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Joe Rocket Canada Ballistic 14 Jacket: Tuk Tested!

Tuk Tested

What exactly does “Tuk Tested” entail, you might ask?

This jacket has been tested more thoroughly than any other piece of gear in WBW history to date (that I’m aware of).

I just returned from a 5600-mile adventure ride while using the Ballistic 14 jacket. Beginning from my home in Airdrie, Alberta, Canada it ranged all the way to the northernmost location reachable by road in Canada: Tuktoyaktuk or Tuk for short.

Map showing the Tuktoyaktuk, or Tuk, motorcycle route

Over the course of that trip, I encountered temperatures ranging from a chilling 30 degrees all the way up to a sweltering 90 degrees Fahrenheit and all the UV radiation that comes with it.

Plenty of rain almost every day for the first week straight, wicked dust on remote gravel roads and literally thousands of insects assaulted this gear for two and a half weeks nonstop. There was even a close encounter with a large bear as seen in the photo below.

Joe Rocket Canada Ballistic 14 Jacket on Model with Bear statue

First Impressions

Joe Rocket Canada Ballistic 14 Jacket on Model with Bear statue

A handsome textile jacket that is lightweight. Sturdy yet pliable with double-stitching in the soft exterior nylon shell which doesn’t appear to be waterproof, but the “Dry-Tech” branding on the back suggests otherwise.

Fitment and Finish

Joe Rocket Canada Ballistic 14 Jacket Off-side View

The medium sized jacket fits my 40-inch chest perfectly and there’s lots of possible adjustment on each arm through stretching elastic bands and rubber coated snaps. The waist on each side has velcro adjusters as well to achieve a comfortable fit.

Sleeves

Joe Rocket Canada Ballistic 14 Jacket Arm Detailing Shown by Model

The sleeves are sewn in such a way as to be slightly bent even when the jacket is just sitting on a hanger. This is further supported by accordion-like pleats on the elbow area to stop the nylon from stretching out from arms remaining in the bent position over many miles of riding. Smart design.

The velcro closures on the wrists offer a huge range of adjustment and lock down really tight to seal out wind and water over any size of glove.

After a few weeks of riding, I noticed the microfleece lining located just above the cuffs on the inside of each sleeve started sagging out of the sleeve and getting in the way while I was tucking in my gloves. Not a huge deal really, but irritating when you go to close up the wrist velcro and have to push in the liner first.

Zippers

Joe Rocket Canada Ballistic 14 Jacket Closeup of Front Zipper Closures

The main zipper is YKK quality and was always solid along with the other ones on the jacket vents and pockets. The zips never caused me any grief whether wet or dry at any time with the exception of the one on the inner thermal layer. More on that later.

Collar

Joe Rocket Canada Ballistic 14 Jacket Closeup of Collar Closures

The collar has three locking positions on it to hold the connector securely in place for sizing around your neck. I never had the collar open up once unless I hadn’t installed it correctly in the groove. The collar lining has soft microfleece inside it and a layer of neoprene at the top that caused no chafing and kept wind and rain out perfectly no matter how wild things got on my trip.

There’s also a hook on the opposite side of the locking slots available to latch the collar open if you prefer during hot weather riding.

After a few thousand miles of riding, I noticed that the red colored neoprene strip had been stained black by the bottom of my helmet rubbing against it, but wasn’t frayed at all.

Sharp Looking detailing

I love the tasteful branding on the shoulders, arms and back along with the overall color scheme. I would have preferred one without the white patches on the upper chest areas because the dirt and dust discolored it slightly over time, but it’s good for visibility purposes. I’ll have to try machine washing it to see whether the brownish tint comes out.

Venting and Breathability

I’m beyond impressed that such an affordable jacket worked in low and high temperatures equally well.

Joe Rocket Canada Ballistic 14 Jacket Ventilation Features

Dubbed the “Variable-Flow” ventilation system, the outer shell definitely allows perspiration to exit the inner jacket to the atmosphere.

This is especially noticeable in the lower arm areas despite the fact there aren’t any zippers there or anywhere on the arms to open up. I could feel the cool wind on my forearms at speed on the bike when the weather was hot, but not when I had the inner thermal liner installed and the weather was cold.

Well done Joe Rocket Canada!

Straps for the Vents

Joe Rocket Canada Ballistic 14 Jacket Back Ventilation Features

The vertical vents running down the sides of the zipper on the front of the jacket each have a small strap with a snap on the end which can be used to prop open the two vents instead of relying on the wind to blow them open to cool the rider.

Similarly, the vents on the middle of the back also have these straps to prop them open too. I haven’t seen this on even the Rukka jacket I just reviewed and adored.

Thermal Liner (Secondary Jacket)

Joe Rocket Canada Ballistic 14 Thermal Liner Jacket

I love it when a jacket comes with a bonus feature like this second jacket which doubles as an insulating layer under the main jacket shell. The puffy insulation isn’t feather-down filled as far as I can tell, but man does it ever work in keeping you warm. I enjoy wearing it around town as a casual jacket when I’m not riding.

The only beef I have with it is the zipper. I had it jam up several times when trying to put it on, and a few times the lock at the bottom came undone after zipping it up. The zipper split from the bottom up a few inches. Happily, each time I just backed the zip down to the bottom things went back into place without issue and all was well.

I like the side pockets on the inner liner and how they zip closed to keep contents from falling out. The liner is uber lightweight and so if not for the zippers I’m sure everything would regularly fall out.

The liner can be attached to the outer shell using loops of material that snap closed, but honestly, I never used them. I found the liner fit me fairly snug and didn’t climb up my arms when I put on the outer shell over it thanks to the elastic cuffs on it.

Waterproof Testing

As with all gear claiming to be waterproof, I torture tested the Ballistic 14 for 5 minutes straight by having my wife spray me with the cold water from the backyard garden hose. We aimed it specifically at all the zippers, pockets and seams to see if anything would leak.

This was when I found out the two pockets located in the white area of the upper chest are NOT watertight! I had left the remote garage door opener in one of the pockets and it was wiped out by water leaking inside.

Real Rain Testing

Joe Rocket Canada Ballistic 14 Jacket In-Action Road Test

In addition to this water testing, I was absolutely pounded every day on my ride to Tuk for about 80% of the time I spent riding along the coast of British Columbia by heavy and light rain. Through it all, the Ballistic 14 “Dry-Tech” integral waterproof membrane shrugged it off beautifully.

The best part about this outer shell is that it doesn’t absorb the water like some other jackets do and stay wet and cold. The water beads up on the outer shell beautifully and then just blows off. Obviously, this helps keep you warm on the bike.

