Today’s riders have a bounty of boots to choose from, covering everything from casual wear to serious competition gear. Roadrace boots are one of the most specialized categories, and of the many different pairs I’ve tried in the last few years, Alpinestars’ Supertech Rs have become my favorite for track testing and racing. Inside and out, they’re complete with armor and bracing to keep your feet, ankles, and shins protected in a crash, yet they offer freedom of movement and are comfortable enough to walk around in. It’s a divine balance.

They say: “Ready to win.”
We say: “We’re ready for a production version.”

Wrist: Dave Sonsky
MSRP (2012): $14,699
Miles: 5240
Mpg: 36
Mods: None

Honda didn’t invent motorcycle touring, but its Gold Wing series probably introduced more American riders to the joys of crossing several state lines between breakfast and dinner than any other make or model. The latest iteration of motorcycling’s flagship land yacht, the GL1800, has been around since 2001. With its stellar acceleration, physics-defying handling, and long list of amenities and options, the big Wing is one of the most opulent ways to smear bugs on a windscreen.

Much like Harley-Davidson and Moto Guzzi, Ducati is associated with a single engine design—its signature 90 degree “L-twin.” Save for the V-four-powered MotoGP racebikes, it’s been since the ultra-rare, race-only Supermono single was discontinued in 1995 that the Italian firm has produced anything other than desmodromic-valved V-twins. But this wasn’t always the case. For the three decades prior to 1985, the year Cagiva bought Ducati and decided to focus almost exclusively on the V-twin layout, the company also produced a variety of singles and parallel twins, while the testing department experimented with a wild diversity of engine configurations and designs—most of which have been lost to history and not even displayed in Ducati’s factory museum.

It was a foregone conclusion that BMW’s all-new, “precision liquid-cooled” boxer engine that debuted in this year’s R1200GS would soon spread like a puddle of spilled ethylene glycol to cover the rest of BMW’s flat-twin lineup. Recent spy shots captured in the south of France reveal that BMW’s R1200RT touring bike will be the next model to receive the water-boxer upgrade. A trio of heavily disguised test mules undergoing final validation testing reveals that the next RT incorporates the same mechanical upgrades as the GS model, plus styling and comfort features that appear inspired by the K1600GT—including an even larger fairing and the optional “adaptive” Xenon headlight array that “sees into corners.”

This is highly unusual, a one-time thing. Really. I mean it. Here it is, early April and we still haven’t received any Honda CB500-series testbikes. Despite being introduced late last year and actually on the road in Europe, the American press has seen nothing and heard little more than the word “delayed.” Indeed, Honda Europe held its press launch in February. February!

They say: “Mid-size sport, maximum fun.”
We say: “Surprisingly different, and better, than the R”

Some parts of riding are simple. When the choices of action are limited or easy to grasp, riders feel in control. When choices are more complex or not fully understood, errors can occur. If riding sometimes feels like a coin toss—heads, I brake; tails, I gas it—realize that you have some work to do.

Like every motorcycle manufacturer, Honda is fishing for new riders, and the 2014 Honda Grom is the company’s latest lure. Think of it as a bright, shiny spinner, like the kind you’d use to catch that big ol’ lunker that lives at the bottom of the lake. Except the big one Honda is after is Generation Y, which consists of young people who have smartphones glued to their heads and are so wrapped up in digital technology they have little inclination to get driver’s licenses, never mind buy cars or motorcycles. That’s a worrying trend for anyone in the business of building two-wheelers, one Honda hopes the Grom will reverse.

As extra-large fans of smaller-than-average motorcycles, we have anticipated the arrival of Honda’s new CBR500R and CB500F machines with all the temperance of an in-season baseball player at an all-you-can-eat steakhouse.

Wrist: Joe Neric
MSRP (2012): $17,579
Miles: 11,400
MPG: 38
Mods: Chrome Ear Cannon air horn, Plug-n-Play wiring harness

Dreamers take a lot of flak in this world. “Real life” is meant to be one big bowl of broccoli, steamed into properly ascetic green mush. Don’t tell the hall monitors that somewhere, out on the high plains, a couple of dedicated riders are doing what motorcyclists do best: cheating life.

I keep a clean bike, but no matter how simple the task—lubing the chain, checking the tire pressures or oil level—my hands always seem to get at least a little grimy. And when you’re on the road, there isn’t always a sink and soap handy for washing up.

What if there was one motorcycle that did everything you wanted to do on two wheels? You could strafe sweeping corners, traverse scabby pavement without concern, fly down a gravel two-track, or creep up a rock garden to the top of the mountain. With this versatility, a world of adventure, limited only by your imagination, is instantly open to you. We’re talking dual sport here.

They say, “The CTX is your dream machine.”

We say, “If you dream of a low seat.”

WRIST: Ari Henning
MSRP (2012): $15,999
MILES: 6138
MPG: 43
MODS: Gerbing’s controller, Triumph fly screen, Maxima Extra4 oil, R&G frame sliders

Throughout motorcycling’s evolution toward more sophisticated technology, one feature of the earliest motorcycles still hangs in there like a vestigial tail––the drive chain. Simple––if not downright crude––yet efficient, it’s essentially a long string of machined bearing surfaces that lives in a harsh wilderness of water, dirt, infrequent adjustment, and insufficient lubrication. Beneath its often greasy exterior lie vital clues to ensuring its survival and longevity.

Don’t wait until your chain snaps to replace it. There are several ways to track wear over a chain’s life. The easiest is by grabbing a link on the back of the rear sprocket and pulling it away from the teeth. The farther back you can pull it, the more worn the chain is. Refer to the chain manufacturer, or your bike’s manual, to see how far is too far. As a general rule, half a tooth is the tipping point.

Wrist: Marc Cook
MSRP (2012): $6999
Miles: 6984
MPG: 56
Mods: EBC brake pads, Honda Accessories luggage

They say: “Long-range comfort for less cash.”
We say: “The most affordable sport-tourer.”

BMW continues to strengthen its adventure-touring lineup with the addition of the 2014 BMW F800GS Adventure. Taking cues from the larger R1200GS-A, the new parallel-twin ADV machine aims to drive the platform further in the off-road direction. That starts with a version of the F800GS’s tubular-steel frame with a beefed-up rear subframe, a tweak intended to accommodate the new, larger, under-seat tank. Where the standard F800GS carries 4.2 gallons, the Adventure hauls a more distance-worthy 6.3. BMW says range increases by 100 miles.

You always wear a helmet, an armored jacket and pants, and gloves when you ride, so you’re ready if the worst happens. But if disaster strikes someone else, what do you do next? You could be miles from help, tending a badly injured buddy who needs medical attention, stat. Throw in traffic approaching the scene around a blind corner and you have the perfect recipe for a disaster two-fer. Knowing what to do next is the difference between a successful outcome and a day you’d like to forget.

We know: The Honda Gold Wing F6B and Harley-Davidson Road Glide Custom are not true competitors. Few riders lie awake at night trying to decide whether to buy a Harley or a Honda. Or if they do, they don’t admit it to their Harley-riding friends. Each has its audience, and the overlap between those two populations is vanishingly small.

Motorcyclist: What role does testing play in Metzeler’s R&D process?