Upshift Issue 74 - October 2022

October 2022

Issue 74

KISKA.COM

Photo: R.Schedl

rIDE into the

Confidently go wherever your inner voice leads you with the new KTM 890 ADVENTURE R. With a new rally-inspired styling to match its renowned offroad ability, and a class-leading electronics package, it is the ultimate machine for the most extreme adventures. #DARE2ADV FIND OUT MORE AT KTM.COM/TRAVEL

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

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

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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.

Photo: M. Campelli, Fotografie Mitterbauer

husqvarna-motorcycles.com

Go anywhere.

F E

Possessing the strongest engine in Husqvarna Motorcycles’ dual-sport lineup, the versatile FE 501s is designed to deliver strong, controllable power that assures the most comfort on extended rides.

5 0 1s Strong, controllable power

Swedish inspired graphics and trim

Counter balance shaft

ISSUE 74 October 2022

INSTA-ADV October 2022

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Issue 74

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

Design, Production Chris Glaspell

Contributing Writers Chad de Alva Blake Draguesku MotoMorgana Tim Notier John T. Young Contributing Photographers Chad de Alva Olivier de Vaulx Blake Draguesku Drew Martin MotoMorgana Tim Notier Monti Smith John T. Young Technical Editor Chad de Alva Story Editor Stefanie Glaspell

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Big Improvements for Big Travel

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KTM ADVENTURE RALLY

Tamarack , Idaho

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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vertical on 4500 white MILES ON A DIRTBIKE Riding The Honda CRF450L Long Distance

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

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2-Stroke 250 / 300

ITALIAN CRAFTED RIDEABILITY Go ahead...You deserve it.

» Adjustable Power Valve » Automatic Oil Injection

» Counter Balanced Engine

» Broad Power Delivery

» Diaphragm Clutch for Easier Clutch Pull

Off Road LEARN MORE AT

» Electric Start

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.

By Chad de Alva The versatility of modern parallel twin powered adventure bikes is amazing. From pulling out of the apex on your favorite twisty paved road to picking your way through technical trails in the mountains, and even to surfing sand dunes, parallel twin powered adventure bikes absolutely rip anywhere you ride them.

The KTM 890 Adventure R is a prime example of a parallel twin powered adventure bike that works very well in all sorts of riding situations. The 890’s compact LC8c motor produces tons of power in a relatively compact chassis that instills rider confidence. The net result is a bike that’s light on its feet so that it feels like a big dirt bike in the tight and technical places, yet it has the suspension, handling, and power to instantly put a grin on your face whether you’re diving into some paved twisties or boosting bar ditches in the dirt.

KTM isn’t the only manufacture with a rad parallel twin. Yamaha’s CP2 in the T7 is also quite the grin-inducer. Suzuki has a new parallel twin on the definite horizon, and the internet says that Honda has one in the works too. Clearly manufactures recognize that parallel twins are the way.

Considering how good the current crop of parallel twin powered “middleweight” adventure bikes are, I’m eager to see what the future holds for “lightweight” parallel twin adventure bikes. The potential of a roughly 600cc twin is quite appealing. Theoretically, a smaller motor would make for a smaller, more dirtbike-like chassis with a lower weight that would be even better off-road. The parallel twin architecture should enable the bike to have longer service intervals, less vibration, and more power output than a 500cc thumper.

Here’s to being thankful for the awesome adventure bike we get to ride today, and the exciting potential of future parallel twin powered bikes.

2023 KTM 890 Adventure R For all those who dare to adventure, KTM North America, Inc. Introduces the new KTM 890 ADVENTURE R, here to break travel barriers on or off the beaten track. Featuring a host of technical upgrades, this reworked machine enters a new era of rally-inspired aesthetics and performance.

Harnessing attributes of KTM’s pure READY TO RACE legacy, the hyper-focused development goals of the new KTM 890 ADVENTURE R are clear: further offroad excellence, dependability and suitability for whatever lies on the road ahead. Launched in the diverse landscape of western Idaho at the 2022 KTM Adventure Rider Rally, the next-level capability and mettle of the reshaped KTM 890 ADVENTURE R was witnessed in the heart of the Idaho mountains by adventurers from all over the world.

Taking cues from the KTM 450 RALLY setup, the WP suspension package on the KTM 890 ADVENTURE R, with fully-adjustable WP XPLOR forks and a WP XPLOR PDS rear shock, was re-tuned to provide improved feeling and damping to ensure riders reach the end of each stage with reduced fatigue. Further influence from the Factory Rally bike is evident in the redesigned bodywork with a new fairing, fuel tank and cowling, improving aerodynamics and ergonomics, respectively enhancing protection from the elements and the bike’s already amazing agility. The fact that the 2023 KTM 890 ADVENTURE R is ready for action is also made clear through the new lower windshield, high front fender and engine protector, for those tricky technical moments.

The new 5” TFT display—equipped with USB-C connectors— features a completely new appearance with colored pictograms and intuitive graphics that allow for easy navigation through the menus. In addition, the latest upgrades include a developed turn-by-turn plus navigation system that allows riders to select their preferred destination from the bike’s menu. A new phone call-out function also allows a favorites call option, with a maximum of 10 numbers, or the option to call one of the 10 last numbers called. www.ktm.com

Motorex Introduces MS1 Restore the factory shine to plastic, vinyl, carbon fiber, fiberglass, rubber and paint! There’s a new scent in the air… MOTOREX is pleased to offer the newest addition to its premium lubricants and care products offering- Moto Shine MS1. Designed for the detailing touch after cleaning, the high-gloss formulation protects and enhances fairings, plastics sets, dashboards and framework. MS1 provides a durable coating that repels mud and water when sprayed on a surface and left “wet” or leaves an additional anti-static film when allowed to “setup” and buffed to a long-lasting sheen. The perfect finish to looking factory fresh and staying cleaner longer. For more info go to: www.motorexusa.com.

Features: • Perfect, high-gloss shine • Fresh, scented formulation • Anti-static, dust repelling sheen • Easy cleanup, mud releasing, protective film • Safe on plastic, vinyl, carbon fiber, fiberglass, rubber and paint

Klim and In&Motion partner to release new adv-oriented smart airbag vest In an effort to continuously evolve motorcycle protection technology driven by artificial intelligence, KLIM and In&motion, an award-winning motorcycle airbag company, teamed up to introduce a new adventure-riding-oriented Ai-1 Rally Airbag Vest built with more protection than the original Ai-1 Airbag Vest. Check out our full review on the original Ai-1 Airbag Vest in Upshift Issue 58 Here.

The lightweight, electronic vest is fully wireless and autonomous, meaning there are no sensors needed on the bike. An inert-gas canister provides the pressure needed to inflate the vest in under 60 milliseconds, and it can easily be replaced by the user. In&motion’s In&box DPP (Detect-Protect-Perfect) sensor platform offers unprecedented crash sensitivity through continuous algorithm updates for added protection.

Designed to protect the thorax, abdomen, spine and neck, the Ai-1 Rally Airbag Vest is the only 5-Star SRA-Certified smart airbag, Europe’s top safety rating available, with detection + inflation time under 60 milliseconds. The main vest body fabric is moisture wicking and breathable for comfort underneath a motorcycle jacket. The upgraded D3O chest and back pads create an added layer of protection for low-speed tumbles; the D3O CE Level 2-rated vented backpad is certified for ambient and wet conditions. The D3O CE Level 1-rated chest pads are inboard of the air bladder, between the rider and air bladder and offer impact absorption even without inflation.

Using data collected by top competitors of rally racing, In&motion developed an adventure-specific riding mode, providing more leniency toward situations of limited grip and low-speed tipovers not causing the need for inflation. With multiple detection modes, riders are able to activate the correct detection mode for each riding situation for optimized protection. The Adventure Mode is available as a subscription-enhanced option for all In&box equipped airbags.

