Triumph Tiger 1050 – Test Ride and Review

I wanted to test the Tiger 800, but since the dealer had this bike available… why not try it?

When sitting on it the first impression you gather is from the ergonomics of the bike. Seat, handlebars, pegs: it is a clear mix between a sports bike and a touring bike.  Start the engine and you hear the beautiful triple in action. These motors are not only smooth, but also sound great. Put first gear, release the clutch and power is right there! The acceleration feeling is similar to what you get from the Ducati MTS 1200.  There is power to be reckoned with. Lots of it.

Besides not having the electronic amenities such as traction control and suspension settings, and the choice of fueling maps available in the Ducati, the Tiger 1050 misses something else: that visceral feeling you get when you accelerate the Ducati and it is on that engine’s sweet spot. How sweet that is… But believe me, the Tiger may not get you that feeling, but it is not far behind the Ducati in terms of performance. It just lacks that raw feeling, that visceral connection to the motor and the riding experience that the Ducati graciously, mind you, gives to you.

When you get on the binders, be aware, this bike will want to stop on a dime. Brake action is immediate. And powerful.

Overall, it is a very nice bike, with mild form and with sport bike performance. I know several people who use these bikes for long distance touring.  To me, with my preference set towards a more upright riding position, this bike does not cut the deal. This could be remedied by adding bar risers.  But I would still be stuck with a form, the total shape of the bike that has more street features than what I desire on a motorcycle.

It is a great motorcycle.  Just not my cup of tea.  Would I buy it? Not at this time. And if I were to buy a motorcycle in this segment, with this kind of power and ergos, I would certainly opt for the Ducati MTS 1200.

Cesar

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Death Valley, March 2011

After so many motorcycle reviews and ride reports from Death Valley, I had to go try it myself.  And I was not disappointed.  In fact, I realize that words, photos and videos never capture it the way it deserves to be captured.

Here are a few pictures and videos of my trip to Death Valley, taken in March 2011.  Leaving Oregon, going through snow on all mountain passes.

More snow just north of Alturas, California.

And finding a sand storm on the way to Hawthorn, Nevada.

Originally, three of us from Eugene would partake of this adventure. In the end, only two of us made it. I made this trip with Doug, one of my riding friends from Oregon.  Because of the weather and because we were taking the small bikes, we trucked our bikes on the long distance (about 760 miles, 1200 Km).

We established our headquarters in a hotel, in Beatty, NV, and from there we rode to several of the most common riding attractions of the Death Valley park.

And for the next days we rode to a few canyons off West Rd.

Eureka Dunes

We continued on the road that goes to the left of the dunes, and around them, going between the dunes and the mountain range to the left, in the direction of Dedeckera canyon.

And here is a video of what it is to ride on this road.

We continued to the dry falls of Dedeckera Canyon.

And from there to Steel Pass, which I found to be one that the most beautiful areas of this trip.

Check this road with these views…

A Joshua tree keeping guard of such nice views.

And we descended down to Saline Valley, which you can see as the light color patch way down on the distance.

This is what it looks like to ride on the road that goes down to Saline Valley.

And then we climbed back to the hotel via Lippincott Road.  This road is famous for being narrow, steep, rough, and at times close to the edge of the mountain.  Here are two videos showing what it feels like when riding it.

And the second part:

From there we went through the Race Track

And the Tea Kettle junction

The next ride was to Echo Canyon.

Where we found Inyo mine, an example of the typical old abandoned mines of the region

I will be back to the Death Valley. There is plenty to be see and ride in that area.

Cesar

Posted in Riding the Yamaha | 1 Comment

My daily commute to work (part 2)

Crossing the bridge, while in the winter when it gets dark early, sometimes I get to see the sunset.

After I cross the bridge, I start going west, towards the sun. In the Summer, at this time of the day it is warm and the river is crowded with kids floating down the river on all sorts of tubes or on whatever they can float.  The bike path gos though a park and crosses this small water fall.

And continue west going past a couple of restaurants.  In the summer, it this one here is an inviting location for a cold drought beer.

Then I go passed a shopping center before crossing another bridge to the South Bank of the river and then to my street.

