The dotted line is the bike’s lean angle without using hips to shift the motorcycle in either direction. What happens when we angle our hips? (Photos by Kevin Wing) Today we’re going to learn how to use our hips to improve our motorcycle’s initial drop into a turn and reduce the turning radius for tight maneuvers. What’s more, while all that cool stuff is happening, we’ll gain a more counterbalanced rider position in the cockpit, resulting in more balance and comfort as we go. It’s utterly amazing how well this works, but it can also feel utterly embarrassing as you learn how to do it. The benefits are far too great to pass up, so suck it up, buttercup, and push through it. Don’t worry, you got this! Exercise 1: Unlock Your Hips To kick off this lottery-winner of a lesson, we’re going to unlock the range of motion in your hips. To do this, I want you to stand in front of the bathroom mirror and get those hips swaying. With your feet shoulder-width apart for stability and hands on your hips, start moving your hips side-to-side. You’ll want to keep your pelvis loose, so it might help to pop in a Prince cassette and crank it up. Pay attention to your upper torso and ensure that it remains still and calm. We don’t want the hip movement to unsettle our overall body posture when we transition to the motorcycle. Once you can see and feel that your hips are really extending out to the sides, we are going to add steering input to the party by imagining we are holding onto our handlebar and steering in the direction of our hip movement. The key here is to ensure that our timing is consistent, which means our hips and simulated bar movement extend to the left or to the right at the same time. Do this until you feel completely silly and can’t do it any longer. Then knock out three more sessions. Exercise 2: Circle Drill Okay Elvis the Pelvis, now we’re going to take your cool hip swagger and transfer it to the motorcycle. In a large, safe space, start riding around a circle that’s about 30 feet in diameter while keeping your speed under 20 mph. You need to generate a sustained (but safe and friendly) lean angle as you ride around the circle. Once the motorcycle is settled into a lean, isolate your hips and move them laterally, holding them left and then right, executing a full circle in each hip position. Using your hips to shift the motorcycle to the left (inside the drop) pushes the bike down farther and tightens the turning radius. The goal here is to impact the motorcycle’s lean angle and turning radius by shifting our hips. Your lean angle will decrease and the turning radius will get larger (the circle gets bigger) when you shift your hips away from the direction the motorcycle is leaning. That’s because shifting your hips to the outside lifts the bike up out of the lean. Conversely, your lean angle will increase and the turning radius will get smaller when you shift your hips in the same direction the motorcycle is leaning. You’ll be using your hips to push the bike down. As you do this exercise, you will notice that the degree to which your body is counterbalanced will depend on the direction your hips move in the circle. Shifting your hips away from the motorcycle’s lean angle (to the outside) will generate a less counterbalanced body position; shifting your hips toward the motorcycle’s lean angle (to the inside) will generate a more counterbalanced position. Trust me on this, and execute 10 circles in each direction, concentrating on shifting your hips laterally back and forth until you can comfortably and repeatably alter your motorcycle’s turning radius and feel how the technique affects how counterbalanced you are with each hip position. Exercise 3: Oval Drill Next, we are going to practice using this technique to improve the initiation of a turn. Until today, we have initiated a turn by generating a counter-steering effect with a bar press on the handlebar. Want to turn right? Press on the right-side hand grip. Do the opposite for a left turn. Adding some disco-hip-action in the direction we want to turn can also generate a counter-steering effect. Bringing the two together – a bar press plus a hip shift – results in a larger counter-steering effect that requires less effort to initiate a turn. This is a biggie. For this exercise, set two cones approximately 60 feet apart and start slow, comfortable U-turns initiated with an inside bar press. After completing a handful of laps around the cones in each direction, add the hip movement to the U-turn. In other words, execute the traditional inside bar press and – at the exact same time and direction – generate lateral force with your hips. Remember, because you are now employing two tools to initiate turns, you will experience a substantially easier (and more rapid) turn-in than from a bar press alone. That means you need to take it slow on your initial hip input – a little goes a long way. Work this exercise for approximately 10 minutes in each direction until it is comfortable and repeatable.  Using your hips to shift the motorcycle to the right (outside the drop) lifts the bike up and widens the turning radius. Exercise 4: Figure-8 Drill Ready for one more? This final exercise brings it all together by transitioning us back and forth in a figure-8 pattern. Using two cones spaced 60 feet apart as before, our goal here will be to efficiently transition our hips from left turns into right turns, with consistent timing between the initial bar press and lateral hip movement. As you work this drill, make sure to hold your lateral hip position all the way through the turn, only moving back to center once you have finished turning around. This is important because you don’t want to change your radius and lean angle mid-corner by shifting your hips too early. As you gain comfort and fluidity with the technique, tighten up the pattern and put in more reps to get it nailed down. It is critical that you take your time working these exercises. That might mean 15-20 minutes or more in front of the mirror feeling the burn, followed by a couple hours on the grinder. You will eventually acclimate to the amount of input necessary to generate the comfortable, predictable, hyper-efficient turns that this technique offers. Start slow, take your time, and stick with it until it feels natural. I promise it will pay huge dividends on the motorcycle. It will help to see this technique in action. To watch me demonstrate it, go to YouTube.com/@PoliceMotorTraining and watch “How To Make Tight Turns Easier On Your Motorcycle.” Quinn wears Schuberth helmets and Lee Parks Design gloves. Find out more at Quinn’s website, PoliceMotorTraining.com. Send feedback to rider@ridermagazine.com. See all Motor School with Quinn Redeker articles here. The post Motor School with Quinn Redeker: Hip Hip Hooray appeared first on Rider Magazine.

