Upshift Issue 65 - January 2022 by UPSHIFT

Issue 65

January 2022

KISKA.COM Photo: R. Schedl

THE MOST EPIC ROADS ARE

OFFROAD

The new KTM 1290 SUPER ADVENTURE R allows you to take aim at the horizon and choose the road more adventurous. The reaffirmed ultimate all-terrain powerhouse features reworked ergonomics, updated electronics, and a refined powerplant to enhance your ride.

SEE MORE AT KTM.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.

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.

parallel twin

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

889 cc

449 lb

husqvarna-motorcycles.com

As long as you are on planet Earth, you’re not lost. Trust in the north.

N o r d e n

the entire globe is a playground just waiting for you to explore. inspired by the north and built for the world, the norden 901 is a rugged travel machine ready to face the unknown.

9 01

ISSUE 65 January 2022

Issue 65

INSTA-ADV

January 2022

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

Design, Production Chris Glaspell

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LOGO SHEET

THE INSIDER

The Evolution Of A BDR Advocate

Contributing Writers Kalyn Benaroya Randy Commans Chad de Alva Olivier de Vaulx Ned Suesse Inna Thorn Bill Whitacre

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Contributing Photographers Simon Cudby Chad de Alva Olivier de Vaulx Javi Echevarría Marcin Kin David Marvier

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Views Through The Lens

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Technical Editor Chad de Alva

COPPER CANYON

Story Editor Stefanie Glaspell

Mexico - Part Two

Business Development Brandon Glanville

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

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KTM 690 ENDURO R Rally Lite Build

Upshift Magazine is published monthly by Upshift Online Inc. 2022. 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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R’IDAHO

The First Women to Conquer Grit #3

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

THE ULTIMATE ADVENTURE PA Performance and reliability. The results of a close racing and development partnership between MOTOREX and KTM. #Raceproven quality.

WWW.MOTOREXUSA.COM

Photo: KTM 690 ENDURO R 2021 | Mitterbauer H.

ACKAGE

THE EVOLUTION OF A BDR By Bill Whitacre I became committed and possibly obsessed with adventure riding eighteen years ago. The story goes like this… Late in the summer of 2003, I was visiting Big Twin, our local BMW dealership here in Boise. There were two Canadian riders there getting their BMW 1100 GSA’s serviced. I was totally enthralled with their stories of circumnavigating North America. There was a point that I’m sure my endless questions had to be wearing on them. Previous to this, I had been riding my KTM 525 like an adventure bike. Exploring Idaho became my go to weekend activity. Meeting these guys at Big Twin and subsequently seeing the Long Way Around film got me hooked. I immediately bought the new KTM 950 Adventure and I loved it. I experienced all the wrong gear, over-packing and lots of getting lost. All of this was done solo because I didn’t know anyone that rode these bikes like Ewan and Charlie did with camping gear pushing into remote areas! I think I should call it “Learning Lonely” solo riding in Idaho and Oregon. Then I discovered Backcountry Discovery Routes and what an opportunity for me. I had spent all of these years aspiring to ride across and through the most remote areas of the western states and now here was an organization that was building routes that hit my sweet spot. Ten years ago, I watched the Washington BDR film and all that I could think about was the endless opportunity to explore. Heck, they even said that they were going to do more of these routes! Now there are eleven routes; I haven’t ridden all of them, but I’m close. I have even been able to help scout some of them, including the Idaho BDR. Today, I think that BDR has become the most important US brand in adventure motorcycling. The reach that BDR has with all levels of riders is incredible. It gave me the resources that I really needed to ride into the backcountry with confidence. If you think about it, a brand is a promise and this promise has been continually enhanced with the commitment of a small group of board members and volunteers from across the country. BDR has always been a not-for-profit endeavor but it’s now official after becoming a 501c3. The investments in a disciplined organization shows up with it being fully funded by sponsors and supporters. At the risk of sounding like a BDR commercial here, I am on the board of directors and there is simply no doubt about the legacy of BDR, and I am certain that the best is yet to come. The mission focus of Create, Inspire, Advocate, Educate and Impact is never lost on the ongoing strategy of the organization. Riding the backcountry is a privilege and the BDR is working to preserve that opportunity.

ADVOCATE

POD K4 V 2.0 Knee Braces The POD K4 V 2.0 Knee Brace delivers next generation comfort and performance to the Motocross masses and is the first fully featured knee brace offered at an affordable price. The patented technology of the POD K4 V 2.0 Brace has been proven to reduce the risk of knee injuries while delivering unprecedented levels of strength, comfort, reliability and performance. www.podactive.com Features: • Interchangeable parts mean you can easily customize and maintain your own brace • Impact modified lightweight composite frame construction is strong and durable • The K4 V2.0 adapts to a variety of activities and sports through the ability to add or remove impact guards as needed • Premium padding provides all day comfort with no pressure points • Interchangeable hinge pads fine tune the frame for a perfect fit • Controlled range of motion with 0 to 25 degree extension stops • Extremely lightweight - 500 grams each • Comes in XS/SM, MD/LG, XL/2X, 3X+ • Sold as a pair

FOX Legion Softshell Jacket Tough, water and wind resistant men’s jacket. Take on cold and wet conditions with the Legion Softshell Jacket. This 3-layer softshell keeps the chill out while allowing excess heat and vapor to escape. This means you stay comfortable whether conditions are wet or dry. It also converts into an offroad riding vest for 4-season rideability. Two zipper pockets at the waist and chest provide ample storage. And zipper vents offer adaptable ventilation. www.foxracing.com Features: • 3-Layer wind/water resistant stretch softshell for cool weather riding • Abrasion resistant fabric topped on to sleeves for increased durability • Zip-off sleeves allow jacket to convert to vest with rear storage pocket • DWR surface treatment repels water • Bonded fleece lining for comfort and warmth • Zippered front hand and chest pockets • Hook and loop closure on wrists for easy fit adjustments • Shock cord cinch system allows for easy hem adjustments • Shell: 97%, polyester, 3% elastane

Klim Shadow Balaclava The soft, stretchy fleece Shadow Balaclava uses a hinged hood to make it highly versatile – the face area can easily pull down out of the way, you can fold the head area back, or wear it in a number of other positions. The seam placement has been refined and it’s constructed with a new premium fleece, all in the name of comfort. www.klim.com Features: • Warm, stretchy, soft fleece balaclava • Perfect comfortable fit for any head shape/size • Hinging function: over nose/under nose, over mouth/below mouth • Premium 300g mid-weight fleece • Lightweight breathable head section • 4-Way stretch • Ergonomic patterning • Refined stitching for comfort • Highly breathable moisture wicking, quick drying • Elastic binding • Inside-collar fit

Upshift Waxed Canvas Utility Pouches Adding to our popular line of Trail Pouches, we now offer a Waxed Canvas version in the standard 3 sizes. Back before Cordura® or Super Fabric® there was Waxed Canvas. Waxed canvas offers durability, water resistance with a look and feel that only gets better with age. In this case we mix the classic Waxed Canvas exterior with a modern pack cloth liner and a quality traditional #8 YKK coil zipper. Keeping all the small items that come with us on a ride or just day to day life organized, protected and off the bottom of our packs, panniers or tank bag is important. Those small items can also be expensive and critical to keeping things working properly. From batteries, cords, memory cards to that spare o-ring, bolt, lever or even your snacks. The Upshift Trail Pouches keep everything clean and where you left it. Available in 3 sizes. Starting at $17.00. www.upshiftonline.com Features: • Handmade by DMADA Creative here in Boise ID. These bags are built for a lifetime of abuse. • 10.10oz Army Duck Martexin Original Wax - Field Tan • #8 YKK coil zippers with 550 paracord pulls • Highly durable, mildew, rot, and water resistant • Highly abrasion resistant • Fully lined with high contrast 420D pack cloth • Webbing attachment loops Features: • Mini - 6” x 4” • Medium - 8” x 5” • Large - 9.5” x 6” • Weight: Mini 0.8oz | Medium 1.8oz | Large 2.6oz

Mosko Moto Ectotherm Insulated 12v Heated Jacket We added carbon fiber heating elements to a kick-ass technical puffy, and the ‘Ectotherm’ was born. When you’re sitting around the campfire or lounging in your tent, it’s a super warm insulator with 100g body-mapped synthetic PrimaLoft Gold insulation with Cross Core Technology. Connected to the bike, it adds a 6-panel carbon-fiber 3.5Amps/42w heating system powered by the bike. That extra warmth takes the edge off long, cold, wet, pavement stretches; keeps you warm on high alpine passes; adds new enjoyment to early spring and late fall trips, and ensures you’re ready for anything a multi-year/multi-season RTW journey can dish out. The Ectotherm is your ‘ace in the hole’ for staying sane and happy when the weather turns brutal. The name comes from Ectothermic, a scientific term for animals that exchange body heat with external sources. Like a lizard basking on a hot rock. www.moskomoto.com Features: • 6 thin, flexible carbon fiber heat panels (collar, arms, L/R chest, back) • 12v/ 3.5 Amps/ 42w. Three levels of heat – low - 38°C/100°F, medium – 45°C/113°F, high - 52°C/126°F) • Stowable, easy access control tab • Powered by 12V motorcycle battery (battery harness included) • Simple one wire, coax connectivity to Bike • Body-mapped PrimaLoft Gold with Cross Core Aerogel Technology (100g in body, sleeves, 60g in underarm/gusset) • Two zippered hand pockets, one zippered chest • Left hand pocket converts into stuff sack • Elastic cuffs • Stretch woven thumb loops • Articulated fit • High performance DWR (Durable Water Repellent) • *Ectotherm sizing runs small. We recommend one size up from your usual preferred size

