Dual Sport Duo

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Had a great day of riding Saturday with my buddy @Bryan Bosch in the Withlacoochee National Forrest just north of Dade City, Fl. It's still pretty wet from the summer rains and Hurricane Irma didn't help! But, like always, the 701 took everything in stride, even with worn Continental TKC80 tires. Well, "almost" everything...



Unfortunately, the trail riding portion of the day got cut short because of a little mishap that resulted in my clutch perch letting go of the handlebars...


As we left the sandy trails, turning onto a damp, hard-packed clay road, just a tiny little goose of the throttle caused the bike to walk sideways into an unrecoverable low-speed drop...



Since the fall seemed so minor, I was surprised to see that the pinch bolt for the clutch perch had pulled out the threads! Uhhhhh, this is the "Enduro" model, not the wimpy SM version or even more girly-man KTM 690 Enduro R! IT'S a HUSKY!!!!! ;)

Fortunately my riding partner is a zip tie junkie, so we patched things up enough to get 'er home.



When I got it home, I noticed that the threads went quite a bit deeper than the factory installed bolt was taking advantage of, so I was able to thread it back together using a longer bolt. Clearly this is a bit of a weak spot on the big girl, so I'll be installing REAL hand guards shortly.

What hand guards do you guys like? Hit me up in the comments section below and don't be afraid to share your pictures. I'd love your help in picking out a pair of hand guards. Time to replace the stock wannbe  "bug guards" er, huh... "hand guards". 

Bryan Bosch
Steve Claus

Moto the big girls? Thought about it!!!! ;) - Dade City MX park on the way home. At least the KTM comes with full wrap around hand guards.

Bryan Bosch

An observation a couple of years ago when I bought my first adventure bike was the cost of aftermarket parts. It SEEMS like some manufacturers put the screws to riders in this segment b/c they must all have money to burn. Brand it an adventure bike product and charge 2x. I said SEEMS because I'm sure that this is not always the case, so don't send me hate mail pointing out that a skid plate for a GSA 1200 is more expensive to produce than a simple dirt bike skid plate. I agree.

Recently I installed a skid plate for my 2017 KTM 690 Enduro R, a machine that's a little pricey, crosses over into the adventure bike segment, and from what I can tell, has parts for it that some seem awfully proud of. But, the folks at Flatland Racing stood out. Their skid plate for the 690 and 701 Enduro brothers looked great and had an even better price. Reviews of the product seemed good, so I grabbed one from the folks at http://www.ktmtwins.com. 

At a price of less than half of some options, is it any good? What's the trade-off for the wallet friendly price?  Read my full review @ 


Here's a few pics of the Flatland Racing Skid Plate for the KTM 690 Enduro R and Husqvarna 701 Enduro.





Bryan Bosch

Some maintenance tasks requires getting the wheels of our heavy girls off the shop floor. While the stock skid plate isn't too bad, it's rounded bottom profile just doesn't work on the flat platforms found on every lift stand on the planet. So, the stock skid plate has to go, even if you don't ride in conditions truly needing a more robust aftermarket skid plate. I opted for the Flatlands Racing unit that I got from the folks at https://ktmtwins.com/ , a store specializing in parts for our bikes. I'm in the process of a full review on it, so if you're interested, tap that "follow" button so you'll be notified. I've used Flatland Racing product before on my Honda CRF450R, so I expected a quality product at a reasonable price and so far, it's been exactly that.


Flatland Racing Skid Plate for the 690 Enduro and 701 Enduro from KTM Twins


The next step was finding a lift stand that had enough capacity for our bikes. With a full tank of fuel, we're right at 330lbs. and many lift stands were made with lighter dirt bikes with a license plate in mind vs. heavier factory dual sports. I ended up settling on the Fly Racing Lift Stand because it had the capacity I needed, but I really liked the soft-drop damper mechanism that doesn't allow the bike to come slamming down and the jack pedal flying up.


Fly Racing Lift Stand w/ soft-drop damper

You can find my full review of this lift stand at: 

So far I'm happy with this set-up as there was no way I was going to try to lift this heavy girl onto a fixed stand to work on it. If you have any questions or comments, hit us up in the comments section below.  What are you using for a skid plate and stand for your KTM 690 Enduro R or Husqvarna 701 Enduro?

