April 2020
Issue 44
April 2020
Issue 44 APRIL 2020
THE INSIDER
Issue 44
Riding It Out
Cover Simon Cudby Design Chris Glaspell
INSTA-ADV
Photography Editor Simon Cudby
Instagram Travelers
Contributing Writers Tim Burke Andrew Clubb Randy Commons Chad de Alva Andrew Glaspell Greg Smith
GEAR The Latest
Contributing Photographers Tim Burke Chad de Alva Olivier de Vaulx Michnus Olivier Greg Smith
WIDE OPEN
Views Through The Lens
Story Editor Stefanie Glaspell
PHOTO MISSION
Eastern Oregon Escape
Business Development Brandon Glanville
A TRAGIC BUNCH
Want to advertise with us? Contact: Brandon Glanville brandon@upshiftonline.com
Ténéré Tragics Australia 10 Years Later
Contact: info@upshiftonline.com
Join us on Instagram at @ upshift_online Join us on Twitter at @upshift_online
- Enduro S4
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CHASSIS SETUP
Getting The Most Out Of Your Bike
Upshift Magazine is published monthly by Upshift Online Inc. 2020. Reproduction of any material requires written consent from the publishers. All photos, editorial contributions and advertisements are accepted upon representation that they are original materials by the author and or advertiser. Opinions expressed in the articles are those of the author and may not reflect the views and opinions of the editor, staff or advertisers of Upshift Online Inc. Advertisers assume full responsibility for the entire content and subject matter of their advertisements.
COMING DOWN
Tim Burke Wraps Up His Latest
RIDING IT OUT It certainly will not be a surprise to hear that the last month has been a bit hectic at Upshift. We have yet to hear of a single family member, friend, or contributor that has not been affected in some way by the novel coronavirus. This pandemic has threatened the lives of many we know and love, while also severely impacting our way of life. Many of the stories that we had planned to tell in the coming months have been postponed or canceled due to COVID-19 and the travel restrictions that have come with it. However, we want to stay positive (and test negative) during this challenging time. The coronavirus has forced millions of people around the world to slow down and alter how we pursue our passions. If you are reading this, you likely have a passion for adventure. While the virus has caused travel to be canceled, events to be postponed, and relationships to be distanced, we are happy to tell you that adventure is not canceled! We want to encourage our readers not to let COVID-19 dampen your love for riding. This is going to look different for a lot of people. For some, in more affected areas, this might mean taking the opportunity to wrench in their garage or spending time planning trips for later this year. Others hopefully can still get out and go explore their local trails if appropriate. When recreating at this time, we implore you to respect the restrictions that local jurisdictions have implemented and to ride responsibly in order not to unnecessarily take resources away from your local healthcare systems. We understand that this has been a difficult time of self-sacrifice, and unfortunately, everyone is going to have to give up some normality to “flatten the curve.� Common sense and respect for each other will win the day. We are still adventure enthusiasts, and our ability to exercise our passion for riding is not extinguished.
#GO ADVENTURE KTM 790 ADVENTURE
ADVENTURE MORE To call yourself a real adventurer, you need to lay claim to visiting places that few others have been before. Designed to provide explorers with real-world travel capabilities and deliver unrivaled offroad performance, the new KTM 790 ADVENTURE is made for you to go ďŹ nd these roads less traveled.
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Please make no attempt to imitate the illustrated riding scene. Always wear protective safety gear and observe the applicable provisions of the road traffic regulations. The illustrated vehicle may vary in selected details from the production model and feature optional equipment available at additional cost. European specification model shown for illustration purposes only.
Photo: F. Lackner
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Please make no attempt to imitate the illustrated riding scene. Always wear protective safety gear and observe the applicable provisions of the road traffic regulations. The illustrated vehicle may vary in selected details from the production models and may feature optional equipment available at additional cost. European specification model shown for illustration purposes only. Photos: R. Schedl, H. Mitterbauer
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The road quickly disappears behind you as you turn off the asphalt and engage offroad ride mode on the fly. the mighty single powers you smoothly along the trail. With its cutting-edge electronics and nimble chassis, you’re ready to take on any terrain you choose.
