Design
BDCW saw an inherent problem with the stock BMW’s skid plate, in that it uses four bushings that thread vertically into the engine case (there are no frame supports on the bottom of a 1200GS engine). According to Black Dog, this can result in engine damage if the bike suffers a big hit, as force from the impact is transferred into the case.

To help alleviate this, BDCW’s skid plate utilizes one front horizontal engine mount (versus the four vertical mounts on the stock unit), but the majority of the structure is suspended by the rear mount, which bolts to the frame just forward of the swingarm pivot. The idea is to have the skid plate absorb the shock and keep from damaging either the engine or frame. “The front and rear supports have reliefs built into them that will allow the support to compress to help absorb a substantial impact,” said Kurt Forgét, Black Dog Cycle Works owner and designer of the skid plate. “This is especially true on the rear support. Additionally, the rubber ‘shok bloks’ just behind the front mount will help disperse the force from a large hit, lessening the impact to the front and rear supports.”

When we pulled the Black Dog GS protection out of the box, it was apparent a lot of thought had gone into its design. The sturdy, 1/4-inch aluminum plate features an attractive textured powdercoat finish. The weld seams on our test unit were all top-notch, and didn’t have any slag or sharp edges. Sitting on the ground next to the stock plate, the BDCW unit looks massive.

Installation
We installed the BDCW plate on our 2007 R1200GS. Overall, installation went well, but we gave BDCW some feedback on what could be improved. Almost all of our comments revolved around the instructions, which could possibly be made more intuitive by using more images and a few CAD drawings.

The rear mount bolts to the frame using two machined U-brackets, and it took us about 20 minutes to get these installed and lined up correctly. Additionally, our 2007 GS was missing one required bolt that all other model years have as stock equipment, so we had to source it at our local dealer. That bolt is now included on all of BDCW’s GS skid plate orders.

We also installed the optional centerstand guard (which is not available for 2005 model years). The entire installation—with a run to our local dealer—took about 1.5 hours. If we had to do it again, it would take 30 to 45 minutes.

Anyone who is somewhat mechanically-inclined and has a few wrenches in the toolbox should find the BDCW GS skid plate installation fairly straightforward.

Features
We especially liked two aspects of the BDCW design: 1) The large front and side flanges do a good job of covering the header pipes, something that we feel is an important feature, and 2) the flat bottom means nothing will snag on sharp objects. The coverage is impressive, the material is extremely stout–there is no comparison to the stock unit. Additionally, Black Dog pointed out that the rear frame mount was unique among GS skid plates and is the key selling point of their GS protection.

We didn’t call this a “test” because we rarely roll out of the garage on an $18,000 motorcycle with the intent of bashing the bottom of the engine off of boulders. That time will come, but it probably won’t be planned. For now, we’re pleased with the look, feel and build construction of the Black Dog Cycle Works GS skid plate, and are confident in its ability to fend off obstacles that would have destroyed the stock protection.

Price:
Skid plate: $349.00
Optional centerstand guard: $49.00

Add 100% Waterproof Motorcycle Gear Carrying Capacity to Giant Loop’s Coyote Saddlebag and Great Basin Saddlebag

(Bend, Oregon, USA) Adventure motorcycle soft luggage innovator Giant Loop® now offers two 100% waterproof roll-top dry bags, designed to integrate with its Coyote Saddlebag and Great Basin Saddlebag. The Coyote Dry Bag adds 12 liters (730 cubic inches) of gear storage and straps behind with two lash points corresponding to the Coyote Saddlebag’s compression straps. The Great Basin Dry Bag provides 23 liters (1399 cubic inches), for sleeping pad, tent, extra shoes, maps and other kit, lashing behind the Great Basin Saddlebag with its center compression strap.

Both made-in-USA Giant Loop Dry Bags are welded from rugged 18-oz polyurethane bodies and 22-oz polyurethane bottoms. Webbing reinforced roll tops use nylon side-release buckle closures with D-rings to create a 100% waterproof seal when the tops are rolled properly. Available exclusively in high visibility yellow with the Giant Loop GL® logo emblazoned in black.

