Upshift 18 February 2018

Issue 18

February 2018

POWER UP YOUR ROAD TRIP Start up the 1301Â cc engine, tuck in and prepare for an unrivaled high-speed getaway.

Opening the throttle on a KTM 1290 SUPER ADVENTURE S turns the ride itself into the ultimate adventure. Its outstanding design and superior technology make a clear statement about its daring intentions, as it carves fearlessly through endless bends along the way.

/ktmusa

Photo: R. Schedl

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations! The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

ISSUE 18

February 2018

nformation: These drawings contain information o Upshift. Any reproduction, or transmittal of this without expressed written consent is prohibited by partial or complete of the sord marks is prohibited ble to the full extent of the law.

Issue 18

February 2018

LOGO SHEET

THE INSIDER GO BIG!

Cover Simon Cudby Design Chris Glaspell Photography Editor Simon Cudby

BLACK

Contributing Writers Tim Burke Justin Dawes Seiji Ishii Christophe Noel

INSTA-ADV PMS 021

INSTAGRAM TRAVELERS

RGB: R255 B255 G2550

RGB: R255 B80

CMYK: C40 M30 Y30 K100

CMYK: N80 Y100

GEAR

Contributing Photographers Tim Burke Chris Glaspell Christophe Noel

THE LATEST

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SOUTH AMERICA PT. 1

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Tim BURKE HEADS South From Washington STATE

Contact: Brandon Glanville brandon@upshiftonline.com

Want to contribute to Upshift?

If you’re an experienced writer or photographer with great editorial instincts who loves finding interesting and unusual photo-related content, we want to hear from you.

FIRST RIDE

DUCATi MULTISTRADA horizontal on black1200 ENDURO PRO

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DAKAR COMPLETE

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ANDREW Short POST DAKAR INTERVIEW

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TESTED

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Upshift Magazine is published monthly

by Upshift Online Inc. 2018. Reproduction of any material requires written consent from the publishers. All photos, editorial contributions and advertisements are accepted upon representation that they are original materials by the author and or advertiser. Opinions expressed in the articles are those of the author and may not reflect the views and opinions of the editor, staff or advertisers of Upshift Online Inc. Advertisers assume full responsibility for the entire content and subject matter of their advertisements.

Now go and find some adventure.

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NIKWAX GEAR CARE FLY TREKKER HELMET Alpinestars Tech 7 Enduro Boot MOSKO MOTO Tank BAG

BACK To SCHOOL

NAVIGATION Training With RALLY PAN AM

GO BIG! INSIDER: JUSTIN DAWES

I’ve always been one to go big. Meals, trucks, vacations – whatever it is I tend to go for the biggest and the fastest. There was, however, one place I had not subscribed to that mantra and that was with bikes. That was until a few years ago when I got my hands on a KTM 1190 ADVENTURE R. I thought, “Ok, this would be fun on fire roads and some two-track, but there is no way it can be capable for real off-road riding.” How wrong I was.

With each ride, I pushed the limits and explored the capabilities of the KTM in actual single track and off-road situations. Its aptitude in the dirt was incredible!

In the past few years I have ridden nearly every type of trail on a KTM ADVENTURE that I would usually ride an EXC-F or XC-W and not once have I felt any worry or regret. Pacific Northwest technical single track, Moab, sand dunes and even a motocross track or two have been slain by my trusty 1190 and 1090 ADVENTURE R. Yes, these are the most extreme examples of the ADV segment, but even less aggressive bikes will handle more than you would expect.

So where am I going with this? Two places: First to dual-sport riders- don’t knock it until you try it. Not all ADV riders head to Starbucks to fight over what they read on internet forums. Some of us will embarrass you on the trails, and then we will cruise home in relative comfort while you suffer the street sections. After a few rides we just might convert you. Second, ADV owners - don’t sell yourself or your bike short. Get gnarly! Just make sure you do it with some friends with both big and small bikes.

So go big, don’t limit yourself in terms of comfort and capability in fear of the size of the machine on the trail. Ride with finesse and a little confidence and you will see why Chris Birch and lesser riders like myself love the ADVENTURE R so much.

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The mission is simple, if you want to share your adventures on “insta-adv” you’d better start following us! @upshift_online and use the hash tag #upshift_online on your photos

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Upshift, February

1. BMW F800GS (2008-2018) Crash Bars Combo One of the biggest advantages of our crash bars system is the all around 27mm/1.06″ diameter tubing that rests on 5mm thick steel mounting tabs and offers reliable protection for fairing, radiator, engine case and other parts of the engine.

The design is based on the philosophy that less is often more, hence we created a compact, sturdy set of crash bars that do not reach far away from its mounting points. This system perfectly complements the sporty, aggressive lines of the BMW F800GS models. Drop tested by Outback Motortek! See the video Here MSRP: $483.00. www.outbackmotortek.com

2. HUSQVARNA 701 /KTM 690 Enduro R Race R-77 Slip-On SS-SS-CF Works Finish The Husqvarna 701 is the big bore Enduro and Supermoto that everyone is after and now Yoshimura has added our popular R-77 for the 701. The new R-77 Works Finish slip-on reduces almost 2 pounds while providing the big 701 more usable horsepower and torque especially on the bottom end. The sound note that the R-77 captures from the 701 is simply magnificent. The new R-77 is available in Works Finish stainless steel with a carbon fiber end cap. Proudly made in the USA. MSRP: $499.00. www.yoshimura-rd.com

3.

EVS REVO 5 Roost Deflector The Revo 5 is the perfect choice for riders looking for roost deflection in a comfortable, under the jersey design.

MSRP: $89.00 www.evs-sports.com Features: • Molded cross-link bio-foam interior provides an excellent impact barrier • Molded polycarbonate construction for maximum impact protection • Three part back plate offers key flex points that move in unison with the rider’s body • Outstanding ventilation & breathability • Fully adjustable, with removable shoulder/upper arm protection • Neck brace compatible design • CE Certified • Sizes: Small/Medium & Large/Extra Large • Colors: Black & White

New Color!

Brown

ADVENTURE 2 GORE-TEX $495

Black

SecondtoNone Only Sidi boots purchased from an authorized Sidi-Motonation dealer are covered by our product warranty.

www.motonation.com

Toll Free 877.789.4940

Upshift, February

4. FLY Sector Moto Boot The Sector represents FLY Racing’s entry into the premium offroad boot segment and is packed with the features and technology you’ve come to expect from every FLY Racing product.

Key premium features include the Sector’s Torsion Control Protection System, easy-to-use positive latch buckles, and super-comfortable slip-on inner bootie system. The Sector provides an exceptional level of protection and comfort that’s designed for motocross and offroad competition at the highest levels.

MSRP: $349.95 www.flyracing.com Features: • Breathable 3D mesh comfort lining throughout the boot interior • Microfiber upper gator construction provides a high level of abrasion and water resistance • Reinforced shin plate with polyurethane ankle, rear heal, and toe box provides added protection from impacts and debris • Preformed removable foot bed cradles and supports the heel while enhancing stability and support • Single compound replaceable rubber sole • Inner rubber heat guard • All buckles and straps are replaceable • CE certification

Upshift, February

5. Leatt Moto Jacket GPX 4.5 Lite Armed with this jacket, every day is a riding day. A lightweight and water resistant off-road jacket, the GPX 4.5 Lite is made of a soft-shell stretch material and has ventilation zippers and zip-off arms to cool you down on those hot days. The shoulders and elbows are reinforced with durable 1000D panels. This material has a high cut and abrasion resistance and the elbows are further reinforced with Brush Guard, an ultra-thin flex film that is feather-light and greatly increases the scratch and abrasion resistance. It is tailored specifically so that you can wear it either with or without your body armor, and the Leatt collar works well with or without a neck brace. MSRP: $189.99 www.leatt.com Features: • Lightweight soft shell stretch and water resistant shell • Large ventilation with two-way zips and pockets • Pre-curved, zip-off arms • Tailored cut for off-road riding with or without body armor • YKK zippers • Reinforced with 1000D shoulder and elbow panels • Brush Guard fabric protection over elbows • Leatt collar: Works with or without a neck brace • Rear reflective safety print • Size: S-3XL

ADVENTURE BEGINS HERE

Voyager Pro, the next evolution of Trail Tech’s most popular off-road GPS, featuring our patent pending Buddy Tracking*, Bluetooth, and vehicle integration. *Ride group visible on map. Cellular service not required.

trailtech.net

#ridetrailtech

Wide Open

Pahrump, Nevada

Photo: Simon Cudby

2018

Wide Open

San Gregorio State Beach, California

Photo: Simon Cudby

2018

A L L- N E W B A D L A N D S P R O For the third generation of the iconic badlands pro series, we challenged ourselves and our partners to rethink the fundamental needs of adventure riders, defy convention, and build from the ground up the most innovative, exciting, and intuitive badlands pro yet.

