Upshift Issue 48 - August 2020

Issue 48

August 2020

KTM 500 EXC-F KTM 500 EXC-F KTM 500 EXC-F KTM 500 EXC-F

RELENT DUAL PURPOSE POWERHOUSE The KTM 500 EXC-F is a new generation 4-stroke, dual purpose powerhouse. Ready to crush the miles ahead, its versatility for both on-and offroad stands bar none. Packed with 510 cc from the SOHC single cylinder, the KTM 500 EXC-F holds its own as the most powerful model in its class.

ktmusa

Photo: R. Schedl

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

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

TLESS

KTM Group Partner

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.

Photos: R. Schedl, KISKA GmbH

With its finely balanced mix of power and agility, the 2021 FE 350 opens up boundless off–road possibilities. A unique opportunity to traverse epic natural landscapes, intuitively merging speed, traction and technical abilities into the ultimate synergy of man, machine and terrain.

The perfect balance.

F E

350

DOHC engine

Carbon composite subframe

Switchable engine maps

husqvarna-motorcycles.com

Issue 48

August 2020

Cover Simon Cudby Design Chris Glaspell Photography Editor Simon Cudby Contributing Writers Tim Burke Steven W. Clark Chad de Alva Olivier de Vaulx Andrew Glaspell Contributing Photographers Joseph Agustin Tim Burke Steven W. Clark Chad de Alva Olivier de Vaulx Story Editor Andrew Glaspell Business Development Brandon Glanville

Issue 48 AUGUST 2020

THE INSIDER A Fast Four

INSTA-ADV

Instagram Travelers

BIKES-GEAR

The Latest

WIDE OPEN

Views Through The Lens

BIG SKIES

We Ride Montana

LIFE AFTER RACING Mike Gosselaar

Want to advertise with us?

Contact: Brandon Glanville brandon@upshiftonline.com

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

TESTED

Rabaconda 3-Minute Tire Changer Kriega Trail 18 and Trail 9 Backpacks

OREGON The Silty Way

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.

HARD BAGS vs SOFT BAGS

Tim Burke Weighs In

A FAST FOUR INSIDER: ANDREW GLASPELL Four years have passed since Upshift’s inception and it’s hard not to look back on the magazine’s history to see all that has transpired. In 2016, Upshift was merely an idea given wings by two industry veterans from the solitude of a garage in California. We didn’t know where it was going or how long it might last, but the adventure was too tempting to turn down. In our first year, we started meeting riders from all over the world who had such passion for travel and exploration. Our list of contacts and contributors exploded with interest in our platform and they really gave us the support we needed to get the ball rolling.

In year two, there was a lot of work to do on the business side of things to ensure we could provide our readers with free content. We brought Brandon on board and saw our advertiser relations flourish. He illuminated our opportunity to publish boundless stories that reached beyond the temporal limitations that the industry had always been plagued with. This was when we started to truly solidify our identity as adventurers and story tellers.

By our third year, Upshift was beginning to gain traction overseas as we sent Simon and his camera on more international endeavors. This year was incredibly important to us as we built relationships with individual riders and tour groups from around the globe, and learned about their experiences on two wheels. Back in the States, we also had begun moving Upshift to Eagle, Idaho. Thanks to Chris’s creative touch and Brandon’s constructive abilities, the shop started conforming to the Upshift ‘image’ by the end of the year.

In these last 12 months, the motorcycle industry saw record sales and we rejoiced to see so many people sharing our passion to ride.

Of course, the world also went into lock down and our business, like so many others, had to make changes in order to adapt. Nevertheless, our contributor’s faithful commitment and our consumer’s unwavering support kept the magazine on the screens of our readers and we were able to embrace the pandemic’s challenges with optimism. Though the world has become increasingly complicated, one thing remains certain: we are excited for another year of bringing untold stories to our fellow riders and connecting with them over our shared love of adventure.

Here’s to Year Five!

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The mission is simple, if you want to share your adventures on “insta-adv” you’d better start following us! @upshift_online and use the hash tag #upshift_online on your photos

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INSTA-ADV

BETA USA ANNOUNCES THEIR 2021 DUAL SPORT LINE Beta USA is proud to announce their 2021 RR-S Dual Sport range! The RR-S models have been one of the Italian company’s largest sellers. 2021 sales are expected to grow as more and more riders are finding the off-road worthiness of the range is unmatched. For 2021, the bikes arrive in a striking Italian red layout with black wheels. Beta takes pride in offering the public a motorcycle that offers “Rideability” which is the 115 year old company’s tagline.

The first shipments are scheduled for late September. Riders are encouraged to reach out to their local Beta dealer and leave a deposit to ensure delivery as the first productions generally sell out swiftly. Availability: September (430 RR-S will be available in October) MSRP: 350 RR-S $10,599.00, 390 RR-S $10,699.00, 430 RR-S $10,799.00, 500 RR-S $10,899.00 Go to www.betausa.com for more information and to locate a dealer near you.

Chassis Features

• Multi function Voyager GPS standard • Off road inspired chassis and suspension • Light weight (all models are less than 250 lbs.)

• Push button seat removal, and side air filter access allows for tool-less filter changes

• Fold down mirrors for trail riding • Hand guards standard • Heavy Duty plastic skid plate • 2.4 gallon translucent fuel tank • 12 month limited warranty

Engine Features

• Electronic Fuel Injection • Hydraulic clutch with a light clutch pull • Six-speed wide ratio transmission • Electric start with an optional kick start available • Heavy duty plastic skid plate • Stainless steel and aluminum exhaust system

NEW

TRAIL18 ADVENTURE BACKPACK • INDUSTRY LEADING QUADLOC-LITE™ HARNESS • 11-LITRE WATERPROOF ROLL-TOP MAIN BODY • 7-LITRE QUICK ACCESS ZIP COMPARTMENT • 2L AND 3.75L HYDRATION RESERVOIR COMPATIBLE • EXTERNAL ELASTICATED STORAGE NET • 10 YEAR GUARANTEE

KRIEGA.US

#RIDEKRIEGA

Available in BLACK, ORANGE or LIME

New Mosko Moto Woodsman Enduro Pant Mosko Moto is stoked to announce the immediate availability of the Woodsman Enduro Pant, the ultimate dual sport pant. Perfeft for long days on the trail and extended ADV trips. The hybrid design puts Schoeller waterproof breathable material over the knees and seat for added protection from wet brush or stream crossings, while the DWR coated nylon oxford upper adds breathability. On hotter days, open up 4 flowthrough mesh lined vents for added comfort, making this a true 4 season pant. Built with an in-the-boot cut for added durability when riding tight single track, and stretch materials for maximum mobility in difficult terrain. Offered in Tamarack & Canyon colorways. Sizes 30, 32, 32 Tall, 34, 34 Tall, 36, 36 Tall, 38, 40. MSRP: $299.00. For more information go to www.moskomoto.com

THE RIGHT TOOLS

Take Away The Pain And Strain From Tire Changing, Easily Hold Your Tire Bead In Place

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Pushes the bead down on the opposite side of the tire from your tire irons

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Find your local dealer at MOTIONPRO.COM

EAGLE, ID

NEW GRAPHICS KITS, MENS & WOMENS TEES AND MORE!