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1. Husqvarna 701 Enduro Fuel Tank Kit Husqvarna Motorcycles is pleased to announce the availability of the Additional Fuel Tank Kit‚ a comprehensive and complete set of parts that enlarge fuel capacity to 25 litres when fitted to 701 Enduro machines. This extended fuel range prolongs adventures and increases rider confidence when exploring remote areas. Built to stand up to the most serious adventures, the Additional Fuel Tank Kit boasts strong and durable rotationally molded tanks with leak proof closure. Ensuring optimal weight distribution and with easy switching between front and rear tanks thanks to the supplied electronic switch, the kit also features an additional fuel pump for uninterrupted fuel flow. The Additional Fuel Tank Kit comes with a new seat and graphics kit. For all details on pricing and availability please refer to your national Husqvarna Motorcycles Subsidiary or Importer. Availabilities may differ from country to country. www.husqvarna-motorcycles.com
OUTSIDE THE EXPECTED. DRY NO MATTER WHAT WOLFMANLUGGAGE.COM
THE ULTIMATE ROAD-FOCUSED ADVENTURER
THE NEW TIGER 1200 ALPINE EDITION Inspired by the great road-going journeys that Tiger 1200 riders have enjoyed, the new Tiger 1200 Alpine Edition has been designed to maximise the Tiger’s road and touring capabilities, and deliver even better value for money. This powerful road-focused motorcycle beneďŹ ts from an impressive 141 peak horsepower and 90 LB-FT peak torque, and features new higher-tailored levels of technology and equipment with Triumph Shift Assist for clutchless gear changes, premium Arrow silencer for its emotive triple soundtrack, and a striking one-oo paint scheme with exclusive graphics. Adding to your adventure and for a limited time only, the Tiger 1200 Alpine Edition comes equipped with free aluminium panniers. Find out more, visit triumphmotorcycles.com
2. Garmin reveals the power of the all-new zumo XT The zumo XT all-terrain GPS motorcycle navigator is designed to help riders venture on and off the beaten path. The glove-friendly zumo XT touchscreen introduces a new ultra-bright 5.5-inch display with crisp HD resolution. Designed to withstand the most rigorous weather and rough terrain, the rugged zumo XT is rain-resistant and forged to military grade 810G drop test standards. Riders will also appreciate the zumo XT’s versatility, with a quick push of a button they can easily toggle through street map views, topographic maps, or Birds-eye Satellite Imagery for the best possible view of their route. MSRP: $499.99. For more information go to buy.garmin.com
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GRAVEL-T GRAVEL-T
GRAVEL-T is our range of 100% waterproof soft bags, designed for Adventure Touring and off-road use. The GRT709 Canyon bags are a pair of soft saddlebags that give the same functionality and volume of a set of hard aluminum cases, without the weight and bulk. They are easy to attach and remove, lockable and built to last, rugged enough to protect the side of your motorcycle from minor impacts. MOUNTING PLATES: the included mounting plates are made of high impact nylon, and they fit the majority of side case mounts available on the market. REMOVABLE INNER BAGS: 100% waterproof, we decided for the bright yellow fabric to make it easier to spot what you need, even in low light conditions. M.O.L.L.E. READY: plenty of webbing on the side and on the bottom, the bags also come with a kit of 10 M.O.L.L.E. compatible clips.
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3. Mosko Moto Reckless 80 V3.0 Revolver Mosko Moto is stoked to announce the immediate availability of the Reckless 80 V3.0 Revolver, the third iteration of our flagship rack-less systems. The V3.0 Revolver is the most versatile Reckless 80 yet. Adjustable leg angle makes it equally at home on enduros like the CRF450L or KTM 500, as it is on larger ADV bikes like the Africa Twin. From GSA’s to 150cc dual-sports, the Reckless 80 is a bag that can do it all! The Reckless 80 Revolver is destined to be the benchmark to which other rack-less luggage systems aspire. Every user will appreciate the amount of forethought and feedback that’s been poured into this bag. In the Reckless 80’s third incarnation, our designers used all of the advantages of hindsight and truly created the ultimate rack-less luggage system. Riders will immediately benefit from changes large & small, and it is sure to live up to the lofty expectations we’ve set for every piece of luggage we release into the wild. MSRP: Starting at $625.00. www.moskomoto.com
ESSENTIAL ADV STREAMLINED UTILITY LO N G D I S TA N C E C O M F O RT M I DW E I G H T A DV- R E A DY N E W C A R LS B A D JAC K E T & PA N T KRIOS PRO HELMET
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No helmet can protect the wearer against all foreseeable impacts. Nothing is a substitute for safe riding practices. Š2020 Arai Helmet
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MALHEUR NATIONAL FOREST, OREGON
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BAJA, MEXICO
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MALHEUR NATIONAL FOREST, OREGON
PHOTO: SIMON CUDBY
SPEED RUNS IN THE FAMILY. S tewar d Bay l o r, 2019 NEP G Champion
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300 SEF FACTORY
The FactoryONE Sherco race team is full speed ahead for the GNCC and NEPG seasons with GNCC dominating brothers Steward and Grant Baylor. The Baylor brothers will be shredding the competition on the Sherco 300 SEF Factory and 450 SEF Factory race machines.
S H ER C O U SA . C O M
450 SEF FACTORY
The 2020 Sherco enduro line up is built to dominate even the toughest enduro races. From KYB suspension, to full Akrapovic exhaust system, Galfer rotors and pads, AXP skid plate and Excel rims, these are just some of the high-performance additions to the race-proven Sherco machines for 2020. Visit us online to find a local dealer.
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MALHEUR NATIONAL FOREST, OREGON
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EASTERN IDAHO
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THE NEW POINT OF
DEPARTURE
EMBRACE YOUR ESCAPE. THE HARDEST CHOICE YOU’LL MAKE ON THE 2020 SUZUKI V-STROM IS WHEN TO HEAD HOME. Strike awe with new styling inspired by the iconic DR-Z800 Dakar Rally bike & DR-Big. Command higher peak V-twin power without sacrificing low-end torque. Feel more capable across different terrain with Advanced Traction Control, Drive Mode Selector, and a new electronic Ride-by-Wire throttle system that delivers smooth, precise engine response. With so many adventures ahead, it’s time to make your exit.
V-STROM 1050XT ADVENTURE
EXPERIENCE THE V-STROM AT SUZUKICYCLES.COM Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly!® on public and private land. Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © 2020 Suzuki Motor of America, Inc.
V-STROM 1050XT
EASTERN OREGON
BY SIMON CUDBY
By mid-March, the news cycle was firing on all cylinders regarding the serious global Corona virus pandemic. We were standing in our Upshift HQ in Eagle, Idaho trying to figure out what happens next. Obviously at this stage, it was a difficult, if not impossible, question to answer. Instead of focusing on gloom and doom, we loaded up Shamu the Moto Van with a couple of dual sports. We headed west into neighboring Oregon, with not really much of a plan other than finding some great trails to ride and shoot some images. Within a few hours, we were climbing up in elevation into the Malheur National Forest.
