Upshift Issue 51 - November 2020

Issue 51

November 2020

#GO ADVENTURE KTM 390 ADVENTURE

ADVENTURE MORE Fuel your restless spirit with a new adventure every day. Discover KTM’s sporty attitude and proven performance credentials aboard this new, compact single-cylinder travel-enduro machine – the KTM 390 ADVENTURE. Versatile ergonomics, smooth power delivery, and innovative technology all come together in a comfortable, lightweight package – created for those who want to fit more adventure into their daily lives.

Foto: R. Schedl

Please make no attempt to imitate the illustrated riding scene. Always wear protective safety gear and observe the applicable provisions of the road traffic regulations. The illustrated vehicle may vary in selected details from the production models and may feature optional equipment available at additional cost. European specification model shown for illustration purposes only.

husqvarna-motorcycles.com

There’s a definite thrill in getting out there, blazing new trails for others to follow. Excited by the prospect of heading into the unknown, you need a machine perfectly primed for the unpredictability of off-road. With easy rideability and superior trail capability, the 2021 TE 300i has the proven credentials to face any challenge with intuitive ease.

Please make no attempt to imitate the illustrated riding scenes. Always wear protective safety gear and ride in a responsible manner.

The illustrated vehicles may vary selected details from the production models and may feature optional equipment availalbe at additional cost.

Photos: R. Schedl, KISKA GmbH

Ride confidently into the unknown.

T E

Electronic fuel injection Durable header pipe MAGURA hydraulic clutch

300i

Issue 51

Issue 51 NOVEMBER 2020

THE INSIDER

November 2020

Change

Cover Simon Cudby Design Chris Glaspell Photography Editor Simon Cudby Contributing Writers Adam Booth Tim Burke Lukas Eddie Travis Gill John Young Contributing Photographers Adam Booth Tim Burke Stephen W. Clark Chad de Alva Olivier de Vaulx Lukas Eddie Travis Gill John Young Story Editor Andrew Glaspell Business Development Brandon Glanville

INSTA-ADV

Instagram Travelers

BIKES-GEAR

The Latest

WIDE OPEN

Views Through The Lens

MAMMOTH DUALSPORT

Fall Riding Season

T.E.T. SPAIN

Exploring the Trans Euro Trail Want to advertise with us?

Contact: Brandon Glanville brandon@upshiftonline.com

Join us on Instagram at @ upshift_online Join us at facebook.com/upshiftonline

TESTED

POD Knee Brace Race Tech Suspension

MEXICO TO CANADA Going Solo

Upshift Magazine is published monthly by Upshift Online Inc. 2020. 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.

FIRST RIDE

2020 Triumph Tiger 900 Rally Pro

CHANGE INSIDER: TIM BURKE

POUNCING ON OPPORTUNITY IS AS IMPORTANT AS ADAPTING TO CHANGE For the past three years, I’ve been perfectly content avoiding reality and pretending that adulthood was entirely optional. Then, COVID-19 hit: The global economy becomes decimated and international borders close tighter than a frog’s ass. Two articles titled, “Pandemic Adventures,” are about adapting to this change and tweaking the plans.

Here’s a different kind story; not about adaptation, but about chasing down vague opportunities.

On a dull day, about 4.5 years ago, I’m sitting at my work desk, sifting through bureaucratic government emails, when I get a message from a random dude …from a publication that nobody had ever heard of. Perhaps, nobody had heard of them because they had never published anything.

“Love your photos. I’m starting a magazine. Do you know how to write?” the message reads.

I respond, “If it’s a literary analysis on classical work from the Renaissance, no. If it’s about motorcycles or airplanes, sure.”

Well, it just so happens that “random dude” was Chris Glaspell and that publication (that nobody had heard of) became known as Upshift Online. My photos and work, for the first time in my life, became published in Issue #1 - September 2016.

Don’t tell Chris, Brandon, or Simon this (because I don’t want their heads to grow too big) but that opportunity has lead me to where I am today. It planted a seed… An idea… An inspiration…

An obsession… that maybe, just maybe, I could figure out how to make this dream possible.

The rest is history, right? More than 20-something articles, 74 countries, and 150K miles later, Upshift Online has become like a family to me. Since that opportunity was offered, 4 years ago, I’ve worked with some of the most respected brands in the world. These brands and this magazine helped keep the dream alive.

Whether at home, at work, or on the road, look for opportunities as carefully as you keep your eyes peeled for danger.

Opportunity can be vague and well-camouflaged - But who knows? It might just take you around the world on a motorcycle!

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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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INSTA-ADV

Ténéré 700. The Next Horizon is yours.

YamahaMotorsports.com Professional rider depicted on a closed course. Dress properly for your ride with a helmet, eye protection, long sleeves, long pants, gloves and boots. Yamaha and the Motorcycle Safety Foundation encourage you to ride safely and respect the environment. For further information regarding the MSF course, please call 1-800-446-9227. Do not drink and ride. It is illegal and dangerous. ©2020 Yamaha Motor Corporation, U.S.A. All rights reserved.

KTM Announces 2021 890 Adventure R Rally, 890 Adventure R and 890 Adventure Two years ago, KTM funneled track experience, premium technology and race-inspired design into some of the most versatile and exciting adventure motorcycles to roll off the brand’s production lines. As a result, the KTM 790 Adventure line-up quickened the pulse in the mid-weight segment. For 2021 and beyond, KTM is raising heart rates further with the launch of the 890 Adventure R Rally, 890 adventure R and 890 Adventure machines; three new bikes based on new engine platforms with more power and torque, which are ready for extreme escapes off the beaten track.

In the 890 Adventure R Rally, KTM is crafting one of the most desirable Adventure offerings in any catalog thanks to a series of components and settings derived from the efforts of the Red Bull KTM Factory Racing Rally team. The data recorded across landscapes around the world has been analyzed and applied directly to the form of the 890 Adventure R Rally.

890 Adventure R Rally

890 Adventure R

The 890 Adventure R improves and accelerates the riding sensation that many came to love with the 790 Adventure model family. The new engine generates 105 hp and 100 Nm of torque, that is 10 hp and 12 Nm more than the bike’s smaller brother. The crankshaft features 20% more rotating mass and the overall effect of the engineering around the powerplant means a more stable and consistent output, noticeable with low RPM torque. The added mass also means added cornering stability for long distance riding on the throttle. Fully adjustable WP XPLOR suspension, overhauled ABS software and new traction control algorithms are just three aspects that mold the KTM 890 ADVENTURE R as the company’s refined definition of an exhilarating ‘all-rounder’.

The 890 Adventure takes the lightweight and sporty characteristics you’d expect from an Adventure motorcycle to deliver a supremely capable adventure tourer - both on and off the tarmac.

