Back in May, Harley-Davidson announced it would temporarily halt motorcycle production due to a “regulatory compliance matter” regarding an unspecified part from a third-party supplier. Harley-Davidson initially estimated the stoppage would last two weeks but it eventually lasted 19 days before production resumed on June 6.

The actual cause for the delay remained unclear some speculating the issue was related to the powertrains, as the stoppage only affected Harley-Davidson’s gas engine-powered motorcycles and not the electric LiveWires. We thought that was unlikely at the time, as our sense was the powertrain production was also halted just to prevent a backlog of engines sitting idle awaiting installation onto motorcycles.

Harley-Davidson finally cleared things up today during its second quarter 2022 report. Jochen Zeitz, Harley-Davidson chief executive officer and board chair, kicked off his portion of the investor conference call by explaining the production shut-down was caused by non-compliant brake lines.

“The decision we took to temporarily close our production facilities and suspend vehicle shipments was taken out of an abundance of caution and related to a regulatory compliance issue with the brake hoses provided by a Tier 2 to our Tier 1 suppliers,” says Zeitz.

Off-road boots are typically quite stiff to offer maximum protection in the rough and tumble world of dirt riding. Generally, they are good for riding dirt bikes and little else – especially walking. Why, then, would I decide to wear a pair of off-road boots for a 2,000 mile six day adventure tour? The simple truth is that my Sidi X-Power Boots were so comfortable while I was breaking them in that I didn’t have a second thought about it. 

Sidi’s X-Power Boots are the successors to the popular X-3 boots that debuted in 2015. The Italian manufacturer is known for producing high quality riding boots, and the X-Powers are no exception. For this review, we’ll start from the outside and work our way in. 

First, the sole is constructed of high-grip rubber and can be replaced by a cobbler, extending the boots’ useful life for riders who log lots of miles. The sole pattern is the same as Sidi’s other TA boot models, which has a more aggressive tread pattern than the smoother SR models. Under the sole is a nylon insole for support during extended standing sessions out on the trail and without the potential dangers Sidi claims come with a steel shank. The boots’ outer is constructed of Sidi’s Techno Micro fabric, which the company claims is waterproof. Just for clarity, Sidi doesn’t say the boots are waterproof, just the fabric. Until I stuck my foot in a creek to catch my balance, the boots survived splashes and short showers without leaking. Unfortunately, waterproofing means nothing when the water splashes over the top of the boot. Surrounding that durable material is a fairly extensive amount of protective plastic, as one would expect from an off-road boot. 

While the exterior is heavy, thick, and stiff, they don’t feel that way on your feet, thanks to Sidi’s Flex System that places a hinge over the ankle joint, allowing for relatively free movement. Within this hinge, a proprietary mechanism limits the flexion of the ankle to prevent hyperflexion while the Achilles area of the boot blocks hyperextension in a crash. Although the hinges were initially quiet, getting dirt and sand in them from riding quickly gave them the hinged boot squeak when walking, instead of spurs for the modern moto-cowboy when walking around town. The inner sides of the boots are smooth to allow for better grip and feel on the bike, and the inner plastic piece goes from the ankle all the way to become the protective toe box. On the outer edge of the boot, the ankle hinge comes to roughly the outside of the mid-arch. The heel cup is a separate piece stitched to the two hinge sections. 

According to Siri, the most read page on the internet regarding Ontario motorcycling is the Complete list of motorcycle events page. Not a surprise, as we can’t see a better way to combine our passion for the ride with like-minded people, often for a good cause. So while any event on the list is a worthy choice, the below-listed offer a bit extra for your time by making getting there and back among some of Ontario’s finest moto roads half the fun. Time waits for no one; by the time you read this, some of these might have already come and gone. Luckily they are annual happenings; no need to fret; miss it this season, start planning for next year,

NorthStar Guardians Group 1st Annual Triathlon

North Bay, ON

With the NorthStar Guardians Group 1st Annual Triathlon in North Bay, Ontario, poker run, darts and a game of giant beer pong, dinner and entertainment included. Teams of four will compete in all three events for awards; it sounds like fun. This event is even more ride worthy because North Bay is smack dab in the center of some of the best motorcycling in the province. Coming from the south, tick off a few of the best moto roads in Muskoka or hop on the Big Loop, which passes just a few kilometres south of North Bay. For more saddle time, head out on the Lake Nipissing Circle Tour or loop north along the Lake Temiskaming Tour.