Coyote Dry Bag specifications:
• dimensions 6.5″ x 26″ (22″ closed)
• volume 12 liters (730 cubic inches) when closed
• two lash points for corresponding compression straps on Coyote Saddlebag
• MSRP $69.00

Great Basin Dry Bag specifications:
• dimensions 9″ x 26″ (22″ closed)
• volume 23 liters (1399 cubic inches) when closed
• one lash point for corresponding center compression strap on Great Basin Saddlebag
• MSRP $73.00

The Giant Loop line of super rugged, ultra lightweight, high performance motorcycle soft luggage also includes the Great Basin Saddlebag (50 liters), the Coyote Saddlebag (30 liters), the MoJavi Saddlebag (10.5 liters), the Fandango Tank Bag (10 liters), the Diablo Tank Bag (4 liters) and the Buckin’ Roll Tank Bag (3.5 liters). Giant Loop motorcycle soft luggage fits a wide array of adventure, sport, dualsport and dirt bike makes and models, requiring no special racks, mounts or braces.

The Coyote Dry Bag and Great Basin Dry Bag are available from Giant Loop’s international distributors, as well as from a network of dealers throughout the USA. For all the details, go to www.giantloopmoto.com, or visit the “Go Light, Go Fast” blog at giantloopmoto.blogspot.com.

Giant Loop® and the GL® logo are registered trademarks of Giant Loop LLC.

With two inches more headroom, nearly double the original square vestibule footage and convenient J-door entries, the Expedition Tent, Series II, offers you more. Expedition-grade ripstop nylon ground cloth and floors offer superior protection, while the double wall design of the sleeping bay helps eliminate condensation. Double J-door entries to the sleeping bay simplify entry and exit and with two colors options, green and yellow, the Series II offers you more while packing to the same size and weight as the original Tenere tent.

The spacious garage bay, designed for sheltering motorbikes, has evolved far beyond the original vision.  The bay serves as a sheltered utility area for cooking and sitting area for down-time, as well as a storage area, workshop or dressing room with enough height to stand up and change gear.  MARP is $449.00

For more information visit www.redverz.com
720-213-8287
Facebook.com/Redverz

Launch announced of The Ted Simon Foundation, a non-profit organization promoting world understanding through personal adventure travel.

Covelo, California – June 17, 2011 – The Ted Simon Foundation announced today that its official launch to the public and press will take place at Coventry Transport Museum in the UK on October 6th, the 38th anniversary of the beginning of Ted Simon’s first solo journey around the world. Further details about the launch event may be found at http://www.jupiterstravellers.org

The Ted Simon Foundation will encourage and assist adventure travellers in making an extra effort to develop their observations and insights into something of value for the rest of the world to share, whatever their medium of expression might be.

The Foundation is named after Ted Simon, 80, a veteran of two solo motorcycle journeys around the world and author of Jupiter’s Travels. Commenting on the forthcoming launch, Ted Simon said, “We believe that individuals of good will, moving among foreign cultures and making themselves vulnerable to the beliefs and customs of strangers, have great importance in promoting world understanding, and even more so when they can distill the essence of their experiences into a form that can be absorbed by many.”

“Our world is in ferment as never before and this is challenging but fertile ground for those of us who seek to understand the beauties, the mysteries and the tragedies of our world. No traveller, in our experience, ever came home with a message of hate.” Simon added.

The Monsoon soft saddlebags are in a league by themselves.

and available through Black Dog Cycle Works at www.blackdogcw.com or 208-263-0438.

“It’s great when an aftermarket company like Touratech can develop a complete line of accessories for a new motorcycle by the time the first one is delivered in the U.S., helping the customer envision the potential of their new machine before they pick it up at the dealership,” said Paul Guillien, General Manager, Touratech-USA.

The full line of Tiger 800 XC products is featured in the 2011 Touratech Adventure Catalog and is also available at www.touratech-usa.com.