A range of KTM PowerPart upgrades means that Cruise Control (with the handlebar switch now provided as standard), a Quickshifter+ (with optimized settings), heated seat and grips together with a wide compliment of luggage widens the travel potential of the 890 Adventure even more. www.ktm.com

890 Adventure

EP4 Sonic Defenders® Plus Filtered Flanged Earplugs Your hearing health should never be ignored. SureFire EP4 Sonic Defender Plus will protect your hearing against Noise-Induced Hearing Loss (NIHL) without compromising your ability to hear routine sounds or conversations in noisy environments. Their triple-flanged-stem provides a Noise Reduction Rating (NRR) of 24 dB. Safe sound levels are allowed to pass through into the ear canal, while potentially harmful noises (above 85 dB) are reduced via our proprietary noise-reducing filter. EP4s include attached filter caps that can be inserted for additional protection, blocking out lower-level noise, like that heard on an airplane, where hearing ambient sounds or conversations isn’t critical. Sonic Defenders are made from a soft, durable, hypoallergenic polymer that provides all-day comfort and extends product life (up to 6+ months, depending on usage and care). MSRP: $14.50 Available now at www.upshiftonline.com/store.

• Patented triple-flanged stem earplugs that deliver superior hearing protection • Provide a 24-dB Noise Reduction Rating (NRR) • Soft, durable, hypoallergenic polymer provides all-day comfort • Patented EarLock® retention rings utilize seven contact points to lock earpieces in place and fit the same way every time; soft, double-flanged stems provide secure seals and all-day comfort

OVERLANDER-S

YAMAHA TENERE 700

NEW OS-BASE TENERE 700 FIT

An 'over the seat harness' which allows OS-6, OS-12 or OS-18 ADVENTURE PACKS to be mounted as soft panniers.

No additional frames or rear rack are required, this system provides a super-tough, lightweight carrying solution specifically designed to fit the Yamaha Tenere 700 with no drilling or permanent bodywork alterations to the bike.

EQUIPMENT ILLUSTRATED: • 2 x OS-12 ADVENTURE PACKS mounted on OS-BASE • 2 x OS-6 ADVENTURE PACKS mounted on crash bars • 1 x US-20 DRYPACK / TAIL PACK mounted on OS-BASE • Crash bars / bash plate by Outback-Motortek • Handguards by Barkbusters

KRIEGA.US

#RIDEKRIEGA

Yoshimura Introduces 2021 Yamaha Tenere 700 RS-12ADV Full System Our R&D team is very familiar with the 689cc parallel twin engine and their main goal was to get as much performance as possible from the T7. We called on our new RS-12ADV Race Series full system that has been specifically designed for off-road performance. It carries more power through the entire power spectrum, looks insane and it sounds like a beast! We were able to boost up the power and torque on the new Yamaha by 5.4% peak HP and bumped up the peak torque by a very nice 3.2%, numbers that will provide even more off-road fun as well on the race course with the T7. We even saved 6.3 pounds compared to the stock system!

A sibling of our RS-12 Motocross systems, the RS-12ADV keeps the same styling as its sibling with PTF (Precision Taper Fit) sound inserts and an aggressively styled matte carbon fiber end cap. It also boasts our exclusive Works Finish with laser cut and etched logo stainless heal guard. MSRP: $849.00 Yoshimura RS-12ADV is proudly designed, developed and manufactured in Chino, CA. www.yoshimura-rd.com

2

COOL FOR

YEARS

THE ULTIMATE ROAD-FOCUSED ADVENTURER

THE NEW TIGER 1200 ALPINE EDITION Inspired by the great road-going journeys that Tiger 1200 riders have enjoyed, the new Tiger 1200 Alpine Edition has been designed to maximise the Tiger’s road and touring capabilities, and deliver even better value for money.

This powerful road-focused motorcycle beneďŹ ts from an impressive 141 peak horsepower and 90 LB-FT peak torque, and features new higher-tailored levels of technology and equipment with Triumph Shift Assist for clutchless gear changes, premium Arrow silencer for its emotive triple soundtrack, and a striking one-oo paint scheme with exclusive graphics.

Adding to your adventure and for a limited time only, the Tiger 1200 Alpine Edition comes equipped with free aluminium panniers.

Find out more, visit triumphmotorcycles.com

WP Suspension XPLOR PRO 6500 Cartridge WP Suspension is pleased to announce the launch of the new WP XPLOR PRO 6500 Cartridge. With highly innovative technology derived from countless successes in motorsports, the XPLOR PRO 6500 Cartridge combines premium performance upgrades with unparalleled accessibility. Addressing a whole community of offroad enthusiasts, WP XPLOR PRO empowers KTM, Husqvarna & GASGAS riders to reach their greatest potential.

The built-in WP CLOSED CARTRIDGE TECHNOLOGY with its pressurized compartments guarantees a consistent damping performance and prevents loss of damping on repeated shots. Thanks to the numerous and externally adjustable settings, the riders are always perfectly adapted to all off-road demands even when conditions change at the last minute. The XPLOR PRO 6500 Cartridge will be available from November 17th for $840.00â‚Ź(net retail price). www.wp-suspension.com Fits the following motorcycles: KTM: EXC (150, 250, 300); EXC-F (250, 350, 450, 500); XC-W (150, 250, 300); XCF-W (350, 500) From 2017 on.

Husqvarna: TE (150, 250, 300); FE (250, 350, 450, 501). From 2017 on.

GASGAS: EC (250, 300); EC-F (250, 350). For 2021 models.

DRY NO MATTER WHAT

GEAR UP TO FIND YOUR HAPPY.

WOLFMANLUGGAGE.COM

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HTTP://AOMC.MX

WIDE OPEN

BAJA, MEXICO

PHOTO: TIM BURKE

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WASHINGTON

PHOTO: SIMON CUDBY

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COLORADO

PHOTO: OLIVIER DE VAULX

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OREGON

PHOTO: OLIVIER DE VAULX

BEPPEDIENA ADV

GRAVEL-T GRAVEL-T

GRAVEL-T is our range of 100% waterproof soft bags, designed for Adventure Touring and off-road use. The GRT709 Canyon bags are a pair of soft saddlebags that give the same functionality and volume of a set of hard aluminum cases, without the weight and bulk.

They are easy to attach and remove, lockable and built to last, rugged enough to protect the side of your motorcycle from minor impacts.

MOUNTING PLATES: the included mounting plates are made of high impact nylon, and they fit the majority of side case mounts available on the market.

REMOVABLE INNER BAGS: 100% waterproof, we decided for the bright yellow fabric to make it easier to spot what you need, even in low light conditions.

M.O.L.L.E. READY: plenty of webbing on the side and on the bottom, the bags also come with a kit of 10 M.O.L.L.E. compatible clips.