By listening to feedback, collecting data and analyzing results, KLIM and In&motion offer riders the best weatherproof garment experience on the market while taking safety beyond already premium abrasion and impact protection.

The Ai-1 Rally Airbag Vest is available now at KLIM.com.

CHOOSE TO HAVE IT ALL

With world-beating capability and all-road comfort, the new 7.9 gallon tank, shaft-driven Tiger 1200 Rally Explorer is the ultimate large capacity adventure motorcycle.

Powered by a new 1200 triple engine, the unique T-Plane design blends the low-speed capability of a twin with the top-end performance of a triple, for impeccable off road control and effortless touring capability.

Add to that an all-new chassis that’s significantly lighter and more agile, plus a feature-packed, high specification of equipment throughout, including long-travel, semi-active suspension and the new Triumph Blind Spot Radar system, for outstanding all-road capability in comfort and style.

The all-new Tiger 1200 Rally Explorer. It’s time to reset your adventure expectations. From $24,200 MSRP.

Find out more at triumphmotorcycles.com

WIDE OPEN

CALIFORNIA

PHOTO: DREW MARTIN

WIDE OPEN

TURKEY

PHOTO: MOTOMORGANA

WIDE OPEN

IDAHO

PHOTO: CHAD DE ALVA

WIDE OPEN

WYOMING

PHOTO: JOHN T. YOUNG

WIDE OPEN

IDAHO

PHOTO: CHAD DE ALVA

CHALLENGE ALL CONDITIONS WITH THE NEW 2023 V-STROM 1050DE’s IMPROVED PERFORMANCE AND ADVANCED ELECTRONIC RIDER AIDS.

Retaining its distinctive look, the most advanced V-STROM ever combines enhanced off-road capabilities and a powerful 1037cc, V-twin engine to go further than ever before. Equipped for adventure, its Bi-Directional Quick Shift System, upgraded Suzuki Intelligent Ride System, rider-selectable ABS*, longer-stroke suspension, and 21-inch spoke-style front wheel give you ultimate control. Turn the unexpected into the everyday.

EXPLORE THE V-STROM 1050 LINE

SUZUKICYCLES.COM/V-STROM

Suzuki Dealers are taking orders now. Claim yours. *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. Suzuki engineered the V-STROM 1050 for experienced riders. V-STROM 1050DE Adventure model shown. 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 ®. © 2022 Suzuki Motor USA, LLC

WIDE OPEN

GEORGIA

PHOTO: MOTOMORGANA

WIDE OPEN

CALIFORNIA

PHOTO: MONTI SMITH

WIDE OPEN

IDAHO

PHOTO: CHAD DE ALVA

WIDE OPEN

WYOMING

PHOTO: JOHN T. YOUNG PHOTO: ALEX KELLY

WIDE OPEN

TURKEY

PHOTO: MOTOMORGANA

TAP THE MAP FOR YOUR NEXT OFF-ROAD ADVENTURE Explore thousands of miles of interactive trails for 4x4, SxS, ATV, and dirt bikes across the nation. Color-coded trails let you see which are open with just a glance. Tap on any trail to access details like difficulty rating, clearance level, duration, open and close dates, trail photos, and more.

Your paper maps can’t do that.

Download the app: onxoffroad.com

WIDE OPEN

NEW MEXICO

PHOTO: OLIVIER DE VAULX

WIDE OPEN

CALIFORNIA

PHOTO: MONTI SMITH

WIDE OPEN

GEORGIA

PHOTO: MOTOMORGANA

WIDE OPEN

ARIZONA

PHOTO: CHAD DE ALVA

FOR YOUR NE ADVENTURE TOP SPEED 10W40 A fully synthetic engine oil engineered for the optimum balance of longevity and performance.

High temperature and shear stable viscosity modifiers JASO MA2, high-torque, wet clutch certified Low volatility and evaporation loss Robust anti-wear additive package

WWW.MOTOREXUSA.COM

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W O R D S: B L A K E D R A G U E S K U

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P H O T O S: D R E W M A R T I N - M O N T I S M I T H

From a distance, the motorcycle presents itself as a vintage rarity. Twin circular headlights are topped with a low-cut vertical windscreen. Muscular bodywork finished in bright satin white wraps rearward to encapsulate a camel-esque gas tank with an offset filler cap. The form narrows through a slim black saddle before terminating in a unique, minimalist tail section that all but confirms your suspicion that this machine is of vintage origin. Black wheels laced with

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thick stainless spokes are accompanied in the front by a closely-formed low fender and in the rear by an exhaust that is, in traditional rally bike fashion, slung from low to high. All of these design elements come together to create

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a form that is undeniably 80’s. A form that for many, conjures up grainy images of the Saharan desert; a tumultuous sea of sand punctuated by motion-blurred figures of man aboard machine, both donning the iconic logos of some major cigarette brand, both suffering through their long range dash from Paris, France to Dakar, Senegal.

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modern details of the Desert X come into focus, prompting

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Walking nearer interrupts this nostalgic vignette as the

the 2022 Ducati Desert X being, well, merely just a facade,

me to explore the motorcycle further as I ask myself, “What exactly am I looking at here?”

Whether you’d like to admit it or not, the vintage facade of

is a good thing. Existing in an automotive and powersports era that is largely defined by the skyrocketing demand for (and resale prices of) “vintage” machinery, the X provides satiety to those with a hunger for 1980’s design paired with modern engineering, technology, and of course the excellent performance and reliability that comes with those things. The unprecedented Italian machine boasts hardware that Dakar racers of 30-something years ago could only have daydreamed of while crossing that cruel desert, with one component of the bike standing out in particular: its powerplant.

The Testastretta 11° engine is a beautiful thing: beautiful in the way that it sounds and in the way that it confidently propels the motorcycle forward over varying types of terrain, but mostly, in its virtually unlimited range of personality. I have yet to ride a Ducati that isn’t defined by the complex character of its high-performing heart, and the Desert X is no exception to this trend. Upon startup the 937cc desmodromic valve train twin emits a resonant idle that is reminiscent of a syncopated drum beat, a rhythm that is unique to only a handful of twin cylinder engines. free-flowing as some would hope, as it sounds a bit more like you’re standing in the lobby of the Italian opera hall as opposed to sitting in the front row, but you can only expect so much from street legal, deal-

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It’s clear at this point that the optional Termignoni slip on isn’t quite as

acter is fundamental to understanding how the Desert X feels as a whole. This engine is perceived much differently while riding off-road than it is while riding on-road, significantly more so than with other multi-cylinder adventure bikes that I have spent time on. In the dirt, the 937cc L-twin produces ample, tractable power from just above idle to right around 5,500RPM. In this rev range the engine is silky smooth, predictable, and actually quite polite. It does little more than whistle and purr while propelling you over whatever off-road terrain is at hand. A slightly more than reasonable amount of torque is available in the bottom half of the Desert X’s tachometer sweep, allowing the rider to break the rear tire free at will on most off-road surfaces, although I imagine a bit more bottom end bark might be desired if running an aggressive knobby in agreeable soil. This is nothing that the cat-less Termignoni race exhaust and tune won’t fix, in addition to any lingering concerns of inadequate sound. Above 6,000RPM, the Desert X simply shovels earth out the back in high volumes while pushing the bike forward at a rapidly increasing speed. Second and third gear cover the vast majority of off-road operations, with first being reserved for more careful technical work and fourth-onward being reserved for high speed cruising or flat out hoonery.

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Understanding the Testastretta’s power/torque curve and overall char-

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of inadequate sound - more on that in a moment.

