Upshift Issue 64 - December 2021

Issue 64

December 2021

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

DOMINATE A UNQUESTIONED LEADER IN THE SEGMENT. The 2022 KTM 500 EXC-F is the unquestioned leader in the dual-sport segment.

Hard-hitting, big-bore power is churned out by its high-tech, compact engine placed inside a nimble chassis, keeping this power machine surprisingly light and rideable.

As a result, this 510 cc SOHC single-cylinder powerhouse has an incredible power-to-weight ratio and provides nothing less than the most dynamic and exciting dual-sport experience available.

Photo: R. Schedl / KISKA GmbH

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

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

Ténéré 700.

Find new horizons. www.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. European spec model shown. 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. ©2021 Yamaha Motor Corporation, U.S.A. All rights reserved.

ISSUE 64

December 2021

Issue 64

INSTA-ADV

December 2021

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

Design, Production Chris Glaspell

LOGO SHEET

THE INSIDER Pay It Forward

Contributing Writers Chad de Alva Olivier de Vaulx Travis Gill Ned Suesse

GEAR BLACK

Contributing Photographers Tim Burke Anatoly Chernyavskiy Stephen W. Clark Simon Cudby Chad de Alva Olivier de Vaulx Travis Gill Gorm Taube Rally Zone Story Editor Chad de Alva Stefanie Glaspell

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Mexico - Part One

HUSQVARNA NORDEN 901 Global Launch

Business Development Brandon Glanville

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Contact: Brandon Glanville brandon@upshiftonline.com

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DAKAR READY

Interview with Mason Klein

BIG WELSH ADVENTURE 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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A Guided Tour Around Wales

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MISSION ACCOMPLISHED!

PEAC MAXIMA’S EXCLUSIVE ADDITIVE SYSTEM

PEAC additive system was developed by Maxima and tested with factory teams like Monster Energy Kawasaki, Monster Energy Pro Circuit Kawasaki and Geico Factory Connection Honda. PEAC was designed to significantly improve performance in several critical areas: engine cleanliness, clutch performance, power & acceleration. This unique additive system is exclusive to the Maxima 4-stroke engine oil line-up.

OEM APPROVED SAFE FOR USE IN ALL MOTORCYCLES

Maxima 4-stroke engine oils meet or exceed the requirements set forth in your motorcycle owners manual. For use in all motorcycle brands: Husqvarna, KTM, BMW, Triumph, Kawasaki, Yamaha, Honda, Suzuki, GasGas and more.

Guaranteed by Maxima Racing Oils / Made in the USA / MaximaUSA.com

PAY IT FORWARD

By Chad De Alva

I recently had the opportunity to get out with a group of riders who had gathered to pay it forward to support an up-and-coming rider who is going places. I left the ride feeling inspired and proud of the riding community. Here was a group of people that came from all over the country and from all different walks of life, and through a common thread of riding, all went out of their way to support another rider. It got me thinking – what would the riding community be like if more of us seized opportunities to pay it forward?

You don’t have to be a pro-level fast, round the world rider to do this.

Opportunities to pay it forward can present themselves at any time to anyone; paying it forward can also be done off the bike. There are clubs and organizations all across the country where a little support can go a long way to help keep trails open and maintained, build new trails, or help pass the torch to the next generation and the future of our sport.

Paying it forward doesn’t have to be a big thing – just showing another rider a good line up a gnarly obstacle, or taking a little time to help a rider install their first mousse, or kicking $20 to the local club who you saw fixing a trail; you can also help do the trail work. The fact that we’re looking for ways to support the community is what’s important here. So as a rider and as a part of this awesome, diverse, crazy community that never ceases to entertain and impress, let’s all make an effort to look for ways to pay it forward and help out other riders and riding opportunities in 2022 and beyond.

RUBY Moto R7 KTM Mask Light Kit RUBY Moto and MotoMinded had a baby...and it’s beautiful. In under 10 minutes you can have more than 10 times the light output over KTM’s stock headlight, enter the RUBY Moto R7 Mask. Powered by seven top-tier American made CREE LED’s, an R7 will throw a whopping 7,500 lumens of usable light hundreds of yards down your path. The extra distance and spread of the crystal clear 5000K daylight produced enables you to better see and be seen. Trailside animals, drops, cactus, and other hazards are more quickly perceived and reacted to.

Utilizing machined and specially tuned optics, the R7 provides both a flood and spot beam pattern. Gone are the days of an overpowering center spot and dark midfield lighting. Our full spectrum lighting pattern provides an even gradient of light from center to periphery. Enjoy being seen by other motorists during the day and have all the firepower in the world for night missions across the desert.

Sold as a kit, including an R7 and MotoMinded bracket to fit directly into 2017-2022 KTM EXC-F models, and Hyper-Vis Lens Cover. Plug and play functionality into the KTM wire harness, complete install can be done in 10 minutes. www.rubymoto.com

CELEBRATE OUTSIDE

QUICK ZIPPERED ACCESS

WOLFMANLUGGAGE.COM

KTM 790 Rally fully loaded with Enduro Tank Bag, B-Base, Zip-R Bags on B-Base plus Tank Pannier Base

2O22 25O / 3OO

Mosko Moto Announces The New Woodland Collection Mosko Moto is excited to announce the immediate availability of our forest-fresh Woodland Collection. For the first time in Mosko’s history, we’re excited to introduce a new permanent injection of color to our luggage lineup with this Woodland colorway. These are the same bomb-proof bags constructed with heavy-duty materials, that are ready to take a beating, but now available in multiple colors.

Offered in Woodland: • Navigator Cell Phone Pocket • Reckless 10L • Reckless 40L (V3.0) • Reckless 80L Revolver (V3.0) • Backcountry Pannier (V2.1) (25L, 35L & 25/35 Offset) • Aux Pox (4L & 5L) • Nomax Tank Bag • Hood Tank Bag • Pico Tank Bag • Backcountry Duffle (V2.0) (30L & 40L) • Scout Duffle (30L & 50L) Customer Impact - Our products are living organisms, continually evolving based on rider feedback. Every piece in our line of luggage originates from the principle that technical and fundamental needs are the same: tough, weight-conscious gear that can survive long-term, unsupported travel through highly abusive terrain. www.moskomoto.com ProTaper Fuzion Handlebars The Fuzion Handlebar is a new concept in high-performance control systems. Its revolutionary flex locking design allows riders to choose between a stiffer, more controlled handlebar feel and a softer, more shock-absorbing one, depending on terrain conditions.

Switching between the “Locked” and “Unlocked” settings takes only seconds. The handlebar itself utilizes ProTaper’s exclusive 2000 series T6 aluminum alloy with a computer-profiled 5 mm-thick wall design for the ultimate in lightweight strength. The Fuzion is sold in six different bends. www.protaper.com

Motion Pro Fuel Injector Cleaner Kit Many of the available fuels today are contaminated with dirt and high levels of ethanol that can clog up the small spray ports in your fuel and significantly reduce the performance of your bike. The Motion Pro Kit allows you to back-flush the debris out of your fuel injectors against the typical flow of fuel and then flush back through in the typical direction of flow to clean all that debris out and get your bike running correctly again. The tool is available as a standard kit just with a billet manifold as well as kits that go along with an electrical pigtail to fit your application or you can buy the pigtail separately as you add bikes to your collection. www.motionpro.com.

Features • Easily cleans most fuel injectors • Base Kit does not include any injector connector pigtails (available separately) • Will flush and back flush injectors for best possible cleaning process • No compressed air required • For best results use Motion Pro Fuel Injector Cleaner 15-0004, it’s specifically formulated not to harm O-rings and other fuel injector moving parts • Push button switch to turn fuel injector on with LED battery condition indicator light • Durable anodized billet aluminum construction • Built tough for everyday shop use • 9 volt battery included

Cardo Packtalk Black Special Edition PACKTALK BLACK special-edition model that pairs sleek, dark styling with unmatched, industry-leading sound by JBL. In addition to utilizing Cardo’s proprietary, and proven, Dynamic Mesh Communication™ (DMC) technology, PACKTALK BLACK features powerful 45mm JBL speakers, a sleek, blacked-out design and a three-year warranty to create the industry’s most sophisticated and dynamic motorcycle communications system.

