The IRM Moto Sahara highway pegs are simple to install and provide comfort for long-haul riding.
The IRM Moto Sahara highway pegs add a new dimension of sleek aesthetics and functionality to the usually dreary task of finding an alternate place to rest your feet on long rides. These pegs are designed to mount to the valve covers on BMW’s 2005-2009 Hexhead R-Series models, such as the R 1200 RT, R 1200 R, and R 1200 GS.
When not in use, these pegs can fold down to give the motor a stock appearance. The rider can deploy the pegs by swinging them outward with his/her boots, exposing a convenient 3-inch perch on which to rest weary feet.
When not in use, the IRM Moto Sahara highway pegs fold down and out of the way.
These pegs boast impressive mechanical engineering, which leads to a very simple installation process. The peg assembly consists of two pieces. A small, cube-shaped placeholder slides into the rear-facing valve cover recess, comes to rest on a ridge therein, and is shaped to allow the spark plug wire plenty of room. The main peg body then fills the hollow space in the valve cover over the ignition coil (where a black plastic protective cover normally lives) and mates with the aforementioned cube-shaped placeholder via four 7/64-inch stainless-steel hex bolts. After applying some blue Loctite to the bolts, they slide through the placeholder and into the main peg body. The bolts are then torqued down evenly in a star pattern with the included hex key, pulling both components together securely. Each peg takes about 10 minutes to install. The peg body components are all CNC machined and black anodized 6061 aluminum alloy. Quality of construction and materials is superb.
I tested the pegs on a scenic 2,500-mile spring tour of Texas, New Mexico, and Arizona aboard my 2008 BMW R 1200 RT test mule and came away impressed. The placement of the pegs is in the ideal position, allowing a neutral sitting position for extended periods of time – just perfect for lengthy highway stints. Actuation is easy since the leading edge of the peg facing the rider is flared outward and easy to catch with boots.
Other peg options for Hexhead RTs are generally much more expensive and cumbersome, involving buying tubular metal crash bars and then mounting conventional highway pegs to those. (Most quality crash bars for Hexhead RTs, for example, are at least two times the cost of these pegs – and that’s just for the bars without highway pegs included!) No other highway peg solution I know of is as neatly integrated into the OEM styling ethos of the BMW Hexhead R-Series as these American-made Saharas are. For $250 MSRP, the long-haul Hexhead rider can’t go wrong with these!
Spidi Tour Evo 2 Motorcycle Suit jacket in Military Green. Other color options are Black and Black/Slate.
The Spidi Tour Evo 2 Motorcycle Suit promises three-season, foul-weather functionality for the discerning on-road tourer or commuter. After riding in it for a few months, including a 3,000-plus mile winter tour of the Southwest U.S., I can report that it delivers!
The jacket’s waterproof/windproof/breathable exterior shell is comprised of rugged Cordura fabric interspersed with 3D and Tactel fabrics. For storage, there are two waterproof chest pockets, two waterproof hand pockets, and two additional front pouches, as well as one enormous pouch on the lower back. The collar is soft neoprene and hosts a snap button whose position can be adjusted via hook-and-loop. All zippers are rubberized for weather protection, and fabric lanyards are included on exterior zippers for easier gloved operation. The matching pants feature the same materials and construction, include two pockets on the thighs, and zip to the jacket.
The Spidi Tour Evo 2 pants are available in black.
The suit’s interior consists of a fixed polyester mesh lining and hook points for armor or Spidi’s optional “Step-In Wear” line of base and mid layers. Both jacket and pants include removable insulated liners, and the jacket liner can be worn by itself.
On the jacket, Spidi’s CE Level 2 “Warrior Lite” armor is standard at the shoulders and elbows, while back and chest armor is optional. I outfitted the basic package with the optional Warrior CE Level 2 back protector and the optional “Thorax Warrior” thoracic protector. The pants are equipped with EN1621-1 Level 2 armor at the hips and knees.
The Spidi Thorax Warrior is an optional piece of protection that can be worn with this suit.
The cut and styling of the suit lives up to its European pedigree, namely understated yet sophisticated, with subdued branding throughout. Reflective material is present on the front, sleeves, and rear of the jacket, as well as the side of the pant legs.
Venting, too, is plentiful. The jacket features large vents along the front and rear biceps and laterally around the torso, and when open, a bright green fabric emerges as a visual cue to zip up if storm clouds are ahead. The pants have vents running about 10.5 inches down each thigh. Adjustment points are numerous. The pants even include a set of removable suspenders.
