Upshift Issue 85 - September 2023

MAKE LIFE A DARING ADVENTURE

Routines are only boring if you allow them to be. Equipped with spoked wheels, the new KTM 390 ADVENTURE is ready for more challenging terrain. Now you can sneak in a little offroad action and inject some adrenaline into your daily commute. #DARETOADV FIND OUT MORE AT KTM.COM

Lean angle traction control

2 ride modes

21"/18" wheels

Versatility without compromise.

The road quickly disappears behind you as you turn off the asphalt and engage offroad ride mode on the fly. the mighty single powers you smoothly along the trail. With its cutting-edge electronics and nimble chassis, you’re prepared to take on any terrain you choose.

INSTA-ADV

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

BE A GOOD GUIDE

Being a guide for any activity is a job that carries immense responsibility. Guides are leaders, and people look to leaders to set the example and to do the right thing. A good motorcycle guide is an ambassador for our sport. They have the right permits, stay off of closed trails, teach their clients how to be good ambassadors, and they give back to the clubs and organizations that care for the trails that they are guiding on and profiting from.

Unfortunately, not all guides are good guides – I happened to come across a very bad one the other day.

This guide posted a video on social media where they were riding a closed trail. The fact that this particular closed trail is currently part of a lawsuit only made things worse.

When confronted about the video, the way this so-called guide responded made it abundantly clear they had no clue of how to be a good guide, much less a good ambassador for our sport. All this person was doing in posting that video was actively working against motorcycle advocacy groups and creating evidence that the anti-moto folks can use against us.

As a potential client of a motorcycle guide service, you need to ask questions to ensure that any guide service you’re considering hiring is a good ambassador for our sport. Is the guide service permitted? Do they know where they can and cannot go? What are they doing to give back to and care for the trails they’re bringing tons of use to and making money off of?

Riding on our public land is a privilege, not a right. If users continue to act, in the words of a local sheriff as “ass clowns,” then we can all expect to see more locked gates and closed trails in the years to come. Every single rider has a responsibility to be a good ambassador for our sport. If you see other riders out there being ass clowns, call them out on it and let them know what’s at stake. We need to keep each other honest to ensure that the trails we enjoy today will be trails that we can enjoy tomorrow.

By Chad de Alva

GUIDE

HP Corse - Sp-1 Short Titanium High Mount Slip-On - Ducati Desert X Hand made in Italy, the HP Corse Short Titanium HIGH MOUNT Slip-On exhaust is a solid upgrade for the Ducati Desert X. Price: $699.00. Available at the UPSHIFT STORE.

Features

• SP-1 SHORT Titanium

• High mount slip-on system

• Oval shaped body 300 mm long

• Titanium casing

• Carbon covers

• Molded oval bottoms

• Titanium mounting bracket TIG hand-welded

ZULZ Unit Gear Bag

The Unit was designed specifically for those with an active lifestyle. Whether you’re packing up your ski/snowboarding gear, mountain bike gear, baseball/softball gear, moto gear, hunting gear, or just weekend travel gear, the Unit has features to handle it all.

With extremely thick padding in the shoulder straps and back panel, it allows you to pack serious weight without even feeling it. The hard molded sunglass pocket on top keeps your sunny’s or other small valuables safe from being smashed when packing. With this bag coming in at 21” x 12” x 15” the main compartment offers a TON of space for all your gear! The lower compartment is equipped with a dry & wet separation zipper pocket complete with two vents.

Each side offers stretch mesh pockets for the easy access items and zipper pockets with cinch straps inside to carry those large items safe and secure. To carry baseball bats, Lacrosse sticks and/or fishing poles, simply slide the base behind the side zipper pockets and secure them with the Velcro loops above. The Molle loops on each side allows for carrying extra gear you can attach. Price:$149.95. Go to www. zulzbagco.com for more information.

Features

• Dimensions: H21” W12” D15”

• Thick shoulder strap and back panel mesh lined padding for extreme comfort

• Large durable hook for hanging bag on fences or hooks

• Hard Molded Sunglass Protection Pocket

• Large main compartment

• Dry & Wet separation zipper pocket with vents

• Side mesh pockets

• Side zipper pockets with internal cinch straps

• Molle webbing for attaching gear externally

• Velcro loops for carrying gear upright

• Webbing top handle

• Sternum strap

• Durable 600D Polyester fabric

• YKK zippers throughout

New Antigravity XP-20 Micro-Start Battery

The NEW Micro-Start XP-20 is Antigravity’s newest, most powerful and capable Micro-Start to date, with unrivaled performance, features and quality. The MICRO-START XP-20 has a large Digital Display Screen making it easy to know how much power you have or are using and more. The XP-20s are the only Jump Starter to currently offer Type-C PD 100w Charging! With PD 100watts you can have the fastest charging available from a Jump Starter! So with our unit you can quickly charge your Apple or Windows Laptops, Tablets, Phones or other Electronic Devices with the fastest Charging available. Price: $229.00. Available at the UPSHIFT STORE.

Features

• Jump-Start most any Vehicle. Cars, Trucks, Motorcycles, much more

• Start Diesel Trucks up to 8L and gas engines up to 10 Liters!

• Charge & Power Laptops, 12V devices and USB devices.

• 800A starting current / 4000A peak

• 20,000 mAh capacity (74 Wh)

• Type-C PD 100w Ultra Fast Charging

• Super Fast Recharging! Only 1 Hour

• 9.5 x 4 x 2 inches (Most compact in the Industry)

• Bright LED Flashlight built-in

• Carry Case and all Accessories included

Clean Speed Sub-Mount Steering Stabilizer Cable Guide (Scotts)

Like the original Standard Mount Cable Guide, the Sub-mount Cable Guide is a must-have for KTM’s, Husqvarna’s, Beta’s and Husaberg’s using Scotts sub-mount (damper below the bar), steering stabilizer systems. The guide keeps the throttle cables away from the stabilizer, handlebar clamp and handlebars preventing wear and cable snags that could eventually lead to an expensive, inconvenient or dangerous failure.

The Sub-mount Cable Guides are machined from a wear resistant, tough copolymer plastic. All fasteners are stainless steel to prevent corrosion. Installation time is less than five minutes.

The Sub-mount Cable Guide is designed to work with Scotts sub-mount systems. If you have a GPR V1 sub-mount system our standard GPR Cable Guide will work.

Designed to work with all bikes two stroke and four stroke, using a Scotts damper in a sub-mount position with the throttle cable running behind the handlebars. The Cable Guide is reversible and can be mounted right-biased or left-biased in either set of two holes in the Scotts damper, which gives the user the option of four different mounting positions. Price: $22.00. Available at the UPSHIFT STORE.

Available from September, 2023

RESTORE YOUR FACTORY FINISH

MOTO SHINE MS1

THERE’S A NEW SCENT IN THE AIR

• Perfect, high-gloss shine

• Safe on all surface finishes

• Anti-static, dust repelling sheen

• Easy cleanup, mud releasing, protective film

• Fresh, scented formulation

YOUR FINISH

Follow us:

PHOTO: DAVID MARVIER

PHOTO: MIGUEL SANTANA

PHOTO: GREGOR HALENDA

PHOTO: MARCO CAMPELLI

PHOTO: CHAD DE ALVA

model shown.

