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The High Speed Glove is a professional level road race glove that takes elements from the evolution of our race glove designs to create a lightweight, vented chassis with superior fit, comfort and protection. Palm construction consists of kangaroo leather with a Pittards® leather grip patch mated to the latest generation Knox® SPS palm sliders. The chassis is constructed of cowhide and combines TPU hard protectors on fingers, knuckle and wrist. Knuckle protector is covered with SuperFabric®. Based on the popular High Racer glove chassis, the High Speed features outstanding fit with virtually no break in.



High Speed 2-1FEATURES:
– Kangaroo palm with Cowhide chassis
– Dual Density Knox® SPS palm sliders
– TPU hard protectors on fingers, knuckles and wrist
– Perforated gauntlet and fingers for airflow
– Double closures on wrist for secure fit
– Ring and little finger adjoined to prevent “finger roll”
– Available in Black or White/Black
– Sizes S-3XL

HIGH SPEED schw-small-3Retail Price – $279.99
Website – www.racerglovesusa.com
Glove Link – http://www.racerglovesusa.com/high-speed-glove/
FB  – www.facebook.com/RacerGlovesUSA
Contact – 408-852-0700

The best fitting gloves you can buy!

New Models: Bell Announces Bullitt and Qualifier


Modern Take on Classic Bell Full-Face Helmet Provides Show-Stopping Hero Product For Iconic Brand’s 60th Anniversary

Scotts Valley, CA, October 16, 2013 – Sixty years of technical innovation and classic design ingenuity culminated this week in Orlando, as one of the powersports industry’s undisputed iconic brands unveiled it’s newest creation, the Bullitt from Bell Helmets.

A modern take on its classic full-face Bell Star design that dominated the motorsports landscape throughout the ‘70s, the new Bullitt stands as a centerpiece product in its ability to convey the glory of Bell’s history, while serving up arguably the most stylized contemporary helmet design on the market today. As the company approaches the milestone of its 60th Anniversary, the Bullitt will undoubtedly be the hero product leading the way in 2014.

 “For nearly 60 years, we’ve driven ourselves to be best-in-class in delivering the highest level of protective and performance characteristics, within designs that allow riders to express their unique sense of style and attitude and I can’t think of a helmet we’ve ever made that does so any better than the Bullitt,” said Chris Sackett, Business Unit Director, Bell Powersports. “There truly isn’t a better helmet than this timeless beauty to carry us into 2014 and our 60th Anniversary.”

 The spec sheet for Bullitt is impressive, including:

  • Ultra low-profile fiber composite shell
  • Multi-Density EPS liner
  • Removable, washable and anti-bacterial interior
  • Perforated micro-suede interior fabric with leather trim
  • Padded chin strap with stainless steel D-Ring closure with leather pull tab
  • 3 shell 3 EPS system
  • 5 Metal Mesh intake vents with 1 rear exhaust vent
  • 3D Cut cheek pads with speaker pockets
  • Magnefusion shield closure system
  •  Accessory shields available for personalized look
  • Industry-leading five-year warranty
  • Certification: DOT
  • Sizes: XS/S, M/L, XL/XXL
  • Weight: 1400g
  •  Available March 1, 2014 for $399.95



New Full-Face Helmet Brings Premium Design and Performance Technologies At Affordable Price

Scotts Valley, CA, October 16, 2013 – The benefits of 60 years of experience, design ingenuity and cutting-edge technology should not be limited to premium product lines. Instead, they should find their way through a company’s entire product line, offering a level of superiority across the board. Such is the case with the Qualifier, the latest full-face introduction from Bell Helmets. With the Qualifier, Bell has leveraged the full breadth of its product line, driving a variety of innovations down to an affordable price point of $119.95.

From its aggressive and aerodynamic shell, to Bell’s exclusive ClickRelease™ shield system, the Qualifier is packed with features passed on directly from Bell’s industry-leading Star.

“We brought in the Qualifier this year to provide a quality helmet abundant in features and technologies for the casual rider,” said Will Hall, Bell Powersports Product Manager. “We’re excited to bring such an advanced lid at an accessible price for riders who can’t afford the top-of-the line Star.”

Bell will offer the Qualifier in 10 different graphics and color ways including Metallic Silver, Gloss Black, and the always-popular Matte Black. Available in sizes XS/S, M/L, XL/XXL on February 1, 2014 for $119.95, the Qualifier is DOT certified and weighs 1550g. The full list of features is as follows:

  • Lightweight polycarbonate Shell
  •  Removable, washable, and antibacterial interior
  •  Aerodynamic design for exceptional stability
  • Adjustable ventilation system for cooling and comfort
  •  Padded wind collar to drastically reduce wind and road noise
  •  Contoured cheek pads for excellent fit and comfort
  •  Integrated speaker pockets for audio speakers
  • ClickRelease™ for a fast, easy and tool-free shield change
  • NutraFog II™ superior anti-fog, anti-scratch and UV protected shield
  •  Padded chin strap with D-ring closure
  • Industry-leading five-year warranty

Triumph Tiger 800XC Bike Test

One of the perils of this job is falling in love with a motorcycle which, luckily, doesn’t happen all that often (at least to me). “They” say that love conquers everything but, since my love for the 2013 Triumph Tiger 800XC doesn’t seem to be able to conquer the lack of funds in my checking account, I am forced to conclude that “they” are lying through their teeth.

After about a week of riding the Tiger 800XC my friends started commenting on the permagrin etched on my face whenever I rode the bike. After two weeks they grumbled about the exuberant way I’d talk about the bike every chance I got. I can’t tell you how they felt after week three because, by that point, they had stopped talking or hanging around me. I didn’t care though because I had my little Tiger 800XC, my best mate, my (to steal a line from Ted) “Thunder Buddy” and I didn’t need anyone else.

So what about the Tiger 800XC made Cupid want to smite me with his arrow of love? To be quite honest I’m not entirely sure. I’m not an off-road kind of guy as my last off-road adventure ended with me having a concussion, nerve damage and a broken engine case on a borrowed Husqvarna. I’ll go off-road onto some gravel or hard packed dirt roads but I don’t live for those excursions and I’m never truly comfortable when I’m on them. I’m much more of a on-road hooligan kinda guy which it the polar opposite of what this bike is made for.

So why did I fall for the Tiger 800XC?

When I first picked-up the Tiger 800XC I was let down by the seeming lack of power. To be fair I had, literally, just stepped off the Triumph Trophy which, even though it weighs as much as a Freightliner, has the grunty 1215cc triple giving it some mojo when you twist the throttle. The 800cc triple in the Tiger 800XC seemed anemic and woefully underpowered by comparison; even though Triumph claims 94bhp and 59 lb.ft. of torque. Of course I soon realized it was my expectations and the way I was riding the bike that was the issue and not any real lack of power.

