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FINAL RIDES OF 2022
As I took the week between Christmas and New Year’s Eve off, I had some time to dedicate to my scoots. Thursday, December 29, I set aside to work on the SAC Cycle. The clutch had been finicky lately, and it wasn’t holding fluids, though no apparent leak could be found. I planned on putting her up on the jack and trying to find the culprit. I hadn’t ridden her yet this month, so I was looking at a “cheat” ride - basically filling up the master cylinder with fluid, pumping the clutch till I got some action, and taking her for a quick 1.5 mile ride around the block before putting her on the jack. Before doing that, I opted to check all connections and tighten everything down. I was surprised when I took off the cover of the master cylinder, she still had fluid . . . I topped it off, and tried the clutch . . . it had action . . . As it was a beautiful day, I figured I would go for a quick 10 mile spin around the Manassas Battle Fields and focus on the clutch feel to see if it acted up again. As the miles ticked away, the clutch felt rock solid . . . so I kept on riding. All told, I put an additional 69 miles on the SAC cycle and brought her odometer up to 109,100 to close out the year. All told, over the course of 22 rides, I put 3,528 miles on her in 2022 averaging 160 miles per day I took her out.
December 30 was a planned ride day for Jipci. The forecast called for a great riding day, and it didn’t disappoint.
Knowing this would be my final ride of 2022, I got up early (for a guy who has been off all week). I realized I left my riding pants in the back of my truck, so running out in the near freezing cold, I grabbed them so I could drape them on a chair over an air vent, so when the heat kicked on, the warm air would blow on them. As I knew I had a long day ahead of me, I made a simple but hearty breakfast - what in my family we call a Hunter's Sandwich - Because I grew up eating them while going hunting with my dad. The simple concoction of a fried egg, ham, cheese, with a slice of raw Bermuda onion, some ketchup, and a shake of hot sauce on Dave's hearty multi grain bread was exactly what I needed to go with my morning coffee and get the day started out right. I made one f or me and one for my son. After wolfing that down, I got my gear together and put on my now warmed up riding pants and boots. With my helmet, battery chargers, and Hydro flasks (one with coffee, one with water), and a few "just in case" snacks, I jumped in my truck and headed off to my shed where Jipci was waiting for me.
Getting to the shed, Jipci started right up. Since I installed the Fuel X controller, she has none of the historic Himalayan hard cold starts or stalling after she got started - She was as ready for this as I was. With 4,029 miles on the odometer and the thermometer saying it was 36 degrees outside, we were off on our final ride of 2022. The original plan I had was to head over and pick up some of Skyline Drive. I have had Jipci now for 14 months and have yet to experience the vistas and views from her saddle . . . Needing to change my glasses, and since I forgot to start my route in Rever, I pulled off in the Moo-Thru at the intersection of Routes 28 and 29 to make my final adjustments and decide what route I was taking. It had already warmed up a bit in the half hour since I left the shed. I knew I was in for a fantastic riding day. One of my destinations was the site of a “Drop” in the Virginia tag-o-rama on advrider forums. I wanted to get there to get the “Grab” before anyone else grabbed it. If I got the Grab, I get to pick the next Drop for others to try to get. But if I was in for such a day, so were other inmates (inmates are what the users of the forums are called - and once you get to know some of them- you will understand why) who were lurking, waiting for such a day to make a run for the elusive "Grab!" Thinking I would shoot down 29 to 33 and take 33 over to Skyline, then run Skyline down to 250, I figured I could reach the Grab by around 1:30 PM. I took a quick picture of Jipci at the Moo-Thru and sent it off to a group chat of guys from my Blue Knights Chapter because they know how I am about Ice Cream and Riding, and because it gets under Bob's skin when I do that - OK that was the first reason I sent that.
As I headed south, I kept marveling at how beautiful this day was. The forecast had called for Partly sunny skies, but there wasn't a cloud in sight. As I rode south, the voices started telling me . . . If it's a nice day for you, it's a nice day for other inmates . . . Someone else is gonna beat you to the Grab . . . Passing a few other riders out enjoying this perfect riding day only made the voices stronger, so to placate them I finally said - Fuck it! Get the grab first, and hit Skyline on the way back home . . . It made perfect sense. Skyline wasn't going anywhere . . . The Grab could elude me . . . Somehow, I remembered the address . . 1581 Maidens . . . I plugged that into my Garmin and followed her instead of my trial run of Rever. Having already passed by 522, I took 15 down to 250 then cut east to 522. As I turned on 522, I knew I was close and I passed a bike heading the opposite way. As I waved I thought, wait a second was that guy smiling, or laughing at me? Was that an inmate? Did he just get the Grab and is now running home to post it? Sumofabitch!!! I got to get there!! 522 ran into 6, and it was a quick ride to Maidens Rd. I made it! But . . . wait a second . . . The sign doesn't look the same . . . I pulled in the lot and rode back looking for that purple sign with white lettering, but it was not to be found, so I turned back to the road, parked Jipci and pulled out my phone.
I was surprised I remembered my password - Until today, I had never logged into advrider forums on my phone. But the Gods were smiling on me as I not only had signal, I actually remembered my password! Looking at the Drop, I compared what was around the sign to what I was seeing. The fence, the trees, the little white sign in front of it . . . Yup this is it . . . they just changed the sign . . . I also saw that, if I did pass an inmate heading home to post the Grab, I had beat him! Clicking my photo and quickly figuring out how to upload it from the phone, I had the Grab! Success!!!!
So 106 miles to the Grab . . . now for the amazing ride home and on to Skyline Drive. As I was this far south, I figured, why not kill two birds with one stone . . . Let me take 6 west and pick up a bit of the north end of the Blue Ridge Parkway and get Skyline Drive in! Visualizing where I would put the stickers for the BRP and Skyline on Jipci, I headed west. I hadn't ridden this stretch of 6 for about 10 years, but it was as great a riding road as I remembered. Following that for a bit I jumped over to 20 as I thought about trying to find a nice place on the BRP or Skyline for the Drop. Then something caught my eye . . . I passed by it before I could process the photo opportunity, but as my brain caught up, I decided to turn around and get some pictures. Not sure if this would be my Drop or not, I wiggled back through some nice roads following the signs . . . to . . . nothing there - WTF!!! Figuring it may just be a bit further than the signs indicate, and since the roads were nothing short of amazing, I pressed on. Until I finally decided to enter the destination into my Garmin. It wiggled me through some more amazing roads and brought me back to the same place of nothing . . . but a little sign I didn't see before . . . I read it and followed the instructions and was there in no time.
I took the pictures at Trump Winery for the same reason I sent Bob and the other guys the picture of the Moo-Thru . . . To get under someone's skin. Yeah I can be a jerk like that ;-)
After grabbing some pics there, I headed back towards the BRP and Skyline Drive . . . Taking the ramp to them (I was entering right at the Southern Point of Skyline and Northern Point of the BRP), I was confused by all the cars parked . . . everywhere. Reaching the top of the ramp, I looked north towards the Skyline drive entrance and saw the barricade and sign "ROAD CLOSED" Shit! I turned south and found another barricade and sign for the BRP. Technically, I was on the Parkway and there was a sign . . . so I grab a pic then tried to decide where to go from there.
I dropped down the west side of the mountains and headed north on 340. I figured I would take that to 33, take 33 up to Skyline and jump on there for the ride up to 211. I would get the drop along the way. With this plan firmly in mind, I headed up and turned into the entrance of Skyline Drive at 33. There was a a very cute and polite Park Service lady in the booth, and as I started to take out my military ID and park pass, she just pointed to a sign posted on the outside of the booth "SKYLINE DRIVE IS CLOSED". She said I could come in and park and hike or walk about, but I was out for a ride, so I did a U turn and headed out. Apparently Skyline Drive was hit hard by the storms and the downed trees and what not led to the closure of both of these magnificent roads.
I took 33 down into Madison and worked my way over to 29 to head home. My wife and I had a night to ourselves, so I may as well get home and enjoy the time with her. Along the way I stopped at my "back-up Drop" location. The Graffiti House in Brandy Station. Pulling in I took a couple of pics. I was disappointed that the house was closed for the season, as its history is pretty awesome. From the web:
http://brandystationfoundation.com/
A two-story frame structure located directly beside the railroad tracks, the Graffiti House is believed to have been constructed in 1858. According to local tradition, the building was used as a hospital site by Confederate soldiers following the Battle of Brandy Station and other local battles. Union soldiers used the house during the Winter Encampment of Brandy Station in 1863-1864. The Graffiti House is named for the signatures, inscriptions, and drawings of Civil War soldiers who drew on the walls with charcoal and pencil. Much of the graffiti that still survives is on exhibit in the house.
After those photos, I ran Jipci back to the shed . . . Putting her away for the year, her odometer read 4,346 . . . So on the 30th of December, I got her out for 317 miles. Ironically, this is the 2nd highest mileage day I had on her all year . . . Over 2022, I had ridden her a total of 2,974 miles over 25 days, averaging 119 miles per day that I took her out for a ride.
