Upshift Issue 22 June 2108

June 2018

Issue 22

ALL WEATHER ADVENTURE

DURBAN GTX GEAR

VARYING WEATHER SHOULDN’T STOP YOUR GREATEST ADVENTURE. COME RAIN OR SHINE, BATTLE THE ELEMENTS AND WIN THE DAY WITH CONFIDENCE IN THE DURBAN GTX GEAR. MADE EXCLUSIVELY BY ALPINESTARS, WITH WATERPROOF AND MULTILAYER VERSATILITY. AVAILABLE AT AN AUTHORIZED KTM DEALER

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DO NOT attempt to imitate the illustrated riding scene, always wear protective safety gear and obey relevant and applicable provisions of road traffic regulations. The illustrated vehicles may vary in selected features and details from the production models and some illustrations feature optional equipment available at additional cost. Accessories and apparel shown may not be available in every country.

Photo: R. Schedl

www.kiska.com

YAGUARA DRYSTAR® JACKET

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Issue 22

June 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.

June 2018

Issue 22

LOGO SHEET

THE INSIDER

Cover: David Marvier Rider: Stephane Revol

GOING ANALOG

Design Chris Glaspell

INSTA-ADV

Photography Editor Simon Cudby Contributing Writers Stephen Clark Chad de Alva Egle Gerulaityte Brandon Glanville Seiji Ishii David Marvier Adam Waheed

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TRAVELERS

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THE LATEST

Contributing Photographers Bridgestone Moto Stephen Clark Chad de Alva Olivier de Vaulx Jonathan Godi Marcin Kin Paul Stewart

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DAKAR - EIGHTIES STYLE

Story Editor Stefanie Glaspell

CUBA OFF ROAD RED EARTH AND BLUE SKIES

Business Development Brandon Glanville Want to advertise with us?

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Contact: Brandon Glanville brandon@upshiftonline.com

NORTH AFRICAN ADVENTURE

Contact: info@upshiftonline.com

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RIDE REPORT

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Mojave National Preserve RALLY

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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.

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KLIM OUTLANDER GTX BOOTS Cyclops Long range Optimus LED LightS SHOEI VFX-EVO HELMET

FIRST RIDE

AFRICA TWIn ADVENTURE SPORTS

GOING ANALOG INSIDER: STEPHEN CLARK

In a world of electronics, going analog is a contradictory idea and very incongruous to the direction everything is heading. Everything that we do or touch is pretty much somehow controlled by electronics, and our motorcycles are no exception. Engines have long been electronically controlled but that technology is now spilling over into suspension, gearboxes, brakes and other areas of the bike. With that comes a host of rider aid systems that manufacturers have added to make bikes safer by reducing rider error. Traction control, ABS, power modes are all designed to reduce rider error and stop you from crashing. Simply put, if you add an input to the bike that the bike thinks will compromise safety, the electronics will make the necessary adjustments to keep everything running smoothly. You are merely making suggestions to the bike on what you want it to do; the computer has the final say on what is actually going to happen. While there’s no arguing that these rider aids make bikes safer and easier to ride, it definitely adds a variable link in the chain of control between the rider, bike and terrain. It could be argued that these electronics in a way detract from the experience of riding a motorcycle.

In contrast there’s something amazingly satisfying about the direct control you have over a purely mechanical bike. Without that electronic buffer between rider and machine the experience is much more raw. When you twist the throttle you are actually opening a mechanical valve and adding fuel and air to the engine, and when you pull the brake lever you are physically pushing fluid through the lines and connecting pads to discs. There’s nothing checking to make sure you are doing it right and no second chances. Give it too much throttle and you will slide, too much brake and you will crash. It’s a much more direction connection between rider and terrain and there’s a certain thrill that comes from making these decisions on your own without the help of a computer.

At the end of the day, it’s all about getting out there and having an adventure and it doesn’t really matter what bike you choose to do it on. But when it comes to shopping for a new bike, don’t always go rushing to the latest and greatest overlooking the old mechanical dual sports. You might be surprised at how much fun they are to ride. In addition, they are cheap enough to buy allowing a lot more money left to spend on fuel, tires and food for your next trip. I’ve owned a variety of bikes from twin cylinder adventurer tourers to single cylinder dual sports and I have as much fun on my 2001 DR650 as any bike I’ve ever owned. Check out the build story on this bike in the July issue of Upshift.

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APPAREL Every purchase supports the next issue! Please visit the Upshift store and check out our top notch merch.

The best Yupoong Snapbacks and NextLevel tri-blend shirts available. www.upshiftonline.com/store

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*Applicable to select models only. Some restrictions apply.

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.

Photo: R. Schedl

www.husqvarna-motorcycles.com

REACH NEW HEIGHTS

Husqvarna Motorcycles presents the perfect opportunity to reach all new heights aboard a new 2016, 2017 or 2018 off-road motorcycle.Rates as low as 1.99% Annual Percentage Rate (APR) on eligible models.

Upshift, June

1. Dmada Trail Essentials Pouch Each adventure varies and we often pack anything from trail mix bars, headlamps, even small bike tools and spare parts. Stop digging to the bottom of your pack to find them. Keep your essentials dry and in one easy to reach spot with the Trail Essentials bag from Dmada! Available in 3 Sizes; Mini 6”x4”, Medium 8”x5”, Large 9.5”x6” MSRP: $13.00 Mini, $17. 00 Medium, $21.00 Large. www.dmadacreative.com Features: • YKK zippers with paracord pulls • 1000D Cordura® heavy duty urethane coated nylon • 500D Cordura® heavy duty urethane coated nylon (used with some two tone color ways) • Highly durable, mildew, rot, and water resistant • Abrasion Resistant • Fully lined 420D pack cloth interior • Webbing attachment loops

2. Rekluse RadiusX and TorqDrive for Honda Africa Twin Rekluse has announced the release of their RadiusX auto clutch and TorqDrive® manual clutch for the Honda Africa Twin (CRF1000L) and the all-new Africa Twin Adventure Sports (CRF1000L2). TorqDrive provides more clutch disks in less space, delivering high performance within the framework of the stock clutch. RadiusX brings together a TorqDrive clutch pack with Rekluse’s EXP auto clutch disk, resulting in increased performance with the convenience of auto clutch functionality.

TorqDrive provides the addition of 4 friction disks to the clutch pack over stock, increasing the disk count from 8 to 12. More frictions = more torque capacity and less slip, thus unlocking the full power of your engine without the need to add stiffer pressure plate springs to combat clutch slip.

RadiusX brings auto clutch function to the manual transmission models, providing an enhanced riding experience that is different from what the DCT equipped models provide. RadiusX allows full lever control and modulation at all times, while providing anti-stall function. This allows the rider to start and stop in gear without touching the clutch lever and only controlling the throttle. Whether in traffic or on the dirt, RadiusX provides an elevated riding experience.

