which ancient Greeks believed brought heat, drought, bad storms, bad luck, and mad dogs – I opted to wear my Schuberth E2 modular helmet for the Yamaha Tracer 9 GT+ press launch in Idaho and my two-day ride home to California. I wanted comfort, ventilation, minimal wind noise, and the convenience of a flip-up chinbar. The E2 delivered.

Related: 2024 Yamaha Tracer 9 GT+ Review | Road Test

We wrote a Schuberth C5 modular helmet and SC2 Communicator review for our September 2022 issue, and the E2 is largely the same helmet but with more ventilation and an ADV-style peak visor. The C5/E2 have an intermediate-oval head shape with more interior space than their C4/E1 predecessors. To improve comfort, the chinstrap, which fastens with a quick-release micro-lock ratcheting mechanism, was moved forward, and the chinbar’s new pinless locking mechanism prevents the helmet from becoming tighter when the chinbar is closed.

The E2’s shell is made using Schuberth’s Direct Fiber Processing method, where glass fiber is combined with a special resin and compressed in a vacuum at high pressure, and the shell is reinforced with a basalt layer for added strength. The size medium tested here weighs 4 lb, 6 oz.

Inside the E2 is a dual-density EPS liner, a drop-down sunshield, and a removable/washable Comfort Fit interior with CoolMax antibacterial fabric and customizable pads. The helmet is prewired for the SC2 communication system ($349, sold separately), with HD speakers and antennas for FM, Bluetooth, and Mesh already installed.

See all of Rider‘s helmet reviews here.

Comfort for the E2 was good right out of the box, and it improved as the helmet molded to my noggin. Ventilation is excellent, with two intake vents on the chinbar, a large central intake on the crown, exhaust vents on the rear spoiler, and air-flow channels built into the EPS liner. One gripe is that the chinbar intake vent just below the faceshield pushes open and closed, and I often bumped it closed accidentally when opening the faceshield.

As the faceshield snaps shut, two small tabs near the shield’s base plate lock it closed. When closing the shield from one side or the other, occasionally one or both tabs would not engage to fully close the faceshield. However, it locks closed easily if I spread my hand apart and push the shield closed from both sides with my thumb and forefinger. Schuberth’s patented memory function keeps the faceshield open at a desired level after opening and closing the chinbar, and a Pinlock anti-fog insert is included.  Motorcycle windscreens can introduce turbulence, but the E2 slices through the air cleanly, and the adjustable peak visor provides shade without getting caught in the wind. When I stood up on the Tracer’s pegs to stretch my legs, I was enveloped in smooth, quiet air, allowing me to simply enjoy the thrum of the engine.

The Schuberth E2 sells for $799 in one of three solid colors and $899 for the E2 Defender graphic or one of four Explorer graphics.

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Motorcycles offer many advantages over other methods of transportation. However, one drawback is a lack of storage space. Whether packing for a weekend trip or picking up a few groceries on your way home from work, having a versatile motorcycle luggage system can be a game-changer, and that’s what the Nelson-Rigg Commuter luggage series provides.

See all of Rider‘s luggage reviews here.

The Nelson-Rigg Commuter Tail Bag is a useful piece of gear that allows for quick attachment and removal. It’s made with UltraMax fabric with UV protection and a molded EVA carbon-like panel that helps the bag to hold its shape. It also comes with a waterproof rain cover, internal straps with hook-and-loop fastening, and a mesh pocket under the lid.

Perhaps the most convenient aspect of this particular bit of motorcycle luggage is how easy it is to attach and remove from a bike. The bag comes with four straps and four attachment points. It can be secured on the bike in two ways, either by removing the passenger seat and looping the straps under the seat before replacing it or by fixing the straps to solid points on the bike. The bag also comes with a shoulder strap that can be looped through a D-ring to convert the bag into a backpack.

The Nelson-Rigg Commuter Tail Bag comes in three sizes: Lite (11.7 liters, 15.3 liters expanded, $119.95), Sport (16.4 liters, 22.3 liters expanded, $129.95), and Touring (24.8 liters, 33.0 liters expanded, $159.95).

The Nelson-Rigg Commuter Tank Bag is constructed of the same materials as the Commuter Tail Bag, and it includes a waterproof rain cover and a clear map/phone pocket.

Like the Tail Bag, the Tank Bag attaches to most motorcycles, either by straps or magnets. The magnet system is easiest to use, since all that’s required is untucking the magnets from the nonslip bottom and sticking them to a metal tank. To use the strap system, loop one strap around the neck of the bike and attach the two ends to buckles on the bag, then loop a second strap through a solid point under the seat and attach the ends to the other two buckles.

