Upshift Issue 26 October 2018

Issue 26

October 2018

LIMITLESS EXPLORATION HQ ADVENTURE GEAR RACE TO THE ENDS OF THE EARTH WITH CONFIDENCE. DESIGNED AND TESTED IN REAL SITUATIONS, THE HQ ADVENTURE GEAR OFFERS THE READY TO RACE QUALITY AND COMFORT YOUR ADVENTURE DEMANDS. AVAILABLE ONLY AT YOUR AUTHORIZED KTM DEALER

/ktmusa

Photo: M. Chytka

Please make no attempt to imitate the illustrated riding scene. Always wear protective clothing 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.

Photo: Schedlvehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

The R. illustrated

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!

Photo: R. Schedl

www.husqvarna-motorcycles.com

WE RIDE OFF-ROAD

2019 HUSQVARNA MOTORCYCLES FUNCTIONAL APPAREL COLLECTION Off-road riders face varying degrees of terrain, from slow technical passes to fast open stretches. It’s a discipline that requires riders to adapt in order to progress. Husqvarna Motorcycles has developed its off-road line of functional apparel to react in harmony with rider intuition. Only available through an authorized Husqvarna Motorcycles dealer.

ISSUE 26 OCTOBER 2018

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

Issue 26

October 2018

LOGO SHEET

Cover Simon Cudby

THE INSIDER

WILL ADV BIKES KILL STREET BIKES?

Design Chris Glaspell Photography Editor Simon Cudby

BLACK

Contributing Writers Stephen Clark Chad De Alva Olivier De Vaulx Seiji Ishii

INSTA-ADV PMS 021

RGB: R255 B255 G2550 CMYK: C40 M30 Y30 K100

INSTAGRAM TRAVELERS

RGB: R255 B80

CMYK: N80 Y100

GEAR

Contributing Photographers Tim Burke Stephen Clark Chad de Alva Olivier de Vaulx

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THE LATEST

THE LONG VIEW

Story Editor Stefanie Glaspell

RIDING SOUTHERN ICELAND

Business Development Brandon Glanville

COLORADO 600

Want to advertise with us?

TRails Awareness Symposium

Contact: Brandon Glanville brandon@upshiftonline.com

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Contact: info@upshiftonline.com

FIRST RIDE

Join us on Instagram at @upshift_online

2019 HONDA CRF450L

Join us on Twitter at @upshift_online Join us on Facebook at facebook.com/upshiftonline

TESTED

VEMAR KONA HELMET KLIM ARSENAL VEST 23986 Aliso Creek Road P.O. Box 450 Laguna Niguel, CA 92677

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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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OFFROAD PARADISE AMERICAN OHV SYSTEM

WILL ADV BIKES

S KILL STREET BIKES? INSIDER: STEPHEN CLARK In April of this year the automotive world was shocked when Ford announced that they would stop making cars in the near future. “The changes will also allow the company to devote more resources to SUVs and trucks….. as consumers continue to lose interest in passenger cars, which no longer have a monopoly on good gas mileage.”

I’m wondering how long it will be until we see a similar shift in the motorcycle market. With adventure bikes slowly chipping away at the sales of street bikes, it’s no secret that the cruiser and sport bike markets are struggling and all the OEMs are working hard on ADV bikes to try and make up for the lost sales. Even Harley is wanting a piece of the action. And when you ride street and ADV bikes back to back it’s no surprise that this is happening. I recently took an overnight trip with my wife on a big street touring bike and was really surprised at how it performed in comparison to an ADV bike. Really the only tangible benefit to the touring bike that I could come up with was that it had a lower seat height than an ADV bike. In every other way an ADV had performance equal or better than the street bike. Plus on an ADV bike you have the option to explore gravel roads.

So what is causing this shift? I think it’s a lot like the automotive market, where the manufacturers have improved the crossover off-road vehicles to the point that they offer comparable on-road performance.

Technology has given us the performance we need to push these big tall bikes down the road and they no longer fall short of street bikes in terms of performance.

If SUVs have killed the car I think it’s only a matter of time before the ADV bike kills the street bike.

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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

Large 9.5” x 6” $25.00

Medium 8” x 5” $21.00

Mini 6” x 4” $17.00

Upshift is supporting Veterans Back 40 Adventure by offering a few select products in the Upshift store, with the majority of the profit going to the Veterans Back 40 Adventure program to help fund their next outing. The first of these products will be the DMADA Trail Essentials Pouch in MultiCam™. Made in the USA with USA sourced materials by a small independent brand in Boise, ID. Each pouch will generate the following donation to VB40A: Mini - $6, Medium - $8 Large - $10. In addition to getting a lifetime quality product, you will be helping a good cause and changing the lives of our veterans.

www.upshiftonline.com/store

REVENANT GORE-TEX® PRO JACKET

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COMPATIBLE GARMENT LINER AIRBAG SYSTEM INSIDE LINER

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SEE THE FULL LINE OF TECH-AIR® COMPATIBLE PRODUCTS AT ALPINESTARS.COM

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1. GIVI GRT709 35LTR Saddlebags Designed for Enduro and off-road motorcycles. Quick release UNIFIT from the mounts, with GIVI Security Locks (can be keyed the same as the top-case, trolley base or the toolbox using the SL102, SL103 or SL105 kits). A nylon plate is included for fastening to side rails such as PL, PLR, PL_ _ _CAM, PLR_ _ _CAM and other types of tubular side rails.