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er-equipped exhaust options. Thankfully there is a solution to this issue

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Surfaces that don’t provide high levels of traction muddy the water a bit when it comes to perceiving the highly nuanced character of the Testastretta 11°. On the road however, the Italian twin presents itself in a detailed and colorful manner. Passing through 5,500RPM, a swell of torque surges the motorcycle forward with authority. Accelerating under full throttle and

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intoxicating sound is released from the induction

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tucking yourself behind the windscreen, an

one-hundred percent Ducati. It has, in my opin-

side of the engine. The Desert X’s song is fifty-percent growl, fifty-percent howl, and

ion, one of the most enjoyable induction sounds of any big twin on the market today. Horsepower peaks at 9,250RPM, with a claimed 110 ponies on tap… I feel the true number might be

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a tad higher than that. The standard-equipped quickshifter makes banging up through the gears, as well as catching perfectly rev-matched downshifts, a breeze - just click up or down on the shift lever and let the X do the rest. Configur-

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ing the engine braking setting in its strongest option is a must, and throwing aggressive downshifts while braking into turns emits a nice series of crackles and pops from the Termignoni exhaust. There are a number of other engine-related parameters (power mode, traction control, wheelie control) that can be configured and saved within each ride mode. I’m sure there are many buyers out there who will take advantage of these features, but I always prefer having access to the full enchilada (or in this case, lasagna) with as little electronic intervention as possible.

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The Desert X’s chassis, in a reflection of its engine, has a bit of a split personality. A steel trellis frame paired with Kayaba forks up front and Kayaba monoshock out back leading to 21” and 18” spoked wheels, respectively, sets up the perfect recipe for a focused off-road machine.

Surprisingly or unsurprisingly, the X feels just at home around town or on a twisting asphalt road as it does on a section of undulating, bermed-out desert trail. One of my first thoughts while acquainting myself with the bike in coastal Southern California was, “This would be a perfect commuter.” Directing the motorcycle around town it feels as intuitive and obedient as just about any other motorcycle out there, let alone those that approach 500lbs when fully wet. For context, I feel it is important to mention that this test was performed with Metzeler Karoo 4 tires. The Karoo 4 is essentially a “50/50” adventure bike tire, designed to provide an equal split of performance on both paved and unpaved surfaces. Although this was decidedly an off-road oriented test from the outset, I elected to take the X up and over the Ortega Highway, one of Southern California’s premiere motorcycle roads, just out of curiosity. To be honest, I was a bit shocked by the on-road performance of the Desert X. Send this motorcycle up a section of winding mountain road and it quickly becomes clear that Ducati’s deep and successful pedigree of breeding on-road weaponry is not lost on this “off-road” machine. Leave it to the experts to make a 21” front wheel tip in and change direction this well at high speeds.

Additional on-road testing in the California desert only bolstered my conclusion that, even on a 50/50 tire, the X is a more than capable on-road toy. I can only imagine how well it would do on a proper pair of sticky road tires.

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Now to address the main question at hand: How does the Desert X do off-road? My first dance in the dirt aboard the X was on a meandering section of narrow twin track in the Inyo National Forest. Recent rains brought in by the remnants of Hurricane Kay had improved the cohesiveness of the typically dusty soil there: a mixture of decomposed granite and sand sitting on a hard-pack base. The X feels narrow between the knees (for an adventure bike) and

(230mm out front and 220mm in the rear) is very plush and employs the full length of its travel frequently as it works to maintain positive tire contact with the ground while minimizing force transmitted to the rider. It took a bit of testing and tuning to get the preload, compression and rebound settings where they needed to be for my liking, but once I had it dialed in, the X felt confident and lively while soaking up blows from rocks, roots, and g-outs. In turns the bike responds well to weighting the inside foot peg; doing so initiates a stable, predictable rotation and increase in lean angle. Following this up with a handful of throttle is an easy way to step out the rear end and throw some roost on exit. At speed the lateral stability of the Desert X is high, which means you’re unlikely to initiate a slide or lean that you don’t intend to. At low speeds in loose and technical terrain, you’re reminded that this is, in fact, an adventure bike and not a 200-something pound enduro. Rock gardens are easily shifted by the heavy footstep of high-displacement off-road machines, and wrangling the X through such terrain is certainly a workout, but the motorcycle does quite well through sections that most owners would consider as existing somewhere near the upper limit of adventure riding.

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on, if it were my own. The long-travel Kayaba suspension

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that I wouldn’t feel the need to change the handlebar bend

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formulated ergonomics. It is one of few adventure bikes

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naturally promotes good riding form through its carefully

At the end of the day there is simply no amount of clever engineering or technological trickery that can get around the way that the laws of physics affect a combined rider/motorcycle weight of, in my case, around 680lbs. That being said, it is commendable what Ducati has accomplished here with their first off-road of-

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fering, even when stacking the X up against its most formidable opponents in the adventure motorcycle segment.

Where the Desert X feels most at home is… big surprise here: in the desert. The flowing twin track trails that sprawl throughout the vast American west are an ideal setting for this motorcycle. Giving the X a bit of a long leash and allowing it to naturally follow the line of least

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resistance through this terrain results in the kind of low-effort, high-reward riding experience that is the main desire of most adventure riders.

For the small minority of owners who plan on going all-out aboard their Desert X (sending it

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through deep sand, hitting whoops at high speed, catching more than a couple feet of air, things of that nature), equipping an aggressive set of knobby tires and swapping in some higher rate fork/shock springs will potentiate the off-road capability of this machine in a huge way, at the expense of some ride comfort and on-road performance.

In an effort to keep the discussion of the technology-related features found on this motorcycle to a reasonable length (there’s a lot of them), I’ll give you just the key takeaways…

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The major sensory organ of the Desert X’s big brain is a Bosch IMU (Inertial Measurement Unit). This device continuously collects data detailing the motorcycle’s positioning and movement relative to several axes. This data is used in combination with rider-selected preferences having to do with things such as wheelie control, traction control, engine braking control, and cornering-sensitive ABS in order to tailor a riding experience

can be configured and saved within 6 different custom “ride modes”, which are selectable on-the-fly with a few

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that is as mild or wild as the rider prefers. These settings

your ride mode selection after you obey its prompt to release the throttle.

The ultimate value that I personally find in all of this is the ability to quickly switch between a customized “Sport Mode” for all on-road use and a customized “Rally Mode” for all off-road use. “Enduro Mode” will put the Testastretta 11° in an attenuated state that is designed to make the power profile better suited to tricky terrain, but as mentioned previously: full lasagna at all times, please and thank you.

I only encountered a handful of things about the Desert X that I wasn’t a fan of, mostly minor details. For example, those of you who spend a lot of time riding dirt bikes with the balls of your feet placed directly over the pegs (Ryan Hughes fans I’m looking at you), may find that the back of your right boot bumps/rubs the lower heat shield of the silencer. The remedy to this is only a minor adjustment in foot position, but it did distract me during my first few hours on the bike.

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think most riders will be a fan of, confirms changes to

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ented 5” TFT display, a unique feature of this bike that I

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presses on the left hand button cluster. The vertically-ori-

It’s worth noting that the front ABS, even in its most aggressive setting, is a bit overly-cautious when in loose terrain. The fix here is to deactivate the ABS entirely, but I imagine some owners might wish for a bit more authority out of the front brake while maintaining some level of ABS. The stock handguards will protect your knuckles from bushes and branches, and their outer aluminum section will likely prevent levers from breaking in the event

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of a tip-over, but more serious off-roaders may consider a more robust aftermarket application (the inner half of handguards are made entirely of plastic). I do wish that the X came with stiffer springs and more aggressive tires from the factory, but I concede that the stock configuration will satisfy a majority of owners. Lastly, the bike does emit a notable amount of heat when operating at low speeds for extended periods of time; this is especially noticeable when, say, riding to the beach in shorts during a

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Southern California heat wave.

Even after spending a considerable amount of time on the Desert X in a wide variety of terrain types and surroundings, it’s difficult to lock down a simple answer to the question that came to mind when I first approached the motorcycle, that question being: “What exactly am I looking at here?” And that’s probably because the Desert X is actually a number of things. It presents a form that is both undeniably vintage and strikingly modern. It is simultaneously an agreeable city commuter and a capable backcountry explorer. It can politely whistle, and powerfully howl. It is as much of a force on a pristine twisting asphalt road as it is on a rock-laden desert trail. With the Desert X, Ducati has somehow managed to combine rally-focused design and road racing heritage in a way that keeps both elements distinctly tangible, and for those who get to swing a leg over this bike, that is a marvelous thing.

