The new aims to deliver capability both on the highway and off-road, enabling learners to start pursuing their round-the-world, dirt-track dreams.

What Is It?

The adventure bike is basically the Swiss Army knife of the motorcycle world. Machines like the archetypal BMW R1200GS are as adept in city traffic as they are traversing sand dunes. But they can be hard on beginners, as they're usually quite heavy, powerful, and thus difficult to handle at low speeds—like when you're cruising along a forest road.Ìę

Enter the Versys-X 300. Borrowing the small, trusted 34-horsepower 296cc parallel-twin from its Ninja 300, Kawasaki built this bike to be light enough for new riders. Weighing just 386 pounds with a full 4.5-gallon fuel tank, the Versys-X 300 comes in hundreds of pounds lighter than its competitors.Ìę

It's got the tall, narrow tires, long-travel suspension, and upright riding position of the larger adventure bikes, but it's got a less aggressive 32-inch seat height and costs just $5,399—about $2,000 cheaper than any other bike in the class.Ìę

Take a few years to learn on one of these, and you’ll be ready to handle something with a larger engine.Ìę

Design

The Kawasaki isn't a handsome bike, but it is utilitarian. The narrow 19-inch front wheel is intended to guide the bike through loose gravel and sand, while also rolling easily on asphalt. The five inches of suspension soak up moderate bumps. The wide handlebars make it easy to comfortably stay in control. The big windscreen diverts wind blast over your shoulders. The large seat is ideal for two. The low pegs allow your legs to stretch out. It's also got the crash bars, hard luggage, and LED spotlights that make adventure bikes so popular and versatile.Ìę

The Versys-X has one thing other adventure bikes do not: slim dimensions.ÌęAt just 34 inches wide, you’ll have a much easier time riding this thing in city traffic.Ìę

Riding It

I expected 34 horsepower to feel gutless, but in such a light machine, it’s more than enough to hustle down a dirt road or keep up with highway traffic. The liquid-cooled, counter-balanced twin engine revs smoothly.Ìę

That light weight paired with the wide handlebars means the Versys-X changes direction quickly, but it’s also stable once banked over in the corner. The combination is very confidence inspiring—a hallmark of any good beginner bike.Ìę

Perhaps the biggest surprise is how good this little bike is on the highway. Sure, the engine revs manically (I often looked down and was surprised to see 12,000 RPM on the tachometer), but the chassis remains planted even at law-breaking speeds. (The bike's top speed is just about 100 miles per hour.) The screen and fairing did a good job keeping me out of the wind.Ìę

Like other adventure bikes, the stock tires are ultimately the ride's biggest limiting off-road factor. Swap them for knobbies, and there’ll be no reason the Versys-X can’t go anywhere a BMW can.

Likes

• Low seat height and light weight make the Versys-X incredibly friendly.
• Twin-cylinder motor is modern, smooth, and plenty powerful.
• Genuine all-day comfort is something machines costing three times as much don’t always get right.
• Spoked wheels deliver genuine knobby tire choice.

Dislikes

• Non-switchable ABS is intrusive off-road, and is a $300 option.
• Color options are limited

Should You Buy One?

This little bike is the best way to start exploring the world on two motorized wheels—it's inexpensive, comfortable, and just powerful enough.Ìę

The post The Kawasaki Versys-X 300 Bike Is Ideal for Beginners appeared first on șÚÁÏłÔčÏÍű Online.

Why do we feel more free in Mexico? Baja—a 775-mile long peninsula off the country’s west coast—is a place for those that prepare and those who are self-reliant. And for those people, there are no rules, just good food, great surf, and almost unlimited miles of dirt trails.Ìę

The best way to explore it? A motorcycle. Here, not only will no one tell you where you can’t ride it, but the beaches, the mountains, and the desert are ideal two-wheeled terrain.

So how do you do it? Despite the international border and the vast, empty spaces, getting down there on the right bike is way easier than you might think. Here’s how.Ìę

Step One: Get A Bike

You can’t drive a rental car across the Mexican border. But you can ride a rental motorcycle. In fact, caters to riders who want to do just that.Ìę

The core of their business is renting Harleys to elderly Germans wearing leather trousers, but they also rent out the awesome BMW R1200GS adventure bikes, which could have been purpose-made for Baja exploration. Not only is it supremely capable off-road, but it’s comfortable for long days in the saddle, has plenty of room for camping gear and cases of Tecate, and is probably the best bike for carrying a passenger ever made. Eagle Rider rents them for $179 a day or just $39 a day to members.

You’ll also need Mexican insurance for the motorcycle. You can get that through Eagle Rider, or do what we do, and buy a year’s insurance for any vehicle you’re driving from .Ìę

Eagle Rider can also rent you helmets, boots, gloves, suits, and other riding gear. This should go without saying, but you want to be wearing the best safety gear possible if you’re headed to Mexico on a motorcycle.Ìę

Step Two: Cross the Border

You’ll need a passport, driver’s license with motorcycle endorsement, the bike’s registration, your rental paperwork, and a printed copy of your Mexican vehicle insurance. They won’t look at any of that as you head south, but they’ll ask for all of it when you head back to the U.S.

The hardest part, when you’re headed south, is figuring out where you’re going, while tackling chaotic traffic, foreign signage, and often dangerous road conditions. You’re going to want some sort of navigation aid. If that’s your phone, make sure it’s going to work in Mexico. And make sure you have a secure way of mounting it where you can see it. We like Ram Mounts.Ìę

On this trip, we crossed the border just south of San Diego, into Tijuana, then turned right for the coastal highway down to Ensenada. Tijuana’s potholed roads and narrow streets quickly give way to the smooth pavement and dramatic coastal views of Mexico’s Highway 1. Make sure you bring a bunch of small bills to pay the tolls. $40 in fives and ones should be plenty, both ways.Ìę

Which brings us to currency. Seasoned Baja travelers will tell you that you’ll get better prices if you’re spending pesos, but everywhere in Baja accepts the American dollar. You’ll be able to use your credit card at Pemex, Mexico’s chain of nationalized gas stations, but you’ll likely need cash pretty much everywhere else. Plan accordingly as there aren’t a lot of ATMs outside of the cities.Ìę

Step Three: Pick A Destination

Want to find your own private beach, a dusty dirt trail, or just endless miles of open road? Just head south and explore—the possibilities are limitless.Ìę

Want to sit in your own private hot spring? are a half-day’s ride from Tijuana (or just two hours or so from Mexicali), and involve 35 miles or so of fun dirt roads to reach them. Make sure you book your camping site ahead of time online.Ìę

For first-time visitors to Baja, those springs offer just enough adventure, complete with the secure feeling that comes from a gate that gets locked at night, the proximity of fellow humans, and the incredibly friendly family that runs the place. You can buy ice and the bare bones basics of food making on-site (and they’ll cook you tacos if you show up at the right time), but we’d suggest bringing your own supplies, including ample gas.