The Best Western Hotel offers a discount for riders spending the night; grab a bite to eat and take in lake views aboard the The Boat Restaurant and Bar and for post-ride refreshments, New Ontario Brewing will be happy to supply.

[Full disclosure: Alpinestars is a supporter of my racing program, but I am not being paid a penny to wear any Alpinestars products, nor am I being paid to write this review.]

We’re often told to buy the best products we can afford. We’ve associated cost with quality, and so it is that the $100 toaster I bought 12 years ago is still toasting like a champ after replacing the $20 toaster I bought before that which crapped out after a year.

We’re led to believe that leather race suits are the same way. The pricier suits are usually the ones we see people lining up on the grid with. They look so cool with their shiny colors and bolstered armor. They must be better. While, yes, those suits feature materials and options that result in a higher price, for many, affording something like that is just not going to happen.

Alpinestars, like all the other major suit manufacturers, isn’t blind to the fact that a lot of people can’t afford the top-of-the-line suit. This is why you’ll see a variety of options in the catalog to choose from, at various prices. For the cheapskates among us and/or the broke college students looking to get their track fix, there’s the GP Force Chaser. Available in both one-piece or two-piece varieties, its $900 price tag makes it among the least expensive Alpinestars suits you can buy, coming in well below other suits costing more than twice as much. It became my go-to suit to grab whenever I was heading to the track. And now that I’ve crashed in one, I’m really pleased with how it held up. 

Today a Motorcycle.com photo shoot is at least a half-day affair involving thousands of dollars worth of Canon’s finest gear and millions of pixels. Twenty years ago, it was a 10-minute errand on the way to lunch at the FlatCat on Normandie, with Clavin’s clapped-out Olympus and half a roll of film. And let’s not forget to stock up on Sparks on the way back to the office. I had completely forgotten about the Triumph Bonneville America, but it feels like we liked it.

As a general rule, I tend to listen to museum curators once they start talking. Having someone at your disposal who is so deeply vested, and intimately knowledgeable, in the subject matter is a treasure worth hanging on to.

Livio Loi is just such a person. As the curator of the Ducati museum in the company HQ in Borgo Panigale, Loi is more than just a Ducatista. Born and raised in Bologna, he’s lived and breathed Ducati for as long as he’s been alive. After joining the company in the 1980s, working in the factory on the production line for the Ducati Paso 750, he transitioned into a role as an accountant for the company. Away from work, his passion for history and his ability to speak fluently in multiple languages (English being the most relevant here) made him an obvious choice when then-CEO Fabrizio Minoli came looking for a museum curator. The rest, as they say, is history.

“Many visitors I speak with only know Ducati starting from the 916,” says the sometimes gruff (and always towering) Loi. “Most people, especially the current generation, don’t know anything about Ducati before that, and they especially don’t know about the Cucciolo. Ducati has a rich history dating back to the 1920s.”

With Loi at my disposal, he was gracious enough to show me around the museum, weaving stories of the company’s early beginnings and connecting them to important motorcycles (each with their own stories) throughout the years. What follows are some insider stories from the Ducati museum – most of which you’ve likely never heard before.

Am I dating myself with my choice of footwear? So be it. My old Frye engineer boots served me well for more years than I should admit, but they’re done now. Actually I could probably have them resoled and ride in them off into the sunset, but it’s my job to review new stuff too, so how about these TCX Fuel WP boots? The Fryes aren’t really even motorcycle boots anyway, but that never stops us fashion hounds. Like I said in my 20-year old review of those puppies, you think of engineer boots on cruiser riders, but I’ve never had any problems wearing them on all kinds of motorcycles.

Frye 8-inch Engineer Boot Review

Why not try out these similarly styled TCX numbers? TCX is an Italy-based boot company so you know you’re going to get some style and a little flair.

The company was acquired by Dainese in 2020, so you know you’re also getting quality or at least paying for it, which seems to satisfy some people.

The Fit

Unlike some Dainese boots, which are too narrow for even not-wide feet, these TCX jobs feel like there’s more than enough room in the footbed for my normal-sized 8.5 US dogs (size 42 euro, size 9 UK), and there’s even room for the Ortholite inserts they come with and probably aftermarket ones. Off the bat, these feel pretty comfortable, and for me the sizing was spot-on.