I’ve used this suit during commuting, pleasure riding, and a 3,000-plus mile tour of the American Southwest, where we encountered temps ranging from 28 to 84 degrees. With its insulating layers and a plethora of Spidi’s optional base layers to choose from, the Tour Evo 2 is the perfect suit for winter applications. However, above 82 degrees, even with the vents wide open and the insulation liners removed, most riders will be reaching for dedicated summer mesh gear.
With this hot-weather limitation in mind, the Tour Evo 2 is one of the most versatile motorcycling suits on the market today. It survived many a full day’s riding in torrential winter downpours without letting in a drop of water or the slightest draft of wind. The Cordura material and all snaps, adjustment straps, and zippers are wearing like iron, and I have no doubt that at least 5-10 years of hard use can be expected in daily commuting duty.
Cons are few: The jacket’s main zipper terminates a full 2.5 inches above the bottom of the jacket, and while some distance is warranted (so the jacket can “split” as the rider sits), this seemed excessive and made zipping up difficult. The pants feature a right-thigh storage pouch that’s sealed with hook-and-loop, but the abrasive hook half faces the rider’s thigh so that the back side of the rider’s hand gets scraped when reaching into the pouch.
Overall, the Spidi Tour Evo 2 Motorcycle Suit is one of the finer European-style riding suits available today, and it should definitely be on the serious foul-weather rider’s short list. Available in sizes M-4XL, the jacket is priced at $749.90, and the pants are priced at $599.90.
Arai XD-5 helmet in the Discovery Blue graphic. (Action photos by Align Media)
My how time flies! It’s been 30 years since Arai launched its DS (dual-sport) helmet, which had a chinbar like a dirtbike helmet, a clear faceshield, and the round shell Arai is known for. When the first Arai XD arrived in 2004, it had the sun-blocking peak visor that has since been a signature feature of the dual-sport/adventure helmet.
New features on the Arai XD-5 include a more aerodynamic peak and a rear spoiler.
Arai’s XD-4 made its debut in 2012, and it has been a popular choice among ADV riders ever since. With a steadfast adherence to its “glancing off” philosophy, whereby the spherical shape of its helmets helps redirect impact energy, as well as its “priority for protection” prime directive, Arai does not release new helmets often nor does it chase fads. It’s been a long wait, but the new XD-5 is finally here.
The Arai XD-5 has a PB-cLc2 fiberglass shell with a super-fiber belt along the forehead.
The XD-5 begins with a Peripherally Belted Complex Laminate Construction (PB-cLc2) fiberglass shell, which has a super-fiber belt along the forehead to reinforce the area above the eyeport. The XD-5’s shell flares out an extra 5mm around the opening to make the helmet easier to slide on and off.
The Arai XD-5 has a new toolless shield/peak attachment and removal system.
The XD-5 has the latest version of Arai’s variable-axis faceshield system and the Pinlock-ready VAS-A, which maximizes surface area to improve its ability to glance off objects. Above the forehead is a new logo vent that was adapted from the Contour-X and enhances ventilation in a critical area. Also, the XD-5’s chin vent is twice as large as the XD-4’s, bringing much more air to the rider’s face. All vents on the XD-5 are adjustable, but the faceshield no longer has integrated vents.
The Arai XD-5 in the off-road configuration (peak on, faceshield off for use with goggles).
On the XD-4, removing the peak visor and faceshield required the removal of four plastic screws, two on each side. The XD-5 simplifies the process with a new toolless visor/shield attachment system, which makes it easy to switch between three configurations: adventure (visor on, shield on); off-road (visor on, shield off for use with goggles); and road (visor off, shield on). The peak visor, which is rounder in front and has less overall surface area, can also be adjusted up or down on the fly.
The Arai XD-5 in the adventure configuration (peak on, faceshield on).
Inside the helmet is a one-piece, multi-density EPS liner and a removable, washable comfort liner with adjustable pads at the cheeks, temples, and rear of the head. The cheek pads, which have an emergency-release design, have a new hook-and-loop fastener piece to facilitate easier installation of headset speakers in the ear pocket. There’s also a wire pocket in the neck roll.
The Arai XD-5 in the road configuration (peak off, faceshield on).
