Robin Dean, Author at The Riding Obsession ~ TRO

About Robin Dean

Motorcycle advocate, enthusiast and traveler. Founder, The Riding Obsession (2014). MSF RiderCoach credentials: BRCu, BRC2u (IRC), MSRCu, ARCu ~ Spotify Playlist

Robin Dean Jun 15, 2020 Leave a Comment

Hot Weather Motorcycle Riding Gear

Enter Spring, the most confusing season for anyone who's ever ridden north or south as an inaugural opener. My midwestern friends tell me it's rainy and cool where I'm headed. Here in Texas, however, I'm already exploring hot weather motorcycle riding gear for summer's eventual heatwave.

The riddle in finding summer riding gear lies in the balance between ventilation and protective armor. Being an ATGATT subscriber, I prefer riding attire that offers both without compromise.

Without fueling the argument of armor versus ventilation, let's look at some of the better motorbike riding equipment on the market. We'll build from the ground up: boots, pants, cooling, jacket, gloves and helmet. Any combination of the following will help you stay chill under pressure.

Hot Weather Motorcycle Boots

To kick things off (cue groans) we're going to need a comfortable pair of stomps. In the affordable touring range, TCX are about as reliable as it gets. They're my own go-to as of this post for a number of reasons. Made from microfiber, breathable abrasion resistant Cordura, their gore-tex sections are numerous, with micro injected portions reinforcing the rest. These securely fit, yet easy on/off favorites can stand in 1/2' of water while your feet remain bone dry no matter the duration.

If affordability isn't a factor, take a look at Sidi Aria Gore-Tex motorcycle boots. Their design strategy is similar to that of the aforementioned TCX but with a few more perks where forward flexibility is concerned. Rather than ditching armor to make these more comfortable off the bike, Sidi elected to install anti-abrasion Cambrelle material to suppress skin rash. This also allows for double stitching in all of their high stress areas without discomfort.

But what about those hot summer nights sipping Arnold Palmers at the local garage gathering?

For the short jaunt to a mostly off bike destination, armored riding "shoes" might be your favorite answer. Fly Racing's M16 has casual appeal with armor you can feel, offering Hydraguard™ dryness, waxed leather over a breathable mesh and a crush-resistant sole. The Alpinestars SMX-1 are slightly more robust, boasting all of what the M16's offer with a slew of additional armor types. If you're feelin' as industrial as my fellow podcast host Travis Burleson, look no further than Joe Rocket's "Big Bang 2.0": Molded polymeric ankle protection, triple stitching, steel lacelets and a ratchet adjustment strap.

Summer Motorcycle Pants

Now, before we move on to which pants are worthy of funds, let's briefly revisit fitment. With regards to armor, motorcycle riding pants should fit best while we're on our bikes and in the riding position. Off the bike, they should still be at least comfortable, if not also stylish.

A lot of multi-season ATGATT riding outfits knock summer ventilation out of the park using mesh/textile design. On the cheap, Sedici Alexi Pants are one example. While I can't recommend this product without suggesting a significant armor upgrade, their wallet friendly prospect has a lot going for it. Two external pockets and a "nothin' but mesh" ventilation system are made from the same material as fire hoses. Minus the wallet bruising and visual drama of ADV stylistics, it also has a certain "hang it in that mud puddle" aesthetic good enough for your daily commute.

Not all hot days are hot days, though. Some are hot days that go frigid in the late afternoon. While the aforementioned Sedici Alexi pants fit the bill for this as well, another (perhaps more stylish) hot weather motorcycle riding gear option would be REV'IT's Austin Jeans. Combining Cordura and 12.5oz denim, the Austins include PWR shield reinforcements where it counts. The level 1 armor can (and should) be upgraded to work with its built-in, stealthy reflective elements.

But then, some hot days are just ... hot. For these 24 hour cookouts, REV'IT has you covered again. Their Cayenne Pro pants, more for the ADV crowd, come in a lighter color option which immediately drew my attention (light colors draw less heat). Circulating a beastly amount of airflow, their Schoellar-dynatec and aero cool 3D mesh plus a slew of ventilation panels distribute a breeze that echos your forward momentum. The armor is level 2 right off the hanger and there are hip protector slots as well.

If you're not up for buying pants that are season-specific, though, again ... look to modular systems. Oxford's Continental Advanced, Scorpion's Yosemite and Klim's Latitude all tick the multi-layer checkbox with legitimate comfort in mind. Consider how often they'll be put to use and what disrespect you'll be subjecting them to before reaching for that credit card.

Cooling Layers

Cooling layers are an ever-developing "let's try this" environment with little to no uniformity. At their most basic core, moisture wicking t-shirts and underwear do plenty by themselves. Any nylon workout shirt that's labelled "quick dry" is likely moisture wicking. That means moisture moving, which in turn means body cooling (within reason). Underwear equivalents such as Uniqlo's Airism mesh boxer briefs do much of the same.

But if we're looking for purpose-built products that are based in ongoing experimentation, Klim's Aggressor series base layers are the way to go. Ordered numerically not by "latest release" but intended climate, lower numbers equate to better heat displacement, i.e. moisture wicking and airflow cooling. The difference in this purchase as opposed to every day workout gear is that it's contoured to suit our motorcycle specific outer layers.

As a sidebar, we can't ignore the importance of regular hydration while riding in the deep heat. Klim's Hydrapak Shape-Shift was designed with that exact truth in mind. Available in a variety of sizes, these are a no-brainer for the tank or tail bag. If you or a buddy has ever been stranded roadside as "that guy," you know having a slight excess of H2O never hurts. That is, unless it's being thrown at you for not having checked your fuel level prior to riding.

Hot Weather Motorcycle Jackets

This sentence marks the last time I'll bring up Sedici's Alexi (and you can probably guess why).

Once again, multi-season modulars do their darndest to cover all bases and come in a variety of stylistic profiles. Scorpion's Optima jacket maintains a sleek, sporty look complete with breathable waterproof laminate, front/rear pass-through ventilation and YKK zippers. For slightly less money, the Olympia Hudson's outermost layer is a myriad in mesh, hiding removable level 2 armor, reflective piping and a 600D EVO poly fabric with 1000D poly reinforcements among ballistic airflow panels. But your budgeting skills are no match for (in monster truck rally voice) ...

REV'IT's Defender Pro GTX!

Pockets in pockets in pockets in rabbit hole pockets of pocketry!
PWR shell 1000D with Teflon coating
Level 2 armor from here to next week
Laminated reflection front to back and bottom to top
Adjustability that might require origami lessons
Good for both motorcycling and jousting (or so we hear)

Now, let's just mellow things out again. Just like with our pants, not all weather patterns throw pizza oven heat onto the pavement. For that unexpected cool down, Joe Rocket's Velocity jacket is just about perfect. It's budget-friendly even after an armor upgrade. The key to this buy, however is that it's wonderfully breathable design also incorporates a removable rain liner.

Here's the thing about rain liners, they double as windbreakers. They'll keep you warm when things dive from 90°F/32°C down to 65°F/18°C.

On the flip side, those tire roasting getaways beg for REV'IT's Wind jacket (my personal favorite). Even after upgrading my armor to level 2 and installing a back protector, this jacket remains light as a feather. The pockets are limited to four and they're useless in the rain but ... this jacket's comfort and mobility are so worth it, you won't care that your paycheck is unreadably soaked.

Summer Motorcycle Gloves

One natural reaction during any forward fall is to "reach out" for the ground palms first. That means we want comfort, ventilation and full/reliable armor on the underside of our beloved sandwich clamps. Behold, three options that cover base-wrist through gauntlet categories in hot weather motorcycle riding gear.

Affordably casual, the Scorpion EXO variety includes diverse labelling that often points to keepin' cool. Their Cool Hand II gloves weigh in at under $35 but lack any armor, so I'd suggest their Klaw II model. Vents on the Klaw II are "concealed" to the right and left of each finger, allowing air to enter and exit by way of a forefinger armor-mesh-armor-mesh pattern.

For a third more money, things go from good to great courtesy of Alpinestars SMX-2 Air Carbon v2 gloves. Despite the "Spaceman Stu" moniker, these are visually pleasing and use lightweight materials. Hard shell carbon armor at the base knuckle eases up before bridging our second and third joints. That makes for pleasant maneuvering around our throttle, levers and buttons. Their underside is well padded for protection to boot (I mean glove), with stretch finger sidewalls and touchscreen compatibility at the index finger and thumb.

If, on the other hand ... I mean both hands ... I mean ... IF YOU PREFER GAUNTLETS!

I absolutely love my Alpinestars SP Air Gloves. You'd think that I'd be pullin' boiled lobster claws out of these things after wearing them for an entire track day at Road America. But no. Cool as a cucumber. All day. And the armor may as well be a Sherman tank made (somehow) from helium. They're the ultimate sub $200, light, comfortable, finger-to-forearm riding glove that's good on the track or the tour. As of this post's publishing date, they're my first pick before any ride.

But that may be because my prior favs are degraded after three years and 50k miles (ugh, smelly).

Lightweight, Vented Motorcycle Helmets

Finally, it's time for the crown to the castle and most important of noggin' protectors: the motorcycle helmet. Before we get into vents and fitment and functionality, let me first suggest that the weight of any helmet carries big influence on our internal temps. Working our neck muscles during a lengthy ride causes stress and tension, so buying that lighter-than-helium, full face helmet that's not just DOT (stickers mean nothing) but SNELL rated, well that right there is a fine goal.

Note: Try on a LOT of helmets. Not all brands cater to every head shape (ARAI does). With that, well designed helmet vents will steer air wherever we need it.

At just over $100, the Bell Qualifier is quite the cool helmet. Tack on a bit more scratch and it gets a visual makeover via an array of styled paintwork options. It's a loud helmet (I wear earplugs) but most of that noise is due to what keeps it cool, namely the internal supports. Throwin' this lid on isn't so much fitting like a glove as it is placing its "massage points" on your scalp. Basically, in addition to four switchable vents, it has a lot of linear voids (a good thing) where padding might otherwise go, exposing our hair to air. That means we're the ones doing all of the moisture wicking ... and it works!

Then, of course, there's HJC. The RPHA 11 has all the same paintwork benefits as the Bell but with a big boost in bang for the buck. The shell alone is optimized for air flow ventilation. The vent controls are six-stage, a big number when compared against even Shoei's 4-stage RF-SR. Because this "ACS" as they call it pushes air directly front to back, heat is immediately flushed from the interior. I'm again reminded to remind you: stay hydrated! This disbursement of moisture means the rider is becoming less so!

But then, neither of these are SNELL rated. Where to turn?

