Thinking about $6,000 for a beautiful, fun, brand new bike from historically significant brands got me to thinking about the opportunity cost for me to buy a third bike, when technically either of the two I currently have will accomplish the same fundamental operation. A two-week vacation to Croatia, including one week sailing on a boat, would cost at least $4,000. A trip to Africa to summit Mt. Kilimanjaro and experience a safari would easily cost $6,000 plus airfare. I could just put the money into savings for a down payment on a home, or increase my 401k contribution Both non-motorcycling adventures and responsibilities pile up quickly as legitimate opportunities for using the money elsewhere.

Matt's F 650 GS in front of a covered bridge in Maryland.

Obviously I’m not here writing about buying another motorcycle. Their up-front costs are a tangible example to help put what this article is about—the opportunity costs of accessorizing—into perspective. In the few years I’ve been a BMW owner and MOA member, I’ve learned how under-accessorized I’ve been all this time, and how many solutions there are to solve problems I didn’t know I had. Without them it is a miracle I’m even able to get out of second gear! It can be overwhelming, and the paraphernalia push can convince anybody they’re not doing it right. Fortunately, I rode in a T-shirt and jeans long enough to know better.

Even if someone like me gets past the weight of perception and expectation—or whether or not a particular look is considered cool—there is another prohibitive factor in accessorizing: Cost. Let’s call out some common items I’ve seen in the last few years. Note these are average costs across known quality brands, and I’m erring on the conservative side because I can do that and still make a point:

• Riding Jacket - $500
  
• Riding Pants - $300
  
• Riding Boots - $200
  
• Improved Lighting - $800
  
• Panniers/Top Case - $1,200
  
• Tank Bag - $200
  
• Windscreen - $200
  
• Seat - $200
  
• Communication System - $300
  
• GPS - $300

• Total - $4,200

Now let’s compare the above to how I’ve approached things since becoming a BMW fan/owner:

• Riding Jacket - T-shirts forever! Just kidding, I splurged on a BILT jacket for improved visibility seven years ago at a CycleGear in Austin, Texas. It offers about as much protection as cardboard. Maybe $100.
  
• Riding Pants - No joke on jeans here. Sometimes a pair of hiking pants. I don’t own any motorcycle bottoms. $0.
  
• Riding Boots - Sneakers for the most part, except for long rides, when I wear a pair of hiking boots. $0.
  
• Improved Lighting - I typically don’t ride at night and I ride mostly on streets, which usually provide lighting. $0.
  
• Panniers/Top Case - It is pretty hard to adventure tour without additional storage. The BMW I bought came with panniers, but I purchased the matching top case afterwards for $600.
  
• Tank Bag - I wear a backpack. $0.
  
• Windscreen - Is that all you got, wind!? $0.
  
• Seat - My butt hurts. I’m young and on a motorcycle, so who cares!? $0.
  
• Communication System - I don’t want to talk to anyone, and I make up my own songs. $0.
  
• GPS - Google is pretty good at this. Phone it is! $0.

• Total: $700 of motorcycle-specific additional cost.

Having saved $3,500 in that process, I’m over halfway towards the cost of another motorcycle, even closer if I buy used! I’ve also saved enough for a pretty awesome vacation to somewhere exotic, or enough money down to afford mortgage payments on that first home.

Note my focus here on how BMW riders prioritize enhanced options to basic necessities. I’m not questioning the comfort, protection or other added value these enhanced options provide. However, if I’m trying to enter the world of BMW Motorrad, or motorcycling in general, this opportunity cost is a barrier to entry that shouldn’t be underestimated.

Veteran Memorial Bridge near York, Pennsylvania.

I imagine some of you are saying, “I thought this was supposed to be a product review, and you just told us how you don’t have any such products.” COVID-19 and the subsequent lockdown has changed everything. I have been able to save money in ways I haven’t before, including thousands of dollars allocated for international vacations. The other opportunities no longer exist. Each month I have been willing to take a piece of that extra money and dabble in the enhanced accessory lifestyle. Not only that, I’ve looked at MOA event options as much cheaper vacations to replace those international trips.

Considering I’ve been strongly resistant to such enhanced gear, I consider myself an unbiased evaluator. In other words, I’m not comparing these items' value to what the manufacturers or our riding comrades state, or trying to justify to myself their expense. Instead, I'm comparing them to a riding reality: You don't actually need any of this stuff to go on a motorcycle adventure. My typical priority of the extensive opportunity cost explained above sacrificed by buying them. To the review!

WINDSCREEN

Compared to many aftermarket windscreens with strong design edges, secondary windscreens, or spoilers, etc., the Touratech windscreen looks almost more stock than the original. The simplicity and low-frills look provides incredible results. I'm 5'9" for what that's worth, but after just the first ride with this on, I literally said to myself, ”What have I been doing the last ten years?” It turns out the wind does have a lot to give and I've been taking a beating without realizing it. It was such a significant change to my riding experience, I'll never go back. Well done, Touratech! 6 out of 5 stars.

BOOTS

Between a FortNine video and other research, I was dead set on Klim Outlanders. Advertised as the ultimate hybrid riding and hiking boots, it was right up my alley until one of those intrusive, privacy-be-damned advertisements crammed into a completely unrelated website showed a smaller Klim boot, the Transition. After not clicking it directly so they wouldn’t get the satisfaction of knowing their spam worked, a separate research effort led me to choose the Transition over the Outlander. The Overlander, although absolutely more boot, is better suited to backcountry riding. The Transition boot is better suited for those who ride on pavement up to the trailhead, but that does come at the cost of protection above the ankle. Both of these boots come with a list of technology so long it would make a CVS receipt jealous, and most of it I’m entirely unfamiliar with. Pre-pandemic Me would have said it isn’t worth the price tag, but now Pandemic Me was willing to take the risk and find out. The website displays it best:

“GORE-TEX®, guaranteed to keep you dry®. Micro-adjustable BOA® closure system helps you find the perfect fit. Mid-high boot design for ankle support. NESTFIT® system cradles your feet, accounting for every contour as it follows the natural flow [and] design of the foot. HYPERGRIP® sole provides superior traction [and] durability. ORTHOLITE® insole provides a comfortable [and] customized fit.”

I’ve never seen so many made-up words, and I don’t know what most of them actually translate to as far as feel, but whatever it is, it WORKS®. First of all, that BOA® system is super easy, and it is somehow much more comfortable than laces while remaining just as secure. I am skeptical of how long the plastic parts (which won’t be as simple to replace as laces ) will last under real use, but only time will tell. I’m not going to get into the other trademarked features individually, but I will say these are without a doubt the most comfortable boots, if not shoes in general, I’ve ever put on. While riding, I barely notice I’m wearing footwear, and they also provide more than enough reinforcement to manage controls. I also went on two hikes with them, one scaling a waterfall, and they performed well. I have had better boots from a pure hiking standpoint, but again, from full use and motorcycle perspectives, never better. 6 out of 5 stars.

TANK BAG

I always thought tank bags are neat, but never thought one necessary when compared to the cost. I've used backpacks extensively and had no issues or ever been in a situation where I thought, "I wish I had a tank bag right now." However, there has been a niche where I felt a tank bag would be nice to have: Photography. I am a very amateur photographer and have done free work for family and friends using an entry-level DSLR with the right lenses and the right time of day/lighting to avoid heavy post-production work. I love it, but I rarely bring the DSLR and lenses with me on motorcycle trips because they are heavy and take up space; modern phone cameras are high quality, other than the zoom. As important as good lenses are to high-quality photography, the opportunity cost of space and weight in existing luggage has not been worth it.

The benefit of camera gear in a tank bag is the ease of access. If I see something awesome, I can pull over, unzip the bag right on the tank, pull out the prepped camera, and shoot. No fumbling around with keys, unlocking cases, then finally digging into a bag. No grappling with a backpack and making sure it doesn't fall over or get lost. The tank bag is perfectly positioned, well secured and virtually at my fingertips. After reading websites and watching YouTube videos, I went with the Giant Loop Diablo. It is by no means their largest tank bag, but that's exactly what I wanted. I'm just carrying some camera gear, not doing a round-the-world trip.

I use the Diablo for the camera body and three lenses, a few extra batteries and other small accessories. I’m hoping to squeeze in a fourth large telephoto lens at some point. It is cutting it close on space, but I believe it will be just right. Sometimes having more space can lead to packing more items than necessary simply because space exists; the size of the Diablo will force me to make efficient decisions. Installation of the base was easy, and the bag's removal and attachment are straightforward. The touchscreen-friendly top sleeve does what it is supposed to do, but I find the flat position of my phone for GPS use challenging, so I'll continue to use the RAM mount I've had for ages. 5 out of 5 stars. Not six because as great as it is, it wasn't moto-life changing.

EAR PLUGS

I then purchased ear plugs, specifically the Pinlock Ear Plug Set, once again the result of a FortNine video and additional research. Certainly not the cheapest option, but they clean easily and should last a long time. The other supposed feature is they claim to  quiet only specific decibel ranges to allow things you may want to hear—like people talking—while blocking unwanted noise from the wind and engine. I tested these by not wearing them during the first half of a recent trip, then using them on the way back. I can say with absolute certainty there was some sort of difference in noise level. What precisely that difference was, if it will prevent hearing loss, and how much hearing loss over the next couple of decades, I’m not sure any of us can accurately measure. How will I know when I lose my hearing in 30 years how much worse it would’ve been if I didn’t start wearing ear plugs ten years into my motorcycle career? I won’t, but I do know it is common sense to protect my hearing, so I will continue wearing them on longer rides. 4 out of 5 stars, a four because the foam container they come in isn’t the greatest and will likely break sooner rather than later. Ask me again 30 years from now and if I can hear you the first time, 6 out of 5 stars.

MOA GETAWAY

The final purchase was the trip where I first tested all of the items above, the MOA Getaway in Poconos, Pennsylvania. I’ve seen the various MOA Getaway events in the back of each month’s BMW Owners News magazine. They seemed interesting, but I never seriously considered attending one. I’m a bit of an introvert in that although I don’t have issues holding conversations with people, I don’t particularly like being expected to do it. If I pay to attend an event with a group of people, for some reason, those people expect you to talk to them. With only so much energy to give towards conversation, I’ll inevitably come off as rude or uninterested. However, just as with the monetary savings from pandemic lockdown, adventure and human interaction savings have added up. I needed to get out, and I needed a long ride.

The Pagoda in Reading, Pennsylvania.

The nice thing about the Getaway is you don’t have to research dates, locations, routes, meals, etc. Not only is planning easier, but in times like these when an event could be canceled last minute, your overall investment is less, and therefore cancellation is less disappointing.

I planned out longer routes to and from the Poconos, stopping at various points of interest, as avoiding highways and making spontaneous decisions along the way was important. Taking seven hours to travel what normally would take closer to four, I stopped briefly at various locations I otherwise would’ve sped by, including some covered bridges in Maryland, a nice view of the Veterans Memorial Bridge near York, Pennsylvania, and The Pagoda above the city of Reading, Pennsylvania. The location chosen by MOA for the Getaway itself, Skytop Lodge, and its surrounding 4,000-acre grounds, is beautiful.

Skytop, the location of the MOA Getaway in Poconos, Pennsylvania.

Any and everything you could want, both inside and outside, especially in the mountains, is available. I can’t speak to the quality of all the outdoor amenities besides the hiking trails, as I spent all my other outdoor time on the motorcycle, but they looked fun for all ages. Skytop is so nice that typical nightly rates would’ve been cost prohibitive to staying there on my own. However, with the discounted rate as an MOA Getaway participant, it was more than reasonable, and I even booked an extra night.

When I arrived a day early, a nice section of the parking lot was already blocked off for motorcycles. The next day after riding around the area all day, I checked in for the Getaway itself and received a welcome bag with goodies inside. That night dinner was provided outside, and the attendees were formally welcomed. With no previous motorcycle rally or convention experience outside of the Progressive International Motorcycle Shows, I imagined there would be rooms of vendors, several series of presentations and even demonstrations. The reality is the opposite, and pleasantly so. MOA Getaways are all about the riding, allowing you to truly get away.

Bike parking only!

Six different routes of varying shapes and sizes were printed out for us to enjoy as a group or solo on Saturday. I chose one that had a tasty local famous hot dog joint, Hot Dog Johnny, as the midway point. The next morning I enjoyed a coffee from Skytop’s full-service coffee shop, then spent the entire day on a lovely ride through Pennsylvania, New Jersey and New York—even all three at once near Port Jervis, New York. The route took the Delaware River Scenic Byway out of Port Jervis, a short but beautiful ride, and as scenic as advertised.

I arrived back at Skytop in the late afternoon, considered another nearby hike before the night’s Getaway dinner and a presentation. Unfortunately, the weather suggested thunderstorms the next morning, and the storm’s path would have me riding in rain my entire way home. No amount of enhanced gear will convince me riding in thunderstorms for five hours next to speeding cars is an acceptable option. Still, it took me 45 minutes to give in and hit the road early. There are more MOA Getaways in my future. 6 out of 5 stars.

Hot Dog Johnny, home of delicious hot dogs.

The four-hour ride home gave me time to contemplate many things besides the new accessories. First of all, I need to get a seat enhancement for my sore rump. If everything else worked, I must be missing out on some fantastic riding where you don’t have to shift your cheek position every five minutes, regularly stand or generally go numb. I also felt Skytop’s staff and guests did a great job managing distance, cleanliness, wearing masks and general consideration for the reality of a pandemic.

The tri-state border near Port Jervis.

I am incredibly fortunate to have the job security and resources to even go to this event and purchase all these new accessories. While my evaluation compares the opportunity cost of one set of luxuries to another, many others are forced to compare life necessities. I think we’d all rather someone pay utility bills for a few years than buy a G 310 GS. For those of us that can afford it, get out there, hit the road, go to events and get the most of the opportunities in front of you!

The Delaware Scenic Byway.

The XT’s 5.5-inch screen is easily readable, even with sunglasses, in all light conditions I’ve encountered to date, including brightest central Florida summer sun. Even the smallest roads and trails are visible down to the 0.8 miles scale. I find no need for a sunshade. The touchscreen responds reliably and positively to a light but firm touch or tap by a gloved or bare forefinger; any glove appears to work well. Touch accuracy with a glove is acceptable. Panning can be done with a gloved finger on the screen.

Innovative features include hands-free calling and SOS requests from anywhere to InReach® satellites (requires purchase of InReach unit). Four levels of Adventurous Routing algorithms replace the previous Curvy Roads selection, and of course the XT includes maps with lifetime updates, which happen automatically over WiFi. Garmin also includes a topographic map and free access to BirdsEye images (think Google Earth) that can be downloaded as an overlay on a map with or without a current route running. Switchable map overlay choices can be easily accessed on the fly.

A track recorder app is more intuitive and easy to access than on previous units. Selectable settings enable riders to be forewarned before speed limit drops, school zones, upcoming sharper curves and other special hazards. Alerts can be displayed both onscreen and audibly. A fuel minder app, once set for the specifics of your vehicle, will not only remind you when you reach a low fuel threshold, but will automatically ask you if you want to reset the fuel counter when it detects you have stopped at a gas station. After several hours of continual riding, the XT will automatically offer up a ‘Need A Break?’ screen showing the closest food, fuel and rest stops, with one finger-tap needed to reroute for tank or tummy.

An internal battery is good for a claimed 3-6 hours, and a specific RAM-based 12-volt powered motorcycle mount is included; my bumpy off-pavement experiences have so far revealed no weaknesses in the mounting system. As a Garmin product, map, waypoint and route management is handled both internally and with BaseCamp. Described as rain-resistant, my XT has survived a number of Florida summer deluges without issues.

Free current weather conditions, forecasts, driving conditions and radar, as well as current traffic information, including access to actual traffic cameras are powered to the XT through the Garmin Drive smartphone app. The music player is straightforward and enables access to your smartphone’s music library or MP3 files stored on the XT. The user can add a microSD card up to 256 GB (the manual says 64 GB, but this appears to be an error), can be added to store data, music, maps, tracks and more.

The phone app is also simple and effective; I use a Cardo PackTalk Bold helmet communicator, and the ability to see an incoming caller’s ID, as well as hear it and answer with a finger-tap is easy. Phone conversations, once a user gets all the settings in the unit to ones’ liking, are clear and sufficiently loud for most conditions. Tracks and routes can be managed with the Garmin Explore app.

Incident Detection is another new feature. In the event the XT detects an incident (crash, drop, violent movement followed by inactivity), the InReach function can summon help worldwide. A alert text can also be sent to parties selected by the rider. The XT will display text messages and alerts from the user’s smartphone and even read to the user audibly. A clever Round Trip app makes it easier to find engaging loops with a selected degree of Adventure.

The XT enhances the process of finding interesting riding destinations with purpose with resources such as Foursquare and Trip Advisor. Other Where To resources include Ultimate Public Campgrounds, National Parks, Motorcycle Locations (retailers and repair), History Channel destinations (museums, parks, etc.), nearby fuel and prices and other normal criteria (food, fuel, lodging, etc.). Finding a destination and reason to ride has never been easier; choosing how you wish to shape the route is icing on the cake.

Route Shaping is another innovative feature of the XT, an improvement over the practice of adding a Via Point to redirect an existing route to travel to specific locations, roads or regions as a part of the route. Now, by simply touching the screen, usually zoomed out to Full Route View, the rider simply touches the map in the general area desired, or by zooming in, a specific location or destination, and the XT automatically recalculates the route to find the roads best suited to your request and current route profile. If you don’t like the result, simply touch somewhere else and you have the option to either add additional touch or to delete the previous touch and try again. Multiple such Shaping Points can be added to shape a route to your liking.

The zūmo XT is an Android-based system and uses a variety of apps in the same way as a smartphone or tablet. Available apps include ones for the Owner’s Manual app, Trip Planner, TracBack, Weather and Traffic, live Traffic Cameras, Red Light and Speed camera, service history and more to give riders access to copious amount of information and functionality. A setting enables a user to tap an icon and take an instant screenshot of the GPS; the images can then be transferred to another device.

With about a month and a thousand miles or so of XT experience, I find this to be the most advanced unit I’ve used. My complaints are minor: Recalculating a route, in order to change the route’s characteristics (Fastest, Shortest, Adventurous levels 1-4) on the fly is impractical and usually requires stopping to manipulate the unit with a number of inputs. Route Shaping on the fly, however, is easy and often has a similar effect.

1: Power button. 2: microSD card slot. 3: USB port with water-resistant cover.

The sheer amount of information and data can lead a rider to become overly-fixated on the unit to the detriment of critical current situational awareness. Many functions can be accomplished on the fly with a single quick glance and finger tap, but the more complex call for the responsible rider to pull over and stop in the shade to address the XT.

Two minor misses: The XT uses Garmin’s ANT technology to communicate through the InReach unit, but does not support ANT Tire Pressure Monitoring systems or Ambient Air Temperature sensors. The temperature displayed emanates from the weather app, and is regional. I would like to know the actual air temperature where I am at the moment. Perhaps future upgrades will address these matters.

With such a rich palette of features, it behooves the new zūmo XT owner to hunker down in the easy chair for a few hours to get familiar with the many features, functions, settings, views and apps in the zūmo XT; learning the unit while attempting to manage the risks of riding is not recommended.

Available from a wide variety of retailers for $499, I find the zūmo XT to be a worthy successor my previous unit, a 276Cx. It’s not perfect, but it’s gaining on it.

