Touratech’s Companero Riding Suits have been the “go to” all-weather riding suits for adventure riders for years. With their combination of durability and versatility they make it possible to be protected and comfortable under any conditions. Now Touratech has partnered with industry apparel leaders REV’IT to introduce the Companero Rambler. A suit with superior ventilation and unsurpassed protection and waterproof capabilities.

Companero Rambler is a suit designed by riders. Every detail and feature have been trail-tested through every possible type of weather and terrain and Rambler left riders wanting for nothing. The next generation of adventure riding suit is here: Companero Rambler by Touratech.

GET YOURS HERE

Video Transcription:

Paul from Touratech USA here to introduce the Companero Rambler. This is the newest riding suit. It’s a joint venture between Touratech and REV’IT. It’s available as a jacket and a pant that are integrated and they zip together for additional protection. There are three things a riding suit needs to do really well. Number one, it needs to keep you dry when the weather is wet. Number two, it’s got to protect you from impact with pads and protectors throughout the suit. And number three, it’s got to have a lot of ventilation to keep you cool when the weather gets warm or the riding gets tough. The Rambler is guaranteed to keep you dry using Gore-Tex Pro Shell, which is a three layer laminate by Gore-Tex. It’s also got this storm collar, which comes up high underneath the helmet to keep the water out. It’s got double walled panels in key areas of the Gore-Tex, and it’s got this Kevlar reinforced armor core, which adds abrasion resistance, and it’s got 3M scotch light reflective material, so you can be seen in low light conditions.

The Rambler suit keeps you safe with high-tech armor protectors throughout. It’s got a large back protector. It’s got shoulder protection, elbow protection, and it also has an optional sternum protector. The back protector is made from C-Soft, it’s perforated for air flow. It’s got multiple layers. It’s a memory foam, so it really contours with the body to keep you comfortable, and it’s CE level 2 protection, which is the highest you can get. The shoulder and elbow protectors are made from C-Flex, which is molded to fit your body. It’s perforated to maximize air flow, and it’s also CE level 2, which is the highest level of protection.

With a Gore-Tex riding suit, ventilation is key, and we’re really excited about this suit because of this forced induction, double zipper vent. So you have a 1.2 inch wide vent that goes the entire length of the torso. It pumps in a ton of air that keeps you cool. We’ve also got additional vents here, which you can operate with one hand, it’s got an arm vent and then on the back, it’s got two exhaust vents right here. So this system together puts a ton of air flow in, keeps you cool on the hottest days, and when the riding gets really tough.

Let’s talk pockets. The Rambler’s got great waterproof zipper pockets on both sides on the outside. On the inside, it’s got two additional zipper pockets. And in the back, it’s got a full-sized, big zipper pocket across the back, and you can store the liner in that pocket when you’re out on a ride.

So the Rambler jacket comes with an integrated warming layer. It snaps into the jacket, so it stays in place on the wrist and up behind the neck, and then it can be worn separately as casual wear when you get to town and you’re cruising around. It’s got nice pockets on both sides and a chest pocket here, so it makes the perfect travel companion to the jacket.

This is the Rambler pant. It’s designed to go with the Rambler jacket. It’s Gore-Tex Pro Shell, so it’s designed to keep you dry. It’s got these really nice oversized pockets here, they go down to about here, big enough for a cell phone. It’s well ventilated with this FIDLOCK opening system. So you can unzip that, you can operate this with one hand while riding. It’s got large ventilation panel there that lets air flow in, keeps you cool. It’s got Kevlar reinforced ArmorCore for additional abrasion resistance. This also has a built-in liner, so on cold days or cold times of the year, you can wear the integrated liner. It’s designed to integrate with the zipper to the jacket, so it makes it a perfect match to the Rambler jacket.

The Rambler is the suit that I’ve been waiting for. It’s got Gore-Tex Pro Shell to keep you dry. It’s got CE level 2 armor throughout, and it’s got best-in-class air flow to pump in a massive amount of air to keep you cool, when the riding gets tough.

Touratech USA

Overview

The Yamaha Tenere 700 is opening up the adventure motorcycle dream to a broader market with its low barrier to entry at around $11,000. The affordability of this bike is even tempting some riders to add this middle-weight bike to their moto-fleet because it’s smaller, simple and easier to manage off-road than their full-sized BMW R1250GS or KTM 1290 Adventure R. It’s refreshing to throw a leg over a bike that doesn’t require you to navigate a menu to figure out the electronic settings. It’s more of an old-school dirt bike with the exception of one button to engage the off-road ABS. The bike and motor feel surprisingly refined and smooth for a bike at the value-end of the cost spectrum. The 21” front wheel and 18” rear are perfect for riding dirt and a wide range of full knobby tires are available to help riders conquer a wide range of terrain. For anyone looking to get into ADV riding or just wanting a mid-sized bike, it will be hard for them not to consider the Tenere 700.

Rally Styling

Yamaha nailed one thing for sure on the Tenere 700 and that is the rally-inspired body work. From the moment I laid eyes on the T7 concept bike at a trade fair in Germany a half-decade ago, I loved the look of this bike. The production version that finally made it to the US still has that rally look and very good wind protection from the tall navigation-tower-shaped windscreen. I have friends who’ve dumped a small fortune into their Husqvarna 701s to get this look and wind protection that comes stock on the Tenere 700. My only upgrade to the cockpit so far is the Locking GSP Mountand GPS Mount Bracket that I installed onto the triple clamp. On the front side of the fairing I’ve installed the Removable Headlight Guard.