Arai covers all of the typical head shapes from Charlie Brown round to Coneheads oval. Their Defiant-X comes in at a whopping $600 but yes, it's worth it. Their "Free Flow System" actually creates airflow under the helmet to counteract buffeting and wind noise. The doubled vents to the front guide air along two side exhausts and a single rear outlet. A three-tier chin vent adds to this same path of travel. There's also a neck exhaust vent, something we don't see as often as we should with hot weather motorcycle riding gear.

Hot Weather Motorcycle Riding Gear Summary

When I was initially approached to write this post, there were soft references to the word "best". With riding gear, the difficulty reaching for such an absolute term rarely works out because we're all built differently. The good news is the industry has been answering these concerns for years, making it easy to track down hints to what might best fit our way of riding.

I can't promise you that "any" combination of these products is going to be exactly what you're after but I am confident that some combination is.

As a 5'7" sport touring enthusiast (more sport than touring) with an "intermediate oval" dome, my collective "best" would be: TCX boots, Alexi pants and REV'IT Wind jacket for those crazy hot scenarios. Underneath, some generic moisture wicking workout gear (both top and bottom) keeps air movin' well enough. My Alpinestars gauntlets have the helm under control while my Sena com pumps audio into my Shoei helmet.

And I bet your setup will be completely different! The unique choices we make should be anchored in keeping us safe. With one or more of the above, you'll be cooler for it too!

Robin Dean Nov 25, 2019 Leave a Comment

Power Up! An SAE/USB Port Comparison

Electronic motorcycle accessories are the norm among sport touring enthusiasts. While that might seem to validate just about any motorcycle USB port install, reliable performance is still key. That's especially true while in transit, riding at speed.

The list of available SAE to USB products is blindingly long. Five motorcycle USB ports we're honed in on are each worth buying for their individual features. The rest are a bit of a fog show, so let this article serve as a filter for the best.

Which brings me to criteria. Keeping our motorcycle USB port options diverse and worth their weight in scratch means a few specifics. Size, performance, reliability, installation and cost covers it. Let's look at which small, easy-install motorcycle USB ports kick the most butt on a light dime.

BurnsMoto Bare Wire & SAE/USB Options

Pros: robust, adaptable, family owned
Cons: slow charge, non-replaceable fuse, non-switched

First, a quick trip down memory lane. BurnsMoto began as a basement project offering only one item: a home-brewed BMW fuel pump bypass cable for fellow enthusiasts. That blossomed into a collection of electronic accessory adapters, including single and dual USB ports.

These work great in stealthy locations. Near the battery, behind a fairing or under your seat are all good prospects. Bare wire, inline fuses and fairly obscure connectors suggest they initially made 'em for personal use (much like us). Products this handy, however get noticed even while they're still in development. BurnsMoto compounded this "problem" by way of quality parts and assembly.

Mounted firmly on a rigid bracket, the Zippo style cap seals out water completely. Its internal circuit scales power to suit any receiving device. Their 60" bare wire version (solder-ready SAE connector available here) makes pre-planned routing a breeze.

The only downsides to BurnsMoto USB ports are their charging rate (slow charge only) and internal fuse. The fuse is non-replaceable, meaning if you trip it ... goodbye charge port. Their products are reliable under a known draw, though so keep your amperage in check and it'll never let you down.

MotoPower 3.1 Amp SAE/USB Adapter

Pros: two-piece configuration, inline fuse, compact
Cons: slow charge, non-switched

While BurnsMoto units are perfect for that hidden location or auxiliary power relay, MotoPower's 0609A SAE to USB adapter works best in plain sight. We sang praises for its pre-configured but uniquely adaptable parts scheme. It's a two piece system: one USB port and one extension cable.

The 50" extension has battery terminal rings on one end and a quick-release SAE plug on the other. There's an inline fuse on the battery side that's rated for 7.5 amps. The USB port is a tidy 5" long, ponying 3.1 amps max output.

What's nice about the USB port side having such a short line is that it provides battery tender access when disconnected. That's why we suggest installing this particular unit at or near the bars. Don't like having to disconnect it for tender use? An SAE Y-splitter makes things more convenient. Said cable combo has proven itself to be both efficient and effective.

The 0609A USB port has integrated mounting hardware. Two small holes sit flush with its base, ready for screws, zip ties or a bed of 3M VHB. The mounting tabs are pliable (soft plastic), so they can be flexed around the bars.

Battery Tender USB Charger Adaptor

Pros: compact, simple, reliable
Cons: slow charge, no fuse, non-switched

This SAE to USB adapter is so minified, it should be called SASB. Seriously. It's a tiny little "key" that solves the phone/accessory port issue altogether.

Barely 2+7/8" long, 1" wide and 1/2" thick, this tool-kit-worthy fix puts out 2.1 amps. Regardless of slow charging your phone, stashing a pocket size power adapter in your luggage or riding gear means you always have a solution on hand. So long as there's an SAE plug waiting on your bike or a friend's, you have a way to charge USB accessories mid-journey.

Yes, it only has one port and yes, it's non-switched ... but that's kind of the point! The benefits of this SAE to USB solution are in its scaled down portability and notably reliable branding. Battery Tender products have been around for years, tried and true.

Whether "installed" statically for default use or resting in your pocket as an "any bike" go-to, Battery Tender part #081-0158 has you covered. It's a miniscule, unobtrusive fallback utility that's always waiting in your tool bag. It will prove useful, you can bet.

iMestou Waterproof Motorcycle USB Charger Adapter

Pros: waterproof, dual port, switched, fast charge
Cons: made in China, excess cable slack

This is it! This is the charge port we recommend most for what might be considered "typical" motorcycle use! Sorry, 'Merca but sometimes China takes the prize.

Leaving a USB charger plugged into your motorcycle isn't a concern if it's switched (and this one is). The rubberized on/off button is exactly that: a button, meaning you don't have to dig your finger into the collar of some flat, horizontal switch or jog dial. Just mash, with or without gloves.

It's a dual USB to SAE outlet, too so if you have more than one accessory at the bars (say a smartphone and a GoPro remote), both can charge simultaneously. We aren't complaining about it's 2.1 amp maximum, either because whatever they mean by "smart" output ... it's fast charging! During a 7-day group motorcycle tour, the ride leader's phone maintained a 90% ~ 100% charge.

As for installation, this is again an appropriate use of 3M VHB. Positioning something this rectangular, with a cable that begs to be cut and soldered to more exacting length, means you might want to think on it for a while before affixing it "just anywhere".

MotoPower 12V Lighter Socket

Pros: universal, multi-purpose
Cons: water hazard, clunky

Next, let's go old school. Why? Because having a basic SAE to 12V socket on hand means we now have an SAE to "just about anything" adapter.

Our extended list of tool kit add-ons features this small accessory plug for its versatility. With it, you could conceivably pack a seventies era CB radio and maybe even use it. Half-joking aside, the 12V outlet remains an unsung hero in motorcycling.

Your buddy brought the thing for the stuff with the doodad but its connection requires what your other buddy forgot ... enter the cigarette lighter outlet. But this article isn't about such drama. It's about having a (preferably dual) SAE to USB connection for luxury/utility access.

If you install the aforementioned pos/neg multi-tool, fused USB ports are everywhere. We recommend the Cafele model for its 4.8 amp fast charge output and fully integrated voltage meter. That checks two motorcycle-friendly tasks off the list.

Our Take On SAE/USB Adapters

The five options above represent your best choice(s) in SAE to USB adapters. Be it dual or single port, switched or non-switched, fast or slow charging, each has it's "best for" design elements. Choose the right tool for the job and your "ex"cessories will always have power.

Building an under-seat auxiliary power relay? Burnsmoto makes a brass tax component. Looking to Y-connect your battery tender? MotoPower antis up a two-piece SAE system. If smaller = better, Battery Tender's the way to go.

Our favorite is the iMestou as it covers all bases (waterproof, dual port, switched and fast charging). Opposite the scale, MotoPower's 12-volt lighter socket still gets the "must have" check mark for our DIY tool kit. No matter your purchase, know that your decision to add USB power to your motorcycle is one of both safety and distinguished taste.

What SAE To USB Solutions Have You Installed?

There are a lot of great SAE to USB products out there. Which ones have you tried? What do you like about each and why? Your input is invited. Post an article!

Robin Dean Aug 19, 2019 Leave a Comment

Dry Bag Ditty: The Waterproof Duffel Deal

Waiting in the eye of a hurricane work week, on that day off that just screams "boss gonna needja", a motorcycle dry bag sits idle. It's hidden well enough to forget about, but with the right amount of adrenaline ... you won't.

In it lies everything necessary for a great motorcycle trip.

Morning arrives. The alarm goes off. Your smartphone gets itchin' to spell out "Do Not Answer!" while some musAc version of Darth Vader's theme bellows from it's tin can speaker.

Rise! Coffee! Grab that waterproof bag and get this show on the road!

Vacation time being limited, true sport touring motorcycle enthusiasts are always rain ready. Whatever turns our quick exit into a punchline, having a grab-'n'-go motorcycle dry bag files it under "badass". With that, let's look to the waterproof duffel catalog and see what's what.

DuffelSåk Dry Bag/Duffel (40 & 60 Liter Sizes)

If price is as much a factor as convenience or longevity, DuffelSåk offers the best dry bag for motorcycle use at a mid-tier cost. While they aren't specifically designed for the motorcycle camper, their impressively strong D-ring outlets are certainly up to the task.

Securing a DuffelSåk to your bike takes nothing more than 2~4 nylon tie downs. Another method is to crisscross ratchet straps, fastening them at the grab rail or some exposed section of frame.

60 liters is enough auxiliary dry bag storage to never look back. At 24" long, 12" wide and 14" high, the shape of this adventure dry bag plays directly to the utilitarian mindset. A motorcycle camper can fit any number of geometrically awkward items into its always forgiving capacity.

Assuming none of those contents include fully exposed Ginsu knives, rabid porcupines or an actively malfunctioning blender (I'm talking to you, Goldwing owners), riders can pack their belongings and throttle away carefree.

DuffelSåk went with 500 denier waterproof PVC and welded seams for both size options. You can feel it in the 60 liter at 2.6 lbs. The weight isn't a disadvantage so much as an upsell (it's rigid).

Maybe you knew this and maybe you didn't but denier is a unit of measure. More specifically, it's a unit of measure for the linear mass density of fibers. Even more specifically, it's the mass in grams per 9000 meters of that fiber.

At 500 denier, this dry duffel is tougher than Bruce Banner's underwear.

Deconstruction: Welded Seams (And Pockets)

Welded seams are everything. With the DuffelSåk dry bag, any two pieces of material that are stitched together are then fused using heat and pressure. Welding the seams eliminates any/all stitch holes, so liquids fail to penetrate them. As for the longevity of those seams, well ...