Making its global debut via a YouTube Q&A with motocross icon Ricky Carmichael, PACKTALK BLACK offers the same industry-leading features riders have relied on with the PACKTALK BOLD and PACKTALK SLIM. Cardo’s state-of-art, DMC-powered devices function with a self-adjusting network that automatically maintains a connection, thus allowing up to 15 riders to seamlessly join, leave and rejoin at a distance of up to five miles. Like other PACKTALK models, PACKTALK BLACK is water and dust proof, offers 13 hours of battery life, and features the always-on Natural Voice Operation – allowing riders to keep their eyes on the road, hands on the bars, and activate their device by simply saying “Hey, Cardo.”

“The PACKTALK BLACK is the ultimate choice for riders who demand the highest level of style and performance, coupled with the industry’s best, most proven and reliable technology,” said Dan Emodi, Cardo Systems’ Chief Marketing Officer. “With the industry’s first, and only three-year complete warranty, riders can reap the benefits of PACKTALK’s superior, proven technology and unmatched features, but do so with a darker, edgier expression of personal style.”

Available for $339.95. www.cardosystems.com

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 USA, LLC.

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. *

WIDE OPEN

NEVADA

PHOTO: CHAD DE ALVA

WIDE OPEN

PORTUGAL

PHOTO: CHAD DE ALVA

WIDE OPEN

NEW MEXICO

PHOTO: OLIVIER DE VAULX

WIDE OPEN

IDAHO

PHOTO: SIMON CUDBY

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PORTUGAL

PHOTO: GORM TAUBE

ESSENTIAL ADV ST R E A M L I N E D U T I L I T Y LO N G D I STA N C E C O M F O RT M I DW E I G H T A DV- R E A DY NEW CARLSBAD JAC K E T & PA N T KRIOS PRO HELMET E D G E O F F- R OA D G O G G L E

# K L IML IF E

K L I M .C O M

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IDAHO

PHOTO: STEPHEN W. CLARK

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COLORADO

PHOTO: CHAD DE ALVA

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NEW MEXICO

PHOTO: OLIVIER DE VAULX

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RUSSIA

PHOTO: ANATOLY CHERNYAVSKIY

KRIEGA.US

#RIDEKRIEGA

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WALES

PHOTO: TRAVIS GILL

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MONTANA

PHOTO: TIM BURKE

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NEW MEXICO

PHOTO: CHAD DE ALVA

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MEXICO

PHOTO: OLIVIER DE VAULX

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WALES

PHOTO: TRAVIS GILL

COPPER CANYON - MEXICO PART ONE

WORDS AND PHOTOS BY OLIVIER DE VAULX

On the other side Living in the US, the stories you hear about Mexico are usually a mixed bag of greatness and distrust. You hear a lot about Baja California being an off-road paradise, where thousands of Americans ride every winter. No hassle at the border, endless hours of desert riding and cheap tacos, Baja seems like the go-to destination for most SoCal riders. On the other hand, the simple mention of mainland Mexico can be enough to freeze the most enthusiastic of these Baja riders, who will then start to whisper in your ear some horror story involving drug cartels, abductions and murders. In this context, no wonder why we never really considered riding on the other side of the border! Nonetheless, everything changed when we received an invitation from Kevin Glassett, aka GPS Kevin, to go on a week-long adventure in Mexico to reach Copper Canyon. Kevin, who decided more than a decade ago to make the use of a GPS easier for motorcycle enthusiasts, developed a dozen of GPS-friendly off-road adventures on his website. gpskevinadventurerides.com is not a guy who would take this chance if he didn’t know what he was doing. The fact that he planned the ride with Roberto, a good friend and a native Mexican, was a confidence booster and it didn’t take more than a few seconds before we decided to forget the naysayers and to give it a try.

Crossing the border However, riding abroad brings more challenges than any ride within the 50 states.

Jane Glassett was very supportive and sent us a lot of information regarding the paperwork required at the border, where regulations are strict compared to Baja California. With 3 printed copies of every document including: title, registration, US insurance, Mexican insurance, temporary import permit, tourist visa, passport, and $400 in cash as a deposit for the temporary import of our bikes, we arrived at the border in Douglas, AZ fully prepared. We crossed the border a first time by foot to enter the customs building, with our papers in hand and a lot of confidence, which disappeared when we realized that none of the employees spoke English! Roberto was already here though, and managed to help each of the 15 riders of the group to successfully go through the process of clearing our administrative path to Mexico.

Even though the custom agents requested different documents for every rider, the criteria for doing so appeared to be more random than anything else; it took less than half an hour for each rider to get cleared.

We could then go back to the US side, pick up our bikes, and finally cross the border without any of the heavily armed agents checking our paperwork.

ADVENTURE TRANSFORMED

THE BENCHMARK FOR MAXIMUM OFF-ROAD ADVENTURE. Versatile and agile, with a premium specification, the Tiger 900 Rally range delivers incredible off-road capability, with phenomenal power and performance, and a dominant adventure-focused stance for maximum off-road adventure riding and all-road comfort and style.

The Tiger 900 Rally and higher specification Rally Pro both feature a lightweight adventure chassis, advanced technology and premium equipment, plus a high capacity 900cc triple engine, delivering impressive torque low down, with overall peak power at 94 HP. Find out more, visit TriumphMotorcycles.com

Rules in the south Once in Mexico, everything changes in a blink. The cars suddenly drive slowly in streets where speed bumps are not signaled and stop signs don’t have a white line to prevent you from entering an intersection. Luckily, the traffic is very sparse and we had time to adjust to the local usage, like when drivers use their turn signal to the left to indicate that you can pass them, while you have no clue and wait endlessly for them to turn. After getting our butts kicked a few times over hidden speed bumps, we finally got it right and adopted the careful walking speed of the locals while crossing towns and villages, trying to remember that all the signs here are in kilometers and not in miles. During the first few miles, we rode on large highways where miles of great pavement alternated with dirt sections under construction.

It set the tone for the rest of the ride: enjoy the near perfect conditions, but always expect for things to get sideways at any moment. The first stop at a gas station was the perfect illustration of this principle. On one hand, we were welcomed by a friendly top-model woman, true clone of Letty in Fast and Furious. The movie was incidentally on the computer screen behind the register. But unlike in the franchise, we had to fill our tanks with liters of 87 fuel that smelled very different than the premium fuel we’re used to in the US. It was no big deal for our bikes, whose ECU can adjust to different quality of fuel, and we just kept going.

Fueling the tank of our adventure bikes was not always that easy. Some little towns don’t have a gas station, and if you ever forget for one moment Kevin’s mantra: “never pass a gas station without refueling,” you might get yourself in trouble. Luckily, Mexicans are really eager to help and even without speaking Spanish, we always found a way to get pointed in the direction of a local shop providing “gasolina”. There, a nice guy would pour gas in empty 5 liters Coke bottles before filling up our bikes. We then could pay in cash, either in pesos or dollars. It was easy, and made for great encounters with friendly people.

Great pavement With our final destination being 500 miles south of Douglas, our planned route used many highways. Except for the first day when we had a lot of uneventful straight lines through vast agricultural plains, a good excuse to use cruise control, the journey on pavement easily beat our expectations.