Most riders have a leather jacket hanging in their closet. They come in every style, thickness, and purpose imaginable. I loved the leather jacket my wife bought for me years ago, but once I discovered Vanson Leathers, I realized just how much the right leather matters. That lesson came into focus when I attended the press launch for the Royal Enfield Guerrilla 450. Rider requires us to wear protective armor when testing bikes, and my old jacket didn’t have any. I called Kim and Mike Van Der Sleesen at Vanson to ask about something that would fit both the bike and the occasion. Kim invited me to their headquarters for a fitting. Vanson’s headquarters is a destination for anyone who appreciates leather. For over 50 years they’ve produced premium jackets, pants, race suits, gloves, belts, and more. Their leather apparel outfits motorcyclists, racecar drivers, Rhode Island State Troopers, and police departments across the country. Kim gave me a tour of their multifloor operation, and the attention to detail was remarkable. From cutting and stitching to fitment and finishing, every garment carries the mark of care and craftsmanship. It’s no wonder they’re still considered the best of the best. After trying on a few options, Kim handed me the Drifter Mk2 with stripes. The moment I adjusted it on my shoulders, I knew this jacket was built for riders. The thick-yet-soft 1.2mm black leather with bone-colored stripes gives it a classic, understated look, and the cut is tailored for a natural riding position. Sitting in their “riding chair,” nothing pulled or bunched. The dipped back and extended kidney panel promised protection, while functional touches – a snap collar, the front zipper, and handwarmer pockets – kept things simple. One small but meaningful detail: The zipper pulls lay flat when closed rather than sticking up, which solved one of my longtime leather jacket annoyances. Ventilation is where the Drifter shines. Vanson’s patented RamAir forearm vents hold their shape whether open or closed, preventing that parachute effect at speed. Combined with rear exhaust vents and underarm grommets, the airflow is impressive for a full-leather jacket. For those who prioritize airflow, Vanson also makes a perforated version. For colder rides, the Drifter accepts Vanson’s insulated, reversible Mk3 Streamliner liner (sold separately for $359). Inside, two secure zippered pockets easily handled my phone and wallet. Full leather facings and black oxidized metal zippers give the jacket tough durability, while racing-style wrist zippers with shaped guards add both function and style. Protection comes via Vanson’s patented Floating Armor System, which lets you adjust the CE-approved armor at the shoulders and elbows to your comfort. It’s a unique design that delivers safety without bulk. While riding the Guerrilla 450, I was impressed with the Drifter. In the Wisconsin heat – and even after the sticky humidity following an afternoon downpour during a lunch break – the airflow kept me reasonably cool and comfortable. Paired with jeans, boots, and a T-shirt, the jacket looked just as good off the bike. I’ll admit, I caught myself feeling a little like James Dean or Marlon Brando. The Drifter offers a thoughtful balance of style, technology, and real-world performance, and its hand-made quality will last a lifetime. For riders who want a jacket they’ll instinctively reach for, whether it’s a full day in the saddle or a short evening run, the Drifter more than lives up to its name. Read all of Rider’s apparel reviews here The Vanson Leathers Drifter Mk2 with stripes is available in sizes XS-XL for $669, XL for $735.90, and 3XL-4XL for $835.90. It’s also available without stripes in the same sizes for $639-$802.90. Shop for Vanson Leathers Drifter Mk2 Motorcycle Jacket The post Vanson Leathers Drifter Mk2 Motorcycle Jacket Review appeared first on Rider Magazine.

