1. Pamir Highway (M41) – Tajikistan to Kyrgyzstan (above)

The Pamir Highway, often referred to as the “Roof of the World,” is one of the most remote and challenging roads in the world. Stretching from Dushanbe in Tajikistan to Osh in Kyrgyzstan, it takes riders through the high-altitude landscapes of the Pamirs, crossing the towering Ak-Baital Pass at over 4,650 meters. The ride features a mix of broken pavement, rocky gravel, and long stretches with little to no fuel stops or cell coverage. Despite the hardships, riders are rewarded with jaw-dropping views, encounters with nomadic communities, and a rare feeling of pure solitude.

• Distance:~1,250 km (777 mi)
• Route:Dushanbe → Khorog → Murghab → Sary-Tash
• Elevation:Peaks at 4,655 m (Ak-Baital Pass)
• Terrain:Mostly paved but rough; expect potholes, gravel, and landslides.
• Best Time to Go:June–September
• Challenges:High altitude, fuel scarcity, cold nights.
• Highlights:Wakhan Valley, Soviet outposts, mountain deserts.

2. Ruta 40 – Argentina (above)

Ruta 40 is a legendary ride that slices down the spine of Argentina, skirting the Andes for over 5,000 kilometers. It’s one of the longest roads in the world and offers a wild variety of landscapes—from the high-altitude deserts of the north to the glacial expanses of Patagonia in the south. Riders traverse barren steppe, ancient Incan ruins, wine valleys, and remote outposts where guanacos and condors are your only companions. It’s a dream ride for those craving adventure, isolation, and a sense of endless horizon.

• Distance:~5,200 km (3,230 mi)
• Route:La Quiaca → Mendoza → Bariloche → El Calafate → Rio Gallegos
• Terrain:Mix of tarmac, gravel, and remote stretches
• Best Time to Go:October–April
• Highlights:Andes views, Patagonian steppe, glaciers, Gaucho culture
• Tips:Wind can be brutal in Patagonia—pack accordingly.

3. Transfăgărășan Highway – Romania (above)

Winding its way through the Făgăraș Mountains, the Transfăgărășan Highway is Romania’s crown jewel of tarmac. Famously dubbed “the best driving road in the world” by Top Gear, this 90 km stretch is packed with serpentine curves, steep inclines, and alpine switchbacks. Carved into the mountains by dictator Ceaușescu in the 1970s, it cuts through tunnels and passes shimmering lakes. It’s a short but intense ride, perfect for thrill-seekers with a taste for dramatic scenery and buttery-smooth bends.

• Distance:~90 km (56 mi)
• Route:Bascov → Căpățânenii Ungureni → Bâlea Lake → Cârțișoara
• Best Time to Go:July–October
• Highlights:Bâlea Lake, tunnels, sheer drops, and Dracula’s Castle nearby
• Notes:It’s a summer-only route—closed due to snow in winter.

Phot0 by : Helge Pedersen

4 – The Silk Road – Central Asia (above)

Riding the ancient Silk Road is like motorcycling through a living history book. Spanning thousands of kilometers across Central Asia, this route threads together the cultural riches of China, Uzbekistan, Kyrgyzstan, and beyond. Riders pass through the blue domes of Samarkand, the rugged Tian Shan mountains, and windswept desert roads dotted with camel caravans and ancient caravanserais. The terrain varies from well-paved highways to rugged backroads, making it a true transcontinental adventure.

• Distance:Variable (~4,000+ km)
• Sample Route:Xi’an (China) → Kashgar → Samarkand → Bukhara → Tehran
• Best Time to Go:April–October
• Highlights:Ancient cities, mountain passes, deserts, caravanserais
• Challenges:Border bureaucracy, fuel access, extreme climates

Photo by Lee Klancher

5. Dalton Highway – Alaska, USA (above)

The Dalton Highway is one of the most remote and exhilarating roads in North America. Originally built to support the Trans-Alaska Pipeline, it stretches from Fairbanks to Deadhorse on the edge of the Arctic Ocean. Gravel dominates the route, which winds through vast forests, tundra, and arctic plains. It’s notorious for its isolation, unpredictable weather, and slippery surfaces. Reaching Prudhoe Bay feels like conquering the end of the Earth—an adventure motorcyclist’s rite of passage.

• Distance:~666 km (414 mi)
• Route:Fairbanks → Coldfoot → Deadhorse (Prudhoe Bay)
• Best Time to Go:June–August
• Highlights:Arctic Circle, pipeline, Alaskan wilderness
• Warnings:Slippery when wet; services are few and far between

6. Karakoram Highway – Pakistan to China (above)

Dubbed the “Eighth Wonder of the World,” the Karakoram Highway connects Pakistan and China via the Khunjerab Pass, one of the highest paved international border crossings in the world. The road takes riders through the spectacular Hunza Valley, past ancient fortresses and glaciers that pour off the Karakoram Range. It’s a dramatic clash of nature and civilization where avalanches, landslides, and high-altitude roads keep adrenaline levels high.

• Distance:~1,300 km (810 mi)
• Route:Islamabad → Gilgit → Hunza Valley → Khunjerab Pass → Kashgar
• Elevation:Peaks at 4,693 m at Khunjerab Pass
• Best Time to Go:May–October
• Highlights:Baltit Fort, glaciers, the Indus River canyon
• Safety Note:Road conditions and landslides can be hazardous.

7. Garden Route – South Africa (above)

The Garden Route is a lush, ocean-hugging journey along South Africa’s southern coast. Known for its striking scenery, this relatively short ride from Mossel Bay to Storms River offers dense forests, mountain passes, golden beaches, and the chance to spot elephants, whales, and ostriches along the way. With smooth roads and abundant accommodation options, it’s ideal for riders who want nature and comfort in equal measure.