The #1 Selling Entry Level Enduro Bike Features: >> Electric Start >> Automatic Oil Injection >> Smooth Power Delivery >> High Quality O-Ring Chain >> Adjustable Power Valve >> Easy Access Air Filter >> Counter Balanced Engine >> Lower Seat Height >> Hydraulic Clutch

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CALIFORNIA

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DUBAI

PHOTO: MARCIN KIN

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MEXICO

PHOTO: OLIVIER DE VAULX

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PORTUGAL

PHOTO: JAVI ECHEVARRÍA

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WYOMING

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DUBAI

PHOTO: MARCIN KIN

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OREGON

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NEW MEXICO

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WYOMING

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ARGENTINA

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ESSENTIAL ADV STREAMLINED UTILITY / LONG DISTANCE COMFORT / MIDWEIGHT ADV-READY

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KLIM.COM #KLIMLIFE

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DUBAI

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MEXICO

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WYOMING

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Get Your Flow On Creating the Wyoming Backcountry Discovery Route was four years in the making by the time a group of us rode it in August of 2021 to film the WYBDR expedition documentary, and verify the GPS tracks we would deliver to the community as part of the WYBDR project. Along with the free GPS tracks, each BDR route release includes a waterproof Butler Motorcycle map, a feature-length expedition documentary film, a national dealership film tour in the spring, a dedicated Facebook group page where riders can share their trip reports and ask Wyoming BDR route-specific questions, and robust travel resources at RideBDR.com Words: Inna Thorn

Photos: Simon Cudby

Once the route is created, BDR volunteers continue to ‘manage’ the route in perpetuity. This work involves staying on top of road closures, providing alternate GPS tracks and workarounds, communicating with the public, the forest service, and other public land managers about route issues, crowd-sourcing and promoting local lodging and food businesses along the routes. 2021 was the first time in 11 years that BDR did not release a new route due to the travel restrictions in 2020. Instead, the organization published a film highlighting the history of the BDR with a documentary titled: Ride BDR, A 10-Year Retrospective Film (free to view on YouTube). With a year of pent-up wanderlust, we made late summer plans to enter the “BDR Bubble” again, roll up our sleeves, braap our engines and finally make the 11th BDR route happen in Wyoming.

THE RED DESERT - FIRST BDR-X A small crew met up at the Butler Maps office in Eagle, CO to ride and film in the Red Desert, a fascinating destination in Southern Wyoming that can be done as an overnight trip prior to the start of the main BDR route. This 155-mile loop is not an official section of the WYBDR, but rather the first installment in the BDR-X series of routes, a new concept that BDR is introducing in 2022. BDR-X routes are envisioned as 2-3 day loops off the existing BDRs or stand-alone loops in notable backcountry riding areas around the country. Already, a number of BDR-X routes are planned for release in the next few years, expanding the BDR-style riding options for the ADV community beyond the official BDR routes. The BDR-X Red Desert Wyoming loop was the perfect preview of the vastness, remote isolation, expansive views, and outstanding riding in Wyoming.

Having remained lesser-known as a travel destination, the Red Desert welcomed us with ‘National Park’ quality scenery and inspired riding. There are many incredible factors about this place, like the fact that it’s one of the last high-desert ecosystems in North America and the home to Killpecker Sand Dunes, the largest living dune system in the United States. It is also home to the world’s largest herd of desert elk, and hosts the largest migratory herd of pronghorn in the lower 48 states. It was also an absolute blast to ride through. With a varied landscape of buttes, dunes, sagebrush steppe, mountains, and rocky pinnacles, the riding was fun and technical, a mix of sand, rocks, rocky ledges and ruts added in for good measure. It’s remarkable to think that these were the same views and trails that hundreds of thousands of pioneers on the Oregon Trail experienced as they made their way toward Oregon, California, and Washington. This side trip with overnight camping in the desert is a must if you have a couple days to spare.

NOT A ONE MAN’S BAND The WYBDR’s mastermind is BDR Co-Founder and Board Member Bryce Stevens. He is the man who had the idea to create the first BDR route (the WABDR) back in 2010, and is the architect of a number of BDR’s. After his initial route contributions, Bryce was sidelined with Lyme Disease for a number of years, which limited his BDR activities. Now, fully recovered, Bryce was back to ride with us, having worked on this route for the last four years. One might wonder, what goes into creating a BDR route? Put simply, it takes hundreds of hours from a very dedicated group of volunteers. The team peers over paper maps identifying potential roads, consults with local ADV riders, studies tracks by ’flying over’ them in Google Earth, and then actually rides the tracks on dozens of scouting expeditions. Then there’s the process of verifying the legitimacy and public status of the roads, plus organizing and stitching the tracks in GPS software, until eventually all of this hard work is distilled down to a single line on the proposed WYBDR track. Then, the BDR team takes the inaugural ride on the route to film the expedition documentary and test the tracks with a variety of bikes and rider skill levels before releasing the tracks to the community.

THE EXPEDITION TEAM After filming in the Red Desert we met up with the rest of the WYBDR expedition team in Baggs, WY, the official start of the route. We stayed at the historic Boyer Ranch overnight and headed out on the first official day of the WYBDR the next morning. The WYBDR expedition team included our four-person production crew: BDR filmmaker Sterling Noren, a second camera man, a drone operator, and photographer Simon Cudby. In addition to the ‘route boss’ Bryce Stevens, the riders on the team were some of the usual suspects: Paul Guillien, BDR President who has been on all 10 previous route filming missions; BDR VP and Creative Director Tim James; and myself, the organization’s Executive Director. Our special guests on this trip included Jocelin Snow, the ADV powerhouse, former AMA racer, BMW International GS Trophy competitor, a long time BDR Ambassador and newly elected BDR Board Member. Wendy Naessens (also known as @WendyInMotion), was a special guest from BMW Motorrad, the route’s presenting sponsor. Wendy is a Junior Instructor in Training at the BMW US Rider Academy, BMW Performance Center in Spartanburg, SC, and was an ADV rookie as far as long-distance, multi-day, fully loaded, technical, off-pavement motorcycle expeditions go. She definitely shook off her novice status by the end of the trip, and will have a wealth of experience to draw from when training her students at the academy.

DOING THE LEG WORK Wyoming was a tough state to tackle in terms of creating a continuously enjoyable route that would offer great riding, highlight the state’s natural beauty, and offer access to gas and lodging. The state’s topography is dominated by several large basins and the ranges of the Rocky Mountains that border them. After careful consideration, Bryce made the decision to start the route in Baggs, WY, just 2.6 miles north of the Colorado border. The route traces the mountain ranges to the east through the Sierra Madre and Medicine Bow Ranges, crosses west to the Wind River Range, then goes back east and north through the Bighorn Mountains, eventually ending at a remote Wyoming-Montana border. Remote and rural (the word Wyoming is derived from a Delaware Indian word meaning “land of vast plains”), is the perfect description of the state’s spacious natural environment, which is home to nearly as many pronghorn antelope as people. The state’s geography includes areas of arid desert, semiarid steppe (short-grass prairie), and alpine climates - all of which you can experience on the WYBDR. The riding is consistently outstanding but almost always moderately technical. A few alternate Expert Sections are offered for those who want to turn it up a notch. The technical riding on this route is fast paced, and enough to keep you on your toes, but never too scary. It’s the perfect amount of risk to fun ratio, day after day, after day. We even dubbed this fun endless riding the WYBDR’s #MadFlow.

TURN-KEY SOLUTION FOR MOTORCYCLE TOURISM To make the WYBDR happen, BDR has partnered with Wyoming Office of Outdoor Recreation and tourism boards of seven counties along the route who supported the project financially. Wyoming offers unparalleled outdoor recreational opportunities, but its economy is heavily tied to agriculture and mining & extraction industries. WyoRec and its local tourism partners understand the importance of growing the tourism industry. Having a BDR route in their state will bring thousands of out of state visitors to Wyoming over the next decade, and not to the usual tourist hot spots, but to the most rural parts of the state, making a significant impact on local economies. Traveling motorcyclists directly support small businesses that offer groceries, dining, lodging, fuel, supplies, power sports sales, rentals, service, and more. In turn, local businesses become our community’s advocates helping to keep the roads open and preserve backcountry trails for adventure motorcycle travel. This route will help Wyoming’s rural communities move toward a more diversified economy, and this new form of tourism will ensure a positive future for motorcycle recreation in the state.

THE ADV GEMS OF WYOMING The route begins with beautiful expansive valley views in the vast treeless region known as Wild Horse Basin. Blissful tracks with sagebrush and aspen trees lead riders through an unmistakable “Aspen Alley”, a photo opp must. The first optional expert section goes over the Continental Divide Trail and Bridger Peak (elev. 11,004 ft) on the way to Encampment (pop. 443). Heading eastward toward Rob Roy Reservoir in the heart of Medicine Bow Range, you’ll descend to the historic town of Centennial (pop. 308), and then ascend into the Snowy Mountains area of Medicine Bow-Routt National Forest. This spectacular “cut-across” through the majestic Snowy Mountain Range leads riders past pastoral meadows and awe-inspiring mountain peaks. A rugged scenic track below the Snowy Mountains is a place for watching moose, which frequent the small lakes along this road. After an optional expert section with an advanced level water crossing, the track offers a 6.5 mile long side trip up to the summit of Kennaday Peak (elev. 10,810 ft). From the top of Kennaday Peak there is a breathtaking 360-degree view of the surrounding mountains, including Medicine Bow Peak in the Snowy Range, and the vast Platte River Valley. As the heavenly two-track meanders through a shallow valley with sage hills covered in natural grasses and few trees, you will find yourself riding past old rock walls that still stand from the abandoned mining town of Carbon (circa 1881). Old foundations, roads, mine ruins, and the cindered roadbed of the original line of the Union Pacific Railroad may be found in the town today. The town’s substantial cemetery can be found on the west side of the road. Riding through the Shirley Basin you approach the fantastic Shirley Mountains. With a top elevation of over 9,000 feet, the Shirleys tower over Central Wyoming. You’ll enjoy a variety of different landscapes in this area, and the riding is fun and technical. The highlight of the route for me was the Beaver Rim. It was on the longest day of our trip where we attempted to ride and film over 250 miles in one day (not the best decision we ever made!), and by mid-afternoon half the team decided to take the bail out option to the hotel. The rest of us continued over the rolling roads of the rim. The sun was setting, and while we were all exhausted, we were almost squeaking from enjoyment as we rode a fast-paced grassy double-track with grippy surface, but also sneaky ruts, loose sand, round rocks, slippery puddles and everything in between. In the beautiful hero light, it felt like we were gliding on the surface of the plateau. That magical evening was one of those BDR moments of riding with your friends that stays in your memory forever.