We quickly realized we were a few months early to ride some of the trails we had looked at on Google maps. Snow, and more snow, had us quickly wondering whether this trip was going to be a bust. We descended from the upper elevations, through a thick fog bank into the small town of Prairie City, Oregon. We were quickly slapped back into Corona virus reality as we talked to the local gas station attendant about finding a lunch spot. “The whole of Oregon has a lock-down in place.� This had apparently happened the night before we left Idaho. We pushed on south towards the town of Burns, continually looking for a trailhead where we could unload and explore. Soon our prayers were answered as we found a great little logging road that headed up into the mountains. Perfect dirt and great two-track trails kept us occupied, and we actually were able to literally forget about the outside world for a least a few hours.
After a night in Burns, we cut southwest towards the lower Oregon desert in search of some dryer terrain to ride. We ended up near the tiny town of Rome, where we unloaded, geared up, and headed off into the brush-covered desert in search of photo opportunities. Having rained the day before, the ordinarily dusty trails were now just perfect, and our photo mission was successful for the second day. Although it was good to get out into areas where there were no other people to ride our dirt bikes, our small group decided to head back to Eagle, Idaho to be close to our families and to try once again to figure out what happens next.
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A TRAGIC B
Story & Photography by Greg Smith / AndreW Clubb
BUNCH
The TÉnÉrÉ Spirit is seriously alive and kicking in the land Down Under
Ténéré fans are a patient bunch. Just think about this for a minute: it’s been almost a decade since we’ve had a brand new Ténéré to ogle over. The XT660Z Ténéré went on-sale in Australia in 2009, and the XT1200Z Super Ténéré followed a year later in 2010. Since then, well, ‘Bold New Colors and Graphics’ can only do so much to quench your thirst for adventure on a brand new bike bearing the mighty Ténéré badge. A decade between new Ténérés? Really? Oh, Yamaha … haven’t you heard adventure riding is the only growing sector of motorcycling in the world right now? Thank the Lord and praise the Yamaha R&D department that the new Ténéré 700 is now, finally, a reality … at least for those of us in Europe and Australia. And thank goodness for the Ténéré Tragics in the land Down Under, an annual gathering of the most devoted Ténéré riders, that for ten years now has celebrated the mighty Ténéré Spirit.
IN THE BEGINNING “Hey mate, what if we staged a ride just for Ténérés; do you reckon anyone would turn up?” It was a half-joking, half-serious question, that then TRAIL ZONE magazine Publisher Andrew Clubb and his Adventure Bike Editor Lance Turnley pondered some 12 years ago on the way to a magazine assignment. Both were devoted Ténéré fans, each with Man Caves packed with old and new Ténérés alike. History shows that Clubby and his wife Tania picked up the bat and ran with it and, in 2011, through the pages of their magazine, promoted the inaugural Ténéré Tragics Run to the Rocks at Arkaroola Village in the heart of the rugged red Flinders Ranges in South Australia. Clubby made like the Pied Piper of Ténérés and set off from Sydney on the three-day ride to the Flinders, picking up Ténéré devotees every step of the way. Some 50 Ténéré Tragics ultimately fronted for the debut Run, aboard every model of Ténéré known to man, from the original XT600ZL Ténérés and XTZ750 Super Ténérés, through to the then-new 660 and 1200 models. The Run to the Rocks was an instant hit, and the Tragics have been going hard at it every year since.
A DECADE OF Ténéré GOLD In the ten years since that debut Run to the Rocks, the Tragics have gathered in a different state of Australia during the first week of March each year, to scratch the itch that is known as Ténéré-itis. Yes, to these guys and girls, it is a disease. The Tragics Run is now a five-day Safari-style, self-navigation event following supplied route notes over the course of around 2,200km, moving from town to town each night. Each Run includes a pre-event ADV Skills Session with Yamaha dirt bike racing legend Stephen Gall, and festivities through the week include slap-up three-course Welcome and Farewell Awards dinners, as well as nightly Q&A sessions with celebrity riders. This year the special guest riders included MX legend Craig Dack, Yamaha Dakar racer Rod Faggotter and Gold Logie winning TV presenter and car racer, Grant Denyer, while Global Ténéré 700 Ambassador and accomplished Round the World rider Nick Sanders even jetted in for the final night. Each year the Tragics Run books out in a day, as Clubby (aka Captain Tragic) puts a cap of 100 on the total number of participants on the Run, including sponsors and support crew. Impressively, nine Tragics have ridden all ten Runs over the past decade, and all the ‘100 Percenters’ were duly recognized this year with a special commemorative plaque and Yamaha Gift Card.
OCEANS ELEVEN With Tragics rumbling in from all states of Australia for the tenth anniversary Gold Rush Run, the seaside town of Lorne on the famous Great Ocean Road just west of Melbourne became Ténéré Central for the start of this year’s Run. With a route planned to traverse western Victoria and cross into South Australia, the Tragics instantly went into scenic overload from the very start of the Run as they conquered the lush green forests of the Otway Ranges before following the rugged coastline to the world heritage listed 12 Apostles. Forests, pine plantations, farmlands, and fresh baked ‘snot blocks’ (vanilla slices) at the food stops were all on the agenda as the Tragics dove into their much loved annual feast of Ténéré Goodness. By day four the Tragics climbed high into the Grampians National Park, only to be thwarted by rain, fog and mist that obscured the much-anticipated mountain views, before then setting their cruise controls for a long afternoon spent chomping through big miles across central Victoria to the next overnight stop at Shepparton. The long transport was worth it, though, as the fifth and final day of the ride delivered simply sublime and dust-free ADV-riding conditions through multiple forests and national parks on the way to the finish of the Run at Sovereign Hill historic gold town in Ballarat.
