Upshift Issue 55 - March 2021 by UPSHIFT

Issue 55

March 2021

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.

ISSUE 55

Issue 55

March 2021

INSTA-ADV

March 2021

y information: These drawings contain information y to Upshift. Any reproduction, orCover transmittal of this on without expressed written consent is prohibited by Anatoly Chernyavskiy se partial or complete of the sord marks is prohibited hable to the full extent of the law. Design

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LOGO SHEET

THE INSIDER

Chris Glaspell

Harley Davidson Is Back Off-Road

Photography Editor Simon Cudby Contributing Writers Anatoly Chernyavskiy Randy Commans Chad de Alva Travis Gill Freddie Lex

BLACK

Contributing Photographers Anatoly Chernyavskiy Chad de Alva Olivier de Vaulx Travis Gill Moto Morgana Michnus Olivier

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Views Through The Lens

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CHUKOTKA PART II

Story Editor Andrew Glaspell

Between 2 Oceans

Business Development Brandon Glanville

BAJA FRESH

Want to advertise with us? Contact: Brandon Glanville brandon@upshiftonline.com

Quinn Cody - 890 Adventure R

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Taking Care of Gore-Tex

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N. SPAIN, FRANCE, ITALY It’s Not Always About The Ride

Upshift Magazine is published monthly by Upshift Online Inc. 2021. Reproduction of any material requires written consent from the publishers. All photos, editorial contributions and advertisements are accepted upon representation that they are original materials by the author and or advertiser. Opinions expressed in the articles are those of the author and may not reflect the views and opinions of the editor, staff or advertisers of Upshift Online Inc. Advertisers assume full responsibility for the entire content and subject matter of their advertisements.

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FIRST RIDE vertical on white

BMW F 850 GS

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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FOR EPIC ADVENTURES

THE NEW TIGER 1200 DESERT EDITION Inspired by epic adventures taken by Tiger 1200 riders across some of the most impossible and challenging terrain in the world, the new Tiger 1200 Desert Edition builds on the Tiger’s well accredited versatility and is designed for maximum capability. This powerful motorcycle delivers 141 peak horsepower and 90 LB-FT peak torque, and is supported by fully integrated ride enhancing technology and unique high-specification equipment which includes features previously only available as standard on top-spec Tigers, including lighter weight premium Arrow silencer, and for clutchless gear changes and an even smoother ride, Triumph Shift Assist. Find out more, visit triumphmotorcycles.com

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

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HARLEY-DAVIDSON IS BACK By Randy Commans 2020 started with such promise. It seems like only yesterday we were celebrating Harley-Davidson is back off-road. Back with a rich lineage dating back to a prehistoric time when paved roads didn’t exist, and a man and his horse ruled the dirt (so the promo video goes). The H-D Pan America hits the big bike market with competitive specs and all the familiar buzz words: V-Twin, 6-speed trans, sound muffling, 150 horsepower, 94 ft. lbs of torque, aluminum skid plate, brush guards, and center stand, plus it’s American made. I’m hoping it lives up to the hype and enjoys success in the growing Adventure Motorcycle market. H-D is looking for a new customer and bringing their existing customer base to a new market. New customers to the adventure market are a good thing and a win for all of us. H-D is a unique brand; we shouldn’t expect Pan America to blend in with the herd. They did an absolutely great job making it look like a Harley-Davidson, and I mean that in the most flattering of ways. I’m curious to see how the Harley-esque good looks and material choices hold up after the bike has been drug through a week-long offroad adventure, dropped, kicked, and punished. Will it be scarred and ready for another battle, or will it be trailered back to the dealership? While other brands have spent the last decade developing bigger bikes they have now turned to a mid-sized 700-900cc for the more serious off-road adventurer. Is Harley-Davidson late to the game with the PA 1250? By going big, they stay true to who their current customer is, and it gives them time to refine the off-road capabilities for a smaller ADV. Time will tell, but I think we can expect to see the addition of at least a mid-sized model and possibly even a sub 600cc model. Don’t be a hater. If you doubt H-D will find a place in the ADV world, just remember, it wasn’t that long ago that KTM was the outsider looking in, and now they are arguably the market leader when it comes to adventure. I look forward to welcoming the H-D rider to the mix and sharing the dirt, single track, double track, and sand wash. Here’s to hoping it really is “ENGINEERED FOR FULL SEND.”

OFF-ROAD

It’s never met a continent it couldn’t handle. Lighter and more powerful than ever, with a 1084cc engine, Cruise Control, and our available state-of-the-art 6-speed DCT. Select a new Adventure Sports ES model, and you’ll get a slew of additional features like tubeless tires and electronically controlled suspension, for the ultimate off-the-grid adventures.

The Honda Africa Twin powersports.honda.com ALWAYS WEAR A HELMET, EYE PROTECTION AND PROTECTIVE CLOTHING. NEVER RIDE AFTER CONSUMING DRUGS OR ALCOHOL, AND NEVER USE THE STREET AS A RACETRACK. OBEY THE LAW AND READ THE OWNER’S MANUAL THOROUGHLY. For rider training information or to locate a rider training course near you, call the Motorcycle Safety Foundation at 1-800-446-9227. Africa Twin® is a registered trademark of Honda Motor Co., Ltd. ©2020 American Honda Motor Co., Inc. (8/20)

Life is Better on a Honda

ACCESSORIZED EUROPEAN MODEL SHOWN WITH NON-OEM TIRES.

& SAVE A TRAIL Enter today for a chance to win this special 2020 TPA Edition KTM 690 Enduro R fully outfitted for your next adventure dream trip!

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Use code UPSHIFT20 to get 20% more tickets.

Rocky Mountain ATV/MC donated this one of a kind bike to the Trails Preservation Alliance (TPA) and chose parts and accessories from the best companies in the business; Butler Motorcycle Maps, Motion Pro, Trail Tech, 3-Step Hideaway, Scotts, Big Agnes, Eline, Motominded, Tusk, Dunlop, Doubletake, BRP, KTM, Dicks Racing, Seat Concepts, and Attack Graphics, to create the perfect ride for your favorite trails!