I also chose to protect this body work with Touratech Upper Crashbars which wrap around the front of the bike for maximum protection and enhance the styling. Another benefit is that it provides a good place to mount accessory lights or Crash Bar Bags.

Third Gear of the Gods

On many an ADV bike over the years, I had to change the stock sprockets to get the right gearing for off-road riding. This isn’t necessary on the Tenere 700. In fact, I felt like the gearing could not be more perfect. I fell in love with the Tenere’s 3^rd gear on most of the forest service roads and two-track along the WABDR. It has the perfect range of speeds for this type of riding. At times when the trail got tight, steep, or more technical, 2^nd gear was perfect for tractoring up and through the challenging terrain. It’s a simple thing, but some bikes require a lot of shifting on your typical BDR-style tracks and the Yamaha didn’t. It just felt perfectly geared like it was made for exactly this type of terrain. I installed an Aluminum Chainguard to protect the drivetrain from rocks, sticks and debris on the trail.

B-minus Brakes

My initial reaction was that the Brembo brakes could be better in terms of shear stopping power. The 4-piston caliper dual 282mm disc front brakes are adequate and I was able to modulate with just one finger which is great. They just didn’t give me that ‘wow those are good’ feeling that I have sensed during my first ride on some of the recent twin-cylinder ADV bikes. The rear brake reservoir is somewhat exposed so I protected it with a Brake Reservoir Guard. Yamaha did score points with me on the off-road ABS system.

Off-Road ABS

One of the best inventions of the last decade is off-road ABS. I remember the early days of ABS where we had to constantly remember to disable it and when we forgot to turn it off, there was an oh-shit moment coming into that first corner, feeling the overactive ABS rejecting your instructions to lock up that rear tire and the front brake just wouldn’t bite. I don’t miss those terrifying moments. The off-road ABS on the Tenere 700 is fantastic. It allows you to completely skid the rear wheel to help turn in those corners and for braking assistance in loose gravel. The beauty of this mode is that the rider can grab the front brake hard without completely locking up the wheel. This reduces crashing risk and makes the bike safer to ride, especially for people with beginner or average off-road skills. I protected this critical system by installing an ABS Sensor Guard.

698cc Parallel Twin Powerplant

While it’s not the most powerful twin in the segment, it has plenty to get the job done on pavement, even at highway speed, and it’s very good on the dirt. Riding this bike some 1,500 miles with about half of those miles being off-road, I came to really like the character of this motor. My first impression centered on how smooth it was and that it pulled better than I expected on the highway. I came to enjoy the sounds it made while riding on the twisty high-mountain two-track.

Lofting the front wheel sometimes takes a down-shift as compared to the more powerful twins in the class, but it makes up for this in excellent fuel economy and very manageable traction. This bike has no electronic traction control whatsoever. This was done partially to keep the bike affordable, but also because the bike simply doesn’t need it. I rode aggressively with a full load of camping gear and never felt I was breaking the rear wheel loose excessively. For the first 1,500 miles I’ve averaged 48.8 MPG. It is a very enjoyable motor for slabbing it to and from your favorite BDR and is a joy to ride once you are on dirt. If you like this motor as much as I do, you’ll want to protect it with a Skid Plate, and Crash Bars.

This bike also has a water pump that is exposed so I added a Guard to protect it. There is a lot to love about this motor, but if you are looking for exciting power the T7 might not do it for you.

Toss the Tires

If you are commuting to the office with the occasional fire road on a dry sunny day you might find the stock tires acceptable. I was riding classic BDR roads with loose desert terrain and some slick mud on the higher mountain trails. This rear tire is not adequate for clawing a fully-loaded bike up a steep loose section of rocky or sandy trail. When it comes to mud, the bike control quickly gets sloppy. In most of the conditions I encountered, the tires were just fine. In a few places I was ready to toss them in the dumpster and spoon on a set of Scorpion Rally or TKC 80’s.

Cigarette Plug for Cell Phones

On my first day on the trail, I went to help my riding buddy air up her tires and found a limitation on the accessory power plug. My Stop n’ Go Air Compressor started for a split second then stopped. Troubleshooting revealed I had blown the fuse for the cigarette socket. This power plug is fused for only 2amps which is enough for a cell phone charger and that’s about it. This was a bit disappointing to see on an adventure bike, but Yamaha scored points by having a spare 2amp fuse on-board making it an easy fix.

Battery Access

The passenger seat comes off easily with the ignition key inserted into the lock bezel located just above the foot pegs on the clutch side of the bike. This gives you access to the modest OEM tool kit which surprisingly doesn’t include the 4mm hex key required to remove the main rider’s seat to gain access to the battery.

So, you will be relying on your friends or will need to carry a 4mm hex key with you. Fortunately, I had my CruzTOOLS RoadTech M3 tool kit for Japanese metric motorcycles with me which contains the 4mm hex. I also had a CruzTOOLS Outback’r 14 multi-tool in my Universal Enduro Tank Bag which also has a 4mm hex so I was able to gain access to both the fuses and the battery.

Seat for Standing

I’ve never met a stock seat that I liked and the Tenere 700 is no different. On the tarmac my back-side got uncomfortable after about an hour. Fortunately, my ride involved a lot of dirt and this seat is easy to move around on and encourages riders to stand up. I’ll be upgrading the seat before my next ride.

Suspension

As with any new motorcycle, the suspension is set up for a rider who weighs 170lbs with riding gear and carrying 15lbs of gear. Most of us are far beyond that. First impressions of riding this bike around town is that the suspension is not bad. Without a load it feels pretty good. Once loaded up with camping gear, tools, food and water for a week-long trip in the mountains, it became clear the bike wasn’t going to work for me with the stock suspension.