NOTE: Mac users may find it necessary to learn a specific routine to get the XT to communicate with BaseCamp; not all Garmin reps are familiar with this. Frustrated Mac-heads may write me if you wish. ]]> Mon, 31 Aug 2020 21:24:59 GMT https://member.bmwmoa.org/members/blog_view.asp?id=1239289&post=354679 https://member.bmwmoa.org/members/blog_view.asp?id=1239289&post=354679 "Courage is not the absence of fear, but rather the assessment that something else is more important than fear."

"Now, I still can’t handle sand to save my life, but I figured [it] out right quick when I suddenly had five large dogs chasing me down the street! Perhaps I should open a sand-based riding school and use that as my training method. Just open a cage and be like 'Good luck! Try not to get eaten!’"

The first quote above opens the first volume (The 49 State Tour), and the following quote is near the end of the second book (South of the Border) of Tiffani Burkett’s two-volume retelling of her epic journey. In between, we share Burkett’s metamorphosis from a self-described shy and awkward young woman into a still somewhat-shy-but confident—and not-as-awkward-as-she-believes woman—who has out of necessity applied philosophy to adventure and became a lady wanderer in the mold of the legendary Elspeth Beard.

Burkett originally hoped to be able to stay on the road for a month. A year and a half later, the odyssey nears the end—for now. The first book includes her visit to Alaska, plus some Canadian coverage. The second book takes Burkett and Hollywood all the way to the northern end of the famed and feared Darien Gap. Burkett’s motorcycling chops were far better formed than she realized, and these hard-won skills stood her in good stead for over 60,000 miles.

Drawn to motorcycles and starting as a rank novice in her early 20s, Burkett unexpectedly found a home and a family, one she never had as a child maturing too fast in difficult circumstances. Growing from our shared humble beginnings as riders, Burkett began challenging herself on public roadways, and quickly saw the error of her ways; she then became a track-day junkie, then track-school adherent, and grew into amateur road-racing, competently campaigning a Ninja 250 in the knee-and-elbow cornering scrum, dodging an errant handlebar or knee, and protecting your own kill-switch from malicious tampering by a competitor.

Covering North and Central America on two wheels calls for an adventure-ready machine, and Burkett found hers in a used 2015 Yamaha FZ07. Not quite the purpose-built adventure motorcycle, so Burkett modified her sport bike to carry her gear, fitted it with 80/20 dual-sport tires and pronounced it a suitable adventure touring ride.  For over 60,000 miles, and amazingly only one chain, it served Burkett well.

Readers of Motorcyclist magazine followed Burkett’s adventures through a series of articles. Fear not, reader: The two-volume tale is far more detailed than the well-received magazine pieces. The second volume, South of the Border, took Burkett and Hollywood through Mexico and Central America. Road-racer Hollywood learned mas rapido would not only impress the locals with his equally ill-chosen adventure ride, a Yamaha liter bike, but could also consume chains with impunity.

Guatemala, Belize and Costa Rica. Border crossings, delays and bribes—somewhat normal events for two-wheeled adventure tourists. Then, back through Mexico on a different route, and back to the United States, then what? No home, no jobs, just their motorcycle and road-racing family. Look for more journalism from Tiffani Burkett; she has found her place in life and has the courage and talent to write about these things to entertain us with her experiences and personal growth.

Available for Kindle in a one-price, two-volume download, or in paper from most booksellers. Read an excerpt from Volume 1, Chapter 1 on ESPN.com.

Prior to this trip, I attempted to order one of these restraint systems online from Pit Bull’s website, but began to get confused by what pieces and parts I needed to put it together for my bike. I assumed I would be able to go to the website, type in the make and model of my bike, and there would be the kit I needed to purchase. That wasn’t the case - and it makes sense. You might not want to buy all of it together all the time, as you may want extra pieces for hauling bikes in more than one vehicle, or the correct fitments for hauling more than one kind of bike in the same trailer. I asked Shawn to just put together the correct parts I needed, and I’d pay for it. Instead, he called up his local BMW dealer and ordered one; that was the easy way to accomplish the task. 

The Pit Bull was there and waiting when I arrived, and I was excited to get it installed. My toy hauler has a sealed underbelly, so removing that was the first part of the task. Next, we rolled the bike inside so I could determine where I wanted it to live, place the plate, and mark the floor for the four required bolts. All that was left was to drill the holes, bolt the plate down with the included hardware, and reseal the trailer. Dealing with the underbelly was the most difficult part, and something most truck or trailer owners will not have to deal with. A few minutes, a couple of easy steps, and I was ready to lock down my bike and roll out. No obnoxious straps necessary.

My No Boundaries toy hauler is made to be towable off-road. It is rugged and has big knobby tires on it, just like my bikes usually do, and I have taken it off-road with the bike in the back. Bouncing around in the back of the toy hauler over rough roads and painful washboard, the GS now stays perfectly still. When I unload the bike at a campsite, all I have left on the floor is a low-profile plate with four bolt heads sticking up. I roll my carpet over the top of it, and once again the party palace is a-swingin’!

Pit Bull Trailer Restraint System, MSRP starting at $309.95. Additional bike-specific pin sets available starting at $89.95; floor mounting plates are $33.95. The system for K and R bikes (2005-19) is $329.95, but is not compatible with K 1600, R 1200 RT or R nineT models with low exhausts.

The lift arrived in a neatly packaged crate. The uncrating and assembly required less than an hour. The first item I looked at, once the crate was unpacked, was the owner’s manual. Among other items, the manual provides instructions on how to unpack the crate. I got a chuckle out of the circular logic. The manual I received needed updating as it kept referring to bolts not included in the hardware. Once I realized the bolts had been replaced with pins, the assembly process became straightforward, although a list of hardware would have been a welcome addition.

When fully lowered, the lift rail is still a few inches off the ground, so a detachable ramp is included. Mine was scratched in several places, leaving some unsightly bare metal. While it was nothing that a bit of primer and black spray paint couldn’t fix, I called Kendon to give them the opportunity to stand behind their products. In an age when customer service is typically associated with the words “listen carefully because our menu options have changed,” Kendon earned my praise. Not only was it easy to reach a human, but once I provided a picture of the damage, they sent me a new ramp at no cost.

The lift itself is a scissor design powered by a hydraulic jack. The jack can be operated via either a hand or air pump. To actuate the air pump, Kendon recommends a compressor capable of 150 psi with at least a six-gallon tank. My tiny Rolair, which doesn’t come close to those specifications, can do the job as long as I stop the lifting process frequently to let it catch up. If you aren’t so patient, just crank on the hand pump.

Similar to other scissor designs, the lift includes a bar (referred to as “safety lock”) that automatically engages in a series of mechanical stops as the bike is raised. Once the bike reaches the desired height, the lift no longer relies on hydraulic pressure to maintain its position as long as the safety lock is engaged in one of the stops. The bar needs to be manually released and kept from re-engaging to lower the lift. Kendon provides a handy extension that allows accomplishing this without endangering any body parts. The manual is quite adamant that failure to use the extension will result in a crushed hand, but I wouldn’t have minded a conspicuous sign on the bar itself as a reminder.

When in service, the lift is quite stable as long as the bike’s weight is centered on the rail. The points of contact with the ground are two rubber feet secured to the ends of the inside scissor, and two caster wheels located on the end of the outside scissor. When not in service, the lift can be stood up, thanks to a combination of light weight and the ability to fold the rear section of the rail. Once the lift is tilted upright for storage, the casters allow for a modicum of mobility. The rubber feet provide friction to keep the lift in place while the bike is raised and lowered.

The front chock can be easily repositioned to accommodate the size of the bike’s front wheel. This operation took a little trial and error, but once I got it right, the chock did a good job at holding the bike upright until it was securely tied down. To alleviate the problem of finding convenient anchor points to tie down to the forward end of the bike, I purchased a Canyon Dancer Bar Harness 2 from Revzilla. This device attaches to the grips and ensures the tie-downs are kept well away from any painted surfaces. It worked for me, and at less than $33, it’s well worth it for the peace of mind. There are four tie-down anchor points on the lift, and all four should be used to maximize the bike’s stability while it’s raised or lowered.

The instructions for positioning, lifting, securing and lowering the bike are easy to follow. Even though the Kendon commercials show that it is possible for a single person to operate the lift, the manual recommends using a helper. I wholeheartedly agree. There are several critical points from the time the bike is rolled onto the rail until it’s completely secured, when a second set of hands and eyes can make a difference. Also, the combination of tall windscreen and low ceiling can make for close encounters of the expensive type, so having a spotter while raising the bike can save a lot of grief.

Getting the bike off the lift requires compressing and releasing the front springs to rotate the chock. Timing the squeezing and releasing the front brake lever is one of the keys to accomplish this correctly, and don’t be surprised if it takes more than one try. Again, having an assistant on hand to keep the bike in balance during the transition is very helpful.

While there is a provision to remove parts of the rail to facilitate either front or rear wheel removal, this operation requires supporting the bike by the frame. Unfortunately, the rail is only 10.5 inches wide, which saves weight and space, but precludes the use of a paddock stand, or even a center stand. For $165, Kendon will sell you a center jack that solves the problem. Or, you can use your imagination to solve it on your own. Personally, I found that this drawback is minor and didn’t experience any problems when removing the rear wheel of an Airhead to install new brake shoes.

On the upside, the lift greatly facilitates accessing critical areas of the bike without having to assume painful or undignified positions such as bending, kneeling or tying yourself into a pretzel. Best of all, when the work is done, it tucks nicely into a corner of the garage that would otherwise be dead space.

All in all, I’m quite satisfied with the Kendon Stand-up Cruiser Lift. If you enjoy turning a few wrenches but your garage space is at a premium, you should definitely consider purchasing one for yourself.

About the author: Marc de Angelis was born in Rome, Italy, to U.S. parents and resides in Arlington, VA. He recently retired from the Naval Sea Systems Command, where he worked as a civilian. He is also a 20-year U.S. Navy veteran. He enjoys riding the Grey Ghost, a 1995 R 100 RT, and the Scarlet Swirl, a 2018 Mars Red R 1200 RT.

My buddy Carlos and I took a night ride in northeast New Jersey a few weeks ago and were amazed how far in front of us these lights provide visibility! We played a bit with the positioning of the left and right side to maximize visibility. When I rode behind Carlos, I stayed a good 3 to 4 seconds back and he claims these lights significantly improved his visibility also.

Muriel has the Darla lights with yellow (she calls them lime green). Here's what she told me: "It is amazing that many vehicles don't even pull out, even when they have plenty of time; others start to pull out and stop. The only times anyone did pull out (twice), I had just made a left hand turn onto the street the cars were in the process of pulling into the traffic lane. I can see why they would not have seen an oncoming vehicle. Funny story: I was on an interstate and a car pulled into my lane. It wasn't a dangerous move, but given the lack of traffic, it was impolite. I cranked up the intensity on the lights while in back of him. He exited the interstate, and at that point I saw he was a Statie! He went on his way." I love the lights so much I had my dealer put a set on my other bike.

I was riding in New Holland, Pennsylvania, on Main Street heading east. Traffic was heavy and a car turned left from the west direction to enter the McDonalds I was practically passing. Zero way to avoid the impact. The ABS brakes got me down to probably 10-15 MPH from about 20-25. The bike hit the rear of her front fender (passenger side) just before that space between the fender and front passenger door.

Upon impact I flew off, landed on her windshield, slid off her hood and landed on the street. By the time I stood up to take inventory of myself, the driver who hit me approached me and she was a complete disaster, just wrecked emotionally. She apologized and repeated a few times she just didn't see me. I put my arm around her shoulders and told her I was OK for the most part, this was only an accident and we will get through this.

As I was calming her down I noticed kids in her car, so I asked her if they were OK. She said they are OK but scared. I suggested we talk to them; I hobbled over to the car and assured them I'm OK, minor injury but will heal and please understand this was an accident, unfortunate but that's all it is. I told them I'm not mad at them, I'm not mad at their mom, and I'm not mad at their car and then asked them not to worry about seeing me take off in an ambulance. I told them I promised my wife if this ever happened I would take the ambulance to the hospital even if I felt either I didn't need to or didn't want to.

As the mom and I walked away from calming her children she said, "I can't believe how composed and wonderful your being under the circumstance, you're being so kind." I turned to her and responded with, "would you like to return this kindness?" She said, "Absolutely, what can I do?" I told her to be honest with the responding officer and her insurance company because this is 100% her fault and I don't want to have to chase the truth once I leave the scene in the arriving ambulance. She did just that!

Once I was lying on the gurney, the EMS folks wouldn't let me off when I announced I needed to get my stuff off the bike. They were like, don't worry about that now, when you're released you can catch up with your stuff then. I said no way, I live over 300 miles away, and by the time the hospital releases me, the tow yard will be closed and this just wont work for me, so I'm getting up. EMS said once you're on the gurney we can't let you up.

Another EMT came along just as I was talking about this issue and she said not to worry; since I was so nice to the driver and her children she would go back to the bike to gather all my stuff for me! EMS took me to Lancaster Trauma Center. The first thing the trauma doc said was "Take great care of Frank, this is the guy who took care of the mom and her children as his first priority at the accident scene."

I fractured my pelvis (right rami pubis bone fracture). The hospital said if I was ambulatory within a few hours they would release me, so after a few hours my buddy Carlos met me there and drove me to his place in New Jersey. You had to see me walking out of the hospital with two wheelchairs, both with my stuff from the bike and me hobbling and pushing one and an orderly pushing the other. My friend couldn't believe his eyes! I spoke with responding police officer the next day and the dispatcher who answered my call recognized my name and said, "Hey, you're the accident who was so nice to the driver and her kids, you're solid in our book. What can we do?" She put me through immediately to the responding officer who was out in the field and not supposed to take such a call, but since he knew how I handled the accident scene he took my call and told me the official report will be clear she's 100% at fault and she will get a citation. Her insurance company took 100% liability and sent me the check, so I'm whole on the bike.

It sure paid me big time to maintain my composure and show empathy toward the at fault driver in this accident. Each responding resource (Police, EMS, Hospital) took extra care of me as a result since the news spread so quickly about my disposition during all this accident chaos. And the coolest thing? A brand new bike with ClearWater Sevinas!

Clearwater Sevina LED lights, MSRP US$1,049-1,114.

From one day to the next, I am never exactly sure where my motorcycle adventures will take me. Somedays, I am deep in the mountains with my R 1250 GS Adventure exploring a new country, and others I am riding my R 1200 GS Rallye on my obstacle course in my back yard. Just in the last few months I have had numerous thrilling adventures. Riding along with the GS Trophy in New Zealand on BMW’s F 850 GS was certainly one of the highlights.

Wherever in the world I am riding and whichever bike it may be, one thing is for sure, you will not catch me without my MotoPOCKETS, guaranteed.

Although I find all of the MotoPOCKET Adventure pockets useful, I do have my favorites. When it comes to my handlebar bag, I'm like a child with a blankie, as that bag goes with me on every ride. The easy-on, easy-off Velcro straps that attach the bag to my handlebars are slick compared to other brand bar bags which made me feel like I was trying to put socks on a rooster.

I tend to be one of those people who has to put things away where they belong. If I don't, I may end up looking for it for hours, or maybe days. My water-resistant MotoPOCKETS handlebar bag ($61.95) allows me to safely store my phone, keys, Chapstick, gas card and other random items that I’ll need to find easily and when I need them. The double zipper is easy to use when I'm frantically reaching for something while at a stop, and the fabric topped lip helps keep items intact when I am moving even without having fully closed the zipper.

Rumor has it that I am short, but even so, the handlebar bag does not restrict my view of the GPS or dash. Like me, you may realize a MotoPOCKETS handlebar bag to be one of those accessories you didn't know you needed, but once you have one, you just can't ride without it.

The MotoPOCKETS expandable pannier bags ($149.95) are another of my favorite pieces of gear. When I first saw them I remember thinking, "Why would anyone need more storage than the aluminum pannier boxes?" Then I strapped a bag on top of each of my panniers and headed out on a ten-day ride and soon realized these bags are not only handy but necessary.

Inside my panniers I have the zipped liners which are convenient when I am carrying my belongings into a hotel or to the campsite but they can be a bit of a hassle if I need to access an item quickly. The MotoPOCKETS pannier bags simply attach with Velcro on top of the panniers and provide a quick and easy way to grab-n-go.

"What do I carry in the bags" you ask?

Well, in the left bag I store my first aid kit, spare gloves and a light tool bag. The right bag stores my Handpresso portable espresso machine and snacks. With all of that, I still have plenty of room for treasures I may find along my adventures and have peace of mind the padding in the bags will help them travel safely to wherever I end up next.

MotoPOCKETS offers storage solutions for almost any motorcycle. In addition to the handlebar and pannier bags I use, they also sell windshield bags, tank bags and phone cases. All of their products are made in the U.S. using premium materials. For more information or to purchase, visit adventurepockets.com.

To use its full name, the Fieldsheer Hydro Textile Heated jacket—let’s call it the “Hydro” - is a top-of-the-line, waterproof, all-purpose adventure/touring jacket. You can either plug it into the bike's electrical system or when you're off the bike, use an optional lithium battery (another $70) to keep you warm.

I needed just such a jacket for the wet and cold autumn months in Ohio. While not inexpensive - retail is $449 - Fieldsheer had it on sale on their website, saving me a bundle. This is a jacket that does the job of keeping you warm and dry under extreme weather conditions, whether on or off the bike.

I added the optional 12-volt lithium battery for off-bike use, which makes the inner, softshell jacket ideal for cooler weather spectating, errands or hanging out late on the patio at the local pub. The compact 5200mAh 12-volt battery is a little larger than a pack of playing cards and doubles as a backup cell phone power source. Its built-in LED light helped me find the keys I’d dropped in a parking lot one very dark night.

The Hydro is a two-part jacket, with the outer jacket constructed from Fieldsheer’s own Carbolex HD™ ballistic nylon, while the removable inner softshell jacket holds the heating elements and temperature control. The inner jacket looks like a typical lightweight jacket and is easily detached and worn as such. The lithium battery slips into a small zippered pocket that comes prewired with all connections; just plug in the lithium battery and hit the ON switch. Another inner pocket holds the prewired cable connections for directly hooking into the bike’s electrical system. With everything prewired and installed, there’s nothing more for you to do other than plug-in, power up, and go, a nice touch.

On the inner jacket's right chest, you'll find a small, round rubber logo—your power switch. One three-second push (easy even with gloved hands) and a red LED tells you power is on and at 100 percent. Another button push changes it to yellow (75 percent power), then green (50 percent), and blue (25 percent). The final button push brings it back to 100 percent power. On battery power alone, you can expect real-world times of about two hours of heat on a full charge, or three hours at 75 percent power, five hours at 50 percent, and perhaps 10 hours at the lowest setting. Green LEDs report on the battery’s charge level, and I saw about four hours for a complete battery recharge via electrical outlet and 90 minutes longer via USB.

Switch to running on the bike’s electrical system and clicking through the button choices gets you the same results. At the full-power setting, the temperature is at 149 degrees, dropping to 132, 118 and finally down to 100 degrees F.

