I'm a technical woods and high mountain single track rider that has has been wearing motocross boots since I can remember. I did try a pair of trials boots that were VERY comfortable, but they just didn't offer enough protection against trail hazards. I had been researching boots with the perfect blend of MX protection and trials style comfort and flexibility, and the Tech 7 Enduro by Alpinestars looked like a great candidate (at least on paper). Key Features of the Tech 7 Enduro Let's start top to bottom. The max usable opening on top is 5"W X 8.5"L with a Velcro enclosure and 4 replaceable aluminum buckles. Alpinestars doesn't necessarily explain the reasoning for the top and bottom buckles facing the opposite direction from the center two, but it's possible that pulling against each other might create a stronger enclosure? I can also see how the very bottom buckle sits out of the way from snags. There's also an extended gaiter to help keep moisture and dirt entry to a minimum, but keep in mind that the Tech 7 Enduro is not marketed as waterproof.  Next, is a bio-mechanical pivot that creates really nice flexibility on and off the bike. Instead of just a clunky hinge right in the middle, the whole boot basically flexes in more than one spot. Upfront, there's an anatomically profiled shin plate that's made from a single piece to improve structural integrity. The foot shell of the boot is super resistant to impact and includes a hardened toe protector and a steel shank. The toe box of the boot is more compact than the last set of boots I ran and it has a grippy shift pad. Moving inside the boot, Alpinestars refers to an "Internal 3D Lining" that includes "anti-slide" microfiber suede to help keep your foot in place. Top that off with lots of cushy soft foam around the ankles for all-day comfort. Each boot weighs 4lbs. 7oz. and are CE certified. Checkout the "Description" tab for the entire feature list as I coverage the ones that stood out to me. Initial Impressions Out of the box, "Wow, those are REALLY white!" I took pictures because I knew they'd look terrible after riding in the woods.   The overall fit and finish is as top-notch as you'd expect from a leader like Alpinestars. The first time I put my foot in them (no booties to bother with), it was like stepping onto a cloud.  They are extremely fluffy and comfortable inside! I wore them for the last hour at work the day they arrived and hardly even noticed I had them on. The Tech 7 Enduro required no break-in period, being comfortable out-of-the-box. In terms of sizing, I generally wear a sized 12, that what I ordered, and I found them to be true-to-size. Since my GasGas 2-stroke is plated, I rode home in my new boots and had to relearn how to shift (more on this below). In terms of the buckle system, I'm not going to lie; I struggled with it. While I generally start from the bottom buckle and go up, with the Tech 7 Enduro, I found that I had to get the Velcro enclosure fastened first, then work my way down, re-adjusting them all again. I felt like as soon as I'd get the boots snug, I'd take a few steps, and they'd feel too loose again. Even once I thought that I had them to my liking, some adjusting was necessary to get them properly snug. With some experimentation, I've got them dialed in and I'm happy, but it just took more work than I'm used to.   On-the-Trail Testing For three days of intense trail testing, I headed to Entiat Washington for non-stop switch backs, rock gardens, and beautiful alpine scenery. For the first few miles, I continued to struggle with shifting. However, I don't fault the boot. I'm running wide foot pegs and the arches of the boot are different enough from my previous boot to cause this. It's amazing how even small changes in a boot sole can require adjustments in foot positioning to get your shifting dialed-in. When riding high mountain single track with switchbacks, you plant your inside foot A LOT. There's no just sitting down and riding. We did 215 miles over a long weekend and while my bike took a beating, my feet did not. Washington State has been in a drought, so on day one, the fire danger was extremely high and so were the dust levels. The extended gaiters on the Tech 7 Enduro did a solid job of keeping all the dust out. On day two we lucked out with some rain that made trail conditions perfect! My feet stayed dry for a bit, but when we started pushing through wet brush, I began to feel some moisture getting in. However, water was not pouring in and pooling, just a little dampness. However, I think that our typically very wet Pac NW winters might prove to be a little challenging. But for semi-dry conditions, I think the Tech Enduro does a good job. I also spent time walking around on mountain tops and at creeks, as well as getting off my bike to push it up ridiculous obstacles. Regardless of the activity, my feet remained comfortable and supported. Given the conditions that I was riding, it's inevitable to take some hits to your feet and I recall having my feet swept off the foot pegs a few times by hidden rocks. I'm sure that I took plenty more smaller hits that I don't recall, but that's a good thing (having not noticed)! My feet & shins came out without injury, just how I like it. Foot peg sole grip is excellent and so far, little to no wear. But, both the the sole and foot peg insert are replaceable, so I should get some good life out of the these boots. I actually found that my feet became slightly hung up when I needed to put my foot done a few times. Not sure if there is too much grip or the sole lug pattern hooking on my foot pegs just right? Regardless, the Alpinestars Tech 7 Enduro boots took everything that I through at them and got the job done in comfort. Pros  All-Day Comfort. Wide range of mobility. Solid Protection. Grippy, replaceable sole. Cons  Not sold on the buckle system just yet. Not waterproof.   