As I closed the shed door for the last time in 2022, I reflected that while this was a relatively low year in terms of mileage, it still was a great riding year as I broke new grounds and experienced new things on two wheels . . . all this will be covered in my upcoming year in review . . . Until then . . . RIDE ON!
#final ride#kawasaki#Kawasaki Motorcycles#Kawasaki Vulcan#Vulcan#kawasaki vulcan 1700#vulcan voyager#vulcan 1700#Voyager#kawasaki voyager#Kawasaki Voyager 1700#Voyager 1700#Royal Enfield#Royal Enfield Himalayan#royal enield himalayan#himalayan motorcycle#himalayan#advrider#Adventuremotorcycle.com#advmoto#Blue Ridge Parkway#skyline drive#Trump Vinyard#Graffiti House
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Published in: GearWhen it comes to soft luggage, there are many options on the market, with a wide range of prices and features. Having returned from a weeklong trip with hard panniers and struggling with packing issues, I went looking for a set of soft luggage with more room...
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Just found out that one of my photos was chosen for ADVMoto's top picks for 2017! This shot was taken in one of the Buddhist-Hindu parks just across the border from Laos into Nong Khai, Thailand. I couldn't believe they let me take my moto in there... #anythinggoesinthailand I'm busy preparing for my next adventure! If you'd like to be a part of it, there's a very unconventional way for you to give and join me as we discover together which organization will most efficiently use the money and how exactly it will be used. Donations will travel from Motorcycle - to Journalism - to Cause. gofundme.com/motogypsy (link in profile) Head over to @advmotomag 's website to see the rest of the amazing adventure bike photos from 2017 at https://adventuremotorcycle.com/news/advmoto-adventure-photos-2017 My photo was taken by the amazing Tony Supsin, who finagled permission for me to bring my motorcycle in there in the first place. ;) #advmoto #thailand #laos #klx #adventure #womenwhoride #motorcycle #adventuringforacause #rolandsandsdesign #giantloopmoto (at Nong Khai, Thailand)
#womenwhoride#laos#advmoto#rolandsandsdesign#anythinggoesinthailand#adventuringforacause#adventure#klx#giantloopmoto#motorcycle#thailand
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via nanotechnology - Google News
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https://adventuremotorcycle.com - Adventure Motorcycle Magazine is a bi-monthly print and online publication dedicated to international adventure motorcycling. We encourage the exploration of not only extreme terrain and nature's challenges, but more importantly what the adventures do to shape the rider.
Adventure Motorcycle Magazine
14506 Lee Rd, Unit GChantilly, Virginia,
20151 Ste G
Email Id: [email protected]
Tel: 5714852910
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@amasupermoto Round 1 in Boise, ID. #mxtrophies #custom #trophies #Repost @advmotomag with @get_repost ・・・ ADVMoto is proud to be the Title Sponsor for the AMA Supermoto Youth Series! We'll be awarding cool trophies, cash prizes and more to support the next generation of racers. @amasupermoto @ama_racing @mxtrophies Check bio for more info. Our website: AdventureMotorcycle.com . . . #amasupermoto #amaracing #motorcycle #instamotorcycle #motorcyclesofinstagram #adventure #adventuretime #adventurer #adventureculture #adventureawaits #adventureclub #adventureanywhere #adventuretravel #lifeofadventure #adventuregram #magazine #moto #motorbike #motolife #motorhead #instamotogallery #instamoto #motorsports #advmoto #advmotomagazine #dualsport #dualsportlife (at Boise, Idaho)
#mxtrophies#motorhead#motorcyclesofinstagram#adventureclub#trophies#motorcycle#advmoto#dualsport#adventureculture#advmotomagazine#amasupermoto#repost#instamotogallery#adventureanywhere#adventure#moto#magazine#instamoto#amaracing#motorbike#dualsportlife#adventurer#adventureawaits#instamotorcycle#adventuregram#motorsports#lifeofadventure#motolife#adventuretravel#custom
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Motion Pro’s BeadPro Bead Breaker Published in: Gear At some point in a rider’s life the need to remove a tire from its rim for either repair or replacement is inevitable. But man, handling a heavy bike using the kickstand to break the tire’s bead is a task unto itself. Thanks to Motion Pro there is a safer and easier way to tackle the task. I recently tried out their newly slimmed-down, lightweight and easily packable tool called the BeadPro. Made from forged aluminum, the BeadPro is a two-piece bar set weighing in at 9 ounces with a length of 9.8 inches. I found it required very little effort to break the bead from the rim. You simply mate the BeadPro bars together, then using leverage with a squeeze of the bars (and plenty of tire lube), the tire bead just pops right off. Once the bead is popped the BeadPro bars then perform double-duty as tire spoons to help remove the tire from the rim. For a trailside repair or an at-home tire swap the BeadPro has now become part of my standard tool kit. MSRP: $64.99 MotionPro.com PROS CONS ▲ Very lightweight ▼ Prefer slightly wider spoon heads with a tad more of a curve ▲ Made of solid aluminum and won't bend under pressure ▲ Easy to store and fit anywhere {gallery}ARTICLES/Gear/Motion-Pro/Gallery{/gallery} http://ift.tt/2mznuM9
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Friday night I had the great opportunity to catch a free screening of the newly released Wyoming BDR documentary sponsored in part by the good folks at ADVMoto (https://adventuremotorcycle.com). For those of you not familiar with what a BDR is, its a Backcountry Discovery Route (BDR) designed to encourage adventure riders to go out and discover great custom designed routes for a given area while supporting local communities and businesses and helping to support and preserve the lands the routes pass through. From their web page (https://ridebdr.com/mission/ ) their mission is:
"Backcountry Discovery Routes® (BDR®) is a non-profit advocacy organization that creates off-highway routes for dual-sport and adventure motorcycle travel. We have introduced a new route with free GPS tracks for the community every year since 2010 (with the exception of 2021 due to the global pandemic).Our work includes rider education, safety campaigns and promoting responsible travel for motorcyclists traveling in the backcountry.Our volunteer-powered organization works with agencies and land managers to keep trails and remote roads open for motorcycling.Each route generates new tourism that delivers sustainable economic relief to less-advantaged rural communities. This creates local stakeholders who will help fight to keep access for dual-sport and adventure motorcycles in these incredible backcountry areas."
The screening I attended helped support a local area business, Lost Rhino Brewery in Ashburn, VA by bringing over 100 enthusiasts to the establishment for the screening. While I have yet to ride a BDR, after meeting and talking with people who have, they are definitely on my bucket list.
I rode Jipci up to the showing and was the first to arrive. It was a pleasant ride up, with temperatures in the mid 50's and instead of the 19 mile direct route, I took the meandering 40 mile route up. When all was said and done, I would say about 10 bikes were there, but the spirit of the adventure riders was fully represented by the number of people who showed up. I didn't win any of the awesome door prizes, but I came away a winner as I met fellow enthusiasts, and may have found a new riding partner or two to explore with. The ride back was a bit cooler as the temps had dropped down into the mid 30s, but I was prepared and put on my heavy gloves and over-pants, and once again didn't take the direct ride home, as I enjoyed a crisp 35 mile night ride back home.
There is another screening in the area in the next couple of months, this one in Maryland at Bob's BMW. Though I've already seen the show, I may just head on up there to share the experience once again with other adventure riders. If you see one in your area - I highly recommend attending!