SEVENTH HEAVEN No less than 23 Ténéré 700s fronted for the Gold Rush Run and being the new kid on the block, there was tons of interest in the machine. The new bikes received glowing reports from their new owners, and indications are the sharp-priced twin-cylinder ADV machine will be a sales success, as full stocks become available in markets right around the world. Here’s hoping it’s not another ten years before we see the next new Ténéré … the Tragics will go into withdrawals! Check out the Tenere Tragics Gold Rush Run Video HERE
TÉNÉRÉ TRAGICS ROLL CALL 2011: Run to the Rocks, South Australia 50 Tragics answer the call to be part of the inaugural Ténéré gathering 2012: Mountain to Mountain Run, New South Wales Unprecedented flooding causes a six-month postponement of the Run 2013: Longreach Long Haul Run, Queensland The Tragics descend on Longreach, the home of Yamaha Dakar racer Rod Faggotter 2014: High Country Run, Victoria Fabulous mountain scenery in the High Country of Victoria 2015: Dividing Range Run, New South Wales Climbing the Great Dividing Range of northern NSW 2016: River to Ranges Run, Victoria/South Australia From a start in the desert of western Victoria to a finish in the flooded canyons of the Flinders ranges 2017: Tasmanian Devil Run, Tasmania Arguably the best Tragics Run ever, around the Apple Isle of Tasmania 2018: Bay to Bush Run, Queensland/New South Wales The Ténéré 700 World Raid prototype makes a surprise appearance with the Tragics 2019: High Plains Run, New South Wales The wide-open spaces of southern NSW host the Tragics 2020: Gold Rush Run, Victoria/South Australia From the Great Ocean Road and 12 Apostles to the Grampians and central Victoria high country
INSIDE CAPTAIN TRAGIC’S TÉNÉRÉ 700 How’s the waiting been? I pity all you poor Americans who are still waiting for your Ténéré 700s to arrive. I received my Ténéré 700 in early December 2019, and let me tell you, the wait is worth it. The 700 is a Ténéré that makes adventure riding nice and simple, and F-U-N, again. It’s not over-complicated with a myriad of electronic aids, it’s not over-powered so you can actually use all it delivers, and it’s not over-priced, not by a long shot. And it is fun to ride, whether you are just ducking down to the shops to get in the queue for a fresh twinpack of bog-roll, or loading it up for a week away in the boonies to seriously practice your self-isolation skills. I love it, but I will get the two points that pester me out of the way: a Ténéré should have a larger fuel tank, especially for those of us in OZ with a penchant for exploring wide-open spaces in the outback, and it should have a more convenient rear sub-frame that allows you to simply bolt on a tight and compact luggage plate. Every other Ténéré known to man has offered those two features. My set-ups for the Ténéré 700 are all straight-forward, and the good thing is, the bike has already been on sale in the UK and Europe since mid-last year, so there are stacks of aftermarket bolt-ons to choose from, with stacks more to come. Here’s what I’m running on my Ténéré 700 and why: Engine: Standard. I might go to one tooth larger countershaft, to bring the revs down at highway speeds. Muffler: Akrapovic. Lighter than the stock steel muffler, but doesn’t offer much boost in performance, unless you get into it and remove the final baffle, which gives a slight boost to bottom and mid, and boosts the exhaust note. Airbox: Uni filter foam filter element and Uni filter pre-filter. That pre-filter does an awesome job. You can trim about 12mm off the bottom of the airbox snorkel to improve dust dispersion around the filter element. Suspension: MotorcycleBiz has fitted preload spacers and tweaked the valving of the fork to suit my weight and speed while at the rear, they fitted a firmer shock spring and re-valved the shock, again to suit my weight, load, and speed. Bashplate: Yamaha Rally bashplate, which is stronger and more sturdy than the stock alloy bash plate, as the engine cases, header pipes, and oil filter need that added protection.
By Andrew Clubb
Tires: I’ve used Dunlop 908RR tires front and rear, which are great on the dirt but wander a lot on the road. I’ve since swapped to Michelin Anakee Wilds, and they offer a great compromise between road and dirt performance. Center stand: SW-Motech. It’s a must-have for trailside puncture repairs. Navigation: Rally-Raid products top bar clamp mount, with RAM ball mount attached, with Touratech lockable cradle for my battered and bruised but ever-faithful Zumo 660 GPS. Luggage: Giant Loop Mojave saddlebag is a perfect fit over the rear end and holds all my tools, spares, tubes, and first aid kit. I then strap an Enduristan Tornado 2S duffle bag on top for my drinking pants/dancing shoes/smoking jacket/wet weather gear etc. for overnight rides. I also run a classic Giant Loop Fandango tank bag, which is a perfect fit on the tank. Details: Yamaha headlight protector, Yamaha radiator guard, Yamaha adjustable-reach levers, Yamaha tank pad, Yamaha chain guide, Yamaha alloy chain guard, SW-Motech engine crash bars, SW-Motech rear brake master cylinder protector, VPS Barkbusters, Pro-Taper pillow top grips. Wish list: I definitely want a 10cm taller screen to reduce wind blast on the highway; a five-liter fuel bladder to boost the bike’s range from 300km to 400km through the outback; custom graphics kit, because the standard graphics are, well, pretty elementary; I can’t wait to see what Seat Concepts come up with – I use the standard seat and find it okay, but from prior experience, just know Seat Concepts will come up with an even more comfortable saddle.
