Upshift Issue 35 - July 2019

July 2019

Issue 35

POWER TO THE TOP KTM 300 XC-W TPI KTM Factory riders are continually shifting the boundaries of possibility.

Their demands have resulted in a new generation of complete high-performance offroad machines that offer outstanding handling and agility, improved ease of use and efďŹ cient power delivery across the whole rev range.

The new KTM 300 XC-W TPI is a race-reďŹ ned machine of the highest caliber, built to conquer every challenge in your journey to the top.

KTM Group Partner

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 model and feature optional equipment available at additional cost. European specification model shown for illustration purposes only.

Photo: R. Schedl

www.kiska.com

Photo: F. Lackner

The illustrated vehicle may vary in selected details from the production model and may feature optional equipment available at additional cost.

www.husqvarna-motorcycles.com

ELEVATE THE STANDARD The FX and TX cross-country model range offers purpose-built motorcycles with ultra-modern components like electric start to get the rider off the line faster and a Map Select switch to put the power to the ground. Performance-focused innovations were implemented to ensure power accessibility and agility to stay ahead of the competition.

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Issue 35

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PLAYING BY THE RULES

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Issue 35

LOGO SHEET

INSTA-ADV

Design Chris Glaspell

INSTAGRAM TRAVELERS

Photography Editor Simon Cudby Contributing Writers Adam Booth Stephen W. Clark Randy Commons Chad de Alva Scot Harden Spencer Hill

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Contributing Photographers Tim Burke Stephen W. Clark Chad de Alva Scot Harden Spencer Hill

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THE LATEST

THE PERFECT STORM COSTA RICAN SINGLE TRACK horizontal on white

Story Editor Stefanie Glaspell

ERZBERG RODEO

Business Development Brandon Glanville

Experiencing KTM on Native soil

Want to advertise with us?

Contact: Brandon Glanville brandon@upshiftonline.com

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Contact: info@upshiftonline.com

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100% ARMEGA GOGGLES NITRO MOUSSE

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PROJECT BIKE

2019 KTM 500 EXC

Upshift Magazine is published monthly

by Upshift Online Inc. 2019. 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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VIRGINIA CITy GRAND PRIX RACINg IN THE WILD WEST

PLAYING BY THE RUL INSIDER: SCOT HARDEN

Back when I first started riding, the sky was the limit as far as where you could ride off-road. This was pre-BLM, pre-public land closures, pre-endangered species, back when you could ride almost anywhere without looking over your shoulder for a park ranger or BLM agent patrolling the area.

It’s a much different world today. An alphabet soup of state and federal agencies regulate not only where, but also when and what we can ride. From national parks and forests to federal preserves, wilderness areas and vast tracks of public land, rules and regulations have been established that clearly define the limits of motorized off-road recreation.

While some long for the good old days of unlimited access, frankly I’m happy we’ve set some boundaries. The simple truth is we need to protect our natural resources from ourselves. Sadly, not all of us are good stewards of our public lands.

Case in point, the Mojave Preserve. As most already know, the Mojave Preserve is one of my favorite places to ride. I’ve been riding there since before it was federally protected and before it was closed to unlimited off-road use. Most thought it the end of off-road recreation when so designated. The truth is the opportunities for off-road recreation inside the Preserve are almost limitless. Thousands of miles of legal routes remain, and nearly every historical, geographic and culturally significant point of interest remains accessible. Yes, you need a street legal vehicle, but fortunately, our industry has created a variety of amazingly capable street-legal off-road machines to meet the requirements.

Which brings me to the point of my column this month, the need to learn to play by the rules when riding in these areas. If we are to keep these riding areas open, it’s incumbent on every rider to know the rules of where they are riding. While most view the park rangers and agents that patrol these areas as adversaries, the reality is that most of them are enthusiasts just like us. An excellent example of this is Jesse Benskins and Kevin Lister, Park Rangers for the Mojave Preserve. Jesse owns an African Twin, and Kevin is an avid enthusiast himself. I met them on a recent visit to the park and spent over an hour talking to them about their experience as park rangers and fellow enthusiasts. Their biggest wish is that we all learn to play by the rules when inside the park. Their biggest concern: the knuckleheads that ride cross country, use excessive speed and show zero courtesy when passing or encountering other visitors in the Preserve, giving the rest of us a bad reputation. It’s already creating problems for them with their superiors and could lead to further restrictions and closures.

Our sport has so much to be grateful for: great bikes, great gear and great places to ride.

Let’s not blow it for future generations. Be sure you know the rules and regulations of the places you plan to visit and remember, the rangers who patrol these areas are most likely riders just like you. Don’t be afraid to stop and say hello, chances are they will only want to talk about motorcycles.

ULES

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GET OFF THE BEATEN PATH

OFFTRACK OUTFIT

When you’re not afraid of riding off-road, and you don’t know where the next adventure will take you, you need gear that keeps you well protected and comfortable at the same time. That’s why we developed our new Offtrack outfit; a lightweight, well-ventilated ensemble with plenty of storage space.

WWW.REVITSPORT.COM

Upshift - July

1.

Seat Concepts Comfort Seats for 2019 KTM 690 SMC and 690 Enduro R

The standard Comfort seat for the 2019 KTM 690 is more than just a great looking height quality seat...It’s a life-changing accessory. The wider seating area evenly distributes weight to make the pain of an OEM seat a thing of the past. Accompanied by our highly sought after secret proprietary foam blend making the Comfort seat a must have to keep you smiling all day. Like many of Seat Concepts products, these are available in multiple fabric and stitching options. MSRP: $194.99 www.seatconcepts.com Fits Models: (2019) KTM 690 SMC (2019) KTM 690 Enduro R

2.

Brilliant Reflective Iron-On And Stick-On Reflective Kit

Add an extreme level of reflective accents to your gear and your ride with the Brilliant Reflective Iron-On And Stick-On Kit. Reflective stickers are perfect for adding additional visibility accents to your hard luggage cases, handguards, crash bars, helmet and wherever else might amplify your presence on the road. Iron-on strips can be applied to jackets, pants, boots and soft luggage by simply using a common household iron. MSRP: $19.99. www.brilliantreflective.com Features: • Reflective strips can be seen from up to 500 feet • Made with 3M™ Scotchlite™ reflective material Includes: 12 piece iron-on kit • Colorized iron-on strips that can be permanently added to clothing • Machine washable up to 50 washes • Adheres with low temperature iron-on adhesive that can be done with a household iron • (4) strips 3.5” L x 1” W • (4) strips 4” L x 0.5” W • (4) strips 2” L x 0.75” W 12 piece stick-on kit • Highly durable, waterproof • Removable if needed • (4) strips 3.5” L x 1” W • (4) strips 4” L x 0.5” W • (4) strips 2” L x 0.75” W

Upshift - July

3.

Maxima Ultimate Chain Care Kit

Increase Horsepower, Extend Chain & Sprocket Life! A fast, easy and effective way to maintain your bike’s driveline.