I’m not one to take things for granted.  I’m always thankful for what I have and I never forget what could other scenarios look like.  In the particular case of my cousin, I know how much he battled, while an Engineer for the City of Porto Alegre, to design and establish bike paths throughout the city.

After his death, eventually one of his projects got out of the drafting board and became a reality.  His father, his sister, his daughter, niece and nephew, along side Porto Alegre’s Mayor were present at the ceremony when a first portion of the bike path was finally open to the public.  And it was named after him!

The battle is not over, though.  There is much more to be planned, built and maintained to make sure bicycles are considered a viable means of transportation in Porto Alegre and in the world.

Point in case, a sad news blurb from Porto Alegre, shown to the world, demonstrates how difficult it is for bikers to conquer a small share of the road in Porto Alegre.  The video below shows bicyclists riding on a peaceful demonstration exactly with the purpose of obtaining more visibility and attention from the authorities, claiming more and better bike paths. Suddenly a motorist, alleging to “be in a hurry”, ran over several bicyclists.

So we carry on.  I feel for everyone who has not gotten to the level of riding comfort I have a this time.  And I support movements promoted by bicyclists around the world, when they try to obtain more attention to their cause. Which is our cause,a community cause, because with more effective use of bicycles as a means of transportation we not only save energy, but we improve the quality of life of a community.

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My daily commute to work

This post is written in memory of my cousin Eduardo D’Agord Schaan. Eduardo was an avid cyclist who once rode from Seattle, WA, to Washington, DC.  For a cause.  Somewhere in the 1990’S Eduardo applied to the Bike-Aid chapter of the Global Exchange, an international organization “dedicated to promoting social, economic and environmental justice around the world.”  Here is an excerpt of the mission of the Global Exchange: “We envision a people centered globalization that values the rights of workers and the health of the planet; that prioritizes international collaboration as central to ensuring peace; and that aims to create a local, green economy designed to embrace the diversity of our communities.” Bike-Aid is one of the campaigns of the Global Exchange, promoting the use of bicycle transportation as a component for the improvement of the health of the planet and with the added benefit of stimulating a local green economy.

Eduardo’s Bike-Aid campaign proposal was approved and he was granted the privilege of becoming one of the cyclists that participated in this long ride from Seattle to Washington DC.  The ride was part of a campaign to raise awareness to the importance and possibility for bicycles to be seen as a realistic mode of transportation.

Much beyond this cross country trip, however, in his day to day life Eduardo was already working towards this end.  Eduardo was a Civil Engineer and worked as a City Planner for my home town of Porto Alegre.  In this capacity, his professional goal and his personal dreams were to develop a bicycle path system for Porto Alegre. Something that he was not able to accomplish due to his untimely passing. But he worked long enough on it and he was persuasive enough about it that his ideas did not stop being discussed or planned after his death.  The seeds were planted and the fruits are being harvested posthumously.

Far from Porto Alegre, I live in Eugene, Oregon one of the most bicycle friendly cities in the US if not the world.  I think Eduardo would have been a much better Eugenean than I can ever be.  Even if I biked to work frequently, which I do. And when I do, I often think about Eduardo and his struggles to develop bike paths in Porto Alegre. And I think about how I practically take it for granted that I can go to work using a bike path system. It is almost unfair when I know how difficult it was for him to fight the politics and get the funds for the project of a bike system for Porto Alegre. Let alone find the funds for the the execution of short mile of that system. More on that later.

I live very close to the Willamette Riverbank Path System.  And my office is close to this system as well.

My house is near the Sladden Park, which is close to Mile zero of the South Bank Path.  My office is on Mile 3 of the same path.

Weather permitting, I commute to work by bicycle.  In the morning I’m traveling east, enjoying the morning sun, via the South Bank Path.  In the evening I’m going west, and I usually take the North Bank Path, to add some distance to my commute which is also my daily workout.  It makes for a total of 7 miles round trip, or about 11Km.

I ride this Peugeot.

Or this Univega.

Every morning I start going down my street towards the river.  It is just a couple of blocks.  The road ends at the river.

Once I get there I turn right into the South Bank Path.  But sometimes I take a quick left and go check the “beach” before going to work.

I mostly do that when there is fog or snow or some other event going on. It is a peaceful way to start the day.

But I have to go to work, right? No problems, there is plenty more of nice things to see along the way.  In the fall, the colors are bright.

