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Out riding bikes, because that’s what we do, for this edition of “Gone Riding” it is the last three letters of the name “MV Agusta Turismo Veloce Lusso 800 SCS” that you want to pay most attention to.

Those three letters stand for “smart clutch system” and they represent the new semi-auto clutch technology that MV Agusta has developed with Rekluse for its street-going motorcycles, and it is the main reason that we are in Varese today, riding the Italian brand’s up-spec sport-tourer.

The Lusso line of the Turismo Veloce 800 features integrated panniers and semi-active suspension over the base model, and of course the SCS in the name adds the new clutch design, with its attractive clear clutch cover. The special clutch also adds €700 to the price tag, over the regular Lusso.

We have already had some seat time on the base model, a few years ago, and found the MV Agusta Turismo Veloce 800 to be a capable and fun sport bike that was comfortable for longer trips, though we would have liked a few more ponies coming out of the three-cylinder engine.

Getting to see this motorcycle again, our focus today will be on the changes that have been made with the new clutch and the move to Euro4 emission standards, as well as the more premium elements that come with the Lusso name.

Per our new review format, I will be giving you a live assessment of the MV Agusta Turismo Veloce 800 SCS right here in this article (down in the comments section), and there he will try to answer any questions you might have.

So, here is your chance to learn what it’s like to ride the Turismo Veloce 800 Lusso SCS, before even my own proper review is posted. As always, if I don’t know an answer, I will try to get a response from the MV Agusta personnel on-hand. So, pepper away.

You can follow our thoughts on the bike live via Facebook, Twitter, and Instagram, and you can see what our colleagues are posting on social media by looking for the hashtags #TurismoVeloceSCS

Today, we get ready to ride one of the most intriguing motorcycles that has ever been released – the Yamaha Niken. This leaning three-wheeler caught our attention last year, not only for its crazy looks, but also for its interesting tech.

It seems that all the manufacturers are exploring what the future holds for motorcycles, and some of that future involves a move away from the traditional two-wheeled format. As such, bikes like the Niken are an exploration of what is possible when you eschew established norms.

Using an advanced parallelogram front-end for its two forward wheels, the Niken is basically a Yamaha MT-09 from the headstock back, with the peppy three cylinder engine providing a familiar power plant to an otherwise unfamiliar machine.

To give us a sense of this radically new machine, we have sent motorcycling’s favorite wild man, Adam Waheed, to go ride the Yamaha Niken in Austria and report back to us.

Per our new review format, Adam will be giving you a live assessment of the Yamaha Niken right here in this article (down in the comments section), and there he will try to answer any questions you might have.

So, here is your chance to learn what it’s like to ride the Niken, before even Adam’s own proper review is posted. As always, if we don’t know an answer, we will try to get a response from the Yamaha personnel. So, pepper away.

You can follow our thoughts on the bike live via Facebook, Twitter, and Instagram, and you can see what our colleagues are posting on social media by looking for the hashtags #Yamaha #Niken

Another day, another trip to Africa – the Asphalt & Rubber frequent flyer miles account is strong this year. As such, we are coming to you from South Africa, were we will be among the first to ride the new Pirelli Diablo Rosso Corsa II tire – the Italian company’s new high-performance street/track tire.

Replacing the original Diablo Rosso Corsa tire that debuted in 2010, the DRCII is a tire that is designed for modern high-performance motorcycles, many of which have advanced technologies like cornering ABS and IMU-powered traction control.

Pirelli says that the DRCII is the first multi-zone compound tire for the Italian brand, with two compounds and three zones on the front tire, and 3 compounds and five zones on the rear tire.

To take these tires for a spin (pardon the pun), Pirelli has two rides planned for us. For our street ride, we will be riding the roads near Kruger National Park (including the famous “Road 22”), which is the largest game reserve in Africa, and features perhaps the best riding in the country.

For the track portion, we will head to the Kyalami Grand Prix Circuit, which once was a stop on the World Superbike calendar. Recently renovated, riding this famous track should be a real treat, and a great place to showcase the Pirelli Diablo Rosso Corsa II tires.