E N G I N E Engine

Ducati Testastretta 11°, L-Twin cylinders, Desmodromic valve-train, 4 valves per cylinder, liquid cooled Displacement................................................. 937 cc Bore X Stroke................................................. 94 x 67.5 mm Compression ratio......................................... 13.3:1 Power............................................................. 110 hp (81 kW) @ 9,250 rpm Torque............................................................ 92 Nm (68 lb-ft, 9.4 kgm) @ 6,500 rpm Fuel injection.................................................. Bosch electronic fuel injection system, Ø53 mm throttle bodies with ride-by-wire system Exhaust .......................................................... Stainless steel single muffler, catalytic converter and 2 lambda T R A N S M I S S I O N Gearbox.........................................................6 speed Primary drive..................................................Straight cut gears, ratio 1.85 : 1 Ratio................................................................1=38/14, 2=31/17, 28=28/20, 4=26/22, 5=24/23, 6=23/25 Final drive.......................................................Chain, front sprocket Z15, rear sprocket Z49 Clutch..............................................................Slipper and self-servo wet multiplate clutch with hydraulic control C H A S S I S Frame.............................................................. Tubular steel trellis frame Front Suspension............................................ KYB Ø 46 mm upside-down fork, fully adjustable Rear Suspension............................................. KYB monoshock, fully adjustable, remote preload adjustment Front wheel..................................................... Cross-spoked, tubeless, 2.15’’x21’’ Rear wheel...................................................... Cross-spoked, tubeless, 4.5’’x18’’ Front tire ......................................................... Pirelli Scorpion Rally STR 90/90 - 21 M/C 54V M+S TL (A) Rear tire.......................................................... Pirelli Scorpion Rally STR 150/70 R18 M/C 70V M+S TL Suspension travel............................................ Front - 230 mm (9.06 in) Rear - 220 mm (8.66 in) Front brake...................................................... 2 x 320 mm aluminum flange semi-floating discs, Radial mount Brembo monobloc 4-pistons calipers, Bosch Cornering ABS Rear brake ..................................................... 265 mm disc, Brembo floating 2 pistons caliper, Bosch Cornering ABS Instrumentation............................................... 5’’ TFT colour display D I M E N S I O N S

A N D

W E I G H T S

Dry weight...................................................... 202 kg (445 lb) Curb weight.................................................... 223 kg (492 lb) Seat height...................................................... 875 mm (34.4 in) Wheelbase...................................................... 1608 mm Rake................................................................ 27,6° Trail................................................................. 122 mm Fuel tank capacity.......................................... 21 l (5.54 US gal)

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NEW PRODUCT | AVAILABLE SEPT. 2022

DUCATI Multistrada V4/V4S Upper & Lower Crash Bars • Skid Plate

OUTBACK MOTORTEK UPPER CRASH BARS

OUTBACK MOTORTEK LOWER CRASH BARS

OUTBACK MOTORTEK SKID PLATE

Rushing parts to the market has never been our goal. Hence we spent nearly a year developing and carefully testing our 2021-2022 Ducati Multistrada V4/V4S products. The greatest challenge was designing and developing a set of properly performing crash bars!

Please visit our YouTube channel for the official DropTest video!

After more than two months of adventure traveling along the many winding tracks of the Balkans, we were both excited to finally be heading to Turkey, our gateway to the Middle East. Crossing the border turned out to be quite an experience though. Under the scorching sun, the endless row of cars just didn’t seem to get moving. For at least an hour, about fifteen border officials just stood around without any sign of even the slightest progress, until suddenly one of them sprang into action: “Open the panniers, open the bags! Everything will be checked.” Caroline had taken a useful tip from a traveling friend and neatly placed her underwear on top of the pannier content. That puritanical Turkish border official was flabbergasted, didn’t know what to do and promptly closed the lid again.

If anyone has anything to smuggle into Turkey, now you know how!

By Tom and Caroline www.motomorgana.com

C R A Z Y

I S T A N B U L

We set course for massive metropolitan Istanbul and it didn’t take long before we were at the mercy of the horrible Turkish traffic. People had warned us about reckless drivers in Albania, and while I have to admit that the traffic rules there are rather ‘flexible’, at least Albanians still show some courtesy towards other road users. Not so in Istanbul. Here, the law of the jungle unmistakably applies. The only time turn signals are used is all four together in the umpteenth festive procession. Double or even triple overtaking and parking seems standard practice and motorbikes are just pushed to the side of the road. Here you sit next to the exhaust pipe of a stinking over-aged Dogan or Sahin - Turkish Fiat clones from the old days - gasping for breath, hoping that this ordeal will soon come to an end, only to realize two and a half hours later that you still haven’t got halfway through Istanbul; and it seems like all 15 million inhabitants take the bus just when we do: in the hottest part of the day. We have been sweating buckets!

But Istanbul is above all extremely beautiful. The historical center with its countless minarets and domes on the horizon, the hip neighborhood of Galatasaray with its many cozy restaurants, the bars with the slick Turkish proppers luring tourists in, the cozy terraces - half of them filled with westerners who have had a hair transplant or a facelift for next to nothing - were a wonderful change from life on the motorcycle.

Cayirhan, Turkey

Syrian refugees working on the fields. Turkey

The old bazaar. Istanbul

Hagia Sophia. Istanbul

Endless rides through Turkish farm fields

Hot air balloons in the morning, Cappadocia. Turkey

Changing a front tire with

Playing around a bit with the Huskies on the salt lake. Turkey.

A good beer after a hot riding day: priceless! Turkey

No tourists around here. Turkey

h an audience. Turkey

L E A V I N G

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We were relieved though when we could finally enjoy the open views again, the small farming villages where the first tourist has yet to set foot, the hospitable people and the tranquility of the Turkish inland.

But whereas some people in the cities do speak a little English, in the countryside it is “Turkish only.” Communicating was quite difficult at times and we often ran into the limits of Google Translate. Maybe they should revise the translation of “No, thank you” into Turkish.

After yet another well-meaning Turkish woman trotting along with a jug of sour yogurt or a tray of Turkish tea just when we want to hit the road, we got a bit desperate. It sometimes meant balancing on the edge of gratitude and irritation when we stood at the side of the road once again with both hands filled with ripe cherries and nowhere to put them. “I’ve really had enough” was invariably answered with yet another kebab on the house. Everyone kept speaking Turkish, in long sentences with lots of emphasis and intonations and with that look of “Now you’ve finally understood right?” I really haven’t taken a course in Turkish in the past thirty seconds sir, definitely not... I guess it will be just us because those Turks are incredibly nice people and those cherries just tasted delicious.

We had to cover quite a bit of distance to cross this enormous country, so we decided to opt for tar roads with the occasional unpaved side-step. And it must be said, the Turkish landscapes were lovely and the smaller roads virtually traffic-free. We drove past the endless vegetable fields worked by hand by Syrian and Afghan refugees living in temporary tent camps. We played around a little at the Tuz Gölü salt lake and once again could not resist Cappadocia, a region in central Turkey that we already visited before and that is known for its impressive jagged rock formations. Tourists usually book one of the countless hot air balloons here to enjoy the scenery and it must be said, a sunrise with 100 balloons at 5 am is pure magic. But we were eager to explore the region on our Huskies, and that turned out to be a rather spicy challenge... we struggled for hours in the heat of the day, over bumps and through gorges, searching for the trail to follow. But the fulfillment that followed when we enjoyed an ice-cold Efes lager in the evening was just priceless. This is definitely a must for those who want to discover Cappadocia in a totally different way!

Riding down the pass to Cappadocia. Turkey

Track riding through the rock formations in Cappadocia. Turkey

Fall is in the air, so are shorter days.