• Distance:~300 km (190 mi)
• Route:Mossel Bay → Knysna → Plettenberg Bay → Tsitsikamma
• Best Time to Go:September–April
• Highlights:Wildlife, coastlines, forests, ostrich farms

8. Mae Hong Son Loop – Thailand (above)

Twisting through the jungled hills of northern Thailand, the Mae Hong Son Loop is a motorcyclist’s playground, boasting over 1,800 curves in just 600 kilometers. Starting and ending in Chiang Mai, this route passes through Pai, Mae Hong Son, and peaceful countryside peppered with waterfalls, temples, and hot springs. It’s a rider-friendly loop, especially popular with lightweight dual-sport or touring bikes, and offers a unique blend of adventure and comfort.

• Distance:~600 km (373 mi)
• Route:Chiang Mai → Pai → Mae Hong Son → Mae Sariang → Chiang Mai
• Best Time to Go:November–February (cool season)
• Highlights:1,864 curves, rice fields, hot springs, Thai hill tribes
• Tips:Great for mid-level riders and 250cc+ bikes

9. Great Ocean Road – Australia (above)

One of the most iconic coastal drives in the world, Australia’s Great Ocean Road is a thrilling stretch of tarmac along cliffs that plunge into the Southern Ocean. This ride is a sensory overload with every turn—thundering surf, eucalyptus forests, koalas overhead, and the towering Twelve Apostles rock formations. Though it’s only 240 km long, its sweeping bends, clean pavement, and countless viewpoints make it ideal for a relaxed, scenic motorcycle journey.

• Distance:~240 km (150 mi)
• Route:Torquay → Lorne → Apollo Bay → Port Campbell
• Best Time to Go:November–April
• Highlights:Twelve Apostles, ocean cliffs, rainforest detours
• Road Quality:Excellent tarmac; watch for tourists and wildlife.

Photo by Vargis Khan

10. Manali to Leh Highway – India (above)

The ride from Manali to Leh is one of the most breathtaking and challenging journeys in the Himalayas. At nearly 5,300 meters at its highest pass, the route traverses some of the harshest conditions on earth: freezing river crossings, loose scree, snow-melt torrents, and thin oxygen levels. But the reward is immense—moonlike landscapes, Tibetan monasteries, and soul-stirring views that feel otherworldly. This is a pilgrimage route for any serious adventure motorcyclist.

• Distance:~490 km (300 mi)
• Route:Manali → Sarchu → Pang → Leh
• Elevation:Peaks at 5,328 m (Tanglang La Pass)
• Best Time to Go:June–September
• Highlights:Monasteries, passes, high-altitude lakes
• Challenges:Altitude sickness, river crossings, landslides

Gear up for all of your adventures great and small with parts, gear and accessories from Touratech. 

The Touratech Rally began in 2012 as a small customer-appreciation weekend that involved riding, camping and sharing good times around the campfire. With this simple formula, and a whole lot of fun, it’s grown into the largest gathering of Adventure Motorcycle enthusiasts in the country.

It happens the last full weekend in June every year. Full weekend means that if the weekend starts in June and ends in July, we rallied the week before.

While the core of the event has stayed the same, each year we find new ways to pack in even more fun activities & experiences:

• Enjoy rides where you will explore twisty mountain dirt roads with breathtaking vistas in the heart of the Cascade Mountains. We’ll offer at least eight different route options on Friday and Saturday. The routes are designed to have something for everyone. ​

•Factory DEMO Rides are available!

• Learn tips and tricks from adventure experts during onsite clinics and classes or take inspiration from presentations by fascinating motorcycle travelers. • Improve your off-road skills with a rider-training course taught by world-class instructors. Four different riding schools will be offering on-site training classes for an extra fee. • Test-ride the latest models of adventure motorcycles from factory demo trucks.

• Meet moto-venders with goods and services geared towards you and win raffle prizes from Touratech and other companies.

• Enjoy evening campfires and hang out with Touratech staff and friends on Thursday, Friday and Saturday. • Show off your mad bike-handling skills and take home the coveted trophy in our annual Slow Race or ADV Challenge competitions. The most fun might just be spectating the competition with friends.

• Park your bike and pitch a tent in the grassy camping area onsite, or reserve space in the RV lot, rent a nearby cabin with friends, or book a room in Leavenworth.

• Most people ride to the event, but there is no shame in hauling out the toys on a trailer, you’ll just have to park it in the RV lot. Well, perhaps there is a little shame.

• We won’t feed you, but the on-site food trucks and restaurant across the street will… and their food is delicious. You can also grab cold beverages, ice, and basic provisions at the grocery or hardware store located right there.

• You can gas up your motorcycle just a stone’s throw from the event. Plan to do it before 8 pm when they close so you are ready to ride the routes in the morning.

www.touratechrally.com

The Touratech Dirt Daze Rally in New Haverhill New Hampshire was a great time! The riding in that part of the world is challenging and fun with cool views, trees and terrific destinations. Our staff met so many folks and really enjoyed the community that exists, not only in the northeastern USA, but across the nation. Over 600 riders attended TTDD and we have room to grow. There were 5 factories onsite doing demo rides and training was facilitated by SheADV and DART.

We got to meet four riders that actually rode motorcycles to the rally in New Hampshire and earlier this summer to the rally in Plain, WA. We hooked each of them up with a sweet Rally Jersey! We got a little rain, but it didn’t dampen the spirits of the attendees and it kept the dust down. We couldn’t have done it without the small army of onsite volunteers and ride guides. They all worked tirelessly before and during the event to make it a success.

It was just a really fun event and we can’t wait to do it again next year!

Purging the old oil and nitrogen prior to disassembly.