GIVIUSA.COM

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IDAHO

PHOTO: SIMON CUDBY

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BAJA, MEXICO

PHOTO: TIM BURKE

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TOBY PRICE

PHOTO: SEBAS ROMERO

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PHOTO: SIMON CUDBY

ADVENTURE GTX BOOT B A L A N C E D P R OT E C T I O N LO N G D I S TA N C E C O M F O RT E XC E L L E N T WA L K A B I L I T Y G O R E-T E X

# K L IML IF E

K L I M .C O M

It’s never met a continent it couldn’t handle.

Lighter and more powerful than ever, with a 1084cc engine, Cruise Control, and our available state-of-the-art 6-speed DCT. Select a new Adventure Sports ES model, and you’ll get a slew of additional features like tubeless tires and electronically controlled suspension, for the ultimate off-the-grid adventures.

The Honda Africa Twin powersports.honda.com ALWAYS WEAR A HELMET, EYE PROTECTION AND PROTECTIVE CLOTHING. NEVER RIDE AFTER CONSUMING DRUGS OR ALCOHOL, AND NEVER USE THE STREET AS A RACETRACK. OBEY THE LAW AND READ THE OWNER’S MANUAL THOROUGHLY. For rider training information or to locate a rider training course near you, call the Motorcycle Safety Foundation at 1-800-446-9227. Africa Twin® is a registered trademark of Honda Motor Co., Ltd. ©2020 American Honda Motor Co., Inc. (8/20)

Life is Better on a Honda

ACCESSORIZED EUROPEAN MODEL SHOWN WITH NON-OEM TIRES.

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PHOTO: STEPHEN W. CLARK

POWERED BY CURIOSITY. BUILT FOR THE PLACES IT CAN TAKE YOU. IN A FULLY CONNECTED WORLD, SOMETIMES IT’S BEST TO GO THE OTHER WAY. Impress yourself and others with styling inspired by the legendary DR-Z800 Dakar Rally bike & DR-Big. Delight in unmistakable V-twin power with endless low-end torque. Ride with confidence across challenging terrain with Advanced Traction Control, Drive Mode Selector, and a new electronic Ride-by-Wire throttle system that delivers smooth, precise engine response. With so many adventures ahead, it’s time to pull the plug and head out.

V-STROM 1050XT

V-STROM 1050XT

EXPERIENCE THE V-STROM AT SUZUKICYCLES.COM Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly!® on public and private land. Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © 2020 Suzuki Motor of America, Inc.

MAMMOTH LAKES

BY SIMON CUDBY

CALIFORNIA

As we loaded up the Upshift Ford Transit van with three of our favorite dual-sport machines, I wondered what the smoke situation would be like in Mammoth Lakes, CA. The state was in the grips of a terrible fire season, with thousands of acres burning all over the west coast. We had checked before our trip that the local trails were even open, as we had heard the Inyo National Forest had been closed to the public in recent weeks.

Luckily for us, the smoke held out for our first day of riding adventure, and the atmosphere was actually pretty decent. Just out of town, we found the Laurel Lakes trailhead. We rapidly ascended a rugged jeep trail full of rocky obstacles stopping along the way to snap some images of the beautiful landscape.

Our rides for this trip were pretty diverse, a Husqvarna FE501S, a Honda CRF450L, and a KTM 350EXC. As the day progressed, we switched off bikes with each other, and we quickly realized how different these three bikes were. More on that later.

The trail was somewhat challenging as the dirt turned into a path made up only of small rocks. The key was to keep up your momentum and glide over the top of the terrain, which was easier said than done in some sections. After several tight switchbacks, we crested the trail and started to head down the other side. We could now see the Laurel Lake below us, and believe it or not, the trail became even rockier. I was a little concerned about getting back up this trail, but after a short break for a drink and a snack next to the lake, I rode the KTM 350 back up the rugged road without too much drama.

We had hit our timing just right as the fall colors in this area were out in full force, and this made for some amazing backgrounds for our photos. As we dropped further back into the valley below us, we could see a thick layer of smoke had formed since the morning, and now the visibility was pretty awful. Our goal was to ride over to the neighboring small town of June Lake, but first, it was time to stop at one of the classic Mammoth feeding holes, The Stove restaurant, for a big lunch.

FOX LEGION 2021

Whereas our morning ride to the lake had been rocky and technical, our post-lunch ride was wide open and fast. As I was trying in vain to tame some Supercross-sized trail whoops, I kind of wished I hadn’t indulged quite so much at The Stove! After riding the KTM 350 for a while, I switched to the Honda 450L. This bike felt completely different than the small KTM. The suspension was very plush, and the red machine’s weight helped it stay planted to the trail, but that same weight also made the bike feel less nimble. It turns out that for these faster, flowy, trails the Husqvarna 501 was probably our favorite bike. Not as heavy as the Honda 450L, but with more grunt than the KTM 350.

By the time we made it to June Lake, the smoke had really rolled in. We could barely see the mountains on the far side of the valley. We perched ourselves on an overlook for a drink break just as a few deer wandered past us, aware but not really paying much attention.

Our plan now was to head back to Mammoth for the sunset at the Minarets overlook. Unfortunately for us, the sunset was basically a smoky white-out, so we called it a day and headed back into town.

Up early the next day, I pulled the curtains back to reveal…more smoke. We geared up and headed into the trees north of town off the Mammoth Scenic Loop. As we had been on two-track wide trails the whole day before, we were excited to find some moto-specific single track trails through the woods. Although the trails were only sections of a mile or two, we talked about the next time we would ride here, and how we’d be able to join these trails to make a bigger loop. The dusty, dry pumice rocks would be just about perfect after some precipitation. Still, we just had to leave a big gap between ourselves rather than breathe in the dust for now. I’m sure our lungs were already feeling sub-standard with all of the smoke we had inhaled the past few days.

We can only hope that these fires get under control as soon as possible. In recent weeks we had even seen some of the smoke from the west coast fires at our Upshift HQ in Eagle, Idaho, over 500 miles from the High Sierras. The Mammoth area has much more to explore, and we hope to get back there again next year. Hopefully, after a nice big rainstorm.

ROTTWEILER PERFORMANCE KTM

WES VANNIEUWENHUISE 2020 SONORA RALLY ADV CLASS CHAMPION

Maxima Racing Oils was created for world-class racers who challenge the limits of possibility. Their demands on equipment drive us to look beyond conventional ideas and to exceed industry standards. It’s in our DNA to identify problems, formulate solutions and execute at the highest levels of competition. A simple goal to make things better than ever thought possible.