At the end of this grueling section you’ll end up in historic Atlantic City (population 39). A stay at Miner’s Delight Inn is a must (book well ahead!). A great historic discovery on the route is South Pass City, once a bustling gold mining camp, and presently one of the best-known ghost towns in Wyoming. At some point around 1868, South Pass City boasted over 250 buildings, 1,000 people, and hundreds of claims. Its great boom didn’t last, and by 1872, the town was occupied by only a few hundred people. These days it’s an active outdoor museum, where you can walk around and peek into the restored buildings to see how residents lived there 150 years ago. You can even do some gold panning yourself in the stream that runs through the town. The route then crosses the south end of the Wind River Range. You’ll pass by several lakes and enjoy epic sweeping paved switchbacks that will take you to Sinks Canyon State Park. Here, the river disappears underground in one place, and in another 1/2 mile down the road it “rises” in a calm pool full of hungry fish (you can feed them for a quarter). After Lander, the largest city on the WYBDR, you will head towards Ten Sleep, a lively town with a bustling main street, great food and lodging options. Grab a pint at the Ten Sleep Brewing Company — the owner is a motorcyclist who just happens to be a contributor to the Wyoming route and makes a guest appearance in the film. The route then ascends into the Bighorn Mountains, a sister range of the Rocky Mountains, and enters the Bighorn National Forest. The rugged roads will throw all sorts of obstacles at you, and the diverse landscape offers everything from grasslands to alpine meadows, clear lakes to glacially-carved valleys and rolling hills to sheer mountain cliffs. This is scenic forest riding at its best! Another expert option on the route is a 22-mile track of tough roads over remote Woodchuck Pass (elev. 9636 ft) with a couple of creek crossings and steep loose climbs and descents.

One of the final destinations on the route is the Bear Lodge at Burgess Junction where you can get food, fuel, and a room for the night. In the morning, at the lodge’s restaurant, appropriately named “Moose Landing,” we saw an adult moose and its offspring hanging out right outside our window as we were having breakfast. We ran out to snap photos as they walked past the main hotel entrance seemingly unbothered by all the commotion and excitement from googly-eyed hotel visitors. An out-and-back adventure to a remote fence at the Wyoming-Montana border marks the end of the WYBDR. This high elevation 17-mile long road passes by Sheep and Duncam Mountains (both approx. 9800 ft) with grand views most of the way.

READY TO GO? Having the lowest population of all 50 United States and the 10th most extensive land size, Wyoming is the perfect state for backcountry motorcycle exploration and recreation on public lands. When you want to escape from it all and experience true solitude, connect with nature and the land, see wildlife and awe-inspiring landscapes, go to Wyoming and find a true backcountry adventure on the WYBDR! The route will officially be released in February of 2022, with free tracks and travel resources available on the RideBDR website. The WYBDR Butler Motorcycle map will accompany the tracks and is a recommended supplement. The dealership film tour will start in February through the end of April.

WYBDR QUICK FACTS Total Mileage: 900 miles, with 155 additional miles for the Red Desert. The main route is divided into 8 sections and can be done in 7 days. Best Time of Year: WYBDR has a short riding season, July to September, depending on lingering snow-pack and early snow in the fall. Skill Level: Intermediate to intermediate plus, with expert options. Some sections may become impassible when it rains. Riding Terrain: Gravel roads, steep grades combined with rough surfaces, sand and silt beds, ruts, mud, embedded rocks, water crossings. Wildlife: On this trip we saw more wild life than people. Expect to see antelope, wild horses, elk, and moose.

ON THE HORIZON IN 2022 Mark your calendar and make it a BDR year A heartfelt thank you to all of our sponsors, supporters and volunteers for making 2021 another successful year for BDR. We simply could not do what we do without the generosity of the BDR community. Here’s what you can look forward to in 2022: • New route release: Wyoming BDR | February • Nation-wide WYBDR film tour | Starting February • Launch of the all-new BDR-X Route concept | March • Grand Opening of the BDR Online Store | April • Appalachian Adventure Fundraiser Ride | May • Special BDR Edition Bike Sweepstakes | July • Annual BDR Film Festival | October • BDR Holiday Auction | December Follow us on social or check-in on the website for event details and more exciting announcements.

WYBDR

PRESENTED BY:

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.

COPPER CANYON - MEXICO

PAR

ART TWO

WORDS AND PHOTOS BY OLIVIER DE VAULX

The dive to Copper Canyon After a few days riding on and off pavement in mainland Mexico with GPS Kevin’s group, it was time to enter the last leg of the journey to Barrancas del Cobre, aka Copper Canyon. This system of six rivers forms a large canyon that is deeper than the Grand Canyon, creating a geological wonder that is well worth crossing a border and riding hundreds of miles under an unforgiving sun. At least that’s what we assumed and what motivated our group of 15 riders to start this journey through Mexico. Using cable cars at Areponapuchi, we got our first glance of the canyons, and it was magnificent to say the least. But unlike Grand Canyon NP, Copper Canyon has some access to motorized transportation, and the two towns of Urique and Batopilas depend on these routes. So who needs a zip-line when you can get there on your own bike? Reaching Urique In the early morning, after having checked the GPS one last time, we startedalready our bikes and follow the blue route on the Voyager Pro GPS’ screen. Before reaching the town of Batopilas, at the bottom of Copper canyon, we will have to go over two mountains and one deep valley. The profile of the track looks like a giant roller coaster, and is the promise of a tough day. Crossing the sleepy village with a few barking dogs on our heels, we quickly quit the pavement to enter the forest on dirt roads. Narrow and rocky, the trail climbs on the side of the mountain, and we appreciate the torque of our engines while gaining thousands of feet of elevation. The deep forest suddenly opens up, and in front of us a deep valley unveils. The surrounding summits are as sharp as Indian’s knifes, and the little town of Urique, barely visible, seems ready to get crushed. The dusty trail stays on the edge for a while, offering more stunning views of the valley. If being distracted by the scenery wasn’t dangerous enough, we have to deal with tight switchbacks on slippery red dirt. Trying not to burn the brakes on the downhill, we keep a slow but steady pace, using engine braking when possible. After a 10-mile long descent on the hill side, we finally reach Urique. The walls are colorful, small flags hang over the streets, and the modern gas station is just next to a supermarket with fresh water. We feel like weary travelers reaching an oasis in Africa! To complete the illusion, the temperature is over 90F by now, and every rider is looking for a bit of shade to park his bike.

Challenging dirt The locals point us in the direction of the next road, just after a large bridge over the river. Once again, the pavement disappears with no warning, while the dirt road becomes more challenging than ever. The steep slope and the rolling rocks nullify any attempt to find traction and the only way to climb this hill is to keep any momentum you can get. It’s pretty easy in the few straight lines, but becomes much harder in the countless slippery hairpins! Whatever their bike, from nimble 690s to big 1200cc GS, the riders are sweating, swearing and ultimately fighting their way up. Elevation gains up to 8,000ft doesn’t bring a lot of relief, and the terrain stays rocky up to the summit. A big tree on a cliff will finally offer enough shade to make a perfect snack and rest point. We use this time off the bike to formulate a hypothesis regarding the probability of a tanker truck successfully using this same rough road to reach the gas station in the village. Unable to find a plausible answer, we give up and once again put our helmets on. The clock is ticking, and we need to keep climbing. Later on, an arrow made of stones indicates an alternate way to a vicious downhill wandering between boulders. Kyle, who went solo today ahead of everybody, put this sign on the ground for his fellow explorers. A few crashes were probably avoided here thanks to this smart warning! With more than 30 miles of dirt still to cover, the end of the afternoon isn’t easier.

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In the middle of nowhere, two road signs show the direction of Urique and Batopilas, while a third dirt road keeps climbing. Trusting the sign and going down straight to Batopilas would be significantly shorter, but a closer look at the GPS reveals an awful lot of tight switchbacks and a steep descending slope. Diving into this uncharted dirt road sounds like a terrible idea, at least on big and fully loaded bikes. On the other hand, going around means 50 more miles of dirt and 20 more on pavement. Thinking that longer and safer is still better than sorry, we opt for the long way around. Riding on long granite slabs, massive scree slopes, steep ruts, we try to forget our sore arms and legs, and keep going. The descending sun sneaking under our helmet’s visors to blind us doesn’t make things easier, but the ride is beautiful and we try to enjoy every rough mile of it. Luckily, our imperturbable bikes keep us on the best lines even on the bounciest sections, and we finally make it up to the pavement, with no water left in our camel bags.