#WY BDR#WYBDR#BDR#Backcountry Discovery Routes#ADVMoto#Adventuremotorcycle.com#ridebdr.com#Royal Enfield#Himalayan#himalayan motorcycle#Royal Enfield Himalayan#lost rhino Brewery
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Best Used 650-900cc Dual-Sport Adventure Bikes Published in: Bikes With all sorts of adventure bike options ranging from simple, air cooled dual sports to race proven, liquid cooled powerhouses, the adventure bikes in this class can do almost everything. Best of all, many of these can be resold at nearly their purchase price, making them a worthy investment. This list encompasses adventure bikes from 650cc thumpers up to 900cc of multiple cylinders, so famous giants in the 1,200cc range are not included. A few of these are dinosaurs hailing from the bygone era of big-bore single cylinder glory when they were the most fire breathing four strokes available. In addition to these, there are newer bikes that have taken adventure riding platforms into the 21st century with fuel injection, ABS, spacious fuel tanks and big power. The choices here range from those ready for long highway miles in nearly stock form to those with an uncompromising dirt bias, so there can be something here for almost everyone. • BMW F800GS/GS Adventure: Featuring, at the time of its release, a new 798cc fuel injected parallel twin motor putting out power numbers comparable to the older R1150GS, this is a welcome alternative to the massive 1000cc+ adventure bikes associated with this market. These are modern contenders in the world of adventure bikes that offer the power and smoothness of multiple cylinders, but don’t weigh quite as much as the bigger giants. Instead of the iconic shaft drive found on the R-GS series, the F800GS uses a chain drive, which is easier to service in the field, but will also need consistent maintenance. For an extra cost, there are the fully loaded F800GS Adventure models that were released a few years after the standard F800GS. Those can be had with a convenient Electronic Suspension Adjustment (ESA) system and Automatic Stability Control (ASC) for traction management. Fortunately, the ASC and optional ABS can be turned off for dirt riding. Keep in mind that these modern electronic systems won’t be as easy to troubleshoot in the backcountry as the simpler bikes. The suspension has limited adjustability that might inhibit really aggressive high speed riding. The Adventure model features different cosmetics, a bigger 6.3 gallon fuel tank up from the standard 4.2 gallons, a bigger windscreen, a luggage rack, engine guards and around 30 additional pounds over the standard 800. If all you need are engine guards and a skid plate, it may be more cost effective to just upgrade a standard model. The F800GS puts out 400 Watts of farkle-ready power and have a respectable 9.5 inches of ground clearance, which results in a 35 inch seat height that can be lowered to just under 33 inches. These bikes are on the heavy end of the spectrum for sub-900cc adventure bikes, with the Adventure option barely passing the 500 pound mark, but they still have obstacle-friendly 21 inch front wheels like the Tiger 800 XC. These can be excellent adventure touring bikes that will eat up highway miles and still be very capable off road, assuming they’re in the hands of an experienced rider. PROS CONS ▲ Big 400 watt stator output for accessories ▼ Limited suspension adjustability ▲ Good 9.5 inch ground clearance for bigger bikes ▼ Small early recalls, check to confirm warranty work ▲ Options for accessories between F800GS models • Triumph Tiger 800XC: Released as a direct competitor to the F800GS, the Tiger 800XC is another option in the field of adventure bikes that have more than a single cylinder but don’t break the quarter-ton mark on the scale. The smooth 799cc inline triple makes more power than the BMW, but it doesn’t offer the same low-end torque as the parallel twin on the F800GS. It has more adjustable suspension than the F800GS, with roughly 8.5 inches of similar travel, but less ground clearance at 8.5 inches. Still, the differences in off road performance will only become noticeable at the margins of speed, both high and low, where the tighter steering geometry and more forward weight bias can make the Tiger slightly more challenging to control. The suspension is also slightly softer than what’s on the BMW. All Tiger 800 motors put out a monstrous 645 watts of electricity to power any accessories short of a microwave oven. As far as electronics go, the Tiger 800 gets the standard modern fuel injection, switchable ABS and then traction control in later models starting with 2015. As with any modern bike, the electronic systems can be more difficult to troubleshoot if, for example, water floods the instrument panel during a river crossing tip-over. The comparably low and adjustable seat height of 33.3 to 34.1 inches makes it more manageable when loaded with luggage, and the midsize 5 gallon fuel tank makes for good range between fill ups on the highway. The highway is also where the powerful motor does very well, as the smooth triple doesn’t vibrate as much as engines with fewer cylinders. Loads of options for luggage and protective hardware solidify this as another good option in the modern adventure bike category that can still do impressive things off road when in the right hands. PROS CONS ▲ Smooth, powerful engine ▼ Ergonomics not as well suited for technical riding ▲ Low, adjustable seat at 33.3 - 34.1 inches ▼ Occasional electrical issues ▲ Huge 645 watt stator output • Suzuki DL650 V-Strom Technically not considered a dual sport because of the chassis geometry and cast wheels, the DL650 V-Strom can actually be a surprisingly capable machine off the pavement. It will be most comfortable on paved and gravel roads, but skilled riders can do amazing things with this bike. This is the most highway-friendly 650 on this list, thanks to the v-twin engine that doesn’t vibrate quite like the thumpers, wind protection and the more street friendly 19 inch front wheel. The ABS and a low seat height can also appeal to newer riders, as can the less maintenance-intensive fuel injection, but the ABS is more challenging to turn off for dirt riding. These bikes really do have adventure riding potential, as shown by the plentiful aftermarket skid plates, engine guards and luggage racks. With just under 7 inches of clearance between the ground and nearly 490 pounds of weight, a skid plate can be a good investment depending on where you’ll be riding. The relatively large 5.8 gallon fuel tank will keep the 645cc liquid cooled engine fed for quite a while, and the upright riding position is comfortable for longer rides. Some changes have happened since its release in 2004, with dual spark plugs and optional ABS in 2007, and the next year a bump in stator output from 375 watts to 400. In 2012 it got heavily revised and is our recommended pick if you have the money. New cosmetics, larger and stiffer forks, longer rear suspension travel, power increases and a half-gallon drop in fuel capacity make for a very worthy set up updates. The 650 V-Strom platform has been around for more than a decade, and that shows in the aftermarket and in online resources. The stator can handle electronic accessories and the comfortable riding position can have you enjoying them for long periods of time, especially if you choose to replace the stock seat. While more street biased, the Kawasaki Versys is an additional option you may want to explore in this direction. PROS CONS ▲ Low seat height just over 32 inches ▼ Low ground clearance and limited suspension ▲ Smooth, fuel injected motor with higher power than 650 thumpers ▼ Relatively high weight for 650s ▲ Big 375-400 watt stator output for accessories • BMW F650GS/GS Dakar: Of the 650 thumpers on this list, the F650GS is the most capable on the street. However, it can still be a solid contender when the pavement ends, especially in the hands of a skilled rider. Some may also find it the most beginner-friendly bike on this list given its plethora of helpful features. Good, reasonable power, one of the lowest seats in class, a low center of gravity, a fairing and ABS all make for a comfortable riding experience. The low height works with the medium weight of roughly 420 pounds. From 2000 until 2007 BMW produced the F650GS and F650GS Dakar models with a durable, fuel injected, liquid cooled Rotax engine. A slightly tricky fuel injection system was solved in 2004 by a new FI system and the addition of a second spark plug. All models can get an incredible 55-60 mpg. The Dakar version has a proper 21” front wheel, appropriately higher seat and longer suspension travel. Both GS models have simple, damping rod forks with relatively short stock suspension travel at 6.7 inches for the standard and 8.3 for the Dakar, comparable to the Gen 2 KLR 650. However, the F650GS models have a massive stator output of 400 watts, so running fog lights, heated gear, a GPS and more is a breeze. Besides the V-Strom, few 650cc competitors can beat that with roughly 200 or fewer watts each. The fairing is also a nice feature for highway miles, and the air-cooled 650s don’t have much in that department. Switchable ABS helps keep it capable in the dirt, and the spoked 19 inch front wheel on the standard is still better off road than the 19 inch cast wheels on some competitors. With readily available luggage systems, the F650GS is a proven and well-liked platform for adventure riding where long highway stretches are going to be a factor, but you still want to be able to comfortably handle the bike in off road terrain. PROS CONS ▲ Low seat height under 33 inches ▼ Limited ground clearance and suspension travel ▲ Big 400 watt stator for accessories ▼ Some pre-2004 models: unpleasant fuel injection characteristics ▲ Proven reliability and good power • Kawasaki KLR650: The KLR650 is slightly more street biased than a perfectly 50/50 dual sport, but not by much. The KLR fits between the F650GS and the DR650SE as far as street- and dirt-friendliness go. The long-living, liquid cooled, dual cam motor is more complicated than its single cam competitors, but that difference is negated by incredibly helpful online resources. Soft, basic suspension and less than 9 inches of ground clearance limit high speed off road performance and the high center of gravity can make the nearly 435 pound bike more challenging to maneuver in technical terrain. However, the compromise gets you one of the biggest