Materials; High resistance 1200 W/R Polyester, thermoformed PE on the back, Hypalon fabric inserts, Outer shell with high resistance to UV exposure (ISO 4892-2 rated) Features; Waterproof roll-down closures, High visibility yellow Tarpaulin waterproof IP65 rated (resistant to heavy rain and extreme conditions) removable inner bag, with carrying strap, Document pocket built inside the removable inner bag, Duraflex buckles, Thermo or regular bottle carrying pocket, M.O.L.L.E. system on both front and bottom sides, 10 included M.O.L.L.E. fasteners (4 Double-D ring straps, 4 elastic straps, 2 universal hooks), Shoulder straps, Reflective prints for improved visibility and safety. MSRP: $699.00. www.giviusa.com

OINTS

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Upshift, October

2. 6D Helmets ATR-1 Off-Road Helmets 6D Helmets re-launches its “Game Changing” ATR-1 off-road motorcycle helmet for 2019. The new lower priced ATR-1 features the same award-winning Omni-Directional Suspension (ODS) technology as previous generation ATR-1 helmets and is available in 6 fresh new graphics and 12 color options.

6D revolutionized helmet design with the 2013 introduction of the ATR-1 helmet, whose ODS technology set new standards in athlete brain protection by providing protection over a much broader range of energy demands, including both linear and angular acceleration forces. Inspired by 6D’s work, some manufacturers have subsequently introduced technology in an effort to address the inherent flaws in traditional designs which 6D exposed. To date, none have achieved the overall performance characteristics of 6D’s ODS system. Now, the revolutionary ATR-1’s lower price will allow more riders to enjoy the safety benefits and superior protection of the exceptional 6D ATR-1.

The ATR-1 is available in XS to XXL and comes with a three-year limited warranty. MSRP is $450 for solids and $495 for graphic designs.

6D is also releasing two new exciting ATR-1Y Youth and two new ATR-2 graphic options. www.6dhelmets.com

TILL THE WHEELS FALL OFF!

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

TREKKER OUTBACK Are you ready for Adventure? We are.

The GIVI Trekker ® OUTBACK series are the perfect complement to your desire for traveling, under any weather and terrain conditions.

Rugged, built to last and withstand the challenges of the open road, our Trekker ® OUTBACK series cases will hold and protect your gear all the way to your destination, wherever that might be.

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1.5 mm thick Aluminum construction with polymer reinforcements Extra durable Monokey ® and Cam-Side mounting system Full range: 37 lt. and 48 lt. side cases, 42 lt. and 58 lt. top boxes Available in brushed aluminum or black, powder coated finish Water resistant and fully lockable

Find more than 1000 accessories at giviusa.com Discover giviexplorer.com the web portal for motorcyclists

Wide Open

Emstruleiรฐ F261, Southern Iceland

Photo: Simon Cudby

2018

Wide Open

Packwood, Washington

Photo: American Honda

2018

Wide Open

Naches, Washington

Photo: Olivier de Vaulx

2018

Wide Open

Emstruleiรฐ F261, Southern Iceland

Photo: Simon Cudby

2018

Wide Open

Vilhelmina, Sweden

Photo: Tim Burke

2018

Wide Open

Rider: Andrew Short - Desafio Inca Rally, Peru

Photo: Rally Zone

2018

Wide Open

Idaho City, Idaho

Photo: Olivier de Vaulx

2018

YOUR ADVENTURE OUR PASSION At Rottweiler Performance, our focus has always been to ask the question, “How can we take these incredibly well engineered machines and creatively manipulate them into what we, as a unique consumer with personalized needs would want from a motorcycle?” That answer becomes your adventure, and our passion.

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Fueling Programmers & Jet Kits

Huge Line of KTM Aftermarket Accessories

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PHOTOS A ND WORDS: SIMON CUDBY

THE LONG VIEW - SOUTHERN ICELAND The unparalleled grandeur of Iceland is hard to put into words. Our three-day, 90% off-road adventure from the town of Selfoss provided us with breathtaking scenery around every turn and over every crest. Iceland’s stunning landscape is courtesy of the island’s active volcanic and geothermal activity. Geologic processes such as earthquakes, geysers, volcanic eruptions and more, have all contributed to the magnificent terrain.

THE LONG VIEW - SOUTHERN ICELAND

Our host for our ride was Skúli Már Gunnarsson, along with his two partners Guðjón Þórisson and Ólaf Björnsson. They represented Ride with Locals, a team that has quickly become the “go to” for dirt adventures in Iceland. With 22,000km of trails at their disposal, we knew our guides had a great trip in store for us. Skúli started the tour company two years ago. After riding sport-bikes on the island for many years and meeting many foreign dual-sport riders, he realized a problem that many of them faced.

The problem being how difficult it was for these riders to transport their bikes to the island located in the middle of the North Atlantic. Skúli’s solution: a fleet of six new Husqvarna 701 Enduro bikes.

THE LONG VIEW - SOUTHERN ICELAND

THE LONG VIEW - SOUTHERN ICELAND After an easy direct flight from Los Angeles to Reykjavik, we met up with Már Gunnarsson to talk about the next three days of riding. Our plan was to sleep in remote huts on the highlands each night and spend as much of the day aboard our Husky 701 machines. Our bikes were supplied with some small saddle bags and the rest of our gear was loaded into a 4x4 support truck. The truck also pulled an extra bike on a trailer just in case we had a mechanical that couldn’t be fixed on the trail.

Our guide for day one was Ólaf. After a 35km blast up some asphalt and a quick gas stop, we cut onto a double track trail where the real fun began. It rains with regularity in Iceland, and that meant no dust and great traction. Within the first five minutes, we knew it was going to be a good day.