Yours truly may have over tightened a strap at some point. I heard a little "pop", then noticed an exposed thread. 'Twas user error and not a design or manufacturing flaw (smacks own forehead).

Offered in six colors, the pockets on this dry duffel bag are more useful than expected. We didn't initially need any, as a bag this big begs for post-purchase organization. But there are four total, each located at identical internal/external points.

Best Uses For A Motorcycle Dry Bag

Camping is a solid default. Nobody wants their shelter's interior to start out wet. Also, having a single place to store camping related utilities makes life easier.

The trick is to pack everything from bottom to top in a ranked order of requirement. That way, when we open our motorcycle dry bag, there waits a pair of work gloves, then a tarp, tent, poles, stakes, hammer, etc.

Perishables also come to mind. Groceries can have odd shapes that don't fit into factory luggage, no matter the configuration. A large, heavy duty waterproof bag can be shaped to suit.

DuffelSåk's 60 liter is large enough that additional luggage may not even be necessary. Using one bag to/from the deli or farmer's market keeps things simple.

Prepacking that "big 'ol go-bag" is also key. Having an escape on standby might read like a sinister plot twist but in actuality it's a testament to what makes motorbike travel so convenient. Where hard bags embrace functionally compact essentials for that preplanned tour, your dry bag can protect larger, misshapen items for use on-the-fly.

Running out the door with tools, towels and attire for that buddy who's bike broke down in a heavy downpour is just one example. Spontaneous good times a few miles away are another.

Other Dry Bag Brands & Variations

I like DuffelSåk products for their broad reseller distribution, owner reviews and price point. Let's not overlook other great brands, though. Kriega, Mosko Moto and SW Motech come to mind.

Kriega

These bags are a rider favorite over at VotoCycling.

Their 20 liter dry duffel can quickly be secured to the larger 30 liter base. They also offer semi-soft pannier bags (OS Overland) which are 32 liters each, amounting to a whopping 114 liters total should you buy the lot ...

With the introduction of CORDURA® fabrics for the main body, Kriega bags have increased abrasion resistance and durability. Their all weather protection is guaranteed for any type of motorcycle.

Yes, their price tag reflects this but the quality is certainly proven.

Mosko Moto

Our own Tim Clarke introduced us to Mosko Moto products before his two week journey across the United States and Canada.

Giving an already apocalypse grade Honda Africa Twin superhero capabilities, said gear took a regular beating throughout his travels. Every one of Tim's dry bags bounced off the ground under the weight of his bike at some point.

Reversing newcomer expectations on how motorcycle dry bags might be made, Mosko Moto's Backcountry 35 liter panniers use a ballistic nylon outer shell with a 22 ounce PVC inner dry bag. This interior rain guard design offers easy removal for transport away from the bulk exterior shell (which is conveniently top loading).

For all things ADV, these are our #1 recommendation.

SW Motech

Known for their aftermarket installs and model specific luggage adapters, SW Motech sets the bar for fast track conversion to the sport touring genre.

Peruse their ever growing collection and you may find yourself at a decisive impasse. Select from the 250 "rear bag", 260 "tail bag" and 350/600/700 "dry bag" just to name a baker's dozen.

Most of the dry bags they produce use waterproof welded tarpaulin PVC, or "polytarp". Tarpaulin is a heavy duty waterproof cloth, layer scored from tarred canvas. It's the kind of thing they use after disasters to protect partially built or damaged structures.

So, with SW Motech, you can trust your post-ride whiskey flask will remain intact.

Is There A "Best" Motorcycle Dry Bag?

Nope! Affordable, high volume waterproof storage is a great way to haul a bajillion toothpicks or the smaller than average Buick. Oddly shaped "must haves" could mean anything, so our "best" choice depends purely on the details.

With the above uses in mind, many represent a better choice. Focus on whatever suits regular use. Either way, it'll likely take on that which your factory luggage can't.

Be it moto camping, simple walkaway storage or a reusable grocery bag that won't melt the cake, waterproof duffels get it done. Don't forget there's more at stake, though. Keep yourself dry too!

What's Your Favorite Motorcycle Dry Bag?

There are many other waterproof luggage solutions out there. Which ones have you tried? What did you like about each and why? Your input is invited. Post an article!

Robin Dean May 20, 2019 Leave a Comment

This Isn't Just A Motorcycle Helmet Lock

It's a bit more than that. A retractable motorcycle helmet lock recently stole my "KISS" (keep it simple, stupid) prize for some duration, offering enough cable length to secure my ATGATT riding jacket as well. Smaller than a bar of soap, the product I'm growing savvy to gets easily overlooked for all of the right reasons.

Years back, my first helmet cost me just shy of a hundred bucks. While today I'm not hemorrhaging disposable dollars for whatever Schuberth aims to rake, I do enjoy the quiet, comfortable protection offered by higher shelf brands like Shoei and Arai. With bigger price tags than entry-level noggin' cradles, I prefer said investment not walk off in someone else's hands.

That's why I ordered something that can secure all of my riding gear to the bike at once. I figure it's better to tick multiple boxes with one purchase where possible. Many go the "lock helmet to motorcycle seat" route (D-ring to mechanism). I'm now able to secure my riding attire using a motorcycle helmet lock that, well ... wasn't intended for motorcycle helmets.

The Lewis N. Clark "Not" Motorcycle Helmet Lock

I know. I know. It's a cheesy company name and what's more, their motorcycle helmet lock is actually billed as a luggage/travel lock (it's TSA approved if that matters).

Who cares, though? It works better for securing motorcycle riding gear than most function-specific products out there. I say this because it's strong enough for lunch break, gas stop and sightseeing activities and compact enough to fit in your pocket should you want it there. Tiny and reliable always takes the win where motorcycling is concerned.

Imagine riding along and thinking "there's nothing I want more right now than to eat an expired gas station candy bar while staring in awe at some small town's desperate attempt to boost tourism using only a massive ball of twine". Well, when you get to this shelf-below-Yellowstone extravaganza, you might want to ditch your gear. Extend the steel wire, run it through your helmet, jacket sleeve and bike frame before delving into the full array of inspired ... whatever.

LNC's "Definitely A" Motorcycle Helmet Lock Specs

It's made of metal and plastic. The metal is steel. The plastic is ... plastic. Mine is blue. Yours might be another color.

This motorcycle helmet lock has a 30" cable and uses a three-dial combination key that's really easy to change. Its Amazon page claims it "keeps luggage, bikes, guns, work equipment, briefcase, purse, doors, gates, and many other items safe". It also mentions grouping items together, so I suppose if you like shooting at your co-workers' belongings while riding the copy machine like a stallion, this is 100% the only lock for you.

Me personally, I just need something small and durable that keeps my helmet and riding jacket secured to the bike while I'm grabbing my mid-ride nourishment.

Other Motorcycle Helmet Lock Options

Our long-time favorite before LNC was the Lockstraps 901 helmet lock. That thing is a beast. It's basically a heat-treated steel carabiner, looped at the end of three-millimeter steel cable, wrapped between two heavy duty nylon straps.

It's overkill. It works but it's overkill and a little awkward to stow at that. Where weight and efficiency are concerned, LNC's little novelty purchase does everything we need in basic deterrent fashion whereas Lockstraps rivals Fort Knox.

If you're leaving your riding gear out through the night or are in a less-than-friendly environment while travelling, perhaps the Lockstraps 901 is a better bet. There's no reason to think LNC's motorcycle helmet lock won't hold up but then with the right pair of industrial grade wire cutters ...

Do People Even Do That?

Ignore that last bit (or buy both). LNC's luggage lock is perfectly repurposed as a motorcycle helmet lock. If you're rockin' twisty roads to locations where people are likely to bring heavy duty, helmet thievery equipment because they heard you're going to be there, that's on you (nobody does that).

It's smaller than the palm of my hand. At 2.4 ounces, it's lighter than a 12 ounce cola because 2.4 ounces is less than 12 ounces. Did we mention it comes with a bottle opener? We didn't because it doesn't. That's honesty, the kind that inspires good people like you to order now.

Bottom line, when you pull up to anywhere where what you wear needs to get unworn, this security in a tiny package works wonders. Go try the dumplings, see the movie and hear the band. While you do, fear not. Your gear will be waiting for you when you get back.

How Do You Secure Your Riding Gear While Stopped?

There are other great motorcycle security devices out there. Which ones have you tried? What do you like about each and why? Your input is invited. Post an article!

Robin Dean Jan 13, 2019 APG, FlickrLeave a Comment

Motorcycle Type: It Starts With Ergonomics

New and transitioning motorcyclists might ask themselves "which motorcycle type is best for me?" ... a question that can both inspire and intimidate anyone in the market for a two-wheeled purchase. New riders are rarely familiar with what's out there while seasoned enthusiasts collect a towering array of prospects to contend with. Many different types of motorcycles could be the right tool for the job but modern-marketing-word-salad has blurred the well defined lines of yesteryear.

A while back, we eased our staunch opinion on what constitutes a sport touring bike to include our ADV cousins. The overall point of that article is to explain a 50/50 split between ride and rider. That's 50% of the genre stemming from a given bike's ST designation (or lack thereof) and the remaining 50% falling on whoever's at the helm (assertive, spirited riders).

To define motorcycle type in a more generalized, kingdom-inclusive fashion, it's better that we combine that 50/50 math into a singular "bike/rider" figure before knocking it down a notch, let's say to 49% of the total equation. The remaining 51% belongs to posture, or to throw more ten-dollar vocabulary into the mix ... ERGONOMICALISMICATIONS. I mean, um (ahem) ergonomics.

A Brief Rant On Motorcycle Type And Its Meaning

With respect to the many different types of motorcycles being sold today, I'm-a-gonna try to avoid ranting beyond this section. It'll be difficult and I still might lace underhanded phrasing into the mix subconsciously but hey, it's (sort of) an opinion piece, right? My real hope is to tighten up community perspectives for better clarity and categorization.

Let's cut through the brush, burn it down to basics and grow new logic from its ashes.

Over the past decade or so, motorcycle manufacturers have begun adding certain contaminating buzzwords to their commercial lingo. These efforts blend whatever phrasing will influence buyers to halt their search in favor of bikes that might not suit their needs. Harley's "Sportster 1200 Sport" is one such moniker, vaguely hinting at the idea that they've ever mass manufactured a true-to-form sport bike outside of Buell, which they haven't.

Now, that isn't to say that sport cruisers don't exist. They do ... but let's not go there just yet.

Warning Labels

A lack of historic knowledge, something I myself have been guilty of, also distorts the reality of buyer/seller descriptions. Somewhere, lurking in the depths of Craigslist is an ad where the headline reads "For Sale: Sport Bagger Bobber Cafe" (I cringed typing that). Show up at this rider's door step and they'll ask $3500 for a 1/2 rusted out 1976 CB360 that's somehow infused with the front end of an '80 DR400, complete with cast iron tractor seat and shaker can paint job.