PHOTO: DAVID MARVIER

PHOTO: MARCO CAMPELLI

PHOTO: CHAD DE ALVA

PHOTO: TIM BURKE

PHOTO: GREGOR HALENDA

CHOOSE TO HAVE IT ALL

The new Tiger 1200. It’s the world’s most capable, agile and maneuverable large capacity adventure motorcycle. It’s also significantly lighter and more powerful than its closest competition, with class leading handling, capability and specification, plus all of Triumph’s T-plane triple performance advantage. All of which combine to deliver exceptional capability and performance on the tarmac, and the most dynamic, exciting experience off road.

The all-new Tiger 1200 family. Now with every advantage. From $19,595 MSRP. Find out more at triumphmotorcycles.com

PHOTO: DAVID MARVIER

PHOTO: TIM BURKE

PHOTO: OLIVIER DE VAULX

PHOTO: MIGUEL SANTANA

PRIORITY FOR PROTECTION

Helmets, made by the dedicated hands of those who work at Arai, have shown examples of supreme protection for decades.

The numerous improvements by their experienced hands, and personal desire to further the protection of riders’ heads, are among the many unique reasons Arai helmets perform the way they do.

From our very first helmet to those we make today, rider protection remains our first priority, and we at Arai shall never forget the value of what we have been seeking to protect is priceless.

Once again, I headed off to explore the Moroccan trails with a bunch of friends, some of whom I’d met on previous editions, others from the motorcycle scene in Europe. All driven by the same passion, full of energy and goodwill. There was Yannick, the former Red Bull mountain bike champion; Julien, “the American”; Stephan, the experienced rider and off-road enthusiast; Julien, the 4X4 mechanic; Vianney, the sharp guy; Jean, the poet; Vahan, the hyper-solid rugby player; and Matéo, the eternal teenager. It was a small band within the larger collection of 120 drivers who would set off from Marrakesh towards Erfoud in 7 long stages, starting on the morning of May 29, 2023.

For those who don’t know, the Sandraiders is a “Dakar revival” raid from the legendary Thierry Sabine years. We were right back in the 80’s. Outfits, bikes, spirit. For a whole week, we recreated a real African raid of the era, using only period-correct motorcycles. From the XR 600 to the XLM, from the famous Dominator to the Suzuki DRZ. It was clear that, year after year, the participants have gotten more and more into the game, and the paddock was filled with ever more superbly prepared machines.

The organization, Soloraids, headed by Pep Segura, a former Catalan rally driver, takes care of logistics, safety, and the route to offer a truly immersive rally-raid experience. He and his determined team collect everyone’s bikes in Europe a few weeks before the start. They then manage the long drive to the departure point and the arduous customs formalities. All the participant has to do is take a flight without luggage, and pick up their bike and trunk of equipment upon arrival at the hotel.

Hotels are of course included in the overall package. The accommodations are large establishments that can support the huge team and numerous vehicles. What you miss is the charm of the small, often very old, family-run accommodations, that might make for a truly authentic feel. But the 120 drivers plus the 30 or so staff members require a serious welcome capacity. In addition to the 120 bikes, there must be room for two buggies, the assistance 4X4s, the doctors’ 4X4s, a heavy-duty truck and the two enormous raid assistance trucks, scarlet red and mounted on huge wheels. One of these trucks was destined to be transformed into a mechanical garage at the end of the stage in the evening. The two sides of the trailer could be opened to create a mobile, temporary mechanical repair shop, and a generator provided the energy needed to power the soldering station, lights and other electrical tools.

Mechanical maintenance is an important part of the trip. At the end of each stage, the rider has to take care of his bike, checking the essentials such as cleaning the air filter and topping off the engine oil, but also dealing with any more serious problems that may arise. To this end, a proper team of mechanics is on hand to help those who have detected the most serious problems. The whole crew is led by Pelut, a colorful character who is an avid mountain climber and Dakar mechanic. I invite you to follow his adventures on Instagram: @pelutwall. Always determined, the mechanic team can completely dismantle an Africa Twin and put it back into working order, working tirelessly late into the night so that the rider can hit the trails again the next day. We can really pay them tribute, because the crew was soon completely overwhelmed. From the very first day, the old machines suffered on the chaotic tracks, and the list of various repairs grew exponentially.

The first day consisted of a long stage between Marrakesh and Taroudant, through the Atlas Mountain range with its magnificent arid landscapes, vertiginous roads and isolated villages. We stopped with my friend Julien “The American” to relax a bit and cool down the machines in a small village in the middle of nowhere, built of red mud bricks. Here we met a happy bunch of kids just out of school. They climbed on the bikes and tried on helmets and goggles. They didn’t speak French, so communication was limited, but we had a great time with them. Our buddies eventually joined us and it was time to say goodbye, with Stephan giving the kids a beautiful wheelie to say farewell. They were over the moon!

The next day, it was back to the mountains and their rocky, dusty roads. Every viewpoint was even more incredible than the last. I wanted to stop every two minutes to take a photograph, but I had to keep up the rhythm if I wanted to get to the day’s destination before dark! There were several ways to proceed on this adventure. Some groups left early and arrived early at the hotel. We left first and arrived last, making the most of the trails, the pretty roadside cafés, the inevitable mint tea, grilled mutton chops and succulent tagines. I also took time to shoot the other participants in action, snap portraits, chat with others, and lend a hand if necessary.

As we passed a large concrete structure, Red Bull mountain bike legend Yannick Granieri couldn’t help but think about jumping over it; a challenge immediately taken up by Stephan, an accomplished off-road rider and excellent trialist. The result was an impromptu photo session and some perfectly mastered stunts. Off we went again.

We started to descend the other side of the Atlas range and the temperature immediately rose as we reduced altitude. We were doing fine up high, but from then on we’d be continuing our journey in temperatures of at least 40°C.

The next morning passed smoothly over a flat, monotonous landscape of small pebbles and sandy red earth. You had to keep a sharp mind though, as dangerous traps were scattered everywhere. A large stone here, a deep, thick break there, a nonchalant herd of camels, a vehicle going the wrong way... in short, a maximum of things to avoid if you wanted to finish and come back in good health!

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BADLANDS PRO A3 JACKET & PANT / KRIOS PRO HELMET

At the end of the morning, we found ourselves in a sudden sandstorm. Violent winds moved tons and tons of sand, scouring the face, seeping everywhere and drying out the lips. Things got complicated pretty quickly. The route was less easy to follow, and the traps became more hidden. The group had to stick together and watch out for each other.

The first glimpses of Saharan sand began to appear. Before long, it was all sand in different forms. Rigid, very soft, in the air, and on the ground. If you wanted to avoid unpleasant surprises, it was up to the driver to find his bearings and understand the terrain correctly.

