From my high desert home in Southern Arizona, through mainland Mexico, across the Sea of Cortez, and all the way up the Baja peninsula, my winter ride would have been the ultimate proving ground for any ADV tire. This February, I chose Motoz Tractionator RallZ tires for my KTM 690 and, needless to say, they got the full review treatment: rocks, sand, and a solid dose of highway miles to tie it all together.

Full disclosure, this is not my first set of MotoZ tires and I always choose knobbies when off-road is on the menu for any ride. So I knew what I was getting into with these dirt-centric tires wrapped around tubed wheels on my 690: stellar off-road performance with a touch of sacrifice in the longevity department. 

MotoZ is an Australian company who made a name for themselves by launching some seriously aggressive ADV tires in the US market a few years back. The Tractionator lineup includes a range of dual-purpose tires that run the gamut of off-road/on-road use from 90/10 to 50/50. The RallZ leans deep into the dirt (and sand and rocks) with an 80/20 split — perhaps a bit aspirational for my ride, considering the amount of pavement I’d end up taking to complete the 2000 mile trek in under three weeks.

From the fast backroads between Sonora and Sinaloa to the loose climbs along the Cabo Pulmo cliffs, the RallZ rear delivered consistent, confidence-inspiring traction. This tire digs in and feels absolutely planted, even with full luggage and long days in the saddle.

The front tire tracks confidently across hardpack and the ever-present Baja sand. The rear tire performs equally well, delivering solid grip and stability in virtually every terrain. But what really impresses me is how composed they feel on pavement. For a tire this aggressive, the RallZ handles remarkably well on the road. It corners predictably, holds a steady line through curves, and stays planted when braking — even at highway speeds on skinny 690 wheels. Together, the RallZ made the transition between dirt and pavement seamless, and I never felt like I had to tiptoe on the tarmac just because I was running knobbies.

Which brings me to longevity. Let’s be real, this isn’t the tire you buy for long highway slogs— maybe try the Tractonator GPS for that. The RallZ is designed for dirt-first adventures, and it shows. The Baja peninsula is 775 miles long and pavement days are par for the course if you have limited time south of the border like I did. Without measuring tread depth, by the time I got home, my front tire looked to be approaching its half-life and the rear still looked to have a handful of local rides left in it. 

I hate to state exactly how many miles you’d get on a set of these, as every bike and every rider is different. Personally, I plan to go through two rear tires for every front I replace and the RallZ seems to be on par with my metrics. Perhaps the RallZ is not known for going the distance on asphalt, but it’s also not trying to be a 50/50. What it gives up in tread life, it makes up for in pure off-road performance.

The Motoz Tractionator RallZ was right at home during this trip and I would more than recommend it to friends. Whether you’re eyeing a BDR (Backcountry Discovery Route) or just looking for an extra dose of confidence-boosting traction, the RallZ is built for real-deal adventure riding. It’s the kind of tire that I’d run time and time again, because it does exactly what an ADV tire should: it takes a beating in the dirt, stays composed on the tarmac, and keeps the ride fun no matter where you’re headed. If your adventures skew more rugged than refined, the RallZ will certainly rise to the occasion.

MSRP: $132-$307

They also capture the balancing point between form and function. They look cool, no matter if they’re serving as an impromptu coffee table in the garage or if they’re stacked up in camp. Well beyond looks, they’re also tough. They take the abuse, and they’re MIL-STD-810 tested, water- and dustproof, and Grizzly Bear Certified. With that kind of guarantee, I fully expect to pass these Zarges cases down to my son when he’s heading out on his own adventures. Beyond the years of future use, the aluminum construction will be 100% recyclable should it ever truly fail. I also appreciate that they aren’t susceptible to issues with low temperatures like plastic cases are, and I don’t have to worry about broken latches or cracked lids on winter trips. On average, they’re also lighter than plastic cases in similar sizes.

Unbelievable Durability

While I put my cases through plenty, it’s really nothing more than the use I expect from all of my gear. I don’t abuse them, but I don’t want to baby them by any means. My K470-40568 lives in my truck full time and carries my air compressor, jumper cables, tire repair kit, and a few other miscellaneous items. Day in and day out, it rides around strapped down to my Bedslide with whatever else I’m hauling. Outside of some superficial scratches, this case doesn’t look any different than the day I loaded it up for the first time, years ago, and tossed it into the truck. I also have two K470-40678s. One just carries miscellaneous gear, and the other is my dedicated camp kitchen box. All three stack together if needed, and it’s great to have spots for the gear I take on every trip, plus the things that change depending on the destination or activity.

Photo by Rick Stowe

Photo by Rick Stowe

I don’t think I’ve ever really tested the mettle of these aluminum cases, but a good friend has the best testimonial for what you can expect a Zarges box to stand up to that I can imagine. Last year, he was making his way back from a trip out West and, on his very last night, stopped in at a HipCamp in North Carolina. He specifically asked the host about leaving stuff out of his truck overnight, and he responded, “It will be fine; nothing should bother anything.” Well, as it turns out, a black bear decided to bother some things, specifically a Zarges case that my friend uses as a step to get into the back of his Canopy Camper. The bear not only took the case from his camp, but it also spent the next five hours trying to break into the case in the gulley next to his camp. Once the sun came up, my friend retrieved his case. The locked latch had been pulled off, and the case came away with plenty of claw marks, but a five-hour tussle with a bear is pretty impressive. Plus, Zarges offered to replace the case, but he chose to repair the latch with a couple of rivets. Now that’s some gear with a story.

A Case for Every Use Case

When it comes to gear storage at home or on the trail, I really appreciate a system that not only stores my gear but also works well together. Crates or cases that securely stack provide peace of mind when you’re jostling down the trail and optimizing storage space in the garage. Zarges offers several sizes to fit the customer’s needs within their heavy and medium-duty cases, but within those series, you’ll find several common footprints. For example, the 40810, 40568, 40678, and 40564 models are all K470 cases and share a width and depth of 21.65×13.78 inches with varying heights. If those cases don’t work for your use case, you can move up to the group that’s 21.65×21.65 inches. And, of course, there are smaller options as well. Regardless of your rig or what you’re carrying, you can dial in a Zarge case or two to fit your needs.

Customize Your Zarges Case

A sturdy case you can hand down for decades is only the basis for a good gear storage system. Zarges case protects your gear, but their line of accessories keeps it organized and optimized. The K470 that I use for my kitchen kit also features Zarges’ Foam Liner kit. This keeps rattling down with camp dishes and other metal items, plus it helps my DIY dividers to stay in place. I want to add one of the MOLLE Lid Panel to my other case to keep some small items easily accessible. Circling back to the accessories and the ability to stack the cases is the reason I always pack the Bamboo Travel Top along. When I stack two K470s together, the Travel Top makes a great prep surface while seated, and with all three stacked, it’s a great standing height. When it isn’t in use, it folds in half and fits into my camp kitchen box.

A testament to the quality of the Zarges cases is also evident in how other trusted brands in the overland space utilize them and produce accessories for them. My smaller case is outfitted with a Goose Gear top plate so that it can be used as a step or seat without fear of buckling the lid. I’ll most likely add these to my larger cases as well.

Final Thoughts

Without a doubt, Zarges aluminum cases aren’t cheap, but with a quality construction that will stand up to decades of use, a robust line of accessories, and a warranty that even covers bear damage, I firmly place them in the buy-once cry-once category. If they’re ever damaged beyond use or warranty, they’re recyclable. However, I highly doubt that will ever be the case, and instead, I expect my son to head off on his first solo overland trip with a well-worn Zarges case protecting his essential gear and with plenty of fond memories connected to the scratches and dents from trips with dear old Dad.

Customizable Care from Jase Medical

Just like your recovery kit, your first aid should be customized to fit your needs and training. Jase Medical provides customers with the opportunity to order a basic kit that will meet a wide variety of medication needs and then build out the kit from there. The basic kit includes the following medications:

• Amoxicillin-Clavulanate: This is a common antibiotic that can be used to treat a wide variety of ailments, including pneumonia, sinus infections, and dental infections.
• Azithromycin (Z-Pak): The Z-Pak is often prescribed for strep throat, ear infections, and even Lyme Disease.
• Ciprofloxacin: Also known as Cipro, this antibiotic is versatile and often prescribed for UTIs, bite wounds, and the ever-infamous traveler’s diarrhea.
• Doxycycline: Doxycycline is versatile and can treat tetanus and ear infections; it’s been shown to treat MRSA.
• Metronidazole: Also known as Flagyl, Metronidazole can treat Giardiasis, C. Diff, and Bacterial Vaginosis.

The kit also includes corresponding cards that let you know what each medication is a treatment for and the appropriate dosage/course. These make it easy to decide what medication corresponds to a condition and guide you on how to administer it.

While the basic kit can treat a wide variety of ailments that could be severe under the best circumstances, let alone when you’re miles from civilization without access to a doctor, Jase Medical also provides the option to add a wide variety of medications to your custom-built kit. These range from bulk counts of over-the-counter medication to more adventure-specific prescriptions. While not a comprehensive list of what Jase Medical offers, customers can select Acetazolamide for altitude sickness, anti-parasitical medications, antimalarials, antihistamines, epinephrine pens, anti-fungal, permethrin, and much more.

If these options are a bit too overwhelming, Jase Medical also offers a number of purpose-built kits beyond their basic kit and upgrades. These include med kits specifically designed for children, dental emergencies, travel, and more.

Easier than a trip to your local pharmacy

When I first discovered Jase Medical, I was intrigued by the concept but I expected that I’d need to go see my general practitioner, get a prescription, communicate that with Jase, and go from there. Not only was I wrong, but the entire process was quicker and easier than I could have ever expected. I simply logged onto the Jase Medical website, completed health-related forms that were evaluated by a board-certified physician, then the physician emailed me to confirm the purpose of the prescriptions. Once the prescriptions were placed with a pharmacy, they shipped them to my home. From start to finish, the whole process only took five days.

Personal thoughts

While I would be happy to have the Jase Medical kit on hand if I were on an extended trip, I see it as an extra layer of preparedness for plenty of other scenarios. Natural disasters ranging from hurricanes to blizzards can limit access to doctors. Being able to get ahead of an infection in these situations is a great plus. It’s also not out of the ordinary for access to medications to be delayed during such disasters if shipments can’t gain access to the area. For a very reasonable sum, Jase Medical gives you peace of mind at home and abroad.

Quick Take: The VSSL Nest Pour Over is the size of a thermos, but holds everything you need to make a delicious cup of pour-over coffee except for some hot water and coffee. Add the Java G25 Coffee Grinder to the kit, and you officially have a camp coffee set up that would make a veteran barista proud. Just because this combo is compact and built for the outdoors doesn’t mean that you won’t want to use it at home.

“But first, coffee” is an adage that I live by every single day. At home, I use a variety of methods for my morning brew, but on the trail, I try to stick with the gear philosophy of minimalist but adequate, even when it comes to my caffeine fix. I’ve experimented with a variety of French presses, but none of those have really stuck, and I occasionally break out some instant coffee from various brands. Those get the caffeine in the blood system, but they never come close to providing a cup of coffee worth savoring.

When I got my hands on the VSSL Nest Pour Over Coffee Kit, I quickly realized it had earned a place in my camp kitchen box. It’s well designed, durable, packs into a super compact package, and it’s easy to clean. Essentially, it’s everything I’m looking for in my camping coffee gear. What I didn’t initially realize was how much I would use it at home and at the office because it just makes it so easy to have a great cup of coffee.

Everything you need. Nothing you don’t.

In a package that resembles a large thermos, VSSL managed to pack in two double-walled mugs, a pour-over dripper, a splashproof lid, a reusable steel mesh filter, and a storage section. All of the components easily thread together when the kit is packed away. At first, it seems like a bit of a brain teaser to reassemble everything in the proper order, but after brewing a couple of delicious cups of coffee, anyone can pack the kit away without a second thought.

The 10-ounce mugs are great for finishing before your coffee gets cold, and the pour-over nests, pun obviously intended, into the mugs securely, even on less-than-level surfaces. When it’s time to hit the trail, the travel lid is a great addition. However, the reusable filter is a real stand-out in the kit. I found it works best if you pre-wet before adding your grounds. When brewing coffee, it has great flow without allowing ground into your cup, and even though the stainless steel mesh is incredibly fine, the filter rinses out easily, so you’re ready to brew another cup of Joe.

All you really need for two delicious cups of coffee are the VSSL Nest Pour Over Coffee Kit, some hot water, and, of course, your choice of coffee beans.

Back to the grind

Of course, nearly every coffee drinker prefers fresh ground coffee. VSSL has you covered for grinding up your choice of beans with the Java G25 Coffee Grinder. This is the very definition of a great tool in a small package. The G25 fits into the storage compartment of the VSSL Nest Pour Over Kit and makes it simple to add fresh ground coffee to your morning camp routine. The G25 offers an incredible 50 grind settings so you can dial it in to fit your coffee preferences.

When stored, the G25’s handle folds over and screws into place so that it can also be used as a carabiner for attaching it to a bag if you aren’t packing it in the Nest Kit. The grinder knob threads into the catch when stored, and with a magnet, it attaches to the handle when in use. The bean hopper opens with a detent button that’s easy to operate. The 420 stainless steel conical burrs and dual bearings provide incredibly consistent grinds for any grinder, let alone one this small. In short, every aspect of this grinder is next level. Having this in your camp kit is a luxury, and even a serious coffee enthusiast will appreciate the quality and features of this compact powerhouse.

It wasn’t long ago that SUV actually meant sport utility vehicle. Part of this utility was a factory-mounted tire carrier that put the spare in an accessible location. As SUVs became the station wagons of the new millennium, most manufacturers chose to cram their spares under the vehicle. This isn’t an issue when AAA is coming to change your tire in a strip mall parking lot, but it does pose a significant shortcoming to those of us who run larger-than-stock tires and choose to leave the pavement.

Not long ago, I tore a pretty sizable hole in one of my tires while ascending a hill covered with sharp ledges. As a result of the undulations, the back of my 4Runner had too little clearance from the bottom of the spare tire to the ground. There physically wasn’t enough vertical space to get the now very much needed spare tire out from under the vehicle. Thankfully we were able to limp the vehicle to a relatively flat area where we could access the spare and safely change it. That experience re-affirmed my need to find an alternate mounting solution for my spare.

I found that solution to my spare tire woes at one of the Overland Expo events last year. I had wandered into the Rig’d Supply booth to check out their wedge system that was generating some buzz at the event. After an extended conversation with one of their engineers and a fair bit of time checking out the UltraSwing options, I left thinking that it might just be the solution I was looking for and perhaps solve several other shortcomings I’ve spent years working around, such as carrying my fuel cans inside the vehicle for lack of a better option.

The UltraSwing

First Impressions

The UltraSwing and the accessories I ordered to upfit it showed up at my door in a nicely designed shipping box festooned throughout with the Rig’d logo. Inside, each component was in its own, smaller box, likewise branded and clearly labelled and nested together. While the packing doesn’t directly effect the function of the tire carrier, it was clear from that first moment that a lot of care and attention to detail had been put into how the Rig’d gear was packaged. In an overland gear sort of way, it reminded me of the experience of opening my first iPhone box — it was a purposeful, thoughtful presentation. That care, attention to detail, and clear engineering would pervade my experience throughout my time with the UltraSwing. As I unpacked each component, there was a reassuring heft to each part, and all of the steel was wrapped in one of the nicest powder coat finishes I’d seen in a long time.

Assembly and Installation

Assembly and installation were a relatively straightforward and painless process. The Rig’d folks offer both printed instructions and video tutorials for most of the major components they offer. Most of the assembly is intuitive, and where I was unsure about something, I bounced back and forth between the instructions and the videos. I did struggle with two things, both of which turned out to be of my own making. The first was simply mixing up some of the fasteners that were sent in separate bags for a reason. Rookie move, I opened multiple bags at one time and immediately lost track of which bolts of which length went with what. Don’t do that.

The second was that I didn’t evenly grease the wedge that marries the UltraSwing to the hitch receiver. The system works by tightening a bolt accessed through the center of the receiver that pulls a wedge up the angled end of the tire carrier. As it is torqued down, the wedge tightens against the interior of the receiver, functionally merging it with the structure of the vehicle. It is a brilliant design that is truly impressive. Sadly, it’s hidden in the receiver, so it gets a bit overshadowed by other aspects of the UltraSwing design.

Where I struggled was that as I torqued the bolt up to spec, the assembly would ever so slightly rotate in the receiver, which would misalign the holes for the hitch pin between the receiver and the mount. I spent at least an hour struggling to get the alignment to work, all the while rather “colorfully” muttering to myself and thoroughly convincing my neighbors that they might be living next to a crazy person. Giving up, I called the Rig’d Supply support line and talked to an incredibly patient and helpful person who troubleshot the issue with me, concluding that the lateral movement was caused by an uneven application of the grease required between the two sliding surfaces. Sure enough, that was it, and after a quick regrease, all was right with the world again.

Using the UltraSwing

With that, the UltraSwing was in place, and it was time to start using it. (I was tempted to say “kick the tires” right there, but I avoided the dad joke.) The swing out is held in place with a two-component system – the UltraLatch and a large retention pin that acts as a belt to the latch’s suspenders when closed. The UltraLatch is another engineering feat that deserves some admiration. It is a beautifully machined latch and handle system with the latter being wrapped in a soft-touch knurled rubber and bright red anodized set of trim pieces. While it requires a little bit of force to open and close, the latch system does a brilliant job of stabilizing the swing arm against the rest of the UltraSwing and holding it in tension. Through high-speed freeway driving and spirited offroad time, I never heard an inkling of a rattle or any other evidence of movement. Through the combination of the wedge mount and the latch, I was never reminded that I had something hanging off the back of my vehicle.

The arm of the swing out is similarly well designed and built. When open, the large, barrel-style hinge firmly holds the swing arm in position. Though there are four open positions the arm can be locked into with the use of the same pin that augments the UltraLatch, I never felt the need to use it. The rotating mount simply doesn’t move unless you move it. After seeing far too many tire carriers free swinging and occasionally damaging the back of their vehicle or its neighbor, it’s nice to know this one isn’t going anywhere.

An Overlanding Multi-Tool

While the tire mount is the main attraction, the system has a lot to offer to the overlander looking to augment their rig’s capabilities. The addition of the SideHack provides a modular mounting system that extends beyond the tire and is the basis for much of the expandability of the UltraSwing. In its stock configuration, it adds a Molle panel that provides a convenient mounting location for a small gear bag such as their own TrailPouch, or in my case something like my Blue Ridge Overland Kitchen Kit bag. Whether holding kitchen gear or tire tools and air lines, it provides a convenient and easily accessible place for such items.

If you remove the molle panel part of the SideHack, Rig’d has a jerry can holder for either a 20L fuel or water container (the direction I went with the kit). Alternately, you can keep the molle plate or forego the SideHack altogether and mount a Rotopax in their 2, 3.5, and 4 gallon varieties behind the tire. There are also options for mounting a High Lift, MaxTrax, and a few other accessories.

Further expansion is available through its dual hitch system. With the UltraSwing installed, you don’t lose access to your tow hitch. Extending out from the vehicle receiver is another receiver built into the tire carrier that is rated for up to 10,000 lbs. and 1000 lbs. of tongue weight. That’s significantly over the towing capacity of my vehicle and gives me the ability to pull a trailer without demounting the tire carrier. There is a second receiver built into the swing arm itself primarily intended for installing a bike carrier, such as their own RambleRack. (Which as an aside is very much worth a look if you are in the market for a bike carrier with or without the UltraSwing.)

The UltraTable

My aversion to camp setup and tear down had led me to my favorite of Rig’d’s options, the UltraTable. Having a camp table that you can deploy in just a few seconds is the ultimate in lazy camp luxury. The fact that it is extraordinarily well made is just icing on the proverbial cake for me. The table is made of a thick aluminum backplate powder coated to match the rest of the system. The drop-down table is made of brushed stainless steel that looks beautiful and is of food grade construction. Tucked into the stainless-steel table is a full-length cutting board that effectively doubles the size of the table. The cutting board is made of BPA-free, food-grade plastic. Between the two, there is plenty of room for a two-burner camp stove while leaving a decently-sized prep space. The UltraTable has largely replaced my usual camp table when adventuring alone.

Like the UltraSwing itself, the table is rigidly mounted and doesn’t make a sound, even on washboard roads. The fold down component is firmly held in place with a stainless steel latch that doubles as a bottle opener, which in turn holds the panel tight against rubber bumpers.

Takeaways

The Rig’d UltraSwing tire carrier is a rugged, brilliantly engineered tire carrier that provides a platform for a wide range of problem-solving accessories. For me it has ticked all the boxes of what I had hoped for in getting my spare out from under my vehicle and offering a good bit of additional utility along the way. The fact that it is built like a tank, is mounted to my 4Runner as though it were part of the frame, and works remarkably well, has me suspecting that it will be a fixture on my future builds. If you are looking to bring the utility back to your SUV, the UltraSwing system is well worth looking at.