Your purchase of a sweepstakes ticket is a donation and will help the Trails Preservation Alliance, a 501(c)(3) non-profit organization, continue to protect and expand off-highway riding opportunities for trail and adventure motorcyclists. Learn more at www.coloradotpa.org.

REV’IT! Announces New DIRT Series Off-Road Collection The DIRT Series off-road collection is an extremely lightweight, comfortable, and protective lineup of CE-certified products inspired by the utility and functionality of outdoor gear. The DIRT Series modular layering system presents a new kind of flexibility. You can easily select and combine a variety of jackets, pants, gloves, and protectors to create the ultimate outfit for your riding style, environment, and climate. The series also features a variety of sophisticated colors that can be mixed and matched according to your preference, creating your own unique look. Go to www.revitsport.com for more information.

Blackwater Smock The CE-certified and waterproof Blackwater smock is a fresh face in the realm of off-roading and a member of the DIRT Series collection. With a design inspired by the outdoor world, it offers increased freedom of movement thanks to the functional active fit and the absence of a front zipper. The PWR|Shell stretch ripstop fabric outer shell, alongside the CORDURA® ripstop fabric at the lower arms, allows for a high level of abrasion resistance. Furthermore, the open-structured SEESMART™ CE-level 1 protectors found at the shoulders & elbows provide the rider’s necessary armor. These protectors can be easily removed if the rider wants to upgrade their protection by using our body-hugging Proteus protector jacket (with CE-level 1 & 2 protectors). Stay cool in the warm by opening the ventilation zippers at the upper arm & back. The hood will keep the rider dry when off the bike and can easily be stored in the back pocket when not in use. MSRP: $449.99.

Element Jacket The Element. It’s the go-to, full-zippered jacket for the off-road rider that needs a CE-certified, lightweight, comfortable, active-fitting, and waterproof garment for all adventures on the trails. The hard shell construction is made from a flexible & waterproof stretch ripstop fabric, along with Cordura ® ripstop at the shoulders & arms for increased abrasion resistance. Our open-structured SEESMART™ CE-level 1 protectors found at the shoulders & elbows provide the rider’s necessary armor yet can be easily removed if the rider wants to upgrade their protection by using our body-hugging Proteus protector jacket (with CE-level 1 & 2 protectors). Ventilation zippers at the lower & upper arms keep riders cool while a detachable hood/storm collar keeps the rider dry off the bike and can be stored in the back pocket when taken off/not in use. MSRP: $479.99.

REV’IT! DIRT Series off-road collection Element H2O Pant Take on any adventure in any weather with our CE-certified and waterproof, active fit, over-the-boot Element H2O hard shell pants. The outer shell is made of the rugged abrasion resistant CORDURA® ripstop fabric laminated with our waterproof hydratex membrane. PWR|Shell Ripstop stretch is used on the inside of the legs and upper knees for maximum flexibility and comfort. Soft leather panels on the lower inside legs provide extra grip when standing on the motorcycle. A removable thermal liner will keep the rider comfortable and warm in lower temperatures. Protection is provided by our removable SEESMART™ CE-level 1 protectors at the hips and knees. Furthermore, the knee construction is designed to work with knee braces or our Scram knee protector sock – with the SEESMART™ protectors first removed, of course. For convenience purposes, the upper legs are equipped with cargo pockets as well as waterproof ventilation zippers to cool the rider down in warm weather. MSRP: $399.99

Peninsula In-Boot Pant A purpose-built pair of active fit pants for riders who prefer to wear their gear tucked inside their boots instead of over them – as part of our DIRT Series collection. The CE-certified pants are constructed of highly abrasion-resistant Cordura ® ripstop fabric combined with PWR|Shell ripstop stretch on the inside legs, lower legs, and upper knees. This allows for maximum movement and comfort. Our flexible, lightweight, and removable SEESMART™ CE-level 1 protectors are featured at the hips and knees. And when the SEESMART™ armor is removed from the knees, the pants can be worn over our CE-level 2 Scram knee protectors. The Peninsula is also patterned to accommodate aftermarket knee braces underneath. Soft leather panels on the lower inside legs provide extra grip when standing on the motorcycle while optimal fit is ensured by the ratchet waist closure while the silicon waistband will keep the pants from sliding down. In warmer temperatures, the long ventilation zippers can be zipped open to cool down the rider. And in terms of keeping your essentials close by, storage is provided by cargo pockets at the upper legs. MSRP: $299.99

Continent Pant Enjoy endless off-road exploration on two wheels with our CE-certified and splash proof, active fit over-the-boot Continent hard shell pants – as part of our DIRT Series collection. On the inside of the legs and upper knees, the Continent has been engineered with the rugged abrasion-resistant Cordura® ripstop fabric combined with PWR|Shell ripstop stretch for maximum flexibility and comfort. Soft leather panels on the lower inside legs provide extra grip when standing on the motorcycle. Protection is provided by our removable SEESMART™ CE-level 1 protectors at the hips and knees. Furthermore, the knee construction is designed to work with knee braces or our Scram knee protectors – with the SEESMART™ protectors first removed, of course. For convenience purposes, the upper legs are equipped with cargo pockets for added storage options, and ventilation zippers to cool the rider down. MSRP: $349.99

Doubletake Mirror Introduces New RAM Lock Made of high-strength composites and steel for durability and reliability in the most demanding environments. The RAM Lock consists of a 1/4”-20 female threaded security knob and key knob. The RAM Lock offers the ideal amount of leverage to properly tighten your mirrors to prevent slippage in heavy chop or in extreme vibration environments. With an emphasis on aesthetics and function,

Lock

at a fraction of the cost of currently available keyed locking knobs, the additional peace of mind and tamper resistance comes at a very affordable price. The RAM Lock is the perfect accessory for keeping your doubletake mirrors and RAM mounted electronic device safe from theft and tampering. The RAM lock works with any length RAM arm Doubletake sells. MSRP: $10.00

Key

www.doubletakemirror.com

oh. so. versatile. OUTSIDE THE UNEXPECTED

WOLFMANLUGGAGE.COM

podactive.com | human motion

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BAJA, MEXICO

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UTAH

PHOTO: OLIVIER DE VAULX

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FRANCE

PHOTO: TRAVIS GILL

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PHOTO: ANATOLY CHERNYAVSKIY

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EXPERIENCE THE V-STROM AT

SUZUKICYCLES.COM/ADVENTURE

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 ®. © 2021 Suzuki Motor of America, Inc.