The road on the wall It’s half an hour before sunset, and it looks like we will have to ride by night, despite promising our wives that we would never do so. Still, being on this sweet bitumen, we feel like our torments are over. Never have we been so happy to see some asphalt! We also know that somewhere on this road lies a deadly trap: a steep downhill on a cliff that claimed a lot of lives in the past, due to brake failures and driver mistakes. Nonetheless, we enjoy the first 20 miles of rural road, with the birches in full fall color seemingly burning in the sunset. As the road wanders in between two big rocks, we finally reach the dreadful descent. Below us, barely lit by the vanishing sun, dozens of hairpins are waiting for us. The view from the top is vertiginous and would make an astronaut afraid of heights.

Keeping in mind that the downhill is twenty miles long and that no brakes can endure such intensive usage, we start the descent at low speed, using downshifts to first gear to slow the bikes. Talking the next day to Bryan, whose brake pads disappeared and the metal of the pads holder melted on the rotors, we would get confirmation that slow is the right tactic here. The hairpins are tight, and the last sun rays in our face are not helping with our confidence. Once all dirt, the road is now paved, which is a momentary relief; indeed the pavement has been torn in many places by falling rocks, and is often covered by a soft layer of gravel and sand. Pot holes are growing like weeds here, while goats and donkeys behave like they own the place. We take each corner cautiously, almost never exceeding 30 miles an hour in the few short straights. A bridge shows us that we reached the bottom of the canyon. The temperature is higher now than it had been at the summit, which makes the last 10 miles of winding road along the river a real sauna.

Colorful Batopilas Entering the small town of Batopilas by night is a surreal experience. There’s almost no light in the streets if not for the headlights of some pickup trucks, loaded with passengers coming back from remote fields. Navigating in the unknown streets, thanks to the precise GPS, we reach the hotel where Kevin and Roberto are waiting for us. They took the green route, avoiding Urique but staying on pavement all the way. It’s part of the magic of these rides, where everybody can choose a different option.

Arriving by night is a thrill, and being greeted by friends is the cherry on the cake. A nice Mexican with a big mustache and cowboy hat is guarding the bikes that will sleep outside tonight, while we take a quick shower and walk to a nearby restaurant. Once again, Roberto is helping us order the best meals, and everybody can relax and enjoy his shrimp tacos before taking an ice cream on the main plaza. In the morning, Batopilas reveals its true face with colorful streets, playful kids, and a wharf along the lazy Batopilas river. Once the richest town in Mexico when the silver mines were running at full capacity, the town is today surviving on fumes of its glorious past. There are still a few mining operations and some goat production, but tourism plays a big part to keep hotels and restaurants alive. An Ultra marathon brings athletes down the canyon each year which helps keep the town alive. Rumors of drug cartels running the city, made credible by the few brand new pickup trucks driven by young adults with two way radios, is also on everyone’s mind. We avoid having any interaction with these locals, but there is no doubt they know who we are. However, visiting Batopilas, taking a tour downtown or hiking a few miles away to the old Jesuits Mission built in 1764, you’re poised to meet the nicest people. Despite the language barrier making us deeply regret our lack of even the most rudimentary Spanish, we can always find someone to help. Looks like smiling and moving our hands like windmills gets the job done! That’s especially true when stopping in a construction site to get some gas that is pumped into bottles of soda and manually poured into our tanks!

Goodbye Mexico Climbing back on the road the next morning is a totally different experience than going down the night before. There’s no need to worry about brakes, and taking altitude at every corner we just pay attention to falling rocks, holes, sand patches, while trying to get as much of the scenery as possible. A few Tarahumara Indians are walking on the side of the road. They live deeper in the canyon and can cross the valley from side to side in two hours tops, using almost invisible single tracks created by their ancestors. They’re too shy to wave back when we say hello with our hands, but their colorful clothes are a treat for our eyes while their resilient culture is a comforting thought in this age of globalization. The ascension of the steepest part is definitely less scary than going down, despite donkeys sleeping under the sun in the middle of blind corners. Reaching the top we can’t help but stop for a moment, soaking up the breathtaking scenery and being grateful to be here. Mexico offers us an incredible adventure with unmatched vistas, great riding, and friendly interactions with the locals. Doesn’t it sound like the definition of an ADV paradise?

Special thanks to: Kevin Glassett, aka GPS Kevin, aka Yoda Kevin, for the invite for this tour. His website www.gpskevinadventurerides. com is a mine of info and a great place to order GPS tracks for future rides. Thanks to Roberto Carvajal for his priceless help organizing the trip and his patience translating every one of our requests during the whole trip; Jane Glassett for the thorough info regarding paperwork; François 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!

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TESTED

BY CHAD DE ALVA

MOSKO MOTO Ectotherm Insulated 12v Heated Jacket Riding in cold weather is an exercise in choosing insulation layers carefully. You need enough insulation to keep warm while you’re sitting static on the bike while riding at speed, yet you also need versatility in your layers so you can stay comfortable as temperatures change or you start exerting yourself. Good layers are warm, packable, and breathe well, yet no matter how good an individual layer is, the process of having to stop riding to make a wardrobe change is still a pain. No one likes feeling like a shrink-wrapped Michelin man when they’re trying to wear several insulation layers under their riding jacket. So I’m really stoked that Mosko Moto has created the Ectotherm – a technical synthetic puffy, that also happens to have a full complement of carbon fiber heating elements making this jacket a quiver killer for riding layers. Yet when paired with a good base layer and shell, the Ectotherm is all you need for torso insulation to comfortably ride at speed in below-freezing temperatures. Thanks to its top shelf PrimaLoft Gold with Cross Core Technology synthetic insulation, the jacket is just like a good puffy jacket when not powered. Yet when you turn on the heating panels located in the jacket’s collar, arms, left and right chest, and back, the jacket is able to keep you comfortable well into temperatures where things are icing up. To replicate the same range of temperature comfort with other layers, I would have to put on a good mid layer or two, and a down insulation layer. The Ectotherm provides the same range of insulation as several other layers in a surprisingly non-bulky jacket that works great under standalone armor, or inside a jacket with integrated pads.

TESTED: MOSKO MOTO Ectotherm Insulated 12v Heated Jacket Powering and controlling the Ectotherm is very easy to do. The jacket runs off of DC power from your bike, and Mosko Moto includes a fused wiring harness that connects directly to your battery. All you have to do is connect the harness to your battery terminals, and route the power cable to where you can easily plug into the jacket. This is done via a single barrel connector that stows in a little pocket on the bottom hem of the Ectotherm, just below the left hand pocket. Here you’ll also find the control button for the jacket that lets you power the jacket on and off, as well as choose from three temperature settings: green will keep the heating panels at 38°C/100°F, yellow at 45°C/113°F, and red at 52°C/126°F. At peak power consumption, the jacket will consume 42 watts of power, which works out to 3.5 Amps at 12VDC. Given the energy consumption of the Ectotherm and the capacity of many motorcycle batteries, it’s important to point out that you could run a motorcycle battery down in only a couple of hours time – so make sure that you’re very careful when powering the jacket from your bike while it’s not running. To power the Ectotherm while in camp or off-bike, an Antigravity Batteries Microstart XP-10 has a 12VDC output that can run the jacket for more than an hour, and it can also charge other devices and work as a jump battery. Once you pick a temperature setting with the Ectotherm’s control button, it takes only a few seconds for the panels to start radiating heat. The three temperature levels provide distinct differences in how warm the jacket is, helping you stay comfortable as the air temperature or your level of exertion changes. Mosko Moto intentionally designed the Ectotherm without connectors for other heated gear. Between heated grips, hand shields, and quality gloves, there is no need to use bike-powered heated gloves. As someone who has been snowmobiling and riding in cold weather for years, I’m thankful that the Ectotherm isn’t packed full of additional wiring that I’m never going to use. To put the versatility of the Ectotherm in perspective, here’s an example of how the jacket can keep its wearer comfortable in a wide range of temperatures on a winter’s ADV day ride: Shortly after sunrise, I leave my house at 7,000 feet Above Sea Level (ASL) where the air temperature is in the 20’s (Degrees Fahrenheit). I put the Ectotherm on its warmest setting for my 47 mile freeway blast off the mountain to my riding buddy’s house. At my buddy’s house which is located at 3,300 feet ASL, it’s 45 degrees out, so I turn the Ectotherm off while I’m walking around waiting for my buddy to kit up for the ride. As we leave his house, I’m now running the Ectotherm on low, to give the jacket’s synthetic insulation a boost as we ride two lane roads to get down into the desert.

TESTED: MOSKO MOTO Ectotherm Insulated 12v Heated Jacket We finally turn onto dirt, at roughly 1,500 feet ASL, where it’s 60 degrees out. I take the Ectotherm off, and thanks to its small packed size, I can easily stash it in my pack. We ride aggressive dirt for several hours before returning to the slab. As we head back to my buddy’s house, I put the Ectotherm back on, but I don’t need any powered heating. For my last stint of riding back up the hill to my house, I opt for a little extra heat on the freeway, so I turn the Ectotherm on once I get back above the snowline where the setting sun is causing the temperature to drop rapidly. Doing a ride like this with other insulation options would have required multiple stops to don and doff layers, as well as additional storage to carry these layers when it was time to play in the dirt and wanting to just wear my base layer, armor, and shell. The Ectotherm is a layer quiver killer – and the potential stemming from this jacket is huge. Any time you can parse down your riding kit without giving up functionality, you’re winning. The Ectotherm takes things one step further by eliminating pain points associated with riding in the cold. The Ectotherm reduces stops to change layers and pack or stow said layers in your gear. If you need to warm up, just click the Ectotherm up a temperature setting. If you need cool down, just turn the Ectotherm down or off as needed. Thanks to the jacket’s synthetic insulation, this is a piece of riding gear that works well even when the power is off. The Ectotherm is great for hiking off the bike, sitting around a campfire, or casual use. The Mosko Moto Ectotherm is an incredibly valuable piece of riding gear. It can keep you comfortable in such a wide range of temperature conditions that it’s honestly all I’ve been bringing on my ADV rides this winter. I love that I don’t have to deal with the uncomfortable feeling of wearing five jackets, or the associated stops should I need to make a wardrobe change. The Ectotherm has proven to keep my torso at a comfortable temperature on cool afternoons and on cold nights while I’m riding. The only downside to the Ectotherm is that it will keep your core so comfortable, that you’ll wish your legs had the same treatment – so here’s hoping that Ectotherm Pants become a thing someday. For more information on the Mosko Moto Ectotherm, visit www.moskomoto.com

