Generally speaking, I don't like to go too bold when picking a new helmet. But I often look at crazy designs and admire them from afar, and these new Ruroc lids certainly fall into that category. In fact, there's one I could see myself wearing.

The helmet manufacturer recently added five new designs to its best-selling AT4.0 helmet line. These models are all built from lightweight fiberglass, feature a DD ring chinstrap, are ready for a Bluetooth audio system, and most impressively have a market-leading 215-degree field of view, to name a few features.

I think it's fair to say that most people aren't initially attracted to Ruroc helmets for their extensive features, but rather for their wild designs.

“We’re not here to blend in,” said Daniele Caruso, Head of Design at Ruroc. “These new AT4.0 designs—whether it’s the haunting vibes of La Catrina or the raw rebellion of Disarray—are built for riders who live loud and ride hard. Each one’s a statement, backed by the safety and performance our crew demands.”

The two new AT4.0 street styles include La Cantrina and the Reaper. According to Ruroc, La Cantrina is a neon-charged skull ripped from the underworld, which resurrects the Cinco De Madness legacy from the AT3.0 range, inked in traditional Day of the Dead colors. RideApart's Executive editor Jonathon Klein is a big fan of this one, saying "Hot damn, give it to me."

The Reaper is back from the AT3.0 range and sharpens its AT3.0 roots with chrome-detailed fangs and skeletal contours that snarl across the shell.

There's only one carbon-styled helmet, and it comes in the form of the Disarray. When describing the Disarray, Ruroc states, "Rebels don’t wear capes—they wear carbon fiber. Disarray flips the script with high-contrast white graffiti, scanned straight from the Ruroc design team’s street art, splattered over a matte black carbon shell. This isn’t a helmet; it’s a middle finger to the ordinary."

Those of you looking for a track-style helmet, the AT4.0 track models consist of the Nitro and Rosso. The Nitro has a futuristic twist and features the classic Ruroc 'R' pattern around a neon-flashed shell. Two packs of custom stickers are included with the Nitro.

For lovers of Italian flair, the Rosso is the only choice. It's draped in red and black aerodynamic streaks over a carbon fiber core and finished with a new spoiler. All the AT4.0 models received a 4-star safety rating by Sharp. You can check out the new designs here.

Lovely Lids

Rather than any sort of real hard look at the federal budget, one done so that actual fraud, waste, and abuse is rooted out in order to balance the budget—DOGE absolutely doesn't count—the current makeup of the House, Senate, and Presidency wants to sell your public lands. I mean, how else are they going to come up with the cash they just gave back to millionaires and billionaires through tax cuts?

The House has been hard at work—LOL—trying to put together a new budget that works to "balance the budget" since President Trump was sworn in earlier this year. Many things have been proposed, including selling off your public lands to pay for incoming tax cuts and further spending. It's also why they went on a mass firing spree across the entirety of the federal government. But in recent weeks, after strong opposition by both Democratic and Republican lawmakers, and backed by a growing vocal constituency of outdoor recreators, the sale of public lands was thought to be off the table. 

That is, until yesterday, when, under the cloak of secrecy and in the middle of the night, the House Natural Resources Committee approved a budget that would sell off 11,000 acres of land across Nevada and Utah. 

Great work, Congress! You've set yourselves the task of destroying the single thing that everyone can agree on: Public lands are good. 

Our friends over at Outdoor Life had the first story, stating, "The amendment, offered by Republicans Mark Amodei of Nevada and Celeste Maloy of Utah, would sell about 11,000 acres of BLM and Forest Service land in Nevada and Utah. The land-sale amendment was offered at nearly midnight in a marathon committee meeting, in which Democrats offered some 140 amendments to soften some of the provisions of the budget bill. Each of those amendments was voted down by the Republican majority, which declined to debate any of the provisions." 

And, indeed, the Republicans in the House that are pushing for these land conveyances (sales) are being told that they should not engage in public debate, nor discourse about it given the political volatility about public land sales. Read: the folks who are proposing these public land sales know they're radioactive, they know the people don't support them, so if they don't talk about it, they can't feel the pressure from their own constituents. In other words, they don't care that you love and enjoy them.

They're going to do what they want, and what their corporate masters want. And that's sell them off to the highest bidder. 

Outdoor Life continues, adding, "The land-sale amendment was the only addition to the bill, and was offered, and accepted by the committee after more than 12 hours of debate. Sale of federal land to help balance the budget has been a priority for a number of Western Republicans, most notably the chairman of the Senate Energy and Natural Resources Committee, Utah’s Mike Lee." I've pleaded with Senator Lee multiple times on these very pages. He, like his colleagues, doesn't care about public lands, even though they're Utah's primary revenue driver. 

The passing of this budget by this specific committee is an affront to public lands everywhere, as well as those who use them to recreate. And again, public lands enjoy near-universal positive public sentiment. No one, aside from the lawmakers who'd line their pockets by selling these lands to developers and mineral and gas extractors, wants to see them sold. That sort of public sentiment is unheard of in modern US politics. Yet, here we are, attempting to sell public lands so the rich can be a tiny bit richer and the average American worse off, as they don't have access to their dirt biking, hunting, fishing, camping, hiking, or anything else grounds. 

Please, I implore you. Call your national representatives. Call your local representatives. Call anyone and help ensure we still have public lands going forward. 

Fight, Get Up and Fight Them

Scooters don’t always get the credit they deserve. They’re not flashy, loud, or built for bragging rights. But when it comes to surviving the daily grind—city traffic, fuel prices, tight parking—they’re pretty much unbeatable. In places like Manila, Bangkok, Tokyo, and all over Europe, scooters are the lifeblood of the streets.

And one scooter that seems to be everywhere? The Yamaha NMAX.

If you live in any of the places I mentioned above, you’ve probably seen one today. Maybe you even ride one. It’s the go-to for commuters, couriers, weekend warriors, and just about anyone who needs a ride that won’t quit. Comfortable, fuel-efficient, reliable—it’s no-nonsense, but with just enough features and style to keep things fun.