Oops…

I began to think it was immune to all rain, until the 6th day of rain when I encountered the heaviest rain I’ve ever ridden in mixed with some small hail. Something happened that produced a whimper of shock and discomfort from me when I felt the chill of very cold water soaking through my thermal layer right down to my navel area. Luckily the rain stopped about that time and I was spared from being completely soaked.

I had missed closing one of the snaps on the double flap for sealing the zipper and that’s how the monsoon-like wave of water managed to penetrate what I thought was a perfect water defense. There are overlapping flaps sealed with snaps and velcro along with a folded over water dam of fabric in the zipper area that should stop anything from coming through unless you mess up and forget to close it completely.

Happily, the jacket never leaked again on the trip, so I’m going to accept the blame for the leakage.

Armor

The armor included with the jacket is marginal at best in the arms and shoulders being only CE level 1. The pad on the spine area is what I would equate with packing foam found in parcels at the post office.

Joe Rocket Canada Ballistic 14 Jacket CE Level 1 Armor

Yes, it’s all super lightweight which is appreciated but offers little in the way of protection. I opted to replace the packing foam spine protection with a quality Rukka D30 Air Level 2 piece of armor. It fits in the pocket perfectly and gave me peace of mind while I rode on some very treacherous roads up in Canada’s Arctic region where help is far away or unavailable.

Joe Rocket Canada Ballistic 14 Jacket CE Level 1 Armor

Joe Rocket Canada should definitely put better quality protective armor in the spine area of this jacket. It deserves better.

The nylon exterior shell isn’t double thick over the impact areas where the armor is installed underneath, unfortunately. Neither is there any low friction, Superfabric covering those areas, so even though I’m confident the rider would be protected in a slide, I’m not sure the jacket would be serviceable afterward depending on the severity of the slide.

Joe Rocket Canada Ballistic 14 Jacket Closeup of Elbow Design

Plenty O’Pockets

There is 11 pockets total with four located on the inside in the mesh liner.

Joe Rocket Canada Ballistic 14 Jacket Closeup of Front Pocket

The large front pockets were the ones I used most of all for my phone and wallet since these are waterproof ones and conveniently located. There aren’t zippers on them, but the velcro worked perfectly for keeping things safe.

There are open pockets behind these two for putting your hands in to keep them warm when you’re not riding too.

Joe Rocket Canada Ballistic 14 Jacket Inner Lining Key Ring

One vest pocket has a clip ring on it for keeping a key safely tucked away. I know that’s what it’s for because there is a small symbol of a key beside the zipper opening.

The pocket below it is for housing a spare helmet visor inside while another mesh one on the lower right has a strap equipped with a snap on it for securing something else which I couldn’t sort out.

There are no small pictographs were present to provide any hints either, so use your imagination I suppose.

Joe Rocket Canada Ballistic 14 Jacket Inner Jacket Features

The large pocket on the exterior situated in the small of the back came in handy for storing my warm weather gloves while I was riding in the cold, and vice versa.

Joe Rocket Canada Ballistic 14 Jacket Back View

Final Verdict

Joe Rocket Canada Ballistic 14 Jacket Full View of Open Jacket

I gush about how well this jacket held up to the amount of punishment it endured on my ride to Tuktoyaktuk and back.

I liked this jacket the moment I first tried it on, but admit I was more charmed initially by the oh-so-sexy Rukka ROR I recently reviewed until I really field tested this Ballistic 14 in the field. Before leaving for Tuk I was sorely tempted to take the Rukka instead, but I had promised to wear the Joe Rocket Canada gear before hand and am a man of my word.

The JRC jacket costs HALF the price of the ROR, comes with armor included and a thermal liner.

The Rukka (nice as it absolutely is) has none of that in its favor.

The Ballistic 14 is not nearly as lightweight and not quite as stylish, but damn… I’m finding it hard to rationalize ever reaching for the Rukka before this Joe Rocket Canada offering if I’m being completely honest.

I did notice some threads sticking out of the seam on the left sleeve of the Ballistic jacket towards the end of my long trip home, but since appearing they haven’t come out any further. After over 6000 miles of wear and tear it’s earned those whiskers I think.

Back in 2007, the late Rick Korchak did a review of the Joe Rocket Ballistic 7.0 jacket. He loved the “surprise and delight” features of the jacket back then and those are perfect words to describe this latest descendant of that jacket perfectly.

Rick sadly is no longer with us, having just recently passed on to the motorcyclist afterlife, but I certainly echo his appreciation of Joe Rocket innovation which is so evident in this 14th incarnation of a proven, quality riding jacket.

Joe Rocket Canada Ballistic 14 Jacket on Model

What a bargain! What a great piece of gear! It’s on my personal recommendation list for any kind of riding due to its versatility. It’s a pity this exact jacket is only available in Canada although similar ones are available through Joe Rocket Direct in the US like the Joe Rocket Ballistic Revolution.

Pros

  • Excellent fit, finish, design and value for the money
  • Waterproof exterior using the effective Dry-Tech system
  • Easily adjusts at neck/arms/waist to fit snug and keep wind and water out
  • Large pockets house everything you need
  • Durable Rock Tex 600 Nylon exterior shell
  • Stylish and warm inner thermal liner makes a great secondary casual jacket
  • Subtle reflective striping on arms and back are effective, not overbearing
  • Priced low comparatively at $399 Canadian dollars

Cons

  • Only available in Canada
  • Jacket breathes well but would benefit from zippered arm venting
  • Inner layer of microfleece around the wrists tends to sag out sleeves
  • Jacket did leak once through the zipper during a monsoon-like rainstorm

Specs

 

  • Price (When Tested): $399 Canadian Dollars
  • Made In: China
  • Alternative models & colors: 4 different color schemes to choose from
  • Sizes: S, M, L, XL-5XL
  • Review Date: June 21, 2018

 

Joe Rocket Canada Ballistic 14 Jacket Image Gallery

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Pando Moto Karl Devil Motorcycle Riding Jeans Review

Hot on the heels of my Trilobite 1860 Ton-Up jeans review is a look at the Karl Devil jeans from Pando Moto. The mission and approach of the Karl Devil Jeans couldn’t be more different from the Ton-Up Jeans.

Where the Ton-Up jeans are all about offering good protection in “stealth mode”, the Karl Devil jeans give the wearer the appearance of having just stepped out of the paddock. They make no attempt at hiding their mission and purpose. For some riders, the uncompromising appearance is exactly the look for which they have been searching. To others, they might just look dorky.

No matter which side of the fence one lands on, there is little disputing the fact that the Karl Devil’s priority is to provide protection with a “form follows function” design. Before we get into the details, let’s take a quick look at Pando Moto itself.