The traffic in Mexico is so light that you can ride for half an hour without seeing another vehicle, to the point of being actually surprised when a car shows up in a corner. Speaking of which, we wondered how Mexican civil engineers managed to build such beautiful winding roads. In the mountains of Chihuahua state, every stretch of road was an invitation to file our footpegs, especially since our adventure tires proved to be surprisingly good on pavement. One day, we had 252 miles of twisties with no interruption, a feat that made us feel that we were riding some sort of Isle of Man Tourist Trophy on steroids. In those conditions, I couldn’t resist the opportunity to compare my Triumph Tiger 900 to Joey’s “race ready” KTM 890 R. We switched bikes and went full throttle for miles, each one trying to figure out why he couldn’t take a definite advantage over the other. The two bikes are polar opposite, with the brutal power of the KTM twin responding to the linear confidence of the British three cylinder. On paper, there’s advantage to the KTM, but on the road the Triumph was always pulling away in the straights. Leaning the bikes in the countless curves, Joey’s stiff WP suspension gave the impression of being more precise, but I couldn’t really outpace the Tiger and its comfortable Showa units. The bigger windshield of the Tiger made for a quieter ride than the almost obnoxious Austrian, and added to the deceptive impression that the bike was not as fast, even though the two machines ended the test in a tie. With all this fury unleashed, we almost forgot that riding on public road is always a compromise with safety. A few trucks widening their corners were here to remind us of the danger of oncoming traffic and we finally slowed down to safer speeds. Later on, the perfect pavement would disappear under falling rocks, narrowing the road to the point where only one lane was usable. That was obviously the exact moment when the pot holes and random patches of sand decided to appear, making the ride even more difficult. On top of that, those tricky sections seemed to have a special appeal to some local drivers with a death wish, who would drive like crazy and avoid our bikes at the last minute in blind corners. In those moments we could feel the adrenaline rush even though we would ride at the slowest pace possible.

We all made it through, proof that it was maybe not that bad.

Tough dirt roads Even though riding on pavement was mostly fun, none of us could resist the opportunity to get dusty and try some long portions of Mexican dirt roads. Looking at the maps, we assumed that these detours used by locals on standard vehicles would be easy, but the terrain proved us wrong. Whereas in Mexico they were considered roads, in the US they would have been called double-track!

Every time we were on dirt, we couldn’t believe how challenging the tracks were. Rolling rocks, silt, ruts, rugs, switchbacks, dust, everything nature could throw at us to make us sweat was on our path. Every mile was a fight, and the heat reaching the mid nineties was not helping. In those conditions, the Tiger 900 was a great companion, its stability and the comfort of its suspension compensating for the combined weight of the machine and the fully loaded bags. Its stability had a slight downside though, as last minute changes in lines where not easy to apply.

Anticipation was key and that wasn’t really a bad thing, since it forces the rider to read the terrain way ahead, a skill that’s helpful on any bike. Still, riding on this rough terrain over rocks and ruts, we were humbled by twenty-year old cars and pickup trucks following those exact same roads to reach remote villages. For these drivers, it was just normal commuting. For us modern adventurers on two wheels, the rewards were at the height of the effort; astonishing views of mountains and canyon were waiting for us, with some wooden crosses to remind us that riding here is not a virtual game. Reaching some of these remote towns in the middle of the forest, we would wonder about the lives of these families. How can they get trucks with supplies to reach them? What about hospital, schools?

We were only a few hundred miles from the border but felt in another dimension altogether. Yet, everybody in the mostly empty street was waving at us, and the people we saw here and there working with horses or growing corn in the fields all seemed fit, healthy and friendly.

Safety first Stopping at local restaurants, sometimes not much bigger than your grandma’s kitchen, we would each time feel welcomed despite the language barrier. Nobody out there speaks English, and very few of us took the time to learn any Spanish. Feeling a bit like clumsy giants, we communicated by force of smiles and gestures, getting fresh Mexican food on our plates for just a few dollars, tip included. After all the stories we heard about Mexico being a place of terror, those halts in these small villages seemed so peaceful that we started to relax. Beside the agents at the border, a traffic accident on the road was the only time where we actually saw weapons, as the military was displaying a few Humvee’s with machine-guns and elite troopers in commando gear. Even that didn’t frighten us, as we assumed that such a demonstration of power would deter any potential bad guy to make a move. At times, we would see some brand new pickup trucks driven by young guys with two-way radios, and we usually looked in the other direction. We never knew for sure if they were part of the so feared drug cartels, but who wants to know for certain? They never payed attention to us, or pretended not to. It didn’t matter, the overall feeling was that we were safe. Of course, the fact that we came into Mexico as a group was a confidence booster, but not only regarding any issue with the local population. Each time a rider encountered a mechanical problem like a flat tire, a bent rim, a broken fuse, there were a few fellow riders ready to stop and give him a hand. Visiting villages in small groups also gave us the opportunity to share ride stories and to get to know each other better. We couldn’t really speak Spanish and communicate enough with the friendly Mexicans we met, but at least we consolidated our friendships with our fellow American riders. That’s the magic of riding within a group of adventurers. Reaching Areponapuchi, 30 miles south of Creel, to spend the night in a castle-like mansion overlooking the tiny hamlet, we were all accustomed to riding on this side of the border, and were enjoying it more everyday. We also knew that the hardest part was in front of us, the last leg to Copper Canyon. To celebrate, we went for an unexpected cable car ride over the beginning of the canyon. Going for almost 2 miles over the deep valley where some crazy engineers built no less than seven zip-lines, we were like kids on their first trip to Disneyland. The place was full of grandiose majesty and we felt truly blessed to be here. Whatever our neighbors would say about Mexico back home, we all knew we were at the right place at the right moment… and ready to keep going! To be continued…

Special thanks to…

Kevin Glassett, aka GPS Kevin, aka Yoda Kevin, for the invite on this tour. His website gpskevinadventurerides.com is a mine of info and a great place to order GPS tracks for your future rides. Thanks to Roberto Carvajal, for his priceless help organizing the trip and his patience translating each of our requests during the whole trip; Jane Glasset for the thorough info regarding paperwork; Francois and Kyle for the many u-turns during the photo sessions; Joe, Tim, Joey, Dale, Dave, Mike, Chris, Bryan, Greg, Joe, Shaun, Ralph, and Tracy for the friendly atmosphere in this group!

HUSQVARNA NORDEN 901 Launch Let’s get one thing straight right from the start: the Husqvarna Norden 901 is not a KTM 890 Adventure with a graphics kit. Rather, the Norden 901 is a unique interpretation of the 890 platform, complete with its own features and personality that make it a unique bike, and a welcome addition to the category. To experience exactly what the 901 is, Husqvarna Motorcycles invited us to the international press launch in the Azores, to ride the Norden 901 in one of the coolest places on earth that most folks have never heard of.

BY CHAD DE ALVA

PHOTOS: CHAD DE ALVA, Gorm Taube, HUSQVARNA

It’s easy to scroll right past the Azores on a map without even knowing it. These little islands hide in the Atlantic to the west of Portugal, where three of the earth’s tectonic plates meet. Tectonic plates smash. Volcanoes go boom. And that’s how you get the Azores and their incredible topography. These islands could be straight out of a video game, as there is just so much awesome riding here: paved roads with endless apexes and crazy elevation changes that are more impressive than California’s coastal mountain roads; dirt tracks running along the knife edge ridges of calderas; and shelf roads like you find in the Rockies. All of these roads and trails cut through a landscape that is a highlight reel of some of the best biomes from around the world.

Blanket the whole thing in super moody fog and precipitation, and you’ve got a place with a little bit of everything to get to know the Norden 901.

HUSQVARNA NORDEN 901 Launch

HUSQVARNA NORDEN 901 Launch

HUSQVARNA NORDEN 901 Launch

Spend even a few seconds in person looking at the Norden 901 and the differences from an 890 will start to stand out: the fuel tank, fairing and headlight assembly flanked by two fog lights; the TFT display which has a completely different theme than the Kato’s; the clickers on the tops of the fork tubes; and the seat which is a two position unit that has a completely different shape than an 890. More on the seat in a minute. Other differences are not quite as obvious, but some of these little details are things that I really appreciate. Take for instance accessing the battery. On a 7/890, you have to pull the seat and an additional cover held in place with two T30 Torx screws to access the battery. On the 901, you just pop the seat off. Yet, riding the bike is where all of these differences matter – so let’s get into that.