STAY FULLY CONNECTED

Behind a big, bright LED headlight is a large, multifunction instrument panel that displays the information you want on a bright, LCD screen. The adjoining USB power port and mounting bar is ready for your favorite navigation or entertainment accessories.

GO ANYWHERE ADVENTURE PACKAGE

Choose the V-STROM 1050XT Adventure to take the gear you need and ride in comfort with Suzuki’s quick-release, aluminum pannier set, heated handgrips, and a set of LED fog lamps.

RIDE WITH COMFORT & EASE

Ride-by-Wire dual electronic throttle assemblies provide light, precise response for tight roads and trails while the Cruise Control system helps you make short work of long miles. Takeoffs from inclines are a breeze with the Hill Hold Control system.

SUZUKI’S INTELLIGENT RIDE SYSTEM

Tame any road or trail as you tailor the power delivery through the multi-mode Drive Mode Selector and Traction Control* systems, while tuning braking response with the two-level adjustable Motion Track Anti-lock Brake** system.

BIG V-TWIN POWER

The 90-degree, V-Twin engine has more peak power than ever before while maintaining its strong pull off the bottom and superb fuel economy allowing you to go the distance.

The Traction Control System is not a substitute for the rider’s throttle control. It cannot prevent loss of traction due to excessive speed when the rider enters a turn and/or applies the brakes. Neither can it prevent the front wheel from losing grip. **Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please ride carefully and do not overly rely on ABS. Model shown with optional accessories. *

PART TWO

By Anatoly Chernyavskiy

At first, my friend who lives in Bilibino gave us his small boat, which looked like a real one, but turned out to be a Chinese inflatable mattress for swimming in the pool. We almost drowned the bike during the tests. Then we went to the store for fishermen. In Chukotka everything is much more expensive with very limited selection. We bought the most compact boat that we could find: a Russian inflatable boat made of PVC material, weighing 12 kg and carrying capacity of 200 kg. It is enough only to put a motorcycle in it and drag it across the river with a rope on foot. At the beginning, we had a hard time. We were confused with how to put the bike into the boat properly, how to protect the boat surface from sharp parts of the motorcycle. We forgot about the gasoline, which leaked from the carburetor inside the boat. We also got confused with the ropes at the crossing, and in the end we were very tired, making a lot of unnecessary mistakes. But gradually we worked out this process and learned to cross rivers. First, we were looking for a place where we could cross the river on foot, insuring each other with a rope from the shore. The first trip across would transport all our materials, and then the motorcycles were taken one at a time across the river.

CHUKOTKA BETWEEN 2 OCEANS

Continued from Upshift Issue 54. Here

CHUKOTKA BETWEEN 2 OCEANS

The permafrost does not allow the rivers to go very deep and therefore they expand in width. It was often impossible to estimate the width of the river from the shore. We would frequently come to a river thinking it was the main riverbed. We’d happily pack things and carry on to find a narrower passage, only to discover that the river was at its narrowest the first time we had stopped. We had to get the boat out again and spend several hours on the crossing. Of course we did not want to constantly take things off the motorcycles and carry them on foot, crossing the icy rivers several times, and we certainly did not want to take out and inflate the boat. However, it should be understood that any little short-cut or mishap in these conditions could lead to the loss of a motorcycle or even loss of life.

Arctic Ocean

Pacific Ocean

CHUKOTKA BETWEEN 2 OCEANS

Unfortunately, some mistakes were unavoidable, only complicating the journey. When we crossed the Pustynaya River, we entered the water in an area that was too narrow, underestimating the strong current. The motorcycle was in the boat and Kyle started to be knocked down by the current. The water from above began to fill his high rubber pants. We barely had enough strength to get ashore, and we were very close to letting go of the rope with the boat and the bike on the other end. On the Pucheveem River, which translates from Chukchi as “a river with numerous channels,” we could not find a place for crossing. Suddenly, we heard the noise of motors. Several Kamaz trucks appeared from the bushes and their drivers were very surprised by our presence. They offered us assistance in moving our motorcycles across the river in the back of the trucks. It was a great temptation, because Pucheveem was one of the biggest rivers on the route between Bilibino and Pevek, but we still declined. Our plan was to do everything ourselves. The drivers fastened the trucks with ropes and jumped into the water. The engines made a lot of noise, releasing black smoke from the upwardly raised exhaust pipes. Pulling each other out, they moved across the river, and we stayed behind to look for a place to cross. After spending the whole day on the river, we found the crossing. In a certain sequence, making our way through several riverbeds, we finally went to the opposite shore and set up tents to enjoy dinner and a beautiful sunset over the wide river.

CHUKOTKA BETWEEN 2 OCEANS

OVERLANDER-S

YAMAHA TENERE 700

NEW OS-BASE TENERE 700 FIT

An 'over the seat harness' which allows OS-6, OS-12 or OS-18 ADVENTURE PACKS to be mounted as soft panniers. No additional frames or rear rack are required, this system provides a super-tough, lightweight carrying solution specifically designed to fit the Yamaha Tenere 700 with no drilling or permanent bodywork alterations to the bike. EQUIPMENT ILLUSTRATED: • 2 x OS-12 ADVENTURE PACKS mounted on OS-BASE • Bash plate by Outback-Motortek • Handguards by Barkbusters

KRIEGA.US

#RIDEKRIEGA

CHUKOTKA BETWEEN 2 OCEANS

Our bikes were heavily overloaded; we carried a stock of gasoline for almost 1000 km and food with the expectation that we could live about 10 days autonomously. On the Kontolevaam River we had to live for 3 days waiting for the water to drop. When it rains the rivers rise quickly. There was nothing left to do but to wait on the shore, but we were running out of food. Just when we started to worry, we were lucky to catch a big fish with our hands. That night we had a great dinner cooked at the campfire. The next day we were able to cross the river, but we were not happy for long. After 15 kilometers we had to get the boat back out for the Golubaya River. For the second time in two trips it started to snow in late August, but in general, the temperature was not too bad. When the sun came out, it warmed the air to +20. The average daily temperature was about 10 degrees, and at night it was maybe around 0. On the plus side, when the nights are that cool, there are almost no mosquitoes. The short Chukchi summer was rapidly coming to an end. Every day was getting colder, the tundra was painted in orange-red color, the hilltops were covered with white hats. It was necessary to hurry.