I installed the Touratech Suspension Extreme Rear Shock and Progressive Fork Springs in the front forks. This dramatically improved the handling and kept the bike level when loaded up with gear. After riding it a bit, I increased both the high-speed and low-speed damping until I felt it was providing maximum control with the heavy load I had for a week-long adventure. I always bring a few nice extras like a camp chair, hammock and like to roll into camp with plenty of water, a bottle of wine and a great selection of appetizers. I am definitely not one to pack light, and I like to ride hard and enjoy launching an occasional water-bar, so upgraded suspension is a requirement for me.

How does it carry the load?

There is a lot of talk about smaller is better. A lighter bike is easier to pick up for sure. A lighter bike does handle better in technical terrain, but only if you pack very light. If not, the front wheel can become too light which creates tracking and control problems and you can feel the weight on the back pulling the bike around.

In my experience, a larger adventure bike carries the load better. A balanced bike is always easier for me to maneuver than a lighter bike with too much junk in the trunk. So, determining how the T700 would handle a full load of camping gear was the real test for me. I was happy to discover that it handled the weight better than some of the 650 thumpers I have ridden. I am a heavy packer, so I reached the limit of weight this bike wanted to carry. When riding the bike with full fuel, water and lots of groceries on board I could really feel it. The larger bikes like the BMW F850, KTM 1090, or Africa Twin can generally handle that type of load better. For me this bike is good, I just need to keep the load reasonable.

For luggage I installed a Zega Pro Pannier System with 31/38 liter anodized boxes which was great for secure and dry storage. It’s nice to be able to take the boxes off at camp for sitting or cooking. The Pannier Lid Dry Bag further extended my storage and also doubled as a camp cooler as it fits a full bag of ice. My tent, hammock, chair, pad, pillow, and sleeping bag fit in a 50 Liter Waterproof Extreme dry bag strapped between the panniers on the seat/fender. This set-up gave me enough space and organization to carry what I needed while keeping the load balanced.

Bottom Line

Just like people, bikes each have their own personality. You meet some you like more than others. I have a feeling that a lot of people will like the Tenere 700. Even though it’s not the lightest or the most powerful in its class there is something special about this bike. It might just be that there is little to dislike about it. This machine has few characteristics that would rub a rider the wrong way, and it has plenty of attributes that people will enjoy. The bottom line is that the Tenere 700 is a pretty darn good choice for riding a Backcountry Discovery Route and it’s at a price that many people can afford. You also have to admit that this is a great looking bike. The rally styling speaks to me and the extra wind protection is nice for long days in the saddle. It’s great to see Yamaha back in the adventure segment with such a strong contender.

Touratech has been making parts for Yamaha Tenere models since the 1990’s. For 30 years, adventure riders exploring the most remote locations on Earth have relied on Touratech.

Check out our complete line of products for the Yamaha Tenere 700 on our website.

The first annual Touratech DirtDaze Rally has come and gone just like the summer… Check out this awesome video from Steve Kamrad and our friends at ADV Pulse.

Do you ride on different tires depending on the season?

Kimmo Lasilla (VP of Sales): I recommend less aggressive, road-type tires if you commute/ride a lot of pavement in winter/rain. Offroad tires do not grip as well on wet pavement; but it depends of course what terrain one rides a lot. Check air pressure frequently.

Eric Archambault (Showroom Manager): I don’t change my tires for the wet season. That said during the wet season I end up doing less off-road adventure riding and more road riding. This is mostly due to the good riding in the PNW mountains being covered with snow when Seattle is in the gray months. I do tend to swap the DOT knobbies for sport touring tires based on the type riding I’m doing during the wet seasion.

Matt Willson (Product Manager): Since it rains so much in Seattle I make sure to always run tires that are good in wet conditions no matter the season.  My go-to for the past few years has been the Continental TKC70.

Iain Glynn (Riding Director): I try to avoid running knobby tires on the pavement in the rain. They aren’t bad on dry pavement but they usually SUCK when it’s wet.

Morgan Goldbloom (Customer Service): No. I make sure that any tire I mount on my bike is capable of handling wet riding conditions. This means spending more money on softer, stickier rubber, and replacing the tires early and often.

Andrew Sadler (Warehouse Supervisor): No.

Conor Davis (Customer Service): Nope, knobbies year round.

What gear do you wear when you ride in the rain? (Boots, gloves, pants, jacket etc…)

Andrew:  Klim Adventure rally jacket, and pants, or Klim Torrent over-pants, Klim adventure gloves (short), Touratech Aventuro Helmet (with pinlock visor), Sidi Discovery Rain boots, various brands of neck warmer.

Conor: Klim Carlsbad Jacket, Badlands Pants, SIDI Adventure 2 Boots, and some rain gloves.

Eric: I have an old first generation Klim Badlands Pro suit, Sidi Discovery Rain boots, Held Steve gloves, Pinlock insert in an Arai XD4.

Matt: KLIM Carlsbad Jacket and Pants, KLIM Adventure GTX Gloves, Sidi Adventure Goretex 2 boots, and a Pinlock visor insert in my helmet. Everything Goretex.  I’m always dry with this setup.

Iain: Can’t beat a KLIM Goretex suit. The fewer vents it has the better (less places to leak). Sidi boots and comfy gloves.

Morgan: My typical rainy Seattle commute setup was Klim Traverse Jacket and Pants, Sidi Discovery Boots, and Dainese Gloves.

What are your personal “Do’s and Don’t’s” when you ride in the rain?