As soon as we got home, I gave the folks at Touratech USA a call. Back then as now, Touratech offers high-end Extreme front and rear shocks developed in Germany and built in the Netherlands by TracTive for 2007-2013 BMW oil-cooled R 1200 GS models. Although there’s more emphasis on the company’s replacement shocks with electronic suspension adjustment (ESA) these days, Touratech still sells and services TracTive Extreme components for many ADV bikes. These components are popular among riders who like to “geek out” on manually set suspension settings and get more in touch with their bike.

After 10,000 miles, the old shock oil (on left) didn’t look too bad compared to the new slippery stuff.

Once I mounted up the Extreme shocks on my Beemer, I couldn’t have been more pleased. I wrote a full Touratech motorcycle suspension review for Rider in 2013, including a complete rundown of the shocks’ specs and features.

Suffice it to say that the rear Extreme shock solved all my load carrying and handling problems and gave the bike a much better ride to boot. For that 2013 review, however, I wasn’t aware that Touratech specifies “regular” service intervals for its Extreme shocks. That makes sense; unlike the stock shock, as usual a poor compromise between performance and longevity, better performance means using parts that may wear. For comparison, rock-hard stock tires (a.k.a. rim protectors) versus premium replacement rubber with good grip but less longevity come to mind.

The complete set of disassembled shock parts laid out for inspection. Mine also needed a new seal head and bump stop.

Touratech says that whether it’s time for shock service at 10,000 miles or 30,000 miles really depends upon how hard the shock is used and how concerned the owner may be about preventing problems on a long remote ride. Over time, shock oil breaks down and gets contaminated, seals wear, and nitrogen pressure decreases, all leading to reduced performance and longevity issues, and you don’t want to damage something like the shock shaft, for example, by waiting too long. If you’re the type who’d rather not make the call, Touratech recommends two years or 20,000 miles on its Suspension Service Center website.

In my case, the first interval turned out to be almost exactly 10,000 miles when I noticed that the lower shock seal was weeping oil – the first stage in the “weeping, seeping, leaking” progression from bad to worse. An hour later, I had the shock boxed up and ready to ship to Touratech in Seattle. Once service is complete, return shipping is included in the $150 fee ($200 for ESA shocks). In my case, it was Touratech’s slower season, so the turnaround time was only about two weeks, but it can take up to five at busier times.

              The old parts were returned neatly packaged along with the fully serviced shock –

impressive. Ready for 10,000 to 30,000 more miles.

For this conventional shock service, Nick at Touratech disassembled, cleaned, and inspected the shock body and shaft, preload adjuster, damping piston, and shims. Replacing the damping piston ring is included. If any other worn or damaged parts need replacing (like the bump stop and seal head on my shock), Touratech only charges the cost of the parts – all labor is included. The remote reservoir did not need servicing, but oddly, the retainer ring for the lower clevis had come partially adrift, so Nick replaced the lower clevis, retainer ring, and circlip for good measure. The gang at Touratech had never seen this happen before; must have been that big jump…

Once the shock was reassembled with fresh oil and nitrogen, Nick carefully boxed it up and shipped it back, and I was riding the BMW again within three weeks. Although I hadn’t noticed any degradation in performance before it was serviced, the rear suspension felt firm, supple, and controlled, as good as the first day I installed the Extreme shock back in 2013.

Touratech also changes shock springs and services its electronic shocks and fork cartridges, all at a reasonable cost with free return shipping – all good reasons to consider putting its suspension products on your ADV bike in the first place.

For more information about Touratech Suspension, visit the Touratech website. 

Find more great reviews from Rider Magazine!

Day 2 starts early with Moto Movement and Mindfulness Yoga at 7AM. Rides begin at 8AM and Demo’s begin at 9AM and continue until 5PM. Presentations and workshops will run all day in multiple onsite venues and touch upon everything from first-aid to proper packing and cooking tips. Moto-pro, Jesse Murphy will be sharing his expertise again this year with his popular brake system workshop and vision clinic. The evening is begins with the Challenge Course competition followed by the star of the popular Youtube series and BDR videographer, Sterling Noren sharing some stories of his ADV life along with images and video. At the same time, another popular rider and YouTuber, the highly entertaining Dork in the Road is hosting a get together in the Rally Tent. You will have to make some tough entertainment choices!

Day 3 is even more packed than Day 2 was with everything from Survival Skills Training and Field Hygiene to Camping Basics with Amanda Zito and a truly inspirational story from rally emcee and world traveler, David Bailey! BDR President Tim James and Executive Director, Inna Thorn will be on-hand to preview upcoming routes and share cool behind-the-scenes insights on Backcountry Discovery Routes. SheADV is bringing the popular Iron Chef ADV Cooking completion back to the MainStage this year and the world famous Slow Race, hosted by Jimmy Lewis is back again.  Dakar Rider Paul Neff is going to join us and give us all of the details about his incredible journey to Dakar and his experience at the famous race earlier this year! We’re also excited to have live music with popular local singer/songwriter, Chris Ward to close the weekend!

We’re really excited to have Rever joining us this year to facilitate downloading of the Touratech Rally Tracks into GPS units or the Rever app and they’ve also put together a Rally Challenge that will involve geo-tags and riding to specific waypoints with an opportunity to win a big-time prize! We’ve only touched on a few highlights of the schedule, but there is so much more to the rally this year including more moto-vendors than ever before!  We hope to see you there!!!

See the complete schedule at touratechrally.com

Launched in 1990 by German world travelers Herbert Schwarz and Jochen Schanz, Touratech became the world’s first adventure-motorcycle-focused aftermarket accessories brands.

The products, highlighted by Zega pannier systems and motorcycle protection for the top-selling ADV models, garnered the worldwide attention of serious long-distance tourers and weekend warriors alike.