But the NMAX isn’t just a small-town hero anymore. Yamaha just scored a Red Dot Award for Product Design 2025 for the new NMAX 125 Tech MAX, a version sold in Europe and Japan. And this isn’t Yamaha’s first rodeo—they’ve now won Red Dot Awards 14 years in a row. Not bad for a scooter, huh?

So what makes the award special? The Red Dot is one of the most respected design awards in the world. It’s not about being the flashiest, but rather, it’s about smart, functional design that makes life better. And that’s exactly what the NMAX has always done well.

The award-winning NMAX 125 Tech MAX isn’t all that different from the NMAX 155 sold in the rest of Southeast Asia. The 2025 model got a few sleek updates—LED lights, a sharper new body, and a crisp TFT screen. It’s built to feel light and agile, but still comfy and stylish enough for everyday use.

Across the region, the NMAX has become a bit of a legend. It’s built in Indonesia, huge in Thailand, and has carved out a solid fanbase in Japan too. In Europe, it’s seen as a slick alternative to cars and trains; great for zipping around narrow streets without breaking the bank.

Here in the Philippines where I’m from, Yamaha offers two versions: Standard and Tech Max. The Tech Max comes loaded with dual-channel ABS, ride modes (Sport and Touring), downshift assist (some fancy engine braking wizardry with the CVT), sub-tank rear suspension, and a 4.2-inch TFT dash with smartphone pairing. The Standard version skips some of the fancy bits, but still comes with the tried-and-tested 155cc Blue Core engine with VVA and Y-Connect integration.

Prices? In the Philippines, the Standard is P155,900 (about $2,740 USD), and the Tech Max is P175,000 (roughly $3,075 USD). Not bad at all for a scooter this capable and loaded with features.

For Yamaha, this Red Dot win is a nice pat on the back. For the rest of us, especially the thousands of NMAX riders out there—it’s a reminder that you made a good call. So, whether you’re navigating a gridlock, weaving through traffic, or taking the scenic route home, the NMAX continues to prove that scooters can be practical and cool at the same time.

Scooters Are Cool Too

Source: Yamaha Motor Europe

May 14th is a rather nondescript day, ain't it? It definitely isn't May 4th—yes, I'm a Star Wars nerd—nor the party that revolves around May 5th. Yet, despite its beige outward appearance, it's set to be a barn-burner, as the contentiousness over Harley-Davidson's board is set to come to a head. 

The date above is the one set for Harley-Davidson's next shareholders meeting, and based on what's been going on over the past few weeks, it'll be an interesting one as the board is set to vote on whether they kick out the brand's current CEO, as well as two long-standing board members.

This messiness all began when current CEO Jochen Zeitz announced that he'd be retiring at the end of the year. His tenure wasn't exactly what was promised when he was promoted to the position from the company's board five years ago, and Harley's faced numerous external and internal challenges during his reign as leader of the Motor Co. 

Harley quickly began a search for the next CEO shortly after Zeitz informed the board of his decision, and numerous candidates were immediately vetted. But ultimately, no person was selected. This non-decision, however, angered one board member, Jared Dourdeville of H Partners Management, as he was upset his preferred candidate didn't get the nod. As such, he resigned his position and began a proxy fight with the board. 

After vacating his seat, Dourdeville made his grievances known in both an SEC filing, as well as public statements about how he viewed Harley-Davidson's mismanagement. But Harley was quick to point out that Dourdeville voted with the board and its directors in every instance while he was in his position, never once straying from the vision set forth by the company.

H Partners Management then sought to not only see Zeitz removed from his position effective immediately, but also two long-standing board members, Tom Linebarger and Sara Levinson. Likewise, they sought out further like-minded investors, finding Purple Chip Capital as an ally in its fight. While H Partners Management has about a 9% stake in the Milwaukee manufacturer, Purple Chip Capital only has a 1% stake. Like Dourdeville, Purple Chip Capital laid out a list of grievances, along with misspelling Harley-Davidson in every instance of its public statement. 

Both parties also claimed that the board had mismanaged the brand and lost the core Harley audience. 

And in recent weeks, both H Partners and Purple Chip found another ally in the National Powersports Dealer Association's Harley-Davidson Council, representing 170 dealers out of the total 650 dealers in the United States. They list a host of grievances, including "The National Powersports Dealer Association (NPDA), Harley-Davidson Council (H-D Council) shares many of the concerns presented by H Partners regarding the destruction of culture and poor dealer relations, and we have communicated these concerns to current leadership over the past four years. To date, no meaningful changes have occurred that would strengthen the brand and the future of the dealer network."

They added, "Harley-Davidson dealers throughout the United States are in support of H Partners’ positions and support the removal of CEO and Chairman Jochen Zeitz, Presiding Director Tom Linebarger and 29-year director Sara Levinson." 

They found further allies in Glass Lewis and Egan-Jones, two other proxy firms, who stated it would back H Partners Management's "Withhold" and "No" votes. 

Countering this, Institutional Shareholder Services Inc. (ISS), a corporate governance proxy firm, "recommended that shareholders vote "FOR ALL" of Harley-Davidson's highly qualified Director nominees in connection with the Company's 2025 Annual Meeting of Shareholders scheduled to be held on May 14, 2025." Furthermore, they found that H Partners Management had "not presented a compelling case for change, and as such, support is warranted "FOR ALL" Harley-Davidson's nominees."

They then went line by line, picking apart H Partners Management, Purple Chip Capital, and the Dealer Association's cited issues, adding the following points. 

Likewise, the proxy firm found that this campaign would actually hinder finding a new CEO, rather than help it, stating, "The facts suggest that when the dissident's preferred candidate was not selected, the dissident reacted by vacating the board and launching this vote no campaign in an attempt to establish a path to its desired outcome in the CEO search. [D]espite the dissident's argument that there is a sense of urgency, the distraction of this campaign has almost certainly set the [CEO search] process back. This only reinforces the board's conclusion that this campaign is a reaction, rather than a measured response."

