Starting your motorcycle season without conducting a comprehensive inspection of your bike is like asking for trouble. If your motorcycle has been parked away for months, the risk is quite high that it's not quite ready yet to be taken out onto the streets until you've checked the following:
Tires. First and foremost, check the tread depth and pressure, ensuring they meet the manufacturer's recommendations. Also don't forget to check for cracks and other damages. If in doubt, speak to your local repair shop.
Brakes. When was the last time you replaced the brake pads? Are they fit for fight or worn down? Also test the firmness of the brake lever/pedal, neither of them should be mushy or making sounds.
Fluid levels. This includes motor oil, brake fluid, and coolant. Most manufacturers recommend to check the oil level when the bike is positioned straight (on center stand), the engine is warm and has been shut off for 10 minutes.
Suspension. Can you see any leaks? Does the suspension make any strange noises when being compressed? If so, make an appointment at your local repair shop as suspension requires a lot of knowledge and tools to service.
Nuts and bolts. Make a thorough check of all nuts and bolts, making sure that not a single one is loose.
After a longer break from riding, it's important to start off with caution and ease, and to have a relaxed first ride. While the thrill of riding fast is undeniable, the consequences of an accident are certainly not.
In some places, there might still be gravel or debris on the road until late May. Stay extra focused, especially at the beginning of the season when there's more potential danger. Also, keep in mind that other drivers may not be used to sharing the road with motorcycles yet, since it's early in the season.
Expect the unexpected!
Your safety gear is a critical part of motorcycle riding. It can literally mean the difference of going home with just bruises or spending weeks at the hospital. Personal equipment is the last thing you should save on, generally speaking.
When checking your current gear, make sure your helmet is undamaged and fits securely. The visor should be free from scratches and you should make a fog-up test to see if you need to apply some anti-fog or even a pin-lock system.
A back protector, shoulder and elbow armor, along with hip and knee protectors, are all important pieces that you should never ride without. The same goes for your boots, they should be sturdy enough to protect your feet and shins if the bike falls over and you get caught between it and the ground.
High-quality safety gear is essential for protecting yourself in the event of an accident, making it a priority before hitting the road.
Riding a motorcycle requires a unique skill set, and the start of the season is an ideal time to refresh and enhance those skills. If you're a beginner rider, we recommend enrolling in a refresher riding course, where experienced instructors can provide valuable insights and address any bad habits that you may have developed.
But even seasoned riders can benefit from revisiting basic skills, such as braking, cornering, slow-speed balance skills and of course emergency maneuvers. As an adventure rider, it's always good to participate in offroad riding courses, as the skills you learn there can also be applied on the road.
Springtime often brings unpredictable weather, and being prepared for sudden changes is crucial. We recommend checking the weather forecast before each ride and dressing accordingly. Keep a set of rain gear on hand for unexpected downpours, if your riding gear isn't waterproof. It's not very uncommon with sudden snowfall this time of year either, so keep that in mind when you're heading out.
Riding in adverse weather demands extra caution, so be prepared to adjust your speed and maintain a safe following distance. And as always: a good habit on staying safe on the road is to expect the unexpected!
]]>At Lone Rider, operated by passionate riders who continuously traverse the globe, we've encountered and learned from a myriad of mistakes, transforming them into invaluable lessons for the ardent adventure rider.
Designed for the discerning traveler—just like our adventure motorcycle products—our goal is to equip you with the knowledge to not just survive but thrive in the diverse landscapes that beckon the true adventure seeker.
In this article, we’ll explain the most common motorcycle camping mistakes we’ve encountered personally and from other riders.
Embracing the essence of the road, it's critical to acknowledge one of the chief blunders of motorcycle camping: the tendency to overburden your adventure bike.
This pitfall often emerges from a well-intentioned desire to be prepared for every conceivable situation, leading riders to cram their saddlebags to the utmost, thereby unsettling the very balance and handling that defines the joy of riding.
The antidote? A shift towards prioritizing only the indispensable and adopting a minimalist approach to packing.
Opt for gear that's not just functional but versatile, capable of serving more than a single purpose. This is not merely about reducing weight—it's about simplifying your journey, allowing for a more nimble ride and, ultimately, more gratifying.
Yet, the most glaring oversight is the lack of foresight. The urge to simply wing it can be strong, but resist it.
Draft a list—let it be a tangible reflection of your thoughts as you envision the journey. This list becomes a tool, not just for tracking preparations and essentials but also for discerning what's superfluous.
As you analyze your inventory, you'll likely find items with multi-functional utility, negating the need for additional gear.
This process isn't just about what you'll carry; it's about carving out a ride that's as free and unencumbered as the road ahead.
When packing your essentials, proper weight distribution is the key to maintaining control while riding your loaded bike. Focus on keeping the weight low and centered, balancing your gear across both sides of the motorcycle to prevent handling issues.
Stash heavy items closer to the center of your bike, ideally in the your MotoBags. This balanced approach ensures your motorcycle remains stable during turns and sudden stops, enhancing safety on the road.
Also, ahead of longer trips, we recommend a quick rip around the block, the bumpier the better. You’ll quickly know if you’re balanced and if anything will shift. It’s better to adjust long before the tour than the day you actually begin your journey.
It’s a mistake to ignore good ol’ paper maps, which are typically waterproof nowadays.
Good maps, especially some topographical maps of the area you plan to cover, can not only prevent you from getting lost, but they can also enhance the enjoyment of the trip by helping to locate points of interest, natural features worth seeing such as waterfalls and by helping to avoid obstacles such as swamps.
GPS systems are great, but like any device, they can fail or get damaged. At times like that, especially when deep in the backcountry, low-tech countermeasures are handy.
A number of companies like Butler Maps produce printed map books by state and region, and others may be available for download from the internet.
Leaving a hard copy of a map showing your anticipated route just adds another layer of comfort and safety. Plus, nothing beats settling into the campsite and looking over the next day’s adventure.
A successful motorcycle camping trip begins with meticulous route planning. Take the time to study your route, mark potential campsites, and, especially, identify fuel stops. Speaking of fuel…always carry a bit extra in the proper container, just in case.
This type of preparation reduces unexpected challenges along the way. How many times have you planned to be at a campsite before dark but failed to reach it in time? Pre-planning the route will give you some idea of the time needed to get to that location.
With that said, it’s always smart to create a flexible itinerary that allows for spontaneous detours and interesting discoveries.
Planning your route not only ensures a smoother journey but also enhances your overall adventure by maximizing your time exploring.
Nature can be unpredictable, and weather conditions can impact your trip significantly. Keep an eye on weather reports and pack accordingly.
Waterproof gear and layers are your best friends on the road. Carry clothing that can be layered for warmth, and invest in waterproof riding gear that keeps you dry during unexpected rain showers. Many companies create lightweight and zippable mid-layers that you can crunch up nicely and fit in even the tightest areas of your bags.
And never forget underlayers. There are loads of moisture-wicking base layers available from many reputable companies now, created for all types of temperatures, from below 0 to the hottest areas of the desert.
Staying comfortable and dry enhances your enjoyment of the journey, no matter what Mother Nature has in store.
Choosing an optimal campsite is a pivotal aspect of ensuring a serene and safe night amid the wilderness. It's essential to avoid low-lying areas prone to flooding and equally important to adhere to local camping rules and etiquette.
In your quest for the ideal motorcycle campsite, consider key elements like proximity to water sources for easy access to this vital resource. However, don't camp too close to water to avoid potential hazards such as nagging bugs and pests—nothing can drag down a ride like itchy bug bites or seeing snakes near your tent.
Assess the accessibility of the site, ensuring it's within a reasonable distance from your route yet secluded enough to offer a tranquil retreat.
Moreover, familiarize yourself with local regulations and guidelines. These can vary significantly, encompassing aspects such as fire regulations, wildlife precautions, and specific camping zones.
Also, utilize social media groups to find adventure motorcycle groups to new areas you plan on riding.
They can provide insights into hidden gems and tips on the best spots that balance beauty, safety, and compliance with local norms.
Their experiences can guide you in making informed decisions, enhancing your overall camping experience, and ensuring that your chosen spot becomes a memorable and harmonious part of your journey.
This should go without saying, but a well-maintained bike is essential for a trouble-free journey. We still encounter riders who have breakdowns due to lack of maintenance, such as a loose or unwaxed chain or bald tires (let's not even get into the fact that most riders neglect to check tire pressure every morning!).
Before hitting the road, conduct a thorough bike check, paying close attention to tire pressure, brake pads, and oil levels. And continue to monitor this throughout the trip.
And yes, you should check PSI every morning, whether with a traditional gauge or checking your bike’s electronic monitoring system if equipped.
Preventive maintenance not only keeps you safe but also minimizes the risk of breakdowns in remote areas, which makes for adventure—just not fun adventure.
Don’t forget to fully charge every battery-powered device you plan to take, and also have portable chargers for each of them.
And don’t forget to make sure your motorcycle’s battery is in top shape—check it before leaving, ensuring it’s putting out the proper voltage.
Check your specific battery’s specs, but when the bike is running, your battery should read between 12.6 to 13.2 volts.
Remember also that Lithium batteries may be hard to start in colder weather. The tip is to turn the bike on to let the battery heat up for a minute.
Staying hydrated is crucial and becomes a key issue when your body is getting a workout, particularly in hot weather, maybe accompanied by the use of adventure riding gear.
If drinking water sources are a question mark, you have to plan to pack a sufficient supply to get you between water holes.
Packing a survival straw (such as a Life Straw for example is a good idea, but being able to carry enough to get by if there is no surface water and for any cooking (just add water-type pre-packed meals, for example) is essential, too.
And don’t forget electrolytes to stay completely hydrated!
Electrolytes are essential minerals found in your blood, sweat, and urine that carry an electric charge. They are crucial for many bodily functions, including maintaining fluid balance, muscle contractions, and nerve signaling. The key electrolytes include sodium, potassium, calcium, magnesium, chloride, phosphate, and bicarbonate.
When you're out in the wild, especially during activities like camping that involve physical exertion, you lose electrolytes through sweat. This loss can lead to imbalances, manifesting as muscle cramps, fatigue, nausea, or even more serious conditions like hyponatremia (low sodium levels).
Replenishing electrolytes while camping can be done in several ways:
Remember, while replenishing electrolytes is important, it's just as crucial to maintain proper hydration by drinking enough water. Balancing water intake with electrolyte replenishment will help you stay hydrated and healthy during your outdoor adventures.
Accidents can happen on the road. Carry a well-stocked first-aid kit to address minor injuries and ailments. A comprehensive motorcycle first-aid kit is essential for dealing with minor injuries and ailments.
Ensure it includes items like bandages, antiseptic wipes, pain relievers, and any personal medications you may require.
Knowing how to use these supplies is equally important, so consider taking a basic first-aid course to be well-prepared.
While avoiding these mistakes is crucial, remember that a little spontaneity adds charm to your journey.
Embrace the adventure and be open to new experiences. Motorcycle camping is not just about avoiding pitfalls; it's about savoring the unknown and enjoying every moment.
Embrace the unexpected, interact with fellow travelers, and make your journey a unique adventure.
]]>Meet the Honda Transalp XL750, a bike that was well received by worldwide press and new buyers due to its quality, low price point, and ability to take on everything from long-distance touring to light off-roading.
Honda's journey in revolutionizing adventure motorcycling traces back to 1986 when the Japanese company introduced the Transalp XL600V.
Known for its versatility, whether touring on pavement or gravel roads or roaming the city street, it carved a niche as a mid-weight adventure bike.
The legacy continued with the XL650V in 2000 and the XL700V in 2008, each iteration enhancing the bike's core attributes: lightweight design, large fairings for comfort, and large-diameter spoked wheels for superior performance on varied terrains.
For 2024, Honda redefines the adventure biking experience with the launch of the all-new Transalp XL750. The bike is not just an upgrade; it's a testament to Honda's commitment to providing a motorcycling lifestyle that is boundless and adventurous.
The Transalp was offered continuously throughout Europe and Asia, but was gone from the American audience for three decades. But that all changed with the uprise in adventure motorcycling in the States, and the new Transalp is now offered there, also.
The Transalp XL750 is developed to be an “all-rounder” adventure touring, and arrives equipped with ADV-focused 21-inch front/18-inch rear tire setups. Take note: these are not tubeless tires found on other top-model adventure bikes.
The heart of the XL750 Transalp is its 755 cc 270° crank in-line two-cylinder engine derived from the street-focused Hornet CB750.
The XL750 packs a punch with its Unicam parallel twin, featuring Honda's latest vortex airflow ducting. This tech amps up the intake airflow in the low and midrange. With high-pressure fuel injection and top-notch nickel-silicon-carbide bore plating (similar to what you find in the CBR1000RR-R and CRF450R), this engine is set to impress.
Honda claims these upgrades give it a super-responsive throttle, especially in the lower revs, and ensure it runs cool.
Plus, unique design touches like the gear-driven counterbalancer and clever water pump placement (tucked inside the alternator cover) keep the engine compact and ready to roll.
Some key engine and electronic features include:
The frame design of the XL750 targets ease of handling and comfort for short and long distances. The bike's frame is optimized in terms of structure, layout, and weight, contributing to its exceptional handling characteristics.
The front suspension features a 43mm Showa upside-down fork that offers 200mm (7.9 inches) of travel, while the rear suspension includes a Showa Pro-Link shock absorber that offers 190mm (7.5 inches) of travel and is connected to an aluminum hybrid swing arm.
The braking system features two-piston calipers up front squeezing 310mm discs, and a single-piston caliper out back clinching a 256mm single discs. ABS is standard and can be switched off for off-road situations.
The overall bike’s design incorporates features to enhance wind-resistant performance and comfort at high speeds, including a tall windscreen and deflectors. The large fairing ensures highway comfort, while the minimum ground clearance of 212 mm (8.3 inches) is ideal for light off-road adventures.
The front area's design is unified, starting with the compact yet effective headlights for optimal night visibility. The integrated screen combines a stout ADV look with adequate wind protection and aerodynamic performance.
Other highlights of the 2024 Honda Transalp XL750 include:
For Europe and Asia, the Transalp XL750 arrives in Ross White, Mat Iridium Gray Metallic, and Mat Ballistic Black Metallic. For America, only the black color is available. Pricing begins just over €9,000 Euro, and $9,999 USD in the states.
With a rich history dating back to the iconic XT600Z Tenere of the 1980s, Yamaha has been a trailblazer in the adventure biking segment.
The Yamaha XT600Z Tenere set the stage for Yamaha's adventure legacy. It was a rugged, no-nonsense machine built to conquer the vast deserts and challenging terrains.
Fast forward to the present, and the Yamaha Tenere 700 carries on this tradition while incorporating modern technology and design.
And it only gets better for T7 riders for 2023. Yamaha has unveiled two exciting variations of the Tenere 700 that are set to captivate adventure riders.
This model is tailor-made for the adventure touring enthusiasts. It's designed to provide the utmost comfort and convenience for long-haul journeys.
Key features include:
This model is engineered for riders who dare to venture where the asphalt ends and the true wilderness begins.
Key features include:
What sets the Yamaha Tenere 700 apart is its versatility. It effortlessly transitions from long highway stretches to dirt trails, thanks to its agile chassis and potent 689cc parallel-twin engine.
Both the Explore and Extreme models benefit from Yamaha's precision engineering. The rugged frame, long-travel suspension, and spoked wheels are built to withstand the harshest conditions.
Now, let's talk about pricing and availability.
While the Explore model will be readily available in Europe, there is yet to be confirmation on its arrival in North America.
The Extreme model has been announced in some European countries, but its North American availability is still awaiting confirmation.
In Europe, the Yamaha Tenere 700 Explore Edition is attractively priced at €11,799, making it a competitive choice for adventure riders.
The Extreme Edition is priced at €11,899 in France, offering an exciting option for those who crave extreme off-road adventures.
The Yamaha Tenere 700 Explore and Extreme Models build upon an already capable platform and are poised to elevate adventure riding to new heights, giving riders the freedom to choose a machine that matches their unique style of exploration.
Stay clicked to Lone Rider for more news and accessories for these new T7s.
Yamaha Tenere 700 Extreme Specs
Yamaha Tenere 700 Explore Specs
Meet the 2024 Ducati DesertX Rally. Derived from the DesertX, which was the first Ducati to feature a 21-inch front rim and an 18-inch rear, the DesertX Rally takes this legacy a step further. It boasts top-of-the-line, race-inspired components, ensuring it performs brilliantly both off-road and on.
Tested extensively, the DesertX Rally prototype triumphed at the Iron Road Prolog during the Erzbergrodeo 2023, securing the top spot in the twin-cylinder category (see Meo’s achievement here). This achievement underscores the DesertX Rally's capability.
As with every Ducati, the DesertX Rally exudes a unique and unmistakable style. Its new livery, inspired by the off-road world, sets it apart at first glance. But it's the technical enhancements that truly define this Rally as a formidable off-road machine.
Features like the high front mudguard, Kayaba suspension with increased travel and closed cartridge fork, and robust spoked wheels designed for off-road racing, all contribute to making the Rally unbeatable on any terrain.
These components, along with a lightweight forged carbon sump guard, machined gear pedal, and rear brake lever, solidify its identity as a motorcycle built for extreme adventures.
Let’s start with the chassis. The DesertX Rally's suspension is designed to tackle even the most challenging obstacles, elevating its already impressive off-road capability.
The front end boasts a new billet aluminum triple clamp and a closed-cartridge KYB fork, a technology synonymous with motocross and enduro racing. The fork uses pressurized oil to maintain consistent performance during extreme conditions.
To reduce friction and enhance durability, the fork tubes feature Kashima Coating, and the sliders have DLC surface treatment. This setup increases front wheel travel by 20 mm (0.79 inches), totaling 250 mm (9.84 inches).
At the rear, an aluminum swingarm with a different attachment point than the standard DesertX complements a fully adjustable large piston shock absorber, enhancing the bike's performance during demanding off-road use.
The rear wheel travel also increases by 20 mm (0.79 inches), totaling 240 mm (9.45 inches). To further enhance off-road handling, the DesertX Rally features an adjustable Öhlins steering damper directly attached to the handlebars.
These suspension improvements lead to a significant increase in ground clearance, now at 280 mm (11.02 inches), surpassing the standard model by 30 mm (1.18 inches).
The DesertX Rally comes with wheels designed specifically for off-road use, featuring robust hubs machined from solid, carbon steel central spokes, and high-strength Takasago Excel rims with inner tubes.
Powering the DesertX Rally is the 937cc Ducati Testastretta 11° twin-cylinder engine with desmodromic distribution. It delivers a maximum power of 110 hp at 9,250 rpm and a peak torque of 92 Nm (68 lb-ft) at 6,500 rpm.