For everyday use, the factors that matter most are comfort, weight, and ease of use. My initial test of the XD-5 was two full days of street and off-road riding. As with other Arai helmets I’ve worn, comfort was good right away with no hot spots. The XD-5 has an intermediate oval interior head shape, which suits my noggin just fine, and the helmet is secured with a tried-and-true double D-ring chin strap.
The Arai XD-5 is more aerodynamic than the XD-4.
At 3 lb, 13 ounces for the size Medium I tested, the XD-5 isn’t the lightest ADV helmet on the market, but its average weight didn’t cause any fatigue. What was immediately noticeable was how much more aerodynamic the XD-5 feels thanks to its smaller, reshaped visor peak and new rear spoiler. There is much less buffeting, and the helmet slices through the air more cleanly when looking left or right at speed.
Thad Wolff gives the Arai XD-5 a thumbs up.
Overall, an already impressive premium ADV helmet has been made even better. The Arai XD-5 is available in XS-XXL in solid colors for $839.95-$859.95 and graphics for $949.95.
The Aerostich Messenger Bag is spacious and secure for carrying your stuff while riding. (Photos by Kevin Wing)
In the immortal words of George Carlin, “That’s the meaning of life: trying to find a place to keep your stuff.” I consider myself a tidy person, but really I’ve just developed Tetris-like efficiency when it comes to cramming stuff in my closet, my desk drawers, and – to my wife’s eternal chagrin – our garage. Surrounding her adorable blue Mini Cooper is a rabbit’s warren of shelves filled with bins (each one labeled, of course), boxes, motorcycle gear, and enough helmets for a small army.
When I travel by motorcycle, I bring stuff in saddlebags or a top trunk if possible, or perhaps in a tankbag or tailbag. But if I need to pick up a few things at the store or bring my laptop or camera equipment with me, the best option is a backpack or shoulder bag. Of the latter, one of the most practical and versatile is a Messenger Bag made by the folks at Aerostich in Duluth, Minnesota.
Messenger Bags come in four sizes: Letter (9 inches tall, 3.75 inches wide, 9 inches long at the bottom/12 inches long at the top; $107), Dispatch (12×7×12/18 inches; $137), Courier (12×7×18/23 inches; $147), and Parcel (14×9×18/26 inches; $157). Wanting maximum carrying capacity, I opted for the Parcel size, which is large enough to hold a full-face helmet and four bottles of wine, for example.
The bag’s outer flap is designed to accommodate bulky items like wide helmets and tall wine bottles. It is secured by a panel of hook-and-loop that runs the length of the flap – a 2-inch-wide panel of hook on the underside of the flap attaches to a 4-inch-wide panel of loop on the bag. There are also two adjustable closure straps with quick-release buckles.
Messenger Bags are made of 1000-denier polyurethane-backed Cordura, and they have a triangular cross-section with a seamless flat bottom. Inside is a yellow reinforced PVC waterproof lining, an organizer pocket (the Parcel has two), and a clip-on key loop.
The shoulder strap is made of 2-inch mil-spec nylon webbing, and a cam lock makes it easy to adjust the strap’s length. A removable 3.5×11.5-inch shoulder pad covered in Ultrasuede provides comfort when carrying heavy loads. The bag also has a carry handle at the top and a 2-inch panel of reflective 3M Scotchlite that runs the length of the outer flap.
Depending on how full the bag is and the rigidity of the contents, it usually stays in place while riding. Adjusting the shoulder strap so the bag hugs the body closely helps keep it secure, and Aerostich sells a stabilizer strap for $10.
All in all, the Messenger Bag is a great place to keep my stuff when I’m on the go. Multiple color options are available.
Over the past couple years, German helmet maker Schuberth has completely redesigned its lineup of motorcycle helmets. In the past, we’ve reviewed Schuberth’s modular helmets: the C5 and ADV-style E2. The S3 is a full-face helmet based on the same architecture, its shell manufactured using directly processed fiberglass combined with a special resin that’s compressed in a vacuum at high pressure. Like the C5 and E2, the S3’s shell also has a basalt layer for added strength and impact absorption.
Photo by Kevin Wing
Designed to meet Europe’s latest ECE 22.06 helmet safety standard, the S3 reaches high benchmarks for protection and has a large eyeport for better visibility (the S3 is also DOT approved). Inside the shell is a dual-density EPS liner, an intermediate-oval head shape, and a new comfort liner with customizable pads. Optional “sport” and “comfort” cheek pads and replaceable rear pads can make the interior more round or more oval. The S3 also has the Schuberth Rescue System, which allows first responders to extract the cheek pads to facilitate removal of the helmet.