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TESTED
BY RANDY COMMANS
KLIM BAJA S4 - ENDURO S4 Where Better To Shakedown The Klim Baja S4 Than Baja! The shakedown begins in Tecate and puts the new Klim Baja S4 through everything Mexico has to offer, over dry lake beds, in deep sand, through rivers, varying weather conditions, and more. At first glance, you can tell the Baja S4 kit shares many of the same technical fabrics and engineering as the Klim Badlands Pro. It’s really a much cooler version for use in higher temperatures. The entire front of both the jacket and pants flow un-matched amounts of air through two different mesh fabrics, even the liners are vented. When Klim claims the kit has massive airflow, they aren’t kidding. There is absolutely no need for zippered venting. In fact, I never even rode with my chest zipper partially down. The Baja S4 is definitely the COOLEST KIT I have ever worn! Like the Badlands Pro, the Baja S4 kit is built to provide maximum protection through strategic fabric choices and integrated D3O armor in the elbows, shoulders, and back areas. The feel when wearing the jacket is light and comfortable, especially considering the serious amount of protection it provides. The jacket and pants are perfectly suited for international travel with plenty of pockets for personal items such as a passport, a driver’s license, bike registration, a wallet, a cellular phone, and much more. The Baja S4 was a perfect choice for the first day of our adventure. The next morning we planned an early start and woke to an unexpected frost on the bikes. Fortunately, I packed the Enduro S4 waterproof shell. The Enduro S4 shell fit perfectly over the Baja S4 and proved to be the perfect solution, blocking out the cold wind and making for a comfortable morning ride in sub 50-degree weather. The Enduro S4 jacket was also put to the test on day 3 when a late afternoon rain rolled in. We were highway bound at that point rolling into Bahia de Los Angeles. Again the Enduro S4 kit mated with The Baja S4 kit kept out the cold, wet weather, even at (greater than) highway speeds.
KLIM BAJA S4 - ENDURO S4 I’d highly recommend the Baja S4 kit if you’re headed to warm temperatures. It’s comfortable and loaded with features and buzz words that are the real deal: Schoeller®-Dynatec® Nylon Mesh & Klim Karbonite Mesh Provide Massive Airflow Extensive 4-Way Stretch Zones For Comfort & Excellent Mobility Ceramic-Plated Superfabric® (probably my favorite) Integrated D3O Impact Protection Water Repellent (they don’t claim it, but I noticed that the water just beads off) Where does this Baja S4 kit fall short? - NOWHERE REALLY, but if you’re going to encounter rain and/or sub-55-degree temperatures, you will want to pack the Klim Enduro S4 kit. While on this shakedown, I only had to use it twice, I was stoked to have the Enduro S4 along for the ride. While the Klim Baja S4 and Enduro S4 kits are stand-alone winners, together, they are the ultimate adventure riding setup. Baja S4 MSRP: jacket $549.99 to $579.99, pants MSRP: $449.99 to $469.99. Enduro S4 MSRP: jacket $549.99 to $579.99, pants MSRP: $299.99 to $329.99. For more information go to www.KLIM.com ENDURO S4
KLIM BAJA S4 - ENDURO S4
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Motorcycle manufacturers have a tough job in that they need to make their bikes on the dealer’s floor work well for all of their potential customers. So whether you’re a 300 pound six-foot four-inch linebacker or a five-foot two 130 pound ninja, that shiny new bike you just took delivery of has to be able to ride okay when you load it up to take it home. Many riders will drive to the local riding spot and grip it and rip it and call it a day. But by not taking the time to get their bike set up to best fit themselves, these riders are leaving so much performance on the table. Likewise, if you just picked up a new-to-you (used) bike, you’ll be in the same boat of leaving performance on the table if you don’t set it up to fit you as a unique individual. Setting up a bike for a rider is known as chassis setup, and to learn exactly how to do it, I consulted the motorcycle savants at Konflict Motorsports. By Chad de Alva
Whether you’re working with a new bike or a new-to-you bike, the same things apply to setting your bike up for yourself. By taking the time to make these adjustments and periodically rechecking them, you can be sure that you’re getting the most out of that big price tag on your new bike, or showing your buddy who you just bought a bike from, how much faster you are on it. Depending on exactly who you are as a rider in terms of height and weight, the way a bike is set up when you take possession of it could actually be working against you, so you need to check your chassis to get the most enjoyment out of any bike. The first thing to check is sag or the amount your bike’s rear suspension compresses under two conditions. The first condition is static sag, which is how much the suspension compresses when the bike is supporting its own weight on a level surface. The second condition is rider sag, and that is how much the suspension compresses when the rider wearing all their riding gear is on the bike in the riding position. You’ll note I said all their riding gear. Take the time to get fully dressed for riding and load your pack up just like you’re about to head out on an actual ride when you’re setting rider sag. If you carry three liters of water when you ride, load three liters of water. Do everything to make this measurement as accurate as possible for the best results. While you’re fully costumed, take a minute and hop on a scale (it takes 30 seconds before you set off on a ride) to get your rider weight. Write your rider weight down someplace where you won’t lose it. Each manufacture varies where exactly on their bikes rear sag is measured, so consult your manual to figure out how it’s done. If your manual doesn’t have any information on how to measure sag, reach out to a quality suspension shop for directions and other bike-specific setup advice. While you’re reading your manual to learn how to measure sag, look for any information on what spring rates match your rider weight. Don’t be surprised if you need to change out
your springs (fork and shock) to match your rider weight. For example, I’m 170 pounds, but by the time I get fully suited up and throw on my admittedly very heavy backpack, I’ve picked up nearly 50 pounds, bringing my rider weight to 215-220 pounds. So I need different springs than stock. Once you know your rider weight and you have the correct spring on your bike, set your static and rider sag to the correct specs, which either came from your manual or suspension shop. A tool that makes setting sag an easy process (and the easier something is, the more likely you are to do it.) is the Slacker made by Motool. With this handy gadget, you can set your sag all by yourself, and there are no funky ruler-contraption-tools involved. With the Slacker, you just measure and adjust if needed, and then go ride. Springs are like any other mechanical component in that they will wear out over time, so make sure to check your sag periodically to make sure that you’re still within spec. Adjusting sag will have a dramatic impact on the way that your bike handles, and this is something that you can use to your advantage to manipulate your bike’s chassis to make your bike handle a certain way. By increasing the amount of rear sag that your bike has, you’ll slack out your bike’s head angle, meaning the front suspension will be further tilted away from vertical when the bike is viewed from the side. This will increase the bike’s straight-line handling, which is ideal for go-fast situations like desert racing. Conversely, if you like to play in the tight and technical places of the world where cornering is everything, decreasing the amount of rear sag in your bike will steepen that head angle (bringing it closer to 90 degrees / vertical) and make the bike more flickable and corner-able. Your manual or suspension shop will again spec a range of sag, so start by playing with adjustments within that range. It’s also important to make sure that you’re only making one change at a time while testing to make sure you can correctly determine the impact of a given change. With your sag set correctly, we can move to the front suspension to take a look at a few more things. First up, make sure that your fork legs are at the same height in your top triple clamp. If your forks do not have any kind of marks, pull out some calipers or a high-quality ruler for a quick measurement check.