Pando Moto

Pando Moto Karl Devil Motorcycle Riding Jeans Shots of Different Jean Angles

Lithuania based Pando Moto is a relatively young player in the motorcycle apparel game having started up in 2011 and launching the Pando Moto line in 2012. Over the past 6 years, they have managed to extend the availability of their riding gear from Europe to East Asia, Australia, and the Americas.

Their lineup currently includes five different riding jeans for men and three styles for women. The different styles also implement different materials with options that include a Dyneema® hybrid denim like we just saw in the Trilobite Ton-Up jeans as well as a Cordura® denim and a Kevlar® lined option that is used here in the Karl Devil jeans.

Now let’s dig in and see what the Karl Devil riding jeans are made of.

Construction

One can have the Karl Devil in jeans in any color desired, as long as that desired color is black. In this case, the black color is closer to a dark gray (charcoal?) with areas that are “hand aged” to provide a sort of patina to the denim.

I think it looks better than just a simple deep black color and I like it overall. A faded blue option here might be nice to have for sunny and hot weather. Pando Moto does have other jean styles in lighter blue shades if black is a deal breaker.

Pando Moto Karl Devil Motorcycle Riding Jeans Closeup of Button Closure and Waist

The denim used for the main chassis of the Karl Devil jeans is almost all cotton except for spandex which makes up a small two percent of the fabric. It’s enough spandex, though, to allow for a significant stretch to the 13oz denim.

All major seams are double stitched and Pando Moto claims the jeans “features Kevlar® reinforced stitches”. I”m not sure if that means all the stitching thread is made from this popular aramid or if it is just in certain areas. Regardless, the stitching is tight and even and the panels are cut true making for a tidy and solid looking appearance.

Pockets

The Karl Devil’s drop the ubiquitous five pocket jeans design sticking with just four pockets. No coin or other additional storage areas are present but I feel this is fine considering the slim-fit cut.

Trying to get a lot in the pockets would likely be uncomfortable once in the riding position anyway. Personally, I can’t stand to have items in my pants pockets when riding and keep small items in a tank bag or jacket pocket.

Pando Moto Karl Devil Motorcycle Riding Jeans Closeup of Pocket and Belt Loop

Stretch Panels

In addition to the stretch of the fabric, there are accordion style stretch panels above the knees as well as at the rear below the waist. If this sounds like a description of leather racing pants, I would agree. These aren’t just for looks as the stretch panels over the knees do work well allowing a comfortable bent knee on sport and sport touring riding positions.

The stretch panel at the rear might not be as practical as there isn’t an included rear jacket attachment. Of course if one has a jacket that connects via a belt, this could be a useful feature after all.

Pando Moto Karl Devil Motorcycle Riding Jeans Closeup of Leg

Protective Features

While the denim chassis of the jeans feels nice and durable, the cotton and spandex fabric likely won’t put up much of a fight against the sliding pavement. Fortunately, Dupont™ Kevlar® is used to provide abrasion resistance in the potential impact zones. This includes the knees and shins as well as the seat and back of the thighs.

Pando Moto Karl Devil Motorcycle Riding Jeans Turned Inside Out

Armor

Impact protection is handled by the included SAS-TEC CE level 2 armor for the knees. These are inserted into pockets that are accessed from the outside of the pants rather than a pocket within. This makes it convenient to remove the armor without having to take off the pants.

I would like to see some adjustability in the knee armor height as there is only one position. For my 30” inseam they are landing just about right but for those longer inseams they could end up too high on the leg.

Pando Moto Karl Devil Motorcycle Riding Jeans Protective Armor

Pockets for hip armor are provided on the inside of the pants but armor is not included. I happen to have some Knox hip armor that fit into the provided spaces and it turns out the placement is excellent. The armor sits perfectly over my hip bones, better in fact, than any other riding pants I’ve had before. It would have been nice to have the armor included as I feel hip armor is just as important as knee armor.

Reflective Material & Other Safety Features

At first glance, there is no reflective material on the Karl Devil pants but there actually is. Unfortunately, it’s on the inside of the leg cuffs so it is only visible if one rolls up the jean cuffs. This may be where fashion rears its ugly head a bit. Maybe it’s expected that one will roll up the cuffs on a regular basis? I don’t see that as a great idea.

For starters, at highway speeds, the wind could catch the cuff and unroll it. Also, what about taller riders who need the 34-inch inseam? Finally, since these are race styled pants, rolling the cuff would them difficult to use as in-the-boot riding pants like I do with my Dainese Fulcrum boots.

While I appreciate the inclusion of reflective material on these jeans, the implementation doesn’t seem that practical.

Pando Moto Karl Devil Motorcycle Riding Jeans Leg Cuff Reflective Material Inside

Fit and Comfort

The Karl Devil jeans are available in a relatively narrow range of sizes with 36-inch being the largest waist size they offer. Fortunately, that is the size I wear in jeans and we had asked for 36X32’s to be shipped. Pando Moto made some changes around that time and the inseam on those jeans had changed to 34 inches. I didn’t feel this would be a problem as there are no zippers or other features that would prevent them from being hemmed.

NOTE: The lack of size variation on the Pando Moto website could be due to simple lack of stock. If one needs a size outside the current offering it might be a good idea to contact Pando Moto and see if more sizes will be available in the future.

Turns out that the Karl Devil’s are definitely as stretchy as claimed. I could see someone with a 38-inch waist fitting into these comfortably thanks to all the available stretch in the denim. The inseam was as described being just a hair over the 34-inch inseam I was told I’d receive. I had them hemmed to a 31-inch inseam which works perfectly with my 30-inch inseam when in the riding position.

Pando Moto Karl Devil Motorcycle Riding Jeans Closeup Waistline Tags

On the legs, the overall fit is “close” enough to keep the knee armor in place but is not so tight that it restricts movement. They could be even a little snugger in my opinion since they do have a lot of stretch. Still, they seem more “svelte” than most riding jeans I’ve seen including the Ton-Up jeans I just reviewed. Of course, how close a fit is “best” depends on the rider as some prefer more loose fitting riding pants than others.

With the stretch of the fabric combined with the accordion stretch panels I can’t see any way that the jeans would restrict movement. Whether one pushes the bike under them like a dirt tracker or hangs off like Ben Spies, these jeans aren’t going to get in your way, well almost.

One area that did confront me a bit is the crotch area. Maybe these are just designed to be very low waisted and that isn’t necessarily bad in itself. However, when it is very low and jeans that are heavy like these, a belt is necessary to keep them in place. This typically requires the belt to sit over the widest part of the hips in order to keep the pants from sliding down.