If you're new to riding, here's a slideshow that displays sport, bagger, bobber and cafe bikes ...

Sport is sport. Bagger is a type of cruiser with low luggage. Bobbers are stripped down cruisers, usually with only one seat (no passengers).

The term "cafe" points to cafe racers, which really are the gateway to all things modern sport bike. Rear set pegs, clubman handlebars and caffeine made these bikes the innovative outlet that eventually became today's Moto GP. Visit this link and learn! (Before you go letting others call any 'ol mid-70s, bone-stock Honda a "cafe racer") ::: sigh :::

New ... But Weird

Another backlash-ingly negative impact on those in manufacturing power kicks in when un-researched designers on uncoordinated teams synthesize different types of motorcycles into some Frankenstonian motorcycle type. Maybe one guy was thinking sport bike and the other ... cruiser. We've seen many visual arguments and ergonomic contradictions that put riders' feet on forward pegs, their backs hunched over to grab "not quite" super bike bars of some warped nature.

Ladies and germs, I give you the cruiser-only designer's idea of a sport bike, often referred to in our podcast as the Monkey F@ck!ng A Football (Monkey F@cker for short).

Other bikes that miss the mark include:

Yamaha SCR950 - High bars and knobbies on a v-twin cruiser do not a scrambler make.
Harley Pan America - Nobody wants to ride something this heavy on an unpaved surface.
BMW R nineT "Glam"bler - Wow, guys. Ya really nailed that "down home feel" at $13,000.

Standard bike designers imitating cruiser designers imitating sport bike designers ... could get ugly. What we need here is to dial things back, traveling through space and time to when the combustion motor didn't yet exist. There were (and still are) these animals that, once tamed, would allow us to hop onto their backs before carrying us wherever we needed to go.

Horseback Riding In Relation To Motorcycle Type

I don't often take social cues from the biker community (I'm more a riding enthusiast than "bestower of the tasseled vest hierarchy") but when I hear my forward-controlled friends invoke the descriptive term "iron horse", I always respond with a nod of understanding. Nothing better exemplifies the point I'm taking a millennia to make here than the following:

Ergonomics associated with horseback riding perfectly compliment the physics of motorcycling and can help riders choose a motorcycle type that best suits their wants/needs.

For example, one posture typical to cruisers (think Victory) is feet forward, back upright, with a slight recline. On a horse, we're walking. Our posture sits at the steed's shoulder with less stress on our lower back, our feet slightly forward giving our ride a more leisurely feel.

Next, we straighten up for a trot. This is the classic standard motorcycle, such as a Honda Nighthawk. Our posture is more attentive, yet relaxed enough for long distances. Our feet rest under our mid-thigh, inline with the shoulders. Picking up the pace but still trotting, our feet move slightly back, delivering us into modern standard territory (think Honda CB1000R).

Let's ramp up our commute to a rolling gallop. Our knees are tucked high into the saddle's shoulder. Each foot is aligned with our upper thigh. Only our knees and core keep us in balance, arms relaxed at the reins through every turn. This is the world of sport biking and our colt is a Yamaha R6.

The similarities are obvious enough. Bridging the gap between equestrian and motorbike techniques isn't rocket science. There's a catch, though ... and it's a pretty big one.

Put Out To Pasture

Horses are an organic, sentient puzzle of muscle and bone. The methods we use to ride them are frozen in time once transferred over to a motorcycle. Bike frames don't independently change their shape to walk, trot or gallop. Steel is cold and rigid, so it's up to the rider to give it life. Once awake, static ergonomics of the "beast" dictate the posture of its rider.

... and THAT is where we find opportunity for logical motorcycle type definitions.

Yes, horseback riding is the key to defining different types of motorcycles. Think I'm wrong? Head over to Cycle Ergo and fiddle a bit. Eventually you'll discover they're one in the same. A big thanks goes out from us to them as we'll be using a good many of their images to support our topic!

The Three [Basic] But Different Types Of Motorcycles

Now that we're in the actual nitty gritty of our topic (finally, sheesh!), let's scale things down to three basic profiles before dipping into the grey area. Drumroll, please! They are, as they were:

Standard - Nighthawk, CB1100, Ninja
Sport - GSXR, R6, Daytona
Cruiser - Scout, V-Rod, Bolt

What obscures this simple list? Bad marketing, the kind that tries to over capitalize on at-home modifications we as consumers tend towards. Don't take the bait!

Staying away from the promotional hubub, the fact is that your back is either reclined (cruiser), upright (standard) or forward (sport). Your knees are either slightly extended (cruiser), casual (standard) or bent (sport). Your feet are either in front of you (cruiser), vertically inline with your knee (standard) or hiked under your thigh (sport).

What's Your Angle?

The glifs below, taken from Cycle Ergo, show a rider who is 5'10" tall, with a 31" inseam. I myself am 5'7" and have plenty of friends over 6', so this should suffice as an average norm. To those of you who are perhaps shorter, check out their site and enter your dimensions (these are just for posture related examples).

The following motorcycles are arranged to appear in their ergonomic order from cruiser to sport ...

Without delving into matters of terrain or utilitarian function, keeping basic posture and comfort in mind is a sure fire way to either eliminate bikes from your extensive "possibilities" list or focus on an outlet to explore. Said truth will often conflict with how sales reps and insurance agencies look at your selection. Some bikes look as if they represent a specific profile when in actuality, they're a completely different thing.

The Grey Areas In Between

The Kawasaki Ninja, for example. That's a sport bike, right? Well, not really. The default Ninja profile is actually a modern standard. It's the front fairing that gives it that "aggressive" look/feel, often influencing public opinion as well as your insurer's bottom line.

Also called a "sport standard", this motorcycle type hides comfortable ergonomics behind an aesthetically intense chassis. Sport standard is a hidden gem, one that we as sport touring enthusiasts often find ourselves drawn to for assertive, spirited riding in a sporty package. Compare it to a Triumph Street Triple, also a standard, noting the near identical posture of the rider ...

With a satisfying mention of the term "sport standard" comes the curse of that one word, "sport" and all of the premium insurance scenarios that may ensue. Our suggestion: keep the verbage to "modern standard" during that phone call with your insurance agent. ;-)

Kissing Cousins

Next, let's compare the Ninja, Street Triple and Triumph Daytona. All three are connected in a bizarre knot for anyone trying to market or insure them. The Ninja uses the same ergos as the Street Triple but is considered a race-ready sport bike by many. The modern standard Street Triple, on the other hand, makes use of an identical motor as the Daytona. Meanwhile, the Daytona is the only bike of the three that caters directly to track junkies and the like, a true sport bike often referred to under the guise of "RR", stipulating "race replica".

Let's try that again. Below are two fantastic machines, both BMWs. One is an R1200RS and the other an S1000RR. I get that from a distance and at different angles they might look quite similar. Have a look at their compared rider posture though (hint: the R1200RS is a modern/sport standard and the S1000RR literally has "RR" in its name).

Opposite your sport bike chassis with standard ergos is the cruiser chassis with performance power. The Triumph Rocket III Roadster is a 2300cc cruiser. Let me rephrase: the motor on this 148 horsepower, 163 ft-lb torque freak show is over a 1/2 US gallon.

I also mentioned somewhere in my initial rant the concept of a sport cruiser. So many times I've imagined how odd that concept might turn out yet many have managed to do it quite well. Three such examples are the Honda CTX, Harley V-Rod and Ducati Diavel.

Let's Add Some Fog To Those Grey Areas

Everything up to this point is based or expands on three different types of motorcycles that are most common as an ergonomic reference: standard, sport and cruiser. This only covers the horizontal! When vertical considerations and terrain come into play, the often talented dirt, dualsport and ADV crowd will make their presence known, erasing lines altogether.

I've jokingly grunted a "harumph!" as members of the standard-bike-with-sport-motor-on-stilts crowd poke their head in to mention their V-strom; Versys; Tenere; Tiger; Multistrada ... some tall, apocalyptic bike being a great sport tourer (spoken a bit differently, like "spoo-ertz too-rahr"). I'll quietly admit that I've indeed been passed on the outside at track days by a good many of these "pogo-sticked" curve carvers. They're one of us for sure, even if as a subset ("Adventure Sport" is the moniker being thrown around in industry circles ... kind of has a nice ring to it).

My conclusion is that if you want to know which motorcycle type is best for you, sit on as many as possible and kindly ask the salesperson to refrain. For simplicity, consider whether you want to walk (cruiser), trot (standard) or gallop (sport). After that, you're ready to dial things in more exactly via those grey areas we mention (and of course, we here at T.R.O. hope you'll land on sport touring).

What Is Your Preferred Motorcycle Type?

There are many different types of motorcycles on the market. Which posture do you prefer? What do you like about it and why? Your input is invited. Post an article!

Robin Dean Jan 5, 2019 Leave a Comment

Be Dry! Bilt One Piece Motorcycle Rain Suit

Not many riders "hope" they'll get to ride their motorcycle in the rain. Well, that is of course unless your goal is to review motorcycle rain gear. So I guess in that regard, today is my lucky day.

It rained some yesterday. It's raining BIG now. My typical impatience with riding opportunities got the gears turning, so I decided it was time I write about my one piece motorcycle rain suit.

Long distance motorcycle tours can be quite the pleasurable vacation and with that, remote locations become twisty destinations. When inclement weather fronts appear to be seeking us out, we need to know which motorcycle rain gear is up to the task. For this reason, we're focused on a great one piece motorcycle rain suit, namely the Bilt Tornado series.

Some time ago, we looked at Frogg Toggs (also branded under Bilt) and other motorcycle rain gear options. I like Frogg Toggs for their lightweight design and effective breathability. In the heat of summer, the breathable factor is a must have.

During spring, fall or winter however, it's nice to have more shielding. Bilt's Tornado series one piece motorcycle rain suit offers such. Not only does Bilt manufacture some of the best motorcycle rain gear, they set a high bar for quality within their price range. (Yes, we know and love Aerostich).

Motorcycle Rain Gear Materials

Much like our recent boot article, the coordination of three specific materials is in play. Bilt's Tornado motorcycle rain suit employs polyester as a base, waterproof stitching and industrial grade velcro with locking zippers.

The benefits of polyester in a motorcycle rain gear product are that it doesn't wrinkle or shrink in any way. It may not be as waterproof as vinyl but applying Scotchgard spray puts things better than right. Also, polyester is more easily washed.

How To Clean Motorcycle Rain Gear:

Spray with a non-toxic cleaner or soapy water
Rinse
Hang until dry

Bilt's one piece motorcycle rain suit puts strong, ride-ready stitching to practice. By creasing material over itself in key locations, their threading locks out moisture, blocking access to all things internal (which is why we don't recommend this motorcycle rain gear for summer). A polyester shell + mesh interior liner + compressed stitching is keepin' you dry from start to wherever you are now.