The Commuter Tank Bag comes in two sizes: Lite (5.8 liters, 8.4 liters expanded, $119.95) and Sport (10 liters, 14.5 liters expanded, $139.95).

I appreciate the versatility and ease of attachment and removal that the Nelson-Rigg Commuter motorcycle luggage provides. I use the Sport sizes of both bags for weekend trips and daily commutes and find they provide plenty of space for my storage needs. They have proven to be durable, hold their shape well, and can be used on almost any motorcycle. The only downside I’ve encountered is that they would be easy for someone to snatch off my bike since the attachment points are visible and simple to undo, so I park where my bike is visible during lunch stops and remove the bags when I’m done riding for the day.

The post Nelson-Rigg Commuter Motorcycle Luggage: Tail Bag and Tank Bag | Gear Review appeared first on Rider Magazine.

Weiser Technik’s Extreme EVO LED Motorcycle Light Kits transformed my 2020 BMW R 1250 GS test mule into a much more conspicuous presence on the road by adding running light capability to the front turnsignals and running light with brake light capability to the rear turnsignals. The kits essentially replace the stock turnsignal modules with Weiser’s own design, which utilizes 12 super-bright Osram LEDs per indicator. The result is dramatic, especially at night where the GS’s relatively meager stock lighting was once easily lost in the sea of traffic.

In addition to the 4 LED light modules, the Weiser LED motorcycle light kits arrived complete with all necessary components for installation – including standard wiring, extension wiring, zip ties, posi-twists, posi-taps, posi-locks, locking keys, and solid-state relay – and full instructions. Many variations of the kits are available to fit a myriad of brands and models, and generally the LED light modules fit within OEM housings. However, Weiser also offers the turnsignal housings themselves (if necessary), clear or tinted lenses, and short (4.2 inch), medium (4.6 inch), or long (6.25 inch) turnsignal stems to fit nearly any application.

The lights are fully CANbus-compatible, so no load equalizers are necessary, and there is no danger of fault codes if installed properly.  Installation itself is relatively straightforward for the shade-tree mechanic using online tutorials and the printed manual that came with the kit, but since my bike was in for service already, I had my shop install everything in one hour of labor. 

Pre-Weiser, my GS’s turnsignals were devoted solely to that function and otherwise remained unlit. With the Weiser kits installed, the front turnsignals now glow a constant bright white color as full-time running lights. Activating the turn signal overrides the white running light with a bright flashing yellow-off-yellow pattern and then glows continuously white again once the turnsignaling is canceled.

The rear setup operates in a similar fashion to the front, with both indicators operating as full-time red running lights. If the rider hits the brakes, both indicators glow an intense bright red. If the turnsignals are utilized, the side indicating glows in a yellow-red-yellow-red sequence until the turnsignal is canceled and then resumes its red running light mode. Hazard lights operate as normal, flashing yellow-off-yellow up front and yellow-red-yellow in the rear.  

Out on the road, the Weisers drew plenty of compliments from my fellow riders, especially at night when the additional lighting really popped compared to the stock dim setup. The company claims their lights are up to 10 times brighter than OEM, an entirely believable claim based on my observations. The kits I tested carry a four-year warranty with tech support available by phone or online.

See all of Rider‘s Parts & Accessories reviews here.

The Weiser Extreme EVO LED motorcycle light kits tested here are $249-$269 for both the dual-function front kit and triple-function rear kit or $449-$489 for a combo kit. 

The post Weiser Extreme EVO Multifunction LED Motorcycle Light Kits | Gear Review appeared first on Rider Magazine.

Established in 2007, Spanish manufacturer LS2 produces a full line of motorcycle helmets, including full-face, modular, open-face, off-road, and youth. The LS2 Thunder Carbon is the brand’s top-of-the-line motorcycle racing helmet, designed with input from professional riders in World Superbike, Moto 2, Moto 3, and other series and certified by DOT, ECE, and FIM.  

The LS2 Thunder Carbon helmet features a Kevlar-reinforced carbon fiber shell, a multidensity EPS liner, emergency-release cheek pads, and a double D-ring chin strap. The interior has an intermediate-oval shape with a snug and comfortable fit, making it ideal for full days on the track, on the highway, or in the canyons. Its aerodynamic shape slices through the wind, its rear spoiler enhances stability, and its light weight (3.25 lb for a Medium) reduces fatigue. 

The Thunder Carbon motorcycle racing helmet comes with both clear and dark smoke faceshields, as well as an extra set of black visor fasteners to match the dark smoke visor. Slick and thoughtful! The eyeport is above the normal line of sight, which improves visibility when tucked in. A Pinlock anti-fog insert and a breath guard are also included. 