Riding the Tiger 800XC like one of Triumph’s liter class triples and you’ll be disappointed. You’ll also be disappointed if you ride it like its smaller cousins, the 675cc triples. The bigger triples produce plenty of torque at low rpm; the smaller triples produce lots of hooligan-inspiring hp at the top of the rpm range; but the 799cc triple in the Tiger XC likes to be right in the middle – it’s the perfect Goldilocks motor. Once I started riding the bike with that powerband in mind I immediately started to enjoy myself.

Whether you are on a back road or the interstate (80mph in 6th gear = 6000 rpm)keeping the bike right in the mid-range will reward you with plenty of power for just about any situation you may find yourself in. That lack of top or bottom end, combined with the Tiger 800XC’s gearing, meant that I, being somewhat wheelie-challenged, was unable to loft the front wheel. My inner child threw a temper tantrum every time I tried and failed.

Connecting the motor to the rubbery round things is a 6 speed transmission that is, quite honestly, the best transmission I’ve ever used. People always talk about “snicking” into gear but until I rode the 800XC I’d never truly experienced a “snickable” transmission. Up and down shifts are accomplished with so little effort that they almost seem to happen before you physically move your foot to make them happen. Every other manufacturer needs to buy a Tiger 800XC just to take the transmission apart and copy the magic.

The last participant in the “putting the power to the wheel” menage-a-trois is the clutch. The Tiger 800XC clutch is light but with good feedback and progressive take-up and a friction zone that is easily modulated.

Sometimes a bike whose suspension is made to tackle the humps and bumps of off-road travel wallows through paved corners like a fat hippo in a puddle of mud. Somehow the Triumph engineers have figured out how to create a suspension that is both forgiving off-road and confidence inspiring on road. Yes the tall 21” rim means that handling is a bit deliberate and slower than you’d ideally like if you were tackling a road like Deal’s Gap. And yes if you decide that you are going to muscle the bike through some tight left-right (or vice versa) transitions you will slide the skinny 90/90 series front tire. But slow your brain down a bit, relax your grip on the bars, act like the bike is just an extension of your body, ride smoothly and you will be amazed at the fun you’ll have.

Not being an off-road kinda guy I decided to test the bump absorption abilities of the Showa 45mm upside down forks and rear Showa mono-shock the best way I knew how; speed humps. I figured that with 220mm of travel in the front and 215mm in the rear, taking those annoying speed humps at speed should be no problem for the Tiger 800XC. So I went over at 25mph, then 35mph, then 45mph, then 55mph. At that point I figured that I should probably wait until a later hour to try higher speeds since I was in a residential area with a speed limit of 25mph.

Once darkness set in I took the Tiger out on the prowl for some speed humps to ingest. I won’t bore you with the details but suffice it to say that the Tiger 800XC can handle speed humps at speeds at least up to 80mph; which is where my welcome ran out and I had to vacate the area. One downside I found is that the bike exhibits the same ultra-light throttle spring that I’ve found on other Triumph’s I’ve tested this year. That light spring makes it difficult to maintain a steady throttle over bumps and results in some jerkiness when bumps are encountered.

I was quite impressed that the bike would handle hitting those big speed humps (not the little bumps but those “tables” they like to use in residential areas) at speeds around 80mph and not exhibit any form of shake or wobble or nastiness. I was really impressed that it could do this and be smooth and controllable in the corners without any sort of adjustability to the front suspension.

As with any motorcycle, the first thing that catches your attention is the looks. You can create the best bike in the world but if you style it like Grandma’s bedroom few people will want to buy it; unless your target market is motorcycle riding Grandmothers. Some liked the styling of the Tiger 800XC, with it’s angular bodywork, black rims with silver spokes, and strong “Roman nose”; others disliked it because of it’s angular bodywork and woodpecker beak (some called it “Woody”…which is ironic as that what the bike gave……oh forget it). I personally like the styling a lot and wouldn’t change a thing.

Another nice feature of an adventure bike is comfort. While the seat on the Tiger 800XC could be better, the seat to pegs to bar relationship is perfect. Triumph helps make those dimensions fit you perfectly by making both the rider’s portion of the seat and the bars adjustable. I left the bars alone in the position they were in when I got the bike and raised the seat to it’s higher position and was perfectly happy with the bike. Slap a slightly bigger/better shaped windshield on there as well as a better seat and you could ride this bike on the interstate across the USA with no problems.

Of course you’ll have to buy a throttle lock since Triumph doesn’t put cruise control on the Tiger 800XC. I know that sounds like a minor complaint but after riding the Trophy, Tiger Explorer, and Victory Cory Ness Cross Country Tour within a few months of the Tiger 800XC I’ve become accustomed to cruise control; go ahead, call me spoiled. Of course with a 5 gallon fuel tank and the fact that I was averaging 39mpg from the bike, you’d be stopping every couple of hours to get gas so maybe cruise control isn’t that important. And since Triumph puts these little nubs in the fuel filler neck to keep you from sticking the end of the fuel pump nozzle into the gas tank, your fuel stops will take longer and your right wrist will have time to recuperate.

Triumph does equip the Tiger 800XC with switchable ABS but, just like on Tiger Explorer, it’s a real bear to turn on and off. Please take note Triumph; going through a half-dozen steps to switch off (or on) the ABS system is both ridiculous and silly. One button is all that is needed. Paved road suddenly turn unpaved? Hold the button down for 3 seconds (or so) and the ABS is off. Back on a paved surface? Press the button one time quickly and the ABS is back on. And no need for a bright yellow light on the dash to light up when the ABS is off as having ABS OFF light up in red on the speedo or tach would suffice; and not be so bright as to distract you at night.

As you can see, the Tiger 800XC is a fine motorcycle but hardly the fastest, or best handling, or most comfortable, or best looking bike out there. So why did it tug at my heart strings so strongly? I honestly don’t know but I can tell you that the Triumph Tiger 800XC is one of those rare bikes that is far greater than the sum of its parts. Don’t believe me? Go to a dealer demo day and take one for a spin; just don’t blame me afterwards when your wallet becomes a little bit lighter.