The Ultimate Chain Care Kit Featuring Maxima Chain Wax Cleanup, MPPL and Chain Wax are a winning combination proven to increase horsepower and extend chain and sprocket life. Maxima Cleanup is an emulsion-type degreaser excellent for removing built up grime from chains and easily washes out with water. MPPL (Multi-Purpose Penetrant Lube) is a superior, all-purpose spray-on penetrating lube that provides an excellent barrier against rust & corrosion and is an effective moisture displacer. Chain Wax is America’s #1 chain lubricant. Exclusive Parafilm™ formula sprays on as a liquid, penetrates and then sets up as a soft waxy film, creating an excellent lube that protects the chain from the elements. Outstanding rust & corrosion protectant. Will not fling off or attract dirt. For street & off-road use. 3 Pack contains: Cleanup, MPPL and Chain Wax (shown). Also available with Synthetic ChainGuard MSRP: $27.95. www.maximausa.com

Upshift - July

4.

SureFire® EP4 Sonic Defender® Plus Earplugs

Protect your hearing without interfering with your ability to hear routine sounds or conversations. Their triple-flanged stem design fits larger ear canals and provides a Noise Reduction Rating (NRR) of 24dB. Sounds, at safe levels, are allowed to pass through into the ear canal, while potentially harmful noises (above 85dB) are reduced via a proprietary design that incorporates a special noise-reducing filter.

EP4s include attached filter caps, which can be inserted for additional protection and blocking out lower-level noise, like that heard on a plane, where hearing ambient sounds or conversations isn’t critical. Right/left color-coded Sonic Defenders Plus are made from a soft but durable, hypoallergenic polymer that provides all-day comfort and an extended product life (up to 6+ months, depending on usage and care). Their patented EarLock® retention rings lock the earplugs in place, while soft, adjustable triple-flanged stems provide secure seals in the ear canals. A low-profile design means EP4s can be worn while wearing a helmet or mask, or while using a phone or headset. Available in clear, black, or orange. MSRP: $14.95. www.surefire.com

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Wide Open

Upper Tsitsana, South Africa

Photo: Tim Burke

2019

Wide Open

South Fork Boise River, Idaho

Photo: Simon Cudby

2019

Wide Open

Alvord Desert, Oregon

Photo: Simon Cudby

2019

Wide Open

Erzberg, Austria

Photo: Stephen W. Clark

2019

Wide Open

Erzberg, Austria

Photo: Stephen W. Clark

2019

Wide Open

Hout Bay, South Africa

Photo: Tim Burke

2019

Wide Open

Mastatal, Costa Rica

Photo: Simon Cudby

2019

Wide Open

Idaho City, Idaho

Photo: Simon Cudby

2019

BridgestoneMotorcycleTires.com

WHAT ARE YOU

RIDING ON?

©2019 Bridgestone Americas Tire Operations, LLC. All rights reserved.

THIS 40% ON/60% OFF-ROAD TIRE IS 100% DESIGNED FOR YOUR ADVENTURE MOTORCYCLE. START THINKING ABOUT YOUR TIRES.

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Explore the entire family of V-Strom motorcycles at suzukicycles.com Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly!® on public and private land. Suzuki, the “S” logo, and Suzuki model and product names are Suzuki trademarks or ®. © 2019 Suzuki Motor of America, Inc.

Adventure runs in

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The Suzuki V-Strom 1000XT Adventure and the V-Strom 650XT Touring. Superbly equipped for miles of adventures, these seriously capable machines feature side cases, a center stand, and a rugged accessory bar. Both are powered by an advanced, liquid-cooled 90-degree V-twin engine delivering smooth low to mid-range rpm torque and potent performance across the entire power range. Whether it’s the open road or the road less traveled, your next adventure starts with a V-Strom.

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Costa Rica Ride with UltimateRidesCR.com WORDS AND PHOTOGRAPHY: SIMON CUDBY

I was surfing on Facebook a few months ago and saw some photos from one of our riding buddies from Iceland, Gísli Rafn Gylfason. He was on a riding trip in Costa Rica with the team from UltimateRidesCR.com. Upshift reached out to Heiner “Jake” Valverde to set up a five-day trip to this tropical off-road destination, and soon enough we were on the plane heading south to “Centro America.” My travel partner for this trip was an old friend, Randy Commans, aka @my1090R on Instagram. Needless to say, by the end of our trip we had some pretty epic adventures featuring sun, rain, mud, rivers, and Imperial beers nightly.

After an easy overnight 5½ hour flight from LAX, we landed early on our first day at the San Jose, Costa Rica airport. UltimateRidesCR’s founder Jake picked us up in his 4x4 and we met up with his wife Rebecca for a sightseeing drive around San Jose’s downtown. Rather than getting right on some bikes, we thought it best to spend the day getting acclimated and getting to know our hosts. Dinner was one of the highlights of the whole trip, as we met up with my motocross friend from Costa Rica, ex-moto legend Ernesto Fonseca.

Jake and Rebecca were really excited to meet up with Ernesto as he is a national motocross hero.

Day 1 As we rolled up to Jake’s compound the next morning, we had some fresh KTM and Husqvarna bikes waiting for us. Randy picked a KTM 350 and I chose a Husky 350 for myself.

Jake and his two guides, Pablo and Danny, were all on two-strokes for the week.

The plan for our first ride day was to hit some trails in the hills around San Jose. This would give Jake a chance to see our riding level and then plan accordingly for the week’s route. I thought I was in decent riding shape, and having just moved to Boise, Idaho a few months back, I had been riding quite a lot on some challenging trails. Well, let’s just say that the UltimateRidesCR guys are really good! With rain pretty much a daily occurrence in June, the first few muddy and slippery uphill single tracks proved to be just outside my skill set.

The sun was out, and being a Sunday, the trails were busy with local riders. My only consolation was the fact that no one really made it up the trails with ease. This could be a long day…

The beauty of working with Jake and his team is that their tours are all about the custom experience. They quickly realized we were not hard enduro experts, so the trails eased off for the rest of the day, fortunately. We wound our way up and down the steep hills for an overall great day to get acquainted with our guides and our bikes.

Day 2 Our goal for today was to head east out of town towards the Turrialba Volcano in the Cartago province east of San Jose. Little did we know how our day would end up. We started with some faster fire roads and made our way through small remote villages. We really felt out in the rainforest at times with river crossings, waterfalls, and old rickety wooden bridges.

As we gradually got closer to the volcano area, the fog rolled in, then turned to heavy rain. The slopes of the Turrialba volcano got torched in the eruption of 2017, so the monochromatic ash turned to a slick slimy riding surface with the addition of the big downpour. If you could go back to the evil grey mud battlefields in Europe during WWI on a Husqvarna 350, it probably looked like this. We had gone from beautiful lush green forest to pure desolation in the volcano’s shadow, in the space of a few minutes.