But what's keeping it all together? Industrial velcro. Much in the same way as their stitching, Bilt motorcycle rain gear makes use of heavy duty velcro to seal things in, especially at the zippers.

So ... above I mentioned Scotchgard spray.

Yes, that's a post-purchase expense - but - it makes this rain suit far better than similarly priced alternatives. The spray, polyester internal/external membrane, strong stitching and zippers/velcro all coordinate with one another to battle wet weather in ways not all motorcycle rain gear can.

How To Wear Motorcycle Rain Gear

Let's get geared up. When I first hurried (as I often will) to get these on, I quickly became frustrated. Don't. Instead, take your time getting to know your gear. By sitting down and compressing it to compact-hula-hoop-waist-belt mode, it's easy to access every sleeve for its designated limb.

Un-velcro and unzip all outlets (legs/chest/sleeves)
Get on your usual riding gear (whatever you might wear on a sunny day)
Scrunch your motorcycle rain gear down until it's like a pair of shorts or a belt
Have a sit and slowly slip your feet (boots on/off doesn't matter) through their intended leg
Expand and secure each leg, then stand up and repeat for the arms
Zip up the chest area and seal all velcro points (Don't forget the neck!)
Secure elastic snap-straps around the base of each boot

It might take a bit of practice but 3-5 minutes of learning will set things right. The velcro to the outside of each ankle makes for simple boot access. Scrunching things down before my (second) attempt proved to be an "aha" moment.

Today, it's second nature. If I'm riding and I see the prospect of storms up ahead, I can find a safe place to pull over, go through the motions and insure I stay dry. As one might expect with any motorcycle rain gear, it's a matter of trial and error before that maiden voyage.

Does Bilt's One Piece Motorcycle Rain Suit Work?

Yes. In fact, all Bilt motorcycle rain gear works. As for the Tornado one piece motorcycle rain suit, under specific circumstances, it works a little too well.

Think of it this way: It's excellent for what can be vaguely referred to as "perfect" weather on down to cold temps but is simply too stifling for a hot day (doesn't breathe).

See the video above. I found that even though I forgot to close the velcro at the neck, I was still completely dry after my ride. That, along with its ability to provide protection from the wind, is what secured my positive opinion.

How To Fold Motorcycle Rain Gear

The material might not be breathable but it sure is easy to pack away. Resting the (dry) suit on the floor before folding the arms inward, the legs can then be creased upward to form a square. This makes it ideal for placement into your topcase, where it's always ready.

Now if I'm riding and I see storm clouds up ahead, I can safely pull over, "pop the trunk" and jump into my motorcycle rain gear without worrying about its effectiveness.

How To Size Motorcycle Rain Gear

What size motorcycle rain suit you buy depends (somewhat) on your default approach to ATGATT. In the case of my Sedici (worn underneath in the video above) and at 5'7" tall, I found that a medium was more than enough real estate to encompass my armored physique. Return policies being what they are, there's no harm "playing the field" with an online order.

Bottom line, if you motorcycle during rain or shine, which motorcycle rain suit you purchase should fit to your liking and keep you comfortable at all times during the ride.

Regarding The Exterior Pockets

They aren't great but ... Hey! Pockets! Just be selective about what you keep in them.

If they advertised as keeping things dry "ish", I'd only respect this product that much more. Nobody does that, though. Hot Pockets, for example ... they aren't billed as "digestible-ish" (just ask Jim).

So, let's just accept that water-prone items (electronics, tissues, sponge cake) are a no-go. This territory belongs to simple, quick-access items that are water friendly. Credit/debit cards for gas, maybe chewing gum and even your Leatherman Wave are all candidates.

Motorcycle Rain Gear Conveniences Revisited

You're riding along and have a full field of view. Up ahead, you can see there's a chance of rain. Do you turn back or continue on?

If you're a true sport touring motorcycle enthusiast, you already know the answer. Pull over safely, open your top case (or bags, whatever) and reach for that extra layer. A one piece motorcycle rain suit is ready with open arms, literally.

Folded beneath is all the coverage you need. It's both light and compact. It can be rolled up tightly, crunched into a puzzle piece shape or folded as if fresh out of the cleaners.

Other Uses For Bilt's One Piece Motorcycle Rain Suit

Even if it's not raining, these suits are worth their (lack of at 2.3 pounds) weight in gold. Our feature video takes place on a breezy Texas-winter day. With highs in the 50's and glad to be riding, my rain gear can shield against heavy winds and cold gusts better than most tents I've slept in.

Remove rain from the equation and I'd still say this is a smart decision if only for the comfort.

If it's raining, Bilt's Tornado series blocks it out. If it's frigid or windy, the same suit deflects it with ninja prowess. What's more, it's backed by the standard Cycle Gear 100% satisfaction guarantee which I must say has come to my rescue before.

So, Who Makes The Best Motorcycle Rain Gear?

Aerostich. Aerostich makes the best motorcycle rain gear ... but not everybody wants the premium option. Where bang for the buck is concerned, Bilt answers the call.

For the price, Bilt's Tornado one piece motorcycle rain suit is a most excellent investment. While we wouldn't recommend it for stifling hot weather (for that, consider Frogg Toggs), other seasons typical to the midwest offer the perfect, um ... STORM! (Sorry, couldn't resist)

Compact, durable and fully functional (just don't forget to Scotchgard because why not), the reasons to buy are a no-brainer. On those "unfortunate" occasions where I've needed to bust out motorcycle rain gear, these have kept the wheels rollin'. Simple is always better and in this case, the benefits are warm and dry with Bilt.

What Motorcycle Rain Gear To You Prefer?

There are a lot of great motorcycle rain suit options on the market. Which ones have you tried? What do you like about each and why? Your input is invited. Post an article!

Robin Dean Dec 3, 2018 3 Comments

Tourmaster: Motorcycle Boots For ST Riders

When it comes to sport touring motorcycle boots, Tourmaster is the brand to buy. There. Now it's said. There's no reason to continue reading. I mean, dropping a statement like that about riding boots will surely convince riders anywhere to make the purchase, unless dedicated to some other brand ('Sup, Sidi).

... but if we disengage from all things marketing and instead look at logical reasons to purchase any pair of motorcycle boots, the prerequisites for what makes them worth buying become more complex under the guise of sport touring.

For this reason, I'm focused on mid-shelf priced, top-shelf quality boots offered by Tourmaster. Why? Because motorcycle boots are consumable (not to be confused with "ingestible").

Motorcycle boots are like tires in slow motion. Their orchestra of deterioration is an almost unnoticeable segway from Beethoven's 5th to a single kazoo. Tread disappears, stitching becomes the opposite and armor bows to years of enforced posture by their respective owner.

These Boots Are Made For Riding

I rode 17,000+ miles on a Suzuki Bandit 1200 last year (2017) and am approaching the very same on our current flagship, a BMW R1200RS. That's 34,000+ total miles. My Tourmaster motorcycle boots played their part over the course, only now showing tell tale signs of retirement-readiness.

Dear, Tourmaster. Me write article. You give boot?

What's more, they still look pretty good. Check out the "pro" photo shoot below. Va va voom!

Okay. Yeah. These might be weird.

Boots equal to and above Tourmaster's price point don't always include the same quality combination. Stylish/minimal "they look like normal shoes!" (because they are) options may prove dangerous as they offer sub-par protection. Rock hard armor, often more expensive, can in rare cases make it difficult to maneuver around whatever challenges and obstacles they were designed to protect us from in the first place.

My point is, if I didn't care about protection I'd install a salt bath on each peg and ride barefoot. At the same time, I don't require enough armor that I could figuratively take a nap while standing (Sidi motorcycle boots). Politely priced motorcycle boots with moderate yet effective armor, made from sturdy materials and rigid stitching is the way to go. Enter Roadgear. Wait. Uh, right ...

Tourmaster Motorcycle Boots Take The Baton

Our previous go-to riding kicks were the Roadgear XKJ series. They bettered all others with regards to bang for the buck, proving themselves over three seasons and 30k miles. Roadgear stopped selling boots (never did find out why) and the hole they left in the boot industry was quickly filled by, you guessed it: Tourmaster.

Tourmaster picked up the baton almost immediately, offering the same basic template and quality as what motorcyclists in our riding circle had come to love with Roadgear. More specifically, we're referring to their Solution 2.0 model [cough]

Sidebar: As if there were going to be a beta release of the Solution 2.1 (or more). We're talking motorcycle boots here, not computer programming. If I start seeing motorcycle riding attire with titles like "iBoot", I'mma hafta make a stink.

The Solution 2 stands out without standing out in a consumer maze of sport touring motorcycle boots. As luck would have it, no "software updates" have hit their design, meaning they're still available as of this article's publishing date. Two years+ longevity speaks volumes where quality control and viable sales are concerned.

Tourmaster Tough: Motorcycle Boot Structure

Cross referencing Roadgear vs. Tourmaster motorcycle boots produces an identical list of easily recognizable, high quality features with some minor visual/aesthetic change-ups. Tourmaster being the virtual continuation of what once was (Roadgear) means signficantly better add-ons that aren’t so obvious. Expanding the technical details listed on their website stirs a hive of overly informative scientificals that melts brainy real gooder.

The sole is constructed from an oil/petrol resistant hard rubber compound. It’s tread is sturdy, yet flexible, sticking while cushioning on any surface. It’s also deep enough to maintain a flush balance on rough roads where tack and seal is the norm.

The exterior boasts water-repellent leather and a PU upper lip that I’ve personally taken to task. Having gotten my layering order wrong once (forgot to place pants over boot in big rain), I can assure you they hold enough water to sip on while you wait for your socks to dry. That HiPora® waterproof, breathable membrane keeps these motorcycle boots freakishly arid.

Solution 2 armor tucks away molded nylon shin and ankle guards backed with a foam”ish” shock absorbing material (shock absorbing latex foam on flex panels). TecnoGI® thermoplastic heel cups and toe caps then ramp things up. All of which makes for a solid but flexible feel be it while cruising or clipping the apex of some chin-over-wrist sweeper.

Tourmaster’s entire catalog includes high tensile strength stitching. Said stitching is as waterproof as everything else. That’s pretty important to any real rider. You know. Those who don’t bat an eye when asked if a little rain might stop them from trail braking.

Now let’s talk zippers versus velcro. Having both is the only way to go. Tourmaster uses auto lock zippers covered with an adjustable velcro flap to keep things out of what keeps things out.

All Mileage Considered

The ingredients to what makes a pair of motorcycle boots worth buying is different depending on their intended use. Sport touring isn't an aggressive riding style, per se but is assertive. The touring part is just as important, though and that means what we wear should be comfortable.