Russ's Bottom-line I've definitely found a good boot for the technical riding offered in the Pacific Northwest. They allow me to move around on the bike without getting in my way, the protection from trail hazards is great, and they are one of the most comfortable boots I've ever worn. However, I wished that Alpinestars had rounded out the package with a waterproof design, something that is valued by us Pac NW west weather riders.

The Monster Energy Cup is the most significant offseason race for 450 Supercross teams, allowing riders an opportunity to measure their progress with their existing team heading into the 2018 series.  And we can’t forget the million dollar grand prize to any rider who finishes first in all three main events.  For other riders like Justin Barcia, MEC is an audition for any future potential team exploring options.  The unfortunate truth is riders get hurt while preparing for Anaheim 1 in January.  If a team is in need of a last minute fill in, a standout MEC performance can move a rider to the top of the possible replacements list.   The MEC is unlike other Supercross races in format and track design.   Adding in a Joker’s Lane that Marvin admitted in the postrace press conference he forgot about in his first race.  Feld (the promoter) utilizes the Monster Cup as a trial to test format and track changes.  It also allows for amateurs who qualified via Loretta Lynn’s Amateur National a chance to race on a tamed down (highly debatable) Supercross track in front of thousands of spectators, live on TV.  While I enjoyed watching these kids take center stage I also wondered about the safety hazard of sending kids in the middle of puberty (makes them crazy and irrational) out on a track with such aggressive obstacles. The first couple of practices and qualifying sessions looked more like Russian Roulette than Supercross racing. The amateurs represent the epitome of “whatever it takes” and at such a young age unfortunately, some of them need to be protected from themselves.  With that said I thoroughly enjoy watching them show off their incredible talents, but am conflicted if this is good for them or if they are being exploited for entertainment purposes. It only took 7 years, but Marvin Musquin finally duplicated Ryan Villopoto’s inaugural MEC win.  Heading into the first main event the biggest threat to Marvin was Eli Tomac, but Eli went down hard in the first race and was unable to continue the rest of the night.  With Eli out, the race quickly became Musquin’s millions as he easily cruised through three wins to take home the million.  The only rider who appeared to be formidable competition was Jason Anderson.  Both Marvin and Jason train at the Baker’s Factory so it was difficult to imagine a pass from Anderson in the third main event, Anderson’s lap times reflected his lack of aggression.  Let me be clear though, I do NOT think Anderson gave Marvin the win however, if Blake Baggett was the rider going for the million dollars JA would have charged a little harder.  At the postrace press conference I asked Marvin what his thoughts were being “the man” heading into the offseason and in typical Marvin style he downplayed his ride.  He expressed it felt great but it really didn’t carry much weight when Anaheim rolls around.  What was more interesting was the look Jason Anderson shot me when I called Marvin “the man.”  Jason looked as though I had insulted his mother.  While I am sure he is happy for his teammate the truth is these guys don’t achieve the highest level of racing by accepting someone’s performance as better than them.  I suspect tension will come to a boil at the Baker’s Factory this offseason. Eli Tomac remains a mystery.  At times he would lay down a few sections looking like the fastest guy on earth but then he would follow up with a major mistake.  He has a few months to figure things out, but right now Marvin Musquin looks to be the favorite going into 2018.  We all know Ken Roczen says he will be at Anaheim 1 and according to Jeremy McGrath he looks very fast.  The MEC might have created more questions than answers heading into 2018.  Let the bench racing begin, we have a few months to debate and lock in our predictions for 2018.   Nobody was taking a knee during this National Anthem!  Great tribute to the victims of the Vegas shooting too.   After getting throttled by Stephane Roncada while testing out the new Supercross game I decided to sit back and learn.  Game will be released Feb 2018 and it is insanely realistic!