Want to see marine wildlife like gray whales, manta rays, dolphins, and whale sharks? Head for the warm waters of the Sea of Cortez. offers world famous fishing. Once you’re there, ride a little further south on the highway to find the turn off for Campo Beluga. There, you can rent a palapa, buy firewood, and catch yellowtail. We caught 30 last time we were there. Plan on a full day to reach it, and there’s a Pemex and a basic grocery store across from each other on the highway outside of town.Ìę

We headed for Ensenada, a couple hours south of the border, on the Pacific Ocean.ÌęThere, the offers one of the nicest hotel experiences in northern Baja, all for less than $200 a night. It’s popular with Baja 1000 racers, and is an easy place to book fishing trips or sight-seeing tours.Ìę

That night, we drank margaritas at their self-proclaimed birthplace, , which is also a former haunt of Al Capone’s. When we got hungry, we wandered over to , the new brick-and-mortar home of the famed tostada street cart of the same name. .Ìę

Want to spend a day or two in wine country, without the Napa prices or the tourist hoards? Highway 3 runs northeast out of Ensenada, and takes you through Guadalupe Canyon, which feels near-as-damnit like Italy, completely with great wine. There’s a multitude of tours, wine tastings, and nice hotels, but we stayed at where, if you’re tired of the bike, you can rent a horse for a few hours, too.Ìę

A great entree to how friendly and accessible Baja can be would be a three night trip that connected those hot springs, wine country, and Ensenada. And, as a bonus, the roads in between the Highway 3 feel like a race track.Ìę

Step Four: Avoid Danger

Is Mexico dangerous? Not if you have some common sense and treat authority figures respectfully.Ìę

Whatever other mistakes you make, never try and take a gun to Mexico. They are serious about this, and you will go to Mexican jail if you try it. In fact, it’s a good idea to avoid any obvious weapons. While we’ve gotten away with a can of bear spray, and some awfully big knives, they have raised eyebrows at the military checkpoints. If you really feel the need to carry something dangerous, making it something that appears innocuous, like a camp shovel.Ìę

Drugs are another bad idea. Definitely don’t try to take them across an international border, but think twice before buying them from a local too. We’re not saying you shouldn’t, or that we haven’t, but again, your common sense will go a long ways.Ìę

Egregious speeding should also be avoided, at least on paved roads. We’ve never seen a Florida-style ticket trap here, but there are poorly-driven trucks all over the road, pavement conditions can change from smooth to, well, non-existent in an instant, and black cows roam all over the place at night, and there’s no street lights outside the cities. Road design is also haphazard. On the way down the eastern coast, for instance, they just paved through the natural contours of arroyos and drainage ditches, rather than route floodways under the road. These can create unexpected pits and ramps, which are fun or deadly, depending on what kind of mood you’re in. Off-road, of course, anything goes. Just remember you’re a long ways from medical care.Ìę

The one surprising thing new visitors are always taken aback by are the military checkpoints. They’re frequent, and at them you’ll encounter pimply teenagers wearing hand-me-down fatigues, toting rusty old assault rifles. They’re just looking for guns, and other contraband, so once they realize you’re just a tourist, they’ll wave you through. If they ask to look in your luggage or vehicle, smile and let them.Ìę

The only other real danger is mechanical breakdowns. That R1200GS you’re going to rent is dead reliable and well-maintained, but that won’t stop your tires from getting punctured. You should carry , and know how to use them.Ìę

Mexico is full of friendly people who would be happy to sell you stuff, happy to help you, or happy just to hang out. Be nice, dust off your high school Spanish, and you’ll have a great time.Ìę

Worried about the food? It’s delicious. The rule of thumb for finding a taco stand that won’t make you sick is to look for one with a line out front. Preferably a line of Mexicans.Ìę

Step Five: Come Home

Crossing the border back into the U.S. is
an experience. Have your paperwork together and ready to go, then just ride on up the front of the line. While cars have to wait up to eight hours to cross at the busier ports of entry, lane splitting is legal in both Mexico and California, so motorcycles are free to cut the lines. Just make sure you don’t have any fruits or vegetables on you, and watch out for the beggars, vendors, and stray dogs as you cut through border traffic.Ìę

The post How to Visit Baja by Motorcycle—No Motorcycle Required appeared first on șÚÁÏłÔčÏÍű Online.

Half of all luxury car sales are SUVs. People buying expensive cars just really seem to like sitting up high and having plenty of room in the back for their dogs. As a newly reinvigorated Maserati chases sales volume, it can’t afford to ignore the category. So here it is: Italy’s own luxury SUV.

What Is It?

Well, calling this thing an SUV might be a bit of a stretch. It’s more like a wagon version of that has benefited from a couple extra years of development to become more refined and better made. Then Maserati put it on stilts.

The Levante is based on the Ghibli platform and shares its two twin-turbo V6 engines. The plain-Jane Levante has 345 horsepower and starts at pretty reasonable (as far as ridiculous luxury SUVs go) $72,000. The Levante S starts at $84,000 and bumps power to 425 horsepower.

Maserati’s new standard Q4 all-wheel-drive system is also drawn from the Ghibli. It works to accentuate the Levante’s sporty nature by driving only the rear wheels most of the time. Traction is added to those wheels with the aid of a limited-slip differential. When the rear wheels begin to slip, a clutch engages, splitting power 50/50 with the front wheels (which have an open differential between them). That’s an excellent arrangement for a sporty AWD car, benefiting from both the uncorrupted steering of RWD and the ability of AWD to find traction on slippery surfaces.

Inside, the five-seat wagon is luxuriously appointed. Highlighting the all-Italian construction, Maserati tapped Ermenegildo Zegna to design an optional top-spec interior. Think of it as an Eddie Bauer–edition Ford Explorer with nice leather and silk accents.