Pando Moto Karl Devil Motorcycle Riding Jeans Closeup Rear

As such, getting the jeans in a position where they stay secured with a belt can leave the remaining area a bit, errr, cramped. Once in the seat, I didn’t really notice this anymore but it could be a bit uncomfortable when standing or walking depending on the wearer’s body shape. It’s not bad enough to keep me from wearing these jeans, but just be aware that there could be tight space down below.

Breathability

Airflow is about what I expected which is not that great. This shouldn’t be surprising considering the heavy duty denim and the large areas of Kevlar® lining. Fortunately, the fabric doesn’t seem to trap moisture vapor so while one might feel warm, there isn’t that sticky, wearing a plastic bag feeling that other kinds of textile riding apparel can produce in the heat.

To put it in perspective, I rode in these jeans yesterday and it started off at about 87 F (30.5C) and by the time I got back, it was 95 F (35C). It was pretty humid as well at around 40%.

Was I hot? Yes. Was I feeling like I was roasting? Not really, but I was keenly aware that I wasn’t wearing mesh pants like I would normally be in these temperatures. All this to say that these jeans are better suited for cool to warm days than really hot ones.

Pando Moto Karl Devil Motorcycle Riding Jeans Leg Detailing

Conclusion

I will admit I was pretty skeptical when I was asked to review these jeans. I figured these would be some “fashion” jeans targeted at the long-bearded, skinny jeans wearing dude on the bobbed CB 350. I believe I judged too harshly.

At €239.00 (around $275 USD) the Karl Devil jeans aren’t inexpensive but they are well made and offer up good protection for riding jeans. They also feel heavy and substantial which is something I like in protective gear. The lack of included hip armor is a little disappointing but can be remedied easily enough.

The looks might be the most divisive aspect to the Karl Devil’s with their decidedly non-jeans look. An argument could be made that says “Who wants jeans that look like leather racing pants?”. Well me, for one. I like the idea and in fact, I’d flip it to say “Who wants reasonably protective track inspired pants that are as comfortable as jeans?”.

In the end, I give the Karl Devil jeans from Pando Moto four stars but they could have made it to five save for a couple of things.

One, include the hip armor as standard as most any low-side type of crash can impact the hip. And two, the “inside cuff” reflector at the bottom of the legs. I can’t get behind the idea that rolling up the pants leg is required for that reflectivity to be available.

Pros

  • Sharp appearance if one likes “track hero” look
  • Heavy duty construction
  • Stretch denim for comfort
  • Slim fit keeps knee armor in place
  • Kevlar® lining for abrasion resistance

Cons

  • Pants are heavy
  • Not well suited for hot days
  • Crotch area is a bit “cramped”
  • Silly appearance if one dislikes “track hero” look

Specs

  • Manufacturer: Pando Moto
  • Where to Buy: Pando Moto
  • Price (When Tested): €239.00 / $277.36 (USD)
  • Made In: Lithuania
  • Alternative models & colors: Black
  • Sizes: 32 through 36 Waist (all 34 inseam)
  • Review Date: June 2018

Pando Moto Karl Devil Jeans Image Gallery

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2018 Honda Gold Wing Gallery

2018 Gold Wing in Dana Point, CA
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Pictures of the Honda’s new high tech tourer in Pearl Stallion Brown

Picture gallery of Honda’s high tech touring motorcycle, the 2018 Gold Wing…
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The Frijole 883: Biltwell’s heavyweight Harley race bike

The Frijole 883: A Harley Sportster racer from Biltwell
Anyone who runs a modded Harley will know Biltwell Inc. The Californian company is a big player in the upgrade market, and its universal-fit items are even appropriated for new wave metric customs.

The guys who run Biltwell have petrol coursing through their veins, and the stable of daily riders in the Temecula parking lot is eclectic. It mostly leans toward Big Twins, but several of the crew have a dirt bike in their quiver. It’s often an XR400 or a TT500—or in the case of main man Bill Bryant, both.

The Frijole 883: A Harley Sportster racer from Biltwell
“My roots in off-road racing go pretty deep,” says Bill. “I’ve pitted or driven for desert teams since 1983. Last year, during a spectating adventure to the Baja 1000, I convinced some co-workers and friends to do the impossible: race the NORRA 1000 on a well-prepped but mostly bone-stock Harley-Davidson XL883 Sportster.”

To Bill’s amazement, everyone said, Hell yes! And so we have Frijole (Spanish for ‘Bean’), the world’s most improbable rally raider.

The Frijole 883: A Harley Sportster racer from Biltwell
Bill, Rob ‘Rouser’ Galan and a small crew built this Sportster with a single intention: survival. “We knew that the combined 1,300 miles from Ensenada to Cabo would take a toll,” says Bill.

“Since it’s a five-day rally, we built (or bought) back-ups of practically everything; wheelsets, foot controls, bars, shocks, the swingarm, you name it,” says Bill. “We even bought a donor bike one week before the race and pulled its engine for backup.”

The Frijole 883: A Harley Sportster racer from Biltwell
To maintain the essential look of the Sportster, the Biltwell crew had to make some compromises. Frijole’s frame, swingarm, tank and rear fender are all OE spec, and the stock oil tank is heavily fortified rather than replaced.

“Wet and unladen, she weighs in at 475 pounds [215 kilos]—50 lighter than stock,” says Bill. “But on race day, she’s equipped with Lowrance navigation, a backup iPad, a road book, miscellaneous rider aids, safety and recovery equipment, tools, spare parts, extra fuel and EXFIL tank and side bags.

The Frijole 883: A Harley Sportster racer from Biltwell
“Our Mexican thumper is plumped right back up to the 500-pound mark.”

During development and testing, Bill and his crew tried hard to replicate the terrain they’d encounter on Baja’s rugged sand washes and rutted farm roads. “For such a heavy bike that was never intended for this kind of use, Frijole 883 was surprisingly capable,” says Bill.

The Frijole 883: A Harley Sportster racer from Biltwell
“Hotter cams might have made it easier to loft the front wheel over obstacles. And an extra inch or two of swingarm length might have improved high-speed tracking.”

“But we opted for reliability and serviceability over pure performance.” The three other riders on Biltwell’s four-man team agreed to run the Sportster under its threshold, with the goal of just finishing the race.

The Frijole 883: A Harley Sportster racer from Biltwell
“Attacking the race in this fashion might have slowed us down, but I’m convinced it saved our machine. We saw more than a couple of race-prepped Husqvarnas and KTMs going home on trailers because their riders ran out of patience or talent.”

The race prep was smart rather than flashy. Case in point: in the stock location, a Sportster foot shifter hangs out in the open. So the crew welded an XR400 steel shift lever to a Harley clevis and mounted it backwards, so it shifts GP style—one up, four down.