CHUKOTKA BETWEEN 2 OCEANS

Our goal was not only to drive from the ocean to the ocean, but also to get to a unique geographical point, the meeting of the Polar Circle and 180th meridian, which divides the Earth into East and West (66°33’44” N 180°00’00” W). In this place is a monument symbolizing the sun, which nominally begins its journey from Chukotka, the most eastern point of the Earth. Our journey ended in the Cross Bay on the Pacific Ocean. Tired of numerous rivers and passes, we reached the village of Egvekinot in 20 days. Because of the beautiful and wild nature, I could not break away from the Far East of Siberia. This territory between two oceans, frightening with its vast areas, continued to interest me. After Chukotka I went to Kamchatka with a motorcycle and an inflatable boat to get to the Kuril Lake, home to the largest concentration of brown bears in the world. Usually tourists get there by helicopter, my own idea was to go to the lake by motorcycle along the coast of the Sea of Okhotsk. The main difficulty of this adventure was in its large rivers. These rivers are deep and wide. To cross them myself, I needed a boat that could withstand not only the weight of a motorcycle, but also me with all of my stuff. With a high load capacity, the boat also had to be compact and lightweight so that it could be carried in the motorcycle. I asked the Russian company, Birdypackrafts, that produces lightweight boats for travelers (packfrats) to design a boat for my motorcycle. And thus, a pakraft for motorbikes called the Heron was born. This new boat can withstand 300 kg and weighs only 5 kg. For comparison, my Chukchi boat could carry only 200 kg and weighed 12 kg. How do I use my boat and motorcycle alone? It is not as difficult as it may seem. First I ride the motorcycle to the shore. Before turning off the engine, I close the valve of the gas tank and wait for the motorcycle to shut down itself. This uses up all of the gas in the carburetor, preventing a gas leak into the boat. It is also necessary to plug the vent on the lid of the gas tank, and of course wait until the bike cools down, so that the exhaust does not burn the boat. The motorcycle is then put on the side stand. Next, I pump the boat and tie it to the right side of the motorcycle.

CHUKOTKA BETWEEN 2 OCEANS

I used this method to cross deep rivers along the Sea of Okhotsk. This trip to the country of volcanoes and bears will have to be told another time. However, I will share just one of the many meetings I had with these massive animals. I was driving along the shore and came across a huge dead whale which was thrown ashore during a storm. On the whale, I saw a bear that was very lucky before winter. I began to carefully shoot pictures of the bear and the whale with my drone. At some point, the bear began to move away from its meal, which meant something was wrong! I looked up from the drone display and turned around to see that two big bears were a few tens of meters standing behind me watching. Apparently, it was their turn to eat the whale. It was a very dangerous situation, finding myself between prey and predator. Lucky for me, the bears were polite and waited for me to go. Check out Anatoly’s Adventures on Instagram www.instagram.com/anatoly_chernyavskiy or his website at www.bikeandphoto.ru/between2oceans

CHUKOTKA BETWEEN 2 OCEANS

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MISSION ACCOMPLISHED!

TOQUERVILLE FALLS HURRICANE, UTAH RIDER: RANDY COMMANS PHOTO: SIMON CUDBY/UPSHIFT

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PHOTOS BY SIMON CUDBY

KTM 890 ADVENTURE R

KTM’s QUINN CODY TAKES US ON A RIP Through BAJA, MEXICO

Upshift headed down to Baja last month to ride with KTM’s Quinn Cody for an impromptu personalized introduction of the new 2021 KTM 890 Adventure R. We took five 890 machines south of the border to check out all the latest bike features and have a good time riding some more uncharted trails on these mid-sized adventure KTMs. Midway through our five-day ride, we sat down with Quinn at Gonzaga Bay to get some insight into the new bike’s development and the idea behind this progression from the successful 790 Adventure R.

Upshift: Tell us about the development of the new 890. Quinn Cody: I’ve been working on the 890 for the past couple of years on the development side. It started with the development of the 790 back in 2015 and 2016, and then our latest kind of refined version of the 790 is the 890. Clearly, the first thing you notice is more horsepower and more cc’s. Some of that is due to stricter European emissions regulations. One of the significant factors in deciding to go with an 890cc engine is that with Euro five coming in, we have to release a bike that has better performance, more horsepower but still meets the stricter emissions regulations. So that was a big factor. Also, there’s quite a bit of refinement and updates and dialing in that we wanted to do with the 790 to make the bike a little bit more durable, a little more off-road capable, and also just kind of give it the latest and greatest of electronics and things like that.

Upshift: Tell us about the changes on the new 890R. QC: The biggest change to the bike is obviously the 890cc engine. It gives the engine a lot more torque, and a much more responsive torquey feel overall makes the bike much more rideable. We’ve increased the mass on the crankshaft, nearly 20 percent more weight, which gives it a smoother power delivery and a lot more bottom-end torque. So maybe where the 790 was lacking a little bit on the bottom where you would struggle to get up some tricky rocky climbs, the 890 really has the torque to pull you through that stuff. Also, we’ve done some things as far as handling; we went to an aluminum steering stem from a steel stem, which gives the bike a little bit sharper handling characteristic and a little better front end feel, as well as better durability.

We have a new fiber clutch plate material and a little bit different design; the clutch is quite a bit more durable on the 890. We’ve gone with a lighter subframe to kind of counteract some of the weight that we had to add with the larger displacement engine. We shaved a couple of pounds off the subframe to kind of balance things out. Probably the highlight for me is the electronics package. We have a whole new electronic system from Bosch. If you’ve ridden the 790 you know that it has what’s called rally mode with nine levels of adjustable traction control. With the 890, Bosch created a whole new system for us. We’re actually able to fine-tune the traction control and the slip levels, so now you have a perfect traction control setting for every surface so you can ride in deep sand dunes, you can ride in mud and everything else and really dial the traction control in to your needs and what you want as a rider. It really gives you amazing control over the power delivery of the bike with a very soft, smooth, linear intervention. So there’s no hard cut and it really is the most advanced off-road traction control system on the market.