Along with Alfa Romeo and Jeep, Fiat Chrysler owns Maserati. Unlike many other cars in that company’s portfolio, however, the Levante doesn’t share its platform or major components with international brands. Like the larger Quattroporte and the Ghibli it’s based on, the Levante is truly an Italian-made car. The only large exception is the German-made ZF eight-speed transmission, which is used in virtually every performance luxury car made anywhere right now.

Who’s It For?

The Levante is designed to be a Maserati you can drive in winter and make it down the occasional dirt road to a horse stable or whatever. At least that’s the official line. Because we know that despite automaker marketing, it’s winter tires, not AWD, that endow a car with the ability to drive safely in cold temperatures. Like all other SUVs, the Levante is a car for people who like to sit up high and don’t mind sacrificing performance, handling, and fuel economy to achieve that. Basically, it’s a Maserati for people who want the badge, not the speed or handling the brand’s cars are known for. In short, the Levante is a car for Americans.

Design

Take a Ghibli sedan, add a hatch in place of a trunk, and stick on a bunch of shiny farkles designed to catch the eye of SUV shoppers, and you have the Levante. Inside, things are much nicer than they are outside. The Ghibli is already a very nice place to sit, but the Levante takes materials and fit and finish to a higher level. Rear-seat legroom remains tight, especially for a 16-foot-long car, but headroom predictably grows.

At 20 cubic feet, the Levante’s trunk will make an adequate home for two medium-size dogs. Or a weekend’s worth of designer luggage for four.

Driving It

Despite the fairly ridiculous concept of a Maserati SUV, the Levante actually works really well. Height-adjustable suspension helps lower the center of gravity for enthusiastic driving off-road yet can deliver an impressive 9.7 inches of ground clearance should you need to tackle a large pothole.

Off-road, the optional 20-inch wheels and razor-thin Pirellis will ultimately be the biggest limit to capability. One big rock should be enough to ensure replacement of an expensive alloy wheel.

But while you could get this thing down a simple fire road in dry conditions, it’s obviously on-road where the Levante was built to shine. Perfect 50/50 weight distribution pairs with the rear-wheel power bias to make for a surprisingly fun drive. The Levante doesn’t have the outright pace of the much more powerful Porsche Cayenne Turbo but makes up for it with a much grander sense of occasion. The twin turbochargers audibly whine through the Maserati’s passenger compartment and are paired with an exhaust note that’s distinctly Italian in both tone and volume. I couldn’t stop myself from downshifting in every tunnel just to hear the V6 rev.

The performance theme continues with the brakes, which use massive 15-inch (front) and 13-inch (rear) rotors to haul all 4,650 pounds down with authority. Maserati has done an impressive job making such a large, tall, AWD car drive like one of its performance sedans. That said, you can’t help but feel that all the effort applied instead to one of those sedans could have made a real world-beater. Something truly special, like .

Likes

• Exhaust note makes this SUV sound like a Ferrari.
• Impressive fit and finish and attention to detail inside.
• RWD-biased AWD system adds traction without killing fun.
• The price tag is surprisingly accessible for what was once a rarified brand.

Dislikes

• The styling is ugly in places. In others, it’s surprising wimpy. The brand’s ornate design language does not create beautiful cars.
• Does every brand really need to sell an SUV?

Should You Buy One?

If you want a Maserati, lease a Ghibli sedan. It makes all the pops and snarls you want, and you’ll figure out how to navigate city traffic from a low driving position.

If you want a luxury SUV, buy a Jeep Grand Cherokee. That will actually do SUV things, like go off-road. Get a cool dog if you want to impress people—nobody cares what brand of car you drive.

If you want a fast Italian car, buy an Alfa Romeo Giulia. It’s way cheaper and way better to drive.

The post Meet the Maserati of SUVs. Wait, What? appeared first on șÚÁÏłÔčÏÍű Online.

Ducati’s midsize motorcycles are always its best. The 959 Panigale is sharper handling and more fun to ride than its big brother, the 1299. You can say the same about the Monster 821 versus the 1200. Now Ducati’s adventure bike is finally getting the midsize treatment. Can the benefits of a smaller motor make this new Multistrada 950 better than the 1200?

What Is It?

The adventure motorcycle category is broad. These rigs are supposed to be motorcycles you can ride around the world, carrying all the camping gear, tools, and spare parts you might need while giving you the ability to tackle any type of road you might encounter, especially difficult dirt roads.

A long time ago, that meant scaled-up dirt bikes with thickly padded seats, large fuel tanks, and big windscreens. But the tall, comfortable riding position paired so well with tossable handling and responsive engines that the formula also proved popular with road riders. To beef up their highway ability, the engines grew larger and gained more cylinders. The bikes grew fancier, more expensive, and more comfortable. Today, when you say “adventure bike,” most people picture $25,000 BMWs, not scuffed-up dirt bikes.

In 2003, Ducati launched the first adventure bike intended for road use only. was tall and narrow like a dirt bike but fitted with the 17-inch wheels and road performance tires of a superbike. It was comfortable enough for all-day rides while also being lightweight and nimble.

Seven years later, Ducati refined that formula with the all-new 2010 Multistrada 1200, powered by the brand’s incredible 1,198cc liquid-cooled V-twin. With it, Ducati reenvisioned the Multistrada as the ultimate performance bike for the road. The tall, comfortable riding position was still there, but it was paired with high-quality suspension with long, well-damped travel suited to smoothing out bumpy roads. Its 150-horsepower engine was capable of leaving superbikes in its dust on mountain roads. Away from the track, its good vision, swift steering, compliant suspension, and monstrous torque made the bike fast.

But just like on a superbike, managing huge power requires a huge rear tire. Where the 1200 wears a meaty 190/55 17-inch item, this new 950 is able to make do with a narrower 170/60 17. The difference may seem inconsequential at first, but the considerably steeper profile leans over faster, transforming a bike that already steers very quickly into one that steers lightning fast. It’s the same trick (along with a shorter wheelbase) that gives the smaller Panigale the handling edge over the bigger model. Again, the smaller Ducati is the better Ducati.

Who’s It For?

At $13,995, the Multistrada 950 not only undercuts the $17,995 1200 but also offers most of that bike’s performance and is even more versatile. It’s more accessible price-wise, more approachable for intermediate riders, and a bit better off-road than its big brother.