TESTED

BY CHAD DE ALVA

RUBY MOTO R4 LED LIGHTING Adding a set of lights to your adventure bike is a great way to add a real measure of safety and functionality to your bike. More light makes you more visible to other vehicles and lets you see wildlife and other trail hazards sooner, giving you more time to react. Additional lighting also makes intentionally riding at night or in low light a less scary endeavor, and more time to ride is something we could all use. Ruby Moto makes lighting solutions for many popular adventure bikes, packed full of features making them some of the most robust lighting systems on the market. Here’s what it’s like to use a pair of their R4 lights on a KTM 790 Adventure R. The spec list on a Ruby Moto R4 light reads like a hit list of quality lighting features: American CREE LEDs, Japanese electronics, machined housings, and German optics. Ruby Moto has spent some serious time and effort cherry-picking the best components from all over the world to build quality lights – and that quality is evident the first time you hold one in your hand. When it comes to lighting, you get what you pay for. Not only does Ruby Moto make quality lights, they have a feature-packed wiring harness allowing you to integrate your aftermarket lights into your bike with a variety of options. The wiring harness and dimmer switch that controls the Ruby Moto lights lets you power and control the lights in several ways. The dimmer switch serves as your On/Off button, and by twisting the dial part of the switch, you can crank the lights up to full power for night use or dial them down all the way to make for an effective Daytime Running Light (DRL). The Dimmer Switch comes with a clever little bracket that is easy to mount right onto the stud for your mirror, and has one clean cable that runs to the control box. From this control box, you’ll find leads that let you tap into your bike’s horn and hibeam circuits; doing this adds two unique functions to any connected Ruby Moto Lights: the horn wire will cause your lights to strobe, and the hi-beam wire will instantly turn your lights up to full power. The horn wire tap is an awesome way to really make yourself seen, and the hi-beam wire is a great way to seamlessly crank your lights all the way up with just the press of your bike’s factory hi-beam switch. This wiring harness comes fused, sleeved, and is very well made.

TESTED: RUBY MOTO R4 LED LIGHTING The downside to this wiring harness is that it takes up a considerable amount of space, so be prepared to spend some time finding a home for all of the extra wire that you’ll need to stash on your bike. Ruby Moto is working on a simple relay and switch harness for riders who just want to be able to turn their lights on and off. You can also get a-la-carte connectors and parts from Ruby if you want to create your own harness. Mounting the lights on my 790R was another area where I had to get creative. There are a number of well known 7/890 owners on social media who have mounted their lights on their fork tubes, but this isn’t a good idea. KTM 7/890R’s have 240mm of front travel with the stock fork; when the fork is fully compressed the fork guards come all the way up to the bottom triple clamp, which means the fork guards are going to smack into anything mounted to the fork tubes below the bottom clamp. My solution was to use a set of Ruby Moto 25mm tube clamps, and then 3D Print a sleeve so that I could mount the clamps onto the 20mm headlight brace tubes. There are obviously other ways to mount lights safely on a 7/890, but the point here is to make sure that any farkle you install isn’t going to impact the function of your bike. Ruby Moto is actively working on additional clamp options, including one that will work with the 7/890’s 20mm tubes. In use, a pair of Ruby Moto R4s make for a very versatile set of lights. With the dimmer switch, it’s easy to power on the lights at a low power setting so that you have the benefits of additional DRLs, without the risk of getting an award from law enforcement for having super-bright “dazzling lights” on public roads. Yet when you need more light, a quick twist of the dimmer switch is all it takes to unleash all of the R4’s lumens. The horn and hi-beam features of the control box both cause the lights to perform as advertised, and the horn switch is particularly awesome. If you use your bike to commute or spend a bunch of time riding around other vehicles, tapping into your bike’s horn or adding another momentary switch for strobing is a good call.

TESTED: RUBY MOTO R4 LED LIGHTING The beam pattern created by the R4s does a solid job of supplementing lighting in near to mid field, and I would strongly encourage you to spend some time playing with the aim of the R4s to get the most out of these lights. You’ll be amazed at how much more effective lights can be when they’re aimed properly as opposed to simply being aimed directly forward. Ruby Moto also makes slip-over lens shields for the R4 LEDs which come with both amber tinted hyper-vis and clear lenses. These covers are a great way to protect your lights from roost thrown up by your riding buddies, and the amber lens help the light cut through dust and gets you additional likes on the ‘Gram, because #amber. Switching lenses in the field takes just a minute so you can dial your lights in even further to best serve your riding conditions. Ruby Moto has packed an impressive feature set into a quality LED lighting system in their R4 LED lights. The lights are well made, backed by a lifetime warranty, and there’s a crash replacement warranty should you need it. Feature wise, the dimmer switch and wiring harness enable Ruby Moto lights to really do more than just be bright. The dimmer lets you run the lights as DRLs without blinding other motorists, and the horn and hi-beam wire add serious safety with the horn’s strobe feature, and the convenience of the hi-beam’s instant full power feature. If you’re in the market for a feature-packed, well-made lighting system for your bike, check out Ruby Moto lights at www.rubymoto.com

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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.

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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.

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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.

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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. *

TECH: RALLY ROADBOOKS

BY Ned Suesse

DAK AR RAL LY NAVIGA T ION BASIC S Rally is a term that gets easily thrown around, sometimes as a verb (ex: we rallied our rental car), sometimes as a noun referring to closed course rally racing (WRC or time speed distance events), and sometimes referring to navigation rally races like the Dakar. All of these uses describe activities that are both fun and irresponsible, but here we’re focused on the last one- roadbook navigation events. Roadbook navigation originated in North Africa, much of which was colonized by the French. While these protectorates came to an end in the middle of the last century, European and especially French motorists continued to explore the deserts there, much the way that Americans might choose to go riding in Baja. And where people go exploring, inevitably, they want to go racing. The terrain in North Africa lends itself to cross country races across big distances. In the 1970s, when these races were becoming popular, GPS was not yet a thing, so creating a racecourse across such desolate territory was a challenge. The open terrain in Africa led race organizers to create a paper roll chart of instructions, using roads where they exist and compass headings where they did not, to define the race course. Because the distances in North Africa are so large, the sport made more sense as a multi-day endeavor. Modern rally racing is truly a product of the topography where it was born. The lack of a marked course creates a very different kind of race. A racer must use many parts of their brain- they must simultaneously do arithmetic for mileage and compass calculations at the same time they are trying not to die and move forward as fast as possible. Because the sport originated with the French, racers must also figure out what terms like Piste and Cuvette and Cailloux mean. If this sounds difficult, it is. In my opinion, the uncertainty surrounding navigation is the defining characteristic of these types of rallies, more so than speed. As we approach the grandest rally of them all, the Dakar, here is a primer to help you understand what the racers are coping with as they follow instruction after instruction, mile (or kilometer) after mile, during this amazing event.

2 1

4 3

TECH: RALLY ROADBOOKS For the racer trying to interpret all these hieroglyphics at speed, there are a few practical considerations. First, your mileage typically won’t match the roadbook perfectly at all times. Maybe your wheel size is slightly different, maybe you took a sharper apex through a corner, maybe you did some excellent wheelies. For these reasons and more, mileage is a game of probability rather than precision. To improve your odds, every time you are sure of your location, you “mend” mileage, meaning you use the button by your left grip to make your display match the roadbook at the moment you are certain. Second, drawings are easy to look at, but subject to interpretation. If the roadbook includes a CAP heading, this is the next most important piece of information after mileage. Often, especially on roads, intersections look alike, so CAP will be the best way to tell if the turn you made is the right one. The tulip drawing can be helpful or misleading, so they must be taken with a grain of sand. Third, the use of way-points has totally changed the sport since the days of actual compasses. These virtual checkpoints can be placed anywhere (like the top of a difficult dune) and have no visual clue. The penalty for missing one is severe, so racers will circle trying to find the spot. They know they hit it when their GPS beeps at them, but that’s all that happens- then they are on to the next note. Their GPS includes a satellite phone (one of two on the bike, to help in emergencies) so the beep they hear is transmitted to race control and becomes the timing and scoring we see when following the race at home.

1 Main odometer. The key to the whole event. You will ‘mend’ this mileage whenever you are certain you are on track. 2 Blank space for organizations instrument. This will tell them where you are using a satellite connection. It generally does not tell you where you are. 3 Mileage where action takes place (and incremental mileage from last instruction). Colored Blue to indicate also a masked waypoint, which you must pass thru to collect. 4 ‘Tulip’ or drawing of what will take place. In this case, double danger (serious), right then downhill into an arroyo, several bumps, left and exit on a compass heading (CAP) of 85. This is a lot to take in at speed, and you never know which part of the note is critical. This note might be simple in practice, or there might be several options to choose between. 5 Note. In this case, the instruction means to cross the bottom and follow the arroyo. The 26 indicates the number of the way-point. 6 Dakar has been making navigation more difficult with more ambiguous instructions. The 118 > 60 shown here means your cap heading will generally drift left/ from SE to NE. This might be straightforward, or you might have many roads to choose between as that occurs. These will be split second decisions! 7 “Modif” means that whoever pre-ran the course saw a need for a change here. These changes will be given at the start line for the rider to fill in. 8 Backup odometer. Typically this is also a clock (shown) and a compass repeater. If you were through the wadi and headed out, you would want this to read 85 degrees.