Throwing a leg over the Norden 901 for the first time, you’ll instantly feel in the seat and suspension that this is not a KTM 890 ADV R. The seat on the Norden 901 is great. Yes, you read that correctly. The stock seat is comfortable and supportive and I don’t feel like I need to replace it, which is something I never thought I would say about a seat from a KTM. With two positions that provide 20mm of height difference, the 901 is more accessible to a wider range of riders, yet it isn’t in your way when you stand up. Likewise, the handlebars have 30mm of adjustment range forward and aft, and I could easily see how this would accommodate my 6-foot 1-inch frame with adjustment. Norden 901 Ambassador Lyndon Poskitt stands 6-foot 3-inches tall, and he is able to get the cockpit to fit the way he wants using only stock adjustments.

HUSQVARNA NORDEN 901 Launch

HUSQVARNA NORDEN 901 Launch

Suspension is another surprise hit on the Norden 901, and from the minute you first give the bike your weight, you’ll know you are on something unique. With 220mm of travel up front and 215mm in the back, the 901 falls right between the 890 ADV and 890 ADV R in terms of travel. Unlike the Apex suspension on the 890 Adventure (not R), the 901 has front rebound and compression adjusters, and preload and rebound adjusters out back. The suspension is quite plush, and the bike felt very planted on everything from potholed dirt tracks and cobblestones to pavement and compacted gravel. Only when airing the bike out on bar ditches, or when entering G-outs at aggressive speeds, did I find the bottom of the stroke. For travel use, this stock setup is great, with one asterik: a rear compression damping adjuster would be a welcome addition.

For riders who want more suspension in their 901, 48mm Xplor (240mm of travel) and WP Pro components (240mm or 270mm of travel) suspension can be fit. And no, you don’t need new fork clamps because the Apex tubes are 48mm. Yet in stock form, the Norden’s suspension is quite good, and it’s everything many riders will ever need. While we’re on the subject of dampers, the frame has the same provision as a 7/890 frame for mounting an aftermarket steering damper.

The fuel tank, fairing, and headlight on the Norden 901 look great in my opinion, and I really appreciated the factory fog lights when our rides took us into pea soup fog where visibility would drop to less than 50 feet. Compared to the stock headlight assembly on the 7/890, the 901 provides better wind protection, even compared to my personal 790 R, which has a rally tower on the front.

The 901’s bodywork is different than the 7/890, and this is a functional change that shrouds a different shape fuel tank. For the cost of a liter of capacity, Husqvarna significantly changed the shape of the tank so that it’s narrower down low, which creates more ground clearance. They also made the oil fill cap easier to access, but the trade-off here is that the bike does feel a little more top heavy than an 890 when packing a full load of fuel.

#RIDETRAILTECH LEARN MORE AT TRAILTECH.NET

The TFT display on the Norden 901 has a completely different theme than the 7/890, and there are a number of changes in the system that I appreciate. Husqvarna has made it easier to quickly see what settings you are selecting with bright, colorful theme which is a much better experience than selecting check-boxes.

Take for instance ABS settings where not only are you seeing the words Road / Off-Road, but you’ve got red and green highlights on the bike showing you what’s turned on and what is turned off.

The 901 uses the same left hand control system as the 7/890, so it’s very easy to navigate.

Husqvarna also let us try their new companion app for the 901, which provides turn-by-turn navigation that did a great job of getting us back to base from the other side of the island. A GPS dock mount, 12V power outlet, and two ACC Leads (one switched and one always on) for powering additional devices or lights can also be found on the 901’s dash. There is a full line of Husqvarna accessories that will run the gamut from branded riding gear to slip on pipes and luggage coming for the 901 as well.

HUSQVARNA NORDEN 901 Launch

HUSQVARNA NORDEN 901 Launch

HUSQVARNA NORDEN 901 Launch

The Norden 901 is a hoot to ride thanks to its killer motor. Sitting down while hunting apexes on paved roads of varying quality, the bike delivers an experience so good that the only limiting factor is going to be the rider’s endurance and the bike’s fuel range. From soaked muddy and mossy roads in the driving rain, to dry coastal roads with all shapes and sizes of corners, the 901 devours them all and owns on-road travel and exploration. Powerful, well-modulated J. Juan brakes and state of the art electronic rider aids help this bike inspire confidence and make riding quickly safer. The Azores provided so many different surfaces for us to try out the 901, and I really liked how the bike handled slicker-than-ice cobblestones and other wet surfaces. During our on-road riding in the rain, I made sure to see how Rain Mode performed. This drive mode cuts peak power down to 82 HP (from 105HP) and softens the throttle response.

Drive modes on this bike make significant changes to how the bike rides.

Thanks to its surprisingly good suspension and proven chassis, the Norden 901 rips in the dirt. Our off-road excursions included dirt and gravel tracks with some washouts and soft sandy sections, all of which the Norden handled with ease. The stock Pirelli Rally STR tires definitely have a road bias, so soft sand was entertaining. I am interested to see what different tires, not at street pressure, can do for this bike off-road. Prospective buyers will be happy to know that the 901 uses the exact same wheelset as the 7/890, so riders who want to focus on off-road performance can utilize the Power Parts wheelset, or their off-road wheelset from another orange ADV bike.

HUSQVARNA NORDEN 901 Launch

No matter where you ride the Norden 901, you’ll appreciate that a quickshifter comes standard, which Husqvarna calls EasyShift. Rally Mode from the 7/890 is available as Explorer Mode, a dealer-unlocked extra. Explorer mode provides nine levels of traction control intervention from most aggressive level 9, to damn near off at level 1.

Explorer mode level is set on the fly with the left hand control cluster, and it’s a great system to learn to use. With the proper settings, you can pull power slides or put as much power as possible down, meaning that the bike can help you get up stuff where you would otherwise lose traction and get stuck. Learn to trust the technology – it’s pretty powerful stuff when properly employed. Explorer Mode is a great tool to have on the bike, so make sure to check that box when ordering.

Husqvarna has cultivated their own interpretation of what the 890 platform can be with the Norden 901. The net effect is that you have a unique bike with brilliant underpinnings that would be absolutely great for travel and exploring the world on two wheels. To that point, the highlight of my time in the Azores was when one other journalist and I had the opportunity to go off on our own in search of cool content on the last afternoon of the trip. Thanks to the Norden 901, I felt completely confident exploring a new part of the island both on road and off – and I think that is exactly what this bike is designed to do: instill confidence and help you explore the world.

HUSQVARNA NORDEN 901 Launch

HUSQVARNA NORDEN 901 Launch

CHECK OUT THE VIDEO ON

The Husqvarna Norden 901 is a unique variant of the 890 platform, and I’m stoked to see this bike become a production model.

The 901 takes the outstanding 890 powerplant and chassis, and combines them with new and unique parts to create a bike that is comfortable, capable, and that will prove to be a great bike used to explore and travel. Riders shopping this segment need to be honest with themselves and to check their egos – all out off-road performance isn’t always the best way to go. For most riders, the 901 is going to do everything they want off-road while proving to be more comfortable across the board. Even as a 790 ADV R model owner, I’m excited to spend more time on the 901 because I recognize the travel optimized benefits this bike provides in stock form.