Andrew:   

Do – Give yourself more time to get to your destination, ride slower, avoid standing water (some potholes are deeper than you might expect) and remember that visibility is limited by rain..

Don’t – Ride at night if possible.  Skimp on good rain gear.

Conor:

Do – Give myself at least twice the following distance. You simply can’t stop as fast in low traction environments.

Don’t – Make sudden movements, being in a low traction environment I like to pretend I’m basically on ice. It is very easy to reach the limit of traction if you approach it slowly.

Kimmo: Avoid getting wet/cold, because riding in the rain needs all your concentration! Have good waterproof gear.

Eric: Enjoy the suck, don’t crash.

Matt: I always increase my following distance in traffic and just ride a little slower than I usually would.  Don’t forget that the stopping distance for you and all the cars around you is greatly decreased when the road is wet.  Take your time and don’t be in a rush.

Iain: Increase following distance and really watch out behind me. Especially in the first rain of the season the road get slick and nobody can stop as quickly as they think.

Morgan: Don’t rely on your bike’s fancy electronic rider aids. They can’t save you from poor decisions. Whenever possible, don’t ride on manhole covers, painted lines, BBQ sauce, or anything else that isn’t clean wet pavement.  Don’t panic and stab at your rear brake. That’s amateur move and a great way to “Lay ‘er down,” especially in the rain.

How do you prep your bike/s for fall weather?

Andrew: Keep your chain clean and lubed. Clean off headlight regularly.

Conor: It’s an ADV bike, it’s born ready.

Kimmo: Best for any motor is to keep running it often!  If you don’t ride much in winter, do basic cleaning & service, put fuel treatment in fresh gas, and put bike on battery tender but run/ride it as often as you can.

Eric: I don’t do anything special, just stay up to date on regular maintenance.

Matt: Nothing special.  Just make sure my maintenance is up to date and my tires aren’t dried out or worn too much.  If I’m not going to ride too often, I’ll put the battery on a tender once in a while.

Iain: Tire change as referenced earlier, install handlebar muffs (the best thing ever).

Morgan: If you’re riding through the winter, just maintain your bike the way you always should. Keep an eye on the brake pads, tire pressure, tread wear, chain tension, etc. If you’re putting your bike away for the winter, just roll it into a dark corner of your garage and forget about it. It’ll probably start in a few months… probably.

What’s the craziest thing that every happened to you riding in the rain? 

Andrew: Riding on the Oregon coast at night in the rain and fog being blinded by oncoming traffic.  With one or two cars passing toward me I would not be able to see for 5 to 10 seconds, but could generally pick out the turns in the road. When 3 or more cars coming toward me there were times when I would have to slow down to under 20 mph just so I could find the corner or curve in the road before I was already through it. Even though I was less than an hour away from my destination I ended up pulling over for the night.

Conor: Nothing really. I give myself plenty of room and time to react to bad drivers. I may or may not try to slip the rear out all the time.

Kimmo: Got so cold in upper body that almost ran off the road when I hit the twisties!  Had to pull over and warm my arms.

Eric: The rain changed to snow!

Matt: Didn’t see the deep standing waters in the truck ruts on I-5 and hydroplaned on the freeway at 70mph, surrounded by cars. Luckily nothing bad happened, but it was not a good feeling.

Iain: Nothing crazy, just fun interactions with other riders when hiding under an overpass or awning somewhere. I love riding through puddles too so flash flooded streets are a hoot.

Morgan: The rain I was riding in turned to snow, about an hour away from home. Riding in the snow isn’t advised.

Do you have a good pro-tip?

Andrew: Heated grips (and for full deluxe mode get a set of muffs to go with your heated grips and you and you can ride with summer gloves all year)

Conor: When in poor conditions your motorcycle simply can’t react as fast as it can on a warm sunny day and therefore you have to give yourself that extra space incase you need to emergency stop or swerve.

Kimmo: Motorcycling needs 100% of your attention at all times, which is I find part of the fun!  But in rain/spray cars often can’t see you. The game is to keep thinking of potentially dangerous traffic/road situations and to avoid them as much as possible or be ready. KEEP YOUR HEAD TURNING WHEN CHANGING LANES & IN INTERSECTIONS! I often yell the command “Headcheck!” when I ride bicycles in the neighborhood with my kids.

Eric: Manhole cover and painted lines will be slippery, it is best to avoid them.

Matt: Watch out for cross walks or other painted surfaces that can be slick when you’re making a turn at an intersection.

Iain: Handlebar muffs are way more effective than heated grips and allow you to run with your favorite gloves regardless of rain or cold. They make you look like a dork but they are AWESOME. When combined with heated grips you can have all day comfort with thin MX gloves in cold and/or wet conditions.

Morgan: Never stop or put your boot down in the middle of a lane. That’s where oil and BBQ sauce lurk.

Understanding What You Need from an ADV Tire

There is no one perfect ADV tire on the market, plain and simple. Every adventure rider has his or her own idea of how and where their motorcycle should be ridden, and therefore tire choice will vary.

Think of it like this—if you plan on spending the majority if not all your riding time touring the asphalt roads across the country, the last thing you’d want is a deep set of knobbys. On the flip side, if tackling deep sand and mud is your jam, it’s best that you skip on a tire that only uses light tread.

How do you determine the amount of tread/knobby ratio that is correct for you? Following are the most common ratios below.

80% Street / 20% Dirt

As the category suggests, this type of tires put emphasis on on-road performance. Why exactly? 80/20 tires are designed with minimal tread, which promotes a high level of stability and grip in a variety of conditions you’ll find on the asphalt. Because of the lack of knobby, they’ll also roll smoother with less noise and vibration.