GENERAl STORE U.S.A 2016 upshiftonline.com/store

Cyclops Adventure Sports Aurora 2 Inch, 19-Watt Auxiliary Light Set The New Cyclops Aurora 2 inch lights rated at 4000 lumens for the a set. Using an authentic top binned Cree XHP50 emitter, these lights pack a punch! Built rugged and made to take the abuse of hard core adventure riding, racing, dirt bikes, UTV’s, ATV’s, street bikes or whatever you can throw at them. Available with or without the Daytime Running Light option (DRL) which can also be a front blinker (you may need a LED flasher). Includes a full relayed wire harness designed for a motorcycle; will work on a quad and most UTVs. No need to use a switch if running the DRL version. No need for a switch if using the skene dimmer or want the lights on in high beam and off in low beam. The factory switch will work for these applications.

Unless you have a LED factory headlight in a R1200gs, 850Gs or KTM1290 these bikes will require our Raider canbus controller. MSRP: $225.00. www.cyclopsadventuresports.com Check out our Upshift Install Video on Youtube Here.

fresh air. fresh gear.

DRY NO MATTER WHAT

WOLFMANLUGGAGE.COM

TRAILMAX MISSION

WHEN YOUR MISSION IS TO EXPLORE RIDE DUNLOP

AGGRESSIVE SIDE LUG TECHNOLOGY Wrap-around side lugs add rigidity and durability in rocky terrain, and improve steering in sand, mud and gravel.

@RideDunlop DunlopMotorcycleTires.com. ©2020 Dunlop Motorcycle Tires.

Obie Link Guard Mark Olberding has been trail riding and racing in Idaho for 40 years. He created Obie Link Guard to protect your dirt bike linkage against damage from rocks and logs where standard skid plates fail. There are several different Obie Link Guard models to choose from for KTM, Husqvarna, Beta, Honda, Kawasaki, Suzuki, Yamaha and Sherco to accompany the various skid plates that they attach to. The “original” link guard is available for most bike brands and is quick & easy to install.

All guards are manufactured with recycled plastic, designed and manufactured in Boise, Idaho USA. They also now have an Xtreme guard for those Xtreme riders. The Xtreme guard is made of a 20% thicker, durable plastic. The Xtreme guard will fit KTM and Husqvarna 2-stroke and 4-stroke with certain skid plates. MSRP: Starting at $44.95 www.obielinkguard.com

SOLVE OUR 20TH ANNIVERSARY CROSSWORD PUZZLE FOR A CHANCE TO WIN!

The winner will receive a case of Engine Ice, Plastic Shine, Helmet Renew, an Engine Ice Hat & Sticker Pack.

ACROSS 1.) It’s a race team we sponsor. [16] 5.) The main active ingredient in Engine Ice. [15] 6.) It’s a newer product to the Engine Ice family that kills helmet funk. [11]

DOWN 2.) It’s a common hashtag we use. [14] 3.) Always use this to keep your plastic looking new and shiny. [12] 4.) It’s the number of years Engine Ice has been in business. [6]

No purchase necessary, see official rules for details.

GO TO ENGINEICE.COM/CROSSWORD TO PLAY

ADVENTURE TRANSFORMED

THE NEW BENCHMARK FOR MAXIMUM OFF-ROAD ADVENTURE. Versatile and agile, with a premium speciďŹ cation, the new Tiger 900 Rally range delivers even more incredible oo-road capability, with even higher power and performance, and a new dominant adventure-focused stance for maximum oo-road adventure riding and all-road comfort and style.

The Tiger 900 Rally and higher speciďŹ cation Rally Pro both feature a new lightweight adventure chassis, advanced technology and premium equipment, plus a higher capacity 900cc triple engine, delivering 10% more torque than the previous generation, with even more torque low down, and higher overall power (94 peak horsepower) across the entire rev range.

Find out more, visit triumphmotorcycles.com

“SOCIAL DISTANCING” HELPING RIDERS SINCE 2020

WIDE OPEN

RIDER: ANDREW SHORT

PHOTO: FLY RACING

WIDE OPEN

UTAH

PHOTO: SIMON CUDBY

WIDE OPEN

SAN JUAN MOUNTAINS, COLORADO

PHOTO: CHAD DE ALVA

WIDE OPEN

GRANGEVILLE, IDAHO

PHOTO: SIMON CUDBY

Ténéré 700. The Next Horizon is yours.

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

WIDE OPEN

BIG SKY, MONTANA

PHOTO: TIM BURKE

WIDE OPEN

MOAB, UTAH

PHOTO: SIMON CUDBY

WIDE OPEN

COLORADO

PHOTO: CHAD DE ALVA

WIDE OPEN

McCALL, IDAHO

PHOTO: SIMON CUDBY

BEPPEDIENA ADV

GRAVEL-T GRAVEL-T

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

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

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

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

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

GIVIUSA.COM

WIDE OPEN

CALIFORNIA

PHOTO: JOSEPH AGUSTIN

WIDE OPEN

MONTANA

PHOTO: SIMON CUDBY

WIDE OPEN

BANKS, IDAHO

PHOTO: SIMON CUDBY

WIDE OPEN

MONTANA

PHOTO: SIMON CUDBY

No helmet can protect the wearer against all foreseeable impacts. Nothing is a substitute for safe riding practices. Š2020 Arai Helmet

Made in the USA

PRO PLUS+ is an ester fortified full synthetic 4T engine oil . For use in all motorcycle brands: KTM, HUSQVARNA, BM

MAXIMA DELIVERS UNDER THE EXTREME CONDITIONS OF MOAB ORANGE APPROVED! MEETS OR EXCEEDS ALL OEM SPECIFICATIONS

MaximaUSA.com

MW, HONDA, YAMAHA, TRIUMPH, KAWASAKI, SUZUKI and more. Available in 10W-30, 10W-40, 10W-50 & 20W-50.