With RadiusX, a high performance auto clutch is just a clutch pack swap away. RadiusX combines a TorqDrive clutch pack with Rekluse’s innovative EXP auto clutch disk. TorqDrive technology provides high performance auto function within the framework of the stock clutch. Learn more through your local dealer or at www.rekluse.com

Upshift, June

3. Garmin inReach Mini Garmin International, Inc. announced the inReach Mini, a smaller and more compact satellite communicator with available two-way messaging and a 24/7 SOS function when combined with an inReach subscription to access the Iridium® satellite network. Measuring just under 4 inches tall by 2 inches wide, and weighing 3.5 ounces, the inReach Mini can easily be carried in a backpack, boat, plane, or glovebox. No more worrying about spotty coverage or being within range of a cell tower – the inReach Mini works anywhere when using the Iridium satellite network.

For the ultra-light experience, the inReach Mini encompasses it all, from messaging to tracking to declaring an SOS. It can be used on its own or paired with a compatible device. The Earthmate® app easily pairs with the inReach Mini via Bluetooth to a compatible smartphone1for access to unlimited maps, aerial imagery, and U.S. NOAA charts. The Earthmate app also allows all of the inReach features to be accessed through the paired mobile device, so a user can reach anyone in their contact list. The app will seamlessly allow the user to access their compatible device’s contact list for quick access without manual entry.

The inReach Mini also works with Garmin’s increasingly popular fēnix smartwatch line to send and receive messages from their watch with the device securely fastened to their pack, kit, or vehicle. The user can remotely program the device to send and receive messages with compatible Garmin handhelds, wearables or other mobile devices. For example, a trail runner can be off the beaten path and be using their watch to not only track their stats but remotely control their inReach Mini to send and receive messages.

Pilots will also have the same ability to send and receive messages conveniently through their Garmin Pilot™ appright from the cockpit. Garmin Pilot leverages the inReach Mini’s GPS positioning to drive a georeferenced aircraft position symbol on a tablet’s moving map display. The device has the ability to provide tracking for those wanting to follow the flight, using the web-based MapShare™ page created for each inReach account.

Like all inReach devices, a user can hit the SOS button in case of emergency that sends a distress signal to GEOS®, a 24/7 International Emergency Response Coordination Center. GEOS will track the device which triggered the SOS, notify the proper contacts, and send the necessary emergency responders to the exact location. GEOS will deliver a confirmation that help is on the way and also continually update the user on the status of the response team. GEOS will also reach out to the user’s emergency contact and alert them of the situation.

Every inReach device also gives users access to a cloud-based website to not only plan future trips with specific waypoints and routes, but to create preset messages and quick texts. In the website, users can sync and manage their device settings, update firmware, link social media accounts and store unlimited location tracking data. To receive weather forecasts, the optional service provides detailed weather updates directly to the inReach Mini. Users who choose either the basic or premium package offered for land or marine forecasts will know the conditions for a current location, a waypoint, or future destination.

To access the Iridium network and communicate with an inReach Mini device, an active satellite subscription is required.

Depending on the frequency of use, a variety of airtime plans that range from flexible month-to-month options to an annual contract package are available for individuals or professionals.

Small but mighty, the inReach Mini is impact resistant (MIL-STD-810F) and water-rated to IPX72, so it’s built tough to withstand extreme conditions. The inReach Mini includes an internal, rechargeable lithium battery for up to 50 hours of use at the default 10-minute tracking mode and up to 20 days at the 30-minute interval extended tracking mode3. Available in Q2 2018, the inReach Mini will have a suggested retail price of $349.99. To learn more visit www.garmin.com/inreach

ENGINEERED FOR ADVENTURE C A R L S B A D JAC K E T & PA N T The Carlsbad was conceived of the need for highly mobile, highly vented and minimized bulk adventure gear – all while maintaining KLIM’s highest abrasion resistance and durability standards. Specifically designed to handle the rigors of on and off-road riding, the Carlsbad integrates vastly improved venting and mobility, as well as an optional kidney belt, over the Overland series that preceded it.The Carlsbad is the essential ADV setup for riders looking for a no-compromise streamlined package of high mobility, comfort and durability.

# K L IML IF E

K L I M .C O M

Upshift, June

4. KTM PowerWear Apex Jacket • Sporty, performance-styled, 2-layer multi-functional textile jacket • Breathable, elastic 2-layer performance exterior material • Windproof, waterproof and breathable due to upper, 2-layer

performance material • Taped, waterproof seams • Waterproof front fastener • Concealed, waterproof document pocket • Mesh lining throughout with optimum ventilation for impressive comfort • Effective ventilation system • Abrasion and tear resistant, elastic upper, 2-layer performance material • Reflective panels for greater safety • Reflective transfer prints for greater safety • Removable SAS-TEC® protectors on shoulder and elbow • Doubled material on shoulders and elbows • Double-padded seams for maximum durability • Actively styled with excellent freedom of movement for optimum comfort • Elastic outer material guarantees optimized freedom of movement • Detachable, breathable, wind and water repellent soft shell jacket • Go to www.ktm.com/powerwear for more information.

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Wide Open

Morocco

Photo: David Marvier

2018

Wide Open

Del Norte, Colorado

Photo: Olivier de Vaulx

2018

Wide Open

Mojave, California

Photo: Simon Cudby

2018

STAY AUTHENTIC WITH ECSTAR SUZUKI GENUINE OILS W hether you’re on the open road or exploring an unbeaten p ath, ECSTAR Suzuki G enuine Oil gives your V-Strom the performanc e it needs so that you can focus on the adventure ahead. Increasing engine performance, throttle response, and fuel efficiency, ECSTAR is the only choice when it comes to high-quality lubricants specially formulated for your Suzuki motorcycle.

Get ECSTAR Suzuki Genuine Oil at your authorized Suzuki dealer, or online at Store.SuzukiCycles.com.

Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © Suzuki Motor of America, Inc. 2018.

Wide Open

Moab, Utah

Photo: Olivier de Vaulx

2018

Wide Open

Abu Dhabi Desert Challenge

Photo: Marcin Kin

2018

Wide Open

North Vietnam

Photo: Simon Cudby

2018

The 2018 Suzuki V-Strom 1000. Set coordinates for the unknown.

For journeys that go beyond the GPS, you need an adventure bike that does more. One with advanced 3-mode traction control that lets you adjust to any riding surface imaginable. A first-in-its-class three-axis, five-direction Inertial Measurement Unit that feeds data to the new Motion Track ABS and Combined Braking System for predictable, optimal braking, even while cornering. And a powerful, fuel-injected 1000cc 90-degree V-Twin engine that takes you from coastal highways to rutted-and-rocky trails. The high-tech, high-mile V-Strom 1000: plan for the unexpected.

Traction Control cannot prevent loss of traction due to excessive speed when the rider enters a turn and/or applies the brakes. Neither can it prevent the front wheel from losing grip. ABS is not designed to shorten the braking distance.

Please always ride at a safe speed for road and weather conditions, including while cornering. Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © 2018 Suzuki Motor of America, Inc.

