Every now and then a product comes along that is so intuitive and obviously useful that we wonder why someone didn’t think of it sooner. Sure, there are those little blind spot mirrors you can stick on your rearview mirrors, but motorcycle mirrors are often small and those little mirrors eat up valuable surface area. Saeng blind-spot mirrors are larger than the stick-on type and provide numerous mounting and adjustment options, making them a boon for rider safety.
Saeng is an American company founded by Chuck Saunders, an industrial designer who developed the Pilot motorcycle fairing in the late 1970s. In addition to blind spot mirrors, Saeng produces airLift windscreen edging and trim, mounts for phones and radar detectors, and Can-Do motorcycle cleaner/polish/protectant.
Saeng blind spot mirrors come in various styles that can be mounted to windshields/windscreens, mirror stems, or handlebars, as well as a peel-and-stick adhesive version that can be mounted to a motorcycle’s dash or bodywork.
The last thing I want is some tech bro in a Tesla Cybertruck to silently creep up from behind on the highway, so I was eager to test a set of Saeng mirrors. The test bike in my garage was a 2025 BMW R 1300 GS Adventure, so I opted for the Stem-QS style, which clamps onto the bike’s existing mirror stems. (The QS in the name stands for “quick scan.”)
The Stem-QS kit comes with two mirrors, which have clamps designed to attach to 16mm mirror stems. Included are spacers for 10mm, 12mm, and 14mm stems and an Allen wrench for tightening everything. The BMW’s mirror stems were between spacer sizes, so I wrapped a thin strip of black Gorilla tape around the stems and used the 14mm spacers, which worked perfectly. The spacers have raised tabs that seat within the clamps to prevent unwanted rotation.
Depending on the style or color of your motorcycle, you can opt for black, blue, red, or yellow O-rings, as well as black, chrome, or white mirror housings. To match the GSA, I went with red O-rings and black housings.
Once clamped onto the mirror stems, the housings can be rotated, and within the housings, the mirrors can be adjusted in any direction. When properly adjusted, the edge of the bike’s side mirrors should be visible in the Saeng mirrors. It took only a few minutes of riding down an empty road to get them dialed in.
Our R 1300 GSA was equipped with a radar-enabled blind spot warning, which illuminates a small amber light in each side mirror. As a sort of validation, I adjusted the Saeng mirrors so the front of a car approaching from the rear showed up just as the BMW’s blind spot warning light came on.
Saeng blind spot mirrors are made in the USA and range from $134.95 to $169.95, depending on style. They can be purchased from Saeng’s website, and shipping is free for orders over $55.
Clearwater Lights Valkyrie Auxiliary Motorcycle Lights improve visibility and offer superior lighting that works in conjunction with OEM lighting. (Photos by the author)
Clearwater Lights’ new Valkyrie auxiliary motorcycle lights pack a stunning 5,500 lumens into a robust aluminum housing that’s just 3 inches in diameter and weighs only 14 ounces. That’s more compact than other popular Clearwater Lights models (e.g., the 6,000-lumen Erica is 3.73 inches in diameter and 20 ounces).
There are two Valkyrie models. The Valkyrie with five-spot LEDs is designed for long-range visibility. The Valkyrie Dual combines three-spot LEDs to illuminate the road far ahead, with two fog LEDs to illuminate the road directly in front of the bike, at the side of the road, and in corners.
The spot LEDs project a combined 8-degree/15-degree circular pencil beam. The fog LEDs project a 60-degree wide-angle beam. Note that the fog optics are directional, so Valkyrie Duals must be mounted with fog LEDs positioned at the bottom and oriented parallel to the ground.
Clearwater Lights Valkyrie with five-spot LEDs are best for long-range visibility.
I wanted a compact auxiliary light for my 2025 BMW F 900 XR to increase conspicuity during daylight. I also wanted the ability to turn night into day, as I’ve grown accustomed to with Clearwater Ericas on two previous BMWs.
Valkyries use Clearwater Lights’ proprietary CANopener system to integrate seamlessly with BMW’s electrical system, with no tapping or splicing needed. Lights are controlled using the bike’s OEM switchgear.
On the XR, the CANopener module engages with the bike via the Lean Angle Sensor under the seat. I unplugged the factory harness and plugged in the CANopener, then plugged the BMW factory harness back into the CANopener, which has a pass-through built in.