After a good night’s sleep and a hearty breakfast, our little team was ready for a great day of sport under a blazing sun. We threw the bags into the trucks, hit the kick or the electric starter (for the clever ones), and off we went! There was little shade this day, and not much coolness. That’s why we needed to keep as hydrated as possible and pay attention to the little details that made all the difference. A week prior, a rider from northern Europe passed away on Lake Iriki as a result of dehydration, alone in the shade of his motorcycle during a race. The news left an indelible impression, and members of the organization spoke to us about it during the morning briefing. One key word of advice, “Stay hydrated!” I gulped down between 5 and 6 liters of water every day, and I didn’t take off my helmet much to keep my sweat as moist as possible, I put myself in the shade as much as I could when I stopped, and avoided gesticulating too much. But I still had to take photos!

We took a lunch break in a place I had previously visited many times. It’s a small restaurant planted in the middle of a frankly unwelcoming area of sand and scorching sun all year round. The interior was very dark, with only tiny windows letting in a little light. It was extremely hot, but we were protected from the sun’s biting rays. Some of us were resting outside on the covered terrace, our faces marked by fatigue and heat.

After a good meal, served very hot, we had to get going again! Bravely, we climbed back onto our machines. The hotel pool awaited us with open arms! With relish, we plunged our tired bodies into it, and then got back onto our bikes in search of a welding shop for Julien’s machine, which needed a little love. In the village, we meet a merry band of kids who tried out our bikes with much delight!

The fifth stage took us out of the sand and back onto stonier terrain. We felt as if we were riding in a world without form or end. The sky was still yellow from the sandstorm, and you couldn’t really see the boundary between heaven and earth. As always, the temperature remained very high. I rode a lot on my own that day, following my Tripy, a sort of electronic roadbook. I stopped from time to time to take pictures, trying to capture this landscape where everything seemed so far away, so gigantic.

Day 06 was the marathon stage. Pep, the organizer, proposed two variants: a 250 km stage and a 380 km stage. Naturally, we took the second option! We didn’t come to take it easy! Besides, a stage of the old “Paris-Dakar” was not to be refused! From the very first kilometers, we got lost and found ourselves split into two groups. The dust was so thick you couldn’t see 3 meters ahead, and the two at the front were fast, hard-working riders. Once separated, it was too late! It was time to move on. Don’t worry though, as the bikes were all fitted with geolocation beacons that enabled the organizers to locate us at all times. A button also allowed the rider to call doctors or mechanics as needed (by signal only - no verbal communication possible).

The mountain curves here were superb. The canyons were grandiose. It was a good thing we set off at dawn to take advantage of this magical light and relative coolness. Around midday, we arrived on a large, windswept plateau, the famous Lake Iriki. A vast space covering several hundred square kilometers. Hostile and magnificent.

We stopped to take photos on a ridge with Yannick and the two Juliens. The spot was unbelievable. Here again, the sensation of riding on another planet assailed me. “I’m on Mars!” I thought. As we set off again, a serious sandstorm hit our little group. It had been a while since we had seen anyone. We had lunch at an auberge that I recognized as a place where I had slept with my brothers and parents when I was thirteen! Amazing! So many childhood memories came flooding back. I remembered these desert men all turbaned up, sitting in a circle, smoking kif and playing music late into the night with us. It was magical!

The fesh-fesh (powdery dust) afterwards put everyone to the test, especially those who weren’t used to the extremely soft sandy areas. We helped our friend Vahan who was struggling with his Dominator. He had quite a few falls and his bike was all battered, taped, and patched up as best as he could manage. His engine was full of sand, and the filter was literally puking. It hardly worked anymore. In addition, his leg hurt, and we would later find out that evening that it was clearly broken at the fibula! The guy suffered in silence and finished the stage on his bike! Madness or courage? A good dose of both, I think!

To round off our trip in style, Pep, with the help of Jordi Arcarons, a “Dakar” legend at the time and Yamaha team member, organized a beautiful ride in the high dunes of the Sahara. The sensation was unequaled, and of course required a certain level of riding ability and, if possible, a light, powerful motorcycle. In other words, the trip wasn’t the same for the beginner on a heavy, nimble Twin as it was for an expert on a XR400!

We came across a few specimens of dromedary. They were a little shy, but not aggressive, and seemed to me to have come straight out of a Star Wars film. Driving through the sand and dunes was really exhausting. When the bike’s moving and you’re keeping a certain speed, everything’s fine, but watch out if you fall! When you have to move and lift these heavy machines, and sometimes kick them hard to start them up, the energy drains very quickly! You run out of breath much more quickly than usual, a bit like a mountaineer at 5000 meters struggling with crampons and pick. Overheating started setting in! It was all about dexterity and strategy.

This trip was different from all the others in that the number of participants increased drastically, almost reaching the organization’s maximum capacity. Far from being a negative detail as one might imagine, the fact of riding and living with 120 riders for a whole week gave rise to a real spirit of camaraderie, good manners, and goodwill. Mutual aid, laughter, and good humor are the key words of this sandy, sporting, and committed adventure! Once you’ve had a taste, you only want more. Pep is opening up new roads, exploring new horizons, and will soon be offering another variant of the raid, this time in Tunisia. Instagram @sandraiders www.sandraiders.com

THE WORLD JUST GOTALOT SMALLER WITHTHE POWERFUL PERFORMANCE,ADVANCEDELECTRONICS,ANDANY-ROAD CAPABILITIES OFTHEALL-NEW2023V-STROM 800DE.

Shift your adventure into a higher gear. Developed from a clean sheet of fresh ideas, the new Suzuki V-STROM 800DE features an advanced new parallel-twin 776cc powerplant complemented by dynamic rider aids, long-travel suspension, and spoke-style wheels. So, when you’re idling at the crossroads of on- or off-road adventure, the V-STROM 800DE is there to advance whatever direction you choose.

IN DEALERSHIPS NOW

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 ®. © 2023 Suzuki Motor USA, LLC

Words: Chad de Alva Photos: Chad de Alva, Johnny T. Young

A DIRTY GOOD TIME

The calendar is full of motorcycle related events. With Expo this, Rally that, Festival there, and (insert name) of event here, there is no shortage of moto gatherings where riders can pay to play. Mosko Moto is no stranger to this show circuit. Attending so many of these events has given them a unique perspective on what resonates with their customers, and what feels more like a commercial shopping experience. By combining these lessons learned with a healthy serving of Mosko Moto culture, the company has come up with their own unique series of events: a few weekend gatherings in choice locations that are focused on riding, camping, and spending time with like-minded riders. In a world full of corporate shopping-centric shows, Mosko Moto’s Dusty Lizard events are a most welcome change of pace.

Mosko Moto has held several of these Dusty Lizard events all over the western United States this past year, and their most recent event was held outside of Ridgway, CO. What’s great about this part of Colorado is that it’s surrounded by awesome riding. Within an hour in any direction, riders have access to everything from high alpine passes and singletrack to open desert OHV riding and endless miles of dirt roads. Whether you’re on a dirt bike, dual-sport, or an adventure bike, there’s no shortage of outstanding riding nearby.