THIS IS HARDWARE, NOT APPAREL.

# K L IML IF E

K L I M .C O M

Wide Open

Managua, Nicaragua

Photo: Tim Burke

2018

Wide Open

2018 Dakar Champion, Matthias Walkner

Photo: Dakar.com

2018

Wide Open

Panama City, Panama

Photo: Tim Burke

2018

Wide Open

Rider: Michael Metge

Photo: MCH

2018

Wide Open

Rider: Pablo Quintanilla

Photo: Photosdakar.com

2018

Motorex Cross Po

Ester-based engin performance for y

ower 4T is a fully synthetic PAO and

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South America PART 1

“Thank you for flying with us. The local time is 8 am. Please remain seated while we taxi to the gate.�

I had just touched down on runway 26R in Vancouver after 33 countries and 35,000 miles of moto-travel throughout Europe. My motorcycle was below me in an aluminum freight can in the belly of the A330 that just carried me over the Atlantic Ocean.

I was back in the USA and the longest, wildest, most ridiculous, hot/cold, good/bad, happy and now, a little bit sad, learning experiences of my life had just come to a close.

BY TIM BURKE

South America - Part 1 175 days were spent chasing European summer sunsets on the best paved and unpaved roads that the continent had to offer. Between the warm Greek waters of the Aegean Sea and the frigid fjords of Arctic Norway, the people and friends made along the way are what made the journey most memorable.

It’s these experiences, combined with a sense of vulnerability; being wholly exposed to your environments that makes moto-travel so unique.

It’s constant highs, constant stimulation, and constant change. It’s an awareness of your surroundings and consciousness for security of your motorcycle and your belongings. Bottom line, it’s adrenaline. It’s what gives 2-wheeled travel its addicting qualities. When the airplane touched down, so did this high. And I wasn’t ready.

South America - Part 1 Since I had sold my truck 6 months prior, and didn’t have anywhere to call a permanent home when I got back to Seattle, there was a feeling of emptiness. I lasted only 7 days before deciding to just load the bike again and point it south.

There were no plans: GPX tracks and wellplanned routing just isn’t my thing. Other than pointing my bike in the general direction of Antarctica, nothing was (or is) set in stone.

The next day, I’d hit the road, making my way through Washington, Oregon, and Northern California in one day. About 1,000 miles.

After just a few hours of being on the road again, even after being exposed to all that Europe had to offer, the western United States still makes me stop and stare. It reminds me why I love motorcycling in the USA so much.

I made pit stops along the way, seeing my friends and family that are scattered along the West Coast, even having the opportunity to meet the “newest” family additions.

Finally, I made a stop in the OC where I met with Upshift Online’s mastermind, the king of creativity behind the whole operation: Chris Glaspell. Chris’s garage is where we would prep the bike for the 30,000 some-odd miles ahead. Brake pads, rotors, tires, oil, plugs, and filters were all swapped out. Of course, one or two cold beers helped the process go over smoothly. For the first time in our friendship, we had the opportunity to go riding together in the hills of SoCal, though it was cut short by the devastating wildfires.

Summer in the southern hemisphere had already arrived and it would be gone in 5 short months. So after a few good laughs, and the blink of an eye it seemed, it was time to push off into a California sunset.

South America - Part 1 I crossed the Mexican border in Otay. The border crossing itself was a breeze. After getting my tourism visa, I was in! I then stopped to get my TVIP (Temporary Vehicle Import Permit) for $400 at the “Banjercito” which provides 180 days of unrestricted travel throughout Mexico.

This money is reimbursed upon exit.

A full moon-rise over the city of Ensenada helped ring in my first night “abroad” south of the border.

I can go on for paragraphs about how special Baja is, but I’d rather you go see for yourself.

There aren’t many things in life better than camping under the warm desert sky in motorcycle heaven.

1,200 miles were spent zig-zagging across Mexico’s best playground all the way to Baja’s biggest party: Cabo San Lucas.

South America - Part 1

South America - Part 1 The boat to Mainland Mexico is a 13-hour ferry from La Paz to Mazatlan. The ferry is almost $200 but includes dinner and a drink. Once the ship embarks, you’re not allowed access to your vehicle so I brought my sleeping pad and sleeping bag with me and set up camp in one of the ship’s common areas.

Once on mainland Mexico, I felt as though I was finally starting to get a taste of real Latin American culture, separated from the more touristic and ex-Pat orientated, Baja.

Mexico’s system of highways, some of them tolled, are in near perfect condition and allow you to cover a lot of ground efficiently, when necessary.

The real hidden beauty of this country though is found far away from the interstates and on the small twisty roads that crawl through tiny villages.

Southward I’d push on, from Guadalajara to Oaxaca City through unending beauty.

With seemingly no organization, I’d bounce along the coast, sampling cold cervezas the whole way down (for science purposes).

With every rotation of the tire, I’d leave a larger chunk of Mexico behind me. My last stop, perhaps my favorite, would take me to the city of San Cristobal, Chiapas. This city epitomizes that magic that is Mexico. It’s a lively city full of activity with no shortage of good food and drink.

South America - Part 1

South America - Part 1 It was here that I would cross paths with fellow adventure rider, Justin “JB” Brown (@ just_riding_around). JB, a wildland firefighter from Ontario, Canada was southbound on his bullet-proof KLR650. What started out as just a couple of cold beers turned into us teaming up for the next day’s border crossing: Guatemala.

That border crossing and one day of riding would eventually turn into (going on) 5000 miles. This is just one example, of many, that I have the motorcycling community to thank for the many incredible friendships that have been developed on the road.

South America - Part 1 Guatemala is where the real adventure riding begins. Within just a few kilometers of crossing the border, it’s obvious that this place can keep anybody with knobby tires busy for a lifetime. Steep gravel roads climb into the mountains on both sides of the highway.

The next 2 weeks would be spent exploring as many gravel roads through this motorcycle playground as humanly possible with southbound progress as each day’s mission.

Just after cresting a dramatic ridgeline, we got our first glimpse of one of Guatemala’s best gems. Lake Atitlan, an ancient volcanic crater, now full of water, is an epic highlight of Guatemala that should be on every ADV rider’s bucket list. Scratch that: it should be on everybody’s list, period. Steep switchbacks are unavoidable when traversing the roads around the lake.

My next stop landed me in the famous city of Antigua. It was there where I would team up with Guatemalan film company Chapin Films (@chapinfilms). The young film company from Guatemala City had contacted me about a month prior to film some motorcycle-related content.

I figured they just wanted some casual B-roll footage of a motorcycle so I agreed.

I mean, why would they want to film somebody whose bike is on its side at least a few times a week, and is stuck in mud and sand regularly and plans nothing? There are 1000 riders that do this travel thing better than me. Either way, I agreed, and the day with Chapin Films turned into one of the most challenging, demanding, and exhausting adventures I’ve ever had... but also one of the most rewarding days of motorcycling in my life.

South America - Part 1 It took 8 of us, over the course of an 18-hour day, to get this pig motorcycle up the side of the Volcán Acatenango to get a night shot of Volcán de Fuego blowing its top. My bike was on its side no less than 7 times. At certain points we had to use ropes and straps to get the motorcycle around tight, single track corners, clinging onto the sides of cliffs.