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Upshift: How long have you been riding on the 890? QC: I first started testing with the 890 about two years ago. We put 890 engines straight into a 790 chassis and just kind of started the development process in plain sight. We were riding the 890 around in 790 disguise, I guess you would say. Last year, we started a project to race the National Hare and Hound series on what we told everyone was the 790 Adventure. It was actually an 890 Adventure. We built up a race bike that was quite special; we went all in and they created a new twin-cylinder class for the Hare and Hound series, and we went out and won the championship on that bike. That’s actually the very same bike that I’m riding down here this week. So it’s super versatile. We took it from a complete race bike, and I’m down here adventuring with these guys with full luggage and just enjoying myself. So it really shows the versatility. That part of the development process involved racing the bike and going to the extreme end of things to prove the durability of the engine and the chassis and everything else. Upshift: What about this current trend of mid-sized adventure bikes? QC: So we’ve seen a lot of growth with the mid-size class. Clearly people are wanting to buy smaller adventures and maybe not wanting to ride the big 1200cc bikes. They seem to want something in the middle that they can take off-road and feel comfortable like they’re not going to tip over, and the 890 really kind of fills that gap. What we’re seeing now is a lot more offroad guys coming over to the adventure side.

It was more like the adventure guy was more of a street guy who wanted to go explore off-road, but with the 890 and the 790, we’ve developed a mid-class bike that really appeals to the off-road riders. So guys that have raced motocross for years and ridden off-road, dual-sport, things like that, are now coming to the mid-class platform and riding these bikes and loving it and having a great time. I don’t know if it’s a direct replacement for a dual-sport bike because there’s a lot of places that you’re not going to take a twin cylinder motorcycle; you can take it, but maybe it’s not the best idea. So I think you still need a 500EXC in your stable and definitely an 890 Adventure to be fully versatile for off-road riding. Upshift: Where does the KTM 690 fit in with the range of KTM off-road bikes? QC: Kind of in between our mid-class twin-cylinder bikes and our 500 and 350 dual sports. We still have the 690 Enduro, which has been updated very recently, so I think in 2019 we had a brand new platform there, and that’s a great bike. The 690 has been a really popular seller for us, and it has a really loyal, committed following because it kind of falls somewhere in between the big twin-cylinder and then the smaller, more enduro style EXC bikes. We see a lot of guys really enjoying themselves on the 690s, and they’re great bikes for kind of an all-around dual-sport, dual-purpose bike. Upshift: So you’ve had quite the racing career before working for KTM in the R&D department. How did you get involved in the adventure bike side? QC: I grew up as an off-road racer in Southern California; what that means is you start out racing in the desert because we have massive deserts in Southern California. I started out racing in District 37, and then eventually discovered Baja. It always appealed to me to race in Baja because it was so wild and unknown. You had to be really self-sufficient and be able to come down here and spend two weeks pre-running and learning the course. You had to be able to problem-solve and it was just a big, crazy adventure at the time. I had success racing with Honda down here, and then I went on to race with KTM on the factory 690 team and later on Factory 450. From there, I transitioned, after winning Baja, to the next challenge, and that was racing Dakar. I went and raced Dakar in 2011 and 2012. I finished ninth my first year and then crashed out the second year in spectacular fashion. I had gone back to Dakar as a navigator for BJ Baldwin in a car and spent a lot of time working, training with people on road books; that’s kind of been a passion of mine. Somewhere along the way, during the Dakar time, I discovered the big twin-cylinder adventure bikes, and I had a KTM 990 Adventure. I spent a lot of time working and riding on those bikes. As my professional racing career was winding down, it was kind of time to look at getting a real job. KTM approached me in 2016 about taking on the US R&D role for street product, and of course, at KTM street product is mostly off-road adventure bikes. We also do some work with the Duke models and things like that, some testing. KTM wanted to develop an off-road testing program in North America because it’s really difficult for the guys in Europe to do proper off-road testing. They don’t have deserts to ride in and things like that. So they really wanted to kind of create a test group in North America.

Our customers are different in North America, and the usage of the product is much different. So we spent the last five years building this R&D program in North America, and it’s been very successful. The 790 Adventure was kind of our first bike that we worked on the development from start to finish, and Austria is really happy with the way things are going. I think it works very well for us to be able to perform all these tests and have a hand in the development of all the new product. The 890s that we’re riding down here range from completely stock to slightly modified, and at KTM, we have a whole line of PowerParts. We have off-road wheelsets, and we offer kit suspension through WP Pro Components, which upgrades the suspension and gives you a whole other level of confidence when you’re taking on trips like this. Another thing that we work on within R&D is developing these technical accessories for the bikes and testing them. This is a perfect testing ground. I have some stuff on my bike right now that I’m testing for future release. There are so many accessories to dial these bikes in. I think one of the most enjoyable things for the adventure customer is all of the modifications that you can make and things that you can do to dial your bike in and customize it for your intended usage. Upshift: Well, thanks to Quinn and KTM for joining us on this Baja trip. What’s next for today? Quinn Cody: I think we’re going to take these Upshift guys down south a little ways and see if we can do a bit of exploration and maybe get lost, maybe get stuck in the sand. We’ll see how it goes!

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TECH

BY CHAD DE ALVA

TAKING CARE OF GORE-TEX When I was a kid, one of my favorite TV shows to watch was Mythbusters. I loved how the show used science to prove or disprove so many different myths and urban legends. Yet Mythbusters also makes me wonder – how did some of these myths that were put to the test even become myths in the first place? Some ideas just have a way of taking hold in people’s minds, I guess. Today, I still run into that same question – why do people think that they should do X, even when the correct answer has been provided to them. A perfect example of this can be found in the myths that some riders believe about how they should care for Gore-Tex riding garments. To provide you with the best possible answers on how to best care for your Gore-Tex riding gear and other Gore-Tex products, I reached out to the folks who created it – W.L. Gore. I also sought out information from product experts at Klim who have extensive experience working with Gore-Tex in motorcycle-specific applications.