Four V-Strom models. Infinite journeys.

See the full lineup at SuzukiCycles.com

THE 80’s DAKAR RALLY RAID EXPERIENCE WORDS AND PHOTOGRAPHY: DAVID MARVIER

The SandRaiders rally raid event was inspired by the adventures of Thierry Sabine in North Africa and the first Paris Dakar race back in the 80’s. Riders bring their “period correct” Suzuki DR600s, Yamaha 600 Ténérés, original Honda Africa Twins and Honda XR’s and other big trail bikes. Pep Segura and his team collect the bikes in a few European cities weeks before the trip and take care of the painful customs formalities for everyone. All the details are handled so riders just need to grab their gear, hop on a plane and get to the first stage of the event in Morocco for this epic travel in time.

Pep the boss, a Catalan guy from Igualada, is a former racer. He piloted the big 4x4 truck in Dakar in 2013 and used it as our assistance vehicle. His fascination of off road racing started when he was 18 and he has participated in many championships in Catalonia and Spain, driving a Golf Oettinger 1 which then evolved to a Mitsubishi Evo VII, VIII and IX. He’s done African raids as well as Panafrica, and Dakar.

Pep knows Morocco, organizing 4X4 trips for years via his company Soloraids, based in Igualada, Spain. Respect, conviviality, friendship, and pleasure are the key words of this real “revival“ of the glorious years of the rally raids in Africa. SandRaiders is not a competition and riders are discouraged from transforming the Moroccon tracks into a motocross ground.

It is still a sporty trip where endurance matters and is full of tricky terrain where everyone helps each other. Riders get to experience the local culinary specialties and completely enjoy a true feeling of freedom which becomes scarce in western parts of the world.

This event is open to anybody whose desire is to ride a vintage motorcycle (Scrambler or trail – no modern – Old ladies only).

At the start of every stage a road-book, GPS, beacon and survival food kit are distributed to all riders. With a starting point connected with the arrival, the riders leave in bunches of 5 to 6 motorcycles grouped by affinities and/or mother tongue. Each guy rides at his own pace; the groups sometimes languish by forming other groups either because of skills, mechanical troubles, physical performance, navigation mistakes or all the above. Even if riders are not up to the pace, the assistance staff are there to guarantee that it won’t finish too badly! The number of 4x4 vehicles involved is very impressive, making it look like a real competition: one big heavy duty truck for the transport of gear, food, water, beers and motorcycles that didn’t make it; one Dakar support truck; one pick-up for mechanical assistance; one Land Cruiser for press; one medical Land Cruiser; one Land Cruiser super duty for the boss, and two motorcycles for the press (one that I used for 4 years now, a Suzuki DR600- a real strong motorcycle but one that is missing an electric starter!)

In terms of medical staff the team is led by an orthopedic surgeon who specializes in ultrasounds. There is also a neuropsychologist specializing in post-traumatic stress as well as another Spanish doctor. The team is very responsive to incidents and move rapidly in the 4x4 using satellite, GPS and radio.

Safety is a priority. Every participant gets a beacon that’s directly connected by satellite and allows the boss to know exactly where each rider is located, showing up on his digital tablet, even in the middle of the desert! The whole raid is also monitored in real time by a tech in Spain. This equipment also allows the riders to contact mechanics or doctors at any time and to notify the organization in case of late but safe arrivals. The Moroccan army helicopter rescue is the last option proposed by this electronic device, which is to be used only in case of life or death emergencies.

Riding a red and white Cagiva Elefant, Jordi Arcarons, a true Dakar living legend is leading groups. With 15 Dakar’s as a motorcycle racer who rode for KTM and now working as Yamaha ‘s Dakar rider manager, Jordi helps everyone with sharp advice, a good pace and his presence is reassuring to all that are following him.

On the mechanical side, Pep surrounds himself with true MacGyver’s: two chaps capable of repairing a clutch in the sand, welding a crankcase bare-chested, with sunglasses, a permanent smile on his lips and a fresh beer never too far. One is riding a motorcycle and the other one driving a pickup. They are reactive and very effective.

They operate all day long through many breakdowns then help the participants for the daily mechanical revisions at the end of each stage, sometimes until late at night.

The older machines with lots of mileage on them are subject to really tough use. We sometimes start to dream about a 450 EXC last generation. Of course, they are not magicians so everyone needs to know their bike before leaving and bring spare parts.

Pep has an extraordinarily efficient staff. Volunteering to help from the beginning of the raid, they give you everything to make the machine well-oiled without denaturing the adventurous side. No strict rules just that everyone is responsible for himself and to use common sense. The Catalunia team works day and night with little sleep and lots of smiles.

The trip is constantly evolving every day as Pep discovers new tracks, new routes and new horizons.

Morocco provides lots of varied grounds. When we left the famous imperial city of Fes for Atlas during a rainy stage, the route alternated quickly with fast and muddy sections. The forests of cedars on the Atlas Mountains were simply magnificent. Riders had the look of intense concentration, required at all times never letting their guard down.

After crossing the Atlas we rode over the plateau of Rekkam where our wheels touched the first sandy zones. Everything was dry as we said goodbye to the rain and wind, which was replaced with blazing sun despite being the spring season. Around Merzouga, at the desert doorstep, we ran into Sebastien Loeb who was testing with the Peugeot Sport team.

The road book took us through a large canyon filled with slippery rocks. We crossed small lost villages made with brown dirt where people lived on rather rudimentary farming. With the sun beating down, small children played in the shade of date palms. They were delighted to greet us in every small town. Caution and respect were the main thoughts as we all throttled down.

One stage passed through the mythical “forbidden track” borrowed by those 80’s raids. Rocks sometimes made way for small dunes and “fesh-fesh”. A very fine and light powdery substance, fesh-fesh in large enough quantities can spell instant disaster for an adventure rider.

Everyone had their own version of how to get through it, the experienced riders most of the time at full throttle.

It’s in these moments that commitment is needed! The last 25 km left no respite, motorcycles ran on the sandy chaotic sea before that last stretch into our finishing point. After the kilometers traveled on an immense plateau, the enormous volumes of the dunes of the Sahara faced us. All at once, contrasts of pink and orange colors presented the riders with something to admire, enjoying a well deserved rest in the luxury desert camp of Erg Chigaga. www.desertcampmorocco.com

The stages in the sand dunes are a unique experience for whoever rides there for the very first time. The heavy bikes from the 80’s suffer; engines get hot, consume oil and get packed with sand. Riders fall over easily and quickly lose any energy they have left over, in particular those who do not have an electric starter.

The large cliff-like dunes can cause serious falls if the riders don’t stop at the very top to check. We’ve seen it during this 2018 Dakar in Peru. To climb these real mountains requires real strategy and very good tactical skills. The task is sometimes more complicated with the sun at your back. Also, the orientation can be very tricky due to the circles we do to climb the dunes. The pleasure of surfing an untouched dune is huge. It’s quite similar to the sensations felt by a skier in fresh powder. Sahara offers its best moments at sunrise and sunset. The morning sand is harder and the atmosphere is “fresher” during the ride. The light, colored with one thousand tints of red and orange is gorgeous, almost biblical. Every year, the participants wait for those magical moments with the impatience of a child.