Smaller holes aren’t cheaper holes. To save money over the 1200, the 950 does without some of its sophisticated rider-aiding technology. Bosch’s incredible cornering ABS is replaced with the old-fashioned kind, and the 1200’s electronically adjustable suspension is replaced with a screwdriver. So, it won’t ride itself out of potential crashes for you, and you can’t just push a button and adapt the 950’s suspension to varying conditions. But that doesn’t matter, because the 950 works just fine as it comes.

That little bit of extra dirt-road ability is courtesy of a 19-inch front wheel (the 1200’s front wheel is 17 inches). The larger dimension helps it better clear obstacles, while the narrower contact patch tracks straighter through the rough stuff. It’s a good compromise: the Multi 950 still wears street tires, so sizing up just a hair keeps the on-road responsiveness. With a tall riding position, torquey V-twin, sportbike handling, confident brakes, supple suspension, and protective fairing, this is a bike that works just as well in the city as it does on the open road.

The Multistrada wouldn’t be our first pick for a dedicated commuter, track bike, tourer, or camping rig, but it would be our first pick for a bike that can handle all those duties in a single package.

Riding It

The narrow, winding coastal roads on the island of , located in the Atlantic Ocean off the coast of Morocco, are the ideal proving grounds for a bike like this. Then there are the routes that pass over the island’s volcanic interior, which start in shaded hairpins as they climb away from the sea and are often damp through the morning, before the sun reaches them. Once the pines give way to barren volcanic planes, the constant wind blankets the roads in dust and pebbles. The views up there are incredible, but the riding remains challenging: the constant nightly cycle of heating and cooling in this desert fractures the pavement, turning it into a bumpy mess.

You wouldn’t want to bring a Panigale here. Its tall gearing and head-down riding position would make it miserable in traffic. Its massive power, track-focused rubber, and tight dimensions would make the damp hairpins potentially deadly. Its razor-sharp suspension would tie itself in knots. And you’d have zero vision around the blind corners on the one-lane roads.

But on the Multistrada, you can just relax, go fast, and have fun.

Peak torque is down from 100 pound-feet on the 1200 to just 71 on the 950. But with 113 horsepower and a flexible power band, the smaller V-twin still delivers plenty of get-up-and-go. Unlike the bigger bike, you don’t have to worry so much about overwhelming the back tire or rely on electronics to do that, which means you get to give the 950 bigger throttle openings and higher revs. I don’t know about you, but I like the work the bikes I’m riding, and here with sub-superbike straightline, you actually get to do that.

The 950’s suspension is still long travel, at 6.7 inches front and rear, and is still well damped despite cheaper components, so it still keeps the tires in contact with the road over bumps. On difficult roads like these, that allows the Multistrada 950 to retain the surprising speed of its larger sibling. You’ll be faster on roads like these on this midsize adventure bike than you will be on any race replica.

Back at the hotel, just before dark, I confidently stepped off the bike without aching legs, sore wrists, back spasms, or even numb hands. On the road, and even over long distances, this is a performance motorcycle you actually want to spend time on.

Likes

• The $13,995 price makes it comparable to the Honda Africa Twin and BMW F800GS. It’s better on the road than either.
• Long service intervals: 9,000 miles between oil changes; 18,000 between valve adjustments.
• Sounds like a Panigale.
• The 19-inch front wheel makes off-pavement riding more realistic, if still not optimal.
• Eighty percent of torque is available from 3,500 RPM, all the way up to 9,500, making its performance very flexible.
• already has a full range of upgrades available.
• Good at everything, as long as that thing is on pavement.
• Lower seat height comes without sacrificing suspension travel.

Dislikes

• Stock wheels are cast aluminum, which you’ll break during any serious off-roading.
• We really miss . It’s a game changer when it comes to riding safely.
• Might not give you goose bumps as easily as the 1200.

Should You Buy One?

Here in the United States, motorcycles are mostly bought as toys. If you’re buying a toy, buying the fastest or flashiest is an easier decision than buying something fun but practical. For those few of us who ride every day, cover long distances, and don’t let weather or road conditions stop us, nothing is more fun than doing that on a Multistrada.

This new 950 makes the Multistrada more accessible to a wider group of riders without sacrificing much beyond the ability to scare yourself with the throttle. Does the formula prove true? Yeah, I think the midsize Multistrada is the best Multistrada yet.

The post This New Ducati Is the Most Versatile Bike on the Road appeared first on șÚÁÏłÔčÏÍű Online.

At 85 miles per hour, wind chill makes 32 degrees feel like ten. On a motorcycle, mild conditions that require a jacket when you’re walking the dog can become deadly. And because long-distance riding is mostly sedentary, you can’t rely on an elevated heart rate to keep you warm the way you could if you were, say, cross-country skiing.

This turns year-round motorcyclists into experts when it comes to dressing for the cold. Here are the lessons we’ve learned while riding through the winter in places like Seattle, Siberia, and London, plus how you can apply them to the less-risky things you do every day.

To Warm Your Extremities, First Warm Your Core

Your fingers, ears, and toes are often the first places to feel the cold. That’s exacerbated on a bike because your hands are out in front of you, with your fingers pointing straight into the wind. Common sense says that if your hands are cold, you should wear warmer gloves. But the biker knows that cold hands are a symptom of a cold core.

As your body temperature drops, your blood vessels constrict blood flow to your extremities, prioritizing heat for your essential organs. So keeping your core toasty is the first step to keeping your hands and feet warm.

One of the few advantages motorcyclists have is that we’re basically sitting on a generator, which makes it easy to wear heated gear. We don’t have to worry about batteries running low when we switch our stuff to high. The first, most important, and often only item of heated gear a biker needs is a heated vest. Keeping our core temperature up encourages the flow of warm blood to the rest of our body.

Whether you’re hiking, skiing, or just sitting around a campfire on a cold night, you can benefit from the same approach. More insulation for your torso will keep your entire body warmer.

But You Also Need to Protect Those Extremities

Once you have enough warm blood flowing to your hands and feet, you’ll need to protect them from the elements.

Our hands are the biggest challenge. Not only are they sitting out there in the wind, unprotected by the motorcycle’s fairing, but they also need to maintain dexterity to operate the clutch, front brake, and throttle. That means just the right amount of insulation.