Other features include an optically correct faceshield with a Pinlock anti-fog insert, a repositioned chinstrap to reduce pressure near the throat, an anti-roll-off system, a double chin air intake with an exchangeable filter, a new rear spoiler with an air extractor, and a new V-lock sunshield mechanism.
The S3 is also prewired for the optional SC2 Bluetooth 5.0 communicator (sold separately), which is made by Sena and based on the 50S with voice activation and mesh networking. HD speakers and an antenna are built into the helmet. A remote-control unit clicks into the left side of the helmet, and the SC2 main unit with a rechargeable battery plugs into the back of the helmet.
Fit and comfort are excellent, and weight is reasonable: The size Medium we tested is 3 lb, 14 ounces. While testing naked bikes for a comparison test, the S3’s slippery shape moved through the air with no buffeting, and during head checks to the side there was no unpleasant noise or wind pressure. Thanks to the aerodynamic shell and well-padded neck roll, the inside of the helmet remains reasonably quiet. The only issue I had with the S3, as well as the C5 and E2, is that it’s easy to inadvertently knock the vent on the chinbar closed when putting on the helmet or opening/closing the faceshield.
The Schuberth S3 comes in Concrete Gray (shown), Matte Black, or Glossy White for $599, as well as the Storm graphic in three colorways (blue, silver, or orange) for $699. Available sizes are XS-3XL.
I can say without hesitation that every car tire purchase I’ve made has been done somewhat grudgingly, with safety and practicality being the primary concerns. When it comes to new motorcycle tires, the return feels more worthy of the investment. The Michelin Commander III tires proved this in spades.
In a word: Giddyap!
When I was asked to review the Commander III tires on my Harley‑Davidson Heritage Softail Classic, I was a little nervous, but not because I questioned the quality. Michelin has been my brand of choice for car tires for years, but that is primarily because of their reliability in the snow and ice where I live. But I don’t ride my bike on snow and ice. I assumed many of the same attractive attributes of traction and grip would apply on a motorcycle, but was I attuned enough to my bike to recognize the difference between these new tires and my old ones?
The answer was immediately “Yes.”
There are two versions of the Michelin Commander III: Cruiser or Touring. Given the weight of my bike, I went with the Touring, which has less siping than the Cruiser tires for better stability. The potential tradeoff is less grip in the rain, but Michelin says the 100% silica‑reinforced rubber in the tires’ compound addresses this. I haven’t yet taken my bike out in a deluge to test this claim, but on a curvy road leading up to a nearby ski resort, I hit a decent storm and didn’t sense any slippage at speed.
Another feature of the Commander III is the aramid tread plies on the rear tire, which are also supposed to contribute to stability. The tires also have a more rounded profile than the previous Commander II model for better handling when the bike is leaned over. This is where that “giddyap” comes from.
After having them mounted, when I hit the numerous sweepers on the 45‑mile trip back to my house, I had a hard time keeping to the conventional wisdom of riding conservatively on new tires. It was almost like the Commander IIIs were pushing me – dare I say, showing off a little. But I refused the temptation. I promise…ahem.
Beyond performance, something else I was looking for in my new tires was longevity. Weighing in at two‑plus bills, I’m not exactly slim, but I’m also not one of those hefty Guiness World Record twins many of us remember seeing sitting on motorcycles in pictures. Nor am I a super aggressive rider, and I diligently check my tire pressure, so I was disappointed when I got less than 4,000 miles out of my previous rear tire.
Michelin claims 25% longer tread life relative to its competitors. I can’t confirm this yet, as I have only logged about 1,200 miles to date. But so far, they still look new, and with many riders reporting nearly 20,000 miles from their Commander IIIs, I have my fingers crossed for similar results.
The Michelin Commander III tires are available at online retailers or your local dealer in 11 different sizes starting at $180.99 for the front and $210.99 for the rear.
When I first got my 2004 Harley‑Davidson Heritage Softail Classic, I felt like I was cheating a little when opening and closing my saddlebags. I didn’t bother using the traditional leather straps with metal buckles, instead relying on the hidden quick‑detach plastic clips that were so much easier to secure. Unfortunately, the clips started breaking, which isn’t bad considering they’re 20 years old, but without the clips, the buckles wouldn’t work on their own.