Fieldsheer’s Mobile Warming gear uses pigtail (barrel style, male/female) connectors, not the more common SAE style. If you're going to add other heated garments like gloves, pants or socks, you may want to stay within the Fieldsheer brand. An illustrated manual shows how to hook up multiple garments to the bike’s electrics. The lithium battery, however, will only power one thing at a time. Some items such as the gloves offer the option of a separate lithium battery for power. Mix and match to suit your needs.

What great heat! Both your chest and back are swathed in wide zones of soothing warmth. Your upper back, arms and shoulders especially appreciate how the jacket keeps muscles warm and relaxed even after several hours in the saddle. The heating panels are large but not intrusive. When you’re off the bike and relying on the lithium battery, you get only upper back and chest heat.

One nit worth mentioning: Temperature adjustments mean unzipping the outer jacket because the power switch is tucked away on the softshell inner jacket’s chest. It can be a minor inconvenience or require a stop. More and more of Fieldsheer’s riding gear now offer a Bluetooth option, where you can control the temperature via your phone. Perhaps this will be in the Hydro's next generation.

Regarding fit, in size large it felt like Fieldsheer designed the Hydro specifically for me (they didn’t), but at six-nothing and 170 lbs., I’m a slim dude that usually goes for “athletic fit” clothing. This is a jacket you should try on first to see if it matches your physique. The inner jacket has drawstrings at the waist for sizing tweaks, and the outer jacket has hook and loop at the cuffs, double pairs of snaps on the sleeves, and more hook and loop on the waist for perfecting your fit. Level 1 CE armor hides in removable pockets in the back and shoulders. Zippered vents on the chest and back are there to provide a breeze on warm days. It’s all backed by a one-year warranty.

Phoslite® reflective panels in multiple spots on the jacket aide nighttime visibility. Carbolex-HD® fabric ballistic nylon fabric developed by Fieldsheer provides a high level of abrasion resistance. The Carbolex HD® is also waterproof, hence the “Hydro” in the jacket’s name, while a breathable internal membrane keeps you from getting clammy. All seams are thermo-sealed, and there are multiple large, convenient pockets both inside and out, most closing with zippers or hook and loop for secure storage. I could easily open the external pockets while wearing gloves. An adjustable neck bandana is built into the collar to help keep the breeze out—I flat out love this feature!

This is a substantial jacket with a weight of about seven pounds with the optional 11-ounce battery tucked into its pocket. This weight, however, is comparable to many other top-of-the-line riding jackets that don’t offer the versatility of dual power sources.

All this goodness comes at a price, of course. The suggested retail is $449, but I got mine for $337 at an end-of-season sale. You can order the Hydro and all Fieldsheer’s riding and work gear directly from the company. Their website includes a size chart. Go to mobilewarming.com for more information or to order.

One unique factor in Arai’s comfort level is that the company offers several interior fit configurations to address the range of human head shapes. The Quantum-X tested here features Arai’s Round Oval interior fit shape, which means it is shorter front-to-back and wider to the sides. For other models and their shape options, consult the Arai website (araiamericas.com). Because of these fine distinctions among its various models, Arai recommends that, when it’s time to buy, visit a dealer and try on their various helmet models to determine your ideal fit.

Arai describes the Quantum-X as being made from a “peripherally belted, super-complex laminate construction shell design” that combines multiple materials and techniques created by Arai. It is basically fiberglass, but more than 20 individual materials are used in constructing the shell. This layering factor is useful in that it can often help in dispersing impact energy, and the helmet is thus certified to meet not only the DOT standard (required for all street helmets sold in the U.S.), but also the more demanding Snell standard.

The interior is deluxe, made of an anti-microbial synthetic material that allows the helmet to slide on easily and, when properly fitted, hug the head. Sealing the lower portion of the helmet is a waterproof chin guard that smooths the airflow and prevents wind or water from coming up.

Venting is quite functional thanks to a pair of controllable intake vents along the top, helped by a pair of adjustable exhaust vents in the rear. Fine tune the adjustable openings with their sliding controls and you’re sure to find a comfortable setting. The two-position chin bar vent is also quite functional, and in addition, there’s a pair of brow vents in the shield.

The only criticism I can offer regarding the Quantum-X is that its shield-changing mechanism is not intuitive. If you’re changing from your tinted to your clear shield at sunset, this factor can become crucial. To change the shield on this helmet, first raise it, push a lever to release each side cover, then pull off the cover to expose the shield pivot mechanism. At this point the shield simply pivots in its grooves; there is no clear indication as to how it releases. However, pushing the release lever further pops the shield outward so that the round, brass button on that side can then slide over and fit into a corresponding red circle on the shield mechanism. This allows it to be positioned so that it can be pulled out and popped off. And speaking of lenses, the Quantum-X is also packaged with a Max Vision, fog-resistant Pinlock lens that comes ready to install.

Reinstalling the shield is literally a snap. Position the brass button over the red dot on each side, raise the shield, and the two sides literally slide and snap into their proper tracks, so you’re good to go.

While riding I found the Quantum-X to be comfortable and very quiet. It fits and seals very well around the head, moves through the wind blast with minimal resistance, and its protrusions are so well integrated as to not create much wind noise. The graphics are first-rate and, overall, I find it a superior helmet.

Pearl Black costs $679.95, White $699.95, Black Frost, Aluminum Silver, Diamond Black, Diamond White $709.95, Fluorescent Yellow and all graphics $829.95, and all are available in sizes from XS – XXL. Find out more on Arai's website.

It probably would have been just fine, but about halfway through, the “two lanes” of traffic devolved into a Mad Max free-for-all with an oncoming 18-wheeler being passed by an SUV while another SUV was trying to pass me along with a quartet of dirt bikes at high speed somewhere in the middle. Forced out of my line and pushed to the outside edge of what now had become five “lanes” of traffic, I hit a patch of deep sand and went down. Hard. I don’t remember being thrown from the bike. What I do remember was lying on my back, in absolutely no discomfort while feeling a bit like the Michelin Man.

Then it struck me. I was wearing my Helite jacket!

Founded 17 years ago by Gérard Thevenot, a French pioneer in the light aircraft industry, Helite offers inflatable protective and wearable airbag systems for motorcyclists, horse-riders, skiers and pilots.

I was aware of Helite’s line of motorcycle airbag vests, having seen their booths at various motorcycle shows over the years. Despite being an ATGATT rider, I doubted the product and saw the vest as yet one more piece of gear to layer on top of an already heavily armored jacket.

However, when a fellow rider from southern California survived what should have been a fatal rear end collision on I-405 in Los Angeles (a highway I drive with some frequency) and credited his survival to the Helite vest he was wearing, I began to look into it more seriously. Over time, I discovered that Helite has quite a fan club, made up of a significant number of people who have survived collisions, crashes and deer strikes in large part due to Helite airbags.

About three years ago, I bought what was then known as the Helite Adventure Jacket V.1.0. The Helite Adventure Jacket reviewed here has been superseded by the Helite Touring Jacket, which is similar in design and features, but offers slightly larger vents, a different pocket configuration and slightly different color patterns. Both the older and the newer versions may be available through Helite.

I went with the jacket over the airbag vest for two reasons. First, I knew that I would never ride without a jacket, whereas I would consider a vest and too easily forgotten or ignored. Second, I liked the way it looked.

Helite airbags are designed to rapidly inflate if the rider is thrown from the bike. When inflated, the airbag holds the torso and neck in place, providing whiplash and spinal protection while simultaneously shielding the body from impact.

The system is totally mechanical. The jacket has a quick release connection to an elastic lanyard, which is attached to the bike. The airbag activates if enough force is exerted to trigger a CO2 cartridge in the chest pocket; upon release, the cartridge inflates the airbag in less than 0.1 second. It takes about 60 pounds of force to activate the system, which means you won’t set it off by accident, even if you are getting off the bike while still clipped in.

It takes a bit of time to get used to clipping yourself into the lanyard whenever you ride, but after a while it becomes second nature. Helite offers long and short lanyards, depending on your needs. I’ve talked to many riders who, like myself, detach the lanyard when deliberately heading off-road in order to avoid deploying the airbag on slow speed get-offs in sand, dirt and gravel and then reattach when heading back to pavement.

One advantage of the Helite design is that the airbag is made for repeat use. Once the airbag is deployed, it slowly deflates over a few minutes. It takes mere minutes to reset the system and replace the CO2 cartridge. The cartridges may be a bit difficult to source, particularly when abroad. As I learned in Mexico, you will want to carry a spare cartridge when traveling.

From the outside, the Helite Adventure Jacket looks similar to any number of modern, textile motorcycle jackets. Broad in the shoulders, narrow in the hips, the jacket comes in black or grey. The jacket is cut at three-quarter length, which makes it a bit longer than many motorcycle jackets. I think this looks better when off the bike, but the bottom of the jacket can bunch up when riding.

The airbag itself is built into the jacket, under the SAS-TEC CE Level 2 back protector, and is not visible even when deployed. There is CE Level 1 armor for the elbows and shoulders as well as retro-reflective panels on the front, back and arms for increased visibility at night.

The outer shell of the jacket is Cordura 600D, with Cordura 1000D reinforcing the elbows and shoulders. This makes the jacket waterproof, windproof and breathable. It comes with a removable polyester thermal liner and an adjustable slider for the neck. There are a variety of pockets on the interior and exterior of the jacket, as well as two-way waterproof zippers on the sleeve cuffs for ventilation and waterproof zippered side vents as well.

My jacket has two large chest pockets, one of which includes the mount for the CO2 cartridge, as well as six pockets (two large and four small) at the waist and ribcage, and two very small pockets on the shoulders. There is also large pocket across the rear of the jacket, a hidden zippered pocket in the chest, and an interior pocket. The newer version of the jacket has fewer pockets, but they are somewhat larger.

I ride with the jacket in all weather, wearing a Hypercool cooling vest in extreme temperatures (i.e., over 100 degrees F). I have found that well-ventilated jackets can generate a “convection oven effect” on my torso when temperatures get too high, so I tend to avoid them. In cold weather I don’t bother with the included Polyester liner, I use an electric jacket or vest underneath. The Helite jacket has somewhat less ventilation than many other textile jackets, since there’s no place for chest vents. This may see some riders to consider this a three-season jacket.

Helite has been offering an growing line of jackets and vests. My Adventure Jacket continues to serve me well after more than 50,000 miles of travel in all sorts of conditions. For safety and comfort, it has become my go-to jacket.

If you’re ever lying on the ground in Mexico wondering what just happened, you might just be really glad you were wearing one.

Pros

• Airbags offer substantial additional protection in a crash.
• No special tools or technical knowledge required to install or operate. No electronic sensors or batteries to change. It’s simple and elegant.
• Even without the airbag, it is a first-rate motorcycle jacket with many of the features and protective qualities offered by today’s top manufacturers.
• Excellent value proposition, particularly if purchased at a show or rally; Helite frequently offers discounts and deals at shows.

• Additional CO2 cartridges can be difficult to source while on the road. Carry a spare.
• The jackets tend to run small. Buy a size or two larger than you normally wear.
• Check with the airline before traveling with a CO2 cartridge.
• After three years of use, there is some fraying on the jacket where the clip rubs against it.

Fast forward one month shy of a year later to the 2019 “Scoot Boot’n Booogie” rally in Lebanon, Tennessee. That first night was downright chilly! Great weather for sleeping, and I had all the confidence in the world that my brand new twin air mattress would do a great job. Unfortunately, that confidence was misplaced, as I woke once again flat on the ground. These unfortunate experiences have pushed me to search for the perfect sleeping solution for all my moto-camping needs.

After doing a little googling and a lot of talking to folks in person, I got a lot of positive feedback on the Helinox cot and chair, so I thought I’d give them a try.

I’ll start with the Helinox One Chair. The super light chair weighs an ounce over a pound yet can hold up to 260 lbs. and folds to a compact 4x 4x14 inch package which fits into the included stuff sack. I honestly couldn’t believe how light it was and how small it was when packed down. It was easy to set up in under a minute and was comfortable as well. Getting it back into the stuff sack was just as easy as taking it out, an impressive fact in and of itself!

The only downside I found was that it does sit a little lower than some of the other, similarly styled, folding chairs. If that’s not an issue for you, then I highly recommend the Helinox One Chair.

The Helinox Lite Cot weighs less than three pounds and packs down into a tight cylinder measuring 5 x 21 inches. Assembled, it measures 23.5 inches wide x 73 inches long while sitting five inches off the ground.

To assemble the cot, you first insert the long side rails, then flex and bend the legs one at a time. Not an easy thing to manage at first. The trick is to place one end of the cross bar on the ground and push down from the other end until it flexes enough to pop into place. You’ll only pinch your thumb once, trust me. Oh, and a Pro-tip: save all of the rubber bands. They will help keep the legs together when you put everything back into the stuff sack.

I happen to be about 5’10” and somewhere around 150 lbs., and I found the cot to be plenty long for me. I felt totally secure on the cot and experienced no wobbing or sagging. Comfort-wise, I’d say it’s about as comfortable as a cot can be and was like sleeping on a firm-style mattress. It would be super comfortable if you’re a back or stomach sleeper, but unfortunately, I’m a side sleeper. I think I’ll pick up one of those small pack air pads to throw on top next time camping.

Overall, I was really impressed with how strong all of the materials are, but at the same time so amazingly light. It’s a very high tech and well thought out design.

Helinox really corners the market in light weight, small but mighty camping gear. The products I’ve experienced feel durable and well made. While not always the lowest price, you get a lot of bang for your buck, and after a couple nights on a Helinox cot, it’ll easily pay for itself many times over. For more information, visit helinox.com.

The cost of the various commercially available options is enough to make one wonder whether the prospect of getting lost would be that bad after all. That’s why I jumped at the chance to compare the navigation system of the BMW TFT display integrated with a connected smartphone app against the tried and true Garmin Navigator VI unit so many riders have come to know and trust. When a fellow rider let me borrow his Garmin unit, this became my opportunity to “test drive” the renowned Nav VI unit against the “free” (trust me…it wasn’t free) system integrated into the TFT on my 2018 BMW R 1200 GSA without having to dish out a cool $995 for a new Nav VI unit.

Most of my review is focused on the integrated GPS solution that comes as part of the new BMW TFT screen/interface working in tandem with the BMW Connected app on the cellphone that you likely already spent $1,000 on. The reason for this is that most of the riders reading this magazine have likely seen or interacted with the BMW-influenced Garmin Navigator at some point or another, but many have yet to see or interact with the new TFT screen that is becoming the way forward on many of BMW’s newest two-wheeled offerings. My hope with this comparison was to determine whether or not the Garmin Navigator unit really still has a place in the market along with the new integrated TFT technology, or if they were simply two tools meant for different jobs with some overlapping functionality (think of using your crescent wrench as a hammer in a pinch—don’t lie, we’ve all done it).

In the end, I think I was able to make heads or tails preferences, but you will have to be the judge for yourself.

The New Kid on the Block

BMW took this fact and built on it with their new integrated TFT display. BMW looked at what most people already have and how they can leverage it to meet their two-wheeled navigation needs, which is where the roughly $1,000 smartphone comes in.

The foundation of the TFT-integrated GPS navigation system on new BMW motorcycles is built on the premise that your cell phone (running the BMW Motorrad Connected app) serves as the standard “sat nav” that determines the best route based on your input preferences and then simply uses the TFT screen on the bike as a visual interface (or an “HMI” for you tech types…Human Machine Interface).

To be honest, it’s kind of ingenious; why should one have to pay another $1,000 for a device that he or she already has and carries most everywhere? The best parts of the integration to the bike are the factory Wonder Wheel and Bluetooth audio allow a rider to manipulate the navigation on the fly by adjusting settings such as winding road preference, destinations, etc., all while receiving audible prompts via a Bluetooth headset when the next turn is coming up. You are probably wondering what is so novel about this, and you are right, nothing at all; however, this is one of the first integrations of such a system built directly into the bike rather than being purchased as an accessory such as the famous Garmin Navigator.

Overall, the functionality that the integrated TFT navigation provides is relatively basic with a few BMW touches added in here and there. The BMW Motorrad Connected app essentially allows you to do point-to-point navigation one destination at a time while also allowing you to manipulate the route preferences with details such as the frequency of winding or gravel roads (as most GS riders would prefer) along with the usual preferences such as avoiding tolls, highways, etc. Most of these preferences are accessible from both the app on the phone while stationary or via the bike TFT while on the road. As I mentioned, there is nothing mind blowing about what the system can do, but there is something to be said about simplicity (KISS). Simultaneous operation of the TFT navigation screen and the user’s phone (mounted in a cradle) allows for one to see the visual written instruction for navigation on the TFT, while seeing a visual 3D map representation on the user’s phone for indication of upcoming curves, turns, etc.

While I have by no means exhausted the functionality of the integrated/connected navigation functionality of the TFT navigation system alongside of your existing smart phone, this outline gives you a sense of the simplistic nature of the system. I would be remiss if I forgot to mention that I think this system has a long road ahead of it in terms of working out all of the small bugs; it really could integrate some more functionality, such as an on screen map to eliminate the need for a phone to be mounted in a cradle. One must be prepared to work through the development bugs along with BMW as time goes on. New software updates for the TFT display are produced often, and the BMW Motorrad Connected app has even been updated a few times, each time becoming a little more user-friendly and seamless to use.

To sum it up, I am a list person. Everything is easier to compare in a list, which is why I have outlined a few of the major pros and cons of the system as I have experienced it in my daily use of the integrated TFT navigation system:

BMW TFT with the BMW Connected app

• Pros
  • Free, Free, Free! (Did I mention it is free?)
  • Integrated display (Less clutter)
  • Voice prompts through the bike (need Bluetooth headset to work as designed, which can be a challenge)
  • Quick on-the-fly destination changes
  • “Winding” road feature and other custom avoidances
• Cons
  • Requires smartphone (yes, it needs to be fully charged) and the BMW Motorrad Connected app
  • Requires a little tech savviness to get everything to play well together
  • Not an in-depth technical navigator
  • TFT doesn’t display a live map (But your phone can simultaneously)
  • Cellular signal needed or pre-downloaded maps required when “off the grid” (not a big deal with today’s phone storage)

The Old Faithful

The first thing one notices about the BMW Navigator VI is not the sleek look, or the newly updated screen, but rather the significant “price of admission” to pick one up new from your local dealership. At roughly $1,000, this unit requires a significant investment that may be better spent by filling your tank on your bike quite a few times and just taking “The Long Way Round” for the sake of adventure (that is the point after all). However, it doesn’t take one long when flipping through the menus to realize that this device has been tailored to the needs of all types of BMW riders, from those completing cross-country road tours to the more adventurous souls conquering Backcountry Discovery Routes using GPX files they obtained from a friend. You name it, this GPS can likely do it.

Much like the integrated TFT system, the BMW Navigator VI is set up to be operated through the Wonder Wheel of the bike, assuming one has the navigation preparation package to provide the cradle and cabling required, but it can also be manipulated through the touch screen of the device (glove friendly). Using this link between the bike and the unit, the display is capable of providing the rider with the obvious navigational information associated with a stand-alone GPS, but also other information relevant to the bike’s performance such as trip details, engine parameters, tire pressures, etc. However, my focus was mostly on the navigational function and how it compared to the capability of the integrated solution.