The Frijole 883: A Harley Sportster racer from Biltwell
The exhaust is tucked up and inward, as tight as it can be. But hands down everyone’s favorite modification to the Frijole 883 was its Rekluse clutch.

Essentially a centrifugal clutch, it allows you to come to a complete stop without pulling in the clutch lever. “This eliminated lots of anxiety over stalling when things got rough or out of control.”

The Frijole 883: A Harley Sportster racer from Biltwell
Suspension for a bike this short and heavy was a challenge. “We went through several variations on the Honda CRF250 front fork until we got it right,” says Bill.

Cannon Racecraft custom wound the springs and Precision Concepts lowered and re-valved the forks to Africa Twin specs. Gigacycle Garage made a custom top tree and steering stem to mate the fork to the stock frame and work with the GPR stabilizer.

The Frijole 883: A Harley Sportster racer from Biltwell
Out back, SoCal off-road suspension guru Doug Roll gusseted the swingarm, relocated the bottom shock mount and added a double brace. Since the new shock geometry conflicted with Harley’s stock brake bracket, Gigacycle also CNC machined a custom aluminum brake mount to relocate the Tokico 4-pot caliper.

A single set of 17-inch-long Elka Stage-5 shocks lasted the whole race, even the one directly behind the Frijole 883’s custom SuperTrapp exhaust.

The Frijole 883: A Harley Sportster racer from Biltwell
Wisely, the crew also sleeved the hoses and wiring. “It kept more than a few cactus needles from piercing exposed oil lines. This kind of stuff is nothing fancy,” says Bill, “but it’s the kind of prep that’s helped hard-core desert rats finish races for decades.”

German-built Huenersdorff fuel cans and modified mounts on each side provided an extra 1.2 gallons of fuel, and on two really long stretches, the crew added a third canister in the EXFIL-11 tank bag.

The Frijole 883: A Harley Sportster racer from Biltwell
Remarkably, the Frijole 883 made it to the finish. Out of 21 bikes in the Modern Open class, it finished 14th. And all the other Modern Open machines that finished ahead of the Sportster probably weighed under 300 pounds.

The Sportster is now enjoying a well-earned rest in the Biltwell showroom. “It smells like rotten fish and stale beer from fetid water crossings and the finish line celebration,” says Bill. “But it gives everyone who looks at it a big smile.”

And that includes us, too. More of this madness, please.

Biltwell Inc. | Facebook | Instagram

The Frijole 883: A Harley sportster racer from Biltwell

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Go Off The Grid With Garmin’s zūmo 395LM

Garmin’s zūmo 395LM

Adventurous Routing makes Garmin’s motorcycle-friendly zūmo 395 GPS the perfect riding buddy for your next road trip

Garmin’s zūmo 395 GPS is a compact, motorcycle-specific GPS that won’t take up much room but still sports enough cool features to make your next ride awesome.
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BikeExif Custom Motorcycles Other Motorcycle Blogs Suzuki motorcycles Trackers

Frozen: An ice-cool Suzuki GN400 street tracker

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
You could argue that the modern custom scene owes its success to Universal Japanese Motorcycles. They’re affordable, reliable and easy to pull apart—making them the perfect blank canvas for builders.

Not all UJMs get equal time in the limelight, though. And according to Ventus Garage of Kraków, Poland, there’s one that deserves a lot more love: the Suzuki GN400. So they’ve turned a GN400 into a cool street tracker coated in BMW’s famous matte ‘Frozen’ paint.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
“The Suzuki GN400 is a very overlooked bike on the custom scene,” they tell us. “It has everything you want from a base bike. It has a big single engine that sounds beautiful, it’s simple in its construction, and it has nice lines off its frame.”

“We could go on all night, but long story short, the Ventus Garage team loves using the GN400. We’ve already built two bikes based on the GN, and we decided to put all our knowledge and experience into this third one.”

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
For this build, the guys aimed for that elusive balance between form and function. “With flat track bikes there is nothing more important than performance, but at Ventus Garage the ‘look’ is at the top of the list as well.”

“Who said that those two can’t go together?”

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
The biggest upgrade happened to the chassis. Ventus pillaged the remains of a wrecked custom Aprilia RS 250 to upgrade their little GN400: On went the Aprilia’s upside-down forks, along with its triple clamps.

They’re matched up to a pair of aftermarket rear shocks, fitted with custom bushings.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
Bizarrely, the Aprilia also came with a pair of 18” spoked wheels—perfect for what Ventus had in mind. So they repainted the rims, chromed the spokes and fitted the wheels. The front brake was converted to a single 280 mm disc, before the guys got to work on the back.

With an upgrade from the Suzuki’s stock drum to a disc setup, the guys had to install a Nissin master cylinder, and modify the rear brake lever setup. A full set of braided stainless steel brake lines from Hel round out the package. Other pleasingly OCD details are the turned foot pegs, and there’s a stylish braid wrap on the kick-start lever.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
Equal consideration went into the motor, which was stripped down for glass blasting, to get the metal to its natural color.

Ventus inspected the engine at the same time, and had to hone the cylinder and recondition the head. Everything was buttoned up with new rings and gaskets, and a new cam chain.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
When it was time to work on the fuel system, the team fell back on a tried and tested method: they installed a new Mikuni carb with a pod filter with the help of an exceptionally mechanically-minded buddy, Bartek.

Getting an exhaust to complement the intake was vital. So Ventus turned to Devil’s Garage, who fabricated a complete stainless steel system from scratch, following the GN400’s revised lines flawlessly.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
As for the frame, Ventus revised the rear end with a new, kicked up loop to match a new tail unit. They also designed it to hold a discreet LED taillight. Then they detabbed the rest of the frame, painstakingly sanding down imperfect factory welds to get everything neater than stock.

The actual tail unit was supposed to be an off-the-shelf flat track piece, but the guys couldn’t find anything that would sit right. So they built their own from fiberglass. The final upholstery is a mix of Alcantara and the same leather that Bentley use.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
Right at the start of the project, Ventus knew the OEM fuel tank wasn’t going to cut it, visually. After heaps of misfires (including buying a Bultaco tank), they found the solution: a Yamaha XS400 tank that had been hiding in their own workshop for years.

Up top are a set of MX bars from Accel, with Renthal grips and an upgraded brake master cylinder: it’s a decidedly upmarket cockpit.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
The speedo’s a Motogadget Motoscope Tiny and the switches are aftermarket, with all their wiring routed to inside the bars. Ventus upgraded the electrical system from 6V to 12V to work with the new speedo, and revised the wiring loom to hide everything away.