I’m lucky to live in adventure bike heaven, with five (soon to be six, when Montana is released next year) Backcountry Discovery Routes accessible within a day’s ride and innumerable gravel and dirt forest service roads crisscrossing the landscape for hundreds of miles in every direction. The Idaho BDR, for example, is more than 1,200 miles long, and when you factor in the pavement miles required to get there and back, it’s been known to easily chew through a rear big-block knobby tire. Enter the “mullet” setup, a term coined by mountain bikers that I’ve co-opted to describe a combination of an aggressive, off-road-oriented front tire and a longer-wearing, less aggressive but still capable rear. In a happy twist of fate, Continental recently announced the return of its legendary big-block knobby TKC80 after a nearly three-year hiatus, with a new manufacturing process that Continental says results in an overall higher-quality tire that performs better in wet conditions and holds up better to the demands of aggressive off-road riding. Continental suggested we test the new TKC80 paired with an open-block TKC70 Rocks rear, which they’ve positioned as a 50/50 tire midway between the standard TKC70 and the TKC80. Plans for long, multiday ADV rides immediately began dancing in my head. And ride I did. Over two months of testing I’ve put 2,200 miles (and counting) on the TKCs, including city commutes, long slabs of highway, twisty mountain roads, gravel, hard-packed dirt, suspension-testing rocky climbs and descents, ruts, light mud, and loose rocks. I can confidently say I’m impressed. Continental said the TKC80 front/TKC70 Rocks rear combo would deliver 70% of what a full set of TKC80s could do off-road, but for the type of terrain I ride it feels more like 90%. Aired down to about 25 psi front and 29 psi rear, the TKC mullet combo is compliant and extremely capable. The TKC70 Rocks, despite its mild-mannered appearance, grips sketchy features like side slopes and loose rock tenaciously. Surprisingly, where I feel happiest to have the knobby TKC80 front is on loose gravel, where its bite provides confidence on a fully loaded ADV bike, especially on downhill switchbacks.  The other half of the story, of course, is pavement performance and longevity, and my positive impression holds true. While I have yet to encounter hard, driving rain, there have been some slick, wet mountain roads, and with a dose of reason and smooth braking I don’t notice the TKC80’s knobs at all. On dry roads I get downright sporty, pushing to the outer limits of the tread both front and rear with nary a twitch. These aren’t sport tires, but I’ve pushed them harder than my riding companions were willing to go, and the refrain repeating inside my helmet is always, Wow, these tires are good. See all of Rider‘s tire reviews here. After all that abuse – punishing rocks, canyon carving, and plenty of highway slabbing – the center blocks on both tires are just starting to round a bit, but they’re showing no measurable wear by my not-so-technical method of a toothpick and a pen, and the TKC70 Rocks rear is not squaring off yet. It’s worth noting that I’m careful to always air back up after off-road excursions, which certainly helps with longevity. It will be interesting to see how many miles I can get out of the combo, but it’s clear it will outlast a full TKC80 set with little compromise off-road and certainly better pavement performance to boot. See your dealer, online retailer, or Continental’s website for available sizes and pricing. Shop for Continental TKC80 Tires Shop for Continental TKC70 Rocks Tires The post Continental TKC80 and TKC70 Rocks Motorcycle Tires Review appeared first on Rider Magazine.