The primary difference between the BMW Navigation VI and the TFT-integrated GPS navigation system is the ability to preplan a large trip with multiple waypoints and details worked out ahead of time. Ultimately, the functionality of the integrated TFT solution is limited to point-to-point navigation, which is great for the drive home or from point A to B and back. However, if one wants to hit multiple waypoints, you either need to load them in to the history of the connected smartphone app to pull them up through the TFT interface while riding or simply enter them when you get to each waypoint and have a moment to stop and make the changes (assuming you have cell signal or pre-downloaded the maps).

In contrast, the BMW Navigator VI allowed me to develop complex maps of where I wanted to go with all sorts of preferences and details built in, either from the interface of the device or through the tool some have come to love or hate known as Garmin Basecamp (not discussed here). This kind of functionality truly speaks to a large volume of BMW riders who either need the complex detail of a backwoods trail outlined ahead of time or for those folks traveling cross country who want to pre-plan their route. This outline of the BMW Navigator VI capabilities certainly does not do it justice, but the point here was to complete a high-level comparison to really determine if one of these two solutions fits better than the other for most users.

Of course, there are about 100 (give or take depending on who you ask) other amazing features that the BMW Navigator VI has, but you will just have to go purchase one yourself or borrow a friend’s to figure out what those are. That being said, the BMW Navigator VI does have a lot of the same features as the integrated TFT solution such as audio (assuming you pair a Bluetooth headset to it) and visual turn by turn instructions, as well as an onslaught of other useful information such as upcoming roads, etc.

Hands down, this solution can do everything the integrated TFT solution can without even breaking a sweat, but the question that remains to be answered is whether or not that functionality is something you truly need, which is what I am ultimately after. To follow suit with before, I came up with a short list of items that I found to be worthy of notice:

BMW Navigator VI

• Pros
  • One of the most feature-rich GPS units on the market for motorcycle riders, specifically designed for BMW owners
  • Vivid display with multiple map preview options
  • Ease of pre-trip planning off the bike
  • In-depth technical navigator with loads of fun route generators for winding roads and off-road adventures
  • Voice prompts
  • Preloaded maps that do not require a cell signal to operate
  • Live traffic integration
• Cons
  • Definitely not free! ($995-$1,000)
  • Requires additional navigation preparation package
  • Something else to carry and care for
  • A shiny object that looks expensive and attractive to thieves
  • Steep learning curve

My $0.02

Given that most of my riding is point A to B, I can stomach preloading destinations into the history of the free BMW Motorrad Connected app on my phone ahead of a trip which allows me to easily select them later through the TFT using the Wonder Wheel as opposed to spending a cool $1,000 on the BMW Navigator VI. For me, the price tag is just a little too significant for the number of times I would use its full functionality, but that doesn’t mean that is the case for everyone.

As with opinions about motor oil, tire pressure, and paint colors, your mileage may vary. That being said, if the price was right, I would not hesitate to add the very power BMW Navigator VI to my bike to aid in my riding adventures.

Whatever your choice, you cannot make a bad decision with either of these two fantastic technologies.

The SHAD SR28 Rear Tail Bag has a capacity of 27 liters and includes a waterproof rain cover, a TSA Security Lock, three inner pockets for organization, and a shoulder strap to carry the bag off the bike. The outer material is a Synthetic Leather and 1000D Polyester.

The Tail Bag was a breeze to install using the SHAD Quick Mounting System. I opted to attach the four harness points to the screws under the seat, but you can also use the Velcro® strap version which simply wraps around the rear subframe. The Tail Bag then slips onto the straps using four Trimmer® aluminum ionized clips which provide a very secure mount.

The SHAD SR18 Tank Bag has a capacity of 8L and includes a tank base for easy access to the gas tank, a waterproof rain cover, and a lockable and glove-friendly zipper. I secured the bag tank base in place using quick clips that attach to the frame of the bike. The outer material is also the Synthetic Leather and 1000D Polyester. There is an inner mesh pocket for electronics and a large padded handle for transport off the bike. There is also an optional tablet holder that can be added on top.

The SHAD SR38 Saddle Bag has a capacity of 10L and attaches using the SR18 Saddle Bag Holder fitting kit, which attaches using three screws to the bottom side of the seat pan. This installation proved to be a bit more difficult, as the fitting kit bracket did not work with my Rizoma Rear Rack. The rack would have had to be removed to attach the fitting kit and since this would have involved removing the tail lights to get the rack back off, I opted to leave my rack on. The bag is only available for the right side, as the exhaust on the left side prevents having a matching set, but this would provide for an additional 10L of storage. The bag also locks to the frame and has a roll down top closure.

In order to give the system a full review, I used it for nearly a month of commuting, weekend day rides and trips to the grocery store. I have to say the system as a whole worked very well and provided ample storage for the trips that I took. I was most impressed with being able to put my helmet in the rear tail bag, as I like to be able to store my helmet on the bike, and with the locking tail bag this was quick and easy. Though the tail bag itself does not lock to the bike, at least the helmet is out of sight. I was also able to commute and keep my laptop and office gear secure in the tail bag.

Would these bags be able to accommodate a full weekend of moto camping gear including a tent, sleeping bag and Kermit chair? No, but that is not what they are intended for. I was lucky enough not to hit any rain, so I cannot attest to the performance of the rainproof covers, but they were made of quality materials that should stand up to the elements.

The styling of the bags in my option would be better matched to the R nineT Scrambler with its brown leather seat, but I did get many compliments on the overall appearance of the bags.

Overall, for the quality, functionality, style and price point of these bag, I give the system a thumbs up!

MSRP for the gear is $199.99 for the SR28 Rear Tail Bag, $99.99 for the SR18 Tank Bag, $126.99 for the SR38 Saddle Bag, and $117.99 for the SR18 Saddle Bag holder. For more information, visit your local dealer or SHADUSA.COM.

The jacket features a pair of zippered chest pockets as well as two zippered hand-warmer pockets. Inside the main zipper are interior pockets on each side with metal YKK zippers. These pockets are likely waterproof or at least very resistant, considering their placement, and during a ride through a light rain the contents of the pockets remained dry. The jacket's collar features a soft, microfiber lining and uses a single metal snap to close. I found the snap requires a deliberate action to release.

The long arms of the jacket feature zippered cuffs and a two-position adjustor that snaps for closure, allowing a rider to wear gloves inside or outside the sleeves. The jacket's branding is somewhat subdued, with only a small metal “Trilobite” text logo above the left chest pocket, while at the rear above the waist is a larger, embroidered version of the same text. Between the shoulder blades is a Trilobite graphic. The jacket's shell is made from a tough polyester fabric treated for water resistance. Additionally, there is a TriTex ® waterproof but breathable membrane for serious protection from the rain.

I found when reaching for the grips on my Yamaha R1, the extra sleeve is perfectly taken up by the riding position, and stretch panels behind the shoulders and on the hips make the reach comfortable.

A denim jacket isn’t usually what one reaches for when it is chilly or wet outside, but that is exactly where this jacket shines. One of my first rides with the jacket was on a cool morning ride on the Dragon. It turned out that I never got chilled. Between the polyester shell, liner and TriTex waterproof membrane, very little wind passed through the jacket to my torso and arms. Later that afternoon with the temps starting to climb, the jacket began to get a little stuffy. While not a summer jacket, I believe the temperature range of the Trilobite Ace jacket is suitable for mild weather, but on hotter days I’ll likely reach for a mesh jacket.

The jacket is constructed of a water resistant, polyester denim material with impact zones including the back, shoulders and elbows lined with Dupont Kevlar® aramid fibers. Trilobite includes their own brand of CE Level 2 armor in the shoulders and elbows, which are inserts consisting of three foam layers of differing density. While no back protector is included, a pocket for one is there. For visibility, the Ace jacket has a little secret that I didn’t notice until my riding partner told me he noticed the 3M reflective stitching along the upper back and arms. While not “blinding,” it is certainly better than nothing. This is something most denim riding jackets don’t offer.

A couple of interesting features of the jacket include what looks like a buttonhole with a strap beneath it on the right chest. After a little research, I found this is for holding your glasses. The idea is that a rider slips one temple arm of their glasses into the buttonhole and then the glasses are safely held against the chest under the strap. Additionally, the Ace jacket has a small LED flashlight tucked into a little rubber covered "garage" at the lower left front of the jacket. The small light is activated with a simple squeeze and is perfect for any situation where a little more light might be needed. The small light is attached to the jacket via a 20-inch auto-retracting tether so it can't be lost.

Overall, I would highly recommend this jacket not only for mild weather riding, but as a casual jacket when the armor is removed. MSRP of the Trilobite Ace jacket is $319 and is available in sizes S - XXL. For more information, visit motonation.com. Pros:

• Good looking with good protection.
• Water proof with liners
• Quality construction with interesting features including glasses holder and flashlight

• Lack of venting can make the jacket warm on hot days
• Runs one size small

For example, the SW Motech bag uses friction clips to hold the straps. Other systems can be downright ridiculous, and most require looping various accessory straps around the rear of the bike and using clips or hooks to hold the bag in place. On some seat bags, the built-in strapping system is so lame you’ll need another solution - like ROK straps - to hold the bag on the bike.

RKA came up with an ingenious solution with something they call "The Pad," which eliminates all that bother, and does so with style. The Pad is a flat base with built-in straps and square D-rings at each corner. Center The Pad on the back of the seat, then connect the straps under the seat using the hook-and-loop straps to secure tightly. You may end up with some extra strap length at the rear if the seat tapers towards the back. I suppose you can cut it shorter if it really bothers you, but simply lay it flat on top of The Pad before mounting the Starr II bag. Next, slide the straps built into the bag through the D-rings on the outside corners of The Pad. Pull the straps tight and secure them on the sides of the seat bag using the hook-and-loop on the straps. The seat bag is now secure.

The RKA mounting system for the rear seat bag is simple, easy to use and has a low profile, without the use of any additional hooks, bungees or straps. It’s also very secure. It’s more secure than using auxiliary straps and much better than bungees. (You don’t really use bungee cords, do you?)

The Starr II seat bag is expandable and has two compartments. It measures about 12 inches long by eight inches wide by six inches tall, which yields approximately 9.5 liters capacity, but undoing the top zipper expands the upper compartment another five and a half inches upward for an additional 8.5 liters capacity, giving you 18 liters of storage space.

Under the lid is a separate, translucent pocket for papers or maps, along with loops for a pencil, penlight flashlight, tire pressure gauge, etc. There is also a plastic key ring holder, perfect if you have a fob. The Starr II bag also has a big rubbery carrying handle and a shoulder strap that connects to the two D-rings on either side of the carrying handle.

The Starr II bag is easy to remove. Simply unfasten the four hook-and-loop straps, grab the bag and carry it away. I am impressed with the Starr II seat bag and believe The Pad mounting system is a work of genius. There’s nothing I can really think of I’d change, except maybe adding a padded cushion for the shoulder strap.

The 600-Denier outer shell of the RKA Star II Seat Bag is offered in standard black with silver non-reflective piping. Bag stiffener material is 9.5mm foam "combined onto a 200-denier coated nylon for the inside lining." The bag is nearly waterproof (is any textile truly waterproof?), but waterproof vinyl covers are also available as an option.

All of the RKA bags come with a limited lifetime warranty which includes zipper replacement. There’s also a 30-day return policy for unused luggage. For more information, visit rka-luggage.com.

The Omega 600 ends the years of making that choice; it is essentially a complete charging system minus the battery. The system is a bolt-on modification and includes a rotor, stator, rectifier (diode board), solid diode mounting bolts, solid state voltage regulator, alternator, brushes and all the wiring. It's a fantastic upgrade because it resolves problems that come with running several electrical components at once and does so at just 2,000 rpm. The Omega 600 also represents a drastic improvement over the stock 240-watt unit by boosting electrical output to 600 watts! The state-of-art replacement parts are made of heavy duty, high-quality materials and encompass today's advanced technology in bulletproof electrical components.

The kit went in last spring and received its testing over the summer. The system presented exceptional reliability throughout the summer and once running, the Omega 600 seemed to also give the old bike new life. I'm not sure how to describe it, but it seemed to run smoother and respond quicker than before. The Beemer performed flawlessly over a 1,600-mile testing period and left me pleased with the upgrade as summer sadly faded into fall.

Besides keeping the battery charged at much lower rpm, there was more than enough electrical power to operate the headlight, heated grips and even an electric vest for my thin-skinned riding partner’s needing extra warmth!

The Omega 600 kit is not cheap at $595, but the high quality of the parts and proven functional excellence seems to justify the cost, and Rick Jones, the owner of Motorrad Elektrik, was helpful with installation tips along the way.

The kit comes with a threaded bolt that screws into the center of the alternator and releases the “pressed fit” of the old alternator, allowing it to easily be removed from the engine. Obviously, you’ll have to cut the three wires leading to the stator. Once the alternator is out of the machine with the stator and alternator cap removed, the cap is sent to Motorrad Elektrik where Rick solders the three stator wires of the new alternator to the cap. He then sends that along with the rest of the kit for the bolt-in modification. Rick recommends different modifications for different generations of Airheads, so be sure to contact him to find out what your specific Slash 5 or 6 may need. Regardless, it’s an excellent upgrade with high quality parts!

Running the Omega 600 turned out to be a straightforward project even with the advanced planning of getting the original cap soldered to the new stator. This is a great upgrade for 1977-95 airheads needing more electrical power to drive all the accessories and electrical goodies available today. This upgrade may even have me add driving lights before the next riding season!

(PS Don't forget to check out Airheaded, the MOA blog dedicated to air-cooled BMW motorcycles!)

The first thing I noticed about the GT-Air II is how narrow the chin porthole is when pulling the helmet onto my head. This is designed to help minimize wind noise by reducing how much air can get into the helmet from the bottom. The helmet felt pretty snug at first, with the interior foam closely cupping my jawline. I half expected to get a headache from the close fit, but after 5 or 10 minutes, the helmet simply remained snug and comfortable. Fastening the new mini-ratchet chin strap was fairly easy, and the clip feels like it grips the metal ratchet strap firmly. Shoei has done extensive testing on their patented version of this convenient chin strap design, and their tests showed it is just as secure as a double D-ring chin strap in an accident. The major benefit of the ratchet style is how much faster I can get in and out of the helmet compared with a double D-ring style. My only gripe about Shoei’s ratchet strap is if you rest your helmet on your tank, you have to be careful about not scratching your tank paint with that metal ratchet piece, something to keep an eye out for. The other downside to a ratchet style strap is you can’t use it with an under-seat helmet lock.

During the presentation for the new GT-Air II, the folks from Shoei put a lot of emphasis on how much wind tunnel testing had been done, not just for aerodynamics, but also for ventilation. The GT-Air II has three intake vents and five exhaust vents, which was evident with the amount of airflow I could feel when riding at speeds above 40 mph. The top vent was easier to open and close with gloves on than the chin vent, but both provided ample airflow. With the vents closed, there was still a fair amount of ventilation; for better or worse, Shoei focused a lot of attention on drawing warm air away from the rider’s head. This is great in hot and steamy climates, but I wonder how it would feel in significantly colder weather. A balaclava may be necessary to trap in heat if that’s your goal.

As for aerodynamics, the GT-Air II does a great job directing wind over and around the helmet at high speeds. I tested this helmet while riding a naked cafe racer, as well as a fully faired sport bike. While the GT Air was getting the full force of wind speed and turbulence on surface roads and freeways aboard the cafe racer, there was very little upward pull from high-speed wind force, meaning my neck wasn't sore after a solid hour of riding. It also helps that the helmet feels very lightweight. Shoei’s aerodynamic styling, including an integrated spoiler at the back and beefed up visor seals, helps the GT-Air II transfer a minimal amount of wind noise.

One of the most convenient features of the GT-Air II (and its predecessor) is the drop-down tinted visor. Whether you embrace the full rebel X-Wing pilot aesthetic (nerd alert) or not, you can’t deny the convenience of not having to carry a separate visor to swap out for day or night riding, trying to fit a pair of sunglasses inside your helmet, or shelling out an extra $150 to $200 for a Transitions® lens. Once I became familiar with the placement of the lever, the tinted visor was easy enough to operate with my gloves on while riding. Shoei even increased the coverage of the drop down visor an extra 5mm, almost completely closing the light gap between the drop-down visor and the chin bar.

The absolute standout feature of the new GT-Air II is the ability to integrate with the SENA SRL2, which was designed specifically for this helmet and provides all the convenient features of an intercom system without a bulky unit clipped to the outside of the helmet. The SRL2 fits into a cutout in the GT-Air II's helmet shell, which keeps the helmet shape more streamlined. Aside from benefiting the aerodynamics, there are some arguments that the SRL2’s nearly seamless integration is safer in the event of an impact than a standard exterior clip-on communicator. Thankfully I have not personally tested that theory in a crash, but I certainly appreciate having less bulk on the outside of my helmet for the wind to grab at during freeway riding. The SRL2 only took about 10 minutes to install, and its 20S-based system is just as easy to use as any other late generation Sena.

The GT-Air II is available in a total of 18 different color and graphics options, including three different graphics, each with a variety of colors, and seven solid colors. The solid-colored design will set you back $599, while the graphics design goes for $699. The SENA SRL2 is an additional $299. With the communication system installed, you’re looking at close to a $1,000 helmet. It’s a pretty penny, but you’ll end up with a comfortable, light and quiet helmet with the convenience of an integrated communication system. And if you're a daily rider, that kind of investment can be a lifesaver.

On the island of Crete, our test group dodged rockfall, Wile E. Coyote-style boulders, running water, standing water, silt and mud, and a few goats, while we endured virtually non-stop rainfall and fought high winds on narrow mountain switchbacks (many without guard rails). In short, the perfect environment to test a tire! Needless to say, the storms didn’t allow the Cretan roads to show at their best. I don’t want to spoil things before I get too far into it, but let’s just say I’m impressed.

Continental knows they scored big with their ContiRoad Attack 3 tire launched a couple of years ago. For me, it was such a compelling offering that after riding with a set for a few months and a subsequent review in the BMW Owners News, I’ve wanted nothing else on my R 1200 RS. It seems a lot of other folks felt similarly, and following their success, Continental naturally wanted to incorporate the best elements of their ContiRoad Attack 3 tire into successive generations of products.

The ContiTrail Attack 3 is a 90/10, road-biased tire with the heart and soul of the Road Attack 3. Positioned on the road side of their off-road/enduro line and aimed at the adventure rider whose ambitions lie squarely on tarmac, it’s the newest offering to be situated on the conservative side of the TKC 70 (and by extension the furthest thing from a TKC 80 imaginable).

Setting the ContiTrail Attack 3 apart from its predecessor, the new tire boasts two additional core technologies from Continental’s repertoire of awesomeness, “Performance Over Time” and “EasyHandling”—both of which I admittedly have difficulty qualifying as technological in nature. Rather than thinking of these as innovations, perhaps it may be slightly more accurate to describe them as key attributes.

Regardless, “Performance Over Time” is an attribute migrated from the ContiRoad Attack 3 that focuses on tire wear reduction. Through a combination of compounds, tire baking techniques and the general absence of siping on the center tread of the tire, overall wear is reduced, allowing for better mileage. Honestly, if you read the marketing material on the Continental website, they’ll tell you up front that this is a function of their “MultiGrip” technology. In my opinion, it’s just another way of saying your next Motourlaub (motorcycle vacation) can be as long as you want.

As for “EasyHandling,” this means the tire will continue to show its “Continental-ness” throughout the tire’s lifecycle. When I reviewed the ContiRoad Attack 3 tires some time back, I was struck by how progressive and linear the tire handled, especially while transitioning in and out of corners along twisty roads. This feeling of confidence is what allowed me to ride my R 1200 RS more like a sport bike and less like a touring bike.