Again, your manual or suspension shop will know the correct answer for how much of your fork legs should be sitting above your top triple clamp. Adjusting how much fork leg is showing is also a way to manipulate head angle. Once you’ve determined where forks should sit in your bike’s triple clamps, make sure that you’re following the manual’s workflow for installing your front wheel. Even doing something as simple as torquing pinch bolts in the wrong order can have a discernible impact on how your suspension performs. The manual is very helpful, so read it. With your suspension set up correctly, it’s time to address the fit of your bike to you as a rider, and that means handlebars, seat, and footpegs. Handlebars come in a number of different widths, sweeps, (amount of) rise, and bends, which means that there’s a bar out there that will feel like a million dollars in your hands. Furthermore, how you have the handlebars clocked in your bar mounts will make a difference in how the bars feel while riding. So a good first step is to play with bar clocking to see if you can get a good feel before you shell out for an aftermarket bar. Throw your bike up on a stand and get in your riding position to see what kind of impact a clocking change makes. Personally, I find that turning my bar ends up makes for better ergonomics for me, as I’m standing while riding nearly all the time. I’m also a taller guy at 6’ 1”, so I do like to add a little bit of bar rise to my bikes, and it’s here that I need to point something out. Do not add massive bar risers to your bike. If you’re adding bar risers to the point that your riding position has you straight-legged, you’re exposing yourself to some real potential for bad things happening. The first one is that in the event of a crash, you’re more likely to snap a longer bar riser bolt than a short one, and I’ve heard too many stories of this happening to guys who conveniently don’t happen to have spare bolts with them when they go down in the middle of nowhere. If that doesn’t sound fun, the second potential issue arises from bar risers causing you to ride with straight legs. Doing this will negate all of the suspension in your legs, and
this will only make you more likely to crash. I don’t know about you, but I find it much harder to absorb surprise hits and stay on my bike when my legs are locked. If you need to add rise, do it the right way and use a quality solution. You can also use footpegs to help make your bike fit you better, which can reduce the amount of bar rise you would otherwise want to add. Companies like Fastway (Pro Moto Billet) make quality footpegs that we’ve reviewed in Upshift Issue 29 and can be run in stock or low position to help you fit your bike better. In addition to being able to adjust the level of grip these footpegs provide, the low position will gain you the equivalent of several millimeters of bar riser. This low position also will cause your footpegs to move aft on the bike a bit, with the added benefit of giving riders with larger feet a better interface with their foot controls. So before you install inches of bar riser, see what swapping to adjustable footpegs can do. You may find that they’re exactly the change you’re looking for. Last up is the bike’s seat, and where it’s placing your body on the bike when you’re sitting on it. The factory seat that your bike comes with may feel less comfortable than a 2x4, but it puts your bum in the right spot – so make sure that any aftermarket seat you’re looking at doesn’t move your body to some place it shouldn’t go that would negatively impact your bike’s handling. Going with a quality aftermarket seat like one from Seat Concepts is a good move, as Seat Concepts factors in rider position to all of the seats that they make. If you’re a short person, a low seat can help you get your feet to the ground, which will add confidence. Conversely, a tall seat can help you save energy while riding by reducing the distance you have to move to transition from sitting to standing. Between your seat, footpegs, and your bars, you can dial your bike’s ergonomics in to make your bike fit you like a tailor-made glove.
Having your bike fit to you will pay off in a number of ways. You’ll find you’re more comfortable on the bike, and thus more confident. You’ll use less energy to hold yourself in the ideal riding position instead of being overly scrunched up or stretched out. And perhaps most importantly, you’ll be able to ride longer and feel less fatigued at the end of your ride. There’s no reason you should suffer on a bike that’s okay at fitting everyone. Turn your bike into something that is fit to uniquely you and reap the benefits. Motorcycle manufacturers have a hard task – they have to make their bikes work for all humans, and humans come in all shapes and sizes. Some humans are short, and some are tall. Other humans weigh a hundred, and something pounds ready to ride, and others weigh considerably more. As riders, we’re leaving so much performance on the table by riding a bike that’s still set for everyone. Take the time to get the right springs for your rider weight and set your sag following your bike’s manual. Then take some time to get the ergonomics of your bike dialed-in to fit you. Between your bars, footpegs, and seat, you can achieve a fit that will make your riding experience so much more enjoyable. If you need more help understanding how these things work, consulting a knowledgeable race prep or suspension shop is a great resource to help you get the most out of your bike.