Made in the USA

MaximaUSA.com

TRANS EURO TRAIL

SPAIN

BY TRAVIS GILL www.viajarMOTO.com

Change is the only constant in life — Heraclitus In February of this year, my wife, Chantil, and I had reached a point in our lives where we could pull the plug on our professional careers, load our possessions onto a couple of aging BMW G650GS motorcycles, and begin full-time motorcycle traveling. Our plan was to spend at least a year in Europe. If we still enjoyed full-time traveling, then we would continue around the world, visiting the extensive list of push-pins we created over the years on a virtual Google map.

Unfortunately, the world pandemic, known as COVID-19, had vastly different plans for us and the thousands of other full-time travelers throughout the world. The day before we checked into the Airbnb, the Spanish prime minister declared a country-wide state of alarm; putting all of Spain under a strict lock-down quarantine.

Spain was especially hit hard by the pandemic. It wasn’t until after 56 days that most of Spain had contained the infection rate enough to start the deescalation phases. Phase I, which started on May 11th, brought the hope that we could once again start traveling. After nearly two-months of quarantine, we were desperate to ride again, even if we were restricted to the relatively small region of Murcia. Fortunately for us, there was a portion of the Trans Euro Trail that ran right through Murcia.

The Trans Euro Trail (TET) The TET is a system of off-road oriented trails that wind through 33 European countries and total over 31,700 miles (51,000 km). “Linemen” from each country are designated to provide regular updates to the trail and the GPX route which can be downloaded for free at https://transeurotrail.org/ In July, the TET celebrated three years of operations and now has over 40,000 facebook members. It’s a testament to the growing popularity of adventure motorcycling and the riders who want to enjoy experiencing the back-roads and trails of Europe.

The Spanish portion of the TET winds 4,600 miles (7,500 km) around the perimeter of the country connecting the Portuguese TET to the west and the joining the French TET to the north. The Spanish lineman, Fernando Gost Bellver, estimates that it would take 40 days to travel the entire Spain TET. As much as we would have liked to ride the entire Spanish TET, we were restricted to just a 119 mile (192 km) section that snakes through the northern region of Murcia.

T.E.T. SPAIN

By March, we had reached Spain where we planned on spending a few weeks riding along the eastern and southern coastal regions. On March 14th, we reserved an Airbnb room that was in the countryside of the region of Murcia. Our plan was to spend a few days there, using the Airbnb as a base for exploring the restaurants, beaches, and museums of Cartagena.

T.E.T. SPAIN

T.E.T. SPAIN

It felt liberating to be on the road again, especially after a 56-day lockdown. We packed the minimal: 5 liters of water, first-aid kit, a spare tube and pump, camera equipment, some hiking clothes, and a lunch with a small thermos so we could enjoy a meal and a cold drink halfway through the trail. The bikes felt spirited carrying this lighter weight compared to their typically overlanding baggage with extra clothings, spare parts, and camping equipment.

T.E.T. SPAIN

After an uneventful hour of riding on the Autovia (freeway), we were enjoying the two-lane country roads that meandered through the beautiful vineyards being tended to by local farmers. It wasn’t much longer, that the well maintained two-lane roads transitioned to pothole filled ones, then to gravel, and then to hard packed dirt.

Perfect for our kind of motorcycling and perfect for a full day of social distancing.

With the TET route clearly displayed on our GPS receivers, we made our way to the border between the regions of Murcia and Albacete. We half expected to see that the border would be marked with some sort of security preventing traveling between regions. What we found was just a dirt road that is occasionally used by farmers going about their business of tending their fields. It was incredibly quiet and serene. There wasn’t even the sound of passenger jets flying overhead. We took a moment to enjoy the solitude before turning the motorcycle around and heading southwest.

The first 22 miles (35 km) of Murcia TET, from the border to the town of Jumilla, were easily traveled dirt roads that wind through small vineyards, and crumbling abandoned farm homes slowly being taken back by nature and time. Spain was especially hit hard by the global financial crisis of 2008–2014. Nearly one in four Spanish citizens were unemployed in 2012 which forced many property and farm foreclosures.

After reaching Jumilla, we rolled up to the local Repsol gas station where we were greeted by a friendly service attendant. A quick “Llena con gasolina. Noventa y cinco por favor” and our tanks were filled with the least expensive gas we’ve come across in Europe – just 0.95 EUR per liter (4.25 USD per gallon). The lack of demand for gasoline, over the last two-month travel ban, had driven prices well below the typical cost of 1.30 EUR per liter (5.81USD per gallon). It seems riding in Europe was going to be a little less expensive for a short while.

T.E.T. SPAIN

After Jumilla, the TET reached the forested portion with wide gravel roads with steep climbs and descents. I found myself reminiscing; the smells, temperature, and terrain brought back summer memories of growing up in the mountains of northern Colorado.

This was some of our favorite parts of the trail because travel was relatively fast and offered incredible views of the valley that would spring from between pine trees lining the trail. We were in our element – standing on our pegs once again, enjoying the perfect spring temperatures, kicking up dust from the wide-open gravel roads, and taking in the incredible views that stretched

We timed our riding on a weekend, so we imagined that every dirt or adventure motorcyclist in the Murcia region would be out enjoying their new-found freedom. Not so - we didn’t see one single offroad motorcycle or vehicle on the TET that day; only farmers, an older man riding his mobility scooter, and two hikers. As we passed the hikers, I though I heard one of them speak in English. This surprised me because English is not spoken in these rural regions of Spain. A little further down the trail, and during a steep decent on hard packed gravel, Chantil accidentally dropped her motorcycle. As I stopped to help her pick up the bike, the hikers ran down to help and asked “Are you OK?” in perfect English! It turns out that one of them was from Miami and noticed our Florida plates as we passed by. We shared our stories, passed along a www.viajarMOTO.com sticker, and were on our way. I remember one comment after they learned that we had shipped our motorcycles from the United States to Europe via Iceland, “These motorcycle came all the way from the USA? You two are crazy.” It’s a small, and crazy world sometimes, for sure!

T.E.T. SPAIN

from horizon to horizon.

T.E.T. SPAIN

The southwestern third of the Murcia portion of the TET continued to get more interesting. The wide gravel roads became narrower and more challenging with some short sections of single track and a few water crossings through some small creeks. There was even a nice rock garden area to make things interesting.

Overall, we had a great time on the entire Murcia portion of the TET and I would easily recommend this portion of the route to anyone riding any type of adventure motorcycle. You definitely don’t need a lightweight dirt bike to enjoy the wide roads and beautiful views of this portion of the Spanish TET. A special thanks to the Spanish lineman, Fernando Gost Bellver, for mapping and sharing this route with the motorcycle community.

T.E.T. SPAIN

Caravaca de la Cruz As a bonus, we passed through the historic town of Caravaca de la Cruz. Caravaca is the fifth Holy City of Catholic Christianity; a title it shares with Rome, Jerusalem, Santiago de Compostela and Camaleñ. The town is dominated by the Roman Catholic Santuario de la Vera Cruz (Sanctuary of True Cross). This Catholic sanctuary houses a miraculous cross that Catholics believe came from the cross on which Jesus Christ was crucified.