A Main odometer control. Grey buttons add and subtract mileage. Red button changes mode. B Roadbook switch. Pushing forward advances paper scroll. Pulling back reverses it to check a previous note. C Backup odometer control. Same function as primary.

TECH: RALLY ROADBOOKS As soon as the instruction has been completed, you’ll use the switch by your left thumb to advance to the next note. If the track is smooth and straight, you might try to memorize a few notes ahead, but generally, your time in the saddle is a somewhat frantic division of attention between riding and navigating. Even the best can’t excel at both things at once, so the penalty for leading a stage physically is that your pursuers have an easier time with your dust as a clue. This creates a need for strategy that goes beyond our space here! In practice, some of the time everything matches up effortlessly. Your mileage is spot on, the picture looks like what you see, and the notes make sense. This is the best feeling in the world, and it is fleeting. At 120 KPH, .5 km is 15 seconds, so the next instruction is already coming at you, and it’s another opportunity to beat your rivals or make a mistake that costs you the race. A stage in Dakar might have 300-500 notes, each of which represents an opportunity and a risk. Sometimes, nothing seems to work, and that’s where a racer’s true colors are shown. The best systematically find a solution, others flame out and let their emotions take them away. As I watch the race, I am of course impressed by the tenacity and athleticism of the competitors. I love the landscapes and the speed and the distances. I love the machinery and the rawness. And because I understand the navigation, I am perhaps most impressed by the clarity and focus that the top riders show as they ride like the wind and do math like an abacus.

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KTM 690 Rally Lite Build Like the 701 build you may have read about in the November issue of UpShift, this build was spurred on by our two previous trips to Iceland. I thoroughly enjoyed the many days we spent on this in-between class of motorcycle. It’s not an enduro and not quite a full-on adventure bike. It’s easier to ride than an adventure bike and handled the long hauls better than an enduro. Thus the plan was hatched to take a stock 2021 KTM 690 and give it some of what you have come to see in the adventure bike class, yet keeping it light and nimble. WORDS: Randy COMMANS PHOTOS: SIMON CUDBY

KTM 690 Rally Lite Build

The plan was not to go too crazy with the KTM 690 and just keep it simple and light while the 701 build in November issue was getting the full adventure bike makeover. Well, once we dug in and started making a list, let’s just say things may have gotten a little adventurous. Navigation tower, performance, suspension, and comfort were all addressed. Starting from the front, we opted to go with the Aurora “Rally Lite” navigation tower. The Aurora 690 Xplorer kit would have taken this build to the level of a full-on adventure bike, and the new smaller, lighter Aurora Universal kit wasn’t available for the 690 yet. This was my first time adding a navigation tower to a bike, and I will admit I was a bit intimidated. I had heard nav tower stories that didn’t go so well. Things like being prepared to drill, cut, mangle and even McGyver your way through the install and give yourself days, not hours, to get it done. Well, I was very pleasantly surprised when the Aurora Rally Lite Kit showed up. Every item was well packaged and marked, and it could not have been better organized. I jumped online and watched the install video, then brought the laptop out to the garage for “as I go” viewing. Everything went together perfectly without any modifications. The wiring harness was perfect, no need for additional wire runs back to the battery. Everything was there in the stock headlight mask, including two additional power sources (keyed hot and always hot). The Aurora kit is well thought out, crafted, and has a place for everything. Our kit came with an upgraded Squadron Pro-light from Baja Designs. I have to give Aurora an additional shout out. The side panels/shrouds fit, and the finish is top-notch.

Addressing the performance aspect of this bike was easy: pretty much a one-call does it all. Ring-ring, Chris from Rottweiler Performance answers the phone, “Hey Randy, what can I do for you?” I explain the build, Chris invites me down to Rottweiler for a little shopping spree. With cart in hand, we roll through the shop, all the while checking out some pretty bad-ass looking KTMs (full race 790 & a 690 he built to be a Baja 1000 killer) and a new Husqvarna 501 Rally Bike project he’s working on. Of course in typical Chris Parker fashion, he builds two of everything, one for the race program and one for backup. By backup, I mean for Chris to have some fun. Rottweiler manufactures a wide range of parts for the 690, from a performance-driven intake to a rear fender/tail tidy kit and everything in-between. If it’s not manufactured in-house, then he carries the rest of the best of the best. Making Rottweiler truly a one-stop-shop for our build. In addition to all the Rottweiller jewels we picked up, we also grabbed an Arrow Ti/Carbon exhaust, Dynojet Power Commander (with maps specifically tuned for the new exhaust and intake), AXP Racing skid plate, Oberon billet clutch slave, Samco hoses, and clamps, Vanasche billet fuel filler and Rottweiler/KTM dongles galore. This is probably where this build went from mild to wild. I’ll blame that on Chris. Now for some ground-pounding SUSPENSION performance upgrades. Having worked with Konflict Motorsports in the past and knowing they specialize in these types of bikes, I knew Alex would dial in our 690. I explained the intended use, weights, time constraints, and that the bike would be loaded for multi-day trips at times and other times just me and the bike. Konflict pretty much pulled out all the stops and covered all the fine details right down to the SKF seals to the Dal Saggio compression assembly and Xtrig pre-load adjuster. Due to time constraints, the only thing we didn’t do was the fancy Kashima coatings. My loss, my bad for being rushed.

KTM 690 Rally Lite Build

With the three major areas we were addressing handled, now it was time to move on to the finishing touches of the build. I thought I would try something new to myself and went with a MSC Moto Racing Products stabilizer. They have a kit specifically for the 690; it fit and went on perfectly. I chose to stay with the stock gearing (more on this later) but did change out the sprocket for a DDC (Delaney Drive Components) rear sprocket. No build is complete without a Seat Concepts comfort seat! ProTaper bars and grips, stock 890 handguards, and a trick minimalist set of mirrors from Doubletake. These tiny bar-mounted mirrors aren’t for everyone, but I have them on everything I own. They are never in my way, never get moved or bumped, and provide a decent rear view look back through just below my armpits. Like I said, not for the dude looking where he has been, a must for the guy moto-ing the backcountry. On the navigation tower, I mounted some trick little Yoshimura LED blinkers. The Yosh blinkers and the Rottweiler Tale Tidy make for a flashy setup. Also mounted to the nav tower is the Trail Tech Voyager Pro GPS and my beacon for the Skydio2. IMS was kind enough to send out another pair of my favorite footpegs, the IMS Core Enduro pegs. The added width of the pegs makes them comfortable when riding all day, and the added length helps steer the bigger bikes. The Core Enduro peg is big enough to get the job done yet doesn’t get in the way like a longer peg would.

KTM 690 Rally Lite Build

Before we hit the ground running, we need to deal with the rubber. I have a KTM 300 2-Smoker and love the fact that I can run Nitro Mousses. I am so over carrying tire tools, tubes, and fixing flats. What if? Having talked with some people in the know and have seen firsthand a top dog playing with mousses on adventure bikes, I thought I would give them a shot. I ordered up a set of mousses for my Shinko tire set up (Front: 216MX 90/100-21 “Fat Tire” & Rear: 520 Series 120/100-18). NOTE: Shinko 216 Fat Tire, best front tire ever! While the mousses are not DOT approved (not really my concern), I was confident they would meet my needs. My tire setup is an aggressive dirt choice. I’m using the pavement to hit the next dirt section, get gas, get food, or check-in to a hotel. I run a similar tire set up on my 890 with 28 to 30psi (higher pressures to minimize flats) and love it. Now with the addition of the mousses, the lower pressure feel makes for even better traction in the dirt, and I have had no issues at all on the long street/highway sections.

KTM 690 Rally Lite Build

Now this build was a little overwhelming when all the parts started showing up. I laid them out on a ten foot and six foot folding table. WOW, this is going to be a ton of work… Once I dove in, I watched a couple of videos and tackled each part one at a time. I found myself feeling really comfortable with the entire process. Both Rottweiler and Aurora-Rally have excellent install videos. My toughest task was figuring out how the KTM 690 plastic was removed. I’ve had 300, 350, 500, 790, 890, and 1090s but never a 690, and KTM has some unique (yet practical) ways of fitting plastic to their bikes. Fortunately, Chris Parker at Rottweiller does a great job in his videos addressing plastic body panel removal. When to slide forward, up, or back and when to pull until you think it will break - LOL. I spent the best part of the day installing the navigation tower. I took my time and probably over-thought the process. In the end, it was very straightforward and fit perfectly. My fears spurred on by other brands of nav towers were not at all a concern with the Aurora-Rally setup.

KTM 690 Rally Lite Build

I finished the 690 build-ups during the next week after work. It was just in time (about 4 or 5 hours after we planned Friday late, late afternoon) for my son Hayden and me to leave for Mammoth Mountain to meet up with Simon to get both our builds shot. We had a great time shooting (Simon did), riding, and comparing the two builds. While the two days of riding/shooting was enough for photo and video, it really wasn’t enough to get to know my 690. I left Mammoth wondering if I chased this idea down the right path. A couple of days later, my usual riding partner Pete who had just finished building a KTM 500 with a tower, wanted to spend a few days out in the Mojave, Kernville, and Kennedy Meadows area. This would be perfect for me to check mpg and put the bike through its paces. I knew chasing Pete on a 500 was going to be a good test for my 690r (pun intended). It turned out to be a great trip. I got the suspension dialed in, found my fuel range (not great at 135), and learned the characteristics of the 690. My big ADV bikes liked to be steered with the back-end while standing, and this was the way I approached the 690 (at least in Mammoth).