In the winter, you get to see snow every now and then (not a common thing here in the Willamette valley but it happens).

Just the other day, there was some snow.

And this guy was making snowballs on a park along the way.

He seemed like a retired dude.  Yes, what else to do but to have fun like a kid would on a snow day, away from school?

One of the snowballs was rolled into the path.  Check the size of this thing.

Continuing on this journey you can find days were there is frost.

Or you see the sun peaking from behind the fog

Or you ride on top of fallen leaves.

Or it is just a nice sunny day.

Once at the office, I park my bicycle on a covered and locked area.

This commute is a nice 3 mile workout for me. Just enough to get me ready and relaxed for work. On the way back, I take the North Bank path. It starts by going under the train tracks.

Then it crosses over the river at the Autzen Bridge.

To be continued…

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Canon PowerShot S95

There are few cameras that meet my most important criteria: be small enough to fit in a pants’ pocket, and still take reasonable shots.  I came across a few positive reviews of the Canon S95, I took a closer look at it, and I bought it. It manages to produce quality photography in a point-and-shoot package.  It shoots 10mp, has aperture and shutter speed priority modes. And many other features.

One of its good qualities is the larger sensor, the same size as the one in the G12, giving this camera a great capacity for shooting in low light.

The Willamette river during the day:

And at sunset:

The camera has all those Canon features found in other PowerShot cameras, such as color priority: I picked the orange of this bicycle, for example.  The camera allows you to graduate the margin of tones of color outside of the color you picked, making it more narrow to that very tone or allowing more variation of tones of orange. This photo is on default setting. You can see some color on other surfaces where the tones approximate the orange.

What about this red?

Same plant, using vivid color mode:

Checking the macro:

Depth of field and enough detail for a point-and-shoot camera. Here on aperture mode, f4.9.

The first battery charge was enough for 200 photos and a few short videos.  It will require a spare battery when taking it along on some of my motorcycle rides.

The one negative aspect of this camera, so far, is the flash operation.  The flash will come out from the top left of the camera, and will push the fingers you may have holding the camera on that side.  The camera, in fully automatic mode, may bring the flash out of its pocket automatically. As a default, I always operate in manual mode, usually on aperture mode. And I also make sure I have the flash turned off.  But when you have it in “point-and-shoot mode, which I believe most people will do, this may be problem.

Oh yes, what does it look like? Here it is.

What’s next? A regular DSLR. The EOS D600 (Rebel 3ti) is on my short list.  But first, I have to see the many pictures the S95 can help me make happen.  The real test will happen when I try it out on my next motorcycle adventure.

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MTS1200, XT1200Z, R1200GS

Of these three bikes I tested the 2010 Ducati Multistrada (MTS1200) and the 2010 BMW (R1200GS).  I haven’t tested the Yamaha Super Tenere (XT1200Z) yet.  But I’ve read its many reviews, and it seems like a great motorcycle by all accounts.  It is the heaviest of this bunch, it is expected to be reliable, and it is expected that it will perform the same duties as the GS has been performing for the last decade. And some people claim it will do better than the GS in many areas.

According to Yamaha’s initial advertisement campaign, this bike was aimed squarely at the GS. Their plan is to erode BMW’s stronghold on the 1200 adventure market; something the other competitors (Moto Guzzi with the Stelvio, for example) were not able to reach.  Or competitors offered variations on the theme, distancing their bikes enough from the GS so that they did not threaten it from its pinnacle (The Ducati and the KTM, for example, cater to slightly different crowds, and did not affect as much the GS sales).

The Yamaha, however, is the real closest competitor of the BMW in terms of motorcycle characteristics. Even because, similar to BMW’s GS, the Super Tenere also has a Dakar tradition. It is aimed squarely at the GS in form and function. Well, mostly in function.

After reading so many reviews of these bikes, and seeing people expressing their various opinions on these bikes, biased and non-biased opinions alike (they are all biased in the end, including my opinions), I came up with the following statements about these three bikes.

Before you read them, however, here are three disclaimers:

1) I have not tested the Yamaha yet;

2) Although being playful with these statements, I believe they are somewhat close to what these bikes represent or what people’s perceptions of them are.