What to Know

UltraSwing

• Available in 3 sizes to fit most vehicles – Mega-Fit, Multi-Fit, and Short-Fit
• Capacity: Supports up to a combined weight of 250 lbs. (275 lbs. for the Mega-Fit model)
• Weight: 65 lbs. with wheel plate
• Integrated Receiver: SAE J684-2014 Tow Rated lower receiver (Class 4- 10,000 lbs/1,000 lb tongue)
• Finish: Zinc prime with a black powder coat finish
• Tire Fitment: Up to 35″ (Short-Fit), 37″ (Multi-Fit), 40″ (Mega-Fit)
• Price: $1599 ($1650 for Mega-Fit model)

UltraTable

• Weight with Mounting Bracket: 22 lbs.
• Static Load Capacity on Table: 125 lbs.
• Table Surface: 25 ½ inches x 13 inches
• Cutting board surface: 17 ½ inches x 12 ¾ inches
• Table material: Food grade stainless steel
• Cutting Board Material: FDA approved food-grade, BPA free
• Price: $399

Quick Take: The Snow Peak IGT Starter Set gives you everything you need for a convenient and well-designed camp kitchen in one package. With built-in storage, a burner, a cutting surface, and even a sink, it’s easy to take care of backcountry cooking duties.

My thoughts on camp cooking have wildly varied over the years. My days of backpacking and bikepacking saw me sustaining myself on dehydrated meals and energy gels. Once I started venturing out in my truck, I added a trusty two-burner stove and a skillet. Then, for a while, I cooked in a big cast iron dish with legs and a burner. That setup was cool, but I still needed a table, some storage, and, if I wanted to boil water, an additional burner. Plus, I’ll always stand by the fact that camp cooking is one of the easiest categories to overpack, and I’ve been on a quest to simplify my setup without reverting back to boiling water and freeze-dried meals. That’s where the Snow Peak IGT Starter Set comes into play.

The Snow Peak IGT Brings Quality Design and Convenience to Camp

Snow Peak’s IGT, aka Iron Grill Table, lineup is designed to provide a modular camp kitchen to fit a wide range of camping styles. The frames are available in a variety of sizes in both collapsible and solid versions, and there are even different leg heights to choose from. The IGT Starter Set includes a pre-selected group of products that handle cooking, storage, prep, and even clean-up in a convenient and well-designed package. And if you’re familiar with Snow Peak, you can probably guess that design goes far beyond the aesthetic. The entire IGT series is intuitive to set up, and it can stand up to life in camp thanks to durable materials and attention to common failure points.

The basis of the IGT Starter Set is the IGT Four Unit Frame and the Standing Height Legs. These components break down and pack into the Four Unit Carrying Case for ease of transport to and from camp. The frame and legs are lightweight, so if you want to pack the IGT over to your neighbors in the campsite, it’s no problem. I do wish the Carrying Case featured individual sleeves for the legs, but that’s my only complaint.

Once the legs and frame are ready, you can drop the individual units in. I usually keep the Flat Burner installed on one end, but it’s easy to mix up the layout to experiment with different options. The Flat Burner integrates into the frame, and the regulator even incorporates a smart clip that allows you to attach your fuel canister off the side. If you don’t feel like setting up the whole system but still want to cook up a meal, the Flat Burner’s included legs allow it to be used on a table or even your tailgate. While I’m far from a 5-star chef, this burner has provided all of the heat control I could ask for.

Utensils, spices, and all of the other small things you need to cook up a delicious meal are wrangled by two Stainless Box Half Units. These are essentially the “kitchen drawers” of the IGT product line. While they may seem simple, they’re sized perfectly for cooking utensils and spices. The flush lids also allow these box units to act as great prep and serving surfaces when they’re in the frame. In transit, you can drop them into whatever storage area you need while on the road.

My favorite piece of Snow Peak gear from the IGT line might just be the Chopping Board Set. This combo of quality folding cutting board and chef knife is a flexible work surface and cutting tool that makes any meal prep a breeze. The cutting board is made of birch and includes rubber feet to keep it from moving around when it isn’t used in conjunction with the IGT frame. When folded, it acts as a case for the stainless steel chef’s knife, and the retention magnet keeps the sharp blade from falling out of the case unexpectedly.

Photo by Rick Stowe

Photo by Logan Patton

Photo by Logan Patton

Photo by Logan Patton

Rounding out this Iron Grill Table kit is the Waterproof Unit Gear Bag. This bag makes for a great way to store additional gear you need to whip up a delicious meal in the wilderness, but it’s also a great camp sink when it’s time to clean up. If you store damp dishes in the Waterproof Unit Gear Bag, the mesh lid allows them to dry and avoid that post-trip funk.

If the Starter Set is missing something you need for your backcountry kitchen, Snow Peak offers a huge array of items to customize your camp kitchen. You can add more bamboo sections, a double burner stove, extra storage, and even connect another frame section to expand your camp kitchen setup. Even when we aren’t camping, the Snow Peak IGT gets brought out for backyard meals at home because it’s so quick to set up and convenient to use.

Takeaway: The 2025 Ducati Multistrada V4 S is expensive, exclusive, but also highly capable and almost infinitely configurable. It can be set up as a high-speed sport-touring two-up tourer or a knobbie wearing ’round-the-world exploration mount. The hugely powerful 170-horsepower V4 motor is light-speed quick, yet still easily controlled at a walking pace on a tight, technical trail far from pavement. New tech and numerous design tweaks for 2025 improve comfort, safety, efficiency and allow riders more control than ever before.

Just over two decades ago, Italian motorcycle maker Ducati, best known for their high-performance street and race bikes, dipped a toe into the off-road world with the first generation of “Multistrada” machines. The bikes caught a bit of blowback for their rounded, somewhat bulbous styling, but Ducati fans snapped them up anyway and proceeded to make them much more off-road worthy than the factory intended. The company took notice, and over the decades, the Multistrada grew and transformed into a steadily more robust exploration platform, culminating in the stout 1260 Enduro model a few years back.

But the Multistrada has never really been about taking on the BMW and KTMs of the adventure riding world; the name “Multistrada” translates to “many roads,” and over time, the Multistrada has truly become Ducati’s jack-of-all-trades platform, with different models skewed towards sport touring, adventure riding, and even some hooligan winks with the Pike’s Peak variant. A couple of years ago, Ducati slipped its new V4 motor into the Multistrada and, for 2025, added some worthy updates to the platform. I recently got a chance to ride two versions of the latest generation Multistrada “S” both on and off-road in the central mountains of Umbria, Italy.

What’s New For the 2025 Multistrada V4 S?

The V4-powered Multistradas use the “Granturismo” motor that makes a claimed 170 horsepower at 10,700 rpm and 91-pound feet of torque at 9,000 rpm, but Ducati says revised rear cylinder deactivation as needed make the engine 6% more efficient and Euro 5+ compliant while being more transparent to the rider. In the six-speed gearbox, the first-gear ratio is a bit lower for improved off-road control. A slipper clutch and up/down quick shifter are standard. A Multistrada 937cc V2 Twin remains in the lineup for those who insist a Ducati has two cylinders instead of four.

The rear seat geometry is revised to give passengers a bit more room, which in turn gives the rider a bit more space. Passengers will find more legroom and less interference from the optional aluminum or polycarbonate panniers. The rear swingarm pivot has been moved ever so slightly (I’m told “1 millimeter”) to better offset chassis squat under acceleration. The rear swingarm is now a two-sided spar instead of a single-sided design, but the Pikes Peak version will still sport a single-sided swingarm.

Multistrada V4 S models that I rode now include semi-active Marzocchi suspension operated by the Ducati Skyhook system. Skyhook now includes a new electronic “Bump Detection” connection between the front forks and rear monoshock. As the front fork operates, an internal stroke sensor sends information to the rear monoshock, essentially telling it what to expect in terms of bumps in the next few milliseconds. It then adjusts on the fly. The system is not active when the bike is in “Enduro” off-road riding mode. Enduro mode allows users to deactivate rear wheel ABS deactivation and automatically lowers front wheel ABS sensitivity. Both Enduro mode and a new “Wet” riding mode restrict motor output to “only” 114 horsepower. The riding modes, safety features, suspension, and even engine braking level, can all be adjusted via menu controls or with the Ducati Connect app.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by Ducati

Photo by Ducati

Photo by Ducati

In Sport, Touring, Urban, and the new Wet modes, the Skyhook system will also automatically lower the bike by 15 to 30mm as speeds dip below ten kph (about six mph) for better control at stops. I first saw this feature on the Harley-Davidson Pan America Special adventure bike in 2020. On the Ducati, the system is weight-sensitive and adjusts how much it lowers. It also levels the bike under load. The lowering feature can be turned off with a simple bar-mounted button.

Ducati Vehicle Observer, known as DVO, has been added to the Panigale sportbikes, and it acts as a systems manager for wheelie control, ABS, traction control, and so on, making adjustments to system dynamics many times per second. Ducati has also linked the front brake to the rear brake lever. If the rider mashes the rear brake pedal in a panic stop, the front brake sees some activation, while the internal digital safety systems vary the amount of front braking according to load, ride mode, and other factors.

The Multistrada V4 S includes active “smart” cruise control by way of radar units front and back. The rear sensor also informs the blind spot warning system by activating yellow blinking LEDs atop the mirrors when a vehicle is in the bike’s blind spot. The smart cruise varies engine output to regulate speed rather than activating any braking. Additionally, the V4 S and Pikes Peak now included an adjustable two-stage collision warning system via the phone-friendly 6.5-inch TFT color display panel. The initial collision warning activates a blinking red collision graphic, while the second warning is a bit more visually intrusive. However, neither warning will activate any braking. During strong braking, the rear tail light will strobe. Ducati has also added a rear red “fog light” to make the bike more conspicuous in low-visibility conditions.

Ride Time: Misty Mountain Hop

I set off from beautiful Gubbio, Italy, with a small group of riders, all of us aboard the V4 “S.” We were split between base V4 S bikes with street tires on cast wheels and no panniers and an equal number of ADV-spec “Adventure Travel and Radar” models fitted with OEM aluminum side panniers and much more dirt-worthy Pirelli Scorpion II tires on spoked 17 and 19-inch wheels. Standard features on the $30,595 Adventure Travel and Radar variant include smart cruise control, heated seats for both passenger and rider, heated grips, a center stand, hand guards, aluminum side panniers, and spoked rims that accept tubeless tires.

Photo by Ducati

Photo by Ducati

Photo by Ducati

Photo by Ducati

Photo by Ducati

Photo by Ducati

Photo by Ducati

I started out on the ADV version but still pressed the pace on the tight, twisting paved roads (above) that often had no centerline. While riding in Tour mode with all DVO nanny systems active, I could not discern how or if the Bump Detection system or linked braking was working, but the ride was certainly smooth, controlled, and comfortable no matter how hard I pushed, so the transparency of the systems appears to be on point. The weather was dry, mild, and partly cloudy, but we soon ascended into the partly cloudy clouds and pointed the bikes onto a long dirt and gravel section.

With the bike in output-restricted “Enduro” ride mode with rear-wheel ABS and traction control turned off, I had no problems climbing the narrow dirt and gravel two-track, which was rutted and slick in spots with brief blankets of fallen leaves and mud from recent rain. At times, visibility was very limited, but despite the occasional rut, muddy stretch, or small G-out, the 530-ish-pound V4 S was easy to ride in standover, even at a walking pace. There was a bit of choppy off-idle throttle response while navigating some technical sections, but it was more of an occasional annoyance than a problem. It’s likely a simple remap could solve it, and it wasn’t the first time I’ve experienced it with ride-by-wire throttle controls.

The “reduced” 114 horsepower output seemed more than adequate. With traction control and rear ABS off, it was simple to spin the rear tire a bit as needed to correct a line or slide it a bit in corners. Soon enough, we got above the cloud line, and the wind whipped across the hilltops as we rode, but between a new Kemimoto heated vest I was wearing and the heated seat and hand grips, I was plenty warm.

Eventually, I swapped to the road-oriented $27,195 base V4 S and began the descent back towards Gubbio on tight, technical paved roads (above) that traced along steep mountainsides. In Sport mode, the V4 S suspension tightens up, and with no panniers, transitions happen more quickly in tight, first-gear turns, of which there were many. I tailed a somewhat more conservative rider for a short while, and in several turns, as I got a bit too close, the collision warning system activated. It’s visible but otherwise unobtrusive and also adjustable in terms of sensitivity.

On a two-lane highway that followed along a river at the bottom of a canyon, I diced with much slower cars and trucks, but passing was never an issue as Sport Mode unleashed the full complement of horsepower and shot me around traffic while a staccato howl rose from the reworked 4-1 exhaust. Heading into corners after passing multiple vehicles at once, the twin 320mm Brembo Stylema monoblocs had no trouble repeatedly hauling down the Multistrada with excellent feel and control from speeds that likely imperiled my international driver’s license.

Soon enough, we were back in lovely Gubbio.

The Do-It-All Ducati?

Ducati has a well-deserved reputation as a top sportbike maker, but the Multistrada V4 S really isn’t designed to chase CBRs at the track – or spar with big BMW GS trail monsters deep in the bush, although with a talented rider, it could give them both a run for their money. Instead, it gives riders options to bias performance either way via the onboard tech, tires, and a long list of accessories. By design, the Multistrada continues to be the most versatile bike in the Ducati lineup, and the 2025 V4 S is a showcase for the latest technologies Ducati has to offer. It’s expensive, yes, but also highly capable, fun to ride, and a good-looking machine in a category that can sometimes produce some style-averse motorbikes.

The Multistrada pendulum swung more towards full-send adventure biking with the recently discontinued Multistrada 1260 Enduro, and then back towards street riders with the super-moto spiced and Öhlins suspended Pikes Peak. The 2025 Multistrada V4 S sits squarely in the middle of that arc, able to blast along at triple digits with little effort or follow a rugged jeep trail through a desolate mountain passage.

Round-The-World adventure ride candidate? I feel the Multistrada V4 S is more of an off-road capable sport tourer, but with the right accessories, tires, spares, and some ADV riding experience, I’d sign up to ride it from Ushuaia to Timbuktu without hesitation.

POSITIVES:

• Hugely powerful, yet still easy to ride at a slow pace off the pavement

• Packed with useful technologies

• All-day comfortable with heated everything

• Italian style

• Loads of options available for many different riding scenarios

NEGATIVES

• At 530 pounds with panniers, it’s not exactly a dual-sport

• Expensive, but generally in line with competition

• Some stumbles at off-idle throttle on my bike

• Kitting it out with Ducati accessories will drive up the price quickly

2025 Ducati Multistrada V4 S Technical Specifications

MSRP: $30,595 in Adventure Travel and Radar trim, $27,195 Base trim

Engine: Liquid cooled ‘Granturismo’ V4, four valves per cylinder, Euro 5+ compliant

Displacement: 1,158cc

Power: 170hp @10,750 rpm; 91.3 lb-ft @9,000 rpm

Transmission: chain final drive, 6-speed, constant mesh, slipper clutch, up/down quick shifter

Rake/Trail: 24.2 degrees  /  4.0 inches

Suspension travel: 170 mm front and 180 mm rear

Weight (Wet): 531.3 pounds

Seat Height: 31.3inch to 35.0 inches depending on seat choice and position adjustment

Fuel Capacity: 5.8 gallons

Colors: Ducati Red, Thrilling Black, Arctic White

Takeaway: Midland is known for their popular CB radios and modern GMRS gear, and they’ve got another winner with the BTR1 Advanced helmet comms system, which includes a lot of features, high-quality sound, sharp design and a competitive price. The Midland Connect smartphone app is robust and easy to use, and installing the comms system is straightforward. It can also connect to other comms systems via Bluetooth, expanding its usefulness.

Full disclosure: I’m a long-time, old-school “Midland guy.” I was chatting with people via Midland radios when I was a teenager, long before there were chat rooms, chatbots, the internet, or the fancy computers we now use for chatting. Back then, we called those Midland devices “citizen band (“CB”) radios” and “walkie-talkies,” and I still have my portable Midland CB radio that goes with me on every long motorcycle trip since I tend to wander into areas with no cell phone coverage. Many rural folks still use CB radios – Midland still sells a bunch of them annually – and I still enjoy the random connection of chatting with truckers and other CB enthusiasts who still mix it up on the 40 frequencies I proudly got a license to use when I was all of 12 years old. I still have that tattered FCC-issued license somewhere…

Of course, Midland went on to expand its offerings beyond CB radios to include modern GMRS radios and such, and recently introduced the BTR1 Advanced helmet communication devices, which we riders typically call “comms.” They’re great for chatting with other riders, making and taking phone calls, and listening to music or other entertainment while riding. It’s another technology I used to dream about – and another layer of safety to have while riding.

The BTR1 Advanced helmet comms are similar in operation and appearance to offerings from market leaders Cardo and Sena, but at an MSRP of $249 for a single unit and $469 for a matched pair, they do come in at a lower price than most units from those market leaders. For this review, I installed a pair of BTR1 units in two different helmets.

Midland BTR1 Advanced: Features and Installation

Installation is fairly straightforward as comms go, requiring speaker and microphone installation inside the helmet and a mounting plate on the left side of the helmet for operation with the clutch hand. The control units themselves connect to the mounting plates on the helmets with strong magnets, allowing for quick removal for charging and theft prevention. Cardo offers a similar mount for their Edge comms, and it’s very handy on both platforms. The magnets are super strong, and I’ve never had a comms unit come loose. The BTR1 Advance also includes a boom mic option (below) for open-face helmets and 40mm in-helmet speakers sourced from audio company RCF. Other comms makers have also teamed with audio companies such as JBL and others for their in-helmet speakers.

Naturally, the comms connect to smartphones by way of the Midland Connect app, which includes settings and setup of the BTR1. There’s also an FM radio built into the units that, once set up with the app, do not require a connection to the app in case you want to ride sans phone. As far as apps for comms systems, the Midland Connect app is very robust and easy to use. Once installed, I had the two BTR1 comms units set up and talking to each other in less than five minutes.

Three large buttons on the BTR1 make switching modes and features fairly simple, but there are a lot of options to keep track of. Fortunately. The app does have a cheat sheet built in, and after initial setup, the comms are pretty much dialed in for must use case scenarios. Two smaller buttons on top control audio volume. A stubby antenna sticks up out the top of the unit. Competitors with a pop-up antenna allow it to fold down, but Midland’s is encased in a fixed but soft rubbery fin that’s essentially impossible to break, which I feel is a smart design choice.

Audio quality with the RCF speakers is quite good, even better than expected, but as with all comms systems, speaker placement inside the helmet is key to optimizing sound quality, so if the audio level is weak or the sound seems tinny, move the speakers around in the helmet, which is easy since it uses velco-like fasteners. Midland includes spacers for getting the speakers closer to your ears, but in my Bell helmet, they were a bit too close, so I just installed the speakers without the spacers and still had good sound quality. Like every comms system I’ve used that are not earbuds, bass response is quickly overwhelmed by road and wind noise, especially at freeway speeds, although the small circular pads on the speakers did help keep it minimized.

The BTR1 will also interface with onboard comms systems built into some motorcycles, such as BMW, Ducati, Harley-Davidson and others, but setup can be tricky. For best results (and full duplex chat capability), talking to another BTR1 unit seems like the best plan, but I do appreciate the flexibility to connect to other systems.

Using the Midland BTR1 Advanced while riding

Once set up, I mainly used the Midland BTR1 to chat with my passenger while we were both wearing full-face helmets, since the “yelling method” (also known as the “WHAT DID YOU SAY?” method) is rather tiresome. I also used it with another rider who was on their own motorcycle, and the BTR1 system will group duplex chat (like a phone) with up to four riders total using BTR1 units. If another rider is using a different brand of comms, the BTR1 will typically be able to connect to it, but they can’t join a group so it’s just one-to-one in that mode as long as they have Bluetooth capability (most all do).

I was able to connect the BTR1 to a Sena 50 C comms system with little trouble by using the Midland Connect app, but the range was limited mainly to line-of-sight or about a quarter mile at the most before the audio began to hash and drop out.

Otherwise, the Midland BTR1 worked well, including on a very long day of riding, where I listened to music and talked on the phone while heading into the boonies. Midland claims a 23-hour battery life for the BTR1, and I had it on for at least 12 hours. At the end of the day, the battery level was at 50%, which was impressive. Other comms I’ve used typically can’t do a 12-hour stint without some recharging. The BTR1 uses a USB-C connection for charging, and it will also work while connected to power, so using a small power bank would allow for pretty much unlimited usage time.

Sound quality is quite good with robust bass output from the 40mm RCF drivers, aided by the little padded donuts that help seal out wind noise – something competitors do not include. The comms generate plenty of volume, and the music doesn’t distort until it calls for a lot of bass response at maximum volume, which is, again, typical, but I rarely have it that loud. In urban riding, the sound quality with music is quite good and enjoyable.

When talking on the phone during city riding, callers had no idea I was on a motorcycle until I told them. The audio was clear, and the wind noise reduction, called DNK, seemed effective. At highway speeds, most people could tell I was riding, but conversations were still clear and didn’t require talking at high volume, thankfully. You can’t ask for much more than that from a comms system.

Conclusions

Overall, I was pleasantly surprised by the performance of the Midland BTR1 Advanced helmet comms system. It would be easy to say they’re the newcomer to comms versus Sena or Cardo, but in reality, Midland has been around for decades longer than either competitor, and they know a thing or ten about communications gear. For the price, you get a lot of performance, and they have a cool, sci-fi look as well, with small blue LEDs that strobe a bit while in operation. In my opinion, the rubber antenna, long battery life, magnetic mounting system, and earpiece pads are all bonus features at this price.

In the complaints department, I don’t have much except to say other brands are beginning to utilize cellular system piggybacking to enable long-distance intercom ability, which largely solves the issue of keeping in contact with other riders – as long as there is a compatible cell phone signal, which is most places these days. In places with no cell coverage, the range of the BTR1 is decent and competitive. Midland doesn’t appear to have a “mesh” system that leverages multiple comms units in a group to extend range, but for the price, I’ll give it a pass. I’d love to see a system like this incorporate a CB radio, but I know that’s asking a lot.