The first thing you notice on arrival to a Dusty Lizard is how low-key things are. Other events are typically bristling with feather flags and the other instruments of brand and booth identification, but save for a few Mosko Moto flags that mark where to turn to enter the event, it looks just like a bunch of folks gathered in a field. In vehicles of every shape and size and on all sorts of bikes from choppers to dirt bikes, folks come from all over to attend these events. The guy on the chopper sleeping in a tent is within throwing distance of a dude in a fancy van – yet instead of staying in little camping cliques like you find at other events, everyone hangs out in what Mosko Moto calls the Dusty Lizard Lounge.

With a trailer load of strategically placed couches, propane fireplaces, shade netting, an assortment of drinks, live music, and catered meals, the Dusty Lizard Lounge is the gathering place at a Dusty Lizard event. From making new friends over dinner to sharing a drink and swapping stories about the day’s riding adventures, the lounge is the place to be when you’re in camp. Live music and tasteful lighting help set the mood, and it all makes for a great place to relax and connect with friends both new and old.

When it comes to riding, the Dusty Lizard is a choose-your-own adventure type of event. While other Rallies require that their riders are kickstands up by a certain time to complete a guided and swept route, at a Dusty Lizard, things are done differently. Riders are offered a selection of GPX tracks and they are free to create their own self-guided rides. Mosko works with local riders to develop an assortment of tracks that run the spectrum from easy, scenic cruisers to much more challenging trails. Instead of having to start at a certain time, make it to the one lunch spot during the few hours that it’s open, and make it back to base before a certain time, riders at a Dusty Lizard are free to ride whatever and whenever they please.

We chose to spend our first day riding some of the famous high alpine passes in San Juan Mountains. Thanks to the region’s long history of hard rock mining, there are dozens of narrow, rocky dirt tracks laced all over this tightly clustered part of the Rocky Mountains. Riding these passes takes you through multiple biomes as you climb multiple thousand feet of elevation to the summit. Starting in a valley or drainage, you’ll typically be riding by wetlands (keep an eye out for moose) and through thick stands of timber as the road starts to climb. As you move higher, things will start to open up and you’ll cross through fields of wildflowers and avalanche paths, some of which are still holding snow. Moving higher still, you’ll start to reach timberline where the trees can only grow to a few feet tall. Above timberline is where you cross into the Alpine tundra – a fragile biome where flowers are measured in mere inches. As you near the tops of many passes, you’ll be riding straight into the sky. At the top, you’ll have an impressive view of the world around you. There’s something about riding up, down, and around the tops of the Rocky Mountains that never gets old.

Many of these passes link the towns of Telluride, Ouray, Silverton, and Lake City together, and it is fun to ride to the next town over for lunch or just experience each unique little town. The passes accomplish in a few miles what takes a few hours by paved road.

After a leisurely departure from camp, we spent the balance of our morning playing on all of the rocks and named obstacles on one of the more technical passes in the region, before dropping into Silverton for a late lunch. Back on the bikes, we set off out of Silverton a different way with our sights on a couple more passes that would ultimately loop us back to our starting point.

Be seen by others on your way to the trail. See it all when you’re headed back in the dark.

Another factor to contend with when riding in these mountains is the weather, and so far we managed to avoid the scattered rainstorms that were all around us. The weather can change instantly in this part of the world – you can ride up one side of a pass in full sun, only to find the darkest, wettest thunderstorm waiting for you on the other side. Fully exposed while above timberline is the last place you want to be in a thunderstorm, but when the storms are a safe distance away, they make the landscape that much more dramatic. Thankfully for us, our rain gear wasn’t required as we bagged two more passes on our way back to our starting point. That evening at the Dusty Lizard Lounge, with live music, a cold drink, and a plate of food it was awesome to just kick back, talk to other riders, and listen to their stories from the day’s ride.

After dual-sporting the previous day, we decided to sample some single track for our last day at the Ridgway Dusty Lizard. After a short drive to the trailhead, we set out on our 300s for an afternoon of quintessential Colorado single track. A perfect narrow ribbon of giggles that climbed and descended through endless stands of timber, down high alpine valleys, and through miles and miles of wonderful contour lines. That’s the beauty of Mosko Moto’s Dusty Lizard. Other riding events constrain you to “the route,” and while the official way is usually carefully curated to be a fun route, it just isn’t the same experience as getting to go off on your own adventure.

Mosko Moto is on to something with their Dusty Lizard events. There are so many Expos, Rallies, and Festivals that choosing which one to attend can feel like choice overload. Some events are super commercial, corporate, and carefully designed to separate you from as much of your money as possible. Others are much more brand centric, and if you’re not a fan of the Kool-Aid, you’re not going to have as much fun. The Dusty Lizard is about as mellow and welcoming as a riding event can be, where everyone who likes to actually ride, camp, and hang out with like minded folks is welcome. This relaxed, no pressure, run what you brung, let’s just hang out and see where the weekend takes us vibe is such a welcome change of pace. If you’re a solo rider looking for an event to attend, the Dusty Lizard is the kind of event where you can show up by yourself, and leave with a bunch of new riding buddies.

I’ve been to countless other events where small groups of folks just hang out in their individual camp cliques, and the sense of community isn’t anywhere near as prevalent as it is when everyone is hanging out together. Thanks to the Dusty Lizard Lounge, almost everyone in attendance at the Ridgway Dusty Lizard was hanging out as a community, swapping stories, and just enjoying each other’s company. If you want a different moto-event experience – one where you can ride whatever you want with whomever you want whenever you want, and you want a mellow base-camp to come back to where you’re actually going to want to hang out and talk to other folks, then a Mosko Moto Dusty Lizard is where you want to be.

For more information on Dusty Lizard Events, visit www.Moskomoto.com

2024 KTM ENDURO — CROSS COUNTRY

Bullet Proof Designs is an industry leading manufacturer of Billet Aluminum off-road protection guards and accessories. We build guards that are cutting edge, innovative and purpose built to protect your motorcycle. All of our guards have a lifetime Warranty.

BY CHAD DE ALVA

KLIM BADLANDS PRO A3

In 2018, CE released an update to standard EN17092-2, which describes the performance that motorcycle garments provide the wearer in the event of a crash. Part of the 2018 standard was the addition of a new highest rating category: Triple-A (AAA). CE described motorcycle garments that would earn the triple-A rating as “heavy duty protective garments with severe ergonomic, weight, and thermal penalties.” In other words, what they were describing was a leather track suit like a Moto-GP rider would wear. KLIM is known for making technical riding gear using state of the art materials. When KLIM’s design team learned of the new CE Triple-A rating, their next move was obvious: develop the world’s first adventure riding jacket and pants that would earn a CE Triple-A rating. What they came up with is the Badlands Pro A3 (BLP A3), and it provides the wearer with CE-certified “heavy duty protection,” without the CE-described penalties.