3) These are my bias as of today. And you should also know, in terms of my bias, that I like better the 800cc segment. Who really needs a 1200cc bike to ride on gravel? But on 2-up trips, these big bikes shine!

Anyway, here  they are:

The BMW GS1200A will make you look 10 years older than you are.
With the Yamaha XT1200Z it won’t matter how old you are.
With the Ducati MTS1200 you are forever young.

The BMW GS1200A will look good at the Starbucks on a Saturday morning.
The Yamaha XT1200Z will look good at the McCafe on your way to work.
The Ducati MTS1200 will look good anywhere you take it.

The BMW is your father’s (grandfathers’) oldsmobile.
The Yamaha is the Toyota Camry
The Ducati is a Ferrari.

Will Yamaha make me change my mind? Once I test it I will review these statements as appropriate.

Since the Yamaha motorcycle plant in Japan has suffered a major blow from the earthquake/tsunami/nuclear disaster, it has had its US launch delayed. I saw the Super Tenere for the first time on a trip to Brazil last April.  Here are a few photos of the bike:

It has nice fit and finish and looks a lot better in the “flesh”.

It is a beautiful tone of blue.

It has been rumored that it will be available in the US by August 2011.

I’m looking forward to testing it once it becomes available.  Considering the accumulated waiting list, I’m not holding my expectations too high for a test ride this year.  More likely I’ll have this chance by the Spring of 2012.

In time: Triumph is rumored to be working on a 1200 triple. The more the merrier?

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An Enduro from Husqvarna in 2012?

If rumors are to be believed, Husqvarna, the recently acquired brand by BMW, is going to use the F800GS’s Rotax motor to develop a set of four new motorcycles. I’ve heard about the development of a longer stroke of the Rotax twin, bored to 900cc. This motor would be the soul of four Husqvarna badged motorcycles: the first two developments being an Enduro Street and a Hard Enduro, subsequently followed by a Super Moto and a Street Fighter.  The Enduro versions are rumored to be displayed at the 2011 EICMA this coming fall.

First of all, I welcome this expansion of opportunities in the enduro or adventure market.  Personally, I hope these bikes won’t look too hooligan or moto-cross style for my taste.  I had been waiting or hoping that BMW itself would offer a more dirt oriented version of the F800GS at some point. I wanted minor changes, such as improved and adjustable front suspension. And improved reliability as development of this model solidified along the years.

The F800GS 2011 model year is this bikes’ fourth production year, it is facing direct competition for the first time (Tiger 800 and Tiger 800XC), and BMW maintains an average of four to five years of shelf life on their products. So was I assuming the F800GS should be ready for an upgrade, beyond changes in color scheme, for 2012 anyway.

I wonder if the F800GS will in the end, be also updated considering all these speculated developments.  Considering the Husqvarna brand belongs to BMW, and this brand evokes a more dirt oriented imagination, it is possible the F800GS will not incorporate the same specs as what is speculated for the Husqvarna version.  On the other hand, Husqvarna is not known, or as known, for making street bikes as it is for making dirt bikes.  If these rumors are correct, Husqvarna will be braking through on a segment of the market that is new to them.

Overall, these speculation about new models fit BMW’s recent line up expansion.  Notable examples of the expansion on the line up are the 2010 S1000RR and the 2011 K1600GT models.  The S1000RR has been a sales success!  As an aside, BMW is also reviving the F650GS singles via a face lift of the re-badged G650.

Anyway, more options on the segment of motorcycles that I like are always a good thing! Let’s see what will come out of this as the other makers flood the markets with new models as well. It is hard to believe, though, that all these new models will survive without some level of cannibalization taking place.

Waiting and seeing.

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Point-and-Shoot Photography Bliss

One of the most important qualities for a camera, I’ve discovered through the years, are its size, portability, and its ruggedness.  Fitting in a pocket is the ideal size for cameras, for what I want to use them. For having them with me at all times. Before we get too far on this conversation, here goes an important disclaimer: I’m not a professional photographer, I’m just someone who likes to document things.