Words: Stephen W. Clark Photos: Clark, Simon Cudby

Some people measure their rides by how far they go, others by how fast. For me riding in the Rocky Mountains, I like to measure rides by how many times we get above ten thousand feet. There’s just something so satisfying about sitting on top of a beautiful alpine ridge, surrounded by snow and looking down on the rest of the chaotic world. In the relatively undeveloped western states there are only a handful of roads that can get you to this kind of elevation, so you really have to seek them out.

For our trip to Montana we knew of a few spots that could scratch our itch for elevation so we packed up the bikes, gear and cameras and headed out to explore parts of the Big Sky state.

Our first stop was the Gravelly Range in South West Montana. Just north of the Continental Divide this range has a highest peak of 10,542 feet and has some great roads that grant access to the incredible terrain. It’s basically a high elevation plateau with really unique rolling hills covered with lush green grass and wildflowers. The road is a surprisingly well kept smooth gravel road that is perfect for adventure bikes. It is by far the smoothest, nicest dirt road I’ve ever experienced at this altitude, and despite being just a stone’s throw away from the madness of Yellowstone, it is not well traveled and we hardly saw a soul. We accessed this area from Spencer Idaho on I-15 then crossed over the Continental Divide into the ranch lands of Centennial Valley before snaking our way up into the gravellies. We headed essentially due North along the East side of Black Butte, the highest peak in the range before dropping down past the Talc Mine into the Madison River Valley. From there we headed North and stopped for lunch in Ennis. Nacho Mama’s is a little Mexican restaurant that makes some incredible food; the pork quesadilla was incredibly good and enough food to last for a while.

From Ennis we headed over the mountain to check out Virginia City.

This old mining town is a National Historic Landmark and has been preserved in its original state. Many of the buildings on main street still have original items inside and have been turned into little exhibits.

There are a few touristy stores, an ice-cream shop, a saloon and a few restaurants. It was an interesting stop and a good way to wind down after several hours on the bikes.

Most places worth seeing take effort to get to, and in the case of Cooke City and Beartooth, that effort is Yellowstone National Park. Yellowstone is incredible but the crowds, construction, road closures, traffic and constant stopping make it really difficult to enjoy on a motorcycle.

The park gets around 13 million visitors per year, and with international travel all but shut-down we thought 2020 would be a great year to see it.

Unfortunately, domestic travelers have more than made up for the lack of international visitors and Yellowstone is as much of a junk-show as it’s ever been. From Ennis Montana the only alternative route to Cooke City would be up and across the interstate which didn’t sound too pleasant, so we sucked it up and headed through the park. We did our best to obey the slow speed limits, made the best of it and got through to Cooke City as quickly as possible.

Grabbing a quick lunch in Cooke City we headed towards the iconic Beartooth Pass. Beartooth is an incredible mountain pass that climbs over 5,000 feet to an Alpine summit of 10,947 feet. Switchbacking its way to the top and back down the other side, it has a very European Alp’s feel to it and is absolutely fantastic on a motorcycle.

It’s often rated as the best motorcycling road in the US and after riding it, it’s easy to see why. Much of the Beartooth Highway goes through Beartooth - Absaroka Wilderness, so there are limited offroad opportunities. Once we dropped down into the valley on the Red Lodge side we were able to find some great dirt roads. All the roads we found in this area dead-end in wilderness, so they are out and back routes but still really fun with incredible views.

Cooke City is a tiny mountain town nestled between the North East Entrance of the park and Beartooth Highway. It’s probably one of the most amazing locations I’ve ever seen in the US; it sits right on the highway with mountains towering above. There are a few hotels in town and a few eating options. Bearclaw Bobs makes a fantastic breakfast and a really good cup of coffee; the almond crusted french toast is almost worth a trip in itself. Miner’s is a western style saloon bar that’s the kind of place that if its walls could talk would have some incredible stories. They pour a stiff cocktail and make some fantastic thin crust pizza.

ADV A/C E P I C A I R F LOW R OA D - R E A DY P R OT E C T I O N O F F- R OA D M O B I L I T Y N E W B A JA S4 JAC K E T & PA N T

# K L IML IF E

K L I M .C O M

Right outside of Cooke City there are some really cool trails that access Alpine terrain. The Lulu and Daisy pass trails make a loop up into some old mining country and have a ton of offshoot trails. Lulu and Daisy are rocky with some climbing but were totally doable on the V-Strom and 790 we were riding; but if you are looking for more, the off-shoot trails are more technical. Even in mid July the trails were barely clear of snow and there were tons of snow patches around. At this elevation it’s a short summer and locals say you can really only ride in July and August. That being said, these trails offer some of the most incredible views I’ve ever seen and are well worth a visit.

Between the Gravellies, Cooke City and Beartooth we got to over 10,000 feet three different times which in my book is a success.

To top it off we saw some really neat little towns and ate some great food. There is no way to sugar coat it, the section through the park really sucked. But it only made us appreciate the peace and beauty we experienced in other parts of the trip. Traveling by adventure motorcycle is so incredible because of the places you can go. You really can’t fault the park travelers as they are just trying to enjoy the outdoors like we are. The difference is that a normal car is essentially limited to paved roads so they have much fewer options for adventure. Montana is an enormous state and we barely scratched the surface on this trip but it does have us hungry for more. We will be back.

WE HAVE YOU COVERED COMMUNICATION SYSTEMS

MAD SCIENTISTS

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CHAIN GUIDES TRANSAVERS

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SUZUKI V-STROM 1050 XT The Suzuki V-Strom is one of the original ADV bikes; it has been around for years in many different levels of trim and engine sizes. The latest version, the 1050 XT, is the most off-road focused, yet it features a v-twin engine in a compact comfortable frame with 19/17 wheels.

Built on a legendary engine platform, the bike has great smooth power and, in spite of riding it in temperatures ranging from freezing to ninety degrees and elevations between four and eleven thousand feet, the fueling was spot-on the whole time. Never once did it pop, splutter or hit a dead spot which is impressive. The power delivery is really smooth and it always has plenty of torque. On the road you can roll-on and roll-off and hardly need to shift even when passing. The bike is a really nice size, not near as big as some of the twin cylinder bikes on the market with a nice low seat height. The cruise control was also really nice on the road sections.