The white beach is also one very impressive place we’ve been lucky to see with the SandRaiders. This year, Pep changed the tracks so we could ride a large 70-kilometer long strip of sand between dunes on one side and the Atlantic Ocean on the other. Located at the bottom of Agadir, south west Morocco, just before the Western Sahara where everyone can ride full throttle is an unbelievable feeling of true freedom!

The last off road stage of the trip allowed us to play in some small dunes and cross some “fesh-fesh” before heading to Ouarzazate via the famous Lake Iriki, completely dried up. Having said our farewells to tracks and desert we took the road to Marrackech. A sinuous road of asphalt, passing by the famous village of AïtBenAdou which was a sight for sore eyes while riders and machines got a much needed rest. This transition was hardly appreciated but allowed us to still dream a little before going back to our normal activity.

The magnificence of the landscapes, the hospitality and gastronomy are making Morocco a very exotic and dreamy destination at just a few wingsflaps from Europe. See you next year! www.davidmarvier.com Soloraids: www.soloraids.com Sandraiders: www.sandraiders.com/fr

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Words: Egle Gerulaityte, Photos: Paul Stewart

Red Earth and Blue Skies

“I saw a guy on a horse just up the road, so there might be a village nearby.

Let me go and see if I can find anybody with a truck or at least find out where the road flattens out,” Paul said before taking off on his bike.

I had fried my clutch plates doing our eleventh river crossing in three miles.

Having half duck-walked, half pushed my poor Lucy up what was probably the steepest road in Cuba, we realized we couldn’t go on like this for much longer. Our water supplies were dwindling, the sun was about to set and the road we were on hadn’t been used for years.

As soon as we’d reached a flat part of the road, we could tow my bike, but up this crazy hill, we just didn’t stand a chance. The heat and humidity were suffocating. We hadn’t eaten anything in hours and the last people we saw were lone plantain farmers on horseback some four or five river crossings ago.

When Paul disappeared around a corner, I sat down to sip some precious water from my hydropak. Although our situation was a curious one, looking at the perfectly pristine rainforest stretching over rolling hills and into an endless blue savannah down below, I couldn’t help but admire it – this was the most spectacular spot for a breakdown on the whole island of Cuba.

Bienvenidos a Cuba Socialista As our sailboat Stahlratte glided into the bay of Cienfuegos, I watched anxiously for something unusual, something odd – I wasn’t really sure what, but it felt like the water, the fishermen’s boats and the crumbling little houses on the shores would be different, somehow, to the boats and houses anywhere else in the world. This was Cuba, after all: an island shrouded in mystery, rumor and whispers; a country that’s been cut off from the world for decades.

“Bienvenidos a Cuba Socialista,” proclaimed a massive sign on a decaying gray concrete wall at the docks. Welcome to the Socialist Cuba.

Cienfuegos, once a rich port town connecting the trade routes between Cuba, Jamaica and South America, a sugar industry jewel of the late nineteenth century, looked like a shadow of its own past. Beautifully built but derelict French and Spanish colonial buildings lined worn out streets, empty save for an occasional Chevy Bel Air, an echo of Cuba’s booming economy in the forties and fifties, or a cumbersome Moskvich or Lada car, a reminder of its more recent past.

Horse drawn carts, bicycle taxis and pedestrians filled Cienfuegos with the usual city clamor and noise, but something still felt off. I couldn’t put my finger on it, until I realized: there were no ads in the whole town. No billboards, no advertising on buses and taxis, no flashy screens. Only the Party’s, Fidel’s and Che Guevara’s quotes and faces decorated the town’s most important buildings. There were hardly any shops, not much was available, and none of the usual city business. Cienfuegos was eerily quiet and slow-paced, a city that, much like all of Cuba, was frozen and forgotten in time.

Mind the Pumpkins But we hadn’t come to Cuba for the urban experience. As soon as the customs paperwork in Cienfuegos was done, we headed west for Pinar del Rio and Viñales, hoping to explore the island’s Jurassic Hills and the region’s famous tobacco plantations.

Our bikes now sported Cuban license plates, we held Cuban driving licenses and our Spanish was passable, but we still stuck out like sore thumbs.

Traveling the dusty little farm roads and plantation tracks, we’d constantly get astonished glances and cheery waves from the locals. “How many cubic centimeters? How fast can you go? Where did you come from?”

The questions never changed. In Cuba, the biggest motorcycle a civilian can buy is a 125cc, and even then, only a select few can afford them. A brand-new Suzuki GL125 can cost anywhere from $6,000 to $7,000, an astronomical sum for people whose average monthly wage is about $30.

For Cubans, riding off road for the sake of adventure rather than neces-

sity was a foreign concept as much as our monstrous motorcycles. Trying to reach the other side of a white-water river and coming upon a broken-down bridge, we got lost on a single trail track eventually disappearing in a meadow. A local farmer on horseback, appearing seemingly out of nowhere, offered to lead us to another crossing.

“Just mind the pumpkins!” our savior shouted, as we followed him across a pumpkin field and along a small rocky path dividing the farmland.

“Why didn’t you take the road?” the honorable caballero asked later when we stopped to thank him for his help.

“Well, we want to explore the whole island not just the main roads and cities,” we tried to explain, suddenly feeling small and somewhat ridiculous in our technical Klim gear, fancy hydropaks and robotic Sena comms in front of this old, hardy horseman who has probably never left his village and works more arduously than any of his Western counterparts, and to whom our off-road adventures likely seemed frivolous and strange.

Food for the Soul After a short respite in Havana, Cuba’s most beautiful and most melancholy city, and a short visit to touristy Varadero, we traveled East along the island’s spine, riding the endless sugar cane plantations and visiting quiet little villages who’d long forgotten their own names.

Empty slogans about the Revolution, the party and the unity, mimicking the exact same formula of the former Soviet Union, dotted the country, painted on crumbling apartment blocks, collective farm entrances, military and police buildings, and gray cement billboards promising a brighter future for the workers of Cuba. “I am Fidel,” “Homeland or Death,” “To Victory, Always” and “Workers, Unite.” Outdated and meaningless in the rest of the world, these words still hold grotesque importance and weight in the island-prison where journalists, artists and activists are still routinely incarcerated, roughed up, fined, or beaten, and where any criticism of government is met with criminal prosecution or worse.

Yet despite all the restrictions, despite the bleakness and grimness of everyday life, Cubans remain among the most hospitable, generous and kind people of the world.

Well educated and worldly, curious and chatty, with a sense of sharp, dark humor, Cubans are a part of an incredibly vibrant, playful and rich culture brimming with talent and spirited energy. In Havana, old ladies selling sweetened coffee from their homes passionately claimed to be poets and troubadours. Unique artwork, paintings, and photographs filled the streets and studios of Havana and Santiago, and music spilled out of every restaurant, home and corner of the old towns across the country.