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COMING DOWN WORDS AND PHOTOS BY TIM BURKE
I have to be honest. Sitting still has never been in my DNA. I used to deal with it, though. I tucked in my shirt, tied my tie, and went to work on time. For that behavior, I was rewarded with a biweekly paycheck, accrued time-off, and all the other perks that go along with full-time employment. Before my travels started, the foundation of my comfort zone was stable-employment, a place to call home, and way too many materialistic belongings.
The comfort zone that I used to find myself in is anything but what it was. Actually, it’s almost the opposite now. Figuring out what to do when stimulation levels aren’t through the roof and adrenaline isn’t pumping through your veins can be a real challenge for many people that return to “normal,” and it’s a topic that doesn’t get spoken of very often. I remember the moment when I first realized that adapting back to normal was going to be difficult. I had just returned from my first 6-months in Europe when I ran into an old friend. “So, what’s new, man?” he asked. Once he asked, my brain waves felt like they flat-lined. I didn’t know what to say. I had absolutely nothing to say?! It was just a common greeting – a polite question. It could have been, “What’s up?” He could have said anything, really, but what can I ever say that summarizes the experiences and changes that I’ve undergone? Three years of moto-travel and 70-something countries have passed: different hostels every night, new cities, new people, and new food. My body, my brain, and my social skills don’t function the same way that they used to. It’s fair to say that I struggle with “normalcy” now. I realize I’m different now. I’m writing this because as my time in Africa came to a close, I was slapped with the same pit-of-the-stomach anxiety that I felt after my 6-months in Europe, 10-months in South America, and every other chapter over the last three years. It’s time to write about it – because I know I’m not the only one. The social adjustment, after returning from a week-long, month-long, or sometimes even a year-long “adrenaline high,” can feel like a kick in the gut. I don’t know how else to describe it. Throughout my travels, I’ve been completely transparent about the fact that it’s not all sunshine and daffodils every day. There are days that you’ll feel that you’re at your lowest – days when maintenance issues seem to be piled on top of some government bureaucracy, which makes getting your replacement parts out of customs (to fix the maintenance issues) seem nearly impossible. Add two weeks of crap-weather to the mood, a constant security-mindset, and a few holes in the mosquito netting that’s draped over the hostel bed to prevent malaria, and there are days that I ask myself, “WTF am I doing out here?”
TIm BURKE - COMING DOWN
But… I stopped doing that so that I could ride my motorcycle.
TIm BURKE - COMING DOWN
But I love it. I’m wholeheartedly addicted to it. There’s still an excitement a rush, that feeds only on surging brain chemicals caused by the maximum stimulation of everyday-life-on-the-road that feeds this vicious circle I’m in. It works against my ability to adapt to “normal” ever again. I feel like I don’t know how to function without that stimulation anymore.
TIm BURKE - COMING DOWN
This mentality is what makes it so difficult to come back and connect with the people who used to be close. One of the main challenges many say they face when returning home, is finding common ground with people – even the important ones from the past. It’s not that they’re any less important now than they used to be, but there is an empty feeling associated with a perceived lack-of-change in the world – old relationships included. A person that has traveled across continents has gone through so much, seen so much, and felt so much. From the top of Norway to the bottom of Africa, from Alaska to Patagonia, and from London to Sydney, a person builds relationships with people who they’ll remember until the day they die, and because of this, they come back with a different outlook on life. Whether it’s reasonable or not, due to these feelings, one expects and wants the world to have gone through these same changes. But that’s not reality. The reality is that my stimulation levels and the things that invigorate me are caused by experiences that I feel my closest friends can’t relate to anymore: While I was getting my Carnet stamped at the Botswana/Zambia border (after precariously floating across the Zambezi River on a motorized-barge that meets absolutely no Western safety standards) my old coworkers were still navigating the same political bullshit at their jobs from 2.5 years ago. While I was getting escorted around Lake Atitlan by the Guatemalan Federal Police Force with machine guns due to recent homicidal-banditos, my friends were trying to figure out how to fit a king-sized bed set from IKEA into their new Subaru station wagon. I don’t hate them for this, and there’s no lack of respect; it’s just that their life-inconveniences are now so different than mine, and I struggle to connect. So instead, I do what many recently-returned travelers do – I kind of just shrivel back into my own little world. The financial side of the “coming down” is something worth acknowledging as well. Figuring out finances associated with “real-life,” after returning from a long trip, are often an overlooked portion of the initial planning. For 3 years now, my expenses have been pretty straight forward: gasoline, tires, visas, food, and lodging (and perhaps thirst-quenchers here and there).
TIm BURKE - COMING DOWN
Where did you live before? If you sold your home (or leased it out) can you return? Remember those things called “utilities?” Are you going to get a job? How are you going to get there with no car? Auto insurance, medical insurance… Shit… the mortgage! These bills, taxes, and responsibilities are enthusiastically waiting for you to return. Adapting to Society’s Rules – I’m just going to say it: I struggle to follow all the traffic laws when I get back to the regulated-world. Travelers often hesitate to talk about this topic because, inevitably, they get some goody-twoshoes starting to lecture them about how they should have been following the rules the whole time anyway. Listen, all I’m saying is that, as you travel this world, you fall into a “rhythm” of operation. It can be hard to return to a highly-regulated, police-state environment where, for example, you can get a $112 ticket for parking a motorcycle in the painted-off, unusable square space in the corner of an empty parking lot in Hermosa Beach. (ask me how I know). Any traveler will tell you that leaving the “freedom” behind can feel smothering upon return. Mental preparation is key. As hard as I try to keep negative thoughts from my head, I’ve found that mentally preparing for the end-of-chapter, or even the ultimate end-of-trip is as important as the initial preparation. I’m going to repeat: Preparing yourself for the return-home is as important as planning the journey in the first place. Set reasonable expectations for yourself, your friends, and your family. Recognize that there will be experiences that simply do not translate. Sometimes, seeking alonetime to decompress is vital and is perfectly normal. Back to the travels: My trip through Africa had been completed – at least it felt that way…mentally. After 24,000 miles, I finally reached the top of the continent – The Mediterranean Sea in Alexandria, Egypt. It was the end of a major chapter: Life-changing interactions in places that I’ll probably never be again; A continent worth of land, and its people, behind me. Each of these chapters comes with their own “coming down” feelings when they are about to end.