Off-road the bike works pretty decent; its lack of skidplate is very limiting but that could be easily fixed with an aftermarket option. For more aggressive off-road use we would like to see a different handlebar with less sweep and more rise. The 19/17 wheels strike a great balance between onroad handling and off-road capability; they offered adequate clearance for the trails we rode, and on the street offered great traction and turned in really nicely.

Our Montana trip consisted of a mix of street and gravel roads with just a couple of rocky trails thrown in. The V-Strom was a great bike for the trip and we had almost no complaints. Not only did it work well but the bright red and white color looks fantastic and got lots of compliments from other riders.

LIFE AFTER RACING WE VISIT GOSSEL A AR POWER SP ORTS I N GR AN GE VI LLE , I DAHO

Upshift got an invitation recently to go visit an old friend of mine, ex-pro mechanic to the stars, Mike Gosselaar. Mike’s shop, GPS, is located about 180 miles north of our Upshift HQ in Eagle, Idaho, so we loaded up our gear and took a ride up to meet with Mike and find out what he’s been working on lately.

WORDS AND PHOTOS BY SIMON CUDBY

MIKE GOSSELAAR LIFE AFTER RACING

Upshift: So we’re here with Mike Gosselaar at Gosselaar Power Sports. For people who may not know who you are, apparently you used to turn some wrenches at some Supercross and Motocross races back in the day!

Tell us some of the riders you worked with.

Mike Gosselaar: Well… I’ve worked with a bunch of racers over the years, starting off with Steve Lamson at Honda, then going to work with Ezra Lusk. Also at that time I did some work with Jeremy McGrath at some overseas events. I worked as a chassis guy for the Factory Honda team at the time when they had Ernesto Fonseca, Nathan Ramsey, and another guy called Ricky Carmichael. It happened that in 2003 they needed a mechanic at Honda for Ricky, and I was in the right place at the right time to do some winning with RC. After that I worked with Ricky, Mike Alessi, and Ryan Dungey at Suzuki, then moved on to work with Chad Reed for a bunch of years.

Upshift: So now you are up here in Grangeville in central Idaho and you have this motorcycle business called GPS, what can you tell us about it?

MG: It started off that I knew I wouldn’t always be working for the factories at the races because I moved out of California. When you are working with a number one rider you have a little bit of pull, but when you tell them that you are moving from Southern California to the middle of Idaho, you can get away with it for a while with working on the road at races, while living in Idaho.

I’ve been here for 15 years now, but I knew my time at the races was coming to an end, so I had to figure out what to do with the rest of my life. I came out here and fell in love with the place, and ended up buying this shop with the idea to rent out motorcycles and ATVs, but I ended up just working on customer’s vehicles all the time.

Now I’ve finally started a rental business, it’s something I wanted to do from the beginning.

MIKE GOSSELAAR LIFE AFTER RACING

MIKE GOSSELAAR LIFE AFTER RACING

MG: It’s a funny story. I was at the Loretta Lynn’s amateur national races because I work with Honda on the Red Rider program still on the amateur support side. I told my Honda boss that Polaris had contacted me to become what they call a Polaris Outfitter where they supply you with ATVs and side-by-sides to rent out and that I would make money with them. He said “Why not Honda?” I said that we don’t have a program like that, so we sat down and talked for over a year about how this program could work for me and Honda, along with other things like product development and testing. It’s nice to know the right people and we were able to get this rental program going.

Upshift: Looking out the front of your shop here, there are tree covered mountains really close by.

MG: You can go all the way to Montana from here on the back roads! You can go to Canada and also be in Oregon in no time, and never see anybody on the trails.

Upshift: How close are you to the Idaho Backcountry Discovery Route?

MG: We’re actually talking to the folks at BDR to make this part of the route, because we are not on their maps here yet. They don’t know that we have good hotels, gas stations, and our service facility here.

Upshift: Do you get a lot of adventure bike riders passing through here?

MG: Normally every year, besides this COVID year, it’s non-stop adventure bikes heading north and south again. It’s just a haven for ADV riding.

MIKE GOSSELAAR LIFE AFTER RACING

Upshift: So it looks like you’ve teamed up with Honda. You have three Africa Twins sitting here so tell us how that came about.

MIKE GOSSELAAR LIFE AFTER RACING

MIKE GOSSELAAR LIFE AFTER RACING

Upshift: So let’s say I’m driving through the area in my truck, I can come in and rent one of your bikes for a few days and go ride. Do you have gear that riders can rent too?

MG: We will work on getting some gear here for rent for people that are passing through in a car who want to rent a bike, so yes we are preparing for that. Right now we have our Africa Twins, some sideby-sides, and also some Mosko Moto bags, but gear is coming soon.

We have two Adventure Sports AT bikes, one manual and one DCT, and also a third AT standard model which we have beefed up with some Outback Motortek crash bars. We’ve partnered with Mosko Moto and Outback Motortek, so we are using all the good stuff!

We also have Dunlop and Shinko onboard, so we can set up the bikes for more street or more dirt depending on where our customer is going to ride.

Upshift: What’s the cost to rent the bikes?

MG: It’s right around $210 a day, plus about $15 a day for insurance coverage.

Upshift: Obviously you know your way around a Supercross bike, but have you had to learn some new things working on these big bikes?

MG: Yes of course. Every bike we get in we might learn something new. We want to eventually get into doing some suspension work on ADV bikes. Also if riders are passing through, we can help them with service and set-up. What we have been getting lately is people wanting to park their vehicles and trailers here, and then ride out from my shop. We have plenty of parking here.

There’s also been talk of people leaving their bikes here, and just showing up to ride one that’s fully prepped and ready to go.

Upshift: That’s the factory treatment right there Mike! Thanks for having us out for the day to ride, we had a great time.

For more info contact: www.gosselaarpowersports.com 28 HWY 95 N. Grangeville, ID 83530 Phone: (208) 451-5807

MIKE GOSSELAAR LIFE AFTER RACING

PERFECTING OUR

PROTECTION

BMW R1200GS LC • R1200GSA LC • R1250GS/R1250GSA

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

www.outbackmotortek.com

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HTTP://AOMC.MX

TESTED

BY CHAD DE ALVA

R ab ac onda 3-Minu t e T ir e C hang e r To fully appreciate the Rabaconda 3-Minute Tire Changer, it helps to have had multiple bad tire changing experiences. You know the experiences I’m talking about. Trailside fix-a-flats, where you don’t have all the tools you need and your buddies are busy heckling you for stopping the ride and getting a flat. Or wrestling matches with a stiff-walled tire on your garage floor where the lack of a stand or a secured wheel results in tire irons getting launched (hopefully not at your face). ADV riders can relate if they’ve used C-Clamps or other creative means to break the beads on their ADV tires. Without the right tools and the proper technique, tire changing can be a suffer fest – and it’s this exact reason why the Rabaconda is so awesome. It’s purpose built to exploit every technique and little secret out there to make tire changing as quick and easy as possible.