Optional slip-on covers let you quickly swap selective yellow lenses (left) or clear, without needing to open the light housing.
The engine guard bars that I added to my XR provided a convenient place to mount the lights using supplied hardware. Then I connected the lights and routed the various wires and cables neatly to avoid contact with suspension, steering, and parts that get hot. Finally, I attached the power wires to the battery. The installation wasn’t difficult, although I took my time getting familiar with a new bike and ensuring everything was secure and tidy.
Valkyries feature adjustable brightness in 10% increments, using the XR’s “wonder wheel” controller. I set mine to 20% when the stock lights are on low beams to enhance conspicuity during the day and improve lighting without blinding oncoming traffic after dark. On high beams, I set them to 100% to light up the night. Adjusting these settings is easy.
How do the XR’s OEM lights compare to Valkyries Duals? I waited for dark and rode a loop of my favorite dark, rural back roads. To begin, I used only stock lighting (with Valkyrie Duals turned off) and made mental notes on visibility down the road, to the sides, and in corners. When I returned to the same start point, I switched on the Valkyrie Dual lights by holding the turn signal cancel switch in for two seconds, which toggles them between On and Off. The improvement from OEM low beams alone (which I find quite good for a motorcycle) to OEM lights with Valkyrie Duals added at 20% output is remarkable, both long range and to the sides. When using high beams with Valkyrie Duals set at 100%, the improvement over stock lighting is astounding.
In the Clearwater Lights Valkyrie Dual, the top three optics project a spot beam, the bottom two a spread beam.
I repeated this test on the same dark roads with the Valkyrie five-spot LED model and found a similarly enormous improvement over stock lighting. The five-spot model has longer reach and still lights up corners pretty well. The Duals cast a wider spread up close and to the sides and still have good reach.
I chose the five-spot Valkyrie for the down-the-road focus and the flexibility to mount the lights (with their non-directional optics) wherever it’s convenient. Just decide what you want lights to accomplish for where and how you ride.
The Sargent Cycle World Sports Performance Plus standard height seat with CarbonFX upholstery and black welt is a worthwhile upgrade for the 2025 BMW F 900 XR. (Photos by the author)
When I got my 2025 BMW F 900 XR, it didn’t take long to discover that the stock seat just isn’t comfortable. Even on shorter rides, my backside soon ached. The seat’s shape locked me in place so I couldn’t easily adjust my body position. And BMW does not offer factory heated seats for F-series bikes.
On two previous BMWs, I had World Sport Performance Plus seats from Sargent Cycle Products. I found them superior to stock seats, so I got another. The seating surface is a bit wider than stock and contoured to enhance lateral support and distribute pressure evenly. I can adjust my body position for spirited riding, navigating tight spaces, or simply changing positions on a long ride. The central “relief” channel, where a strategic bit of seat foam is removed, takes pressure off the crotch and tail bone.
Super Cell Atomic Foam is Sargent’s secret sauce combining resilience, firmness, and vibration-absorption. Below the foam surface is an embedded layer of memory foam that absorbs pressure points. Under it all is Sargent’s PolyTech seat pan, injection-molded from a tough, lightweight polymer. The pan has a special recess for the included rechargeable LED flashlight.
There’s optional seat heating, either single zone for just the rider or separately controlled dual zones for rider and passenger. Each zone draws approximately 1.7 amps (23 watts at 13.5 volts). Sargent’s waterproof HeatBoss controller has a rotating knob and blinking red LED, so it’s easy to dial in the desired heat level. I think the simple-is-good approach of the HeatBoss is a noteworthy upgrade over Sargent’s earlier membrane switch controller. Attach the HeatBoss to a body panel using supplied hook-and-loop, or choose one of Sargent’s optional mounts for the handlebar clamp or mirror post. I prefer the handlebar mount since its vertical orientation prevents the HeatBoss from contacting my tank bag, even at full lock.
Sargent’s waterproof HeatBoss controller is easy to use, with a simple rotary dial and an LED that flashes according to heat level. Shown with Sargent’s optional handlebar mount.
Sargent has upgraded the wire harness with smaller-gauge round wire. Compared to the previous flat wire, the new wire is easier to route for a neat installation. There’s a new quick disconnect too, so if you ever need to remove the HeatBoss, you won’t have to remove the entire harness.