Ride the light with a headlight assembly replacement from RUBY.

Track riding through the rock formations in Cappadocia. Turkey Track riding through the rock formations in Cappadocia. Turkey From Cappadocia, we headed along the smaller roads towards the historical site at the top of Nemrut Dagi. We were told we would get the most stunning views from the mountain at sunrise, around 5 AM. However, we were not keen on driving in the dark and taking the shuttle from some ordinary hotel 30 kms down the road was not really what we had in mind either. Wild camping seemed like an ideal scenario and luck was clearly on our side: just at the entrance of the site a somewhat bumpy grassy field with a fantastic view of the rock formations just begged us to pitch our tent. The locals thought it was a crazy idea and now we know why. By the time the tent was pitched, a light cool breeze turned into a fierce icy wind. Even with the guy-lines attached, it felt like the whole tent was about to take off.

What followed wasn’t exactly a good night sleep to say the least and around 3.30 am we felt like starring in a slapstick movie trying to pack all of our stuff in the dark. But we made it to the top of the mountain on the bikes and the site and the view at sunrise more than made up for the horrific night.

What a view!

The Dark Canyon in northern Turkey was another one of those absolute bucket list items.

It is considered one of the most dangerous roads in the world and we have to admit, the deep abysses are indeed quite frightening.

No crazy riding here. No drifting or pulling the front wheel up. The slightest mistake along this winding track is rewarded with a one way ticket down. But the scenery is just awesome and this amazing stretch of handdug Turkish track is a wonderful dirt ride.

Come on baby, follow me! Turkey

Having dinner with the entire family. Turkey

Track riding through the rock formations in Cappadocia. Turkey

Juta, Georgia

Countless trucks waiting for weeks at the Georgian border

Iran visa: Check!

Amazing ride through the Truso Canyon. Georgia

H I T T I N G

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With visas for Iran in our tank bag, we crossed the border into Georgia in the pouring rain. More than a thousand trucks were double-parked in a 9 km long queue and we were told waiting times were up to two weeks. With a sigh of relief we were allowed to just ride past them all only to surrender to a bunch of rude Turkish border guards who excelled at completely ignoring foreign tourists. Three hours later, we entered a grubby deserted Georgian border town filled with dodgy run down casinos and booked a room that threw us back into the Soviet era. A promising start!

Along muddy tracks and terribly potholed tar roads, we rode up to Tbilisi, the capital of Georgia. We hooked up with Stu, Janell and Matt, great friends we had met in Mali on our first round the world trip and who just happened to be hanging out here. After all those months of sign language, we were truly relieved to finally have a real conversation in decent English with like-minded people and have beers, wine and gin & tonics.

The fact that Georgia is dotted with the most exquisite dirt tracks is a well-kept secret. In the north, we explored the Kasbek region past beautiful canyons and glorious vistas. We traveled on the edge of the Russian border and were chased by a furious Georgian border official because we had crossed into the no man’s land between Russia and Georgia without passport control. With no roadblocks around and unable to read the crazy Georgian alphabet on the road signs, we just rode past the checkpoint without even realizing it. A twisty gravel road to Omalo took us over the 2800m high Abano pass along the many hairpin bends, to the remote Tusheti region and back to Tbilisi. From there we set course for Armenia.

Endless hand dug tunnels along the Dark Canyon. Turkey

Snowcapped mountains at the end of the Truso Canyon. Georgia

Wild camping in Georgia

The only ‘supermarket’ in the area. Georgia

Abano Pass ride. Georgia

View on Mount Kazbek near the Russian border. Georgia

ARMENIA , L AND OF COWS AND COW SHIT Aaah cows… they definitely have no shortage of them in Armenia. They are everywhere: in the meadow, next to the road, on the road, on the back of a truck. Cows seem to be sacred here. Every remote village along some bumpy road smells of cow and cow shit, how could it be otherwise? Our fenders were covered with the brown smelly gunk. “Honey, to get that off we really have to ride dirt tracks. Look, it’s all dried up between the knobbies. There’s no way around it!” Any excuse is good enough to get the Huskies back into their natural habitat. And so it went... under a blazing sun we drove from Yerevan to Lake Sevan, through the mountains, past tent settlements with Armenian warriors on horses. Once a month they go shopping with their run down Russian Lada 4WD in ‘the city’ 50-some-odd km away. A job that takes two full days at best, if the Lada doesn’t break down.

Anyway, we have to admit that Armenia actually did charm us - the cow shit aside - but we were mainly looking forward to

Peaceful Armenia

Iran, that dangerous country full of angry men and extremist muftis, so the stories went.

We spent hours scouring the painfully slow Internet looking for a way to get into the Stans and Mongolia. Countless attempts of calling embassies and consulates were answered - or not quite - by employees who did not understand a single word of English and simply hung up the phone. Russia, Azerbaijan and Turkmenistan are stubbornly keeping their borders closed for the time being. Finally, we decided to postpone that part of our ride until later in the trip. Instead, we applied for an Iranian visa and will be heading for Pakistan and Nepal. Getting the visa turned out to be a piece of cake as in Erzurum, Turkey, we were able to go and pick it up at the Iranian consulate in no time. We know that it is not the best season to cross Iran and it will be crazy hot for sure. But Iranians be prepared, here we come!

So many wild camping spots in Armenia!

Orbelian Caravanserai from 1332. Armenia

Armenian farm camps, 50 kms away from the nearest village.

Blending in with local traffic. Iran

The pile of 1 million Rial notes on the left and 100 EUR on the right are the same value.

New technology vs old technology. Ira

THE BLISTERING HEAT OF IRAN Against all expectations crossing the Iranian border went smoothly and in no time we were riding the Huskies into Iranian Kurdistan. No nasty questions, not even a baggage check. If I had known, I would not have left our drone behind in Armenia. But the idea of rotting away in a sweltering Iranian cell until we could serve as a bargaining chip in some prisoner exchange, did not seem like the most attractive prospect to us.

As international credit cards are not accepted in Iran, we quickly changed 100USD. It came as a surprise when the guy at the small exchange office handed me an enormous pile of 1 million Rial bills, a plastic bag and a rubber band.

No way this will ever fit into any wallet. Talk about inflation!

an

Track riding at 115°F. Iran

And then there was the heat. It was just unbearable. We could forget about camping for the next few weeks that much was sure. 115°F at noon was pretty much standard here and prolonged rides in these conditions take quite a toll on the human body. Add to that the fact that Caroline had to be ‘covered’ at all times with a robe or a riding jersey and a scarf, and it won’t come as a surprise that she was feeling pretty wrecked during her first three days on Iranian soil. Those ayatollahs aren’t making things any easier to say the least.

The Iranians themselves were over-friendly though, sometimes to the point of embarrassment. Everywhere we stopped for a drink, we were invited by locals for lunch, dinner, or to spend the night at their homes. Making it clear to them that we had to travel further and cover some distance to see the things we wanted to see was often met with incomprehension. “Why do you follow those ‘difficult’ roads when there is a good tar road?” Eventually our encounters always ended with a friendly handshake and of course the obligatory selfie. Almost everyone took pictures of us. Going shopping without a selfie was just a hopeless task here. Cars almost drove us off the road honking their horns because the whole family wanted their picture taken with us. It was all meant very kindly, but as far as we were concerned, a little less wouldn’t harm anyone.