THE LONG VIEW - SOUTHERN ICELAND

THE LONG VIEW - SOUTHERN ICELAND The temperature in late August was around 55 degrees Fahrenheit, so we were layered up under our new Fly Terra Trek waterproof ADV jackets and pants.

We also knew we would be in for some water crossings and rain, so Alpinestars’ Corozal boots were our first choice to keep our feet dry. As we encountered our first water crossings, things were going well and our gear choices proved to be perfect. As the rivers got wider, Ólaf recommended we walk our bikes across a deep section with a faster current.

We quickly realized that having waterproof boots and riding gear did not help when you were trudging through water above your knees. The icy water gradually seeped into our pant legs and into the top of our boots. It would be a gamble to try and ride across this obstacle. If we were to drop a bike, the water would get into the motor and that could end very badly. So, the decision was to opt for wet feet and wet everything else!

THE LONG VIEW - SOUTHERN ICELAND

THE LONG VIEW - SOUTHERN ICELAND Our first night’s hut was very peaceful, and after a long day on the bikes, Skúli cracked the beers open and barbecued for the group.

The hospitality of our hosts was the thing that stayed with me. These guys genuinely wanted to show us their country, and by the end of the first day we were all bench racing about our highlights and near misses on the trail.

We were able to pace the ride ourselves and had enough time throughout the three days to stop and shoot some images, never feeling rushed to make up the kilometers before dark.

THE LONG VIEW - SOUTHERN ICELAND

THE LONG VIEW - SOUTHERN ICELAND

THE LONG VIEW - SOUTHERN ICELAND Our second and third days were definitely a big adventure as we navigated back and forth across various types of terrain. From black sand tracks to rocky hill climbs, and of course, plenty of river crossings, our route gave us a taste of all Iceland had to offer. Our cabin on day two had an even more remote feeling, but after another long day’s action, we were all happy to relax and get some rest.

THE LONG VIEW - SOUTHERN ICELAND

THE LONG VIE W - SOUTHERN ICEL AND We all ended the tour in one piece, and with just two flats and one water tip-over (by yours truly), Iceland left its mark on us.

The beauty of doing a tour with Ride with Locals is that, well, they are locals. They know all the secret highland trails and where to find the breathtaking vistas. Ólaf is the trail specialist. He has been riding the area for twenty years, and for the most part, has navigated without referring to GPS. To quote the company’s website, “sometimes you find yourself in the middle of nowhere, and in the middle of nowhere you find yourself.” This was true of our trip and it’s easy to say we returned home with a changed perspective.

THE LONG VIE W - SOUTHERN ICEL AND If you want to go and ride in this incredibly epic location, contact the guys at Ride with Locals. Just remember to bring extra gloves, waterproof boots and socks! The all-inclusive costs (including bike rentals and lodging) for a 3-day tour is 2500EUR, 3300EUR for a 4-day tour, and 4400EUR for six days. Just bring you own gear and get ready to ride some of the best terrain on the planet. Go to www.ridewithlocals.is to plan your trip!

TERRA TREK 2

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Built to combat the obstacles of the off-road, the Terra Trek line is built with ultra-durable abrasion resistant and HYDRAGUARD water resistant materials that offer superior comfort and protection for any terrain.

P R O T E C T I O N

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TESTED ANDAPPROVED

ADVENTURE BEGINS HERE trailtech.net

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WORDS & PHOTOGRAPHY: CHAD DE ALVA I found an event in Southern Colorado that is a brilliant fusion of world-class riding and symposium on trail advocacy. It’s an event where you can get educated and inspired on trail advocacy, spend days riding with like-minded people and even a few big names in the motorcycle industry. This event is almost like checking out of reality and into a multi-day riding paradise where all you do is ride, hang out with good folks, ride, learn important things, ride, get blown away by where you’re riding, spend more time hanging out and swapping ideas and stories with the same good people, and oh yeah – ride some more. Then you go to sleep and do the same thing the next day, and the next, for several days. Full disclosure: This riding paradise is actually a real thing and it’s called the Colorado 600 or the Trails Awareness Symposium.

If the word symposium makes this whole thing sound unappealing – don’t let it. Even if you have the attention span of a gnat, you’ll be leaning into the talks at this event.

(And good job, for making it this far into the article and not just looking at all of the photos of riding awesome-ness.)

Topics covered at this symposium relate to what the Trails Preservation Alliance is doing to fight for motorized trail access, and other topics that relate to trail advocacy. The talks typically last just long enough for the cold morning air to get to perfect riding temperature, and then it’s time to spend the remainder of the day riding staggeringly good trails with great people.

I came to the Colorado 600 without knowing a soul, yet it quickly became obvious that I was in good company with a bunch of like-minded folks who were incredibly passionate about riding. I was given multiple invites each day to join in on all kinds of rides, from big ADV-style rides, to laps on the national enduro course that’s nearby. The Colorado 600 is a smaller event with less than 100 riders, and these riders break up into smaller groups based on the type of ride each person is looking for on that particular day. In other words, it’s you and a few other folks who are after the same type of ride – and there are plenty of options for every type of rider in Southern Colorado.

Type “South Fork, CO” into Google Maps and you’ll find a small town tucked in the heart of the Colorado Rockies.

Scroll in almost any direction and you’ll find too many contour lines to count that define a topography that contains hundreds of miles of single track, double track, and forest roads. Trails climb and weave through stands of timber, and aspen tree groves starting to blaze with the colors of fall. At timberline, the forest gives way to the alpine tundra, and the staggering views offered from the highest points around. These high mountain passes connect South Fork to numerous other towns; some currently inhabited, as well as old mining towns from another era. The riding makes the Colorado 600 more than worth it on its own, but the symposium on what the Trails Preservation Alliance is and does, is what takes this event to the next level.