The terrain was extremely challenging as we snaked our way through the harsh landscape dotted with flash floods and lightning strikes.

The struggle of the day proved to be worthwhile as we finally rode across florescent green fields and made it to our ranch lodgings before dark, wet but happy. The ranch had a perfect view of the volcano in the distance, as we had a few cold Imperial beers and tried to dry our soaked gear in front of our room’s wood stove. We were really out in the heart of Costa Rica farmland, and loving it.

Day 3 Up early today to the sound of cows mooing and farm dogs barking, we made a quick run up to the foothills of the Turrialba to snap some photos. It was a different experience to see it without the tropical depression storm dumping moisture upon it.

We headed out mid morning to our next destination: the Pacific coastal town of Jaco. The trails were still somewhat treacherous in spots with the red clay surface turning to something akin to riding on ice. I definitely struggled on the red mud sections with trying to slow down on the steep, rutted downhills whilst staying off the brakes to avoid sliding and losing control.

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Today was a already going to be a long one, and the customary June afternoon downpour did not help matters, but we pushed on through and arrived at a wet, humid Jaco before dark. An evening stroll through this party resort town was quite an experience, as after dinner we were offered several illicit recreational items. Let’s just leave it at that!

Day 4 We awoke to a heavy rain shower. A short muddy trail south of town led us to a much more traditional quiet Costa Rican beach. Well, it was quiet until we took a few runs up and down the sand on our 350’s. I was actually glad it was raining as Randy managed to launch off a large sand roller at high speed, land in the sea water, and fully send a six foot salt water wave in my direction.

Pablo, our guide for the day, asked if we wanted to ride the El Diablo trail.

I mean, what could possibly go wrong with a name like that? We traversed the steep, wet fire road trail with a few dramatic moments, and then crossed a very wide river that was more than a few feet deep in spots. Our treat for getting through unscathed was an unscheduled stop at the remote cacao farm of La Iguana Chocolate where we loaded up on some chocolate bars. Heck, we earned it!

As the day went by and the rainfall increased, so did the river levels. We were supposed to cross the same river farther along, but the water had risen enough to make it impassable. As light was fading and the rain was unending, it was time for Plan B, basically to make a direct route back to San Jose for the night.

Day 5 Time for something different- Jake had set us up with two KTM 1190 Adventure bikes, and kitted them out with some Shinko knobbies for a day of exploring north of San Jose. Once out of the morning city traffic, we hit the windy asphalt roads and eventually made it to the dirt roads of the Ruta del Quetzal. Our guide today, Jorge, had all the good local knowledge. As we were here to document our trip with photos, Jorge knew all the good spots to take us to get the best shots.

As we sat down for a great lunch, the skies once again unleashed some torrential rain. Our ride back was a little sketchy in the heavy rain, but we made it back to town in one piece before nightfall.

We asked Jake about the best time to visit Costa Rica. January to March is hot and dry, moving through the rainy season from May to mid November. We managed to hit a particularly rainy week to visit as a tropical depression decided to visit at the same time. This did not dampen our spirits though, and we had quite the adventure each and every day.

If you are interested in having your own Costa Rica adventure, contact Jake at info@ultimateridescr.com to set up a custom trip on Enduro or ADV bikes. These guys really have all the local knowledge to make a great trip.

What to bring on your bike. If you plan on riding in the rainy season, you will need to obviously be prepared to get wet, I mean really wet!

• Good attitude • Ibuprofen • Fresh socks for each day • Anti-Monkey Butt cream • Sunblock • Bug spray • Packable waterproof jacket

• At least 2 sets of riding gear, plus extra jerseys and gloves

• Large hydration pack with storage

• 4 large ZipLoc bags for pack • 1 pair Scott Prospect goggles with light sensi- • Microfiber cloth for goggle cleaning tive lenses • InReach tracker • SENA 30K communication set • Chargers for small electronics • GoPro Hero 7 with Dango Designs chin mount • Protection gear- pads, braces • DMADA Trail Essentials Pouches • Small waterproof MOSKO Moto bags Be sure to check out our Youtube video Special thanks to FLY Racing, Shinko Tires and SENA.

Jungle Tested and Approved

By Randy Commans As we made our way through the Costa Rican jungle and rain forest, two products that normally get over looked, really shined.

First, and most obvious, Fly Racing’s STOW-A-WAY II Rain Jacket. The Stow-a-way is just what its name implies, a light packable waterproof jacket. In fact the rear cargo pouch allows you to store the jacket within itself. To say we put it to the test would be an understatement. Like clockwork, everyday, just around lunchtime it dumped rain and the Stow-a-way came out. It kept us dry and comfortable all afternoon. If there is the smallest chance of rain, don’t leave home without it.

Features: Waterproof, breathable shell with taped seams, rear zip ventilation and fits over your helmet for convenience. www.flyracing.com

The second product is something I never forget, in fact I usually bring 2 pairs. Now that the Scott PROSPECT Goggle is available with a Light Sensitive lens, one pair is all I really need. It’s really the lens that shined under the ever-changing light of the rain forest. At times it was bright and sunny, moments later we were buried in a canopy of trees with low light conditions. The Scott “LS” lens adjusts so quickly that you hardly notice how much the conditions actually changed. At the end of a long day as the rain and darkness moved in, I would normally grab a second set of goggles with clear lenses out of my backpack, but not anymore- my “LS” lens stayed clear and fog free into the night. With the option of the “Light Sensitive” lens, the Scott Prospect is the one goggle that does it all. I really dig the extra wide strap also!

Features: Massive field of vision, lens lock system, articulated outriggers and “No Sweat” 3-layer face foam. www.scott-sports.com

244 Series Tire The DOT approved 244 Series dual purpose street and trail tire was made to be equally at home on the dirt or on the pavement.

ShinkoTireUSA.com

By Stephen W. Clark

EXPERIENCING KTM ON NATIVE SOIL

Austria is a country characterized by tranquil mountain villages and rugged Alpine terrain. The pristine landscape and perfect little homes are so peaceful they almost look

“There is something incredibly

fictional. But in the midst of this calm beautiful country lays

special about experiencing

a massive open cast mine that for one weekend a year

a motorcycle in the place

turns into wild celebration of two strokes, steaming coolant,

it was built”

flying rocks and beer. Crazy enduro fans flock here by the thousands as do the top riders and teams from around the world all coming to revel in the chaos of Erzberg. As much a festival as it is a race, Erzberg is without a doubt the biggest event in the sport of Hard Enduro.

Unlike many top level events, Erzberg is open to and welcomes amateur entrants. Kory Cowan a bike shop owner and amateur enduro rider from Salt Lake City got a wild hair to race the event as a way of celebrating his fortieth birthday. Looking to get the full Austrian experience and knowing that there is no better way to experience a foreign country than from behind the bars of an adventure bike, we reached out to KTM who generously offered us the loan of two KTM 790’s to use on the trip.