fuel tanks in class, a wide seat and a fairing for more comfortable highway riding. From its reincarnation out of the KLR600 in 1987, the KLR650 underwent changes in the engine for 1996 until a bigger redesign for 2008. Here it got new cosmetics, better brakes, stiffer suspension with less travel, and a handful of other changes. The infamous “doohickey” - the balancer chain tension adjuster lever - can disintegrate on any Gen 1 with any mileage, and the spring and “doo” replacement is still a recommended fix on all KLRs. In mid 2014 the KLR got updated again with stiffer suspension and a reshaped seat, but the 35 inch seat height has remained the same. After 30 years the real beauty is in how little has changed. The engine and frame are largely the same, so aftermarket parts practically grow on trees, there’s an endless wealth of knowledge online for parts and maintenance, and with a few upgrades this machine can cross the entire planet - as many have proven. An aftermarket skid plate and replacing the factory “doohickey” assembly will ensure the legendary reliability of this dual sport while countless luggage options ensure everyone finds something they like. Owning a KLR will help you understand why it’s become a cult classic. PROS CONS ▲ Massive aftermarket support and online resources ▼ Limited suspension and ground clearance under 9 inches ▲ Excellent overall reliability ▼ “Doohickey” fix ▲ Big 6 gallon fuel tank and lots of luggage options • Suzuki DR650SE: Sometimes called “The Doctor,” this dual sport can be the cure for those seeking a 50/50 dirt and street friendly, budget minded adventure bike. With a few changes throughout the years, Suzuki has had a chance to prove and almost perfect this model as the oil-cooled, single cam bridge across the gap between the XR650L and the KLR650 in every sense. Over the years from its birth in 1991 to 2005 it saw changes in frame design, suspension and the engine, leading to the current 12-year run of nothing but cosmetic changes since 2005. Just watch out for 1998 and 1999 models that haven’t had the starter idler gear issues fixed and for any year it’s worth making sure the Neutral Sensor Unit (NSU) hardware is secured with threadlocker so the screws don’t fall into the engine. As with the KLR, once the achilles heel is taken care of, the DR650SE is an excellent platform to turn into an inexpensive, well balanced adventure bike. It has easy options for better wind protection, medium 10.4 inch ground clearance, just over 10 inches of suspension travel, and comes from the factory with an oil cooler. It’s speculated that this oil cooler extends the motor’s lifespan to rival the KLR for longevity. Relatively low weight of approximately 365 pounds, a fairly low seat height under 35 inches with an optional kit to make it even lower, and a capable, reliable motor make this a realistic option for even a new adventure rider. While it’s more dirt worthy than the KLR, it’s also one of the most compliant 650 dual sports that can satisfy an experienced rider or a newcomer. Aftermarket parts all over the internet will fix any shortcomings such as the small metal gas tank, soft suspension and lack of a luggage rack to take this trusty machine wherever you can ride it. PROS CONS ▲ Oil/air cooled motor is simple and reliable ▼ Soft, simple suspension ▲ Low seat height under 35 inches and good 10.4 inch ground clearance ▼ NSU hardware needs threadlocker ▲ Considerable online resources • Honda XR650L: None of the other options in this class have gone from birth to the present day, 24 years later, with fewer changes than the XR650L. None of the other dual sports in this class share such a complete heritage with a racing big bore four stroke that had a widespread reputation at desert races like the Baja 1000, National Hare Scramble Championships, Grand National Cross Country Championships and the International Six Days Enduro. The genes of the XR600R are clearly visible in the XR650L. With adjustable cartridge forks offering nearly a foot of travel and a fully adjustable rear shock, it has capable suspension even for its age. 13 inches of ground clearance, an 18 inch rear wheel for full dirt tire options, no tire-saving rubber cush drive on the rear hub, no tachometer, skimpy wind protection and almost 100 fewer pounds than the KLR and F650GS make it far more suited for the dirt than the pavement. This is an example of the ever present compromise in the dual sport world that sits unapologetically on the dirt-friendly side. Highway miles will be less comfortable, it will chew through rear tires, and its 37 inch tall skyscraper of a seat is less than an inch away from full motocross height. However, 345 pounds it’s the lightest Japanese 650 with the best ground clearance in this entire class, but it’s height can add a challenge when loaded with luggage in technical terrain. Still, the air cooled single cam motor is reliable, simple to maintain, and there are many aftermarket options to build this into a very capable backcountry explorer. Once the low handlebars are sorted and a larger tank is added, this can be a versatile motorcycle for a budget-minded rider that will spend lots of time riding more aggressively off the pavement. PROS CONS ▲ Great adjustable Showa suspension, despite it’s age ▼ Tiny 2.4 gallon stock fuel tank ▲ Biggest ground clearance in class at 13 inches ▼ No oil cooler: engine oil can get very hot ▲ One of the lighter 650 dual sports at 345 pounds • KTM 640 Adventure: Somehow, KTM managed to squeeze a 6.7 gallon fuel tank, a fairing and liquid cooling into a sub-400 pound package. They did that with a mountainous 37+ inch tall seat and over a foot of ground clearance that can make the 640 Adventure a bit more cumbersome in low speed technical terrain than its more minimalistic sibling, the 640 Enduro. However, the fully adjustable suspension with almost a foot of travel keeps the chassis well planted during spirited riding. The 640s have both kick and electric starters, which add starting reliability for situations in the backcountry where bump starting may not be feasible. Despite the noteworthy success of the LC4 engine platform in the Dakar Rally, early 640 models had reputations marked with reliability issues, but those were largely smoothed out by 2004. Smooth, however, wouldn’t be how to describe the highway riding characteristics of the 640. The powerful 625cc liquid cooled motor creates significant vibration at higher speeds and the seat isn’t the greatest, but in the end your tolerance will determine if these are serious factors. The 640 models are examples of this class that lock down the dirt-friendly side of the spectrum, but that doesn’t mean the brakes have to be sketchy for street use because 2004 saw the introduction of dual front disks. Over time there have been progressive changes in suspension, carburetion and cosmetics, among a few other small things, and if you find an earlier model make sure the proper fixes have been done. With modern suspension, excellent power, a fairing and one of the biggest stock gas tanks in this class, these are well-equipped adventure bikes already in stock form. Add some luggage and these will take you far through the backcountry, and they’ll do so with speed and agility as well - traits that not all of these bigger bikes can boast about as well at the 640 Adventure. The LC4 eventually evolved into the most powerful single cylinder engine per cc in its latest version. The KTM 690 Enduro R was introduced in 2009 to America and instantly became favored by many as the best dual sport motorcycle on the market. Add Brembo brakes with ABS, heavy duty WP suspension, long service intervals, and the result is a bike that could please even the most demanding enthusiasts. Due to it's popularity, KTM 690 Enduro R's disappear off the used market as soon as they appear. Check-out ADVMoto's Project KTM 690R here! PROS CONS ▲ Great, fully adjustable WP suspension and big 12.4 inch ground clearance ▼ Highway comfort is limited ▲ High power with reliable carburetion ▼ Early reliability issues up to 2004 ▲ Good dirt-friendly ergonomics and huge fuel tank Depending on where you live, the Honda XRV750 Africa Twin, which shares lineage with the Dakar Rally winning NXR750 platform, can be another option worth exploring. Another liquid cooled Honda that also arrived in the late 1980s is the XL600V Transalp that was available in the US for 1989-1991, but is far more available in the rest of the world. The Yamaha XT660Z is the modern continuation of the air cooled XT600 series, which are additional options in the popular 650cc thumper class from the late 1980s and early 1990s. If you seek newer European thumpers, the Husqvarna TE610 and TE630 can be additional fuel injected, liquid cooled options. This isn’t a fully comprehensive list of the best 650-900cc dual sport adventure bikes available, but we feel these bikes offer excellent value for adventure riding. The characteristics discussed here should help you find the right adventure bike for your purposes, so please let us know your suggestions in the comments! http://ift.tt/2lMuFnj
