PRODUCT REVIEWS

Zerofit Heatrub Ultimate Baselayer

We have all heard the idiom “If it sounds too good to be true, then it probably is.”

When we rst came across Zero t, the company’s press material, and some of the ads, we had seen as well made some strong statements and promises about their base layers.

Base Layers have become more and more popular with motorcyclists, but the basic idea of the rst layer of protection from the cold has a longer history than you might think.

Oh God, is Backroads going to tell us the history of base layers or about Zero t Heatrub Ultimate Baselayers?

Yes. We are.

When we were little boys and girls (no pronouns needed back then), we had base layers too – and no matter the manufacturer or part of the world they were called Long Johns.

Though the history is murky, the invention of the long john (also called thermal underwear or long underwear) is credited to John Smedley in the English town of Matlock in Derbyshire. There, Smedley manufactured the clothing on the premises of his Lea Mills in the late 18th century. The family-run Smedley company still operates in the mills 236 years later and claims to be the oldest manufacturing factory in the world.

While John Smedley can lay claim to being one of the rst of his name in the textile business, the clothing most likely isn’t an homage to the family legacy. The name supposedly refers to American boxer John L. Sullivan, aka the Boston Strong Boy. Sullivan reigned as the heavyweight champion from 18821892 in gloved boxing and was also a bare-knuckle boxing champion. Smedley really was taken with the champion.

Long Johns are notably two separate pieces of fabric: a top and bottom that evolved from sleepwear. However, a similar type of base layer also originated in the late 19th century made out of one article of clothing. Dubbed the union suit, it has the iconic rear ap or “drop seat.”

The garment design actually started in the women’s dress reform movement of the late Victorian era, which aimed to make clothing that was more comfortable and practical.

These days the now ubiquitous base layers are used by everyone from mountain climbers, to skiers, to motorcyclists and materials range from natural Merino wool to high-tech blended synthetics and combinations of both.

Enter Zero t, a combination of acrylic, nylon wool, polyester, and polyurethane woven in a unique and revolutionary way that will keep you far warmer than any other ‘standard’ base layer – yet will allow for greater freedom of movement with far less bulk.

Nobody likes to ride like the Stay-Puft Marshmallow Man.

“Technologically enhanced ‘Heat Threads’ inside the garment are activated through movement, gently brushing against the skin to generate warmth instantly. Unlike most other base layers, the Ultimate does not work based on ‘compression for heat’ – so not only does it provide greater warmth for motorcyclists but, as I said, you won’t feel restricted by an inability to move freely. The Ultimate has been designed to work best in a temperature range of 14° Fahrenheit thru 50°.”

This has been corroborated by the Boken Institute, basically the Japanese version of Good Housekeeping or Consumer Reports.

Unfamiliar with Boken I researched them and they are the real deal – and their ndings are as well.

When we received a sample of the Zero t Heatrub Ultimate Baselayer I wore it around the of ce – for about 20 minutes and then had to go back to a regular shirt – it was just too warm for of ce work… but on the motorcycle…?

On the bike, with my formidable Roadcrafter suit on, I was more than comfortable on those occasional stolen mid-winter rides. When it dipped down to the freezing point I simply turned on some electrics and continued on my way.

If you add in Zero t’s Ultimate Leggings and Socks then the only thing stopping you from riding this time of year is ice.

Expensive? Yes. But if you want the very best baselayer you can have, take a good look at Zero t’s Heatrub Ultimate Baselayer – we are sure you will warm up to the new woven technology.

The Heatrub Ultimate baselayer comes in black, white, gray, red, navy, or green and lists for $90. Unisex sizing ranges from XS to XXXL. The Heatrub Move Baselayer ($76) is available in black, white, or titanium. The Ultimate Socks and Leggings come in black. For more details on the complete range of products, please visit www.zero tusa.com.

Michelin Anakee Iii

ALONG-TERM LOOKAT MICHELIN’S 90/10 ADVENTURE TIRE

I think when we are looking at tires for adventure machines – BMW’s GS, Triumph Tigers, and KTMs, etc… we tend to get a bit confused on what is needed and re quired for any particular application.

Although I won’t shy away from gravel roads, I like to keep most of my riding at a spirted pace along freshly paved, or at least on asphalt that is in fairly decent shape.

I don’t think I am going too far out on a limb to say most riders of these machines are pavement riders, who occasionally will foray into the wildness – as long as it is not too wild.

Right now, my GS is shod with a set of Michelin Anakee Adventure Tires and for the last thousand or so miles they have been fantastic. But I am here to write about the last set of tires that I ran – also Michelin and also Anakee; but these were Michelin’s Anakee III tires, what Michelin describes as a 90/10 Adventure Touring Tire.

I try not to get too mathematical with anything that looks like a fraction or describes how a tire will work on any particular surface; so I keep it simple. There are three Michelin Anakee Tires – the III, the Adventure and the Wild. Think of these tires like this: III- street, but not afraid of some gravel. Adventure – a fairly open-minded tire that will go either way – we’re not here to judge, just ride, and the Wild – when the latest BDR is calling your name.