This engine's power delivery is linear and manageable, optimized for off-road performance with dedicated gear ratios and specific electronic calibrations.
The DesertX Rally offers six Riding Modes (Sport, Touring, Urban, Wet, Enduro, Rally) with Cornering ABS, Ducati Traction Control (DTC), and Ducati Wheelie Control (DWC) recalibrated to match the bike's new chassis for challenging off-road excursions.
The electronic functions are seamlessly controlled through a vertically oriented, high-resolution 5" (12.7 cm) color TFT display. This display supports integration with the Ducati Multimedia System, enabling features like music control, call management, and Turn-by-Turn navigation* (optional), all accessible from the dashboard. The DesertX Rally also includes the Utility Bar as standard for mounting a satnav.
Service intervals for the DesertX Rally are set at every 15,000 km (9,000 miles) or 24 months, with valve clearance checks due every 30,000 km (18,000 miles).
The DesertX Rally comes equipped with essential components for off-road use. However, riders looking to personalize their bike can explore Ducati Performance accessories.
Options include an additional 8-liter (2.1 US gallon) fuel tank to extend range, aluminum side cases to increase cargo capacity, LED spotlights, and heated grips for avid travelers.
Steel tube engine guards are available to protect against falls or impacts during off-road adventures. Enthusiasts can also choose the Termignoni homologated exhaust for a sportier feel.
And of course, a set of Lone Rider MotoBags will compliment your traveling needs. These work with a few pannier systems. Check out this MotoBags fitment article to see what racks work with the DesertX.
Availability and Pricing: The DesertX Rally will be available at U.S. and Canadian dealerships starting in March 2024. In Europe, pricing begins at £18,995. the United States, pricing will begin at 22,995, while in Canada, it will start at an MSRP of $26,295 CAD.
*Optional features available.
]]>The outgoing R 1250 GS, nothing short of excellent, had held its ground as the benchmark for adventure motorcycles. However, with technological advancements sweeping across the ADV motorcycling segment, the time was ripe for BMW to unveil a new masterpiece.
Meet the 2024 R 1300 GS, available in three variants and with the typical packages. This new GS promises increased power, reduced weight, a revamped suspension, a new frame, and radar technology.
Once again, BMW has done it. This isn't just an upgrade; it's a reimagining of adventure on two wheels.
At the core of the R 1300 GS is BMW's iconic boxer engine, which has been setting benchmarks for 43 years.
The new 1,300cc boxer engine is a powerhouse, delivering a claimed 145 hp at 7,750 rpm and 149 Nm (110 lb.-ft.) of torque at 6,500 rpm.
This power boost primarily results from the revised cylinder dimensions, measuring 106.5 x 73.0mm.
This entails a 4mm enlargement in the bore diameter and a 3mm reduction in the stroke length. The expanded bore provides space for larger valves (44mm intake and 35.6mm exhaust), while the installation of new cams optimizes the engine's breathing performance.
The result? 9 additional horsepower and 6.7Nm (5 lb.-ft.) more torque than its predecessor.
BMW ensures a minimum of 130 Nm (96 lb.-ft.) of torque between 3,600 and 7,800 rpm, guaranteeing power at your fingertips.
Innovations don't stop at the power figures. BMW has introduced ShiftCam technology, which varies intake-valve timing and lift. This enhances fuel efficiency, provides a smoother ride during cruising, and boosts performance under heavy load.
The exhaust system is equally impressive, with a 2-into-1 stainless steel design and a closed-loop catalyzer system controlled by an oxygen sensor.
Not only does this system comply with current exhaust emission standards, but it's also ready to meet future requirements.
The transmission gets a makeover, relocating beneath the crankshaft and integrating into the engine case. This reduces engine weight by 3.9 kg (8.6 lbs.) and overall drivetrain weight by 6.48kg (14.3 lbs.).
Shorter transmission shafts and improved mass concentration enhance handling and agility.
The wet clutch comes with mechanical assist and slipper functions, while the optional Shift Assistant Pro offers precise up-and-down quick shift action, thanks to a torsional-magnet sensor/signal transmitter.
Safety and rider assistance are paramount. The R 1300 GS Adventure features four standard riding modes: Rain, Road, Eco, and Enduro.
The optional Riding Modes Pro package adds three more modes: Dynamic, Dynamic Pro, and Enduro Pro, allowing for extensive customization of throttle response, traction control, and wheelie control. Engine drag torque control (MSR) is standard and adjustable in the Pro modes.
BMW introduces radar-assisted features like Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (LCW).
ACC lets you set speed and follow distance, with the front radar maintaining the preset gap. FCW intervenes with braking to prevent collisions, while LCW monitors blind spots and provides warnings when changing lanes.
Connectivity takes center stage with a 6.5-inch TFT display that offers smartphone integration.
BMW's Multi-Controller connects to your smartphone and Bluetooth headset, enabling media and phone functionality without taking your hands off the handlebars. The BMW Motorrad Connected app even provides turn-by-turn arrow-led navigation on the TFT screen.
The new R 1300 GS Adventure boasts a steel sheet-metal frame for increased chassis stiffness in a more compact package.
The tubular-steel subframe of the previous model has been replaced by a die-cast aluminum unit, resulting in a shorter and slimmer rear end. These changes significantly enhance riding precision and stability.
For three decades, BMW's big boxer GS motorcycles have utilized Telelever front suspension.
The 2024 R 1300 GS continues this tradition with the new EVO Telelever and a rear EVO paralever suspension. The EVO Telelever combines stiffness and direct steering feel while maintaining stability for the best of both worlds.
Braking is handled by twin four-piston radial-mount front calipers and a single two-piston rear caliper, linked by BMW Motorrad Full Integral ABS Pro. The system intelligently adapts to both on- and off-road settings, with the rear ABS even deactivatable in the ABS Pro settings. Dynamic Brake Control enhances safety by reducing drive torque during braking, maximizing rear-wheel braking power.
While it maintains a slimmer profile than its predecessors, the 2024 R 1300 GS unmistakably embodies the essence of the next-generation GS.
It embraces an enduro-inspired appearance characterized by a flatter aluminum fuel tank featuring a cushioned cover that seamlessly extends from the 850.9mm (33.5in.) tall standard seat.
The addition of a new LED headlight seamlessly integrates both high and low beams into a single projector unit, encircled by four LED running lights arranged in an X pattern. In its entirety, the R 1300 GS has shed an impressive 11.79kg (26lbs.) compared to its predecessor, presenting an even more lightweight appearance.
BMW emphasizes the optimization of the R 1300 GS's ergonomic triangle, creating a "sporty yet relaxed riding position". Furthermore, the Enduro Package Pro includes an optional handlebar riser tailored for off-road adventures.
To accommodate riders of diverse body types and riding preferences, BMW offers a range of options, including four-seat height choices, three distinct footpeg configurations, comfortable handlebars, and accessory hand and foot levers.
The base model R1300GS starts at $18,895. In typical BMW fashion, the new bike is also available in three variants: Triple Black ($975), GS Trophy ($975), and Option 719 Tramuntana ($3,195), each adding unique features and aesthetics to cater to diverse preferences.
BMW also offers a range of packages:
The 2024 R 1300 GS is set to hit dealerships early in 2024, and the base model is only the beginning of a world of possibilities.
BMW continues to push the boundaries of adventure motorcycling, and with the R 1300 GS Adventure, they've once again raised the bar.
Increased range of standard equipment in the new BMW R 1300 GS compared to the previous model:
Now, while the spotlight understandably shines brightly on the larger model, it's essential to note that BMW hasn't forgotten about the middleweight category either.
For 2024, BMW will offer a trio of machines that continue this midweight evolution legacy, each designed to cater to the unique desires of riders seeking the thrill of the open road and the challenges of the unbeaten path.
Meet the F 900 GS, F 900 GS Adventure, and the F 800 GS, which replace the F 850 GS, F 850 GS Adventure, and F 750 GS, respectively.
All three models now feature an updated parallel-twin engine with a liquid-cooled design, maintaining four valves per cylinder and twin overhead cams while adding a pair of counterrotating balance shafts that effectively dampens vibrations.
Notably, the displacement across the board has been increased from the previous 853cc to a uniform 895cc on these models. Interestingly, and again somewhat confusingly, the new F 800, despite its name, shares this 895cc displacement, although its power output has been scaled down.
The claimed power figures for the F 900 GS models now stand at an impressive 105 hp at 8,500 rpm, a notable increase from the previous 90 hp, and a torque of 68.6 lb.-ft. at 6,750 rpm, up from 63 lb.-ft. On the other hand, the F 800 claims a slightly lower 87 hp at 6,750 rpm and 67.1 lb.-ft. of torque at 6,750 rpm.
The 2024 models share several notable upgrades. All three now feature a 6.5-inch full-color TFT display along with LED lighting and indicators. This represents a significant departure from the previous F 750 GS, which retained an analog/LED display.
Regarding riding capabilities, the new middleweight adventure bikes come standard with a pair of ride modes, Rain and Road, and include ABS Pro and DTC (Dynamic Traction Control).
For those seeking additional options, the Ride Modes Pro package offers extra modes, along with Dynamic Brake Control and engine drag control. Keyless Ride is available as an option, as is the Intelligent Emergency Call feature.
Weight reduction is another highlight, with all three models shedding significant pounds. The F 900 GS, for example, boasts a remarkable 14kg (31lbs.) weight reduction.
This achievement is partly attributed to replacing the steel fuel tank with a lightweight 14.3-liter (3.8-gallon) plastic unit, which alone shaves nearly 4.5kg (10lbs.). Additionally, the tail section and exhaust have been redesigned for further weight savings.
Enhanced ergonomics cater to off-road enthusiasts, featuring lower footpegs, a higher handlebar riser, and a reshaped tank to optimize the rider's standing position while navigating off-road terrain. Further refinements include an adjustable shift lever and a rear brake positioned higher to suit off-road riding better.
The one garnering all the headline action is the all-new BMW F 900 GS, offered in typical BMW fashion as a base model and an upgraded Adventure.
The F 900 GS boasts a responsive and agile chassis, meticulously engineered to provide optimal highway stability and agility on off-road trails. Its advanced suspension system, featuring adjustable damping, allows riders to fine-tune their ride to suit the demands of various terrains, providing a smooth and controlled experience.
For riders seeking boundless exploration, the 2024 BMW F 900 GS Adventure is an ideal companion.
With a capacious 23-liter (6.1-gallon) fuel tank, this motorcycle extends your range, allowing you to venture deeper into uncharted territories. Robust crash bars and an adjustable windscreen enhance protection and comfort for long journeys.
The F 900 GS Adventure prioritizes rider comfort. Its ergonomic design ensures long-haul comfort, while an adjustable seat accommodates riders of various heights. The motorcycle's LED lighting system illuminates the path ahead, enhancing visibility and safety during night rides.
Also returning for 2024 is the classic mid-weight ADV bike—the F 800 GS. The F 800 GS is celebrated for its nimbleness and versatility. Equally proficient on urban streets and challenging trails, it features a suspension system with ample travel to absorb bumps, providing a comfortable ride both on and off-road.
Whether you are drawn to the power and precision of the F 900 GS, the exploration capabilities of the F 900 GS Adventure, or the classic versatility of the F 800 GS, BMW's 2024 lineup offers something exceptional for every rider.
Following is a rundown of all the highlights.
But as with anything in life worth doing, if you like riding an ADV bike, then we believe it’s worth doing well.
There’s a lot to think about when riding off-road, especially on a big adv or dual-sport bike like the GS, but getting a grasp of the fundamentals will lay down the groundwork for the rest of your off-road riding career, no matter what you ride.
Below we’ve put together a list of 10 riding tips that will help you feel more comfortable piloting bikes like a GS off-road.
Having the right gear is so obvious that we often overlook it. But as the saying goes, it’s essential to dress for success. We know the importance of proper adventure riding gear, but it’s also essential to have proper fitting gear.
A helmet that doesn’t fit correctly, for example, will cause discomfort, which will lead to a loss of focus. And as we know, losing your focus once is all it takes to drop your motorcycle.
With adventure gear, make sure your gear is comfortable both standing and sitting. Sometimes a pad or piece of armor feels fine in one position but will start to rub or bother in the other.
We all know how important helmets are, but when riding off-road a grippy set of adventure riding boots is nearly as vital. We rely on our feet a lot off-road (more on that in a bit), so invest in a good set of boots that keep your feet on the pegs.
This one isn’t a tip to help your riding technique, but it’s definitely a good adventure riding tip in general.
If possible, don’t ride alone. The last thing you want is for something to happen to you or your motorcycle in the middle of nowhere with no one there to help.
Remember: a ride like the R 1250 GS is a heavy motorcycle. If you fall over and that cylinder head or exhaust somehow traps your leg, guess what? You’re in trouble. Bring a friend.
You’re never going to be proficient at dirt riding until you learn to stand up. This provides a few advantages.
First, this transfers your weight down to your feet, which you can then manipulate to steer your ADV motorcycle or navigate different terrain. Something you can’t do sitting down.
Next, standing gives you a much better perspective of what’s ahead. The farther ahead you can see, the more time you have to plan, prepare, and react.
Be sure to keep a slight bend in your legs while standing so your legs can soak up jolts that make it past your suspension.
Place the balls of your feet on the pegs – that’s where your balance is – and remember to stay loose so your arms and legs can act as secondary suspension.
You know you’re failing at this when you start to have a death grip on the bars. Or worse yet, you start to develop arm pump.
Remind yourself to relax (say it out loud if you have to), and if you need to, slow down.
Keeping your upper body loose can be hard when you’re muscling a big bike around, so a good trick to give yourself a break is to squeeze the gas tank with your knees.
While you’re at it, practice deep breathing exercises by inhaling fully through your nose, pausing a moment, and exhaling through the mouth.
Standing may feel awkward at first, but keep practicing and eventually, you’ll commit it to muscle memory.
This is another one of those tips that seem obvious, but it’s worth hammering the point home. We’ve mentioned the importance of being comfortable already but geared more towards your, well, gear (pun not intended).
Comfort also extends to how you feel on the bike, and having the controls where you want them is part of that equation.
Most adventure bikes, including the GS, have adjustable brake and clutch levers.
If your bike doesn’t chances are the aftermarket can take care of that for you. Be sure to put the levers within easy reach of your fingers. You’ll be using them often.
This one is self-explanatory. Keeping a finger or two over the levers means that your reaction time will be that much faster if you need to respond to something.
Also covering the clutch is a popular technique for two-stroke riders weary of having their engines blow and locking the rear wheel at the worst times.
Since you tend to do the difficult riding while standing, move your levers so they’re comfortable in that position. Typically this means angling the levers downward.
Keeping with the clutch, covering it with a finger or two is not only important for two-stroke riders, but for all riders.
Feathering the clutch gives you more control into how your motorcycle applies – or takes away – power.
This has some uses in road riding, but is especially important if you’re in technical terrain. You can keep the throttle relatively steady and use the clutch to decide how much power goes to the ground.
Also, if you need to wheelie over something, the clutch can come in handy there also (more on that further down).
This is the part every new or inexperienced dirt or adventure rider wants to know first.
Especially if you’re coming from a road or street background. No matter what you ride, turning a motorcycle is a function of utilizing the available traction from the tires.
You do that with a combination of technique and body position.
When standing, you have more ability to place your body weight where it’s needed. For example, if you’re riding uphill, leaning forward will weight the front tire, which is already getting lighter due to gravity working against you.
Conversely, on descents, lean your body back over the rear tire for the same reason.
Turning in the dirt, whether on a small dual sport or on something bike like a GS or KTM Adventure, uses the same principles. Whether sitting or standing, keep your weight over the front when you start the turn to help the tire maintain traction.
When you’re finishing the turn you can use the throttle to spin the rear tire and finish the turn.
Sound a bit advanced? Then here are some more tips on turning and body position.
First off – start slow. Learning how to control your motorcycle at a slow pace develops the skills to control the bike as the pace ramps up. Keep the balls of your feet on the pegs so you can weigh them when necessary.
If you’re coming from a road background that part should sound familiar, but here’s where things get different. Once you initiate the turn, lean the bike over but keep yourself relatively centered, if not weighted over the outside peg (whether you’re seated or standing).
Let the huge tread blocks on your knobby tires do the work and find traction. Keep your shoulders square to the bars, even if you’re at or approaching full steering lock.
Maintain this position by turning your upper body or moving your entire body in the direction of the bars (if you have enough space). This might mean adjusting your feet a little, but find whatever feels comfortable to you.
As for your lower body, keep your weight on the outside peg. Once you feel comfortable, you can even take your inside foot entirely off the peg for practice. And once you feel comfortable with that, you can turn your bars to full lock and keep practicing.
Spoiler alert: you’re bound to drop your bike eventually. That’s ok. That’s the point of practicing.
If you plan on taking adventure riding seriously, odds are this won’t be the last time you or your bike will end up on its side. And remember to practice turning in both directions, both seated and standing.
All of the above was primarily for slow turning. For the faster stuff, a similar technique remains. Brake while upright (more on braking in the next tip), keep your weight over the front, tip the bike in while pointing the bars away from your body. Remember to keep your weight on the outside peg.
Once you get comfortable, you can start practicing with the rear brake to slide the rear tire into the turn.
Then you can use the gas to spin up the rear and finish the turn with a tighter radius. But be warned: this is an advanced technique.
Despite popular advice, you definitely want to use the front brake to slow down and stop your adventure bike (or any bike, really).
We’ll skip the physics of it all and just say it this way: the front brake slows the bike, the rear brake steers it. Yes, even in the dirt.
Again, the key here is practice and slowly building up to and expanding, your comfort zone. Practice braking in the dirt and playing around with the bias you give towards the front and rear (it might be easier to start this on a smaller dual sport, but you should eventually work your way up to practicing on your big GS).
After a bit of time you’ll realize that stopping quickly requires a majority of the braking will be done with the front tire.
Knowing this, practice threshold braking – that is, braking to the point of lockup. You’ll be amazed just how hard you can brake with the front and it’ll be useful information once you actually have to use it in the real world.
This is sage advice no matter what you ride. Look Where You Want To Go. Simple. Your body – and by extension, your motorcycle – will go in the direction you’re looking.
If your eyes are pointed at the floor or what’s immediately underneath you then everything is coming at you at a rapid pace even if you’re actually moving slowly.
Looking up and in the direction you want to travel allows the brain to scan ahead, take stock of the surroundings, and plan the next move. Of course, scanning is dependent on speed.
If you’re moving fast, then you’re looking far ahead. If you’re navigating slow, technical terrain, then your gaze will be on your immediate surroundings.
The thing you don’t want to do is target fixate. If your eyes are locked in on something, it’s hard to break away from it, and if your motorcycle follows your eyes, guess what? You’ll be headed straight for the thing you’re staring at. That’s why we used the word scanning.