I’m also excited to see how its capabilities can be massaged in time with different suspension, wheels, and tires. The Norden 901 will be hitting dealers in mid January. For more info go to www.husqvarna-motorcycles.com

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

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

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Photo: R. Schedl, R. Steinke, KISKA GmbH

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TESTED

BY CHAD DE ALVA

M o t o M i n d e d R a l ly M o t o K i t V 3 Many moons ago in a far away land, the first rally kit was created in some dude’s basement. The parts were crude and there was no guarantee that they could be persuaded to fit together without customer modification. The kit maybe included a handful of hardware packed in a reused coffee tin or some other amusing fashion, and directions were nowhere to be found. The whole affair was questionably packaged up and shipped to your door where you were then essentially on your own to complete the puzzle and hopefully end up with a complete rally kit after sinking way more time and effort than you expected into the install. Yet thankfully, times have changed, and getting a complete, well-made, easy to install rally kit is a thing. Meet the MotoMinded Rally Moto Kit V3, which is an American made, bolt on rally kit for 2014+ KTM and 2015+ Husqvarna 350cc+ dirt bikes.

Adding a Rally kit to a dirt bike is a great way to significantly expand the capabilities of that bike, and the MotoMinded Rally Moto Kit (RMK) V3 is an outstanding example of what a rally kit should be. The RMK uses the same windscreen and air dam as the KTM factory rally bikes, which work quite well at providing torso wind protection for extended stints of riding at speed. The tower easily accommodates a full roadbook setup, a GPS, or any other devices you use while riding. MotoMinded specs top shelf Baja Designs LEDs in the RMK, which means that you can ride confidently no matter where the sun is. Whether you’re looking to get into rally, either to race or just enjoy a good roadbook, or you want to significantly enhance the functionality of your bike for dual sport, ADV-lite, or travel use, a rally kit is a great way to accomplish that. Oh, and it’s also a great way to make your bike look damn good.

The RMK comes well packaged (no scratches on the windscreen!) and each and every part is kitted, labeled, and color coded to make the install process as easy as possible. Full color directions are included, and a checked-off packing list lets you know that someone actually ensured that you have everything you need before you begin the install process. MotoMinded even includes a couple of tools that some riders may not have, such as a ball-end 5mm hex, and a special razor blade for cutting the front brake guide. Many mechanics will have these things on hand, but I really appreciate that MotoMinded took the time to help make this install process as easy as possible. Directions are easy to follow, and there are two videos that help expand on the directions. Should you have any questions, you can simply call or email MotoMinded where you can instantly talk to a real live person that actually knows the RMK. The bottom line is that the scope of delivery and install process is the polar opposite of the story from the start of this article.

Installing a rally kit is still a project that is going to take time, so make sure you do not try to rush through the process. MotoMinded has done a great job making a kit that has everything needed for most bikes, but depending on your bike you may have to problem solve a little bit. For example, I had to create a cable for my front brake light switch, because I have a KTM EXC. Obviously, I could have abandoned this switch, but making an extension cable wasn’t a big hassle so I just opted to keep the switch in play.

Speaking of wiring, be prepared to spend time making sure that your wiring isn’t getting pinched, pulled, or run over anything sharp as you cycle the steering from stop to stop. There’s plenty of room in the tower to route everything, so it’s up to you to ensure that your bike isn’t going to eat its cabling while you are riding. Routing cabling is where I noticed the only thing I can really ding the RMK for, and that is the aluminum plates have sharp edges. This is more of an awareness thing, as it’s easy to touch a plate with a Dremel or sanding tool of your choice, but it would be awesome to see a chamfered or filleted edge on these plates in the future.

TESTED: MotoMinded Rally Moto Kit V3

TESTED: MotoMinded Rally Moto Kit V3 Otherwise, the install process is unremarkable, which is to say that it’s just following the directions and taking your time to route everything properly. It’s worth noting that the RMK is available completely unassembled, or with a big chunk of the tower pre-assembled. Either way, you’ll end up with a rock solid rally tower with a quick disconnect windshield and side shrouds that is well made and ready for any type of riding you can subject it to. The RMK is currently in use by a spectrum of riders ranging from around the world travelers to 2022 Dakar racers like Mason Klein. It’s also very telling that at a recent roadbook riding gathering I attended, MotoMinded rally kits were the only production rally kits in use.

TESTED: MotoMinded Rally Moto Kit V3 The first time you ride a dirt bike with an RMK, a number of things are instantly obvious, and the potential stemming from these things is pretty impressive. The added wind protection is a welcome addition for riding at speed, so fast dirt roads, high speed desert, and occasional back road blasts are more enjoyable. The tower is a great place to mount your instruments or rally kit where you can glance at it more quickly than a bar mounted solution. The lighting package is a quantum leap over stock, and something that truly does make the bike usable at speed at night. All of this is added to your bike without making the bike feel like a sand bag is dangling off of the front. So the short answer is that you’re adding a ton of capability to a dirt bike, with only a minor trade-off for all of that gain. You’ll notice that your bike’s center of mass is a little higher up, and a dirty windscreen makes picking your way through properly technical sections a little more challenging, as you can’t see what’s right in front of your front tire as easily. Yet, the benefits of an RMK seriously outpace these little drawbacks.

The MotoMinded Rally Moto Kit V3 is a great option for anyone looking to add a serious serving of functionality to their dirt bike.

The kit adds all of the aforementioned benefits to your dirt bike, significantly expanding the type of riding at which the bike will excel.

The kit does not irreversibly alter the bike, so going back to a stock headlight setup is an option if you want to ever take the kit off. The installation process is about as good as it gets, thanks to a great scope of delivery and customer support that’s there if you need it.

The Rally Moto Kit has made me rediscover just how much fun it is on my 500. I now find myself dreaming up all of these new ideas for rides that take full advantage of the expanded capability of the bike, and that’s all thanks to the RMK. I’ve also now had the opportunity to try roadbook navigation, which has proven to be an incredible experience and a way to meet some outstanding people. If you’re looking for a rally kit for your dirt bike for any use case, a MotoMinded Rally Moto Kit V3 is hands down the way to go. For more information, check out www.MotoMinded.com.

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TECH: RIM WIDTH

BY CHAD DE ALVA

S T ABIL I T Y VERSUS PERF ORMANCE E XPL AINED Street bikes and dirt bikes have totally different designs that reflect the two very different types of riding these bikes are made for. Adventure bikes bridge the gap between dirt and street so their design has to enable the bike to do two completely different things, which is why many riders consider adventure bikes an exercise in compromise.

Adventure bike manufactures must make their bikes safe to use on the road, so when it comes to choosing the width of the stock rims, manufactures lean toward rim widths that provide on-road stability and performance. Riders who want to make their adventure bikes perform better off-road will either change the rim widths of their stock wheelset, or they will pick up an off-road specific wheel set. Narrower rims on an adventure bike can provide serious performance benefits in certain areas, but they are not without their drawbacks. To understand how rim width impacts adventure bike performance, I reached out to bike manufactures, wheel manufacturers, tire manufactures, and very experienced ADV riders to compile all of their knowledge and experience into one article. Let’s geek out.

It’s imperative to consume this information with an open mind, which is a polite way to say that we all need to check our egos so we can take a critical look at what makes the most sense for ourselves as unique riders. Running an off-road wheelset and dirt bike knobby tires on your ADV bike will look cool, but if you never ever actually ride in the dirt, your wheel and tire choice is costing you serious performance on-road. So set your bike up to perform best for how you ride – not what looks good on the ‘Gram. You will be happier in the long run if you can be honest with yourself when it comes to making wheel and tire choices.

Tires and wheels work together as a system, and there are limits as to what size tire can safely be installed on a given rim width. So no, you shouldn’t try to install your favorite 120/100-18 dirt bike knobby tire on the stock rear wheel of your KTM adventure bike which measures 4.5-inches wide. If you want to run a 120 rear on your ADV bike, you need to have the correct rim width, and a popular ADV rim width that works with 120-sized tires is a 2.5-inch wide rear rim. Narrower rims open the door to more aggressive off-road tire options, make for a quicker handling bike, and narrower rims are better protected from impacts as we will see in a minute. Yet, you can’t get something for nothing, and the trade off for more off-road performance with aggressive tires is a bike that can be scary on the pavement. Narrow rims and off-road tires can make a bike squirrelly (compared to stock), and this wheel and tire combination will provide less grip on-road than wider rims with on-road / off-road (not dirt bike knobby) tires would.