Even in the languid little towns along the coast where people had next to nothing, life was still full of color. “It’s what we do. Music can feed the soul, even if the days are filled with longing,” said Rodolfo, a conductor of a traditional Cuban quintet we met traveling along an old, derelict road from Santiago towards Pilon.

“I’ll probably never own a car and I might never make it to Paris or New York, but come and hear us play and you’ll see, oh, you’ll see,” he trailed off, dreamily.

Along a Broken Road Pilon to Bayamo was our last off-road route in Cuba. After that we would head back to Santiago and board the Stahlratte again, sailing for Jamaica. But for now, we still had a few days and the track from the coast towards Bayamo promised challenging terrain and wonderful nature.

“It‘s so beautiful up there but if it rains tonight, you‘d be better off going back on the paved road. The Bayamo track hasn‘t been used for years because there is a new road now. With the early rains, it could be badly washed out in places,“ our host Norvis warned us before we set off.

The morning sun promised a beautiful day, and although the rain had been tapping on our tin roof from dusk till dawn, we‘d figured our DR 650s were up to the task. The distance was a mere 50-mile stretch across the rainforest.

Winding up a lush hillside, the dirt and gravel track teased us along a beautiful untouched green country. Soon enough, we crossed our first river, where, to the great amusement of a local boy on a mule, I‘d hit a slimy boulder and dropped my bike into the foaming stream.

As the track got narrower and river crossings wider (we‘d sometimes have to ride upstream before picking up the trail again), my loyal Lucy finally gave in. A roar of empty rev’s announced my clutch plates were gone and there was nothing left to do but push, walk and tow my bike until we finally hit pavement and, eventually, flatter ground again.

Instead of a few hours, it took us two days to reach Bayamo and three to Santiago. During the heavy downpour signaling the beginning of the rainy season in the Caribbean, we towed my lifeless Lucy for over a 150 miles until finally, soaked through and dog tired, we limped into the Santiago marina.

“Motorcycles, aboard!“ bellowed captain Ludwig, a pant-less pirate of the Stahlratte, as we rolled our bikes on the sailboat lulling in the deep blue waters of Santiago Bay. Last glass of local rum, last glance at the shores of Cuba as the Stahlratte‘s motor repeated its weary rhythm, and soon the island disappeared in the blue mist of the Caribbean sea.

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We saddle up for real North Africa adventure, exploring the Martian-like landscape of the Moroccan desert to see if real-life oases exist.

Ouarzazate, Morocco is not exactly the typical or bustling tourist destination for a westerner. On the other hand, if you’re a motorcyclist, especially one with a bit of Jacques Cousteau running through the veins, the inland region of North Africa serves up just what intrepid wanderers enjoy: exquisite black top, barren landscapes, and trails that meander between oases many times over. This, in a nutshell, is what adventure riding in Morocco is like.

We saddle up basing from the aristocratic Berber Palace; a nod to the past, when marauders ruled the desolate countryside aboard original horsepower. This hotel is a bastion of Old World civility set in a location that appears chaotic, at least from the outside. It turns out, the people of Ouarzazate are a classic example of ‘don’t judge a book by its cover.’

Inviting, with warm personalities, the locals act like they live to serve and you feel like royalty.

Rolling out of town, the pavement is smooth and in better condition than you’d except in a foreign land. Winds blow strong and a fine layer of dust coats virtually everything. The road is no exception, requiring a degree of caution when wicking up the throttle on KTM’s rowdy R-spec 1290 Super Adventure that we’re riding. Thankfully, traction control steps in and saves the day.

Moving southward, it isn’t long until we’re off black top and into the dirt. We march down a curvy fire road, attentive to larger rocks that could easily disable our machines. Due to the terrain and the fact that we’re at times, miles from civilization, all the bikes are outfitted with heavy-duty wire spoke rims opposed to the bend-prone and brittle cast set-ups. We ride at near highway speeds catching an occasional rock with the front hoop. The bars shake- a quick pucker, followed by a deep breath.

It happens over and over again, but it isn’t enough to make us slow down.

It almost never rains in these parts, so dust can be an issue. But Mother Nature’s chilly morning breath blows it away almost as quickly as it’s created by the dozen or so Bridgestone-shod Adventure bikes we’re roosting aboard. Still the marbly surface demands caution, especially through off-camber downhill bends. Unlike more developed nations, there are few guardrails to prevent you from falling off the side of a cliff, yet, there’s no shortage of curves nor breathtaking panoramas!

In spite of the seemingly lifeless environment, we occasionally come across locals walking nonchalantly through the desert, as if there was no other place they’d rather be. Women dress in colorful but conservative wear, concealing their bodies likely for religious reasons and to block the harsh effects of the sun. The men, on the other hand, dress more casually like they’re off to socialize with friends. We honk, they wave, and our journeys continue.

Oases randomly litter the expanse. Their green lushness a stark contrast to the red, orange and brown hues that predominantly define this land. Just as our vision begins to blur from hunger we pause at one of these oases for a quick snack and hot Maghrebi mint tea.

Loaded with fresh spearmint and sugar, it provides some needed energy until lunch. While we lounge in the shade, butchers butcher, vendors vend, and life seemingly functions as it would at home.

We use this pit stop to trade the racy Super Adventure R for something less brutal in the form of Honda’s Africa Twin. Its low seat height, favorable CG and idiot-proof dual-clutch automated gearbox are well suited to those that want to soak in the scenery rather than focus on the needs of their motorcycle.

Back on pavement, the Africa Twin eats up twisty black top in a more reasonable manner than a 21-inch shod ADV motorcycle should. Proving you get the best of both on and off-road worlds with modern adventure rigs.

It’s lunchtime so we fuel up at yet another oasis. But this one is special: the Ksar of Ait-Ben-Haddou. Situated on a riverbed in the foothills of the High Atlas Mountains, this well-preserved clay structure appears like a collection of gingerbread castles. It dates back to the 17th century, demonstrating what life was like four hundred or so years ago.

Serving as a real oasis for caravans and traders that traveled between the desert and the northwestern trading city of Marrakesh. Now it’s been deemed an official United Nations World Heritage site, so it will continue to be preserved for all of civilized time.

We dine on a traditional Moroccan meal of clay oven-baked chicken and olives served with couscous, while chit chatting about bikes, North Africa, and the state of American politics inside a luxurious glass room covered in rugs. The old clay city looms in the background. We have more tea and we’re back behind the handlebar.

The compass points north as we follow the riverbed and retrace the tough steps of those ancient travelers. We cross villages, carving through narrow one-lane corridors. Kids drop what they’re doing and signal for us to loft wheelies as we pass. Those quick on their clutch lever draw make the kids’ day, hopefully inspiring dreams of adventure for another generation. We dodge the occasional car and mule, while enjoying gorgeous backdrops that look like they are a remastered 4K version of Lawrence of Arabia.