My first stop for a replacement set was H‑D’s website, but there is only one choice of saddlebags for my bike, offering a little over 22 liters of total storage (compared to the approximate 34 liters of my stock bags).
SW‑Motech, on the other hand, offers a wide range of motorcycle luggage for pretty much any motorcycle. The company’s website makes it easy to search by make and model, but they also have several options that aren’t model specific. Capacity is important, but I was also ready to try something functionally different, so I decided on the SW‑Motech Legend Gear LC2 side bags, which have a total capacity of 27 liters.
I really like the LC2’s vintage design: a combination of Napalon synthetic leather and waxed canvas, the latter of which contributes to water protection – along with the hook‑and‑loop roll‑top closure and included waterproof inner bag. They’re smaller than my stock bags, but as I often ride for my work, I was pleased to discover I could still fit my laptop stored upright with room to spare. And if I want to carry a little extra, there are numerous loops on the exterior for attaching Legend Gear LA1 (0.8L, $24) or LA2 (1.2L, $48) accessory bags.
However, what really attracted me to the SW-Motech Legend Gear LC2 side bags was the quick‑release feature. I don’t always need luggage, and I like the clean look of my bike without the windshield and bags when I’m just cruising around town.
The quick‑release attachment of the LC2 is made of fiberglass‑reinforced polyamide and enables removal in just a couple of seconds, and when the bags are off, the black tubular steel side‑carrier bracket is barely visible. I also appreciate that when I use the bags for a trip, I can easily detach them at my destination and carry them with me, either by grabbing the top strap or using the accessory LA4 shoulder strap ($36).
Installation of the SLC side‑carrier mounting system was straightforward and took less than 15 minutes. It’s sold separately for $128 (model‑specific pricing may vary). The SW‑Motech Legend Gear LC2 side bags come in either Black or Black/Brown for $207 per side.
Cold temperatures and unexpected weather changes are the reality in the northern latitudes where many of us ride. Even though I’ve lived in Minnesota for decades, I’ve never used heated apparel before. As I prepared for a multi‑day tour of Michigan’s Upper Peninsula last October, I decided to remedy that situation by ordering an Aerostich Kanetsu Wind Blocker heated motorcycle vest to add some comfort to my late‑season ride. This electric vest gave me the feeling of the warm sun beating down on my back, especially on cold 35‑degree mornings on and off the road.
The Aerostich Kanetsu heated vest, which is made at the company’s factory in Duluth, Minnesota, and uses top‑quality stitching and zippers, proved to be hassle‑free. When ordering the vest, you specify size and the type of connection you need to hook it up to your motorcycle: BMW, SAE, or QuiConnect 2 (coaxial, which has a male‑and‑female connection). The vest’s power draw is 45 watts / 3.3 amps.
A size Large suits my 6‑foot‑2, 175‑lb frame perfectly (a detailed size chart is available on the Aerostich website), and the vest fits well underneath a jacket. It has a longer tail in the back to provide lower‑back coverage when seated in a crouched position. The vest has two pockets: one for storing the power cord and a larger one that the entire vest folds into for convenient stowage or a handy pillow for a roadside nap. Also available are optional zip-off sleeves ($97), which I added to the vest for additional insulation and to transform the vest into a jacket that can be worn off the bike.
With the vest on and powered up, I found the heat to be distributed evenly around my core as well as my neck thanks to the high collar. The power is switched on/off with a large, glove‑friendly lighted pushbutton that can be clipped onto the outside of your riding jacket. The vest provided plenty of warmth, and as the ambient temperature approached 50 degrees, I simply turned off the vest’s heat. Given the ongoing comfort, I found myself experiencing momentary guilt as my riding buddies went through the hassle of layering up and down throughout the changing riding conditions. They got tired of hearing me brag about how warm I was.
The Aerostich Kanetsu heated motorcycle vest with optional zip-off sleeves.
There are three versions of the Aerostich Kanetsu heated motorcycle vest: Airvantage ($247), which has an air‑adjustable fit and an outer shell made of Windstopper fabric; Windstopper ($197), also with a Windstopper outer shell; and Wind Blocker ($187), the version I tested, which has an outer shell made of windblocking TLTec fleece. Sizes range from S‑2XL. With this heated vest as a permanent addition to my saddlebag, I now look forward to rides on cold, blustery days.