Even if you just need one unit, I’d recommend getting the twin pack for kitting out a passenger helmet or loaning one to a friend on a group ride.

Midland BTR1 Helmet Communication Systems, MSRP: $459 (for two units)

• Up to ¾ mile range per Midland in optimal conditions, real-world range is about half that
• Easy Bluetooth connectivity to smartphones and some OEM motorcycle display systems
• Midland Connect app is easy to use and effective
• Speakers by RCF provide decent sound
• Digital Noise Killer for clear transmission and clear audio works well
• Automatic volume control works well
• Voice alerts for some functions but no operation by voice command
• FM radio built in with digital radio access via Midland app
• Also available as a single unit for $229

Quick Take: The Alu Cab 3-R Expedition Tent is a feature packed rooftop tent that provides a cavernous amount of space in a durable package that can stand up to countless trail miles. Out of the box it’s comfortable and far from barebones, but the end user can choose from a deep catalogue of accessories to dial in the tent to meet their needs.

Editor’s Note: The Alu Cab 3-R Expedition Tent qualifies for OK4WD’s 10% discount on tents for their Black Friday Promotion!

Over the last decade, I’ve had the opportunity to own and test out a wide variety of rooftop tents across several makes and styles. Some have been great, some have been less than stellar, but none have offered the durability, features, and comfort, that the Alu Cab Gen 3-R Expedition brings to the table.

My first experience with an Alu Cab rooftop tent was actually on the very first Overland Expo Ultimate Overland Build back in 2021. During my time with that rig, I was impressed with the ease of deploying and packing the tent, plus the cavernous interior. Three years later, I see the evolution of that tent in the 3-R Expedition model. The comfort and trail-ready durability are still present, but a more refined design and features are included. Measuring 82.5” x 51” with a 63” peak interior height, there’s no lack of room. It’s spacious for two and luxurious for a solo traveler. It’s difficult to quantify the comfort of a mattress, but I’ve had zero issues with this excellent option from Alu Cab. The same goes for my wife and a buddy who borrowed the truck for a weekend at a festival. For what it’s worth, I sleep in the 3-R as well as I do at home.

Durable and Sleek

The exterior aluminum shell on the 3-R Expedition provides the durability a tent needs, especially one that’s on a truck that’s exploring the Eastern woodlands. Even on nontechnical trails, it’s not uncommon to come across low limbs or tight green tunnels of foliage. Soft-cover tents can’t stand up to this abuse without scrapes, and even tears in the vinyl covers, but the Alu Cab just shrugs it off. Plus, the wedge design is tapered at the feet on both the sides and top to provide a sleek look and improved aerodynamics. 

Photo by Rick Stowe

Photo by Rick Stowe

Comfortable Backcountry Accommodations

While shelter is the main mission of any tent, keeping you warm and dry is the minimum requirement for staying comfortable. The Alu Cab 3-R Expedition tent offers a wide variety of included and optional features that up the comfort it provides.

Above the main window, a spring bar awning allows generous airflow. Even during heavy rains, this cover allows you to keep the window open. When not in use, you unzip the sides, roll up the material, and keep it up and out of the way to streamline setup and packing. The optional Side Rain Cover can attach to either side of the tent via Velcro plus a small bracket. It provides cover as you enter and exit the tent, and it also allows more of the door material to be left open for ventilation during rain.

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Up top, the 3-R Expedition offers full-length tracks to add load bars. Of course, these could be used for additional cargo, but I plan to add solar panels in order to take advantage of the industry’s first solar pre-wire that’s included with the tent. This routes through the top half of the tent, with a Anderson SB50 mounted on the bottom corner. This wire routing also provides power to the outlets included inside the tent so that it’s easy to keep electronics charged throughout the night. Uptop a GP Factor cover shields the positive pressure vent from damage.

A pass-through heater port makes it incredibly simple to hook up a diesel heater or even a portable air conditioner for exceptionally cold or hot trips. Inside, you’ll find two of my favorite accessories that I honestly underestimated: the Tent Backrest and the Interior Drop-down Table. At first, I thought these were just nice touches, but both have far surpassed my initial impressions about the level of functionality they provided. The Tent Backrest is obviously great for sitting comfortably in the tent. You can dial in your favorite level of reclining as you click through the settings on the backrest frame. It’s great for watching a movie or reading, but I have found another use where it truly shines. When I’m looking for camp and I’m short on daylight, I’ve been known to settle for a less-than-level spot. Instead of worrying about keeping my head higher than my feet, I can avoid that terrible morning headache by raising the Tent Backrest up one notch and catching some Zs in peace. On several trips, I’ve slept this way with zero problems and avoided turning the truck around, leveling with whatever was handy, and chasing that perfectly level camping spot.

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Likewise, the Interior Drop-down Table seems like a must-have after only a few months with it. We’ve watched movies on a cold night, enjoyed some coffee on a drizzly morning, and more than once, it’s served as a nightstand for items that wouldn’t fit in the interior pockets of the tent. When not in use, it’s literally up and out of the way, and it can be deployed or stored in seconds. This handy accessory works for the Alu Cab Gen 3.1 rooftop tent, the Gen 3-R as tested, the Canopy Camper, the Khaya Camper, the ModCap, and Alu Cab’s roof conversions.

And I’d be remiss to leave out the Alu Cab Shadow Awning and Shower Cube. Both integrate with the 3-R tent with specialty mounts that ensure they’re mounted as flush as possible, and they’re securely attached to the tent. If you wanted to remove the tent from your rig, it only takes a couple of bolts and a hoist could lift the tent, awning, and shower cube in one easy-to-reinstall package.

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

The Shadow Awning integrates into the tent so well with the mounting brackets that I feel like they’re one and the same. Not only does this awning offer 100 square feet of coverage, but it unzips, unrolls, and is fully deployed in seconds. The rear anchor point effortlessly slides into the tent, and a sturdy cam strap keeps it taught. When the winds pick up, the corner leg is easy to fold down, and I really appreciate that it can be anchored with opposing shepherd hook stakes for optimal strength. If the conditions call for more supports, integrated corner straps are built in. The whole thing is made of reflective material designed to keep the shade underneath the awning cooler, and this fabric has proven to be durable and easy to clean.

Ease of Use

You might think that all of these features and add-ons would complicate this tent, but that couldn’t be further from the truth. If you need or want to get in the tent in a hurry, all you have to do is pop the two rear latches, slide the ladder into the mount on the tent, and climb in. When it’s time to pack up, the same principle still applies. Unhook and collapse the ladder, pull the tent closed with the webbing handle, and close the latches. Even the task of packing the material away is practically hands-free since the heavy-duty elastic shock cord gathers the tent fabric as you close the shell. Alu-Cab also designed the 3-R Expedition with a generous overhang between the top and bottom sections of the exterior, so there’s little chance that some fabric will hang out when the tent is closed.

The Alu Cab 3-R Has It All

I won’t say that the Alu Cab 3-R Expedition rooftop tent is a one-size-fits-all solution, but for traveling solo or with a partner, it’s rather incredible. It’s incredibly durable, it offers excellent storage and comfort solutions, and the list of available accessories are all as equally well thought out as the tent itself. It fits great on my ZR2, and at many events, I see Alu Cab tents on a wide range of mid-sized trucks, larger full-sized models, and even SUVs.

What to know:

• Features: Formed aluminum construction, black out material, insulated roof panel, heater vent, and solar panel input.
• Closure: Two lockable rear latches
• Cargo Capacity: Up to 110 pounds of cargo can be on the roof when the tent is open.
• Mattress: 3-inch high-density foam mattress
• Weight: 167 lbs.
• MSRP: $4,399

Quick Take: Royal Enfield takes on all comers in the 450cc class with a new version of the Himalayan. With a new modern engine, Showa suspension, ABS, ride modes, a high-tech display and a price substantially lower than many competitors, the tough but attractive Himalayan 450 makes entry into the world of real-deal adventure motorcycling easier than ever. Start planning your big adventure.

– William Roberson

Renowned climber and adventure guy Owen Clarke dropped off the 2024 Royal Enfield Himalayan 450 for this review after blasting around Utah and then Central Oregon on the new adventure machine from India. When he pulled up, I had to laugh: It was Royal Enfield Press Bike Number 5, the exact same Hanle black and gold Himalayan 450 I had ridden – and crashed (below) – on a press launch in Utah some weeks prior.

The crash bent the rear brake lever up 90 degrees and tweaked the handlebars a bit, but I bent the mild steel brake lever back into service trailside and finished out the Utah ride without any additional miscues. Definitely a tough bike – and one that impressed me so much that after the Utah ride, it topped my list to replace my venerable 1995 Suzuki DR650SE, which will turn 30 this coming year.

All patched up, the company added a triplet of OEM aluminum panniers as part of its “Adventure Package” option and sent Number 5 on its way to Clarke, who also downed it on his travels, but without any damage. The $2,400 Adventure Pack includes three aluminum panniers with mounting racks, lower crash bars, radiator shield, Hanle black and gold paint, upgraded seats, a larger windscreen, a pannier liner bag, and a bike cover. The lower crash bars were still nicked up from my crash, and Clarke delivered it covered with a coating of Oregon mud, so in repayment for the abuse it had received, I gave it a thorough scrub. Save for a few nicks and scratches, it cleaned up pretty well, and as adventure bikes go, it’s a good-looking rig. Would it still impress over a weekend ride-and-camp adventure on those stock tires?

Royal Enfield Powers Up

The new 40-horsepower liquid-cooled “Sherpa” motor – the most modern engine Royal Enfield has ever produced – also makes a solid 30 pound-feet of torque. Unlike its 411cc predecessor, the Himalayan 450 is right at home going 55, 65, or 85 miles an hour. It can touch triple digits in the flat, even with packed panniers and a full-size taco-addicted rider aboard. As such, legal highway speeds in the tall sixth gear are blissful. It’s a big step up from the comparatively wheezy air-cooled mill and five-speed transmission of the original Himalayan 411, which couldn’t reach 80 mph going downhill with a tailwind.

Mt. Adams looms in the distance on the rural plains of southern Washington. Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

For comparison, the Himalayan 450 makes a bit more power than Honda’s new CRF450L – which costs thousands more. Additionally, the new 450 sports a Harris Performance-designed steel tube frame and Showa suspension with a preload adjustable rear monoshock. Front suspension is not adjustable, but since it is Showa and the bike itself is rather inexpensive, riders can upgrade the front forks and still keep costs reasonable. However, I found the front forks to be pretty much spot-on for road riding and all but the most aggressive off-roading. Still, some fork preload ability would be nice when loading up the bike with a passenger and gear.

Gone, too, is the busy 1980s-style cockpit of the 411 Himi, replaced by a single round 4-inch “Tripper Dash” digital display that can show GPS maps when paired with the Royal Enfield smartphone app and a USB cable. However, I struggled to make it work consistently and eventually reverted to using OnX and Gaia on my iPhone to find a good campsite. In “regular” mode as seen below, the Tripper display features an analog tachometer, digital speedometer, gas gauge, clock, gear position, and an array of sub-display options, including range to empty, engine coolant temp, MPG data, and more.

A small joystick on the left bar toggles the display options, but changing to GPS view and some other options requires the bike to be stopped, which I understand from a safety perspective but still found a bit annoying.

Riding In Volcano Alley

I set out early on a Saturday morning with a plan to go on a quick overnight camping trip via some back roads that split through the Cascades volcanoes while the roads (and trails) were still dry. The cold morning air meant Oregon’s weather was quickly turning from late summer toward the damp fall, but dry conditions were expected to hang on for the next week.

All loaded up, I headed north on Interstate 205 out of Portland, then headed east through the Columbia River Gorge on Washington’s State Road 14, a twisting two-lane masterpiece that hugs canyon walls and traces along basalt massifs and redoubts along the Columbia River. Passing lanes are few on SR14, but at the early hour, traffic was light. I hooked left at Carson, Washington, to pick up the Wind River Highway, or as local riders call it: The Road to Randle.

On a map (above), the roads that make up the stretch from Carson (bottom) to Randle, Washington (red pin, top of map) don’t look like they would take long to traverse, but ADV riders should set aside plenty of time for the trip. The (mostly) paved but curving network of tiny rural roads is highly technical and running off the pavement unintentionally will not end well. Riders will also want to make time for the many opportunities to make side journeys to lookout points and to explore forest service roads. It is perhaps one of the most amazing roads in the Pacific Northwest – when it’s open, which is only during the summer and early fall.

There are plenty of options to hop off the pavement and explore the huge network of forest service roads that lead to alpine lakes, secluded campgrounds, and scenic wonders, including the still awe-inspiring Mt. St. Helens volcano and her nearby dormant siblings: Mt. Adams to the east, Mt. Rainier to the north and Mt. Hood to the south just over the Columbia River in Oregon. However, I encountered an early setback. At Northwoods, near the Mt. St. Helens viewpoint, the road was closed due to a washout (not uncommon), but since I was on the 450, I thought just maybe if the washout was “minor,” I could go around the barricades and pick my way across if there was a passage. There wasn’t. The road was gone, with no safe alternative passage to cross the abyss, even if the Himmie 450 had been wearing knobbies. That’s the way it sometimes goes in volcano alley.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Plan B was to take the light blue route on the map around the closure by way of a forest road, but a few nights before, the PNW Cascades had gotten a first blast of snow at upper elevations, which the forest road leads straight into. It was no blizzard, but the road was shadowed in most places and the few inches of snow remained, making it too slick to safely navigate on the pavement-suited CEAT skins while riding solo. I turned back and went with Plan C, a route I call the Two Mountain Loop, which traces past Mt. Adams and then crosses the Columbia River at the scenic town of Hood River, Oregon.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Ticking along on (mostly) paved roads through tree tunnels colored by fall (above) and open tracts of farmland that dot the Cascades, the Himalayan 450 is in its element – especially since it is wearing those same OEM 80/20 (90/10?) CEAT tires that it had in Utah. When the off-road sections of the Utah ride were dry, they actually fared well.

Eventually, I pulled off the pavement and picked my way up to a distant campground in the Washington Cascades. The CEAT skins had a much better time of it on the much more grippy volcanic basalt gravel than the oil-slick wet clay of the Utah Rockies. I went around the few muddy sections and managed to keep the bike upright, eventually finding a cozy spot among the towering fir trees of the Great Northwest. Night fell, and I zipped up into my small tent. Frogs along a nearby creek lulled me to sleep. The campground was mostly empty since summer was over in the PNW, save for this one last weekend of clear weekend weather. Rain (and snow) was forecast to return in the next few days.

The morning arrived cold and clear, and in the past, a warm jacket and layers were enough to keep this camper cozy against the frost, but I’m getting older and seemingly less impervious to the cold. Lately, I’ve been trying out heated gear and on this trip I brought two key bits: heated pants and a heated vest by Kimimoto, who are perhaps better known for their saddlebags and such. But they have a new vest out that incorporates new materials that reflects body heat, and it runs for hours off an included battery pack via USB, so most portable powerbanks will work with it. The pants are worn as a liner/layer and use a proprietary powerbank and I was impressed with the quality and fit, and they will also plug into a 12-volt harness connected to your bike if you need long-term heating. Both included a clever D-pad that controls multiple heat settings in multiple areas of the pants and vest for customizing the heat output. Along with a pair of Tour Master Synergy heated gloves (also battery or 12-Volt) and a good neck warmer (which the Kimimoto vest can compliment), I was snug as a bug rolling out of the campsite in sub-40-degree temperatures.

I followed my familiar but always beautiful (and still technical) route down through deep canyons and through small towns like Klickitat, named for the river that runs through it and the First American people that are still present in the area. Along the roadway, tribal members sell freshly caught salmon out of coolers from vans at a fraction of the price found in stores. I stopped and picked up some deep red salmon steaks that were carefully packed in ice and ziplock bags, and tucked them into a pannier. The cold temperatures would hopefully keep them fresh for the few hours I needed to get home, which included an expected cold passage to 4,000 feet as I circled Mt. Hood.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

I reconnected with fabulous State Road 14 heading west, gliding along rock walls with the mighty Columbia River on my left. In this area, SR14 is a wide, sweeping two-lane passage that follows the shores of the Columbia. The speed limit is 55, but most drivers and riders go ten over (or more), and the 450 rolls along in comfort at 65 to 70mph. Eventually, I arrived in Stevenson, Washington, across the river from Hood River, one of the earliest settlements in Oregon. The towns are connected by the Hood River Bridge, which celebrates its 100th birthday this December. It is a product of its time: harrowingly narrow, with a transparent steel grate for a roadway that stretches over 4,400 feet, most of it just a few dozen feet above the waters of the Columbia, which are placid today thanks to multiple hydroelectric dams. Back when it was built, the Columbia River was still a wild and flood-prone waterway with rapids, waterfalls, and jumping salmon headed out to sea or back to the headwaters to spawn. Today, Hood River is a wind and kite-surfing mecca due to the dam-flattened water and the reliably gusting winds through the Gorge. Still, crossing the bridge is not for the faint of heart, especially when the wind is howling, but on this morning, it’s just breezy, and I thread the 450 past semis and SUVs struggling to stay in their too-small lanes across the span.

Once across and having paid the $3 toll, I gas up, get some breakfast at a food cart, and point the 450 up Oregon Highway 35. The city of Hood River sits at about 280 feet above sea level; in less than an hour, I’ll be crossing the pass at Government Camp, which is right at 4,000 feet. Skies are sunny, but nearby late summer wildfires have tinged the blue with smoke, and the usually majestic Mt. Hood appears like a towering specter in the haze, perhaps fitting for a dormant volcano just a few dozen miles from its explosive partner, Mt. St. Helens.

Traffic picks up a bit but the 450 has no trouble accelerating to well past 55 mph up the grade as it spins up in fourth or fifth gear. The Sherpa engine nears its 9,000 rpm redline as I slingshot past chugging RVs and trucks at well over the legal limit, and some vibration seeps through the footpegs and bars, but it’s only just noticeable and not intrusive, and certainly at a lower level than my DR650SE. Cresting the pass where skiers exit to climb another 2,000 feet to iconic Timberline Lodge and its many ski runs, I click to sixth gear and begin heading down the grade towards mountain towns like Zig Zag, Wemme, Welches, and Sandy that dot Highway 26 on the way back into Portland. Turn after turn presents a close-up view of the 11,250-foot Mount Hood, and some cars sway across lanes as drivers try to snap cell phone photos while navigating. Highway 26 can be a bit of a blood alley as it requires full concentration to navigate safely, and I give the many Subarus and Broncos a wide berth until blasting past on straight sections. I am thankful for the 450’s power and handling as I finally arrive in Sandy, which marks the entry and exit from the Mount Hood wilderness area. Highway 26 grows to four lanes and becomes busy with traffic as it leads into Portland, and soon enough, I’m back in my driveway, hosing the mud off the Himalayan 450 before another press member arrives to pick it up the next day.

One Size Fits All?

Despite my crashing this particular bike in Utah and Clarke’s similar hard riding during his review period, sturdy Number 5 ran flawlessly during my review. I bought a Royal Enfield INT650 in 2020 after reviewing it for another publication as I was impressed with the bike’s style, quality and easy rideability. As I learned more about Royal Enfield – and even got a chance to ride the Super Meteor 650 in India – I’ve come to appreciate the company’s philosophy around motorcycle design. In India, motorcycles are beasts of burden. They must be simple, reliable, affordable, tough, and affordably repairable to survive the brutal riding conditions in India. Huge power and high speed are very low on the priority list – in India. As Royal Enfield focuses more on markets outside of India, they recognize that in many places, some poke and power are higher on the “want” list. Thus the Himalayan 450.

With the 450, Royal Enfield has remixed the lovable – but too slow and basic – Himmie 411. The new, modern engine sports power output that equals, exceeds, or achieves parity with many of the other 450-class bikes now on the market or arriving soon. While bike makers already selling in the North American and EU markets often get caught up in competition over who can squeeze the most power from an engine, Royal Enfield’s approach still clearly errs on the side of usability and dependability. But the Sherpa motor, Harris-designed frame, Tripper tech and Showa suspension stir in both modern performance and surprising on and off-road capability that compliments the overall toughness and working-dog nature of the 450.

As a bonus, the Himalayan 450 is a stylish mount, and that’s saying something for an ADV bike. The Hanle black and gold color scheme adds $100 to the price and is well worth it. I said in my first ride review that I’d be buying one at some point, and the longer test ride through my home turf only reinforces that decision. The Himalayan 450 is a great combination of performance, comfort, capability, style, and affordability. Competitors should be on notice. Expect to see it in my motorcycle overlanding travel stories in the future – but likely with different tires.

What to Know:

2024 Royal Enfield Himalayan 450, base MSRP: $5,999 As tested with optional OEM Adventure Pack: $8,136

Adventure Pack includes three aluminum panniers with mounting racks, lower crash bars, radiator shield, Hanle black and gold paint, upgraded seats, larger windscreen, pannier liner bags, bike cover.