Having had over 6000 miles on my rear tire by that point in the trip, certainly didn’t help!

Just before sunset on December 14th, the Chapin Film crew and I crested a small ridge and reached, almost the top, of Volcán Acatenengo! Just a few hundred meters away, Volcán de Feugo, Central America’s most active volcano, simmered. Red hot lava boiled in its crater, ready to blast a million tons of molten rock into the atmosphere at any moment!

This is what we came for: So much teamwork and so much effort went into this moment. I started setting up my tripod and manually focusing my broken and dust-infiltrated lens.

Preparing for one photograph; I had only one opportunity to capture this moment. I had no experience with volcanic night photography so I was banking on luck.

I opted for a 30 second exposure at F/4. I wanted to absorb every lumen of light the volcano emitted into the Guatemalan night sky. I’d use the LED flashlight on my cellphone for just 2 seconds to ever so subtly light the foreground.

Last step: Crossing fingers.

My life over the past 10 years has revolved around not just exploring beauty on our planet via motorcycle, but also capturing it. If it means pushing the bike to the edge of the world (or up the side of a volcano) to get that shot, so be it.

South America - Part 1 Then it happened. It starts as a low rumble - almost like a freight train. The sound transitions into the simultaneous noise of crumbling tinfoil and a massive rockslide. You hear thousands of tons of earth clashing and smashing as boiling rock forces its way out of the planet. Then you see it: Like a fountain, red molten magma is ejected from the earth, straight into the sky. It’s coming out as fast as water does a garden hose.

Then I pressed the shutter release button.

After getting a shot that so much effort was put into, it took mental effort not to be complacent on the way down the mountain.

The next day, we covered about 180 miles to El Salvador’s capital city of San Salvador. Any day with a Central America border crossing though is a long day.

With Honduras on the horizon, we got yet another early start on the day to the border city of Santa Rosa de Lima where we would get a good night’s sleep for the complicated border crossing into Honduras.

Honduras isn’t a rich country. These issues with poverty are further complicated by deep-rooted political challenges. With recent elections, allegedly wrought with fraud, the country had been experiencing nationwide protests in the streets. With alarms set for 5 a.m. we arrived at the border to find out that the official results had been released just hours before. If the country was a simmering pot before, now it was a pot ready to boil over.

At one point during the paperwork process at border crossing, one guard said, “I’m washing my hands of you entering my country.”

South America - Part 1 It was then that we learned that once you cancel your permit in El Salvador, you’re not allowed back in for 72 hours!

We were in Honduras whether we liked it or not. We decided to just start driving. If things got hairy, we’d get a hotel and wait it out.

Shortly after leaving the chaotic border (for the record, all borders are usually chaos) everything felt normal. It was like any other motorcycle ride.

We came across the first road block in Nacaome. We passed the traffic and went right to the front of the line. After unsuccessfully waiting for 30 minutes to see if the crowds would disperse, we tried our luck at politely asking to pass through since we were just tourists. It worked!

The crowd, one side civilians and one side military, both parted! Some even giving us the thumbs up, hooting and hollering. They love the idea of adventure, just like the rest of us.

At another roadblock, outside of San Lorenzo, a person explained, “This isn’t about tourists, it’s about our government.”

This roadblock was impassable so we were given directions around it.

In ideal conditions, Honduras can be crossed in just two hours. It took us almost 6. As always, wise, informed, common sense-based decisions will keep you safe! These countries aren’t dangerous for the tourist motorcyclist. It isn’t scary.

Nobody is out to hurt you.

We arrived at the Nicaragua border at 4pm. At the snap of a finger, the roads got better. We’d zig zag our way south, along the Pan American Highway, through Leon and Granada to Lake Nicaragua, one of the largest freshwater lakes in the world. We loaded the bikes onto a ferry (that most certainly doesn’t meet US Coast Guard safety standards) and crossed to the volcanic island of Ometepe. There, we met @lifeunloadedRTW. It’s always great to do some riding with new people!

Due to the affordability and the unending dirt roads, in my opinion, Nicaragua is one of the best countries in Central America!

In the blink of an eye, 500 miles flew by and the “Bienvedidos a Costa Rica” sign and yet another border was ahead of us. As with the rest of Central America, finding your way off the beaten path is not difficult here.

Costa Rica offers the adventure motorcyclists limitless options. It’s worth noting though that along with Panama, it’s one of the most expensive countries in Central America. Christmas Eve was spent in the capital city of San Jose before pushing on to the south. I have to admit my surprise at the chilly temperatures in Central America when we were at 10,000 feet above sea level!

One of the best parts of travel, of course, is meeting new people along the way. Even cooler than that is crossing paths with a good friend who’s on their own journey. You’ve probably heard of Billy Gloege (@roadtripdown) but if you haven’t, you should follow his world-adventures. Billy and I left the United States around the same time. While my travels took me across every corner of Europe, and now south through Central America, Billy was on his way north on his Africa Twin, via Europe, Asia, Africa (top to bottom) and South America! We got together to put a few hundred miles of Costa Rican dirt underneath our tires on an out-and-back journey to Drake Bay in Southern Costa Rica’s “Osa Peninsula.” Drake Bay is only accessible via a single dirt road, often impassable in the wet season. It includes about 6 or 7 deep water crossings and loose gravelly sections of road: The perfect playing field for two rivals in the big ADV bike scene.

After a few hundred miles of epic riding (and maybe a more than appropriate amount of cold beverages) we shook hands, wished each other safe travels, and vowed to ride again soon.

South America - Part 1

South America - Part 1 Panama was up next; the final chapter of Central America. We had arrived to the hustling and bustling Panama City just in time to ring in the New Year with a killer lightning show.

There was something special, something symbolic, about crossing into the final country in Central America. I had read about the Panama Canal, one of mankind’s most impressive feats of engineering, since I was a child. When the massive container ships first came into sight, floating down the man made channel, I truly felt as though I had finally reached the bottom of the continent. The end of a chapter. It evoked a range of emotions as I reflected on the 5000 miles that had passed since (re) packing my bags in Seattle and heading south. It also represented a whole new continent ahead- a nervous, celebratory excitement.

The next step and the final “project” before South America, was working out the logistics behind getting a bike across the Darien Gap. Generally speaking, there are three options: Sail (with your bike), ship your bike (via container ship), or fly your bike via an airfreight company.

South America - Part 1 Each shipping method has its pros and cons. I really wanted to sail with the bike via the San Blas islands but all dates were booked. Shipping it via container usually costs approximately $650 dollars. It’s the cheapest option but also takes the longest. Additionally, getting the bike out of a port is almost always a logistical nightmare. I opted to fly the bike. Similar to how I got the bike to Europe, I elected to fly it via airfreight. I utilized DHL who is experienced with motorcycle shipping and made the paperwork easy. The total came out to $850 from Panama City to Bogota.

The bike arrived the next morning, ready for the Colombian Customs process.

9,000 miles, 8 countries, and 3 months - I can’t believe how many amazing memories Latin America has given me already. There is no shortage of smiling faces and honest people here.

South America - Part 1 If there’s one thing that Latin Americans know how to do, it is how to celebrate life and spend time with family and community.

These priorities have been apparent in every single village along the way. Town centers are action-packed places. People are encouraged to congregate. Parades, celebrations, and dance rituals occur regularly. It’s hard to not have an ear-to-ear smile on your face when experiencing this.

These countries, much like where you probably live, are places where common sense, wise-decision making, and discretion go a long way in keeping you safe.

Anyways, it’s a New Year and a new continent and I’m on my way to Patagonia. Stay tuned!

C A L I F O R N I A

D R E A

First Ride: Ducati Multistrada 1200 Enduro Pro 35,000 feet up looking out of the window at the expanse of trails below on the flight to the San Francisco bay area, wondering how it would be possible to ride all of these dirt roads. I was flying north to meet up with our friend Nick McCabe from Ducati USA at their brand new HQ in Mountain View, CA. Going to pick up a new Multistrada 1200 Enduro Pro for a long term test, the plan was to head down the iconic US Highway 1 back to Los Angeles.