Bryan Bosch & Steve Claus



Respect the 701

As a long-time rider, I've had soooooo many different bikes from small-bore to big-bore, 2-stroke and 4-stroke, on and off road, and everything in-between. @Bryan Bosch and I have been raving about these new mid-size, do-it-all bikes, and they seem to be perfect...a little too perfect, as I found out on our last riding trip. These bikes have started to lull us into a bit of complacency due their tame mannerisms and being so smooth, balanced, light, and overall very rider-friendly. Well, I got bit by that complacency last weekend (as you'll see in the GoPro video that @Bryan Bosch was able to capture) and what 70+ horsepower looks like when you twist the throttle just a little bit too far and those tame mannerisms all but disappear into a fit of rage.

So, thankfully there was a KLR650 with us on this trip as it was the only bike that I'm sure I could have ridden home on. Off to the local Urgent Care facility for some x-rays and pain meds. Six sleepless nights with long days void of coughing, sneezing, or laughing without falling to my knees and crying out in agony, it's getting better...now I can almost laugh out-loud when I watch the video and continue dreaming of the next time I get to ride and all the things I'll do differently.


Bryan Bosch

KTM chose a paper air filter for the 690 Enduro R and Husqvarna 701 Enduro. But, is that the right filter media for your riding conditions? It very will might be! Paper flows great (when relatively clean), they are not messy to install, and you just toss em' when at the end of their useful life. But, how do they perform in dusty or wet off-road conditions compared to the more traditional oiled foam found on pretty much every dirt bike on the planet?

I decided to give a drop-in oiled foam unit a try and wrote up a review that can be found at: 

Give it a read and see what you think. If you have any thoughts, ideas, or constructive criticism, hit me up in the comments section below. If you're running the same Twin Air unit, add your review! We'd love to hear your experiences with the product. Or, share what filtering system you're running and what you think of it.

Bryan Bosch, Steve Claus - #dualsportduo

Twin Air Drop-in Air Filter on a 2017 KTM 690 Enduro R


Bryan Bosch

At 620 miles, KTM wants you to change out the 20 micron in-line fuel filter. The procedures are not listed in the owner's manual, but I was able to figure it out with another rider's youtube video and working my way through it. Husqvarna 701 Enduro and Super Moto owners, to access the fuel line & filter, all you need to remove is the left side radiator shroud and side panel. It's a little tight working inside the frame tubing, but totally doable and much easier that the KTM.

You can complete this job with everything in your factory tool kit, save a small pick for removing the factory installed fuel filter.

KTM part number 78141013190

The 2017 KTM 690 Enduro R airbox must be removed to access the fuel line. It is held in place with 4 rubber spacers with threaded inserts, 2 front and 2 rear. The two rear bolts and front left are easy-peezy to pull, but the front right took a little patience. You must first remove the two voltage regulator bolts to to reveal an access hole in the plastic trim. However, at least on my bike, the main wiring harness was in the way, so I had to push it aside carefully with a small screwdriver while threading the bolt out, being careful to not let it fall into some PITA to remove crevice or falling onto the floor and rolling into the hardware Bermuda Triangle. Later in the process, I removed the airbox lid to make getting the complete airbox off the bike easier, so in hindsight,  doing so allows you to move the wiring harness out of the way with your fingers from the inside of the frame cradle.

Access hole behind voltage regulator for the front/right airbox mounting bolt.

Two front mounting locations for the aibox from inside the frame.

Once the 4 airbox mounting bolts are out, all that's left is to disconnect the breather hose on the left side behind the radiator shroud, the sensor plug at the tail-end of the airbox, and loosen the hose clamps that connect the rubber airboot to the throttle body intake bell. KTM was kind enough to orient the upper hose clamp in a way that I couldn't get a flat blade screw drive on squarely. But,  I was able to loosen it via nose picker method with a 6mm open end wrench. Note: before you separate the airbox boot from the throttle body, not a bad idea to use a little compressed air to remove any loose dirt or sand that might fall into your intake.  My airbox came out fairly easy with a little wiggling and pulling with moderate at best force. You shouldn't have to be pull hard for it to come out. I started by tipping up the front of the airbox, pulling it rearward, then working it side-to-side. 

With the airbox removed, stuff a clean, wadded up paper towel into the throttle body intake bell so that nothing makes its way in. Below is what you're looking for... Can't miss it really. Squeeze the metal tab and pull the two sections of hose apart. I put a few folded paper towels below the filter because I wasn't sure how much fuel might leak out, but it was minimal.

Press metal tab and pull to separate the ends of the fuel line.