How this habit of mine started? My first camera was a Kodak Instamatic. I found this nice blurb in Wikipedia: “The Instamatic was a series of inexpensive, easy-to-load 126 and 110 cameras made by Kodak beginning in 1963. The Instamatic was immensely successful, introducing a generation to low-cost photography and spawning numerous imitators. During its heyday, the range was so ubiquitous that the Instamatic name is still frequently used (erroneously) to refer to any inexpensive point and shoot camera.”  The photo below is not from my Instamatic, but it is the same model as the one I used to have (I actually still have it somewhere).

My Instamatic was a hand-me-down, from my cousin Ana Luisa.  It was a popular camera in the 70’s. I probably got it in the late 70’s or early 80’s. Below is a photo I took in 1984, using the Instamatic, on one of my first adventure rides.  My bike was the red XL250R.  The white one belonged to my friend João Müller.

Around that time I took my only photography class.  It was a Kodak sponsored event, on a large auditorium. Illustrated by a slide show, I learned the basics of composition, the trade-off between aperture and shutter speed, focal distance, and the basic elements of light.  Kodak distributed a pocket book with all the main information summarized.  I still have that booklet. It served me very well along the early years, when I was basically learning by doing, but with a solid knowledge of the basics.

But to really put in practice what I had learned, in 1987 a went through a major upgrade in photography capacity. I bought a Minolta Maxxum 7000, with a SIGMA 28-200mm zoom lens.

Today, I always have a camera with me. Now with the I-Phone 4, it has become easier to keep up with this habit, and with my recently acquired S95, portability has almost completely lost its trade off of quality and capability. But I’m getting ahead of myself here.

Long before we got to this level of technology capacity and portability, I took the Minolta Maxxum to as many places as I could.  It toured Europe with me several times, it hiked down the South Kaibab Trail all the way to the Colorado River in the Grand Canyon, and then back up to the top of the South Rim via the Bright Angel Trail, the same day.  It helped me document beautiful landscapes in about 20 U.S. National Parks.  It went to all my many regular trips to Brazil.  It went to the top of the World Trade Center with me. Twice.  I’ve taken the photo below in 1987 or 1988 with the Minolta, using the 28-200 mm Sigma lens, at 28mm (this is a photo of the original photo).

The Minolta was a revolutionary camera at its day. It operated from fully manual to fully automatic, electronically managed by nice easy to operate controls to the basic photography variables, which were viewed via a small LCD panel on the top right of the camera…

…and another set of buttons on the left side, by the lens.  The two sets of four blue buttons were managed by the four buttons on the left top, which provided short cuts to aperture and speed priority modes, fully automatic and fully manual, as well as a nice short cut to on-the-fly f-top +/- operation.

With all these nice and easy controls, this camera was my best photography teacher, after having learned the basics from that Kodak lecture. But its size, including the Sigma zoom lens I used almost all the time with it, eventually led me to seek for alternatives.

In the 90’s I acquired a sidekick camera to the Minolta, an Olympus Stylus 80, a point-and-shoot camera. At some point the Olympus Stylus 80 was doing the documenting job almost exclusively.

There was a clear drop on quality, though. But the trade-off is that I gained the obvious capacity of really and easily carrying the camera with me at all times.  The point-and-shoot cameras were on a steep improvement curve in the early nineties.

But thank you to people who brought photography to the digital era! Since the digital era, I’ve been operating exclusively with point-and-shoot cameras. I started with the Canon PowerShot SD110.

See how beat up this camera is?  It was a lot smaller than the Olympus camera. And it was digital, and although only at 3.2 megapixels, it produced better results than the 35mm film-based Olympus. And providing instant gratification along the way! Night and day. Digital cameras were my nextphotography teacher.  When the SD110 died, after thousands of photographs and lots of abuse, I acquired the Canon PowerShot SD1000.

This camera was a good upgrade, with more than double the megapixels of the SD110, and an upgrade on the sensor and processor.  I also purchased another camera, a backup that used regular AA batteries.  The idea was to make sure, if I’m on a long ride and the Canon had a problem (you know, the SD110 died), or Canon’s rechargeable battery needed a charge in the middle of nowhere, a camera that used regular batteries would come handy.  Here is the very inexpensive 8 megapixels Nikon Coolpix I purchased.

I seldom use this camera, I have taken less than 2,000 pictures with it in three years since I bought it. But it has served well as a good back up camera.  I like better, or have gotten more used to, the Canon interface or navigation process to access the many features cameras pack these days. So the Canon always remained as my official camera.