• New liquid-cooled, 4-valve 452cc ‘Sherpa’ engine is modern, powerful, and competitive
• ABS, slipper clutch, six-speed gearbox all come standard
• No more highway speed or passing anxiety as on the older Himalayan 411
• Very affordable, leaving room in the budget for needed ADV accessories like panniers, etc.
• Showa suspension covers most any situation but lacks front fork adjustability
• Clever ‘Tripper Dash’ instrument is useful and multi-functional, but GPS/smartphone setup can be finicky
• Lower-mount exhaust means panniers are full-size on each side
• Roomy and comfortable with adjustable seat height and several OEM seat options
• Wire wheels that take tubeless tires are on the way as an option
• Stock CEAT 80/20 tires are not ready for challenging off-road passages but are good on pavement and dry dirt/gravel
• Stock 4.5-gallon tank can just clear 200 miles of real-world mixed riding range
• Stock bash plate is plastic and should be upgraded to metal
• Pretty good looking as ADV bikes go, especially in black and gold (+$100) Hanle color scheme
• Cruise control and a bit less weight would be nice

SPECIFICATIONS:

Engine: Single Cylinder, DOHC with four valves, liquid-cooled, fuel injected
Displacement: 452cc
Compression ratio: 11.5:1
Max power: 40hp @ 8,000 rpm
Max torque: 30lb-ft @ 5,500 rpm
Clutch: Wet multiplate with Slip and Assist
Gearbox: 6-speed, chain drive
Fuel system: EFI ride by wire throttle
Frame: Twin-spar tubular steel
Front suspension: Showa USD 43mm forks with 7.9 inches of travel, not adjustable
Rear suspension: Showa Monoshock with 7.9 inches of travel, preload adjustable via stepped collar
Wheelbase: 59.44 inches
Ground clearance: 9.1 inches
Stock seat height: 32.5-33.3 inches (two positions offered)
Curb weight (fueled): 432 lbs / 196 kg
Fuel capacity: 4.5 gallons / 17 Liters
Front tire: 90/90-21-inch CEAT
Rear tire: 140/80-17-inch CEAT
Front brakes: ByBre (Brembo) 320 mm disc, two-piston caliper
Rear brakes: ByBre (Brembo) 270 mm disc, single-piston caliper, dual-channel ABS, rear-wheel deactivation option
Electrical system: 12V Volt DC with USB-C powerlet on handlebars
Head lamp: LED
Tail lamp: Integrated LED turn signals and tail light

Quick take: The GXT67 Pro two-way radios from Midland are an easy way to add tough, capable, and easy to use communications to your outdoor adventures. The impressive range and battery life paired with GMRS/FRS capability will keep you connected across a wide variety of backcountry travel scenarios.

Communication just makes everything easier. Personal relationships, work projects, and time in the backcountry all prove this statement to be true. For the space required to carry them in your rig two-way, radios should just stay in your vehicle full-time. The list of use cases is nearly limitless, but just to get your wheels turning; you can use two-way radios for communicating with a spotter, forays away from camp, vehicle-to-vehicle comms, exploring near (or far from) camp, and, of course, emergency situations. There are plenty of options out there, but unfortunately, many of them are basically toys, and they don’t stand up to long-term or hard-case use.

When it comes to any equipment I might need in an emergency, or even gear that use in the backcountry, I want to head out without worrying about them failing. The truck radio, a MicroMobile unit from Garmin, has be tried and true for nearly five years, so when the GXT67 Pro radios hit the market I knew that it was time to upgrade the rest of my comms system.

The Midland GXT67 is a 5-watt two-way radio that’s incredibly power to increase the range and talk time. Recently, I reunited with some old friends, and we convoyed for over three hours for a weekend of camping. During that drive, we chatted between trucks nearly nonstop, and as we approached the camp, I asked how everyone was doing on battery levels. And I was happy to hear the GXT67 Pros still had two-thirds of their battery capacity after hours of swapping jokes, commenting on roadside sights, and planning the weekend. The radios can be used while charging, and Midland advertises a 4-hour rapid recharge rate. I, however, found the cradle chargers to work even faster than the advertised time span.

Photo by Rick Stowe

Photo by Rick Stowe

The range and clarity matches the battery life, and I’ve yet to find the limits of the range even when communicating with friends along rugged hikes where line of sight was measured in feet. Plus, with a sturdy construction and water and dustproof rating of IP67 I don’t worry about an unexpected dunking or dusty conditions affecting the operation of the GXT 67 Pros.

The GXT67 offers 5 watts of power, access to 22 standard GMRS/FRS channels, and it’s repeater capable. But this is a bit of an over simplification of the GXT67 Pros channel capabilities. For starters the 8 GMRS repeater channels provides incredible range. Plus these radios features 28 preset privacy code channels, up to 49-user defined channels, and NOAA Weather Alert Radio. The 49 programmable channels can be customized using free software on the Midland website.

Photo by Rick Stowe

Photo by Rick Stowe

In case you are unfamiliar with how repeaters work, a repeater, usually in the form of an antenna mounted on a tower, accepts a transmission, amplifies, and retransmits. This greatly increases the range of said GMRS transmission. Compact and easy-to-install repeater kits are available from Midland.

Keeping handheld radios in the truck at all times also requires them to have charging capability on the go. Midland includes two options for the GXT67 Pros. The cradle chargers with USB-C cables work great at home, and you could use those in your rig, but I appreciate that Midland includes a Snap-on DC vehicle charger as well. The coiled cables make it easy to plug these in without snagging the cord on something, and they’re useable while the radio is clipped in wherever you usually mount them.

And, as usual, I prefer to test the intuitvieness of a product to best understand how user friendly it is. If I can set up a tent, use a camp shower, or in this case, decipher the basic functions on a radio I’m happy with it. Midland did great job with the user interface on these radios, and it wasn’t until I became curious about the privacy channels and some other functions that I cracked the instruction booklets.

Editor’s Note: The GXT67 Pros’ GMRS capability is a big part of what sets them apart from other two-way radios. You need a valid GMRS license to use a GMRS radio in the United States. The license is only $35, valid for 10 years, and covers immediate family members for personal or business use. Midland Radios has more in-depth information on its site here.

What to know:

• Features: Lock Out Keypad, Whisper Talk, Headphone Jack, and Silent Operation
• Battery:  Lithium-ion with16-hour battery life based on average operating cycle 
• Environmental Rating: IP67 waterproof and dustproof
• Warranty: 3 Years
• MSRP: $199.99

Quick Take: The FireCan Elite is a quick-to-deploy and easy-to-use solution for a propane fire pit in the backcountry. Even though it’s relatively compact and packable, it produces an incredible 50,000 BTU/Hr heat output.

For a longtime I was a hold out for this particular category of gear. Admittedly I might be a more of a traditionalist with a healthy dose of nostalgia when it comes to crafting a campfire, and that’s probably the biggest reason I didn’t dive into the world of propane firepits long after the became popular. It’s also worth noting that most of my wanderings are near the Appalachian Mountains, where we rarely have to worry about burn bans and strict fire regulations.

I remember the first time that the Ignik Firecans really caught my eye. It was Overland Expo West 2023, and a deluge of tropical proportions had just rolled through Fort Tuthill Park. As the rain slackened and people emerged from wherever they had been seeking shelter, these compact ammo can-style firepits were everywhere. Based on how happy everyone was to dry off and soak up some propane-powered warmth, I realized there must be something to these packable powerhouses.

Fast forward to late this summer and I FINALLY picked up a Firecan Elite from Ignik. Emphasis on the time period because since the first time I fired it up I wish I had grabbed one before.

Convenience in a Can

For starters, if you’re pressed for time because you got into camp late, you don’t have to worry about starting your campfire in the dark. With the Ignik Firecan, you can warm your hands within a few minutes of getting out of your rig since you just need to hook up the propane, deploy the legs, and start the burner. You can easily dial in the flame from mild to wild, depending on if you’re chasing some ambiance or you really need to warm up.

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Not only is the ease up set up and ignition a huge time saver, but with the Ignik Firecan I don’t have to worry about packing firewood. When I’m basecamping from one spot for a couple of nights this saves a ton of space. Likewise, I also don’t have to worry about scavenging for firewood around camp. Even in the heavily wooded eastern mountains, some popular sites are often picked clean of available firewood.

With an amazing 50,000 BTU/Hr heat output, you can expect the FireCan Elite to keep you and your camp companions warm with ease of use and set up. The FireCan Elite packs down to 12x6x7.5 inches. The optional fire moon rocks are made of blown-ceramic stone, which increases the warmth and heat retention of FireCan. You can leave them stored in the can for easy transport.

Fuel Your FireCan

Obviously, the FireCan series of ammo-can firepits are powered by propane, but you have some options to suit your purposes and build. The FireCan series includes a 5-foot-long hose, but 12-foot-long hoses are available if you already have a hard-mounted propane tank. Ignik offers multiple sizes of tanks and carry cases, including 3.8-lb, 5-lb, and 10-lb options. They also offer “growler” cases that make it easy to carry each of these tank sizes. I opted for the 20lb Tank Case Seat for the tank that I already own. And after several weekend trips with several hours of use, I still have over half a tank left. Obviously, fuel use depends on the height of the flame, but without a doubt, the larger tank options could provide a reasonable campfire every night of a long weekend. The 20lb tank can most likely last a week as long you aren’t planning an all-night fighter or a raging inferno.

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

A FireCan for Everyone

Just like the tank options, FireCan offers several firepits to suit the needs of different adventurers. The regular FireCan is made from powder-coated steel, weighs a few pounds heavier than the test model, and has a bit more barebones than other models. However, I’ve seen plenty at events and in the backcountry, and if you’re just looking for a quick and convenient propane firepit, it’s more than up to the task.

The FireCan Elite is the model that we tested, and it’s crafted of Stainless Steel, tips the scales at just over 10 lbs, includes a 5 PSI Regulator, is CSA Certified and includes a Tank Stand.

Then you have the FireCan Deluxe. This model not only keeps you warm, but you can fire it up and toss a steak on the included removable grill insert. There’s a removable grease tray for easy cleanup, and there’s even a temperature control knob.

After only a couple of trips the FireCan has earned a place in my kit. It really only offers the pros of convenience, portability, and dependability, with the only con being the need to carry a larger propane tank, since I’m probably already carrying one to fuel my camp stove. And that con is definitely small compared to the benefits.

What to know:

• Dimensions: 12 x 6 x 7.5 in | 30.4 x 15.2 x 19 cm
• Weight: 9.2 lbs.
• Hose Compatibility: Inlet, QCC 1 | Outlet Quick Connect
• Heat Output: >50,000 BTU
• Construction: Stainless Steel and Anodized Aluminum
• MSRP: $249.95

Quick Take: The Detour series from Sea to Summit is full of kitchen items that strike a great balance between packability and usablility. Stainless steel construction is durable and easy to clean, while the collapsible silicone components provide excellent space savings. If you’re looking for compact cook kit that will last for years, this is the line you should be shopping from.

Of all the gear categories that overlanders carry, the camp kitchen is likely the one where it is the easiest to overpack. Even though I’m well aware of this fact, I’m also very guilty of it. On the last couple of trips, I’ve been attempting to dial in my camp kitchen, only carry what I need, and minimize the chuck box load out. With a relatively simple cook kit, you can make plenty of meals in camp and not feel like you’re locked into a certain cuisine or cooking style.

A big portion of my minimalistic redesign of my kitchen kit has centered around two bundles from Sea to Summit: the Detour Stainless Steel One Pot Cook Set and the Detour Stainless Steel Utensil Set. These two kits are highly packable without feeling like a kids’ toy kitchen, and they can cover a wide range of camp kitchen needs.

Photo by Logan Patton

Photo by Logan Patton

Photo by Logan Patton

Photo by Logan Patton

Starting with the smaller of the two, the Detour Stainless Steel Utensil Set, as you can probably guess, is constructed of stainless steel. The utensils are sturdy enough to abuse in the camp box, but you don’t have to worry about rattles thanks to the included silicone sleeve that keeps the tools nest together. The matte finish on the handles adds some grip, and the polished ends are easy to clean. The set includes a serving spoon, a slotted spoon, a spatula, and tongs. The spatula even includes a handy bottle opener so the camp chef can stay hydrated.

The tools are just under 12 inches long, and I find this a great size to actually get some culinary work done in the kitchen. They’re not full sized, but they also don’t force your hand halfway into the pot you’re stirring. I’ve also added the Detour Stainless Steel Kitchen Knife to the kit to handle food prep. The Detour Knife is just as well constructed as the rest of the kit, and the blade cover keeps it sharp and minimizes accidents.

Photo by Rick Stowe

Photo by Logan Patton

Photo by Logan Patton

Photo by Rick Stowe

With my utensils covered, the Detour One Pot Cook Set takes care of the rest. Based around a 3-liter pot, this is a great simple cook set for two. The pot has been fantastic for boiling and frying. The unique locking handle design includes silicone for heat resistance, and they lock in two positions to keep the set secure when packed. If you have any reservations about the collapsible nature of this system, you needn’t worry. The silicone ring allows the pot to collapse, but when deployed, it’s as sturdy as any other pot. The 3-ply base helps for equal heat distribution and works great on gas or induction cooktops. The set also includes two shallow bowls that work well as plates and two mugs, all of which use the same silicone collapsing technology to pack down to a five-piece kit that’s only 2.5 inches tall. The handles on the pot flip to keep everything securely packed and rattle-free. If you’re looking to simplify your cook kit without sacrificing functionality, you’d be hard-pressed to find a pot, two plates/bowls, and two mugs that pack down into a smaller package.

Photo by Logan Patton

Photo by Logan Patton

Photo by Logan Patton

Photo by Rick Stowe

The whole Detour series is BPA-free and backed by the Sea to Summit guarantee for the lifetime of the product. Like all of their gear, the system was designed and tested by their passionate and talented team. These pieces are welcome additions to my camp cook kit.

What to know:

• BPA Free
• Stainless construction utensils include powder texture on handles for grip and polished sections for easy clean up.
• Backed by Sea to Summits lifetime warranty
• Triple ply bottom of the cooking pot provides even heat distribution.
• Silicone sections allow for collapsing construction while remaining sturdy when deployed.
• MSRP: Starting at $39.95

Quick Take: It’s never been easier to stay clean in the backcountry than with the Outback Shower from Kakadu. The whole system is easy to use, requires no modification to your rig, works with a variety of water reservoirs,  and packs away into a portable package when not in use. 

I’ve done the days without a shower thing on backpacking trips, on the bike, and even on some long overland trips. Sometimes, you get lucky and take a dip in a nice cold mountain stream, but that’s just not the same as a nice shower to leave you feeling refreshed. Outside of feeling rejuvenated, showering in the backcountry is important for hygiene, and it probably doesn’t hurt your social situation, no matter if you’re traveling with a group or if you’re solo and just crossing paths with the occasional stranger.

Photo: Rick Stowe

Photo: Rick Stowe

I’ve experimented with some other options, but the Kakadu Outback is, without a doubt, the easiest and most versatile camp shower I’ve used. For starters, the whole outfit fits into an optional carry bag that I can store in the bed of my truck, the backseat, or even on the floorboard. With the contents of that bag and a bottle of propane, I’m ready to get cleaned up no matter where the journey takes me.

Powered and Portable

Another huge factor that contributes to the portability and ease of use of the Outback Shower is the onboard battery. If I set up the Outback Shower Tent away from the truck the shower unit has plenty of charge to go cord-free for several uses. When it does need charged up again, it can do so while in use, and it doesn’t take long to top off the battery. 

What’s Your Number?

The first time I used the Outback Shower, I stayed true to my regular review method. I gave the instructions a precursory glance and started to set up the shower. Everything was pretty straight forward and intuitive. Drop the brushless pump into the water container, connect the hoses at the front of the unit, power it on, and once the heating element is lit you’re good to go. 

I only had one minor challenge the first time that I used the Kakadu shower for the first time, and that was the seemingly simple task of dialing in the thermostat on the shower. As it turns 80 degrees is a bit cold, and 95 was bit hot, but somewhere in the middle was fine. That being said, I definitely wouldn’t suggest cranking the Outback to high and hopping in since it’s definitely capable of producing very hot water.

The Outback Shower Tent

Kakadu offers a couple of options for tents, including a vehicle shower tent that you can mount to your roof rack. However, I opted for the Outback Shower Tent for a couple of reasons. For starters, I wanted the option to move the shower setup away from the truck. The shower is portable, so why limit that by having a cube on the truck? Second, it can also be used as a privacy shelter for other purposes. And lastly, because I saw a video of how quick it is to deploy the shower tent. It’s a literal pop-up tent and only requires a couple of locks to keep it upright. 

The tent definitely wasn’t an afterthought for Kakadu. It includes routing for the hose to make the shower head a truly overhead experience. Along the sides of the mesh window you’ll find multiple pockets that are great fits for different sizes of shampoo and body wash. Admittedly I wasn’t convinced the towel holder would work, but it did a great job of keeping my towel dry while using the shower. And there are even overhead LED lights that are powered by the USB power pack of your choice. 

Simple and Clean

In terms of performance, I’ve been impressed with the Kakadu Outback Shower. With a healthy amount of “figuring this thing out” and “fiddling around for photos” in the mix, I’ve still managed to get eight showers and some dishes out of a 1 lb propane tank without running out of gas. If you have onboard propane and/or you’re already carrying a larger tank, Kakadu offers an adapter. It’s hard to standardize water usage, but turning the shower off and on when I didn’t need the water cut down the total water needed for a shower to somewhere around 3 liters without feeling rushed. Kakadu states that the Outback pushes 0.5 gallons per minute for reference.

The pressure provided by the Kakadu is more than adequate for rinsing off soap. And I’ve even used it to rinse off some dishes in camp. That being said, don’t expect it to blast off burnt-on food or to knock the mud off of your rig. I feel like the designers were looking to balance water pressure and water usage, and they did a great job of finding the sweet spot.

Photo: Rick Stowe

Photo: Rick Stowe

Photo: Rick Stowe

While I consider myself to be more on the minimalistic side of overlanding, I think the Kakadu Outback Shower System has found a permanent spot on my longer trips and for events where I’m camping. It’s just too compact and convenient to consider not taking it. I’m already carrying water, so why not add this to the cargo and have access to a hot shower when I want it. 

I do have one concern, and it might be unwarranted, but time will tell. The quick-connect fittings at the base of the shower unit are plastic. While I only experienced minor leaking that was easily fixed by repositioning the hoses, I’m slightly concerned that, over time, these plastic parts will wear or fail. I’d much prefer a brass option, but if and when the connections fail, that DIY upgrade will be on my to-do list. Otherwise, I couldn’t be happier with the Outback Shower System from Kakadu.

What to know:

• Dimensions: Set Up, 17L x 7W x 15H in  Packed, 21L x 10W x 18H in
• Weight: 16 lbs
• Gas Run Time: Up to 4 hours on max.
• Rechargeable Battery: LIPO Lithium
• Battery Run Time: 60-120 minutes
• Recharge Rate: 25% – 1hr, 50% – 2hr, 100% – 4-5hrs (from flat)
• Flow Rate: 0.5 gal/min (5 gallon bucket = 10 minutes)
• Maximum Temperature Output: 122°F
• MSRP: $499

Takeaway: India’s Royal Enfield has joined the modern adventure bike ranks with a surprisingly capable, powerful, and comfortable new model in the Himalayan 450. The complaints against its predecessor, the 411 Himalayan, have been addressed and then some. A powerful new motor, real-world Showa off-road suspension, genuine off-road capability and excellent highway comfort at an almost laughably low price should put the competition on notice.

The big adventure riding question is this: Brands and egos aside, just how big, how fancy, how expensive, and ultimately how capable does an adventure motorcycle need to be to safely and comfortably get you to where you want to go, no matter where on Earth that place may be? It’s both a simple and complicated question, with an unlimited amount of debate, argument, and disagreement built in.

For many adventure motorcycle riders, and especially a motorcycle journalist like myself who is lucky enough to get seat time on a wide variety of motorbikes, there are those rare moments when you say or think to yourself while riding: “Oh wow, this is it. I could go anywhere on this thing.” On a recent North American press ride on the new Royal Enfield 450 Himalayan, I and several other riders had that kind of moment. I know this because we talked about it after nursing our wounds from the press ride – and there were actual wounds for some of us.

Tech and Design

The new Himalayan 450 is not mechanically related to its predecessor and stablemate, the 411 Himalayan. Introduced in 2016, the 411 “Himmie” is based on a dependable but underpowered (outside of India) air-cooled 411cc single that can barely do the legal speed limit when ridden flat out on many U.S. highways. The loveable 411 is nonetheless a popular choice for budget adventure riding due to its simplicity, ruggedness, and low price. It is a backroads pack mule, and it remains in the lineup – for now.

The new Himalayan 450 addresses pretty much every shortcoming of the venerable 411. It retails for $5,799 in base trim form, and there are three trim options built on the base platform. For all the variants, all specifications are identical except for weight due to accessories.

The bikes started out shiny and clean. They would not stay that way for long. Photo by William Roberson

Muddies, crashed but ready to ride. One tough bike. Photo by William Roberson

Photo by William Roberson

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Royal Enfield, founded as a motorcycle maker in 1901 in the UK and now based in India, has only made air-cooled motors until this model. The Himalayan 450’s new “Sherpa” engine is a clean-sheet, 4-valve, 452cc liquid-cooled fuel-injected single that produces 40 horsepower at 8,000 rpm – up 12 horsepower on the 411. Redline is a lofty 9,000 rpm, compression a stout 11.5:1. Torque is 40Nm/30 lb-ft at lower rpms, up about six from the 411. The Sherpa spins a new six-speed gearbox and is controlled by a ride-by-wire throttle. For comparison, the Honda CRF450RL makes 38 horsepower at 7,500 rpm and 27.8 lb-ft of torque at 6,400 rpm. It also costs $10,099.

A Harris Performance-designed steel tube frame carries an adjustable rear Showa mono-shock and non-adjustable 43mm Showa USD forks, both with 7.9 inches of travel. Single Brembo “ByBre” disc brakes grace both wheels, and the dual-channel ABS can be switched off to the 17-inch rear wheel while ABS sensitivity is reduced to the 21-inch front hoop, but it cannot be turned off completely due to regulations in some markets. Ground clearance is 9 inches, and weight comes in at 432 pounds fueled for travel, about 10 pounds less than the 411, even with the bigger 4.5-gallon tank nearly topped up.