Guys to the left, women to the right, Caroline in the middle. Iran

Caroline all covered for a visit to the old mosque. Iran

Wonderful mosaic at the Shrine of Fatima in Qom. Iran

Women having a chat in the streets of Qom, Iran

Today we are in Qom, the Valhalla of the Iranian religious elite adorned with turban. We’ve just seen a bizarre parade of roaring Allah worshipers pass by because today another religious festival is being celebrated, just like yesterday and the day before and actually all the days before that since we entered the country. We have only been photographed 4 times with the locals today and it is a rather cool day with temperatures up to a moderate 102°F. If we could score an ice cold beer, our time here would be just perfect. Unfortunately, that will remain an illusion for the next few weeks. No idea if they have beer in Pakistan…

Next up: Pakistan, India, Nepal

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BIG IMPROVEMENTS FOR BIG TRAVEL “You got a lot of stuff!” is a fairly common first reaction when people see our over encumbered KTM 1190 Adventure R, and rightfully so. But after the jokes about kitchen sinks are made, we are always asked if we’ve upgraded our suspension from the OEM, and we are always proud to tell the tale of our legendary re-sprung and re-valved suspension from Carl’s Cycle Sales.

From corrugated dirt roads on the Arizona Backcountry Discovery Route to the frost heaves on the Dalton Highway towards Deadhorse, we have gracefully floated along while two up and overloaded. With 20k miles worth of compression and rebound, we can confirm the durability and craftsmanship that Carl’s has put into our forks and monoshock.

Carl’s Cycle Sales is keenly aware that a properly set-up suspension is key to the comfort of the rider and the handling of any motorcycle, from 250cc dirt bikes, to the Imperial Star Destroyer that is our KTM 1190.

By Tim Notier

This fine-tuned suspension has left us comfortable without any tailbone smashing bottoming out, nor launching Marisa off of the back like a bucking stallion. The sweet-spot has been honed in, and we cruise around the world confident that our suspension will take any of the abuse that we can throw at it.

With new springs and valving to absorb all of the potholes along the way, we knew that we needed equally capable tires to carry us safely along the side roads and gravel. On such a large bike, and as heavily loaded as we are, I chose the Dunlop Trailmax Mission. They have the locking bite of a pit-bull in gravel and dirt roads, while being constructed of Multi Tread compounds that securely stick to the pavement even on rainy days. It checks all of my boxes for optimum performance, both on and off-road.

Mileage is key on long distance motorcycle tours, and even months of riding down pavement to the west coast from Chicago had little effect on the tread depth. Once we started cutting into Idaho’s backcountry and Washington’s mountainous backroads, the Trailmax showed few signs of slowing down. Now, after 10,000 miles of traveling further through Canada and Alaska, they are still thirsty for more river crossings, and hungry for dusty tracks across vast deserts.

The combination of Carl’s Cycle Sale’s suspension and Dunlop’s Trailmax Missions have transformed our KTM 1190 R into a machine that can safely and easily travel the distance. Every time the front tire sinks its teeth into the earth, and the forks absorb unseen ruts, I am thankful for these trusted components that have given us such a comfortable and enjoyable journey around the world.

FOR MORE INFORMATION ON WP SUSPENSION TUNING GO TO WWW.CARLSCYCLE.COM

S end t he sea rc h

TESTED

BY CHAD DE ALVA

MI T AS T ERRAF ORCE EF and T ERRAF ORCE EH T IRE S The right tires can make a night and day difference in the enjoyability of a given ride. With the right tires on your bike, you can rail corners, climb up the loosest, slickest, gnarliest climbs and generally giggle like a kid on Christmas all day long. However, with the wrong tires, rides can devolve into a slip and slide suffer fest and there is a real possibility of having an off or other non-fun event. Mitas (pronounced “Meet-us”) Tires aren’t well known in the United States, despite a number of super-talented riders like Max Gerston and Pol Tarrés running them. In the past, they’ve been hard to source in the US, but thanks to companies like Lindeco Genuine Powersports (LGP), getting Mitas tires is as easy as ordering them online. To get acquainted with Mitas Tires, I spooned a Terraforce EF front and Terraforce EH rear onto my KTM 300 XC-W. The choice of which Mitas Tires to try first was easy – I simply copied the tire setup Chris Birch runs on his KTM 300. Up front, Chris runs the Terraforce EF in a 90/90-21 in a soft compound denoted by a single green stripe. Out back, he uses the Terraforce EH in a 140/80-18 in Mitas’ Super soft compound denoted by two green stripes. Durometer (Shore A) measurements for the Super soft compound are slightly harder than the two other brands of soft or gummy rear tires that I have on hand. Mitas is known for having long lived tires, so a harder compound isn’t surprising here.

Chris runs these tires with Mitas mousses on his bike, but for this test I used heavy duty tubes.

Spooning the tires onto the stock KTM rims was unremarkable, and the wheels took what I would consider a normal amount of weight to balance.

Rather than easing into these tires, I opted to hit the ground running by riding some of our more difficult local singletrack. I also put my chainsaw mount and a chainsaw on the front of the bike, because why not start on harder trails with an extra 20-plus pounds on the front of the bike? These particular trails are laced through basalt boulder fields on the sides of an extinct volcano.

The area burned earlier this year (hence why I needed to bring a chainsaw), and monsoon rains flushed the whole area with an incalculable volume of ash and debris. These trails are best described as very lumpy, silty, and technical.

It took only a few turns to get dialed in on the Mitas Terraforce EF and EH. Cornering performance was great out of both tires in the hardpack and loose rocky single track leading up to the burn, as was braking performance. As the singletrack gave way to big lumpy boulders, the Terraforce EH did a great job finding traction, and climbing up any boulder I wanted to was limited only by my ability. The only complaint that I can level against the tires in these conditions was that the Terraforce EF didn’t stick to the off camber two grit sandpaper that is the basalt boulders as well as some other tires I’ve run.

TESTED: MITAS TERRAFORCE EF and TERRAFORCE EH TIRES Moving to the complete opposite end of the trail conditions spectrum, my next ride was on absolutely saturated trails after a monsoon rainstorm. Thanks to randomly distributed clay layers in the soil, the mud can either be no worries or slicker than greased ice. The Mitas Terraforce EF and EH did well in these conditions providing predicable grip and not packing up with mud. Once the trail dried and turned into hero dirt, it was game on, and I didn’t think twice about pushing the tires as hard as I dared. Traction on slimestone (that’s moss covered limestone that’s very slick) was among the best out there. In short, these tires performed very well in these wet to hero-dirt conditions riding single track, and doing more hard enduro stuff like climbs and riding up rock ledges and downed trees.

The Mitas Tires Terraforce EF front and Terraforce EH rear have proven to be great tires for singletrack and enduro style riding.

These tires quickly instill confidence, and their performance is top shelf. With the exception of the Terraforce EF not sticking to basalt boulders as well as some other tires I’ve used, it’s hard to find fault with their performance; and to be clear, the front tire is completely usable on Basalt. I have experienced no tearing or chunking from either of these tires, and all of my intentional abuse has done nothing other than create what appears as normal wear on these tires. I’m not sure I can say the same for my rims though. If you’re looking for a premium tire that will help you channel your inner Chris Birch, and that works well across the spectrum of conditions and surfaces from sandpaper to slick and slit-dry to saturated-wet, give the Mitas Terraforce EF and EH a try.

Mitas Enduro Tires, and Mitas Tires for many different applications including road and adventure fitments can be ordered online from LGP at: www.lgp-powersports.com

BORN FROM RACING REFINED FOR ADVENTURE

H

ANNIVERS Y AR

20 T

Main image by Upshift Online

20 years of helping riders stay safe and get more enjoyment out of riding.

Plug and play Auxiliary light kits, Performance LED headlight bulbs, Rally towers and accessories. cyclopsadventuresports.com / 800 624 0278

20

02 - 2022

TESTED

MOSKO MOTO WILDCAT BACKPACKS There’s a bit of an unspoken game that gets played every time you get a new piece of Mosko Moto luggage. That game is simply to discover all of the features and functions that are packed into every piece of their gear. All of the folks at Mosko Moto ride, and combined with the company’s open development process, there is no shortage of input on how to make great luggage. The end result is that each product is very well thought out and very functional. Mosko Moto’s new Wildcat 8L and 12L backpacks are no different. To sample all of the functionality built into these new backpacks, we’ve been using them for everything from hard enduro to adventure riding.