A plan slowly formed that involved us flying to Munich Germany. From there we would drive a rental car across the border into Upper Austria to Mattighofen where we would visit the newly opened KTM Motohall. We would then pick up the 790’s and travel through Austria to Eisenerz where we would stay for the best part of the week and Kory would ride a rental KTM 300 in several of the Erzberg events.

After months of planning and the job of packing for two vastly different types of motorcycling, we got on a plane in Salt Lake heading east. Delta did us well with just one connection in Detroit and an overnight flight that landed us in Munich early the next morning. In Munich we picked up a European sized car, packed it full of gear bags and headed for Austria. We made a quick stop in Salzburg to drop off a gear bag with the guys from Ride X Power who Kory would rent a bike from for Erzberg.

Mattighofen is home to KTM and with several manufacturing buildings, test facilities, offices and warehouses they are by far the biggest business in the small town. Right in the center of town is KTM’s newest building, a state of the art architectural masterpiece called the Motohall. This 28,000 sq foot building tells the story of the brand with interactive displays explaining the company’s approach to motorcycle technology, a lineage of the history of the bikes and a hall of fame celebrating their biggest wins. The guided tour of the Motohall told the story of the brand dating as far back as 1953 and rapid growth of the brand since the current leadership took over in 1992. It’s remarkable that in this relatively short period of time, KTM has gone from a niche off-road manufacturer to recently surpassing Harley Davidson in number of bikes produced and becoming Europe’s largest motorcycle manufacturer. Ready to Race is the mantra of the brand and KTM’s impressive list of racing accomplishments are celebrated with the actual bikes and dressed mannequins of the racers in the Hall of Fame. Following the tour we enjoyed dinner at the new Garage restaurant on the property at the MotoHall. Eating dinner on a patio between a Dakar Rally Truck and MotoGP bike was quite a special experience.

The next morning we went to the KTM Marketing Workshop where Andreas and Harald introduced us to the motorcycles we would be riding for the next week. A pair of KTM 790 Adventures one white and one orange both equipped with KTM hard panniers. We made short work of packing the bikes, using the space in the panniers and installing a tank bag from MOSKO MOTO along with a Backcountry 40 rear duffle bag secured with their Backcountry Cinch straps. Eager to hit the road, we had a quick cup of coffee with the KTM guys before heading out. We had planned a rough route that included one of the Alpine Passes that we had found through the Rever App. Our route took us right by Red Bull’s global headquarters, and assuming there might be some sort of visitor center or something to see we unknowingly rode into the center of the campus. Nestled in the mountains by a lake, the facility had some incredible architecture with a pond and a bronze sculpture of a herd of charging bulls.

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Find us on MOSKOMOTO.com or on ADVRIDER.com in the ‘Vendors’ forum.

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As we headed towards a showroom with a F1 car, we were met by an angry security guard that appeared from nowhere and it became immediately apparent that we were somewhere we shouldn’t be. We got back on our bikes and got out of there as quickly as possible. A little bewildered by the whole experience, we got back on the road and headed to the Postalm pass that would take us from Strobl to Abtenau. This 16 mile toll road is a slice of motorcycling heaven as it winds up to a 4225 foot summit through snow with phenomenal turns and breathtaking views. Riding the high of the incredible road we stopped for a quick lunch but our moods quickly changed when we came back out to pouring rain. With terrible weather we opted for the quickest route to Eisenerz and just slogged it out. It definitely wasn’t the most enjoyable three hours on the bike but we made it to our Airbnb in Prabichl just before dark. There we met the owner of the cozy little ski chalet that would be our home for the next week. With a wood burning stove, relatively primitive appliances and a good selection of VHS tapes and CD’s it felt like we had stepped back in time, but it was also really nice to get back to the basics.

Alexa or even WiFi hadn’t yet made it to this little house and that was definitely ok.

After a tour of the house from the owner we had to suit back up and head out in the rain again to get some groceries.

The Red Bull Hare Scramble is the pinnacle event at Erzberg but there are actually several other events in the week leading up to the Scramble. For Kory it started on Wednesday with a training day hosted by Ride X Power, the company who he had rented the bike from. The Erzberg mine is an operating mine so any practice riding in the mine is restricted without a guide. Kory got introduced to the KTM EXC 300 TPI that he would be riding for the rest of the week and did some basic training in the morning, then headed out in the afternoon with professional rider Philipp Schneider. Schneider gave Kory a taste of the course with some runs up several of the key sections of the course. Pouring rain and tons of mud conditions made it tough, but it was a good taste for what was to follow.

As the week progressed more and more riders and fans arrived at the mine. It started to become evident that a lot of the fans coming to watch the event also brought their bikes to race the prologue. This explains the fifteen hundred entries for the Iron Road Prologue. Bright and early Friday morning they start sending riders at 20 second intervals up the 12 km Iron Road Prologue, the course is essentially a gravel road from the bottom of the mine to the top. Aside from the corners and some chicanes it’s essentially a flat out rip to the top. Kory felt good about his run but had to wait all day for results as the organizers don’t announce anything until a mandatory 10pm riders meeting that is held in the beer tent. With nothing else to do but wait, we headed out on the 790’s to explore the area around Erzberg. The roads around the area were absolutely amazing with perfect winding curves, the occasional tunnel and epic mountain views in every direction.

Most of the roads we found would head up valleys and dead end at a gravel trailhead. Riding on gravel roads or any type of off-road motorcycle riding is strictly prohibited in Austria but there were a few rare cases of small sections of gravel leading to public businesses that you can ride.

At times it’s a little unclear as to what you can or cannot ride but we learned that if you see signs showing distances in time you probably shouldn’t be there. On one section of gravel some locals said we could ride up there only for us to meet a less than impressed farmer around the next bend who quickly turned us around and sent us back down the hill. There we found a little lodge where we got an authentic light Austrian meal of cold cut meats and bread. Back on our bikes we headed back to town only to run right into thousands of bikes in the Raid on Eisenerz. On touring bikes and full gear we were slightly out of place but we pulled right into the parade anyway, plus the guy on the overheating 300 in the fur suit reminded us that pretty much anything goes. Mass wheelies, burnouts, overheating and craziness ensued as riders moved through town and back to the mine. We stuck around in absolute awe of the chaos until the first ambulance came rolling through, sirens blaring.

The results were finally announced and we found that Kory had finished the prologue in 11 minutes 27 seconds putting him just outside the top 500. Disappointed but optimistic for another go the next day we went to bed. The next day he ran again but the time was very similar putting him in 596th, a mere 9 seconds separating him from a starting position for Sunday’s race. It was a tough blow and a hard pill to swallow after so much time and money had been invested, but unfortunately such is the reality of racing.

After what seemed like a week of events Sunday and race day was finally here. The sun was out and the fans were ready to see the riders tackle the mountain. A fighter jet fly over signaled the start of the race. With a media credential the event organizers require you to be with a guide at all times, so we got a guide and we headed out on the 790’s to try and follow the race. Following the race is no easy task as the course weaves its way up and down the mine and as crazy as the on-track action is, the organizers are extremely safety conscious with security and fences all over the place.