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One thing that is important to acknowledge about the adjustment back to “normal” is that the world doesn’t have the time, the patience, or the care to “wait around” for you to adapt.
TIm BURKE - COMING DOWN
TIm BURKE - COMING DOWN
Egypt is sort of a “dead end” road for north-bound travelers. The reason I say this is that with the North-central portion of the African continent being unnavigable these days (due to civil unrest and military conflict) a northbound-rider must either ferry from Egypt to Europe, or attempt to cross the Sinai Peninsula into Israel. The Sinai is a triangle-shaped piece of Egyptian territory that lies between the Suez Canal and the Israeli border. Due to routine violence and ISIS-fueled terrorist-training activity that occurs in this region, both the Egyptian and Israeli governments classify it as a high-conflict area. While travel through this area has been documented as being possible, it seems to be a hit or miss in regards to whether you’ll get authorization. As with much of Egypt, almost all tourist-movement comes with obligatory police or military escort. While it may sound comforting from home, trust me, it gets quite tiring after weeks of hampered-travel. After days of begging and pleading at the Suez Tunnel entrance, and even camping out at the checkpoint, I was not able to obtain authorization across the Suez Canal/Sinai Peninsula to Jordan and Israel. Sometimes things just don’t work out as planned. What remains interesting is that east to west travel seems to be allowed, but west to east is not. With no hopes of riding to Israel, it was time to double back, yet again, to the port city of Alexandria. I had no option left but to send the motorcycle on a cargo ship to Greece. The processes and paperwork involved with vehicle importation and exportation in Egypt simply defy explanation and logic and cause heartburn. It took about 3 days of running around to get all the appropriate paperwork stamps. After all the miscellaneous government fees, it cost about $1200 to send the motorcycle less than 600 miles to Athens. It’s a 2-hour train ride back to the chaos of Cairo. For the first time in 6-months, I had no motorcycle. With nothing but my backpack and camera gear, I felt like a part of my soul was missing. It’s funny how connected you become to these 2-wheeled machines after relying on each other so much. Weather delays, port delays, and inaccurate ETAs caused the motorcycle to arrive in Greece almost 2 weeks behind schedule, but eventually, I got the motorcycle checked-in to the EU. It was the home stretch. Having traveled the EU extensively three years prior, combined with the cost of living and winter weather, I assumed I’d charge back to Scotland quickly. I get easily distracted, though, so it took me two months. I spent a week more in the epicness of Greece before heading north through the mountains of Albania, Kosovo, Macedonia, Serbia, and Croatia. “Little countries with big personalities and even bigger politics” is how one coffee shop owner in Kosovo described it. There is absolutely nothing that’s not interesting about riding around the Balkans. There are stretches of roads that feel like the Colorado Rockies and stretches of road that feel like the coast of Chile. The Balkans have it all.
Pizza in Italy and steins of beer in Germany… I was dragging out the trek as long as possible, knowing that Scotland represented yet another chapter’s end. Already, I felt a stone in my stomach because I knew I’d be at that emotional fork in the road again: figure out how to continue, or figure out how to be normal. It was February 5th, 10 months after leaving, that an overnight-ferry from the Netherlands dumped me off at my final border-crossing into the United Kingdom. I had to get a special stamp – a final stamp – in my Carnet de Passage. The last page of the Carnet is called the “Certificate of Location,” Customs certifies that the motorcycle was returned to its original country which earns the depositor a refund of the money that the Carnet guarantees. (Read Africa: Part I to learn more about Carnets). The final stretch to Rentamotorcycle.co.uk/ Motorrad Central in Edinburgh was a memorable one. Of course, the only item left unaccomplished was some Single Malt Scotch Whisky(s) with the friends that made the journey possible. It’s funny how things fall into place and work out in life. My relationship with Rentamotorcycle started right here in Upshift Online. Since then, it’s turned into having another “family” in Scotland whose support has directly allowed for the continuation of these travels. Every single photo, since Cape Town, has been made possible by these guys and the support from Upshift. It was after a few whiskeys that Rentamotorcycle offered the continued use of their motorcycle for the miles that lie ahead! Up next: Eastbound to Southeast Asia. The plan was to return to the US for my Pakistan, Russia, and Chinese visas before hitting the road. Little did I know, the months ahead would bring disorder, confusion, and chaos at the global level.
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By Christmas day, I had made it to one of my favorite European cities, Ljubljana, Slovenia, to drink hot mulled wine on the river walk underneath Christmas lights. Temperatures during the day hovered right around freezing but I knew I had colder days waiting for me in the Alps.
TIm BURKE - COMING DOWN
RIDE RESPECTFULLY OR DON’T RIDE BDR
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Always remember to: • Slow down in residential areas • Adhere to speed limits • Minimize engine noise near homes • Yield to pedestrians and animals • Always wave and be friendly
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