I've already spoken at length about this whole process, and I find I agree more with Harley than I do with those seeking to upend its board. I do share some of those countering beliefs, however, as while I believe dealerships to be the wretched hive of villainy and scum they are, I think for a company to be successful, that needs to be a partnership. You have to have good dealerships, that aren't crooks and thieves, to represent your brand.

Likewise, LiveWire's strategy has failed and needs rethinking. 

But the fact that this all came to a head because one director didn't get his way by picking the new CEO and threw want amounts to a tantrum is ridiculous to say the least. That's not good corporate governance of one of the most important American brands around. That's acting like my children when I say we're done with our tablets and it's time for dinner. 

And I do agree that Harley-Davidson is at a crossroads, as its current demographics, the folks it has marketed to for the last three decades, just isn't there anymore. It can't just be for older white dude wannabe Hells Angel dentists from the Midwest. It has to evolve. It has to figure out a strategy to garner new riders.

A shakeup, however, is set to occur next week. Whether it's a revived board by way of Harley's preferred candidates or that of H Partners Management, however, is yet to be seen. But expect some fireworks, as they're absolutely set to go off on May 14th. 

A Mess Is What This Is

A while back, Volonaut—a Polish startup—somewhat broke the internet's brain with an e-VTOL motorcycle concept that was basically a speederbike from Star Wars. So many stories were written about our upcoming Star Wars future, it was hard to see how we'd escape that fate. We may not have, given the state of the world at present...

At the time, the Airbike, or so it was called, was powered by batteries and featured a handful of helicopter-esque rotor blades. While it was functional, it was sketchy as hell, didn't have much range, and led the designer to scrap the original design. But where would they go from that promise?

Now the company's back with a rotor-less prototype that's powered not by electrons, but good old-fashioned jet fuel.

Say hello to the Airbike 2.0. Please, someone at Volonaut, let me ride it. 

Details on the design of the Airbike are scant, to say the least. According to the brand, "This 'superbike for the skies' is powered by jet propulsion and is designed to carry one person with speeds up to 200km/h or 124mph," adding, "The Airbike's proprietary stabilization system enhanced by a flight computer provides automatic hover and ease of control for its rider."

Volonaut somewhat addresses its prior concept, stating, "The unique riding position with unobstructed 360 degree view helps the rider to quickly become one with the flying machine and provides the sensation of complete freedom. Thanks to Airbike's extremely compact size and no spinning propellers it can travel through most confined areas with ease."

As for what powers it, that's unclear. There's nothing on Volonaut's website, and I'm also confused by why the test rider in the video linked above is wearing car racing coveralls instead of motorcycle ones with armor. I mean, you're flying around a far few feet above the Earth. Wouldn't you want some protection?

That said, I must make the following plea.

To whom it may concern at Volonaut,

I, Jonathon Klein, executive editor at RideApart, lifelong motorcyclist, die-hard Star Wars fan, and lover of brilliantly bad ideas, of sound mind and body, would like to make the case for me to ride your prototype jet-powered speederbike.

Truly, if there was ever a prototype machine further up my alley, I do not believe I've come across it. 

Firstly, I have all my motorcycle gear washed and ready to go. I'll bring a photographer, a few action cameras, and I just updated my life insurance policy. I also recently spoke to Obi-Wan Kenobi himself, actor Ewan McGregor (stay tuned for that story soon), which links me further to the world of Star Wars. 

It's high time I rode this thing, so let me do it. 

Let Me Ride This Thing

Let’s face it: the liter-class naked bike scene hasn’t exactly been buzzing lately. Sure, the Yamaha MT-10’s been holding it down, and Suzuki recently gave the GSX-S1000 a fresh coat of paint. But overall? It’s been a bit quiet. That’s starting to change, as Honda’s releasing the new CB1000 Hornet and now, Kawasaki's getting ready to bring back some serious muscle in the form of a new Z1100.

Yep, the Z1000’s spiritual successor is officially on the horizon. It’s been a few years since Kawasaki quietly pulled the plug on the Z1000, a bike that never sold in huge numbers but definitely made an impression. It looked like something out of a sci-fi movie, had a brawny 1,043cc inline-four, and didn’t rely on superchargers or fancy electronics to get your heart pumping. Just raw, old-school power with killer styling.

Now, thanks to new documents from the California Air Resources Board (CARB), we know the Z nameplate is coming back in a big way. The document lists a model coded ZR1100HT—clear as day for Kawasaki nerds that this is a new Z naked—and groups it with the upcoming Ninja 1100SX and Versys 1100. All three share a 1,099cc inline-four, which already makes about 134 horsepower and 83 pound-feet of torque in the sport-tourers.

That means we can expect the Z1100 to land somewhere in the same ballpark, but with a wilder edge. It'll surely be less fancy than the Z H2, but likely more substantial than the Z900. Think more aggressive tuning, sharper chassis geometry, and styling that hopefully channels some of the Z1000’s iconic Sugomi look, just with a modern twist. We’re also expecting all the goodies: IMU-based traction control, cornering ABS, a TFT dash, and maybe even cruise control and ride modes, if Kawasaki wants to keep up with the Joneses.

So why does this matter? Because it just might signal a shift. After years of brands downsizing to middleweights, the Z1100 marks a return to the big, naturally aspirated naked bike—something that feels visceral, physical, and unapologetically mechanical. It’s a sign that manufacturers are still listening to riders who want performance without the extra fluff, and that there’s still room in the market for a liter-class bruiser that’s all about the ride.

The timing honestly couldn’t be better. Honda’s back in the game. Yamaha and Suzuki are still swinging. And Kawasaki? Well, if the Z1100 delivers, it might just steal the show. After all, there’s still a big crowd out there who just want a no-nonsense naked bike with real power, street presence, and a bit of edge.

Let’s hope this one doesn’t just look mean, but rides like it too.