There’s a good reason why many states require riders to wear helmets, even if they don’t require any other protective gear. Our heads are more fragile than we’d like to believe, and a helmet is not where we want to cut corners when it comes to safety. Full-face helmets offer more protection than open-face ones, but they have drawbacks as well. For some riders, modern full-face helmets just don’t mesh with the style of their classic or vintage motorcycles. Sure, we can poke fun at riders who prioritize style over safety, but why not explore some helmets that offer both? Arai is one of the top dogs in the helmet game, and its Classic-V open-face helmet combines the brand’s focus on safety with a classic look that suits many vintage-style bikes and gear combos. I’ve been wearing the Arai Classic-V while testing the 2025 Honda Dax 125, a retro-inspired miniMoto. Not only does the helmet match the aesthetic and style of the bike, but the helmet’s open-face design allows refreshing airflow during slow-speed riding. The Classic-V’s shell features Arai’s proprietary peripherally belted, complex laminate construction. Like other Arai helmets, the shell is round and smooth, which allows it to glance off obstacles upon impact. It has an intermediate-oval interior fit and a one-piece, multi-density liner that offers optimal protection in a thinner profile, resulting in a smaller, lighter helmet. A size-medium Classic-V weighs just 2 lb, 11 oz. On the forehead are three channels for air to flow in. From there, the air follows hidden air channels in the crown before exiting through three holes in the EPS liner in the back. This ventilation system helps keep the top and back of your head cool while the face receives unobstructed fresh air. As I’ve experienced with all the Arai helmets I’ve worn, the Classic-V is very comfortable and pleasant to wear. Because it’s open-faced, it allows more wind noise than you’d get with one of Arai’s full-face helmets, but it’s quieter than I expected and even quieter than some of the budget full-face lids I’ve worn. The helmet’s faux-leather trim, optional snap-on visor ($13.95), and button-closure goggle-strap holder are all functional and useful features that add to the Classic-V’s vintage appeal. My only complaint is that the visor is difficult to fully snap onto the helmet, requiring more effort than should be necessary. For riders who want a vintage-style helmet and reliable head protection, the Arai Classic-V is one of the best options available. It’s kept my head cool and comfortable while riding around on the Dax, and it’s reassuring to know my head is covered by Arai’s safety technology. See all of Rider‘s helmet reviews here. The Arai Classic-V is available in sizes XS-XL in four metallic Metashine colors (Red, shown, Green, Brown, or Blue) for $539.95 and four solid colors (Black, Black Frost, Modern Gray, or White) for $519.95. Shop for Arai Classic-V Helmet The post Arai Classic-V Open-Face Motorcycle Helmet Review appeared first on Rider Magazine.

Super cool side car made into a shark! ??

Indiana Senate Republicans said they do not have the votes needed to redraw the state’s congressional map. Molly Swigart, a spokesperson for Senate President Pro Tempore Rodric Bray, said “the votes aren’t there for redistricting.” The news follows conversations state lawmakers had with President Trump and Vice President J.D. Vance. GOP-Led State Could Soon Launch Congressional Redistricting Effort Prior reports suggested that Indiana Republicans might attempt to increase the odds of adding two GOP-held seats in the state's congressional delegation, creating a 9-0 GOP advantage. ? BREAKING: In an infuriating development, INDIANA's Senate does *NOT* have the votes to pass President Trump's endorsed GOP redistricting map Senate President Pro Tempore Rodric Bray's office said: "The votes aren't there." REALLY? This state went for Trump by 19 POINTS.… pic.twitter.com/SRafaauSNw — Eric Daugherty (@EricLDaugh) October 22, 2025 More from POLITICO: POLITICO spoke to four people close to the sensitive talks, all of whom were granted anonymity to discuss the issue. Indiana state Senate Republicans’ latest move threatens to upend what has been a nationwide push from the White House to force red states to redraw maps ahead of the midterms. Three of those people said Indiana Gov. Mike Braun was inclined to call a special session to redo the state’s maps— a move that could come as early as next week. A spokesperson for Braun told POLITICO that the governor “is still having positive conversations with members of the legislature and is confident the majority of Indiana statehouse Republicans will support efforts to ensure fair representation in congress for every Hoosier.” They said the White House conducted a dial-in poll of lawmakers that revealed the majority of Senate Republicans backed mid-cycle redistricting. But one of the Republicans cautioned that colleagues were confused by the instructions for the survey because the administration did not provide guidance on how to move forward. Two of those Republicans briefed on the poll said the White House believed the poll showed the majority of the holdout caucus supports mid-cycle redistricting. But they said that Bray and his leadership team represent the majority of no-votes. In contrast, North Carolina GOP lawmakers solidified a new congressional map expected to add one House seat for Republicans. MAJOR BREAKING: The full North Carolina legislature has PASSED the Trump-endorsed 2026 Congressional map that eliminates a blue seat and adds a RED seat… …Gov. Josh Stein (D) is POWERLESS to veto it. It’s official. It’s done. Democrats’ cheating is being canceled out,… pic.twitter.com/4fysgc8kY5 — Eric Daugherty (@EricLDaugh) October 22, 2025 Newsweek explained: In North Carolina, GOP lawmakers this week approved a congressional map designed to add another Republican seat and strengthen Trump’s hand in next year’s midterm elections. The new boundaries, passed along party lines in the state House and Senate, would likely give Republicans 11 of the state’s 14 U.S. House seats — up from 10 — in a state Trump carried in 2024. The proposal could threaten the reelection of Democratic Rep. Don Davis, whose northeastern district would be redrawn to favor Republicans.

National parks close as Democrat shutdown continues, families turned away and damage mounts.