We shot the race from one of the first hill-climbs coming out of the bottom of the mine and from there headed up the course towards the legendary Carls Diner. We were able to get there just before Jarvis and Lettenbichler arrived and shot the top riders going through this boulder field. It was absolutely incredible to witness them navigate the massive rocks. After that we went to Green Hell to see the last few finishing riders tackling the section; the cameras do no justice to how steep and technical this section is. All of the riders we saw had to help each other get through the section. You know it’s another level of difficulty when you see guys on factory KTMs in Red Bull helmets needing a pull to get up the hill.

During the race, the Red Bull helicopter following the leaders is about the only indication of where the leaders are on the course and as is typical with watching events in real life, it’s almost impossible to know what is really going on during the race; but we left safe in the knowledge that we could watch the race again thanks to the great coverage on Red Bull TV.

The legendary Graham Jarvis once again finished first but not without a good fight from Manuel Lettenbichler. A total of sixteen riders got to the finish line and considering almost fifteen hundred riders entered the prologue, the 1% finishing rate should give some indication of how difficult the race really is.

The following day we hit one more pass then hopped on the Autobahn and burned it back to Mattighofen. Then one last stop at an epic bakery in Freidburg and back to KTM to say our goodbyes to the 790’s, the staff at KTM and back on a plane heading for home. The trip as a whole was absolutely incredible. Like any adventures it had its highs and it had its lows, but getting to see the country of Austria on bikes and seeing the home of KTM and the madness of Erzberg was incredible. The racing was tough but in a way it leaves an open end to the story.

That’s the thing with racing, it has a magical way of pulling people back to try again. Akin to drinking scotch in Scotland or eating pizza in Italy, there is something incredibly special about experiencing a motorcycle in the place it was built and surrounded by the people with so much passion for the product. With the adventure and enduro elements we definitely got the full Austrian KTM experience.

BIKES We rode KTM’s new 790 Adventure and being that our travels were almost exclusively on road it was the perfect bike for the trip. We were really impressed with the size and power of the bike, it fills a nice gap between the big ADV bikes and single cylinders making it a perfect size for single person touring. The smaller size was much welcomed when getting on and off the bike multiple times a day and in tight situations like parking etc. Power is also good, its torquey off the bottom and really smooth but not so much power that you have to concentrate on managing the throttle. It’s the kind of bike that is so effortless to ride that it really lets you enjoy the location.

The quickshifter and auto blip on downshifts was really nice and more than makes up for the lack of hydraulic clutch. The factory cruise control was also really nice on sections of the Autobahn. KTM equipped the bikes with accessory hard panniers and we used MOSKO Backcountry 40 bags mounted to the factory rack using the MOSKO Backcountry Cinch Strap, we also mounted a MOSKO Hood Tank Bag for some extra storage on the bike. With the combination of the four bags on the bike we had ample space for a weeks worth of clothes and the hard cases were super helpful packing groceries back to the house.

GEAR For the ADV section of the trip we wore the Terra Trek jacket and pant from FLY. The gear was really comfortable and even with two days of torrential rain, kept us dry. We were able to manage warmth with the removable insulated liner. FLY Tradesman boots were used on the ADV bike and for walking around the course at Erzberg. Trekker ADV helmets were used with SENA 30K in-helmet communicators. The SENA’s were invaluable not only from a safety standpoint but with how much we could communicate with each other throughout the day.

During Erzberg, Kory wore Lite Hydrogen moto gear, the new Formula Carbon helmet and Scott Prospect goggles. A huge thanks to FLY Racing and SENA for keeping us safe and comfortable on the trip.

OTHER RESOURCES: KTM Motohall................................................................................................... https://www.ktm-motohall.com Erzberg Rodeo.................................................................................................... https://www.erzbergrodeo.at Ride X Power Enduro Bike Rental..................................................................................... http://ridexpower.com Red Bull TV......................................................................................... https://www.redbull.com/int-en/discover MotoStation................................................................................................. https://www.themotostation.com/ FLY Racing............................................................................................................. http://www.flyracing.com/

A BIG THANKS TO:

FLY Racing. Chris Fillmore and the staff at KTM North America. Andreas Gklavas, Fenja Gauss, Harald Stark and the staff at KTM AG. Alexander, Vlad and the staff at the KTM Motohall.

5 THINGS YOU SHOULD KNOW BEFORE RIDING ADV BIKES IN AUSTRIA 1 Get off the main roads and head up valleys; the further off the beaten path you go the better the roads get. These fantastic roads typically end in beautiful little places where you can get something to eat and enjoy the view.

2 Don’t ride on gravel. From what we understand any non-paved areas are managed by the private land-owners and they don’t want you there because if there was an accident they would be liable. There were a few rare instances where you could ride a small section of gravel up to a hotel or restaurant, however a good rule of thumb is that if you are on gravel and you see signs listing places in minutes then you shouldn’t be there.

3 The Autobahn is great for covering miles in a short period of time just don’t hang out in the fast lane. No matter how fast you are going it’s likely there will be a Porsche going much faster and filling your mirrors in no time.

4 Beer is much more plentiful than water and while that’s not always bad it can make staying hydrated a little challenging. However the tap water is really good so take a big water bottle or hydration pack and fill it up as often as you can.

5 The further off the beaten path you get and into the really nice terrain the less likely the businesses are to accept cards so always keep some Euro’s on hand.

DON’T TEMPT FATE Play it safe and always ride right

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TESTED

BY BRANDON GLANVILLE

THE 100% ARMEGA GOGGLE Back on May 8th, we headed to the headquarters of 100% in San Diego to check out something new. There, we were shown what Ludo & Marc had been cooking up. The Armega goggle is now the flagship model in the 100% lineup and represents a clean sheet design specifically for offroad riders and racers. Not an open mold or re-purposed ski goggle with some tear-off pins and a silicone strap added.

The goggle market is all of a sudden flooded with brands and options. Some good and some not so good. 100% is one of the brands actually trying to elevate the market segment. While the majority of goggles sold are in the $25 to $45 range, there is a growing demand for the features offered in the $90+ range. Which is exactly where the Armega lands- $90 to $120 depending on the lens you choose.

What do you get for $90 plus? This is where the clean sheet design gets interesting.

A $45 goggle has to be very simple and share components with other goggles in a brand’s line to keep run rates high and the price per unit down. For the Armega, 100% shared one thing only with the rest of their line‌ the iconic 100% notched brow lens shape. Beyond that, everything has been rethought.

The first thing that stands out when you grab the Armega is the scale of it. It looks and feels substantial. The red mirror lens that comes with the Light Saber colorway we received is striking and the way that it sits on the front of the goggle frame with a minimal surround is just cool if you are a goggle geek like I am. The 48mm strap is also a nice addition that just feels high quality.