KTM 690 Rally Lite Build

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The 690 wanted to be ridden more like an enduro/ dual-sport and responded accordingly. Once I got the feel of the bike, now I’m really loving it. It gets even better, though. Two weeks later, Pete and I load up and head to Wickenburg, AZ, an area we have been exploring on the 790 and 890s over the last couple of years. The Arizona Proving Grounds. Not actually, but actually. We found ourselves well North of the Arizona Proving Grounds, but man, did we get in over our heads with these bikes. We used my 690 and Pete’s 500 to punch through areas and tie together tracks we didn’t dare explore on the bigger bikes. The second day after a few hours of riding some great stuff, we found ourselves on a three-hour hike-a-bike. Stuff that would have been tough on a 300. And on the 3rd day, we punched through on some overgrown single track that put us in a two-hour, over the mountain, crappy rock garden. We are in Arizona, so I expect rocks, and I have even convinced myself I like rocks, but this was 2 hours of stupid. 4 days on the 690, almost 200 miles a day, and only maybe 5 hours of that being hell-ish, really brought me to appreciate what the 690 can do. It did it all, and it did it well. I initially questioned my suspension setup, but the more I rode it, the harder I rode it, and the more varied terrain, the more I realized Konflict nailed it. The 690 I set out to build has been realized. It’s meeting all my expectations (maybe with the exception of fuel range, I would like to have seen a 150 range) with flying colors. The 690 feels lighter and more playful than my 890 and wants to be ridden like a 500, yet travels really well. New problem and a damn good one to have: which bike am I going to ride?

KTM 690 Rally Lite Build PARTS AURORA RALLY EQUIPMENT - WWW.AURORA-RALLYUSA.COM & WWW.AURORA-RALLY.COM • 690 RALLY LITE COMPLETE KIT (‘ 19-’21) WITH HEADLIGHT UPGRADE TO BAJA DESIGNS SQUADRON PRO • 690/701 CASE SAVER-SPROCKET GUARD ROTTWEILLER PERFORMANCE - WWW.ROTTWEILERPERFORMANCE.COM • ROTTWEILER INTAKE SYSTEM - KTM 690 ENDURO/SMC WITH 690/701 ENDURO INTERNAL SOFT BAG AND PC RACING DOME FILTER SKINS • ROTTWEILER SAS/CANISTER REMOVAL KIT - HUSKY 701 (2017+) / KTM 690 ENDURO/SMC-R (2019+) • ROTTWEILER CRANKCASE BREATHER BLANKING KIT FOR ROTTWEILER INTAKE KITS • DYNOJET POWER COMMANDER V FOR KTM 690 ENDURO / SMC-R (2019+) WITH ROTTWEILER POWER MAP 690 ENDURO/SMR (2019+) - ROTTWEILER INTAKE/ARROW MUFFLER • ARROW 690 ENDURO/SMC-R TI - CARBON MUFFLER WITH ARROW 690 ENDURO/SMC-R (2019+) ENDURO/SMC-R LINK PIPE • AXP RACING - KTM 690 ENDURO/SMC-R (ALL) / HUSQVARNA 701 ENDURO/SM POLY SKID PLATE - (ORANGE) • KTM 690 DUKE/ENDURO/SMC-R ‘OFF ROAD/ABS’ DONGLE • ROTTWEILER PERFORMANCE - KTM 690 ENDURO/701 HUSQVARNA REAR BRAKE MASTER CYLINDER PROTECTION • OBERON BILLET CLUTCH SLAVE CYLINDER HUSQVARNA 701 (2016+) / 690 ENDURO/SMC-R (2016+) • SAMCO HOSE KIT FOR KTM 690 ENDURO/SMC WITH SAMCO CLAMP KIT • VANASCHE MOTORSPORTS KTM 690 ENDURO / SMC-R - (2019+) - BILLET FUEL FILLER • TWIN AIR FUEL FILLER FILTER • ROTTWEILER KTM 690 (2019+) ENDURO/SMC-R REAR FENDER ELIMINATOR/TAIL TIDY • ROTTWEILER O2 SENSOR PLUG / (12MM STAINLESS STEEL) • ROTTWEILER 690/701 ENDURO/SMC-R HEEL GUARDS / LUGGAGE STRAP MOUNTS MAXIMA RACING OILS - WWW.MAXIMAUSA.COM • MAXIMA PROPLUS+ 10W-50 4T SYNTHETIC ENGINE OIL AND LUBES KONFLICT MOTORSPORTS SUSPENSION - WWW.KONFLICTMOTORSPORTS.COM • KM2 690 XPLOR FORK REVLAVE (BUNDLE) • KM FORK SPRINGS 43.5X430MM .66KG/MM • WP PRE-LOAD ADJUSTABLE FORK CAP SET (3 POSITION) • DAL SAGGIO XP-ONE MID SPEED COMPRESSION ASSEMBLY • SKF HEAVY DUTY FORK SEAL KIT (OIL SEAL/DUST SEAL) 48MM WP HD • MAXIMA LIGHT RACING FORK FLUID 5 WT. ZERO FADE SUS 85 SEC/ 150+ VI • KM2 690 SHOCK RE-VALVE (BUNDLE)

KONFLICT MOTORSPORTS SUSPENSION (CONTINUED)) • KM SHOCK SPRING 61X220MM 9.0 KG/MM • XTRIG PRE-LOAD ADJUSTER • WP DUST SEAL/WP SHOCK OIL SEAL • WP SHOCK SEAL LOCKING RING • MAXIMA LIGHT RACING SHOCK FLUID 3 WT. ZERO FADE SUS 85 SEC/ 150+ VI TRAIL TECH - WWW.TRAILTECH.NET • TRAIL TECH VOYAGER PRO DELANEY DRIVE COMPONENTS - WWW.DDCRACING.NET • DDC RACING SPROCKETS KTM 46 IMS PRODUCTS - WWW.IMSPRODUCTS.COM • CORE ENDURO FOOTPEGS MSC MOTO RACING PRODUCTS - WWW.MSCMOTO.COM & WWW.MSCMOTOAMERICAS.COM • MSC RM3 STEERING DAMPER UNIT WITH RISER-MOUNT BRACKET PROTAPER - WWW.PROTAPER.COM • PROTAPER EVO HANDLEBARS - BLACK BEND: CARMICHAEL (024003) • PROTAPER MX PILLOW TOP GRIPS - ORANGE DOUBLETAKE MIRRORS - WWW.DOUBLETAKEMIRROR.COM • DOUBLETAKE- TRAIL MIRROR SEAT CONCEPTS - WWW.SEATCONCEPTS.COM • SEAT CONCEPTS KTM (2019-21) 690 SMC / ENDURO R *COMFORT* SHINKO TIRES - WWW.SHINKOTIREUSA.COM • FRONT: 216MX 90/100-21 “FAT TIRE” • REAR: 520 SERIES 120/100-18 NITRO MOUSSE - WWW.NITROMOUSSE.COM • NITRO MOUSSE FRONT & REAR YOSHIMURA R&D - WWW.YOSHIMURA-RD.COM • LED TURN SIGNALS - (FRONT/PAIR)

KTM 690 Rally Lite Build

We stopped at the edge of the paved road headed into Challis, Idaho late in the afternoon of August 11th. 5 days, 651 miles, 41.5 hours of riding time, 4 women, 100’s of unforgettable moments and unimaginable amounts of laughter were had. It was hard to continue on our final stretch after pushing through the past five days. Some experiences we hope never come to an end and we want to exist right there in that moment forever. A year prior my husband Pat and I studied Grit #3 while on a trip to the area. The R’Idaho Grit is an online challenge with four different routes depending on what part of Idaho you choose to experience. Grit #3 crosses through the Sawtooth Mountain Range reaching the towns of Challis, Stanley, Lowman, Idaho City, Pine, Smiley Creek and Clayton. After several weeks of riding, clearing trails, navigating and experiencing the terrain, we agreed that Grit #3 needed to be attempted by the first ever all women’s team. One way to obtain ‘True Grit Status’ is by completing the Challenge in 5 days, unsupported. This means no planned outside help or stashing fuel, food, tools or spare parts along the way. We carried everything we needed or may need aside from meals and camping gear on our bikes. Staying in hotels is allowed by adding a certain number of bonus miles, which are typically more challenging single track trails. On October 19th I sent a text to Kate, Dayne and Courtney asking if they were interested in teaming up to become the first all women’s team to attempt any of the Grit challenges. Immediately they all said yes, although they truly had no idea what the Grit was or what it would entail. Apparently they trusted my judgment! In January we talked about the trip, then again in May and again in June, finally settling on the dates of August 7-11. Courtney promptly started booking rooms along the route, which was a key move as most accommodations were already full for that week. Jamey was invited to join the team in June with the hopes to have strength in numbers. While large groups aren’t always beneficial, my thinking was with a solid group, we would be able to get through and achieve anything we would come across! In early June, Dayne and I pre-rode sections of our route, testing our bikes’ fuel capacity as well as our bodies. Our partners By Kalyn Benaroya

and friends joined us, clearing trails and pre-riding a few special tests along the way.