Want to tackle a moderate dirt section? 80/20s will be up to the task as long as you treat your riding inputs with respect. A handful of throttle or brake will cause the tire to break traction and put you on the ground. Deep sand, mud, or gravel will cause issues as well due to the lack of tread.

50% Street / 50% Dirt

 Designed to be the most versatile tires in the ADV market, 50/50 tires put equal emphasis on road and off-road performance. These have a considerable amount of tread, which will do an adequate job providing grip on both wet and dry asphalt.

That tread will go a long way in off-road performance too, with these tires possessing the capability to tackle moderate backroads with confidence. Consider them the jack of all trades.

It’s important to understand that just because 50/50 tires split on- and off-road performance equally, they aren’t the perfect adventure tire for everyone.

They will still suffer on dirt sections in comparison to off-road oriented tires, and likely wear out quicker than pure road tires. That said, these are a great choice if you’re looking for comfortable (but not superb) performance on and off-road.

40% Street / 60% Dirt

Similar in appearance to 50/50 tires, the 40/60s offer slightly more performance on the dirt thanks to sharper knobby edges, deeper tread, and often times softer rubber compounds. The off-road focus here will go a long way in performing in softer, deeper, loamier dirt; meaning you can take your backcountry ride a little bit further.

With that extra off-road emphasis, these tires will lose some of their performance on the asphalt. For example, these will produce more vibration, provide less feedback on twisty roads, and wear out sooner than 50/50s or 80/20s.

20% Street/ 80% Dirt

Ah, finally an aggressive knobby! 20/80s are designed with aggressive tread patterns and sharp knobby capable of handling technical off-road conditions. These are generally known as well-performing off-road tires that won’t get you into too much trouble on the road. They will, however, continue to wear out sooner than the tires listed above.

10% Street / 90% Dirt

Attention hardcore off-roaders, 10/90 tires are the choice for you. Large knobs mean second-to-none off-road capabilities—especially in heavy mud and sand—and can mean the difference between keeping your bike upright and sliding down the trail when things treacherous.

On the contrary, the on-road performance of 10/90 tires is lackluster in comparison to previous options. These are designed primarily for riders who do short stints of asphalt riding only to connect trail networks.

Choosing ADV Tire Compounds

If you’ve been in the market for motorcycle tires before, you’ve most likely seen various options of rubber compounds. But what exactly do they mean and how do they affect the tire’s performance? Again, it’s a tradeoff between grip and longevity.

Soft compounds are highly beneficial in providing better grip but are subject to quick wear. Harder compounds are the opposite. Tire constructed with a harder compound won’t stick as well as their competitors but will do a better job handling big miles.

Choosing between compounds comes down to understanding what you need of a tire. If trotting the globe on a single set of shoes is your goal, choose a hard compound. Need extra stick tires for technical riding? Soft compounds are the answer.

Tire Pressure – It’s Vital

Regardless of the tire, you decide to purchase, always remember to set the tire pressure to the manufacturers recommended setting.

Various constructions, compounds, and sizes warrant different tire pressures, and skewing too far away from the recommended pressures can compromise performance and safety.

TOURATECH-USA

1. A GPS Unit

Like it or not, gone are the days of traveling by the star constellations. The 21^stcentury has delivered a wide range of GPS units that are designed specifically for ADV riding and easily mountable to your motorcycle.

Do your research before purchasing a GPS unit, however. No two GPS units are created equally, and the correct choice likely depends on your riding needs. Just looking for an all-asphalt trek across the country? Chances are a smartphone will get the job done just right. But if you’re looking for a seriously technical backwoods adventure, a dedicated GPS unit is the choice for you. These will point out different trail options, fuel stops, and scenic destinations to make your ride that much more enjoyable.

Oh, and regardless of your decision, always bring a paper map. Batteries die and technology gets broken. Having a map can get you home when all else fails.

2. Earplugs

 It sounds silly (pun totally intended), but a simple set of earplugs can make your ride tens of times more enjoyable. Especially on the open road, engine and wind noise can be deafening and even leave you with long-term effects.

Grab a set of earplugs from the convenience store or look into getting a set custom molded specifically for you. Either is better than skipping on any protection.

Skip on using earbuds or custom earplugs with built-in earbuds. Why? The added noise of music is distracting and dangerous, especially when you find yourself in heavy traffic or technical trail and need every bit of focus.

3. Hydration Pouch

 It’s easy to forget to drink enough fluids on the road. Your either so focused on what’s next, don’t want to lose time stopping to hydrate or have simply forgotten to that you skip drinking entirely. Bad call. This can lead to severe dehydration and exhaustion as your ride goes on.

Throw a hydration pouchon your back that is easily accessible while you’re riding. Fill it with water for a diluted sports drink to quench your thirst while riding, and do your best to remember to drink.

4. Rain Gear

 Mother Nature has a way of making some rides absolutely miserable, and most of the time that comes with rain. Regardless of what the forecast says, always pack a set of rain gear when heading out for a multi-day adventure. The extra pound of gear and lost space in your panniers is completely worth remaining dry as you get trapped in a rainstorm. Trust us, we’ve learned the hard way.

5. Bluetooth Communicators

Bluetooth communicators are arguably the greatest technology delivered to ADV riding in the 21^stcentury. Why? With a comm system, you’re able to have a real-time conversation with your riding mates or backseat passenger, sharing the experiences with each other, pointing out road hazards, or simply passing time on the long highway miles.

Besides, most systems have the capability to connect to your smartphone and receive phone calls in case you’re playing hooky from work or need to answer an emergency call.