Engine and Transmission
Type Liquid-cooled, 12 valve, DOHC, in-line three-cylinder
Capacity 799cc
Bore/Stroke 74.0 x 61.9mm
Fuel System Multipoint sequential electronic fuel injection
Exhaust Stainless steel 3 into 1, high level stainless steel silencer
Final Drive O ring chain
Clutch Wet, multi-plate
Gearbox 6-speed
Oil Capacity 3.7 liters (1.0 US gals)
Chassis, Running Gear and Displays
Frame Tubular steel trellis frame
Swingarm Twin-sided, cast aluminum alloy
Wheel Front 36-spoke 21 x 2.5in, aluminum rim
Rear 32-spoke 17 x 4.25in, aluminum rim
Tire Front 90/90 ZR 21
Rear 150/70 ZR 17
Suspension Front Showa 45mm upside down forks, 220mm travel
Rear Showa monoshock with remote oil reservoir, hydraulically adjustable preload, rebound damping adjustment, 215mm rear wheel travel
Brakes Front Twin 308mm floating discs, Nissin 2-piston sliding calipers, Switchable ABS
Rear Single 255mm disc, Nissin single piston sliding caliper, Switchable ABS
Instrument Display/Functions LCD multi-functional instrument pack with digital speedometer, trip computer, analogue tachometer, gear position indicator, fuel gauge, service indicator, switchable ABS and clock
Dimensions and Capacities
Length 2215mm (87.1in)
Width (handlebars) 865mm (34.0in)
Height without mirrors 1390mm (54.7in)
Seat Height 845mm (33.2in) – 865mm (34.0in)
Wheelbase 1545mm (60.8in)
Rake/Trail 24.3°/95.3mm
Fuel Tank Capacity / Efficiency 19.0 litres (5.0 US gals)
Wet Weight (ready to ride) 215 kg (473 lbs)
Performance (measured at crankshaft to 95/1/EC)
Maximum Power 95PS / 94bhp / 70 kW @ 9300rpm
Maximum Torque 79Nm / 58 ft.lbs @ 7850rpm
Fuel Efficiency 41 MPG City / 63 MPG Highway *Estimated from fuel economy tests on a sample motorcycle conducted under ideal laboratory conditions. Actual mileage may vary based upon personal riding habits, weather, vehicle condition, and other factors.
MSRP $11,999 (with ABS) *Price is MSRP, and excludes tax, title, license, options, handling, pre-delivery, and destination charges. Specifications and MSRP are subject to change without notice. Actual price determined by dealer.


Bell Rogue Helmet Review

Let’s be honest; the Bell Rogue is not a helmet that appeals to everyone. When it showed-up in our office our Managing Editor, Bryan Group, took one look at it and started screaming and flailing his arms about. He claims it wasn’t caused by the helmet but because a bee had apparently gotten into his shirt during his morning ride into work; we’re not sure we believe him. I, on the other hand, kind of like the helmet.

It’s not just people in our office that had that type of response either as most people I met who saw the Bell Rogue either liked it or hated it; and there weren’t many who fell in between those two extremes.

Bell seems to make two helmet shapes; their full face helmets are built for a long-oval head shape while their Custom 500, half helmets and the Rogue all lean more towards a mid-oval head shape. This becomes important if you own a Bell Star/RS-1/Vortex and decide that you like it so much you’ll buy a Bell Rogue to wear while riding your new cruiser; may not fit you as well as your Bell full face.

The Bell Rogue looks like a ½ helmet but offers a comfort level more in line with a ¾ helmet due to a foam pad that extends out below the rear and sides of the composite shell. That shell comes in 4 colors, btw; Solid Matte Black, Solid Black (gloss), Solid Army Green and Solid Gunny (a tan/khaki-ish color). I wouldn’t say that the Rogue offers the same levels of protection that a 3/4 helmet will because those foam extensions are softer and don’t have a “hard candy shell” protecting their soft innards.

All this is interesting of course but the calling card of the Rogue is the detachable muzzle. Why a detachable muzzle, you ask? Looks? Protection against flying debris? Protection from inclement weather? Looks? Wait, did I say looks twice? Yeah my guess is that, for all their talk about protection from the elements the Rogue muzzle was mostly a designer’s wet dream that went into production. And that’s not a bad thing. I wish more companies would let their designer’s have free reign to design and build what they want….the world would be a more interesting place.

The muzzle attaches to the helmet by something called the “Fidlock Magnetic Connection”. What the hell is a “Fidlock”, you ask? Don’t feel bad as I had to Google it myself. Turns out that Fidlock is actually the name of a company that makes some unique fastening systems for different companies. In the case of the Rogue the connector is magnetic and holds the muzzle firmly in place. As a matter of fact the magnets are strong enough that if you get the male end close enough to the female end the magnets attract strongly enough that the two ends just click together.

To remove the muzzle all you need to do is slide it up and the magnetic connection is broken. Since the muzzle isn’t intended to provide any protection at all if you dismount and bash your face into the ground, having it only held on by magnets isn’t a negative. Also the muzzle straps are adjustable for both length and angle so you should be able to find a fit that works for you.

The first time I put the Bell Rogue on and tried to fit the muzzle into place I looked like I was trying out for a sequel to Aliens; lots of grabbing and twisting and pulling and tugging on this thing that looked attached to my face – just like the Alien eggs/cocoons/whateverthehelltheywere attached to the peoples faces. Eventually I figured out how everything went together and from that point forward it was pretty easy to get the muzzle attached to the helmet while wearing it. Here’s a hint: One side at a time makes the process much easier. Just click in and go.

After getting it on my face and doing the obligatory 5 minutes of “Luke, I am your father” (yes I know that is not exactly what Vader says….it’s poetic license so give me a break) until someone threw a stapler at my head (I think it was Mr. “There’s a bee in my shirt!”) , I headed outside to get a feel for what it was going to like wearing the Rogue while riding. Actually I’m a bit ahead of myself as right before I went for a ride (but after the “Luke, I am your…..HEY NO THROWING STAPLERS IN THE OFFICE!!! incident) I realized that the muzzle was very uncomfortable. I tried adjusting it a bit more, then a bit more, then bit more before realizing that the part that was pressing into the bridge of my nose was removable. Yes the muzzle has a removable inner liner that would be great on colder rides but which I could never get to stop touching the bridge of my nose and driving me insane. Since it is held in with Velcro it’s easy to remove; which I did. Problem solved and off to ride I went.

I’m not sure what I expected the Bell Rogue to feel like when riding but I’m happy to report that it was pretty uneventful. There is no buffeting caused by the muzzle nor does it funnel air directly into your eyes. If anything I found less air hitting my eyes with the muzzle attached than I did when I rode with it off. I enjoyed the fact that with a simple slide up I could remove the muzzle and get some more air on my face whenever I chose. I ride with a full face helmet so often that I forget how enjoyable it is to feel the air on your face that comes with wearing ½ and ¾ helmets.