We enjoyed riding through the extremely narrow streets before parking the bikes, changing into some tourist clothes, and walking among the cobblestone streets and castle walls of this Middle Aged town.

Sometimes you have to get off the motorcycle to experience the culture of a region. We wished that we could have explored and learned more about Caravaca, however our experience was limited since all the tourist sites were closed due to COVID-19.

More travel on the Horizon Although we were restricted to the region of Murcia for this trip, we have a lot more traveling plans in store. As of June 21st, the Spanish government lifted the travel ban and citizens were allowed to travel between regions once again. We definitely have more motorcycle overlanding and traveling to come…

Travis and Chantil Gill started full-time motorcycling travel in February 2020. You can follow them on their website www.viajarMOTO.com, and on YouTube, Facebook, and Instagram.

T.E.T. SPAIN

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We drop test a lot. No joke.

Stay tuned for the latest Honda Africa Twin 1100 video!

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BECAUSE IT HAS TO WORK PRECISION+PASSION Crash Bars • Skid Plates • Center Stands Pannier Racks • Rear Luggage Racks

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TESTED

BY LUKAS EDDIE

POD ACTIVE K8 2.0 KNEE BRACES POD Active K8 2.0 carbon fiber knee braces are protective, resilient and comfortable for riding disciplines where you need legitimate protection for one of the most complex joints in your body. This testing period consisted of 88+ engine hours over the course of 40+ rides, adding up to well over 200 hours in the braces. While many brace options exist, it’s important to know that not all are created equal and the K8 2.0 braces live up to every expectation.

Why Knee Braces?

A research article published in 2011 remains our most complete, objective analysis of knee brace effectiveness for dirt biking. It’s titled Knee Injuries and the Use of Prophylactic Knee Bracing in Off-Road Motorcycling, originally published in the American Journal of Sports Medicine and is available online. Data came from 2,115 participants covering almost 40,000 riding hours. While the topic is controversial due to great overall variability in factors, there is still a clear trend suggesting off-the-shelf knee braces can help prevent common knee injuries faced in off-road motorcycling.

While protection isn’t guaranteed, it’s an easy decision to wear braces and reduce the likelihood of soft tissue injuries and lengthy subsequent recoveries.

POD Braces POD Active specializes entirely in developing knee braces, and they’ve been at it for years While custom knee braces used to fit better than off-the-shelf options, POD have reached a level of precision and adjustability that accommodates different leg shapes extremely well. For example, while custom braces are built for your legs at one moment in time, the K8 2.0 braces have only a 6mm knee width difference between each size, allowing you to fine-tune the fit very precisely to your own body and adjust over time if needed. In terms of safety, custom braces also don’t perform any better in joint protection testing than the K8 2.0, according to POD. They’ve also worked to keep key components backwards compatible over time, which is comforting for ensuring the longevity of your investment. In fact, the entire K8 2.0 can be rebuilt, with the exception of the Unbreakable carbon frames which are warrantied for five years.

TESTED: POD ACTIVE K8 2.0 KNEE BRACES Protection To my knowledge, I haven’t pushed the limits of protection offered by these braces, so I can’t simply tell you they’ve saved my knees from guaranteed injury. However, without submitting myself to unnecessary risk in the name of testing, we can look to the host of certifications and standards met by the K8 2.0 brace. In essence, the certifications tell us that this brace does fulfill claims of helping prevent leg and knee injuries such as ACL, MCL, PCL, LCL, rotary and combined instabilities.

This is important, because not all knee braces are certified, registered, tested and approved to this level, and it’s important to know your protective devices will do what the manufacturers claim.

Here’s what I can be sure of: I’ve felt a heightened level of stability and confidence in my knees when getting into awkward positions on the bike. Whether on an ADV bike or dirt bike, there will be times when you get undesirable forces put on your knee from either your bike or the terrain, and in my experience the K8 2.0 braces do a great job distributing forces.

An important concept to understand about our ligaments is that they like to be “warned” before getting stressed in an injurious way. Neither our bodies (nor knee brace components) like to go from movement to zero movement in an instant. It’s the same reason cars have crumple zones. To accomplish this, K8 2.0 braces don’t have a hard extension stop, instead they progressively slow down leg movement to avoid shocking ligaments, helping reduce the likelihood of injury. This is done with their patented Human Motion® technology using Synthetic Ligaments™ made of Vectran Fibers™ instead of a simple pivoting hinge system. This allows for a hinge that more naturally moves with your knee to provide support throughout the range of motion.

TESTED: POD ACTIVE K8 2.0 KNEE BRACES Further, a simple bench test of rotational stiffness by grabbing and twisting both ends of a brace will demonstrate their rigidity. The K8 2.0 frames and hinges are as rigid now as they were out of the packaging, but this brings me to an interesting point. POD have designed the adaptive cuffs to be softer and more compliant than the carbon frames.

There are a few good reasons for this. First, the adaptive cuffs do exactly as the name implies – adapt to your body as your muscles change over time. More importantly, in my opinion, the softer cuffs are safer for your bones by spreading out force distribution and by not creating a sharp fulcrum on which to break. The concept is this: softer cuff materials where they interface with hard bones, and hard carbon frames for supporting soft ligaments.

Comfort If you’ve never worn knee braces before, let me be clear that there’s much more going on here than your flimsy plastic knee cups and that can take some getting used to. I set them as snug as possible without creating discomfort that can be distracting throughout the day. I have skinny legs and many knee braces tend to slide down over time, but the K8 2.0 braces do so very little. I only experience minor brace migration when walking a lot, but in riding positions they hardly move.

For traditional adventure riding with lots of sitting (whether at a bar or on a bike) and little leg movement I find the tightness can become uncomfortable after 45-60 minutes. There’s no pinching or hotspots but extended pressure from snug straps will add up. For this reason I wouldn’t recommend them for long-distance seated ADV riding on paved and gravel roads. However, for active adventure riding with more standing and body movement this isn’t an issue.

Some braces get uncomfortable in the shin bone area as the foam packs out, but the medically-certified foam POD uses has remained comfortable. Better yet, the foam doesn’t even smell bad despite never being washed.

The K8 2.0 braces fit very well in a variety of off-road and adventure riding pants as a result of low bulk and smooth surfaces. I don’t size up in pants to accommodate the braces.

Failure Points I’ve experienced no major failures or undue wear. The foam is holding up better than other braces I’ve tried, the Velcro is delaminating slower than other braces and the Vectran ligaments are still in spec. There is some surface wear at the moving hinge and the Velcro is starting to lose its grippiness, but this is expected wear. The only true issue I’ve had is one of the ligament screws loosening, resulting in some play at the hinge. I’m not sure how long it has been loose, but this is an easy thing to check and tighten if needed.