We ran the Armega in a number of helmets to test fit. It is a little larger and was a snug fit in some helmets but ultimately fit into the eyeport(s) really well. A couple of helmets seemed to make the goggle ride a little higher on my cheekbones than I would have preferred, but not enough to notice while riding. At highway speeds, the goggle stayed in place and kept airflow manageable avoiding drying my eyes out. At normal offroad speeds in the heat the frame moved enough air to keep fogging at bay.

The face foam and the structure it is attached to is another area where 100% was able to add functionality. The foam material itself is a pretty standard 3 layer found on most mid-level to high-end goggles. A dense layer for structure, a softer layer

TESTED: THE 100% ARMEGA GOGGLE to mold to your face comfortably and a fleece layer for direct skin contact and sealing. The foam is molded inward to give you the greatest field of vision possible. They also added perforations that align with their new sweat management system. Think of it like a rain gutter for your goggles that helps move sweat out to the outer edge of the goggle rather than let it run into your eyes. Pretty clever design really.

The heart of the Armega is the all new lens. Adding an injection molded 2mm polycarbonate lens to the lineup definitely adds a couple of key features that riders are looking for: Optical clarity, impact resistance and quick changeability.

Being able to take a hit and protect our eyes is, of course, the whole reason we wear goggles in the first place. But being able to see more through a pair of goggles is also critical to rider safety. Taking in more information and reacting faster can make the difference between staying upright or crashing, especially at speed.

Overall the Armega is a well-made goggle, utilizing some creative design at a pretty reasonable price point when compared to other goggles with similar specs, and it’s a bargain compared to the Oakley Airbrake. The clarity of the lens is noticeable and the quick release function is pretty sweet. Locking the lens back into the frame is a little counterintuitive but pretty easy once you figure it out. The strap is very high quality and won’t resemble a strip of bacon after a dozen rides. The face foam is what you would expect from a high-end goggle in terms of feel and absorption.

I would have liked 100% to carve out some more room for my nostrils, however.

I’m always hesitant to see something that should be pretty simple, get more complicated. In the case of the Armega, 100% took the opportunity to evolve and add a next level product to their line that works well. As always, having more options that perform is a good thing. The Armega is going to be an advantage for the rider that puts a lot of time in the saddle and demands more from their gear. MSRP: $90.00 to $120.00 depending on lens selection. www.ride100percent.com

TESTED

BY CHAD DE ALVA

NITRO MOUSSE - NITROGEN CHARGED TIRE MOUSSE I have yet to meet someone who enjoys fixing flat moto tires. Yeah, I know that’s weird, right?

Well what I also find weird is that so many riders out there get flats, yet they just spoon the same style of tube back into the bike to fix that flat that they just got, and then they wonder why they eventually get another flat. This one guy named Albert had a pretty famous saying about doing the same thing over and over and expecting the results to change – but we’re talking about flats, not famous people and the things that they said. To make their bikes more flat resistant, riders will use ultra-extreme-duty tubes that are made with dragon scales and other cool marketing things, or they’ll run really high pressure to avoid pinch flats. Yet both of these options just compromise their bike’s handling, which I think is why so many people just roll the dice on getting flats with standard tubes and “normal” pressures around 12 psi. However, if you use something called a Nitro Mousse in place of a tube, you do not have to worry about getting a flat – ever.

A Nitro Mousse is a foam inner tube replacement that you run in place of a regular air-filled tube.

No air keeping your tire inflated means that the tire can’t go flat, which in short means that your ride can’t get ruined by a flat tire. If you’re wondering where the term “mousse” came from, it’s quite literally the French word for foam, which has to do with the tire company Michelin, developing the first off road motorcycle tire foams back in the 80’s. Over the years, other companies have developed Mousses, but they all have the same drawbacks in that they’re heavier than a standard duty tube, they don’t bounce or rebound like a regular tube-inflated tire does, they’re expensive, and they don’t last very long. The foam breaks down over time (even when sitting in the packaging), which causes a change in feel as the foam wears out and you can’t adjust the pressure at all – you get what you get. These drawbacks have been the price of not having to worry about getting a flat. Yet a Nitro Mousse is different.

Nitro Mousses are the result of over ten years of research and development spent figuring out how to make a Mousse better. The result is a fancy elastomer (foam) that is charged with Nitrogen during the manufacturing process to create a foam that feels much more like a tube. Thanks to this fancy foam, Nitro Mousses last longer, break-in very quickly, and don’t require that you learn to ride on tires that don’t bounce back as they’re no longer filled with air. Perhaps the best part of a Nitro Mousse is that you have a choice of pressure – 12 or 8 psi equivalent depending on the model that you choose. If you’ve ever run 8 psi in a tube or Tubliss setup, you should be very excited about that level of traction with no risk of flats.

TESTED: NITRO MOUSSE - NITROGEN CHARGED TIRE MOUSSE In an effort to figure out exactly how both pressures of Nitro Mousse feel compared to a regular tube at the comparable pressure, I recruited a riding buddy who happens to have a trail that starts right out his back door with a little bit of everything. We set up the same tires on two sets of wheels – a set of regular Nitro Mousses in one set and the Soft Nitro Mousses in the other wheel set. With another bike running regular tubes, we rode the same section of trail back to back to back to see how going from tubes at 12 psi compared to 12 psi Nitro Mousses, and 8 psi Nitro Mousses felt versus tubes at 8 psi.

When riding on Nitro Mousses, this weird thing happens where you suddenly don’t care so much about finding the smoothest line, or worry about running into big rocks. In fact, in some weird masochistic way you want to run into these rocks, just because you know they can’t give you a flat – and that confidence to be able to ride away from any flat-making obstacle is so empowering. Nitro Mousses are like getting a star in Mario, or turning on some cheat code where you can’t get flat tires – and that’s so awesome.

Nitro Mousses feel quite similar to tubes in the way that they rebound over obstacles, and my buddy who helped me with testing went so far as to say that they may even be springier than a traditional tube. What’s absolutely certain is that Nitro Mousses do not feel dead, or like riding on memory foam, which is a known drawback on mousses from other manufactures. You’ll feel comfortable on Nitro Mousse in just a few minutes, and then it’s back to riding as usual. Traction feels fairly comparable as well when comparing tubes at both 12 psi and 8 psi to the regular and soft Nitro Mousses respectively. The biggest difference you’ll notice is going from tubes at 8 psi to a Soft Nitro Mousse, because you won’t feel your rim on every single rock you ride over. Yes, you can still hit your rim with a Nitro Mousse, but if that’s something you’re doing all the time with a soft Nitro Mousse, going to a regular Nitro Mousse will provide that extra rim protection you’re looking for. If you don’t want to give up your soft Nitro Mousses’ traction, there’s a new Nitro Mousse coming that will provide Soft Nitro Mousse levels of traction with regular Nitro Mousse levels of protection.