The sun begins to hang low in the sky as we make our way back into the imperial gates of the Berber Palace. All told it was an enchanting 180 miles of dirt, asphalt, and culture all rolled into a memorable experience that will not soon be forgotten.

When we got our invite from Eric at XLADV.com for the first annual Mojave Adventure Rally, we loaded up the Upshift trailer with bikes and a cooler full of cold beverages and headed to the California high desert for a weekend of big bike fun.

The ride was for a great cause- a benefit for the Motorrad Angels and their efforts to bring clean water to people worldwide who don’t have access.

The weather was perfect as we once again went off the beaten path in search of new trails and new friends.

Motorrad Angels have been traveling the world on motorcycles to bring clean water and lifesaving medical and dental assistance to the world’s most vulnerable communities.

Tom Asher, 2016 USA GS Trophy Cup Rider and Tom Palmer, automotive and software entrepreneur started Motorrad Angels and it’s grown every year. 100% of funds they raised have gone to community-based projects. All riders pay their own expenses and contribute their unique talents and skills to help others. They have actively been involved in projects in Colombia and Peru and have zigzaged their way through the world stopping for motorcycle rallies & conducting trainings, events, and group rides to raise funds to support their community projects.

They currently have chapters in 20 countries and they’re expanding every day. They are recruiting Angel Captains in many countries so contact them if you want to become an Angel and have the ride of a lifetime! For more information go to www. motorradangels.org

Photos: Simon Cudby

RIDE REPORT: Mojave National Preserve RALLY PRESENTED BY XLADV Upshift: We’re here with Eric Hall from XLADV. Eric, tell us a little bit about this event and the basic concept behind it.

Eric Hall: Well, I’ve been doing another event similar to this up in the High Sierras near Mammoth Lakes for about seven years.

That event is at the end of the summer. I wanted to have another event to bookend it around late spring. I’d ridden here in the Mojave preserve before with Jesse Kimball of Flying Monkey Adventure Riders - he has his own rally - and Tyler Theobald who’s eveRide on YouTube. So we rode here two years ago, it just seemed really amazing, scenic like Death Valley but actually with better roads and better trails. It’s just a lot of fun, and it’s pretty close to Southern California. I thought “This would be a good location for a spring event.” So that’s what we did, we went ahead and put it together for this location. This is our first year and we’re dedicating it to Motorrad Angels.

Upshift: There are a lot of BMWs parked here in the camping area! Talk a little bit about Motorrad Angels, how you connected with those guys and about their program.

EH: My buddy Dennis Godwin helps out Tom who started Motorrad Angels. It’s very simple: it’s about riding motorcycles and helping people. They started out doing clean water filtration kits on a ride down to South America. Then the earthquake in Mexico City happened and that kind of changed everything for them. They found that being on these bikes allowed them to get in and out of these areas that were hampered by relief vehicles simply because of traffic on these two-lane roads that were blocked with everyone trying to get in or out after a disaster. Well, the bikes can go on the shoulder or split lanes, so we could get the bikes in and out. We were delivering medication and getting people out. Someone maybe needs kidney dialysis or something and has to get out of the area to get critical care. Or alerting areas where there’s gas coming out, and you’re telling people, “Hey, evacuate!” So they just found that the motorcycles were really good for that. So it morphed from a clean water campaign to kind of a disaster response. That then led to Hurricane Maria relief efforts in Puerto Rico, which I got to take part in.

Upshift: You went down to Puerto Rico?

EH: Yes, and that was great because still half the island doesn’t have water or power. We just did a couple of clean water filtration kits and we handed out a lot of solar lights because they didn’t have any electricity at night, so no light. Now with lighting at night they could come out and socialize with each other and their neighbors. It was really cool. Motorrad Angels are doing some more work in Columbia with Venezuelan refugees flowing across the border into Columbia, about 40,000 a day. A lot of these people are very hungry and sick, so Motorrad

RIDE REPORT: Mojave National Preserve RALLY PRESENTED BY XLADV

Angels is working on ways that they can help. Obviously, water is something they know about.

Upshift: How many people are involved in that program?

EH: That’s a good question. In terms of volunteers, there’s got to be hundreds now. There are clubs in different areas like: Motorrad Angels Costa Rica, Motorrad Angels Columbia, Motorrad Angels Puerto Rico. It’s a lot of guys, most of them on BMWs, that just want to help out and they’re already plugged in. They know where the needs are, so we can arrange an event and people can come ride and help others. It’s fun, and you’re actually doing something good. We worked our tails off too! There wasn’t a single night that we didn’t get in bed before midnight and up early the next morning. If you’re going to do a trip, just know it’s not a tour company.

These are all volunteers helping a good cause.

Upshift: It seems like having watched what you do with XLADV, we think of you as a guy that’s always trying to give back to the industry and give back to the sport. Talk a little bit more about your High Sierra rally that you’re going to have later in the year. How can people get involved and come ride that event?

EH: We’re going to have a Facebook event page here pretty soon. I’ll probably promote it with a little Facebook advertising and I’ll list it on our Instagram page. It’s Labor Day weekend and it’s our seventh annual event It’s up near Mammoth Lakes with really good food, really great weather, great trails, and there’s a hot spring nearby. Kind of the highlight is Sunday, that one day a year they open the gate to a place called the White Mountain Research Station, which is owned by the University of California. It’s a high altitude research station and it’s the only chance you can get, I think, in North America to ride that high an elevation and navigable road at 12,400 feet. That’s the only day you can do it. So on that Sunday we pack up and head up to the White Mountain Research Station. You can see big-horned sheep on the way up, and bristle cone pine, the oldest trees in the world, and it’s like a moonscape above the tree line. It’s really amazing.

Upshift: So you think the average rider could show up to an event like that? Would they have to have an adventure bike or is anyone welcome?

EH: Anyone’s welcome to come. The tracks are set up typically for the average adventure bike rider. We have scenic tracks, we have intermediate and then we have some advanced tracks that involve steep rocky climbs, deep sand and things like that. But you can come and ride nothing but pavement and just see spectacular sights or see Devils Post pile National Park or some of the alpine lakes are beautiful around Mammoth.

Upshift: Awesome. Well, we really appreciate you having us out here to this event.

RIDE REPORT: Mojave National Preserve RALLY PRESENTED BY XLADV

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TESTED

BY SEIJI ISHII

Cyclops ADVENTURE SPORTS Long Range Optimus LED Auxiliary Lights A Worthy Upgrade for Both Nighttime and Daytime Riding Riding intelligently under the cloak of darkness typically involves a reduction of speed, a heightening of the senses, and can bring a touch of nervousness. Road hazards, other vehicles, and nocturnal animals can all put a damper on the fun while riding under the stars. Lighting upgrades can include swapping out stock headlight bulbs for more powerful units and adding additional auxiliary lighting. Cyclops Adventure Sports put its stamp on the ADV and Dual Sport markets with its replacement LED headlight bulbs, a favorite for those wanting a quick and affordable way to improve after-hours visibility.