I first laid eyes on the new Ducati Enduro Pro at the Long Beach IMS show a few months ago. This big ADV bike really strikes a mean profile, and at 152hp it also has the power to back it up. The Pro is chock full of riding options and refinements to enhance your offroad experience with various Ducati Traction Control and ABS settings. The Testrastretta DVT motor and the single titanium exhaust by Termignoni are really things of beauty, and it almost seems a shame to get this machine dirty. Almost…

We loaded up the Ducati aluminum side cases (optional) with our camera gear and some extra layers and hit the road. Winding up the rain slicked roads we were soon away from the urban sprawl of the San Jose area. I had the bike in “Touring” mode to start to get a feel for the handling and power delivery. There are four riding modes: Sport, Touring, Urban, and Enduro each with different throttle response characteristics, traction control settings, DWC (Ducati Wheelie Control), and ABS settings. The electronic Sachs DSS (Ducati Skyhook Suspension) set-up is also constantly adjusting with semi-active damping and preload for different road and trail settings, keeping the Enduro Pro at optimum performance.

BY SIMON CUDBY

M I N G

First Ride: Ducati Multistrada 1200 Enduro Pro Rain and slick roads are not the perfect first impression for any big adventure bike, and all I could think was “Do not drop it!” As we reached the coast the sun had popped out and dried the roads considerable, so I flicked through the big color TFT display menu to Sport mode, and let the big Italian bike eat some road. With huge crashing waves on the right and an empty road in front of us, we made quick work of the road miles south to Monterey for an overnight stop.

On the road again nice and early through the Carmel Highlands onto the rugged wind- swept Highway 1. At the recently repaired Bixby Bridge we made a quick left and found a good dirt fire road heading up into the trees. In “Enduro” mode now, and it was grip-it-and-rip-it time, the suspension performed well and I was purposely trying to take some bad lines to see if I could get the big “clunk” sound from the front end bottoming out that is so common on 500lb plus bikes. Not this time though as the DSS system was able to handle square edge hits and g-outs really well. In Enduro mode there is just the right amount of traction control and you can still get the rear end to break away slightly in turns to help with your direction changes, and more importantly to do some roosts in the damp hero dirt. The 19” front and 17” rear wheels come stock with Pirelli Scorpion Rally tires, and I was impressed with how well these tires handled the slick dirt and mud. Once we returned to Highway 1, Bixby Bridge was covered in tourists with their selfie sticks and drones.

BY SIMON CUDBY

We stopped in Big Sur for coffee and a snack, then continued south through never ending twisties and epic views. Due to a large mudslide further south, we cut inland across the Nacimiento Ferguson Road and found another great dirt road along the top ridge. If you just stand up and treat the Pro like a big dirt bike it’s very capable, and the TC and ABS settings in “Enduro” mode always seem to be just right.

First Ride: Ducati Multistrada 1200 Enduro Pro

First Ride: Ducati Multistrada 1200 Enduro Pro

First Ride: Ducati Multistrada 1200 Enduro Pro

Off the dirt and back into “Touring� mode through Fort Hunter Liggett on some great wide open roads. We saw a lot of good dirt roads splitting off from the asphalt, but the big signs warning of unexploded ordnance were enough to keep us on the pavement.

Through Paso Robles, then back down through the concrete jungle of the LA basin.

The Multistrada Enduro Pro handled everything with ease on our trip, and I had zero issues. This is just our first ride on this bike, so stay tuned for some more Italian adventures! For more information on the Ducati Multistrada 1200 Enduro Pro Click Here.

ANDREW SHORT DAKAR COMPLETE Rockstar Energy/Husqvarna Factory Racing Rally Team Rookie Andrew Short Andrew Short completed the 2018 Dakar Rally, coming in 17th place overall in the motorcycle class. “Shorty” suffered several high-speed crashes, including one on the penultimate stage, forcing him to ride the remainder of that day and the final stage with a broken tibia and fibula.

He is now back in Texas resting comfortably and was gracious enough to allow our second interview. Enjoy!

Seiji Ishii: Was Dakar the hardest thing you’ve ever done?

What were the main challenges for you?

Andrew Short: I wouldn’t say it’s the hardest thing I’ve ever done because of my mindset going into it. I threw myself into it, it was a dream to be able to go, and I was excited to go! I think for some people that don’t have as much passion, or they look at it like a job, it would be difficult, almost like torture. But for me, even when I was getting up at 3 a.m. when I was dead tired and had no sleep, I was stoked because I didn’t know what was around the corner.

I was just happy to be there, to have that amount of support, and to have the opportunity to experience it. Sometimes the guys on the team would laugh at my excitement; it was more of a job for them with more pressure. There was no expectation for me to win, I was just there to learn and try my best, so I had a different mentality.

Words: Seiji Ishii

Photos: photosdakar.com

Was it tough? Absolutely. For me, the toughest part was no sleep; other than that, it wasn’t too bad. I had the multiple crashes and injuries, which I didn’t expect. I would crash, instincts took over, and I would just hop up and go.

It was hard, but it wasn’t the hardest thing I’ve done in my life because I was just so stoked to be there.

Ishii: What skill/fitness/preparation improvements do you think will make the most significant impacts of getting a better result next year?

Short: There were things that I knew would be challenging; the navigating, especially in Peru during the first week, and not knowing how the race worked, but towards the end, I caught on. The navigating, I lost

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a lot of time in the beginning. The top guys get lost too, but they figure it out so quickly. I would be looking for a waypoint for ten minutes, and the other guys, it would only take them 45 seconds or a minute. That adds up when you’re riding all day.

One thing that I didn’t think about, that I got smoked on, they call it piste sections. I would pass a lot of people in the sand and vegetation; picking lines, it was more moto style, so I had an advantage. And I was in good shape compared to the other guys; they would get tired and slow down, but then in the next dirt road piste section, all those people would just pass me back. They have complete faith in the road books, so if there is a blind crest, and the road book didn’t show anything gnarly, they would just hold it wide open. Sometimes I would see them shoot off the road and shoot back on; it was gnarly.

I remember this one thing that was funny. I would come back at night and talk to my teammate Pablo Quintanilla, telling him that I was frustrated; passing all these guys and they just smoke me later. He said, “Andrew, you value your life too much” which is funny but also shows you the mentality that is required to be fast at the rally. Those guys are a little more on edge.

The other things, my fitness, the mentality was good, I was excited, I had a good bike, so I was in a good spot. If I didn’t have those things, the first answer would have been a lot different; I could have been miserable. Being in a good spot with all these things allowed me just to embrace the journey.

Ishii: Overall, were you conservative with your speed to ensure finishing?

Short: Overall, I felt like I was conservative with my speed, especially in the first week, not knowing what to expect or what was around the next corner. I wish I would have pushed more during the first week, but at the same time, I didn’t want to be the idiot that crashed out in the first week. I think being conservative was appropriate, being a rookie, and not being educated on how the event worked or how gnarly it was.

I saw plenty of people laid out, so I think how I approached the race wasn’t too bad. I was hoping to be more competitive, but at the same time, I knew where I was at going into the race. I trained with some of the top guys, Toby (Price), my teammate Pablo, and I knew I was off the pace at the last training session.

I was hoping I would get better.

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I had to respect the race; I knew it was dangerous, but I didn’t realize just how dangerous it was.

One day in Bolivia I saw a dead llama on the side of the track. That night at the team meeting, they were giving Laia (Sanz) a hard time, she was saying she hit the llama at full gas, 150 km/ hour. She’s a big animal lover, so I expected her to be sad, but she was saying she was happy that she wasn’t dead. I expected Dakar to be dangerous but to see it, man, there’s so much stuff that is so gnarly. You have close calls; it’s one of a kind, so challenging, so many things that draw me in and make me want to come back better than ever.