Gore-Tex is one of the many products that W.L. Gore created from their discovery of expanded polytetrafluoroethylene or ePTFE in 1969. ePTFE is a very strong, microporous material that can be created to do all kinds of things by tweaking how the polymer is expanded. In a Gore-Tex application, ePTFE is expanded so that each square inch of the membrane has nine billion pores. Water droplets (water in a liquid state of matter) are 20,000 times larger than these pores, so they can’t pass through the membrane, which makes Gore-Tex waterproof. Yet water vapor (water in a gaseous state of matter) is 700 times smaller than the pores in the membrane so it can pass through, which is why Gore-Tex is labeled as breathable – sweat in the form of water vapor can pass through the membrane. A typical 3-layer Gore-Tex laminate is made up of a face fabric, which is what you see on the outside of the garment, the Gore-Tex membrane in the middle, and a backing fabric which is what is seen on the inside of a garment. Now that we have an idea of how Gore-Tex works let’s consider what happens to it while we’re out riding. From the outside, we expose our riding gear to all kinds of things: dirt, mud, chemicals like oil and grease, food, beverages, bugs, and all kinds of other stuff. Leaving these things on a Gore-Tex riding garment can impact its performance. From the inside, our bodies also expel oils and other wonderful things in our sweat, so in the process of using the gear, we’re exposing it to things that can impact its performance from both sides. We change the oil on our bikes at regular intervals, check our tire pressures, and perform other regular maintenance to our bikes, so why do some riders believe that their high-tech riding jackets can be used and re-used without caring for them? For whatever reason, there is this myth out there that you should not wash Gore-Tex garments. That is not true.

TAKING CARE OF GORE-TEX Gore-Tex garments should be washed regularly to ensure maximum performance and longevity. The more you use your gear, the more frequently you should wash and care for it to ensure it’s performing at its best. In the case of riding apparel, the process for washing Gore-Tex gear is pretty easy, but make sure that you read and understand the directions on the care tags on your gear, as some garments have different instructions. Start by removing any integrated pads and double-checking to make sure that all of the pockets are empty. If you have particularly dirty or muddy gear, start by hosing it off to remove as much dirt as possible. Using a pressure washer is okay – as long as it’s lower pressure and you’re not going point-blank with it. You don’t want to mess up your face fabrics or force contaminants toward the membrane. Once you have the gear hosed off, head to the laundry room. Make sure that all zippers are closed and that any draw-cords are slacked out. You only want to wash a couple of garments at a time, so if you have multiple riding suits, you’ll need to do multiple loads. If you normally spot treat laundry, just use a little detergent and a clean rag to work some detergent into any stains prior to washing. You want to use warm water (105 degrees F, 40 degrees C) and liquid detergent. (No powdered detergent, bleaches, fabric softeners, or anything else.) It’s important to set two rinse cycles to make sure that you’re getting the garments as well rinsed as possible.

After washing, allow the garments to line dry or tumble dry on a warm, gentle cycle. Be prepared to do a few rounds of drying. Again, check the care tag – some garments will have special instructions that you need to follow. Once your garments are dry, you’re going to want to dry them again. Yes – you read that right. Drying your garments for an additional 20 minutes will reactivate the DWR or Durable Water Repellent treatment. DWR is what causes water to bead off of a garment. If you notice that water appears to be soaking into the face fabric instead of beading off, your garment is wetting out, and you need to reapply a DWR treatment. There are quality wash-in and spray-on DWR treatments out there, but the process is essentially applied and then dried to set the treatment. Once this is done, your garment will shed water like when it was new, which means you’re all set to go ride. Gore-Tex riding gear isn’t cheap, but it’s definitely a type of product in which you’re going to get what you pay for. Any product that uses a Gore-Tex laminate has to undergo extensive testing by W.L. Gore before it can be sold to make sure that the product lives up to Gore’s quality standards. All Gore-Tex products are backed by the guaranteed to keep you dry promise – and both W.L. Gore and the product manufacture will back their products up if the laminate fails. The testing process that a product has to go through before it’s approved by Gore is extensive, and it’s pretty impressive too. Tests include things like extensive washing to see how the garment holds up over time. There are also environmental chambers where every imaginable weather condition on earth can be created, and garments can be tested in-use on things like treadmills and motorcycles. All of this is done in the name of making products that actually do what they’re advertised to do. So to get the most out of your Gore-Tex riding gear, you need to take care of it – just like caring for your bike will help you get the most out of your bike.

TAKING CARE OF GORE-TEX Washing Gore-Tex riding gear isn’t a hard process. Most riders are only going to need to pick up a DWR treatment, if anything. The washing machine and regular liquid detergent that you use for everyday laundry are all that you really need to clean your gear. Read your care tag. Pull any pads, wash your gear a couple of garments at a time with warm water and two rinses, dry your gear, then dry again to reactivate your DWR, ensure your DWR is working, re-install any pads and you are good to go. Doing this will help keep all of the technology, design, testing, and development that goes into making Gore-Tex riding gear working at its best – so you can get the most out of it. I’m no Mythbuster, but I know that by caring for my Gore-Tex gear, I’ve enjoyed like-new performance for years and years. Trust the information on the care tag of your garments. If you have any questions, call your gear manufacture or Gore-Tex support. Now go give your gear some TLC, so you can be as comfortable as possible when you head out for your next ride.

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K L I M .C O M

By Travis Gill of viajarMOTO.com

Not all adventure motorcycle travel is about riding along a twisty mountain road or through remote rocky desert landscapes. Sometimes you have to kick down the side-stand and park the bike to immerse yourself in the tastes, experiences, and cultures of a region. This section of our full-time travels starts with a week-long hike along the Camino de Santiago.