When you first get your Rabaconda in the mail, it’s easy to wonder how this collection of a dozen-odd parts is such an effective tool. But don’t judge something until you’ve used it extensively. The fact that the Rabaconda packs up into an included bag that occupies less than a couple of cubic feet of space is actually a really nice feature, especially if you are sick of having to find a home for that giant tire changing stand that’s always in the way in your garage. When it’s not in use, the Rabaconda can be tucked up on a shelf, and its packed size means that it’s easy to take to races, your buddies’ house, or wherever you need to crush a tire change.

Assembling the Rabaconda takes just a couple of minutes, and the first few times you do it, you’ll catch yourself admiring the build quality and design. This is a product that will last a long time and will withstand extensive use. Little details like the well-marked wheel size indicators, the beautifully turned spindle, and the bead breaker that looks like it could also split hardwood all underscore the research and development that went into making this thing work so well. But before you dive into your first tire change, take a few minutes to get up to speed on how to wield this awesome tool most effectively.

Rabaconda has a couple of highly informative how-to videos on their website, so watch them as many times as you need to really understand how to use this tool. Then to get stoked on how you’ll be changing tires before you know it – watch the videos of the pro racers using the Rabaconda.

My first tire change with the Rabaconda was the 18inch rear Sedona MX208SR that we recently tested. I intentionally selected this tire first, because why not start out with the stiffest dirtbike tire carcass I’ve seen?

Tire changing is all about technique, and I found it extremely easy to use the Rabaconda to apply proper technique to this tire change after watching the instruction videos a couple of times. Breaking the bead and setting my first iron was the easiest it’s ever been thanks to the Rabaconda’s bead breaking system. Before I knew it, I was all the way around the rim, and using the bead breaking system once again to effortlessly slip the tire over the rim lock, freeing the tire from the rim. My first time using the Rabaconda was hands down the fastest tire removal I’ve ever performed.

TESTED: Rabaconda 3-Minute Tire Changer With my wheel serviced, I prepped a new tire and new Nitro Mousse, and started the tire install process. The Rabaconda holds the wheel you are working on roughly at knee height, so it’s very easy to use your body weight to hold the tire over the rim lock while you’re getting your first bead on. When you go to mount the second bead, you’ll get to use the tire iron holder, which keeps your first tire iron in place while you start working the second bead over the rim. Speaking of the Rabaconda’s tire irons, the five included irons are high quality, and I couldn’t find a burr or rim-scratching defect in any of mine. If you’re wondering why you get five tire irons with a Rabaconda, the instructional videos teach you to use a couple of these irons as bead buddies to keep the bead in the drop center of the rim while you work through the home stretch of getting that second bead over the rim. The Rabaconda technique works great, and it’s easy to effectively keep a bead in the drop center of a rim – even with a mousse that’s trying it’s best to keep the bead up on its seat.

Before I knew it, I was done with my first Rabaconda tire change and feeling pretty impressed. For the next couple of changes, I uninstalled and re-installed the front 208SR tire on my front wheel, as I wanted to see how the Rabaconda worked with tubes. Just as the video shows, working with tubes is no worries – so if tubes are your jam, the Rabaconda is still a great option for your tire changing kit.

Likewise, the bead breaker system works great with ADV tires, and Rabaconda makes a few specific parts for riders that are going to be changing ADV tires. The ADV kit from Rabaconda includes a couple of full-size tire spoons as well as a couple of sleeves for the spindle in addition to the standard kit that I reviewed here. These items can also be purchased separately so you can add to your kit as needed.

TESTED: Rabaconda 3-Minute Tire Changer The Rabaconda 3-minute tire changer is a pretty impressive kit. If you are used to changing tires on a stand or by some other means, stepping up to the Rabaconda is going to be a night and day change in speed and ease of tire changes.

I know that many riders out there will balk at the price of a Rabaconda kit, as they’re certainly not cheap. But after using one to make more than a dozen tire changes in a couple of days, I can confidently say that the Rabaconda is worth it. I enjoy changing tires, as I see each tire change as a game where you try and change the tire as efficiently as possible, but I will admit that I wouldn’t want to change several tires back-to-back in one day. Yet the Rabaconda is like a cheat code for this game that brings the degree of difficulty way down, so all you’re focusing on is speed by efficiently executing the right technique. With a Rabaconda, changing tires becomes fun.

For the price, you’re getting a quality tool, whose only nit-picking fault I can find are the plastic levers that secure the wheel supports in place. I could see a situation where just the right step from a big boy could potentially break one – but the stars are going to have to align just so for that to happen. Otherwise the tool is awesome, and it works just as advertised.

If you’re a rider who has been paying for tire changes, you’ll pay for the cost of a Rabaconda in just a couple of years if not less, and you’ll save time not having to go to and from wherever you’re getting your tires changed. If you dislike changing tires and you put off installing new tires until you absolutely have to, a Rabaconda will change your opinion of the tire changing process – so you’ll get to enjoy the performance of not having bald tires more often. If you are a garage tire-changer like me, who feels pretty proficient with a tire stand and a few spoons, going to a Rabaconda is still a solid move. You’ll save time and effort changing tires, and the Rabaconda packs up quite nicely when you’re not using it, which is more than I can say for the big annoying tire stand I have that’s always in my way. When you buy a Rabaconda, put up a score board in your shop too – because you’re going to want to see who can set the fastest tire change time. No matter how you’ve been getting the tires changed on your bikes, picking up a Rabaconda is going to make that process about as fast and easy as it can get – and that means more time riding on fresh new tires. rabaconda.com

FOX LEGION X FMF

TESTED

BY CHAD DE ALVA

KRIEGA TRAIL 18 and TRAIL 9 BACKPACKS A good riding backpack has to be a versatile piece of gear. On some rides, it’s the only means a rider has for carrying additional items with them. When there’s extra luggage on the bike, a backpack is still a key tool, as it’s where you place all of your items that you’re going to need to use throughout the day’s ride, or where everything goes for an off-bike excursion. Riders will carry water, tools, an insulation or rain layer, and all kinds of other items that they want quick access to in their backpacks.