Soon Touratech shops began spreading around the globe. To date, Touratech is now represented in 45 countries, including the USA, where stateside operations called Seattle home. Due to the brand’s popularity among American riders, Touratech decided to spread its ADV love to the East Coast, opening another shop in Brookfield, Connecticut.

The store allows something many ADV riders crave before purchasing—hands-on time with higher-priced items such as the Zega Evo Pannier system or Garmin GPS units or trying on Touratech Adventuro modular helmets or Klim gear. The shop acts as a storefront with many of Touratech’s latest products on display, including crash bars, skid plates, suspension, luggage, GPS, and of course, apparel.

But it’s not only Touratech products; many other brands associated with Touratech are sold at the Touratech East shop, including Garmin, CruzTools, Backcountry Discovery Routes, Sidi, Ram, Butler Maps, and others.

The shop also doubles as a distribution center, which reduces shipping times and costs for customers east of the Mississippi; all customers west of the Mississippi receive their products from the Seattle shop.

The storefront also has a few adventure motorcycling experts on hand to answer any questions.

We talked with the man who helped get the shop on 67 Federal Road up and running and now manages it, Steve Pospolita.

The central Connecticut native has spent over 30 years in the automotive/powersports/motorcycle industries, including much time with products like Holley Performance Products. He also spent 16 years at a popular motorcycle magazine and has a huge passion for the Touratech brand and its products.

Speaking of the opening of the Touratech-USA East, Pospolita, General Manager of Touratech-USA East, says “The popularity of ADV bikes has exploded recently. The versatility and comfort of ADV bikes are finally being recognized. New England and east coast riders are realizing the potential of riding ADV bikes on and off-road. Riders love when a company caters to their passion, and Touratech does just that. The company is now represented on the east coast, becoming a destination for many riders up and down the east coast.”

Although the store has only been open for two months, it has already become an ADV stopover for many travelers. Pospolita says part of Touratech’s goal is to have the shop become a stop for long-distance travelers, and many have already made the store a stopover on their ADV treks. The store was recently visited by a group traveling from Florida to Canada and a solo rider traveling from Pittsburgh to Maine. “We also get regular customers from Albany, New Jersey, New York, and Pennsylvania. The word has spread quickly!”

Although the shop doesn’t provide parts installation, Pospolita has a toolbox in the back to help out. He has provided wrenches to customers who have installed parts on their motorcycles right outside the door’s entrance.

Customers experience a wide display of products, including a fully kitted BMW R 1250 GS and Yamaha Ténéré 700. The store has sections dedicated to models like the KTM 1290 Super Adventure and Harley-Davidson Pan America. There’s also a red display with basically every CruzTools available and a green stand dedicated to the Backcountry Discovery Routes, including Butler Maps, DVDs, and stickers that long-distance travelers crave, among other things.

The back of the store acts as a distribution center that gets a visit from delivery service trucks twice daily—products come in just as quickly as they are shipped or sold within the store.

Speaking of the success of the store so far, Pospolita says, “We’ve had a soft launch and only open a couple of weeks, but the positivity is flowing—something expected of adventure riders with happy attitudes. So far pannier cases and riding gear—especially gloves—have been the top sellers. And many are happy they can come touch a product before making a purchase. That’s just the nature of this type of product-based market. We just heard a customer quote at the front counter ”everything I need within 150 miles of my house. Oh yeah!”

Looking to visit? The store follows the same schedules popularized by automotive and motorcycle dealerships within the New England area, offering a Tuesday through Saturday.

Touratech-USA East, Brookfield

67 Federal Rd.

Brookfield, CT 06804

Phone: (800) 491-2926

Store Hours:

• Tuesday–Friday:9:30 a.m. – 6 p.m. ET
• Saturday: 8:30 a.m.– 5 p.m. ET

Adventure Riding Helmets

Ever seen a rider with a $25,000 adventure bike and a $100 lid? I see it often. One rider I knew did exactly this. He bought a totally specced-out R 1250 GS, but when it came to gear, his entire kit cost less than $400. After a few weekends, he became angry due to being uncomfortable, which led to frustration and the eventual sale of his bike.

Don’t be that rider—especially when helmets are involved.

ADV helmets are the most essential part of your gear, and money spent here is well spent. Not only can it save your life during a crash, but a quality lid can also provide a more enjoyable ride due to higher comfort levels.

Here’s where I put my brains into the most trusted lids available that comply with both DOT and the European ECE 22.05 safety standards.

Next is overall design: street style, dual-sport, or modular? Most adventure riders use a dual-sport style with a sun peak, and others modular. Some like to combine both designs, such as the Touratech Aventuro Traveller, one of my go-to ADV lids, especially when riding often off-road (the other is an Arai XD4).

If you are using a dual-sport style helmet with a peak, remember that wind buffeting can cause discomfort on faster or sustained highway rides. Look for a lid that has a peak that either cut through wind or are completely removable. I tend to remove my Aventuro or XD4’s peak when slabbing it for anything longer than a half-hour or so. The little effort to remove them—although both helmets offer nice wind flow through the peak—keeps me more comfortable, and thus focused more on the ride.

Comfort is key, and the only way to truly know is to wear one for more than an hour—that’s when the hot spots will be noticed, and whatever other comfort is there. Many online markets allow free exchanges of lids within 30 days.

If you’re going to put a few hundred dollars into a helmet, make sure it’s comfortable. Wear one at home for an hour or so, and make sure the comfort is there—look for hot spots that annoy a certain part of your head, and the actual feel of the helmet’s inner liner/cheek pads.

Not happy? Ship it back and try something else. All other factors won’t matter if the lid is uncomfortable, to begin with.

The next essential element is ventilation, which can vary drastically between lids. This is where reviews come into play. Study what the top publications are saying. Ventilation will always be a top mention.