A SHORT BREAK FROM MOTORCYCLING Chantil and I have always wanted to hike a portion of the “Camino” so we chose a section that started in the Spanish/Portugal border town of Tui. This portion of 74 miles (119 km) is the second most popular hiking route and is known as the Camino Portugués (Portuguese Way). With the two motorcycles securely parked, locked, and covered in Tui, we set out with our backpacks towards the capital city of Santiago de Compostela. We enjoyed six days of hiking through forested trails, small farms and vineyards, and quaint Spanish towns where locals would see the Camino scallop shells attached to our backpacks, smile, and say “Buen Camino” (Good way). It was nice to enjoy the slower pace of hiking for a short while, but at the end of the day our feet reminded us that they preferred the easier traveling of motorcycles. After reaching the final destination of the Santiago de Compostela Cathedral, and paying our respects to apostle James, the patron saint of Spain, we returned via, a much less picturesque, bus ride to our motorcycles. Happily, they were both still there, patiently waiting for our return.

BACK ON THE 650CC PACK MULES With our Camino scallop shells now tied to our mule’s tail bags, we continued into northern Spain. We were now on a different kind of pilgrimage – one to continue traveling and experiencing the many countries and cultures of Europe. Northern Spain is vastly different than the southern regions with more agreeable summer temperatures, vibrant green forested biospheres, relaxing fishing villages, and mountains that climb from the Atlantic Ocean. Highlights of our meanderings included Muíños do Picón e do Folón, Castro de Baroña, Torre de Hércules, Playa de Las Catedrales, and Las Médulas. The spectacular landscape of Las Médulas is the result of a Roman mining technique known as ruina montium (wrecking of the mountains) which involves undermining a mountain with large quantities of water. This region was once the largest open-pit gold mine of the Roman Empire. Now it’s a UNESCO World Heritage Site where visitors can take in the incredible views and enjoy some great hiking trails.

While traveling throughout Spain, you’ll undoubtedly come across the Osborne Bulls – huge black billboards in the shape of a bull that reside along the sides of the autovías (highways). These billboards were first placed in the 1950s by Osborne Sherry Company to advertise their brandy. In 1994 a law prohibited roadside advertisement of alcohol so the bulls had to be removed, however public response resulted in keeping them but removing any reference to the original advertisement. Every time we passed by one of these bulls we would attempt to get closer, however they were always on private property. It wasn’t until our very last day in Spain that we were able to ride right up to the base of one via a dirt road. It felt like a fitting end to our wonderful memories of Spain.

VIVE LA FRANCE! The highlight of our short time in France was the 5.3 mile (8.5 km) military road to the alpine pass of Col de Viraysse. From the small French town of Meyronnes we rode east and cautiously climbed the narrow, rocky road, with unprotected drop-offs, and tight switchbacks. There were some especially steep and rocky sections that we had to overcome, but the reward, upon reaching the 9,094 feet (2,772 meter) summit, was undoubtedly worth the effort. The end of the road delivered us right into the ruins of Fort de Viraysse where we camped on the grassy parade grounds of the military barracks. That evening we shared travel stories with a Belgium couple who were camping in their Land Rover Defender. The next morning, I remember feeling quite proud of myself for getting our motorcycles to such a beautiful and remote place despite the challenging terrain. However, that feeling of accomplishment quickly faded as I cast my eyes on a group of hikers traversing the steep mountain trail. One of the hikers was in a one-wheeled chair and the other two were guiding him up the rocky trail. As they passed above the fort walls of our campsite, we gave them a friendly wave. The wheeled hiker returned our wave with a tremendously huge smile and the friendliest wave you could imagine. We quickly packed our hiking gear and followed them up the mountain. It turns out that the wheeled chair is a French invention called the Joëlette that allows people with reduced mobility or a disability to go on hiking excursions with the help of two guides. The guides were mostly volunteers from medical school who were spending their summer helping the disabled during a week long hike of the French Alps. It was so inspiring to see the joy of these people experiencing the beauty of a mountain trail because of the selfless love, dedication, and determination of the volunteers. It was incredibly inspiring!

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ITALIAN ALPS Our travels through Italy stayed mostly in the northern regions where the Alp mountains provide a natural border between the neighboring countries of Switzerland and Austria. Highlights of Italy included the stunning Villa del Balbianello, riding through incredible mountain passes like Croce Domini Pass and Strada della Forra, and hiking along the dizzying trails of the Strada delle 52 Gallerie. On one evening, while scouting out a dirt road for a potential camping spot. I got myself onto a single track that ran along a dry river bed with 8-foot steep banks. It was time to turn around. While backing the motorcycle and attempting to manhandle it around an impossibly narrow section, I ended up sliding the rear wheel off the steep embankment! The rear of the bike fell down the bank followed by the front end pitching over, and then falling on its side with the sickening sound of metal and plastic crashing against rocks. I was in shock! Fortunately I wasn’t hurt. Fortunately we carry a recovery kit consisting of a nylon rope, a pair of pulleys, and some carabiners. Unfortunately, we had never practiced using the recovery kit. I started the task of unloading all the bags off my bike while Chantil went back to her bike to get the recovery kit.

Within minutes, a strong Italian man showed up who quickly called two more of his friends. We now had three strong Italians who didn’t speak English and two Americans who didn’t speak Italian. Within another minute, an Italian woman who had once lived in the United States, showed up to translate. Her first translation was “The guys want to know why you have a recovery kit? Do you drop your motorcycle off embankments often?” Laughingly, I replied, “No. First time for everything.” Our improvised, culturally diverse team, managed to upright my motorcycle, guide it down the river bed to a shallower bank, rig the pulley system, and guide it back onto the road where I could determine the extent of damage. I was certain that it would be significant. I carefully looked over the entire bike, started it up, and went for a quick ride. Amazingly everything was fine! The only thing that was damaged was a Rotopax mount that was easily bent back into place.

QUEEN OF THE ADRIATIC Finally, no northern Italian trip would be complete without a visit to the Veneto region’s capital city of Venice. Although the traffic, noise, congestion, and inflated prices of large cities can be annoying, it’s a necessary evil to experience the historic landmarks, museums, and culture these cities provide. Venice takes this even further because you can’t experience it on two wheels, or any wheels for that matter. The hundreds of islands are connected via a labyrinth of narrow pedestrian alleys, picturesque bridges, stone stairs, and water taxis. All vehicles must be parked outside the city in crowded and expensive parking lots; we were glad we left our pack mules at an Airbnb and rode a public bus into the outskirts of Venice. The positive side of Venice is that it’s completely void of traffic noise as you meander through the city’s lovely 13th and 18th century architecture and quaint little alleys. Even in August, we could find a quiet place to enjoy lunch and take in the beauty of this iconic tourist destination.