The 450’s modernization continues in the cockpit. A 4-inch circular color “Tripper Dash” TFT screen (above) can show detailed Google Maps when paired to a smartphone and the Royal Enfield app. It can also show phone ops, music information, and a simple analog/digital mix of tachometer and speedometer as shown. The current speed is always displayed across all modes. A small left bar pod joystick and buttons on the right pod control the Tripper’s display while stopped, with reduced functionality when in motion. It is not a touchscreen.

Riders can switch between Eco and Performance ride modes and toggle ABS, but only while stopped. Two trip meters, both real-time and average fuel economy, and a few other metrics can also be shown, including a range-to-empty estimate for the 4.5-gallon tank, which Royal Enfield says will provide well over 200 miles of range from the thrifty 450. There is a gas gauge in the center of the display. Stout metal crash bars on each side of the bulbous gas tank come standard and feature mounting points for gear. There’s LED lighting all around, and the turn signals function as brake lights. The 450 rolls on wire spoke wheels that require tubes, but wheels that allow tubeless tires are in the works for the near future.

Ride Time

The day spent riding the new Himalayan 450 on and off-road through high-elevation locations in Utah’s scenic BDR backcountry started off pretty much by the numbers, and then quickly became a challenging skills test for all involved. Many riders, self-included, ended up on the ground at some point, some more than once, and a few riders came away with minor injuries, thankfully none too serious. Everyone got very, very muddy and generally very sore. Adventure riding can be a solid workout.

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo by Gabe Dilla

We began with an easy, scenic stretch of highway riding along Route 40 under mostly sunny skies, and initial impressions were favorable; the Himalayan 450 is very much at home on the open road, and most importantly, it’s plenty fast, with a top speed reportedly in excess of 100 mph and actual passing power on tap. I was able to easily dial up 90 mph and that was at close to 10,000 feet in altitude with a large, heavy rider (me) aboard. Quite an improvement over the old 411, which could barely manage 75 mph flat out at sea level. Blowing down the highway well above the legal limit, the 450 was calm, comfortable, and not hyperventilating like the 411 can at maximum effort. To me, it felt similar (but better) than my trusty Suzuki DR650SE. There’s a small bit of buzz in the pegs and bars at higher RPMs, and we had taken the rubber comfort pucks out of the pegs since off-road excursions were on tap.

Soon, we turned onto a graded dirt road that snaked along a river for some photo passes. Thunderheads began to rumble nearby, and it was at this point that many of the riders realized our presently shiny, clean Himalayan 450s were riding on stock-from-India CEAT Gripp Rad 80/20 tires with the barest of siping. They had decent grip on the short stretch of dry and flat-graded dirt road we were on, but as a thunderhead passed over and raindrops began pelting down, many of us began to wonder how the tires would cope with actual mud. We quickly found out.

After crossing a wide but not too deep stream as rain showered down, my front wheel caught the edge of a deep puddle, and with the clay-heavy Utah soil now slippery as ice, traction disappeared instantly. The front end washed out, and down I went (below). Unhurt except for a skinned elbow and my pride (thanks, Tour Master Mariner gear), I popped up immediately, righted the 450, and remounted. The brake pedal was bent sharply upward from the crash, but I simply stood on the mild steel lever, and it bent back into a usable position – for the most part. Later, when I asked how much a new one might cost, I was told $20. That’s quite reasonable and is a good example of Royal Enfield’s ethos of making certain parts that can be bent back into place while riding or replaced for minimal cost later on.

The bike features automatic engine kill in a crash, so I cycled the key, clicked into gear, and gassed the 450 to catch up with my group. On a dry, relatively straight, and flat Jeep/OHV road, I made good time, the surprisingly compliant and well-damped Showa suspension soaking up the bumps and returning a feeling of control and confidence. Miss a shift and it’s no problem, as a slipper clutch is standard.

Up ahead, I saw the rider ahead of me nearly get bucked off his 450 as he encountered a deep but hidden rut across the trail at speed. Still going in a straight line, I put trust in the ABS, grabbed a lot of front brake, added in some skidding non-ABS rear brake, and then released them as I neared the small gully to let the suspension have full travel.

The impact used up pretty much all of the Showa’s eight inches of front suspension travel, but I had slowed just enough, and the 450 remained in control despite the big hit. I dialed back the speed for safety’s sake and still made good time, enjoying the capable 450 on mostly open-range, dry dirt roads threading through beautiful canyons and mountain-top scenery. Then things got technical. And very, very muddy.

Our lunch stop was set for a campground well above 9,000 feet in elevation, and thunderstorms crossing the mountains had left behind numerous slick sections, often with deep mud puddles. Ascending the steep, rutted, technical passage to the rest stop, the 450 Himalayan capably navigated ruts, roots, rocks, and other obstacles while the tires fought for purchase, especially around the edges of deep, lane-spanning puddles. Some puddle ponds I could go around, others left no choice but to power through (above).

Riding alone on a downhill section close to the lunch stop, I crossed a large, muddy, puddle-strewn section that immediately clogged the CEAT’s meager tread, and while I stayed upright, the Himalayan 450 slid and shimmied while crossing the morass. The spot later claimed numerous riders, including one who suffered a ride-ending impact to her knee as she and others crashed en masse. Most of us ate our box lunches quietly, winded from the effort to navigate the demanding route at such high elevation – and mindful there was more to come. The bikes – and most riders – were completely coated in mud. Some riders poured brown water out of their boots or wrung out drenched riding gear. But still, there were a lot of tired (and muddy) smiles from the riding experience so far – for most of us.

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

Photo courtesy of Royal Enfield

After lunch, we picked our way through several more challenging slow-speed technical sections and mud bogs (above) that had more Himalayans and riders having close encounters with Mudder Earth. But on balance, the 450 was proving to be an unexpectedly capable adventure bike, with a friendly but powerful engine, well-sorted suspension, and a solid, confidence-inspiring controllability. A simple change in tires would have likely solved the traction deficit in the muddy bits.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo courtesy of Royal Enfield

Finally, we reconnected with pavement, cleaned our visors (and goggles, glasses, faces, and Tripper displays) as best we could, put the bikes into Performance mode with full ABS, and began strafing a long series of sweepers on a winding, traffic-free stretch of smooth, grippy pavement (above). The CEAT skins were now in their element, and the 450 Himalayan makes for a surprisingly agile – and rapid – road ripper, nearly touching 100mph on straight sections even with my none-too-small corpus working like a leaden sail against it. At or above the speed limit, the Himalayan 450 is relaxed, placid, and surprisingly roomy, the new engine ticking down the road in sixth gear and netting over 60mpg, according to the Tripper readout.

Conclusions

It’s easy to imagine loading the Himalayan 450 with different tires and enough gear for a long, long ride to some far-flung Point B (and C and D and so on). Of course, Royal Enfield has a deep ADV touring catalog of add-ons, including hard and soft panniers, crash bars, windscreens, seat options, and more to build out a 450 for such adventures. With the new Sherpa engine, they’ve brought the performance and velocity capabilities up to modern (and competitors’) standards as well. The new engine is also the centerpiece of a new road bike, the Guerilla, and we can expect more liquid-cooled power from Royal Enfield’s thoroughly modern R&D and manufacturing facilities as well. And like most every Royal Enfield motorbike, toughness, roadside repairability, and longevity is the priority over pure performance, so much so that the 450 comes with a three-year unlimited mileage warranty.

For the base price of much of the 450/500cc competition, riders can buy and outfit a Himalayan 450 with a wide range of adventure gear that will enable pointing the bike to any corner of the globe and setting off on a grand adventure – and it will most likely get them there with little fuss or complaining. With a different set of tires, epic adventures are suddenly within reach on a robust, comfortable machine that packs efficiency, useable tech, high-level off-road capability, and bend-don’t-break toughness in an affordable, attractive package.

It really goes back to Those Questions: How much adventure bike do you really need? If adventure riding is about being seen on a certain brand, displacement, or having the latest tech, the Himalayan 450 will probably fall short. But if your itch is to get out there and see the world, brand be damned, the $5,799 450 Himalayan offers a surprising – even borderline shocking – good value that ties together capability, affordability, and just all-around fun riding both on the road and well off of it. That is why I bought a Suzuki DR650 almost two decades ago: It’s tough, simple, and capable (and remains so today).

Riding the new Himalayan 450 was a very similar – but better – experience. Indeed, Royal Enfield principals, including bike designers who were on the ride with us, said they took inspiration from “simple” dual-sport machines like the DR, KLR, and Honda’s venerable XR650L. But the 450 is lighter, about as powerful, more comfortable, and much better handling, and includes just enough useful tech, especially the EFI, ABS, traction control, two ride modes, and Tripper display with mapping capability. And we really beat the crap out of them, yet every bike save one from an injured rider was ridden back to the base (hotel) camp, muddied, a bit dinged up, but ready to go again the next day with some minor repairs and a quick wash.

I feel you truly can go anywhere on this thing, and that’s why I’m replacing my aging DR650SE with the new Royal Enfield 450 Himalayan.

Post updated to say there is a gas gauge in the Tripper display. Watch for a longer-term ride review of the Royal Enfield Himalayan 450 after I take it around some local POIs here in the PNW.

What To Know:

2025 Royal Enfield Himalayan 450

• New liquid-cooled engine and tech suite signals Royal Enfield’s willingness to compete with major ADV players
• Clean-sheet, competitive 452cc ‘Sherpa’ motor makes 40hp, almost 30lb-ft of torque
• Showa suspension calibrated for aggressive off-road riding
• Excellent on-road comfort with passing power and triple-digit top speed
• Round ‘Tripper’ digital display is standard, can show Google Maps navigation via an app
• Eco and Performance riding modes, six speed gearbox
• ABS and traction control can be turned off for the rear wheel, front wheel ABS is reduced
• Weighs 432 lbs. fueled
• Crash bars around gas tank come standard, seat is height adjustable
• Several colors to choose from, some cost extra
• Price starts at $5,799, three trims available now, turn-key ADV trims expected soon
• Three year unlimited mileage warranty
• Available for order now

Quick Take: Canadian conglomerate BRP is introducing two new motorcycles under the iconic Can-Am brand, and has decided they will be all-electric, street legal machines, including an adventure bike model called Origin. Both models are based on a common architecture, and are competent, stylish, fun-to-ride machines, but come with the current limitations of an all-electric powertrain.

Talk to any long-time motorcycle rider with a bit of grey in their hair (if they still have hair) about the motorcycles of their youth, and many will recall the race-winning dirt bikes and agile 250cc street bikes (below) from Can-Am, a popular Canadian motorcycle maker that was a subsidiary of snowmobile maker Bombardier in the 1970s. The Can-Am brand was shuttered in 1987.

Canadian powersports maker Bombardier Recreational Products – better known as snowmobile and off-road vehicle maker BRP – was spun off from Bombardier in 2003 and resurrected the Can-Am brand in 2006 with a line of four-wheel ATV/UTVs and then added the new Can-Am Spyder street-legal three-wheelers in 2007. BRP also produces Ski-Doo snowmobiles, Sea-Doo personal watercraft, Alumacraft boats, and other power sports brands, but until now, it has not produced any motorcycles.

Both new Can-Am motorcycle models, called Origin and Pulse, are fully electric and based on a common platform. BRP executives I contacted hinted strongly that more models are in the works, but the Origin and Pulse are now in production.

While I recently rode both bikes, I spent most of my time riding the Origin adventure bike, including some dedicated time on a technical dirt track. I also got a tour of the facility where Can-Am developed and designed the production motorcycles.

Can-Am Electric Motorcycle Tech

As noted, the Origin and Pulse share the same basic architecture, and some of it is unusual and has not been seen on motorcycles before. Can-Am, with help and oversight from BRP, certainly wanted to use innovation to differentiate themselves from the competition, and a lot of the tech and design of the bikes was influenced by BRP’s extensive experience in building Ski-Doo snowmobiles, including electric snowmobiles, which they have been producing for several years now.

Like those electric snow machines, motive power for the Can-Am motos comes from a Rotax-built liquid-cooled electric motor. Engine and motor builder Rotax is a subsidiary of Bombardier, Inc., which maintains a close relationship with BRP. Tweaked for motorcycle duties, the compact Rotax motor in the Can-Am bikes makes 47 horsepower and 72Nm/53 lb-ft of torque at 12,000 rpm, which may seem high for a gas engine but is a fairly average rpm level for an electric motor since it has no reciprocating parts.

Can-Am Origin, left, and the street-focused Pulse. Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Electricity comes from a 8.9 kWh battery pack that forms the backbone of the bikes. Can-Am has neatly packaged the modern tech needed for battery vehicles onto the battery casing, including the DC to AC voltage converter, power regulator, and 6.6 kW charging module. Together, they form what Can-Am calls the PowerUnit Core (below). It’s painted bright yellow in a nod to Can-Am’s color scheme in the 1970s.

The electric motor itself, about the size of a large cantaloupe, is positioned at the swingarm pivot and partially resides within the swingarm, and spins one reduction gear to multiply torque output. This helps keep the motor small and efficient. The reduction gear connects to the rear wheel with a chain. There’s only the “one” gear and no clutch or gearshift, as is normal for electric motorcycles. Can-Am says the Origin can hit 60 mph in 4.3 seconds, with the Pulse a tick faster at 3.8 seconds due to different wheel sizes, tire types, shorter suspension, and slightly less weight. During my ride test, both bikes could comfortably achieve 90 mph.

Like many electric vehicles, the Can-Am bikes feature “regenerative braking,” better known just as “regen,” which briefly flips the motor from producing forward motion to energy producer for charging the battery. Can-Am has tweaked this feature to include multiple settings that imitate levels of engine braking, but they have also built the throttle to work in reverse as it were, by increasing regen when the throttle is rolled forward while “braking.” As such, while the bikes have capable J. Juan disc brakes with ABS, riders can extend riding range (and reduce brake wear) by using the variable regen feature as the brakes, as is common in electric cars with a “one pedal driving” feature. When slowing to a stop or going downhill, the bike’s speed can be precisely controlled without using the brakes while energy is harvested. To my knowledge, no other electric motorcycle has this type of variable regen feature. Of note, reverse mode at walking speed is a standard feature.

In another unusual move, Can-Am has enclosed the motor, reduction gear, chain and final drive in a single casing that also forms a single-sided rear swingarm for the rear wheel (below). This design decision allows Can-Am to have a bit more latitude with battery pack size and placement and simplifies the rear suspension and drivetrain to some degree. With the PowerUnit Core working as a stressed member, the rear swingarm and steering head connect directly to the pack’s casing.

While other motorcycle makers (Ducati, BMW, and Honda, for the most part) have models with single-sided swingarms, none of them also enclose the drive chain (or belt) within the arm itself, as Can-Am has with these new bikes. BMW typically uses an enclosed shaft drive system on most of its adventure bikes. A single-sided swingarm also makes rear wheel removal very simple, which is certainly a huge benefit for off-road riders who typically have to repair a puncture in locations far from any service.

The battery pack is cooled internally, and two small radiators located up high near the steering head shed heat instead of being placed directly in front of the engine as on a gas-powered moto. It’s a smart choice: Placing the small radiators up high also helps protect them from damage caused by debris coming off the front wheel, and in most impact/tip-over scenarios. It also eases filling the coolant.

I asked Cam-Am’s team why they didn’t opt for a belt drive (as found on Zero’s electric DSRX ADV bike – and Harley-Davidson’s Pan America ADV model, among others), and they explained that they felt an external belt on an off-road capable bike was more vulnerable to failure if debris became stuck in the belt pulleys, which does make sense. Because of the large sprocket sizes needed with a belt drive system, it would not fit within a reasonably small enclosed driveline as the chain does now. The chain is kept taut (and quiet) with an idler wheel inside the swingarm, and an oil bath provides constant lubrication. Can-Am says maintenance of the sealed chain system, compared to the typical needs of an exposed chain, is very minimal.

The Origin rolls on an ADV-friendly 21/18-inch spoked wheelset that uses tubeless tires, with a KYB adjustable rear monoshock and KYB “USD” type forks with no adjustability up front. Both ends feature 10 inches of travel. Dunlop D605 tires come standard on the Origin. ABS and traction control also come standard, and the traction control can be turned off while only rear wheel ABS can be terminated. Front-wheel ABS can be minimized but not turned off completely in the off-road riding modes. This is typical and keeps the bikes in compliance with various worldwide safety regulations around ABS.

Both bikes include a cinematically wide 10.25-inch touchscreen (above) with multiple viewing modes, including Apple CarPlay. Connected to an iPhone, the display can show the usual CarPlay display modes, including GPS routing on the wide screen while retaining the speed and other vitals. Like many motorcycle touchscreens, most of the “touch” functionality is suspended while the motorcycle is in motion, so riders keep their eyes on the road ahead instead of poking at things on the screen while underway. To that end, a pod busy with buttons on the left handlebar allows riders to control the screen, music and voice controls without taking their hands off the bar. Can-Am is also offering a helmet with connected comms called “Vibe,” but we were not shown specific examples of the helmet. All lights on the bike are LEDs, including a twin-lens stacked front headlight array.

The styling of the bikes is clearly future-forward (and inspired by the snow owl, we were told), with angular bodywork available in three color combinations including Bright White, Carbon Black (+$500) and Sterling Silver in “73” trim (the best combo, in my opinion). Prices range from $14,499 for the basic models trim to $16,499 for the “73” luxe variant, which adds a short rally-type bug screen, striped wheels, badging, a cover and other bits.

Can-Am has published a series of four videos on the historical influence, development and tech for the new bikes, including this short bit on the motor, called “The Heart,” seen below.

Riding Impression

Our rides on the new Can-Am machines began in Valcourt, Canada, where the bikes were designed and the battery packs are produced. Final assembly is completed in Queretaro, Mexico. I started off on the street-focused Pulse (below) and put it in Eco mode, which would be a great way for a beginning rider to get started and is well-suited for riding around urban settings. But we were soon on the open roads outside of the small city, and I popped the Pulse into “Normal” mode for additional power. With a modicum of traffic on the two-lane byways, the Pulse had no trouble keeping with (and passing) traffic, and boasted solid acceleration and good road manners in terms of handling and decent comfort. It can make freeway speeds and beyond with little coaxing.

Soon enough, I swapped over to the Origin and was immediately rewarded with some additional leg room for my 34-inch inseam as well as a taller ride height. It felt very similar to the riding posture of my personal Suzuki DR650, just with no vibration and almost no sound from the drivetrain – and a fair bit more punch from the engine room.

On the road, the Origin has the same neutral ride manners as the Pulse, with a bit softer ride due to the longer-travel suspension. Sport Mode adds a bit more acceleration, and I also used the variable regenerative braking feature, but found that its range of control was too short in terms of throttle rotation. I’m used to using one-pedal driving mode in my electric car, and while not identical, the operational control is similar, and the Can-Am’s just need a few more degrees of rotation to be more controllable.

Eventually, we arrived at the motocross facility where the Can-Am team had set up a fairly sprawling off-road course to test the Origin’s dirt prowess. The track consisted of a fairly groomed forest-road type surface with substantial elevation changes, some loose dirt and sand in spots, tight turns, and a few rises that, with enough speed, riders could get the Origin in the air if so desired.

I set the Origin to Dirt Plus mode, which disabled the rear-wheel ABS and I also switched off traction control. Full motor power remained available, and as I circuited the course, I found it difficult to ride smoothly as the motor’s torque was almost overwhelming. Electric motors are all about torque, which is great on pavement, but with no gears and no clutch, the throttle and brakes were the only tools left to regulate the motor’s twist, and I was having a difficult time making the Origin do what I wanted on the low-traction surface. Having the rear brake ABS off and traction control off helped a bit, but the power delivery was still too abrupt. I pulled into the pits and talked with the Can-Am team about my experience, and we switched the bike to “regular” Dirt Mode, and I headed back out.

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

Photo by Can-Am/BRP

The change in modes calmed the power delivery significantly, and I felt much more in control of the Origin, so much so I even caught a bit of air off one of the rises, and the bike landed softly on the dirt track. Big fun! Too hot into a tight corner, I actually left the track into a small forested area, but was able to pick my way back through the trees to the track with no issue, the Origin displaying fine slow-speed controllability and balance at walking speeds – or slower. For tight, technical riding, Dirt Mode is where it’s at, to be sure, with Dirt Plus likely better suited for more wide-open spaces and higher speeds on more open (and straight) passages. Suspension compliance was quite good, with no bottoming and spot-on damping over rough bits, but I would like to have the option to add a bit of preload into the front fork.

From the dirt track, we got back on the small highways and headed back toward our base camp, curling around small lakes and through forested areas that reminded me of my riding routes around the Pacific Northwest – except all the signs were in French. And kilometers. Nous vous aimons, Canada.

Conclusions

It’s important to mention that we were riding pre-production examples of the new Can-Am Origin and Pulse, but they were essentially the same machines consumers will receive when the bikes go into production. Can-Am (and BRP) leadership were in attendance to get our feedback at a roundtable after our day-long riding session. My technical feedback was fairly straightforward: The left handlebar pod is overly busy with buttons. Massage that variable regen throttle movement a bit, and add front suspension adjustability (preload at least) if at all possible in a future iteration. Otherwise, I felt the bikes performed well, looked sharp, and were plenty capable – for what they are.

And “what they are” is electric motorcycles, a choice that struck me as odd when Can-Am’s legacy is race-winning gas-powered bikes, and I put the question to the powers that be at the roundtable: Why electric? Especially in light of the difficult market conditions for electric motorcycles, which are expensive and much more limited in range and refueling (charging) options than gassers – or electric cars and trucks. BRP and Can-Am leadership acknowledged these issues.