The Trails Preservation Alliance is the brainchild of Don Riggle, and it may be one of the most impactful organizations in all of motorcycling, especially in the state of Colorado. Riggle and a very skilled and dedicated board of directors work on a 100% volunteer basis to advocate for trail access. The TPA has provided guidance and seed funding for local motorcycle clubs, worked closely with land managers like the Forest Service and the Bureau of Land Management to protect and create new motorized trails, and done so much more to advocate for our access to places to ride in Colorado and the surrounding states. The TPA has established such a good reputation in the industry that it has the continuing support of KLIM, Rocky Mountain ATV / MC, KTM, Dunlop, and Motion Pro. If there is a model organization for trail advocacy, it would be based on the TPA.

The Colorado 600 is a big fund-raiser for what the TPA does, and as such, the event also provides the opportunity to get to ride with (try to keep up with) some big names in the sport. This year, Broc Glover was in attendance, and other names you might have heard of like Malcolm Smith, Quinn Cody and Andrew Short have attended the Colorado 600 in years past.

Competitive rides from all disciplines of racing support the TPA, such as International Six Days of Enduro (ISDE) medalists like Morrill Griffith, Jeremy Shoning, and Dennis Larratt, as well as Dakar racers like Ned Suesse, and Scott Bright. Yet this event isn’t a meet and greet PR deal – these heroes of our sport are out riding with average Joes all day long and sitting at the same table that you are for breakfast. For all intent and purposes, these pros (and all of the TPA board members) are just like all the other riders at the event, so spending time with them is just like hanging out with your regular riding buddies.

Getting to spend several days riding fantastic trails with a bunch of stand-up people who all share a passion for motorcycling is a great use of your time to begin with. When you factor in all of the symposium talks, time spent with the folks who are actually fighting for the places you love to ride, and getting to meet pros and industry representatives who all believe in the TPA’s mission, you can’t help but feel optimistic about the future. These folks have put a staggering amount of effort into fighting for our sport’s future and our access to great trails in and around Colorado. If motorcycling has made an impact in your life and the future of our sport is something you care about, you need to check out what the TPA is doing (their website is a great resource) and figure out how to get involved wherever you live. Attending the Colorado 600 will change your outlook on trail riding.

You’ll realize just how many other outstanding, like-minded folks are out there who are passionate about trail advocacy, and that there is so much that can be done for our sport. With the event behind me, I can’t help but wonder how different the map of places to ride in the United States would look if there was a group like the TPA and events like the Colorado 600/ Trails Awareness Symposium in every single state in the country.

FIRST RIDE:

2019 HOND

DA CRF450L

Photos & Words: Simon Cudby

FIRST RIDE:

2019 HONDA CRF450L

Remember that scene from the 80’s action film Rambo: First Blood, in which a shirtless Stallone pitches a passing biker off his dual-sport and then rips out of the little Pacific Northwest town into the forest? Well that’s how it feels as we head out of Packwood, WA on the new Honda CRF450L up into the trees and clouds, except we have on helmets and gear. If you ever saw the film, you get the vibe of this area and its trails; wet roads complete with logging trucks and low hanging fog on the mountains complete the picture.

Much hype has been made about Honda’s street-legal 450, and we’re here to tell you that this bike delivers on the promise of a legitimate off-road dual-sport challenger to the European brands. This bike is designed to get you from “trail-to-trail” with small pavement sections in between. The bike is a big step up from the 250L and it shares its DNA with Honda’s CRF450R, RX, and X models. The 250L really didn’t match the motocross CRF250R in terms of performance, but the 450L is much closer in concept to the 450 motocross versions.

FIRST RIDE:

2019 HONDA CRF450L

Engine: We asked the attending Honda engineers about power on the US edition 450L and the number of about 31Kw was given. That’s about 41HP, so in this stock form with all the emissions considerations, the Honda has plenty of grunt. The bike has a really linear power delivery and is easy to ride with predictable power everywhere.

The CRF450L shares about 70% of its components with the other CRF450 models, with 30% of the bike being built with CRF450L specific parts. The valve sizes are the same as the other bikes but many of the engine internals are unique to the 450L, such as mass being added to the crankshaft and clutch basket.

Although lower in horsepower numbers than a KTM500EXC, the Honda makes up for any lack of power with its smoothness of operation. By adding a urethane- injected swingarm, sprockets with dampening, plastic covers on the motor, and Honda’s consistently solid transmission, the 450L is smooth and quiet. With a wide-ratio 6-speed box, the bike is equally at home on tight single-track in first gear or cruising an asphalt section at 65mph. Part of the concept of quiet and smoother operation is to reduce fatigue if you are all day in the saddle.

Our route for the ride day had pavement, fast gravel fire roads, and single-track; not once did we think, “Man, I wish this thing had more power.” The increased capacity radiator has an electric fan that kicked on

occasionally in the tight sections. The muffler on the 450L is really quiet and it lulls you into a sense that you’re not going fast because the bike is not barking loud, but that’s not the case. The bike has a dedicated (read locked) ECU, so adding an aftermarket pipe could prove problematic. Also its catalytic converter makes it street-legal in all 50 states.

Suspension: Tuned specifically for off-road riding, the 450L shares its suspension platform with the motocross CRF450R, the CRF450RX and the CRF450X, the Showa 49mm coil spring fork and Showa shock with Pro Link system. On the trail the fork handled everything well and the bike felt very balanced. Honda recommends 110mm of sag on the rear shock. From small stutter bumps in fast sweeping turns, to whooped out single-track, we felt at home with this suspension set-up.