Bleed Green

Source: California Air Resources Board, Motorcycle.com

D3O is my go-to armor, whether it's a back protector, elbow or knee armor, or basically any other piece of protective riding gear you can imagine. Whether it's the brand's CE Level 2 armor or CE Level 1 Ghost armor featured in my Aether jackets, it's industry-leading. The only place I've never associated riding gear and D3O armor is motorcycle helmets.

But that looks set to change.

The London-based company is hoping to start producing motorcycle-specific helmet systems, although this won't be D3O's first foray into head protection. It'll be building upon a concept design known as Amp that was first shown in 2022. This project added a thin layer of soft, flexible protection to a helmet's comfort liner to help absorb minimal impacts, like a branch striking your helmet while riding off-road.

D30 armor is also found in US military helmets and American football headgear. But, of course, you can't take a design made for frontline soldiers or athletes and shoehorn it into a motorcycle helmet. Fortunately, designing the armor for these helmets has given D3O plenty of data to work from.

“It’s the missing part in our impact protection story within motorcycle equipment,” said Mostyn Thomas, Chief Marketing Officer, who continued, “Whenever we approach a new development, we develop for that specific market and with that end use in mind,” Thomas continued. “A helmet liner system is the missing piece, and it’s in R&D as we speak. But it’s important that we don’t just take what we have from another sector and apply it, although we will take learnings from those areas."

But the company doesn't just want to add motorcycle helmet protection for the sake of having it in its product lineup, it wants to disrupt the market in at least one area.

“We want to disrupt the market standard – whether that’s weight, comfort, or performance – but we also need to consider how the product integrates with the main shell of the helmet – it’s very difficult to ask a brand to throw away 40 years of supply chain and operation.”

Considering the R&D involved in creating a material that'll make a significant impact in helmet weight, comfort, or performance, and getting a helmet brand to implement the product in its manufacturing process, the earliest we can hope to see D3O in a helmet will probably be 2027.

Based on all the other D3O products I've used, I'll be waiting with baited breath for the next two years to see how D3O can improve motorcycle helmets, and what manufacturer will be the first to adopt the liner.

Next-Level Helmets

Most of the technology that we almost take for granted on superbikes today, like launch control, slide control, lean-sensitive ABS, and even holeshot devices, has all trickled down from MotoGP. But there's one system I never thought we'd see, especially not on the Aprilia RSV4 Factory 1100.

Of course, the Aprilia RSV4 Factory 1100 is about as superbike as superbike gets, beating out the Honda CBR1000RR-R Fireblade and Ducati Panigale V4S as the most powerful production bike in the world, with its 217 horsepower.

But, due to its 1,103 cc engine, it can't race in the World Superbike Championship (WSBK). So when the latest iteration came out with this MotoGP technology that's not yet seen on any other sportbike, it was a shocker.

The Aprilia RSV4 Factory 1100 has a system whereby all the electronics can change from corner to corner on a race track. Everything from the power delivery, ABS, TC, wheelie control, and how firm or soft the semi-active front forks and rear shock are can change as you move to different sections of the track. The whole system works via GPS, which knows exactly where you are on the track at all times. 

So, as you progress with the track and find limitations with the bike or ways you could improve, whether you're bottoming out the front suspension into turn one or wheeling too much as you get on the gas before the main straight, you can adjust it to your taste. Once you've dialed the circuit into the RSV4 Factory 1100, you can adjust the bike's turn-by-turn settings from a laptop or an app on your phone. 

This comes directly from MotoGP technology. Although MotoGP riders can change settings manually while riding, the bike also has pre-programmed settings that change via GPS while racing.

In the past, we've even seen the GPS get corners wrong sometimes, and riders who expect a certain level of TC get far less and end up crashing. But, for the majority of the time, riders can rely on this system to let them give their all and know the motorcycle's electronics will have their backs. 

Is this the ultimate electronic evolution for track day riders? Let us know your thoughts in the comments.

All Things Aprilia

Listen, who am I to say no to a person's dreams and whims? Am I the arbiter of good taste? Absolutely not, as I'm sitting here writing this story in my cut-off jeans at nearly 40 years old. So I wouldn't dare think of questioning someone's desire to do the following. 

I will ask where you got those good-good drugs, as this is the sort of idea that only the best of the best illicit material can produce, and I'd like some, too. 

You see, some intrepid denizen of the interwebs had the brilliantly insane idea of taking a Honda Fit, which is ostensibly a commuter hatchback designed and built for folks needing reliable transportation on a budget, and not just remove its entire drivetrain, but replace it with the drivetrain out of a Polaris RZR UTV.  Why, you ask? Why not?!

I'm reminded of that scene in 300. Madness? This is YOUTUBE!

The idea behind the build is simple. Take an already somewhat build off-road Honda Fit and body swap it onto a crashed Polaris RZR two-seater, the latter of which was jumped over a swimming pool and subsequently flipped end-over-end repeatedly. 

Building this abomination (?) is the YouTube channel Mike Masse 661, as it's his wrecked RZR. The Honda Fit, however, came from his friend who let Mike do what he wanted with the hatchback. As such, the entire car was hollowed out so that Mike could slot the RZR beneath it and weld it back together. He first had to fix all the broken parts of the cage, the frame, and the pickups that he'd destroyed when he jumped the thing, which was a pain in itself. 

Then there's a time jump and the two are mated together, which is pretty cool. I'd have liked to have seen how they managed to cut the Fit and keep it together given it's a unibody construction, though. I mean, how'd they get it to not flop around or collapse in on itself? Show us the insanity, guys!

But based on the follow-up video—which you can watch here—the thing looks like a ripper. A very silly Honda FitZR, but one I'd totally rock. 

Custom Or Nothin'

Let’s not sugarcoat it: tariffs are wrecking the e-bike industry, and whether you realize it or not, you’re the one paying the price. What started as a political tool has snowballed into a massive burden on businesses, consumers, and the future of clean mobility.