CE Ratings provide value to consumers as their standardized laboratory tests quantify the performance of motorcycle gear. When it comes to a riding garment like a jacket, the testing is extensive and comprehensive. Each colorway a garment is made in is tested for things like impact absorption, abrasion resistance, seam strength and tear strength which are evaluated across three zones that cover the human body. Zone one represents the areas on the body that are most likely to make contact with something in a crash: knees, elbows, shoulders, and hips – areas that are typically armored with pads to provide impact protection. Zone two comprises areas that can make contact with something, but are less likely do so. Zone two is found on the back, and on the outside of the arms and legs. Zone three represents the areas that are least likely to be hit: the inner legs and arm pits. The key takeaway here is that CE ratings quantify crash performance, and a triple-A garment provides more protection than a double-A or single-A rated garment.

KLIM’s Badlands Pro (not the A3) has a CE double-A rating, and parts of the jacket and pants like the Superfabric panels in the zone one areas exceed the triple-A standard, so KLIM had a proven chassis to work from. Yet simply making a jacket or pants entirely out of Superfabric would make for a garment that would be heavy, stiff, and awful to ride in. To earn the triple-A rating and make gear that riders would want to use, KLIM had to find a textile for zone two that was stronger, more durable, could be incorporated into a GORE-TEX Pro laminate, and not add any weight or be any less pliable than the textile used for zone two in the Badlands Pro.

KLIM found their answer in Vectran – a fiber that’s best described as next generation Kevlar. Vectran has all the properties KLIM was after, and working with W.L. Gore (the makers of GORE-TEX) lead to the creation of a Vectran-faced GORE-TEX Pro laminate. This Vectran textile exceeded the CE requirements for zone two, weighs less than the zone two textile in the Badlands Pro making the A3 weigh 10% less than Badlands Pro kit, and it has a lower coefficient of friction so you’re less likely to get friction burns from sliding across the slab. Incorporating Vectran into the Badland Pro chassis was the key to earning the CE triple-A rating and creating an adventure riding jacket and pants that provides top shelf comfort and protection with none of the CE described drawbacks associated with triple-A rated gear. The Badlands Pro

A3 is objectively the world’s most technologically advanced, most protective set of adventure riding gear money can buy.

While we could continue to nerd out on fancy textiles and CE ratings for days, it’s probably best if we start talking about what it’s actually like to ride in this jacket and pants.

Before you don the Badlands Pro A3 jacket and pants, take some time to familiarize yourself with their extensive feature set. The jacket has 12 vents, collar hold-open tabs and a double front zipper. There are 14 pockets ranging from the obvious, to a hydration pocket that can hold a 3L reservoir, and a few secret stash pockets. The pants have two pockets and six vents including the new lower leg side vents that can move some serious airflow. Getting the most out of the BLP A3 requires knowing the garments inside and out – so seriously, take the time to find all the features and functions.

Putting on the Badlands jacket and pants is meant to take a minute – you need to put the gear on and then fit it to yourself by adjusting the kidney belt, arm straps and leg straps to fit your anatomy. Once you’ve done this the Badlands Pro should move with you quite well, and do a great job managing the weight of the garment itself and anything you’ve loaded into the array of pockets. As you start to test your range of motion you’ll notice features like the gussets on the back of the shoulders that help you move your arms freely. I normally kick a leg over my bike to hop on, and that’s still something I can easily do while wearing the Badlands Pro A3. I’ve worn plenty of adventure gear from other manufactures where no matter how I play with the fit, I can’t do my usual high kick to hop on. Well done KLIM, on making the BLP A3 move so well with the wearer.

Riding in the Badlands Pro A3 is where the details that come from KLIM’s years of developing the Badlands Pro chassis become evident and appreciated. It’s these little things that add up to a quality of life experience in any riding condition that I just haven’t found anywhere else. A couple of random examples: a double zipper on the front to allow the wearer to unzip both ends of the jacket for additional venting in hot weather, and a collar hold open system that actually holds the collar wide open for more venting. It’s important to remember that the BLP A3 jacket and pants are fully waterproof, so it’s not an apples-to-apples comparison to put them (or any fully waterproof gear) up against mesh gear, or off-road gear. That being said, the BLP A3 has arguably the best waterproof laminate made, and its robust venting system combined with a good base layer like KLIM’s aggressor -1.0s makes for the best hot weather experience I’ve ever had in a fully waterproof jacket and pants. You’re still going to get warm and sweat if you’re working hard, but this jacket and pants are the least uncomfortable on a hot day.

In the cold and the wet, the BLP A3 delivers outstanding waterproof protection. A big part of this is due to the GORE-TEX certification process and the extensive testing (notice a theme here?) that is required of any garment with a GORE laminate before it can be sold. Out in the real world, this means that you can close all of the vents, and punch though the gnarliest micro-bursts without getting wet. You can even get your penguin on and slide down snowfields without getting wet if you feel so inclined. The bottom line is not all waterproof laminates are created equally, and not all garments are comprehensively tested for waterproof performance before they’re put on the market. If you want one that is, pick a GORE-TEX product.

There are a couple of nit-picks that I can level at the BLP A3: the bicep cinch straps can be hard to snug down, and reversing the strap’s orientation would make these straps much easier to use. Likewise, the leg cinch straps restrict airflow from the lower leg vents. If you want max airflow from these vents, you need to loosen the leg cinch strap which compromises the fit of the pants somewhat. It will be interesting to see how the lower leg vent evolves in the next generation of Badlands Pro.

KLIM’s Badlands Pro A3 jacket and pants are truly impressive pieces of technical riding gear, and the only adventure riding gear on the market with a CE triple-A rating. There isn’t anything on the market that has the same levels of protection, waterproof performance, features, and comfort in one jacket and pants. The Badlands Pro A3 isn’t for every rider out there. However, for riders who want the best protection, waterproof performance, and feature set all baked into one set of jacket and pants, the Badlands Pro A3 can’t be beat. For more information on KLIM’s Badlands Pro A3, visit www.klim.com

Main image by Upshift Online

STUCK NUTZ THREAD LOCKER

Colorado has some world-class single track. Yet as anyone who has been riding in the area for a long time will tell you, it used to be better – and looking at a Motor Vehicle Use Map (MVUM) is all it takes to realize just how many trails have been closed in Colorado and other western states. In one particular trail system in southwestern Colorado, the owner of a large company whose products are most likely on the shelf in your garage directly contributed to these trail closures. When you have more money than some countries, you can wield said fortune to considerable influence. So if you want dirt bikes out of the mountains around the Colorado ranch you just bought, all you have to do is throw money at the problem until you get the nearby trails closed.

Unfortunately, the products this company makes are essential to maintaining motorcycles and many other things in life, so not using these types of products isn’t really an option. Yet thanks to a company called Stuck Nutz, there is an alternative product that works just as well, and purchasing Stuck Nutz products doesn’t support individuals who close trails.

Stuck Nutz sells thread locking compounds that are direct competitors to the products commonly referenced in many bike owners’ manuals. If your first thought is of a few guys in a basement playing with a high school chemistry set, think again. Stuck Nutz products are developed by folks who worked for a company whose name rhymes with “Nock-Rite.” So know that despite being a rider-owned small business, Stuck Nutz has a legitimate, USA made product that works as advertised.