I like riding on dirt at night; I find the sensation of riding in a bubble illuminated by my bike’s lighting system both exhilarating and calming. Animals abound, their eyes reflecting back, and in the summer months, the temperatures are more agreeable. I do take precautions to compensate for less visibility and active wildlife but after more than a handful of close calls involving the abundant deer in my area, I decided to add the Cyclops Adventure Sports Long Range Optimus LED Auxiliary Lights to accompany the company’s LED headlight bulb.

Unboxing and Options The stoutness of construction is evident when unboxing the light kit. The two 3.5” finned die-cast aluminum housings feel solid, and the lenses are polycarbonate; the high-quality wiring harness, with Deutsch connectors and relay, make the stock harness of my KTM 990 look flimsy. There are 10, 20 and 60-degree beam patterns available; I chose the hybrid combination of 10 degrees on the left and 20 degrees on the right. I also placed an optional, sealed wide pattern beam filter, which created a more distinct, DOT style cutoff at the top and bottom of the beam while adding significant width to the light coverage area. Spot pattern and amber filters are also available, giving flexibility out of a single bulb.

Several switching and dimming options are available. I selected the dimmable wiring harness and the pre-configured Skene IQ275; this allows the auxiliary lights to come on at lower brightness (user programmable in 10% increments) with the low beam, enhancing daytime conspicuity, and triggers maximum brightness on high beam, all controlled by the stock light switch. Other options include the use of a separate switch, both with the programmable dimming module and without. The Cyclops Long Range Optimus LED Auxiliary Lights employ Pulse Width Modulation to modify the output, which extends life, reduces heat and eliminates color skewing that can result from other dimming methods.

The Cyclops Auxiliary Lights in Use Cyclops Adventure Sports only uses a single 10-watt LED, avoiding multiple lamp arrays and the resultant high lumen ratings. The company instead developed a proprietary reflector to produce a powerful beam with one LED and low wattage draw. The first night ride with the Cyclops units displayed the power of their IRIS reflector technology. The beam was wonderfully bright and focused; Cyclops claims the single emitter and reflector throws one lux (one lumen per square meter) of light an impressive 883 feet; a standard motorcycle low beam throws the same amount of light only 83 feet on low beam and 153 feet on high beam. Cyclops Adventure Sports also displays detailed beam patterns with lux and distance specified on their site to aid customers. The cutoff pattern with the beam filter was adequately distinct, stray or scattered light wasn’t an issue. Adjusting the housing position in small increments produced considerable changes in the lighting pattern; exercising patience and persistence yielded my preferred light pattern. The dimming module performed as designed, seamlessly switching from the lower programmed brightness to full blast on high beam through the stock lighting switch. I didn’t notice any flickering or other distracting light characteristics at any brightness level.

The housings successfully defended the interior components from rain and creek crossings; the wiring and connectors also showed no signs of leaking or damage during 30+ hours of testing over the rugged and rocky ground in the Hill Country of central Texas. The beam filters also emerged unscathed, and their perimeter sealing prevented water from accumulating between it and the lens.

The Cyclops Adventure Sports Long Range Optimus LED Auxiliary Light is an efficient and durable option to improve the visibility of the terrain at night and conspicuity of the rider during the day. The IRIS reflector produces a highly usable, long-reaching light beam with low current demands, and the available dimming options utilize Pulse Width Modulation circuitry to keep temperatures under control and ensure longevity. My nighttime adventures now come with vastly enhanced visibility, and I have the added benefit of improved daytime safety, all in one upgrade. MSRP: $299.95 base price for two lights with mounting brackets; choice of wiring harness, dimming/switch options, 60-degree beam pattern, and beam filters are extra. Price as tested: $414.85 www.cyclopsadventuresports.com

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TESTED

BY CHAD DE ALVA

KLIM OUTLANDER GTX BOOTS Motorcycle boots are pretty darn good at keeping your feet and lower legs protected and dry (if they’re a waterproof boot) while riding, yet they’ve never been any good as footwear for hiking or extended periods of walking. If you’ve tried to grind out even a few miles in your favorite ADV boots, chances are that you earned a few blisters or hot spots for your efforts. Yet the designers at KLIM have figured out a way to make a hiking boot provide all of the support and comfort that a hiking boot should have, and they’ve added strategically placed D30 armor on the ankles and tongue to provide protection to your foot and ankle while riding. KLIM’s Outlander GTX boot is exactly what you’re looking for if you like to ride and hike with dry, comfortable feet.

At first glance, The Outlander GTX boot looks just like a hiking boot, but it’s packed with tech and design features that help it exceed as a boot that walks just as well as it rides.

The tread pattern grips quite well in loose dirt and pine duff and holds onto rocks and other obstacles when scrambling.

A full length, full width last provides all-day, on your feet or on the pegs comfort, and KLIM utilized NestFit technology in the design of the boot’s last. Footwear lasts have been largely unrevised in history of footwear creation, but Nestfit is a last designed from 20,000 3D scans of real human feet, creating a last that is a much better representation of a human foot than a traditional last. In other words, the Outlander fits very, very well.

Protection on the Outlander comes in the form of D30 armor found over the ankles and in the tongue of the boot.

Make no mistake, the Outlander isn’t as well armored as a full on ADV boot, but your toes and ankle joint are much more protected in the Outlander than in a regular hiking boot. KLIM added rubber in all the right places to make this a boot that will hold up to hundreds of miles walking on the trail, and countless rides on or off road.

T E S T E D: K L I M O U T L A N D E R G T X B O O T S KLIM opted to use a BOA system to fasten the Outlander boot, which is helpful as there are no laces to get entangled in your bike’s controls or drive chain. The BOA system is great as it’s a set and forget way to secure your boots. However, the single point of tension doesn’t provide the same perfectly-laced embrace of your foot that a lace up boot with a couple of lace-locks can have. Yet, this isn’t anything to get discouraged by – the Outlander fit great and held on to my feet quite well.

In use, the Outlander has proven to be the choice for footwear for everything from enduro to ADV rides where I know I’m going to be walking. Even when there are no plans for walking on a ride, having the Outlander boot on means that you can go explore on foot when you happen upon something cool on your ride, without having to worry about shredding your feet. For adventure touring, clearing trails, riding to hikes or anytime you want to keep your options open, the KLIM Outlander GTX boot is a great choice for footwear. MSRP: $279.00. Available in black or brown sizes 7 through 14. www.klim.com

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TESTED

BY BRANDON GLANVILLE

SHOEI VFX-EVo HELMET The latest off road helmet from Shoei, replacing the nine year old VFX-W, is the VFX-EVO. Announced in September 2017, this new model pays tribute to the previous design but features some key improvements and design strategies to increase the safety of their helmet. With this new model, Shoei has introduced a system to help reduce rotational forces on the brain during an impact which Shoei calls MEDS or Motion Energy Distribution System.