Final Say Simply put, I have no reason not to recommend the POD K8 2.0 knee braces for any type of active off-pavement riding. They’re not just for pro motocross or enduro riders. Amateurs like myself can benefit from the added protection both on the bike and when stumbling or falling in rocks and roots. I consider them an essential piece of gear, right along with boots and a helmet. And most importantly, these braces are far less expensive than new knee parts. MSRP: $399.95 Single, $799.95 Pair. www.podactive.com

VOYAGER

VAPOR

FIN DA FO RO RG UT EA E PA TH

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STRIKER

ENDURANCE II

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TESTED

BY ADAM BOOTH

RACE TECH SUSPENSION Manufactures do their best to set up dirt bikes to accommodate the widest range of riders possible. It’s rare that you fall within the perfect weight and riding ability the manufacture had in mind when finalizing the suspension settings.

Upshift loves the KTM 350 EXC, but we wanted to improve the action and feel of the suspension for riders in the 190-210 pound range. We shipped off the suspension to Race-Tech for a full rework. Race-Tech didn’t just revalve and respring, they scraped the stock valving in the forks and shock and installed their Gold Valves. Race-Tech added true compression adjusters in the bottom of the forks and converted both top adjusters to rebound. As far as spring rates, Race-Tech went a little softer on the front, going from a .47kg to .45kg. On the shock, Race-Tech goes with their progressive P55 spring, which starts at a 7.1kg and ends as a 8.5kg. (Stock starts at 6.1kg and ends at 6.7kg). These spring rates, matched with their Gold Valves provides what they feel is the best overall balance front to back.

TESTED: RACE TECh SUSPENSION The Gold Valves instantly give the WP suspension a different feel than stock. They offer more adjustment in oil flow and thus offer a wider range set up choices. The overall feel with the Race-Tech suspension was stiffer than stock. We played with the compression and rebound, opening both up to allow more flow of oil. Doing so improved the initial feel over rocks and roots, giving a more plush feel. The overall balance through the nasty stuff was great and the 350 tracked straight. Where we really noticed an improvement over stock was when the speeds increased. It never wanted to blow through the stroke or even get close to bottoming out or wallowing through trail whoops. I could ride the 350 with more confidence in a variety of terrain knowing the suspension would be predictable and able to handle unexpected big hits without blowing through.

Overall, the changes make the 350 easier to ride, especially at speed. The increased ability to adjust the suspension and feel the changes is a great improvement. Suspension that works properly is one of the best performance upgrades you can make to your bike. Go to www.racetech.com for more information.

To our Supporters, Thank you for your donations and contributions over the last ten years and for making our 2020 fundraising efforts an overwhelming success. Your generosity has fueled our mission and will help BDR continue to create and preserve adventure riding opportunities for generations to come. We could not do it without you.

With gratitude, The BDR Team To learn about the tax deductable ways you can support the BDR non-profit organization, visit: RideBDR.com/become-a-donor

Washington BDR, circa 2010

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GOING SOLO

WORDS AND PHOTOS BY JOHN YOUNG

I never intended to ride from Mexico to Canada, solo, on my dirtbike. Yes, I had meant to ride all the Backcountry Discovery Routes that connect the two countries, eventually, but not all in the same year. The year of COVID-19, the year of record high temperatures, the year half the West caught fire. 2020 has been a shit show of a year.

As a “Necessary Employee� I had a front-row seat to all the fun 2020 had to offer, a seat I was not allowed to vacate for the initial March wave of the spread. Nor was I allowed to go on vacation or even go too far beyond the borders of the county I worked for. So when my scheduled vacation days in April came and went without me heading off to do the Arizona Backcountry Discovery Route (AZBDR), it was a sacrifice sure; but a necessary one. When May rolled into June with no vacation approval in sight, well, I started to get a bit antsy.

At the end of June, after 3 months of quarantine, COVID-19 eased up and I finally got the chance to ride all 744 miles of the AZBDR. Weather.com said Phoenix was 110 in the shade. I pretended I had misheard the forecast and took off anyhow. I needed to go somewhere, anywhere, and really what was the worst that could happen? I prepped my bike and paid special attention to the coolant level.

At just over 320 lbs my modded 2019 Honda CRF450L was a fantastic light ADV motorcycle. In addition to a few other performance enhancements, I had added a bigger Nomad 20L tank to stretch the miles between gas stops, a heavier Race Tech rear spring to help carry Mosko Moto’s Reckless 80 luggage system, a fat Seat Concepts seat to carry my fat ass, and an Adventure Spec nav tower and Bajaworx windscreen to make the highway miles a little more bearable and also to give me a place to mount my GPS unit. And it’s a Honda, so it’s never had a failure of any kind over the 13,000 miles we’ve ridden together. On a loaded down dirt bike those baby head hill sections will still be a nightmare, but a manageable nightmare. Greasy Utah mud, deep Colorado moon dust, stretches of bottomless sand, no problemo. And when you ate it, because you know you’re going to eat it, you could pick yourself back up and carry on.

The trade-offs: You are going to have to change the oil every 600 to 1000 miles, and learn to travel light. It tops out at about 90 on the highway, which you don’t want to be doing anyway since it gets blown around easily. 21-inch wheels don’t turn in so quickly and the motocross seat height makes it hard to touch the ground. Scars and all though, it’s still my unicorn bike.

I mounted up some fresh Motoz Desert HT knobbies and hauled my Red adventure partner the 500 miles from Snowmass, CO down to Page, AZ on the back of my Tacoma so I could listen to music, save myself an oil change or two, avoid a ton of wear off my knobbies, and because air-conditioning was a thing.

And Oh My God, what a great idea that turned out to be. I pulled into the Page Arizona Honda dealership’s parking lot late in the afternoon to discover the black asphalt was so hot it burnt my feet through my flip flops. I quickly unloaded the bike from the truck, loaded the Honda up with a week’s worth of gear, thanked the folks at the dealership for allowing me to leave my truck there while I rode, then headed South towards Mexico to start my AZBDR journey.

Here’s how hot the ride was, it was cooler for me to close my helmet’s visor and cut off most of the airflow than to have it open and allow the hairdryer hot wind to blow dry my face and cook my brains. 500 miles of blast furnace later and I was in Bisbee, AZ near the Mexican border; home of the Jonquil Hotel and Sterling Noren.

If you don’t know who Sterling Noren is, then shame on you and hand in your ADV card on your way out. Sterling has filmed, produced, edited, and starred in all of the Backcountry Discovery Route movies. Sometimes all at the same time. He and his partner, Eva, own the Jonquil Hotel located in Bisbee, which itself sits at the bottom of a canyon. This last bit is important because when I finally woke up the next morning, late, (like really late), it was nice and cool and breezy out. It was such a respite from my experience the day before that I let Sterling talk me into staying an extra night and starting the AZBDR the next day. I think he said something like, “Usually we ride in the early morning so we don’t die in the desert, but hey, you do you.” Sterling, you saved my life.