Right now, importing a Chinese-made e-bike into the US comes with a jaw-dropping 170% tariff. That’s a 145% penalty, stacked with a 25% Section 301 tariff. It’s not just painful, it’s completely unsustainable. That’s why brands like Aventon have pulled out of China and shifted their production to Southeast Asia.

But the move doesn’t come without problems of its own.

Thailand, Vietnam, and Cambodia aren’t exactly plug-and-play manufacturing hubs. The infrastructure just isn’t as mature as China’s. So while final assembly happens in Southeast Asia, most critical components—motors, batteries, and control systems—still come from China. That means parts are shipped to Thailand, assembled into e-bikes, then shipped again to the US.

It’s slower, costlier, and a whole lot more complicated. The added logistics alone tack on over 50 days compared to a straight China-to-US supply chain. And yes, that costs money. A lot of it.

Some companies try to get clever. They start production in countries like Vietnam or Cambodia, then quietly ship parts to China for final assembly, hoping to pass the bike off as Southeast Asian-made to avoid those massive tariffs. It’s not illegal, but it’s shady. Aventon refuses to play that game. Every Aventon e-bike is genuinely manufactured in Thailand or Taiwan, and they’ve even flown in their own quality control and engineering teams to make sure it’s done right. That level of investment doesn’t come cheap.

Their costs have gone up 10 to 15%, but instead of passing it all on to customers, they’ve chosen to absorb a big chunk of it.

Here’s what most people miss: tariffs don’t punish foreign governments. They punish the companies that import goods. And those companies? They turn around and charge you more to make up for it. That shiny new e-bike that costs more than it did last year? That’s tariff fallout. So when officials talk about protecting domestic industry, what they’re really doing is making it harder for average people to afford modern transportation.

Some say the solution is to just build e-bikes in the US. Sounds great in theory, but the reality is, the US doesn’t make e-bike components. Not at scale, not yet. Until the parts supply chain moves closer to home—and tariffs on imported components are lifted—stateside manufacturing is just wishful thinking.

E-bikes are supposed to be part of the solution. Affordable, efficient, clean transport. But thanks to clumsy trade policies, they’re getting harder to build, slower to ship, and more expensive to buy. That’s bad for business, bad for consumers, and bad for the future of mobility.

The Future Of Mobility

Source: Aventon

KTM is leaving MotoGP in 2026. Unfortunately for all those who bleed orange, that's just a fact, as the company's insolvency administrator made it abundantly clear late last year. Racing, and indeed the high cost of top-tier MotoGP racing, just isn't necessary for the company to save itself. 

What isn't yet clear, however, is what will happen to the team—rumors have swirled about potential saviors, including Ferrari's Lewis Hamilton, though those are likely bogus, unfortunately—or its grid place slots if no saving grace can be found before the 2026 deadline.

While those talks are likely still going on behind the scenes, i.e. saving the team and keeping it going past 2026, rumors have begun to form that while KTM is supposedly leaving the series, it's "transferring" its race slots to a subsidiary of the company so as to better negotiate a sale at a future day for those slots. 

What does that mean? Bascially, KTM is hoping that by transferring its race slots, it can reduce the team's exposure to its financial issues, while simultaneously giving itself a better footing for when it's forced to sell them in 2026. 

Suzuki, BMW, get ready to pay through the nose. At least, they will if the company doesn't go belly up before then...

According to GPOne, "Word has come from Switzerland that KTM management intends to transfer the contracts they have with Dorna Sports S.A. for the two Red Bull KTM Factory Team slots in the MotoGP World Championship (Binder and Acosta will compete there in 2025) from Austria to the Swiss subsidiary, KTM Racing AG, in Frauenfeld." The outlet adds, "The current five-year contract will terminate at the end of 2026, and negotiations are already underway for a new one until 2031."

The first part to parse out is fairly simple. KTM is seeking to transfer the slots to another holding company, thus likely attempting to reduce its liability when it comes to restructuring. The second, however, is farcical at best, as KTM Racing cannot hope to survive without someone swooping in and saving the outfit's behinds. 

I get that they're doing their damndest to ensure that the racing side of things continues, and any such saving is conditional on having those two grid places in MotoGP. Indeed, GPOne states, "This move would allow the two MotoGP starting slots in the premier class - which will increase significantly in value following the planned takeover of Dorna by Formula1 promoter Liberty Media - to be sold to an investor or shared with an investor because, they would not be affected by ongoing financial problems of the KTM parent company."

But it feels very much cart before the horse. Especially when you add in all the background messiness that is KTM corporate at present, including the power fight between Stefan Pierer and Stephan Zochling, or the fact that they had to pause production again, only made 4,000-ish motorcycles, still have countless old bikes sitting on dealership lots, and can't seem to figure out how to pay back all its creditors. 

That said, Dorna is said to already have serious offers for those two grid places—the Tech3 KTM team isn't affected, as they're owned by Hervé Poncharal, not KTM. And given both Suzuki's desire to reenter the sport, and BMW's CEO stating he wants in, too, my guess is that they're actively talking with Dorna about KTM's spots. Another potential, however, could be CFMoto, which already has a big presence in the scene with its support for Moto2 and Moto3, and debuted a V4 engine. 

As for what happens next? We'll have to wait and find out. But KTM news has become like drinking from a firehose. It doesn't feel like it's stopping anytime soon.

Wheelie Good? Or Wheelie Bad?

Personal watercrafts—those loud, zippy machines that scream summer fun—are normally all about carving waves, pulling off questionable stunts, and annoying everyone at the beach. But now? They’re also about blowing stuff up. Yes, we’ve officially reached the point where something you’d usually see at a resort is being turned into a one-way weapon of war. It’s badass, depressing, and kinda terrifying all at once.

On April 26, the French Navy strapped an explosive charge to a PWC, pointed it at an old cargo barge, and let it rip across the Mediterranean at high speed. The target? A decommissioned hulk reinforced with metal and tires. The result?

One hell of a boom, and a very clear message.