Ishii: Do you now have a results goal for the upcoming rally season and Dakar?

Short: Now that Dakar is over, the honeymoon is over. I signed up late; I didn’t know I was going

The race is over, so I need to regroup and reflect on where I am. The goal is to be more competitive and towards the front. I don’t want to put a number on that; I think that is a trap. I just want to be the best rally racer I can and be more competitive. When I get to the line, I need to know that I will be more in the race. At this last Dakar I was trying to limit my losses, not get hurt, learn and just finish; but at some point, I need to move past that learning phase and get into race mode.

Six world rally races that will give me the opportunities to get more confident with navigation, the racing, the style, and the strategies. Right now, I don’t have an approach outside of getting to the finish line. Those top guys, they know when to push and when to hold back, it’s a chess match for them. I would also like to be more towards the front to be able to help my teammates if there’s an issue. Right now, I might be 20 minutes behind them, and by the time I get there, it’s too late to help.

The team has been patient with me and has been guiding me, but the patience will run out, and it will be time to perform. I broke my lower leg, but I have time to get well. I have the experience now of racing for 14 days, and I have so much more knowledge to help me race better.

Ishii: I know you had a few high speed get offs and one that resulted in a broken tibia and fibula.

Can you recall the reasons for these crashes and is there anything you can do to lessen the negatives, or are those types of crashes just part of the deal?

Short: I have never crashed so much in my life, I lost track of how many tip over crashes I had fighting my bike in the sand. Those take a lot of energy, especially at altitude, like in Bolivia.

Picking up that bike, full of gas, and it’s buried in deep sand, just exhausting. I thought I would have one high-speed crash, maybe two, but not four! It’s not like there is any warning. I thought about that a lot. It’s not like motocross, where you swap, and you just stay in it. The big rally bike, when it’s full of gas, with the bigger tires with smaller knobs, they don’t clean out as much, it’s so different.

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to be involved with the team, I was just stoked to be there. It was just a fantastic opportunity.

ANDREW SHORT DAKAR COMPLETE

My biggest crash, I was in this high-speed rio (dry riverbed), it was a little slimy on top from rain, and I had just passed my teammate back from missing a way-point. I was frustrated; it was towards the end of the day, it was the day that I did the best because so many others got lost. I was frustrated and trying to make up ground, which is a huge no-no in the rally. I shouldn’t let a mistake get to me and speed up the brain. I want to be able to regroup and get back into the zone. I was just mad, it wasn’t coming as easily as I had hoped, and I was just pinning it around this high-speed sweeper, going super fast. I saw a slimy spot, but it looked perfect, I was full throttle; I think the rear tire was just packed up, and it just stepped out on me.

I did a high-speed, high-side get-off, road race style. I have never crashed at that kind of speed, never crashed so hard in my life. Somehow, I didn’t break anything. I hit my head; I couldn’t

ANDREW SHORT DAKAR COMPLETE

hear anything for a while. I destroyed my nav tower, broke all the computers, so I had to follow tracks for 70 km. Luckily it was mostly just rios and at the end of a long day. Nevertheless, it was gnarly.

Once I got to that point, I thought it was over. Then on the second to last day, I broke my leg.

There was this awesome rough section. It was like Southwick, sandy, rough, everything the rally guys aren’t super good at, I believe, but it was great for me. I pinned it, and there was this 100-foot rock section, for me, I just look through those and go full gas. I hit a rock, the back stepped out on me, and I high-sided again; it happened so quick, I didn’t know what happened.

A lot of it for me is understanding how the big bike reacts under those situations and how to compensate. I think I’m still used to a lighter moto bike and powering through that stuff. I’m still on the learning curve; I’m beat up from head to toe, I think that’s normal when you crash a big bike like that. I should be more thankful than bummed because all I have is a broken tibia and fibula.

Ishii: Did you help another rider out on the course and did you receive help if needed?

Short: Yes, some of the things were shocking, it’s like a war. You see a bike. Someone crashed and got hurt, they airlifted him out and just left the bike there. So I saw a lot of bikes just left out. So I see that, and I know that the guy got messed up and they had to life flight him out.

That part was gnarly; I ride by, and the crew gives the thumbs up, but the guy isn’t moving. I saw that multiple times, especially in the first week.

I helped my teammate Luciano; he’s the younger developmental rider at KTM, he had an issue with fuel lines. Some of the guys are good at working on bikes, and some are horrible, it surprises me; for rally racing, I think that ability is important. I was able to put a new line on and some fittings and was able to get him going. That was cool, I burned a lot of time, but that’s how it is, and hopefully, someone will stop for me.

In Bolivia, Franco Caimi, the Yamaha rider, got stuck in the mud a couple of times, so I helped him with Rodney Faggator (another Yamaha rider). I rode with Rodney a lot, he’s from Australia, he was super cool, one of the good guys that I met, we were the same speed. He’s competitive fast, had a good mentality; I enjoyed that.

He was a big dude, so he was good at pull-

I think that’s the spirit of rally racing. The top guys, I don’t think they stop. My one teammate (Quintanilla), he had some issues after the marathon day, he needed parts that were on my bike, so I was able to help him. Unfortunately, by the time I got there, he probably wasted 40 minutes waiting for me, so his Dakar was over because I wasn’t close enough. I started 28th that day, and that was the day after I helped Franco out of the mud, so I lost some time, and that stuff just dominoes. I felt terrible that I wasn’t able to help Pablo more, and that’s part of my future goal, to be able to help the team more. But I feel like that’s all part of the game, you ride in the desert for that long, those scenarios are going to happen, there are going to be problems.

You know people get hurt at Dakar, but when you see it, it’s gnarly. Luciano, the same kid I helped, he crashed badly on the Salta stage, his hometown stage, riding by him, I saw him getting loaded into the helicopter. It’s hard to see your buddy hurting; you don’t know if they are OK or not, it’s a tough thing.

ANDREW SHORT DAKAR COMPLETE

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ANDREW SHORT DAKAR COMPLETE

Ishii: Did the race exceed your expectations of challenge and adventure?

Short: In some ways, it was different than I expected, but in some ways, it was exactly how I envisioned it. It was what I was hoping for: it was challenging, adventurous, but the thing I liked the most was the passion in the paddock and bivouacs. There’s a lot of money and wealthy people there, but it doesn’t matter, they are all there because they love racing. I felt like it was a bunch of wealthy people just suffering together. Then there are the Malle Moto guys, they had nothing, but they were so stoked to be there. The wealthy car guys are the same as the dudes in Malle Moto that are barely getting by. There are people from all walks of life, all there for the same adventure.

I felt like we rode a lot. Thinking back, I got up at 3 a.m., on the road by 4 a.m., getting back at eight at night or later. That’s a lot, but being in the moment, all that went by quickly. Maybe as the years go by or if I had done it a lot, maybe it wouldn’t go by so quickly. I expected more riding I guess, but being so stoked; it went by so fast.

Peru was amazing; I felt like that was the real Dakar. The terrain, the landscape, the challenges. There was one time I got stuck in the dunes, and I didn’t know if I was going to get out. I was thinking “this is it, my Dakar is over.” I was trying to take a shortcut through some dunes; it said to go around.

The roadbook stated to go around the dunes because they were like quicksand. Those challenges, I’m stuck in the dunes, my heart is racing, sunk both wheels to the skid plate, those times were amazing. Or another time in Peru, I was going down a hill that was so steep and so long, I thought I was in a movie.

Going down it, I was in first gear, but the bike is falling and going so fast. I was zigzagging, there were sand avalanches all around me, Ricky Brabec was in front of me, but he’s still pulling away. I was so uncomfortable, but it was a cool feeling at the same time; I will never forget times like that.

In Bolivia, the land and scenery were terrific, but riding wasn’t that great honestly. To me, Peru was crazy cool. Argentina, it was a mix between the two, it wasn’t as grand as Peru, but the riding was challenging and the people were great. The people in Dakar were crazy, I have never seen so many people just lining up the sides of the roads, that part was also super cool.