For many, riding in the sand is one of the most intimidating parts of riding off road. It’s especially scary on a big bike.
We completely agree.
However, the key to sand riding is to place your weight back, keep your knees bent, and stay heavy with the throttle. The key is to keep the front tire light so it skims over the sand and doesn’t get dug in.
The same goes for water crossings. Since you can’t see what’s in the water sometimes, keep the front light and give yourself the best chance to skim over obstacles. If possible, have someone else go first and follow their tracks (assuming they make it across safely!)
Saving the best for last, we come to the topic of wheelies. Not only are wheelies fun to do and come with their own inherent cool factory – lifting the front wheel in the air is immensely useful off-road!
Wheelies come in two forms: the power wheelie and the clutch-up. The former is a result of simply whacking the throttle open aggressively. The latter requires a little finesse and slipping the clutch to raise it up.
Getting comfortable with this skill will help when you need to get over logs, stumps, rocks, etc. And don’t think you need to do a Biker Boyz wheelie where your tire kisses the sky; a little air under the tire will go a long way towards clearing obstacles.
We get it. We just threw a lot of information at you, and it’s a lot to take in. Don’t be scared. Practice these ADV skills in little chunks at a time and eventually, you’ll commit all of these tips to muscle memory.
It might seem hard at first, and you’re probably going to drop your bike a few times, but that’s ok.
Keep at it and you’ll get it. After that your riding – not to mention your confidence – will skyrocket as a result.
]]>We've curated a list of essential cooking gear, easy-to-pack foods, and other unforgettables that cater to the needs of those who've tasted the thrill of worldwide motorcycle camping.
Here’s the ADV Motorcyclist Cooking Checklist, so you don’t forget anything en route to some campfire cooking ahead of your next epic adventure tour.
We’ve also included at the bottom a link to download a printable PDF so you never forget a thing.
Cookware
Essential Ingredients
Fresh Ingredients (as per your preference and availability)
Food Storage and Preparation
Tableware and Cleanup
With this adventure motorcycle cooking checklist, you'll be well-equipped to prepare delicious meals during your motorcycle camping escapades.
And, of course, adapt the checklist based on your personal preferences and dietary needs.
That may not be entirely true. Yes, there’s great debate about which is better – soft luggage or hard. There are pros and cons to both options, but at Lone Rider we think the best solution is a hybrid one like our MotoBags semi-rigid motorcycle bags.
This is exactly what it sounds like. We’ve combined the best of both worlds into one piece of luggage that can do it all. But if you’re convinced that hard luggage is better, let us explain the eight advantages of our semi-rigid luggage.
One advantage of hard bags over their soft alternatives is the ability to carry more stuff. Hard bags can be large, and because of the solid walls, you can still organize the contents inside. But you can do the same thing with Lone Rider MotoBags. Available in 31- and 38-liter capacities, MotoBags are made from Hypalon and plastics, and the Quick Release System is mainly stainless steel.
A high-strength plastic board gives the MotoBags its shape and allows you to organize contents inside. It’s also removable to collapse the bag smaller. The outer layer of the bag is also made of Hypalon, a waterproof material.
These top-of-the-line materials and durable frame allow it to stand up to the harshest of riding conditions nearly as well as a fully-rigid hard case, and even better in some cases. The MotoBags can withstand brushes with trees or even a crash and remain functional.
The semi-rigidness lets it conform to whatever it’s impacting, whereas a hard case is prone to denting or even being ripped off the bike completely because metal won’t deflect off an object.
(It should go without saying, but we’ll say it anyway: no piece of luggage is invincible. If you hit something hard enough or fast enough, you can still destroy it. And yourself.)
Since we’re on the topic of crashing, another big negative of hard bags is the chance that they might severely damage your body if you fall and the hard case lands on top of you. All you have to do is search for hard case injuries on the internet to see the numerous leg fractures suffered as a result of a hard case falling on top of someone.
The semi-rigid MotoBags can partially deflect in a crash, meaning it will take some of the impact energy instead of transferring it directly to your leg. There’s always a chance you might still get hurt from the impact, but the damage shouldn’t be as severe.
As a bonus, this deflection from semi-rigid bags also means the impact energy (or less of it) will get transferred to your subframe or other hard parts on the bike, potentially saving hundreds of dollars in replacement parts or fixes.
One of the benefits of a hard bag is its security. You can close it, lock it, and walk away feeling reasonably confident the contents inside the bag are safe.
With the MotoBags you get a padlock to keep them locked when you walk away. Granted, it’s not entirely as secure as a full-metal case, but it’s the next best thing. Keep in mind that if a thief is committed enough to steal something, there’s no stopping them.
You can fit a lot of stuff into one of the MotoBags. But sometimes, you still need to pack more. The beauty of semi-rigid luggage, and the MotoBags in particular, is that the M.O.L.L.E. System makes it easy to add your bags and tools.
Suppose you already have racks from a previous luggage system. In that case, you can keep them – the MotoBags will likely fit since they’re compatible with most tubular-shaped racks on the market. The nature of semi-rigid luggage means you have more flexibility to incorporate them into whatever system you’re already using.
Of course, if you’re new to the world of luggage, or at least semi-rigid luggage, we offer our own stainless steel mounting frames, powder coated in either black or silver. Not sure if we have something that will fit your bike? Don’t worry—we have a page with over 50 different pannier racks that fit the MotoBags.
The nature of adventure riding means you are bound to face the elements eventually. Even when the weather is nice, there’s still the chance of a water crossing getting your things soggy.
You don’t have to worry about that with the MotoBags. While it may seem evident that hard panniers keep the elements away better than soft bags or even semi-rigid luggage, the reality is that this isn’t always the case. Regular wear and tear can affect the seal of the hard case, and so can prolonged exposure to moisture (if you live near the ocean, or in a high-humidity area, for example).
The MotoBags are designed to be 100% waterproof, starting with the Hypalon outer layer. This synthetic rubber is commonly used in the watercraft industry, so you know it can stand up to rain or a water crossing.
Underneath, there’s another waterproof layer with the inner bag, ensuring your items stay dry and dust free. The inner bag is also removable, so you can easily take it out and take it with you once you’re done riding for the day.
Sure, it’s nice to have lots of room to store things away, but how about when you don’t have anything to carry, such as riding in town or leaving your stuff at the campsite? The MotoBags collapse, which is a huge benefit of the semi-rigid design compared to hard-case ADV luggage. Clearly, with hard cases, you can’t do anything about their width.
The MotoBags can collapse by removing the plastic board inside and flattening things out. That little difference in width could be the difference between making it through or not. Then, when you need the space inside again, put the board back in, and you’re back in business.
This feature is also advantageous when you're traveling a longer distance with empty MotoBags and want to save fuel.
Are you convinced yet? To us, semi-rigid cases really are the best of both worlds without any sacrifice.
Available in different sizes, you can also pair the MotoBags with other items in our luggage collection, like the Overlander, Ranger Tank Bag, Handlebar Bag, and much more. With this complete system, you can bring everything you need for your next trip without the added heft of a hard case.
]]>But even the best-trained rider on the most capable bike donning the most amazing tires will be presented with unique challenges in riding the pavement in the wet stuff.
Let’s explore essential tips and techniques for safely navigating rain on asphalt and other inclement weather conditions on your adventure motorcycle equipped with 50/50 tires.
And by 50/50, this can also be a 60/40 or even a 70/30. Manufacturers all use their own definition of this variable, so we’ll just use the 50/50 variable for all going forward.
By being prepared and practicing these riding strategies, you can enhance your safety and enjoyment during your adventures. Riding in the mud is not the focus here; we’ll provide some tips in the future on techniques for that discipline.
An uncomfortable rider is an unsafe rider—especially when it's raining. Proper gear is essential for staying dry and comfortable. Don’t skimp here; invest in high-quality waterproof jackets, pants, gloves, and boots to protect you from the elements. Many swear by Gore-Tex, which seems to be at the top of the proverbial food chain of moto gear.
Also, use a clear visor and apply an anti-fog solution if necessary—or better yet, use a PinLock if your lid has the capability.
Before embarking on your rainy adventure, ensure your motorcycle is well-prepared. Start from the most essential element and up - the tires. Check the PSI to ensure optimal traction, and inspect the tread depth for adequate grip. This is especially crucial for 50/50 tires due to the knobby style tires because they lose grip on wet roads when they wear or use lower pressure.
Always give yourself a quick brake check before your travels, and make sure your lights, including rear brake lights, are operating properly to maximize visibility. And if you use riding/fog lights—which we all should—make sure both are working.
Adapting your riding style to wet conditions is vital for safety. Here are the absolute essentials that can save some serious troubles:
Also, remember that tires will remain colder and provide less traction, even if only stopped for a few seconds at a traffic light or intersection. This should be enough to slow the ride down a bit to keep you safe (and your riding friends!).
Enhancing your visibility to other motorists becomes even more critical in rainy weather. Wear reflective clothing and accessories to increase your presence on the road. Remember this when purchasing gear, also. Many helmets arrive with fluorescent colors, which increase visibility dramatically in wet/foggy conditions.
Your headlights are already on, but if you have running lights make sure they’re on. Properly signal your intentions and use hand gestures to communicate with other riders or drivers when necessary, as visibility may be reduced.
Hydroplaning and skidding are common risks when riding in wet conditions. To handle hydroplaning, keep a steady grip on the handlebars—don’t grip tightly, but enough to control the bike—while avoiding sudden braking or acceleration, and try to ride in the tracks left by other vehicles.
If you experience a skid, maintain a relaxed grip and avoid panic braking. Instead, ease off the throttle gradually and gently apply the brakes to regain control.
The best way to learn these techniques is to practice them in safe conditions. Make this part of your new-season regime before trekking on your first adventure.
Being prepared for unexpected situations is crucial when riding in inclement weather. Carry essential tools, such as a tire repair kit and a multi-tool, to handle minor repairs on the go.
It's also advisable to have a rain cover for your motorcycle to protect it from prolonged exposure to rain when parked—especially while camping. Consider packing a small emergency kit with first aid supplies and emergency contact information.
Riding an adventure motorcycle with 50/50 tires in rain and other inclement weather requires caution, preparation, and adaptation. Invest in proper gear to stay dry and comfortable, prepare your motorcycle for wet conditions, and adjust your riding style to ensure stability and control.
By following these tips, you can confidently tackle the challenges of riding in adverse weather and enjoy your adventures to the fullest.
Remember, safety should always be your priority, and if the weather conditions become too severe, it's wise to postpone your ride or seek shelter until conditions improve. Stay informed about weather forecasts and road conditions, and use your judgment to make the best decisions for your safety and enjoyment.
]]>Over the past two decades (actually since its inception), we’ve seen the GS grow in engine size to its current 1250cc displacement – and soon to be 1300.
With bigger engines usually come overall bigger motorcycles, and while the GS (and its competitors) offer a lot of performance and capability despite their size, you can’t deny these bikes are simply huge and intimidating.
This has opened the door for manufacturers to introduce middleweight adventure bikes, such as Ducati with its DesertX and KTM with its 890 Adventure R. These models use smaller engines, and are thus physically smaller as well, to provide a more manageable riding experience – one some would even say is more enjoyable!
While we’re not here to tell you which one is better than the other, this guide is going to break down the differences between heavyweight and middleweight adventure bikes.
Once you have a better understanding of what each size offers – and doesn’t offer – you can make a more informed decision on which is right for you.
Despite the resurgence of the middleweight category, the heavyweight class is still the flagship of most manufacturer’s adventure lineup. We’ll use the venerable GS as our example, but the concepts generally apply to other bikes as well.
The big-displacement GS is the model BMW introduces its latest tech into first. It still has to make a splash wherever it goes (figuratively and literally).
The list of technologies BMW has introduced in the big GS is too long to list here, but it is fair to say the flagship GS usually gives a taste of what’s to come in the smaller middleweight siblings to come.
Of course, the most obvious advantage is bigger engines mean more power. And who doesn’t like more power?
Assuming you have the skill set to handle it, bigger engines and added power help do more of the work for you so you can be a little lazy at times. It always helps to know proper techniques, but sometimes, especially when you’re tired, you simply want to use the throttle to help you out of a situation.
The bigger physical presence of the bigger bikes usually means larger fairings and bodywork, which translates into better wind protection when you’re cruising along at highway speeds.
Over the course of a tour, the wind blast can wear you out. Having the fairings and bodywork divert some of that air for you is a benefit we sometimes take for granted.
Lastly, the big ADV bikes are usually the models that get attention from the aftermarket first. This is a big deal in the ADV world, as any new model is never perfect right off the showroom floor.
Having the first crack at accessories that will let you venture farther, faster, more comfortably, or with better protection is a big point in the Pro’s column.
The biggest downside to heavyweight ADV bikes is right there in the adjective – they’re heavyweight. There’s no getting around the fact that motorcycles like the BMW R1250 GS or KTM 1290 Super Adventure, and other bikes like it, are physically big and heavy.
If you’re not ready for it the extra heft can be a lot to handle, especially if you fall. Even experienced riders can have a hard time wielding the extra heft of these big machines.
As far as we know, when you’re riding off-road, any rider would prefer to have an easier, more nimble bike to handle.
While this is dependent on the rider and the conditions, generally speaking, the bigger bikes can go through consumables faster. Think tires, brake pads, and fuel. More power and weight translates into more work for the tires and brakes. And bigger engines are usually more thirsty, too.
Another thing to consider: your big adventure bike might be more money to insure. Many people don’t think about insurance when they’re factoring all the variables in their buying decision, and sometimes the difference is negligible, but its possible insurance for a big bike could be large enough to consider its middleweight alternative.
On the topic of money, there’s also another big difference between heavyweights and middleweights – price! This one should have been obvious from the start, but the bigger bike is going to cost more than the smaller one. Sometimes that price difference can be huge, especially if you load it with every option on the spec sheet.
The biggest advantage the middleweight ADVs have is their smaller size. This smaller, more manageable stature is less intimidating to ride, less intimidating to pick back up if you fall, and overall more manageable.
Manufacturers know riders are still looking to have a similar thrill as they did with their larger bikes (if that’s where they came from), and these middleweight engines still deliver a lot of power riders can enjoy.
Heavyweights might get the latest electronics first, but considering the popularity of the middleweight class right now, manufacturers are outfitting these middleweights with very similar – if not, exactly the same – electronics.
Then again, if you hate rider aids, Yamaha has made things simple with the Yamaha Tenere 700 – it doesn’t have any electronics at all!
Picking up on the consumables theme from the heavyweight list, it’s natural to assume middleweights will be a little easier on your wallet when it comes to consumables. Lighter weight and less power should stress tires and brake pads less, while a smaller engine size generally means you’ll get better fuel efficiency too.
Middleweights are also easier on the wallet when it comes to the initial purchase. The whole point of the middleweight class is to have a more attractive option compared to heavyweights, and that also includes a lower price tag.
Beyond the purchase price, you might also get lucky and have an insurance carrier that will charge you less for the smaller bike as well.
While we don’t think it’s a negative, there are always some people out there who want maximum horsepower. If that’s you, the middleweights could be a letdown.
The smaller stature of the middleweight class could also mean less protection from the elements. A physically smaller motorcycle means the bodywork and windscreen could also be smaller and less effective. Keep this in mind if wind protection is a major concern for you.
Unfortunately, the middleweights meet a certain price point by sacrificing somewhere. Usually, this means inferior suspension or brakes.
These are usually the first thing the aftermarket will tackle, but if you’re critical about such things, having a subpar set of forks or brakes could put a damper on your next ride.
The differences between heavyweights and middleweights may have been something you’ve considered before, but when you see a list of pros and cons laid out like this, you come to realize that the middleweights don’t suffer too much compared to the heavyweight siblings.
Consider this a testament to the manufacturers for being able to build such capable middleweights that offer nearly the same amount of performance – and arguably more fun – than the bigger heavyweights.
Riders have started to learn that wrestling a heavy adventure bike can be daunting and exhausting, making middleweights a viable alternative. Then again, capable and experienced riders looking for the biggest, baddest ADV out there will definitely be happy with the big bike choices out there.
After viewing the list above, hopefully, you can make a more informed decision about which is right for you.
]]>Each activity alone—whether riding across desolate areas of Argentina’s Tierra del Fuego, stopping for a night an American BDR route, or camping under the Northern Lights—gets emotions flowing in its own way.
But, again, when they are combined, something magical happens.
This is especially true when everything goes smoothly. The route to smooth motorcycle camping? Proactive planning.
We’ve spent years perfecting the art of motorcycle and camping, and we’ll continue to explore these topics on our blog.
But let’s begin with absolute essentials that all motorcycle campers should immediately implement into their plans: the Top 8 Essential Tips for Trouble-Free Motorcycle Camping.
Begin with knowing your bike, and at the very least the basics of maintenance (though the more you know the better). Start from the tires up, checking tire pressure, oil, brake/clutch fluids, and adjustment of all controls. Just having your clutch/brake levers in the most optimal position for comfort while sitting and standing can make a ride much happier.
Also, learn to work on motorcycles, especially the basics like changing a tire tube, or if you have tubeless rims plugging a tire.
We’ll have more in upcoming blogs, but for now research techniques by globetrotting travelers like Helge Pedersen.
Remember, to enjoy camping, you need to get there first. And it all begins with a trouble-free bike, and knowledge to make repairs.
Don’t skimp on good riding or camping gear. As for riding gear, the absolute musts for serious adventure rides are good base layers, and protective gear (jacket, pants, boots) that is waterproof and offers optimal ventilation.
In regards to camping, a top-performing tent and sleeping bag are paramount to comfort in nature. The more comfortable you sleep, the better the energy and riding/exploring will be the following day.
We purposely designed two tents for the exact reason of what level of comfort is needed; our MotoTent offers enough space to bring loads of home-style comfort to the trail, and even features a canopy for your motorcycle and vestibule for gear. This tent was built by bikers for bikers, and at 12 lbs. (5.44 kg), the MotoTent is the lightest one on the market that features storage for your motorcycle.
Our other option is the ADV Tent, which is for those adventure motorcyclists who like to be placed directly in nature and love to travel light. This two person tent weighs just 7.38 lbs (3.35 kg), and packs away in a small 16.1" x 5.9" (41 x 15 cms) bag.
Again, proactiveness is key to a smooth motorcycle camping experience. When packing, sit back and imagine yourself going throughout a day of waking up, riding, setting up camp, and sleeping.
Think like “I began the day brushing my teeth and washing my face and hands” to “I need to charge my phone at night”.