If you are looking for new rubber for your ADV machine then you have Goldilocks’ problem here, and we will get around to a long-term review on the Anakee Adventure Tires, but this month I wanted to talk about the far more streetable Anakee III.

These tires came stock on many BMW GS machines and with good reason. They offer a superb and superior grip in both dry and especially wet.

I put them on my R1250GS back in the early spring, as we knew we’d be riding out to Missouri, and I thought a more street-oriented tire would be my better option. Since then I put nearly 8,500 miles on them, riding in and through all sorts of conditions – hot, cold, wet and very wet, including more than a few gravely mountain passes –all of which the Anakee IIIs ate up eagerly. I tend to push my tires a bit and ride some of the roads I am very familiar with… a bit of gusto. The Anakee III tires allow for good, solid and smooth braking, offer a wonderfully planted and amazing feel of the road and have lasted thousands of miles longer than some of the other tires we have ridden on over the past many years.

If you are looking for a more streetoriented tire for your ADV machine then the Michelin Anakee III is a very easy and solid choice. ,

9W Market, Palisades NY

The Best Way to Start a Sunday!

It was the autumn of 1995.

Backroads was out and about for just 3 or 4 months at this time and we had decided to take a booth in the vendor area of Marcus Dairy – a long-time motorcycle gathering spot.

Hundreds of motorcycle riders and sports car enthusiasts would make the pilgrimage to the dairy outside of Danbury, Connecticut every Sunday; even more on the special Sundays that were promoted.

New Hope, Pennsylvania, was the sight of Sunday gatherings, as were other towns across the nation, and in 1990 they all were pushed by a strong ad campaign produced by Kawasaki.

Marcus Dairy closed at the end of 2010 and with it one of the most famous and iconic two-wheeled gatherings in the United States.

Let’s time travel a dozen years; Rider and enthusiast Dale Prusinowski felt it was time to actively bring back some of those magical Sundays, that we all took for granted until they were gone.

Dale, along with his son Eric, started a gathering called “Bikes & Breakfast” at the 9W Market in Palisades, NY. They were thrilled with the turnout and now, nearly a decade later, not only is the Palisade, New York Sunday gathering still going strong, but the idea has spread to many, many more locations.

Cold Spring, further north along the Hudson and City Island for the Manhattan crowd. Both Bogota and Princeton in New Jersey. Clifton, Fredericksburg, and Virginia Beach, Virginia, Poolesville, Maryland and West Chester, PA. There are new gatherings popping up all the time. These gatherings are not slanted in any one brand’s direction, but every brand’s direction. All are welcome and the slicker, older, and more classic the better.

We attended a gathering in 2022, a ne Sunday morning in the late fall. The Palisade, New York venue – the 9W Market / TFS – is no stranger to the twowheeled community; decades ago it was an Indian Motorcycle dealership. It is now a restaurant, owned and operated by the same folks who own TFS – The Filling Station - in West Haverstraw that was featured in these pages a few seasons back.

When we arrived the parking lots both front and rear, were pretty much bristling with motorcycles of all ages, styles, and descriptions. An old Suzuki, parked next to older Vincent, parked next to new generation Kawasaki KLRs. Generations and decades of machines were here to be seen.

Our friend Steve Anderson, salesman extraordinaire, from Morton’s BMW in Virginia, has attended the Bikes & Breakfast gatherings in Fredericksburg, and he echoed our thoughts exactly – simply a wonderful way to start a great Sunday on two wheels.

They seem to be the perfect combination for a Super Sunday…a superb location, delicious eats, and riders and bikes… and it don’t get much better than that.

These gatherings happen all throughout the year, so log onto their website at www.bikesandbreakfast.com for more information and upcoming dates and locations.

PRODUCT SPOTLIGHT WIDE FOOTPEG ADAPTERSFOR SUZUKI V-STROMSFROM SRC MOTO

If you’ve never run a wider high-quality footpegs, you will be pleasantly surprised by the improvement this inexpensive and easy to install upgrade will make! Upgrading to a wider platform footpeg makes a dramatic improvement in comfort as well as greatly improving grip in wet muddy conditions. SRC’s peg adaptors are a great value and easy to install.

It only takes about 10 minutes to install with common hand tools. The additional width and aggressive tooth pro le offers an increased contact surface to reduce foot arch strain and improve grip. The wide platform and increased contact points will improve rider con dence in sketchy situations!

Fits all Suzuki V-Strom 650 and 1000 models 2004-2021. Available for some other models such as Kawasaki Versys. Kit includes a pair of wide peg adapters and retails for $74.00 from www.srcmoto.com

August 9 through 18

with optional weekend August 19 + 20

As Richard Hammond might say on The Grand Tour…

“Let us downshift a gear or two, nd a spot, and put the kickstands down on Conversation Street.”

Let’s talk about some overdue miles.

Remember a few years back when all HE Double Hockey Sticks broke out and we had to cancel our big rally? Yes, that blew. For sure there were some great weekend rallies…

But the ‘Big One’ – it got away.

With this being our 25th Year of Rally Good Times, we thought it was time to go big once more…, and toss an ‘Ave Maria’ at you.

Welcome to Backroads’ Grand Tour!