6. Satellite Messengers

Satellite messengers are lifesavers, period. Regardless of where you’re at in the world, these simple devices have enough signal to complete simple communication, unlike cell phones. These simple devices allow for two-way communication, the ability to send SOS signals to authorities, and provide your friends and family with your geographical location at all times.

Considering most of these retail for less than $500, they are a must-have if you plan on venturing off the grid. If you won’t buy one, chances are your significant other will.

7. Portable Charger or Power Outlet Adapter

 A lot of the gadgets above require a battery charge, and without it, they’re drop dead useless. Thankfully, most modern ADV bikes come equipped with a DC 12 volt outlet. By plugging in an adaptor to these, you can then plug in any device that is connected through a USB cord or various other plugs.

Your bike doesn’t come with an outlet? There’s various sockets that can be wired into a switched power source, like a headlight, taillight or relay. Never be left without charge.

Continuous EVOLUTION has been the company’s mantra for improving the ZEGA pannier system over the years and it has inspired ‘Evo,’ the name given to its latest iteration. ZEGA Evo combines proven strength and utility while giving riders quick-release capability for easily removing the boxes.

ZEGA Evo provides quick-mount convenience without giving up reliability, even in the most demanding applications. Riders simply slip the hooks onto the rack, push the case completely in and close the lever to secure the box. Equipped with a new locking design, the boxes and their contents remain completely secure from theft or tampering.

“We are loving the fact that we can remove the boxes in just a few seconds. Putting the boxes back on is just as quick, easy and secure.” –Matt Lewis, Marketing Manager, Touratech-USA

The company has also improved the ergonomics and feel of the panniers. Their development team created a new die-forging technique that creates rounded ‘finger-friendly’ contours making the release mechanism effortless to operate for easy-on, easy-off convenience. The lid has a tough tongue-and-groove aluminium edge with an integrated silicone seal making a completely waterproof closure.

Touratech’s legendary range of pannier accessories extend storage by easily snapping onto Zega Evo’s pre-installed accessory pins. Fuel cans and bottle holders are a snap to add to your panniers.

Another distinctive feature of ZEGA Evo is its new embossed shape in the styling of the Touratech brand. ZEGA cases by Touratech are often emulated, but never matched for quality and function. The new ZEGA Evo again sets the standard for motorcycle luggage that is ready for any adventure.

EVO Highlights:

• Quick-mount convenienceto easily attach or remove the boxes
• Locking design secures boxesand contents to prevent theft or tampering
• Finger-friendly latcheswith ergonomic die-forged release mechanism
• Accessory readywith attachment pins pre-installed for a variety of mounts
• Modern designwith embossed style accents that also add strength
• Easy access lidthat hinges on both sides or can be removed
• Waterproof storagewith deep channel aluminum edge and silicone seal
• Stainless Steel Rackand mounting hardware included

For Hi Res Images Click Here

Touratech-USA

This is part 1 of our 3 part series focusing on the BMW R1250GS.

This part explains the changes to the engine and there are some big changes!

The addition of the new member of the GS family to the ADV landscape is very exciting and Touratech is at the forefront with a full range of parts and adventure experts with the knowledge to take your ride to the max!

You can see a full transcript of this video below: 

Hello, Ian here with Touratech USA, and here at the shop we’re all very excited about the new BMW R 1250 GS that BMW’s just released the information about, and the bikes are gonna be showing up soon, so I thought it would be a good idea to go through this 40-page press release and give you guys a lot more detail about what’s new on the new bike and the kind of features that we’re excited about here in the shop.

Touratech’s developing a full line of products for this bike, so if your bike does show up, when it does show up, get on the touratech-usa.com website to take a look at our full line of products and see what we have to support you.

Let’s get into the engine on the new R 1250 GS. I’m really excited about the engine, because that’s actually where most of these changes on the new bike are centered. The big term that everybody’s throwing around is shift cam, BMW’s really excited about it, they put it on the side of the engine. Really the most basic level that you need to know about shift cam is it makes the bike run a little bit smoother, makes it get a little bit better fuel mileage, makes it a little bit cleaner on emissions. So we’ll get into more detail about that later, but here’s the really big differences on the bike.

They increased the displacement. The displacement is now 1254 CC’s, that’s up 83 CC’s from the previous model. With that increased displacement you get more horsepower, so the bike is now making 136 horsepower, that’s up 11 horsepower from the previous version. With that increased displacement and some of the wizardry of the shift cam technology, you’re getting increased torque. The torque output is now 105 foot-pounds, and that torque peak, that’s up 13 foot-pounds from the previous model, and that comes in 250 rpms lower.

That’s something you’ll actually feel while you’re riding. This motorcycle has a really broad torque curve, it’s really well set up for enduro riding as well as touring and just being a low effort bike to ride. So that’s gonna be really cool.

Let’s break down shift cam a little bit. What the shift cam technology does is it allows the motorcycle to have two different intake cam profiles. Without getting too technical, what that does is it allows the motorcycle to have an intake cam profile that allows really high velocity and a really good mixture in the cylinder at low rpms and low throttle openings. That’s great for efficiency, that’s great for a smooth idle, that’s great for a strong bottom end power.

The shift cam allows the motorcycle to run in that setting, and then when needed, when you crack the throttle open, you get the motor spooled up, it shifts over, shifts the cam, to a higher rpm setting. The higher rpm setting opens the valves a whole lot further, keeps them open longer, and lets a whole bunch more air and fuel to dump in and then evacuate out of the motor real quickly.