Then make the list, which should include all toiletries, TP, solar chargers, camp shorts, camp shoes, cooking utensils, food, etc. Then think of the utilitarian needs, such as a Swiss Army knife or Leatherman, first-aid kit, headlight lamp, hand sanitizer and a ground cloth for under the tent if needed (simple PV-coated nylon tarp will do!).
Just don’t go overboard; people typically overpack instead of underpack. Again, imagine your day from waking up to sleeping, and make a checklist of things. Then go through that list and get rid of stuff you likely won’t use, like those four extra t-shirts that always come back home clean and folded.
Want to make packing easy? Check out our luggage, including our semi-rigid MotoBags.
When packing, regardless of using hard or soft bags, try getting the heaviest items closest to the center of gravity. Make sure the bags are balanced out with weight, and keep similar items together, such as a sleeping bag and clothes, or a tent and tools. We always pack away an extra bungee cargo net.
They can hold anything down, and help save time when something needs to quickly be secured.
Sometimes what you see as having a beautiful scenery can make for a horrible night of camping, especially in lower areas where rain or fog can collect. Note that any areas with any type water collection will provide a perfect hosting ground for mosquitoes and other bugs, and heavy morning fog leads to uncomfortable moisture in your tent.
Search for higher grounds that are flat, and lacking rocks, ant hills or high grass—the latter also a perfect hosting ground for pests like ticks and bees.
Before pitching a tent, lay on the ground to see if it’s actually comfortable. We’ve all pitched tents just to realize at bedtime that the surface has us squirming for comfort. Be proactive by laying on the ground and finding the comfort before pitching the tent.
Just like laying on the ground to find optimal comfort for sleep, figure out where to park the bike so that it’s out of the way. The reasons for this are security from others in the back country, and not having to scramble around at night if your steed is in the way of the perfect place to set up a fire pit.
Before pitching the tent, we recommend giving the bike a quick once over — checking tire pressures, visible leaks, or anything else that can jeopardize the next day’s ride and safety.
Also, when riding, use the bike to your advantage such as a place to hang gear. A good practice is to check the gear for any type of bugs (ticks especially if you’re in such areas), and let it dry out before storing it away for the night. This is also one of the reasons we created the MotoTent — the vestibule area is perfect for keeping gear out of the elements at night while you sleep.
Another proactive measure for camping is learning the basics of cooking on the trail with the least amount of cookware available (stay tuned for a future blog post!). Some foods, like pasta, are easy to pack and only require some boiling, and for good flavor only require packets of dressing, which pack away easily.
Also, always remember aluminum foil for cooking fresh foods on a direct heat source (potato, freshly-caught fish, hot dogs... you name it!).
Let’s start with those pesky little bugs. They can destroy a night of camping as fast as a flat tire can destroy a great day of riding. The key, once again, is proactiveness.
The first defense is a good bug spray. Water repellent spray is best, especially if moisture is present. If you want natural, there are plenty of essential oil blends that work as good as DEET.
Speaking of water, once again, stay away! You already have received education to not pitch a tent near standing water. The reason is simple—mosquitoes thrive on H2O. But let’s get a bit deeper… mosquitoes typically lay eggs in moist settings, and these eggs hatch into larvae that mature in water.
Next, remember to keep your tent’s screens zippered shut; one mosquito or ant or any type of pest can quickly wake you out of a deep sleep. Also, try to keep the zippers at the uppermost closing portion of the screen; tiny ground-roaming bugs can creep in even if there’s a slight opening.
I saved scent for last of the bug talk, because it brings us into the animal talk. Animals and bugs thrive on fragrance such as deodorant or crazy scents of hand sanitizer.
Bugs are attracted to these fragrances, and so are animals, such as bear, that can smell something tasteful miles away. Learn a lesson we did once??- don’t bring apple pie-scented hand sanitizer for cleaning your hands. There were more animals present that night than ever.
Use a non-scented hand sanitizer, and, though you don’t have to go full hippie, try using the least-fragrant deodorant or soap.
Now onto food. When cooking, it’s naturally going to attract animals. Keep your camp clean of all food scraps or anything that can smell of food. A few campers go as far as burying food scraps a few hundred feet away from the camping location to keep the animals away. Also, never sleep with food inside your tent; wild animals will do anything to secure a meal. Remaining food is best kept sealed in Ziplock bags or other containers that don’t exhume smells, and in sealed panniers.
OK, we’ll say it one last time: camping via motorcycle is magical. There is absolutely no better way to enjoy nature than adventure riding and camping.
But sometimes these experiences can turn out miserable due to lack of preparation.
Use these tips to better prepare yourself for a future motorcycle camping trip. And to keep these times magical, remember that whatever you bring into nature, bring out.
It’s not only a sign of respect for Mother Nature, but also your fellow adventure motorcyclist.
]]>In a way, the appeal makes sense. Humans have always had a fascination with exploration and discovery. Seeing what’s beyond your immediate borders is a thrill to many, and it wasn’t until modern day that the path beyond was paved in asphalt.
With so much of the world still made up of dirt and rocks, you need a machine capable of navigating it.
That’s where Adventure bikes come in. They’re perfectly fine humming along on paved roads obviously, but they really shine when the pavement ends and the dirt begins.
And when you want to take no prisoners, you go for the big-bore Adventure bikes. With big engines and big power, there’s no stopping these beasts once they get off-road.
Fortunately, the big displacement ADVs are as popular as ever, with new models entering the ranks and existing ones getting updated at a rapid pace. The result is a huge field of motorcycles, all aimed at taking you wherever you want to go.
Today, Lone Rider is going to take you through our pick of the top seven adventure motorcycles of 2023.
Now, picking only seven bikes means we’ve left some models off the list, but we think you’ll agree all of these deserve to be included.
They are here in alphabetical order, but don’t mistake this for a review of each bike. Rather, consider this a quick guide to get you up to speed on what each model offers (or doesn’t).
This list may be alphabetical, but starting things off with the grand-daddy of the adventure category only seems right.
Many will argue the BMW GS created the adventure craze to begin with more than 30 years ago. Fortunately for us BMW hasn’t let up, and the Adventure version of the R 1250 GS is the one better suited for touring and getting dirty.
Powered by BMW’s tried-and-true boxer engine. Its 1254cc displacement is bold in itself, but its Shiftcam variable valve timing gives you power anywhere you want it.
Gas stops will be few and far between since it has a huge 7.9-gallon fuel tank, and of course, being a BMW, the GS Adventure is loaded with tech like ride modes, electronic suspension, ABS, traction control, and even a 6.5-inch TFT display that’s so clear, colorful, and bright, you could watch a movie from it.
Even Ducati, a brand most well known for its high-performance sportbikes, isn’t ignoring the adventure market.
In fact, Ducati is going all-in on the Adventure scene with the Multistrada V4 Rally, powered by the new V4 Granturismo engine.
We’ll get to the nuts and bolts of the Rally in a second, but if you’re familiar with Ducati, then you’ll know the company has made a name for itself by being different; no more so than its desmodromic valvetrain which uses a lobe on the camshaft for both the intake and exhaust valves.
Now Ducati is being different by being the same – it has veered away from decades worth of tradition by giving the Granturismo V4 engine traditional valves and valve springs!
The result is a 170 hp engine with valve service intervals pushed out to every 37,000 miles! Ducati’s traditional desmodromic valves could never go that long.
As for the rest of the bike, Ducati took the standard Multistrada platform and overhauled it for ADV duty. You have wire spoke wheels measuring 19 inches in front and 17 inches out back. Couple that with the Ducati Skyhook electronic suspension and you’ve got 7.9 inches of travel as well as auto-leveling. Keeping with the number 7.9, that’s also how many gallons of fuel the Rally holds, too. So you can go quite a while before needing to fill up again. It’s also equipped with rear-cylinder deactivation to help with mileage, emissions, and to reduce heat going to the cockpit.
Ducati is known for its electronics systems, and the package on the Multistrada Rally might be its most advanced yet. In addition to the usual rider aids like traction control, wheelie control, ABS, etc., the Rally also comes with front and rear Adaptive Cruise Control and Blind Spot Detection.
Dedicated riding modes aren’t new, but the Rally also gets a new Off-Road power mode that brings the 170 horses down to 115, just in case you need to better manage spinning up the back tire.
There’s so much more to know about the Ducati Multistrada V4 Rally, so it’s best to read the link above to learn up on it.
You never thought you’d see a Harley-Davidson on an Adventure bike list, did you? The fact that it’s here should tell you all that you need to know about how hot the Adventure bike market is.
But not only did Harley build an Adventure bike, they built one to go toe-to-toe with all the heavy hitters in the category!
The Pan America 1250 represents a bold new direction for Harley-Davidson, but one thing that remains is the V-twin engine.
The all-new Revolution Max is a 1252cc V-twin, but this ain’t your grandpa’s V-twin Harley. This one is liquid-cooled with overhead cams, tuned to make 150 horsepower. It’s also a stressed member of the chassis, reducing weight.
Designed with Adventure touring in mind, the Pan America can easily cruise down the highway (it is a Harley, after all), but when the urge comes to veer off the paved path and head into the dirt it’s ready for that, too.
Long-travel, semi-active suspension, a 19/17-inch wheel set, and a full array of electronic goodies ensure you have a good time no matter what sort of terra is underneath you.
The Honda Africa Twin occupies a unique spot in the “big” ADV space.
While many of the other players have gone with the “bigger is better” mantra and stuffed huge engines into their frames, when Honda re-introduced the Africa Twin in 2016 it came with a “small” 1000cc parallel twin.
For 2020, Honda has beefed up the engine a tiny bit to 1084cc thanks to a longer stroke, but has also thoroughly revamped the bike. It’s now slimmer, lighter, and comes with a Bosch IMU.
Available in both the standard and Adventure Sports ES (for Electronic Suspension) varieties, you can also get the Africa Twin with either a traditional transmission or Honda’s Dual Clutch Transmission, both gearboxes getting further updates as part of the 2020 refresh.
As far as adventure chops go, the AT gets 9.1 inches of suspension travel and the Adventure Sports gets electronic suspension, an adjustable windscreen, bigger fuel tank, heated grips, and tubeless tires, just to name a few differences.
There are six different ride modes, Honda Selectable Torque Control (HSTC), adjustable engine braking, wheelie control, cornering ABS, and the ability to connect the bike to your iOS or Android device to use Apple Carplay or Android Auto. Virtually everything is adjustable via the bright 6.5-inch touchscreen TFT display, too.
If we’re talking about the big boys of the adventure category, then it doesn’t get any bigger than the KTM 1290 Super Adventure R.
The 1290 in its name actually sells itself short, since its V-Twin engine comes in at a monstrous 1301cc. KTM claims 160 hp and a crazy 103 lb-ft of torque!
It’s wrapped in KTM’s signature trellis frame, with long-travel 48mm, fully adjustable WP suspension. Further off-road chops include tubeless, wire-spoked wheels measuring 21 inches in the front and 18 inches in the back, Brembo brakes, and a 6.1-gallon fuel tank ensuring you won’t have to worry about gas very often.
You can control everything on the bike, like the cornering ABS, traction control, ride modes (including a dedicated off-road mode), and a whole lot more from the 6.5-inch TFT display which is bright and colorful even in direct sunlight.
There’s so much to cover with the 1290 Super Adventure R we couldn’t possibly fit it all into this tiny space. But we think you get the idea.
Going from arguably the most extreme bike on this list (the KTM) to the most underrated, Suzuki’s V-Strom 1050DE Adventure is a more dirt-focused spinoff of the big Strom that has quietly been flying under the radar for years with only minor updates along the way.
Nobody will mistake it for the class leaders like the BMW or KTM, but the ‘Strom has a loyal and robust following. We think this is because, as a whole, the V-Strom is a solid and capable motorcycle, even if no one individual component stands out above the rest. Its appeal lies in its simplicity.
Its 1037cc V-Twin can trace its roots back to the TL1000 sportbike. For those keeping track, that’s over 20 years ago. Even today, that engine remains a performer for its satisfying power and tractability.
That said, Suzuki’s latest version, the V-Strom 1050DE Adventure gets wire-spoked wheels measuring 21/17 (oddly, the front uses a tube tire while the back doesn’t) and its own chassis geometry for better performance off-road.
This amounts to a longer wheelbase, longer rake, more ground clearance, and a wide handlebar. It also gets design inspiration from Suzuki’s DR line, ride-by-wire, cruise control, traction control, new bi-directional quickshifter, Drive Modes, an Easy Start System, IMU (new for 2020), combined brake system, Hill Hold Control, Slope Dependent Control, 43mm KYB suspension, a 5-inch color TFT display, and so much more. So as you can see, even though the V-Strom is getting up there in years, it’s aging like a fine wine and adapting with the times.
The Triumph Tiger 1200 range consists of a total of five models. We’re just going to focus on the Adventure-focused ones here—the Tiger 1200 Rally Pro and Tiger 1200 Rally Explorer.
Opt for the Tiger 1200 Rally Pro and the starting price jumps to $22,500. For that price you get Triumph’s entry into the big-boy Adventure market.
Both 1200 Rallys are powered by at 1160cc three-cylinder engine making 147 peak horsepower and 95 lb-ft of torque.
The engine is suited for loose conditions and provides linear, easy-to-use power. The wire-spoke wheels measure 21 inches in the front and 18 inches in the rear for great off-road traction and a wide array of available tire options. Showa provides the suspension components, with semi-active units both front and rear. Suspension travel is a generous 8.6 inches.
Compared to the previous Tiger 1200, the new model is significantly lighter with a low center of gravity, making it much easier to ride slowly and in off-road conditions.
It’s no surprise you’ll find an array of ride modes on the 1200s, but these two Rally models get a dedicated Off-Road Pro mode to let you wag each bike’s tail.
So, what’s the difference between the Rally Pro and Rally Explorer? The Explorer gets a 30-liter fuel tank versus 20 liters for the Rally Pro, the Explorer features blind spot warning using radar detection, a tire pressure monitoring system comes standard on the Explorer (it’s an option for the Rally Pro), as does heated rider and passenger seats.
Finally, the Explorer gets more robust protection that includes crash bars for the engine and fuel tank, in addition to the hand and sump guards the Rally Pro comes with.
We said it before and we’ll say it again: this is an amazing time to be an adventure rider. With so many choices to pick from, there’s sure to be something that’s your flavor.
The wild thing is that there are some models we couldn’t fit into this list, like the Yamaha Super Tenere, and even the Ducati Multistrada 1260 Enduro.
Of course, if you wanted to open Pandora’s box we could have also mentioned some mid-displacement models, too (actually, we’ve saved those for another article).
Nonetheless, we think you’ll agree the models above are all excellent examples of the performance and diversity the big-bore adventure market provides.
]]>They’re tall and heavy, and have powerful engines that can easily get out of control if you don’t know what you’re doing. Wouldn’t something a little smaller take a lot of the edge off our favorite activity?
We know what you’re thinking. “Smaller” means losing some of your ADV cred. Being “the one” who can wrestle the biggest bikes around through any terrain, anywhere on Earth will win you over with the throngs of adventure riders the world over.
It’s what you see in the brochures, in the videos, and all over social media. If you’re not on a big adventure bike, you feel like a part of your soul isn’t complete.
Well guess what. The actual number of riders taking their big KTM Adventures and BMW GSs to the far reaches of the Earth and through the toughest terrain – all with a smile on their faces – are incredibly small.
There’s nothing wrong with big bikes of course, but if you find them too big and too intimidating, then size down.
Riding is about having fun and sensible riders have been flocking to the middleweight category of adventure bikes lately and for good reason: they provide nearly as much fun as ADV bikes with bigger engines, but weigh less and are far easier to live with.
Not to mention, these middleweight bikes can often go to all the same reaches of the Earth as their big-engined brethren.
Plus, if you happen to drop a middleweight ADV, odds are you’ll stand a better chance of picking it up than one of the heavyweights.
The middleweight adventure bike market is one of the hottest categories in motorcycling today for all the reasons above, and it’s why many manufacturers are throwing their hats into the ring. That’s why we’ve compiled a list of the top seven middleweight adventure motorcycles s you can buy today.
Equipped with (slightly) smaller engines, lighter weights, and just as much capability, the middleweights are a much more inviting package and have become the hot topic of 2023 in motorcycling.
It’s a stacked field – and we’re bound to leave a few candidates out – but in this guide we’ll highlight our picks for the top seven middleweight adventure bikes of 2023.
So hot is the middleweight adventure bike market that Aprilia is entering the fold with its Tuareg 660. With a 660cc parallel-twin engine derived from the company’s RSV4 sportbike (with half the cylinders), the engine clearly has its roots in performance.
It’s also the same engine Aprilia uses in the RS660 and Tuono 660. Unlike those aforementioned models, the Tuareg uses a trellis frame instead of a beam frame.
Long-travel suspension to the tune of 9.4 inches helps the Tuareg clear obstacles, and the 21/18-inch wheel combo give the Aprilia lots of tire options to suit the kind of off-road/on-road riding you might find yourself doing.
Even though Aprilia may not have as vast a portfolio of off-road bikes as some other manufacturers on this list, the Italians made the bike comfortable while traveling the route less traveled. The bars are high (but not too high) and the tank is sculpted just right so the rider can stand and still feel comfortable hustling.
Aprilia’s Performance Ride Control (APR-C), which is used on practically every new Aprilia, is the company’s electronic aid suite. There are four ride modes and adjustable traction control, wheelie control, engine braking, and importantly, ABS. Some of these functions, however, are tied to the different ride modes. Still, these functions should help relieve some of the stress of getting through the dirt.
All in all, the Tuareg 660 has all the right components for a capable middleweight adventure bike, and its rally-esque styling sure looks the part, too.
KTM made its name in the off-road world, so it only makes sense the 890 Adventure R leans heavily toward dominating when the pavement turns to dirt.
Power comes from a 889cc parallel-twin, which replaces the engine from the 790 Adventure series. KTM says this engine is the “most compact performance engine on the market.” It might be right, too. Rated at 77kW (or roughly 103 hp), that’s a very impressive number for that size of engine.
Obviously, adventure riders know power is only one small part of the puzzle. The frame that harnesses it must also be up to the task, and the 890 Adventure R’s orange steel trellis frame most certainly is.
Developed to be light yet strong, and able to tackle both touring and off-road duty, it incorporates the engine as a stressed member. The swingarm, too, has been optimized for strength and flex so the rider knows what’s going on underneath them.
WP long-travel suspension at both ends takes up all the unrelenting jolts off-road riding brings, which makes for a slightly sporty on-road ride, though with a company mantra of “Ready to Race” that shouldn’t be much of a surprise.
A 21-inch front, 18-inch rear wheel combo give you a ton of tire options depending on how aggressive you want to be. While a bit unconventional, the unique low-slung 5.3-gallon fuel tank may look a little odd, but it keeps the weight low for good handling while also keeping the traditional “tank” area narrow for rider comfort. It’s a clever design that works really well.