However, they countered by saying, essentially, that they are not a startup (BRP is a $5 billion USD company), and while the bikes have had a design progression, the internals – the battery, motor, and other bits – were already well-developed for their extensive line of electrified snowmobiles, which have had enthusiastic customer adoption. That aspect saved them a lot of time, effort, and money on the development side, and the electric tech will be more widely shared across other products as time goes on. Basically, they’re in it for the long haul on electric vehicles and not just motorcycles and snowmobiles. Sales may be slow now, initially, but as electrification becomes more mainstream – and the technologies continue to mature – Can-Am could be in a market leadership position on electric motorcycles in the fairly near future. It’s a gamble but likely a smart one, and as noted earlier, they already have plans in the works for more electric motorcycles (specifics were not shared, of course).

Also, BRP’s timing to market could be fortuitous. The new Can-Am bikes will tap into a growing trend of more urban-focused, middle-weight, and approachable beginner bikes, especially since they are electric. For non-enthusiast new riders, any motorcycle that looks cool, goes fast, is loaded with tech, doesn’t require learning to use a clutch and shifter, doesn’t require gas, and has extremely low maintenance requirements is going to be a compelling option. Even at the Origin and Pulse’s somewhat higher price point, the monthly cost to operate them will be low – and they will likely be eligible for substantial rebates/tax credits, which can ease the financial part of the deal. In time, if things go as planned, economies of scale may even bring down the price tag while improving performance – if the typical cycle of technological development holds true for electric vehicles, as it seems to be doing.

For us old-school moto jockeys, the Origin is not likely going to be our next choice for navigating a BDR or mounting a ’round-the-world expedition (but never say never). But for in-town riding and exploring the fringes of suburban boundaries, the Origin is an agile, comfortable, exhilarating machine from a brand long overdue for a rebirth.

For the nascent numbers of electric overlanders, tucking an Origin into the back of your van, electric pickup, or onto a trailer will allow for some quiet but capable exploration far off the pavement, with no gasoline required. Newer electric exploration platforms, like the Ford F-150 Lightning, Cybertruck, Rivian, and other upcoming EVs, will also be able to charge the Origin in the field since it uses a smallish battery pack. That’s a huge convenience – and allows for longer off-road rides from basecamp.

Can-Am may be celebrating its 50th birthday, but its focus is clearly on the future.

What to Know:

Can-Am Origin and Pulse Features:

• The Origin model comes with true off-road riding capabilities, and the Pulse model is configured for urban riding.
• Rotax-built liquid-cooled motor makes 47 horsepower, 53lb-ft/72Nm of torque and has reverse mode.
• The rider can adjust the regen level using the throttle.
• Widescreen 10.25-inch configurable touchscreen display with smartphone connection, app and CarPlay.
• Four riding modes on Pulse, Origin adds two off-road modes.
• 8.9kWh liquid-cooled battery is also a structural element with built-in Level 2 6.6kW charging capability.
• Chain drive and chain is sealed inside a casing to prolong service life.
• Pulse weighs 387 lbs (175.5 kg), Origin is 412 lbs (187 kg).
• Can-Am claims zero-60 mph time is 3.8 seconds.
• Off-road modes allow for turning off rear wheel ABS, decreasing front ABS sensitivity.
• Traction control can be turned off in several modes.
• “73” trim option adds a range of bits, special paint, and badges.
• Available accessories for Origin will include “LinQ” quick-mounts for panniers, windscreens, racks, and more.
• Prices for Origin will start at $14,499, and Pulse will start at $13,999.
• Two-year overall warranty, five years on battery.

Quick Take: The Ultimate9 evcX Throttle Controller is an incredibily easy way to dial in the throttle response of your vehicle. Plus, it offers some security features to go along with the right pedal fun.

Full disclosure: for the majority of my time behind the wheel, I have not been known as a “fast” driver. A late 90s S10 and an arguably overburdened first-generation Tacoma were my first two trucks, and neither went anywhere in a hurry. It’s not that I didn’t want to go fast; it was just not worth the stress on the trucks or my wallet to do so 99% of the time.

Then, a couple of years ago, I traded in the Taco for a 2018 ZR2 Colorado. The 3.6 V6 has significantly more pep than my previous trucks, but it’s still no speed demon. When I came across the Ultimate9 evcX Throttle Controller, I was curious if it could put a bit more of the proverbial pep in the step of my truck.

Installation of the Ultimate9 Throttle Controller

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Before we get further into the review, I can’t emphasize enough how quick and easy this installation was. Download the app, open the box, connect the wire to your pedal assembly, plug in the Ultimate9 evcX, scan the QR code to connect to the app, and you’re ready to roll. I spent more time deciding where I wanted the magnetic mount to go and tidying up the wire than I spent actually installing the unit.

Unbelievable Customization

Ultimate9 really wants to ensure this throttle controller has something for every driver. Dialing in the throttle control level of your choice is as easy as tapping the mode or slider in the mobile app. The evcX includes the following.

• Ultimate9 mode: Stated to unleash the full potential of your engine. It definitely makes for a responsive throttle.
• Ultimate Mode: Think of this as Ultimate one through eight. It allows you to dial in the desired throttle response. I prefer running the ZR2 on level eight of this setting. Nine is a little prone to spinning on my curvy gravel driveway.
• Launch Mode: This is exactly what it sounds like. With minimal pedal pressure, you get a maximum take-off. This one is fun, but I’d avoid it in stop-and-go traffic.
• Adapt Mode: I ran this mode for a few days and was happy with the claim that it chooses the throttle response based on the amount of pedal pressure.
• Eco Mode: If you’re looking to boost your fuel economy, this is the mode for you. It dampens the initial throttle response and also provides great control on loose or uneven surfaces. You can even dial in one of nine available levels of Eco Mode for the desired input.
• Anti Slip Mode: This one is pretty obvious. But I wasn’t tempted to use it since even when in the Ultimate Modes, which provide quick throttle response, I didn’t find the truck prone to spinning. However, it’s a nice option to have.
• Factory Mode: Again, this one is pretty self-explanatory. I rolled down my local main street in Factory Mode, and it felt like the throttle matched the preinstallation, but I quickly went back to the Ultimate setting because it’s way more fun.
• Valet Mode: This is a great option to have. It provides slow acceleration and limits the throttle to have input.
• Lock/Unlock Modes: The final two modes take the evcX to a level beyond dialing in your preferred throttle response. You can enter lock mode, unplug and remove the Ultimate9 unit from the vehicle, and until it’s reattached and swapped to Unlock Mode, the throttle will be inoperable.

Beyond the modes, the magnetic mount ball mount or the adhesive flat mount gives you plenty of options for mounting the throttle controller. If you plan to utilize the lock/unlock modes the magnetic ball mount is the way to go. Simply unplug the evcX and pop it off the mount. Toss it in the including padded pouch, and it’s ready ride around in your pocket until you’re ready to get back on the road.

Bluetooth Connectivity

When it comes to controlling the Ultimate9, you have options. While it’s simple enough to scroll through the settings on the unit, the mobile app provides quick access to all ten options with one touch. Plus, you can customize the display to meet your preferences.

Ultimate9 evcX Impressions

While at first, it might seem like a bit of a novelty, this throttle controller really adds a level of customization that automotive enthusiasts will appreciate, especially when you consider how simple it is to install. While I wouldn’t call it a major complaint, before installing the Ultimate9, my truck required a little extra throttle to get into the next gear when starting from a stop on long hills at low speeds. Now, the required pressure is significantly less, and the RPMs peak much faster, allowing it to find that next gear quicker. And with so many levels, anyone can surely find one that tweaks your throttle input to their liking.

The customization, along with the control and security provided by the Valet and Lock/Unlock modes, make the Ultimate9 evcX a great addition to any rig. With throttle controllers for practically all current and recent models, this is an easy upgrade anyone can make to their vehicle.

What To Know:

• MODEL: Ultimate9 evcX Throttle Controller
• KEY FEATURES: Multiple levels of customized throttle control, added security, and a sub-10-minute installation.
• APPLICABLE MODELS: Literally hundreds. Be sure to check the site to see if an evcX is available for your vehicle

Quick Take: The Mulholland Moto Jacket from AETHER Apparel offers protection and plenty of features, plus it’s plenty stylish on and off the bike. The timeless design is armored, waterproof, and loaded with pockets.

The Mulholland Moto Jacket from AETHER Apparel

In my quest to find the best adventure motorcycle gear, I often feel like Goldilocks—this one is too hot, or that one is too stiff, and the next one is not waterproof, forcing me to pack rain gear that takes up precious space in my panniers. With AETHER’s release of the Mulholland Motorcycle Jacket, could the search finally be over?

The Mulholland Moto Jacket is a lightweight, three-layered, durable nylon waterproof jacket. It features D3O Ghost armor in the back, shoulders, and elbows. D3O armor is renowned for its lightweight and flexible properties. It tightens upon high impact to absorb energy, making it the industry leader in shock-absorbing body armor.

To enhance breathability, the jacket includes four vents—two at the front and two at the back—that help regulate temperature. The two-way zipper and articulated sleeves ensure unrestricted movement both on and off the bike. The Mulholland jacket also boasts an abundance of pockets: exterior handwarmer pockets that expand and zippered pockets with soft linings to protect your smartphone and sunglasses. Additionally, there are snap-enclosed and zippered chest pockets that are easy to operate with gloves on. The sleeves feature gussets with locking head zippers for optional ventilation, and the zipper hardware is protected to avoid scratching your bike.

Image by Aaron Estep

Image by Aaron Estep

Image by Aaron Estep

Image by Aaron Estep

I put this jacket through its paces in the Sonoran Desert. The size large fit well through the chest, but the sleeves were a bit long, and I wished for an adjustable Velcro strap to tighten them. With temperatures ranging from the low 40s in the morning to the high 80s in the afternoon, I was pleased with the performance of the well-placed vents, which allowed air to pass through and cool me down while riding. I was never uncomfortable due to heat, even in challenging terrain. I appreciated the larger zipper pulls that were easy to find and operate even with gloved hands, and I could open the center of the jacket to provide more airflow.

The jacket is packed with pockets, accommodating my cell phone in any of them. The zippered hand pockets were a welcome feature on cool mornings for keeping my hands warm while off the bike. I also appreciated the style of this jacket and felt comfortable wearing it around town during lunch stops. The jacket packs down fairly small, a feature I enjoyed. Unfortunately, I did not experience any wet conditions while testing, but the material appears waterproof, and the zippers have rubber seams to prevent water from entering.

At $650, this jacket is definitely a contender, and I think I have found a jacket that may be just right.

What To Know:

• MODEL: Ultimate9 evcX Throttle Controller
• MATERIALS: D30 Ghost Pads, seam-sealed 3-layered Japanese nylon
• KEY FEATURES: Zippered Vents, plentiful pockets, sleeve gussets, zipper hardware protection, and leather interior collar.

Off-road enthusiast and racing apparel maker Fox Racing, a separate but related company to Fox Suspension (aka RideFox), has debuted a line of dedicated apparel for street-legal adventure and dual-sport motorcycle riders. The new “ADV Collection” is the first focused foray into street-oriented gear for the company and targets motorcycle riders who ride bikes in the popular adventure motorcycling and dual-sport categories.

The company supports multiple motocross and supercross racers and teams and has long served dirt bike riders, as well as off-road ATV, UTV/side-by-side vehicle enthusiasts, but has seldom ventured into providing gear specifically for riders of street-legal machines outside of casual wear and other non-riding specific items. Fox Racing, as it is now known, was formed by a physics professor, Geoff Fox, in Southern California in 1974, making 2024 their 50th year of operation.

Photo by Fox Racing

Photo by Fox Racing

Photo by Fox Racing

Photo by Fox Racing

Photo by Fox Racing

Photo by Liam Roberson

Photo by Fox Racing

The new Fox ADV Collection consists of three models: Recon, Defend (as seen in the photos above), and Ranger. Each set includes a riding jacket and pants. Fox says the new gear was developed in cooperation with Gore-Tex and protective riding armor maker D30 to provide superior waterproofing and impact protection as standard features. Fox representatives told me the company has been developing the ADV Collection for at least the past four years.

The middle Defend set I wore for this review runs $699.95 for the jacket and $649.95 for the pants, and the base Ranger jacket goes for $549.95 while the pants are $499.95. The top-tier Recon jacket retails for $949.95, while the pants are $899.95. Buyers can also mix and match as their riding needs dictate. All of the jackets and pants can be worn separately or will zip together, as is common with most adventure motorcycle wear. Each model is available in two colors. I chose to try out the middle-tier Defend model in burnt orange and black, as it seemed the most versatile and best fits my riding style. A more monochromatic street-oriented dark grey is the other color option.

I also wore a pair of $429.95 Fox Motion X Off Road motocross boots, Fox 180 Nuklr Thick socks ($15), and new adventure riding gloves the company is developing. I rounded out the kit with the new Fox V3 RS motocross helmet with Mips Integra protection I recently reviewed, along with some Fox motocross dirt riding goggles that worked with my prescription glasses. For many dual-sport and adventure riders, there is a lot of crossover between motocross and adventure riding gear, so mixing a motocross helmet with ADV togs would not be an uncommon setup. I also installed a Cardo PackTalk Edge comms system into the Fox V3 RS helmet.

Fox Racing was acquired by Revelyst, a subsidiary of Vista Outdoors, in 2023 for $504 million. Fox, Bell, Giro, CamelBak, Camp Chef, Bushnell, and other outdoor, fishing, and hunting-related companies are also under Revelyst’s umbrella, which itself is controlled by Vista Outdoor, a multi-billion dollar publicly traded company that operates dozens of outdoor activity brands. I was invited to try out the gear for a day of riding with other journalists and former world champion motocross racer Ricky Carmichael at an event based out of Fox’s L.A.- area headquarters, which are being renovated under the Revelyst banner.

The relatively long development timeline through the pandemic allowed Fox’s riding apparel designers to look closely at the competition and include expected features as well as some innovations. For example, none of the models in the ADV Collection includes removable waterproof or insulating liners, a common practice among competitors. Instead, Fox built the waterproofing into the gear via their collaboration with Gore-Tex, and then built extensive closeable venting into the jackets and pants for warm-weather riding. Most adventure riders utilize base layers for warmth as needed, so the Fox systems could best be described as three-season kits for spring, summer, and fall riding. Adding a base layer or an electric garment should work for cold-weather riding, and all of the jackets and pants feature adjustment straps and tension bands for customizing the fit as needed.

There were a number of nice touches built into the jacket and pants. The jacket is replete with pockets inside and out, most of which have zipper closures. Inside the jacket, there are dedicated (or at least labeled) pockets for gloves, a phone, a balaclava/stocking cap, snacks, and other bits. A small zipper pocket on the left wrist is a perfect spot for toll money, and most phones fit in it as well. The construction feels robust, with double stitching and a riding-friendly posture cut built-in, much like a set of racing leathers but more relaxed, of course. The Defend pants feature heat and abrasion-resistant inner panels that look like thin leather but are textile, and the hemmable bottoms of the pant legs have wide openings to accommodate large MX-style riding boots, such as the excellent Motion X pair I wore that reach nearly to my knees.

Photo by Fox Racing

Photo by Liam Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Our pool of motorcycles was mostly made up Triumph models, including the new Tiger 900, along with Honda’s popular Africa Twin, and some KTM options. I opted for an unusual choice but one that I’ve been curious about from some years now: the Triumph Scrambler 1200XE, a retro-style off-road capable machine powered by the 1,200cc P-Twin from the Bonneville street bike line. It also features twin long-travel rear shocks instead of the typical mono-shock on the Tigers and a more traditional/retro gas tank and flat seat. Triumph offers the Scrambler 1200 in two trims, XC and XE, with the XE being more off-road capable by way of longer-travel and adjustable Marzocchi suspension, dedicated off-road riding modes, wire-spoke wheels with DOT-legal knobby tires, hand guards and a bash plate as standard. The Scrambler also had engine protection bars installed. As a serendipitous bonus, the XE Scrambler’s dark orange and black paint scheme matched my new Fox Defend ADV togs (below).

Despite all the recent rain, we were set to ride in more typical sunny SoCal weather, but our early departure hour meant temps were in the low 50s at the start of the ride east towards Lake Elsinore. I zipped up the Defend’s many zippers, and despite wearing just a single long-sleeve base layer in preparation for warmer temperatures in the afternoon and no wind protection to speak of on the Triumph, I was comfortable and warm as our small group of riders began to ascend into the hills east of L.A. on Highway 74, the infamous Ortega Highway. At highway speeds, the wind roar in the MX-specific V3 RS helmet is considerable, but nothing a pair of earplugs couldn’t solve.

After a ripping ride up the Ortega that tested the limits of the surprisingly agile DOT knobbies on the Triumph Scrambler, we came to a stop at the Lookout Roadhouse, a cozy restaurant perched high above Lake Elsinore where we met up with the dirt-riding contingent of our press group. I opted for the road ride (with a detour for some quick dirty fun at an OHV park, below) as I was recovering from a nagging injury and had plans to test the new Fox gear on some much more serious off-road adventures the next week.

Heading west back into Los Angeles, I zipped open all of the venting on the pants and jacket and used the clever small hooks that held the vents open. Despite temperatures in the mid-80s, I remained cool on the ride back – as long as we were moving. Stopping in traffic or poking along on small town roads with no room to pass or split lanes, the heat builds up quickly. Fortunately, Fox included a second front “rally” zipper option that opens a large venting column in the middle of the jacket, which helped cooling to some degree. But like any jacket being worn in hot weather, it got a bit sticky and sweaty if I had to stop for any length of time in the hot California sun.

On balance, the Fox Defend ADV kit was comfortable, flexible, and unobtrusive while riding. When needed, there were plenty of pockets and carry spaces for essentials and a few luxuries, like small cameras and snacks. Also, the Defend (and all of the jacket models) will hold Camelbak hydration systems in the rear armor pocket while also accommodating the armor. Coupled with the Fox V3 RS helmet’s hydration routing loops, I was never far away from a hands-free sip of water while riding.

Photo by Dan Burton

Photo by Dan Burton

Photo by Dan Burton

Photo by Fox Racing

Photo by Fox Racing

Photo by David Weatherby

A week later, I saddled up my DR650 and the Fox Defend kit for another warm ride out in Oregon’s high desert backcountry. Basing out of a small town on the Oregon Backcountry Discovery Route (ORBDR), I rode for two days in dusty, high desert heat but stayed relatively comfortable in and out of the saddle as we blasted up tiny jeep trails to the top of Table Rock (below) and navigated barely-there backroads and singletrack near Crack In The Ground. I took one slight tumble while working to navigate out of the trench I’d wandered into, but the jacket and pants emerged unscathed save for a small abrasion. Exhausted, our small group passed on wilderness cooking and headed into tiny Christmas Valley for some hearty meals at the Ranch Hand restaurant.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Overall, I was very happy with the performance of Fox’s Defend ADV kit. For a first try at purpose-built riding gear for both off-road and street-legal riding, it was comfortable, tough, and on the lighter side since it isn’t trying to cover winter riding as well, and opted not to go with liners. Not that it can’t deal with winter cold with a little help from some base layers and perhaps some heated garments. It didn’t rain during my outings, but with the Gore-Tex shell, I have no doubt it would keep me dry in Oregon’s more damp riding seasons, which is most of them. I just lucked out on this round. I also liked the Defend’s color scheme with the Burnt Orange and tan; riders have the option of the dark grey option with the same functionality.

Fox put a lot of time and effort into the features and functionality of the Defend and other ADV Collection kits, and small details like the little hooks for holding open the vents and the small pocket on the left wrist show they’re paying attention to rider qualms with other gear. I felt I made the right pick for my riding style and exposure with the Defend kit; RTW (‘Round The World) riders who need more capability can level up to the Ranger bits while those on a budget looking for their first purpose-built set of riding togs should consider the still-capable and stylish Recon trim.

It’s an impressive debut at a competitive price for a company that’s starting to steer more towards outfitting street riders after decades of dressing motocrossers and OHV users. That experience has certainly been well-utilized in informing the new ADV Collection.

What To Know:

• MODEL: Fox Defend from the Fox ADV Collection
• MATERIALS: Gore-Tex waterproofing, D30 armor. Fox SuperFabric in top Ranger trim
• CERTIFICATIONS: Armor meets EU CE standards
• KEY FEATURES: Gore-Tex waterproofing, extensive venting, tough materials, including armor.

Quick Take: The Fox V3 RS is a top-quality pick for riders who intend to spend a lot time off the pavement or who have a motocross background. While I wouldn’t dissuade riders who do highway miles or a lot of street riding totally away from the V3 RS, just be aware it does not come with a face shield, and goggles should be worn while using it. Overall, the V3 RS was comfortable, light weight and a joy to wear, especially knowing the new Mips Integra Split impact protection system was ready to give my melon a bit more protection in case I pulled some sort of numbskull maneuver.

Motocross and outdoor recreation gear maker Fox Racing recently introduced a new line of motocross helmets that feature a new version of a head and neck injury reduction technology known as Mips (previously: “MIPS,” for Multi-Directional Impact Protection System). I recently visited Fox Racing’s headquarters in the Los Angeles area to try out their helmet and the new ADV Collection of riding wear for adventure motorcycle enthusiasts.