As for that stunning paint color, it’s one of the most unusual BMW car colors ever made: Frozen Gray. It’s a ‘metallic matte’ paint designed for the M3, with an eggshell texture that must never be waxed, and it looks stellar. Especially for this shoot inside HEVRE, a club in Kraków that started life as a house of prayer.

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint
This is Ventus’ thirteenth build, so they’ve nicknamed it ’13.’ “For some this number is bad luck,” they say, “but for us it was always lucky.”

Yip, these guys are definitely on a roll.

Ventus Garage | Facebook | Instagram | Photos by Marcin Malicki

Frozen: An ice-cool Suzuki GN400 street tracker finished in BMW's famous matte paint

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BikeExif bobber Custom Motorcycles Harley bobber Harley Flathead Harley-Davidson Jamesville Other Motorcycle Blogs Restomod

Going out with a bang: Jamesville’s last custom Harley

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
I’ve always had a soft spot for the machines built by James Roper-Caldbeck. Back in 2009, when Bike EXIF was only a few months old and still a casual side project, we started featuring Jamesville bikes—which were a breath of fresh air compared to the blinged-out choppers that still dominated the western Harley scene at the time.

James and I have kept in touch over the years. So I had mixed feelings when he dropped me a line the other day to say he was closing the custom side of his business, and was going to focus on restorations and traditional bob-jobs only.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
Fortunately, the Denmark-based Englishman has built one last custom to sign off with, and he’s going out with a bang.

“This ’42 flathead came to me as an engine and transmission stuffed into a frame, rolling around on an old wooden dolly,” James says. “It was followed by ten boxes full of crappy old parts. I guess it was some kind of chopper back in the day.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
James’ client wanted something very different—a custom bobber. “He was in love with the first bike I built under the Jamesville name, a 1942 WLC flathead.”

James is coming up to his tenth anniversary in the motorcycle business, and this would be his 25th complete build. So he figured it would be fitting if he built a WLA flathead using the first Jamesville creation as a muse.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
“Out of the ten boxes, I gave nine of them back to the client,” he says. “All I’ve used from the original basket case are the frame, forks, engine, transmission, wheel hubs and primary cover.”

Those components have all been completely rebuilt, and everything else is new.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
“The client wanted a bike with a Harley WR feel,” James reveals. “Light, sporty and slim. It was important to him that there was no battery box, which is not needed on a WR because they use a magneto.”

But James won’t use a magneto on a customer’s bike—they’re way too trying for someone with little mechanical knowledge.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
Instead, he found a small Antigravity battery. “WR-style gas tanks leave a perfect space in the frame between the tanks for the battery. The tanks are built in Poland I believe, which I am very happy about—as I don’t have to make them any more!”

James has finished the split tanks with a custom aluminum strip, which also houses an oil pressure light sat on a small piece of sculpted brass.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
The handlebars are Speedster bars with six inches chopped out of the width, two from the rise and an inch from ends. Like many other parts on this flathead, they’ve been Parkerized—treated with a phosphate coating, similar to the process used on firearms.

The rear fender was made by Cooper Smithing Co., and James has welded the fender strut directly onto it—so there’s no need for fussy nuts and bolts. “I have to say his fenders are the best in the business. Just a beautiful piece of metalwork.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
James has kept the original hubs, but laced them to new 18’’ rims with Parkerized spokes. They’re wrapped in Shinko 270 Super Classic tires, with a vintage-style sawtooth tread pattern to match the looks of the WLA.

“Other than that, and the chopped down seat and the custom exhaust—which sounds awesome—the WLA is pretty much stock,” says James.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
And that’s the way the Harley business is going right now in Europe. “People want to keep their bikes original,” James notes.

“So this is as much a restoration as it is a custom build. ‘Investment’ is a word often used in the Harley world today.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
The striking paint is most definitely not stock though, and we love it. “For the anniversary bike I wanted something that said POW! but still had class,” says James.

“Unfortunately the client was not crazy about the red, and said it looked too retro. So the bike is now hidden somewhere in Copenhagen, waiting until the lawyers have sorted out their shit.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
“Building custom bikes is always fun. It’s like playing Russian Roulette: you never know if you’re going to get the pay, or the bullet.”

We’re sad to see James leave the custom business, but glad to hear he’s going to carry old restoring old Milwaukee metal. If you live in northern Europe and have a barn find gathering dust in your garage, Mr Roper-Caldbeck is your man.

Jamesville Motorcycles | Facebook | Instagram
Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.

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BikeExif Custom Motorcycles Other Motorcycle Blogs scrambler Trackers Triumph Bonneville Triumph motorcycles

Well ’ard: Redmax’s ultra rapid Triumph scrambler

Custom Triumph scrambler by Redmax Speed Shop
If you live in the UK and you want a fast street tracker or a well-sorted flat track racer, you call Steve Hillary of Redmax Speed Shop. He’s got a reputation that most builders would kill for—and he builds a mean café racer too.

Steve is an old-school bike nut who spends more time working on his bikes than his website or Facebook page. And it’s not often we get the chance to examine one of his builds closely. But this very fast Triumph street scrambler has made the wait worthwhile.

Custom Triumph scrambler by Redmax Speed Shop
If you went to the Bike Shed show a few weeks ago, you’ll have seen this monster in the metal. Steve built it for a client who already has a Redmax bike in his garage, and wanted a ‘hard as nails’ road bike with an electric start.

“We built Andy my favorite-ever tracker about five years back,” Steve recalls. “It had a Triumph T120 motor in one of our monoshock tracker frames, a serpent-like set of high pipes, and was painted in green with copper accents.”

Custom Triumph scrambler by Redmax Speed Shop
“Everyone was happy—until Andy’s bad leg stopped him kick-starting it!” So Steve suggested building a new bike, using one of Redmax’s new Hinckley Bonneville tracker frames in the shop, designed for electric start engines.

It’s a very light frame, tipping the scales at just 16 kg (36 lbs.) including the swingarm. So Andy agreed, specifying only that the bike would need to work on the motorway and on the trails around his Hampshire home

Custom Triumph scrambler by Redmax Speed Shop
Steve and chief fabricator Glenn Moger got down to work in their Devon headquarters. They slotted an 865cc Bonneville engine (with 270 degree firing interval) into the lightweight frame, and juiced it up with a pair of 38mm Mikuni carbs connected to a quick-action motocross-spec throttle.

The stainless steel 2-into-2 high pipes are terminated with alloy mufflers, which can be re-packed—just like those on enduro bikes from the 80s.

Custom Triumph scrambler by Redmax Speed Shop
The motor looks the part, with finned engine covers in a raw finish imported from the US. Steve then blasted a Motone sprocket cover to match. (“Two k that little lot cost!” he laughs.)

There’s a huge alloy bash plate to protect that essential starter, plus the sump and oil filter.