No, this wasn’t a Michael Bay movie or a Fast & Furious deleted scene. This was a real-world weapons test under the French military’s Polaris program, not to be confused with the American powersports company of the same name. France’s Polaris is a combat innovation initiative meant to simulate real-world conditions and push the boundaries of naval warfare.

The one-way PWC drone was launched from a French offshore patrol vessel, and multiple camera angles show it tearing across the water before obliterating the test barge in a glorious, high-definition fireball. There were sensors, tracking systems, and enough data gathered to make even the nerdiest weapons analyst giddy.

And let’s be real: this isn't happening in a vacuum. Ukraine’s been slapping Russian warships in the Black Sea using similar tactics. The Houthis in Yemen are hitting tankers in the Red Sea like it’s their favorite pastime. Everyone’s taking notes, and now the French are raising their hand to say, "Oui, nous aussi."

Polaris isn’t just about blowing things up with waterborne rockets, though. Back in December, the French test-fired a heavy torpedo from a nuclear sub to sink a retired warship. In February, they detonated a naval mine next to a frigate just to see what happens. In March? Full-scale amphibious assault exercise featuring drones galore. These folks are not messing around.

So yes, France just turned a PWC into a weapon of war. And honestly, it’s kind of badass. Not because blowing things up is cool (okay, maybe a little), but because it shows just how far naval warfare has evolved. Fast, cheap, unmanned, and terrifying—that’s the new world order.

Now if you’ll excuse us, we’ll never look at a Sea-Doo the same way again.

Wet And Wild

Source: Marine Nationale, Maritime Executive

Ducati’s name is practically etched into the walls of motorcycling Valhalla, as it's synonymous with speed, style, and high-revving performance. But lately, the brand seems to be taking a page out of a different playbook. Not the usual “bigger is better,” but something a little more forward-thinking. Smarter. More sustainable.

And in today’s world, that might be the boldest move of all.

At the heart of this shift is Ducati’s new 890cc V2 engine, officially unveiled late last year. It’s the lightest V-Twin the company has ever made, tipping the scales at just 120 pounds (around 54.5 kg). That’s an engineering flex right there—not just for performance, but for durability and real-world usability. It’s a motor that’s meant to work hard without breaking your back or your bank, as we first saw this new-generation mill powering the latest Panigale V2 and Streetfighter V2, where it pumps out 120 hp and nearly 69 lb-ft of torque (around 93.5 Nm). Then came a slightly detuned version for the Multistrada V2, tuned for touring with shorter gearing and smoother power delivery.

Now, thanks to the investigative prowess of Motorcycle.com’s Dennis Chung (seriously, the man deserves an award for VIN detective work), we’re seeing signs of this engine making its way to two more Ducati models: the Monster and the DesertX. The clues are all over a NHTSA VIN decoder which has since been scrubbed. The document listed new Monster variants with a V2-linked VIN code, plus a DesertX with a gearbox tailored to this engine.

And if this all sounds familiar, that’s because Yamaha has been doing it for years. The CP2 engine—another light, punchy, reliable twin—powers at least five models in Yamaha’s lineup: the MT-07, XSR700, Tracer 7, Tenere 700, and YZF-R7. Throw in the Fantic Caballero 700, and that makes six. Why? Because when you’ve got a great engine, you milk it. Ducati seems to be catching on.

So, what might a Monster V2 look and feel like? We’re guessing it’ll be the sharpest, most responsive Monster yet—possibly even blurring the line between the Monster’s naked streetfighter roots and the edgier Streetfighter V2. Compact, agile, and maybe even more affordable. It’s about time the Monster got a proper refresh with some bite.

And the DesertX V2? Expect a torque-rich, off-road-focused build, possibly with revised gearing for traction and crawl control. The outgoing 937cc Testastretta motor is no slouch, but it’s also heavy and arguably more than some off-roaders really need. This new V2 might bring a better balance of weight, power, and endurance—especially for those long adventure rides where reliability and manageable performance matter most.

As for the technical stuff: no, this new engine doesn’t use Desmodromic valves. And that might sound sacrilegious in Ducati circles, but hear us out. Without Desmo, maintenance gets a whole lot simpler and cheaper. And for riders who want more saddle time and fewer valve clearance headaches, that’s a win. A big one.

So yeah, it’s a pretty exciting time to be a Ducati fan. We’re seeing a shift from the exotic and exclusive to something still premium, but a lot more practical—and still very, very Ducati. And if this upcoming Monster V2 turns out the way we’re hoping it will? Well… let’s just say there might finally be a red bike in my garage.

In Case You Missed It

Source: Motorcycle.com

Round three of the British Supersport Championship at Oulton Park saw one of the most catastrophic racing crashes in recent history. As the riders exited turn one on the first lap, there was a major chain reaction incident in which Owen Jenner (21) and Shane Richardson (29) were fatally injured.

The race was the Supersport Championship, which is a support class to the main British Superbike series, was halted after the pileup, and the series director, Stuart Higgs, canceled the event soon after.

Jenner was initially treated trackside and then taken to the circuit medical centre, where, despite further resuscitation treatment, he unfortunately died from a catastrophic head injury. Richardson (29) was initially treated trackside and then taken to the circuit medical centre before being transferred to Royal Stoke University Hospital with severe chest injuries.

Sadly, he died prior to arrival.

A total of 11 riders were involved in the crash, and one is still in critical condition. Tom Tunstall (47) was initially treated on the track and was taken to the circuit medical centre, he was later transferred to Royal Stoke University Hospital with significant back and abdominal injuries. Another five riders were transferred to the circuit medical centre with minor injuries, but weren't required to go to the hospital. 

A further three riders were involved in the accident but didn't suffer any injuries.

The Motorcycle Circuit Racing Control Board and MotorSport Vision Racing are investigating the full circumstances of the incident in conjunction with the Coroner and Cheshire Constabulary.