A good glove starts with a good waterproof-windproof membrane built into the shell in such a way that it’s not perforated by the stitching. The glove should be large enough that it doesn’t constrict blood flow to your fingers, even when your hand is closed in a grip. Because we can have only a relatively modest level of insulation, sizing up also helps make room for . Silk provides an enormous amount of warmth for its thickness as it traps an additional layer of warm air next to your skin. Cuffs are the final piece of the puzzle. They should be long enough to provide several inches of overlap with your jacket and interface with it in a way that seals out water. On bikes where your arms point down, the cuff needs to go under the jacket sleeves so water doesn’t run down your arms and into the sleeves. On bikes where your hands point up, your gloves need to go over your jacket so rain doesn’t run under it.

Figuring out which glove-jacket interface works best for you and buying gloves and a jacket designed to fit together in the right way apply to a whole host of other outdoor activities, including skiing and biking.

Feet are a little simpler. Your legs point down, so boots need to fit inside your shell pants, again with plenty of overlap, even with your legs raised in a seated position. Everyone’s feet are subject to convective heat loss from contact with cold surfaces—in the motorcyclist’s case, it’s the foot pegs rather than ice or snow. So insulation starts with a good insole. We love . Make sure you buy a boot with removable stock insoles so you can fit in Superfeet’s version.

Next comes the waterproof membrane. Often, this is built in like a sock that stops at the height of the laces, around your ankle. In really bad weather, that’s inadequate. For us motorcyclists, that’s because the front tire pressure washes our lower legs with road spray. For you, that may be because you’re wading in streams or plowing through deep snow. Make sure your waterproof membrane extends the full height of your boot. Then there’s insulation. Uninsulated boots are more versatile, but if you go this route, you’ll need to make room for thick, tightly woven wool socks. work for us. Under those, again opt for to add even more warmth.

Your head is easy on a bike because you wear a helmet. Simply adding is often enough—just look for one that covers as much of your face as possible, extends down your neck and onto the top of your shoulders, chest, and back, and overlaps with your collar. Keeping wind blast out is vital when it’s hitting you at constant highway speeds. Even the tiniest leak can destroy the warm pocket of air you’ve worked so hard to develop. Sealing the inside of vents with duct tape is a huge help and in really cold conditions will add extra warmth to your ski or snowboard helmet, too. Don’t forget the rear vents, which draw air through the helmet, and thus are actually more important to cover than the front ones.

Layer for Warmth Without Breaking the Bank

Think outdoor gear is expensive? Try shopping for motorcycle stuff. In addition to fending off weather, it needs to protect against impacts and abrasion. Jackets, pants, suits, helmets, gloves, and boots that achieve all those things aren’t cheap, so motorcyclists are always looking for a good deal on the rest of the stuff while not sacrificing performance.

High-dollar merino base layers work great if you’re active because they provide temperature regulation across changing conditions and activity levels. But if you’re sitting still, your base layers only need to add warmth and keep you dry. You can find long undies at a surplus store or for next to nothing. Polartec Power Dry is the material to look for: it’s affordable and effective. Just don’t expect it to remain stink-free for more than one wear. Buy pieces that fit tightly—compression will help keep you comfortable on long rides.

Next, you need a midlayer or three. This is your insulation between base and shell. It’s what keeps you warm. Synthetic fleece works well here and again can be had for . Combined with those base layers and a wool crewneck, a fleece jacket and pants are often enough for most conditions. Add a puffy vest if temperatures really drop: it will keep your core warm without making it hard to move your arms.

Finally, note that the more layers you add, the more you’ll constrict your neck. You should approach this systematically. I like base layers that provide some coverage and fit my neck tightly, and then I combine them with one midlayer that does the same. Everything else I try to keep off my neck. You’ll also need to consider how your jacket’s collar works around these layers.

Keeping Wind and Rain Out

When rain is being driven toward you at 80 miles per hour, staying dry becomes a real challenge. The sheer force of the blast poses real problems, and as it eddies and swirls around you, wind and water can enter from all sorts of unexpected angles. And because water cools faster than air, getting wet when it’s cold outside is one of the fastest ways to kill yourself.

Start with your neck closure. Your jacket collar should seal up to the height of your chin comfortably and without constricting movement while not leaving a gap at the rear for water to leak down. Modern waterproof zippers work well but need seasonal lubrication with silicone and should still be backed by a storm flap, which will block any remaining wind and water that may seep through.

Pockets are an interesting challenge in wet conditions. Anything that isn’t sealed inside your jacket or pant’s membrane shouldn’t be considered waterproof. Don’t store your phone or wallet there.

We’ve already discussed the need for several inches of overlap between your gloves and jacket and boots and pants, but even more is needed between your jacket and pants, particularly when you’re sitting down. Is the waist of your pants high enough when seated? When dealing with weather, it should sit at belly-button height—this isn’t time for high fashion. Your jacket should extend below the waist, flush with your thighs when seated. Any longer and the extra folds that ruck up when you sit will pool water and may allow wind to sneak in. Any shorter and your lower back will be exposed.

One-piece suits or jackets and pants that zip together may look dorky, but they eliminate wind and water seepage around your waist, effectively trapping body heat. This is why the finest road-riding suit available—the —is constructed this way, why people wrap their kids in cute onesies, and why people climb Everest in what are basically sleeping bags with arms and legs.

Motorcyclists also need to consider which membrane their jackets, pants, or suits are constructed from. Your best option is a waterproof-breathable membrane rated at 20,000 millimeters—that means it allows no leaks when the membrane closes off the bottom of a two-meter-high water-filled tube. If you’re dealing with significant wind and rain and don’t need to maximize breathability, go for the most impervious membrane possible. Here’s a more in-depth explanation of .

Even once you zip all that on, you’ll still get some leaks in really bad weather. That’s why all your mid- and base layers should be made from synthetic materials or wool, which stay warm when wet. Avoid it entirely.

Be Cautious

The ambient air at 20 degrees Fahrenheit will feel like minus seven at 85 miles per hour. At 35 degrees, it’ll feel like 15. Which are you equipped to ride in? Sometimes waiting a few hours before hitting the road can make all the difference. There’s no honor lost in waiting out bad conditions, especially if they might be life threatening or could just ruin your day.

The same philosophy holds if the weather suddenly turns when you’re hiking or skiing. We’ve spent plenty a night sitting in a dive bar, glad our motorcycles are safe inside our motel rooms. No destination is more important than safety.