Ishii: Describe day-to-day things that you think a fan wouldn’t know and would find interesting.

Short: Dakar life, day in and day out, is pretty much the same. I woke up super early, always an hour before the start time. I had to stuff down some food, that typically wasn’t that good or what I would usually eat. Sometimes I would just eat a chocolate bar just to get something in me.

The liaisons are just roads, just cruising. Once the special stage starts, it gets super fun. One thing I didn’t expect; at Dakar, the road book had triple notes; I had never seen that before. The book would say, at 1.2 km, the cap will change to this in the valley, and at 6.8 km, it will do this and that. I would read it and say, “why didn’t you just add another note.” They are just trying to make the navigation more complicated. I would take a lot of time to modify, cut, paste, and color my road book. To do the road book at night was way more complicated and took longer than I expected, it would take me three to four hours, four most of the time. I didn’t get it until five at night, so I would finish it, try to eat, and get to bed. Then I was up at three; it goes by quickly.

The eating wasn’t as hard as I thought. The Europeans, they aren’t as used to the heat like I was from motocross in the U.S., so they had more problems trying to eat at the high temperatures. I didn’t lose a lot of weight as I expected, my weight stayed the same. We had a doctor that weighed me before and after each day, and I was pretty much the same.

It was physically hard, but I think any serious moto person would have no problem with the conditioning part, as long as they love riding.

The hardest part for somebody new was the race format and etiquette, but having someone guiding, it made it manageable. From all the stories I heard, it was everything I expected regarding how the race works.

It was so cool to see and experience the emotions, how pumped the people were, and to see how fast the top rally guys are. I got to train with them, but to see them compete, it was another level; the risks they take and how they can be on edge all day, it was astounding.

Ishii: Any cultural experiences that were interesting?

Short: It’s just crazy how big rally and Dakar is down there. Riding to La Paz in Bolivia was a moment I will never forget. 40-50 km from the city, so many people were already lining the road, four to five people deep on both sides. Some people were protesting the race; Bolivia isn’t a rich country, and the rumor was that it costs two million dollars a day to bring the race to their country. There isn’t much going on down there, so having the Dakar come through was so exciting for the locals. I will never forget that atmosphere, to hear it, see it riding into a city like

ANDREW SHORT DAKAR COMPLETE

that. Coming from the U.S. where hardly anyone knows about rally racing and the Dakar, it’s cool to experience how much South Americans love it.

Ishii: Do you feel that the rally scene is friendlier than the motocross/SX scene?

Short: I wouldn’t say it’s “friendlier” than MX or SX, it’s just different. In MX/SX, it was almost better not to be friendly with the competition. It wasn’t great from the human side, but it was better for the competition side for me. It was hard for me to pass my buddy, it was easier to be aggressive and try to win if it wasn’t a “friendly” thing.

The rally was a race within myself. Yeah, there were competitors, but there was so much other stuff going on that I was trying to conquer so I didn’t put attention on others. It was a race against the clock; the racers didn’t start at the same starting gate, so there was some strategy.

Sometimes I depended on other competitors to help me and vice versa.

Even the vibe afterward, I walked around and saw the passion. Antoine Meo, I love that guy!

He’s smart, super fast, technical rider, a master at anything on two wheels; he’s a multiple time enduro champ. Every night, he’s drinking a beer! It’s a gnarly thing, and he’s just relaxing.

I never saw that in motocross.

I liked the atmosphere a lot better at the rally. It takes so many people to make the team go around, and they all seem like they were there for the right reason, the passion. The team staff, they were special people, it wasn’t just about the riders, it took the whole team. That was true for every team, including the Malle Moto guys like Lyndon Poskett. He and his media guy were cool and there for the right reasons, it wasn’t the money. That’s the passion, and it’s the same for the side by sides, the quads, the cars, even the race organization’s staff. It was cool to be a part of it all and experience it.

Short: I have between six to eight weeks before I can ride. I broke my leg with two days to go. It was a crazy day of riding with my broken leg. I had to ride over 100 km of sandy, whooped out terrain. The rest of it was just fast fire roads, so I was thankful for that. It was a long day, I started at four a.m., and I got in after 8:30 p.m. 90% of that was with my broken leg; it was crazy.

There are six rounds of the FIM Cross-Country Rallies World Championship. The first one is in Abu Dhabi in March, then Qatar, three in South America, and one in Morocco before the Dakar next year.

That’s my game plan, and I hope to do some fun events in between, like riding in Colorado. I’m a little bummed because Abu Dhabi is the same weekend as the Rocky Mountain Rally and Qatar is the same weekend as Sonora, so the two cool rallies in North America are at the same time as world rounds. Those were events I enjoyed last year.

This year is the first time I will be home for multiple weekends in a row. Last year, I went to every supercross round and tested in between for my old job with the Honda race team. For me to be home, it will be the first time in 17 or 18 years, so I want to enjoy that.

I’m hooked on rally so I want to be the best I can be and see how I do at the Dakar next year.

Upshift Online would like to wish Andrew Short the best in his recovery and preparations for the 2018 FIM Cross-Country Rallies World Championship and the 2019 Dakar. He will continue to be a part of the Rockstar Energy/Husqvarna Factory Racing Rally Team.

ANDREW SHORT DAKAR COMPLETE

Ishii: When will you be able to return to training and when and where is your next race?

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TESTED

BY SEIJI ISHII

Gear Care with Nikwax Products Maintaining and Protecting Your Investments In Adventure Riding Gear Adventure riding gear isn’t cheap but it does the job of protecting the rider from both the weather and get-offs, performing these jobs while still keeping the rider comfortable across a wide range of conditions.

High-quality gear, such as those offered by brands like Klim and Alpinestars, can be a significant expense, so proper care is prudent to ensure a return on investment.

High-end riding gear often employs waterproof/breathable membranes such as Gore-Tex, an expanded polytetrafluoroethylene (ePTFE) membrane which keeps liquid moisture out while simultaneously allowing vapor moisture to escape. The membrane is also windproof, allowing less than 1.0 cfm of air permeability. This ability to vent evaporating moisture while blocking water and wind is made possible by the nine billion pores per square inch in the membrane. Each pore is large enough for water vapor to pass through but much too small for liquid moisture to cross. This .01 mm thick membrane is fragile, requiring at least a bonded outer fabric, and in adventure riding gear, a bonded or suspended inner layer. Other waterproof and breathable membranes work via a similar micropore strategy.

The outer fabric layer is an integral part of the system. Typically constructed of abrasion resistant nylons, this armoring layer must be coated with a Durable Water Repellent (DWR) finish to maintain the function of the waterproof/breathable membrane and comfort of the garment. If the outer fabric layer “wets out,” not only does the garment feel cold and clammy against the rider’s skin, it becomes much heavier, tends to sag onto the body, and can lose up to 70% of its breathability.

DWR treatments consist of a polymer coating that forms microscopic hairs that present a “prickly” surface that encourages water droplets to band together and roll off the surface.

Both the microporous waterproof/breathable membrane and the DWR coating can only function if they remain relatively free of contaminants.

Body oils, dirt, bike lubricants, sunscreen, bug spray and exhaust smoke can clog the tiny pores in the membrane and the microscopic hairs of the DWR treatment. Clogging the pores of the membrane traps evaporating body moisture on the inside of the garment and causes the hairs of the DWR to flatten out, compromising their ability to bead and shed water.

Nikwax’s Tech Wash is a soap-based biodegradable cleaner specifically designed to remove contaminants while preserving and revitalizing the DWR finish. Tech Wash is superior to commercial detergents that may contain perfumes, conditioners, bleaches, softeners, waxes or oils. These can adhere to the fabric, leaving a hydrophilic (water attracting) residue that can promote wetting out. Tech Wash is formulated to remove such residues left over from other detergents. Using Nikwax Tech Wash ensures that contaminates, both accumulated through riding and washing with standard detergents, are removed safely so that both the waterproof/breathable membrane and DWR coating can function as designed.