In use, we have been unable to determine a difference in the performance of Stuck Nutz Blue Nutz or Red Nutz compared to the name brand products. Stuck Nutz goes on the same way, it wicks to threads the same way, and it’s still a good call to allow a full 24 hours for a full cure before using whatever you’re applying thread locking compound to. Creating something of an A/B test, we replaced the traction inserts in a set of footpegs, where one peg’s inserts were installed with Stuck Nutz, and the other with a name brand thread-locker. For all intents and purposes, Stuck Nutz has worked as well as the name brand thread locker in the footpeg test and on every other fastener we’ve applied it to. Stuck Nutz also has the advantage of being more affordable than buying the name brand product from an authorized source, like an industrial supply shop.

As motorcycle riders, we need products like thread locking compound to enjoy our sport, so the choice of which company to support should be a no-brainer. On one hand, you’re further filling the bank accounts of a billionaire, who has contributed to the closure of some of the most epic single track trails in the United States. On the other hand, you can help a small company grow, support a product that’s made in the United States, and help support organizations that are advocating for motorized recreation, like the Trails Preservation Alliance.

Stuck Nutz is a product that needs to be known to motorized recreationists all over the United States. As a user group, motorized recreationists need to support the companies that in turn support us. When it comes to thread locking compound the choice is clear: Stuck Nutz is the way.

For more information on Stuck Nutz, visit stucknutz.com. Stuck Nutz is also available in the Upshift Store, and your purchase helps support the next issue!

The Ultimate BDR Bike-Build Is In Process.

BDR is going all-out this year and building one bad-ass Ducati Desert X for our annual sweepstakes. We’re calling it the BDR Cross Continent Special Edition in celebration of the upcoming California BDR North route that will connect the BDR from Mexico to Canada. Enter to win with a donation as little as $25 and help support our continuous mission to develop and preserve riding opportunities for the ADV community.

Stay tuned on the build and enter to win at: www.WinBDRdesertX.com

thanks to:

Not so long ago in a country far, far away…

[Begin epic main title theme composed by John Williams and start iconic STAR WARS crawl text]

Episode 85 – Chasing Childhood Memories

Our two valiant motorcycle overlanders have traveled throughout North America and Europe in their constant search for adventure. They hoped to reconnect to their childhood by visiting locations that they have dreamed about since watching the summer blockbuster movie STAR WARS. Visiting previous film locations like the Redwood Forests of California, Skellig Michael Island in Ireland, Lake Como in Italy, and the Hardangerjøkulen Glacier in Norway, have continued to fuel their wanderlust. However, the “Death Star” of STAR WARS filming locations had eluded them until now – The north African country of Tunisia.

STAR WARS Fans Rejoice

Although Tunisia has a lot to offer the traveler not interested in seeing STAR WARS film locations UPSHIFT Issue 83, it really is a fascinating place to visit if you’re interested in this epic space opera series. I have fond memories of watching The Empire Strikes Back as a young child – I remember being in shock as I watched the stunning lightsaber scene where Darth Vader cuts off the hand of Luke Skywalker and then reveals that “No, I am your father.” This was mind blowing stuff to a young, impressionable, 8-year-old boy.

I had a large collection of Kenner action figures including Luke Skywalker, Chewbacca, R2-D2, and even Hammerhead and Greedo. By the way, Greedo shot first! My parents even sprung for an X-Wing Fighter, that I gleefully flew through the air while burning through batteries that powered the laser cannon sounds and flashing lights – “AA-batteries not included.” So it was with great joy that we found ourselves in the southern region of Tunisia – where much of A New Hope, The Phantom Menace, and Attack of the Clones , were filmed.

May the 4th Be With You

Our STAR WARS story begins on the most perfect day for fans of the beloved movie series – May 4th. We didn’t actually plan it this way, perhaps it was the Force that led us to the town of Matmata al-Qudimal and the subterranean Hotel Sidi Idriss on that particular day. Who are we to deny the power of the Force?

The Hotel Sidi Idriss is a late 17th-century Berber home selected by George Lucas in 1976 to film most of the interior scenes that would become the Lars homestead. The hotel was used again in 2000 to shoot scenes from Attack of the Clones. The Hotel Sidi Idriss is a popular tourist site, so we expected that it would be crowded. However, despite a regular flow of Toyota Land Cruisers delivering enthusiastic fans throughout the day, by late afternoon the hotel took on a hushed feeling with nothing more than the sounds of the desert breeze blowing orange-colored sand across the surface.

For a very reasonable price of $55 USD, you can spend a night in the simple cave-like rooms that included a molded bed and two nightstands. We originally had been assigned the Princess Leia room, but when we opened the door, a feral cat hissed and sprung from the room – apparently trapped throughout the night. We decided to settle for a different room named after another female Rebel Alliance leader – Mon Mothma. Hotel guests share the bathrooms and other common areas, where we enjoyed an authentic Berber meal in the exact same spot that Uncle Owen and Aunt Beru discussed with Skywalker about plans for continuing to work on the moisture farm for another season. In that scene, Luke frustratingly gets up from the table and walks out. The next scene shows Luke emerging from the Igloo styled earthen home and peering into the binary sunset, reflecting on his future. This powerful scene, from A New Hope, flows naturally from the interior to the exterior shots – however, these two sites are about 310 miles (500 km) from each other.

An Iconic Site at Sunset

Not far from the Algerian border, in a remote saline dry lakebed, rests the prominent exterior of the Lars Homestead. Reaching this part of Tunisia wasn’t too difficult for a dual-sport motorcyclist, however it’s far enough off the beaten path that it doesn’t get the loads of tourists as other sites. When we arrived, just before sunset, we relished having the entire site to ourselves. It was nice to reflect on being able to visit such an iconic piece of movie memorabilia in complete peace and solitude. The original structure, that was built in February 1976, still stands today – a remarkable achievement and a testament to those who cherish the STAR WARS universe. As the sun began to descend onto the western horizon, we made sure to capture a memory of this historic event – including the legendary binary sunset.

The Jundland Wastes are Not to be Traveled Lightly

In the Jebel Sidi Bouhlel region is a geological canyon where a large portion of A New Hope was filmed. As we were riding through the town of Dguache, we came across a roadside vender selling fresh watermelon and decided it would be a nice snack to cool us off from the 95-degree (35C) heat of the afternoon. We carefully strapped the watermelon to the tail-bag and made our way to the canyon entrance.

The watermelon seemed fitting since the

fictional

Jundland

Wastes are where Black Melons grew providing a reliable source of milk for the Tusken Raiders. Scenes shot in the canyon include: the Jawas neutralizing R2-D2 and carrying him to the Sandcrawler, Luke being attacked by the Tusken Raiders, and the introduction of Ben Kenobi. At the base of the canyon, we watched clips from the movie and tried to find the same flat spot where Luke’s Landspeeder would have been parked. We enjoyed eating the sweet watermelon and contemplating on being in such a remarkable place from a movie memory some 47 years before.