Having said that, carrying a few light, packable items can help you keep moving through unexpected bad weather. A light, thin waterproof jacket won’t take up much room in a bag and might be enough to get you home through a sudden downpour. We like for affordable emergency shells. Those silk liners for your hands, feet, and head will add a lot of warmth; you’ll forget they’re in the bottom of your pack until you need them. In a pinch, wadding up newspaper and stuffing it inside your jacket will add some insulation, while the free plastic gloves at diesel pumps might be enough to keep your fingers from freezing.

As motorcyclists, we accept that risk is fun. But managed risk is even more fun. Make smart decisions when you’re doing dangerous stuff—that includes going outside in extreme weather.

The post What You Can Learn from Motorcyclists About Dressing for Winter appeared first on șÚÁÏłÔčÏÍű Online.

Ducati’s latest motorcycle is literally a Monster. For 2017, the iconic brand has comprehensively upgraded its premier bike with a host of small changes that might not look like much on paper but add up to a much improved, much faster riding experience. If you want a fast Italian motorcycle and don’t want to keep it on a racetrack, make it this one.

What Is It?

Ducati’s Monster range has been around since 1993, morphing from simple, accessible, affordable bikes to models that are extremely fast, incredibly sophisticated, and very expensive.

The Monsters nevertheless remain targeted at road riders, working equally well in city traffic as they do on winding mountain roads. “Naked” bikes, they forego plastic fairings and windscreens for a raw, wind-in-your face riding experience and comfortable, upright ergonomics. They emphasize fun, rather than outright speed (such as superbikes like Ducati’s Panigale range), while still being lose-your-license fast.

In 2014, Ducati launched a new generation of Monsters, complete with a “frameless” chassis that apes that of the Panigale, as well as the company’s new Testastretta motor, which emphasizes low-down torque over top-end power. It was a fast, character-rich, surprisingly fast motorcycle that was nevertheless marred by ergonomic flaws and rough fueling, which limited its outright pace and comfort.

Three years later, Ducati has fixed all that while updating the looks to be more in line with those of Miguel Galluzzi’s original 1993 masterpiece. The wheelbase is shorter and the forks steeper for faster handling. The incredibly irritating rearsets have been replaced by designs that are now capable of fitting human feet, and a host of new rider-assisting electronics have been fitted in the hopes of making the Monster’s potential pace more accessible.

It’s a much better bike, even if it is a very familiar one.

Who’s It For?

Superbikes like the Ducati 1299 Panigale exist to break racetrack records. You’ll see people trying to ride them on the road, but they’re simply too much bike for that terrain, with engines that deliver their incredible performance only when revved to maximum RPMs, suspension so stiff it spits riders off at the merest hint of a bump, and ergonomics better suited to a torture chamber than anything designed to support the human body in anything approaching comfort.

On the road, even if you want to go fast, you’re better off with an upright riding position that facilitates vision through traffic and around corners, more compliant suspension that keeps the tires in contact with rough roads, and an engine that delivers useful torque rather than top-end power. Lacking wind-deflecting plastics, riders of naked bikes also experience an enhanced sense of speed, meaning they’ll enjoy the ride more without going quite as fast.

Don’t get me wrong: Ducati’s Monster is still a sport-focused motorcycle designed to deliver Sunday morning thrills over outright practicality. Unlike the Panigale, however, you can get away with commuting on one of these things. And you’ll have a blast doing it.

Design

Where the 2014 model was designed to look like nothing but a naked Panigale, this 2017 refresh returns the motorcycle to the simple, smooth shapes of the 1993 original. Galluzzi penned the tank to resemble a flexed bicep and left the mechanical components on display. The idea is simple, purposeful function.

The I’m riding here is a very expensive, $17,000 motorcycle. Where that money was spent couldn’t be more evident. High-end Ohlins suspension is exposed on both ends. Up front, there are top-shelf Brembo M50 radial brake calipers.

The design also exposes Ducati’s oddly named frameless chassis, which ditches the old perimeter frame in favor of front and rear subframes connected by the engine. That configuration is said to save some weight, and its visual appeal is maximized by the use of steel trellis tubes.

For 2017, Ducati has also returned to the simple, round headlight, now complete with LED running lights.

It’s a shape that will feel familiar to any motorcyclist yet is also contemporary and high-tech.

Using It

It’s a little crazy that in 2016 we’re talking about practicality and accessibility in a V-twin that delivers 150 horsepower, right? The Monster 1200 is faster and better handling than Ducati’s own superbikes were just ten or 15 years ago.

A big reason why that insane performance level seems so reasonable is the way it’s constantly managed by Ducati’s sophisticated suite of electronic rider aids. The ride-by-wire throttle allows you to choose from three different riding modes—Sport, Touring, and Urban—which alter everything from the outright horsepower to how quickly the throttle responds to the intervention thresholds of the traction control, wheelie control, and the sophisticated Bosch cornering ABS. An inertial measurement unit measures lean angle and how the motorcycle is pitched front and rear, equipping those safety nets with even more information. In operation, they work seamlessly.

That high-tech approach couldn’t be more at odds with the simple appeal of the original Monster, but it means that bike’s raucous riding experience can now be translated into a much faster machine. Riding it, you don’t think about electronic safety measures, but they leave you free to revel in the engine’s 93 pound-feet as you roll on the throttle while exiting a corner. Just dial in how afraid you want to be and the Monster will deliver that thrill.

To put its performance into perspective, Ducati’s first modern superbike, the 916, launched around the same time as the original Monster, delivered just 114 horsepower and 67 pound-feet and weighed 429 pounds (dry). This new Monster weighs 412 pounds and is fitted with superior suspension and brakes. This naked motorcycle, in stock form, could have won a World Superbike race right up until the early 2000s.

Likes

• New rearsets and a revised exhaust canister finally make room for your right foot.
• Revised tank, round headlight, and narrower seat unit make this Monster feel like a Monster, not a naked Panigale.
• Handlebars are just the right height for comfort at low speeds and control at high speeds.
• New Pirelli Diablo Rosso III tires are excellent—the perfect road-performance tire.
• Faster in real-world conditions than any superbike.
• Remarkably easy to ride, given the performance.
• Ducatis still have character.
• Best brakes and suspension in the business.

Dislikes

• Hanging off in corners can feel precarious due to the slippery foot pegs (a Ducati hallmark) and the lack of a defined knee cutout.
• Fueling remains too abrupt in Sport mode, reducing confidence.
• Stock pipes are loud, but engine note through them isn’t deep enough.

Should You Buy One?