CFMOTO was founded in 1989 and has been a significant presence in China’s domestic market ever since – producing government vehicles for police, fire departments, etc. In that time, it’s also been developing a name for itself as a feature-rich and reliable manufacturer of engines, parts, ATVs, side-by-sides, scooters, and motorcycles worldwide.

In 2002, CFMOTO brought its ATVs and side-by-sides to the US, and began offering select scooters and motorcycles here shortly after. 2007 marked the establishment of CFMOTO USA’s headquarters in Plymouth, MN, and since then CFMOTO USA has worked alongside the corporate headquarters in China to develop and improve its offroad line of SXSs, UTVs, and ATVs for the American market. Today, CFMOTO has established itself as a competitive force in the US offroad market, with over 550 offroad dealers.

In April of 2022, CFMOTO USA launched a line of seven motorcycles to the US market. Though brand new to the US, these bikes have been sold, alongside other models, in Europe and Asia over the past decade (more info on the global line of CFMOTO motorcycles can be found at https://global.cfmoto.com/). Since the launch in April, CFMOTO is closing in on 200 dealerships.

Currently all CFMOTO models are manufactured and assembled in China (alongside other major global motorcycle and motorsports names), though they all undergo final assembly and checks in the US. Currently CFMOTO and KTM have a joint venture in China, which includes manufacturing and development of the 800 ADVentura (known to the rest of the world as the 800MT). That bike is slated to be launched in the US later this summer/fall.

Next week, we’re off for a first-hand eyeball and ride of a couple of these. For now, let’s have a look at the line-up why not? Especially if you read to the end, you’ll be nicely surprised at some of the features on these seven sub-$7,000 motorcycles. Beginning from smallest to largest…

[Note: The half-baked opinions, reckless allegations, mis-statements of fact and otherwise actionable slurs below do not represent the views of Motorcycle.com. In fact, we are surprised if they represent the views of anyone at all.]

To the delight of pretty much everyone in or around MotoGP not wearing Repsol Honda colors, the 2022 season, at its midpoint, is unfolding pretty much as expected. Note the following exceptions to this statement, lifted from our very own pre-season preview:

New Faces

This season starts with seven underclassmen, three sophomores and four freshmen. New to the premier class last year were Italian speedsters Luca Marini (half-brother of the legendary Valentino Rossi) and Enea Bastianini, along with rising Spanish star Jorge Martin. The 2022 crop of rookies includes a pair of KTM guys, apparently chained at the wrists and ankles – Australian Remy Gardner and Spanish fast mover Raul Fernandez. These two don’t like each other, causing us to hope for a repeat of the hilarious scene back in the day when Jorge Lorenzo and Valentino Rossi shared a garage and had a wall built down the middle to keep them from gouging each other’s eyes out.

Two more Italians complete the 2022 grid, starting with Fabio di Giannantonio, repping the Gresini Ducati team. (We will be forced to refer to him this season as FDG in order to conserve our dwindling inventory of lower case N’s.) Last, and perhaps least, is young Marco Bezzecchi, filling the #2 seat on Valentino Rossi’s Mooney VR46 Racing Team.

After months of preparation, MO’s biggest Showdown of the year is taking place right now, and you can follow it. We have secured an Aprilia Tuareg 660 and a Yamaha Ténéré 700, had them transported to the Get On! ADV Fest, flew out to Sturgis, SD, and are riding the two bikes back on an epic 1,800-mile street and off-road route planned by master of the long-haul journey, Ryan Adams. Accompanying him will be EiC Evans Brasfield for riding and photo duty (bets are currently being taken over how many times he’ll crash in the dirt) and MO Video Producer, Sean Matic. 

Highlights of the trip include a day each spent on the Utah and Wyoming Backcountry Discovery Routes along with some moto-camping. Before, between, and after, we have a mix of backroads and interstate. All of which is a short, vague way of teasing you about the most complete comparison between the Ténéré and the Tuareg done anywhere. 

Here are some tidbits about what’s happened so far: Day 1 featured temperatures rocketing to a high of 111° F throughout the bulk of the day. If that’s not enough, the winds were constant, with gusts. Day 2 included WYBDR Section 2. You’ll first have access to this post while our trio is actively riding from Centennial, WY, to a city that has a strangely familiar name. You can track their progress for the remainder of the tour by clicking the link below.