Front Fender Riser

Part # 420-5441, Retail: $40.80

The front fender on the Triumph Tiger 800 XC is positioned very close to the front wheel. If you’re using knobby off-road tires, the gap becomes even smaller and you run the risk of locking up your front tire with mud and debris. Touratech’s riser for the original front fender is very easy to install. A stainless steel adapter goes between the tire and the fender, increasing the clearance by 15 mm (0.6 inch). No modifications to the original fender are necessary.

Radiator Guard, Black

Part # 420-5015, Retail: $140.70

The radiator on the Triumph Tiger 800 XC’s three-cylinder engine is pretty large, making it susceptible to dirt and debris impacts while riding off-road. The original plastic radiator guard provides only limited protection on rough gravel roads. Touratech’s radiator guard offers much improved protection, optimizes airflow and is made from black anodized laser-cut aluminum that blends in with the motorcycle’s overall appearance.

Handlebar Risers, 20mm

Part # 420-5255, Retail: $73.40

On long off-road stretches, the seating position on the Triumph Tiger 800 XC can be a bit tiring. These handlebar risers from Touratech make for a much more relaxed ride, both when seated and while standing.

Lockable Windscreen Spoiler

Part # 046-0647, Retail: $147.30

This small, discreet locking windscreen spoiler effectively reduces airflow and buffeting when riding at high speeds, yet is easy to remove for off-road riding, or trips around town. The keyed lock prevents unwanted removal of the spoiler.

ZEGA Pro System, 38 and 45 liters

Parts 420-5715 through 420-5727

The legendary ZEGA Pro pannier system is now available for the Tiger 800 XC.  Using an 18 mm stainless steel mounting rack, this Zega Pro pannier system utilizes a special exhaust cutout which keeps the system width narrow.  The rack has been engineered with an extremely strong cross-brace design to withstand heavy off-road use.  Available in 38 and 45 liter sizes, in bare aluminum, anodized silver or anodized black finish.

Rear Luggage Rack

Part # 420-5450, Retail: $122.60

This aluminum luggage rack from Touratech gives you the perfect place to strap dry bags and additional luggage.  Strong and lightweight it features many slots and cutouts, perfect for attaching any kind of strap.

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For more information about the parts and accessories for Triumph Tiger 800 XC, or anything for your next adventure, contact Touratech-USA, www.touratech-usa.com or 1-800-491-2926.

Learn more at www.sidestandup.com

Products:

Motorcycle Travel Photography
Book One | The Foundation (41 pgs.)
Book Two | The Tools (49 pgs.)
By Anthony Kerr
www.motojournalism.com

We’ve all been there, right?  Where you think you’ve taken the photo of a lifetime, framed it, lit it, composed it perfectly, only to discover later that, well, it isn’t?

Moto-blogger and professional photographer Anthony Kerr must have once had the same experience, because that’s one of the first questions he asks in the first volume of his Motorcycle Photography e-book series, aptly subtitled “The Foundation.”

Not overly techy (a good thing in our opinion), “The Foundation” offers easily digestible tips and information on the essentials of photo composition, layering a shot, background/foreground, shooting people vs. landscapes, and more—in other words, everything to help the novice shutterbug take better, higher-quality photos. Kerr uses comparison images to effectively show how simple changes in composition can affect a photograph, and encourages readers to shoot, shoot and shoot some more—the only way to get better is to use your camera. A lot.

The ideas and concepts, as well as the equipment, get a bit more complex in Volume 2, “The Tools.” In it, Kerr explains camera types (point and shoot vs. SLR), lens options, where to buy your photographic gear, and perhaps most important, how to pack it on your bike so it’s both easily accessible and well-protected.

We especially liked how the guide went through the main shooting modes (Manual, Shutter Priority, Aperture Priority, Auto/Programmed) and settings/functions (ISO, exposure, white balance, etc.), features that can be found and used on both point and shoot and SLR cameras.  Kerr explains these knowledgably yet without getting too technical, and uses simple yet effective icons to illustrate f-stop and lens angle on example photos. Another key tip from this volume? Back up your images, and carry plenty of memory cards.  After all, he says, you can always fix your camera, or replace it if need be, but you’ll never be able to get that same great shot again.