At $17,000, the Monster 1200’s biggest problem remains the . That bike delivers nearly all the thrills and sophistication for much less money. Trust us: The novelty of the additional 38 horsepower quickly wears off. Spend the money you save on advanced rider training and you’ll actually be able to go faster on the cheaper bike.

Miss the simplicity of the original Monster? Ducati just launched a new air-cooled version called the Monster 797, and its Scrambler range might appeal if you’re into something a little more retro.

The post Want a Sporty Motorcycle for the Road? Get This Ducati. appeared first on șÚÁÏłÔčÏÍű Online.

If you were reading any of the uber-hip motorcycle lifestyle blogs in the late 2000s, you’ll have seen all sorts of bobbers, choppers, cafe racers, and even the occasional adventure bike sporting surfboard holders.ÌęAustralia’s Deus Ex Machina, in particular, seemed particularly adept at bolting a couple of PVC pipes to its customs, .Ìę

Just one problem: it’s well nigh impossible to competently operate a motorcycle with a giant board hanging off the side. Not only do they catch crosswinds, but they lock the adjacent leg to that side of the bike. Planting that foot becomes a real challenge.Ìę

So, the motorcycle-surf fad faded. But we think we have a way to bring it back: inflatable surf mats.Ìę

Why Go Surfing on a Motorcycle?

Well, there’s not really a better way to travel. At least that’s what my girlfriend Kyra and I were thinking when a recent trip required us to drive from Southern California to Seattle, stopping by Monterey on the way to watch the World Superbike race at Laguna Seca. We arranged a couple of Victory motorcycles and hit Highway 1.Ìę

Over the course of two weeks, we made our way up the coast. We took our time winding through Big Sur, crossed the Golden Gate Bridge, and taking in rural Oregon. On bikes, we felt close to the environment, riding through temperature changes, getting wet, getting cold, getting hot, and carving through corners. We were out there in the world, able to appreciate it in a way that you can’t from inside a steel cage.Ìę

Of course, there’s a practical argument to be made for the motorcycle as surfing-conveyance, too. Have you seen what parking’s like at popular surf spots on the West Coast? Good luck parking your VW bus there on a Saturday. With a motorcycle under you, you can bust traffic, grab an after-work wave, and be home in time for dinner.Ìę

What’s a Surf Mat? 

The ancient Hawaiians developed a short plank of wood, called a paipo, that new surfers would learn on before moving to the longer alai. You rode the paipos prone, just like you do with a surf mat.Ìę

Mats experienced their first big bout of popularity in the ‘60s and early ‘70s, when they gave beach-goers an accessible way to catch waves. Not only were they easy to carry and ride, they were also safe to use in crowded breaks, where the water was dotted with swimmers. Plus, mats could catch small, choppy waves that would be impossible on a board.Ìę

Many a young surfer got their start on mats, learning to catch waves, move diagonally down their faces, and even get up into a kneeling position, before graduating to a board.ÌęThen, in 1973, Morey introduce the boogie board, which had one major advantage: made from foam, you couldn’t pop it. Surf mats faded into oblivion.Ìę

Now, they’ve developed a small cult following, with a handful of companies crafting high quality mats by hand.ÌęThe one I’ve been riding is a 42-inch . It might look like a sleeping pad, but these inflatable baffles have been specifically shaped to keep the nose high, and the tail low, allowing you to not only catch waves, but to steer once you’re in them.Ìę

Most importantly, a surf mat rolls up into a tiny, light package you can stow virtually anywhere. Not only can you carry one on a bike, but you can do so along side all your camping and travel gear.Ìę

How Do I Ride One?

Timing is everything. With a good pair of swim fins (we like ), you can kick your way into a wave a lot later than you can on a traditional board. This allows you to pick and choose your waves with more information, or even catch a scrap left behind by a “standard” surfer.Ìę

I leave the mat soft enough so that I can get a good grip on it with my hands and arms. That makes it cumbersome and slow when paddling, and I need to kick a little longer into the wave in order to get up to speed. Once I'm there, dropping down the face, the first thing I do is rotate my body in the direction I want to go.Ìę

You can also pull up on the mat’s front corner, opposite the wave face, to bury yourself a bit, creating an edge. The infinitely variable shape of a mat is what makes the experience different from that of a boogie board. This means you can fluid, generating speed, or slow yourself by leaning back and tugging on the front of the mat to create a snowplow effect. Mats are by far the most dynamic device I’ve ever tried to surf on—every ride is a different one.Ìę

You could drag a mat along in your carry-on for your next vacation to Florida, and ride one in board shorts, but if you’re hoping to take one to a surf break on the west coast, you’re going to want the same wetsuit you’d ride a traditional surfboard in. I use a 5/4mm with a hood—but then I grew up surfing in Seattle.Ìę

Is This Really Surfing? 

In the course of two weeks, we caught waves in three states, slept in tents, tackled the most famous road in the world on two wheels, and didn’t waste any time trapped behind RVs or sitting in Bay Area traffic. Carrying mats, rather than boards, meant we were able to enjoy the road as much as the water.Ìę

Riding waves on an inflatable mat is an acquired taste, but if you’re content to just be riding, then one of these things can help you do that more often, and more easily, than just about anything else.Ìę 

The post An Ode to Surfing’s Most Esoteric Piece of Gear: The Inflatable Surf Mat appeared first on șÚÁÏłÔčÏÍű Online.

If Budweiser is America, then Bud Light Lime should be Puerto Rico: the lighter, maybe I’ll have one-too-many, laid-back cousin. Puerto Rico is affordable, offers a vast array of cultural oddities, and has a plethora of tropical treats like sun, sand, and surfing. This is why you should go right now.Ìę

Let’s start by talking about the price, because that’s the first thing everyone asks. My girlfriend and I were in Seattle when we decided to look at plane rides. Seattle to San Juan, round trip, for two? $600, out of the gate. Playing around with dates a little, it stayed roughly the same. I also looked at flights out of Phoenix and Los Angeles, and they were the same, too. And so we booked a flight. It was a red-eye out of Seattle with one of those awful connections at O’Hare, but hey, cheap is cheap.Ìę

The next step was finding a place to stay. Hotels, especially in old San Juan, are insanely expensive—$200 per night or more. But, on Airbnb, a small apartment with an outdoor kitchen and a massive rooftop deck rents for under $100 a night. We settled on twelve nights in that apartment, for roughly $1,000. The long-term rental netted us a discount.Ìę