Tourmaster motorcycle boots answer these infused calls.

Mid-shelf pricing makes them better than disposable without compromising rugged use. Their choice of materials is why that rigid reliability exists in the first place. With that, we feel Tourmaster has earned their demographic in sport touring motorcycle enthusiasts.

What Motorcycle Boots Do You Wear?

It's true that there are other great motorcycle boots on the market. Which do you prefer? What do you like about them and why? Your input is invited. Post an article!

Robin Dean Jul 10, 2018 J. Lilly, Zone PhotoLeave a Comment

Motorcycle Training At Real World Speed

If you'd like to signup for Jason Herheim's Real World Speed Street Skills motorcycle training course, send an email to info@motovid.com or call (773) 234-4713

There's a solid and reputable motorcycle training course for every rider mindset. As miles find us, however ... prerogatives can change. Seasoned motorcyclists will often compliment such change with new outlets that better suit their learning needs.

We stress the value of track days throughout this website. Continued learning, an enormous key to safety no matter the pastime, helps keep our minds fine tuned. When instructor Jason Herheim (lead MSF RiderCoach for Madison, Wisconsin) informed us that he was building a public-pace motorcycle training course for the track setting, our curiosity was immediately piqued.

The kind of advanced motorcycle training Jason's conjured isn't race oriented. Instead, his curriculum further builds a rider's skill set so they might ride more safely and with greater confidence at real world speeds. It also buffers student safety margins in a contained, concentration-friendly environment, which is where MotoVid's track accessibility comes into play.

A New Motorcycle Training Curriculum Is Born

Its official title is "Real World Speed Street Skills" (RWS³ for short from here on). Boasting optional two-up riding, it fills numerous voids between various levels of rider/passenger education. Six classroom sessions work in song with seven riding sessions, applying tasks in relevant order.

Riding, decision making, vision and body position cater to street riders and passengers alike. On the track, basic control, track orientation, line choice, visual alerts, emergency stops, passenger concerns and body posture while cornering are only some of the technical topics covered.

The signup requirements are fairly straight forward. Riders must be 16 years of age or older, with an M-class license in tow. A mechanically sound street motorcycle is expected with D.O.T. legal tires and minimal if any tread wear.

Photos by Jim Lilly (turns 1/6) and Peter Lilly (turns 3/5), Zone Photo

There should be no fluid leaks, with good brakes and plenty of pad material remaining. Mirrors may either be removed or taped, along with the speedometer, any glass, reflectors and lights. In my experience, painter's tape is the easiest way to go.

Don't forget to top off the tank before you arrive!

Taken from his "is" and "is not" notation, Jason Herheim's RWS³ motorcycle training isn't a track day, competition, race or opportunity to "prove yourself worthy" of anything. It is, however an enclosed learning atmosphere, opportunity to ask questions (and receive feedback), place to expand riding abilities and outlet for a commitment to better/safer motorcycling.

It's all about assessing your riding skills while creating realistic goals for your own improvement.

A Personalized Motorcycle Training Experience

As with all MotoVid offerings, Jason's RWS³ motorcycle training course provides one coach for every three riders. Their observations are discussed and compared mutually among riders assigned to them, all without judgement. This is a positive, ego-free atmosphere where both riders and coaches come away better than before.

How "ego-free" is it, you ask? [Expand/Collapse]

My own mistakes (*ahem* learning opportunities) while attending their Track 101 clinic were acknowledged privately and without negative connotation, often with a nod and a smile. Here are three noteworthy instances where yours truly, Mr. "Full O' Himself" motorbike media writer, a man who only uses the term "motorcycle" in verb or adjective fashion, found himself having a heart-to-heart with his assigned coach ...

Thank You For Your Patience, MotoVid

During classroom introduction, sat in a chair along the wall for a better view of all activities only to learn that it was designated for a riding coach. Said coach didn't say anything but damned if my (RIP) father's "smoothly oblivious" nature hasn't found me.
Blew past three groups collectively thinking my coach had signaled me to do so (false). I was wondering why everything felt so open, so fast, so free!
From the back of the classroom, forgot that I was press and introduced intermediate level information to a question asked by instructors of first time attendees. It basically involved my preferred balance in down force between my front and rear wheels during corner acceleration employing a rule of thirds, meaning 33% front and 66% rear, gradually attained after a bit of trail breaking before the apex to tighten my bike's rake while stabilizing the front end. I started to pull out my laser pointer, pie chart and PowerPoint presentation before realizing the new learners had fitted me for a straight jacket.
Walked into the seventh classroom session late via the front door, interrupting an instructor mid-sentence while every student proceeded to stare me down. #awkward
Mangled "tight & right", MotoVid's track entry terminology, by swaying into the left lane position. We were first out on the course but still, you should never do that.

As a press representative and despite any mishaps, I was able to professionally observe firsthand MotoVid's instructional delivery of written material as well as the physical application of it. Jason's uniquely projective leadership insures riders are able to put newfound knowledge to practice with confidence, especially during that all to well known "trial" phase. Even with my own arsenal of intermediate track skills ("201/301" by MotoVid standards), I came away with reinforced knowledge of previously learned basics, some of which had faded from memory.

MotoVid's Track 101 Training (A Similar Platform)

Below is an expandable outline from classroom notes I took during the MotoVid Track 101 clinic. While these notes aren't completely applicable to Jason's RWS³ course, they do speak volumes to the helpful nature and overall character of each individual instructor. Their student workbook has a divided section on each page (for each session) where signups can document progress with newly developed skills and other information.

Please understand that I'm making a concerted effort to include "critiques". [Expand/Collapse]

Page 1 (Back of Cover)

My shorthand says "entrance chaos". I remember why. For those who've never been, finding the paddock at Blackhawk Farms is, well ... iffy. Post-arrival, it's simple: continue straight until you're surrounded by buildings. We weren't told this the night before and ended up taking a right onto the track itself (vehicle, trailer and all). So take note that "one right and the very next left" is a no-no. Just go straight until you pass the tiny double stop signs that are facing illogically away from you.

Motovid clinics aim to be a school/learning environment. While they do host track days, their numerically designated track skills curriculum appeals to the needs of anyone in search of advanced motorcycle training. The 3:1 student-to-coach ratio makes sure riders get everything they can from a single course in intimately personalized form (I just happened to know Jason H, Jovani R and Amber M, making my take away that much better).

I also noted their introductory "help us help you" safety concerns. For example, if you're going to sit out a session, make sure your designated instructor knows. Yes, this is allowed and no, you won't be ejected from the course.

At the very start of the booklet, signups are invited to take note of their own personal goals. Mine, having attended many track days before, involved smoothness of form, speed as a result (not a goal) and to learn the Blackhawk Farms circuit. Halfway into the event, students are asked to revisit this and ask themselves if they've developed for the better.

Session 1

The coach/group introductions are friendly, concise and communicative, void of any "authority" based intimidation. Contrast in skill sets, be it between attendees or coaches, is a welcome ingredient for discussion and reflection. The instructors don't "judge" riders, instead exploring their pre-session view on goals they've tasked themselves with.

At the start, one laughable memory fell in our lap as we found ourselves bump starting a fellow rider's FZ6R. Seems his battery was suffering from vampire draw (dark power loss). The instance repeated itself before session two, high-revs eventually offering enough charge to turn the starter.

After completing our first run, I noted Blackhawk Farms being exceptionally fun to learn. It's a tight course and like any good race track, it has its fair share of psyche-outs. For example, if you enter turn 3 with care, you can combine turns 3D, 4 and 5 into a singular entity.

My one and only dislike is the curbed rumble zones. They're similar to drain gutters on a city street. Yes, they're still "legal" real estate but you best have a bizarre skill set should you decide to impliment that kind of banked riding.

Session 2

Where session one warmed us up to our coaches and environment, session two dipped our feet further into goal-oriented waters.

One objective is to figure out which gear best suits the entirety of the course at speeds we're comfortable with. I've played this game before (and forgot that I had). On my Bandit 1200, 3rd gear is more than sufficient from start to finish.

Signups are encouraged to gently roll on the throttle through each curve, a technique taught at even the most basic level. As a new rider, I remember this being a strange sensation. It's fun watching those newly introduced to such things become exponentially smoother/better so quickly.

A BIG, ear-to-ear grin inducing wakeup reminder that got me by the brain banana was being told to avoid the brakes as best as we could. Favoring one gear and the motor as a braking mechanism, it's an excellent exercise in cornering judgement. Ask yourself "what speed is slow enough for me to safely take this turn yet fast enough to maintain pace".

We're also told during session two about the hot pit. A hot pit allows track day riders who would prefer a faster pace to obtain it simply by taking a slow roll through pit lane. Whoever is signaling entry and exit there takes note of a riders intention to re-enter, a larger gap ahead now providing the faster riding opportunity they desire.

Session 3

With braking back in the picture and corner entry better than before, it's time to shape our line. "TAX" is the abbreviation used by MotoVid, a condensed terminology that I'd not heard until this event. It stands for: Turn-in-point, Apex and eXit.

Shortening such actions for the ol' noggin until they become second nature, I gotta say ... it works.

We're being introduced to the physically installed apex markings for each corner, making our targeted path of travel more efficient in conjunction with whatever comes next. By itself, one curve's marking might appear disjunct. This is temporary as a rider's internal dialogue will swiftly ask and realize: "Why would I ... oooh, cool!"

It's about this time that a clear division in speed from one group to the next becomes obvious. When bunched up, we pay mind to our own ride rather than the slower bike ahead. Plenty of fun can be had even while mellowed, exercising graceful actions along an indifferently unchanged line.

Session 4

MotoVid mentions toward the top of the page an intention to introduce brake/throttle coodination along with a balanced view on tires/suspension. In the classroom, my own embarrassment is self-inflicted. I'll elaborate quickly by stating my preferred power displacement at the start of any apex to be a rule of thirds 33/66 (front/rear).

What I'm suggesting here is that I typically express 66% downforce at my rear wheel via the throttle and 33% to the front during peak acceleration from an apex out of a corner. These aren't exact figures (quite likely off in fact). They're just sort of ... felt.

New attendees wouldn't do this. Without prior knowledge, their communal goal is 50/50 as is announced by the classroom instructor. To this day, I still blush for having made my opinion known (lots of students turning heads, looking at me strangely).

Sessions 5/6

Right about now our classroom instructor has begun unveiling the basics of chin-over-wrist riding (C.O.W. for short). Posturing our upper body with a slightly diagonal tuck to the left or right helps keep the bike more upright. In Jason's own wise words, "an upright bike is a stable bike".