Rounding out the technological suite of distinguishing factors of the ContiTrail Attack 3 tire are RainGrip, MultiGrip, ZeroDegree construction, and TractionSkin. For full details about these techno bits, hop on over to continental-tires.com/motorcycle and click the Technology tab.

So what about that inexplicable experience I mentioned? As promised, read on.

These tires were brand-new production models and not yet broken in. During the launch, I rode a brand new bike in a new environment full of the aforementioned hazards and obstacles, all of which usually offer a recipe for bad things to happen and enough acute pucker syndrome to produce a small fortune in diamonds. Not only did nothing bad happen, I was no richer at the end of the day—alas.

Wet roads couldn’t keep me from enjoying myself because Continental’s RainGrip technology kept me glued me to the pavement all day long. The new tire carcasses were no obstacle to riding normally from the get-go as TractionSkin made typical break-in procedures unnecessary. Changing road surfaces (even while at lean) couldn’t steal my school-boy grin because MultiGrip had my back through thick and thin.

Even when the tire gave something up to the muddy slop we occasionally had to ride, this road-focused tire gave me the impression it was meant for handling such conditions. Our test group motojournalists conquered hills on these tires with G 1250 GSs, Africa Twins, Multistradas, and even S 1000 XRs, bounding over things we probably shouldn’t have taken on without something short of a TKC 70.

Despite our German hosts insisting they requested the horrible weather to allow us to test the ContiTrail Attack 3s in less-than-ideal conditions, we all tacitly desired the sunny paradise these launch events aim to be. I think it’s fair to say nobody wants to see a product fail to impress because of factors that are out of everyone’s control. Still, at the end of the day, everyone was impressed with this tire.

After lunch on the last day of testing, a third of our group chose to return to our hotel due to the deteriorating conditions while the remainder decided to push on into the mountains for another photo opportunity in the snow. While I wanted to be a part of the second group, I was advised to return because my pace wouldn’t be on par with the others. I resisted at first, but ultimately relented. I had no desire to find myself in a foreign hospital.

Safe at the hotel, I was nevertheless dejected the riding day was over. Forget the weather, the road conditions, the damp nether regions and sopping wet helmet liner—I wanted more. And not only did I want more, I was confident the ContiTrail Attack 3 had it in the bag.

You can ride a bike considered among the best in the world. You can possess all the skills humanly possible, and you can have all the best tech to boot; however, if you can’t trust the connection between you and the ground, your adventure is dead on arrival.

Back at the hotel, our Continental hosts were delighted to hear I volunteered to ride again. While answering their questions about the ContiTrail Attack 3 tire, it became clear to me that this is where confidence can take you. This is what adventure consists of. This is what accomplishment feels like.

I’m excited and looking forward to mounting a set of ContiTrail Attack 3s on the new adventure bike sitting in my garage and remain hungry for more adventures.

I initially tried a brand out of Europe. One drop off-road without any luggage and the bars bent permanently. Much weaker than BMW's option, which suffered quite a bit of abuse before finally bending. I looked for more options and found AltRider. I'm lucky to ride off-road with a lot of people and have seen every crash bar take abuse. Most hold up just fine, but some disintegrate like paper.

AltRider's prices are high. I say that even as a convert. Then I remember that their products are built in the United States and everyone there rides and uses the products. If you check their YouTube channel, you'll know what I mean. Despite the high cost of AltRider products, you do get what you pay for.

The tubular construction of the AltRider crash bars is tig welding done by hand and the material twice as thick as most other bars out there. This adds a negligible amount of weight compared to the competition. Their bars utilize the frame mount points and the motor, including the included crossbar that replaces the upper engine bolt through the GS frame. They include all the bolts and thread locker you need and the job can easily be done with one person so long as you have a little bit of patience and a heat gun to break up the high strength thread locker BMW uses on their structural bolts.

I knew the crash bars were strong. They survived 10 fairly hard off-road drops in the first 15,000 miles of use and didn't move an inch closer to my heads or deform at all. Their size, location and form make for great use when you need to stretch your legs on long rides, too.

Last year, I had a crash on pavement that totaled my bike simply because the slide into a guardrail bent my lower right foot peg mount, which is a part of the frame. As I slid about 45 feet at 30 miles per hour into the guardrail, I knew it was going to be a tow truck out of there. After the slide, I got up, dusted myself off, picked up the bike and it started. The crash bars were seriously scraped up, but they didn't move. The formerly round tubes were flat on the outside, but still whole without any holes in the construction. They stayed in place like the crash never happened. How did a 600-pound bike slide sideways for 45 feet and this was all the damage? Had the peg mount not been bent to the point of breaking, I'd still be riding my Triple Black GSA today.

I grabbed another GS a month later and the first thing I ordered was the AltRider crash bars and skid plate combo. Knowing how resilient they are, I'll be a customer for life and try to avoid guard rails going forward. I did want to make an honorable mention that I ride with a few friends who stick with their stock GSA crash bars but add an AltRider reinforcement bar, which bolts directly to that upper engine bolt location and makes the OEM crash bars a lot more resistant to bending. It's a low-cost way to get a lot of life out of the OEM crash bars and I've seen it in action myself holding up to some serious falls off road.

No riders were harmed in the making of this review.

More info on AltRider's website; prices for water-cooled GS crash bars as of this posting are $506.97 (if you have their skid plate on your bike already) or $546.97 (if you don't). The crash bars are available in various colors for BMW, Ducati, Honda, Husqvarna, Suzuki, Triumph and Yamaha motorcycles. BMW models covered are the F 650/700/750/800/850 GS, R 1200/1250 GS/GSA S 1000 XR and K 1600 GT/GTL.

Pros: great strength, hand welded, made in USA
Cons: expensive

In addition to my daily rides, I make many long-distance treks across the country, and my gear has to handle temperature extremes and precipitation challenges with grace and efficiency. Additionally, because what I wear is also part of my work presentation, it has to look professional and stylish as well. The KLIM Artemis fits the bill nicely.

The Artemis is a two-piece suit, cut specifically for the female form. Because the gear isn’t heavy or bulky, it’s easy to forget that I’m wearing state-of-the-art protective gear. While riding, I can reach forward comfortably with adequate room in the shoulders, and the leg bend allows me to sit in any position on the bike that fits my needs. The gear works equally well on track training days as it does while riding to get coffee.

My original Artemis suit was in the gray and red color combination, but when the airlines lost my luggage, I had to replace the suit. My replacement gear is in the tan and high-visibility color which is my absolute favorite. Many people compliment me on the suit color and the fit.

The fit is crucial in protective gear. Adjustments for the jacket are located in the collar, upper and lower elbow area (to keep the armor in place), wrist, waist, hip opening, and lower hemline. The pants can be adjusted for comfort in the waist, below the knee (armor placement retention) and at the hem. The amount of variation in straps and closures allows a correct fit to your body to provide both comfort and effective protection.

I have ridden about 15,000 miles in the suit. My first long ride was from Santa Cruz, California, to Des Moines, Iowa, last summer for the MOA National Rally. The suit was comfortable right out of the box without any true break-in period. During that ride, I found and operated the vent zippers easily while riding, which made the hot temperatures almost comfortable to endure. The vents really made me love the suit even more, simply because there are extra vents in extremely effective places!

The pants have the same vents as previous KLIM suits. There is a long vertical vent at the front of the thigh and a corresponding long vent to the rear of the thigh. This allows a robust airflow through the rider’s upper leg area. The jacket is where the new vents are. First, the standard chest vent runs vertically near the jacket zipper. There is also a bicep vent on each arm. A new set of vents was added to the chest area a horizontally from under the armpit to the jacket zipper, effectively cooling the lower rib area. KLIM added another vent in the forearm area. When the forearm and the bicep vents are both open, the airflow from wrist to shoulder is divine. Don’t mistake the forearm zipper for a pocket because you’ll be missing out on the benefits of that additional opening. There is a set of exhaust vents to allow air to pass through and out the back of the jacket.

If you like pockets, this suit is for you. The pants have very deep and usable waterproof pockets on both thighs between the air vents. The jacket has two hand-warmer pockets with a flap, a bicep pocket on the right arm, an emergency info pocket on the left forearm, and a large pocket on the back of the jacket below the waist. Inside pockets on the jacket include two large pockets below the waist and a chest pocket with a cord slot for audio devices and earbuds. All jacket pockets are waterproof.

The suit colors are bold and very visible to other roadway users in the daylight, especially the tan and high-vis combination. For low-light riding situations, retro-reflective accents are located near the collarbone on the front and rear of the jacket along with side reflectors on the shoulders and tricep area. The pants have reflective accents on each thigh and calf area.

I found the suit to be waterproof even during very heavy downpours that lasted hours. As long as my clothing wasn’t exposed and wicking water in, I stayed dry within the suit. Thirty miles of moderate snowfall on the way to Calgary didn’t compromise the protection of the Gore-Tex, either. While riding from Mexico to Calgary over the Labor Day weekend, the Artemis handled 110-degree heat as well as it did during a long and memorable, early morning ride over the Canadian Rockies with temperatures between 23 and 29 degrees. The suit doesn’t have an insulated liner so layering my riding clothes provided all of the temperature adjustments that I needed. The Artemis jacket and pants also zip together to provide full coverage in the event of an unexpected get-off.

I’m very pleased with the performance of the KLIM Artemis suit. It is functional, adaptable, protective, stylish and comfortable, and the designers talk to real riders to implement effective tweaks to enhance our riding experience.

If I could change anything, I would add a bit more room in the crotch area for swinging a leg over the bike. I would also tweak the forearm vent so it would remain open and catch moving air even more effectively. If the sleeve moves, the opening sometimes closes a bit and blocks air from entering the vent. When it is operating efficiently, the angels sing!

If you are in the market for a new women’s riding suit, the Klim Artemis suit is well-worth your consideration, no matter what type of riding conditions you may face.

The KLIM Artemis women’s jacket retails for $699.99, while the women’s pants retail for $549.99. For more information, visit klim.com.

The gloves feature goat skin palms with goat skin and 330D Cordura construction incorporating SEESOFT knuckle protectors and EVA foam offering protection on the heel of the palm, fingers and thumb. A Thinsulate G fleece liner adds warmth while a Gore-Tex liner provides waterproofing and breathability. The gloves do not offer touch screen sensitivity but do feature a visor/nose wipe on the sides of both the right and left index fingers.

The most unique feature of the Stratos GTX glove is its closure mechanism enabling the rider to cinch the glove tight with one hand. To close the glove, a rider pulls the cuff flap to the outside to pull a thin nylon strap to snug the glove and then pulls the cuff flap the opposite direction to secure the cuff down with Velcro.

MSRP for the REV’IT! Stratos GTX gloves is $159.99, and they are available in sizes from small to 4XL.

Attendees at recent MOA Getaways in Tomah, Wisconsin, and Kerrville, Texas, were given an opportunity to test a pair of the Stratos GTX gloves. Members Almir Besic and Gavin Harrison share their thoughts below.

Almir says...

Overall, I liked the gloves. They were little too warm for the 50-60 degree day we had, so I had to remove them early morning. I would have preferred a size smaller than the size XL I tested.

The gloves felt very soft and comfortable and were nicely ergonomically shaped. The precurved fingers made it easier to grip the handlebar, and they were easy to get on and off. The gloves feature a rather unique closing system, but I liked it after using it couple of times.

The Stratos gloves seem to be very well made, with nice seams and nothing to bother me by creating rubbing points on the inside. The protection seemed to be adequate and comparable to other gloves I’ve seen or tried on before.

Gavin says...

I’ve had only a day to review these gloves so far, but there are several things that stand out to me in the initial wash.

A hybrid leather and textile design renders a glove that is still sleek while being protective in likely impact points. The stitching is smooth and doesn’t create pressure points at the fingers though Euro sizing indicates that you might want to start up one size if you possess thick fingers. The leather allows for good feel and sensation, and though you won’t be picking a dime off the counter with them, adjusting my Sena COMM system and manipulating jacket zippers was easy. The gloves also afford fair weather protection while still allowing good penetration of warmth to your frosty digits from grip heaters (it was pretty chilly the first morning of testing). As a test, I held the glove to allow wind into the cuff until my fingers were cold. Then, I activated the heated grips which yielded toasty fingers in about a minute using Oxford grip heaters.

The most interesting piece for me is what I’ve come to expect from REV’IT: innovation. When you put on the glove, you pull the cuff away to open it and fit it over your jacket, this then activates two cinch points that automatically tighten the glove around your wrist. Then you fold back over the cuff and your jacket and you’re ready to ride. There is a release strap built into the system, both are easily intuitive. The closest analogy for this is a couple of pairs of my Teva sandals where activating the main buckle cinches everything.

I wasn’t able to test them for water resistance today (thankfully) but given the proven capabilities of GORE-TEX, I imagine this won’t be an issue.

I would consider these to be two and a half season gloves here in Texas, as I wouldn’t want to wear them much past 60 degrees F. With my testing so far, I can see a pair of these to go with my REV’IT jacket if I can ever get it back from my son!

After a 2,500-mile motorcycle camping trip in the Rockies last year with the stock steering yoke installed, I was convinced I already had the perfect bike. When I undertook this review project, I honestly thought I would be raising awareness about a product for those who prioritize comfort more than I. The funny thing is, I didn’t realize what I was missing until I installed this thing on my bike!

My wife, who recently purchased a G 310 GS as her first motorcycle, has been kind enough to let me perform an informal analysis of her bike’s ergonomics against mine with the Wunderlich straight bar conversion kit installed. Folks, I have to say, my R 1200 RS feels like a GS now. Considering my bike is classified as a sport bike on BMW’s website, I feel like I’m cheating and I love it.

A 600-mile trip up to the Ouachita National Forest for some camping in early May further confirmed what a couple of weeks of commuting and backroad blasting had already begun to reveal: adequate as the bike is from the showroom, this straight bar makes a huge difference on the ergonomic front.

From a functional/performance perspective, I noticed a little less front-end feel while taking the Talimena Scenic Byway at a spirited pace. I attribute this to being more upright in the saddle. In the twisties, if I needed a little more lean angle, the increased width of the bar made course corrections ridiculously easy, even with full panniers and a 35-liter dry bag on the pillion. Score one for leverage!

In the city, I’ve found the R 1200 RS maneuvers far more easily in tight spaces with the Wunderlich bar installed. A common complaint with the stock R 1200 RS is that it’s difficult to ride in urban settings. Although I’ve never felt this to be a shortcoming of the bike, I’ve nevertheless noticed I’m moving about with greater ease now than before.

When it comes to the bar kit’s components, fit and finish wise, the texture and color of the bar is virtually identical to that of the stock yoke. Nobody will be able to tell a difference – unless you decide to use the mounting hardware provided with the Wunderlich bar kit.

The stock bolts for my bike are silver-colored, whereas the bolts provided by Wunderlich are black, which is a bit of a miss if you ask me. Thankfully, you don’t have to use them if you don’t want to.

The etched Wunderlich logo is small, unobtrusive, and positioned out of view. If you’re like me and don’t like logos all over your machine, you’ll consider that a plus. Also, Wunderlich added hash marks that guide the user when selecting different levels of adjustability for the bar. Given the bar represents an ergonomic upgrade to begin with, guiding users to a more bespoke fit is a thoughtful touch that I appreciated greatly.

Installation of the bar requires more than a little patience. The instructions assume you know more than you might, and although I was ultimately successful, I still found the exercise a bit tedious due to vague illustrations and a lack of written steps. For what Wunderlich charges for this kit, I’m more than a little disappointed a list of required tools to perform the job wasn’t provided. There’s nothing quite so enjoyable as getting to a critical moment in the installation process and realizing you have to go to the hardware store to buy a missing tool.

For your convenience, you’ll need the following:

• T 8 bit
• T 20 bit
• T 30 bit
• T 45 bit
• 13mm socket
• Ratchet(s) for the above
• Needle-nosed pliers (to help unplug electrical connections inside the handlebar switches)

A meaningful functional upgrade, the Wunderlich Handlebar Conversion for the R 1200 RS isn’t leaving my bike any time soon. Never one to shy away from a pun, it’s definitely wunderbar!

If you’re not brimming with confidence, have a low tolerance for faffery, or simply aren’t eager to install the kit yourself, consider giving your local dealer a little business. Otherwise, the installation process should (excluding hardware store runs) only take 60-90 minutes.

Details:

• Handlebar Conversion R1200 RS: $546.95
• Pros: Fit and finish | Ergo-tastic
• Cons: Cost | Installation Instructions | Cost
• Rating: 4/5
• Website: wunderlichamerica.com

My yardstick for measuring wind comfort is based on the late 1970s and early ‘80s Windjammer fairings. Granted, they were big, not so pretty and expensive, but they offered unparalleled comfort behind the screen. You could smoke a cigar or drink a cup of coffee at 60 miles per hour in the calm bubble they provided.

The K 1600 GTL is a little disappointing in the wind protection department when compared those Windjammers. Granted, the bike shines in so many different ways outside of wind protection it is easy to forgive these shortcomings.

Back to the two prime use cases, riding as a single rider and riding with a passenger. In my case my passenger just happens to be my wife of 33 years, and it’s kind of important to make the ride comfortable for her.

The K16 has an electrically adjustable windshield. In the lowest position, it lowers all the way down to the cowl and secures the GPS. It can then be raised about six inches to the topmost position. When I am riding alone, I will raise the windscreen to about one or two inches below my line of sight. This position effectively pushes the air up and over my helmet, provides nice bug protection, and gives a very nice view of the road.

When riding two up, I will raise the windscreen to between 60 and 80 percent of maximum height to provide improved wind protection for my wife sitting in the big Beemer’s stadium rear seat. In this position, I am looking through the windscreen at about the screen’s mid-point. Fully raised, the stock windscreen buffeted so badly that neither of us were very happy.

During the MOA Getaway at Fontana, North Carolina, in April, I got a chance to check out the Wunderlich model 35380-101-ANB Touring windscreen, the tinted and vented Wunderlich windscreen for my bike. A clear version is available and both tinted and clear are available with or without the vent. I installed the new windscreen in the Fontana Resort parking lot with a single T25 Torx in about 10 minutes. I think it took longer to remove the bubble wrap than the actual installation.

The first thing you notice is the improved looks for the bike. Wow! The tinted screen really brings out the black trim on the bike and matches my black Wunderlich protection bars beautifully! Huge improvement in the looks department, and the fit and finish of the polycarbonate material seems excellent.

I’ve been running the new Wunderlich screen for about two weeks now both with and without my passenger. I can say without a doubt, the single rider wind protection is far superior to the OEM screen. The Wunderlich is significantly wider at the mid-point, and this manifests in much less wind on the shoulders and upper body for the rider. Setting the height at my normal one to two inches over the sight line gives me a much improved overall experience than the OEM screen.

For my passenger, the story is a little different. Raising the screen to between half and three-quarters height like normal provided no significant improvement over the OEM model. Buffeting is still terrible at the full height level and after playing with several set points from single rider low to full up position, I could find no sweet spot. In this two-up position, I am looking through the windscreen and found the tinting to be a nice gradient level. Not too dark and not too light, which actually surprised me as I thought it might hinder my visibility.