Custom Triumph scrambler by Redmax Speed Shop
Redmax bikes are always well set-up, and this Triumph is no exception. The forks are fully adjustable Yamaha YZF-R6 items, slotted into billet yokes produced to Steve’s design by the precision engineers at Fastec.

The heavy-duty shocks are from RFY—an eBay favorite with surprisingly good quality, especially if carefully rebuilt.

Custom Triumph scrambler by Redmax Speed Shop
Steve is lucky to have one of England’s best wheel builders just half an hour down the road—Dave Massam. Dave fashioned up a set of alloy rims, powdercoated black, and fitted with stainless spokes.

They’re fitted with Motoz Tractionator Adventure tires, and Steve reckons it’s the first set of this cult rubber to make it into the UK. “They were imported from Australia, and once I saw them, I knew they were the ones. They’re 120 mph rated too—and hard as f–k to fit!”

Custom Triumph scrambler by Redmax Speed Shop
The Brembo brakes have been lifted from a Ducati Monster, fed by fluid from HEL lines and mated to discs and hubs from an Aprilia Pegaso.

Another touch of practicality is in the lighting gear. “We had to have great lights, so we found the biggest rear light we could fit under the Redmax Astro seat, and some high-intensity indicators front and back,” says Steve.

Custom Triumph scrambler by Redmax Speed Shop
A defining feature is the dual-halogen Baja headlamp setup, hand-fabbed in the Redmax shop with a race number board hidden under the leather toolbag. The brown leather was crafted by Glenn, along with the seat pad with a Redmax logo sewn in. The color is matched to the Biltwell grips, which Steve is a fan of.

The super-sleek bodywork comes from the Redmax catalog. “We needed the tank to have plenty of capacity,” says Steve.

Custom Triumph scrambler by Redmax Speed Shop
“Our teardrop large XR alloy tank holds 2.75 gallons (over 10 liters), and is the biggest thing that looks any good on a scrambler / tracker bike. It should supply plenty of juice to the Mikunis fitted on the other end of that fast action throttle!”

The paint on the tank and seat unit was designed to stand out. It’s a Ferrari metallic red (chosen by client Andy), mated to a pearly white chosen by Steve, and laid down by Lee Cockeram at Roosters Voodoo in the port city of Southampton.

Custom Triumph scrambler by Redmax Speed Shop
The rest of the bike is has a thick coat of black powder, which was turned around in just a week by Leighton at West Taunton Powder Coating. (“Yes, one week! They are very thorough too.”)

The electrics are hidden under the seat, powered by a lithium ion battery and controlled by a Motogadget m.unit. Motogadget also supplied the buttons on the Redmax flat track bars, but the digital dash is from Koso. There’s an RFID unit under the seat hump to allow for keyless starting.

Custom Triumph scrambler by Redmax Speed Shop
All that was left was to give the bike a name, and Steve came up with ‘The Knobbler.’ It’s a play on English slang—as in getting ‘knobbled’ if you get hurt. And of course Poms call off-road tires ‘knobblies’ rather than ‘knobbies.’

It’s a subtle reminder that a bike as light and fast as this Triumph can bite if not treated with care.

As Steve says, “You want be the knobbler, not the knobbled!”

Redmax Speed Shop | Facebook | Instagram | Images by Greg Moss

Custom Triumph scrambler by Redmax Speed Shop

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BikeExif Motorcycle backpacks Motorcycle Gear Motorcycle jackets Motorcycle Jeans Other Motorcycle Blogs

Road tested: Gear from uglyBROS, Velomacchi and 1Self

New motorcycle gear from uglyBROS, Velomacchi and 1Self
This month, Wes and Matt check out two new additions to Velomacchi’s range of moto luggage, discover a surprisingly good kangaroo leather jacket from a new Australian brand, and road test the Kevlar version of the famous uglyBROS Motorpool jeans.

1Self Gear Genesys kangaroo motorcycle leather jacket
1Self Gear Genesys Jacket Wes: Headquartered in Australia but manufactured in Thailand, 1Self Gear is a young apparel company that has come out the gate swinging. Their flagship jacket—the Genesys—costs US$795, pitching it against offerings from premium brands like Roland Sands Design and Lewis Leathers. But the spec list is primo.

The chassis is 1.0 – 1.2 mm full grain kangaroo leather, with sections of additional abrasion resistant fabric, Kevlar-backed stretch panels, and a full complement of Knox armor. (Like several other high-end apparel makers, 1Self reckon that kangaroo offers the best mix of light weight and good protection.)

1Self Gear Genesys kangaroo motorcycle leather jacket
The jacket’s been enhanced with various treatments, like weatherproofing and abrasion resistance-boosting tech (there’s a full breakdown worth checking out here).

It’s also drop dead gorgeous, with an aesthetic that lands somewhere between sporty and stealthy. Details include tough YKK zippers, a small zipper latch at the top, accordion panels for mobility, and a white leather 1Self logo stitched onto the arm. You also get a moisture wicking liner, with two internal and two external pockets, and waist adjusters to fine-tune fit.

1Self Gear Genesys kangaroo motorcycle leather jacket
The Genesys is so beautiful, when 1Self accidentally sent me the wrong size I was gutted that it didn’t fit. They offered to send out a new jacket, but instead I tearfully handed the Genesys over to a friend of mine, to get his input.

On feel “It feels soft and super comfy out the box, and didn’t need too much wearing in to be comfortable. The leather’s already softened more since the beginning, and I think it’ll just get better. Weight wise, I like the fact that it feels substantial, but it’s not overly heavy.”

1Self Gear Genesys kangaroo motorcycle leather jacket
On fit “It fits extremely well—more ‘ergonomic’ than other jackets I’ve worn. It’s snug where you need it, with the paneling making it feel molded to your body. On the bike, there’s more than enough mobility and comfort, and the slightly longer tail’s great for hiding the inherent riding crack. The stretch panels do let some air in, which might get chilly in winter—but they’re great for hot Cape Town summer days.”

On design “I love the simplistic yet practical design. Function was obviously the driving force here, but none of the form has been lost. There’s a lot of great detail too, if you look closely—like the soft fabric panel on the back of the neck, which adds some comfort.”

1Self Gear Genesys kangaroo motorcycle leather jacket
Both of us noted that the general quality of the Genesys is top-shelf, but we did spot one small bit of stitching that was coming undone. I raised this with 1Self, and they assured me that they ship each jacket with a one-year warranty against defects (and that they’ll be following this up with their factory).