Mounting a Nitro Mousse on a rim is arguably easier than mounting a tube, as there’s no risk of pinching the tube with a tire iron. Just like installing a tube, it’s all about technique and as long as you keep the bead in the drop center of the rim, the process is not hard at all. I tried both the ‘install the tire on the rim and then install the mousse’ and the ‘install the mousse in the tire and then install on the rim’ methods and both work just fine. I’d recommend installing the mousse in a lubed tire and installing that on your rim as it makes less of a mess. And that lube it turns out, is the key to making a Nitro Mousse last a long time. I’ve heard countless reports of Nitro Mousses lasting for a number of tires from riders running the spectrum from top shelf Baja racers to weekend warriors. As long as you use an entire tube of lube with each tire change, expect a Nitro Mousse to last you a number of tires. When you add up all of the benefits of running Nitro Mousses, it really doesn’t make sense to run anything else.

Nitro Mousses are a game changer. Yes, they cost a bit up front, but as the saying goes “buy the best and only cry once.” When you break up that cost over the number of tires that a Nitro Mousse will last you when properly cared for, the cost becomes more than worth it. Never getting a flat makes Nitro Mousse worth every penny, and that’s even more true if you race or if you like to ride in remote places where getting a flat could really put you in a bind. Even if you’re currently running another brand of Mousse, you need to try a Nitro Mousse. If you’ve never tried a Nitro Mousse – you need to before your next ride. Saying goodbye to flat tires forever thanks to Nitro Mousse is that good.

MSRP: $120.00 each and up depending on with size you go with. nitromousse.com

TESTED: NITRO MOUSSE - NITROGEN CHARGED TIRE MOUSSE

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UPSHIFT - KTM 500 EXC PROJECT

WORDS BY ADAM BOOTh

PHOTOS BY SIMON CUDBY

As an off-road rider who has lived in Southern California for the last 20 years, the KTM 500 EXC seems like a one-way trip to the slammer. The current crop of EXC bikes from KTM are enduro race bikes with a license plate hanging off the back! In other parts of the US, getting a dirt bike plated and street legal isn’t a big deal. Those who haven’t dealt with the wrath known as California laws, don’t understand our pain and suffering when it comes to having a legal dual sport machine that is actually off-road worthy.

KTM might have just announced the 2020 EXC’s, and while there are some changes, that doesn’t negate the potency of this 2019 500 EXC. The Upshift crew, along with some cool companies, further improved this KTM through suspension mods, a Yoshimura slipon exhaust and other beneficial goodies.

The biggest modification to the Upshift KTM 500 EXC came via the suspension. KTM has worked to improve the stock suspension on the EXC line. However, because the bikes still come super plush and squishy from the factory, the suspension was reworked by 3 Brothers Racing. They stiffened the front spring rate, installing a WP 4.8 N/MM spring and a WP progressive shock spring (66-72).

On top of re-springing the suspension, 3 Brothers re-shimmed and re-valved both the shock and forks with comfort in mind, offering the rider the ability to step up the trail speed and to be more aggressive when needed.

Complementing the suspension work and adding to the overall comfort of the KTM 500 EXC were the Fasst Flexx bars. If you’ve never ridden with Flexx bars and want more comfort and cush, look into a pair. The responsibility for protecting the hands and not interfering with the movement of the Flexx bars fell upon the Flexx Simple Solution hand guards. They were easy to mount up and worked well.

While we ran the Yoshimura RS-4 system on a bone stock ECU, it would be best to map the ignition to accommodate the more open exhaust. The power was improved throughout the power curve, but we had substantial pop on decel due to the lean mapping. With a re-tuned ECU, power would improve even further. It should be noted that the Yoshimura system is pretty aggressive in the sound department, especially when hard on the gas.

This was my first introduction to Shinko tires and I left Idaho a huge fan of the 505 Cheater rear tire and the 216 front. The 505 Cheater rubber compound is super soft, much like a trials tire and hooked up great, especially on roots and rocks. There were a lot of water crossings and the larger size and compound was nice. The Shinko tires combined with NitroMousse inserts equaled awesome traction. I personally loved the feel of the Nitromousse, plus I never had to worry about a flat, which meant I didn’t steer around crap in the trail, I just plowed into and over it. The Nitromousse inserts on the Upshift KTM 500 EXC gave the sensation of about 10 psi, offering a lot of plushness.

Upshift utilized the Trail Tech Voyager Pro, which has an easy to read touch screen, even in direct sunlight.

Also, the buddy tracking system makes keeping track of your riding partners super easy. The Pro Moto Billet Evolution 4 stainless steel footpegs with the F7 cleat looked scary yet offered up excellent boot grip. The ultra-tough Chromoly sprockets where made in the USA by DDC. Upshift went up two teeth from stock to a 47 tooth rear sprocket. The gearing was a good compromise between on-road and offroad capability.

Spinning the sprockets was an O-ring RK EXW 520 chain; O-ring is the only way to go offroad.

To get more light out of the stock headlight set up, Upshift swapped out the stock bulb with a Cyclops bulb.

A nice feature about this LED bulb is the ability to run high or low beam so you don’t blind cars out on the roads. There are a few accessories that are guaranteed to make it onto Upshift bikes because they are simply great products and vastly improve the comfort level of longer riders: Double Take Mirrors are hands down the best mirrors on the market. Seat Concepts seats transform any bike into a more comfortable ride without sacrificing performance. Finally, the look of this Upshift build was completed with Acerbis plastic and Upshift graphics.

When you drop a lot of dough on a bike that is going to take abuse, you want to protect it the best way possible. To do that, Upshift went with a black Cycra skid plate that wrapped up and around the engine more than stock. Bullet Proof radiator guards help protect the radiators from a frontal attack and offer extra support from a side hit. They are aluminum and very stout. To ensure the KTM could go plenty of miles before a refuel, an IMS 3.2 gallon tank was installed- this much fuel will easily get the bike 100 miles.

Each item that was added to this build served a purpose.

The suspension work offered up the most significant performance gain, helping to balance the ride and allow the 500 to be ridden more aggressively without losing the plush feel through rough terrain. The tires, Nitromousse inserts and Flexx handlebars helped further that overall comfort level. The fuel range was extended, the comfort was improved via the Seat Concepts seat and the look was taken to the next level. Overall, this build was a super success. Now I just wish I could take it back to California with me! To see and hear more about how the bike performed, be sure to check out our Youtube video here.