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Backtrack Tuesdays: Buell Ulysses vs Ducati Multistrada Published in: Bikes A Harley-powered dual sport bike? The Buell Ulysses may stretch the definition of adventure touring designed, as Milwaukee says, for "90 percent road, 10 percent offroad" use. But nonetheless, it is the first Buell effort to court at least a portion of the backroad riders who include some dirt in their travel diet. First, a caveat: The Ulysses owner's manual specifies that the motorcycle is not legal for off-road use where a spark arrestor is required. Dirt roads, even fairly gnarled ones, are no problem on the Ulysses, but single-track trail work would prove a large chore even for a strong and talented rider. Once lost to the seductive sirens of gravity and fate, the brave Ulysses would quickly be beyond salvation. When 500-some pounds head downhill, only the quickest response will do. You would, as Barney Fife used to say, have to nip it in the buuud. So the solution to that potential hazard is simple enough; don't make impossible demands of the bike or rider. (And don't get caught if you're out of bounds.) A sport-tourer, by my definition, has to provide limited service in the dirt. If not, it's too much tour and not enough sport. For example, a bike like the Ducati ST4 or BMW R1150R would not be happy for long on a jeep trail. For me, sport-touring is represented by bikes like the Ulysses, Multistrada, BMW HP2 and the KTM Adventure 950R. I reckon what it comes down to is the feeling that there's a good deal more adventure to be had off-road than on. The Ulysses is billed as an "adventure sportbike," which is fair enough; a street scrambler in other words. Labels and buzzwords, like everything else, change. But this is hardly your average, street-legal desert sled in modern trim. The XB12X is a bundle of techno-expertise from around the world, with only the venerable Harley V-twin as the home-grown component. The frame, which doubles as the fuel tank, is from Verlicchi of Italy, fabricator of numerous Ducati chassis. Likewise the swingarm, which doubles as the oil tank, and the Showa suspension originate in Japan; wheels come from China; and add an Australian exhaust system and luggage from Germany. This multi-nationalism has obvious benefits in terms of both performance and reliability. Erik Buell designs his bikes to meet specific and precise requirements, then hires the best specialists to build the pieces. Not that the Buell was without annoyances; first among them was the loud cooling fan, which runs constantly below highway speeds on a warm day. The lack of steering lock ranked number two, which requires some back-and-forth to turn around in a narrow space, or you can lean it over, put yer foot down, and spin half a donut. The third item was the clever alloy backrest that folds onto the passenger seat when not in use; nice design, but it was a bear to unlatch to change the position. And the funky ignition switch placement on the left side of the headlight shell. And ... No, really... overall the Ulysses is a remarkably good (first) effort and an encouraging sign of things to come from the Harley skunkworks in East Troy. Just for grins, we put the Ulysses up against the Ducati Multistrada S, for which Bologna claims no off-road capabilities. Still, both machines are fundamentally street scramblers, and both offer luggage options to cover the sport touring category. So the obvious questions were under what conditions would the Buell have more to offer, and vice-versa and back again. So to find out, we set off to ride Highway One from Morro Bay to Half Moon Bay, CA and that would provide a fix on the sporttouring profiles. Then, on the return trip we would cut inland to Alice's Restaurant, fly south on Skyline Drive, and somehow find ourselves misplaced on a longer/rougher-than-expected dirt road in the mountains above Watsonville. That would establish the dualie-adventure credentials. About 700 miles round-trip. Tell you what, by the time we got to JJ's Homemade Burgers in San Juan Capistrano, we was hungry. As it turned out, both co-rider, Dennis Pegelow, and I ended up spending the most saddle time on the bike we each preferred. For him it was the Buell, and vice-versa, but it didn't begin that way. Before the ride, with about 100 miles on each bike, I favored the Ulysses for its easy power, moderately comfortable seat, all-round composure, and luggage capacity. Plus, at a slow-to-moderate pace in the dirt, it took less physical effort than the Multistrada. This, I thought, is my idea of a sport-touring bike. The Ducati, on the other hand, was shaky below 4,000 rpm, buzzy for another thou, and had one of the worst seats ever to sail forth from Italy, a land known for brutal seats. It had a bunch of extraneous bodywork styled to cover the mechanical bits, trendy mirrors with built-in turn signals, and did I mention the seat? And this was the new-improved, better-than-the-original seat! What the Multistrada did have was a dandy power-to-weight ratio, delicious mid-range grunt, nimble steering, Ohlins suspension, and that certain Italian sauce. And that's what got me in the end, so to speak. See, I'm a dirt rider at heart. When it comes to sporting dualies, if the paved-to-unpaved equation is close to 50-50, I'm willing to sacrifice some highway comfort for added agility in the dirt. According to the specs, the Multistrada is only 15 pounds lighter than the Buell, but underway it feels more like 50. This owes largely to the Ducati's lower center of gravity. The American machine steers heavier but by no means heavily when underway, unless you are crawling around at low speed such as trails or tight traffic. The Ulysses just pays a penality for its higher roll center. (Remember, the engine has been elevated to accommodate the underslung muffler, so the Harley twin's crankshaft sits a good half-foot higher than the Ducati's.) Still, the Buell can carve with alacrity in sweepers and the steady rush of torque transfers wonderfully to the tarmac. Exit speeds are exhilarating, wheelies are on-demand. But the Buell definitely demands a more robust push to set its appointed arc, and once dialed in it rails in convincing fashion. Two factors contribute nicely to this stability; suspension and tires. We changed the Ulysses' fork and shock settings by the manual, but by the time it would work well on both pavement and dirt, we had notched in about 400 pounds (rider and gear) worth of pre-load, compression, and rebound damping. The Ducati, conversely, had to be softened up significantly to work off-road. The Buell's specially-built Dunlops worked uncommonly well on varietal surfaces and the Ducati's Pirelli Scorpions are also good all-round rubbers. But it is power delivery and suspension compliance that point up the real differences between these bikes. Both engines make about 80 horsepower at the rear wheel, but it's the torque figures that tell the tale. The Ducati is pulling about 58 foot-pounders at 6,000 rpm, while the Harley pumps up 65 to 70 between 3,000 and 5,000 revs. So, while the Buell is comfortable at 20-30 mph on a cobbled dirt road, the Multistrada is buckboarding along below its natural powerband. On the other hand, when the speeds rise and the Ducati's engine and suspension reach their happy zone, the Ulysses becomes a pitching, heaving handful. Thus it was no surprise that Dennis came to prefer the Buell. So as a versatile multi-purpose platform for adventurous touring, the Buell takes the honors here. It will take the rider farther, in greater comfort and carrying more gear, than the Ducati. The Multistrada surely prevails as a street scratcher, especially on the twisty tarmac, but its comfort zone is more narrowly designed. Makes one wonder what a Sportster-based street scrambler would do, doesn't it? Originally published October 2006. http://ift.tt/2lDu3QP
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Weego JS12 Heavy Duty Charger Published in: Gear As adventure motorcycle technology advances, cameras, GPS systems, and helmet-mounted communications get smaller and lighter. And as our use of these technologies increases, so does our thirst for power. When traveling over long distances or off the grid, recharging devices can be a challenge, especially when considering the limited power-producing capabilities of smaller adventure bikes. Thankfully, the New Jersey-based company, Weego, provides a solution to this problem. Since moving to the Colorado Rockies in the middle of winter, my bike has been packed away in the garage. Recently I obtained the Weego Jump Starter JS12 Heavy Duty 12000 and decided to give it a test before the riding season started. Weighing in at just under a pound, and being about twice the size of an iPhone, I threw it in my pack for a day trip of filming. The JS12 comes charged out of the box, and Weego claims it will hold a charge for several months. I found that in recharging it after completely draining the unit, it reached a full charge in a little over three hours. From there I was able to recharge two Sena Prism action cameras along with my Sena 20s helmet comms and still have enough power remaining for an emergency jump start. The best part about Weego’s JS12 is the set of attachments that comes with the unit. Battery jumper cables and an optional SAE adapter tether give you the ability to easily jump-start a dead battery while in the backcountry. One USB port, an included array of phone adapters, and a 12-volt cigarette style adapter provide endless options for recharging devices, as well as several options to recharge the JS12 itself while on the go. Whether it’s kept in the saddle bag or in the glove compartment of a car, Weego’s JS12 packs a big punch into a small package, and deserves a spot in the kit of any power-hungry rider out there. MSRP: $149 MyWeego.com PROS CONS ▲ Lightweight and compact ▼ Requires three-hour charge time ▲ Little decline in charge over time ▼ Reduced effectiveness in cold weather ▲ Multiple power output for phones and computers ▼ Not compatible with MacBook ▲ Motorcycle-specific plugs available Where to Buy: http://ift.tt/2lGueLG
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Best Used 400cc Dual-Sport Adventure Bikes Published in: Bikes With more power than the smaller bikes and less weight than the bigger adventure bikes midweight 400cc dual-sport motorcycles can be exciting performers off road. Add some luggage and you’ve got the recipe for serious backcountry adventure potential on these versatile machines. There are budget-friendly used options as well as more expensive, higher performing enduros and even a midweight adventure tourer with serious heavyweight features. Comfort on the highway won’t always be a highlight, but we feel these are good examples that range from serious dirt machines to more comfortable long distance tourers. • Suzuki DR350SE Born towards the end of the era of midweight air-cooled dual-sports of the late 1980s and early 1990s, the initial DR350S was kick start only and could be difficult to fire up when hot. While they were already good bikes, they were greatly improved in 1994 with the addition of an electric starter (and an “SE” model designation). From there, they changed little until the end of their run. For their final two years, 1998 and 1999, the DR350SE got the cartridge forks from the dirt-only model, a welcome improvement over the simpler damping rod forks. The DR350SE was basically a street-legalized trail bike instead of the other way around, so extended highway miles won’t be as comfortable as off-roading. With a seat height of 35-inches, a typical dual-sport stretch, the DR350SE was considered somewhat heavy back in the day. By comparison, they weighed slightly less than modern liquid-cooled 250s. Liquid cooling adds consistency to performance, but the simplicity of the single