Sargent seats are made in the USA and sewn by hand. Options for the marine-grade upholstery include CarbonFX or DTX, with or without “grip zones,” which are special panels on the front sides that help your inner legs grip the seat (useful for standing on adventure bikes). There are multiple color options for stitching and welt. To complement my XR’s Triple Black colorway, I chose black CarbonFX upholstery and black welt. I think it looks fantastic and is a noticeable upgrade over stock.
With several hundred miles, um, behind me, Sargent’s World Sport Performance Plus seat is proving both plush and supportive. The butt pocket is wider and more gently contoured than the stock seat, so I can easily adjust my body position. And it’s easy to dial in heat to add comfort that BMW doesn’t offer.
Sargent Cycle makes World Sport Performance Plus seats for dozens of motorcycle models, plus REVolution seats using your bike’s OEM seat pan and a range of custom seat services. Seats for the BMW F 900 XR start at $629.95.
We install and review 15 Royal Enfield INT650 accessories, including mirrors, luggage, protection, seats, mufflers, and more.
I’m the proud owner of a 2021 Royal Enfield INT650, which has the perfect blend of old-school charm and modern reliability. Riding my bike feels like traveling through time, minus the oil leaks, dodgy electrics, and outdated components of a true vintage motorcycle. The INT650 is beautiful yet simple, and the factory Royal Enfield INT650 accessories echo this aesthetic. They are not over-designed, just straightforward and high-quality, contributing to the bike’s timeless style.
Next, I sampled two different seats: the Brown Signature Bench Seat ($189.99) and the Black Premium Touring Dual Seat ($219.95). Both transformed the bike’s comfort and style, providing a noticeable improvement over the stock seat. Swapping seats is effortless, thanks to the INT650’s simple latch mechanism. The Brown Signature Bench Seat is ideal for in-town riding and short trips, while the Black Premium Touring Dual Seat is perfect for long-distance travel.
Emboldened by my early successes, I tackled the more time-intensive installations. The Black Aluminum Sump Guard($115.95) required finesse due to tricky header fasteners. However, removing the exhaust mounts was easy. Keeping the fasteners loose during installation made a world of difference, allowing me to align the separate mounts.
Handlebar Brace Pad and Clamp
Next, I moved on to the Fork Gaiter Kit ($57.95). I’ll admit, I didn’t follow the instructions to the letter. Instead, I employed a quicker method I found online, which involved stretching the gaiter over the axle and fender mounts. While it wasn’t the recommended approach, it saved me time and frustration. After some wrestling, I successfully installed the gaiters, albeit with a few choice words uttered under my breath. In hindsight, following the instructions might have been the wiser choice, but the result looks great, and the gaiters retained their original shape.
The Black LED Indicators ($109.99, seen on the lead photo) were a breeze to install, thanks to clear instructions. Up front, disassembling and rewiring the light for the new indicators was a straightforward process. However, the rear fender and light components required more time and effort to disassemble and reassemble. Despite the extra work, the result was well worth it – the new LED indicators provide improved visibility and a sleek look.
The Pannier Mounting Kit ($67.99), which consists of matching tubular steel pannier rails, was straightforward, requiring minimal brain power and only some fastening to the rear mounts. The 8.5-liter Soft Panniers ($274.95) easily drop onto the mount and clip in, providing convenient storage.
Pannier Mounting Kit and 8.5-liter Soft Panniers
The pièce de résistance was the S&S Slip-On Mufflers ($899.99). When I first researched the INT650, one of the selling points for me was the potential for a deep, throaty exhaust note. I wanted a bike that would turn heads, not just with its looks but also with its sound. The S&S Slip-On Mufflers delivered exactly that. Using the original bracket, I simply connected the new mufflers and twisted them onto the pipes. The resulting sound – a rich, deep rumble – was music to my ears, the perfect complement to the INT650’s classic style.
Brown Signature Bench Seat
With all accessories installed, I took my INT650 for a spin. The accessories significantly enhanced the riding experience, addressing both practical and aesthetic concerns. The Black Aluminum Sump Guard and Fork Gaiter Kit provided peace of mind, protecting vital components from road debris and potential damage. This added layer of security allowed me to focus on the ride, knowing my bike was better equipped to handle the unexpected.