DWR finishes must be “recharged” after washing by tumbling in the dryer on a warm setting for about 20 minutes. Instead of a dryer, a warm iron, with a towel underneath, can be passed over the garment surface to revive the DWR. Eventually, the DWR coating will wear and wash off; this will be apparent when water stops beading on the garment surface, even after washing and heating. Nikwax TX Direct is a water-based, non-flammable, volatile organic compounds (VOCs) free, and fluorocarbon free DWR treatment that reestablishes the water beading ability of outerwear. It is available in a wash-in formula as well as a direct spray-on for items that cannot be machine washed or have a wicking inner liner (the hydrophobic treatment negates moisture absorbing ability). Heating the garment after the application isn’t necessary.

Adventure riding pants often have leather patches on the inner legs for heat protection and enhanced grip. These leather items also have DWR coatings to prevent wetting out and contain tanning agents and lubricants to prevent drying, cracking, splitting and microbe growth. Water absorption reduces breathability and removes tanning agents, thus reducing the performance and life of the leather.

Nikwax Leather Cleaner safely removes dirt and stains while revitalizing the leather’s DWR finish. If the leather absorbs water even after cleaning, Nikwax Leather Restorer reapplies a fresh DWR finish without the use of animal fats that can be typical of other leather conditioners, which can weaken stitching and encourage microbial growth.

Nikwax also offers Visor Proof, a water-based, biodegradable, non-flammable, and fluorocarbon free spray-on treatment for visors and goggles. This product enhances vision in rainy or foggy conditions by beading water, allowing it to shed off. Think of it as DWR treatment for your visor or goggles.

Nikwax has a long and proven history in the outdoor industry, the brand recognized as a leader in waterproofing outerwear and gear. I have used all forms of Nikwax products for as long as I can remember, trusting them to clean and treat gear that at times is essential for survival in harsh mountain conditions. I trust Nikwax products to provide the same level of care and performance for my adventure riding gear. Go to www.nikwax.com for more information.

TESTED

BY CHRIS T OPHE NOEL

Fly Racing Trekker Helmet There are many products you typically don’t want described as price-minded. Motorcycle helmets usually fall into that category, but the Fly Racing Trekker proves high-quality products needn’t always command a steep price.

Designed to blur the lines between dual-sport and adventure helmets, the Trekker was created to offer riders maximum versatility. Unlike other crossover helmets which are little more than an adventure lid with the shield removed, the Trekker’s shape and features were specifically engineered to accommodate goggles. The face aperture is cut wide to reduce frame interference and the back of the shell includes pronounced ridges to retain a strap. Adding convenience, the shield is mounted to a highly-placed pivot which permits the use of goggles with the shield attached in either the open or closed positions. Strong detents in the main hinge ensure the shield stays put and seals tight against the shell when lowered.

With 16 vents including an air gulping opening on the chin bar, the Trekker’s warm weather performance is superb. While on a 2,000 mile ride through southern Chile, early morning starts demanded the use of a balaclava and the closure of the six adjustable vents. In that configuration the remaining intake and exhaust ports circulated enough air to keep the interior from feeling stuffy and helped to reduce fogging of the shield.

Constructed with an ECE/DOT approved polymer shell, a size large Trekker tips the scales at 3.9 pounds. Although not as light as other helmets in the segment, the weight is well balanced and even after multiple 8-hour ride days, neck fatigue was minimal. Further reducing shoulder strain, the adjustable peak visor was surprisingly stable, even with strong katabatic crosswinds blowing off the Andes. Well-padded and comfortable, my only minor grouse is with wind noise at cruising speed. For long days at high revs, earplugs are essential.

Although it was initially quite snug when pulled from the box, the liner eventually relented and felt true to size. When compared to helmets serving higher pay grades, the Trekker holds its own and makes a strong case for being––price minded. Go to www.flyracing.com for more information.

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TESTED

BY SEIJI ISHII

Alpinestars Tech 7 Enduro Boot Discerning ADV and dual sport riders ask a lot of their boots: protection from injury first and foremost, but also sensitivity to controls and chassis feedback, shelter from the elements, and comfort. These requirements can be at odds with one another, safeguarding against injury commonly reducing sensitivity and comfort.

The increasing popularity of ADV riding has produced several ADV-specific boots. These are commonly lower in height compared to MX boots, high in sensitivity and comfort, waterproof, have soles that provide the flexibility and traction necessary for walking or pushing the bike, but have reduced protection from injury. They are akin to trail boots but fortified for heavier duty. Motocross boots lie on the other side of the spectrum; being higher, offering the most protection from injury, but the least sensitivity, comfort, weather resistance, and their stiff and smooth soles have little hiking ability. These boots often come with a hefty weight penalty.

Alpinestars has a comprehensive array of boots that cover every conceivable category of motorized fun. Their venerable Tech 10 boot has been a stalwart in the professional motocross and supercross racing game for over a decade and they sit at the top of the list for protection against injury but at the bottom for sensitivity, weather resistance, and walking ability. Alpinestars also carries a few ADV-specific models, which lie quite a ways down in protection but with drastic increases in sensitivity, comfort, walking ability and weather resistance with waterproof/breathable membranes employed. Although the Toucan and Corozal models address the needs of the ADV rider admirably, riding in more demanding terrain at higher speeds often leaves a desire for more protection.

The Tech 7 boot lies in the middle of the protection/sensitivity spectrum in Alpinestars’ motocross line up, and the Enduro version of the boot gives the nod to the ADV and dual sport crowd by adding traction to the sole. This lugged sole allows more effective walking and hiking in terrain typical of adventurous journeys and also allows more bite on the footpegs, particularly in the fore/aft direction. Other than the sole, the Tech 7 Enduro boot is identical to the Tech 7 MX boot. Compared to adventure specific boots, it comes much higher up the shin and offers the protection necessary for motocross riding. The compromise is reduced sensitivity, weather resistance, walking ability, and potentially long range comfort.

I tested the Alpinestars Tech 7 Enduro boot over a six month period both on ADV tours and rigorous dual sport outings. The added protection was obvious immediately, the stiffness and impact protection provided by the TPU shielding that covered the majority of the boot apparent the first time I stabbed my foot on rocks, the structural integrity resisted both impact and torsion. Standing on the pegs during harsh G-outs or slamming square edges exercised the value of the steel shank, which protected the foot and reduced fatigue. I have crashed and ended up with my lower leg and foot trapped between my bike and roots, but I suffered no injuries or soreness. The overall rigidity prevented any crushing, twisting or penetration injuries. The shin plate defended my lower leg against rock roost and clipping woody brush at high speed. The boot also incorporated a “blade flex system” that allowed ample ankle flexion and extension but effectively prevented injurious hyper-flexion.

The Tech 7 Enduro boot was a huge step up in protection compared to ADV- specific boots, but not without cost. The stiffness of the sole and steel shank reduced chassis feedback coming from the pegs and lessened rear brake pedal feel. The medial sides of the boot had completely flat TPU paneling with textured rubber inserts that provided excellent grip, but all the stiff layers between bike and body muted tactile feel. The toe of the boot had a short profile which provided a close fit between the top of my foot and the upper of the boot which provided a great feel of the shifter. Combined with the grippy rubber shifter panel, it was the one area of the boot where sensitivity and control were excellent. Compared to motocross boots, I found the overall comfort of the Tech 7 Enduro to be top notch while riding, even for 10+ hour days. Although the ball of the foot was flexible for walking, the height and protective features of the boot produced the typical motocross boot waddle, especially with knee braces. Breathability was almost non-existent, but that was on par with all other boots. Rain resistance was also typical: water entered and seeped from the top before it soaked through the uppers. These boots are without a waterproof/breathable membrane, so water crossings and extended exposure to torrential rains eventually caused soak through and extended drying time as the liner would become drenched.