cam air-cooled motor is an attractive feature on these older dual-sports. In fact, Austin Vince and a group of riders took several of them on a ’round the world expedition they called Terra Circa, and again a few years later on Mondo Enduro (MondoEnduro.com), proving that small displacement dirt-oriented bikes could be functional adventure motorcycles. If you’ve never seen Austin’s films about these two RTW trips, you’re in for a treat. Swapping the CV carb for a pumper carb from a DR350 dirt model will wake up the street model, and some jetting and exhaust work can help get the most out of the motor, but it’s typically best if kept close to the stock setup. A seat swap, a larger plastic gas tank to replace the steel one, and a luggage rack on the rear will make this midweight more suited for backcountry exploration. The aftermarket isn’t as active as it is for newer or longer running bikes Also, a DR350SE in poor condition isn’t worth much, but well taken care of examples are worth the extra dough. A bike with similar options along this direction include the Yamaha XT350s. PROS CONS ▲ Low cost ▼ Limited aftermarket ▲ Reliable SOHC air cooled motor ▼ 1997 and earlier had more basic suspension ▲ Good suspension and ground clearance for that era • Honda CB500X Released less than four years ago, the newer CB500X may not be as easy to find on the used market, but that could also be because owners don’t want to give them up. The stock version of the CB500X is somewhat street focused with cast 17-inch wheels and 6.6 inches of ground clearance. However, compared to many modern adventure bikes, the CB500X doesn’t come as close to breaking the 500-pound mark. Instead, it’s lighter than the more dirt oriented Kawasaki KLR650 while still offering the modern features found on many adventure bikes at twice the cost. The reliable, liquid-cooled, fuel-injected 471cc twin is a change from the usual single-cylinder thumpers that dominate the dual-sport class, and power output is smooth and user-friendly. Features on the much bigger adventure bikes such as ABS, massive stator outputs for accessories, and relatively low seat heights are not lost on the CB500X. ABS is available as a dealer option and the stator puts out a whopping 500W, which can run your fog lights, GPS and more without a hiccup. The low seat height is 32-inches, but if you’re more interested in increasing ground clearance than you are in keeping the seat low, there are noteworthy aftermarket options. Rally Raid Products came up with a solution to increase the adventure capability of the CB500X with multiple levels of available upgrades including suspension, wheels, engine guards and luggage. While not cheap, these upgrades help the CB500X fill the gap that’s left when trying to make a dual-sport more touring-friendly. It may have roots from the paved side of the field, but it hits the modern adventure mark with reliability and updated technology that, especially when coupled with the Rally Raid setup, makes it a user-friendly adventure bike. PROS CONS ▲ Good long distance capability and comfort ▼ Rally Raid Products setup adds cost ▲ ABS available that can be turned off ▼ Limited ground clearance and suspension ▲ Smooth, fuel efficient twin-cylinder engine is easy to use • KTM 450/525 EXC (2007+) Many dual-sports appear more as dirt bikes sporting street makeup, but a closer inspection can sometimes reveal street-influenced design characteristics. Case in point, the street legal line of KTM 450/525 dual-sports really are dedicated dirt bikes with little more than lights, license plates and some emissions compromises. Limited luggage and fuel capacity and comparably more stringent maintenance intervals ensure these bikes work best for the light travelling, soft luggage carrying adventure riders that value performance and capability over almost everything else. The older 450/525 EXCs had kick and electric starters which means you won’t have to face the challenge of hopping over the 37-plus-inch seat height to bump start them. Long travel, fully adjustable WP suspension, high power output and later fuel-injection confirm the age-old saying “you get what you pay for.” The first street legal KTM 450 in 2007 used the legendary Racing Four Stroke (RFS) motor that established a reputation at the World Enduro Championship and holds a solid reliability record. The 2008 switch to the XC4 motor saw possible decreases in reliability, but the issues seemed to have been ironed out by 2010. The introduction of a fuel-injection system in 2010 made for less maintenance, but those who find comfort in being able to troubleshoot a carb on the side of a trail may be more interested in the older versions. While highway speeds are not an issue for the motors and wide ratio six-speed gearboxes, rider comfort on the highway won’t be a strong suit for these light bikes. Bigger aftermarket tanks, better seats and lightweight luggage will get these incredibly performance-oriented dual-sports through anything you can throw at them. Stay on top of maintenance and you will reap the rewards of modern enduro technology that can push your adventure riding boundaries. While less common, the similar Husqvarna TE450 and TE510 dual-sports are comparable performers in this category. PROS CONS ▲ High engine output ▼ More frequent maintenance intervals ▲ Excellent inverted, fully adjustable WP cartridge forks and fully adjustable WP rear shock ▼ High cost ▲ Lightweight • Suzuki DRZ400S The DRZ400S is actually an evolution of the DR350SE, welcoming more displacement, liquid-cooling, and with time, upgraded suspension. Massive front forks, minimal wind protection and dirt bike ergonomics place this bike on the dirt-friendly side of the midweight dual-sport world, but when the going gets rough you’ll be happy for those characteristics. Early 2000 and 2001 models had the simpler damping rod forks, but then the DRZ400S quickly received the better cartridge forks from the dirt-only “E” model. In stock form it’s got reliable, functional horsepower, and for those who want to push the limits there are plenty of aftermarket resources to increase horsepower by leaps and bounds. Some find the five-speed gearbox ratios limiting for doing both technical low speed work and highway riding without changing sprocket ratios, but it can cruise at 65 mph with relative ease. You may notice the weight is almost exactly halfway between the liquid-cooled 250cc dual-sports and the lightest 650cc dual-sports, which is indicative of the middle-of-the-road nature of these bikes. Less than half an inch shorter than the big Honda XR650L, this is still a tall bike that can be a challenge when in low speed technical terrain and loaded with gear. But nowadays the DRZ platform still weighs considerably less than any of the bigger adventure bikes. People have been modifying the DRZ400 platform for a long time, so aftermarket resources are everywhere to get it ready for everything. Peter Foulkes and Jon Brookbanks showed us that with upgrades like a bigger tank, a skid plate, and wind protection can help take this capable dual-sport literally around the world. Another option in this direction is the nearly identical Kawasaki KLX400, which is dirt-only like the “E” model but can be found with street legal conversions. PROS CONS ▲ Reliable, proven engine ▼ Five-speed only ▲ Big aftermarket options ▼ Small gas tank ▲ Good, adjustable, dirt friendly Kayaba suspension * * * This isn’t intended to be a fully comprehensive list of the best used midweight dual-sport adventure bikes money can buy, however, we feel they offer excellent value in the world of dual-sport adventure riding. The merits and drawbacks discussed in this list should prompt further exploration into finding the right bike for you, so please let us know your suggestions in the comments! {gallery}ARTICLES/Bikes/400cc-adventure-bikes/Gallery{/gallery} http://ift.tt/2kMkRZj
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How to Build a 2016 KTM 690 Duke Adventure Published in: Bikes Having the best of both worlds—that was the goal for building the 2016 KTM 690 Adventure and it started with a new KTM 690 Duke. It’s much lighter and has a lot more power than the other 650s in its class. Of course you could buy a 2016 KTM 690 Enduro, but the Enduro is just not as friendly at freeway speeds. Footpeg and handlebar vibration are annoying on the highway, and it has a much taller seat. The 2016 KTM 690 Duke feels smooth—much better than everything else in the 650cc to 700cc single cylinder family. The only drawback is the 690 Duke’s inability to handle dirt, which can be remedied by the addition of a 19-inch front wheel for more dirt pattern tire choices—not to tackle the sands of Dakar or scale the peaks of Colorado on rocky jeep roads, but to enjoy some exploring the secondary graded dirt roads you won’t have to bypass. With these modifications, the 690 Adventure Duke becomes more usable as a sport bike that’s somewhat dirt-road capable, but is still top of its class on a twisty section of hardtop. Kind of like an “Austrian Army Knife,” a real hooligan with hiking boots and a backpack ready to go just about anywhere. Adapting a 19-inch Spoked Front Wheel The change to the 19-inch from a 17-inch wheel will not have any noticeable effect on turn-in or steering effort as the Adventure Duke carves the canyons just as well with either size front. It does, however, change the ride height slightly. The KTM 690 Enduro front hub goes right on the 690 Duke. The front axle fits but you’ll have to machine spacers to align the Enduro hub to the Duke fork width. Use an Excel 2.15 x 19 black rim and Dubya 19-inch spokes. Move the front fender up by replacing the stock one with the 2008 KTM SMR high fender. To do this, fabricate an aluminum plate to attach the fender and mount the plate to the two studs coming out of the lower fork clamp that holds the headlight at a right angle. Use an 8mm bolt through a handlebar-end hand-guard expansion sleeve, and insert it into the center hole of the fork clamp T-stem. The expansion sleeve just fits up into the tee stem hole and holds the aluminum fender bracket in place in a three-point mount. The brake caliper from the 690 Duke aligns with the 690 Enduro 320mm disc. Use the Duke front brake disc size of 320mm with the 690 Enduro hub bolt pattern. Galfer makes a 320mm front brake disc for the KTM 690 Enduro front hub. Get the ABS sensor from the 690 Enduro (the 690 Duke disc and sensor will not fit the 690 Enduro spoke