1Self ships anywhere in the world for free, but it’ll take about four weeks for the Genesys to reach you, because each jacket is made to order. And if you want to spend a little less, you can get the US$695 Genesys V2, which substitutes kangaroo for Nappa leather. [Buy]

uglyBROS USA Motorpool Kevlar review
uglyBROS USA Motorpool Kevlar Matt: When I first reviewed the Motorpools, I was impressed with the fit, finish and fashion-forward approach uglyBROS had taken with rider protection.

The CE-rated padding at the hips worked without giving me an hourglass shape. And the ability to slide the armor out of the external knee pockets made them an easy option for casual days at the office, or running errands around town. On top of that, flexible fabric made them as comfortable as all that “athleisure” stuff that’s on fleek with the kids these days.

uglyBROS USA Motorpool Kevlar review
One thing the original Motorpools don’t excel at, though, is abrasion resistance. The 11oz. denim is tough, but it isn’t designed to slide. And after a low speed crash on a dirt road, a spinning knobby rear tire tore the right leg on my pair.

To their credit, uglyBROS stepped up immediately and couriered out a fresh panel to be sewn in, and my Motorpools were as good as new. But if you’d rather not suffer the indignity of naked flesh on your ride back to camp—or worse, having that Koi fish tattoo on your leg erased by asphalt—check out the new Kevlar-lined Motorpools.

uglyBROS USA Motorpool Kevlar review
Dubbed the Motorpool-K, a Dupont Kevlar liner has been stitched into the seat and thighs, and continues down the length of each leg to just below the knees—essentially covering all the fleshiest bits most likely to need that extra protection.

With that skin-saving fabric in place, the slim fit of the Motorpool-K’s gets a touch cozier but there’s no need to size up. The flexibility of the originals remains intact, so any initial snugness fades after the first couple of miles. In fact, now they feel the same on my lowers as the originals, whether out riding or not.

uglyBROS USA Motorpool Kevlar review
The only time you become acutely aware of the new addition is during hot weather. The extra layer of fabric can make things a touch warmer during the dog days of summer—but really, this is a tedious point since the protection levels increase exponentially.

Other changes to the Motorpool-K include the swapping of buttons for metal snaps on the cargo and rear pockets. This makes getting into and closing the flaps infinitely easier, especially with a gloved hand, and is worth the $30 surcharge alone, IMHO. Sure, the metal will turn into a branding iron during any extended slides but the snaps all fall well within the Kevlar’s coverage range.

If you’ve been on the fence about the Motorpools because of concerns about abrasion resistance, the Motorpool-K’s are the model for you. They’re an incredibly comfortable set of strides that blend into the urban aesthetic and now, tick all of the protection boxes too. [Buy]

Review: Velomacchi Speedway Backpack 40L
Velomacchi Extended Carry Packs Wes and Matt are both huge fans of Velomacchi’s gear. But both agree that the 28L Speedway roll-top backpack is a daypack only. The Oregonian brand now offers a couple of extra options for more hefty carry, and the boys have put each bag through its paces.

Velomacchi Speedway Backpack 40L Matt: If you don’t need the capaciousness of Velomacchi’s big 50L duffel but find the 28L a smidge cramped, this new 40L version should be on your radar. Like everything else in the ‘Speedway’ line, the 40L duffel is constructed from rugged and weather resistant 1000D Cordura fabric—and encapsulates your vital belongings in a completely watertight cocoon.

Review: Velomacchi Speedway Backpack 40L
Despite its added size, the 40L version still fits incredibly well on and off the bike, thanks to Velomacchi’s 3-point harness system. The oh-so-cool Iron Man-esque magnetic closure is carried over from the 28L version and makes unloading at your destination a cinch.

But this time around, you get a highly usable secondary, watertight front pocket. And elasticized panels integrated into this pocket make it easy to secure smaller items like phone cables, portable charging stations or a set of tools for a trailside repair.

Review: Velomacchi Speedway Backpack 40L
This is the bag I wish Velomacchi had debuted with: it offers up all of the storage space I need for my daily 9-5 life, and works incredibly well to schlep clothing, computer and camera gear whenever I’m on assignment. And, if you’d rather not ride with a pack on your shoulders, there are tie down loops to allow the 40L to function as a tailbag too. [Buy]

Review: Velomacchi 50L Speedway Hybrid Travel Duffle
Velomacchi 50L Speedway Hybrid Travel Duffle Wes: Velomacchi call this “the ultimate watertight ADV duffle,” and they’re not far off. With a total capacity of 50 liters (42 in the main compartment, and four in each of the two side pockets), the Speedway Duffle (above) is designed as an all-purpose stuff-and-go pack.

It’s made from the same 1000D fabric as the rest of their bags, with a fully waterproof main compartment. (I’ve tested it, and it really is waterproof.) The main zip is heavy duty, with a chunky anchor on the end to get your fingers around, and stretch panels to help you close it when you’ve over-packed.

Review: Velomacchi 50L Speedway Hybrid Travel Duffle
Features include a hidden pocket with a small lanyard for securing keys, and two compression straps running over the top. They tighten via a system that uses sliding buckles, and leaves no tailing straps. The base of the duffle is a heavy-duty quilted affair, so you can bet it’ll stand up to abuse.

The side pockets fasten with elasticated toggle closures, which I find a bit fiddly. To be honest, I would have loved this pack without the side pockets, as they tend to billow when empty and take up precious space when you’re loading the bike.

Review: Velomacchi 50L Speedway Hybrid Travel Duffle
But it’s the versatility of the Speedway Duffle that has me hooked. Behind the side pockets are hidden compartments that stow a pair of carry handles. And behind the hefty base panel are backpack straps. It takes a couple of minutes to set them up, but once you’re done the pack actually functions surprisingly well as a backpack.

That’s mostly because those straps have the same rotating clavicle hinges as their bona fide backpacks. And Velomacchi also include size markings on the straps—so if you know what works for you, setting the pack up second time around is quicker. There’s also a sternum strap with a magnetic closure.

Review: Velomacchi 50L Speedway Hybrid Travel Duffle
The Speedway Duffle’s also designed to mount to the back of your bike. Velomacchi include four tie-down straps—each with an aluminum buckle that hooks into a corresponding nylon loop at the base of the pack. It takes a little while to set up but once that’s done, it’s a neat and effective system.

The nylon loops are tough, so you can tie it down tight. And even though it felt like I could shift it around a bit with of force, it seemed to stay put on the road—provided I packed and mounted it in a balanced way.

My biggest gripe? With all these carry options, I would have liked a shoulder strap too. But I’ve already used the Speedway Duffle on the back of a bike through the Bavarian alps, on family weekends, and as a backpack on a small local airline with lenient carry on restrictions. Recommended. [Buy]

Review: Velomacchi 50L Speedway Hybrid Travel Duffle

Images by Wesley Reyneke and Tom Jeffries.