So with that said, feel free to pick my brain about the new Pirelli tires, the bikes I’ll be riding (check posts on social media), and what it is like to visit South Africa, Kruger National Park, and the Kyalami Grand Prix Circuit.

As always, you can follow our thoughts on the tires via Facebook, Twitter, and Instagram, and you can see what our colleagues are posting on social media by looking for the hashtags #PirelliNation, #PirelliMoto, #PirelliDiabloRossoCorsaII, & #RossoCorsa2.

We have covered extensively the rise of the small-displacement motorcycle segment here at Asphalt & Rubber, and today we are swinging a leg over a bike that is probably well off your radar, the Benelli TnT 135.

Benelli is better known for its larger sport bikes in the US market, with the Italian brand making an exodus from our two-wheeled lexicon at the turn of the century.

Now under ownership by China’s Qianjiang Group, Benelli is better known for its smaller motorcycles, which sell better in emerging markets than they do in the United States.

American importer SSR Motorsports is hoping to change that, and today we have sent motorcycling’s favorite wild man, Adam Waheed, to go ride the Benelli TnT 135 in SoCal and report back to us on this unique brand and motorcycle.

Per our new review format, Adam will be giving you a live assessment of the Benelli TnT 135 right here in this article (down in the comments section), and there he will try to answer any questions you might have.

So, here is your chance to learn what it’s like to ride the TnT 135, before even Adam’s own proper review is posted. As always, if we don’t know an answer, we will try to get a response from the Benelli personnel. So, pepper away.

You can follow our thoughts on the bike live via Facebook, Twitter, and Instagram, and you can see what our colleagues are posting on social media by looking for the hashtags #TnT135

Apologies if things have been a bit sparse here the last few days, as I’ve been making yet another trans-Atlantic crossing…my third in just seven days.

The trip has been worth it though, as I have been fortunate enough to ride in Morocco with Bridgestone the last few days, testing out the new Battlax A41 adventure-touring tire, and the Battlax T31 sport-touring tire.

Because of the schedule, we are going to have to Tarantino this “Gone Riding” post a little, and do thing in reverse, but there is plenty to talk about.

Our routes have been based out of Ouarzazate (productions like Gladiator and Game of Thrones have been filmed here), and it is a high-desert terrain with red rocks and plenty of sand and wind.

With two different tires, I have been on a host of bikes as well. On the Battlax A41, it was the BMW 1200GS Rallye, KTM 1290 Adventure S, and the Honda Africa Twin; while for the Battlax T31, it was the Suzuki GSX-S1000F, BMW R1200R, and KTM 1290 Super Duke GT.

Feel free to pick my brain about the new Bridgestone tires, the bikes I have been on, and what it is like to visit Morocco and the Ouarzazate region.

As always, you can follow our thoughts on the tires via Facebook, Twitter, and Instagram, and you can see what our colleagues are posting on social media by looking for the hashtags #BattlaxA41 & #BattlaxT31

Hello and good morning to a cold but dry Varese, Italy – the home of MV Agusta and just a stone’s throw away from Milan and the Dolomite mountain range.

Today we are riding the Euro4-spec MV Agusta Brutale 800 RR, and our course will be a street ride, around the region’s Lago Maggiore – a large lake not too far from the MV Agusta factory.

The current MV Agusta Brutale 800 RR isn’t exactly a new model, but it is one that has gotten lost in the shuffle with the Italian brand’s lengthy history of financial troubles.

Historically one of the best-selling machines in the MV Agusta lineup, the Brutale 800 RR is a bike that I have been looking forward to riding for quite a while now, after I was first impressed with the changes made to the Euro4-spec Brutale 800 a few years ago.

The big difference between the Brutale 800 RR and the Brutale 800 is the engine, with the RR making 140hp from its three-cylinder power plant, an increase of roughly 30hp over the base model.

As you can imagine, the torque curve is considerably further up the rev range on the RR as well, which should make for a sportier ride. It’s not all roses though, and hopefully MV Agusta has been tackling my list of complaints to an otherwise awesome machine.