wheel front hub due to a different brake rotor mount bolt pattern). Mount the tire of your choice. There are many 19-inch front tire choices that work well on pavement and dirt. The tire choice will affect traction, so don’t play racer on the pavement with an adventure tread front without feeling the traction limits first. The Shinko Adventure Trail E804 works well on both dirt and street. Much better than the squirmy feel of the OEM 21-inch fronts found on most adventure bikes. For more of an adventure bike look and some hand protection on cold days, add the KTM 1190 Adventure handguards. The bar end mirrors from Rocky Mountain ATV/MC attach to the handguards with a couple of short spacers and some 8mm button head cap screws. The handlebars are from Rocky Mountain ATV/MC—Tusk FatBars in black with an ATV high bend. The GPS AMP Rugged Mount for the Garmin Montana 600 goes on a 1-inch ball stud at the handlebar clamp. The 12v power for the GPS is from the Duke OEM wire harness behind the headlight mask. A 12v red and black female connector is wired into the harness for grip warmers or a 12v outlet. It works off the ignition key, so the GPS only works on bike voltage when the key is on. Add a 1-inch ABS plastic spacer with an 8mm countersunk head bolt to the bottom of the OEM side stand. Make the side stand’s pad diameter about two inches for better stability when parking on a dirt surface. Attach the new extension to the base of the side stand by tapping an 8mm hole for the counter sunk bolt. The footpegs are from IMS—they’re longer and with teeth to hold your feet in place. The new Rally Pegs from a Kawasaki KLR 650 bolt right on and use 8mm through bolts in place of the OEM pins. The windshield is from a Kawasaki KLR650. It’s two inches higher and offered as an accessory from Kawasaki. Just trim about two inches off the bottom where the black is and add a couple of mount tabs riveted to the OEM Duke headlight mask. Luggage for a day trip or a longer journey includes a tail bag from Saddlemen, and DirtBagz side bags from DBZ Products. The DirtBagz are the “Scout” model size and hold enough for a week’s trip if you pack light. The Dirtbagz include custom-built attachment mounting rails that bolt right on. Adapting a 17-inch Spoke Rear Wheel from a 690 Enduro Special note: If you feel that spoking up wheels is a little beyond your skill level, take your wheel components to a shop with wheel building experience. The extra cost is sometimes worth it. The 17-inch rear wheel size is recommended to keep the seat height as close to stock at 32 inches as possible. (An 18-inch rear, like what comes on the KTM 690 Enduro, will fit right on, but raises the seat height a little.) Use 17-inch rear spokes from Dubya with an Excel 4.25 x 17 black rim. Make sure to keep the same offset from the Duke cast wheel when spoking up the 690 Enduro hub to the 4.25 Excel rim. You will have to use the 690 Enduro rear disc. The Duke rear disc is the same diameter, but a different bolt pattern. The rear hub is a cush drive from a KTM 690 Enduro. The 40T rear sprocket from the Duke is interchangeable. Rear tire choice is the same as the front. A 130/80-17 Shinko Adventure Trail E805 from Rocky Mountain works as well on the pavement as it does on graded dirt roads. The skid plate “Under-Engine Protector” is from a KTM 690 Enduro. It keeps the rock chips from dulling the front of the engine and looks good. Attach with a couple of fabricated tabs to the front engine mount bolt and with a turned-up aluminum plate riveted to the rear of the ABS skid plate. The aluminum plate is bent so it slips over the rear cross brace between the frame rails and it makes removal easy to change the oil. To add the skid plate, you’ll have to remove the center muffler. Keeping the stock rear muffler in place will give a slightly louder note, but not too noisy. Or you can keep the stock OEM exhaust and center muffler in place. It just looks clunky with that big snow shovel shape under the engine. And the stock rear muffler location will interfere with the lower part of the right side DirtBagz. If you do remove the center muffler you’ll have to fabricate a pipe from the stock header below the oxygen sensor that attaches to the header pipe. This will require a good fabricator and TIG welder to make it look professional. Parts and Accessories Wheels Dubya USA DubyaUSA.com Excel front rim, black 2.15 X 19 $190.23 Excel rear rim, black 4.25 X 17 $367.43 Spoke set with nipples (2) $99.95 Galfer disc, front $220.00 Galfer disc, rear $112.00 KTM 690 Enduro OEM Parts 3 Brothers KTM 3BrosKTM.com Front hub $278.29 Front ABS sensor $24.69 KTM 2008 SMR 690 front fender $29.99 KTM 1190 Adventure handguards $64.99 Rear hub $279.39 Rear hub coupler w/damper rubbers $216.63 Rear ABS sensor $24.69 KTM 690 Enduro skid plate $40.89 Tires/Parts Rocky Mountain ATV/MC RockyMountainATVMC.com Shinko Adventure Trail E804 100/90-19 front $72.00 Shinko Adventure Trail E805 130/80-17 rear $89.88 2002 Kawasaki KX125 fork guards $25.88 Kawasaki KLR 650 tall windshield $74.95 Tusk FatBar ATV high handlebars $39.99 Tusk bar end mirrors (ea.) $19.99 Garmin AMP Rugged Mount GPS mount $56.92 IMS Rally No. 333116 foot pegs $199.00 Saddlemen tail bag $95.00 DBZ Products (DBZProducts.com) rear side bags $225.99 Other Specifications Wet weight: 330 lbs. Seat height: 32 inches MSRP for a 2016 KTM 690 Duke: ~$8,900 Range: 200–250 miles per tank (with an extra gallon carried in tail bag) | 55–65 MPG Freeway and back roads Cruises at: 75���80 mph with very little vibration. Mirrors: Much easier to see out of. {gallery}ARTICLES/Bikes/KTM-690-Adventure-Build/Gallery{/gallery} http://ift.tt/2kMgcoK
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Tire Pressure Monitoring System From RRR Tool Solutions Published in: Gear Gone are the days of manually checking your tire pressures—or forgetting to. Before every ride I tell myself to check, then I pull out of the garage only to remember that I forgot. Wondering if your tires are at the correct pressures or temperatures, whether on- or off-road, can be a big distraction. With the TPMS by RRR Tool Solutions, you’ll have a real-time readout right on your dash. The Tire Pressure Monitoring System (TPMS), built specifically for motorcycles with tubeless wheels, is everything you could want and a little extra. Sensor/valve stems are mounted from inside any tubeless wheel’s rim that accommodates a standard valve stem. I’d recommend this upgrade during tire changes because removal of the tire is required to fit the new sensor/valve stem. Installing the surprisingly well made and very waterproof display unit is as easy (or as difficult) as finding a wire controlled by the ignition switch. The kit includes a spade connector that simply wraps around an ignition-controlled wire and the display unit’s positive wire and, with a firm squeeze, makes a piercing connection into both. The ground wire is then attached under any bolt on the frame that isn’t critical (not a frame-to-engine or suspension bolt) or run all the way back to the battery if you're so inclined. If you think having a TPMS that will alert you to “low pressure” is nice, this will blow your hair back. The unit provides real-time readouts of individual tire pressures (+/-1 psi), with a programmable low pressure alert which turns the display from blue to red. Front and rear tire temperature readouts are also provided, along with a high temp alert. Real-time readouts of tire temperatures and pressure variations from the start of the day to mid-ride will prove valuable, too. Last but not least, a battery voltage display and low voltage alert are the icing on the cake. Head over to the RRR Tool Solutions website for fitment on valve stems 11.5 or 8.3 mm, and to check out their tools and other solutions for adventure riders. MSRP: $175 RRRToolSolutions.com PROS CONS ▲ Never again wonder if you have eight pounds or 28 pounds of pressure in a tire ▼ You may have to make a display mount ▲ No second guessing if you have a flat after hitting a rock or running over something ▼ Three-year battery life on replaceable sensors ▲ Displays psi, kPa, or bar and Fahrenheit or Celsius ▼ Tires have to be removed for installation {gallery}ARTICLES/Gear/RRR/Gallery{/gallery} http://ift.tt/2ki4sco
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Best Used 250cc Adventure Dual-Sport Bikes Published in: Bikes Don’t be discouraged by small displacement motorcycles. Many of these adventure/dual-sport models are beginner friendly, fun for experienced riders and won’t let you down. These bikes were chosen because they span the versatile middle of the dirt-to street-friendly spectrum and we feel they have exemplary characteristics like ease of ownership, reliability and performance while used examples still fit within a wide range of budgets. With options for simple, air-cooled motors that take little more than oil changes to keep alive, to more powerful liquid cooled motors that are still easy to take care of, there are lightweight options for many applications. All have relatively low weight, helpful aftermarkets, plentiful online resources and the capability to take you almost anywhere. The small dual-sport adventure class bikes have so many choices that not all from this competitive field could be included, so additional options for liquid- and air-cooled bikes at equally varying prices are out there for your exploration. • Yamaha WR250R While it may be the most expensive budget used option in this list, you’ll be happy to know that the extra money goes to tangible differences in performance. The WR250R is the most powerful 250 in this class, including the competitive Honda CRF250L. However, because this fuel-injected engine makes its power higher in the rev range, you will want to keep the revs up and shift more diligently to take full advantage of its power. Still, for the near-300lb. weight that is normal for modern liquid cooled 250s, the power is acceptable for a beginner yet more experienced riders will still enjoy rapping it out. The suspension may be the most modern out of this group, including the bigger bikes, which makes a big difference when the riding gets spirited. The high ground clearance hides the low center of gravity that helps make this fairly tall bike—taller than some 650s at 36.8 inches—a great fit for taller riders in the stock configuration, however, the available lowering links can make it more manageable by dropping the seat height two inches. Lowering the seat