What I thought was interesting from looking at the technical drawings that I could see online about this engine is that in the low cam setting, the low engine speed setting, the intake cam actually operates the engine almost as a three-valve head rather than a four-valve. It does still just tap the fourth valve open just a tiny, tiny bit, but again they’re really maximizing the tumble effect and the velocity of the intake air charge at low rpms by running it in that three-valve configuration. It’s super cool, but it’s really nerdy.

What you need to know is it makes the motorcycle run smoother, it makes it run cleaner, it makes it burn less fuel. And just to give you an example of how much of a difference it makes in running smoother, they actually lowered the engine idle by 100 rpm. I know that doesn’t sound like much, but that’s burning less fuel, and that just goes to show that the motorcycle is running that much smoother at lower rpms that it can sustain a lower idle.

BMW’s claiming a 4% reduction in fuel consumption, and that’s huge. When you think about engineering, and you think about new models of everything, it’s always small incremental changes, and 4% is actually a really big jump. So that’s super cool, that’s great for your fuel range, and it’s also great for the amount of emissions that the bike’s putting out as you’re riding.

BMW changed the oil intake on the motor, they’ve given it a variable oil intake system which is kinda cool. I didn’t know that the bike needed it, but apparently if you’re doing wheelies for a long time down the highway maybe it wasn’t getting oil the way it needed to. So it has a system that can shift where the oil is picked up in the bottom of the engine based on the position of the engine and what the G-forces are doing. It can pick it up from the back or it can pick it up from the front.

They’ve added a second knock sensor, they have a two-knock sensor system on the bike now. That’s so that you can run the bike in areas where there isn’t a good supply of really good, high-quality fuel. That’s important for the guys who are doing world travel. That means they’re allowed to run a higher compression ratio so that where there is good fuel they can get really good burn and really good power, but when they’re running somewhere where the fuel isn’t so good, the bike’ll still run, it won’t damage itself, it’ll just turn the ignition timing back and just run a little bit more calm on the poorer grade fuel. That’s really good for longevity.

And then the last change in the engine that I could see was they added an anti-hopping clutch, which basically just means as you’re putting back torque on the clutch system, throwing some down shifts into a corner, the bike is less likely to skip or lock up the back tire when you just really aggressive dump the clutch out.

Those are the big changes to the engine. If you wanna learn more about the bike or the full product line that Touratech’s producing, visit our website, touratech-usa.com.

Touratech-USA

This is part 2 of 3 and focuses on the electronics package in the BMW F750GS/F850GS. The new offerings from BMW have the motorcycle world abuzz. At Touratech, we can’t wait. We’ve broken down the information provided by BMW Motorrad and done a preview of the F750GS and F850GS.

Touratech will have a full line of accessories for the F750GS and F850GS, so make sure you check out www.touratech-usa.com

Full Transcription:

Iain here with Touratech USA. We’re breaking down the BMW press release for the new F850GS and F750GS. You want to learn more about the products we have available for these bikes, check out Touratech-usa.com.

Now into the electronics package on these new bikes. Again, one of the biggest changes that most people are going to notice while they’re riding is that these bikes have gone to a fly-by-wire throttle system. What that means is, as you turn the throttle grip, the computer knows how much throttle you’re asking for and, depending on what ride mode the bike’s set in or what the traction control status is or anything like that, it’s going to decide how much power it gives you. Now, that’s actually really cool on a bike like a BMW that executes a system like this well because it works seamlessly, and it just makes the motorcycle more functional in a really broad range of conditions.

The other cool thing about fly-by-wire is that you get to use all these different ride modes. Those of you who are familiar with the water-cooled 1200GS, since 2013, you’ve had this GS that has all these different ride modes. The 850 and 750 are now going to have the same kind of ride modes available. As standard, they’re going to have a road mode and a rain mode. These riding modes change what the throttle turn does. It changes what the traction control does. It changes what the ABS does, and it changes what the dynamic suspension does depending on if you have that option selected.

Available options for these ride modes, if you get extra packages on the bike, you get dynamic, enduro, and enduro-pro. Those are additional ride modes that change the way the traction control and all that stuff works. The most important one for most GS guys to know about is enduro-pro mode, and that’s actually calibrated for use with knobby tires riding off road on unpaved surfaces. What that does is it gives you an aggressive throttle turn. It turns the traction control way down so it allows the back tire to turn quite a bit more than the front tire is turning. That allows you to slide the motorcycle. It also turns the ABS off on the back wheel so you have antilock braking on your front wheel but not on your rear wheel, so you can still lock the back tire up and stop effectively and use it to turn the motorcycle off road. That’s really cool on the water-cooled 1200GSs, and it’s really cool to be able to see that coming onto the F850 and F750GS. Just to be clear, the enduro-pro option is not available on the F750GS. That only comes on the 850.

The next thing about ride-by-wire throttle is it allows you to have cruise control. That’s an available option from BMW. Cruise control on an adventure bike is super good. If you’ve never ridden an adventure bike with it, it’s great. Anytime you get up on the freeway, just turn the cruise control on like you would in a car. If you’re going up or down hills, doesn’t matter, holds the speed. Very neat.

The other thing that’s cool, an F800 has never had this before, is the gear shift assistant pro. That is a system that allows you to do clutchless up shifts and downshifts while you’re riding the motorcycle. In the past, these systems have really only been well suited to up shifts at full throttle, and that’s because, on a bike that didn’t have fly-by-wire, the only thing you could really do with an assistant like that was just cut your ignition for a second so the RPMs dropped, and you could click into the next gear. With ride-by-wire throttle, they can make super smooth up shifts and downshifts not at wide-open throttle. You can do it even at partial throttle. Even in the press release, BMW calls it out and says if you’re riding two up, it actually makes the ride much smoother for the passenger because the shifts happen much more quickly, and the revs are matched perfectly every time. That’s really cool. That’s something I’m actually interested to try out. I’m curious to see how it works on a chain-drive bike and on a middle-weight bike like an F800.