I think the only thing that would make the Bell Rogue even better would be a slide-down visor; preferably in dark smoke. Not only would that look insanely awesome it would also provide wind, rain and sun protection for your eyes. And did I mention how cool it would look?

The Bell Rogue has an MSRP of $249.95 which may seem high for a 1/2 helmet, or even a 3/4 helmet but you are paying a premium to look cool. And to be able to walk around saying “Luke, I am your father”. Which, when you really think about it, is the exact opposite of cool.

To purchase your own Bell Rogue and support 2WF.com please click here: http://www.motorcycle-superstore.com/3/11/98/56287/ITEM/Bell-Rogue-Helmet.aspx?SiteID=IA_2wf&WT.mc_ID=54011

For more information on the Bell Rogue click here: http://www.bellhelmets.com/powersports/helmets/street/rogue


Victory Cory Ness Cross Country Tour

Words and static pictures by Kenn Stamp
Action pictures by Mark Frankenfield

Before we get started with the meat of the review I want to give you a bit of a warning (and spoiler alert). Some of what you are going to read may sound like I didn’t like the bike and that’s true in one respect – I didn’t find the “Cory Ness” part of the Victory Cory Ness Cross Country Tour to be particularly appealing. I did, however, find the “Cross Country Tour” part of the Victory Cory Ness Cross Country Tour to be immensely appealing…with a few quibbles here and there.

The first thing that grabs your attention isn’t the design of the bike it’s the color. Yellow. Yellow to the left, to the right, front, back…..yellow as far as the eye can see. OK that may be a bit of an overstatement but looking at the 2013 Victory Cory Ness Cross Country Tour, one cannot help but think “man, that is a lot of yellow”. I usually don’t mind yellow but in this case I didn’t find it appealing. I quickly learned to avoid school bus stops after I had 4 sleepy 7th graders try to climb on the bike one early morning thinking it was their school bus.

Victory calls the yellow color applied to the Cory Ness Cross Country Tour “Gold Digger Pearl” which sounds great and all until you see it in person. In the direct sun there was some subdued metallic sparkle to the paint but the moment you were in the shade or any indirect lighting the paint went flat. On one overcast day I had use the flashlight app on my phone just to convince a couple of passersby that it was indeed metallic paint. “Custom” paint should “pop” and let you know that some extra care was taken when it was applied. And a manufacturer can’t use the “mass produced” excuse because Harley Davidson seems to be able to create “custom” paint on their CVO line that actually looks custom.

A motorcycle as big as the Cross Country Tour, dressed all in yellow just screams “ pay attention to me!!!”. In other words this is a bike that is custom made for the “15 minutes of fame”, reality TV crowd. With all the stares I was getting it felt like I was riding around on Kim Kardasian the entire time. Wait, that didn’t sound right. While the Cory Ness treatment wasn’t my cup of tea apparently quite a few people actually found it to be quite appealing. Obviously Cory Ness is onto something but what that something is may be open for debate. Love it or hate it you can’t deny that the Cory Ness Cross Country Tour is an attention grabbing bike.

My plan with the Cory Ness Cross Country Tour was to do a 2-up ride down to Homestead and parts of the Florida Keys during a long weekend. I also wanted to do a 2-up day trip over to Clearwater, FL to see their Sunset Festival. I figured a full dress touring bike would make both those trips much more enjoyable.

The first fly in my trip-planning ointment was the stock windshield on the Cory Ness Cross Country Tour. As I quickly found out on my inaugural interstate ride home it was the perfect height to cause someone, who is 6ft tall, unbearable turbulence at interstate speeds; I had new found empathy for bobble-head dolls after about 5 minutes of riding. Obviously this wasn’t going to work and a solution would have to be found, pronto! After a quick search on the internet I found a local Florida business called Madstad Engineering (www.mastad.com) that makes windshields and brackets for numerous bikes. A quick email to them and I had one of his 11 inch windshields and adjustable brackets on the way. I’ll be doing a full review on them shortly but I will say that the man is a genius and if you are in the market for a new shield and/or adjustable brackets then check out his site (he makes brackets and shields for numerous bikes).

A few days later I found myself on a beautiful evening sitting 26.1 inches (seat height) above the asphalt aboard all 108.1 inches (overall length) of the “Great Banana” as it battled its way down the Florida Turnpike against a moderately strong headwind; which I felt not at all thanks to that freakin’ awesome Madstad windshield and adjustable brackets. Of course the windshield did nothing to increase the fuel mileage which ended-up averaging 33mpg for both trips. You can thank having a heavy bike, headwinds, big motor and my heavy right wrist for that pretty crappy number. For those of you who pay attention to such things, the Cory Ness Cross Country Tour is almost 10 inches longer than a Harley Davidson Ultra Classic. Ten inches. Maybe that’s why all those women seemed to like the bike.

There are many reasons why people buy full dress touring bikes but comfort has got to be at, or near, the top. Even on a semi-custom touring bike like the Cory Ness Cross Country Tour, comfort needs to be a priority. To meet that goal Victory put this really cool, deeply dished seat on the bike. Why is it so cool? Because it’s covered in suede. Yes, suede. Which is cool right up until the moment it rains. Then it takes about 15 years to dry. But I guess there are concessions to be made in the name coolness. Oh and the seats are heated too. And you can’t deny that heated, suede seats are cool….unless they are wet.

My favorite thing about Victory touring-series bikes are their ergonomics, especially in the leg department, due to long floorboards. Knowing this was a “custom” bike (it’s numbered and everything!) I was afraid that Cory Ness would put some silly little floorboards that were more in line with being “cool”. I needn’t have worried as Victory put their usual floorboards on the bike. They work great too as you can slide your feet between a mid-mounted control position to a forward control position. If you really want to stretch out you can straighten out your legs and rest your heels on the front of the floorboards and pretend you have highway pegs. Having the option to move your feet and legs around so much really makes long rides on the Cross Country Tour a real pleasure. The Victory Cory Ness Cross Country Tour also has the heel shifter removed to give you even more room.

Another draw with full dress touring bikes is sound. Not the sound from the motor but that sound that comes from those things that most lesser bikes don’t have; speakers. The speakers on the Victory Cory Ness Cross Country Tour are plentiful and provide sweet quadraphonic sound. OK it isn’t really surround sound like like a true quadraphonic system would be but the system is absolutely incredible. Kicker makes the speakers and the system seems determined to be louder than the paint. If the bike’s looks don’t get you noticed the sound system certainly will. One of the secrets to making this system sound great is that the rear speakers port into the trunk so the bass response is much greater than one would expect out of 4” speakers. Plug your iPhone in to the plug that resides in the left lower fairing pocket, and jam to your favorite music. And yes this was the part that I missed most about the Cory Ness Cross Country Tour when I had to turn it back in. As an aside, the photographer taking the action pics said that he had an easier time judging when I would be coming into view around the corner on the Victory (than he did on the Tiger 1050 Adventure we were also shooting) due to Victory’s “Mobile Concert Series” stereo system.