Kriega, who is no stranger to the motorcycle luggage game has two new riding packs: The Trail 18 and Trail 9 and they are positioned for riders who are looking for a top shelf ADV or dual sport riding pack.

As is common with many other backpack manufactures, the 18 and 9 in the new Kriega pack’s names, correspond to the pack’s respective total volumes. The Trail 18 has a 7-liter J-zip compartment, with pass throughs for a hydration reservoir and an internal 1-liter waterproof pocket. In front of that, you’ll find an 11-liter roll top compartment that can be made waterproof with a removable liner. Externally, you’ll find a Hypalon net that is a great place to stash your rain layer or other items in this expandable storage system. On the back side of the pack (against your back) you will find Kriega’s awesome QUADLOC-Lite harness system which does an outstanding job of holding the pack in place on your body.

The Trail 9 follows the same design scheme as its 18-liter big brother, but the compartments and volumes are shrunk down for riders who prefer a smaller pack. The main compartment is a top loading 5-liters, and the waterproof roll-top compartment is now 4-Liters. The Hypalon net is also shrunk down from the Trail 18. Again, Kriega utilized their QUADLOC-Lite harness, and both packs feature a removable waist belt.

When it comes to hydration, both the Trail 18 and 9 can carry several sizes of reservoirs, all the way up to Kriega’s monster 3.75-liter model.

3.75-liter reservoir is a great way to go when you are looking to carry as much water as possible for a dry night of camping or an epic all-day ride in the heat. If you do not need the full volume, just fill it as needed.

Hydration tubes can be routed out of either shoulder of both packs, and Kriega makes a hands free conversion kit for your helmet so that you can keep both hands on your bars while riding and be able to draw from your hydration supply.

TESTED: KRIEGA TRAIL 18 and TRAIL 9 BACKPACKS On the other side of the coin where it’s all about keeping dry things dry, all of the waterproof compartments on both packs work exactly as advertised, and no amount of hose spraying was able to cause any water ingress to any of the compartments. It’s important to note that the waterproof compartments work like any other roll-top drybag in that they will only be waterproof if you close them up correctly. In testing with properly rolled closures, all of the compartments remained dry even after dunking in a bucket of water – so your gear should remain dry even if you decided to go for a swim on your next river crossing.

Having waterproof compartments is awesome, but it does highlight the one shortcoming of these packs: there is not much in the way of gear organization. On the Trail 9, there are just two compartments on the pack. The Trail 18 does have the 1-liter dry pocket, and a small zippered pocket on the front of the 1-liter pocket, but other than that, it’s just two big cavernous compartments. This can make it hard to quickly find what you are looking for in the packs, and more than once I found myself exploding my loadout to retrieve a smaller item or an item that wasn’t at the top of the bag. However, if you can plan your loadout so that you only have large, easy to find items in these packs, this is not much of an issue.

Before you set out on your first ride with either pack, take the time to fit the pack’s harness to your body. Doing so will allow you to enjoy the benefits of a very innovative harness that works quite well at distributing a load over your body, and not just hanging it off your shoulders. If the lack of a beefy waist belt makes you worry that this pack will bounce all over the place while riding, know that it won’t if you take the time to fit it to your body. On an epic, all day Colorado single track and pass ride while carrying a full load of water, tools, and other bits, the harness felt great and kept the pack in place against the rider’s back. When it comes to wearing either pack over an ADV costume, you can expect to enjoy the same level of performance too – just take a quick minute to adjust the pack before riding. A properly fit harness makes all the difference, and whether you are blasting miles out on the slab, or standing up and riding in the rocks or jumping off of everything in sight - the pack just stays put.

TESTED: KRIEGA TRAIL 18 and TRAIL 9 BACKPACKS

TESTED: KRIEGA TRAIL 18 and TRAIL 9 BACKPACKS Both packs are great options for carrying water on your back while riding, and the choice of which pack to get largely comes down to how much additional gear you find yourself wanting to carry. The fact that both of these packs can comfortably carry nearly 4-liters of water is a nice feature when you’re planning out those monster day rides or fast and light overnighters. The waterproof compartments provide peace of mind for riding during summer monsoons, or on multi day ADV rides when there is rain in the forecast. With these packs, there’s no stopping to scramble to get gear into Ziploc bags or other improvised solutions required to keep gear dry – just press on into the storm and know that your gear in the waterproof compartments is good to go. Fun fact: the waterproof compartments will also keep water in, so if you feel like packing a La Croix on your next hot ride, just add a little ice to the waterproof compartment for a refreshing trail beverage.

Kriega’s Trail 18 and Trail 9 backpacks are solid riding packs. They’re well made with quality materials, and a careful eye will notice all kinds of details that speak to the build quality of these packs that are backed by a 10 year guarantee. Functionally, they work quite well in that they can both carry a serious amount of water, and even when they’re loaded full of water and gear, the QUADLOC-Lite harness does a great job of keeping the pack in place on your back without killing your shoulders. When the rain starts falling, the waterproof compartments in these packs provide a safe haven for whatever you have with you that needs to stay dry. The two sizes allow riders to pick the volume that best suits their needs. Whether you go with a Trail 18 or a Trail 9, you’re getting a very well made pack that’s going to provide years of service in helping you carry what you need to enjoy your rides. MSRP: Trail 18 $225.00, Trail 9 $175.00. Check out both of these packs at Kriega.us.

THE SILTY WAY

WORDS AND PHOTOS BY OLIVIER DE VAULX

After months of lockdown and a school year finished online, it was time for our family to go back to the real world, far away from screens and depressing news. The F-150 loaded with our dirt bikes and gear, we left Southern California to find some peace and good dirt in Oregon for a three-day ride. While Utah, Nevada and Arizona were already flirting with triple-digit temperatures, Oregon was a promising destination with good weather and an abundance of shade in the forests. Preparation for the trip was minimal, as we basically just loaded up our Voyager Pro GPS with a track downloaded on AllTrails.com and secured a last-minute booking for a couple of nights in small Oregon towns.