All this and we haven’t even begun to talk about the KTM’s electronics. There are many. Numerous rider modes, including a dedicated Off-Road mode, traction control, Cornering-ABS, Off-Road ABS, Rally mode, and even Bluetooth connectivity to your phone with KTM’s MY RIDE function.
If you’re looking for the best of the best in the middleweight adventure bike category, you can stop your search right here.
Say you like the KTM 890 Adventure but you want a bit more touring amenities to go with it. Then the Husqvarna Norden 901 Expedition is for you.
Based on the same underpinnings as the KTM, like the frame and 890cc parallel-twin engine, the 901 Expedition goes a different direction with a taller windscreen, heated grips and seat, an aluminum bash plate, soft waterproof luggage, and WP EXPLOR suspension as standard – plus the obvious bodywork differences, too.
Those differences may not sound like much, but for the adventure-tourer who values both aspects of riding equally and doesn’t want to give one up for the other, the 901 Expedition is a fantastic alternative to its orange cousin. You already know its off-road chops are more than worthy, but having the touring features standard makes for a complete package.
So hot is the middleweight adventure bike market that there’s not just one Italian manufacturer on this list, but two!
The Ducati DesertX is arguably the most dirt focused machine the company has produced since the Cagiva Elefant. Unlike the Multistrada Enduro models, which are basically sport-touring bikes modified to go off-road, the DesertX was designed and built with off-road riding in mind from the start.
You’ll find a steel trellis frame and long-travel suspension at both ends – the front offers 9.1 inches, the rear 8.7 inches. Total ground clearance is 9.8 inches. To go along with the generous clearance, wheels measure 21 inches in front and 18 inches at the back, just like the Aprilia listed at the top of this list. Again, this gives the rider plenty of tire options.
Power comes from a 937cc V-twin that Ducati uses in several other models. Some might think the engine size seems big for a middleweight, but its 110 horsepower should prove to be very manageable for the middleweight category. Other components include Brembo brakes and Ducati’s suite of electronic rider aids that take advantage of a six-axis IMU.
Rider aides include six different riding modes, including two dedicated off-road modes that allow you to have some fun without getting completely out of line. Other aides include traction control, engine brake control, wheelie control, and Cornering ABS that can modulate the braking force to prevent wheel lockup even when you’re leaned over (a godsend when you’re on the pavement).
And for 2023, the bike is available in new livery - the "RR22" shown above.
Sitting at the top of Triumph’s Tiger 900 ladder, the Rally Pro shares the 888cc three-cylinder like the rest of the line. Triumph says it makes 94 hp and 64 lb-ft of torque. But what you can’t list on a spec chart is how cool the engine sounds and how inspiring its quick-revving nature is.
Otherwise, things you can expect from the Rally Pro are IMU-dependent traction control and cornering ABS, six ride modes, a quickshifter, and a 7-inch TFT display with Bluetooth connectivity.
Adventure-related goods include Showa suspension front and rear. The 45mm inverted cartridge fork is adjustable and provides 9.4 inches of travel. In the rear, the RSU gas-pressurized shock is also adjustable, with travel set at 9.05 inches.
Spoked, tubeless wheels make tire swaps and tire repairs easier – and speaking of tires, Pirelli’s Scorpion Rally tires have a clear off-road bias, suiting the Rally Pro’s dirt intentions.
Very few motorcycles have been through the hype machine as much as Yamaha’s Tenere 700.
Yamaha’s been teasing this bike for years, and though very few people have ridden it (outside of journalists), we’re including it here because the hype around it is so strong.
There’s a good reason for the hype. Yamaha’s 689cc parallel-twin, first seen in the FZ/MT-07 is a fun engine, offering lots of fun, usable power. Its playful nature makes it well suited for a middleweight adventure bike, but it seems as though Yamaha hasn’t gone the route of street-biased Suzuki V-Strom 650 (read - not the 800 DE version discussed below).
Instead, the Tenere 700 leans hard towards being a dirt-focused adventure bike with minimal street accouterments.
The narrow body, slim tank, and flat seat were designed to make it easy to grip the bike with your knees while standing, while the 21-inch/18-inch front/rear wire-spoke wheel combo gives you plenty of options for aggressive tires.
A 43mm inverted fork is fully adjustable and offers 8.3 inches of travel. The shock only gets preload adjusting and 7.9 inches of travel, but that should be plenty to have a lot of fun.
Other than switchable ABS, the Tenere represents off-road adventure riding in 2020 in a form that’s about as analog as you can get these days. It’s starting price of $9,999 is the lowest in this field, too. With that in mind, the idea of pure adventure motorcycling, a middleweight engine displacement, minimal electronic rider aids, Yamaha durability, and the least expensive price is awfully appealing.
Arguably the biggest news in the category for 2023 is the Suzuki V-Strom 800DE. Why? Because this is the first truly new model from Suzuki in… we don’t even know how long.
And Suzuki chose to target the ADV category with this return to form. An all-new model means there’s also an all-new engine.
The 776cc parallel-twin has the same cylinder layout as some of the other two-cylinder machines on this list, but for Suzuki loyalists, it also moves away from the v-twin engine arrangement that made the V-Strom so popular (don’t worry, the V-Strom 650 isn’t going away – at least not yet).
Handling the off-road duties are Showa suspension with 8.7 inches of travel, a steel frame with a bolt-on subframe, and a 21-inch front/17-inch rear wheel setup with tubed tires.
Unlike the 650 V-Strom, and even the 1050, the new 800 leaps ahead with a superior electronics package that includes three different Ride Modes, five levels of traction control (including an off-road-centric Gravel mode as well as Off), a five-inch TFT display, and much more.
Time will tell if it’s truly enough to compete with the other bikes on this list, but for now its existence alone is enough to include it here.
As you can see, the middleweight adventure motorcycle market is not short for choices, as all of these models bring something exciting to the table.
Whether you want the thinly-disguised dirtbike that is the KTM, or prefer the more road-oriented Suzuki, all seven bikes here are well equipped to handle on-road and off-road duties. So plan that long trip you’ve been dying to tackle. There’s no better time than now to give it a shot.
]]>But in this case, the Norden actually breaks the mold. Where the 890 Adventure is a focused off-road weapon, the Norden 901 Expedition feels more gentlemanly and mature.
Why? Because, in short, the Norden is essentially a touring version of its KTM cousin—and yes, it’s also wearing different clothes. In this preview of the Husqvarna Norden 901 Expedition, we’ll go into a little more depth about what the Norden is, what it isn’t, and why you should care.
As we already explained, the Norden 901 Expedition is the KTM 890 Adventure for those wanting a little more civility with their adventure. You still have the bones from the KTM, like the frame and obviously the 890 parallel-twin engine, but the difference is the Husky’s long-distance accouterment like a taller windscreen, heated grips, heated seat, and center stand.
Those are all options on the KTM but come standard here. All of those features make life just a little easier, even on a good day. The added wind protection and heated elements will keep you comfortable when the weather turns, but having that center stand will make roadside repairs a lot easier if you get a puncture or even if you’re just taking care of some maintenance at home.
Adding to the touring tilt of the Husky is the included soft luggage with 18 liters capacity per side. They are advertised as waterproof, but reports from users and testers have said that while this is mostly true, one of the seams in the luggage has been known to get compromised and let water in. This may be a manufacturing defect and will hopefully be corrected going forward.
As we see already, the Norden 901 Expedition is taking optional parts from KTM’s catalog and making them standard. Since this bike is still intended to be a serious off-roader, it comes with WP’s Xplor suspension instead of the lesser Apex suspension used on the base Norden.
With the Xplor you get full adjustability (including high- and low-speed compression damping), 48mm fork tubes (compared to 43mm), and 9.4 inches of travel front and rear. More travel also means more ride height – 1.5 inches higher than the standard Norden, to be more precise.
Combining this touring and adventurous spirit, the Expedition comes with a 5-gallon fuel tank, using the low-slung design we first saw with the KTM middleweight adventure bikes. Clearly, since the Norden uses the same frame and engine, this is one of the carryover pieces that makes sense.
Apart from having a generous amount of fuel for touring rides, the Expedition also wears a hefty skid plate as standard (again, another optional bit on the KTM side). It’s 4mm thick aluminum, not some cheap plastic cover, meant to withstand some decent abuse.
On the electronics side, the standard Rain, Street, and Off-Road riding modes are the same as before, with a fourth mode—Explorer—also included with the Expedition.
Safety features like traction control, cornering ABS, off-road ABS, engine brake management, cruise control (and others) are, of course, part of the deal, and an IMU helps ensure the operation of all those features runs as efficiently and accurately as possible – which has practically become standard for any serious machine.
Really, it’s hard to see what the Norden 901 Expedition isn’t. For the adventure touring crowd, this bike has all the right pieces—at least on paper. The 890cc LC8c is a proven winner in basically every bike it’s put into.
There’s no reason to believe it would be any different in the Expedition. Fully-adjustable, top-of-the-line WP suspension also raises the bar here, giving the rider confidence to go practically anywhere. And all the travel accommodations and niceties dull the hard edge that the KTM 890 Adventure can sometimes be, giving the Husqvarna a more well-rounded purpose.
However, as the saying goes, there’s no such thing as a free lunch. In this case, weight. Obviously, adding components also means adding weight. While those might be worthy tradeoffs to some, they may not be to others.
And if your preferences lean more towards the adventure spectrum over the touring side, then there’s an argument that maybe the KTM is the better bike for you (although that argument isn’t necessarily a strong one).
You should care because this could be just the bike many of you have been waiting for. A middleweight adventure tourer that seems to have no compromises (other than a leaky saddlebag) and can hang with many of the heavyweight bikes in the category.
We’re going through a period where our priorities are changing. Heavyweight bikes, as capable as they are, can be big, wieldy motorcycles that aren’t for the faint of heart or meager in their skills. With the Husqvarna Norden 901 Expedition, you have a fully competent adventure tourer, right around 500 lbs, and narrower than the big boys, which should make many riders feel more comfortable and confident. Isn’t that the name of the game?
]]>You’ve been longing for the freeze to go away, passing the time by watching videos and maybe even buying some new kit (you know you’ve been long overdue for a new set of goggles…).
You’re ready to go and hit the trails, but what about your bike? Have you given it any love since the last riding season? It’s probably due for a little TLC, especially if it’s about to go back into service soon. If not, it’s nothing to worry about. Here, we offer eight simple tips to prep your ADV motorcycle for the 2023 season.
What do we mean by simple? It means that anyone with a basic set of tools and a little mechanical ability can accomplish these tasks pretty easily. These tips will likely seem easy for the veteran mechanics out there, but they are no less important to take care of before getting ready for the new season.
Let’s start really simple. Look over the bike for any obvious issues needing repair. Are the grips shredded? Is anything bent? Are the lights still working? Are all the bolts tight? You know, simple stuff.
Check for anything glaringly out of the ordinary or broken, and fix those first. We can get so caught up in doing big repairs that we lose sight of any mechanical object's mundane maintenance items.
Keeping with the obvious and simple items, give your adventure motorcycle some fresh oil by performing an oil change—and don’t forget a new filter, too. The lifeblood of your engine, oil can see some abuse during hard ADV riding.
Regular oil changes following your manufacturer’s suggested intervals are a good starting point, but extreme riding in hot or punishing conditions might warrant the need for more frequent oil changes. When in doubt, go ahead and put in fresh oil. It’s much cheaper than an engine repair.
Changing your oil is important, but don’t neglect the other fluids in your motorcycle. Is your coolant old and dirty? What about your brake fluid? If you have a hydraulic clutch, how does its fluid look?
If any of those are brown, it’s time for a thorough flush and refill. And don’t forget to bleed all three systems. You don’t want any air bubbles.
What if you check all three, and none of them are brown? This is a good sign but not necessarily indicative of a healthy brake, clutch, or cooling system. If your brake lever feels spongy, or you don’t remember the last time you changed your brake fluid, it’s not a bad idea to replace it.
If the clutch isn’t engaging smoothly or its fluid hasn’t been changed recently, go ahead and do it. Same with coolant. It might look fine, but even coolant needs a flush eventually.
If you have a cable-actuated clutch then fluid changes don’t apply to you. In this case, check that the clutch pull feels smooth. If not, it’s probably time to add some lubrication to your clutch cable.
A whole season of riding can introduce a lot of dirt and grime to your clutch cable. A good spray of lube will help it along—and don’t wait to do it at the start of each riding season! Add some periodically, if needed.
Lastly, don’t forget your suspension fluid. This one’s easy to forget since you can’t see it, but hard not to notice once it’s too late. Your fork and shock need servicing periodically, including replacing the fluid inside (among other things).
If your fork and shock don’t respond well (or at all) to any setting changes you make to the adjusters, or if the bike feels like it’s compressing or rebounding too fast regardless of adjustments, that could be a sign your fluid needs replacing. If you don’t know the last time your suspension has been serviced, now’s the time.
Maintenance involves more than just changing the oil and replacing fluids; there’s other upkeep too. Check your brake pads and replace them as needed. The same goes for your chain and sprockets, assuming your bike has them.
Make sure your chain slack is correct, the chain is in good condition, and the sprockets don’t have any rounded teeth. If all is well, a nice cleaning and lubrication is fine.
If any of those pieces require replacement, then replace the chain and sprockets as a set. If your bike has a shaft drive, then relax; none of this applies to you.
Another important maintenance item is the air filter. After a full season (or more), your air filter is likely filled with gunk and is nasty. If it can be cleaned, go ahead and give it a good wash and reinstall. If not, replace it with a new one if it’s dirty.
This one may not be as obvious, but double-check that all your electrical components are in proper operating form.
By that, we mean confirming all electrical connections are tight and secure, fuses are good, and any questionable wires or connections are wrapped in electrical tape and/or soldered.
Taking care of this now could save you a giant headache when you’re out in the middle of nowhere.
It sounds silly, but give the bars another glance. Maybe your riding style has changed, and you’d like to move the bars to accommodate. Maybe they’re bent and need fixing.
In keeping with our maintenance theme, maybe the bars don’t turn from side to side like they used to and require a thorough clean and fresh grease (yes, technically, we’re talking about cleaning and lubricating the steering stem and its bearings, not the bars, but you get the point).
Don’t underestimate how much dirt and debris can get into the smallest crevices of your motorcycle.
This is more like point 6.5 rather than 7, but who’s counting? The point is, like your bars, your levers are worth a glance, too.
We already mentioned cleaning and lubricating cables, but you might need to reposition a lever or replace it entirely if you’d like a different feel or have a damaged bar.
We’ve saved another obvious one for last. Before blasting away for the new riding season, it might make good sense to replace your ADV tires—assuming your current set needs replacing.
Making sure the rest of your motorcycle is in good shape only to neglect the tires doesn’t make much sense, does it? Put on fresh rubber and enjoy the trails this season.
With a little bit of elbow grease, you can make sure your adventure motorcycle is ready to rock for the 2023 riding season.
And these points are just the tip of the iceberg; you can certainly do more to the motorcycle, and yourself, to make sure your first ride of the season is a good one. But working on your bike gives you an intimate connection with it, just in case something happens on a ride.
But since you took care of it at home, that won’t happen. Right?
Photos courtesy of @Sleipnir_ADV
]]>You want the arduous, dirty miles, which are most often in the backcountry where there isn’t a soul for tens of miles. Exactly how it’s supposed to be.
Escaping to the backcountry, however, comes with a set of challenges that other disciplines of riding don’t face. Namely, motorcycle camping.
Pitching a tent next to, or help from, your motorcycle is an interesting and enlightening experience. Motorcycle-dedicated tents like the MotoTent and ADV Tent tackle the challenges with extra ADV-specific features for safety, ease of use, and a simplified packing process.
Using a motorcycle tent, however, does come with the added hurdle of tent maintenance. In the section below, we break down the basics of properly caring for your shelter before and after your net adventure, so you tent remains reliable when you need it most.
Keeping your tent maintained is as essential as keeping your motorcycle maintained.
Featured product: Motorcycle Tent - Moto Tent
This might seem like the obvious tip, but using your tent with care while on a motorcycle camping trip will add years to its lifespan—ultimately saving your hundreds of dollars.
If you’re ready to set out on your next ADV trip, your tent needs to be properly stowed and ready for the ride.
It’s only more complicated than throwing it in the backseat or trunk of your car because of the potential to damage it while riding. An example? Snagging the tent on a hanging branch or burning a hole through the fabric via exhaust heat.
That said, stow your tent atop the motorcycle’s center pannier, or with enough extra space, inside a pannier.
Placing the tent in the center of the bike prevents any damage in the event of a tip-over or bashing through tight wooded sections of trail, while the rider’s… (cough)… body will shield it from most weather conditions or other obstacles.
As always, practice your packing with care. The balance of weight is key!
Featured products: Adventure Motorcycle Tent - ADVTent, Motorcycle Bag - Overlander, Motorcycle Bag - MiniBag 6L
We get it: The last thing you want to do is come home from a long adventure with hundreds of arduous miles only to spend hours cleaning your tent! But it’s not that difficult.
Practice cleaning your tent in a very basic process. Our method? A cold water, a soft sponge, and a non-detergent, gentle soap. Scrub the dirty or stained areas with extra care, being especially gentle around seams or delicate fabrics to avoid tears.
Also, NEVER machine wash or dry clean then tent. The harsh process will ultimately damage its construction. When finished washing, allow the fabric to completely dry before repacking, avoiding any chance of long-term moisture or mold.
We don’t want to clean our tents every time we camp, nor is it necessary. Practice cleaning in routine, or if your trip was especially muddy.
Re-waterproofing a tent is an easy and cost-effective way to increase the longevity of your tent.
Here’s how:
But this time, the hype is warranted because Suzuki’s finally introducing a truly new model for 2023—the V-Strom 800DE and V-Strom 800DE Adventure, a direct competitor to other mid-weight ADV bikes.
Technically, Suzuki’s introducing two new models. There’s also the GSX-8S naked bike that shares much of the same platform as the new V-Strom, but that’s a street bike and won’t get much attention here.
The V-Strom 800DE is a big deal because it’s an all-new platform from Suzuki that also includes an all-new engine. V-Strom fans have a cult-like devotion to the bike, and this new one seems to have all the traits that made the previous versions so lovable. From a styling standpoint, there’s no mistaking that this is a V-Strom.
From its stubby beak to its sculpted bodywork, exiting out the back, it’s hard to mistake this bike for anything else. Only this one doesn’t have a V-Twin sitting in the middle. Suzuki says that V stands for "versatility" now.