Shoei’s MEDS system is completely constructed out of the traditional EPS material which Shoei claims will not affect things like weight, fitment, size, aerodynamics, and most importantly safety performance. In testing, Shoei has found MEDS to be 15% more effective at reducing rotational energy than the previous model. The VFX-EVO does carry on the Shoei reputation of producing a very well made helmet that is well ventilated and a great overall fit.

Of course, fit is subjective and you should always try on a helmet and get fitted properly before buying.

The VFX-EVO comes in at 3.2 lbs for the large, solid white unit I’m wearing. This is middle of the road for most quality offroad helmets that are available today. There are definitely lighter helmets available, but this feels really good.

I tend to prefer a helmet that has a weighty but not heavy feel and the VFX-EVO thread that needle nicely. A helmet that almost doesn’t feel like it’s there just doesn’t inspire confidence for me.

Some details that stand out: The eye port is sized properly and the brow is low and flat enough to keep most modern goggles where they are supposed to be. The visor is actually useful having enough length to block the sun or your buddies roost, but with enough adjustment to not cut down your vision. They offer 3 non-graphic colors in addition to 13 graphics to match your style. The liner is really plush and for a bearded rider like myself, it didn’t try to become one with the beard. And I really like the Shoei styling.

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The only issue I have had with the helmet is on me really. I didn’t pay close enough attention while pulling the liner out to wash it. Putting it back in took a lot longer than it should have because I didn’t watch what I was doing.

I have had a number of Shoei’s over the last 3 decades and they have always been great helmets. Thoughtful design, top-tier build quality, attention to detail and great styling. The VFX-EVO carries these traits forward with slight refinements and a significant addition to the MEDS technology. The VFX-EVO is DOT and Snell-2015 rated. Available now starting at $539 USD. www.shoei-helmets.com

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Press Launch- Prescott, Arizona

By Simon Cudby, Photos courtesy of American Honda

The current generation Africa Twin, the CRF1000L, got a great reception when it was unveiled several years ago, and at Upshift we have spent a significant amount of time on that machine. That AT version still exists as a 2018 model, but Honda has upped the ante with the new CRF1000L2 Africa Twin Adventure Sport version.

With longer suspension travel, more protection, more rider modes, and other refinements, the CRF1000L2 has all the things we wished the “original” AT had. We’re not saying the first CRF1000L isn’t a great bike overall, but the soft stock suspension was not the greatest on the rougher trails and we missed things like heated grips, a 12V socket, crash bars, and a beefy skid plate. These are all now stock on the new bike.

At the product presentation before our day of riding the new bike, we got the rundown on the specs. Available in two versions, a DCT ($15,699) and Manual ($14,999), the CRF1000L2’s main features include: Improved instrument panel- 7 HSTC (torque control) modes, plus “OFF” 3 Riding modes: TOUR, URBAN, GRAVEL USER mode memorizes preferred settings for Power, Engine Braking, Torque Control Larger 6.37 gallon fuel tank to increase range Taller windshield 8.9” front and 9.4” rear travel 10.6” ground clearance Flatter, taller adjustable seat 35.4/36.2” height Taller handlebar position Wider footpegs with steel mounts Passenger pegs with lower profile mounts Large skid plate Light bars Steel rack Lithium ion battery Lighter balancer shaft weights for a smoother feel Throttle-by-wire New airbox

Our route for the day’s ride was a 60% road/40% dirt combo, so we would have a chance to try the many available riding modes and adjustable settings on our DCT model. After talking with Honda’s Jason Abbott, we set our bike up initially in USER mode with “P” (power), “EB” (engine braking), and “T” (torque) set at P1EB3-T1. The Power and Torque settings have a choice of 1-3, and the Torque setting 1- 7.

Regarding modes, one of the much-needed capabilities is the ability to save your settings in USER mode so that each time you turn off your bike, you don’t have to re-set all of those settings. This is huge. Although the sheer number of variables available with the new modes with their Power/Engine Braking/Torque choices is a little daunting, once on the trail it’s easy to feel the subtle differences as you try different settings on the fly. We quickly got used to changing modes and settings on the new bike.

In our P1-EB3-T1 we had a good feel for the bike in a pretty aggressive setting, basically top power, not much engine braking, and the lowest torque setting (or traction control as we like to think of it).

As with the first version of the Africa Twin, the rider can also set the “Drive” modes to vary the shifting points of the DCT transmission, with D, S1, S2, and S3. We set our bike up at S2, as this was the setting we liked on our original AT. On the first windy asphalt section out of town, the seamless shifting of the dual-clutch was as smooth as ever, and the bike just knew where to shift at the perfect point. With the new ergonomics from taller bar mounts and a more comfortable rider triangle, the AT felt comfortable on the road with no surprises.

In TOUR mode, the bike is set at P1-EB2-T6. In URBAN the setting is P2-EB2-T6, and in GRAVEL P3-EB3-T6 Our dirt sections for the day were fast fire roads with some looser gravel sections. We turned off the rear ABS and hit the “G” button that slightly changed the power delivery for off-road. Initially we left the bike in the USER mode with our P1-EB3-T1 setting and that worked well allowing the rear wheel to drift out on the exit of turns and used the throttle to steer the bike somewhat.

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In GRAVEL mode off-road I felt the Torque setting to be too high at 6, so using the T button on the left side controls, it was easy to dial back the setting, and I found that 2 was a good amount of control with not too much loss of power when the rear wheel started to spin up. It’s good to remember that even in the three drove modes, the Torque setting can be changed on the fly.

The DCT CRF1000L2 weighs in at over 550lbs, but on the dirt you don’t really feel that weight. With a seat height in the low setting of 35.4”, we were able to touch the ground when seated at a stop, giving us confidence when doing tight turns that we could dab a foot if needed.

With almost an inch more travel front and rear, and some compression/rebound refinements, the forks were stiffer than the original AT, which for us was a good thing.

Although we didn’t ride any desert whoops on the big Honda, the faster fire road terrain proved to be easy to navigate. Some of the edges of the dirt trail had water bars to help with rain drainage, and these gave an indication that the forks on the new machine were better able to handle rougher terrain than the previous AT.

Other improvements noted to improve the ride were the bigger footpegs and the repositioned mounts for the passenger pegs. No more hitting the back of your boots on the mounts as they are now on the underside of the frame.

The new fly-by-wire throttle control gave a lighter feel than a standard cable throttle set-up, and with the addition of lighter balancer shaft weights, throttle hand fatigue was noticeably reduced.

Standard items on the new bike that we really liked are the bigger coverage skid-plate, a standard light bar that we think will also help protect the bodywork in the event of a tip over, the all-important 12V socket in the dash, and heated grips for those cold rides.

All in all Honda has done a great job in listening to their customers wishes for the CRF1000L2 and incorporated many of the “If only it had…” concerns of the first CRF1000L. Also, this bike looks amazing with the light blue/ red graphics on the white body. We can’t wait to get our hands on this bike for a long term test in the near future.

Stay tuned!

CRF1000L2 PRESS LAUNCH VIDEO