Chassis: The 450L shares its aluminum twin-spar frame with the new 450X. The frame is slightly wider than the R and RX models and weighs in at around 5½ pounds heavier than the motocross track bike. We like that the aluminum sub-frame allows for more robust luggage options to be mounted on the bike. The titanium fuel tank has a capacity of slightly over 2 gallons. On our ride we were getting about 45mpg in varying terrain, so depending on where and how you ride, 85-95 miles for the fuel range seems reasonable. We know that IMS has already got a larger capacity tank in the works.

The whole bike has LED lighting, and the headlight is BRIGHT. The turn signals are low profile, and have the ability to bend up and down by 90 degrees, so if you drop your bike, they should hold up and not snap off. The digital meter is a big plus. No more 99.9 rollover analog trip meter. The meter has Trip A and Trip B, plus a great feature: Fuel Used. This takes the guesswork out of your ride, and there’s an average fuel consumption readout. As mentioned, we got about 45mpg on our day.

The front brake set-up features a large capacity reservoir and a thicker rotor. From a styling standpoint, we love the black rims on the 18/21 wheels. The mirrors are quite large and we would probably replace them for smaller aftermarket units, as on the single track we whacked them on branches more than a few times.

FIRST RIDE:

2019 HONDA CRF450L

SPECIFICATIONS ENGINE Engine Type: 449cc liquid-cooled single-cylinder four-stroke Bore And Stroke: 96mm x 62.1mm Compression Ratio: 12.0:1 Valve Train: Unicam OHC, four-valve Induction: Programmed Fuel Injection (PGM-FI), 46mm downdraft throttle body Ignition: DC-CDI DRIVE TRAIN Transmission: Close-ratio six-speed Final Drive: #520 Chain CHASSIS / SUSPENSION / BRAKES Front Suspension: 49mm leading-axle inverted telescopic Showa coil-spring fork with rebound and compression damping adjustability Rear Suspension: Pro-Link Showa single shock with adjustable spring preload, rebound and compression damping adjustability Front Brake: Single 260mm disc with twin-piston caliper Rear Brake: Single 240mm disc Front Tire: IRC GP21 80/100-21 w/tube Rear Tire: IRC GP22 120/80-18 w/tube DIMENSIONS Wheelbase: 58.9 inches Rake (Caster Angle): 28° 20’ Trail; 4.6 inches Seat Height: 37.1 inches Ground Clearance: 12.4 inches Fuel Capacity: 2.01 gallons Curb Weight: 289 pounds (Includes all standard equipment, required fluids and full tank of fuel–ready to ride.)

2019 HONDA CRF450L

2019 HONDA CRF450L Conclusion: Would we buy a Honda CRF450L? The answer has to be yes. Honda has finally delivered the bike we have long been waiting for, a bike you can ride out of your garage right to the trails. The build quality is typical Honda, meaning it’s good. The performance is good in stock trim, and it’s just a matter of time before aftermarket add-ons become available if you want to bolt on some more performance. However, we might just leave the bike in its factory spec. It’s smooth, quiet and powerful. And judging by Honda’s reputation, it will be reliable. The 450L comes with a one-year standard warranty with the ability to extend for an additional five years. That’s pretty good for a street-legal dirt bike! MSRP for the 2019 CRF450L: $10,399 More info and specs at powersports.honda.com

Introducing ADV & Dual Sport Footpegs

ADV II Footpeg

ADV I Footpeg

Rally Footpeg

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TESTED

BY SIMON CUDBY

VEMAR KONA HELMET At first sight, the Vemar Kona adventure helmet just looks plain cool. With a good, subtle graphic treatment in a matte black and white finish, the Kona looks very contemporary compared to some of its older rivals.

Looks are one thing, but your helmet has to be up to par on the safety side, and Vemar’s R-3P reinforced thermo-polymer construction is both ECE 22.05 and USA DOT approved.

Venting is good on this unit, with an adjustable Vemar Klima system chin vent for aid in keeping the visor fog free, and two front vents under the peak of the helmet. Speaking of the peak, although it is non-adjustable, it is set at a good ”non-kook” level in stock form.

At speed on the road, the wind noise was quite loud without ear-plugs inserted, but no louder than most helmets we have tried in the past. I rate quite highly the aerodynamics of the Kona, and the only time I was getting wind buffeting was behind an 18-wheeler on the freeway.

Of course, the bike you are riding and your windshield position both have a big effect on aero too.

Comfort-wise, the helmet felt good on my noggin on a three hour ride in varying temperatures. The liner also has a technical fiber that has a long-life treatment against generally stinky helmet bacteria. I’ll still wash mine every few rides though by removing the liner and cheek pads, just not to risk it.

I liked the design of the microlock chinstrap buckle, and I found it easy to use once I got the hang of it. The Pinlock ready clear visor is scratch resistant, but I wished it had a dark visor… but wait, this thing has a flip down inner sun visor! This is the kind of feature you might find on a European helmet costing four times as much, so it’s a huge feature on this Kona. No more trying to look cool with your tinted visor during the day, only to have to stash some clear goggles in your pack in case you run out of daylight.

All in all, I recommend this feature-packed lid. For the money, you can’t beat it.

Available in XS through XXL, and in three colors: Matte White, Flo Orange, and Flo Yellow. Each Kona includes a 5 year warranty and a high quality helmet bag. MSRP: $149.00 www.motonation.com

TESTED

BY SEIJI ISHII

KLIM Arsenal Vest Rugged, high-quality and widely adjustable vest improves bike handling and riding performance.