It is an unwritten rule that when you travel you must take stuff with you. If you are riding a Victory Cory Ness Cross Country Tour then you can take lots of stuff with you. Victory claims their bags lead the industry in interior size and I have no doubt this is true (41.1 gallons according the Victory). I have a 17” laptop that I carry in a backpack and I had a plethora of options of where I wanted to put it. I could fit in the left bag, right bag or trunk and have room to spare in all of them. Victory also provides two large, but not laptop large, pockets in the lower fairings that are closed with plastic doors. The only downsides to these fairing storage pockets are that they don’t lock and therefore leave their contents susceptible to thievery (locks are optional). Actually the trunk lock isn’t very secure either as it allows the lid to open enough that a screw-driver could fit in the gap and be used to pry the lid open. Then again it is a motorcycle so the whole thing isn’t exactly secure so this is a slightly moot point.

If you’ve read any of my other Victory reviews you’ll already know that I like their motors, a lot. That doesn’t change with the motor in the Cory Ness Cross Country Tour. The only downside is that there isn’t a lot of oomph since the bike itself weighs as much as Liechtenstein does and that’s a lot of weight to ask a motor to move around; even a 106 cubic inch motor. There is enough power to move the bike at a decent clip even fully loaded 2-up but not as much power as I would like. Of course I come from the Jeremy Clarkson school of “More Power!” so I may have a slightly skewed outlook.

A downside to a big motor is heat. Most companies combat this by water-cooling their motors but Harley and Victory are currently sticking with air cooling to maintain that certain look. Unfortunately, that means that on a full dress touring bike the heat from the rear cylinder has only one place to go; the place where you are currently sitting. I made the mistake of going to South Beach on the Cory Ness Cross Country Tour and, by the time I got there, there was so much heat coming off the bike and the speeds were so slow that I was soaked with sweat and the bike was making all kinds of interesting sounds as the oil was broken down. Even with the little flaps open in the fairings the heat was unbearable and not something I would try again. The bottom your right leg gets so hot that you expect to see blisters there when you get done riding. I did actually burn my leg on the right exhaust at a stop even through my jeans and the heat “shield” over the pipe itself. I have a feeling that the fuel mixture is set VERY lean to meet emissions requirements which increases the heat from the motor. If you don’t sit in traffic and you always ride faster than 35mph you’ll be fine.

The Cory Ness Cross Country Tour, like all Victory’s, comes with a 6 speed transmission that, like every transmission hooked-up to an air-cooled big twin, is a bit clunky going into 1st gear from neutral when stopped. Once you get moving that clunkiness goes away and the transmission offers firm, yet smooth, engagements between gears. Victory also installed a neutral “helper” system on the bike. Go less than 5mph and lift up on the shift lever from 1st gear and you’ll find neutral every single time. As is the norm with cruisers and big twin touring bikes, the Cross Country Tour has a final drive belt for ease of maintenance and longevity.

You battle physics to get the Cory Ness Cross Country Tour moving and then you must battle it once more to get the bike to stop. Victory installed dual 300mm floating rotors with 4 piston calipers on the front and a 300mm floating rotor with a 2 piston caliper on the rear to help you in your battle. They system works well and is easy to modulate but the front brakes require a strong right hand to access their full potential. Victory also installed an ABS system that works well in case things go all pear-shaped, as they often do, out there on the wild streets.

You may be surprised to find out how well the Cory Ness Cross Country Tour handles when those wild streets start to zig and zag around. For such a big, heavy (845 pounds dry!), tour-oriented bike, the Cory Ness handles the curves very well. Push the bike hard, nope harder than that, and you’ll find the floorboards touching down first. But it takes much more lean to get them to scrape than you would expect, or maybe even feel comfortable with. This is a character trait of all the big Victory touring bikes I’ve ridden and it is one of the biggest selling points for me. This handling prowess is due not only to chassis design but also to the suspension that Victory puts on the Cory Ness Cross Country Tour; 43mm inverted forks up front and the mono-shock with constant rate linkage in the back that is air adjustable.

As usually happens my plans didn’t turn out quite the way I had planned as my trip down south turned out to be a solo trip instead of two up. Sometimes bikes with trunks but no passenger exhibit a bit of wiggle at highway speeds from the wind hitting the trunk and moving the rear of the bike around. I never noticed this with the Cory Ness Cross Country Tour either with the stock windshield or the MadStad windshield. I did however feel like the bike was forcing its way through the air at highway speeds; like it was fighting for every inch of interstate it was passing over. Putting a passenger on the back for the ride to Clearwater eliminated this feeling almost completely.

I guess the thing I disliked most about the Cory Ness Cross Country Tour was that it seemed like a lot of money for very little to no gain. In fact, in some instances it actually felt like you were paying more for less. To be fair, once I checked Victory’s website and tried building out a Cross Country Tour to include things that I would want I came up to almost the same price as the Cory Ness version….it just wouldn’t be yellow.

If you are looking for a big touring bike that handles better than it should, looks different than the other big touring bikes on the market and offers high levels of comfort, then the Victory Cross Country Tour is the bike for you. If you have roughly $28k burning a hole in your pocket and you want a semi-custom touring bike, hate the thought of actually having to put some thought and effort into picking out your own accessories then maybe the Cory Ness Cross Country Tour is the bike for you. Just don’t leave it out in the rain uncovered…or ride near school bus stops. If you like riding in the rain and your routes take you near school bus stops then I would heavily recommend checking out the standard Victory Cross Country Tour as that would be my personal choice.