I'd never really thought of it that way and totally agree. Counterbalancing (neutralizing or cancelling through exertion of opposite influence) both increases our tire's contact patch and offers access to more lean angle when/if necessary. One reason Moto GP riders maximize both counterbalance and lean angle might seem obvious: it helps to maximize speed.

For a 101 or even 201 course, we prioritize the former for safety and stability.

One refreshingly new suggestion I'd never heard before focused on what to do if you run out of hand grip while posturing for C.O.W. riding. Should things feel over extended, there's no harm gripping the throttle as you would a screwdriver. Try it at home on the center stand and note how much further you can physically extend your chin.

C.O.W. technique is driven in tandem by the inner thigh and lower back. The thigh bolsters "one with the machine" kinetics, keeping riders fixed sturdily through each turn. The lower back guides their torso toward either grip while they maintain a level view of the horizon at the helmet.

This kind of advanced motorcycle training can awaken even the most timid of motorcyclists.

Session 7

No track event, whether it's a clinic or open attendance, would be complete without a minor setback. In my case, it's the vacuum line from my carburetor to my petcock. Constant heat from the motor hardened it over many moons and on this day of all days, it came loose.

It's the final run, I'm in line and notice strange behavior at the throttle. Half way into my first lap, every twist of the wrist bogs the motor. All sorts of mechanical mishap possibilities are flying through my mind: lack of fuel, fouled spark plugs, lack of fission at the flux capacitor.

The end truth, however is that I'll need to coast off the track. Luckily, the engine cuts out just as I'm approaching the one and only paved runoff with 40 MPH of easily maneuverable momentum. In rolls the hazard truck and away I go, pridefully sitting on the bike for the duration of its tow back to the paddock.

Here's the kicker, though. At the end of the session (and day), Jason arrived back at base with an honest look of combined concern and relief on his face. He was genuinely worried about what had happened and expressed that through curiosity about the cause.

These coaches care. They want signups to enjoy learning. More importantly, they want everyone to be safe in the midst of all things "thrill". They sacrifice weekend leisure time out of concern for anyone susceptible to the dangers of motorcycling, all while maintaining the excitement that comes with. That's just ... something to think about.

Converting It For Real World Street Skills

Translating track-based information for use on public roads might seem ludicrous at first but MotoVid doesn't promote squid behavior of any kind. Their message is quite the opposite, actually. Remember, it's not what we do ... it's how and why we do it.

Performance maximizing techniques can be applied to make motorcycling safer. Believe it or not, safety is the highest priority at any race track worth riding and MotoVid's teachings reflect that. Practicing their methods in a closed-course setting adds to our arsenal of public riding solutions.

For example ...

Brakeless, slower-paced corner entry helps us fine tune our pre-curve approach.
Processing multiple curves before choosing an appropriate gear? Game changer.
COW cornering keeps the bike upright so that more lean angle is available if necessary.
Trail braking (preloading the front brakes/suspension) tightens a bike's turning radius.
Good TAX (Turn-in-point, Apex and eXit) helps to open up the view through a blind curve.

Jason's RWS³ advanced motorcycle training clinic can also help riders and passengers perfect the two-up experience. It's fun to "learn the dance". Postured weight distribution, smoother shifting/brakes and evasive maneuvers are all example highlights.

Wrapped In One Accessible Package

Looking from the outside in, MotoVid signups can approach Herheim's RWS³ advanced motorcycle training from any personal standpoint. Track aficionados can learn where their skills fit into the spectrum of safer riding while new riders get enough MPH to feel how their bike responds at speed. All of which is presented in an enclosed/secure location designed specifically for them.

Jason's RWS³ curriculum is the advanced motorcycle training course today's public can look to for a positive learning opportunity without abandoning the thrills we as riders often seek. To do so with such forward thinking and a self-promoting "get the information out there" approach, it's sure to gain the following it deserves.

... but it's not about getting the customers.

It's about offering knowledge to the customers, something any good platform is based on. It's also about complimenting what the competition provides (we still love TC & MSF). More than anything, though, it's about keeping riders' lives as intact as the ear-wide grins they'll take home with them.

What's Your Favorite Motorcycle Training Outlet?

There are a lot of great courses out there. Which ones do you prefer? What do you like about them and why? Your input is invited. Post an article!

Robin Dean May 11, 2018 3 Comments

What "Failing" The Iron Butt Can Do For You

Everything. Well, "Everything B" to be exact. That's the title of my brother's book.

He wrote it while scaling the highest peaks and lowest valleys of the paranoid schizophrenic, manic depressive bipolar landscape.

... and that disorder took him from me.

My brother's death doesn't self-simplify, either. He likely passed just shy of three years before this article's publishing date. We won't know for sure until they confirm that it is in fact him, though the lot of us (myself and my remaining siblings) feel it to be most likely.

My middle brother and a lost uncle organized a memorial service after informing us directly. Not that I didn't have enough in my emotionally overflowing bottomless cup, everything got pushed aside. I needed to ready myself for all kinds of the unexpected, not only with red tape but collisions between sometimes incompatible family members.

The constant static over the matter is like being in a pinball machine without a drain. My concerns, never to be resolved, freed a sinkhole that laid in wait for the many years since my brother and I last spoke. My motivation to pack a bag and fly, even drive were toxic. I basically found that in the face of my loss, I was looking for a way to escape its gaze.

My response isn't to dodge a bullet in search of its mark. Instead, I'll race it to the finish line. My newly bought bike is ready for 2018, so ...

I'm going to ride a motorcycle from Chicago to Daytona Beach and I'm going to do it in one day.

1000+ miles in 24 hours is commonly referred to as an Iron Butt challenge. Riders set an impossible-to-fake destination before situating a witness to note their launch time and another their arrival. Gas receipts offer additional proof before proper paperwork gets submitted.

The reward? A plaque commemorating your success and a few bragging rights.

In my case, however, it's a way to turn my self-centered nature on it's end and insure that I do what's right: go and help my family remember the very best of what my brother gave the world before he left it.

That's a real trick to adulthood, I think. Turning whatever "wants" you have into fuel to help others with their needs ... and it's okay to do so! It's even better if you can come to self aware terms with it while among those who'll be there for you as well.

I love riding motorcycles. There's a void in my heart. I'll ride to the source and heal, however minimally, on my own along the way.

Let's Get This Show On The Road

Having bounced back and forth about the option to ride, my wife finally makes the executive decision. "You plan to ride. If the weather doesn't permit, take the truck."

"If the weather doesn't permit" only applies to road conditions, by the way. My new Beemer hilariously informs me when there's the possibility of ice. Said notification is somewhere next to its "comes standard" juice weasel.

The day before, I pack, unpack and pack again, testing different configurations in my luggage. I pull our entire flock out of the garage and position the BMW next to the main door (sit-and-go access). Everything's ready and it's time for rest, the dichotomy of treasure vs. tragedy now a behemoth.

At any rate, morning arrives. I've barely slept and yet still oversleep my alarm. My eyes speak to the fatigue I'm not yet aware of and a nuclear cup of light-roast challenges it loudly to debate.

There are no signs or notifications about snow. I can either do this ... or not. Much like my brother's constant drift between infinite anchors of the soul, I can't decide what to do.

So, I just ... start.

After wheeling out the bike, she fires up with confidence. The ice warning notification kicks on and with it, my first grin finds me. I let things be, entering the house to get my gear in order.

The temperature at my actual start time/location is 28°F. I believe this to be the coldest temperature I've ever set out on (30+°F has never been a show stopper). My gear, my wonderful gear, remains as follows:

riding boots
Smartwool socks
charcoal foot warmers
long underwear (top/bottom)
riding pants with both wind/rain & thermal liners
quick-dry wicking t-shirt
heated vest
riding jacket with same liners as pants
heated gloves
1/2 balaclava
helmet
heated grips

Double, triple and quadruple checking my "gear-dash-luggage, gear-dash-luggage, gear-dash-luggage" is surely my final emotional stall. Here my wife just wants to kiss me goodbye and I'm trying not to leave. I tell myself "you've got this" and pull away.

The time is 6:30 AM and the temperature has risen to a balmy 29°F. I'm leaving early enough that traffic between our house and the Skyway should be free flowing but I've failed to consider that this is Chicago. Explaining our traffic clock is much like Lord of The Rings' Pip and Mary discussing fifteen different kinds of breakfast that are mandatory.

Three Hours

... the time it takes, in below-freezing temps, on a motorcycle, to get across the Chicago skyway.

At first, all motion is as fluid as one would hope but once I reach I-90, well ... "pre" morning rush hour types have already clogged things up. My efforts are fast tested but quite honestly, I'm not just comfortable. I'm somehow happy as a clam at high tide.

That is until I actually cross the Skyway. At its entrance, I see only a little trouble. I haven't rigged an I-Pass mount yet, so I have to stop, remove the I-Pass from my pocket, present it to the radar, place it back into my pocket and ride on knowing it'll have to happen a second and final time on the other side.

This is where things go south (get it?). The second radar doesn't detect my I-Pass and that particular gate isn't staffed today. Fortunately, traffic is all but gone so there isn't a line behind me. I look back to see what may as well be thirty yards of divided gateway. Turning around and riding against traffic would be crazy, so I resort to what is merely insane.

I toe the bike backward for the entire length, pick a booth with a human in it and make good on my momentary self-promise to not blame said human for what I've just gone through. She's kind, complimenting the bike and getting me rolling again. After a would-be grueling three hour start, the temperature finally reaches a luxurious 33°F and I begin my escape from Illinois' grasp.

Enter "The Slab"

A friend warned me a few days prior that I-65 is riddled with bucket-size potholes and that I should avoid it at all costs. Robert Downey Jr. once described how he'll sometimes listen intently to a directors advice before doing whatever he originally wanted to. While my friend has my better interests in mind, I'm too tired from planning to explore a detour, so there I am, barreling due south on what turns out to be a pretty smooth surface.

Sidenote: the center lines are reeeally bad. Pick your lane change opportunities carefully!

The next many hours might be significantly less interesting if not for a few entertaining constants:

For one, I keep receiving strange looks from cagers (car/truck drivers). They likely think I'm crazy (I might be) and that there's no way I can possibly be warm on "that thar space bicycle". Gaining southward miles away from the lake, the local temp is well above 40°F, warm enough that I have to dial back my heated gear as I'm beginning to sweat.

Also, this is my chance to better assimilate my bike's handlebar controls. Whenever my distance from other vehicles is greater than 100 yards, I have a quick glance to see which button near either grip is worth memorizing next. The goal: know the physical location of each button so I might access it without having to look. I'll still have to eye the dash momentarily but operation gets streamlined regardless. After several hours, I'm gettin' pretty good.