THREE SISTERS The start of this backcountry route was entertaining, as the track headed toward the mountains surrounding Bend, OR. These Three Sisters, as they are called, are like giant lighthouses, giving us a sense of our general direction when we caught a glimpse of their snowy summits through the thick foliage of the forest. This first day was everything we needed and missed so much about dirt bike riding: a huge diversity of trails, from fire roads to single tracks, that allowed us to test our skills and to quickly get back into the game. While we mixed a 350cc, a 450cc, and a 500cc, every rider had fun riding, especially since we couldn’t ride close to each other. Indeed, Oregon’s silt is everywhere, and the clouds of dust created by our motorcycles were sometimes as thick as a brick wall. Not the safest conditions to ride in a group, and most of the time we ended up riding one or two minutes apart to avoid the treacherous rocks hidden under the soft powder. Going through the burnt forests near Bend, we were pleasantly surprised by the majesty of the landscape that the fallen trees opened up for us, instead of the expected feeling of desolation. We stopped at the top, allowing us to soak up the magnificent views of the Sisters, culminating over 10,000 feet, softened by the colorful wildflowers of central Oregon.

THE BAD TRACK The second day was more challenging, thanks to the poor quality of our AllTrail track. Obviously created on a computer and not ridden, this downloaded route never matched the real path of the trails. We had to stop frequently and use the topo maps included in our Voyager Pro to figure out which trail we had to follow in the incredibly dense network of roads and singletracks spread through the Deschutes National Forest. However, getting lost was also part of the game, and we took fun trails and jumped fallen logs that we otherwise wouldn’t have seen. We also used this opportunity to switch bikes frequently, enjoying the light weight of the KTM 350 EXC-F, the instant torque of the HVA 501 FE, and the stability and comfort of the Honda CRF450L. Racing each other was tempting in these conditions, but as much as one likes speed, a father riding with his kids has to be the responsible one. Even if it was exhilarating to see the teenagers going fast and gaining confidence at higher speed, the paternal instinct raised concerns of safety and left no choice but to ask them to calm down and “stay on the right.” Bummer, that was fun!

In the middle of the afternoon, we resisted the urge of taking a dive in Crescent Lake to clear our dusty faces and instead kept riding at a relatively fast-but-safe pace to make up for the time lost on navigation. After 180 miles of great riding, multiple stops, and tight U-turns, not counting a few pounds of dust inhaled, we reached our cabin near the little town of Prospect, only a few minutes before sunset. Needless to say, we were all dead tired and fell asleep in mere seconds just after dinner!

GRAND FINALE The last day, we ditched our initial track and downloaded a GPX file from GPS Kevin’s website (http://www.gpskevinadventurerides.com/home/self-guided-rides/pacific-divide-route). This track, part of Kevin’s Pacific Divide ride, was following the same Oregon backcountry route but was recorded during one of Kevin’s ride. Nonetheless, it made all the difference in the world!

The blue path on our GPS was now following accurately along the real trails, so we could enjoy the ride and forget about the time-consuming navigation. Thanks to an overcast sky and the help of the nocturnal moisture, the dirt quality was incredibly good. In the hills before Ashland, we enjoyed a winding and rocky downhill so much so that we did it twice, of course switching bikes once again. The agile KTM, the powerful HVA, and the undaunted Honda (the latter equipped with a Rekluse automatic clutch) had their own strengths on this challenging stage. Then, just when we thought we had as much fun as we could ever have dreamed of, we reached one of the best paved roads we ever had the opportunity to ride. On perfect corners highlighted by beautiful flowers on the shoulders of the pavement, our versatile dual sports instantly became supermoto bikes, leaning effortlessly in the turns and revving with rage in the straight lines. The day was over before we could stop smiling. The weekend ended on such a positive note that we forgot all about our fatigue and the taste of dust to focus only on this existential question… When do we ride next?

WHAT THEY SAID: JULIE As the butterflies hovered around us like we were some novel plant, we unpacked and started our engines, ready to clock in as many miles as we could.

As soon as we reached the first large fire road, I steadied my pace to admire the three Sisters towering over us through the burnt forest. The rest was short-lived, as I suddenly saw my brother right beside me. We exchanged a look and kept riding, enjoying the moment, and feeling our bond grow stronger. But, are you really siblings if you don’t try and beat one another every so often? His torquier Husqvarna 501-FE had more momentum, which forced me to rev up the engine of my smaller KTM 350 EXC-F more than I usually would.

Not one to give up easily, we punctuated our ride with friendly slaloms through the trees and with fast accelerations on the double tracks. The rush was exhilarating, as we approached our limits and appreciated our strengths in different conditions. We had not been graced with the chance to ride next to one another in a couple years now, especially since I left for college, and here I was now, in the dust of Central Oregon, pushing myself to impress a high schooler.

These shared moments with my younger brother are now some of my favorite memories. Not only was I impressed to see how much he had grown as a rider, but these precious minutes of us going full throttle down the trail were a way to reconnect in a way that only dirt-bikes allow us to do.

THOMAS The last few months of stay-at-home orders had numbed my memory of the exhilarating experiences that motorcycle riding had once offered me: The wind rushing past me as it tries to direct my path, the soreness felt throughout my body after a tough day on the singletracks, the pleasure of reaching my destination after hours of navigation. I had completely forgotten about all of these feelings during lockdown.

When we finally decided to go ride in Oregon, it did not matter that the drive was more than 10 hours long and that we would have to wake up at dawn to get there early, because all I craved for was to ride. My sister and father were just as ecstatic when it came time to hop on the bikes. After the first 30 seconds of riding, I was fully comfortable with the Husqvarna FE 501. Its low-end torque and high speed capability didn’t take away from its incredible maneuverability. On the long straights of the Oregon backcountry, it allowed me to go faster than my sister, who had settled for the KTM E-350. It’s not that I can’t handle losing, but I just prefer winning, which is why I rapidly decided not to compete with my father who was flying over obstacles, like fallen trees, on his CRF450L. Even so, not everything is a race, and I thoroughly enjoyed the moments shared with my sister, riding side-by-side at an easy and safe pace through the gravel which Oregon seems to have an endless supply of.

R VE RO 5 SM

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5 DENSITY EPS + HIRPO HIGH IMPACT POLYMER PARAMETRIC SHELL OBLIQUE IMPACT PROTECTION + PATENTED VISOR RELEASE SYSTEM INTEGRATED COLLARBONE PROTECTION + LIGHTWEIGHT CONSTRUCTION ERS - EMERGENCY RELEASE SYSTEM + ULTRA-VENTILATED DESIGN HYDRATION COMPATIBILITY A L P INESTA RS . CO M/ S M5H ELMET

RIDE RESPECTFULLY OR DON’T RIDE BDR

It’s a privilege to enjoy backcountry motorcycle travel, especially on scenic dirt roads that pass through small rural towns.