One of the big draws, especially to old San Juan, was the architecture. Something like New Orleans meets Key West. The city itself, established by Juan Ponce de Leon in 1508, and henceforth occupied by the Spanish, Dutch, English, and perhaps soon, mainland Americans, is rich in culture in a way only a 500-year-old city can be. I’ll let you learn more about OSJ on the Internet because I’m here not to talk about the past, but instead give you options for the future.Ìę

Our first evening there, we got a call from an old friend who lives about 20 minutes inland from that apartment. is a surfboard shaper, born and raised in Puerto Rico. His specialties are traditional mid-length, single-fin logs, and my favorite: a 9’ 3” pig with a flow-through skeg. he shapes and glasses all of his boards in a workshop he and his brother built in their backyard. Self-taught, Ricky is now climbing the surfing ladder, even visiting the mainland on occasion to do some shaping special clients. Anyways, Ricky suggested we surf the next morning at a spot called La Ocho. If you visit, there’s a wonderful shop nearby that will rent you boards: .Ìę

La Ocho is conveniently located just five minutes from Old San Juan. Ricky suggested we meet at the crack of dawn, then showed up an hour late, asking, “Do you like to surf big waves?” I pulled on a pair of trunks, followed Ricky out, and charged a set of waves that were well over 10 feet on the face, and reeling off a massive rock that sat maybe a quarter-mile off the coast.Ìę

I caught maybe five waves, each more massive than the next, before my weak little arms couldn’t pull me back into the lineup. In so doing I learned a few lessons that I can pass onto you: First, when a Puerto Rican says it’s big, that mean’s it’s really big. Also, when the swell starts to dos, and you wait it out a little too long, there’ won’t be waves. So go when it’s good, when it’s big, and then try not to die.Ìę

Our next move was to find a rental car. For something like $15 per-day, we snagged a sweet little Toyota Yaris, with four door and all the MPGs you could want. We borrowed a set of soft pads for the roof, strapped a pair of Ricky’s boards on top, and headed west towards the town of Rincon, the unofficial surfing capitol of the territory. A friend-of-a-friend loaned us his house, but for you, future adventure seeker, I’d again suggest using Airbnb. Rincon is like a jungle oasis for surfers seeking both warm waters, and big waves. Perfect, really, if your side something under nine-feet. Seek out spots like Maria’s, Domes, and while you’re on your way there, Wilderness, Surfer’s Beach, and Jobos, which is furthest to the east, and the most new-surfer-friendly of the bunch.Ìę

Rincon the town is small, but vibrant. Music festivals are a constant feature. Aside from the surf, Rincon and the surrounding area are full of dry-land adventures, including the most incredible Cubano sandwich you’ll ever have (, near San Jose), as well as some beautiful light houses you can stop and visit (Punta Higuera and El Faro). Advise from that, I’d advise pulling out the ol’ flip flops, and pouring back a few pints at , or some passion fruit margaritas at , and forgetting about whatever it is you need to forget about.Ìę

Back in old San Juan, we returned our rental car and settled back into city life. During the week, when the cruise ships aren’t in port, the city remains full of life, but slow-paced enough that it remains far from stressful. You drink coffee int eh Plaza de Armas, watching the pigeon man feed his pigeons, then stroll along the ancient walls that line the city, ogling the colonial architecture. Coconut popsicles at are worth the pennies.

The best part? In order to soak up all this exotic culture, you don’t even need a passport, and the currency is the dollar. Skip your next visit to Florida, and go to a place that really wants you (and right now needs you) to visit.Ìę

The post Why You Should Visit Puerto Rico Right Now appeared first on șÚÁÏłÔčÏÍű Online.

Imagine you’re a motorcyclist. You love the feeling of freedom, the wind in your hair, and the road beneath your wheels. Now imagine that you’re a four-hour drive and a ferry ride away from your bike. It’s parked, ready and waiting, only you can’t ride it all week because you’ve got one of those nine-to-five, Monday-to-Friday type gigs. So, you have to wait until the weekend. And, when Saturday does come along, and after you’ve waited for the ferry, burned half a tank of gas, and arrived at your favorite riding spot, the bike won’t start, and you don’t know how to fix it. That’s the analogy I’ve used to describe my experience searching for surf in the Pacific Northwest, every weekend, come hell or flat water, for four years straight.Ìę

My obsession with the ocean began at a very early age. My father first pushed me into the sea shortly after I turned two. My first wetsuit, which still hangs in his garage, was custom made to fit a five-year old. And, while we visited the coast as often as we could, calling yourself a surfer in Seattle is sort of an oxymoron. It wasn’t until I could drive myself that things changed, albeit slowly. Justifying a four-hour drive for nothing but a maybe is awfully difficult. But, if you’re an addict, someone looking to score the stoke, you’ll sacrifice whatever is necessary to slide a few small waves in. Or, maybe you get lucky, the planets align, and you’re able to grab a few of the big ones. With the wind blowing from the east, throwing a mist of ocean off the top of each one, big Pacific Northwest waves really are a glorious thing.Ìę

Friday nights, we’d load the the boards into or onto the car, pack all our camping gear, fill a cooler full of food and beer, and hit the highway. We’d arrive shortly before midnight, pulling into a campground or church parking lot where we’d spend the night. The next morning, we’d roll the dice.Ìę

There are surf spots in the Pacific Northwest that are pretty well known. Places that, especially on Saturday or Sunday, can be relatively crowded. I like to avoid these places, searching instead for something a bit more private. Half the fun, or so I kept telling myself, was finding something secret. I can’t tell you where those are, but after four years spent finding them, I can tell you they were worth the effort. All of it. The too-windy-to-surf afternoon sessions, the three-hour wait for a return ferry, the rain, the cold, the 40-degree days that make you question your sanity. The entire days spent sitting in the rain, on land, when there weren’t any waves. It all added up to something special. An experience uniquely my own.Ìę

Five years later, and free of my desk job, I paddled out to a well-known break in California, pulled into a little peeler, rotated my pig around, and wandered out the nose. Perched there, I observed a few locals watch in admiration. When I made my way back out to the lineup, a tan man paddled over to me and said: “Nice one, where you from?” To which I proudly responded: “Seattle!” 

The post Yes, It Is Possible to Surf in the Pacific Northwest appeared first on șÚÁÏłÔčÏÍű Online.