Kirsh Helmets Debuts With CHM-1, the Toughest, Lowest-profile, DOT-certified Half-shell Helmet on the Market SCHENECTADY, NY – October 11, 2017 – (Motor Sports Newswire) – Kirsh Helmetsa member of the Impact Technologies family, both founded by Jason E. Kirshon, are poised to effect a sea of change in the motorsports and other helmet industries. For decades, legacy compression polystyrene technology (aka foam) has been the standard in helmets, from motorsports to football to snowboarding and any number of other impact sports and activities. No longer. “Has been” is the right way to frame it, because Kirsh Helmets, with its patented fluid-displacement-liner (FDL), is about to make foam to helmets what rotary phones are to cellular technology—obsolete. “We see Kirsh’s fluid displacement liner as a game changer,” said Donnie DeVito, President and Chief Operating Officer of Kirsh Helmets. “It works better than foam, it’s safer and it’s adaptable to any number of sports and high-speed activities.” Kirsh Helmets, Inc., a member of the Impact Technologies family, was formed in late January 2017 to take up the challenge of commercializing the innovative, patented technology invented by Jason Kirshon. Focusing first on solving the problem of unsafe—but popular—novelty half-shell motorcycle helmets, Kirsh’s CHM-1 outperforms “competing” helmets by orders of magnitude in independent testing. At one half of an inch thick, the CHM-1 is the lowest-profile half-shell helmet on the market. Made from the highest-quality materials, coupled with the most-advanced impact technology available, it is also Department of Transportation–certified and entirely manufactured in the U.S.A. Since their inception, the thinking on helmet design has been “more is better.” More foam equals more protection for the head in the event of impact trauma. The independent testing conducted on the Kirsh CHM-1 proves this is not the case. Foam does little to slow down or prevent the brain from slamming into the skull after impact. And the bulk necessary for foam helmets requires more mass, which, in turn, translates into more torque exerted upon the head and neck in the event of a crash. The Kirsh FDL’s silicone and fluid construct mimics the body’s natural protective functions. The brain sits in fluid in the skull. With the FDL, the skull sits in fluid within the helmet. This allows for less mass, reducing impact torque, and a fluid buffer that more effectively protects the skull and brain. And the malleability of the liner ensures that it conforms uniquely to each user’s head, insuring better protection and a custom fit, which means much greater comfort. Size and style are key components that influence consumers. Despite overwhelming evidence that helmet use reduces the likelihood of injury for motorcycle riders, many go without. Kirsh is looking to help change that and reduce traumatic brain injury across the board by offering stylish, low-profile helmets that are safer and work better than their larger, bulkier predecessors. Another compelling feature separating the CHM-1 from all other helmets on the market is its ability to sustain multiple impacts without compromising the helmet’s integrity. And the versatility of the FDL allows for application in half-shell and full-shell helmet designs for any sport or activity that requires the use of head protection, meaning its potential goes far beyond motorsports. So, a question: What do rotary phones, the Ford Edsel, the answering machine, and the foam helmet have in common? Answer: They’re all obsolete relics. Kirsh Helmets is offering the next generation of helmet technology, today, and, for the motorcycle rider, the world is a safer place because of it. About Kirsh Helmets Kirsh Helmets, a member of the Impact Technologies family of companies, is an All-American-Made Helmet Company. Our unique technology brings together style, safety, comfort, and improved performance. Source: Impact Technologies