A statement from the Cheshire police read, "Police are investigating two deaths on behalf of the coroner following a multiple collision at Oulton Park this afternoon. Emergency services were called to the scene following the collision, which resulted in two riders being fatally injured and another with serious injuries."

Our thoughts are with the loved ones of all the riders who were involved in this tragic incident.

Motorcycle Saftey

Helmets are inherently cool. Think of every time you've watched someone pick up a helmet and walk away—you know they're going away to be a badass. Likewise, when someone enters a room and plants their lid on a table, they steal the show, and the conversation about what bike they ride is just hanging in the air. Helmets are the unspoken gateway to a cool aura. 

But if I saw someone come into my apartment with the AGV that MotoGP racer Luca Marini was testing at Jerez, which has two massive winglets on the sides, they'd be met with an exasperated sigh.

Advancements in motorcycle racing are fascinating, but when we start seeing features that were meant to make the pinnacle of motorcycle racers a tenth of a second faster trickle down to riders on the street, well, they don't look that cool. For the record, I maintain that superbikes peaked in 2015, before they grew mustaches. 

Now, before you paint me as a grumpy old man, I think this technology is insanely cool and have felt it to some degree on the track, where it was designed to be effective. My Alpinestars Supertech R10 has smaller aero winglets on the sides to help keep the rider's head more stable and reduce drag while they're hanging off the bike mid-corner.

I don't know if it was the overall helmet design, the side aero, or a placebo, but I felt like it gave me one of the least turbulent track rides I've ever had.

I'm in a bit of a bind here because I'm super excited for more people to experience what side aero on helmets has to offer on the track and to watch how much it can be improved upon since I first experienced it. But I'm waiting like a grumpy old man to see AGV's latest lid bombard my Instagram feed on riders who go from stoplight to stoplight. 

I'm probably a bit of a hater, and I accept that.

Legitimately Cool Lids

There's been a two-way fight amongst the world's go-fast, send-it UTVs for the past half decade, and that's been one fought between Can-Am and Polaris. The two manufacturers have enjoyed their tit-for-tat gamesmanship, one-upping each other each year with more suspension travel, more beefy tires, more tech, and more speed thanks to their turbocharged mills. 

To borrow a quote from the lead-up to the truly terrible Black Adam marketing campaign, the balance of power is about to change forever. 

Kawasaki has been hinting at something for a while now, i.e. a go-fast UTV of its own. We've covered it extensively here at RideApart, even going so far as to search patents and trademarks to glean any information ahead of its reveal this year. But it's all coming to a head, as Kawasaki just teased that not only is it still on its way, but it'll be the most powerful UTV on the market. 

How does a 250-horsepower supercharged four-cylinder sound? Well, it actually could be more powerful than that...

Project H2, which has the same nomenclature as Kawasaki's insane supercharged H2 motorcycle, has yet to be fully revealed. However, according to Kawasaki's latest teaser, the UTV will have a supercharged engine and produce "250 horsepower*." And if you caught that little asterisk ala Marvel's Thunderbolts*, we did too. 

And yes, I'm mixing DC and Marvel properties. Sue me. 

According to Kawasaki's press release, "*This vehicle's HP was measured according to ISO standard 4106. This ISO standard measures HP differently than the SAE standards by which the horsepower of many cars is measured, and as a result, the referenced HP measurement may be higher than if it were measured by an SAE standard." Basically, that means that while Polaris and Can-Am both measure their respective UTV power ratings with SAE standards, Kawasaki measured its slightly different and because of it, the H2 might actually have more than 250 horsepower. 

"Specifications remain undisclosed," states Kawasaki's teaser site, adding, "What can be confirmed is this: It is the division’s mission to realize operational superiority and next-generation control to achieve performance beyond what is currently believed possible."

That means that not only is it already the most powerful UTV in production, but it may be by quite a lot whenever someone gets around to testing it to SAE standards. I'm calling it now, folks, we're maybe a year away from seeing a production 300-horsepower UTV. A real one. I don't count Segway's Super Villain hybrid as one as I don't know anyone who's ever even seen one in person. 

All said, it's still unclear when Kawasaki is going to launch the H2, but depending on the suspension setup, this is going to be one mean-ass machine. I can't wait. 

Go Fast, Don't Die

If you're anything like me—someone who obsesses over fit, finish, and factory-level cleanliness—then the new Shoei adapter from Cardo Systems might as well be a godsend.

I’m not the type of guy who just slaps accessories onto his gear and shrugs it off. Everything needs to look like it rolled out of a design studio. My helmet has to sit perfectly on the shelf, my gloves match my bike, and yes—I’ve definitely lost sleep over a tiny chip on a bar end mirror. So if I’m putting a Cardo on my Shoei, it better look and feel like it was meant to be there.

And here’s the thing, I don’t just want my Cardo, I need it. It’s my soundtrack on solo rides, my lifeline to my riding buddies, and the only reason I make it home when I’ve taken yet another wrong turn in the mountains. I use it for everything—music, calls, group comms, turn-by-turn nav. So not having it mounted cleanly on a helmet? That’s not an option.

Cardo must’ve had folks like me in mind when they rolled out this new Shoei-specific adapter. Built for the latest Gen 3 helmets—Neotec 3, GT-Air 3, and J-Cruise 3—it’s a sleek, purpose-built mount that plays nice with the PackTalk Pro, Edge, and Neo units. No awkward gaps. No annoying adhesive. Just proper integration that keeps everything flush and tidy.

At just $19.95, it’s a small price to pay for peace of mind, and a whole lot of visual harmony to boot. Because let’s be honest: for riders like us, even one dangling wire or off-center clip is enough to ruin a ride.

So yeah, if you’ve been hesitating to install a Cardo on your Shoei because of fitment fears, this is the solution. The adapter we didn’t just want, but absolutely needed.

More For Your Collection

Source: Cardo Systems

There's no shortage of news on KTM at present. The Austrian motorcycle brand has increasingly become the topic of everyone's conversation as, well, they done screwed up. And screwed up badly. 