Will the Brutale 800 RR be just as fun to ride as the Brutale 800? That’s what we are hear to find out…well, that and whether its worth the $3,800 price difference ($18,498 MSRP here in the USA) over the base model.

So, here is your chance to learn what it’s like to ride the Brutale 800 RR, before even my own proper review is posted (Italian cell service permitting). As always, if we don’t know an answer, we will try to get a response from the MV Agusta personnel. So, pepper away.

You can follow our thoughts on the bike live via Facebook, Twitter, and Instagram, and you can see what our colleagues are posting on social media by looking for the hashtags #MVAgusta & #Brutale800RR

One of my more favorite phrases to tell people is that it is called Asphalt & Rubber for reason, as I am very much a sport bike / street bike sort of guy. That is why I sent hot-shoe Carlin Dunne down to SoCal today to ride the brand new Alta Motors Redshift MXR motocross bike.

Revised with a bevy of improvements over Alta’s original Redshift MX model, the MXR is designed to be a proper race bike. So, we had Carlin pack some extra postage stamps, with explicit instructions go send it.

With 50hp packed into a 259 lbs body, the Redshift MXR has some promising specs, but beyond the spec-sheet, the electric dirt bike brings a new twist to riding an MX course, namely with promises for better hookup and more traction.

How does it work in the wild though? Well, we are going to ride it and find out.

Per our new review format, we will be giving you a live assessment of the new Alta Redshift MXR right here in this article (down in the comments section), and there we will try to answer any questions you might have.

So, here is your chance to learn what it’s like to ride the Redshift MXR, before even Carlin’s own proper review is posted. As always, if we don’t know an answer, we will try to get a response from the Alta personnel. So, pepper away.

You can follow our thoughts on the bike live via Facebook, Twitter, and Instagram, and you can see what our colleagues are posting on social media by looking for the hashtags #RedshiftMXR

Riding bikes is what we do, and the dude abides, so I am out here in Moab, Utah swinging a leg over the new Triumph Tiger 800 XCa – the British brand’s fully loaded middleweight off-road focused adventure-touring bike.

Kitted with extra goodness, the XCa is the more premium counterpart to Triumph’s other off-road 800cc model, the Tiger 800 XRx…and if you are confused by Hinckley’s alphabet soup, don’t worry, you are not alone.

To be clear, the Tiger 800 XCa is the fully-loaded off-road model, complete with a 21″ front wheel and 17″ rear wheel. It includes also things like a heated seat and grips, an aluminum radiator guard, and LED lighting,

New for the 2018 model year is a bevy of updates, namely a revised dash and smoother three-cylinder engine. Triumph says that there are over 200 changes to the Tiger 800, though you would have a hard time seeing them. This truly a model refresh, not a new machine.

Still, these are welcomed updates to the class-leader, and I have high hopes for riding the XCa on Moab’s dusty and dirty trails – the previous edition was a very capable off-roader, after all.

Per our new review format, we will be giving you a live assessment of the new Triumph Tiger 800 XCa right here in this article (down in the comments section), and there we will try to answer any questions you might have.

So, here is your chance to learn what it’s like to ride the Triumph Tiger 800 XCa, before even my own proper reviews are posted. As always, if I don’t know an answer, I will try to get a response from the Triumph personnel. So, pepper away.

You can follow our thoughts on the bike live via Facebook, Twitter, and Instagram.

The original factory streetfighter, the Triumph Speed Triple latched motorcycling’s punk movement in 1994, and never looked back. Riding the 2018 Triumph Speed Triple RS in Almería, Spain, Asphalt & Rubber got to see first-hand how these updates build upon Triumph’s street-hooligan reputation, and whether the Triumph Speed Triple RS is a worthy alternative to the bevy of robust machines already in this category. The result? The 2018 Triumph Speed Triple RS is a smart update to the British brand’s streetfighter, and though it falls short of the high-water mark in the space, it offers some strong bang-for-the-buck hooning, which makes it very appealing. Let me explain.