RUNNING OUT OF COUNTRIES AND TIME The challenge of traveling in Europe can be difficult for full-time overlanders because of how large the Schengen Area is. For those not familiar with the Schengen Area, it is the world’s largest visa free zone and currently consists of 26 European countries. Most visitors to Europe are only allowed to remain in the Schengen Area for 90 days within a 180-day period. By the time we reached Venice, we had some choices to make: we could store the bikes and return to the United States, or ride to Morocco, the UK, or eastern Europe. We chose eastern Europe where we hoped the winter would be more agreeable along the Adriatic Sea of the Mediterranean. More adventure to come… About viajarMOTO.com Travis and Chantil Gill started full-time motorcycle overlanding in early 2020 and you can follow them on their website www.viajarMOTO.com, YouTube, Facebook, and Instagram.

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Custom Suspension Solutions 1501 Pomona Road — Corona, CA 92880-6990 — Phone: 951.279.6655 — www.racetech.com

BMW F 850 GS Adventure BMW’s F 850 GS Adventure makes it easy to get away… just don’t ask too much of it. No manufacturer sells adventure like BMW and its GS line of adventure-touring bikes. For 41 years, the Motorrad division has honed its motorcycles, so riders go further. The mid-sized F 850 GS Adventure opens up the world for adventurers that desire a manageable ADV rig that’s easier to ride in light to moderate offroad terrain. Instead of the R 1250’s Boxer Twin, the 850 uses a compact parallel-twin engine. Like most modern inline twins, it benefits from an uneven firing interval that simulates the rowdy power pulses of V and/or Boxer Twin. This makes for a playful and cool-sounding engine character. Power is put back to the 17-inch rear spoked wheel through a conventional, left-hand side chain drive.

WORDS: FREDDIE LEX

PHOTOS: OLIVIER DE VAULX

BMW F 850 GS Adventure

In spite of its smaller displacement, the 853cc twin delivers plenty of immediate grunt so you can tractor up inclines. The engine pumps out pleasing power at all rpm and has a nice rush of acceleration at high rpm, too. The six-speed gearbox further complements the engine’s flexible powerband. First gear is short enough to tackle steep terrain, but a tall top gear keeps the engine from spinning excessively at a California freeway pace. It can eek out 41.6 mpg average during fast-paced rides. Factor in its 6.1-gallon fuel tank and this Beemer covers serious ground. In typical GS Adventure form, a broad fairing shields the rider from the elements. Plastic handguards boost comfort and provide some protection in a tip-over. A tough set of crash bars further enhance the F 850’s durability when riding over treacherous terrain and a plastic skid plate helps slide over small rocks.

A manual two-position adjustable windscreen is low enough to flow air into the cockpit during off-highway excursions but could be taller in its higher position when touring. Curiously heated hand grips aren’t standard and have to be purchased as an option. Although our test bike wasn’t fitted with BMW’s optional Gear Shift Assist Pro (electronic quickshifter), we were still impressed with the solid and secure shift action. The cable-actuated clutch is responsive for the moments you need to tug on it and has a light and well-weighted action. Keeping tabs on the F 850 is a beautiful 6.5-inch color TFT display. With crisp, BMW-themed fonts (similar to its current Motorrad and automotive cousins), it’s easy to read day or night. Menu navigation is slick with BMW’s signature joystick-like multi-wheel. Bluetooth connectivity is standard enabling smartphone communication using the “BMW Motorrad Connected” app. The user can monitor vehicle settings and access turn-by-turn navigation on the F 850’s screen. Two global riding modes are offered, ‘Road’ and ‘Rain.’ Each subtly modifies ride-by-wire throttle response, engine power, and automatic stability (traction) control, as well as ABS programming. ABS and TC can also be manually disabled when traversing the real rough stuff.

BMW F 850 GS Adventure

BMW also offers a Pro riding modes option (included in the $550 Essential Package), which unlocks IMU-powered Dynamic Traction Control and cornering ABS via the ‘Dynamic,’ ‘Enduro’ and ‘Enduro Pro’ modes. A mini 12-volt power port adjacent to the display keeps gadgets powered on the go, and a bright LED headlamp lets miles melt away with ease after dark. Although positioned in the middleweight category, in Adventure trim, the F 850 is a formidable-sized machine. It weighs 538-pounds with a full tank of fuel, and like most full-size adventure bikes, requires care when navigating in the dirt. A dirt bike-size 21-inch spoked wheel rolls over big rocks, and the soft-ish suspension affords excellent feel and tire grip at a slow to moderate pace, even with the OE-fitted Michelin Anakee 3 street tires. Triple disc brakes offer pleasing power and brake feel on slick terrain but are a tad underpowered during fast street rides up curvy mountain roads. More serious off-roaders should fit a set of Pirelli’s Scorpion Rally STR rubber, giving a good compromise between dirt and street use. Obviously, a larger 18inch rear wheel would be preferred, but the extra sidewall of the 17-inch tire works well at the pace at which the suspension is comfortable. Go beyond that level, and the F 850 lets you know. It uses all 9.1-inches of front and 8.5-inches of rear travel quickly before pogoing off obstacles in an unnerving fashion. So it’s a good thing it has a sturdy set of footpegs and a good surface area to grip the bike with his or her knees. Rear rebound damping adjustment slows the shock a tad but has a limited adjustment range to truly be effective.

BMW F 850 GS Adventure

A hydraulic preload adjustment knob raises or lowers the rear end based on handling preference or vehicle load. Though to be fair, you don’t want to put too much extra weight on the front end since it doesn’t employ enough spring rate to support the added load. Respect its limitations, and the middleweight GS performs well for entry-level ADV riders that want to kick up some dust with pleasing control at lower speeds. Folks that want a taste of the GS life but in an easy-to-ride package will do well with the F 850 GS. It certainly looks and acts the part, as long as you respect the limitations of its chassis, and is a worthy option for those that want to dabble in adventure riding. Though with a base MSRP of $14,445, it commands a premium based on its true capability.

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