Kerr also includes a printable “Cheat Sheet” with a bullet-point recap of each book’s main topics and instruction, which we’ll keep handy in our tankbag for when we get inspired (or just need a simple reminder).

Both Motorcycle Travel Photography e-books are well designed and aesthetically pleasing, and each one packs a ton of information into 40-plus pages. They’re excellent resources geared toward the hobby and/or novice photographer, but we’d recommend them to anyone looking for new and interesting ways to approach photography.

And as the author advises, don’t be afraid to take a bad photo (we all do). Just get out there and snap away, and pretty soon, you’ll start seeing a lot fewer throwaways, and a lot more keepers.

Downloadable via www.motojournalism.com for $10 (Book One: The Foundation) and $15 (Book Two: The Tools).

by Ned Suesse

The Dakar rally is here. For me, it’s the best event of the year, a race I’m drawn to for somewhat odd reasons: It’s so long—and so arduous—that it does not merely favor the quick, but also the smart and the tough. This is more than just a race—it’s a full human experience that embodies both the highest highs and the lowest lows for everyone who chooses to participate. No one has an uneventful Dakar. It simply doesn’t happen.

Any competitor who participates in the Dakar transcends the word “racer” to me. In my mind, a racer is someone who thrives so much on competition that they’d stuff an old lady in the grocery store if they could get their shopping cart on an inside line. A racer pumps iron and eats spinach, and is never happy unless he or she is on the top step of the podium.

That description almost perfectly fails to match me, and I bet it fails to describe you too. Most people I know who are enthusiastic about riding adventure bikes are not racers. I’m not a racer, but I do race from time-to-time, and I think everyone who cares deeply about riding should give it a try if they are able. Here’s why:

1. It’s a hell of a good time. You ride a closed course and are actually allowed—even encouraged—to go as fast as you want. This is magical, because no matter what you might hear, fast is more fun than slow, and a closed course is a fine way to discover that. Add in the emotional cycle that starts with excitement, builds to nervous anticipation and finally becomes euphoria out on the course, and you have the perfect way to break free from the shackles of the inane.
2. Competition helps you know your place. Often, when I’m on a particularly fun stretch, I imagine that I could be one of the fast guys. No one, I imagine, could possibly go any faster. Racing will tell you whether that’s a fantasy or not. Finding out I’m delusional, and seeing what fast really is, tends to be an enjoyable experience for me. You might think it would be depressing, but instead it lets you take note of this wide, wonderful world we live in—and how much quicker someone else can get across it.
3. You will be a part of something with people who share your passion. If you find yourself waking up in the morning thinking about motorcycles, you should try a race, because the entire event will be filled with people just like you. Being among them and experiencing the camaraderie that accompanies your typical race weekend will make you realize that the world is a pretty good place.
4. Finally, contrary to popular belief, losing isn’t a bad thing. Our culture is focused on winning, and it’s easy to fall prey to the “second place = first loser” t-shirt slogan mentality. The public image of racing is of the battle for first place, as it should be, and the guy who got second is often crushed. However, the guy who got second is also, most likely, a lot faster than either of us. The guy who got tenth was thrilled to achieve it, which leads to my rule of racing: Satisfaction comes from exceeding expectations. As a non-racer, our expectations can afford to be set pretty low, so it’s likely we can leave the event satisfied. After all, if it were about winning, only a few people would have any legitimate reason to show up.

There are a hundred reasons not to race, and in some cases they’re pretty good ones. But many people overestimate the difficulty and expense required to take part in an event. You aren’t trying to win your first time out, so it’s OK not to have the latest and greatest equipment. If you have a small bike, try an enduro. If you have a big bike, try a RallyMoto. Don’t worry about buying equipment in order to be competitive, just get to the start line and take a swing at it.

Even if you finish last, you’re guaranteed to place ahead of all the folks who never gave it a try. And who knows—you might just find something that changes how you view the old lady at the grocery store.

What are your thoughts on competition? Interested, or not? Let us know at www.facebook.com/outriderjournal