Last year, the brand announced that it was basically going under, entered insolvency protection, stated it sold almost no motorcycles, had a year's worth of inventory sitting on lots, owned billions to creditors, bought and then re-sold MV Agusta, was forced to announce it'd leave MotoGP by 2026, and faced countless layoffs. 

This year, however, was meant to turn it around, as an investor was found to help keep it afloat—Bajaj—and production, which had been paused in November, finally resumed in March. But then it was paused again as the debt repayment plan it had agreed to fell through. Likewise, the failure of the repayment plan, along with other factors, has spurred a power struggle within KTM's board of directors that could finally lead to someone other than Stefan Pierer calling the shots. 

But now a new player has entered the chat, as there's a rumor that Bombardier Recreational Products (BRP), the parent company of Can-Am, Ski-Doo, and Sea-Doo, are potentially looking at purchasing KTM outright. Only, however, if it's at fire-sale prices. 

According to GPOne, BRP is one of the interested outfits in acquiring KTM, or parts of the brand, as it already owns the engine company Rotax, which powers many of KTM's motorcycles.

"The US investment bank, Citigroup, has been seeking new investors for KTM AG for almost six months. While there have been no written commitments so far, the international US investment firms, Apollo and BlackRock, are continuing negotiations with KTM and are interested in revitalizing Europe's largest motorcycle manufacturer with fresh venture capital," says the outlet. However, it's the rumor that comes next that addresses the elephant in the room.

"The Canadian group, Bombardier Recreational Products (BRP), with brands such as Rotax, Ski-Doo, Lynx, and CanAm, also wants to acquire KTM," it says, adding this kicker, "However, it was recently rumored that BRP may be planning to acquire a majority stake in parts of the company only after a potential collapse." 

I reached out to BRP, who stated, "Our organization is always looking for ways to achieve long-term profitable growth. In addition to focusing on organic growth, our team monitors and evaluates M&A opportunities on a regular basis. However, our policy is to not publicly comment on such rumors or speculations."

Now, a few weeks ago, I would likely have said that KTM's ruin wasn't likely. Even today, I don't think the company will ever fully disintegrate. It'll get saved. That said, I could see it completely going under before it's bought at a cut-rate price, especially given the precarious position KTM now finds itself in.

But again, KTM won't die completely, yet it may need to die a little just to be reborn from the ashes.

The Industry is Chaos

Seeing the design that Arai has come up with for the IoMTT races each year feels similar to when your Christmas tree goes up. The butterflies in your belly awaken, and you know that good times are just around the corner. This year is no different.

The 16th exclusive design produced by Arai for the Isle of Man TT (IoMTT) is based around the RX-7V EVO, which is by far the most popular helmet worn by road racers around the TT.

Although we don't see this model used as widely in organizations like MotoGP or WSBK, Arai's top-spec lid is what most riders want to protect themselves around arguably the most dangerous road race in the world, and this stretches all the way back to the late, great Joey Dunlop. 

These helmets are fast becoming collectors' items, and given how this latest edition is styled, I can't see it staying in stock for long.

It features striking blocks of orange, blue, and white that match the TT’s new color scheme that launched in 2024. The blocks radiate outward from the double TT logo on the sides, which is a design pattern we've never seen before, and is supposed to give the impression of motion. The Triskelion, known as the Three Legs of Man, features on the top of the helmet, as we've seen on many other iterations.

The iconic Ellan Vannin (Isle of Man in Manx) text is present with a new Limited Edition logo, and black and white panels, which create a subtle chequered flag motif and complete this latest TT exclusive.

Personally, I'd have loved to have seen a tribute to Michael Dunlop's record-breaking 29th TT victory last year, especially considering that his uncle, Joey, was the first rider, along with Brian Reid, to wear an Arai lid around the mountain course 41 years ago. But I'll happily settle for this design.

All Things Arai

You're deep in the mountains on your dirt bike, miles away from the nearest paved road, the sun starting to dip below the horizon. The trail’s been a mix of loose rock, shallow river crossings, and glorious, flowing singletrack. You’re in the zone. That is, until your rear tire goes soft. Flat. No cell signal, no buddies in sight, and certainly no garage with a bike stand waiting to help you out. Just you, your bike, and whatever tools you brought along.

Now what?

You could try the old trick, i.e. find a tree or a rock, awkwardly lean the bike, and try to balance everything while pulling the axle. Or if you're lucky, maybe a buddy's willing to hold the rear end up while you work. But let’s be honest, that's a gamble at best, and a recipe for a dropped bike at worst. That’s where Trail Tech’s new Trail Stand comes into play.

This thing is ridiculously simple. It weighs just 10 ounces—about the same as a can of soda—and collapses down to 10 inches. Small enough to stash in your backpack or tool roll without a second thought. Pull it out, telescope it to the height you need—up to 19 inches—and wedge it under your swingarm or frame, opposite your kickstand. Just like that, your rear wheel is off the ground, ready for a tube swap, chain adjustment, or trail-side MacGyver fix.

It’s not trying to be a miracle tool. It won’t replace your paddock stand at home, and you definitely wouldn’t use it for major teardown work. But out here, in the dirt and dust, it's about as close to divine intervention as it gets.

Trail Tech even thought about the little stuff. The pivoting silicone-covered feet help it grip both your bike and the ground, even if that ground is soft, rocky, or sloped. A Velcro strap comes with it, too, so you can lock your front brake and keep the bike from rolling while you're working. And when you're done? It packs up into a tidy little mesh pouch and disappears back into your bag until the next time adventure strikes.

No, it's not the flashiest thing in your toolkit. But it's one of those set-it-and-forget-it items that earns its keep the moment you really need it. When you're out where any tow truck doesn’t reach and your bike needs a lift, the Trail Stand might just save your ride—and your sanity.

MSRP is a totally reasonable $79.95, available at Trail Tech's official website, but more importantly, available when you need it most.

Be Ready For Whatever Adventure Throws At You

Source: TrailTech, ADVPulse