DUNLOP 908RR ON 2.5” RIM AT 10 PSI

DUNLOP 908RR ON 4.5” RIM AT 10 PSI

2.15” RIm WIDTH

2.15”

3.5” RIm WIDTH

3.5”

4.5” RIm WIDTH

4.5”

TECH: RIM WIDTH Conversely, the stock width KTM adventure wheels work well on road, and they can certainly be used off-road, but they’re easy to damage off-road if you aren’t careful. Their width means that the rims are more exposed, so when you smack into a rock there is less tire available to absorb that impact which means more force from the impact is transferred to the rim – and that’s how flat spots or other rim damage happens.

To put this in perspective, let’s take a look at how rim width changes the profile of a tire. I mounted a Dunlop D908RR in size 150/70-18 on three rims that cover the range of applicable rims, as per the Dunlop website. I used a 2.15-inch, 3.5-inch, and a 4.5-inch rim. Look closely at how the height, width, and overall profile of the tire changes as a function of the rim it is on. The tire’s overall width changes by 0.625-inches going from the 2.15-inch rim to the 4.5-inch rim. Yet the change in tire profile is more telling than overall width. On the 4.5-inch rim, the tire’s sidewall is the widest point of the tire. Now look at the 2.15-inch rim where the tread blocks are the widest point on the tire. When measured to the centerline of the tire, the profile is more than a quarter inch taller on the 2.15-inch and 3.5-inch rims. Note that the 3.5-inch rim creates nearly the same tread profile as the 2.15, while the increase in rim width will lend to better sidewall support and provide better high grip (on-road) cornering performance.

Now let’s take a look at a front tire where we can see how different rim widths are much more exposed or protected when the same size tire is mounted. The photo of the two cross sections uses the same 90/90-21 tire mounted on a 1.6-inch and a 2.5-inch front rim. For the record, this isn’t a perfect analogue of the tire profile as the tire cross section isn’t inflated, but it still gets the point across. Notice how much more tucked under the tire and protected the 1.6-inch rim is when compared to the 2.5-inch rim. Consider smashing both of these cross-sections into a square edged rock ledge – the 2.5 inch rim would be more likely to suffer damage from the impact. Now if we consider which tire would be less likely to deform under cornering loads, the 2.5-inch rim will perform better in high speed, high grip cornering situations. The point here is that rim width comes with trade-offs, so you need to take a realistic look at what is going to make the most sense for how you like to ride. Thankfully, there is a robust wheel aftermarket, and companies like Dubya USA can help you determine what rim widths make the most sense for how you like to ride.

There are two main paths to choose from when it comes to adventure bike rims.

You can have your stock wheels re-laced with new rims, or you can pick up a second wheelset. Either way, you’re going to gain performance and durability, so the question is what option makes the most sense? A complete wheelset does cost more than replacing rims, but it adds a serious amount of function to your ADV bike in that you can have an off-road wheel set and a more road-focused wheelset ready to go.

TECH: RIM WIDTH

TECH: RIM WIDTH This is a great option for riders who want maximum off-road performance when they’re doing off-road rides, but also want the bike to perform on road with a quick wheelset change. Re-lacing the stock wheels with aftermarket rims will give you a much stronger, more rigid wheel than stock. Dubya can lace up almost any rim width you want to the stock hubs, so if you’ve smashed your stock rims or are ready to unlock more tire options, this can be a great way to go.

Adventure bikes are a compromise. But they’re a compromise that happens to be a ton of fun to ride both in the dirt and on the street.

I’ll tell you right now, doing only one type of riding with an ADV bike is leaving fun on the table. As adventure bike riders, we all ride our bikes in different ways, so there is no such thing as the best rim width for every ADV bike rider out there. The way to find the best rim widths for you as a unique rider is to be honest with yourself when it comes time to pick up new rims or wheels. The guys at Dubya USA are super knowledgeable, and no matter how you ride or where you ride, they can help you determine what rims will support the type of riding you like to do best. From riders who avoid the street unless there is no other choice, to 50/50 riders, and riders who are just starting to dabble in the dirt, Dubya can set you up with rims or complete wheels that will help make your bike perform the best for how you like to use it. Adventure bikes are so much fun for so many different types of riding, so make rim width choices that will help you enjoy your bike, because that is ultimately what this whole thing is about. For more information on rims or wheels, please reach out to Dubya at www.dubyausa.com

S e n d t h e se arc h

MASON KLEIN DAKAR READY The Dakar is a race that attracts superlatives: longest, hardest, most dangerous, etc. For Mason Klein, we can add youngest, since at 20 years old he will be one of the youngest pilots ever to enter the race when it starts in Saudi Arabia in January.

Mason and I sat down at his home with his family gathered around and talked about Dakar, his history, and what comes next. I came away impressed by his work ethic around the sport of rally- he is immersing himself and learning every chance he gets.

At an age when most people are starting out on their own working or in college, he is staying at home but working hard at rally, and taking college classes at the same time. His family (even his little brother) is supportive and it was great to see how they are all working together to help him be successful.

WORDS: NED SUESSE

PHOTOS: RALLY ZONE

Ned Suesse: Give us a quick introduction to your history of riding. How

long have you been riding and how did you come across the sport of Rally?

Mason Klein: I have been riding dirt bikes since I was 2. I got a Suzuki LT

MASON KLEIN DAKAR READY

50 for my birthday and have loved riding ever since. I was born in Long Beach, CA so my riding was limited to holidays and desert trips. To fill in between riding motorcycles, I started racing BMX, and did that for several years. Around age 10 my dad was invited to a District 37 race and our friends told my dad there were kids races. That was around 2011 and I have been racing desert and off-road ever since.

A few years ago my dad took us to a KTM Adventure Rally in Park City, UT. While we were there, Chris at MotoMinded opened my eyes to rally, and right away I was excited about it. At the time, I was still in high school, so I wasn’t old enough to enter rally events. I made my first road book holder from a Spot Tracker cardboard box, pencils and rubber bands. I found Rally Navigator and made my first roadbook out of my driveway. I still have that Gen 1 Roadbook holder if you want to see it! The more I rode where I had to navigate, the more I loved it.

Now, between races, I spend a lot of time riding and training in the mountains behind my home in Agua Dulce. I ride with my younger brother, Carter, who is a fast Pro 250 rider, and several other off-road racers from my area.

NS: You’ve been going fast for a while, what are some notable race results

or championships?

MK: As a kid I won several District 37 number one plates, an AMA #1

plate and a #1 plate at Best in the Desert with my brother. In rally, I did well in Sonora this year and I am proud of winning the Rally 2 class at the Rally du Maroc this year.

NS: Who inspires you?

MK: I am inspired by a few different riders and racers. First and foremost,

my dad. From an early age he has always been a very good rider/racer.

He is a smart rider and he is good at technical riding. In the last few years he focused more on Carter and me, and doesn’t ride as much as he did in the past. He likes rally too and if I didn’t take up so much of his time and money I think he would race a rally. I bet he will soon!

In addition, Skyler Howes has gone above and beyond to help me and is willing to tell me things I don’t want to hear when I need to hear them. He’s like an honest big brother. He’s gone above and beyond to make sure I have opportunities to show people I have potential and that I don’t make mistakes because I am young or immature. Hopefully some day I can pay him back for the things he has done for me. He will say that I contribute and I do a lot of work making roadbooks but really just being invited to spend time with “real” rally racers is a huge education and something I can’t repay him for. Finally, of course I was a huge fan of Kurt Caselli.