  • Engine

    Battery 12 volts / 18 amp hours
    Bore x Stroke 101 x 108 mm
    Charging System 48 amps max output
    Clutch Wet, multi-plate
    Compression Ratio 9.4 : 1
    Cooling System Air / oil
    Displacement 106 ci / 1731 cc
    Engine Type 4-stroke 50° V-Twin
    Exhaust Split dual exhaust with crossover
    Final Drive Carbon Fiber Reinforced Belt
    Fuel Capacity 5.8 gal / 22 ltr
    Fuel System Electronic Fuel Injection with dual 45mm throttle body
    Oil Capacity 5.0 qts / 4.73 ltr
    Primary Drive Gear drive with torque compensator
    Transmission 6-speed overdrive constant mesh
    Valve Train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters


    Front Suspension Inverted cartridge telescopic fork, 43 mm diameter, 5.1 in / 130 mm travel
    Rear Suspension Single, mono-tube gas, cast aluminum with constant-rate linkage, 4.7 in / 120 mm travel, air adjustable
  • Chassis

    Dry Weight 845 lbs / 384 kg
    Ground Clearance 5.8 in / 148 mm
    GVWR 1360 lbs / 618 kg
    Length 108.1 in / 2747 mm
    Rake/trail 29.0° / 5.6 in / 142 mm
    Seat Height 26.3 in / 667 mm
    Wheelbase 65.7 in / 1670 mm


    Brake System Type Conventional w/ ABS
    Front braking system Dual 300mm floating rotor with 4-piston calipers
    Rear braking system 300mm floating rotor with 2-piston caliper

    Wheels & Tires

    Front Tire 130/70R18 Dunlop Elite 3
    Front Wheel 18 x 3.5 in
    Rear Tire 180/60R16 Dunlop Elite 3
    Rear Wheel 16 x 5.0 in


    Colors Gold Digger Pearl w/ Ness Graphics

– See more at: http://www.victorymotorcycles.com/en-us/2013/touring/cory-ness-cross-country-tour/specifications#sthash.rZgVsub5.dpuf

Visual Tour of the AMA Races at Mid-Ohio

Please sit back and enjoy the photos taken at the 2013 AMA Races at Mid-Ohio. Once again our hardworking and talented friend, Darin Smith of Mile High Photo Studio, has captured images that are sure to delight your ocular nerves. Please note that excessive drool can damage your keyboard.

Jorge Lorenzo high-side accident trace graph

Press release from Alpinestars

Jorge Lorenzo high-side accident: MotoGP FP2: Assen – Thursday, 27th June 2013, 2.30pm – Between turns 12 & 13

The trace graph shows the g-force time series of the data streamed by the upper body sensors in the Tech Air airbag suit. A change in the strength of the signals is noticeable at the start of loss of control. The movement of the bike due to loss of rear tire grip causes a cluster of unusual spikes, getting the airbag to deploy at 0.220 seconds after the initial loss of control, corresponding to the instant when Jorge gets launched into the air.

The first impact on Jorge’s body, absorbing the initial kinetic energy of the crash, is registered for the left arm. The data trace, which was streamed by the left arm accelerometer, shows that touchdown on the track occurred 0.605 seconds after the airbag deployment. Impacts to both shoulders and torso followed.

2013 Triumph Trophy SE Review

Words and static photos by Kenn Stamp
Action shots by Mark Frankenfield

2013 Triumph Trophy SE

Special thanks to Schuberth North America for the C3 World helmet

Here is a question for you: Is the 2013 Triumph Trophy SE a sport-touring bike or a full on touring bike? If you live in England then your answer will most likely be “it’s a touring bike”, but if you live here in the USA then you’ll probably say “sport-touring”. This is mostly due to our attitudes and the kinds of riding we do. Brits can get from one end of their country to the other in a matter of hours whereas us “colonists” would ride for days to accomplish the same task.

Since the Trophy SE doesn’t come with a trunk it fits squarely into my definition of a sport-touring bike rather than the “touring” bike moniker that both Triumph and the Brits put on it. There is another reason I feel the Trophy SE is more of a sport-touring bike rather than a touring bike – the handling……but we’ll get back to that a bit later.

Triumph started designing the Trophy back in 2008 and chose to go directly after the top dog of the near-touring, sport-touring pack, Herr R1200RT from BMW. Unfortunately, at least in my eyes, in trying to beat the Germans they left all the “British-ness” out of their design. Many other riders thought the bike was a BMW until either I told them it was a Triumph or they took a closer look. British designers were always about the curves in the shapes they designed and I can’t help but feel that the Trophy should have been more Spitfire and less Me109.

While the design may mimic the sharp right angles of its main competitor, the heart of the Trophy SE is completely British; a 1215cc triple that develops 132bhp (at 8,900rpm) and 89ft.lbs of torque (at 6,450rpm). When I first started riding the Trophy I was surprised at how much grunt the bike had right off the line. You can get up to speed and be perfectly happy without ever going above 5k rpm or half throttle. After a few days I figured out that while the Trophy SE is satisfied with puttering around town like it was some electric wheelchair, it didn’t truly become happy until you pinned the throttle open and spool the tach needle into the northern reaches of the dial.

Judging by the furious sound that comes from under the fuel tank at WOT, the triple in the Trophy SE is angry about being stuffed between the frame rails of a luxury sport-touring bike. I liked the way the engine felt around town but, other than being very torquey, the performance didn’t “wow” me…..until I decided to use the throttle like it was a serving wench and I was the Lord of the manor (hmm…where did that analogy come from?) The happy sounds, those whirring, screeching, fabricky-rippy noises that only triples make, coming from underneath all that angular bodywork told me that the heart of the Trophy SE likes to misbehave and be a bit naughty. I would never have guessed there was a hooligan lurking underneath all that plastic.

Another great thing about the 3-cylinder engines that Triumph is producing is the lack of vibration due to a counter-rotating balance shaft. Not to get too technical but, a big 3-cylinder engine only needs one balance shaft, running at the same frequency as the crankshaft, to smooth out unwanted vibes whereas a big 4-cylinder needs two balance shafts, running at twice the frequency of the crank to smooth out unwanted vibes. Less parts = greater simplicity = Win! for the triples. This lack of vibration really shows itself when you are cruising at 75-80mph and all you feel is a very light tingle coming through the bars. I’d venture to say that outside of an electric bike you’d be hard pressed to find a smoother engine.

The first time I threw a leg over the Trophy SE and stood it up off the side stand I thought, “Bloody hell! This bike is bleedin’ top heavy! It’s going to be a real gyp in the fanny to maneuver at dozy speeds! It’ll probably be no fun to bung around the corners at higher speeds either!” (editor’s note: My inner voice apparently thinks he’s British. I chalk it up to watching too much Python as a young, impressionable child. Unfortunately my inner voice has a crappy grasp of British slang so I apologize for any offense he may have caused). At some point on any road trip you’ll encounter twists, turns and curves in the road and, contrary to my initial impressions, THIS is where the Trophy shines.