Lastly, the included vent. All the notes above were with the vent in the closed position. On a particularly warm April day, I opened the vent and found the air flow to be very nice! Much better than I anticipated. The April air was cool, and the flow through the vent was controllable and pleasant. Overall a nice touch for this screen design and I think worth the extra bucks.

All in all, the Wunderlich screen is beautiful addition for this bike. Single rider protection is a marked improvement. Two-up riding is not significantly better, but for sure no worse either. Unfortunately, a little internet research tells me this particular screen has been discontinued by Wunderlich in favor of an improved design to prevent a whistling from the vent. In my experience this screen has had no problems regarding whistling. There is a height adjustment point that causes excessive wobble of the radio antenna, but with a little up or down adjustment, this issue goes away.

Website: wunderlichamerica.com

At the MOA Getaway in Tomah, Wisconsin, last fall I was able to demo this Sargent seat. During my ride on that Saturday, I put 148 miles on the seat, which included about 40 miles off-road. Because it rained most of the day, our ride took us onto slick, wet concrete, wet gravel, clay, and some hard-packed dirt and sand.

Installing the seat was easy, and at six feet, five inches tall, I only tested the high seat position. Because the Sargent seat is wider and almost an inch longer than the stock seat, I had to remove the passenger seat to be able to lock the Sargent into place. Once this was done, it was simple to press down on the rear of the Sargent seat and then replace the OEM passenger seat. Done in two minutes.

I measured the Sargent World Sport Adventure Touring seat to be 1.3 inches wider at the front and 3.7 inches wider in the back compared to the stock seat. I found this extra width to be wonderful, and it gave me more confidence when gripping the seat with my knees when standing and offered more support when sitting.

I found the firmness of the Sargent seat to be about the same as the stock seat. Perhaps because the Sargent seat is wider, it offered a more comfortable feeling than the stock seat, which tends to get hard on my tail bone after 100 or so miles. After my ride, I found that I wasn't as fatigued with the Sargent seat.

I don't think the Sargent seat needed breaking in. The gel used in the Sargent seemed to reduce vibration, specifically when riding long distances on highways, and I believe that my tail bone didn't feel any pressure or needed rest.

I moved around on the seat by shifting my weight forward and backward and by standing on the pegs and found the Sargent to be about as comfortable as sitting at the dinner table. Additionally, I found that when I was standing, it was much easier to grip the tank with my knees, which made me feel more relaxed.

During my ride, I could feel the stock rear seat on my lower back-side butt area since the Sargent seat sits lower and the passenger seat seemed to overlap the front a tad. Looking at images where Sargent fronts are used with stock rears and comparing them to Sargent-only combinations, there's no doubt that when using a Sargent rear seat there's minimal overlap, which I believe would create a better feel when your weight is shifted back in the saddle.

On the down side, I found the seat to be a little wobbly until I adjusted the rubber mounts on the bottom to reduce the distance from the bottom of the seat to the frame tube. I don’t believe you’re supposed to do this, but I found that if you don't, then the seat has a weird feeling. These rubber mounts are supposed to be used screwed in all the way (to adjust for the low seat configuration) or taken all the way off to accommodate the high seat configuration. I think Sargent may have to look at this a little more closely, or I'm not doing something right.

Overall, I found the Sargent World Sport Adventure Touring seat to be fantastic. I was so impressed with it that after returning home from the MOA Getaway, I went ahead and bought a Sargent 2013.5+ World Sport Adventure Touring Seat (heated, of course) with Carbon FX inserts.

After ordering the seat, it arrived three weeks later. When ordering, I found that all Sargent seats are hand-made, and the sales person I spoke with also gave me a $65 discount that I didn't know existed. In my book, that’s excellent service. Website: SARGENTCYCLE.COM

Then I paired my favorite Arai with a Sena SMH10 Bluetooth headset. Initially, I was only interested in streaming some of my favorite tunes to make the miles tick off a little quicker. Once exposed to the functionality of Sena products, I was hooked on the full connectivity: music, phone, GPS and intercom. When the chance came to try a new Sena Momentum helmet with integrated Sena Bluetooth headset, I couldn’t resist.

Sena’s Momentum helmets are offered in three varieties: the Momentum, Momentum Lite and the new Momentum INC with Intelligent Noise Cancelling technology. The difference between the two base models is four Bluetooth connections for the Lite compared to eight for the standard Momentum. The Momentum INC offers the ability to block ambient and repetitive noise with electronic noise canceling technology.

The Momentum helmet weighs in at just under four pounds. The liner is removable and washable. Included with the helmet are a soft cloth helmet bag, user’s manual and a USB cord for charging or downloading the latest firmware. Sena also includes an inflatable ring to hold the helmet when not in use.

Before connecting my devices I took it out for a quick spin to evaluate the fit, comfort and noise levels. I found the opening of the helmet rather small and initially painful during my first attempts at inserting my sizeable melon. I believe this helps reduce wind noise during riding, and if that is the case, I’ll accept the tighter fit. In fairness, after several rides, I’ve learned how to insert and extract my head without discomfort.

The Sena’s interior is plush with thick, removable and comfortably soft cheek pads. With an integrated mic, speakers and electronics, I still found plenty of room between the helmet and the face, as well as around my ears.

The Sena Momentum helmet has a rounder shape than Arai’s traditional long oval. When wearing the Sena, I can feel pressure along my forehead. I’m convinced that after it’s broken in, the Sena will conform to my egg-shaped noggin just fine!

On the road, the Sena didn’t disappoint. Although not as quiet as I had hoped, it’s still quieter than most helmets I have tried. It still requires the use of ear plugs, but I have yet to find a helmet that doesn’t. The Momentum helmet is quite stable in the wind, without annoying hums or whistles, which would be a deal breaker in my book. Ample venting on the front and rear effectively move air across your head on warm days.

All that aside, the real reason you want Sena’s new Momentum helmet is for the integrated Bluetooth functionality. I easily paired the helmet with my phone and almost instantly had music streaming on my ride. With Sena’s Advanced Noise Control, I found phone functionality and clarity of the microphone to be flawless without any struggle to hear or need to yell even when wearing earplugs. The microphone and speakers seem to be perfectly positioned for the best sound quality—probably the single most important feature of a helmet built with an integrated headset.

I found the controls for the helmet large and more intuitive than my older Sena unit. While it does take a little time to learn the sequence of short and long presses to cycle through and learn all the helmet’s functionality, I can’t complain about this out of the box. It simply requires some repetition and use to make it all work smoothly.

In use, the Sena unit easily pairs with up to seven other Sena users to allow for crystal clear, high-definition intercom conversations. Using the Sena smartphone app, users can customize the functionality, including volume levels, voice control, multitasking and volume overlays to suit your preferences. Additionally, the Sena Momentum can integrate voice input from your GPS and receive FM radio broadcasts with ten station presets. The Bluetooth communication features are everything I have come to expect from a top shelf communication company like Sena.

Overall, I found the Sena Momentum helmet to be a bargain given the level of electronics and the apparent quality of the helmet. The sound quality is far superior to my current add-on unit, and I would consider laying down the money for that feature alone. Although I had to adapt the Arai to accept a Sena Bluetooth unit, it fits me perfectly, and I’m not willing to give it up just yet. I’d encourage anyone to test fit Sena’s Momentum helmet. If it hits you in the right places, you will be buying a solid helmet with excellent Bluetooth capability right out of the box.

Though I didn’t crash test the Sena helmet, it is DOT and ECE compliant and comes with a five-year warranty on the helmet and a two-year warranty on the electronics. The Momentum helmet retails for $449. The Lite is slightly less at $399. Sena’s helmets are available from an extensive network of dealers throughout the United States or online at buysena.com.

The weather during the Getaway weekend was beautiful and sunny, with temperatures starting out in the upper 30’s and warming up to the mid 50s during the afternoon. I thought these gloves would be perfect for the weather we had that weekend.

The first thing I noticed about these gloves was the quality. All seams were finely and seemingly carefully stitched, and the leather was of excellent quality and weight with no observable blemishes whatsoever on any of the sections. The leather had a very substantial feel to it and told you these were clearly quality gloves.

The fit with a large was very good, although I normally wear a size XL, so this particular glove was a little short in the fingers and a bit tight across the back of the hand for me. Nevertheless, I wore them most of the day on Saturday, switching them back and forth with my trusty BMW summer vented leather gloves to compare the dexterity, quality, fit, warmth and comfort. On that particular Saturday, since my BMW gloves were vented, these Rukka gloves were considerably warmer and more comfortable than mine.

The Rukka Apollo Gore-Tex X-Trafit gloves have some very nice features that I wish I had on my gloves. For instance, in addition to the customary hard knuckle protection for your largest knuckles, they also have hard protection for the next set of knuckles for your third, fourth and fifth fingers. There is a flexible and expandable piece of material just above the wrist that provides some additional comfort and movement, and the thumb finger has a very handy raised visor wipe. I especially liked the hard protection for the meaty part of your palm on the underside of the glove. My BMW gloves have only a slightly thicker piece of leather at this location. In the event of a fall, I believe the Rukka gloves would provide much more protection for my hands.

The hook and loop strap at the wrist was large enough to securely tighten the gloves across my wrist. Since the cuff was a little longer than a summer short-cuff glove, I was able to cinch up the jacket and glove to keep cold air from blowing up my sleeve. So what are my impressions of the Rukka Apollo Gore-Tex X-Trafit gloves? Well, after putting them to the test for a full day in cool weather, even though they were a size smaller than I would prefer, I was sufficiently impressed that I decided to buy a pair for myself, only this time in a size XL.

The Rukka Apollo Gore-Tex X-Trafit gloves carry an MSRP of $199.

If we drink the Kool-Aid, this tire will do it all. It'll out-perform every competitor. You'll ride harder than that dudette who drags her knee on your local twisties, farther than Ewan and Charlie, and faster than a caffeinated squirrel mounted on an S 1000 RR. This tire's so great, even ostriches will take note (please watch Continental's demo video for these tires to get the joke). All this, with (virtually) no break-in, can be yours if you, too, buy this tire. Unsurprisingly (and perhaps thankfully), the truth-from my point of view-is a little more sedate. Let's be real: a sport touring tire is by its very nature a compromise. I still have difficulty defining just what the term "sport touring" means. The ContiRoadAttack 3 tires might have made that task a little easier, but not by living up to the superlative-laced marketing material we're likely to read from OEMs and motojournalists. These are my initial impressions.

Prior to mounting the ContiRoadAttack 3 tires to my R 1200 RS, I rode with the OE tire, Michelin's Pilot Road 4. It took mere moments with the Continental shoes to realize that the ContiRoadAttack 3 tires (comparatively) transmit quite a bit of feel to the rider. For the highway ride home, you might say I was "shaken up" a bit. I didn't know how to think of this at first because I'd never known anything other than the sure-footed, somewhat muted experience offered by the Michelins.

I now attribute much of that stirring experience to over-inflation. At 138 pounds fully fed, I don't normally run the recommended maximum cold tire pressures (36F/42R) and typically opt for something a little less bloated (34F/40R). Backing off the tire pressures did the trick. While the harshness was abated, the increased road feel remained.

I quickly became aware of how much I value this increased road feel compared to the PR4. With Dynamic ESA working to smooth out my ride constantly, I didn't realize how much of the sport experience I was missing while riding my local twisties. As Bill Wiegand will attest, having seen a video of me railing a corner (at perfectly legal speeds) with these tires, they do indeed inspire a degree of confidence.

Fully recognizing not everyone enjoys the sweeper-loving attributes of an R 1200 RS, I nevertheless must convey what a difference-maker these tires have been for my bike. Until the ContiRoadAttack 3 tires got slipped on, terms like "neutral" and "planted" didn't carry much meaning for me. The tires' press release mentions something about ensuring "…reliable stability at high speed and only a low kickback thanks to a 0° steel-belt construction." Yeah, I have no idea what that means. However, if I'm to believe that has anything to do with the experience I've had thus far, I might be willing to buy it. Whether traveling at 60 mph on the highway or 130 mph on an abandoned backroad, the tires feel the same.

With the increased stability the ContiRoadAttack 3 tires appear to provide, my corner entry speeds have increased. Not just because of the aforementioned road feel, but because the tip-in is easier for me to judge. I no longer feel like I have to scrub off as much speed to determine just what my tires are doing and how that'll influence my corner transit. Additionally, getting on the throttle earlier (and harder) is something I've found myself doing more frequently as I simply have had little reason to doubt the tire's ability to carry me through.

If you've made it this far in the review, first of all, thank you. Secondly, you should know I don't commute like the first two sections make it sound like I typically ride. Commuting duties are a different beast altogether. So, how do the ContiRoadAttack 3 tires stack up here? In two words, just fine. The two qualities mentioned above were specifically chosen because they've enhanced my understanding of my bike holistically. Further, they've made every part of my normal riding schema more enjoyable.

As far as performance in various weather conditions, north Texas is experiencing a warmer-than-average late summer (we don't have fall here). That means mysterious things like sky water (precipitation) and mouth steam (cold weather) aren't particularly prevalent. Basically, I've been riding mostly in the mid-low 50s Fahrenheit like a spoiled kid. That doesn't mean it's been all fun and games, though.

I purposefully waited for a Canadian front to pass through so that I could test cold-weather traction. I bargained for something between 38 and 42 Fahrenheit. Instead, Mother Nature served up a 24-degree morning…with a bit of frost. Game on!

Traction seems to not be an issue on cold pavement. The increased feel (I keep going back to that, don't I?) would indicate a tendency to foreshadow any squirrelly happenings with greater transparency. I felt no such tendency with these tires-score.

What about tread life on the tires' centers? Presently, the sporty characteristics of the ContiRoadAttack 3 tires have enabled me to spend a lot more time getting rid of my chicken strips than I ever expected to. What center tread wear I have noticed has been minimal. At 1,500 miles, the tire profile does not appear to be squaring off.

The questions that remain are those that a long trip and more time will answer. I'll report back on the touring credentials of these ostensibly sport-biased tires once a little more riding has taken place. Until then, ride safe!

• Pros: Enhanced feel compared to another leading ST tire, quick turn-in/lively handling, emphasizes the "Sport" in sport touring
• Cons: Questionable longevity (more research needed), questionable touring credentials (more research needed)

You won’t see much advertising in the usual places, but you will see owner/operator Lorna Reed at motorcycle rallies and small town festivals in western Colorado. She first made chaps in 2002 for a few equestrian friends who frequent Colorado's remote forests. Eventually the customers convinced her to spread the joy to motorcyclists.

I met Lorna at the Top o’ the Rockies Rally in Paonia, Colorado. Looking first hand at the variety of fabrics, colors and styles, and then holding a few samples in my hands, made me a customer. After wearing the product for several summers and winters, I became a believer! During several Rocky Mountain blizzards I wore them while driving a snowblower. They stop the wind, fit comfortably over Bermuda shorts or jeans, and are comfortable on the warmest days.

My Colorado Chaps arm gauntlets live in my side bags, ready for any sudden drop in temperature. They are easier to store and to put on than digging around for the extra jacket. You will be surprised how much protection they provide while covering just the forearms behind a pair of gauntlet gloves. Your hand signals will be a LOT MORE VISIBLE to drivers behind and ahead of you. If you are the delicate sort, you may need a fleece-lined pair.

Neither these chaps nor the gauntlets are cookie cutter products. They are assembled in Mesa County, Colorado, near the Colorado River.

Decision Making

When you decide to get a pair of these chaps you will need specific information, and to make some decisions. How long is your inseam? Do you want leather, water-resistant nylon or breathable cotton canvas? What kind and color of nylon do you prefer: Ballistic, 1000D Cordura, Basofil, Kevlar? Do you need knee armor? (It’s the real stuff.) Get fleece lining if you are going to ride in 35 degrees or less. Do you want mesh backs for hot days? Do you ride at night? If so, consider reflectorized striping. What color stripes do you want? What is the circumference of your thigh at the most ample point? There are more choices if you want a classy pair. Once you are wearing the chaps you may forget the flap-covered pockets on the front of each leg because they fit so well. They come standard. The chaps come with a belted stuff sack that fastens to your rear pack or to your handle bars.

“Not for me,” you say?

You may prefer to wear over-pants, the kind that cover your knives, tools, cell phones and everything else you hook to your belt, and to cover your front port hole even when you really have to go. You may prefer to remove your boots to get out of the over-pants. There is no need to remove footgear to exit Colorado Chaps. Your flexible parts stay flexible and your belt gear says accessible and you never have to remove your boots. Every pair of chaps is custom fit, hand cut, and built for you in the USA.

If you don’t like any exterior bulk above your knee and you don’t wear a belt, then consider the half-chaps, especially if you need shin and knee protection. Colorado Chaps guarantees a custom fit on a durable garment that you will enjoy for a long time. You will not find this quality in a factory made, off the rack wearable from overseas.

Lastly, when it comes time to order another pair, or possibly a gift or two (half-chaps, gauntlets?), you can get your questions answered and any problems resolved directly from the person who supervises the production of every order. Send your email with questions or just pick up the phone. I like this gear! Happy Trails!

Contact: info@coloradochaps.com, call 970-464-5803, or write to Colorado Chaps, 3553 G Road Palisade, CO 81526.

Gray Buckley (MOA #27846) lives in Lakewood, Colorado, and rides a 2015 R1200RT. After service as a Maryland State Trooper and as an agent of the Colorado Bureau of Investigation, he retired to ride full time. He is allergic to gravel, asphalt, cement, lead and sharp pointed and/or cutting instruments.

Training was until recently at the Munich Airport, and presumably for lack of space was moved to the old Fürstenfeldbruck air base just south of Maisach.

The former Fliegerhorst Fürstenfeldbruck air base (Fursty for short) was once an important field for both the Luftwaffe and the US Air force. It has been decommissioned for over a decade, and the closest thing to flying machines you will see here are BMW cars and motorcycles used by the BMW Driving Academy. The runway is now inactive, but the base reportedly hosts training for ground personnel. Instead of the roar of jet engines, all you will hear now are screeching tires of BMW sedans on the skid pads and the golf cart whine of eco-friendly i3 coupes unobtrusively whizzing by.

The training facility occupies some 320 acres on the east side of the former air base. The website in German and English can be accessed at bmw-drivingexperience.com. The site contains ample details regarding the facility and scope of training. The cost on a BMW-supplied motorcycle is 240 Euro, and 200 Euro on your own bike. This is a no-brainer for me. A simple tip-over can cost well in excess of the 40 Euro difference (replacing a broken clutch or brake lever may cost around 200 Euro).

The motorcycles are fully insured for damage, so in the event of a mishap you will not be held liable unless you engage in reckless behavior. Personal medical coverage is the responsibility of the rider, which for EU residents is generally provided by the state. Risk-averse American riders should consult with their insurance plans in the US. At the moment, training is only offered in German (the English option box is greyed out on the application). Presumably at a later time this will change to accommodate non-German-speaking riders. However, if you have a reasonable command of German, you should definitely consider attending a training session. The instructors are very helpful and for the most part speak better English than most of us will ever speak German.

An R 1200 GS similar to the one the author used for his session in Maisach, though obviously this photo was not taken at the air base. Photo courtesy of BMW Motorrad.

My letter of acceptance reiterated that the training would be conducted "ausschließlich auf Deutsch" (exclusively in German). Considering the increasing trend by corporate BMW to use English lingo, I reckoned some latitude would be allowed.