Michelin Anakee Road tires (photo courtesy of Michelin)
The Michelin Anakee Road is a new tire specifically for road-biased adventure touring motorcycles. It’s a “90/10” tire (90% road, 10% off-road) designed to provide great paved road performance, dry or wet, with the versatility to tackle the occasional unpaved road.
Anakee Roads feature Michelin’s 2CT+ dual-compound tread technology, with more durable rubber laid below grippier shoulder rubber. On the front tire, this adds stability and grip when braking into corners. On the rear tire, it does the same when accelerating out of corners. A firmer rubber compound is laid down the middle to extend tread life on straighter roads. The Michelin Anakee Road tires are the first ADV bike tires with dual compound tread technology on front and rear tires.
Anakee Roads also have Michelin’s latest Premium Touch, Radial-X EVO, and Aramid Shield technologies that combine for optimal feedback, stability, and durability. Readers may recall that Michelin was the first motorcycle tire manufacturer to use silica, which helps bond a tire both mechanically and chemically to wet pavement. Anakee Roads’ dual-compound tread includes high silica content to enhance grip on wet roads.
Michelin provided Rider a set of Anakee Road tires for evaluation on your humble scribe’s BMW F 750 GS, a road-biased ADV bike. My maiden voyage saw steady rain pelting the winding roads of northern Connecticut and western Massachusetts. In addition to high silica content, these tires have sipes that are wider than pure road tires and angled to evacuate water across the center of the tread, and separate tapered sipes push water out at the shoulders. The GS felt nicely connected to the curvy wet pavement.
This ride included a stretch of hardpack with some gravelly sections. This wasn’t off-road, just a road no one felt the need to pave, and even when the pavement ended, the Anakee Roads retained good grip. (For serious off-road riding, Michelin offers other Anakee models with more aggressive tread.)
For my next ride, I assembled a route of some favorite twisties. On a cool, sunny, dry day, the Michelin Anakee Road tires delivered consistent feedback and grip that inspired spirited riding at sub-felonious speeds. Trail braking into corners and rolling on the throttle coming out felt stable and smooth. While new tires always feel good, these Anakee Roads are making my GS feel better.
Since I routinely ride a long distance to reach good riding regions, I added more miles on divided highways. My main takeaway is that Anakee Roads are much quieter than the Anakee III tires that were the OEM fitment on my GS. Michelin says the Anakee III line of single-compound, pavement-focused ADV tires introduced in 2011 is being phased out this year and replaced by the new Anakee Road line. With dual compound tread front and rear, Anakee Roads should last longer on slab while retaining their grip when the curves begin.
Photo courtesy of Michelin
For the mission of a road-biased ADV bike like my GS, Michelin’s Anakee Road tires are feeling really good to me. Michelin Anakee Road tires are available in a variety of sizes for use with or without tubes.
For this Ducati DesertX parts review, we added the Wunderlich Marathon windscreen and Aktivkomfort seat. Not seen here are the LED Microflooter 3 auxiliary lights, which require taking off the OEM crash bar for installation.
It’s often said that good things come in threes, but so do the challenging ones – especially when purchasing motorcycles. When it came to seeking out Ducati DesertX parts to upgrade, it was no different.
Reflecting on the motorcycles I’ve brought home over the past three decades, I’ve consistently upgraded three key components: the seat, the windscreen, and the lighting. It’s become almost a ritual, something I’ve come to term the “trinity crisis,” an inevitable part of every new or used bike purchase.
Seats and windscreens are a bit of a wild card, highly subjective to the rider’s preferences. A seat’s comfort can vary wildly depending on whether you’re decked out in full gear, just cruising in your everyday jeans, or if your back end has a bit more, um, natural padding. As for windscreens, your torso height, posture, and seat position drastically affect turbulence and buffeting.
When it comes to lighting, the discussion shifts. Here, it’s less about personal preference and more about safety under dark conditions, from night riding to longer tunnels to riding through a line of trees that create a dark canopy effect on the trail. And it’s not just about how bright your lights are but how far and wide they can throw their beams.
This brings me to my current favorite adventure bike — the Ducati DesertX. A beauty for sure, but not without its own trinity crisis. The stock seat was decent for a quick 80-mile jaunt. The windscreen did its job off-road and at slower speeds but on the highway? Not so much. And let’s not even start on the need for better night illumination.
Enter Wunderlich, a name synonymous with top-quality BMW accessories. To my pleasant surprise, the German company also offers a tailored lineup for the DesertX, including the Aktivkomfort seat, Marathon windscreen, and LED Microflooter 3 auxiliary lights.