Thanks to the following brands: KTM - 2019 KTM 500 EXC..................................... website 3bros.com - WP Suspension/Tail Kit................... website Seat Concepts - Comfort Seat............................ website Shinko - 505 Rear/216 Front Tire......................... website Nitro Mousse - Nitrogen Charged Mousse......... website Acerbis - Orange Plastic Kit.................................. website Faast Company - Flexx Handlebars..................... website Faast Company - Hand Guards............................ website IMS - 3.2 gal. Fuel Tank.......................................... website ODI - MX V2 Lock-On Rogue Grips........................ website DDC - Chromoly 47 Tooth Sprocket...................... website RK - GB520EXW-120 Chain................................... website Cyclops - LED Headlight Bulb Kit.......................... website Bullet Proof Designs - Radiator Guards............ website Fastway - Pro Moto Billet EVO 4 Footpegs........... website Cycra - Skid Plate................................................... website Trail Tech - Voyager Pro GPS................................ website Yoshimura - RS-4 Exhaust.................................... website Polisport - Swingarm Guards............................... website

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VIRGINIA CITy GRAND PRIX one of the largest and most competitive off-road motorcycle races in the west WORDS AND PHOTOS BY SPENCER HILL

On Sunday morning the rickety wooden sidewalks of Virginia City were littered with vomit and tobacco stains from the previous night’s celebration. Riders exhausted after one of the most revered dirt bike races in the western United States were under the influence of elevation and had carried on until the small hours of the morning. As sunlight cascaded over the mountains from Carson City kissing the many church steeples, meandering spectators were already drinking light beer or high-octane energy drinks. The stage was set for the second day of Virginia City Grand Prix festivities including the first ever adventure bike class.

Tents, RV’s and toy haulers had taken over this small historic town along with motorcycles of every shape, size, make, and model. It was hard to get the smell of pre-mix out of your nostrils, and the constant whine of two-stroke exhaust left a ringing in your ears. This high rent shantytown was slowly starting to rustle, and the excitement in the air was palpable.

Founded in 1859 and named for an early miner James “Old Virginny” Finney, Virginia City experienced its first gold rush within a year of settlement and soon became known as the queen of the Comstock District. Situated on the slope of Mount Davidson with an elevation exceeding 6,000 feet it is a true testament to the will of its settlers. With its well-preserved veneer, albeit a bit touristy, modern-day Virginia City is a fitting host for this wild off-road spectacle in its 48th iteration. In early days runaway wagon trains were a regular occurrence on the steep streets of this precariously placed town and now once a year motorcycles gleefully fly down the same grades with effortless grace.

An estimated one thousand racers descended on Virginia City with more than three thousand spectators and support crew.

Not bad for a town whose infrastructure is only equipped to accommodate around nine hundred full-time residents. Being that this race is always held on the last weekend in April and the town sits at a high elevation, unpredictable weather is usually predictable. This particular year though, the conditions were ideal with rain the week before and seventy-degree temperatures in the days during the race.

Saturday morning was the first of two days of racing, and the hours leading up to the start can only be described as hectic. The classes that would be competing that day were: Open Pro, Vet Pro, Expert, and Amateur who would be slugging it out over a minimum of four hours on a twenty-one to twenty-seven-mile course (depending on route selection). This meant four or more hours on a rocky, steep, dust-plagued loop that culminated right on C Street in town with an enduro cross style challenge section. One half-hour before this madness got underway all of the racers formed a sea of dirt bikes along the main drag. Packed in between the old-timey wooden sidewalks bar end to bar end with friends, family, and fans dispersed in the gaps it made for quite the display. Not to mention the colorful local decked out in miners garb with a donkey in tow wandering the actual racecourse just minutes before bikes would be sailing by at breakneck speeds.

After a mostly inaudible riders’ meeting and rendition of the national anthem, bikes began to launch in waves at ten-second intervals. The starting line was followed by an immediate ninety-degree turn that was the ire of everyone positioned on the outside end. It resulted in instant action to the crowds’ delight with more than one incident when riders made a move for the inside.

Within ten minutes, more than four hundred riders were loose on the course in a cloud of dust.

At the culmination of the first lap, riders returned to the pits disjointed and broken, missing significant parts of their motorcycles and looking shellshocked. This was the end of the line for some, for others it was just the beginning of a grueling slog for bragging rights or maybe even a shot at the purse. Wreckage lay just outside of town including more than one man eating hill climb and miles of technical single track.

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Dante Oliveira was the overall winner on Saturday with an impressive showing finishing in four hours, thirty minutes and thirty-eight seconds after completing six laps.

Others continued long after just to earn their finishers badges or to fulfill personal goals. That night finishers, fans and those who considered themselves fortunate just to have competed the course, kicked off the wildest night of partying Virginia City is privy to each year.

Sunday morning, the stage was set for another wild day in the dirt. Novice, Women, Masters, Ultra Masters, Bomber, and Evo classes would be racing on the full loop from the day before while Vintage, Adventure, Diva, Hooligan, and Team Relay classes would be on an abbreviated circuit. The minimum time required to be out on the course was shortened as well to a still daunting three hours. It was a similar awe-inspiring display of man and machine taking over C Street, leading up to the start except today the fleet was more diverse.

Full-size adventure bikes were lined up just ahead of vintage Bull Taco’s and Suzuki’s with unicorns like the Ducati desert sled represented as well. The adventure class was defined as any multi-cylinder adventure bike notably excluding large displacement thumpers like the KTM 690 and Husqvarna 701. The inaugural ADV Class was comprised of a handful of 950/990/1190/1290 KTM’s, a good turnout of Triumph Tigers and one each BMW 1250 GSA & Honda Africa Twin.

The four hundred plus riders were launched in ten-second intervals that bombarded spectators with excitement in seemingly endless waves.

One of the first

groups that included adventure bikes got off to quite the exciting start when John Golden, on an immaculate KTM 950 S, low sided rounding the aforementioned first corner. Similar to the day before the first lap separated casual riders from serious contenders or those with mechanical/medical issues. Times on the first loop varied drastically and again some called it quits at this point content in the knowledge that they had made an effort on this gnarly course.

The same hill climbs that had challenged pro riders the day before became miserable bottlenecks on Sunday slowing most riders’ progress to a crawl. Later in the race as the pack thinned it wasn’t uncommon to see full sized adventure bikes picking off dirt bikes and leaving them in the dust. By the final lap John Golden and Danny Young, both on vintage KTM LC8’s, were playing a ruckus game of cat and mouse that resulted in Young finishing a mere bike length ahead of Golden.

The announcer called for Young to take the stage almost immediately after he swept by the checkered flag. Spectators gawked as he rolled on the throttle and ascended the platform with ease. The MC emphatically expressed the crowds’ lack of comprehension on how these maniacs on huge “street bikes” had finished the race or even competed.

Better yet, how they had finished ahead of a sizable portion of the pack, it showcased the gap between the dirt bike evangelists and the emerging ADV segment. The old guard had trouble wrapping their heads around what compelled these mixed surface riders to participate in this event but they wanted to see more of it, and they were indeed impressed.

It was clear almost immediately that this new adventure class was a hit; race organizers, competitors and fans alike couldn’t get enough. There was talk of extending the course next year or possibly the minimum race time, but there is no doubt that it will return.

Right: Danny Young (806) took honors as the winner of the first ever Adventure Class in the Virginia City Grand Prix. He completed eight laps in three hours, two minutes, and fifty seconds.

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