Suzuki’s new engine is a 776cc DOHC parallel twin. P-twins are all the rage these days because their compact size makes them easy to package into multiple platforms, and the modest displacement is also a popular engine size these days as more riders come to appreciate the fact that giant, big-bore adventure bikes are not for the faint of heart. These mid-size bikes are much more forgiving and just as much fun. And they’re cheaper, too.
This parallel twin gets a 270-degree firing order, giving it a distinct sound but also the power characteristics of a V-twin—something we’re guessing V-Strom fans will really appreciate. Power is rated at 84.3 horses and 54.5 lb-ft of torque.
As we know in motorcycle design, it’s rare to have your cake and eat it, too. There are always compromises. Such is the case with the engine. While the parallel twin is small and compact, it’s inherently prone to vibrations, which no rider wants.
Suzuki’s solution was its own proprietary system called the Cross Balancer System, which places two counterbalancers, each at 90 degrees to the crankshaft, thus damping out the vibrations and allowing for a simpler engine mount, since less hardware is needed to deal with the vibes. Suzuki’s really excited about this system.
All that’s left to do now is ride it and see if it actually works. The rest of the engine internals are fairly standard stuff: the cylinders are aluminum die-cast and plated with Suzuki’s Composite Electromechanical Material process. The pistons are 83mm, the dual throttle bodies are 42mm, and the under-seat airbox is a healthy 6.0 liters to suck in as much air as possible.
Putting the power to the ground is a six-speed transmission with slip/assist for a light lever pull and smoother downshifts. Suzuki’s bi-directional quickshifter, first seen on the GSX-S1000GT touring bike, is now used on the new ‘Strom.
The new engine sits in an all-new steel frame with a bolt-on subframe that is removable should it need repairs or replacement. Showa provides suspension with its fully adjustable fork and shock. Both offer 8.7 inches of travel, while the fork is inverted, too.
The Showa shock also features a remote preload adjuster you can turn by hand for added convenience. This new ‘Strom, with its 8.7 inches of ground clearance, also has the distinction of having the most distance between the ground and the chassis than any previous V-Strom. Despite this, seat height isn’t too bad: 33.7 inches.
Helping to ease fears for those adventure riders with short legs is the 5.3-gallon fuel tank tapers towards the seat to become as narrow as possible to help get your feet to the ground.
Tire options should be far-ranging, too, as the 21-inch front is paired with a 17-inch rear, but you do need to use tubes. Aluminum rims are mated to stainless steel spokes, giving a nice mix of strength with light weight. Handguards are a nice touch, as are the adjustable levers. You can adjust the windscreen, too, but you’ll need tools to do it.
Stopping power is courtesy of Nissin, with 310mm semi-floating discs mated to axial-mount two-piston calipers. There’s a 260mm disc in the back with a single-piston Nissin caliper. ABS comes in two levels, and there’s also the option to disable rear ABS for when it’s time to play in the dirt.
On the topic of electronics, the V-Strom has plenty. The Suzuki Drive Mode Selector is back, allowing you to choose between three different Ride Modes (Active, Basic, and Comfort). There’s also five levels of traction control: three road modes of increasing sensitivity, a Gravel mode that allows some slip in the loose stuff, and then you have the option to disable TC completely.
Also back is the Suzuki Easy Start System that lets you start the bike with a tap of the starter button (instead of holding it down), and the Low RPM Assist System that raises the engine rpm a little as you ease off the clutch at starts. It’s especially helpful when riding in traffic or on an incline as it reduces the chances of stalling the bike.
All of the ‘Strom’s information is provided to the rider via a five-inch TFT display with a scratch-resistant surface, an anti-reflective coating to help shield your eyes on a sunny day, and is even adjustable for brightness.
The V-Strom 800DE will be available in Champion Yellow No. 2 or Glass Matte Mechanical Gray. The V-Strom 800DE Adventure will come in Glass Sparkle Black.
Suzuki’s new V-Strom looks like it will capture the hearts of the V-Strom faithful, even if it doesn’t have a V-Twin like its older sibling, the 1050DE. New engines are always exciting, and as we look at the specs of the bike, it appears as though the ‘Strom will be able to compete with its Japanese rivals in the category.
Whether or not it has what it takes to actually surpass them is another story. For now, let’s celebrate the fact that Suzuki is finally releasing a new bike and a new engine. It will be interesting to see how this platform develops over time.
]]>Weekend ADV trips can be great. With only two days at your disposal, you can explore the outskirts of your area. It also means you don’t have to pack nearly as much stuff as you would if you were to go on a week-long (or even months-long) excursion.
Staying relatively close and packing light brings some freedom, but it doesn’t mean you should take vital components of any trip for granted.
Here, we’ll walk you through a plan for a weekend ADV trip. Some are essentials, which we all tend to forgot.
Covering everything from bike to gear, you’ll see the items we think you can live without for a day or two and other items that should never leave your side, no matter how short your trip is.
Obviously, you need something to wear. For a weekend trip, however, you can pack a lot less than you would for a long excursion. Also, since you won’t be going as far, check the weather for where you’re headed and the route along the way.
If you time the ride just right (say, during the nice part of the year), you can keep your clothing choices to a bare minimum. This includes the gear you wear on or off the motorcycle. Not having to layer up (or layer up less) lets you leave more bulk at home.
What type of riding gear in what weather?
A lot of adventure riding gear is made for three-season riding, with winter usually being the season left out (although four-season gear does exist). We're going to assume your weekend ADV trip *won't* be in the middle of winter—although if you do decide to do this, layer up (more on that in the next section).
Most adventure riding pants and jackets will work great for the three other seasons. For warmer weather, take out the liners in your adventure jacket and pants and open up the vents. Most have decent venting to allow airflow – though you're going to sweat on a hot ride, regardless. In spring and fall, you can determine whether to leave the liners in or out depending on the weather.
No matter when you go for your ride, it's a good idea to take your waterproof gear or at least your waterproof liner(s). You never know when you might ride through a water crossing or a flash rain storm.
How to plan layers and combine them in what materials + what to avoid.
This is where understanding the conditions along your route is very important. Will temperatures remain warm to moderate the whole way, or will you gain elevation and experience temperature drops and/or bad weather?
Starting with hotter climates, we recommend wearing sweat-wicking layers against your skin. These are typically polyester-based tops and/or bottoms—but not the kind your parents wore!
Polyester technology has made huge strides since the days of disco music, and the key in hot weather is to stay cool. Sweat-wicking base layers move your sweat from your skin and place it at the top of the fabric, closer in line with the incoming air. Assuming your jacket vents are open when the air makes contact with the sweat, it cools you down faster and more efficiently. As a nice bonus, these poly layers also make the jacket or pants easy to take off when you're done riding for the day.
If cold is in your future, thermal base layers should be touching your skin first. If that's still not enough, then you can add lightweight fleece, wind-blocking layers, or even electric garments that are either battery-operated or plug into your bike. But the thermal base layer comes first as that will help regulate your body temperature from all the other layers you're wearing.
Whatever you do, avoid cotton. It might sound tempting to wear the everyday clothes you already have, but cotton absorbs liquid, including sweat. When it does, it gets heavier, retains the fluid, doesn't help cool you through sweat evaporation, and takes a very long time to dry.
In cold weather, it doesn't do anything to help keep a thermal barrier for warmth. Plus, it bunches up and makes it uncomfortable when you're trying to add layers. If you insist on bringing cotton, leave it for when you're off the bike.
What extra apparel to bring and why (if you fall down into a water-filled ditch, for example)?
It's always a good idea to have essential spares with you, even if you only go on a short weekend trip. The key is deciding what comes and what stays. In terms of apparel, if you're absolutely sure there won't be any water on your route, bring waterproof gear.
You never know if you might fall into a water-filled ditch. Sound silly? Maybe, but it can happen. A waterproof outer layer will repel that water and/or dry quickly so you can stay comfortable.
Barring that, bring an additional polyester base layer, waterproof layer, socks, and even underwear to change into. If you remember, the poly (or thermal) layer rests against your skin, so if you've accidentally drenched yourself, you'll want to change that out to stay warm. Then the second waterproof/wind layer will keep out the elements, helping you warm up while the rest of your gear is still wet.
The same thought process applies here with food as it does with clothing. Since you’re only going to be gone for a day or two, you can bring less food.
If you’re feeling really minimal (albeit possibly a little less adventurey) and want to keep the camping stove at home, you could even head into town for meals and pack the bare essentials on your bike. This may not be a desirable option for some, but it’s an option nonetheless.
Types of food that are easy and smart to bring
Since you're only leaving on a short trip, the easiest thing to do is to get meals at restaurants and/or fast food establishments. Then you don't have to pack anything related to food or food prep. However, if that's not an option (or not one you subscribe to) bring dehydrated foods, including camping meals.
Dehydrated fruits pack small, are nutritional, and are really tasty. Same thing with jerky. Both should keep you satiated until it's time for a real meal.
For bigger meals, dehydrated camping foods/meals are a good idea. These are more complete and nutrient-dense. You'll also need a camping stove and basic utensils to cook. Camping stoves pack small and will come in handy to heat your food or boil water (and clearly you'll also need water—but bringing that should go without saying).
If you have to bring temperature-sensitive foods, you don't have the luxury of bringing a cooler. In this case, you can keep cold foods cooler for longer by freezing them ahead of time, so they're the right temperature when you're actually ready to eat them.
Conversely, if you need to keep something warm, heat it and wrap it in foil before going. You can extend the time it stays warm by placing the foil-wrapped item in a thermos if it fits. If a thermos isn't an option, heat packs – the same ones you usually use inside your gloves or boots—can also work.
If you really want to get crafty and want a hot meal, you take advantage of having a motorcycle and place the foil-wrapped item on or near the exhaust headers, assuming they're in easy access.
Turn the bike on, wait a few minutes, and voila, a warm meal. The exposed cylinder heads and header pipes of the BMW boxer engines make this really easy! Just be sure to keep an eye on everything to make sure things don't get burnt.
Whether you’re leaving for a weekend or a month, you’re still going to need shelter. Since the point of this trip is only to be gone for a weekend, you could decide to stay at a hotel for a night or two and leave the camping gear at home.
But if hotel stays are antithetical to your idea of ADV riding, you can choose to bring the minimum amount of camping gear that you’ll need.
The weather will play a role in what shelter to bring, but assuming the night temps will be nice, this will include at least an adventure motorcycle tent like the MotoTent, sleeping bag, and pad. If the temps get low or rainy, pack the minimum you’ll need to be comfortable.
What's needed to set up a comfortable campsite?
Because we're emphasizing a short weekend trip, we're also trying to keep your gear as minimal as possible. That includes your camping equipment. Still, you'll want a comfortable place to put your head down.
You're going to need your tent and sleeping bag. Those are the bare minimum, especially if you're hearty. We'd also recommend a sleeping pad, pillow, and lighting like a headlamp or flashlight. Depending on the time of year and where you decide to park up for the night, you can substitute the sleeping bag for a hammock, but that's up to you.
Camping hacks to make things easier
If you're camping somewhere chilly, fill up a water bottle or two with warm water (you brought a camping stove, remember?) and keep it in your sleeping bag. Don't forget to pack a warm hat and socks for sleeping, and sleep with your clothes in your sleeping bag.
Before bedtime, however, you don't want to wear your moto boots around the campsite. Pack some comfy shoes or slippers for this. Crocs work well and pack tight. Also, don't forget to pack wipes and hand sanitizer. Your hands will definitely thank you.
Things to avoid
The biggest thing to avoid is bad food prep and disposal. This includes everything from bringing food that spoils easily to improperly disposing of food. The last thing you want is an unwanted visit from a bear who smells its next meal.
You also want to walk the fine line between packing just the right amount versus packing too much. This will depend on your personal needs, but bring the amount of clothing and food you think will keep you comfortable.
This is one area you don’t want to skimp on. It’s easy to get lulled into thinking that since we won’t be gone for very long, or won’t be going very far, then there’s no need to bring tools, spares, or a flat tire kit.
But as we all know, disaster can strike 1000 miles from home or even right around the corner. Bring the gear, and as the saying goes, it’s better to have it and not need it than need it and not have it.
However, if you insist on skimping here, be sure you have a foolproof way to get help if something happens to your bike.
What a tire repair kit should consist of and why?
Flats happen. When they do, you better be prepared. That’s why a tire repair kit is an essential thing to take with you. Your kit will vary slightly depending on a few factors, like whether you’re running tube or tubeless tires. If you’re using tubeless tires, then generally speaking, a kit will include a patch or plug to fill the hole in the tire (assuming it’s not too close to the sidewall) and a few CO2 cartridges to re-inflate your tire and keep you moving. Carefully, of course.
If you have tubes, then you’ll have to replace them. This means you’ll need the specific sockets and tools to get the wheel off your bike and spoons to pry the tire off the wheel to get you access to the tube.
Then it’s a matter of pulling out the old, punctured tube and replacing it with a fresh one. You’ll need some way to put air back in the tire (the CO2 cartridges mentioned before in the flat kit is a good idea), then you’re on your way.
What crucial tools to bring and why
Aside from the tire kit, spoons, and sockets you’ll need to deal with blown tires, a basic tool set to address common issues on your bike could come in handy.
Specific sockets, allen keys, wrenches, and/or pliers to your motorcycle could be the key to quick fixes along your route. If you don’t already know, then research common problems with your motorcycle and have the appropriate fix for them if they should occur on your ride.
Your kit should include the necessary hardware to adjust cables, access and/or change a spark plug, and service a carburetor (if you have one). It may not be a bad idea to have an extra spark plug or a fuel line handy. JB Weld or epoxy pack small and have been used with varying success to patch little holes in case covers, and might let you limp home.
A pair of vice grips doesn’t hurt, either. If you know you’re going somewhere remote, having extra fuel on hand is also a good idea. And never leave without cable zip ties!
Handy accessories to have in case of an emergency
As much as we don’t want to think about it, emergencies happen, and it’s best to be prepared for them. Starting with you, the rider, have a basic first aid kit. Minor cuts and scrapes can be cleaned off with a rag and water, but deeper wounds might require gauze, a cleaning agent, or even a tourniquet if it’s really bad. And we shouldn’t have to say this, but if you’re hurt, don’t try to continue riding. So, what do you do then?
This is why it’s good to have your phone within easy reach – assuming you have service. Call for help and use your phone’s GPS to send a pin to locate you. If you don’t have service, then you can use a satellite tracker (which you should always carry with you) to notify others of your condition.
These devices can send notifications to loved ones back home that you’re doing just fine or with the push of a button. You can send a distress signal to them (and sometimes direct them to emergency services) with your exact GPS coordinates to send help. Hopefully, you never have to use such a thing, but it’s good insurance to have.
As for the bike—if you’re fine, but the bike is too badly damaged to fix with your basic tools, we revert back to the phone or satellite tracker to call for help. If you’re close enough to civilization, it’s possible you could walk into town and call for help from the comfort of a climate-controlled building.
The same idea applies to a first aid kit as to the tools and spares for your bike. You never know when or if something will happen to you, and having a first aid kit is a no-brainer.
Being able to clean up and patch a minor cut, or even a major one, before it gets infected could be the difference between a minor inconvenience and a major one. Hopefully, you don’t need it, but having a tourniquet handy could also be a lifesaver, too.
As a general rule of thumb, don’t leave home without it. For our purposes, let’s jump to a situation where you’ve crashed and are unconscious. Medical personnel will need a way to figure out who you are.
Having your ID on you is the easiest way to do this. While we’re at it, if you have a medical card, take that too. It should list any medications you take, your blood type, allergies, and any other conditions someone treating you should know. Also, list your emergency contact.
Have money with you, or some way to pay for items or services. This also seems like an obvious one. You may not need it, but if you do, cash or cards pack small and light and will be invaluable if you need them.
If you’re going on a short weekend trip, the odds are decent that you already know where you’re going. But it’s not a bad idea to have a GPS device or map(s) with you – just in case there’s a road closure you need to navigate around.
Or perhaps there’s an offshoot or side path you might want to explore; the map or GPS could tell you if it leads somewhere or is just a dead end.
Your phone is last on this list because it seems like the most obvious thing to take with you, and something you’ll probably have on hand anyway. You’ll probably leave the phone off on a weekend getaway, but from time to time, you might want to turn it on to check in on the world you’re leaving behind or to update a loved one on your status. You could even use it to snap a picture and tell the world about your fun. If that’s your thing.
Here are some other things to consider before taking off on a shorter trip.
Remember: you’re only leaving for a weekend, not for a month. So pack as little as necessary. That said, there are still basic principles of packing your bike that should be followed.
Lastly, before you go anywhere or pack anything, do a general checkup on your bike and your gear. How are the tires on your bike? Has it been serviced recently?
Check your chain and sprockets for wear, and give everything a once-over to ensure there are no fluids leaking, weeping, or dripping. If there are, it’s much easier to fix from the comfort of your home. Make sure all the consumables like brake pads, have enough life left in them, and if they don’t, replace them before you go.
It makes sense for you to bring the gear you’re most comfortable wearing, but if you’re going to reach for your go-to riding gear for the umpteenth time, look it over carefully.
Look for any holes, loose thread, busted zippers, faded Velcro, or any other signs your gear could be compromised. And don’t forget the internal liners, too. The last thing you want is to reach for a waterproof liner only to realize it has a hole in it because your cat’s been scratching it.
If this sounds like a lot to consider, it really becomes second nature the more you do it. Pretty soon you’ll have a system down that can tackle these checks quickly and efficiently.
But ultimately it’s up to you to decide what you do or don’t want to follow. You know yourself, your bike, and your gear best. And hopefully you know the route fairly well, too.
Weekend trips are supposed to be a nice, quick getaway. But it’s always good to be prepared.
]]>The Transalp was introduced in 1986, undergoing several iterations over the years before disappearing in 2012. Over that time, the Transalp built a reputation, similar to its Africa Twin cousin, as being an excellent overall motorcycle.
But while the Africa Twin had its sights set on getting dirty, Honda always imagined the Transalp to be more of an all-rounder. This was a bike equally at home commuting, touring, and, yes, getting a little bit dirty. Its smaller engine size compared to the Africa Twin also gave it some appeal to riders looking for a smaller bike.
This was the inspiration Masatoshi Sato, Transalp Large Project Leader at Honda, had for bringing the bike back—a little cousin of the Africa Twin that’s ready to go anywhere.
Power for the new Transalp comes from a 755cc parallel-twin, the same engine powering another bike with a name from the past, Honda’s new Hornet. This one’s a thoroughly modern engine with four valves per cylinder, operated by Honda’s Unicam system of only using one camshaft to operate the intake valves directly while the exhaust valves are opened via rockers.
Its technology was first used on Honda’s motocross bikes and adapted to the roadside. One cam instead of two means fewer parts and a smaller overall package, which is good because modern motorcycles are packaged so tightly these days.