Personally, the Arai XD4 and Touratech Aventuro Traveller (modular lid) both offer comfort for my head shape. I use the XD4 for longer travel due to the increased ventilation and comfort, and the Aventuro for shorter, weekend, or day rides.

Adventure Riding Jackets and Pants

Besides protection, adventure riding jackets and pants need waterproofing, ventilation, and comfort while sitting and standing. The latter is what increases the challenges for apparel manufacturers. But many have nailed the design, though, like helmets, you get what you pay for.

Nothing beats Gore-Tex when you’re looking to stay dry and comfortable. The material is fully waterproof and breathable, and as long as you have your zippers closed, and toss the garment in the dryer annually to reactivate the waterproofing molecules, you’ll remain dry.

Gore-Tex also provides added abrasion resistance, something your jacket and pants must have to keep protected. Other elements to seek are comfortable elbow, shoulder, back, or other armor.

Technology has grown tremendously in armor over the past decade, including a favorite of mine, D3O. This material remains flexible until impacting something. I blame it for saving cracked bones numerous times, especially one time when a branch knocked me down at like 80 mph. I was standing and had my chest D3O protector in my KLIM Badlands. I went flying but didn’t break anything. I was impressed, and quickly became a loyal fan of this protection.

Also, check for comfort and movement while sitting and standing. If you can test apparel out at a local shop or dealership, do it. Or buy from someone with free exchanges. If you’re going to spend serious money on apparel, make sure it’s as perfect as possible—though we all know that quirks will surface eventually.

As for my picks, I go with anything from KLIM. My go-to for ADV riding is the Badlands Pro. It’s top of the price range, but you get what you pay for—including armpit vents which make a drastic difference when riding. I also have a Baja 4 for extremely hot temperatures, but you must carry a rain suit with you, which is a PITA but is worth it for the hotter weather—especially when rain is not expected.

Adventure Riding Gloves

When it comes to adventure riding gloves, I’m super picky. So picky that I typically bring four pairs with me for one day of riding.

Comfort is key here. Nothing can destroy comfort, and subsequently a distracted mind that reduces safe riding, then gloves that are too tight or loose, and don’t get me started on longer fingers.

And beware of some waterproof liners. If you’re hands get sweaty, the inner liner can quickly become jumbled underneath the outer layer of the glove.

The solution here? Gore-Tex (you can see the trend here).

For hotter weather, I always have a pair or two of gloves that offer some mesh. Some favorites here include KLIM’s Baja 4 and Dakar gloves, and the Racer Rallye Glove.

In regards to rain gloves, KLIM GTX short cuff and Badlands GTX long glove.

Adventure Riding Boots

For me, ADV boots all come down to waterproofing. I can deal with sweaty feet, but most of the boots I’ve ridden with over the past decade didn’t provide any breathable issues.

I tend to wear more street-focused boots because I use super-sharp pegs on my adventure bikes, and like the comfort and quicker access to remove them.. I have yet to have any issues with slipping or breaking ankles, so I’ve been fine so far.

But a grippier sole does help when riding in mud or long stretches of rain off-road.

As for construction, Gore-Tex is once again the way to go here; it’s breathable and guaranteed to keep you dry.

My picks for ADV boots are the SIDI Adventure 2 Gore-Tex Boots, Alpinestars WEB Gore-Tex, and Spidi X-Trail Outdry. The latter are more of a sport-touring boot, but they offer super amazing comfort across all styles of riding, though you do need grippier pegs if you’re doing any standing off-road in muddy or wet conditions.

In 2022 Touratech will be releasing the much anticipated Destino GTX boot!

Adventure Riding Base Layers & Socks

I never ride without base layers. They provide comfort in the hottest or coldest of temperatures and everything in between. Plus I despise the feel of a jacket/pants liners on my skin.

Find good breathable base layers for each season. I use Touratech’s Primero Allroad base layers for anything above 50 degrees Fahrenheit, and the Primero Alpine for anything below 50 degrees. These use a unique blend of polyamide and polyester that keep you comfortable.

Also, add in a neck gaiter for added comfort. They keep you cool in the summer—especially when you soak them with water when stopped—and warm in the cooler months.

Now that I covered my thoughts on what qualities to seek in ADV riding gear, here are some tips to get the best out of your gear and comfort.

ADV Riding Gear Tips for Comfort and Safety

• Layer Up: If you want to ride for a long time under the constantly changing conditions adventure riders face, layer up. You can remove layers or add them as needed. I wear base layers religiously, ones for colder temps, and others for hotter temps. I always have a zip-up mid-layer in the bags, and, depending on the brand, a jacket liner when it’s colder. Also, keep extra neck gaiters handy—use one for dipping in cold water throughout the warmer days, and replace it with a nice dry one for when the temps drop. And I’m a fan of different gloves throughout a day’s ride. I sometimes bring four pairs with me for a single day of riding. Comfort is key for my safety (although I may be slightly neurotic when it comes to comfortable hands).

• Air Out and Store Gear in the Tent: If you’re camping, allow your apparel, including your boots, helmet, and gloves, to air out (of course if it’s not raining or foggy). I typically dress my bike in my gear, hanging the jacket over the windscreen, gloves on mirrors, pants, and boots across the seat, and helmet wherever there’s room high on the bike with the visor open. Once it had time to breathe, I store it inside the tent—down by my feet because stuff gets stinky. Also, make sure to shake out well before storing due to bugs.

• Clean Upon Return: When returning from an ADV ride, give your gear a good scrub. I sometimes go for months without cleaning my bike (except that chain!), but my gear is cleaned religiously after most rides—especially the dusty ones without any rain. I hose it off and use a light brush, and hang the gear to dry either outside or in the garage. This helps keeps the gear fresh and lasts longer.