NS: Tell us a favorite story from the past?

400. I started for our team, and a few miles into the race, our motor seized. According to the rules, your pit crew can drop off parts with course workers who can bring them to a racer as long as your pit crew doesn’t get on course. My dad found a course worker who brought me tools and a piston to do a top end rebuild, and just a few miles into the day, I tore the bike down and did a top end rebuild on the side of the course.

When I finally got the bike back together, it started and I was back in the race. Our competition was plagued with mechanical issues all day and they ultimately threw in the towel. I learned a big lesson that day which is: “it’s not over until it’s over”. My dad made a point to make us self-sufficient mechanics early on and it felt good that my skills resulted in a win when we were sure we had lost.

NS: When you think about Dakar, what do you see as your biggest challenges?

MK: From Rally du Maroc, I know my biggest challenge might be public speaking. I’m way more com-

fortable on the bike than facing a microphone! I know I will get better at it with time but usually I am like a deer in the headlights. I can talk about rally and my day riding or anything but as soon as there is a microphone or a voice recorder in front of me, I draw a blank.

NS: Let’s talk about the Sonora Rally this year. How was that experience?

MK: In stage 1 of the Sonora Rally, the race organization made the decision to cut off the stage at a point

where I happened to be the leader. Obviously, that’s an unusual situation but there was nothing I could do about it, so I went with it, and that put me opening the second stage. Some people have suggested that I would feel stressed or pressured leading out, but that isn’t how I felt at all. I really enjoyed leading out the Stage. I am a focused navigator and even when I am following, I try to navigate rather than just going fast and following lines. I liked the challenge of trying to hold off Andrew Short and Ricky Brabec, and it took them a while to catch me so I am happy about that. Plus, there was no dust for a while, and that’s always nice!

MASON KLEIN DAKAR READY

MK: A few years ago, I teamed up with my brother and a friend of ours, Zach Cramer, to race the Mint

MASON KLEIN DAKAR READY

The rest of the race was solid, which lead me to an overall P5 finish for the week. My KTM 450 RFR is such an amazing bike and I am grateful I was able to import one last year. The course was at times more like a fast Score race with less navigation and really high speeds, but I was proud of myself and was able to manage 5 solid stages. Darren and Erin-Lee Skillton and the Sonora Rally crew do an amazing job every year.

At the race, I hit barbed wire for the third time this year so I finally convinced my eye doctor to approve PRK laser eye surgery so I can see better (I am a few years younger than they normally want you to be for eye surgery). I am two weeks post-op and am still a bit blurry so I am hoping in the next two weeks my eyes are fully healed and I can see well. I have had to wear RX Goggles inserts for years now so it will be nice to have “normal” eyes soon.

NS: You just won the Rally du Maroc (RdM) Rally 2 class. Tell us about the race? What was your favor-

MASON KLEIN DAKAR READY

ite moment? How about your least favorite moment?

MK: I am learning quickly that these longer rally races are not just about speed and navigation. There

is a HUGE mental component. That is hard for me as a young person. Stage 1 of the RdM was tough.

Although I won the stage, I crashed, which activated my air bag vest and I was in pain the rest of the week. In addition, there was a sandstorm, lots of people were lost, and I came up on a severely injured rider, not to mention enduring high temps and dehydration. That was like Rally 101 in terms of mental fitness, where I learned about how costly mistakes can be and how important it is to stay balanced.

Day 1 set the tone for the week. I realized I needed to settle in and focus on endurance and my strength, which is navigation. That approach proved to be the right one. I can see that pacing yourself for an event, keeping mentally focused and being diligent about your nutrition is so important. I am constantly told that I just should have fun and finish, but it’s hard to just have fun; when you are a racer you want to win.

As far as my favorite moment, that’s easy- it was crossing the finish line as a winner. I am proud of how I rode. My least favorite moment was coming up on a down rider. You never want to see someone hurt.

NS: While we are talking about that, how do you think about risk? How do you evaluate risk toward

finishing? How do you evaluate risk of injury?

MK: Yes. Risk is part of it. My parents have said for a long time that racing could result in life changing

injuries. I understand that and being hurt would really stink. However, I just don’t think I would be happy living any other way. Without motorcycles, I wouldn’t know what to do for fun. This is my passion. We do everything we can to be safe for training, from bike maintenance to proper nutrition and yet it seems like maybe if God has another plan for you then you can’t do much to change that. My dad always tells us - ride smart. I think you can minimize risk by making sure you do everything possible to prevent an accident. At the end of the day sometimes accidents happen especially at high speed. I have accepted that risk because I love riding.

NS: What’s your motivation for wanting to race Dakar? What are your goals for the 2022 Dakar race?

For future years?

MK: Well, who doesn’t want to race Dakar? It’s the Olympics of off-road racing. It’s the ultimate test of

mind, body and machine. If you don’t have all three you won’t finish.

When I was younger I thought to myself that races felt too short. I love riding. I love racing. I love adventure and meeting new friends and I wanted our desert races to last all day, all week even. I wanted more. Dakar is more!

In the long run, I want to show more people in the US that this is something they can get involved with and participate in, even as an American. It would be great for rally racing to be more accessible in the US. Finally, I want to show the factory teams that I have great potential. If I could join a rally team that would be a dream come true.

NS: Dakar is an expensive undertaking. How are you financing it?

MK: Skyler did a great video on the cost. So there is airfare, FIM license, Support Team, Bike Rental,

Safety Package, hotels between here and there, parts budget during the race. The total comes to more than $80K when you go with a top support team like BAS Dakar, and that does not include training and prep before the race.

To help me get there, the riding community has come together and it is unbelievable how supportive these people have been. I hate asking for money, but the rally community has been amazing to help me reach my goals.

A number of companies have stepped up to help too, and I couldn’t do it without them. More on that in a moment, but you will see them all on my helmet, bike graphics, jersey sleeves, etc. They have donated cash, items that we have raffled at fundraisers, etc. Basically, I’ll do whatever it takes to get there!

NS: Are there sponsors you would like to thank?

MK: Yes there are. It’s a long list as of today!

So, from the beginning our family friend Felipe Barron and his family have dropped everything to make sure I have the support I need. From the first KTM Adventure Rally until now. He’s so busy and he drops everything for me. He was at my first rally school with Scott Bright and both of my Sonora races. Then, there is Motominded (Chris Vestal), Rally Moto Shop (Matthew Glade), Taco Moto Co (Taco Mike), IMS Products (the best ever), Kansas Rally Team (you will know them soon!),

MASON KLEIN DAKAR READY

After that, I want to prove that I can do something that most people my age can’t do. I have had my eyes on this race for a long time. I am so lucky to have parents, friends and family that are supporting my dream. We all know that the cost is crazy expensive. So many people – strangers, new friends, have come out of the woodwork to support me.

MASON KLEIN DAKAR READY

MultiTool Racing (great guys in the SXS racing and rally world), our family friends Chris and Christine Burroughs would literally do anything to help, So Cal Rally (Dan Bart) and Happy Dave and their fundraisers for me, Mike Davis at Adventure Rider Products, Rocky Mountain Detours – Mike Georgeson who got all his friends to donate instead of buy Starbucks, Hammer Nutrition (can’t live without them and I survive on about 10 of their products in a rally – email me for a list!), Labache Ag – super generous Luc Valentin, Modified Machineworks, Blud Lubricants, Luke from ICO, RNS - Tony, RMS – Matthew, our D37 club members from So Cal MC, Double Take Mirrors and Motominded (Chris) have been giving me the gear to be successful for years now! I’d also like to thank Mike Brillanti and Alex Martens from Konflict- these guys have stepped up in a big way. The rally world has the best of the best out there and I’m grateful for their help! Also there are people like Victor at Chasing Waypoints Podcast that have allowed me to talk about my goals and Dakar. Then the obvious – Skyler Howes, Jordi Viladoms (Red Bull KTM Rally Team Manager) and Bart van der Velden (BAS Dakar) for the education and opportunity of a lifetime. There is a long list of Go Fund Me supporters too – I hope I didn’t forget anyone!