The helmet I’m reviewing here is the $649.95 V3 RS 50th Limited Edition Helmet (above), constructed from carbon fiber, plastic, and multi-density impact absorption layers similar to styrofoam, but specifically known as polystyrene. The new Mips technology layer used in the V3 RS helmet is a new system known as the Mips Integra Split impact protection system. The company that makes the technology has adopted “Mips” as its corporate brand name. I did an in-depth story on the technology a few years ago for another publication, but I’ll give a thumbnail of how the tech works below.

Mips Technology: What It Does, How It Works – And Why

The very short version of the Mips story is this: Years ago, mechanical engineer Peter Halldin began research into how helmets could better protect our heads in a crash, and basically came away with this central conclusion: A lot of head and neck injuries suffered by people wearing helmets were not due just to the blunt force of an impact, but to the violent rotation of the wearer’s head (and neck) in a crash. Most helmet wearers don’t crash squarely into a surface; they usually impact it at an angle, and the subsequent force tends to wrench the skull and neck in a rotational direction over a very short period of time (as in fractions of a second). What Halladin came up with was a very thin, very light “slip layer” – that yellow layer (below) inside most Mips-equipped helmet – between the helmet and the wearer’s head.

When an impact occurs, the Mips slip layer allows the helmet to both absorb the impact and also rotate around the wearer’s head for a brief moment (above), reducing the severity of an off-axis impact on the neck and brain, which is literally floating inside your skull like an encased water balloon. Move the brain balloon too fast in any direction and injuries can range from a concussion to brain bleeding to a fatal subdural hematoma. The Mips layer in Mips-equipped helmets essentially allows the helmet to work better in a crash without a radical redesign of the whole helmet.

Extensive research by Halldin and his team – including on cadavers – helped refine the system so that it effectively reduced the incidence of severe injury while also feeling like wearing a “regular” helmet. Mips technology, often denoted by a small yellow “Mips” sticker on the helmet (above), is now present in a huge number of helmets designed for motorcycle riders, cyclists, skiers, boarders, equestrians, and other common sporting activities that involve potential head injuries in a crash. Be advised: Wearing a helmet, even with Mips tech, is no guarantee of an injury-free crash, the tech is designed to reduce the severity of an injury. Always ride and play within your limits.

In this image, the Mips layer is at its normal position. Photo by William Roberson

In a crash, the Mips layer in the V3RS allows the inner shell to rotate slightly, taking stress off the neck. Photo by William Roberson

The Mips Integra Split impact protection system in the Fox V3 RS helmet is the latest evolution of the technology and features several Mips layer sections joined together with special fasteners that allow for more sophisticated movement and better force absorption. The Integra Split layers sit between impact absorption layers within the helmet (see images above), allowing them to move upon impact. Other iterations of Mips (there are seven total) typically places the slip layer between the helmet’s tough outer shell and the interior energy absorption layers. But again, when wearing V3 RS, it works and feels like a normal moto helmet.

In a conversation with Mips principals for this review, a spokesperson said that getting Mips technology into more contact-intensive professional sports, such as American football, is an ongoing endeavor but has not happened so far due to regulations and myriad other factors, but they continue to work towards that goal.

Clarifier: Who owns Fox Racing, anyway? And what about Fox Suspension?

Why the “50th Limited Edition” label? Fox Racing (aka Fox Head Inc.) was founded in 1974 by Geoff Fox, making 2024 the company’s 50th year in operation. In 2014, Fox Racing was purchased by Altamont Capital Partners, who then sold it to Vista Outdoor for $540 million in 2022. Fox joins brands like Bell, Bushnell, Camelbak, Tasco, e-bike maker Quietkat, Camp Chef, and over two dozen other outdoor and hunting-related brands in the Revelyst group, which is under Vista Outdoor’s large corporate umbrella.

Fox suspension equipment for vehicles is made by Fox Racing Shox, which is operated by Fox Factory Inc., a public company (FOXF) formed by Geoff Fox’s brother, Bob Fox. To be clear, Fox Factory Inc. is not owned by Vista Outdoor. There will be a quiz later.

Fox V3 RS 50th Limited Edition Helmet Ride Review

For an MSRP of $649.95, the V3 RS 50th Limited Edition includes multiple peaks for different riding situations, cheek pad options for a more custom fit, a black chin trim option, and a black textile carrying bag with lined and zippered side pockets for carrying the peaks, goggles and other bits. The whole kit has an almost Apple product refinement to it. The V3 RS is available in six different color schemes with prices ranging from $599.95 to $699.95.

Photo by Dan Burton

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

To be clear, the V3 RS 50th Limited Edition helmet is a dedicated motocross (or “MX”) helmet, not a purpose-built street riding helmet. But for adventure and dual-sport riders such as myself, there is a lot of crossover between MX and ADV riding gear, and the V3 RS works fine as a street helmet and is a very safe choice. It can also accept comms systems, such as the Cardo Packtalk Edge I had installed in it. However, it does not have an integrated face shield, so I wore Fox MX goggles ($34.95) that fit over my prescription eyeglasses while wearing the helmet.

The helmet itself consists of an angular grey and black layered carbon fiber shell with a green chin screen that can be subbed out for a black screen that is included. The plastic motocross peak/visor is mounted as stock, with longer, tinted, and shorter options included that can be swapped by loosening three simple mounting points. The interior padding includes a hydration hose routing loop and hooks, and the cheek pads are the quick-release types with red pull loops to allow EMTs to carefully remove the helmet in an emergency. The helmet, while very light, feels, works, and looks like the high-quality kit we expect from a brand like Fox, who have been making helmets for professional racers for decades.

On the head, the V3 RS is very light thanks to the carbon fiber construction, and despite the sophisticated Mips technology inside, goes on and off easily and feels like most any helmet. It fit my somewhat oval head very well, with just the right amount of firmness. I did not need to modify the cheek padding with the included optional pads. All of the interior padding snaps in and out for washing.

I first wore the V3 RS on a day-long street ride up through the Ortega Highway in Southern California to Lake Elsinore aboard a 2024 Triumph 1200XE Scrambler (below). The V3 RS was very comfortable, but with no face shield, it is noisy at highway speeds of course. Also, bits of road debris and small insects can sneak past the goggle/chin section gap, but it was only an occasional annoyance. Otherwise, it was comfortable to wear all day. I alternated between wearing earplugs on the highway and drowning out city noises with music from the Cardo Edge’s JBL speakers mounted next to my ears.

Next, I wore the V3 RS on two days of riding my Suzuki DR650SE dual-sport off-road in southeast Oregon’s high desert (below), where sections of the new Oregon BDR route are located. This outing included wide temperature variations, challenging riding, long hours in (and out of) the saddle, and a lot of dust. Throughout the California and Oregon riding, the V3 RS was comfortable and, thankfully, lightweight. The long MX visor effectively blocked the low sun as the day wore on, and I never developed any soreness or hot spots that can come with wearing a tight-fitting helmet for hours on end. Fortunately, I did not test the Mips system or impact absorption of the V3 RS in a crash, which is not always the case.

That was my experience, at least. Your fit may be different depending on how your cranium interfaces with the helmet interior, which is true for any helmet on the market, but at least Fox included some fitment options that might work better if you have an issue. My advice: Try on a helmet if possible at a dealer or gear shop to check the fit, and get the return policy in writing. If you buy any helmet online, make sure you have the right to return the helmet if it does not fit right (and do keep the box and packing bits).

What to know:

• MODEL: Fox V3 RS Mips-equipped Motocross/ADV helmet
• MATERIAL: 60% carbon, 30% EPS, 10% EPP
• CERTIFICATIONS: DOT and ECE22.06 standards
• KEY FEATURES: MDEPS EPS liner protects by spreading the forces of impact across a wider surface area.
• MSRP: $649.95

Full disclosure: This author/reviewer currently owns a 2014 Subaru Forester (with a manual transmission!), and before that a 2004 Forester (also a manual), and before that a Subaru Brighton (with an automatic), the forerunner of the Outback.

Several of my friends have Subaru Crosstreks and swear they will never part with them, an odd level of devotion for the car and brand. I enjoy Subarus because they seem tailor-made for the widely varying weather and roads of the Pacific Northwest. There are four definite seasons, copious rain and snow, and an almost infinite number of off-road driving opportunities across millions of acres of public lands – and some private ones as well.

Subarus are so oddly popular in the PNW that the joke is people get one for free at the border when moving to the state. They are literally everywhere, the de facto Station Wagon of the Pacific Northwest. When contacted by the Japanese carmaker to take their newly updated 2024 Crosstrek slathered in top-spec Wilderness off-roading trim on a drive around Southern California, I did not hesitate.

2024 Subaru Crosstrek Wilderness Overview

Perhaps part of the popularity of Subarus in the Northwest is that they are a known quantity up and down the model line. Power for all models comes from a Porsche-like pancake opposed 4-cylinder “boxer” engine, either 2.5 liters or a more thrifty 2.0-liter version. The Crosstrek Wilderness I drove had the naturally aspirated 2.5-liter boxer as standard, which makes a claimed 182 horsepower and 178 lb-ft of torque. All Subarus include the company’s highly refined Symmetrical All-Wheel Drive (AWD) system and CVT transmission. The AWD system is on full-time and cannot be turned off or otherwise managed outside of turning off the traction control system. The Wilderness ups Suby’s off-road game somewhat with the “Lineartronic” AWD version featuring an 8-speed “manual mode” via paddle shifters. As is becoming more common, sadly, there is no three-pedal option offered for the Crosstrek.

While every other Crosstrek is rated for a paltry 1,500-pound towing, the Wilderness rates a 3,500-pound limit thanks to a transmission fluid cooler. Being the top-spec Crosstrek model, the Wilderness also includes Subaru’s X-Mode off-road driving modes for sand, mud snow, and… deep snow. There’s also Incline Start Assist, traction control, torque vectoring, auto vehicle hold, and Hill Descent Control. Subaru says the Crosstrek will pull 29 miles per gallon at the most while highway driving from the 16.6-gallon fuel tank, which maths out to over 450 miles of range.

The Wilderness version of the Crosstrek is essentially Subaru’s version of a “trail rated” trim, and it does include some genuinely welcome perks, including a bump up to 9.3 inches of ground clearance, revised suspension bits, more aggressive Yokohama GEOLANDAR all-terrain tires, revised (stronger) rear differential, somewhat more shallow gearing for better climbing ability, front skid plate, stout roof rack rails (but no cross bars as stock), corner-peering LED headlights, LED fog lights, and the full Eyesight safety suite with lane keeping, auto stop, etc. The center of the hood is painted matte black to cut down on reflection into the cabin while driving.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by Liam Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Inside, the driver gets actual analog clocks instead of a digital representation, plus a small data window between the speedo and tach. To the right is a big 11.6-inch vertical touchscreen running the company’s Starlink UI with Apple Carplay and Android Auto. It will also show pitch and roll and driveline dynamics. Interior surfaces vary from tough plastic to bits of soft touch, and the seats are covered in clearly durable and washable StarTex material that isn’t leather and really doesn’t try to be. The seats, steering wheel, mirrors, and windshield wiper parking spots are all heated. A $2,300 tech package with a sunroof and sonorous 10-speaker Harman Kardon audio system also made the cut.

There’s plenty of legroom up front and in the back for normal-sized humans (at 6 foot 1, I felt the back seats were plenty spacious), and putting five butts in the Crosstrek’s seats is reasonable for most shorter trips, while four is likely the max for longer journeys. The cargo area out back is less roomy than in a Forester but still has room for a large fur baby or a clutch of roller bags. Need to bring more? Add some optional crossbars to the top rack rails and mount up a cargo case, rooftop tent, or both. Fold the rear seats down flat and there’s enough room to slip a bicycle or two in if you can remove the front wheels.

Our 2024 Crosstrek Wilderness came in Geyser Blue with blacked-out bumpers and orange/gold-hued accents that seemed a bit out of place but also got a lot of compliments. Wilderness badges inside and out remind you of the need to part ways with the pavement when possible.

Hitting the Road, Trail, or Beach

When you do point the Crosstrek Wilderness down a dirt, gravel, or snow-covered passage, the most important thing to remember is to… slow down a bit, for safety’s sake, and let the multitude of sensors and driveline smarts in Subaru’s AWD system essentially do the work for you across the vast majority of low-traction scenarios. That point-and-shoot simplicity is a big part of the appeal of a Subaru but also somewhat of a limitation. Sure, you can turn off traction control and grab a paddle shifter to get a little crazy on a slick surface, but for the most part, the always-on, always evaluative Symmetrical All-Wheel Drive tech will keep all but the most intentional hooliganism in check.

Arriving at a public beach where vehicles were allowed to roam, I popped the drivetrain into Sand X-Mode and gave it some pedal. Down the hard sand, we shot past the signs advising drivers to leave the donuts at home. Fair enough, and slacking off the pedal and trying out some non-sliding turns again illustrated why people love these cars so much: it was easy. It was easy to get away from the crowds of minivans back at the beach entrance, easy to plow through some deeper sand that was giving some nearby pickups grief, and easy to enjoy thinking I was in the SoCal Beach Rally 500 (yards), gunning for the checkers. Laughter came from the passengers as the Crosstrek spit sand and revved. It was a highlight of the trip.

Photo by Subaru

Photo by Subaru

Photo by Subaru

Photo by Subaru

Photo by Subaru

Photo by Subaru

Later, we headed into the hills near CalPoly San Luis Obispo and found some tight dirt passages heading up to higher elevations. Crossing water bars and blasting through the occasional mud puddle had us grinning again, and once at the top of the grade, I realized I had not used X-Mode at all, I just turned up the muddy road and watched for obstacles. The car did the rest.

Coming back down, I activated Hill Descent assist, which spiked the tach a bit on steep sections but otherwise felt like normal driving. Not exactly rock crawling, but it did get us through some technical challenges that would have had drivers of some other crossovers looking for the AWD/4WD button, something Crosstrek drivers don’t need to remember. Soon enough, we were back on the curving 101 heading south to Los Angeles, the H/K stereo filling the cabin with 80’s New Wave beats (Note to Subaru: More bass, please).

Fast, it isn’t, and sadly, there’s no 2.0-liter turbo option to rectify that. When we bought our Forester years ago, we got one of the last ones with a stick shift because driving the CVT auto was a dismal experience, and it was really the only major complaint we had with the Forester. The six-speed manual, while not exactly sporting tight F1 ratios, lets the Forester set a brisk pace and makes for some fun winter driving. The Crosstrek Wilderness trim stirs in paddle shifters and “8-speed” shift points, but it’s not the same.

Joining I-405 traffic early on a weekend in L.A., I switched the tranny to “manual,” the drive mode to Sport, and nailed the throttle to the floor when the light at the onramp went green. The Wilderness’ 2.5-liter boxer – essentially the same plant as in my Forester – hurried up through the tach in first gear and cleanly hopped to second gear when I triggered the paddle as redline approached. Repeat, but more slowly, for third. By the time we joined freeway traffic in 4th gear, we were basically matching Mustangs and Beemers at 80 mph, which seemed to be the unofficial speed limit at the time. But creeping towards 90 mph with three people and their luggage aboard in 5th, throttle still pinned, the Crosstrek felt a bit gassed as the revs slowly rose. An STI it isn’t. A manual, it isn’t.

Of course, if you forget to paddle the gears up or down, the CVT will remember for you, and it’ll never stall and embarrass you. But the CVT is a CVT no matter how they dress it up, and we understand that fewer people know or even want to know how to drive a stick these days. Pity that. When we demanded a manual for our Forester, the salesperson tried to talk us out of it, but my wife, a Texas native who was driving manuals in ranch pickups long before she had a license, insisted. I married well. A few years later, the manual option disappeared completely from most of Subaru’s lineup. It is unlikely to return.

Is It Wilderness Enough?

Subaru knows how to build fast cars – just ask ARA rally racing champ and Subaru STI driver Bendan Semenuk – but rally racing really isn’t in the Crosstrek’s portfolio, Wilderness trim or not. At its core, the Subaru Crosstrek Wilderness is a dependable daily driver reskinned with some increased off-road capabilities, including better suspension, a burly look, and a comfortable but tough interior you could probably hose out in a pinch. Can the Crosstrek Wilderness get out into the wilderness and overland? Absolutely, it can – to a point, as stock.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

The priority of Subaru’s AWD system isn’t to entertain, it’s to get drivers and passengers to the ski resort, mountain cabin, remote lake, beach cabana or your own garage safe and sound, no matter the weather and with no special skills required. For experienced overlanders, that’s likely a buzzkill. For anyone contemplating their first forays off the beaten path or pavement, it’s an almost foolproof ticket to new adventures in life. And with the additional ground clearance, chunky tires, and X-Mode modes, overlanding fun – at least the beginnings of it – is within easier reach for rookies who opt for the Wilderness trim. Just add a rooftop tent, your required camping gear, and a way to navigate during your trip, and BLM lands are your new playground.

And judging by the number of Crosstreks I saw on the road in California and see in Oregon, drivers get it. Some are kitted up with RTTs, traction boards, bigger meats, and a bit of a chassis lift, but the majority are bone stock and covered in mud and stickers from the last trip to somewhere new. The Wilderness trim covers most of the mandatory off-road needs, and our fully optioned and blissfully comfortable review Crosstrek Wilderness was only $35,560, a true bargain for a trail-ready rig that’s also a great daily driver.

Switching up wheels and tires and tweaking suspension can get the Crosstrek further into the veld and probably far enough for the vast majority of those interested in trying this cool new thing called “overlanding.” And if a Wilderness owner gets the bug real bad, there’s an infinite Subaru overlanding aftermarket and an active Subie enthusiast community that plans plenty of meet-ups and trail rides.

But for anyone looking to get the tires dirty for the first time while retaining the reliability, economy, and daily driving utility of a small crossover, it’s difficult to find many faults with the fun, affordable, and more off-road capable Subaru Crosstrek Wilderness.

Quick Take: The newly redesigned Ascent sleeping bag from Sea to Summit provides a great balance between a fully-performance focused sleeping bag and comfort when camping out of your rig. With the ability to provide a comfortable nights sleep across a wide temperature range it can easily be your only sleeping bag for three-season camping. 

Photo by Logan Patton

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Rick Stowe

Photo by Logan Patton

Few things ruin a trip, like a bad night’s sleep. And the only thing worse than that is multiple nights without quality rest. A dependable sleeping bag is imperative for quality time in the backcountry, and the Ascent from Sea to Summit has been freshly redesigned to ensure you’re warm and well-rested while out adventuring. Available in both 30-degree Fahrenheit and 15-degree F models, the Ascent is packed with features that all stem from Sea to Summit’s 40-plus years of experience designing high-performance outdoor gear across a range of categories. 

The basis of any good sleeping bag is the fill, and the Ascent features Ultra-Dry Down 750+ loft. Down provides an incredible warmth-to-weight ratio, and it’s packable, but historically, a down bag has been extremely vulnerable to moisture. The Ultra-Dry Down is a PFC-free water-repellant applied to the down in the Ascent and all down bags in the Sea to Summit line. It allows the down to retain over 60% more loft, absorb 30% less moisture, and dry 60% faster than untreated down. Simply put, Ultra-Dry Down insulates better, even in damp conditions. The shell and lining are made of recycled 20 Denier Nylon and shrug off moisture with ease.

While I hope to never see the down-fill of the bag, I was immediately impressed with the unique zipper layout of the Ascent. Dubbed the Free Flow Zip System, three individual zippers allow for a wide range of adjustment in terms of airflow while using the sleeping bag. The Ascent features the traditional side zip, plus an independent foot box zipper. Then, on the opposite side, a half-length zipper provides additional venting options. While these zippers are handy for dialing in the ideal level of insulation as temperatures shift throughout the night, I found myself also using them to get the morning coffee going without getting out of my bag. Reversible zippers and top snaps make it easy to stick your arms out of the bag without losing the warmth around your core. 

I really appreciate that Sea to Summit sized the Ascent as a Relaxed Mummy fit. While I appreciate the warming efficiency of true mummy bags, I toss and turn throughout the night. With other bags, it’s not uncommon to wake up and find that I’ve twisted the sleeping bag into a constricting mess, swapping from one side to the other while sleeping. With the Ascent, I have zero issues moving around without feeling like it’s too roomy to stay warm at lower temps. The same can be said of the hood. It easily fit my camp pillow and stayed in place throughout the night. 

Sea to Summit provides both comfort and lower limit ratings on their spec sheets, and while I wasn’t able to get out for any nights that pushed the 15-degree rating of the test bag, I have no doubt that an 18-degree Fahrenheit lower limit for this bag would ring true. I spent a couple of nights in the low 30-range that also happened to be very damp, and I rarely zipped the sleeping bag all of the way up except for right before dawn.

If you need a bag that can go lower than 15 degrees F, or you want to build out a sleep system that will cover you across a wide range of temperatures, then the Ascent should definitely be on your radar. It’s a part of Sea to Summit’s Quilt Lock system. Utilizing snaps at the top and bottom of the bag you can connect a Sea to Summit quilt to the Ascent to push the comfort rating into a lower temperature range.

What to know: 

• Temperature Rating | Comfort rating 38 degrees F, Lower Limit 28 degrees F 
• Max User Height | Regular: 72.9 inches, Long: 78 inches
• Weight |Regular 15-degree: 36 ounces, Long 15-degree: 40.8 ounces
• Packed Size | 13 liters
• Price | As tested, $469.00

The T 7 is back for 2024, and while it is largely unchanged. If it ain’t broke, don’t fix it. The updates that it has received are welcome and useful. I recently rode the 2024 model in the mountains near Lake Elsinore, east of Los Angeles, California, as well as on the highways around the big city.