They have added an optional LED headlight on the F850 and F750GSs. That’s not really that special. I just think it looks really cool in the photos, so if I was getting one of those bikes, I would definitely get the LED headlight.

The dash is all new. It looks a lot like the dash that you can get on the 2018 R1200GS. It’s a six-and-a-half-inch TFT full-color screen. It’s super bright. You can see it in all sorts of daylight and, on these new models, they have an optional connectivity package that you can get for it, which links up with your smartphone, and you can control Bluetooth playback. If you have a headset on your helmet that’s connected to the dashboard, you can listen to music, you can get phone calls, you can do all that.

Also, there’s an app called Revver and BMW and Revver have worked together and you can now get navigation prompts on the screen with a simple arrow that just tells you where to turn. And that’s super cool for following off road tracks. It’s something I recommend everybody looks at, it’s a really well designed system, and it’s going to come on these new bikes, which is really neat.

The multi controller, if any of you are familiar with the RT or the 1200GS, on the left hand handlebar, also the BMW has it on the 1600GT and some of their other big touring bikes. But they have what’s called a multi controller which is like a twist and click wheel on the left hand side. That’s how you’re going to manage most of the functions on that big dashboard display.

So, that’s a really cool way to navigate that whole system, you don’t have to take your hand off the bar to hit buttons. I’m curious to see how they’ve implemented that. BMW usually does a really good job, so it will probably be very cool.

A new thing that they are releasing on this 850, 750 as well as the 1250GS, is called intelligent emergency call function. And, this is a really interesting system, I’m not totally sure how I feel about it yet, but I’m curious to see how it works. What it does is, you have your phone connected to the motorcycle, via Bluetooth. Because, you know, phone calls, navigation, whatever. The motorcycle has a little microphone and a little speaker on it in the dashboard.

And it has all sorts of accelerometers that are used for the ride modes, but it’s also paying attention, and it senses if you get into an accident. And, it’s looking for, according to the press release, it’s looking for three different levels of accident, one of them, I assume they’re just using G-force sensors and accelerometers, but if you get in a super bad accident, the motorcycle knows that it’s wrecked, it immediately calls emergency services through your cell phone’s data plan, and it connects to BMWs call center. And, they say in the press release, that you can use any language to speak to them.

They have translators, they have people who speak all sorts of different languages, and it’s going to immediately make a call for emergency help, it knows the location of the motorcycle, and it’s going to get aid on its way as soon as possible. Also, at that same time, the loudspeaker on the bike, is going to be trying to yell at you, and say, “Hey, are you alright? What’s the situation?” Try to get more information to give to the aid response.

And that’s super cool. No doubt about it, that’s going to save lives. The second option, or the second level of intervention I should say, is it looks for a moderate accident. I don’t know what their limitations are there, maybe it’s as simple as you drop the bike, and if it feels that the bike falls over upside down, it starts a count down essentially, where it’s going to call for emergency help.

You have the ability to flip open this little button on the handlebar, and press the button to cancel the call, if you don’t need help. But, if you don’t get to the button, it’s going to call aid. And again, it’s gonna call people in, it knows your location, somebody’s going to be trying to talk to you through the loudspeaker on the bike, and assess the situation.

The last level is, manually triggered. So, that’s using the button on the handlebar. You press the button, they call you on the loudspeaker, what’s the situation? Need some help? Maybe not. It’s a really cool system. I’m curious to see how it works out in the real world, but it sounds like, a lot like All star on a GM car, where you’re always connected to some type of aid, which has absolutely saved lives already. It’s very cool to see it on a motorcycle.

Next step down, keyless ride, a lot of you guys are really familiar with that, a lot of cars nowadays have push button start. A lot of BMW motorcycles, Harley Davidsons, KTMs, have keyless entry systems where, you get onto the motorcycle, it has a button that you push to unlock the steering, you push the button again, start the bike right away. It’s pretty cool.

Dynamic ESA, so dynamic electronic suspension adjustment. The F800 had ESA, so non-dynamic electronic suspension adjustment, the F850GS and the F750GS are also now available with dynamic ESA as an option. That system, according to the press release, has a travel sensor that’s built into the rear shock. And so, the bike knows how quickly the suspension is compressing, or what level the suspension’s riding at, and it can adjust the damping and the pre-load on the motorcycle to get the bike riding and sitting the appropriate way.

They also mentioned that this bike has a new system that they call ABS pro, and I’m not totally clear on what that is, but it sounds like standard ABS really just gives you one level of braking intervention, it’s either on or off, like you get on any regular BMW motorcycle nowadays. And, it always works at the same level.

ABS pro, sounds like it’s a system that can work with the ride modes, and can engage in multiple different levels, and in multiple different ways. So, if you have the thing in dynamic road mode for aggressive street riding, the ABS is gonna pay less attention to rear wheel lift off. If you’re breaking really aggressively on a track, it’s going to let that back wheel lift and lock without totally killing all your breaking force.

If you have it in Enduro Pro, it’s going to turn off the ABS to the rear wheel, so you can lock the back brake up in the dirt. So, it’s just a very cool system that uses the electronics on the bike and helps it all work together better for different riding situations.

If you want to learn more about this bike, or any of these products, Touratech’s making a full line for these bikes, you can visit our website Touratech-usa.com, to learn more about it.