Hey ThumperTalkers, checkout my latest off-road motorcycle riding video tip on the proper techniques necessary to navigate rutted corners with speed, control, and confidence. Of course, if you have any questions, hit me up in the comment section below and I'll do my best to answer. Please be patient, I'm at the track and events a lot, but I'll do what I can! How would you rate your skills in tackling rutted corners? What's giving you the most trouble?   Brian Garrahan http://garrahanoffroadtraining.com/  

While my 2017 KTM 690 Enduro R came from the factory with an actually not-too-bad plastic skid plate, it's really only up for light to moderate-duty off-road riding and even then, its rounded bottom profile makes it perfectly useless if you want to use a flat topped lift stand for maintenance tasks. After a bit of searching, the Flatland Racing offering stood out to me. It seemed to have the skid plate bases covered and maybe best of all, a retail price of $109.95. I'm sure that they could ask more, but I'm glad that Flatland kept its eye on value, not just squeezing riders because adventure riders must have money to burn. Installation The Flatland Racing Skid Plate for the 690 Enduro R installs exactly like the factory unit, which is a good thing! It's one of the easiest skid plates to remove and reinstall for oil changes and other maintenance tasks. Flatland did provide a built-in clean out slot, an oil plug hole, and a hole for oil screen removal, but the plate is so easy to remove (just two bolts), I never bothered with these features. Fit & Finish To me, the Flatland Racing Skid Plate looks bullet proof. It's made from burly 3/16" aluminum and is clear anodized for long-lasting good looks. Its welds are clean & uniform and all the mounting points lined up spot-on. I have zero complaints on how this product looks and fits; it definitely compliments the bike. Function The bottom of the Flatland Racing Skid plate is plenty wide, smooth, and completely flat, allowing me to use a lift stand to perform maintenance. This was one of my key objectives, so  box checked. It also slides nicely over the downed trees that I encountered after hurricane Irma, with no sharp edges or points to get hung up on. In terms of coverage of vital components, I think Flatlands nailed it. The ignition cover and water pump housing are completely shielded and the clutch cover as much as possible. This part of the engine sits higher, further back, and wider than the ignition side, so to come out past it, the skid plate would have to be excessively wide on the right side. Regardless, I don't think that Flatland left anything on the table in the coverage department. In terms of mud collection and drainage, we have pretty much no clay where I ride, so nothing too sticky or gooey. But, the summer riding season is very, very wet, so at least in the many water crossings that I've ridden, whatever sandy, loamy silt that I managed to pick up didn't seem to congregate in the plate. But if you ride in terribly muddy conditions, running skid plate foam isn't a bad idea anyway. Does the Flatland Racing Skid Plate reflect back engine sound? To a tiny degree, yes. But, that's is that is to be expected at some level. However, the skid plate has a somewhat thick, dense rubber strip glued to the inside of the skid plate to reduce resonance. Hard to say its affect since I've not run an aluminum skid plate on the 690 without this feature, but the net is that any increase in perceived engine noise is a non-issue for me, something I simply don't notice when enjoying the ride. So, anything that sucks about the Flatland Racing Skid Plate? Honestly, no. It looks good, fits good, it's tough, and it covers all my bike's vitals from damage. Add in the affordable retail price of $109.95 and a 100% customer satisfaction warranty, it's a no-brainer buy. Honest product at an honest price. Good job Flatland Racing.  I got mine from the folks at http://www.ktmtwins.com