also means lower ground clearance, so consider a skid plate for added protection from obstacles. More basic instruments that lack a tachometer, and ergonomics better suited for dirt riding lean this 250 solidly towards the dirt side of the spectrum. On the highway, the WR250R is still a small, light bike with limited wind protection, just like the other 250s. Still, followed closely by the CRF250L, this Yamaha has the highest stator output in this class at 350W—allowing for easy use of a GPS, auxiliary lights and more. With a handful of modifications, such as an aftermarket tank and a luggage system, you can turn this dirt-friendly dual-sport into a fully kitted lightweight adventure bike. PROS CONS ▲ Biggest small bike stator output at 350W ▼ Small gas tank ▲ Excellent inverted compression/rebound damping adjustable cartridge forks and fully adjustable piggyback shock ▼ Tall seat height ▲ High power for a street legal 250 • Kawasaki KLX250S The KLX250S is a slight step below the WR250R in terms of performance and components, but this change comes with a very considerable drop in price that still includes modern, adjustable inverted forks and liquid cooling. Part of the lower price means a carburetor instead of fuel injection, which may appeal to the riders that value being able to service a carb on the side of a trail. Still, the suspension travel and 297-pound weight are similar to the WR250R, but at 35 inches the seat is an inch and a half shorter. For 2009 the most noteworthy changes to the KLX250S were revised gear ratios and slightly less suspension travel with new valving to increase stability, as well as new cosmetics. Any years of the KLX will be reliable because the motor doesn’t put out enough power to wear itself into frequent maintenance jobs. The KLX250S sits comfortably in the middle of the street-to-dirt spectrum with entirely acceptable performance in both fields. Both on- and off-pavement, the early torque and consistent power curve make the motor easy to use, but it won’t be ripping lugs off your tires. The low center of gravity is the compromise for medium ground clearance that may require a better skid plate. Putting out slightly over 200W, the stator isn’t breaking any records compared to bigger adventure bikes, but it’s enough to run a few accessories such as more powerful lights. If you’d like more engine power there are options to re-jet the carb, add a free-flowing exhaust, and even bore it up to 351cc, so this can make an excellent starting platform for a serious modern dual sport adventure bike. For a full review, check out the ADVMoto Kawasaki KLX250S Review. PROS CONS ▲ Modern inverted compression damping adjustable cartridge forks and fully adjustable piggyback shock ▼ Carb means harder cold starts than fuel injected 250s ▲ Good mix of modern components with carbureted simplicity ▼ Small gas tank ▲ Accurate 50/50 street/dirt balance • Honda CRF230L/CRF250L While it has normal dirt bike sized wheels, the lightweight CRF230L has a low seat height under 32-inches and a low center of gravity that makes it a very versatile beginner dual-sport. It’s got a docile, air-cooled motor and ergonomics that follow slightly more traditional trail bike proportions than the Yamaha TW200, but can still be extremely attractive for shorter riders. Complacent stock suspension will take a beating, but can get pushed to its limit in very spirited trail riding. The bulletproof 223cc motor won’t pull you up to interstate speeds, but it can handle 55mph country roads without many issues and with excellent gas mileage. An aftermarket seat for comfort, taller bars and a skid plate will go a long way in turning this into a lasting, easily maintainable adventure/dual-sport bike. If you grow out of it, or find yourself looking for something different, you will still be able to sell a well-kept example for a good price, so it is an excellent starting point for many riders. However, with a slightly bigger budget for modern liquid-cooling, fuel-injection, newer inverted forks and better highway characteristics there’s the CRF250L. The bigger ergonomics will suit taller riders better than the 267 lb. 230L, but at 320 lbs. wet it’s on par with the DRZ400S while still making 250cc power. The stock suspension on the 250L may not be as adjustable as the other liquid-cooled 250s, but it’s significantly better than what’s on the less expensive air-cooled options. Your travels may require auxiliary lights, heated gear, a GPS and more, and the big 337W stator can handle it. More luggage options than the 230L will also make it better suited for long distances, as Steph Jeavons has shown with her 250L world ride. If you’ve got the budget for a brand new 250, the 2017 CRF250L Rally is a full-fledged small-bore adventure bike with a fairing and available ABS. It’s hard to go wrong with either version of the CRF-L series as both are proven and well liked. For a full review, check out ADVMoto's Honda CRF250L Review. CRF230L Pros and Cons: PROS CONS ▲ Low seat height and weight ▼ Low power means limited speed ▲ Simple, two-valve air cooled motor with six-speed trans ▼ Limited suspension capability ▲ Considered more capable off road than the XT250 CRF250L Pros and Cons: PROS CONS ▲ Low seat height for modern liquid-cooled 250 ▼ Heavy for a small bike ▲ Big stator output at 337W ▼ Only suspension adjustment is rear preload ▲ EFI gets great fuel mileage: 60-70mpg • Yamaha XT225/XT250 Further options in the lightweight, air-cooled, small displacement class of dual-sports are the proven XT225 and XT250 platforms. A few years after its introduction in the late 1980s, the XT225 got the addition of an electric starter in 1990. In 2008 Yamaha replaced the XT225 with the XT250, and the changes made with the introduction leave both models with different but desirable characteristics. Both are found all over the world, and while the aftermarket isn’t as saturated as it is for some other bikes, replacement parts are readily available and inexpensive. Like the other small bore dual-sports, the lighter 267 lb. XT225 is no powerhouse, but it has a user friendly six-speed gearbox and very convenient stock skid plate. Grease fittings on the XT225 suspension linkage make it easy to re-grease. Further advantages include the common Mikuni carburetor on the 225 which is easier to re-jet for power modifications than the less common Teikei carb on the 250. The XT250 has a slightly more limiting five-speed transmission and it’s heavier at 291 lbs., but it’s got a slight advantage in power and a rear disc brake instead of the 225’s drum brake. The XT250 also has more durable hubs than the 225, on which you should regularly check the spokes for proper tension. For 2013 the XT250 received fuel-injection to replace the carburetor making it one of the few fuel-injected air-cooled dual-sports, which can benefit riders who ride to very high and low elevations on a regular basis. Both the 225 and 250 have simple stock suspension and surprisingly tall ground clearance given the very low 31.9-inch seat height. Lois Pryce, proving it’s realistic to take an inexpensive route into the world of adventure riding, has shown how capable the XT225 platform is for long distance travel, which it does with light weight, compliant ergonomics and reliable powerplants. These two Yamahas offer inexpensive routes into the world of adventure riding, and they do so with lightweight, compliant ergonomics and reliable powerplants. For a full review, check out ADVMoto's Yamaha XT225 Review. XT225 Pros and Cons: PROS CONS ▲ Low seat height and very low weight ▼ Spokes have a tendency to loosen ▲ Simple, two-valve air cooled motor with six-speed trans ▼ Soft stock suspension ▲ High ground clearance for such a low seat XT250 Pros and Cons: PROS CONS ▲ Low seat height and low weight ▼ Five-speed transmission and limited power ▲ High ground clearance for such a low seat ▼ No aftermarket oversize tank options, uncommon carburetor ▲ Late model fuel injection (2013+) • Yamaha TW200 Don’t be fooled by its limited suspension travel, unique wheel sizes and small motor because this is likely the closest you can get to a mountain goat with a street legal motorcycle. The big tires offer so much traction that when you’re in the first gear it feels like you could crawl up trees. Relatively low weight of 278 lbs., a very low center of gravity and 31.9-inch seat height make this an excellent choice for riders who don’t want to hike over seats as tall as an NBA player’s inseam. Introduced in 1987 with both a kick and electric starter, little else changed in 2000 aside from a different carburetor, losing the kick starter, gaining a disc at the front, and the stator output jump from 180W to 240W. Some would consider the combination of kick and electric starting the ultimate setup for adventure riding because a dead battery won’t leave you stranded, but this small motor bump-starts easily. Because of the long-standing following, parts and support are readily available and almost everything about this bike is inexpensive. On the road, the TW200 struggles to get up to interstate highway speeds and is most comfortable under 60–65 mph. At a relaxed pace it gets phenomenal gas mileage. When the pavement ends, the limited suspension works with the big tires to manage the terrain better than most expect. The low power is offset by loads of traction, so sand and other challenging surfaces are quite manageable. Of course, the small proportions might not be as comfortable for taller people, but bar risers and other ergonomic changes can make it work quite well. Parts like a big luggage rack, auxiliary fuel storage and a high fender will turn this already practical dual-sport into an easy bike to cooperate with on adventure rides. For a full review, check out ADVMoto's Yamaha TW200 Review. PROS CONS ▲ Low seat height and weight ▼ Low power means limited speed ▲ Massive traction ▼ Limited suspension capability ▲ 1987–2000 models have kick and electric start Fianlly, this is by no means a comprehensive list of the best lightweight adventure/dual-sport bikes available on the used market and only covers what's available in North America. Instead they’re the bikes we feel offer excellent value in the world of dual-sport adventure riding. The merits and drawbacks discussed above should prompt further exploration into finding the right bike for you, so please let us know your suggestions in the comments below! http://ift.tt/2kqkYIa
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