• Wax Zippers: A must-read for adventure motorcyclists is Helge Pedersen’s 10 Years on 2 Wheels. Pedersen also has loads of tips for riding across the world, including one of my favorites—waxing your zippers. This keeps the zippers lubed and working while blocking dirt and other particles. It helps prevent many breaks, also, something I have experienced way too often while testing cheaper gear, which brings me to the final point.

• Always Pack Safety Pins/Duct Tape: For me, zippers break at the worst time. This happened on my last trip while riding 750 miles to my home in Northeast Pennsylvania from Georgia. As soon as the sun began descending, the temps dropped about 10 degrees. I went to zip up a leg vent on my SPIDI suit, and the zipper jammed into the perforated layer and split open. I had forgotten safety pins and tape, so my right leg was cold during the trek back. Thankfully it didn’t rain, or I would have surely wrapped a neck gaiter around my leg.

If you’re looking to ride safer and longer, the above ADV riding gear qualities will help you achieve this mission (as will the tips!). Armed with this knowledge, happy shopping. There’s plenty of amazing gear available, and everyone will have a perfect style or fit for their unique comfort needs. And remember, the upper brands may be more expensive, but in the long term every penny is worth it. The gear will likely outlast the least expensive models, and the safety factors will surely be higher.

For more, check out our other blog that focuses on choosing gear for beginner riders.

Touratech

By Ron Lieback

Photos by Jon Beck

Finding a campsite is easy. Finding the perfect campsite is another story. With these tips, we’ll tell you what to look for to find a comfortable, and safe, night’s sleep.

At the end of a long day in the ADV saddle, there are few things better than settling down for the day, setting up camp, and enjoying the night under the stars with a warm meal and fire by your side. Or a night of rain, but let’s not focus on that right now.

But we’ve all been there: your ride takes several unexpected detours and you end up having to set up camp somewhere you didn’t expect. In the dark, no less.

By the next morning, you’ve awoken in amazement. With the advantage of sunlight, you can see how terrible your spot actually was; you’ve slept on a bumpy slope at the bottom of a canyon. One time I set up camp around 11 p.m. and awoke next to a tree with a hornet’s nest…and I’m allergic to the buggers. Needless to say that morning’s packing went extremely slow.

They say what doesn’t kill you makes you stronger, so let’s take these lessons and write them down so other adventure riders can learn from our collective mistakes.

Following are eight tips for finding the perfect campsite on your adventure ride. Some of these might seem obvious, but hopefully, some of these will be added to your bag of tricks the next time you’re looking for a campsite.

1. Plan Ahead

It goes without saying that the best way to avoid unexpected surprises when finding that perfect campsite is to plan ahead and do your research. Google is your friend here, and wherever you’re going there’s a good chance someone else has already been there and can recommend places to set up camp for the night.

If you’re lucky, they might even include GPS coordinates or pins to point you exactly where to go. Otherwise, look up campsites in the area (and along your route), and even reserve a spot if you need to.

Of course, things can and do go wrong on a trip and even most optimal plans don’t always work out. In times like these having a few apps to help you mid-ride can be a major benefit. I don’t want to sound salesy, so simply Google “camping apps” and you’ll find many.

2. Take the High Road

When it comes to elevation, try and pick a spot as high as possible to avoid potential rain from flooding your site.

Keep in mind that while a creek-bed can be a nice spot to set up shop at the end of the day, it can be prone to flooding, potentially from storms you can’t even see. Rainwater from far away could impact the creek you’re at and cause the water levels to rise, and sometimes quicker than you think.

Some of the prettiest campsites are along a creek, but please be aware of the possibility of rising water.

3. Keep It Level

This might seem obvious, but it’s worth repeating. If possible, look for a campsite on level ground. It’ll make your night a little more comfortable. If you can’t, put your head up high and your feet down low. This is my favorite practice because I sleep better when I’m on a slight decline.

While we’re at it, make sure the ground beneath your tent is smooth—nobody likes sleeping on a lumpy surface. If you have to, before setting up your tent, smooth out the surface as best as possible. Your back will thank you for it.

4. Here Comes The Sun

You have a compass with you, right? Use it to determine which way the sun will rise (it comes up from the east, remember) and orient your tent door accordingly.

Getting up in the morning on your own terms instead of having the sun blast through your tent wall and into your retinas sounds far more pleasant. While we’re at it, take advantage of any shade your site might provide to keep you cooler and block the sun’s rays.

But sometimes in desert or hotter climates that sun may cook your tent in the morning, so you’ll want to be positioned away from it. Or you’re camping in much cooler climates and want all that sun baking your tent as much as possible. Do what’s best for your comfort—and let the sun assist as needed (or not).

5. Traffic

Setting up camp away from high-traffic areas is the way to go. The reasons should be obvious, but you’ll have the benefits of less noise, a lower chance of onlookers snooping through your things, and an overall nicer experience. If the day gets away from you and you find yourself at your campsite at night, gauging the traffic might be more difficult.

Plus, sometimes I’m the louder party when the cigars start ripping and the drinks start flowing, so I never want to be that jerk to others trying to enjoy a good evening of solitude.

6. Watch The Weather

Closely! Of course, you’ll do your best to monitor the weather before your trip, but if you’re out for a long adventure, keep an eye on the weather regularly during your trip and avoid storms and bad weather as much as possible.

This might mean changing your route or riding for a longer or shorter amount of time than originally planned to avoid a storm, but the benefits of doing such should be fairly obvious. That said, if you absolutely have to set up your campsite in an area predicted for bad weather, remember the tips above for high elevation and level ground. If possible, ensure your campsite has good drainage, too.