You have all the other standard items on today’s engines, too: liquid-cooling, ride-by-wire throttle, and ride modes. A slip/assist clutch makes upshifts easier and hard downshifts less jarring on the rear tire. Making upshifts even easier is the optional quickshifter.
Over the years, the Transalp’s engine size has steadily increased. Starting at 583cc, it grew to 647cc before topping out at 680cc. This 755cc power unit is a big jump for the Transalp, and its claimed 90hp is a massive jump from the old bikes. Still, it’s less than the current Africa Twin and its 1,084cc, 101hp engine. And that’s the point—one is clearly positioned to be the stepping stone to the other.
The engine sits inside a tubular steel frame largely borrowed from the Hornet but with different geometry for off-road use. Fuel comes from a 4.5-gallon tank whose shape flows cleanly to the seat, which stands 33.5 inches off the ground. An optional low seat drops the seat height to 32.2 inches.
Honda’s suspension partner Showa supplies the Transalp suspension pieces with a 43mm SFF-CATM inverted fork and Pro-Link rear shock. Suspension travel is 7.8 inches front, 7.5 inches in the rear. Those aren’t go-anywhere, do-anything levels of suspension travel, but it fits considering the bike’s do-it-all nature.
Suspension adjustment appears to be minimal, with rear preload being the only thing you can change. Basic suspension is a clear sign of where a bike’s price point is, and this is a strong indication that the Transalp is destined to be an affordable proposition, not an aspirational one. There’s a 21-inch wheel in the front and 18-incher in the back. Strangely, both tires have tubes inside.
Braking is done via Nissin two-piston axial-mount calipers with 310mm discs. A single 245mm disc is in the back with a single-piston caliper. You get selectable ABS with two different levels, as well as being able to turn off rear ABS for dirt riding.
In addition to turning off rear ABS and the different ride modes, you also get five levels of traction control, three levels of engine braking, and wheelie control. All the information is provided through a five-inch TFT screen. You also get full LED lighting all around. The Transalp also gets Honda Smartphone Voice Control, auto-canceling turn signals, and an adjustable shift light.
Despite being gone for a few years, the styling of this new Transalp is instantly familiar. While the bike's engineering was completed in Japan, the styling of the Transalp was done in Italy with clean, recognizable elements that are staples in the ADV world (with a little bit of Africa Twin influence as well).
More signs of a price-point bike reveal themselves with the non-adjustable windscreen and the headlight used in not one but three other Honda models.
Honda hasn’t released pricing for the Transalp yet, but considering its components and the fact the platform is clearly aimed at other Japanese bikes in the middleweight ADV market—the Yamaha Tenere 700 and the new Suzuki V-Strom 800DE come to mind—you can expect the pricing to be in the range of those bikes.
Nonetheless, it’s nice to have options, and it’s also nice to have another classic Honda name make a return. If the return of the Africa Twin is any sign of things to come, the Transalp will hit the market as a good bike that Honda will tweak to make even better in years to come. Either way, we eagerly await its arrival.
]]>During the time away, KTM also upgraded the 790 to keep it aligned with the rest of the Adventure family. But the big news, other than its return, is the fact that KTM is now handing off production of the 790 Adventure to its Chinese partner CFMoto. If you didn’t know, CFMoto already manufactures the LC8c engine and has been using its clone for a few years.
Nonetheless, the 790 is back, it’s Euro 5 compliant, and best of all – power is still the same as before – 95 hp and 65 lb-ft of torque. Improved throttle bodies and an updated knock control sensor are just some of the changes. The latter is important because the 790 can now better handle the poor fuel someone might see in faraway places by changing ignition timing and other engine parameters.
A more significant change is the additional 20% that’s been added to the 790’s rotating mass to add to its slow-speed stability. That’s important when riding through challenging terrain. The Quickshifter+ has also been revised for smoother shifting, another plus when looking for stability. To help maintain the same power as before while still meeting Euro 5, there’s a new airbox and revised exhaust system.
The 790 also benefits from a new 6D IMU to reap the benefits of KTM’s latest electronic rider aids like Cornering Traction Control, ABS, Motor Slip Regulation, plus numerous ride modes.
If you have any experience with the old 790, then you’ll appreciate this update: the new version will remember which ABS setting the bike is in after you shut it off. Then, when you turn the bike on again, it will stay there. If you’ve ever used Offroad ABS before and wanted it to stay active when turning the bike on again, you’ll be happy to see this.
Something you may not be happy about, though, is KTM’s Demo Mode, which the new 790 Adventure also includes. Demo Mode gives you all the electronic rider aids and conveniences KTM has available for the first 1,500 kilometers.
After that, you’ll have to pay a subscription for the features you want to keep. The jury’s still out on whether this is a beneficial tactic or not, but the initial reaction seems to be that people don’t like the idea of having to subscribe to use something on their bikes.
Apart from the engine, the bodywork is updated to look like the rest of the KTM Adventure family. The bolstered sides divert more air and dust around the rider (so they say), and the taller windscreen will flow more air over the rider. There’s also an updated cockpit area to accommodate mounts for things like GPS devices, cameras, or even pace notes.
Other changes include a standard aluminum bash plate, Pirelli Scorpion STR tires, full LED lighting, and a reconfigured 5-inch TFT display that’s more user-friendly while also being reactive to ambient light. The KTMConnect app has more features to make it easier to make calls and/or read navigation from your phone.
The original 790 Adventure wasn’t here very long, but it was a hit because it proved that a middleweight adventure bike could be as fun as the heavyweights with less intimidation factor.
A few short years later, its disappearance for an 890 version definitely left some heads scratching, but we assume CFMoto has a bigger play for the bike in certain places.
]]>Riding away in a fit of frustration after mumbling that it is, in fact, the BMW R 1300 GS and realizing you’re caught on video, not a photo, is about all you can do to save face.
There you have it. The BMW R 1300 GS is coming. No idea when or what features it will have, but based on what we know about the current R 1250 GS, other BMW models, and what’s trending in the ADV market, we can make some speculations about what’s to come.
Based on the spy photos floating around, there are some things we know, none of which should be surprising. The first is obvious: the Boxer engine is back, this time presumably pumping out 1300cc of displacement.
Judging by the huge engine covers over the cylinder heads, it stands to reason that the combination of air- and water cooling has been ditched in favor of full liquid cooling.
This could be a requirement of the bigger engine, a necessity to meet strict emissions laws, or a combination of both.
According to the German publication MOTORRAD, it predicts horsepower will be in the 150 range and torque around 145 Nm. Another certainty is the Telelever front suspension and Paralever rear suspension with shaft drive.
Starting at the front of the bike, we see a redesigned beak with a headlight integrated into it. It’s a different take from past GS models. Still, the space above, including the square space in the windscreen, could be used to integrate radar for adaptive cruise control and other safety features seen on the big-bore competition, like blind spot warnings. But with such a cloaked test bike to predict from, the final outcome could be much different than what we see here.
Moving to the tank and side panels, there’s a lot of shrouding and what could be fake panels used to either block or deceive the viewer.
The tank itself looks slim and contoured, though it doesn’t look particularly friendly for adventure riders who spend more time standing than sitting, as there doesn’t appear to be suitable shapes and lines to dig a rider’s legs into while standing.
We also see fully shrouded hand guards with integrated strips which could be turn indicators, reflectors, metal reinforcement, or even a decoy that won’t make it to the finished bike. Though it looks like the mirrors in the spy shots are recycled pieces from the BMW parts bin.
The rider sitting on the bike blocks most of the central portion of the bike, but what’s more interesting is all the stuff behind the rider. All the luggage we see in the spy photos doesn’t match what currently exists in BMW’s luggage catalog.
What makes it even more strange is that they appear to be held in place, or at least kept closed, with straps. That can’t be standard procedure.
However, BMW tends to be rather innovative when it comes to luggage, so we’re looking forward to seeing what’s in store this time.
In April, someone at BMW accidentally populated not one but two new GS variants to the BMW website—an R 1400 S and M 1300 GS. What’s even more interesting is that no Adventure version is listed on the website.
This has led some to believe that the R 1400 GS may not necessarily have a bigger engine but will be more off-road oriented than the standard R1300RS. And following BMW tradition, the M 1300 GS is going to be handed off to BMW’s M division to get all kinds of high-performance upgrades, similar to all of BMW’s M-series cars and the M 1000 RR sportbike.
While we don’t know exactly what BMW has in store, all this speculation circulating the internet has stirred up the rumor mill and led to some interesting possibilities. Whenever BMW introduces a new or updated model, it’s fully expected that some of the things mentioned here will make it, some won’t, and there will be other features up BMW’s sleeve we hadn’t even considered.
It’s always fun to speculate about what’s to come, especially when we have spy photos to work with, but what’s better is getting to see—and ride—the finished product.
]]>For many, this is the time of year when those precious motorcycles get drained of their fluids, batteries get connected to chargers, and hibernation (and possibly a laundry list of upgrades) begins.
Contrary to popular belief, winter doesn’t mean riding has to end—you just have to do it differently. You need to account for the cold weather and embrace it. If you do, you might find the experience to be just as enjoyable as moto camping at any other time of the year.
But the experience does require a certain amount of preparation. Specifically, things to take with you to make winter camping possible (and even enjoyable).
This will be our focus for this blog—the top seven items to add to your winter motorcycle camping trip. There are many other topics to discuss when it comes to moto camping in cold weather, and we’ve covered those topics in previous posts.
This one’s all about the stuff to bring. Some of these items may not pertain to you and/or where you’re going, so use your best judgment in those situations.
It all starts with your tent. As your home away from home, you’re going to be spending a lot of time in your tent. Make sure you pick one that’s suitable for the job.
Since you’re traveling via motorcycle and cargo space is tight, pick one that’s the smallest available that will still fit your needs. Fortunately, tents pack up rather small.
The important thing is picking one that’s suitable for the conditions. Since it’s going to be cold, you want one capable of handling winter weather – that means looking for labels stating it’s a 4-season tent.
You’ll find a lot of tents with 3-season labels on them. Unfortunately, the season it leaves out is—you guessed it—winter. Four-season tents typically don’t have mesh windows (to keep out the cold) and are built with more durable materials (also to better keep out the cold).
Not sure where to look for a tent? You’re in luck; our MotoTent makes for a great 4-season tent.
A sleeping pad might be optional when the weather is better (although we’d still prefer to have it), but in the winter, having a barrier between you and the ground while you’re sleeping is mandatory.
A sleeping pad will keep you far more comfortable. Plus, it will add an insulating barrier between you and the cold ground. Sleeping pads are rated with an R-value that determines what kind of weather it’s meant for.
The higher the number, the more it’s insulated. So choose wisely for the conditions. As a general rule for colder conditions, you want an R-value of at least 4.
One of the keys to staying comfortable overnight in cold weather is to have a good, cold-weather sleeping bag.
Sleeping bags have different temperature ratings, so go on the safe side and pick a bag that can safely keep you warm in conditions far below what you’ll be experiencing. This will give you a nice buffer in case the weather shifts unexpectedly.
The decision to choose down versus synthetic fibers is a controversial one. Down packs light and small but become useless once it’s wet. Synthetic fibers handle the wet better, dry quicker, and can still keep you warm.
If you choose natural down, keep it in a protective bag where it can’t get wet during transport. Alternatively, you can get a sleeping bag liner to add warmth. These pack light, but it’s also one more thing to keep track of while you’re traveling.
With the right sleeping bag, you can sleep in the nude. You need insulating layers in cold weather to stay warm while sleeping.
The good news is you’ve already brought some, in the form of the base layers you’ve been wearing under your riding gear all day (you ARE wearing base layers, right?)
As a side note, now is a good time to talk about keeping warm. Not just for you, but for inanimate objects, too. Specifically, water and batteries. This is often overlooked, but sometimes you spend so much time focusing on keeping yourself warm that your drinks and devices get neglected.
As far as the devices go, if you can take the batteries out of them, then do so. The device itself usually is capable of handling whatever conditions you’re subjecting yourself to (there are more specific tasks to consider with your electronic equipment, but we won’t get into those here).
Place the batteries inside a sealable plastic bag. Once you’re bundled up inside your tent with all your insulating layers, lying on an insulated sleeping pad, the best place to keep drinks and batteries from freezing is right there with you in your sleeping bag.
If you’re really worried about keeping them from freezing, then you can put them against your skin—against your chest, near your groin, or in your armpits. Anywhere your body accumulates heat.
As for yourself, before you get bundled up inside your sleeping bag, layer up, keep warm water inside the bag, and even use heat packs if you need to. All of these things are mentioned below in more detail.
We already mentioned it above, but you *are* wearing base layers, aren’t you? You’re going to be riding in the cold. It goes without saying you’ll need to layer up.
Granted, you might want to pack separate base layers for sleeping instead of riding, but that’s up to you.
A camping stove has so many uses it’s worth finding a place to pack it on your bike. Besides the obvious cooking uses, a stove is a great tool for melting snow and/or boiling water to drink, and you can also put some of that hot water in a bottle (or two) and keep it in your sleeping bag for extra warmth as you’re sleeping. If things get desperate, it can come in handy when building a fire, too.
Your extremities get cold quickly and easily. If you need a quick burst of warmth, air-activated chemical packs pack away small and emit plenty of heat. Keep some in your boots, gloves, sleeping bag, wherever. Frostbite is no joke.
Building a fire is important no matter when you’re moto camping, but it’s especially important during the winter. So be sure to earmark space for it. The good news is that the essential gear you need to make a fire is minimal and pack away nicely.
You can choose to go at it the old-fashioned way with a wooden bow drill, or striking steel on flint, or even using a magnifying glass, but unless you just really like struggling, we suggest easier methods of fire making. A heat source and tinder are the basics. There are several options out there for both. You can easily source a kit from any outdoor store and build a DIY kit.
This probably goes without saying, but lighter and waterproof matches are mandatory. If you have old inner tubes laying around, those also work great since they’re highly flammable.
Just to recap, this post is NOT meant to be a guide for everything you need to pack for a winter motorcycle camping trip.
Instead, it’s meant to highlight some important items to take with you or even easily forgettable yet very vital pieces of gear that will make the experience much more enjoyable – and potentially even life-saving.
You can add or subtract this list as you see fit and for your specific scenario, but if you’re planning on embarking on winter motorcycle camping for the first time, this is a great base to start from and modify as you go.
]]>Specifically, Ducati took the already capable Multistrada V4 and focused on ways to make it go farther, especially off-road, and with greater comfort and long-distance practicality. Let’s get into the changes.
Suspension has to be top of the list when you’re talking about serious dirt excursions, and with the Multistrada Rally, Ducati gave the Skyhook Evo semi-active suspension even more travel.
Both front and rear travel is now 7.9 inches, giving it a lift of 1.2 and 0.8 inches, respectively. This accounts for the 9.1-inch ground clearance. The semi-active suspension is now more accurate thanks to revised sensors that can better track the position of the front wheel.
This design increases the accuracy of the Auto leveling function that keeps the riding characteristics constant should you add or subtract weight from the bike (via a passenger, luggage, or both).
More ground clearance also means the Rally has a higher seat height—34.9/35 inches compared to the standard’s 33.1/33.9 inches. To help make it easier for the rider to hop on, Ducati have employed a trick similar to the Harley-Davidson Pan America (already used on the Multistrada V4S).
Called the Minimum Preload function, the rider can lower the bike at a stop or low speed by minimizing the preload in the shock. Once the rider is on, the Easy Lift function tells the semi-active suspension to open the valves for a few minutes to completely soften the suspension. This effectively makes it easier for the rider to “bounce” the bike off the side stand and into the upright position.
A reinforced bash plate is also included to keep the engine safe since the bike can tackle even more gnarly terrain. And since you’re going to want to go places, the 19/17-inch spoked wheelset allows you to put on good tires.
The key to going far is having enough fuel. While the standard Multistrada’s 5.8-gallon tank is rather large in itself, the Rally’s new 7.9-gallon fuel tank dwarfs it in comparison. After you have the big gas tank, you must also find ways to make the rider comfortable for the long haul.
Ducati’s solution comes in many subtle tweaks throughout the bike, both for the rider and their passenger.
Reducing the amount of wind hitting the rider keeps them fresh for longer, so the windscreen is 1.6 inches taller and 0.8 inches wider. Additional deflectors adjacent to the windscreen further direct air around the rider and passenger.
As you can see, Ducati hasn’t forgotten about whoever is sitting in the back seat. Further comfort details for the pillion include a longer tail unit to provide a longer seat for both rider and passenger. The top case attachment point is moved further rearward to give more leg room, and the passenger pegs have rubber inserts to reduce transmitted vibrations.
To give the rider more control, especially off-road, the steel footpegs are wider, have a more aggressive profile, and feature tool-less adjustment. A center stand makes it easier to perform maintenance and load bags evenly.
In typical Ducati fashion, the Multistrada V4 Rally is loaded with tech. The Bosch six-axis IMU is the heart of so many various tech functions, including the latest Bosch 10.3ME Cornering ABS, which takes into account the bike’s pitch and lean angle when determining the amount of brake pressure to apply.
Similarly, the IMU is vital in metering power output with the Ducati Traction Control and Wheelie Control. The IMU even helps with the cornering lights, allowing the lights to help illuminate around a corner.
Another new technology is the millimeter-wave radar system. On the V4 Rally, the system is used at both ends of the bike; the front is employed by the active cruise control, while the rear unit powers the blind spot monitoring system.
Of course, a modern Ducati is nothing without riding modes, and the Rally has four: Sport, Touring, Urban, and Enduro.
If you’re familiar with riding modes on other bikes, then these should be familiar to you; Sport gives you full power and taut suspension settings, Touring still has full power but delivers it more progressively, while Urban cuts power back to 115hp, gives mild response, and a softer ride.
Enduro, however, is a little different. It still cuts power to 115hp, but throttle response is sharper than in Urban. Suspension settings are tailored for off-road riding, while traction and wheelie control are set to their lowest positions. Basically, the rear tire is set free and is totally under your control.
Finally, the V4 Rally uses a new rear cylinder deactivation system to help with heat getting to the rider and with fuel mileage. Rear cylinder deactivation isn’t new for Ducati, but before, the tech was only used at a stop. With the V4 Rally, the rear cylinders will still turn off at a stop, but also at low speeds (except in first gear). If you want to accelerate and tap into the 1,158cc V4 engine’s power, the cylinders come back to life.
For a company known for its sportbikes, Ducati has built a very focused adventure machine that, on paper anyway, looks capable of handling any adventure you can dish out.
Time will tell if it can be mentioned in the same breath as BMW or KTM in the mega ADV wars (and don’t forget Ducati is now involved in the mid-weight war with its DesertX).
So far, we know that the Ducati Multistrada V4 Rally will be coming to North American dealers starting in May 2023 and will be available in Ducati Red and Brushed Aluminum & Matt black. Pricing starts at $31,495 USD.