Other niceties of the Tech 7 Enduro were the wide opening for ease of entry, velcro upper closure, and four robust closures down the rest of the boot. The closure buckles and straps were easily adjustable and retained their settings. Their aluminum lever provided ample leverage for both closing and opening, and recessed positions prevented accidental opening or snagging. All buckles, straps and arch inserts of the sole were user replaceable. Full soles were replaceable by Alpinestars services, and the boot was CE certified. I found the weight of the boots reasonable for the amount of protection garnered: A verified 7.9 lbs/pair in size 10, compared to 5.8 lbs/pair for Toucans, and 9.2 lbs/pair for the Tech 10’s.

The Alpinestars Tech 7 Enduro boot is essentially a mid level motocross boot with a traction enhanced sole. It provides a much higher level of protection in exchange for some sensitivity, comfort and weather resistance compared to ADV- specific versions, a fair trade for me, and I will be donning these boots for any dual sport or ADV ride that has terrain more challenging than dirt roads. MSRP: $349.95 www.alpinestars.com

TESTED

BY SIMON CUDBY

Mosko Moto Nomad Tank Bag Our recent big bike trip to Baja was a good test for the latest tank bag from Mosko Moto. The Washington state based company is quickly becoming the leader in innovative soft luggage and bags, and the Nomad is no exception.

Moving away from the “toaster” style bag design, the Nomad is full of specific pockets for all of your bits and pieces. With six layers of storage, once you initially remember where you put your items, it becomes second nature when you quickly need your cash, a tool, or your flashlight. The layers are all different sizes, so they are good for items of various sizes from cables, to extra gloves.

A feature we really liked was the built-in 1.8 liter Platypus hydration bladder. This takes the weight from your back, and places it on your bike. The bottom layer has two crushable backpack straps, so it’s easy to unclip your tank bag and wear it like an actual backpack. The bag is expandable so if you want to run it in a lower profile, it’s easy to remove the hydration bladder and map pocket and cinch the bag tighter onto your tank. Also included with the Nomad is a waterproof rain cover in case you hit some bad weather on the trail.

The Mosko Moto Nomad has become our favorite bag on our ADV bikes due to its unique and well thought out design. MSRP: $199.99 Available at www.moskomoto.com

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Rally Pan Am’s Free Rally Navigation Class Educating and Preserving the Traditions of Road Book Navigation

Rally racing, although wildly popular in other parts of the world, remains obscure in the United States. International rally events, like the FIM Cross-Country Rallies World Championship and the Dakar, garner massive media attention and competitors from around the globe, but coverage in America is slim, resulting in a weak fan base and lack of knowledge.

Motorcycle rally racing worldwide has a rich history built on heroic efforts by hardy individuals and teams alike, and there are a handful of die hard supporters in the U.S. One of the groups leading the efforts to maintain this heritage is Rally Pan Am. Rally Pan Am originated as an international racing effort, born in the United States, during the early 2000’s.

A ragtag handful of dedicated and resourceful riders built bikes, garnered sponsorships, built support trucks and fielded elite riders to compete in international rallies. This tradition carried on; the Rally Pan Am teams posted respectable results through the 2016 Dakar.

Words: Seiji Ishii

Photos: Simon Cudby

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In 2017, Alex Martens, owner of Konfict Motorsports, took the helm at Rally Pan Am. Part of the organization’s manifesto is to educate the public in the United States about rally riding and racing. Road book navigation is a cornerstone, and Martens and crew wish to alleviate the ignorance surrounding the mindful and esoteric skill. Rally Pan Am is offering free rally navigation classes, and Upshift Online attended the inaugural class, held in Pahrump, Nevada, on January 12th -14th.

The first day of the Rally Pan Am Rally Navigation School consisted of a parking lot lecture on the basics of assembling, reading and “painting” the paper road books. Scott Bright, Dakar finisher and an affiliate of Rally Pan Am, lectured on the road books’ numbers, symbols (tulips) and notes and how they relate to the ever-changing odometer and compass heading (CAP heading) provided by the electronics on the navigation tower. He also sternly informed us on the ingrained culture surrounding the road books; a lot of time, labor and love went into each road book and the information within invaluable. The road books were to be checked out, and returning them was a must. Bright also reminded the group that we were friends learning to ride rally books; since the class was free, technically this was true and sidestepped the need for event permits. The Upshift Online crew, consisting of Simon Cudby and myself, were joined by Maxima Racing Oil’s Randy Commans; we departed to the high desert to set up our bivouac at the staging area. A frigid night stood between us and finally unwrapping the black magic of rally navigation.

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The first task of the morning was to mark up and load the assembled road books. Each instructional panel in the road book contained three vertically demarcated sections. The left confined odometer information (both total distance and distance since last instruction), the middle housed the graphic tulip (indicating the direction, surface and graphically indicating dangers) and the right sector displayed notes (hazards and other pertinent information). Riders highlighted the road books with highly personal systems; some as complex as indicating the direction of turns with specific colors, some as simple as generally marking any change of direction. Use of the metric system and the French language, holdovers from rally heritage, increased the challenge of reading the road books.

Immersion was the word that fit the style of instruction parlayed by Bright and Ned Suisse, another Rally Pan Am associate, and Dakar finisher. A starter loop into a desert basin surrounded by snowy peaks was the first challenge of the class; riders were sent off with “rally buddies� to ensure safety. Each participant had a way to communicate with a staff member in case of an emergency, but self-reliance was stressed, another component of rally culture.

The starter loop proved to be the perfect introduction to rally navigation; navigational problems weren’t insurmountable, and the riding required a lower level of skill. The 50 km loop took the Upshift Online group, joined by Chris Parker of Rottweiler Performance, about two hours to finish. There was plenty of stopping on the trail, taking time to discern what the tulip was representing on the ground, learning navigation the priority over recording a fast time.

One of the first lessons learned was the division of attention; concentrating more on navigating reduces available attention for riding and vice versa.

Initially, most of the focus was on one task or the other; this is what caused the stopping as 100% attention was on navigating. At other times, almost all the focus was placed on riding, resulting in missing a marked turn, necessitating a U-turn and initializing the cascading adverse effects of the odometer losing sync with the road book. As the day progressed, mixing the attention in the required ratios became possible, slowing down to navigate or maintaining speed when directional changes were far in between increasing efficiency.

Attempting to overload this balanced equation resulted in a navigational error, a riding mistake, or both. The worst case scenarios included becoming hopelessly lost or crashing. This navigation vs. riding balance of attention had

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to be respected. Once riders returned from the starter loop, Bright debriefed each group and gave the option of another route, distance and difficulty chosen via his performance assessment. Our second 50 km loop contained off-piste (no trail, open landscape) sections, by far the most problematic navigation challenge of the weekend. Staying on the intended track with only a CAP heading as guidance proved extremely difficult. Riding this way through the dunes was confusing, and ultimately we failed to complete the road book, returning to the staging area safely, albeit frustrated.

Another chilly evening ensued, beers and stories of the day’s triumphs and tribulations flowing freely. Although temperatures plummeted to sub-freezing during the clear nights, the rising sun quickly produced prime temperatures for riding. Coffee and breakfast went down quickly, as the group was eager to take on a longer and more difficult route. Our posse grew to five with the addition of Cindy Bright, Scott’s wife and no slouch in the saddle. Our 130 km navigational puzzle turned out to be extraordinary.

Gravel washes, slot canyons, with significant elevation gains and losses. Highlights included squeezing through rocky slots just wide enough to clear the bars and climbing up to snow line. The scenery was stunning, something not often equated to the state of Nevada. Navigating while on the go felt more natural on this second day of riding as the road book author’s style became more predictable and the ebb and flow of attention between navigating and riding tasks more fluid. Returning to camp, having navigated the intended route, with all riders intact and uninjured, produced a definite feeling of accomplishment.

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Rally navigation requires attributes not present in just dual sport or trail riding; the lack of GPS alone requiring more engaged riding and thought processes.

Reading and executing decisions based on the road book forces more engagement with the landscape and surroundings, expanding the riding experience so much more than just attainment of speed. Interested? You’re in luck, as Rally Pan Am plans on offering more of these free rally navigation classes; stay tuned on their Facebook page!