Fourteen days … Eight States… Eight Hotels…

Three Free Days in three separate and awesome motorcycle riding regions! A Major League Baseball Game at THE Great American Ball Park and then a couple of optional days at the rac es with MotoAmerica!

Woven into all this will be over 2,500 miles of smiles - all following the avor that we provide in every issue of Backroads. There will be Great All-American Diner Runs, Big City Getaways, We’re Outta Heres!, Mysterious Americas, and of course just a few of Shira’s Ice Cream discoveries.

Plans are being nalized, and more than likely already on our website by the time this edition lands in your mailbox or at your local shop.

So, make plans now! If you can’t join us for the entire Grand Tour join us when you can. It’s all good.

Stay tuned and log onto www.backroadsusa.com/backroads-events or our Facebook page for more details and information. ,

The Law Office of Paul Gargiulo, P.C. presents Welcome to the Jungle - The Art of Learning to Ride Skillfully

A column dedicated to your riding survival

EAGLE MIKE’S BRAKE UPGRADE FORTHE KAWASAKI KLR650R (87-07)

If there is one machine that seems to be ever-present in enthusiasts’ garages… it is the venerable Kawasaki KLR 650R.

The machine had its origins back in 1984 when Kawasaki released the KLR600. Three years later the liquid-cooled single engine got puffed out to a 651cc and had a few minor upgrades, and for years the only thing Kawasaki did to the KLR650R was sell them – thousands of them.

I had my rst experience with the KLR while doing a long loop through Alaska. If not love, it was certainly understanding at rst ride.

The KLR was never meant to be a serious off-roader, but rather a great all-around motorcycle. Commuting, light off-road capabilities with adequate horsepower and an upright all-day comfort riding position.

KLR650R. One such after-market product was a bracket that would allow me to swap out the prehistoric single-piston caliper for a far more modern dual-piston caliper sourced from a Suzuki SV650. Eagle Mike’s bracket ran just $50, and a set of useable calipers off an SV650 ran me about $80 for the pair – although I only needed the left caliper.

Within a week I had all I would need and on a warmish late autumn day I went to work. First, I laid out all the parts in front of me. Eagle Mike makes sure that you have directions and images to go along with his bracket to swap the old caliper for the more modern one from Suzuki.

I cleaned the new (used) caliper with brake cleaner and some light cloth work to get rid of any black gunk around the pistons. The pads looked to be in great shape so I kept them.

Once cleaned and ready, I mounted the SV caliper to the Eagle Mike bracket and then, after removing the old caliper, mounted the new one to the KLR, making sure all was in line, not rubbing, and using blue Loctite to keep the correctly torqued bolts in place.

I then drained the old (blackish) brake uid from the master cylinder using a vacuum bleeder I bought at Harbor Freight and went about cleaning out some moisture that had congealed inside the unit.

A paper towel, athead screwdriver, fresh brake uid, and a hit or two of compressed air made this easy. With the master cylinder spotless I removed the old stock brake line and installed a Galfer steel braided line. Why, you ask? Steel is stronger than rubber and so this increases the durability of the brake hose, in addition to adding a surer feel and control – although this, in turn, increases the cost.

To keep the price point low Kawasaki went to the “We Gotta A Lot of These” parts bin and gave the KLR a single-piston caliper that was rst designed back when Jimmy Carter was president.

Although it did work it was never a con dence-inspiring caliper and there were times when I thought some sort of drag chute may be appropriate. At the beginning of the winter, we began upgrading Shira’s 20-year-old Honda 919 – changing pads, cleaning dirty calipers, and swapping the old hard rubber brake lines for new and modern steel braided lines from Galfer.

Years back I had added Galfer’s larger 320mm wave rotor to this machine but, even with the larger circumference rotor, the bike still had the anemic stock caliper.

There had to be an easy solution to this conundrum.

While having dinner with off-road editor Tony Lisanti and motorcycle adventurer extraordinaire Mike Mosca this subject came up. Mike urged me to check some of the KLR Owners’ websites.

I am always dubious of web forums as, time and again, I see riders posting the most ludicrous things and voicing opinions that have far less than a stable foundation. But still, thankfully, there are some who really know their stuff.

On one of these, I came across a company from El Cajon, California called Eagle Mike that specializes in aftermarket upgrades for the

Stronger, no expanding, and almost immortal – this is the only way to go and well worth the investment.

With the brakes bled well enough to make sure all was ship-shape and operating as it should, I did a few runs around the driveway.

Unbeknownst to me, Shira was keeping a steady eye from the home - cell phone and 911 at the ready if it all failed dramatically.

Ahh, love and faith.

On the road and picking up speed heading down the long hill that leads to and from Backroads Central, I checked my 6 in the mirrors and gently applied the front brake.

The KLR always would slow and stop, but it always seemed as if I was tasking the brake to do something intrusive and annoying. Like the front brake would rather be doing something else. Not anymore.

We all have been spoiled by the excellent brakes found on modern machines. But if you have a motorcycle whose brakes are severely lacking, then now having far superior binders is a blessing.

If you have an older machine there just might be an upgrade waiting to be done.

Riding is so important. Stopping is too. ,