Reality hit both Dayne and me: this was going to be one of the most challenging things on two wheels we had ever done, both mentally and physically! Meanwhile, Courtney was plotting on how she could get out of it and Kate was recovering from a recently broken foot. You would think I would have been questioning if we were actually going to give the Grit a try, but I didn’t. I knew we were going to attempt the Grit and I knew we were going to finish. The planning, purchasing of gear, and testing bike set-ups for most of the group didn’t start until two weeks before! Our bikes were not set up perfectly and had not been tested while fully loaded. Knowing we were all on 2020-2022 fuel injected 300 Husqvarna and KTM two strokes was helpful for planning our tools and spare parts needs. Between all of us we had a fairly extensive tool kit, including extra bearings, fuses, spare hand levers, brake levers and shifters. The levers and shifters were zip tied into air-boxes to save space and take weight out of our packs. My personal setup was a 2021 Husqvarna TE300i with a 3.3 gallon tank. A Trailbound Saw Mount carrying 2 Mosko Moto 4L dry bags with an additional small front fender bag. I also bolted an Oxbow Light to my front fender and wired it to my headlight switch. Two 2-liter Platypus collapsible containers (for extra fuel), and a Mosko Hydration Pack. I used every millimeter of space! Courtney was on her 2022 KTM 300XC-W TPI with a 3.1 gallon tank. A Trailbound Saw Rack carrying a dry bag and front fender bag, a rear fender bag, one 3 liter Platypus bag for fuel and a USWE backpack. She also used an Oxbow light mounted to the front fender. Dayne was on her 2020 Husqvarna TE300i with a 3.3 gallon fuel tank. She mounted two 1.5 liter fuel cans and a Silky Saw to her Trailbound Saw Rack. She attached a rear fender bag and wore a Klim Arsenal vest to carry everything she needed for the trip.

Each of the 100+ miles days of the Grit 3 loop put each rider to the test mentally and physically. As a team they not only worked together to get through the challenge but they depended on each other for support along the way! It’s named the Grit Challenge for a reason!

THE TEAM CONSISTED OF 5 OF THE NW’S MOST NOTABLE RIDERS: KALYN BENAROYA, 38 of Hood River, Oregon and founder of Dirtastic Instagram: @dirt.astic @kalynbenaroya KATE SCHADE, 50 of Victor, Idaho and founder of Kate’s Real Food Instagram: @kates_real_food @schadeykate DAYNE TONEY, 31 of Driggs, Idaho, and co-founder of Enduro Method Instagram: @enduromethod @daynetoney COURTNEY FELDT, 47 of Whitefish, Montana and co-owner of Feldt Excavation Instagram: @mtcourt JAMEY PARKS, 38 of Couer D’Alene, Idaho and owner of Empire of Dirt Instagram: @jamey14parks

Jamey was on her 2021 Husqvarna TE300i with a 3.3 gallon fuel tank. She carried an extra 2 liters of fuel using her Trailbound Saw Rack, attached rear saddle bags, a rear fender pack and carried a small USWE hydration pack. Kate was the only one who went with a stock tank on her 2022 KTM 300XC-W TPI, which surprisingly was getting 80 miles to the tank! Kate wore a Klim Arsenal Vest and attached a fender bag stacked with a 1 gallon Giant Loop Fuel bag to get the job done. Just days before our planned departure date, heavy storms rolled through Idaho causing landslides, washes, downed trees and incredible amounts of damage! Other groups of Grit riders were reporting severe damage along their routes making for high amounts of anxiety for our team. Our original plan to not carry a chainsaw was quickly becoming an issue. At the same time, we had no prior experience riding with a saw, and the Grit did not seem like a good time to test it out. We packed a Silky handsaw and prayed that we would luck out. Routes were agreed upon and made a week or two before. Kate and Dayne added the routes to their GPS’s, some of which were added late the night before our departure. We had originally planned a route that would surely be impassable after the storm, so in our late night planning, we also decided to take the route we could most likely complete and in True Grit Style, the highest level of completion.

We set out at 6:45am August 7th from Challis, Idaho on an adventure of a lifetime! Within a few miles of double track leading us into the mountains, the sunrise made the perfect backdrop for some quick packing adjustments. We weaved up and over the hills heading west through recently rained on trails, holding a safe and steady pace towards our first special test of the day, Cinnabar Trail. With single track quickly transitioning into the side-hill style trails that Idaho is known for, Jamey took the first off trail detour after she lost her front end on a skinny section of trail. She and her bike flipped down the hill, thankfully landing upright, mostly unscathed. As she tried to move her bike we realized her front brakes were locked up. Courtney, Jamey and I successfully worked together to get the bike back on the move. From that point, it seemed everyone started to ride with a little more caution, knowing that it just takes one wrong move to end the challenge. We reached Stanley by late afternoon day one. Our first day gave us a good sense of how we rode together and how well we packed our bags! The 5 of us were a great fit, finding our collective rhythm. After riding 103 miles of breathtaking views and challenging yet fun single track, we were ready to enjoy a nice meal and prep for day two! Knowing that we had a 108 mile day ahead of us, we hit the road early on day two! Within the first few miles of single track Dayne took a tumble down a 30 ft embankment. All five of us worked together, pushing and pulling, using a tow-strap to get her bike back to the trail. It only took a matter of minutes to recover her bike and regroup, but that fall had a lasting impact on the rest of Dayne’s ride. It only takes one small mistake to get into your head when you’re riding endless Idaho side hill! After completing our morning “warm up” and refueling in Stanley, we headed out for the rest of day 2 but by the time we reached a road, Jamey’s arm had flared up with unbearable pain. At that point it was time for her to make the call if she could continue on or go home. Unfortunately, the pain was extreme enough that she turned east to head back to Stanley on the highway, while the rest of us turned to the west on our route to Lowman. That was not easy for any of us. Knowing how much each of us wanted to complete the Grit and seeing that it could all go away in an instant was heartbreaking.

That same day, the clouds moved in, eventually giving us a little treat! The rain cooled us off, eliminated the dust and made for an excellent afternoon of riding! We pulled into Lowman ten and a half hours after our initial departure from Stanley. Lemonade, beer and bar food never tasted so great! We celebrated the day with a dip in the Kirkham Hot Springs, where Courtney nearly ended her trip slipping in the rocks, splitting her elbow open. Once again, we rallied, got her patched up and ready to ride! Day 3 was an early, unexpectedly cold morning spent chasing each other through the trails and watching the sun rise. The long windy road into Idaho City made for a brisk ride! Once we reached town to refuel we were all ready to sit in the sun with a hot beverage to warm up. This was our longest day, so in reality we did not have time to waste. The mid morning warm up cost us valuable time that we didn’t yet know we were going to need. The trails out of Idaho City are fast and whooped out. The combination caused everyone to have packing issues with their rear fender bags, except me! Being free of fender bag worries, the whooped out trails provided a fast, fun, motocross like day in the woods! An hour out of town, I felt a pop in my left hand and could not feel my pinky. That is never a good sign. My heart sank. I pulled off the trail, slid my glove off fearing what I would find. It was painless and everything moved well until I spotted the tip of my pinky wasn’t able to bend. It didn’t hurt, so I slid my glove back on, knowing I had a job to finish. 165 miles and 13 hours later, after another epic day, we pulled into Pine. What happens when four women roll into a small town on dirt bikes? We get noticed! The long stop in Idaho City and fender bag fails meant that we didn’t make it into town during business hours. The gas station, restaurant and bar were all closed for the night and we were hungry. Very hungry! Thankfully being noticed meant that the bartender who happened to still be inside, opened the door to let us in! She prepared several pizzas and pitchers of beer, completing this unforgettable day! “Nom, Nom, Nom” as Kate said.

Due to our late arrival to Pine, we were unable to refuel before 8am. This allowed us to sleep in and enjoy the slow morning before we would hit the trails for day 4 to Smiley Creek. By day four you would think that our bodies would be sore, our hands would be blistered and we would be feeling out of sorts, but we either didn’t notice due to the adrenaline running through our veins or we all hid it well! Along the route for our 116 mile journey to Smiley Creek we made an obligatory stop at the Smoky Bar Store for a coke and fuel. The Paradise trail took us east back through the Sawtooth range. With only a couple detours along the way, we made great time landing in Smiley Creek just 10 hours later and right in time for an early dinner (or shall I say carb loading) for the final day! Day 5 was the route Dayne and I had tested earlier in the summer. We knew what to expect which I believe helped us get through the 130 mile day. The morning started out with a fast 90 mile section ending in Clayton where we were able to refuel our bikes and bodies. The owner of the Sawmill Station and friend Ross greeted us with excitement, knowing we were on the home stretch. He suggested a last minute route change, knowing that it was clear of debris from the storm a week prior. Per his recommendation, we took off on a slightly longer road section than originally planned, followed by a shorter, yet more technical route to the top of Custer Lookout. At 10,000 ft and after several hundred miles of riding, we made it to the highest elevation point in the Grit #3 route. We took a few minutes to celebrate by making our first recorded interview. Our interview may or may not ever be seen by the public, but it was a moment in time that each of us will never forget! From that point, we just needed to make it down the hill and back into Challis. My senses became heightened. The shadows were more dramatic, the sun was brighter, our pace faster yet it felt like time was slowing down. We stopped just shy of the paved road headed into the small Idaho town of Challis in the late afternoon of August 11th. 5 days, 651 miles, 41.5 hours of riding time and 4 women... We did it! We completed the R’Idaho Grit #3 as the first ever women and all women team in True Grit Style, the most challenging option.

I realize the challenge was more than a point to point ride; it was an experience that will never be replicated. It was an experience that no matter how many words I put down on paper, I will never fully be able to capture the essence of. It was thousands of shared moments with other women who believed in each other and themselves. I crave our connection, our bond, our friendships, our strength, our determination, our fearlessness, our pureness, our love, our passion, our unforgettable laughter and our grit. I will hold these sacred moments in my heart forever. Through our journey we hope to inspire other people to say yes to opportunities that come their way and believing in themselves to do the unimaginable!

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Idaho’s largest powersports dealership, family owned and operated since 1966. We are the premier Honda, Husqvarna, Kawasaki, KTM, Polaris and Suzuki powersports dealership in the Northwest. Visit us at carlscycle.com. Call us at 208-853-5550. Or, stop by our store at 5550 W. State Street, Boise, Idaho for all your powersports needs.

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