I once idiotically parked my bike near the low point of the campsite. Little did I know that a quick rainstorm at night would produce just enough water to moisten the ground and allow my bike to sink and tip over. And that was with an enormous aftermarket kickstand plate.

7. Water

The last point was about avoiding water, but this one is about having enough. We humans have a love/hate relationship with water. We need it to survive, but we only want it when it benefits us.

In this case, make sure you have access to water at your campsite—or know-how and/or where to get some such as a creek nearby. It’ll serve you well for washing up those stinky armpits and cooking.

However, if you don’t have access to clean water and plan on drinking some, be sure to boil it or bring purification tablets to kill off any bacteria. I’ve seen one person get sick from contaminated water while camping, and it wasn’t too pretty.

8. Leave No Trace

While we love nature as much as the next person after we’re done enjoying our campsite and soaking in everything it has to offer, be responsible and leave your site as you found it. Or better. Pick up and dispose of your trash, and leave no evidence you were ever there. Mother Nature thanks you for it.

I’ve had many experiences of trash being left at campsites I’ve used. Of course, I cleaned up after others to preserve it for the next rider or camper, but it pains me to do so. Always take in what you take out.

Be mindful of these above tips, and your next adventure motorcycling camping trip will certainly be more enjoyable. You’ll also have a better night’s rest, which equates to the ultimate need on any serious riding: more energy and focus to remain safer and happier.

Touratech USA

Adventure bikes didn’t interest me until 2010. Until then, I spent most of my moto life riding sportbikes and training/testing on road-racing circuits.

Due to my past, transitioning into the ADV world arrived with multiple challenges.

Two initially stick out—retraining a mindset that only focused on road-racing techniques and the psychological challenge of riding larger ADV bikes off-road. Then came the challenge of swapping between the on- and off-road techniques without a conscious effort.

While already into my 30s, I skipped the usual learning on a smaller off-road bike. Instead, I went big—and super heavy—with a 2002 Suzuki V-Strom DL1000. This bike’s design catered to comfortable upright touring with a few gravel roads here and there. This to me was the perfect platform to truly build skill upon as I tested the ADV scene out, seeing if it was a good fit for my passion-driven moto lifestyle. If not, I thought it’d make a good plow or snow bike.

After my first tour, which included many fire roads, I was more than obsessed. I modded the V-Strom heavily, and after a two years of disciplined self-training through books and videos and classes with the RawHyde Adventures and Jimmy Lewis, I could comfortably take the Strom off the road without worry.

I still have the same love for sportbikes, though, so my current training involves practicing both on- and off-road techniques to ride bigger adventure bikes safer and faster. Nowadays, my ride is the KTM 1190 Adventure R, which to me is the best outright big ADV available.

Most ADV riders I encounter, whether on a new local group ride or big adventure rally, arrive from an off-road background. And when we’re ripping country asphalt, questions surface about my on-road riding style on the bigger adventure touring bike.

The following are the first techniques I discuss, each arriving from the world of sportbikes and road racing.

A quick note: These techniques are best for bigger adventure bikes (BMW R 1250 GS, KTM 1290 Adventure, Triumph Tiger 1200, etc.) shod with at least 50/50 (50 percent on-road, 50 percent off-road) or more street-oriented adventure motorcycle tires. These modern ADV tires offer more traction and feel on-road than a full-out sport tire did 20 years ago. Adventure-motorcycle tire technology improves yearly, allowing riders like me who crave ultimate confidence on and off the road to push the limits further.

I’ve spent the past two years testing multiple 50/50 tires, from the Continential TKC80 to the Bridgestone AX41 to Pirelli Scorpion Rallye STR to the Dunlop Trailmax Mission, and continue to question how they are so good at sportbike speeds and, after taking out a few PSI, super-capable off-road.

With that note aside, the following are some simple strategies borrowed from the sportbike/road-racing world that will help you ride faster on the asphalt and safer.

1. Seating Position

Optimal body position, or BP, begins with the optimal seating position for road riding. Most off-road riders learn to sit close to the gas tank due to the bike’s design, but this position can harm your sport-focused on-road performance for bigger adventure bikes.

The goal is to have a comfortable position that assists with the finesse of your hand controls—throttle, front brake, clutch, and pushing/pulling handlebar inputs.

The ideal position? Not too far from the gas tank and not too far away—say about an inch or two, although every rider’s preference will differ based on arm and torso length. While wearing riding gloves, I put all my fingers together, press my thumb against my middle, and ring fingers as an Italian would say when saying “delizioso” about food. Then I stick that between the tank and myself. This distance has worked over and over on numerous motorcycles, from my 1190 R to my Multistrada to dozens of sportbikes I’ve tested throughout the years.

Never be glued to the tank or sitting too far back; it won’t allow you to move across the seat while transitioning weight, and it will create unsmooth inputs to your controls.

2. Proper Finger and Feet Positioning

The next thing to tweak is your fingers and feet’ positions. This is a natural practice for many dual-sport riders, so I won’t’ waste much time here.

Two fingers on the brake allow more than enough power to brake hard, but also finely tune braking inputs during trail braking and throttle maintenance (discussed more below), and when blipping the throttle under braking to rev-match your engine rpm to the speed, so you don’t lock up the rear tire (yes—auto-blippers are typical on many modern ADV bikes, but I will also match-rev my throttle inputs to speed).

I also use only two fingers on the clutch, which helps with slipping the clutch off-road in slow maneuvers and downshifting while blipping the throttle during on-road situations.

The same goes for the feet—many enduro riders stand on the pegs using the balls of their feet (just behind the toes) but fail to do so while sitting. Keep the balls of your feet on the pegs during road riding, which allows you to smoothly transition from side to side and slide across the seat while weighing the inside peg (more below). This also keeps your toes from whacking the pavement in sharp corners, which can upset your chassis and startle you, prompting a crash.