On my appointed date I showed up half an hour late for class, as I could not find the entrance to the tightly padlocked air base anywhere. As I was about to give up, I spotted a rather subdued sign pointing to the BMW Driver Academy. The first session of the day was spent in general orientation, basic motorcycle control and emergency maneuvers. The class included some 20 students divided into two groups presumably on the basis of experience. By virtue of age rather than skills, I was put in the "experienced" group.

Following the classroom session, we walked out onto the parking area where our assigned mounts awaited us. My R 1200 GS with some 1000 kilometers on the odometer was otherwise showroom-new. The bike was equipped with mag wheels and shod with dual sport Anakee tires. Other equipment included full electronic regalia as well as cruise control. The driver seat was placed in the lowest position, which allowed my 29-inch inseam-challenged legs to reach the ground comfortably.

The motor fired up readily and settled into the familiar flat twin rumble, although more muted than its predecessors. The hydraulic clutch is feather light, which made it easy to follow the instructor’s commands to use two fingers for control. The bike seemed narrower than the previous oil-cooled models, and with a more centralized mass, felt quite light. The oil-bath clutch revealed its nature by the typical clunk and lurch felt when shifting from neutral into first, similar to the F-series. Pulling the clutch in and waiting a minute or so reduced this tendency only slightly. After riding it a while, I opted for shutting down and starting the engine in first gear, which eliminated the problem.

The exercises during our first session were based on the notion that if you cannot control the bike at slow speeds, you certainly will not be able to do so at higher speeds. The instructor had us weaving around cones, doing ever-tighter circles and figure-eight turns in first gear with the engine at idle (about 1050 RPM), controlling the speed with the clutch. The exercises felt easy due to the motorcycle's superb handling characteristics. There was no noticeable driveline lash, which certainly helped in this respect. I would have been hard put to do duplicate these maneuvers on my old R 1100 GS, which sat forlornly in the parking lot.

As the morning proceeded, the instructors increased the complexity of the exercises and had us add speed. The motorcycle maintained its unflappable composure throughout it all. I witnessed no tip-overs during the training, but I cannot guarantee there weren’t any.

During the noon break, we enjoyed the full buffet lunch included in the cost of the course. In the afternoon session the instructors added more complex exercises at greater speeds. The motorcycle had plenty of power, yet proved docile, which made it a joy to ride. For the more spirited rider, it might become a willing wheelie-machine.

I found the training the Riding Academy very worthwhile. It gave me an unequalled opportunity to put the motorcycle through its paces, all in a controlled and safe environment. For the potential buyer of a new GS, the time spent at the Academy will provide him/her a solid basis to decide whether or not to invest in such a machine.

Frank Campbell is a retired physician residing in FL. He has ridden almost every BMW model dating back to the R 26. He has done solo and group adventure tours throughout the Americas, Europe, North Africa, Turkey, the Middle East and Asia. Although his preferred motorcycles have always been of the GS type, presently he favors more sedate "cappuccino style" tours on mostly well surfaced roads.

Jim with his beloved R 80 ST.

I loved it so much that after leaving the ST in Europe and coming home to work I decided I had to have an ST to ride here. I answered an ad in the BMW Owner's News for an almost-new ST with less than 3,000 miles on it in Reston, Virginia. I flew there from California, bought it and rode back across the U.S. via the Great Canadian Highway. I had to stop often because my seat was sore and my shoulders and arms ached. I realized this ST was exactly the same model as the one I rode in Europe – except it didn't have a Corbin seat!

A year later I flew to Munich to pick up my ST. I rode it from Germany to England to join the AMA Tour of the UK, including a visit to the Isle of Man. What a difference! It felt so good to ride the bike in Europe with a Corbin seat, the same model bike that back home with a stock seat gave me aches and pains.

In June 2015, I contacted Corbin to inquire when they would have a seat and Smuggler setup for my new R 1200 RS motorcycle. The Corbin rep who returned my email, Sergio, thanked me for my interest, but informed me that they didn’t have any such product for the R 1200 RS. He offered a free seat in exchange for letting them use my bike as their test bed. Another employee, Joni, scheduled the work and warned me Corbin would need the bike for about six weeks. We scheduled the drop off for just after the New Year because I wouldn't miss riding in the winter. I explained that I wanted a Smuggler trunk that fits behind the Corbin seat, because unless you have side cases for this motorcycle there is no place to carry anything. Joni had to check with Mike Corbin, the owner. She got back to me the next day and let me know they could make the Smuggler, but it would require them keeping the bike an additional three weeks.

My wife and I trailered the bike down to Hollister and met Freddie, who helped me unload it and explained that any accessories would be locked away and that the bike would not be ridden at any time.

Many weeks later, I came back with my daughter to pick up the bike and met Julio, who manages all custom repairs and factory tours. Julio gave me what they had already made, including the Corbin seat with Smuggler trunk, a Dual Canyon seat with a back rest for riding two-up, both sporting electric heat at the flick of a switch. They wanted me to try out the standard seat they made for pictures and advertising, then return for a custom seat to be made to go with my Smuggler trunk. My daughter and I were treated to an hour-long tour of Corbin's immense factory; it covers a large city block and includes the Wizards café, where you can have breakfast or lunch while you wait for your motorcycle.

Corbin uses a Contoured Comfort Cell foam which feels firm compared to the cushy-feeling stock seat that, over time, compacts and eventually loses its resiliency. This causes the rider to feel the seat is too hard, which is really the result of the foam being too soft to start with. Corbin’s closed-cell foam is made up of a series of small bubbles which hold air pockets that keep the saddle resilient indefinitely. This enables them to vary the density to suit the personal shape of the customer's seat. As a result, Corbin's seats are able to provide an average of seven pounds of foam density compared with three to four pounds on stock seats. In addition, Corbin's foam will take the shape of the rider and keep it that way after about 1,500 to 2,000 miles, providing better weight dispersal and a custom fit.

Corbin's closed-cell foam.

Corbin uses fibertech as a base pan material. It is stronger than plastic, won’t rust like metal and offers design flexibility for a precise fit to the motorcycle. With good base pan strength, the seat will always support you in the right places.

Every seat Corbin makes starts with a mold.

The seat I got was Corbin's black leather with blue stitching and a blue welt that matches the Lupin blue of the R 1200 RS, and is exactly what I would have chosen even though while touring the factory, I noticed Corbin offers many leathers in a riot of colors such as Bright Red, Navy Blue, Chocolate Brown, Indian tan, Oaknut. They also offer a menagerie of textured leathers such as Alligator, Snake, Ostrich, and Stingray, and in a variety of colors as well. You can also get your seat covered with textured vinyl in Yellow, Ninja Red, Burgundy, Teal, Lavender, Harley Blue and many more vibrant colors.

Corbin sports a dizzying array of seat covering options, including smooth and textured leathers and vinyls.

Pouring foam into a mold.

Leather is best for a motorcycle because it breathes, keeps you cool where you contact the seat, and will conform with the foam shape as it breaks in to give you a personalized fit.

During the two months I waited for my bike, I saw many pictures of it in motorcycle magazines and on Corbin's website. I had agreed to allow Corbin to have my RS a little longer to show it at the Quail Motorcycle gathering at Pebble Beach, in Carmel, California, but I was getting anxious to ride again.

While many bikers ride in to Corbin's factory in Hollister and wait on a first come, first served basis for their bike to be fitted with a custom seat, I couldn't wait to start riding again. I picked it up with the products already made for pictures and advertising and trailered it away to return after I had tried out Corbin's seat and Smuggler trunk.

Jim tests out his new Corbin seat, shown here with the Smuggle trunk in place.

Packing only my sunglasses, water, aqua vest, sun hat, notebook and pen in the Smuggler trunk, I was off riding up highway 49 out of Nevada City, across the South Fork of the Yuba river to my first stop at Downieville. I didn't want to get off my bike but Chris, my riding companion, was hungry. He skipped breakfast, so we had an early lunch of delicious soft tacos and iced tea at La Cocina De Oro.

We headed northeast on 49 past Sierra City to a waterfall that Chris found just off the highway before Bassetts, where we turned north on Gold Lake Road. I noticed that my position on the Corbin seat had me sitting a little more upright, which took the weight off my arms and eliminated the tiredness I felt riding the same distance on the stock seat. There was no extra wind turbulence as I was able to raise the windscreen on the RS. I was definitely having more fun with this new equipment.

Chris, left, and the author.

After riding around on it for several months with my daughter Jamie exclaimed, “I love it.” Also, my granddaughter who traveled with me to Hollister while Corbin made a custom single seat for me with a Smuggler trunk said the Dual Canyon seat was the best, especially because it was electric and kept us both toasty warm. When riding solo I prefer the Corbin single seat with Smuggler trunk as it holds just enough for day rides and avoids putting on panniers – perfect for traveling light. The Corbin single seat can also be electric and ordered separate to go with the stock passenger seat.

A good look at the solo seat with the Smuggler trunk in place.

The other finished product - Corbin's Dual Canyon seat and passenger backrest on the water-cooled R 1200 RS.

Tool Tubes can be ordered in three sizes with accessories such as tool rolls, fuel or water bottles, and lock sets. All come with an assortment of mounting hardware. Pictured is the “MegaLock Moto Kit.”

Storage tubes similar to the Tool Tube are sold by most of the main moto accessory vendors, and indeed, they can also be found in many other kinds of markets. A true crossover hit, I have a hunch screw-top storage tubes like these were originally intended for holding welding rods, but it didn’t take riders long to see their potential for stowing gear like tools, fuel, and water in small spaces. I have also seen them mounted as standard equipment on heavy machinery to hold manuals. What makes the Tool Tube versions different is the variety of sizes, the clever accessories, and the mounting options.

I probably could have gone with the original Tool Tube, which is about a foot deep and four inches wide. I knew one of these would easily fit inside my pannier rack, but since I wanted to make the most of the space, I decided to order the “Mega Tube” which is an inch wider, hoping I could make it work. Like all the canisters from Tool Tube, the Mega is offered in a variety of kits and packages. For instance, some kits come with Primus fuel bottles, while others include a tool roll and/or locking mechanisms, though you can also go ala carte and choose any options you want. I ordered the “MegaLock Moto Kit” ($34) which comes with a clever steel cable and padlock system for securing the top. I still have my eye on the “NanoTube,” however, which has an inside diameter of about two inches and looks to be perfect for maps, a decent flashlight, or documents, and like all the Tooltubes, it is offered in a locking kit.

The Tool Tube provides a solid, secure option for a bit more storage wherever there’s some open space.

Where and how a rider mounts a Tool Tube is only limited by his or her imagination. All models come with assorted stainless, rubber-sleeved clamps and/or zip ties and bolts with nylock nuts. I love the problem-solving process of making a farkle like this work where I want it, and in my case I fabricated some aluminum brackets to anchor the Mega Tube to my pannier rack in a rock-solid position well up and away from the running gear. The Tool Tube site also offers all kinds of mounting hardware and locks to suit, but one of the best features of the website is a huge gallery of photos showing how all kinds of riders have mounted Tool Tubes on all kinds of bikes.

Tool Tubes are constructed of injection-molded polypropylene with integral mounting brackets featuring molded bolt holes. A neoprene gasket seals contents from water or dust.

Though my son calls me “cheap,” I prefer to think of myself as “thrifty,” and with prices ranging from only $16 for the standard Tool Tube to $66 for the MegaLock Tool Roll Kit, these storage solutions are my kind of bargain. Ordering was slick and quick through PayPal, and delivery was very prompt. For more information, visit TheToolTube.com.

Integral brackets, mounting clamps, nuts and bolts are provided with Tool Tubes, but a little fabrication may be needed to install one on your bike. Use of one of the included zip ties is recommended for bikes that will be seeing off-road use for added security. /

Aliki Karayan of VnM (pronounced “venom”) Sport started her mission in 2009 to produce high-performance, cooling compression base layers for herself and others in her field of super bike racing. Having no experience in garment manufacturing or design, she took her strong passion to produce hard-working, quality gear and started making phone calls and meeting with people. Aliki persevered through trial and error and finally found a high-performance fabric from Italy and a manufacturing company in North America to make her dream come true. Today, she custom designs her cooling compression base layers for racing teams and has been very successful creating products that are superior in performance.

Deb models the base layers her, showing off her R 1100 RS.

In speaking with Aliki about the possibility of her gear working for riders in the long-distance riding world, she didn’t hesitate at all and sent me a set to try out. Upon receipt of the package, I immediately tried the two-piece base layers on and was thrilled with the comfort and fit. The top loosely fits up around your neck to keep it cool and protect it from chafing from your riding suit. Around the bottom of the base layer top, there is a strip of a rubber-type material on the underside that lies against the skin on your abdomen to keep the gear in place so it doesn't ride up over time. The long sleeves keep your arms cool, as well as block the sun on your wrists for those who, like me, get “racing stripes” where my gloves and riding gear sleeves don’t meet. Additionally, there is compression built into specific areas such as the arms to help with body fatigue. Aliki also added mesh panels in certain areas to heighten the cooling function. The base layer bottom, which fits to the ankle, was equally as comfortable in all areas, including the knees and the crotch where discomfort can really make a good ride bad.

 
Standard VnM base layer shirts, male version on the left and female on the right. Which was probably obvious.

I put the Vnm Sport cooling compression base layers to the test during a two week ride in extreme temperatures last July. Prior to putting on the base layers while preparing for each day’s ride, I wet them in the sink. The high-performance fabric held the moisture and wicked it slowly as I rode, which maximized the cooling effect. On days that the temperatures were horribly extreme, I used the restroom sink on my fuel stops and breaks to rewet the fabric when it dried out. On days when the temperatures were in the 70s and 80s, I found the gear worked well without wetting it. I did notice that when the temperature dipped below 70 in the early mornings and evenings, I needed to put on a layer between the base layers and my summer riding suit, as the cooling effect was a little too chilly for me. As far as maintaining the undergarments while on the road, I washed them in the shower with me and hung them out to dry overnight. The fabric is sturdy and high-quality, and it feels as if it will hold up very well over a long period of time. The basic base layers come standard in black, but Aliki also designs super-fashionable custom gear with color panels and graphics. I highly recommend the VnM Sport cooling compression base layers to our legion of riders, as they really does their job, are extremely comfortable, and are high-quality products for a reasonable price (they retail at $97.99 for each piece and can be purchased at vnmsportgear.com).

 
Male and female compression shirts. Below, compression pants.

The Roadcrafter is an unlined, one piece suit that is designed to be worn over any base layer, from street clothes for a ride to the store or office, to comfortable riding clothes for a long day on the road.

Clearly Aerostich is not a company that rests on its laurels. The Roadcrafter 3 (R3) is the third generation Roadcrafter suit, and as such utilizes the latest in materials, craftsmanship and features. The 500 denier Cordura® GORE-TEX® fabric shell is cut on a computer-guided machine and then sewn and seam sealed for consistency. All zippers are rubberized (think drysuit zipper) to keep the rain out. The oversized shoulder, elbow and knee pads are made of Aerostich’s proprietary TF impact armor. The pads are removable and each armor attachment point is adjustable to allow the fit to be fine-tuned for comfort and to ensure it stays in place for best protection. Optional hip, spine and chest armor is available for further protection.

Fitted with nine pockets, the Roadcrafter has a place for everything. In fact, there are so many pockets, that I discovered one that I did not know existed two months after I started using the suit. I personally love the pocket located near the right wrist, which is a great place to keep money for tolls, etc.

Road testing this suit took considerable time (and miles) in order to really appreciate all of its features. Having now ridden with this suit for an entire year and over 15,000 miles, I can honestly say that I no longer give much consideration to the weather conditions in preparation for a ride. I look at the temperature to decide on my base layer and how much venting to open, then hit the road.

While I have yet to find any protective clothing that keeps me from feeling too warm when temperatures get above 85 degrees, I was surprised that the one piece R3 was comparable in comfort to flow-through mesh gear. When I wear a wicking tee shirt and shorts as a base layer and open the vents fully, I can ride all day in relative comfort. Anecdotally, I am under the impression that I don’t dehydrate as quickly when I do long rides in the suit. I can't determine whether this is due to reduced airflow over my skin, or perhaps just my imagination, but I have done some long days in this suit, including an Iron Butt 1000 around Lake Superior, and I do notice a difference in fluid demand.

In cold weather it’s all about the base layers. The R3 essentially removes windchill from the equation with great, glove friendly, hook and loop closures at the wrists, ankles and cozy collar; just layer to your liking and ride. On a recent 320 mile ride to the Canadian border, my on-board thermometer never read above 34 degrees and got as low as 31, but my comfort and safety were assured with the right layers, which included a heated liner under the Roadcrafter R3. When an electric heated under layer is in order, the Roadcrafter accommodates with a thoughtfully located rubberized port through which you can thread your power cord.

Whatever the temperature, rain gear is no longer a consideration when preparing for a ride. The entire suit is constructed of totally waterproof, American-made mil-spec 500d Cordura® GORE-TEX® fabric. All zippers are seam-sealed, rubberized and rainproof, so you’ll stay completely dry, even during the wettest conditions. I really put this suit to the test on my trip to the MOA Rally in Hamburg, New York, last summer. We rode the 350 miles from Sudbury, Ontario, to Hamburg in weather that vacillated between a steady rain and intense downpours for the entire day. While it would be a considerable stretch to say that I thoroughly enjoyed the day’s ride, I can honestly say that not a drop of water got through the Roadcrafter.

I like to visit motorcycle dealers and rally booths where I can look the latest in riding gear. A review of the country of manufacture tags on these garments, regardless of quality or price, reads like a travel journal for a Far East adventure: made in China, made in Cambodia, made in Korea, made in Indonesia. Every Roadcrafter is made in Duluth, Minnesota. Mine was made by Mary. In fact, riders are encouraged to stop by the factory, meet the dedicated craftspeople and see the production facility. A must-visit destination for any riders passing through Duluth on their way around Lake Superior, they will find a nice rider lounge, generously supplied with bottles of water, maps and camaraderie.

Roadcrafter suits are available in an impressive range of standard sizes. Add to that the ability to get custom alterations and you will be hard pressed to find a better fitting piece of riding equipment. Over 30 standard color combinations give you the freedom to make your suit truly your own.

I typically like to make comparisons between products in order to form the basis for a review, but this suit is in a class by itself. More a piece of safety equipment than riding apparel, its function-first design is bold and revolutionary. I can honestly say that I ride more now because the Roadcrafter makes it easy to wear “All The Gear All the Time.” I get dressed in clothes for a business meeting, zip on the R3 and throw a leg over, instead of climbing in my Camry and driving to the office. The Roadcrafter R3 costs $1197. There are too many options and features to cover on these pages, so visit Aerostich on the web for all of the details.

On a beautiful Wisconsin weekend last June, I rode to Road America for the MotoAmerica series on a nearly new set of Continental Sport Attack 3 tires. It had been a long time since I had experienced a flat tire when traveling, and I guess I fell into a false sense of security, thinking the inevitable wouldn’t happen to me. Well, fate finally caught up to me last summer when I rolled the dice and lost. Thankfully, friends I was with were able to bail me out, but because I usually ride alone I know I got lucky.

I’m pretty anal about my motorcycle maintenance, especially my tires, and I check pressure and condition before every ride and would hate for my wife to know just how much I’ve spent on the many tire gauges in my toolbox. If there was something that fell through the cracks and wasn’t given the attention it deserved that day, it was the air pump I neglected to pack.