The 8L and 12L in the Wildcat backpack’s name refers to their storage volume, at eight liters and twelve liters respectively. Both packs share the same overall design and have several common features: the harness, ability to carry an included 3-liter Hydrapak hydration reservoir, adjustable harness sizing, removable waist-belt, goggle pocket, and the ability to carry an optional chest harness. Additionally, both packs have a beavertail outer pocket that makes these packs excel at carrying bulky or oddshaped gear. The sides of the beavertail on the 8L can be unzipped to expand the pocket, and the beavertail on the 12L can be completely unzipped and cinched down with compression straps. Inside both pack’s beaver tails you’ll find a zippered organizer pocket which is great for keeping tools sorted.

Mosko Moto tastefully outfitted the Wildcat Packs with several Hypalon panels, which enable users to mount all sorts of additional gear. Both packs have Velcro straps in a couple of these panels to carry something like a folding saw, but unfortunately the included straps can’t wrap around a real saw like a Silky Big Boy. Thankfully, the straps can be easily swapped with your own straps, so customizing the pack to carry what you need is easy.

Take the time to really explore all of the pockets and provisions on the Wildcat backpack before you load it out with your gear.

Like any backpack, try to keep the heavy items close to your back and lower in the pack. Once you have it loaded, take additional time to fit the pack to yourself. The genius in the Wildcat backpacks is the aptly named Wildcat Technology, which allows you to size the harness to your unique physiology, whether or not you’re wearing torso armor. Unlike other systems which use straps that can slip in their buckles, Wildcat tech gives you several fixed sizes which will not change size on you as you’re riding. The goal with this style of harness it to have the pack embrace your torso, keeping the pack in place. A removable waist-belt is also included with both packs and can add additional stability, especially if you’re carrying a heavier loadout.

The Wildcat 8L is a great option for riders who want to carry a full measure of hydration and just the essential extras, or riders who want less on their back. Load the 8L up with water, essential tools, some snacks, and stuff a packable rain layer in the beavertail if required. This pack stays fixed to your back when properly fit, and it does a great job carrying weight when it’s stuffed full of gear.

The Wildcat 12L is the pack to choose if you need to carry more, or you need more flexibility in your loadouts. The beavertail can be opened up more than on the 8L, giving this pack some real gear swallowing potential. Thanks to its compression straps, the pack can also be cinched down, so even if all you’re carrying is water and snacks, the pack will stay tucked in tight when it’s only partially full.

TESTED: MOSKO MOTO WILDCAT BACKPACKS Both Wildcat packs can accept the optional chest harness, which is a great way to add some tacti-cool gear storage to your Wildcat pack. Starting from the exterior and working in, you’ll find a pocket for an inReach or inReach Mini, and a pocket for a small phone sized object. Open up the clamshell on the chest harness, and you’ll find Velcro panels on the front and back with a removable insert that has elastic strapping for gear organization. The chest harness is great for carrying things you would otherwise have to take your pack off to grab. Whether that’s a multi tool, a phone, snacks, or a means to exercise your second amendment rights – it’s all within reach in a pocket that won’t dump out its contents when opened. The chest harness attaches to the left shoulder strap on the Wildcat, and uses two buckles to attach to the right shoulder strap. To doff a Wildcat pack with a chest harness on, you’re looking at unclipping two buckles on the chest harness, and then the pack’s sternum buckle.

TESTED: MOSKO MOTO WILDCAT BACKPACKS Mosko Moto’s Wildcat backpacks are incredibly versatile and functional backpacks. They’re able to go fast and light with just the essentials or carry a serious amount of gear to support all types of riding adventures. No matter how much or how little gear you load into these packs, the harness does a great job of carrying the weight and keeping the pack fixed to your back.

Take the time to familiarize yourself with your Wildcat and you’ll have an outstanding riding backpack that fits like a glove and effectively carries your gear. For more information go to www.moskomoto.com.

TESTED: MOSKO MOTO WILDCAT BACKPACKS

2022 KTM ADVENTURE RIDER RALLY Tamarack, IDAHO 20-odd miles down a perfectly moistened dirt road that snakes its way through the mountains north of Boise, ID, Chris and I came across a lone adventure rider on a well-traveled KTM 690. As is tradition when riders encounter each other in backcountry, we stopped for a minute to say hello. The man on the 690 was from Boise, and just like us he was trying to avoid as much pavement as possible on his way to the 2022 KTM Adventure Rider Rally in Tamarack, Idaho. After a quick comparing of notes, the rider on the 690 had a more appealing route than what Chris and I had planned, so we were stoked when he invited us to tag along on his track. What ensued was an awesome adventure bike ride on dozens of miles of absolutely perfect dirt roads and two tracks that wove their way through the mountains of Idaho.

Countless corners were power-slid, bar ditches were jumped, and the stoke never stopped. The three of us pulled into Tamarack Resort warmed-up and ready for a long weekend of outstanding riding, community, and all things KTM. WORDS By CHAD DE ALVA

PHOTOS BY CHAD DE ALVA, KTM USA

Take an epic location, develop three days of great routes with options for A, B, and C riders, invite a bunch of awesome like-minded people, launch a new adventure bike, and you’ve got the formula for the 2022 KTM Adventure Rider Rally USA. To put a cherry on top, throw some rain into the forecast to help keep the temperatures cool, the dust down, and the dirt choice. Hundreds of miles of Idaho forest roads and tracks were in prime condition for riding. These roads and trails crossed valleys, contoured and climbed their way through expansive forests to the tops of mountains, and lead to great views and picturesque lakes. Idaho is an excellent place to ride adventure bikes. However, there’s more to an adventure rally than just a bunch of great riding – the people and the companies that attend these events are what really make them exceptional.

The people who attend KTM Adventure Rider Rallies are the real deal – and so are their bikes. From riders like the retired Smoke Jumper that we met in the woods on the way to the rally, to the two gents I sat with at dinner one night who rode their 1290s more than 1500 miles to the event, the riders at a KTM Rally are great to hang out with. Their bikes are equally impressive too. It’s always fun to talk to various riders about their bikes and the adventures they’ve been on: BDRs, international travel, and tens of thousands of miles of great riding are not uncommon topics.

The industry folks that attend the rally are no less awesome. All of these companies speak KTM, so whether you’re looking for a new seat, tires, wheels, chemicals, luggage, or other parts to make your KTM better for you, the rally is a great opportunity to directly interface with the companies who make all sorts of aftermarket goodies. The rally is organized so that industry folks can get out and ride instead of spending the weekend stuck at base camp. This means that mixing it up with industry people like the crew from Mosko Moto is as easy as running into them on the trail.

KTM also had several world-class riders at the rally, and it was quite impressive to see 2021 Dakar Rally winner Kevin Benavides riding an 890 Adventure R. Alongside legends like Quinn Cody, Jimmy Lewis, and Chris Birch, there was no shortage of factory fast guys mixing it up with regular participants. KTM had Kevin’s factory rally bike at the event – and while it’s always fun to get to scrutinize a real factory rally bike, KTM had Kevin’s bike at the rally for a very specific reason.

On Saturday afternoon, a crowd started to gather at the KTM semi, where Kevin’s factory rally bike was parked next to a bike under an orange cover. After a short presentation, KTM pulled the cover off the updated 2023 890 Adventure R. The bike draws inspiration from the brand’s factory rally bike with a new front end and wind screen that look great. Updated suspension settings, a new TFT display, revised electronics, LED turn signals (finally!) and other quality of life improvements can be found on the 2023 890 R, and they’re supposed to be in dealers by the end of the year. I’m personally quite eager to get to know the new 890 Adventure R.