2024 Yamaha Ténéré 700 Overview

Yamaha got the Ténéré 700’s ADV ingredients pretty much correct from the start, way back in 2019. The model debuted in Europe and Asia first and came to North America in 2020, and has stayed pretty much the same since – in the U.S. and Canada, that is. Those lucky European riders get to choose from six versions of the T7, while neglected North Americans have to make do with a single base version that now retails for $10,799, a $300 bump. Good thing it’s as capable as ever, either bone stock or all gussied up with goodies.

Basic bits include the reliable fuel-injected 689cc CP2 parallel twin engine, which produces 65-ish horsepower and just under 50 lb-ft of torque, along with a sonorous exhaust note thanks to its 270-degree firing cadence. The six-speed gearbox has cogs ideal for chugging up steep, muddy inclines or calmly cruising down the interstate a fair bit over the posted limit.

Photo by Yamaha

Photo by Yamaha

Photo by Yamaha

Photo by Yamaha

Photo by Yamaha

Photo by Yamaha

Photo by Yamaha

The small attachment on the shifter rod tells the engine to pause for a split second while the upshift takes place. Photo by William Roberson

2024 looks much like 2023, but that’s a good thing for the trim, sporty T7. Photo by William Roberson

Suspension front and rear is from KYB and remains highly adjustable, with eight inches of travel on average for the 18/21-inch wheel pairing. The triplet of disc brakes with ABS provides stout but also easily modulated braking power. Quad-LED headlights behind a slim but effective segmented windscreen give the T7 a strong dose of rally racer style and do a decent job of lighting up the road or trail ahead after dark. The seat is all-day comfortable (for this rider), and stand-over riding is easy, at least after I quickly adjusted the bars and levers to my liking.

The spoke wheels get Pirelli Scorpion Rally STR tires as stock, and the footpegs feature removable comfort inserts that reveal boot-gripping teeth. The switchgear is instantly familiar – almost – and like the T7s that came before, the bike is easy to ride both on the road and well off of it. So what’s new?

New Ténéré 700 Tech For 2024

While North American markets still get just the one base model versus the half dozen fancy variants in the EU, a few important EU-only features have now come across the pond for 2024. The most obvious is the new display panel in the cockpit. It retains its rally-ish vertical format, but it graduates from the clunky, blocky, monotone LCD display that looks like it was designed circa 1983 to a crisp 5-inch color TFT screen with two display modes, Street and Explorer.

Explorer mode (above left) is the default and looks familiar, as it is basically an update of the original display mode. Still, it’s now much clearer, more colorful, and with additional data points, especially when paired with Yamaha’s Y-Connect phone app via Bluetooth, a connectivity ability North American T7s have not had until now. For off-road riding, the rally bike style Explorer mode is likely going to be the most popular choice, but Street mode works well for those of us still used to the “round clocks” layout typical of road bikes.

Street mode (above right) shows a round tachometer with a digital speed readout and adds a coolant temperature display. For older scoot jockeys like myself, the Street display seems more familiar, and I used it the most on our ride. When connected to the Yamaha app, the display will also show phone battery status and small icons for incoming text messages, phone calls, and emails. No, it will not display a text message on the screen itself, thankfully, but you now have the option for self-induced unread text/email/phone call anxiety if that’s your thing. Remember, pairing to the app is optional, but once connected, it can also remember where you parked and show you fuel consumption history along with maintenance alerts and some other tidbits. It’s your call on assimilation, captain.

Perhaps the most key change to the North American Ténéré 700 is the ability to better control the bike’s anti-lock braking systems. On the 2023 bike, the choices were ABS “on” for both wheels or ABS off to the rear wheel only. Now, there’s a crucial third option: Turning the system off completely. While most off-road riders appreciate having control over the rear brake for sliding the back end as needed, many experienced riders also want the option to fully control the front brake. Wish granted. Of note: Once the T7 key is taken out of the ignition, ABS defaults to fully “on” for the next ride. ABS status outside of the default “all on” mode is shown on the display while riding.

Also for 2024, the U.S. T7 gets the $200 clutchless quick-shifter option (above) Euro riders have been enjoying. Our review bikes were fitted with the shifter tech, which installs easily with plug-and-play wiring and activates a “QS” icon in the display. It only speed shifts UP through the gears; it will not rev-match for downshifts. Oh, and the turn signals are now LED types, with the front blinkers staying on as marker lights for better visibility in traffic. Color choices are black or glossy Yamaha blue.

With the new display and ABS options, Yamaha has added a small thumb-operated click wheel to the right bar pod to make it easy to change the display format and ABS as needed while underway, instead of having to push buttons on the display itself as on the old models.

Ride Time

Properly acquainted with all the new features, we saddled up for a ride out to the dirt roads in the mountains east of Los Angeles. Threading through the infamous L.A. morning rush hour traffic, we split lanes between cars at safe speeds, and while the lanes of the California freeways seem wider than those where I live (Oregon), the slender profile of the T7 made this maneuver a low-stress experience for those of us for which it remains illegal at home (sadly). It sure beats sitting in traffic. As traffic thinned out and the highway narrowed to two curving lanes, the T7’s excellent road manners allowed for some aggressive corner strafing on the way to our off-road chapter of the ride. It was a reminder of how well-rounded the Ténéré 700 is.

We reached the trailhead and prepped the bikes for off-road riding, which included airing the tires down a bit and adjusting the rear suspension preload, which was made simple with a twistgrip located under the rear fender. Most riders switched off rear wheel ABS; some of the more experienced went full analog. Out on the (very) dusty trail, the T7 powered up steep grades, navigated rocky descents, and crossed deep G-outs that cut across the trail with an ease that belies its comparatively hefty 450-pound fueled weight. Granted, we weren’t hauling any gear on our press bikes, but even when I was banging my way through the Rockies on a loaded-up ’22 T7, the Yamaha enabled passage through challenges I initially hesitated to attempt. Fortunately, I had only one get-off, but the crash bars and other measures expert builder Eva Rupert added to the T7 fended off any damage. On this trip, I managed to stay upright.

Photo by Yamaha/Joseph Augustin Photography

Sliding the back wheel gives riders more control in the dirt than ABS, which is why the option is given to turn ABS off. Photo by Yamaha/Joseph Augustin Photography

Even at 6 foot 1, standover riding is still easy and comfortable on the T7. Photo by Yamaha/Joseph Augustin Photography

High in the San Gabriel Mountains east of L.A. traffic, the T7 is at home in the dust and loose rocks. Photo by Yamaha/Joseph Augustin Photography

After riding to the top of Santiago Peak, a ridge festooned with TV and cellular antennas, we navigated down a challenging steep stretch to have lunch and then transitioned back to road riding. Satiated, we throttled onto the Ortega Highway, a swirling, scenic but technical strip of pavement that wound back into the Los Angeles megalopolis. Fatigued from the highly active stand-up riding for the last several hours, it was nice to sit a bit in the saddle as the T7 wound along the spine of the Ortega passage. As an on-road mount, the T7 is comfortable and peppy, with extra passing power a click down from 6th gear if need be. The stock windscreen, while small, punches a decent hole in the air for this six-foot tall rider’s midsection, and helmet buffeting is minor, if noticeable at all.

Soon enough, we were on Interstate 5, with what seemed like 12 lanes packed with cages and trucks in each direction, all going at walking speed as commuters stewed behind the steering wheels in the evening crush of traffic. We slipped through between lanes once again, joining riders on growling Harleys, towering KTMs, and hyperthyroid sportbikes in leaving the traffic behind. Why isn’t this legal everywhere?

As traffic thinned out on The 5, throttles opened, and get-a-ticket speeds began to appear on our speedometers, but the T7 remained confident and controlled and didn’t feel like it was being wound out to achieve our extralegal velocities. True versatility. Darkness gathered as we arrived back at Yamaha’s massive Cypress headquarters, the dual LED high beams lighting up street signs and oncoming drivers as well.

Observations

The updates to the 2024 Ténéré 700 may seem minor, and on balance they don’t change up the T7 experience in a major way. Still, they are definitely important tools many North American riders have been asking for since the T7’s debut, especially the improved control over ABS braking. Some have criticized the T7’s stock suspension as too soft, but they are likely more off-road-focused riders who want a bit more support in the rough stuff. To this rider, the suspension seems to have both off-roading and pavement stretches well covered.

The wide range of adjustability means it can be tuned for more aggressive off-road riding without resorting to having hard parts replaced as they were on my Overland Expo-built bike, which featured longer, taller, more sophisticated Tractive legs. If off-road riding is going to be a primary focus, spending large dollars on that sort of upgrade makes sense, especially in light of the Yamaha’s affordable $10,799 MSRP. But for the vast majority of riders, the KYB suspenders will work just fine as is, and a definite sweet spot for most riding styles can be found if you keep fine-tuning it as the miles and riding hours accumulate.

Additionally, the sweet CP2 P-Twin, which also powers several other Yamaha models, is still a lovable, reliable, capable lump, typically able to lug the bike and rider out of trouble even if it’s in the wrong gear. The engine’s sweet spot seems to be wherever it’s turning at the moment, with a solid rush of acceleration as the revs rise. The T7 doesn’t have “ride modes” as many bikes do now, and Yamaha seems to have found the middle of the off-road/on-highway Venn diagram with the motor, and many riders feel zero ride modes is the perfect number of ride modes. Will that change? Maybe someday, but let’s hope one of the ride modes preserves the current state of tune. Maybe call it “Just Right” mode.

What would I change? Highway droning is a less fun but typically unavoidable part of ADV riding, so cruise control would be a nice addition or option. But because the T7 has cable-actuated throttle bodies instead of throttle-by-wire, that’s not an OEM option – just yet. There are plenty of aftermarket solutions in terms of throttle locks, including the excellent Atlas unit I had on my ’22 built bike. Heated grips as stock would be another valued perk that wouldn’t cost Yamaha much to add, and why not just add in the quick shifter as standard? Riders can use it or not use it as they see fit. The current EFI setup also largely precludes “ride modes” that involve a lot of throttle adjustment, so the T7 has none. A wire throttle system and some additional digital processing power solves this and the cruise control issue handily, and I don’t get why Yamaha continues to miss adding these important features. Maybe next year.

And that’s the thing with the Ténéré 700, honestly. It’s a solid, dependable, and familiar adventure bike that has launched countless adventures over the years, but in that time, the competition has drawn closer to figuring out its magic formula. Now, Honda is in the mix with its reborn Transalp 750, which is arguably more street-oriented but may also be an off-pavement contender with some different tires and a few other changes. It includes ride modes, a much more powerful (90hp) but similar p-twin engine, better weather protection, and what looks like a smidge more comfort on the road. It’s also less expensive by hundreds of dollars, and it’s just one of several mid-size adventure bike competitors, including offerings from market leader BMW, KTM, Husqvarna, and Suzuki with their new DE800 P-twin. Will the T7 need to change to keep up?

Rising competitive pressure may nudge Yamaha into adding in more features, tech, and capabilities to the North American Ténéré 700… next year. Or, it could be as simple as sending us some of the up-spec T7 versions those spoiled, er, lucky European riders now enjoy. Whatever the future holds, at least the 2024 Ténéré 700 we get to ride now is still a fun, capable horizon chaser.

Aventon sent Overland Expo a Ramblas (above) to try out ahead of the new model announcement. And for what it’s worth, “Ramblas” translates to “byway, roadway, avenue of travel, boulevard, waterway,”… you get the idea.

Aventon Ramblas Overview

While Aventon produces e-bikes like the Aventure and Level that riders can certainly take exploring down a forest road or across the desert playa, the $2,699 Ramblas is much more narrowly designed for mountain biking specifically. It’s built around a traditional dual-triangle type hardtail 6061 aluminum frame, with a large 708-watt-hour 36-volt battery tucked into the lower frame spar. Nothing new there, that’s typical for Aventon.

What’s not typical are the very up-spec components attached to the frame, including a RockShox 35 Silver TK fork with 130mm of travel and adjustable rebound damping (and lockout), SRAM NX Eagle shift kit including a 12-speed rear cassette with a very wide range of ratios, 29-inch wheels shod in Maxxis Recon 2.4-inch wide MTB-specific tires, and large SRAM hydraulic disc brakes front and rear. The Ramblas also includes a KS dropper seat post, a tiny new color LCD data screen, and a seemingly impossibly small 250-Watt mid-mount “A100” motor Aventon says they have been developing in-house.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Most Aventon models are Class 2 e-bikes with a throttle and pedal assist to 20 mph. Typically, they can also be “unlocked” via the Aventon app to Class 3 pedal-assist speeds up to 28mph. The Ramblas? It’s a Class 1 pedal-assist only system that tops out at 20 mph on assist. Period. There’s no throttle or app-based Class 3 lockpick. However, the Ramblas does talk to the Aventon app via Bluetooth to allow some performance tweaks and record ride data.

And while the Ramblas is clearly focused on mountain biking, Aventon wisely decided to include a few key safety bits for city and road riding, including dual rear LED marker lights built into the frame, a bright LED focus-beam headlight, and a kickstand. Both the headlight and kickstand were packed separately and not installed on the Ramblas, nor were the usual spoke-mounted reflectors and a couple of other bits most people wouldn’t be caught dead with on a serious mountain bike. I passed on installing the kickstand and reflectors, but I did install the headlight since it’s well-designed, so small as to be almost invisible, and really, really bright. All the Aventon lights run off the battery pack, so no separate batteries or charging the lights is needed. Battery charged, bits tightened to spec, and air in the tires, it was time to go… Ramblasing…

Ramblas Ride Time

I’ve been riding mountain bikes since the early 1990s, so I’ve had a few over the years. Living in Portland, Oregon, there’s no shortage of places to ride off-pavement right in the city itself, and I headed first for a unique Portland riding park known as Gateway Green. Tucked in a large forested median between two busy interstate highways and two rail lines, Gateway Green is an off-road cycling oasis that includes a (terrifying) BMX stunt track, two pump tracks, two challenging downhill competition-style dirt courses, broad gravel roads, and multiple singletrack trails that weave between tall trees and traverse hillsides. Best of all, there’s no motor vehicle traffic allowed at Gateway Green despite being literally surrounded by highways carrying tens of thousands of vehicles each day.

Getting to the park involves riding through neighborhoods and business districts on surface streets, bike paths, and pedestrian walkways – a good test of riding in the environment the Ramblas is not optimized for. I started out the ride with the Ramblas powered on, but I set the assist to Off so I could see how it rode just as a regular bicycle. Verdict? In the flat, it’s basically just like riding a regular analog hardtail mountain bike, albeit a heavy one. However, once I came to an incline, the Ramblas’ 57 pounds became readily apparent, and I ticked the controller to “Eco” mode to activate the tiny motor nestled in with the pedals.

Viva la difference! With an audible but unobtrusive whir, the A100 motor smoothly engaged, and my speed in the flat went from about 10 miles an hour to 18 with the same pedal effort. On a gentle incline, the torque-sensor-equipped motor matched my effort to fight gravity with just a small percentage of its stout 100nm of torque to maintain speed. For those who love to tweak their rides, each ride mode can be adjusted across three parameters (assist, torque, acceleration) in Aventon’s polished app, but I found the default settings to be largely effective. The small color LCD screen also shows motor output on a graph along with numerous other ride data points across three screen pages.

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Photo by William Roberson

Arriving at the ride park, I bled off a bit of air from the tires for more traction and ticked assist up to “Trail” mode, which roughly doubles up the assist level of Eco but stays below the peak power output of full-power Turbo mode. Navigating the tight singletrack section of the park, Trail mode is a perfect fit, adding power smoothly without sudden boosts or surprises. I started out riding hardtail mountain bikes before moving on to more plush full-suspension models, and the Ramblas reminded me of the advantages of having no springs attached as it were: quick handling, excellent feedback from the back wheel, and enhanced climbing power with no rear shock to soak up my pedaling energy.

It was smart (and more affordable) for Aventon to go with the hardtail format, in my opinion, especially for beginning mountain bike riders who might not be used to the dynamics of a full-bounce chassis. It feels more “normal” if you’re coming from road bikes or just bikes in general, and it greatly simplifies the bike’s design and component needs – and costs.

Up front, the RockShox 35 Silver TK forks arrived fairly dialed in; I didn’t feel the need to adjust rebound damping, and the fork didn’t float the front wheel over the many bumps and humps in Gateway Green’s triplet of single track sections. The Maxxis Recon tires have good bite in the dirt, but thick mud can clog their cleats. A few rotations at speed were usually enough to clear the knobbies enough for renewed traction. Out back, the SRAM 12-speed gear cluster had a ratio for every situation, from granny-gear climbs up steep banks to wind-whistling tall gears perfect for city riding. When it came time to slow down or hold position, the SRAM hydraulic disc brakes, 200mm up front and 160mm out back with single-puck calipers, have a good feel and even better power, requiring only two fingers on the lever for pretty much any braking situation.

Attacking some steeper paths in the singletrack section, I selected Turbo mode and was surprised at the torque put out by the tiny motor as it churned up the grade, sometimes spinning the rear wheel a bit in muddy sections. Again, pedaling is required since there’s no throttle. While the motor is rated at “only” 250 Watts nominal, it’s the twisting power of torque that gets things moving, and the little A100 nubbin has 100 Neuman-meters of twist – or 74 pound-feet by translation. That’s more than many motorcycles – and more than most e-bikes, period. It’s an impressive little chunk of gears and wires, and it will be interesting to see how it holds up over time. So far, no complaints, and after several hours of bad behavior, including some wheelies, skids, slides, and a tip-over or two, the Ramblas appeared no worse for wear (aside from a fair bit of mud in every nook and cranny), and the battery meter somehow sat at over 60 percent remaining.

Days later, I rode to nearby Rocky Butte, an 800-ish foot tall volcanic cinder cone in the middle of Portland’s East Side that features a steep, circuitous paved road to the fortress-like observation area at the top, where on a clear day, you can see multiple Ring of Fire volcanoes including, Mount Adams, Mount Hood and their fiery cousin, Mount St. Helens. For road-oriented e-bikes, Rocky Butte Road is a perfect test of motor strength, heat management, battery consumption, and on the back side: maximum speed. After the sun goes down, it’s also a good place to test headlights as the roads are largely unlit – and there’s a fun tunnel.

Set to Trail mode, the Ramblas scooted up the nearly mile-long climb at about 17 mph on average (with “normal” pedaling effort), dropping only slightly below that mark on the steeper sections. While the front RockShox forks do have lockout, I left the legs active to soak up the many road imperfections on the way up – and down. The road back down to street level curls around the back of the butte in a series of steep straights, sweeping turns, and crumbling pavement that challenge even veteran riders’ courage but also allow for finding the maximum speed of both bike and rider. Exiting the last sweeper into the long final downhill, I clicked the precision SRAM NX cassette to top gear and piled into the pedals until I could spin the crank no faster. Result: 40.3 mph according to the small but crisp color display (below) tucked next to the handlebar stem. I can live with that on a mountain bike turning 29-inch wheels with mud-caked knobby tires (personal best: 51 mph on a very expensive, very light analog road bike).

Heading home, I ticked the motor to Turbo and whistled down the bike lanes at 20 mph or better with light pedaling, the assist slowly tailing off on soft descents as the speed went over 20 mph and then smoothly spooling back up on an incline (very little of Portland is “flat”). The tiny headlight and twin rear red LED markers came on automatically as the daylight faded away, and the tiny focused beam headlight, shared with several other Aventon models, is plenty bright as both a marker in traffic and for illuminating the road ahead. The twin rear LED lights, cleanly integrated into the rear frame lowers, do not act as brake lights as they do on Aventon’s other bikes, and many current Aventon models also include integrated turn signals as well to help riders show up better in traffic. Aventon has been an industry leader in effective bike lighting as a stock and standard feature, so I’ll give them a pass on the no brake light function since they included any lights at all on the Ramblas; I can’t think of another eMTB at any price that includes anything similar.

Conclusions

The Aventon Ramblas occupies an interesting niche in the e-bike market. Electrified mountain bikes tend to fall into two camps: “affordable” models that are heavy, poorly designed (as “mountain bikes” at least) with no-name components that are not up to the repeated stress real mountain biking doles out, and high-dollar, highly capable models that most riders curious about “serious” mountain biking dismiss as too expensive and well beyond their ability to master. The $2,699 Aventon Ramblas slots nicely between these camps, offering name-brand, high-performance componentry designed and built both for mountain biking in general and for electrified mountain biking in particular. Rather than shoot for the moon with a full-suspension, carbon-framed wonderbike that only proves they can make such a thing, Aventon’s Ramblas instead extends a tempting offer to those curious about more serious off-road riding while also being a livable, easy-to-ride affordable e-bike with a ring of regular-bike familiarity.

Is it perfect? No, but the flaws are minor and addressable. The plastic cover that goes over the battery is too flimsy, and the cover’s locking mechanism could be better as well. That said, it never came off during hard riding, and if it does, the battery is well-secured in the frame, requiring a key for removal. The motor has a definite whir to it under power, but it’s not annoying, and I’ll happily trade the impressive performance for a few more decibels while pedaling. And for now, there’s just the one color – Borealis – which is nice enough but a bit bigger palette would be better, I’m sure that’s in the works. Otherwise, our review bike worked great and needed little to no adjustment after assembly. But do note that this is a much more involved and precise assembly project than a typical e-bike, and despite Aventon publishing useful video guides and including a decent multitool with the bike, if you have any doubts, take it to a bike shop and let the pros get it up and running to spec.

Can you commute on the Ramblas? Certainly, but it’s clearly more focused on getting dirty and having fun off the pavement. Rather than build a poorly performing compromise or an unreachable dream, Aventon has built an affordable, capable, real-deal off-road fun machine in the Ramblas, and it can also be ridden to school or work.