3. More Body Position, Less Lean Angle

Speaking about moving across the seat, this is where one of the largest discrepancies arrives when riding on the street versus the dirt. We keep our body upright on an enduro and lean the bike into the turns, allowing the knobbies to bite into the loose dirt/gravel/sand for tracking.

But on the street, we want to keep the bike as upright as possible and move our weight into the corner. This keeps the tire wider and provides more traction on the asphalt.

When heading into a corner, you first want to look where you’re going, keeping your head “in the mirror” or moving off the bike’s center and into the direction you’re going. You then slide your butt a bit off the seat into the direction of the turn and weigh the inside peg (the one going into the turn). This is the total opposite of riding in the dirt, where you want to weigh the outside peg to retain the most traction as you allow the knobbies to bite into the loose ground.

Due to the modern tires and the amazing modern adventure touring chassis setups, you don’t have to lean off MotoGP-style. Just enough to help keep as much rubber on the asphalt as possible—even if only an inch or so to the left or right.  Too much leaning input not only looks dumb, but it can upset your chassis quicker, causing you the crash.

Remember this in wet conditions, especially. Proper body position can save from crashing.

Again, the more rubber on the ground, the better. And the modern 50/50 tire designs keep you planted.

4. Trail Braking

This is a concept that can again save your life while making your ride much faster and smoother.

Trail braking simply means trailing off the brakes as your bike slows, leans, and turns through a corner. To slow your ADV machine, you do most of your hard braking while the bike is upright, and there’s a much larger tire contact patch. As you start leaning and turning, you gradually “trail” the brakes, reducing pressure as you corner and the lean angle becomes stronger.

I tend to trail brake until I reach the apex of a corner, and from there, I get off the brake completely and start smoothly rolling on the throttle to WOT if needed (or warranted).

This is where throttle maintenance comes into play, also. When reducing lean and steering inputs, you want to gradually roll your throttle on until enough contact patch is big enough to crank on the throttle more. If you give too much input, you’ll lose traction and high-side—something no ADV rider wants.

5. Throttle Maintenance and Braking Inputs

For ultimate speed and control of the bike, the goal is NEVER to have any idle time—you’re either on the throttle for maintenance or speed or on the brakes. When no inputs are provided, you have no control, which is when crashes happen. You always want control over what your suspension and drive train are doing.

Here’s a quick breakdown:

• On the front brake: The front tire is loaded, and suspension is compressed, giving you firm control of the asphalt and more traction.
• On the throttle: rear suspension is loaded, rear tire contact is larger, and there’s less control of the steering inputs because the front suspension is unloaded and the front end lighter, reducing tire traction.
• Maintenance throttle: this keeps the chain tight and the suspension from diving forward or unloading, providing optimal traction in front and rear.
• On the rear brake: The rear tire and suspension loads, providing additional traction out back. Light use of the rear brake can be a lifesaver, especially when you’re carrying too much speed in a corner and are going wide, about to go over the double yellow or centerline. Lightly using the rear brake—with finesse—can tighten your line while maintenance throttle is in use. \

On the topic of brakes, many sportbike newbies only use a front brake, rarely touching the rear brake. This is wrong. For emergency stops, just as in the dirt, using both front and rear brakes will help you stop MUCH quicker. The same is for the street.

And optimizing your rear brake use can help in multiple ways. It can help slow easily; keep the suspension even when stopping (passengers love this because there’s no dive!), and help tighten a line on the street or scrub speed, as I explained above. This is a great technique to keep you safe and fast while traveling in Europe, where the decreasing radius and tight turns are encountered often.

Also, when having to emergency brake, always use both brakes. This is why the best ADV riders practice technique often both on and off the road. Different inputs are needed for both riding situations, so know your ability and your bike’s ability well by practicing constantly.

6. Wide, Deep, and Late

I learned this technique at Aaron Stevenson’s Cornerspeed school in the early 2000s. If you want to be quick and safe when encountering the numerous blind corners in real-world riding, remember three words when cornering: Wide, Deep, and Late.

The concept is simple and preps you for any dangers that may be present on the road. For example, if you’re heading into a blind right corner with some speed, make your line wider and deeper by riding closer to the centerline, then turn later when you have the clearest vision of what’s ahead.

This simple practice allows you to see first, then choose a different line if something is obstructing the roadway or a car is coming over the yellow line.

7. Look Further Ahead and Scan More

Due to the typical slower speeds on the trails, looking far ahead becomes natural. But on the street, when speeds are cranking, you should learn to look even farther ahead.

The farther you look, the larger the picture, and the more things in front of you slow down. This allows you to see threats—oncoming cars, potholes, something on the road like slick spots or animals—sooner and have more time to react. This also allows you to notice opportunities like giving more throttle input or setting some imaginary braking markers as a turn approaches, which keeps you safer and faster.

Besides looking farther ahead due to increased speed, you should also learn to scan your eyes more often. Not drastically, but smoothly, searching wider side-to-side to notice any threats and have enough time to use the proper input of controls.

Looking farther ahead and scanning more is all about being a more proactive rider. And a proactive rider is a much safer rider than one who needs to react quickly to an unknown circumstance that can send you sailing.

For many big-bike adventure riders who come from a dirt background, mastering safety and speed off-road becomes an obsession. Many also want to master this on the road but quickly realize after a few “oh-shit” moments—or crashes—that those off-road techniques don’t work on the street.

But with some practice of the above techniques, riders can build the optimal skills needed to pilot their adventure bikes safer and faster on the asphalt. The only next step is to have the mindset to switch between both skillsets when required, which will take additional time on the bike, practicing both on and off the road. That equates to rider more, something passionate riders never complain about.

TOURATECH-USA