I completed the AZBDR in 3 days, riding from dawn to dusk, stopping only to fill the bike with gas and my CamelBak with whatever electrolyte drinks I could find, because once I stopped riding, climbing back on the bike was an effort of will and my will was melting fast. Each night I gladly paid the price for a cold shower and air conditioning at a motel.

The Arizona roads switched back and forth from smooth gravel to baby head sections where the baby heads were made of volcanic lava rock; so that when you crashed, you not only smashed, but scraped and grinded as well.

I don’t mean to get too down on Arizona. It had given me my first sighting of Saguaro cactuses; they took my breath away. They are so big and grow in forests and no two look alike. I decided they were my spirit plant. The black volcanic sand around Flagstaff was stark and alien and held me up at speed making me feel like a Dakar Pro. And of course the Grand Canyon. If you’ve never been there, hand in your American card on your way out.

I took an alternate road to end the AZBDR because the Navajo Nation had closed their section around the Vermillion cliffs. They were fighting a losing battle against Coronavirus. Many places had been closed for the COVID-19 outbreak. On the other hand, many places acted as if nothing odd was floating around in the air. The AZBDR was beautiful and brutal and exactly what I needed.

A month went by before I guilted my boss into letting me have another vacation, this time to finish the 744 mile UTBDR. I had to split it into multiple trips. The first sections, the Arizona border to Moab, UT, were done on long weekends. At the beginning of August, I went back to Moab to finish. Yup, Moab in August. You would have thought that I would have learned my lesson. Wrong.

If you have never been to Moab or Southern Utah, A) Turn in your ADV and American cards, and, B) it is the most surreal place on the planet. Everywhere you look there are towers of rock and walls of rock and valleys of rock, mountains of rock, sculptures of rock. From Mexican Hat to The Valley of the Gods to Lockhart Basin to Fisher Towers and North you are constantly surrounded by insane formations of rock.

Red rock, tan rock, milk chocolate brown rock. The roads vary widely from hard pack to tracks in the sand to slick rock. Some roads are barely roads. Lockhart basin is a jeep road made by and for jeepers. Where anyone else would say “Here ends the road”, jeepers just pile some boulders together and keep on jeepin’.

Moab is also the place where I suffered from heatstroke. Headache, nausea, flushed skin, altered mental state, CHECK. The symptom that scared me the most was that I had stopped sweating. I raced to Thompson Valley along highway I70 and the 7-11 there. And what do all 7-11s have? That’s right, that All American concoction of sugar and artificial coloring mixed into slush - Slurpee’s. I drank 3 liters of Slurpees until I felt better. and by better, I mean that I started to sweat again. Then I filled my CamelBak with 3 more liters of Slurpee and I was back in the game. 7-11 had saved me, although, for the next two days I felt like crap and everything I owned was sticky.

From Green River to the Idaho border in Garden City I discovered that Utah’s Self-Isolation flood gates had been opened and The Quarantined had been released; for the rest of the trip I was never alone and never far from a UTV or F350 hauling a camper.

Despite all the traffic, the Wasatch and Uinta mountains were green and cool and again, just what I needed.

I hadn’t put together the whole “Mexico to Canada” thing in my mind until I was watching Sterling’s IDBDR movie.

They talked about the Canadian border, a real border. “Guys with guns just over there”, which was now closed. The only ones guarding the Mexican border had been some horses and cows. As far as I knew they were unarmed, but cows can be tricky. Although I had the 1233-mile IBDR trip planned for the end of August since the year before, I’ll admit, the extra feat of crossing the breadth of America via dirt roads gave it some extra spice.

I would love to tell you exciting tales of drama and near-death experiences I had on the IDBDR, but Idaho doesn’t do drama. Idaho does well maintained and groomed flowy packed-sand backcountry roads up mountains and down mountains. Idaho does vistas and scenery and landscapes. Idaho does small-town Inns and solitary campsites and fire tower lookouts. The only drama I had was of my own making when I realized too late that my maps hadn’t downloaded on the GPS. I spent the next 1200 miles obediently following a blue route line across a blank white screen.

I suppose if I had a complaint about Idaho, it was that California’s wildfires were making the mountain panoramas hazy. Some days the smoke was heavy and you could smell it on everything. It made you wonder why forest fire smoke didn’t smell good, like a campfire. Some days it was light. But in typical Idaho fashion, it took the smoke and blended it with sunlight and mountain tops so that every sunrise and sunset were turned into the most stunning photo ops ever.

The US - Canadian border came out of nowhere along a windy road in the middle of nowhere. My blue line just ended.

And just like that, it was over; no surprises, no crowds - just peacefully over. The IDBDR, Mexico to Canada, Summer.

Melancholy; happy I had done it, sad it was over, anticipating what was to come next, like when Summer turns to Fall.

It’s these occasions, like boundaries, that I love. I am someone and know some things, then I go on an adventure, and afterwards there’s a new someone (usually tired and beat up) who knows some new things. Maybe that’s why I don’t mind 600 mile oil changes, or swapping out worn knobbies every few thousand miles. Maybe that’s why I’m hopeful that when 2020 is finally over we’ll all be left better than we had been before; scraped up, sweat-soaked, sticky, and all.

2020 TRIUMPH TIGER 900 RALLY PRO It is always refreshing when change brings improvement. The Tiger 800 has been put out to pasture to make way for the Tiger 900. There are a few versions of the new Tiger 900, but what we really care about is the new Tiger 900 Rally Pro. Triumph put forth a major effort to make the Rally Pro a dirt worthy adventure machine that can still accommodate the most demanding of highway snobs.

The quick and dirty break down is simple: the Tiger 900 is all new as is the Rally Pro version of the Tiger 900. The Rally Pro is now a little slimmer, a little lighter and a whole lot more dirt focused than ever before. Welcome off-road features include Showa suspension, crash bars, a skid plate, extra LED auxiliary lights and two offroad modes for custom tuning dirt performance.

As any true adventure bike should have, the Rally Pro wheels are 21-inch up front and 17-inch out back. They are new and they are tubeless.

Ground clearance used to be a bit of an issue on the old Tiger so the problem was addressed by making the oil sump and oil pan more shallow.

WORDS: ADAM BOOTH

PHOTOS: SIMON CUDBY

TRIUMPH TIGER 900 RALLY PRO

The new design reroutes the exhaust to the other side of the bottom of the engine and one catalytic converter is located behind the sump, with the second catalytic converter just before the muffler. The Tiger 800 was known for cracked oil pans thanks to catalytic converters being smashed into the bottom of the engine casing, even with a skid plate. We didn’t smash our skid plate, partly thanks to the change and mainly due to vastly improved suspension.