The Black LED Indicators proved a substantial upgrade, emitting a brighter, more visible signal that catches the attention of fellow road users. Their enhanced visibility reduced the risk of accidents and increased my confidence while navigating busy roads. For long-distance travel, the Pannier Mounting Kit greatly expanded my carrying capacity, enabling me to pack essentials and comforts without compromising style or agility. Lastly, the new Black Touring Mirrors exceeded expectations, offering crystal-clear visibility and minimal vibration even at high speeds. Their sleek, understated design aligned perfectly with the INT650’s classic aesthetic, eschewing unnecessary embellishments for a clean, streamlined look.
Black Premium Touring Dual Seat
These thoughtful upgrades harmonized to create a more refined, enjoyable, and secure riding experience – one that showcases the INT650’s inherent potential and left me eager to tackle the next adventure.
Throughout this process, I learned the importance of familiarity with the bike and acquiring the necessary tools for future maintenance. Royal Enfield’s accessories exceeded my expectations in terms of quality and installation ease. While some installs were challenging, online resources and forums provided valuable guidance. If I were to do it all again, I’d be more organized and prepared with the right tools. Nevertheless, the experience has been incredibly rewarding, and I highly recommend Royal Enfield’s factory accessories to INT650 owners seeking enhanced style, comfort, and performance.
We review Can-Am Ryker Rally accessories, including a radiator protector, grille protector inserts, a roll-top tailbag, a tankbag, and a saddlebag liner. (Photos by the author.)
To prepare for a four-day trip with my dad to the Tail of the Dragon and surrounding areas on my Can-Am Ryker Rally, I ordered some accessories from Can-Am’s catalog, including protective pieces and luggage. I hoped these accessories would allow me to pack everything I’d need and provide peace of mind if I found some rougher roads to explore.
First, I replaced the Rally’s stock front vehicle protection with Can-Am’s Radiator Protector ($154.99). Since the Ryker Rally is mostly suited for mild gravel roads and not blazing new trails, I have never needed the large guard that the stock vehicle comes with. However, I have had an issue with rocks bouncing up into the gap between the front vehicle protection and the radiator – a problem I hoped this piece would solve.
The Radiator Protector is the silver piece below the grille. The Grille Protector Inserts fit in the semicircular cut-outs on either side of the grille.
Installing the new Radiator Protector was fairly straightforward, but the instructions include some steps that are not necessary for a vehicle that was already equipped with front vehicle protection. I was able to omit some of these steps, like drilling holes in the front fascia. There are also plastic tabs around an area that are meant to hold a square nut, and these tabs make it tricky to grip the nut to tighten it but don’t provide enough support to hold the nut in place. Aside from tearing up these tabs, the install was simple.
I also installed Can-Am’s Grille Protector Inserts ($69.99), which snap into place on either side of the grille where there is nothing to block debris. With these two pieces of protection in place, I feel much more confident in tackling the gravel and dirt roads that are so much fun on the Ryker, and these protective pieces have held up to everything I threw at them during our trip and beyond.
For extra storage, I fitted the Ryker with Can-Am’s Linq 40L Roll-Top Bag ($229.99), the Ryker Tank Bag ($129.99), and the Shad Saddlebag Liner ($60.99). Since the roll-top bag is part of Can-Am’s Linq system (designed to work across many Can-Am product lines), installation was easy. It requires the Max Mount behind the pilot’s seat, which comes standard on the Ryker Rally and is available as an accessory on other models, as well as the Ryker Linq Plate ($259.99), an additional accessory that opens the door for many compatible Linq accessories. The waterproof roll-top bag snaps onto the Linq Plate with one hidden latch, which can be swapped for a locking latch for extra security.
The Shad Saddlebag Liner makes loading and unloading the saddlebag quick and easy, and it’s convenient for carrying belongings to the hotel or campsite at the end of the day.
The Tank Bag was another easy install. Two screws near the fuel cap and three straps secure the base of the bag to the Ryker. The bag itself attaches magnetically to the base, with two buckles adding extra security and allowing you to quickly move the bag out of the way of the fuel cap for gas stops. The Tank Bag includes a clear pouch on top for a phone and a port to run a charging cord. The last of my accessories for this trip was the Shad Saddlebag Liner, which fits perfectly into my Shad Hard Saddlebag.