NS: How can people help you?

MK: I have a Go Fund Me or anyone can mes-

sage me @mason_klein1 on Instagram and @korroffroad to support me or message me.

Here is the Go Fund Me link www.gofundme.com/f/help-mason-klein-rally-in-dakar

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By Travis Gill of viajarMOTO.com

“These trails are awesome!” I exclaimed after riding up a particularly challenging muddy section of single track road.

A rider from England replied, “You Yanks always use the word awesome to describe things. Here in the UK we like to use the term brilliant.”

“How about bloody brilliant!” I replied. With an approving smile and a head nod, I was immediately accepted into this flock of other riders from the United Kingdom.

We were enjoying a guided tour of Wales, hosted by Steph Jeavons and Tony Williams of the motorcycle tour company Moto Junkies. This four-day tour was aptly called “The Big Welsh Adventure” and it ended up being a lot more adventure than I had imagined. During the second day I was riding up a rather steep hill that included a mixture of wet grass and mud. My nearly bald rear tire lost traction and then quickly spun the back of my BMW G650GS sideways and to the right. The motorcycle fell to the left but my right foot remained firmly planted on the peg which resulted in me twisting my right knee as I fell down into the Welsh mud. Fortunately, I was able to quickly get up, right my bike with the help of another rider, and then continue up the hill – albeit with a lot more caution.

A little later, during our stop for an afternoon meal, I was trying to brush off the mud from my riding pants and commented, “It seems I got a bit muddy this morning on my fall.”

A rider from Scotland exclaimed, “That’s not mud, me friend, that’s sheep shat!”

“Ugh”, I replied, doing my best to brush it off with my leather glove.

Another rider from Wales laughed, “It seems you’ve received a proper Welch baptism!”

There are a lot of sheep in Wales – well over 10 million! The mountainous and wet climate is ideal for breeding and grazing these hardy animals. They can be seen lazily munching along the sides of the roadway, meandering in front of traffic, and even laying in the middle of the road. Most of the time these sheep just ignore you as you motor by, but on a few occasions they get startled and can jump right in front of your path. Sheep can also be seen on the menus of century-old restaurants and pubs as lamb chops, mutton, and lamb curry, all prepared deliciously in the traditional Welsh way.

Wales is an incredibly beautiful country. The layers of vibrant green fields, dotted with sheep happily munching on a seemingly endless supply of grass, and natural fences made from flat rocks or thick hedges felt like a fairy-tale setting. The backcountry flourishes with narrow and winding roads that are reminiscent of a dragon’s tail that climb up steep overlooks where we would stop to take in all the majestic wonder. Wales is truly a wonderful country to explore, especially on two wheels. Our four-day tour took us past castles, through forest roads, twisties, lakes and reservoirs, mountains, and breathtaking coastline views. We enjoyed legendary locations such as Great Orme, Snowdonia National Park, Pembrokenshire, and the Breton Beacons.

Moto Junkies offers two options for exploring the beauty of Wales: the Honda CRF 300 and the Royal Enfield Himalayan. Both are ideal for beginner riders and are lightweight enough to pick up off the trail if you manage to drop them in the Welsh ‘mud’. The trusty Honda CRF was Steph’s personal choice for her four-year round-the-world trip where she rode through 54 countries, and all seven continents including Antarctica. The Royal Enfield Himalayan is also ideally suited for the various off-road sections of trails throughout the Welsh countryside to include muddy single tracks, water crossings, and steep hill climbs.

Speaking of steep hills… I had no idea that Wales is home to the steepest roadway in the world! Ffordd Pen Llech, in the seaside town of Harlech, holds the Guinness World record with a 37 percent grade. This was just one of the many things we got to experience while riding the Big Welsh Adventure.

After completing the tour, I sat down with Steph Jeavons and talked a bit about her aroundthe-world trip and Moto Junkies.

viajarMOTO: I love the name of your motorcycle training and tour company! How did you come up with the name Moto Junkies?

Moto Junkies: Motorcycles are addictive. Once you’re in, you are in for life! Any biker will tell you that, and it’s run by two self-confessed Moto Junkies who are keen to lure more people into our fast-growing community. We live and breathe bikes and we know how much joy it brings to people’s lives. The name just fits. It also looks great on t-shirts! viajarMOTO: You rode your motorcycle around the world and on every continent including Antarctica. What makes Wales such a special place for riding dirt and adventure motorcycles?

Moto Junkies: We are lucky enough to have an enormous amount of world-class roads and trails. Our mountainous terrain forces twisty roads and great views upon us. Our trails cut through stunning countryside and our Welsh cakes are delicious! I always say it’s like Canada but without the worry of bears! We also have a lot of history and that is evident everywhere you go. From the castles to the slate quarries to the miles and miles of dry stone walls that still stand the test of time despite often being built on near-vertical slopes. It’s a magical and dramatic place. viajarMOTO: You offer the Honda CRF 300 and the Royal Enfield Himalayan on your tours. Why are these motorbikes ideally suited for riding in Wales?

Moto Junkies: They are both very good all-rounders that are capable of most terrain whilst still allowing comfort on the road, and inspiring confidence on the trails through smooth unaggressive delivery. We are not out to race enduro on them. We are out to crunch some miles and enjoy the countryside whilst getting muddy and having fun with friends. They are the perfect bike for this.

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viajarMOTO: I was surprised at the amount of off-road or green lane opportunities on the tour. How has the Welsh motorbike community managed to preserve these areas for riding?

Moto Junkies: We are very lucky but we also have an active community of trail riders who work together to keep lanes clear and fight for our right to ride them when the council occasionally tries to close them. We also know the importance of sharing the lanes with other users and doing it with a smile and respect for each other. If we can all respect that, then there is no reason why we can’t all enjoy these lanes for many more happy years. viajarMOTO: Your Big Welsh Adventure covered a lot of your beautiful country over the four-day duration. For those that might have more time in Wales, are there other places you would recommend?

Moto Junkies: Wales is small but packed with beautiful countryside and coastline with three national parks that cover 20 percent of the country, so we are spoilt for choice. With only four days to see as much as we can, we have to miss something, and our Big Welsh Adventure doesn’t touch on the Llyn Peninsula which is part of Snowdonia National Park and is known as “Snowdon’s Arm”. It is protected as an area of outstanding natural beauty and makes for a wonderful holiday destination. viajarMOTO: During your guided trip we had the chance to enjoy Welsh tea, Welsh cakes, and lamb and mutton. Are there any other traditional Welsh meals that one should try?

Moto Junkies: You missed the Bara Brith! Translated this means ‘speckled bread’ and is basically a fruit loaf with the fruit being soaked in tea overnight before being added to the dough. It’s very tasty with a bit of Welsh butter and a nice cup of tea! Oh and Lava Bread too of course. A traditional Welsh delicacy made from laver seaweed. It looks awful, but is not bad on toast. viajarMOTO: Wales seems like the only country in the UK which had signs written in a language other than English. Are there any particular Welsh words that would be useful to learn?

Moto Junkies: Of course. In any country I go to I always learn at least three keywords or phrases. The same stands in Wales: How are you? - Sut mae?

Thank you – Diolch How much for a beer? - Faint am Gwrw? viajarMOTO: Thanks for sharing your incredible country with us. I’ll always have fond memories of Wales with its beautiful countryside, wonderful off-road riding, tasty food, and its friendly and cheerful people. How can one learn more about the training and tours you offer?

Moto Junkies: It’s been a pleasure! Although I’ve traveled around the world, my heart has always been in Wales and I’m extremely elated to share my wonderful country. You can learn more at www.motojunkies.co.uk.

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