Six intake vents, three exhaust vents, and channels in the EPS lining provide ventilation. The intake vents have harmonizers to streamline the airflow through the helmet for maximum cooling, and the faceshield has an air crack position to allow in additional air. Testing this helmet on hot days in Texas was a pleasant experience, and I remained cool even at stop lights and in traffic. 

The Thunder Carbon has no cutouts for Bluetooth speakers inside the liner, which is understandable for an aggressive-style helmet like this one. However, I was able to install a Sena 50 Series Mesh system easily. 

Overall, the LS2 Thunder Carbon is an attractive, comfortable, high-quality helmet with excellent safety features. It also comes with a hydration tube, a helmet sleeve, a protective bag, and an inflatable resting pillow for off-bike storage. 

See all of Rider‘s helmet reviews here.

Whether you’re a professional motorcycle racer or an everyday road warrior, the LS2 Thunder Carbon helmet offers a perfect blend of style, performance, and protection. It’s available in sizes XS-2XL in solid and graphics starting at $699.98. 

The post LS2 Thunder Carbon Motorcycle Racing Helmet | Gear Review appeared first on Rider Magazine.

After nearly two decades aboard various generations of BMW’s venerable RT-Series sport-tourers, I recently decided to learn how to ride off-road and made the switch to a BMW R 1250 GS adventure-tourer The GS is surely a capable machine, but it’s not quite the glass-smooth operator my RT was on the highway. Though by no means offensive, the GS’s handlebar transmits a modicum of vibrations to the rider’s hands as the revs climb, and Hudson Valley Motor Parts Motorcycle Bar End Weights represent a compelling antidote to this. By adding copious mass to the bar ends, these weights effectively quell the sympathetic resonance which plagues all motorized two-wheelers to some degree.

Related: 2021 BMW R 1250 GS | Road Test Review

My HVMP test pair was perfectly finished in gloss black, with each bar end weighing a portly 8.9 ounces sans hardware and measuring 1.6 inches high by 1.5 inches in diameter at the base. For reference, the GS’s stock bar end weighs a scant 2.2 ounces sans hardware and measures 1 inch high by 1.5 inches in diameter at the base.

Installation was a breeze and required only common hand tools. The GS’s stock bar ends must be removed by loosening the T45 Torx bolts which hold them in place. Then, they are replaced with the HVMP units, which are fastened via the included 6mm stainless Allen bolts. It’s a good idea to add some medium strength thread locking compound (Loctite or Permatex blue) to the bolt threads. Torque to 9 lb-ft, and you’re done. There is no interference whatsoever with the GS’s handguards, and the whole process takes less than 10 minutes for the pair.

See all of Rider’s Parts & Accessories reviews here.

On the road, the HVMP motorcycle bar end weights had a dramatic effect on handlebar vibes throughout the entire rev range. The GS’s handlebar is now dead still below 4,000 rpm, and the buzz which used to emanate from the grips above 4,000 rpm is now reduced by what feels like 75%, making spirited riding and downshifting much more enjoyable. My GS’s grips are smoother now than my RT’s in stock form ever were.

For the modest investment and effort required for installation, the HVMP bar ends are a worthy addition for commuters, long distance travelers, riders with carpal tunnel syndrome and other related afflictions, and anyone else who desires less buzz in the bars. HVMP offers a wide selection of its American-made motorcycle bar end weights for various BMW and other brand models.

The post Hudson Valley Motor Parts Motorcycle Bar End Weights | Gear Review appeared first on Rider Magazine.

When I was young and broke, I’d stretch the mileage of a knobby on my Honda SL100 or XL250 by reversing the tread when the knobs began to look like ramps. Not the brightest thing to do, but did I mention I was young and broke? 

I bring this up because the Motoz Tractionator tires in this review – a Tractionator GPS rear and a Tractionator Dual Venture front – are both reversible per the manufacturer. Motoz rates the GPS as a 50/50 off-road/street tire when mounted in the normal position and a more dirt-oriented skin when reversed. The 70/30 Dual Venture front tire’s non-directional tread allows extended use when turned around, which could be handy on a long journey.

Brian Cornelius at Pacific Powersports, the Motoz U.S. Distributor, assisted me in choosing this setup after I confessed that, like most ADV riders, I spend more time on the pavement than off. However, I will gladly give up some street cornering for better off-road grip at the front. The knobby Dual Venture fulfills that requirement while still allowing plenty of cornering fun on the tarmac.

See all of Rider‘s Tire Reviews here.