Most of the pictures you see on this site, about 99% of them, have been taken with the SD1000. Up to now, there is.  Because the point-and-shoot cameras have evolved very well in the last few years, and a few choices are available that offer great potential for great quality photography.  We are not talking today’s DSLR quality here. But they come close enough. That’s where the S95 gets in the picture, pun intended.

I’ve taken a look at a few of the so called 3/4’s cameras, which are non SLR type cameras, are small, and allow you to take advantage of the great gains you can get from using interchangeable lenses.  There are also cameras that are large point-and-shoot cameras. They do not allow you to change lenses, but offer similar results to the 3/4’s cameras such as the Canon G series cameras.  I looked long and with close scrutiny at all these cameras as a possible upgrade to my SD1000.  Something that would avoid the bulk of a DSLR, but offering near DSLR quality.  Well, once I saw these cameras in person, they are all very nice looking cameras, the results are fantastic, but unfortunately they are still too large for a pocket. The reality is, if you are going to invest on a 3/4’s camera, unless you use exclusively one of the pancake lenses available (fixed, low and wide focal range), these cameras are still too large for a pocket. Well, even with a pancake lens, they are large. Same thing goes for the Canon G12, my up to then closest candidate for the upgrade.

That’s when I came across several favorable reviews of the Canon PowerShot S90 and more recently its upgrade, the S95.

With 10 megapixels, but a large enough processor, and an F2.0 lens, this camera offers the best compromise there is, between size and quality of results.  The quality is about the same as the G12, but on a smaller package. The main compromise: no view finder. But I haven’t used a view finder since I started using digital cameras…

It is photography bliss to me: good enough quality on a small and portable package. Is it going to be as rugged as the SD110 and SD1000 have been to me? It remains to be seen. The S95 is now my primary camera. And it will remain my primary camera for when portability is important.  As a secondary result of my recent research on all things camera related, I have now my eyes set on the Canon 600D (or Rebel T3i as it is called in the U.S.) as the camera to have for special occasions, when results are more important than portability. The T3i is an affordable and greatly packaged DSLR.

For people who like photography, we are in for good times with all the many camera options becoming available these days. The speed in which technology is incorporated and cameras are upgraded is phenomenal.

Can’t wait for what’s next!

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A Winter Ride

When it stops raining in Eugene for a few days in the middle of the Winter, I take advantage of it. I always keep the bikes ready for action! January offered a few opportunities this year.

On my first two rides of the year I took my usual route out of Eugene, starting off pavement from Simonsen Rd, to Wolf Creek Rd, riding in the general direction of the Roman Nose Mountain.  On the Oregon coast range, what looks all nice and dry on pavement and on the open areas does not translate in the same way for the roads covered by heavy tree foliage.

The mud adds a fun factor, right?

I made it to the Roman Nose.

Sidekick mountain (left on the picture) to the Roman Nose.

From the Roman Nose I went north towards hwy 126 and from there took the Old Stagecoach Rd towards Hwy 36.

From Hwy 36 I went east towards Nelson Mountain rd and from there back to Hwy 126.

Nice  warm up loop, 138 miles.  The real adventure started when I had to clean the bike after this ride…

Right now the rain is back… On the next break of the weather I will check the Prairie Mountain area.

Cesar

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World Rider in Eugene

On February 3rd, 2011 I attended Allan Karl’s presentation of his world travels on motorcycle at the European Motorcycles of Western Oregon.

In general I admire all world adventure people. I admire their courage.  Especially their  courage to leave things and people behind and suspend regular activities for long periods of time more than the courage to face uncertainties inherent to going to unknown places.

Karl is a great photographer and also a great speaker. He will keep you on the edge of your seat as the adventure unfolds through his great story telling skills, coordinated with perfectly timed photography and video.

BMW sponsors or encourages a few successful world travelers to enter a circuit of presentations at BMW dealerships.  Karl happens to have ridden around the word on a motorcycle exactly like my 2006 F650GS Dakar.

To follow more information on Allan Karl, please check his WorldRider blog.

Or check his stories as they were documented on the ADV Rider site.

I highly recommend it for the great stories and photography!

Cesar

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