Triumph cannot possibly be paying the person who was in charge of the chassis and handling department during the Trophy’s development enough money; whatever it is they should at least double it. At rest the Trophy SE feels bulky and top heavy, but the moment the wheels start to roll all that bulk and top heaviness disappears. It took me a week or so to really start pushing the Trophy in corners, and even then I always felt like I was leaving a lot of the bike’s ability on the table. I’d start to push hard, then harder, then a bit harder and then suddenly my brain would wake up, see what I was up to and run off to strangle my courage. I just could never mentally get over how a bike that was so wide and so heavy could possibly be so planted and stable while bombing around curves at speed. The Triumph Trophy SE is pure brilliance when the road throws some curves at you. Not just brilliant for a bike that weighs over 650 pounds wet (the claimed weight is 662 pounds to be exact) but brilliant for a sport-touring bike in general.

To help achieve this level of handling Triumph turned to suspension experts WP for the front and rear suspension on the Trophy. The SE version, the only version those of us in the USA will be able to buy, has electronically adjustable suspension at both ends. Up front the 43mm upside-down forks adjust with the push (actually a couple of pushes) of a button for rebound dampening while the rear electronically adjust for hydraulic preload and rebound dampening.

Adjusting the suspension is simple; you can adjust rebound dampening in three modes (Sport/Normal/Comfort), and the preload also has three settings (Solo, Solo w/Luggage, Two-Up). You can feel the bike change height when you adjust the preload (only when stopped of course) and changing the rebound settings actually resulted in a noticeable change in the Trophy SE’s ride and handling. “Sport” was a bit too harsh on the flat and level but really tightened things up in the corners, while “Comfort” was plush on the straights but allowed the bike to wallow a bit when leaned over. My default setting was “Solo w/Luggage” and “Normal” as I found that to give the best all-around ride without getting squirrely in the twisties.

A bike’s transmission,brakes and fuel injection/engine management system play a supporting role to the three main components of a motorcycle; the engine, the suspension and the chassis. My one main beef with Triumph’s in the past has been their ratchety transmissions; especially those found attached to the liter class motors. Apparently Triumph figured out what they were doing wrong and fixed it as the 6-speed transmission in the Trophy is wonderful; precise with a light, yet satisfying, feel. I never missed a shift or felt like I was forcing the transmission to shift when it would rather be off lying on a beach somewhere. As an aside, you can run first gear all the way up to 80mph before hitting the rev limiter. For some reason I found that to be both an odd and a strangely enjoyable thing to be able to do.

The brakes are a different story. They work fine and will stop the Trophy in a quick manner but they had two issues; lack of feedback and a non-linear feel.

The feedback issue never really bothered me too much as the Trophy SE is fitted with a very good ABS system as a safety net. The non-linear feel of the brakes however kept catching me out. I’d approach a corner, mentally set-up my line, start squeezing the front brake lever and pressing the rear brake pedal and……..suddenly I’d find myself having to readjust my line because I was going slower than I wanted to. I finally realized that the issue was the linked brakes. The front brakes are partially activated by the rear brake pedal; the harder you press on the rear brake pedal the more pressure it sends to one of the front brake pistons. This pressure sensitive set-up means that you don’t lose any slow speed capabilities, since the front brake won’t be applied in low-speed/low-pressure situations, but it also means that you’ll have to rethink your braking technique entering corners. Once I figured out the issue I was able to modify my technique – but I still wasn’t a big fan of the set-up. To me, linked brakes are the answer to a question no one asked.

In all the reviews I’ve done on Triumph’s I’ve never had to mention much about the fuel injection/engine management system because, well, there really isn’t anything to talk about. Triumph has pretty much perfected their game in this area and the system in the Trophy SE is no different; twist the throttle and get instant response – every time. I will mention that I was getting, with my frequent trips to the north of the tach’s range, right around 43mpg out of the bike. Not bad for me and my heavy-handed, “what’s a speed limit?” style of riding.

Earlier I mentioned how well the Trophy SE handled as soon as the wheels started turning and I want to expound on that just a bit. There are many factors that impact a bike’s low-speed handling abilities and Triumph seems to have gotten every one of them right on the Trophy. One area that contributes to a bike’s slow-speed capabilities yet is often overlooked is the clutch. A good clutch allows the rider to play with the power delivery to rear wheel in a smooth and linear fashion. I’m not going to say a lot about the Trophy’s clutch as it would all come out sounding like a paid advertisement for Triumph. Let’s just say that within the first day of riding I was able to turn the Trophy inside a 20′ circle with ease; something that, even after 8 years, 50k miles and a clutchetomy I still struggle to do on my personal FJR1300.

Sport-touring bikes are all about the idea of being able to link a lot of curves together in one trip; especially if those curves are separated by miles and miles of straight roads. I’ll admit that I was “amused” by all the “gadgets” when I first started riding the Trophy SE; and since the bike I rode had the “launch pack” accessories on it there were even more gadgets than usual. I quickly grew to love the heated grips but the heated seats left me a bit cold; literally. It was nice having my butt all toasty but that only served to illustrate that my legs were not as toasty as my butt was. This was because Triumph has done a great job in controlling the heat the 1215cc motor puts out. It’ll be great in the summer but a little engine heat venting onto your legs in colder weather is nice.

The press bike I rode also had the larger windshield installed. When in the full down position the larger windshield put the wind directly at the top one inch of my helmet (I’m 6ft tall). This not only caused a lot of buffeting but also caused the wind to zip across the helmet’s top vents in such a fashion as to be deafening – even while wearing foam earplugs. Putting the windshield in a position where I was looking about 1-2 inches over the top of it eliminated the turbulence and noise but also eliminated any air from reaching me. I actually had to ride with my visor open because I felt like I was suffocating with it down due to a lack of any discernible airflow through the helmet vents. I did find out you can stay completely dry while riding in the rain if you put the windshield in the full up position and then go at least 40mph.

The Trophy SE taught me a few things about myself as well. Things like – I never realized that I really like electronic cruise control on motorcycles and now I want it on anything I ride. I also never knew how much I would like having an actual stereo on a motorcycle instead of listening to music through Bluetooth communicator speakers in my helmet. The stereo on the Trophy had Sirius/XM radio and could stream music from your phone using magical Bluetooth technology. It was also powerful enough (combined with the sometimes-too-excellent wind protection) to allow you to hear the music at speeds somewhat above the legal limit…..- even with foam earplugs inserted in your ears.

The downside to all this gadgetry is you need a lot of switches to control it all and, unless the manufacturer wants to spend lots of money on parts (which Triumph obviously didn’t), those switches end up being the usual hard plastic, non-lit kind. At night on a dark back road you’ll constantly be changing radio stations instead of radio volume, raising or lowering the windshield instead of turning the heated grips on or off and numerous other button faux pas while trying to keep the Trophy between the lines on the road.