Carrying tools and other necessary items for dual sport or ADV outings on the body improves the suspension and handling characteristics of the bike. Backpacks and vests are the usual options; packs may hold more volume, but vests distribute the loads on both front and back of the torso. Vests also tend to carry that load more securely, limiting the bouncing of items, improving body dynamics and comfort. We’ve been testing the Klim Arsenal vest during the winter and spring riding seasons of the southwest and it’s been an effective and rugged method of transporting the items necessary for a proper adventure.

In short, the Klim Arsenal Vest is a fully-featured, on-the-body gear carrying option, that is highly adjustable, comfortable, boasts efficient gear packing space and organization, and is extremely rugged.

Klim Arsenal Vest Features • Shoulder yoke, side, and front adjustment straps • Three large main storage areas • Three chest pockets • Two Large waist pockets • Ambidextrous pistol storage with included holster • Integrated, removable tool pouch • Spacer mesh throughout • Klim three-liter hydration bladder included • Hydration mouthpiece retainer • Molle webbing on front pockets • Verified weight of three pounds, four ounces

T E S T E D: K L I m A R S E N A L V E S T Materials and Construction Quality The high denier polyester main fabric and interior mesh both proved durable over the testing period. Sun, rain, dust, and washings rendered only a slight fading of the subdued, sublimated colors. Stitching and binding is straight, even and tidy; no loose threads or stray material ends. The Klim Arsenal Vest screams high-quality, nothing surprising from the high-end brand.

The polypropylene webbing, plastic hardware, and YKK zippers withstood rough treatment in the dirtiest of conditions. All webbing ends are folded and stitched, preventing lost buckles. Similar to the primary materials, only slight fading and surface damage appeared on these components over the length of the test. No stuck zipper pulls, frayed webbing or cracked hardware for the duration of the testing period.

Wide Adjustability Klim offers the Arsenal Vest in only one size, but adjustments abound. The shoulders have adjustable yokes, varying the height of front and back panels while accommodating a wide range of torso lengths and girths. The large adjustment range of the side and front closure straps easily handles a significant degree of variance in torso shape and volume.

I am six-feet tall, weigh 167 pounds and was on the small end of all the adjustments other than the shoulder yoke. The extensive adjustability also allowed accommodating clothing layers underneath the vest and expansion of the vest storage pockets.

The Arsenal On the Trails The Klim Arsenal Vest adjusted well, keeping it and its contents secure on my torso even during the most aggressive riding. Careful planning of the mass distribution made a big difference in the security and feel of the vest. I preferred keeping heavier and denser items lower, closer to my natural center of gravity, directing more towards my lower body and away from my shoulders and arms. Bouncing of the vest against the torso was minimal with proper fitting. I tried the vest over chest protection; I couldn’t get a secure feeling this way so opted to not use chest protection when using this vest. I have found this to be a problem with all vests I have used. I had no issues with a Leatt neck brace. The only gear movement discernible most of the time was when I sparsely filled a pocket; the contents would rattle within the pocket.

T E S T E D: K L I m A R S E N A L V E S T The vest does interfere with body cooling. In the mid 90’s, common of summers in Texas, it was immediately apparent when removing the vest how much surface area I lost for evaporative and convective cooling, in addition to the slight insulating qualities. Klim lines the entire interior of the vest with 3D mesh, which does provide some spacing for airflow, better than unlined options, but there is no sidestepping the heat issue when it’s blistering hot. I accepted the trade for the improved distribution of mass, better riding and bike performance, and ease of access to gear compared to other stowing methods.

The pocket dimensions and orientation of the Klim Arsenal Vest was spot-on. Everything had a logical and secure location. The fleece lined upper chest pocket was perfect for cell phones, and I kept my satellite messenger mounted on the Molle straps on the opposite chest. The pair of front torso pockets are generously sized and held the bulk of items which required access while on the go. The included, ambidextrous pistol holster, secured by Velcro, held my .380 without issue. When stowing the pistol, filling the pocket with soft items like extra gloves reduced movement of one of the most dense items carried. The long pockets on the sides of the back panel were perfect for long items (larger tire irons, camera tripods) that often have a hard time finding a place on other vests. The hydration bladder pocket, which has an aluminum hanger, had the dimensions to accommodate the full three-liter capacity of the included bladder. This bladder pocket also had a zipped mesh pocket for securing smaller valuables. The outer, center back pocket was perfect for a rain shell. The pockets held their shape even when empty, which aided both loading and access, thanks to a stiffening backer on the fabric.

The integrated tool pouch, mounted on the outside of the back panel for quick access, displayed the equal high quality of the vest. The tool storing accommodation and size was ideal; usually, I only had to carry a tube elsewhere on the garment. Having a centralized, easily accessed tool storage was a great addition to the Arsenal Vest. The three-liter hydration bladder was quick and simple to fill, with its full width, roll top (and clip) opening; the hose is easily removable for easy filling and loading on the go. The bite valve is amongst my favorites; no dribbles when closed and it cannot accidentally open while it’s in the gear bag. The bite mechanism to allow fluid flow requires much less clamping down of the teeth for full flow compared to others. It is worth noting that depending on how much water was on board, I would have to redistribute the load to keep a balanced feel in my torso. All zippers have a short pull attached, adequate for all but heavy winter gloves. A generous hang loop and reflective accents round out the Klim Arsenal Vest.