]]>It’s not the best off-road, dual-sport bike out there, but it has an endearing quality about it that has earned it cult status and a long life—it simply won’t cease.
As long as patience is on your side, your buddies with fancier, more expensive bikes might get there first, but the trusty KLR will get there eventually.
Add to that a huge aftermarket following, and basically anything you want to do to the KLR, you can, including making the seat height lower.
There are many ways to bring the seat closer to the ground. Instead of turning to the aftermarket, in 2023, Kawasaki has decided to introduce the KLR650 S, a model specifically with low seat height in mind.
Look around Kawasaki’s model lineup, and you’ll see that accommodating different body types is something Kawasaki is embracing. There are S versions for various models across Kawasaki’s range, with tweaks to make them more comfortable for the tall, short, and everything in between.
As far as the KLR goes, from a mechanical standpoint, it’s the same KLR650 we’ve all come to know and love, but with a few little changes to help shorter riders touch the ground.
The easiest way to bring down the seat height on most bikes is just to give it a new seat with re-shaped internal foam. The overall thickness of the foam has gone down 1.37 inches (35mm), but Kawasaki is quick to note that overall comfort hasn’t gone down—the padding that’s still there has been strategically placed for comfort on long hauls.
In addition to the lower, reshaped seat, Kawasaki also changed the suspension settings to bring the bike down. For many vertically challenged, a reshaped seat can bring the feet close to or on the ground comfortably. This is good because the bike’s suspension settings don’t need to be changed.
However, if a scalloped seat isn’t enough, altering the suspension is another option to bring things down some more. With the KLR650 S, the fork now has 6.7 inches of travel, down from 7.9 inches on the standard model.
To accommodate, the fork springs and internal valving have been changed to handle bumps with the same compliance you’re used to and still resist excess dive when braking. The rear suspension travel is down 0.3 inches to 7.0 inches.
Kawasaki’s Uni-Trak rear suspension tie rod length increases 0.16 inches (4mm) for a better swingarm angle. Like the front, the shock gets different spring rates and internal valving to compensate for the shorter travel.
When you combine the reshaped seat with the reworked suspension, the overall seat height drops a total of 2.3 inches compared to the standard model. This is a huge difference for anyone who struggles to reach the ground on the normal KLR.
As far as bringing the bike down closer to the ground, that wraps up the changes. Now, Kawasaki also did little things like shortening the side stand to accommodate and increasing the distance from the peg to the shifter, but otherwise, the KLR is the same bike it has been for decades.
The 652cc single-cylinder engine is still here, unchanged, and it’s fuel injected – a switch that happened with its latest redesign a few years ago.
Regarding fuel, the tank shape keeps the rider’s knees in mind in both the sitting and standing positions. Also, the fuel pump’s location is at the lowest point of the tank, so the last bits of gas can be used up before needing to refill.
Opening up the KLR’s appeal to a broader audience simply by lowering the seat height is a brilliant move on Kawasaki’s part. The changes needed are relatively minor and shouldn’t take away from the KLR experience in the slightest.
Plus, Kawasaki has been able to do this without changing the price of the bike compared to the standard model—$6,899 for the non-ABS model, and $7,199 with ABS in the USA. Pearl Storm Gray will be available on both versions, and Candy Lime Green is only available on non-ABS versions (we don’t know why).
]]>A middleweight adventure bike that could seemingly do it all and even give all the giants in the class a run for their money (including KTM’s own 1290 Super Adventure), where would KTM turn for inspiration?
As it turns out, KTM engineers only had to look at its own 450 Rally bikes. When it comes to conquering any terrain, rally bikes were the perfect place to turn, so KTM really leaned into the 450 Rally when giving the 890 Adventure R a makeover.
You can see this influence in the new 890’s bodywork. There’s a new fairing, fuel tank, and cowling that are all inspired by the rally racer. More than just eye candy, KTM says the new looks also improve aerodynamics and rider comfort.
There’s also a lower windscreen for better off-road visibility, and yet somehow, KTM says this lower screen also provides better protection from the elements.
Mechanically, the new 890 Adventure R gets a 43mm WP Xplor fork and WP Xplor PDS rear shock. Both are now fully adjustable, with retuned settings for better off-road performance. It’s a little surprising to see the lack of a shock linkage, but KTM must believe everything works well enough without one.
For as much as KTM touts the 890 Adventure R as being the ultimate middleweight ADV, it didn’t forget that the bike is also going to see miles on the road.
To that end, there’s now an improved 9.3 ABS with a 6-axis IMU that tells the control unit info on the pitch, angle, speed, and overall behavior of the bike to give optimum braking force for any situation, on-road or off.
This also means improved cornering ABS, including an off-road version that deactivates rear ABS entirely for rear wheel slides and makes front ABS less sensitive. This setting is automatically activated when the bike is in Off-Road or Rally ride modes.
The addition of the 6-axis IMU means the lean-sensitive traction control can be even more refined to control unwanted wheel spin before it happens.
In addition, it can also better manage wheelies, so the front returns to earth more gently, helping to get better drive and reducing the chances of dreaded head shake when a wheelie goes wrong upon return to earth.
Speaking of returning to earth, the bashguard for the underslung fuel tank is now stronger and beefier, to better handle whatever you can throw at it.
Information is provided to the rider via a 5-inch TFT display, which isn’t new, but the coating to resist glare and scratching is.
The user interface is also new, with an easier to read navigation menu. An optional connectivity unit makes it easy for you to connect with the 890 Adventure R via the KTMconnect app and receive turn-by-turn navigation, music, calls, and even roadside assistance from KTM, if needed.
In a stroke of genius, KTM realizes owners might be weary of upgrading their bikes with different packages. So, to take the fear out of owner’s minds, KTM is now offering a Demo mode for the first 1500 kilometers (932 miles), which gives the rider access to everything the bike offers, including Rally Mode, so the owner can decide for themselves whether they want to return to the dealer and buy an upgraded package or leave their bike alone.
As you can see, KTM is taking the updates to the 2023 890 Adventure R very seriously. What was already a focused off-road machine for the road has leaned in heavily towards the dirt while maintaining a shred of on-road civility.
With the updates and changes to make the bike more capable off-road, we expect hardcore adventure riders to take to the new 890 like a fish to water. Bikes are expected to arrive in dealerships by December 2022. Pricing has yet to be announced.
]]>So much so that the company felt it was time to delve into the ADV market and cash in on the segment like many other traditional motorcycle companies are playing in.
With the DSR/X, Zero says you’re getting an electric ADV bike, and while it might look like some of Zero’s other models—primarily the SR/F and SR/S street bikes—Zero tells us this is an all-new model.
The frame and swingarm are new, the battery is the most energy-dense it’s made so far, and every detail on the DSR/X was designed with a seamless ADV experience in mind.
It means a riding experience with a very easy learning curve, especially if you’ve never ridden an electric motorcycle before. This starts with an upgraded motor rated to make 166 lb-ft of torque, more than any other Zero model.
Horsepower is rated at around 100. Having so much torque on hand also means putting it to the ground effectively.
Zero’s longstanding partnership with Bosch meant the latter could implement its full expertise in vehicle management, including a six-axis IMU, into the DSR/X.
Now the DSR/X benefits from lean-sensitive ABS and traction control. But on a more fundamental level, this also meant refining the throttle mapping to deliver smooth power.
Another aspect of the Bosch partnership was also refining the five different power modes: Sport, Street, Eco, Rain, and Canyon – the newest power mode. Canyon delivers full power, but with the regenerative braking settings nearly matching Eco mode.
So you can take advantage of the power on fun paved roads while hardly needing to touch the brakes. As an added bonus, you’re putting back a little power each time you decelerate, too.
The part you care about, though, is the Offroad setting. In addition to the five modes above, each of those five modes can also be switched to Offroad mode, giving you effectively 10 ride modes to choose from.
As you can probably guess, switching to Offroad mode keeps the power levels of whatever mode you started in but relaxes the ABS and Traction Control settings to allow you to have more control over the rear wheel, whether you want to spin it up or lock it. All of the rider aids can also be disabled if you prefer to have full control over the bike.
Mechanically, the Showa suspension front and rear are fully adjustable. You even get a preload adjustment knob for the shock to make that change super easy. Suspension travel is 7.48 inches at both ends.
Not super great for a real ADV motorcycle, but capable of light work. To help with ground clearance, the motor controller is moved under the subframe (it’s under the battery on the SR/F and SR/S).
Now, hardcore ADV riders will notice a few components on the standard bike that look out of place. First, the cast wheels and tires.
These clearly aren’t meant to take you deep into gnarly terrain. The good news is that Zero offers tubeless wire-spoke wheels and knobby Pirelli Scorpion tires, should you want to venture further than what the stock stuff can handle.
The second questionable component is the belt drive. Any off-road rider will tell you a belt poses all kinds of problems, but the two main issues are belt strength and keeping clean contact between the sprocket and the belt.
To help solve the first issue, Zero’s belt partner Gates developed a new belt that’s 2.6 times stronger than anything Zero currently uses. And to keep it from slipping, holes on the underside of the sprocket help dirt and debris escape.
That might be fine for light off-road riders or people who only ride in dry, sandy conditions, but real adventure riders will still see a problem with the belt drive system. Luckily, you can get a chain conversion kit from Zero if you want.
Obviously, everyone wants to know: Will I get stuck in the middle of the woods and have nowhere to charge? This becomes a complicated question to answer. Zero claims, at its lowest, meaning Highway riding at 70 mph, you can get about 85 miles from the battery. City riding will net you as much as 180 miles.
We don’t know what it will do off-road because testing criteria doesn’t exist. But seeing as the speeds generally seen off-road is slower than on the highway, it seems plausible you can ride for a while in technical terrain on a single charge.
To make exploring a little easier, Zero has partnered with the Backcountry Discovery Routes to highlight existing routes with charging infrastructure already in existence. The aim is to encourage the expansion of ADV routes and/or infrastructure to accommodate this new sub-division of electric adventure riding.
Coming in at $24,495 in the states, the Zero DSR/X is certainly not priced to be a toy, though it’s still considered one by many. Hardcore ADV riders who were put off by an electric ADV bike likely aren’t at all swayed now, but there is a case to be made that the average commuter during the week who likes to take a small off-road jaunt on the weekends might find the DSR/X a nice compromise.
If the BDR partnership bears some real fruit, that could help expand the DSR/X’s reach into more households. For now, however, it appears the DSR/X is a niche bike in an especially crowded niche as it is.
]]>For 2023, Suzuki has brought several updates to the V-Strom 1050 lineup, including two new models: the V-Strom 1050DE and V-Strom 1050DE Adventure. These replace the well-received V-Strom 1050XT and 1050XT Adventure models.
Before we get into the DE models, first, let’s highlight the changes to the entire V-Strom 1050 range. The big news is all models now receive a six-axis IMU (Inertial Measurement Unit), which was previously only available on the now-outgoing XT models.
The IMU is paired to Suzuki’s Intelligent Ride System, which is Suzuki’s rider aide suite of electronics that includes ride modes, cornering ABS, traction control, cruise control, and an advanced hill hold control that can adjust brake pressure for hill starts, slopes, and/or load on the motorcycle.
Updated electronics like this require an updated ride-by-wire system, new ABS control unit, new CAN wiring, and a new, more powerful 32-bit Engine Control Module (ECM).
Next, the V-Stroms get a quickshifter for both up- and down-shifts, meaning the clutch is now only used at a stop. There’s a new 5-inch TFT display, adjustable windscreen, 12-volt power adapter, new mirrors, and new LED turn signals and tail lights.
Mechanically, the 1050 V-Twin engine is essentially unchanged except for sodium-filled exhaust valves to help keep temps under control. First and sixth gears are revised inside the transmission for smoother shifting action.
A more durable O-ring chain comes standard, as does an engine bash guard to protect the vital underside of the engine from damage, mainly off-road.
Switching to the DE and DE Adventure models, the first change is to the wheels and tires. The DE versions use wire-spoke wheels (instead of cast wheels on standard V-Stroms), measuring 21 inches in the front and 17 inches in the back. Dunlop supplies the Trailmax Mixtour tires.
There are also physical differences for the DE as well. A new swingarm compared to the standard model adds 10% more torsional rigidity for better off-road control, and at least partially contributes to the DE’s longer wheelbase of 62.8 inches (61.2 inches for the standard model). Other geometry changes include different rake and trail numbers (27.3 degrees vs. 25.4 degree, and 4.96 inches of trail vs 4.33 inches).
Because the DE is focused on adventure riding more than the V-Strom ever has been, suspension settings have also been changed. The 43mm fork and single rear shock now have different spring rates, valving, and even pistons to better suit off-road conditions.
With those changes comes more ground clearance compared to the standard V-Strom 1050 (7.5 inches vs. 6.5) and more suspension travel (6.7 inches of front travel (vs. 6.3) and 6.6 inches of rear travel (vs. 6.3). There’s even a different, wider handlebar by 1.6 inches.
A new Gravel ride mode has been added to the rider aid suite, which presumably allows more rear tire spin-up should you want it. There’s also the ability to turn off rear ABS completely in case you want total control.
Other changes include a three-piece front fender, shorter windscreen, revised side, and center stands, and a fixed 34.6-inch seat height with the seat itself re-shaped to be more comfortable and provide more side grip when standing.
Specific to the DE Adventure version are 37-liter saddlebags made from 1.5mm aluminum for extra toughness, complete with a silver anodized finish. They are keyed with the bike and are said to be completely waterproof, giving your gear shelter should you ride or camp in bad weather.
If history is our guide, the V-Strom 1050 DE and DE Adventure will gain a cult following among die-hard V-Strom fans but will likely be a nice blip on the radar for the overall ADV scene. Nonetheless, Suzuki is dedicating more resources to keeping the aging platform relevant—and capable—in this expanding and competitive ADV market is commendable.
It appears to have the necessary upgrades today’s buyers are looking for, though we wonder if it’ll be enough.
But, as always, its affordable price tag—which, ironically, hasn’t been announced as of this post—will likely keep it relevant in at least a few minds of riders who don’t need all the bells and whistles more expensive European brands have to offer.
]]>But you’re not like most people, are you? You can push an adventure bike to its limits. You’re a special breed who likes to push the limit, often mistaking your big adventure bike for the slim motocrosser of your youth. Only now, instead of a manicured supercross stadium, the great outdoors is your playground and Black Diamond trails are what you live for.
As ready as you are for your next big motorcycle adventure, there’s a problem. Your adventure bike is still stock, right as it rolled off the showroom floor. There’s no way it’s ready for a serious off-road adventure like you are.
Not to worry—Lone Rider has you covered. Here are the six crucial items you need to ensure your bike is ready for serious adventure.
First things first, let’s get that bike protected. No matter how good of a rider you think you are, anything can happen when you’re out in the great unknown, and a busted engine case or oil pan can quickly ruin your ride. Motorcycle protection is cheap insurance to lessen the chances of that happening.
Depending on your motorcycle, at the very minimum, you should be looking at case covers for the engine or crash bars that extend and protect the cases. This is even more important if you ride a GS BMW with its boxer twin engine.
Also, a sturdy bash guard to protect your oil pan is mandatory; some also extend to protect the lower portion of your engine cases too. Guards, or other means of protection, for your handlebars, lights, and even your exhaust (depending on how it’s routed) are other important must-haves for serious adventure riding.
Think about it. If any of those components suffer major damage, it could make the rest of your trip extremely difficult or even impossible.
Forget the rest of your trip, major damage could end your trip right then and there and make getting back to base camp impossible. So invest in protection and give yourself the best shot at completing your journey. Lone Rider has all kinds of protection for the BMW GS series if you follow the Moto Armor page, not to mention armor for other popular models as well.
Once you have your bike thoroughly protected, the next step is to give yourself the best chance of not falling down in the first place. This all starts with having the right tires for the job.
You’ve probably heard it a million times already, but the tires are literally the only thing between your motorcycle and the ground. In this case, the ground is always shifting!
The best way to sift through the soft stuff and dig into the hard pack that will give you traction, is to get tires with big tread blocks – knobbies.
Several different tire companies make their own versions of knobbies with their own philosophies of how to do it best. Since a hardcore off-road adventure is what you’re doing, pay attention to the aggressiveness of the knobs.
Maintaining control of your motorcycle is obviously crucial, but we often focus on the bars and pay little attention to the pegs. Most stock footpegs are too narrow and/or meant for riding on the street. They might have rubber dampers to absorb engine and road vibration.
None of that matters in the dirt. In the dirt you want wider pegs, without the rubber dampers, with more aggressive tread to give your boots something to grip.
Lone Rider’s MotoPegs are the most advanced motorcycle footpeg because not only does it meet all of the above criteria, it’s able to articulate to match the rotation of your foot and ankle as you’re riding.
This one could be optional criteria depending on your bike and where you’re riding, but if night riding off-road is part of your plans (now that’s a serious off-road adventure), you need to see where you’re going far beyond where your standard headlight can see.
Light bars are available for several bikes, allowing you to mount all kinds of aftermarket lights to your bike so you can see exactly where you’re going. Even better, LED spotlights these days are small and compact, making them easy to mount (and re-mount) to throw the light exactly where you want it.
Another overlooked item (pun not intended) is the windshield. A big screen is great if you’re putting in long hours on the highway and don’t want the wind blast to wear you out, but you want the exact opposite off-road.
Whether you’re sitting or standing, you want to be able to see over your screen at what terrain lies ahead. More importantly, if you suddenly hit an unexpected obstacle, your momentum will carry you forward.
With a standard or large screen, you risk smashing your face – or worse, your throat – into the screen. With a short screen, you have a little protection for your gauges; otherwise, it’s as if nothing’s there, which could also be an inexpensive option if you wanted.
Then, there’s luggage. Motorcycle luggage is one of the mainstays of the Lone Rider catalog. A serious off-road adventure means packing your things for a few days away. The only way to do that is to put your things in luggage.
Lone Rider recommends its semi-rigid luggage for two reasons. First, if you fall off your bike, do you want your leg trapped under a rigid saddlebag? Unlike hard bags, semi-rigid luggage will flex and bend, possibly saving your leg.
On the other hand, a semi-rigid bag will keep enough of its shape to allow you to pack and organize your things neatly inside without expanding like a balloon. What’s more, Lone Rider Motorcycle Luggage is also waterproof, so your stuff stays safe, (somewhat) organized, and dry.
Serious off-roaders will find that their needs to outfit their bikes for serious treks will vary somewhat from what’s listed here, but without a doubt, protecting the vital components from damage and having proper tires are must-have items.
Need a visual representation of what to do to protect your bike, look no further than Lone Rider’s video, which you can also find on our YouTube channel.
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