To get to your off-road adventure most often requires time on the asphalt.

The Rally Pro is right at home on the street. It is smooth, comfortable and has plenty of power. It also has some must needed modern amenities like easy to use cruise control, heated grips and, as a bonus, a heated seat.

The large 7” display is easy to read and only takes a little bit of button pushing to get acquainted. There are plenty of ride modes to choose from, including a “sport” mode, “rain” mode and what we all really care about, two off-road modes. Inside each mode there are choices, like traction control and preferences on ABS. You can choose between the on-road modes while riding, but you can’t go from a road mode to the off-road modes without stopping. Slightly annoying.

Bye Bye Asphalt I spent a few hundred miles aboard the new Rally Pro and loved every minute. While the hours of asphalt were fun, seeing dirt is always a welcome sight. Remember, you have to come to a complete stop to switch into off-road modes.

After button pushing, then riding and experimenting, then button pushing some more, I defaulted to the “off-road” mode anytime I was off the tarmac. Within “off-road” mode I turned off the traction control, the traction control was just too much and annoying, as it continually cut power to the rear wheel anytime there was a little wheel spin. I preferred “off-road” mode because it left the ABS braking on at the front wheel with the ability to skid the rear wheel.

In “off-road pro” mode, everything is off, including the front ABS. I personally can’t outperform ABS and have never found a need to skid the front wheel on a dirt bike. The engines power output between “off-road” and “off-road pro” is the same, and since I like ABS on the front, “off-road” mode with a slight tweak to traction control was my choice.

The Rally Pro default ride mode is “road”, but it only takes a quick push of two buttons to go back to the mode you previously used before turning the key off.

With my custom adjusted “off-road” mode, I discovered just how good the Rally Pro was off-road. My days consisted of dirt roads, two-track and some mellow single track. Within an hour I began to appreciate the strong, yet smooth power, great handling and suspension, and of course the heated grips.

TRIUMPH TIGER 900 RALLY PRO

TRIUMPH TIGER 900 RALLY PRO

According to Triumph, the updated engine produces 12% more horsepower in the mid-range and 10% more peak torque. I don’t have experience with the old Tiger 800, but this inline 3-cylinder engine lugs incredibly well. To take off from a stop requires minimal rise in the rpms.

A majority of the time I was able to ride a gear high and roll the throttle on without any chugging or slapping of the chain. The power builds ultra smooth, but increases quickly according to how much you twist the right hand. The engine will do what you ask, so if you are mellow, it can be mellow. If you are a hard charger and love gobs of power, the engine can deliver. The Rally Pro has plenty of power to lift the front end when needed in first, second and sometimes third gear. The predictable power output off idle makes technical off-road situations much easier to control wheel spin. Remember, I don’t like traction control in dirt situations so having predictable power output is crucial.

I don’t ride a lot of street bikes and I’ve never really played around with a quick shift system. Turns out they are pretty cool and they make it fun to bang through the six speeds with disregard for clutch use. It is a great feature if you take advantage of it. It isn’t natural to shift without covering the clutch and I had to remind myself that I could just shift up or down whenever using only my left foot and never letting off the throttle.

At 5’8”, I felt comfortable on the Rally Pro. When seated, my arms felt fairly stretched out and anyone smaller may feel like the bars are too far away. The standing position of the Rally Pro is very comfy and offers plenty of room to maneuver when negotiating off-road terrain.

TRIUMPH TIGER 900 RALLY PRO

TRIUMPH TIGER 900 RALLY PRO

Off-Road Oriented Suspension simply makes or breaks an adventure bikes ability to provide adventure. What works great out on the road doesn’t mean it will work in the dirt, no matter what the chassis and the engine set up. The Rally Pro straight up nailed it with the addition of the Showa suspension components. This is a dedicated and purposeful off road set up. The front fork is a Showa 45mm cartridge fork with an impressive 9.4 inches of travel. Out back, the Showa shock with 9 inches of wheel travel. The spring rates and valving work well with the weight and chassis design. The suspension offers great slow speed plushness while still being able to provide excellent bottoming resistance. On rocky and bumpy roads and trails, the fork action is fast, keeping the front wheel connected to the ground and the bike stable.

Deflection is not an issue, just keep a steady throttle and charge straight ahead through nasty terrain, the suspension handles it. The balanced suspension helps the Rally Pro stay predictable when accelerating and while under intense braking. Hard braking doesn’t upset the chassis thanks to the forks ability hold up and not dive unexpectedly. Keep in mind the suspension adjustments are manual, no electronic suspension adjustment.

Take My Cash Money Bravo to Triumph on improving an already proven inline three-cylinder engine and wrapping it in a very capable adventure chassis. The new Triumph Tiger 900 Rally Pro is a vast improvement on the previous Triumph 800. I only rode a few hundred miles, but my takeaway is that the Rally Pro is incredible both on and off-road. This is an adventure bike I would be proud and comfortable to ride for thousands of miles on the road and have a blast roosting legitimate offroad terrain. As a bonus, the Rally Pro looks bitchen. Pricing starts at starts at $16,700. www.triumphmotorcycles.com

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TRIUMPH TIGER 900 RALLY PRO

SPECIFICATIONS Engine: Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder Capacity: 888cc Max Power: 95.2 PS / 93.9 bhp (70 kW) @ 8,750 rpm Max Torque: 87 Nm @ 7,250 rpm Fuel System: Multipoint sequential electronic fuel injection Exhaust: Stainless steel 3 into 1 header system, side mounted stainless steel silencer Clutch: Wet, multi-plate Gearbox: 6-speed Frame: Tubular steel frame, bolt on sub frame Front Wheel: Spoked Tubeless, 21 x 2.15 in Rear Wheel: Spoked Tubeless, 17 x 4.25 in Front Tire: 90/90-21 Rear Tire: 150/70R17 Front Suspension: Showa 45mm upside down forks, manual preload, rebound damping and compression damping adjustment, 240mm travel Rear Suspension: Showa rear suspension unit, manual preload and rebound damping adjustment, 230mm wheel travel Front Brake: Twin 320mm floating discs, Brembo Stylema 4 piston Monobloc calipers. Radial front master cylinder, Optimised Cornering ABS Rear Brake: Single 255mm disc. Brembo single piston sliding caliper. Optimised cornering ABS Handlebar Width: 935mm (36.8 inches) Seat Height: 850–870mm (33.46–34.25 inches) Wheelbase: 1551mm (61.06 inches) Dry Weight: 201 kg (443.21 pounds) Tank Capacity: 20 L (5.28 gallons) Fuel Consumption: 55.4 MPG

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