Conclusions I carry necessary goods in a vest when at all possible; the main reason being improved suspension performance compared to having the extra mass on the bike, and improved body performance and feel compared to a backpack. The Klim Arsenal Vest is a well thought out option that has proven durable in the most demanding conditions. The reduction of heat dissipation can be an issue; a trade-off for performance benefits. Usable, high-quality extras round out the MSRP $189.99 vest, making the Arsenal Vest worthy of a look by discerning Dual Sport or ADV enthusiasts. www.klim.com

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

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American OHV system WORDS AND PHOTOGRAPHY:

OLIVIER DE VAULX

Most Americans use their dirtbike in the open spaces of the USA without thinking twice about it. But do they realize that the OHV system in place in their country is pretty unique, and a great tool to inspire the new generation to discover the backcountry?

If Supercross is nowadays the number one sport on the off-road planet, there’s more than stadium races to get excited about. For most people indeed, a dirt bike is nothing more than another toy to bring on the trailer for extended weekends in the desert. Riding a motorcycle on the trail is a way to share good times with friends, with no intention to race.

The motorcycles with little maintenance are best sellers, even if it means carburetors, air cooled engines and drum rear brakes. American families have little vacations but a huge territory to explore. No need for a drivers license, nor a plate. The OHV system allows basically everybody to ride any bike, as long as you follow some simple rules.

Play by the rules Unlike most family board games, the rules here are pretty simple. The Rangers in charge of the natural areas will check if your bike is street legal or not and, in the later, if it has a spark arrestor and a sticker. Of course the rules are a bit different between states, like in California where the DMV is issuing stickers of different colors depending on engines and VIN number. But overall, you’ll find a way to get your bike on the trails! In some states, you don’t need to wear a helmet if you’re 18 or older, which is definitively not what we recommend, and kids can ride as long as they’re coached by an adult. Young people might be required to follow a class before riding off-road, but it’s only in a few states. That’s basically it. Seems overwhelming? Let’s put it this way: In Europe, for example, there’s absolutely no way you can ride a motocross bike in the woods. And even street legal dual sport riders have great difficulty finding a trail open to motorcycles. Natural spaces like mountains are almost all closed to motorized vehicles, often also excluding mountain bikes and horses, thanks to some biased regulations called Natura 2000.

Doesn’t sound really appealing, right? The laws in the USA are way more friendly toward motor enthusiasts, even if it means that you need to ride in dedicated areas with your non-plated bike. It seems like a good way to share the love for outdoor adventures, but skeptics would argue that containing everybody in designated trails might cause other problems: Heavy use of the same trails with bigger impact on the ground, risks of accidents due to two way traffic… Are these concerns legitimate? Is the OHV system as good as it seems on paper? The only way to know for sure is to try it.

CAREY HART Ricky carmichael heath pinter

FOXRACING.COM

Utah, OHV Friendly State Leaving crowded California, we pack for a family trip across the West, heading to Utah and Idaho. The Ford F-150 pick-up truck is loaded with camping gear including one tent and a few inflatable mattresses, while the trailer contains two Honda CRF250X and one CRF230f. The teenage riders, a boy and a girl, 14 and 17 years old respectively, will ride with their 48 year old dad, mixing the old dude experience and endurance with the reckless enthusiasm of the youth, while Mum will be part of the adventure as the support driver. Our first ride in Utah, near Kanab, starts in a very typical way. Filling the tank of the F-150 at the gas station, we spot an ATV rental just next door and ask them for advice about the local trails. We receive a map and are invited to start the ride from the exact same spot, which is actually located on a golf course. Unloading the three Hondas near the green grass of the 18th hole, without anybody paying attention, is a surreal experience. Unfortunately, the ride is shortened because of flash floods caused by the latest storms. Crossing rivers is fun though, and the kids learn to ride in the mud, a very rare opportunity in California. We even meet two other teenagers, walking barefoot on the trails, rifle on the shoulder and rabbits in the bags. We talk a bit, they really don’t mind the dirt bikes crossing their hunting playground, and we come back, calling it a day. Next, we camp legally and for free near Bryce Canyon National Park, just one mile away from an official campground. We’re on BLM

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Made in the USA

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land, and we enjoy the freedom we have in these public areas. After a barbecue under the starry sky and a quiet night under the tent, we jump on the bikes for two days of fun riding. The trails are large enough for ATVs and are pretty easy for our CRFs, giving us plenty of time to enjoy the scenery and the red rocks. Putting miles under our wheels, we finally need to fill the tanks. But no need to worry, the closest town, Panguitch, is OHV friendly. A sign explains in plain English that we can ride downtown with our teenagers and our non plated bikes! Isn’t it cool? This city ride is really exciting for the kids who can’t believe their luck to ride legally on the pavement.

A Huge Network Up North, we set up camp in Sanpete Valley, where no less than seven OHV-friendly cities are linked together by the huge network of trails known as the Arapeen OHV system. The map shows all the riding options with colors and symbols, giving a pretty good idea of the technical skills required for each route. Planning our rides with the maps and our GPS, we go out each day for a long trip between the cities. For the teenagers, going from place to place is way more exciting than doing a loop, as it looks more like a real journey, a dual sport adventure, versus “just” another enduro ride. We bring a ton of water, some Natti bars and some trail mix.

We’re going to ride 70 to 100 miles a day and we all want to stay groovy with our share of sugar.