I put all three to the test, hammering the DesertX both on and off the road for 1,200 miles. And since the DesertX spends about 90% of its time off-road, I also added the Wunderlich axle sliders to keep things safe during those inevitable drops and crashes.
Market leaders like Corbin, Saddlemen, and Sargent have been my go-to for aftermarket seats. I’ve personally used each of these brands across my collection, including a heated Sargent seat on a Multistrada for well over 40,000 miles with zero complaints.
While researching the Wunderlich windscreen, I discovered the other Ducati DesertX parts, so I figured I’d pivot from the typical brands and test the Aktivkomfort seat, one of the first aftermarket seats for the DDX. The unique name caught my eye, as did the specs.
The seat is offered in standard, high, and low versions. I went with standard, which is about a half-inch higher than the stock seat of 34.5 inches. I have a 32-inch inseam and can flatfoot the DesertX with the OEM seat. With the Wunderlich, I am not fully flat-footed, something I’m used to after many years of riding taller bikes like the KTM 1190 Adventure R.
The Aktivkomfort focuses on an ergonomic 3D contour, which is claimed to promote a more natural posture than the OEM seat. The seats are constructed to prevent “buckling” of the padding, distributing sitting pressure evenly across a larger area. Wunderlich also makes another bold claim here, saying the design significantly reduces pressure on your behind and coccyx, the small bone in your lower spine that typically aches after long rides.
After the first few miles with the seat, I agreed with these two claims, and after 1,000-plus miles of riding, I agreed even more. The seat does take some time to break in. Mine felt better after 500 miles (likely less if sat more often, but I spend a lot of time standing off-road). Also, some wider seats are comfortable while sitting but push on the inner legs while standing. The Wunderlich Aktivkomfort is barely noticeable while standing.
Another notable feature is the ThermoPro technology, which keeps the DesertX’s seat up to 77 F cooler in direct sunlight during summer heat than standard untreated cover materials. This is a significant advantage over the OEM seat, which quickly heats up in the sun. And just like every Ducati, right legs tend to bake naturally, although the DesertX, by far, is my coolest-running Ducati. The cooler seat cover helps alleviate some of that feeling when the sun is beating on the bike, something that happens often in open off-road sections while standing for longer periods of time.
To further enhance comfort when riding in hotter conditions, the seats are made with a sweat-reducing cover material, combined with Alcantara pin-tucks and refined, dropped “cut” seams. These materials are not only durable but also offer, along with the shape, optimal grip for stability under hard acceleration and braking.
The seams are taped and welded using modern air welding machines, ensuring 100% tightness. The seat shell is constructed from high-strength RoburC material, indicating the high quality and durability of these seats.
Overall, the Wunderlich Aktivkomfort seats are a significant upgrade over the stock OEM seats for both rider and passenger. By a long shot. It does take some time to break in, and a heated version would provide additional advantages for East Coast riders like me. Also, there may be some sticker shock; the rider seat sells for $600, and the passenger seat is $550.
The seat is offered in all black or the black and red version I have on my bike.
In stock form, the DesertX’s stock windscreen results in some buffeting at higher speeds. This is also attributed to the round mirrors, but the solution there is simple: Rotate the mirrors back about an inch, and that middle-chest blast on my nearly 6-foot frame subsided.
I tried the OEM touring screen, which helped with buffeting, making it tolerable even at highway speeds.
But the Wunderlich Marathon windscreen is by far the best option, offering significantly lower wind buffeting on the head and upper body. The results are a more comfortable and less fatiguing ride, particularly over long distances on highway rides.
The windscreen also complements the distinctive styling of the DesertX, enhancing the bike’s overall appearance by mimicking the stock screen’s looks.
Made from high-quality PMMA plastic, the Marathon is scratch-proof and UV- and petrol-resistant, ensuring durability and clarity over time. It measures 15.4 inches tall (stock is 14 inches), 14.3 inches wide at the top (stock is 8 inches), and 19.0 inches wide at the bottom (stock is 14.5 inches), with a thickness of about 0.2 inch.
Besides being larger, the key design elements that help buffeting are the more contoured profile and the bottom portion of the Marathon wrapping around the fairing more, helping push more air off the chest area.
The windscreen’s edges are hand-polished, eliminating the need for separate edge protection. This meticulous craftsmanship not only improves the windscreen’s aerodynamics but also reduces wind noise, contributing to a more enjoyable riding experience.