Though it was a hand-me-down from the friend of a friend, my old pump did work as long as the duct tape held and I positioned the chuck just right. I knew I needed to upgrade, but it seemed there were always better ways to spend my money. Unable to shake the memory of my flat once I made it home, a new motorcycle tire pump was pushed to the top of my needs list.

Surfing the interwebs and talking to other riders offered many good options. I guess I’m a sucker for marketing and just like golf equipment that promises longer and straighter, add a word like “Expedition” to a product description and I’ve got to have it. The pump I finally ended up ordering was the BestRest CyclePump EXPEDITION model.

Available at bestrestproducts.com, the CyclePump Expedition model uses a 2” x 4” x 6” aluminum case to house and protect the motor and compressor inside. Rubber bumpers at both ends of the case offer some protection against drops and rough use as do two nylon bushings on either side of the on/off switch. Also coming from the case is an eight-foot power cord and an 18-inch air hose.

Buyers of the CyclePump have the option of either a straight or 90-degree clip-on chuck. I chose the straight chuck. To connect the pump to your bike’s battery, both an automotive-style cigarette lighter adapter and a fused set of alligator clips are included, with both connecting to the pump’s power cord via SAE two-prong power plugs. If you’ve already got an SAE lead connected to your battery for heated gear or other 12-volt accessories, you’re ahead of the game and ready to go. Finally, the included red canvas pouch keeps everything together when traveling.

A direct battery connection is mandatory on CAN bus-controlled BMWs as the CyclePump requires between 7 and 10 amps to operate effectively, and the CAN bus-controlled outlets only allow 5 amps.

To test the capacity of the CyclePump, I fully deflated the front tire on my BMW 1000 XR. Beginning with a zero air pressure reading on my MotionPro air gauge, I connected the alligator clips to my battery, connected the SAE connector, the chuck to the valve stem and switched on the CyclePump. After running the CyclePump for one minute, I switched it off, disconnected the chuck and read 20 lbs. of air pressure. Another minute of pumping gave me 30 lbs. of tire pressure, and after one more minute, I received a 40 lbs. air pressure reading and using the bleed button took the pressure back down to the prescribed 36 lbs. While traveling, it takes just minutes to check and adjust tire pressure, and once again I’m riding with the confidence of knowing my tires are inflated to their prescribed pressures.

While I still prefer to use my six-gallon compressor when I’m at home in my garage, I’m very pleased with my purchase of the BestRest CyclePump. With an MSRP of $115, the CyclePump offers peace of mind, knowing a flat tire won’t strand me. For more information, visit bestrestproducts.com.

Pros:
• Easy to connect
• Fast
• Durable

Cons:
• More expensive than others
• No built-in gauge, though BestRest sells one

My GS LC was loaned to Ted Porter of the Beemershop at Das Rally to demonstrate the new GS911 Wi-Fi, and to my surprise they had equipped it with this new pre-production HEX ezCAN. It attracted a crowd of interested folks during the Rally. They left it attached to my bike after the rally so I could attach my own accessories through it.

I removed all the wiring for my Rigid spotlights and red Rigid brake light and plugged the single hot lead from each light into the appropriate color-coded ezCan lead, and connected the black ground to each item. The ezCan had already been connected to the battery for power, and the bikes CAN bus wiring was fed directly into the ezCan, and then a new lead was connected back to the CAN bus controller.

That was it, a five-minute install, then it was a matter of connecting a USB lead from a laptop to the ezCAN to configure it in many ways. My accessory lights are all controlled directly from the bike controls, extending the use of the left thumbwheel, turn signal and high beam switches to perform some magic on the bike. This includes options to strobe the spot lights, dim them when the respective turn signal is activated so that it does not disappear in the blinding spot beam, dim the lights for bright daylight and brighten them as conditions warrant using the bikes ambient light sensor, strobe the lights when about to pass, or when the horn is depressed. There are also four settings for brake light functionality. In addition, there is a high power horn outlet and a charging output for iPhones, cameras etc. that are connected into your wired tank bag.

This is a simple and cost-effective way to integrate all your accessories into the mysterious CAN bus world. It will be available this fall wherever you buy your GS911. Although the first model is specific for the GS LC, specific versions will be made available soon for other BMW models.

For more info, see the website at hexezcan.com, and watch this video.

I first met Jeremy LeBreton a number of years ago at the Mines and Meadows GS event in Pennsylvania, when he was just launching his company, AltRider, making high quality products in the USA.  He is a passionate rider at heart and fully battle tests all his products himself in the most challenging situations.

Enter his solution for an integrated "suit of armour" for the GS. I ordered my 1200 GS LC with the OEM guards, but quickly found that they were inadequate for real world conditions, and that the stock skid plate was just too flimsy and short to fully protect the undercarriage. In Salem, I saw a demo of the prototype of his crash bars and was impressed by both the beefy 1 1/4" stainless steel tubing (I am told they are 50% stronger than stock but only 10% heavier), and the fully 12 points of attachment to the frame including a new stainless motor mount. The finish is shot peened to blend with the silver frame of the bike perfectly and never needs painting or touch up after an upset (this will save me a bundle in paint!).

I am very impressed with the quality and precision engineering that went into this system. The price of the lower crash bar/skid plate system has a MSRP of $790, but compared to what the OEM system offers for around $550, it is money well spent to protect your valuable investment. Throw in the cool looking upper crash bars for $349 and you now have an armour-clad GS! You can order AltRider products directly, through various dealers. #moamembertested

Regardless of whether you’re hoping to simply take the chill out of a cool evening ride or extend your riding season, heated gear can keep you in the saddle longer. The HeatUp Vest, part of the BMW Functional clothing line, can help you do both.

 Constructed of an insulating polyester material and lined with fleece, the thin vest is also breathable, moisture-wicking and windproof yet fits easily beneath a rider’s jacket without adding excessive bulk. Shivers stand no chance as wonderful and welcome warmth is delivered through five heating elements covering the chest, back and kidney area. Other nice design features include a high collar, a slightly longer back and a zipper that angles to the right to avoid irritating the throat area.

  The powerful heating elements are thin without the feeling of being wrapped in Christmas lights that my previous heated gear had. Only the lead running from a pocket on the lower right side of the vest reveals its purpose and the vest is stylish enough to be worn off the bike by tucking the lead into its zippered pocket.

  Connecting the vest to the bike is simple. Plug the three-foot coiled connection cable into your onboard power socket and connect the lead running from the vest into the socket at the end of the cable. With this setup the vest heats at full power. To allow for three levels of heat adjustability, connect an optional controller between the connection cable and the vest. Connecting a Y-cable to the power cable allows a rider to operate two vests, with each able to run without a heat controller, with a single controller operating both vests equally, or with dual controllers allowing rider and passenger the opportunity to control heat individually.

  The thermometer on my instrument cluster read 28 degrees when I fired up my GS. Wearing an insulating base layer, I hardly noticed the vest beneath my StreetGuard 3 jacket with its insulating liner. The bulkiness of my previous heated jacket wasn’t there, and I enjoyed not feeling like the Michelin Man. Sure, it wasn’t the middle of summer, but I could ride.

  After powering up the vest, I immediately set the controller to its highest position and within seconds felt the heat it provided. By the time I put on my helmet and gloves, I was actually uncomfortably warm. After resetting the controller to a much more tolerable medium setting, I rode off. 

  Cloudy Illinois skies blocked any radiational heat the sun might have provided, and for the first 30 minutes of my ride, I stuck to quiet country roads. Other than my “wrong-season” gloves allowing my fingertips to feel the cold and the area around my pinlock visor needing more anti-fog spray, I was riding comfortably. It was time to raise the ante.

  After bumping the heat controller to the high position, I jumped on I-57, headed north and soon settled into a cruising speed of 70 mph. With a full tank of gas and no destination in mind, my limiting factor would be my comfort. With the temperature bouncing between 29 and 31 degrees, cold fingers forced me off the Interstate about 30 miles up the road. Had I been wearing better gloves, I might still be riding. While a fear of ice keeps my bike in the garage when the mercury drops below freezing, knowing how well the HeatUp vest performed on this day, I know anything above 40 is going to be a ride in the park.

  The BMW HeatUp vest is available is sizes from XS to XXXL and carries an MSRP of $249 with the controller selling for $69.  For more information, visit your local BMW dealer.

Ride to work... and bring your lunch.

“Ride To Work” means more to me than the name of special day, it’s a personal motto. So, whenever the wacky Wisconsin conditions allow, I make it a point to make my half hour commute through snaky township roads, over a county trunk, and down a stretch of four lane on the bike. In the morning, the concentration needed to slalom through deer, sand piles left over from winter, and sleepy drivers on their phones is a great wake-me-up; I usually hit the parking lot exhilarated, but at the same time, curiously calm. The ride home at the end of the day is something to look forward to, kind of a reward for a day’s work, and with no urgency to make time, I’m free to take a detour or two down some twisty country lanes.

Rather than messing around with side cases or a trunk, I’ve used an Aerostich Courier messenger bag for years as a convenient way to tote my daily essentials. Park the bike, peel off the helmet, and I’m ready for the walk to my office. I’ve also used it as a carry-on when flying, frequently getting the knowing wink or nod from fellow riders who recognize the Aerostich logo. However, the Courier bag is pretty big, and while drooling my way through the newest Aerostich catalogue, the recently introduced waxed cotton version caught my eye, and so I ordered a new bag in the smaller “Dispatch” size.

Aerostich’s waxed cotton bags are softer and suppler than their Cordura models and seem to develop more of what the company calls a “uniquely experienced patina” with use. I found the waxed cotton does tend to show grime and smudges more than the Cordura (though I did order mine in bright orange, which of course tends to show wear more than black), but, you know, I kind of like that “broken in” look. I also opted to have Aerostich install their new “quick release buckle,” which makes donning or doffing the bag a bit easier since I don’t have to raise the strap over my head. The new dual release tab buckle can be operated with one gloved hand, yet seems very secure.

Aerostich has been producing and steadily tweaking their messenger bag design for almost 30 years, and the waxed cotton Dispatch shares all the best features of the line, including a seamless bottom, a bright yellow PVC waterproof lining, a comfy shoulder pad, a large inside pocket, and a clip-on key loop inside. Also, like all the other size messenger bags, the Dispatch has the wide, 3M Scotchlight reflective strip, a carrying handle, and a cam lock adjuster for the strap. I included in my order the optional pocket organizer, which I would recommend. The organizer attaches to the back wall of the bag with hook and loop and is generously outfitted with zippered and elastic sleeves and compartments for all your smaller stuff. I’d also recommend the optional “Stabilizer Strap,” which buckles around the waist to prevent the bag from sliding around, particularly suited for sport riders who may be in more of a tuck position.

I’d describe the construction of the Aerostich Dispatch as “made-to-last (and last).” Instead of simply stitching binding around the edges of the flap, for instance, Aerostich first sews the flap inside-out, then turns the bag right-side out and edge-stiches the flap, just like the way a shirt collar is made. The fastex buckles look sturdy, and I can’t imagine the nylon straps ever wearing out. The waterproof liner is thick but flexible PVC, which should resist all but the sharpest of objects.

One feature of the Dispatch I’m not a fan of is the wide hook and loop strip that holds the flap down. Though this arrangement does allow the user to close the bag securely without using the two front buckles, it makes opening the bag a pretty noisy, two-handed affair. However, like other owners, I’ve found that simply cutting a two inch strip of hoop and loop and slapping it on the inside of the flap remedies this hitch. Another sort of caveat: if you opt for the installation of the quick release buckle, it may limit which shoulder you’ll use for the bag.

Besides the features and quality construction of the Dispatch bag, its functionality is what made me favor it over a backpack. On the road, the bag can be swung around to rest on the small of my back, the bottom just touching the pillion seat. Stopped or off the bike, the bag can be swung around in front of my chest to pull out my sunglasses, phone, or whatever gadget I need. The bag rides comfortably at my side when I’m hoofing it. Though not a storage system I’d recommend for touring, it’s a great ride-to-work solution for commuting and for short hopping, where you don’t want to worry about gear left on your bike.

The Dispatch, though the second to smallest in the messenger bag line-up (12”x7”x12”x12”/18”), can hold a ton of stuff. It easily swallows a typical-sized laptop with room to spare for a lunch, a binder or books, and lots of doodads. The bag is designed to be waterproof, though it’s possible some water could seep in at the top corners in a downpour.

Like all Aerostich messenger bags, the Dispatch is made in the USA (apparently by the same guy for the last 15 years!). It carries a two year warranty and is available in black, brown, yellow, orange, and green.

Aerostich Waxed Cotton Dispatch Bag: $97
Optional Pocket Organizer: $30
Optional Stabilizer Strap: $10
Contact: aerostich.com

Pros: Life of the user construction, good solution for commuting Cons: Hook and loop band on flap may be overkill, not absolutely waterproof

Excellent for the Inseam Challenged

This is a high quality seat utilizing a steel seat pan, an ingenious adjustment method and it fits the bike exceptionally well. The Mustang seat hugs the tank contours and latches easily in place after installing the four bolt mount bracket. To install one removes four 8mm nuts, switches mount brackets and reinstall four nuts, it takes about 10 minutes. The seat looks custom made with excellent stitching. As a bonus an optional rider backrest is available.

This is an excellent seat for someone inseam challenged on a GS or GSA. It lowers the overall seating position by more than an inch from the factory seat. Different width, shape and where one measures make that a hard number to determine exactly. The foam is firm and well sculpted. The throat is also somewhat narrower allowing easier flat footing of the bike. I rode about 250 miles of paved Arkansas River canyons and paved mountain roads around Pikes Peak. I have a 32 inch inseam and the seat is simply too short for me even in the high position. I think it would best serve those with a 30 inch inseam or less. It moves the rider into a pocket both lower and closer to the tank. I think the Mustang is a very nicely crafted seat, but not for me.

 Great Quality, But Not Built for Me

The first thing I took note of after receiving the Mustang seat was the quality of the leather and the overall feel. Top-notch. It has a nice cushion to it and soft feel. Really high quality.

Next I was under the impression that I would be able to simply remove my Corbin seat and replace it with the Mustang seat. Not true. There's a mounting bracket that you have to install. OK… not a big deal. Just remove the stock mounting guides from above the battery and replace them with the Mustang mounting bracket. Easy-Peasy.

Then I discovered that the seat has two spring loaded pins in the rear that allow you to easily select a lower option and a higher option. Pretty cool! I'm 6'0" so I went with the higher option. I imagine for those who are 5'9" or 5'10" the lower option would be a wonderful feature. Even with the seat set on the higher option I could reach the ground better than I can with my Corbin.

The Mustang seat is much narrower than the Corbin. The smooth leather and narrow throat allow you to easily slide and shift your weight while leaning into twisties, however the Mustang seat is just too narrow to be comfortable on longer rides. The Corbin saddle is wide and supports your butt in such a way that it ergonomically lessons road fatigue.

The Mustang seat, similar to the stock seat puts pressure points on your inner thighs making for much less comfortable long distance rides. After an hour on my first ride with the Mustang seat, I was glad to have arrived at the trail head just so I could start standing up! I then took it on some very challenging mud trails and got it pretty dirty. The leather held up every time I dumped the bike and had to drag it across some rocks to pick it up. The leather cleaned up nicely as well.

I also tested the back rest with my highway pegs and it felt really good. There is a Corbin back rest in my future. If you get this seat I recommend getting the back rest and some highway pegs just so you can shift your legs and body when your butt starts getting sore on longer rides.

My wife accompanied me on another hour long ride to breakfast one morning and tested the pillion seat. She was not aware that I had replaced my stock pillion seat with the Mustang and at breakfast she was complaining about the uncomfortable ride. When I told her it was a different seat she said that would explain it. And that she had never been uncomfortable before on such a short ride.

To sum it up - the seat is great quality but too narrow for comfortable long distance rides.

Quality for Eight Hours!

Probably the most important connection a rider has with their motorcycle comes through their seat, as the level of comfort a rider experiences there is directly proportional to the enjoyment received while riding. Finding a comfortable seat can be a difficult task; but if you do, you will be rewarded with miles upon miles of never ending smiles. By contrast, ride for 10 hours on an uncomfortable seat and you’ll think twice about riding again.

Personally, I ride a 2012 R1200GS Rallye; while I love the styling and look of the stock seat, spending more than a couple continuous hours in the saddle has me squirming around looking for a comfortable spot that just isn’t there.

A new seat has been on my wish list for some time. I do have experience with two aftermarket seats, but neither provided me what I was truly looking for…a seat that not only looked great but allowed me to ride for at least eight continuous hours without feeling like I was being punished for a crime I hadn’t committed. A comfortable eight hours isn’t an Iron Butt request by any means, but more than I was receiving from my stocker and a performance level with which I would be happy.

When I saw the Mustang Seat box sitting in my office, I immediately wondered who wasn’t going to receive their Harley seat that day. I opened the box anyway and, to my surprise, inside was a new seat made specifically for the 2005–12 R1200GS and GSA. Low and behold, Mustang is now producing seats for BMWs.

Upon initial inspection, the seat looked very good and was solidly constructed. A metal seat pan and a premium, leather-like vinyl material enveloped the interior foam padding. I eagerly awaited installation and an initial road test.

Unlike other seats I’ve seen and tried for my bike, the Mustang uses a proprietary front seat bracket which replaces the stock front seat mounts. In the rear, two adjustable pins offer high or low positioning, as do the slots on the front bracket when mated with the tongue mounted on the seat pan. After the 10 minutes needed for installation of the bracket, the seat was mounted and because the rear seat uses the same mounting method as the stocker, a few seconds later I was ready to go.

The initial appearance of the seat on the bike was very good, though the profile of the seat appears shorter than the stocker or other aftermarket seats I’ve tried, allowing the upper frame sections, components usually hidden by other seats, to be visible. Not that big of a deal and it was time to hit the road.

I’d planned on using the seat on a 1,300-mile round trip to South Carolina I’d scheduled in about a week; I used a short, 50-mile shakedown ride for an initial impression. After that short ride, all systems were go and during that first ride, I found the seat felt good, the vinyl had the right amount of tack and didn’t let me slide around. The shape of the saddle fit well and I was truly beginning to think I just might have found a long-term solution to riding comfort. I knew 1,300 miles awaited and, once my trip was completed, I’d have the information I sought.

On the first day of the trip we rode just over 475 miles, and I can truly say I was pleased with the seat. The “hot spots” I experienced on other seats weren’t there, and when I got off the bike that day I felt good and knew I could have ridden longer. The final 175 miles to Spartanburg the next day were a piece of cake. I left Spartanburg alone three days later with the intent to pound out all 650 miles, stopping only for gas. Though I made it, once I passed the eight-hour mark my remaining time in the saddle grew more and more difficult as the miles and the time continued to accumulate. Looking back, I wonder if any seat can truly be comfortable for more than eight hours.

In the end (no pun intended), I can say that I could be truly happy with the Mustang if I never intended to travel more than eight hours in a day. Until I exhaust all of the aftermarket seats, I cannot say that this is the best option. What I can say is that the Mustang seat is a good looking, beautifully built seat that I would gladly use on all but the most demanding of trips. Until I am able to find backside nirvana, I will forever be in search of a seat offering the comfort of the La-Z-Boy in the den and the visual appeal of the stocker.