Trouble in Tatooine

It was during our ride to Jebil National Park that we had a breakdown of my G650GS. While gassing the throttle, to cross over a sand-washed portion of the paved-road, I heard a loud “pop” followed by the spinning of the drive shaft where it connects to the front sprocket. The pinion teeth on the main drive shaft have been slowly wearing over the last 60,000 miles and they finally reached a point where the front sprocket would no longer engage. The wear had deteriorated to a point where the sprocket would need to be welded. To make matters worse, we hadn’t seen another vehicle in hours and were surrounded by desert in all directions. As we pushed my motorcycle to a clear patch of roadway where we could work on it, a small 1980s Datsun truck appeared over the horizon, slowly making its way towards us. As it approached, we noticed three Berber elders, somewhat comically, wedged into the front bench seat of this tiny truck. They stopped to offer help, but quickly realized that with our language gap, and not having the tools needed to help us, they moved along down the road. We were left a bit helpless in the blowing sands of the Sahara.

Fortunately, we carry a spare front sprocket and have all the tools needed for replacing it. We loosened the chain and removed the holding bolt and worn sprocket from my crippled mule. Perhaps the fresh sprocket would have enough pinion engagement to get us out of the remote desert and to a local welder? We said a quick, but heartfelt prayer, and reinstalled the new sprocket, holding bolt, and chain. Miraculously it worked! There was adequate engagement between the pinions so we could continue on our way. Perhaps there would be someone at the Mos Eisley Spaceport that could saber-weld the sprocket?

TUNISIA-A STAR WARS STORY ::::

OUR BIGGEST CREATION YET

Yes, it looks like the rear of a classic 1970s American muscle car, ain’t that a beauty? But the design is just the start: there are several structural innovations, technical details and weight savings to make this new Maxia 5 our best ever, including a whopping 58 liter capacity to hold two fully loaded modular helmets.

V58NN MAXIA 5 GLOSSY BLACK, ALSO AVAILABLE IN TECH VERSION, WITH CLEAR LENSES

V58N MAXIA 5 MONOKEY® 58 LT CASE, WITH 4 METALLIC PAINTED COVERS

Wretched Hive of Scum and Villainy

Most of the Mos Eisley exterior scenes were filmed in the Ajim neighborhood on Djerba Island. A cantina, plaza, and two side streets were constructed in 1976 for some iconic scenes of A New Hope including Ben Kenobi’s famous line “These are not the droids you’re looking for.” Unfortunately, not much of the set remains except for the small cantina building which is slowly crumbling away. A pixilated Stormtrooper, created with small bathroom tiles, and a spray-painted masking that reads “STAR WARS Filming Location” are the only reminders to visitors and fans. We continued to the west to check out the other spaceport of Mos Espa- surely they have someone who could fix my speeder bike there?

Podracing and the Slave Quarters

We wanted to time our arrival to Mos Espa early in the morning in order to avoid the crowds that congest this popular tourist destination, and to have some time to photograph the various buildings during the “magic hour” without being subjected to the constant barrage of venders. As we entered the desert dune landscape at 5:30 AM, we were thinking we had a pretty good plan. What we didn’t realize is that the venders live here full-time. When they heard the sounds of our single-cylinder Rotax engines, they came out to offer us the latest “good deals” on everything from camel rides, cheap jewelry, colorful geodes, and photographs of us holding desert fox pups. We thanked them for their diligence with some Tunisian dinars, but insisted we didn’t have room on our motorcycles for souvenirs. Unless they had a shop that could weld our sprocket or convert our antiquated wheeled mules into floating speeder-bikes, we weren’t interested. Unfortunately, they didn’t have either.

The rather extensive Mos Espa set started construction in May 1997 for the summer filming of The Phantom Menace. It was used again three years later for scenes in Attack of the Clones. It was nice to see some of the hundreds of millions of dollars in production budget being used to help provide jobs to the local Tunisians who continue to benefit from the tourism provided from these STAR WARS sites.

After a short camel ride across the nearby dunes, we happily returned to our motorcycle mules and continued our adventures to the east where we discovered the Ong Jemel or “Camels Neck”. This mesa-styled rock formation includes a pinnacle that looks like the neck and head of a camel. A few scenes from The Phantom Menace were filmed here, including a portion of the pod-race circuit, and a scene where Darth Maul lands on a desert mesa.

Even further southwest, in the Tatooine region, are the Berber fortified granaries of Ksar Hadada and Ksar Ommarsia. The name of this Tunisian region was also the inspiration for the naming of the desert planet of Tatooine used in the 1976 movie script. The Ksars were used for the slave quarter scenes of The Phantom Menace where Anakin Skywalker lived with his mother Shmi. Walking among these 19th-century structures was pretty fascinating – especially climbing the mud steps and peering into the individual storage rooms where locals would keep their grain storage and family mementos.

May the Force Be With You

As we headed north to the capital city of Tunis, we contemplated how unique the Berber region of southern Tunisia really is. So much of their culture influenced George Lucas and the STAR WARS writers, including the desert climate, regional names, traditional hooded coats worn by the men, and even the Berber alphabet. We felt Tunisia was inspirational in making a space opera movie like STAR WARS feel so real – a story of good vs evil, set in a world that may have been a long time ago, in a galaxy far, far away, but still maintains the familiarity of a childhood storybook. When we boarded the Grimaldi Lines ferry to return to Italy, we couldn’t help but feel like we were being transported to another planet – Planet Europe. More adventure awaits….

About viajarMOTO

Travis and Chantil Gill started full-time motorcycle overlanding in early 2020 with the hopes of seeing and experiencing the different countries and cultures of the world. You can follow them on their website at www.viajarMOTO.com.

EVERY UPSHIFT STORE PURCHASE HELPS SUPPORT THE FREE MONTHLY MAGAZINE!

The Beta Motorcycles 200 RR Race Edition is unique to the world of off-road two strokes. Most manufacturers sell 300s, 250s, and in some cases 125 or 150 displacement twosmokes, but Beta is currently the only manufacturer selling a 200. If you’re familiar with off-road two strokes, you’re probably trying to figure out how a 200 stacks up to the other, more common displacements on the market. The short answer is that the Beta 200 RR Race Edition is in its own unique category, that in one word is best described as fun.

Like many Beta Motorcycles, the 200 is available as both a RR or a RR Race Edition. This article focuses on the Race Edition. If you’re wondering what the differences are between these two models, know that it is much more than what might be visually obvious at first glance. The race edition bikes feature unique graphics and styling, as well as functional blingy bits, such as an axle puller on the front axle. Different foot pegs and other aluminum parts all contribute to a bike that looks brilliant in factory trim. Italy’s ability to make beautiful things clearly extends beyond cars. Yet, perhaps the most significant difference between a race and non-race model is the suspension. The race models feature KYB closed cartridge forks and a KYB shock, whereas the RR models come with Sachs suspension. Additionally, the race edition motors get tweaks like a more aggressive CDI and other tuning adjustments to make a bike that is better suited for aggressive riding and/or racing use.