During our trip to the Tail of the Dragon, I particularly enjoyed the plentiful storage of the roll-top bag. The yellow interior makes seeing items easier, and the carrying handle was convenient while unloading the Ryker at hotels. The saddlebag liner was similarly useful. Without the liner, I’ve had to under-fill and squish down my items to get them to fit without spilling out when the bag is opened. But with the liner, I can fill the bag to capacity and easily carry it off the bike with the cross-body strap.
The Linq 40L Roll-Top Bag on the Ryker’s tail, paired with the Shad Saddlebag and Ryker Tank Bag, provides plenty of storage options for taking long trips.
The tankbag was useful for storing small items like my wallet and phone. However, I ran into an issue on one of the hotter days of the trip. With the sun beaming down on the clear plastic cover, my phone underneath became overheated and shut off. On hot days, my phone benefits from the airflow when placed on a handlebar phone mount.
Although the tankbag’s phone pocket was not ideal for hot days, it was very useful when we ran into rainfall on our last day and kept my phone sheltered from rain under the plastic cover. The roll-top bag’s waterproof claims were also proven correct, and all my belongings were completely dry after riding in the rain for several hours.
With these Can-Am accessories, I was able to put my worries aside and enjoy a beautiful week of riding with my dad, and I’m more confident in planning longer trips for the future.
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!
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.
Warm and Safe Dual Remote Control Mounted Heat-Troller components
The Warm & Safe Dual Remote Control Mounted Heat-Troller provides riders with the ability to power and control two pieces of heated motorcycle gear separately. Remote versions are available, but this item is permanently mounted to the motorcycle for a cleaner interface and superior ergonomics since the controls are fixed in place.
The overall system consists of the Heat-Troller module, the remote receiver, and two fused wiring harnesses to connect the module and receiver to power. Installation is very straightforward: Simply use one of the fused wiring harnesses to connect the Heat-Troller module to switched power and the other harness to run power from the battery directly to the remote receiver.
On my BMW R 1250 RT test mule, I mounted the Heat-Troller module underneath a fairing panel. This method of connecting the module to the harness (as opposed to hardwiring it in) allows the fairing panel to be easily removed for service when necessary – an added plus! Finally, a pair of sealed temperature control knobs with LEDs (which are hardwired into the Heat-Troller module) are then affixed in a convenient location, such as the blank panels on my RT’s dash area.
Once installed, the only visible parts are the two temp control knobs and their corresponding LEDs, which provide visual indication for On, Off, and Polarity for your heated motorcycle gear. The knobs themselves have a tactile detent for On/Off and 300-degree rotation, so the rider can adjust from 3% to 100% power. The system can handle up to 15 amps at 13 volts, which is more than adequate to handle the typical heated jacket liner and glove combo at full blast. The device works from 7-16 volts and features internal resets for overloads and/or shorts.
On this device, the Heat-Troller module communicates wirelessly with the remote receiver, which is placed inside the jacket liner’s pocket. (The module and receiver arrive already paired up from the factory.) It is the receiver that makes the connection between the motorcycle’s battery and the input connections on the heated motorcycle gear via the power harness. This model has dual outputs, meaning two separate pieces of heated gear can be powered independently. Single output versions are also available.
I tested the Dual Remote Control Mounted Heat-Troller with a variety of heated motorcycle gear in my collection, including Warm & Safe’s Generation 4 heated jacket liner, an older Warm & Safe Generation 3 liner, an original Gerbing’s liner that’s 20-plus years old, a 10-year-old Gerbing’s Microwire liner, and a selection of gloves from Warm & Safe, Gerbing’s, California Heat, and others. It functioned flawlessly with everything I tested, and the compact receiver was easily stored in the left front pockets of all liners tested. There’s no reason why this Heat-Troller shouldn’t also work with almost any other brand of heated gear.
The Warm & Safe Dual Remote Control Mounted Heat-Troller has an MSRP of $169.90 and is covered by a three-year warranty.
The BMW handlebar risers from Wunderlich raise the handlebar height 1.57 inches.
BMW R 1200/1250 RT sport-tourers, for all their stellar attributes, arrive from the factory with a cramped cockpit, even for height-challenged riders like me. Wunderlich’s BMW Handlebar Risers for water-cooled 2014-current RTs allow the rider to raise the baseline handlebar positioning by 1.57 inches, offering superior ergonomics to riders who prefer higher bars.