The temperatures are high in town, but we know that the elevation will quickly rise, as with the risk of storm. We pack our Fox Legion jackets in the backpack and start the engines, before cruising on Main Street on our enduro bikes to fill the tanks at the nearest gas station. Leaving town by the road, we soon discover that the trails are technical and fun single tracks mixed with fire roads; some being under the canopy of dark forests while others are on the ridge of the mountain. There’s nobody riding with us in the canyons, the only vehicles staying on the main jeep road called the Skyline at the summit. On this large fire road, we feel like we’re on top of the world and we fully experience the freedom of riding a dirt bike. We ride for hours with no other witnesses than herds of sheep and a few cows, barely disturbed by the very quiet exhausts of our CRFs. There’s no fear of getting lost here, as all the trail heads are displaying a sign with a number and a color matching the ones on the map. Huge effort has been done here to offer a great experience, and it definitely works! The kids are enjoying the rides, improving day after day on their skills, endurance and speed while the risk of encountering some traffic on the opposite way seems pretty unlikely. After this week in Utah, we definitively don’t feel that riding in designated areas is limiting the experience in any way. But four days in a row is quite a lot and it’s time to rest and then drive somewhere else. Who knows, the grass might be greener there?

Racing mode Arriving in Idaho, we stop at Baumgartner OHV, just in time for the week-end. As we set up the tent, we can’t help but worry about traffic on the trails. There are RVs everywhere and if everybody rides at the same time, it will be complicated. But the trails here are really technical, and most of these local riders are not so eager to test their limits. The single tracks are mostly on the hillside and, if you’re afraid of heights, it can be hard to overcome the fear of falling down into the river, a couple hundred feet below. We opt for shorter rides and add a recovery strap in the back pack, just in case. Afraid at first, the kids soon discover a new way of riding, playing with the bike at low speed on these technical sections. On Sunday morning, all of the RVs are gone and the place is all ours. Again, we can’t believe how few people are enjoying these awesome spots! We ride endlessly on these fun trails, amazed to see mule deer jumping in front of us with no warning, and disappearing into the bushes. A bit sour after two days of technical riding, we load the pick-up truck, heading toward Idaho City. This old pioneer town near Boise, where not much has changed within the last century, is a touristy stop but also a great place for hard enduro riding. We stop at the Ranger station to grab a bunch of maps. No color code to show the technical level of the trails, but the legends show the width of the track, which is helpful to plan a ride. “You’re allowed to ride on all the roads and trails shown on the map,” says the Ranger. Easy is the name of the game here and once again, we can ride into town to fill the tanks! After setting up the tent near a river, the day is spent exploring the area, following the signs displaying the trail numbers. The single tracks are fun and technical but perfectly maintained and offering various sceneries: Between deep forest and flower fields on the hillsides of the mountains, rolling rocks and big roots, there’s something for everyone.

We had heard that out of state riders eager to train for the GNCC or ISDE were riding here and it proved to be true, as we could see a lot of Supercross-like whoops everywhere. The climbs are also a bit challenging, but our teenagers have no choice but to learn the perfect position to gain and keep traction. After a few falls, they get better and their dad stops pulling the bikes. Happy to finish but exhausted, the kids are relieved to take a bath in the river, quickly forgetting about their suffering while playing with friendly squirrels. After two days riding around Idaho City, meeting only three other riders filming a movie, we feel like pro riders and we are ready for some bigger challenges.

The three miles of the Graham Mountain climb are the perfect objective for our little troop. Narrow, full of rolling rocks and roots, the climb follows a ten percent slope. High temperatures and humidity, combined with elevation, make it even more difficult as it is hard to breathe. If the CRFs are perfectly fine in this tough environment, their great torque helping in the search of grip and the electric starter making recovery from a stall very easy, the young riders are still struggling. Their light weight make them bounce as the suspensions don’t move much on the rocks and they often lose their balance. Falling multiple times but never complaining, brother and sister pick up the bikes, luckily protected by strong aluminum guards, help each other, and climb higher, literally fighting their way to the summit.

Wheels are spinning less now, as the fingers are becoming experts in the art of managing the clutch. Reaching the top, the youngest realizes that his shoulder is dislocated. A quick pull from his dad and it pops back. With the help of a bag of trail mix and some M&M’s, the incident is quickly forgotten. The downhill is not less challenging, but this time, gravity is our ally and it goes way faster. Only a few miles today, but we all feel like we did ten times more. It’s time to visit Boise, Idaho, and enjoy some well deserved dinner in a fine restaurant while trying to explain to Mum why it took so long to climb only 3 miles!

Eternal Bonds Resting for a little while in the big city of Boise, we can’t help but talk about our past adventures in Idaho and Utah. The OHV systems we tried were surprisingly good, with perfectly maintained trails, signs on trail heads and free maps. The designated areas were vast and offered beautiful outdoor experiences, often as spectacular views matching those of the National Parks. The users are very few to enjoy it though, and the wild life is more abundant than could have been expected. We all agree in the quality of the adventure: There’s no better way to bring the youth to the sport, with great access to nature and the opportunity to experience a different lifestyle. Building memories of a lifetime, families who ride together tend to stay together and the OHV system provides the safest way to tighten the bonds between generations. Far away from the restrictive and often abusive regulations we can find in other developed countries, the USA seems to have found the perfect mix between necessary respect for natural habitat and freedom of movement. If the heaven of family enduro riding exists, it may be American. Nonetheless, as far as we were concerned, knowing there was still so many rides awaiting to be discovered, it was hard to quit the game.

Confident in the new riding skills developed during these last few weeks, we decided to continue further our exploration and to try some more remote places, closer to the Canadian border. But it’s another story to tell, an epic one that you’ll discover in another issue of Upshift magazine. In the meantime, go explore, and please, bring the kids!

Special thanks to: Jason Abbott at Honda Powersport USA for loan of the three CRFs; Mark Finley and Katrina Curry who provided the Fox Legion gear for the kids; Devol Racing for the strong aluminum protection; Acerbis for the neat disk and hand guards; All of the people who developed the OHV trail system everywhere in the country.

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HOW DO YOU ROLL?

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