We all need to do our part and respect local laws, the environment, and the people who live along BDR routes.

We are guests in their community.

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

Learn more respect at:

RideBDR.com/Ride Respectfully Request your FREE stickers: info@RideBDR.com

© 2020 Backcountry Discovery Routes. All rights reserved. Backcountry Discovery Routes and BDR are registered trademarks. Backcountry Discovery Routes is a 501c(3) non-profit organization.

It’s 2020 and any motorcyclist knows that there are few issues more pressing or important to the human race than: which motor oil is best, what tires are best for riding across Jupiter, or whether you should run soft or hard luggage.

Okay, okay. Maybe those matters aren’t that pressing but these three items are certainly “hot topics” in the ADV community and the social-media debates are everlasting. I’m here to talk about luggage, and to tell you that there’s no need to debate.

For those who are new to riding or simply need a refresher, let’s start with the basics. There are two main avenues that a rider can venture down when it comes to hauling junk around. No matter what we’re doing with our motorcycles, we generally have the option between soft luggage or hard luggage.

Keep in mind, most of us aren’t world-travelers who are on the road 7 days a week, 365 days a year. For the majority of riders, we are either weekend warriors that enjoy going out with friends on local forest roads, or we use our bikes for commuting to work on the highway. Due to these simple yet vast differences in activity, our riding habits and routines ultimately play the biggest role in deciding which luggage is most suitable. Similar to choosing between a Honda Goldwing and a KTM300XC-W, different strokes are for different folks, right?

Words: Tim Burke

Photos: Simon Cudby, Tim Burke

Soft luggage is typically made from vinyl, rubber, and fabric; think duffle-bags strapped to the sides of a motorcycle. Hard luggage on the other hand, is typically made from plastic, aluminum, or a combination of the two; think suitcases attached to the bike.

Some of the major topics that should cross our minds when thinking about luggage suitability are: security, water-resistance, bike protection vs body protection, versatility, and ease of removal.

Security For most of us, the most obvious difference between the two systems is basic security.

An aluminum box, inherently, is more secure than a vinyl bag. While I could talk about the fact that in London, they’ll just take the whole damn bike, I won’t go down that road. I’ve found that a determined thief will gain access to any style of luggage. However, the hard boxes do provide, literally, “hardened” protection and deter most opportunistic thieves.

Water Resistance Usually, all brand new luggage, hard or soft, will be waterproof when it’s first purchased. The true test of water resistance comes after a few fall-downs on the trail. Hard cases rely on welded or riveted seams that are usually sealed with rubber or silicone. Further, the lid is usually sealed with a gasket that requires a tight tolerance to work. When the boxes get smashed out of shape, often these seams misalign and the hard-case is no longer waterproof. This is easily resolved with a dry bag on the inside of the hard case — but still, it’s worth noting.

Soft bags, depending on their build quality, will almost always outlast hard cases in the “water-resistance” category. No matter how you bend, smash, crush, or mangle these bags on the trail, the inner liner almost always stays water-proof. While hard cases just need to be tweaked a bit for water to find a hole, it truly takes a forceful puncture for most soft cases to lose their water resistance.

Bike Protection/Body Protection Brace yourself, this is usually the topic where the social-media forums become heated, the passionate arguments ensue, and online-friendships are destroyed.

“Hard-baggers” say that the rigidity of the case will hold the bike’s weight off your legs and act as “frame sliders,” and in turn, protect both the human and the motorcycle. ”Soft-baggers” say that the rigidity of the cases can snap a femur if your leg is dragged backward. Also, there are suggestions that the rigidity of cases can damage the attachment points and lead to frame damage on the bike.

You know what I say? Don’t crash! Crashing sucks. The fact is, it happens though! It’s hard to predict what is going to happen in a crash and how it will pan out. Your riding preferences are going to play a large part in which application is “safest” for your motorcycle-lifestyle. Soft bags are often the conservative choice among predominantly off-road riders who have a higher chance of crashing and tangling with obstacles. Let’s be honest, most people don’t want to risk losing a leg.

Ease of Removal To me, this is a big deal and worth a good amount of consideration. Nowadays, most manufacturers (of soft and hard luggage) have developed a system that allows luggage to be disconnected from the motorcycle for those days when you want to rip luggage-free. Historically, hard luggage has been easier to remove with just a few twists of latches or levers, while soft luggage requires the removal of straps. Many different patents have been secured and each design should be looked at carefully. This is also an important aspect of luggage if you are hoping to use it on multiple bikes.

Other Considerations I’m a big fan of “killing two birds with one stone.” Hard luggage allows one to remove a camping chair from their inventory list. Just pop the side-box off and you have yourself a seat at the campfire! Hard luggage has also proven itself to be a worthy beer cooler (I wouldn’t know… I just heard the rumor.) Don’t have center-stand? Shove a hard-pannier under the bike.

When it comes to versatility, hard cases typically require bike-specific racks and mounting hardware while soft luggage, with a tiny bit of ingenuity, can be thrown on just about anything.

HARD BAGS PROS • Lockable • Stereotypical ”look” of ADV motorcycling • Protects the bike during slide or impact (arguable) • Water-resistant (when not bent or dented) • Use as chair, table/food prep station, or working bench • Use as ice chest/cooler • Use as an improvised stand to change wheels or work on a motorcycle • A detachable lid can be used as a tool tray • Can be left on the bike: Secure the helmet and jacket and walk away with just the liner CONS • Heavy • Require specific mounting racks • Expensive • Fixed-volume • Delicate items require forethought when packing • Not easy to repair • Nonnegotiable width

SOFT PANNIERS PROS • Reduced risk of off-road injury • Usually more affordable • Usually, easier fitment on a wide array of bikes.

• Lighter • Less rattling and vibration • Adjustable volume • 100% water resistant, 100% of the time.

• Somewhat repairable/patchable • Removable waterproof inner dry-bags CONS • Not as secure (can be cut open) • Take a bit more forethought in organizing • Do not protect the bike in case of slide or impact (arguable) • Doesn’t really offer “multi-function” such as use as a table, chair, bike stand • Can’t hold a helmet As more and more companies enter the ADV market, our choices become more diverse. It’s important to look at the functionality of each product as it relates to our specific travel style and needs. Whether it be luggage, tires, or the motorcycle itself, sometimes, the best solution is to create a hybrid-system for yourself. Soft panniers combined with a hard-cased top box for your valuables? Soft bags with a hard case inside? The possibilities are only limited by your imagination!

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