The 200’s chassis is in a word, compact. This helps the bike exude a very agile, almost mountain bike like feeling. Swapping back and forth between the Beta 200, and a 300 from another manufacturer, the 200 almost feels like it has been scaled to 90% the size of other dirt bikes. While this may initially sound like an undesirable attribute, it all makes sense when you ride the bike in a low attack stance. This is not a bike that you can stand straight up on like you’re starring in a BDR film – you need to get low and aggressive on this chassis. If you try and slack off by standing tall, the bike will feel cramped and twitchy, yet if you tuck in and really get into attack mode, you’ll be able to reap the benefits of this super fun, flickable, compact chassis.

Press the starter button, and the 200’s carbureted motor instantly jumps to life. Twist the throttle, and the bike eagerly and instantly reacts. Feed the power to the ground with Beta’s awesome clutch, and you’re off to the races. In stock configuration the bike’s power valve is set to engage after the bike has some spool on to produce that classic two stroke warp drive hit, and staying in the power on this bike is a surefire way to install a perma-grin on your face. Just to see what the motor was capable of, we backed the pre-load off of the power valve spring to trade the warp drive out for maximum low end torque. This quite effectively turned the 200 into a little torque monster that performed well above what one would assume given that it’s 2/3s the displacement of a 300. If you’ve ridden a 125 / 150 and felt like the bike had nothing down low for technical work, know that the Beta 200 has the twist for all of the hard enduro / technical work. Just watch Jonny Walker ride one like a trials bike if you want to see what a 200 can do when it comes to riding one like a trials bike.

Even with the power valve set to engage quickly, the bike still has plenty of go on the top end. The 200 is an absolute hoot on the turn track when you hold it on the throttle stop like a 125, and it still has an ample serving of torque when it’s time to pick your way through the big rocks and lug things down low. The 200 has no problem hanging with 300s on single track, and when it comes to sheer power output when drag racing out of corners on a twisty windy dirt road that snakes its way up the side of the mountain, the Beta 200 RR Race pulls well above what you would assume 2/3s of the displacement would provide. The motor is a ton of fun – enough said.

In the suspension department, the KYB boingers are well suited to the bike’s Race Edition moniker, and their performance is as good as advertised. The 200 Race Edition is valved for big hit high speed performance, and when bombing around the desert or other places where whoops or other high-speed hits are involved, the bike does great. However, when it comes to playing in the rocks or other types of riding (i.e. technical singletrack) where a more compliant ride is desired, the KYB’s factory valving leaves performance on the table. Setting the bike up for this type of use would certainly help, but it’s important to remember that Beta is very deliberate about the intended use of their bikes, and Beta encourages riders who want more of a trail bike to look at the RR edition models.

While I appreciate this intention, I can certainly see how single track and trail riders would be drawn to this bike, and all Race Edition models for that matter. Axle pullers, fancy footpegs, and other accessory parts are common aftermarket add ons to bikes that will never ever see a track or take the starting line of a race in their life. KYB is a much more recognized name than Sachs is in the world of suspension, and riders will want that familiar name, or their buddies will tell them to get the KYBs. A good KYB suspension tuner can certainly set the Race Edition suspension up to work well for trail use, which would quite effectively turn the Race Edition into an awesome aggressive singletrack and trail bike. It’s an experiment I wish I had time to perform, because I can certainly see the potential in turning a Race Edition bike into a trail or hard enduro bike.

That being said, the Beta 200 RR Race Edition performed well everywhere we rode it. From the snowy high deserts of Utah to the northern reaches of the Sonoran Desert in Arizona, the bike handled everything from high speed washes to technical single track and playing in the rocks with ease. In many of these riding areas, the 200’s smaller size and more agile, flickable feel proved to be a welcome change compared to a 300. A smaller and lighter bike is easier to work with in the tight and technical places of the world. Yet the best part is that the 200 has no problem hanging with the 300s. Riding a bike on the top of the powerband will make you feel like a hero, and hanging with your buddies when you’ve got 100ccs less motor is something that never gets old.

Beta has a very fun bike in their 200 RR Race Edition. But I have to admit that coming off of the Austrian two strokes with their TPI and TBI fuel injection, having to jet a carb, and setting out on a ride only to discover the jetting is leaving performance on the table, is a bit of a bummer.

The Austrians have built some brilliant two strokes that run perfectly at every elevation, temperature, and humidity, and you frankly get spoiled with a motor that always runs perfectly. Knowing that potential exists, makes me very eager to see how Beta integrates EFI into their two strokes. A fuel-injected Beta 200 RR Race Edition would be one awesome bike.

The 2023 Beta Motorcycles 200 RR Race Edition is a very fun two stroke motorcycle. Its mountain bike like agility combined with a motor that punches well above what you would expect from its displacement makes for an awesome fun sized package. The chassis rips, and the suspension certainly has the legs to hold up to all of the go fast riding you can throw at it. The carb is easy to get to and adjust, and once you get your settings dialed for where you ride, you’ll get to enjoy this awesome Italian motor. Whether you’re looking for something to ride at maximum warp across the deserts and the go-fast places of the world, or you’re looking for something that with a bit of setup work can be configured to slay at aggressive single track and hard enduro use, the Beta 200 RR Race Edition delivers a unique two stroke experience that never gets old. For more information go to www.betausa.com.

ENGINE

Type: Beta Built single cylinder, 2-stroke, liquid cooled, with BPV power valve system, and electric start with back up kick starter sold as an option

Bore: 62mm

Stroke: 63mm

Displacement: 190.2cc

Compression Ratio: 14.4:1

Exhaust Valve: Beta Progressive Valve (BPV)

Ignition: AC-CDI Kokusan

Spark Plug: NGK BR9ECM

Lubrication: Pre-Mix

Oil Tank Capacity: N/A

Carburetor: Keihin PWK 36mm

Clutch: Wet Multi-Disc

Transmission: 6 Speed

Final Drive: O-ring chain

CHASSIS

Frame: Molybdenum steel / Double Cradle w/ quick air filter access

Wheelbase: 58.1”

Seat Height: 36.6”

Ground Clearance: 12.8”

Footrest Height: 16.1”

Dry Weight: 211.5 lbs (wet weight, no fuel)

Fuel Tank Capacity: 2.5 US Gallons

Front Suspension: 48 mm KYB AOS Closed Cartridge with adjustable compression & rebound

Rear Suspension: KYB 45 mm body with adjustable rebound and high/low speed on compression adjustment

Front Wheel Travel: 11.8”

Rear Wheel Travel: 12.4”

Front Brake: 260 mm floating rotor

Rear Brake: 240 mm rotor

Front/Rear Rim: 21” (Front) 18” (Rear)

Front/Rear Tire: Metzeler Six Day Off Road

WE’RE EXPERTS IN THE BUSINESS BECAUSE WE RIDE TOO!

WE’RE EXPERTS IN THE BUSINESS BECAUSE WE RIDE TOO!