Actual Size

@ridetrailtech

HOURS & TACH MAINTENTANCE small, easy, rugged

PHOTO FROM WA BDR www.trailtech.net

KTM Adventure Rider Rallies are the events for KTM fans. They are best described as a gathering of a tribe – one that has passion for riding orange bikes the way they are intended to be ridden on adventures of all shapes and sizes. Putting so many like-minded riders together for a weekend of riding hundreds of miles of choice backcountry roads and tracks by itself would be a good time, but the rally offers more: an aftermarket comprised of equally passionate folks who make so many awesome products that help support and enable these adventures, and an OEM that actively supports what their customers like to do. Put all of these riders together and turn them loose for a long weekend riding in a great location when the conditions are just about perfect, and you’ve got an outstanding event that is a KTM Adventure Rider Rally.

For more information on upcoming Adventure Rider Rallies all over the world, check out: ktm.com/en-us/ktm-world/ktm-adventure-rally.html

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Words and Photos: John T. Young

ON A DIRT BIKE

BY JOHN T. YOUNG

At the same time that the Wyoming Backcountry Discovery Route was announced, my 2019 Honda CRF450L got invited to the Overland Expo PNW 2022 in Redmond, Oregon as a Showcase Vehicle. Since Wyoming is right next to Oregon, I immediately planned a journey north and west from my home in Colorado to complete my 6th BDR and to meet up with some moto friends. I figured I could do it all in one 3000 mile trip. Then I added “4th of July in Jackson Hole” and “Dip my toes in the Pacific” to the agenda to stretch it out to 3 weeks.

My CRF had just rolled past 16,000 miles, so I made sure almost all its maintenance was caught up, and replaced the tires with a fresh set of Motoz RallZs. During the inspection I discovered my muffler’s baffle was missing. My bike was now very loud. I packed extra ear plugs, fired it up, and was off.

The first thing to die on the WYBDR, again, was my 12 volt cigarette lighter powerport. This is the 3rd one I’ve killed and the second time it’s happened on day one of a BDR. But I had learned my lesson and had added some pre-wired universal 12V connectors. Easy fix while having breakfast in Centennial, Wyoming. I patted myself on the back for being so forward thinking.

Day 3, somewhere south of Alcova, the bracket that held my rally fairing broke. It was now resting on the front fender! I reinforced it with duct tape and ski straps, then held it in place with one hand and rode until I got to pavement. First stop was a hardware store in Casper where I bolted, strapped, and duct taped it back on, sort of, in the shade of an Ace Hardware.

Now to see if it would hold together for the next 2 weeks.

Section 4 was a double track along a high rim that felt like it was a thousand miles long. It was sandy, but flowy and fast. I passed cows, antelope, wild horses, deer, and a pair of elk. The fairing stayed on, so I kept motoring.

In Atlantic City, as I stopped for lunch as well as to marvel at my own engineering genius, an older gentleman asked me where I was from.

“Colorado,” I said. He looked like he ate something sour and said, “Sorry to hear that. Too many people.” I told him the Rockies were beautiful, to which he informed me that I was in the Rockies. I looked out the window at the hills around us and, well, it was downhill from there. The patty melt was wonderful though.

In Ten Sleep I discovered my tri-pod had bailed out along the trail somewhere. I also discovered a restaurant named 1 Cow that made great burgers AND great coffee. I envisioned moving to Ten Sleep and eating there every day. I was told they had the best 4th party in all of Wyoming too. I had places to be though, so I moved on.

The last few sections held some snow and mud. I may have crashed once or thrice. Nothing bad, but enough to tweak my muffler and cause it to rub on my knobbies; and to break my windscreen. A little kick here, a little duct tape there and all was good. The fairing was still strapped nicely in place after 700 miles of BDR abuse when we parked in front of the Crow Indian Reservation sign marking the end of the WYBDR. We celebrated our 6th BDR together in the middle of a cow pasture by taking a nap.

On the way to Jackson for the 4th of July fireworks I washed the bike, changed the oil, lubed the chain, and switched over to road riding mode.

The 450L has the motor and the composure to handle long stretches of highway just fine. Or at least as fine as you are willing to handle it. It’s buzzy and loud and raw. Your mileage may vary.

I stayed in Jackson for two days in a Japanese style hostel which consisted of a “room” big enough to hold a twin sized mattress and enough head room to sit up, if you weren’t too tall. Although everything at the place was new and clean I did not want to hang out in my coffin. Instead I spent the days riding around Teton National Park photographing jaw dropping landscapes with my bike plopped firmly in the center of them. I spent the nights people watching at the Cowboy Bar. Then back to my box. The fireworks were, OK.

Now on across Idaho, a whole state I had kind of forgotten was there. Out on US 84, trying to maintain a constant 75MPH at 7500RPM and 95 degrees had me wishing it weren’t.

Once in Oregon I visited the John Day Fossil Beds National Monument but was disappointed there were no fossil beds you could photograph your motorcycle in front of. I was also disappointed to learn that my chain had thrown its master clip.

Another day of my buzz saw sauna treatment and I was in Redmond at the Overland Expo PNW. It was a blast! Mosko Moto, Ruby Moto, and the BMW Motorcycle Owner’s Association had really gone over the top by setting up a moto camping area outfitted like a huge shaded living room. They fed us breakfast, handed out beer, showed us a movie, and provided a live band!

As Overlanders, motorcyclists were severely underrepresented at the Expo. My bike was the only one on display. But the camaraderie and passion of the ADV riders I met was as big as any Earth Roamer. Oh, and while setting up my bike for the show, I discovered my chain slider had broken in half. I planned on stealing the slider of Mosko Ash’s CRF450L until Brian Price of Atomic Moto swooped in and saved me with a brand new replacement. Sometime during all of this I realized I was already at 2900 miles into my 3,000 mile trip. I sent a panicked photo of my now well used Motoz Rallzs to Brian of Pacific Powersports, wondering if I’d make it home on that well worn rubber. He replied that I had nothing to worry about.

When the show was over I headed west again, vowing not to stop until my toes got wet. On our way there my CRF450L clocked 20,000 miles. I stopped and took a picture of it in a lava field.

I am not a beach person, so although I was ecstatic to finally walk into the Pacific and feel the water on my feet, it was everything I disliked about the shore - cold, wind full of grit, and smelled of old fish. But the sunsets! It’s hard to take a bad photo in the golden light of the sun setting over the ocean.

Another oil change, another filter change, a realization that my chain guide had worn completely through, and I was riding north along the coast. I would describe this to you but most of the time it was so foggy and I couldn’t see a thing. At least it smelled like fish. Time to head back to Colorado.

I got lost in Portland despite Google Maps. Or because of Google Maps? Either way my bike had decided enough was enough and threatened to overheat unless I got us out of there to anywhere. Anywhere turned out to be my port in the storm - the Mosko Moto Bates Mototel. I immediately fell asleep exhausted on one of the couches in the shelter tent. Thanks Pete and Ash! I stopped in Boise to visit Upshift Online headquarters to meet with Brandon and Chris and to get out of the relentless heat.

They gave me drinks and a tour and we talked of bikes and trips. Of course they said they’d print my story, if only to give me a reason to make it home and actually write it.

Price, Utah - my nemesis. No one tried to steal my bike this time, so this time it refused to start. It would click and spin and act like it was trying, but it really wasn’t. Until the 5th button push. Once it was running I vowed to not shut it off until I was home.

That planned worked until…

At the end of an exit ramp in Rifle Colorado I stalled the bike at the stop sign. I was tired. I was done. But, it started right up as if I had imagined the whole thing. As I gingerly moved through the intersection I realized my front tire was flat. It just never ended.

Flat fixed, bike gassed, chain hanging to the ground, I limped back out onto I70 and kept on east.

So anyway - I made it home after 4552.5 miles, 6 States, 102 gallons of gas, 1,000 gallons of coffee, and passing 21,000 miles on my Honda CRF450L. Its entire drive now needs to be replaced, as will the fairing bracket and right rear turn signal which melted off as a result of the missing muffler baffle. My hearing’s gone, but feeling is slowly returning to my fingers, and my toes have almost stopped cramping at night. Would I do it again?

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