The kit arrives with everything required for installation, including the puller tool required to remove the handlebar from its stock position. First, gather your T8, T15, T30, T40, and T50 Torx bits, as well as a small flathead screwdriver, a 13mm wrench or socket, and a torque wrench. A 17-step installation procedure is included with the kit, but Wunderlich’s 20-minute video on the product website is much more useful for the DIYer.
To begin, remove the bar-end weights with the T45 Torx, and then remove the four T30 Torx holding the clutch and brake master cylinders on the handlebars. From there, a series of small Torx screws and tabs which hold the switch control housings in place are removed, the cable connectors are disconnected, and the housings are taken off the handlebar. The handlebar is now exposed and ready for removal via T50 Torx and the included puller tool, which requires the 13mm socket or wrench.
The Wunderlich BMW handlebar risers are then installed in the bar’s former position, and the handlebar is reinstalled onto the risers. To fit inside the risers, the paint needs to be sanded off the 0.5-inch leading edge of the handlebar. I used a bench grinder with a wire wheel attachment, which worked perfectly in under five minutes. Finally, the master cylinders and the switch housings are reassembled back onto the handlebar in reverse order.
Out on the road, it’s apparent that these German-made risers, which are machined out of solid aluminum and anodized to match the OEM finish, are of high quality. The risers themselves rotate on the handlebar, allowing an added measure of fine tuning. The addition of these risers, especially in conjunction with footpeg lowering kits (such as one from Suburban Machinery), allow the rider to really stretch out and sit inside the cockpit rather than on the motorcycle. Taller riders especially will be much more comfortable with this setup as opposed to stock. MSRP for the Wunderlich #31040201 Handlebar Risers is $374.95.
When it comes to stock motorcycles, the two items that owners are most likely to change – especially those who like to pile on the miles – are the windscreen and the seat. Folks typically want windscreens that offer more protection and seats that offer more comfort. The Yamaha Ténéré 700 is no exception.
We recently published our review of the Yamaha T7, an off-road-focused adventure bike with a long, narrow dirtbike-style seat. The stock seat has two parts: a long rider portion that slopes down from the tank to a low point and then up toward the separate passenger seat. The rider and passenger seats form a uniform surface, but it’s sloped rather than flat and is narrow and firm.
The Yamaha Ténéré 700 stock seat (photo by Kevin Wing)
Yamaha Ténéré 700 saddle from Seat Concepts
The rider portion height is 34.4 inches. Yamaha makes an accessory low seat ($129.99) that reduces seat height by 0.8 inch, but the lower height is achieved by eliminating much of what is already minimal padding. Yamaha’s accessory rally seat ($219.99) is 1.6 inches taller than stock, and it has a flatter surface and thicker padding. However, both of Yamaha’s accessory seats are just as narrow as the stock seat.
Seeking more comfort, we turned to Seat Concepts, a company based in Idaho that makes replacement seats for adventure and dual-sport bikes. I’ve had a Seat Concepts saddle on my KTM 690 Enduro R for the past five years, and thanks to its extra width under my bum and more supportive foam, I can do 300-mile days without ever thinking about the seat.
For the Yamaha Ténéré 700, Seat Concepts offers 12 different saddles, including Comfort, Comfort Sport Touring, Rally, and Rally Hard Adventure models, most in Standard, Low, and Tall heights with prices ranging from $264.99 to $389.99. Like the saddle on my KTM, the Comfort models are narrow in front where the rider stands over the seat during stops but wider in the back where they sit during normal seated riding.
We opted for the Tall Comfort One-Piece model ($369.99), which is 11 inches wide (1 inch wider than stock) and 35.7 inches tall (1.25 inches taller than stock). There are three cover options, all with faux carbon-fiber sides: Sand Paper Grip Top (our choice), Semi-Grip Top, or Diamante Vinyl Top.
After using the key release to unlock and remove the stock seat, the Seat Concepts saddle clicked perfectly into place, and it has a high-quality look and feel. Even with the grippy top, moving fore and aft is easy to do when wearing riding gear or jeans. The wider seating area spreads the rider’s weight over a larger area, providing a much more comfortable place to sit, yet it isn’t so wide that it interferes with moving back and forth during stand-up riding. The foam is firm yet supportive and holds up well even after long hours in the saddle.
The Seat Concepts saddle is a great addition to the Yamaha Ténéré 700 and will serve as a comfortable perch during our long-term test.
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