It also reduces vibrations, thus preventing muscle tension, especially on long routes. The consistent aerodynamic shape ensures a laidback, relaxed, and upright sitting posture, which is crucial for comfort during extended rides.
The windscreen is designed to seamlessly integrate with the DesertX’s cockpit and overall layout. It preserves and emphasizes the bike’s lines, underscoring its Italian character. This integration ensures that the windscreen does not detract from the bike’s special character but rather enhances it.
Installation is straightforward, as the windscreen can be easily swapped with the OEM unit. Have some patience, though, especially when positioning the washer that goes between the windscreen and the upper fairing.
As for pricing, the screen is available in clear or tinted and will set you back around $278.
Ducati DesertX Parts: Wunderlich LED Microflooter 3 Auxiliary Lights Review
With the seat and windscreen covered, the next big upgrade to my DesertX was some extra lighting – a must for adventure motorcycles due to night riding and dark, tree-covered trails.
Compared to those on the market, the Wunderlich LED Microflooter 3 is one of the brightest currently available for the DesertX, providing an extra 8,000 lumens of light. And the absolute best part? These are designed for an easy plug-and-play installation with zero wire splicing. I hate playing with wires, and this quick install makes life simple.
You hook the wiring harness to the battery, route the wires (I ran mine along the left side of the trellis frame), and plug that harness directly into each light. There is also a third wire that you can run along your clutch line to your left controls that turns them off and on.
Take note: These only turn on when the bike is running. I have no clue how that works, but I thought I had some issues when I first attached it to the stock lithium battery.
Each light houses two individual LEDs, ensuring not only an intense luminous flux but also redundancy – if one LED fails, the other continues to function, ensuring continuous operation. This dual-LED setup also contributes to the lights’ distinctive and recognizable illumination pattern, a signature feature marked with the Wunderlich brand logo.
The lights arrive with fold-down protective grids to not only protect from rocks, tree branches, or whatever else hits them but also for easy cleaning. Simply flip up the hinged cover and clean the lights.
They are operated via an illuminated handlebar switch, integrating seamlessly with the bike’s controls. The color temperature of the lights matches the main headlight, providing a uniform and realistic color spectrum that reduces rider vision fatigue during night rides.
The auxiliary lights significantly broaden the field of vision, especially in low-light conditions. They not only improve the rider’s visibility but also make the bike more noticeable to other road users thanks to their ability to optically enlarge the motorcycle’s front silhouette. This feature is crucial for enhancing both active and passive safety in a variety of lighting conditions, thereby reducing the risk of accidents due to poor visibility.
The Microflooter 3’s housings are made from black anodized aluminum, and the brackets are crafted from black powdercoated stainless steel, ensuring durability and resistance to the elements.
Another note: These don’t work with the OEM crash bars. I took my crash bars off to install them with the brackets but later reinstalled the bars. I am currently creating a bracket to attach these directly to my crash bars versus the brackets that are included.
Here are some stats:
Light output: Each headlight delivers an impressive 4,000 lumens, totaling 8,000 lumens.
Energy efficiency: Operating on 12 V/40 W.
Longevity: Approximately 100,000 hours of service life, equivalent to about 4,000 days.
Water resistance: IPX7 tested, ensuring performance in all weather conditions.
Integration: Specific brackets that blend with the body and are simple to install with four bolts (two on each side). But again, remember that these don’t work with Ducati crash bars.
These lights not only improve the riding experience but also significantly contribute to safety due to more visibility for other drivers and riders. With their easy installation – again, no wire splicing! – and impressive features, the Microflooter 3 lights at $600 are a worthy addition to any Ducati DesertX.
Ducati DesertX Parts Review: Concluding Thoughts
Each of these Ducat DesertX parts from Wunderlich not only addresses the “trinity crisis” but elevates the overall riding experience to new heights. They blend seamlessly into the DesertX’s design, enhancing its capabilities and, I argue, enhancing its aesthetics.
While the investment might seem steep at first glance, the value these upgrades bring to your riding experience is immeasurable. It’s like giving your DesertX some added superpowers – and who wouldn’t want that?
If you’re looking to transform your DesertX into a machine more worthy of long-distance travel while not sacrificing off-road worthiness, Wunderlich has got you covered. It’s not just about fixing what’s wrong; it’s about taking what’s right to a whole new level.