Motoz is an Australian company that specializes in off-road and adventure tires, which have been manufactured in a privately owned factory in Thailand for 40 years. The company states its bias-ply Tractionators use a proprietary ply material of a higher denier than used by other tire makers to create a stronger tire. The tread material is a hybrid of silica-enhanced natural rubber and other components for good all-weather performance. Both tires have four nylon plies each for tread and sidewall and are rated M+S, meaning in general that they have widely spaced tread blocks. 

It was relatively easy to mount the rear 150/70B18 TL GPS ($239.99) on my Yamaha Ténéré 700 in 50/50 mode, after which I enjoyed excellent traction throughout several days of wandering the Mojave Desert. Through sand, gravel, dirt, and rocks, the Motoz GPS handled it all well. They were fun on the pavement too, with good grip in the corners allowing spirited riding. We didn’t have mud, but I’ve ridden the GPS in the rain with no problems. Center tread depth is down from the Motoz spec of 12.5 mm to 7 mm after 3,500 miles of mixed – but largely highway – use.  

Related: Yamaha Announces Updated Ténéré 700, Other Returning 2024 Models

Likewise, the 90/90B21 TL 54Q Dual Venture ($137.99) kept the front of the Yamaha planted on pavement, hard dirt roads, and sloppy desert gravel. It also took some big hits as I slammed through numerous dry, hard-edged water channels, testing the Ténéré’s forks to the max without complaint from the tire. The middle knobs have a slight rear-side chamfer now, so it may be time to turn it around. 

Overall, I’m a fan of this Motoz pair and consider them a great fit for most adventure travel. Though if expecting mud, I’d consider slipping a 70/30 Tractionator Adventure onto the rear. 

The post Motoz Tractionator GPS and Dual Venture Tires | Gear Review appeared first on Rider Magazine.

The popularity of adventure-touring motorcycles surged in the 2000s as more riders discovered their inherent versatility. So-called ADV bikes can not only eat up hundreds of miles each day but can also explore areas not frequented by most streetbikes. After a while, what many buyers of ADVs found was that there is potential danger to bouncing around the wilderness over rocks and logs, fording streams, and plowing through sand. One of those dangers is a punctured engine case many miles from help.   

The Harley-Davidson Pan America 1250, a fully featured and capable ADV powered by a 150-hp V-Twin, was launched in 2021. It was an immediate success, and soon Pan Americas were finding their way into some very challenging terrain in deserts, mountains, and canyons, including single-track trails more suitable for smaller displacement dual-sport motorcycles.  

Related: 2021 Harley-Davidson Pan America 1250 Special | First Ride Review

The stock Harley Pan Am is a very capable motorcycle. However, from the factory, the undercarriage is woefully exposed to damage from rocks, logs, and other hard objects that can be kicked up when riding off-road. Harley-Davidson offers a robust accessory skid plate to replace the thin aluminum protector in front of the battery.

The upgraded Harley skid plate is handsome, made from heavy duty aluminum and painted black. Using six bolts, it seemed to provide the level of underside armor needed for trails like Moab’s White Rim Trail and some of the Sierra Nevada trails that have sharp-edged rocks just waiting to end a ride should they puncture the nether regions of the engine.   

While the Harley skid plate provides protection – and the weight of it is held down low – it bolts right to the bottom of the engine rather than providing some sort of suspension to distribute the energy from a boulder or log hit.   

See all of Rider’s Parts & Accessories reviews here. 

Enter the Pan America Engine Guard from SW-Motech, which offers two key benefits over Harley-Davidson’s accessory skid plate. One is you can get it in either silver or black. Two, more functional and psychological support comes from the mounting system, which holds the engine guard off the bottom of the Pan Am’s 1250cc engine by about 0.5 inch with brackets that match up with the Pan Am’s original skid plate mounting holes. These mounts are able to provide a little more “give” should the engine guard be subjected to a heavy blow.  

The bottom of the SW-Motech engine guard is smooth and will help slide over logs and boulders. There are ample cooling holes to help with airflow around the bottom of the engine while also providing an escape path for mud and water that might collect during a water crossing.  

Installation took about 30 minutes. One mixed benefit to the SW-Motech engine guard is that it weighs less than the Harley skid plate. The SW-Motech engine guard weighs in at 7.4 lb, while the Harley skid plate weighs in at 10.7 lb. Although the overall weight reduction is good news, the Harley skid plate’s weight was at the very bottom of the engine and helped keep the center of gravity low. A few pounds doesn’t seem like much, but the change in weight distribution with the SW-Motech engine guard does shift the center of gravity up a little bit.  

The Pan America Engine Guard from SW-Motech retails for $446.95.  

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