The analog tachometer is easy to read while the anolog speedometer, with it’s smallish numbers, may pose a bit of a problem to the older Trophy SE riders who’s eyes have lost some acuity. The central part of the dash is where the multifunction display is located. This is where you’ll see all the information that isn’t, in most cases, utterly important to the business of riding. The only exception to that would be the fault messages when the TPMS (tire pressure monitoring system) is reading low air pressure in one of the tires….or when it thinks it is like it kept doing on the test bike; repeatedly. I was reminded of a 1986 Chrysler New Yorker my mom drove as a company car – every so often the computer system would hiccup and constantly remind you that “Your door is ajar”…..even when it clearly wasn’t “ajar”. After the 5th time of stopping to check the tire pressure I just gave-up and ignored the warning.

I think the only two things I really didn’t like about the Trophy SE were the throttle spring and the mirrors. The Trophy has a throttle-by-wire system that works well but comes from the factory with a return spring that is too light. If Triumph doubled the effort it took to twist the throttle it would perfectly mimic most cable operated throttles.

The mirrors are….. just lousy. If you adjust them to see what’s directly behind you (which actually shows the side of the trunk, if installed, and the bottom of your arm, and just a little of what’s actually behind you) then you can’t see anything that may be lurking in your rear ¾ view. If you adjust the mirrors to see your rear ¾ view then you lose the ability to see what’s behind you unless you bend your head down and to the side. Mirrors that are too small, poorly located and don’t work are par for the course with sport bikes but sport-touring bikes should have mirrors that actually do their job properly.

Triumph set their sights squarely on the BMW R1200RT and then set about building a bike that would beat the Beemer at its own game. The Trophy certainly matches the R1200RT in any subjective category I can think of except maybe in the refinement of the electronics, and soundly trounces it in all objective categories; power, handling, engine smoothness, etc.. Were I in the market for a new sport-touring bike the Triumph would certainly be on the short list – and probably at the top. The only thing that stops me from contemplating what items I’d need to sell to buy one right this minute is that the Trophy didn’t “speak” to me. Maybe it’s too good, too polished, too….polite, but not once did it stir my soul and make me want it. The Trophy does everything you ask it to do without batting an eye but it also never nudges you and goads you to do more either. Never once did I look at the Trophy and hear that little voice saying “you, me, the road – lets go see what kind of trouble we can get into”. Of course most other sport-touring bikes don’t do that either so this isn’t a failing of the Trophy per se, just a characteristic of the sport-touring breed.

If you are in the market for a sport-touring bike and like the idea of a radio, more upright seating position, and a smooth engine to go long with your superb handling and near sportbike power then the Trophy SE deserves a good, hard look.

The Good

  • Smooth, 3-cylinder engine
  • Excellent handling
  • Plenty of luggage carrying capabilities
  • Comfortable, upright ergonomics

The Bad

  • The mirrors
  • The buttons to control everything are not lit at night
  • Linked brakes take some time to get used to and don’t offer any benefits
  • Throttle spring is too light.

For more information on the 2013 Triumph Trophy SE:

For more information about the Schuberth C3 helmet and a full review: http://www.2wf.com/schuberth-c3-product-review/

For more information directly from Schuberth:  http://www.schuberthnorthamerica.com/categories/motorcycle/c3/

To buy your own Schuberth C3 and help support 2WF.com:
http://www.motorcycle-superstore.com/14/67/905/35889/ITEM/Schuberth-C3-Helmet.aspx?SiteID=IA_2wf _Homepage&WT.mc_ID=54011 

Michael Jordan Motorsports Celebrates a Decade of Racing




Team will debut 2013 livery at Daytona

DAYTONA BEACH, FL (March 13, 2012) – The season-opening round of the 2013 AMA Pro National Guard Superbike Championships will be a milestone for the Michael Jordan Motorsports team. In addition to celebrating an impressive 10 years in road racing, the race-winning MJM team will debut their 2013 racing livery and colors as the season kicks off at this weekend’s event at Daytona International Speedway in Daytona Beach, FL.

This year’s team livery is inspired by the Air Jordan XX8 shoe. In AMA Pro National Guard Superbike, Danny Eslick will run the dynamic new colors on the #23 Jordan Suzuki GSX-R1000, as will teammate and Daytona Superbike podium-finisher Roger Lee Hayden on the #54 National Guard Jordan Suzuki GSX-R1000.

MJM’s 600cc contingency includes James Rispoli, whose #43 National Guard Celtic Racing Suzuki GSX-R600 will be emblazoned with the new colors in the AMA Pro Daytona SportBike class as MJM contests the prestigious Daytona 200 for the first time. National Guard Celtic Racing teammate Corey Alexander will also run the new colors on his #5 Suzuki GSX-R600 in AMA Pro SuperSport. Rispoli is a former Daytona SuperSport winner, while Alexander finished on the podium in that class last year.

“The whole MJM team is looking forward to Daytona,” said Kreig Robinson, MJM Vice President of Corporate Relations. “We expect solid results from Danny and Roger in AMA Pro National Guard Superbike, and we’re excited about James racing the Daytona 200 for the first time. Additionally, we look forward to supporting Corey in AMA SuperSport. Overall, 2013 is a landmark season for MJM as we reflect on the significance of a successful decade in road racing and the unlimited potential of the future.”


MJM soared to new heights as Eslick unveiled the team’s bike and gear on the Skydeck on the top of the Willis Tower (formerly the Sears Tower), 103 flights above Chicago, where the team was founded in 2004.

About Michael Jordan Motorsports: Legendary NBA star Michael Jordan formed Michael Jordan Motorsports in 2004 as a result of his passion for motorcycle racing. His mission is to bring a new level of excellence and style to the motorcycle racing industry. For more information on MJM, please visit www.23race.com, www.twitter.com/23race and www.facebook.com/23race.

About the Army National Guard: The National Guard is the oldest military branch. Today, Citizen-Soldiers hold civilian jobs or attend college while training part time, staying ready to defend America in the event of an emergency. The National Guard serves both state and federal governments. During local emergencies, Guard units assist residents endangered by storms, floods, fires and other disasters. Guard companies deployed overseas may see combat, but are often found building schools and hospitals, training local peacekeepers or teaching local farmers more efficient techniques and better uses of their land.

Michael Jordan Motorsports is proud to partner with: Jordan Brand (a division of Nike), National Guard, American Suzuki, Hanes, Gatorade, Bazzaz, Vortex Racing Components, FMF Exhausts, Gemini Racing, K-Tech Suspension-Orient Express Racing, Maxima Racing Oils, K & N Air Filters, Chicken Hawk Racing Tire Warmers, Armour Bodies, DID Chains, Oakley, Roclun International, STAR Motorcycle School, Motion Pro Tools, Zero Gravity Windscreens, with transportation provided by Eastside Trucking.