This is also how I accidentally learn about my GPS unit's "everything" screen. If you elect to install the optional and fully integrated GPS system, its computer works with the motorcycle's gauge information in a variety of ways. Futzing around for a button, I bump the jog dial next to my left hand grip which I already know zooms the GPS birdseye view in/out. What I didn't know is that it also toggles menus, one of which shows Every. Single. Variable. Each. Gauge. Offers.

Ever heard of microfiche? Yeah. Duct tape one slide to a door, stand on your head twenty feet away and read whatever you can from its 13th frame ... blindfolded.

Still, that's useful information for the garage or mid-travel break, something I was now due for.

Road Food

My cholesterol is 20 points high. I don't know exactly how bad that is because, at 43 years old, this is the first time in my life that such a condition has found me. I do know (and just reconfirmed) that I have low blood pressure. The combination of the two isn't good. On the upside, it makes my suggested dietary intake more interesting.

Red Bull, potato chips and cholesterol-free protein bars are all green lit. A year ago my first choice would've been whatever Starbucks' answer to energy drinks was but those are off the menu. Beyond this gas station cuisine, an occasional peanut butter granola bar marks desert.

These munching breaks are also my one opportunity to connect with whatever social media I've been missing. I logged into Facebook and discovered a few dozen "likes" to my Iron Butt takeoff. It feels like I have friends with me, even if I can only communicate while off the bike.

Apparently, in the void, they're my breath. It's relieving but it reminds me that I'm in a bit of pain. Even as I type this, I haven't yet gained control over how I cope with this ride's purpose. I'm dancing on the roof of my own sadness. What's worse, it's becoming second nature.

Stay On Detour

Each leg south offers the same pattern outlets. I continue familiarizing myself with all of the BMW's perks. My Road Ruckus playlist keeps my ear candy in place and after two more direct-ahead stops, I've shed most of my layers thanks to warmer weather. My next concern makes itself known late in the game, integrated perfectly into a friend's recommended reroute to ghost ATL.

The default "fastest" route between Chicago and Daytona Beach would take me straight down to Nashville before bouncing east via Atlanta, Georgia. The traffic there is known far and wide to be horrible. My initial riding schedule puts me there in rush hour, so at some point in northern Kentucky I set my sights on Knoxville.

By day, I-40E out of Knoxville is a thrilling good time complete with ear-to-ear grins. Unfortunately, I left 30 minutes later than intended this morning only to be bombarded with circumstantial obstacles, not the least of which was Chicago itself. Tuning in to social media once more to find my friends commenting amongst themselves while cheering me on, I abandon all concern for when I'll be arriving in favor of focusing on basic safety.

This is both good and bad.

Gassing up, the time is roughly 7pm give or take. I hop onto I-40E to find it as simple and smooth as any interstate ... until I pass Wilton Springs. That's where certain realizations begin to kick in.

At night, I-40E is as frightening as it is entertaining. A lot of it is constructed directionally off camber. By that, I mean that westbound traffic is 10-30 feet higher than my eastbound trek (like a strip mine). The only shoulder on either side is 2-feet wide, so I have no escape path. All lanes being fully contained by a 3-foot concrete barrier compounds the problem.

Now, take the above scenario and introduce the following:

I have 5 hours of sleep, 3 protein bars and 2 cans of Red Bull in my system.
My GPS mileage suggests a 2 AM arrival for Iron Butt success (I left at 6:30 AM)
It's Friday night in the south where drunk drivers often claim semi-pro status.
With little room, truck drivers barrel side-by-side at 20 miles over the speed limit.
My Sena SMH-10's battery finally ran out of juice. I have no music to keep me going.
At the top of a sweeper, I pass 5-10 adolescent deer, three of them facing the road.

Somewhere roughly 700 miles from home ... I'm done.

The Sunshine State

I wake the next morning feeling indifferent to my decision to stop. I know I'll attempt the Iron Butt challenge again but when I do, it'll be a significantly less complicated route. Libertyville to Sioux Falls with a group of friends might be the way to go.

Nonetheless, my time spent in Florida connects me with friends I've not seen for quite some time. They're living the travel trailer dream, a concept that my wife and I are considering for future adventures. Being able to pick up from one beautiful view before parking next to another certainly has its perks.

For the memorial, my siblings and I rent an enormous beach house for everyone (in-laws and extended family) to enjoy. Meals play host to a mixture of conversations. It gives us all a chance to interact and better understand one another.

My 1/2 way point also offers a window to catch up on some much needed reading. We mention three books in specific that make for a great introductory library on all things long distance motorcycling. I've since continued my Jupitalia fandom by way of Dreaming of Jupiter (any rider who completes their second circling of the globe, especially at 70+ years old and complete with two broken bones, certainly deserves a round of whatever they're drinking on me).

I'm also grateful for this opportunity to walk with my wife along Ormand beach. She flew down to meet me on the day of the memorial before heading home shortly after. Even in that micro-vacation of an afternoon, memories are made and immediately savored.

Homeward Bound

With all of my initial "challenges" long behind me, it's easier to relax and set a course that's more, well ... enjoyable. Guest author Greg White offers up an absolutely gorgeous ride to Knoxville where I'm welcomed by two friends with dinner, whisky and a comfortable bed. I've never been on the Cherohala Skyway before this ride, now one of my top five all time favorite riding experiences.

Out of Knoxville, I find my way onto the Day 5 portion of our 777 group tour. Spaghetti tangled through Daniel Boon National Forest, it's exactly as fun as I remember. It also lets me check the road conditions and resource lunch options before its start.

A flasked night cap and I'm sound asleep at the Li'l Abner Motel.

Now, don't get me wrong. I'm enjoying these twisty country backroads but I have a home to get back to. The next leg of our 777 route heads west toward Elizabethtown, zigzagged or not. My destination being Chicago, I figure I best be getting back but why not have fun along the way?

I set my GPS destination for my front door but with curvy roads as the default navigational format. This proves its weight in gold until Indiana simply runs out of worthy riding. Northern Indiana, an unavoidably bland obstacle, is less difficult to tolerate after a light helping of twisted tarmac.

From here on it's slab. I-65 meets 94 meets 294 to home, where our editor-in-beef runs full slobber to welcome me back. I'll miss my brother often but always love the sight of my family upon return.

What "Failing" The Iron Butt Did For Me

Suggesting failure to be a matter of opinion sounds like one part excuse, two parts denial. I can't say for certain that my initial attempt came preloaded with the expectation of success. I just knew I had somewhere to be and that it would require the totality of whatever strength I could muster.

Emotion fueled my efforts to reach family in memory of my brother Bill. Those efforts then allowed me to learn first hand what my latest motorcycle purchase has to offer. If nothing else, I now know what I'm made of, especially with regard to safety and decision making.

What this ride really did for me though, beyond connecting me with friends and family to mourn a loved one lost, was draw me back to the threshold of our front door and all that matters within. There's a well known saying about motorcycle travel:

It's not the destination. It's the journey.

I have to contest that statement when (and perhaps only when) that destination ... is home.

What Long Distance Rides Have You Conquered?

There are a lot of great touring opportunities in motorcycling. Which ones have you embarked on? What did you like about it and why? Your input is invited. Post an article!

Robin Dean Feb 13, 2018 Leave a Comment

Sweepers Galore On Missouri 34

A lot of great Missouri motorcycle rides connect with eachother just south of Farmington. Clearwater Conservation Area offers one unanimous favorite: Missouri SR-34. This thoroughfare flashes an insignia all the way from Garwood to Jackson in a most elegant sport touring manner.

The section of road between SR-21 and Piedmont is our focus. This constantly sweeping stretch of extra smooth tarmac is a core ingredient to our (methodically under-promoted) annual rally. Efforts to develop new loops in the region often include a go at this grippy, lean-friendly riding route.

It's a defining outlet for riders whereby contractual handshakes between our tires and the pavement arrive in signwave form (satellite). Skill sets can quickly become overdrawn in these parts. Here I am up ahead on my Bandit, footage courtesy of Rodney Foster and his Sprint ST ...

Following the course of the video, we ride eastward with an afternoon sun to our back. The two miles before Garwood can fool riders. This warmup is short as the curves quickly multiply.

It's just beyond this (not) town where the most noteworthy and non-concentric excellence kicks into high gear. One increasing radius turn leads to a soft left and even softer right before diverting us north in extremely obvious fashion. The back-and-forth maintains its lack of predictability complete with a full field of view, crossing paths with access roads 578, 580 and CO-KK.

Things taper off for a moment after we pass over the Black River (the bridge at the end of the video). More worthwhile "moments" follow, especially just past CO-Y. We're consequently rewarded on arrival in Piedmont with well-timed Barbecue at Hercules.

Roads of this nature are built on the least resistant path for currently available industrial options. Bettering what's already there (dirt becomes gravel, gravel becomes pavement, etc.) remains the next "most" efficient solution. This can be seen in spades over the course of SR-34.

One Of Many Nearby Missouri Motorcycle Rides

Continuing east on SR-34 after Piedmont can also be a pleasant experience. The transition between Piedmont and Silva is filled with beautiful scenery. Lowland cattle farms summon friendly waves, our path of travel crossing hilly ridge lines and the St. Francis River.

The road meanders dramatically all the way from Grassy to Glenallen to Burfordville. We eventually arrive in Jackson via equally lovely surroundings despite the curves having tapered off many miles prior. It's equally entertaining to ride this road in the opposite direction ... a rare "linear gem".

Interesting connections along the way include SR-143, CO-M, CO-DD, SR-51 and CO-UU. Each of these sidetrack outlets offers its own unique brand of ear-to-ear grin. It's easy to wander off aimlessly, though so be sure and pack enough string to get you home!

Lunch, Lodging And Logistics

I mention Piedmont's Hercules Barbecue above (our favorite). The same town also offers a chain or two. If you're beyond the twistier leg, Park Road Bar & Grill hides just off of 143 and Jay's Barbecue holds ground in Marble Hill.

After that, it's sparse until you reach Jackson but if you're headed west, that's a different matter.

Our westward lunch alternative, if we have to pick, is The Dairy Shack in Eminence. Take US-60 to Van Buren, pick up CO-D and head north up to SR-21. Continue north into Ellington before cutting west and following SR-106 all the way into Eminence where greasy profit awaits.

There are plenty more curvy circuits south of SR-34 as well. Many of which can circle back to reconnect if you plan carefully. The area motels are affordable and conveniently located for likely memorable riding opportunities.

So, if you enjoy Missouri motorcycle rides and are on the hunt for an "infamously lesser-known" riding road in the Ozarks, be sure to check out SR-34 between Garwood and Piedmont. Even the post-ride lulls are a sport touring must. Venture north and you might find us sipping coffee, prepping for our next run along the very same.

What Are Some Of Your Favorite Twisty Riding Roads?

America is chock-full of hidden twisties in rural/outlier regions. Which ones have you been keeping secret? What do you like about each and why? Your input is invited. Post an article!