There isn't much if anything to grab to pull the old filter out of the fuel hose, so I made a small pick out of a finish nail that worked like a charm. Be sure the new filter is fully seated in the line and you'll know that your line connection is solid when you hear & feel a "click".


Buttoning things back up is simply the reverse of that you just completed, but a few tips... Put a LIGHT film of WD-40 in the inside lip of the airbox rubber intake boot and on the outer edge of the throttle body intake bell. I sprayed the lube on a clean cotton swap to apply it. You don't need much, but it will help the rubber airboot  slide back into place more easily. I pre-positioned both hose clamps so I could easily get a screwdriver on them through the frame openings. You only need to tighten them JUST enough to hold their position. Once you begin to push the rubber boot onto the intake bell, you'll likely have to loosen the hose clamps slightly as the rubber spreads. To seat the rubber boot fully, push forward and slightly down. You'll feel when it has slid into place, but you should also visually verify it.

Off the bike.

On the bike. For the upper hose clamp, try to orient it for airbox clearance, but also so you can get a screwdriver on it reasonably square.

The first time is always the slowest, but having done this once, I bet I could do it in half the time on the next go around. Hopefully I've given anyone interested a few tips/tricks that will help make your first time as easy as possible. Hit me up in the comment section below if you have any questions or if you have anything to add. I'm a decent wrench, but hardly a pro. If I've missed something or done it the hard way, I'm appreciative of constructive criticism. 

All the best!

Bryan Bosch (690 ER) & Steve Claus (701 E) - #dualsportduo




Bryan Bosch

A key part of the dualsportduo blog is to test parts & accessories for the KTM 690 Enduro R and 701 Enduro platforms and share our experience with you. For the last month or so, I've been riding on a new product from Fasst Company called Impact Adventure Foot Peg. Outside of being really nice over-sized foot pegs, the unique feature is that the foot bed is isolated from the foot peg body by an elastomer whos job is to squelch vibration and shock.

Here's a side-by-side shot with the stock KTM 690 Enduro R foot peg. I knew they were lasering in the TT logo, but my name came as a surprise. Is that like a monogrammed sweater? I'm going to take crap from my riding buddies forever! :facepalm:

Here's a shot of what the elastomers look like:

Installed Shot:

You can find my full review @

If you have any questions, hit me up in the comments selection below. What do you think of these foot pegs? Interested in hear your thoughts!

Bryan Bosch, Steve Claus - #dualsportduo

Bryan Bosch

With approximately 450 miles of back-roads, jeep trails, and even some sandy, whooped out single track, what's the verdict on the 2017 KTM 690 Enduro R? Is the new bike honeymoon over? Did it live up to rather high expectations? I'll cut to the chase and say that I absolutely love this bike and have zero regrets on my purchase! Why? Keep reading and I'll do my best to explain. Currently the engine, suspension, and brakes are bone stock. Mods coming? Oh yes... There WILL be mods! :goofy:

Bryan Bosch taking a mid morning break from the sand whoops - Croom OHV Brooksville, FL

That Motor!

The 690 Enduro R power plant in many ways defines this machine. It makes BIG boost from bottom to top in a very linear fashion that always puts a smile on my face. On the street, whack the throttle wide-open and the front tire lofts as you row through the gears. You're not trying to wheelie, the bike just pulls that hard. If you're a wheelie guy, this bike makes it easy. From the factory, there is a sticker that warns you not to exceed 100 mph, but my guess is that it will pretty easily. My buddy has the 701 Husqvarna and we dragged on a flat, long, deserted dirt road. We decided to back 'er down in the mid 90s, but both bikes had more legs left.

Off-road, the gearing is a little high for tight single track, but this bike really seems to be the most at home in more open, flowing terrain. In ski racing terms, it's more at home on the giant slalom course. Not that it's not nimble or capable of tighter terrain. The bike has tons of low-end and a 'butta smooth Magura Hydraulic Clutch, so I find myself in 3rd a lot, just rolling on the throttle. But, a surge of power is a clutch pull away. I'm more of a short-shifter, so this torquey motor suits my style. Where we ride, it's just about all sand and even in tighter, slower sections, the bike is hard to stall, even with lazy clutch skills.

Is the motor buzzy or vibey? Sort of a tough question because that's personal perception. I will say, before I bought it, this was my biggest worry. I've had Carpel Tunnel surgery on my throttle hand with mild nerve damage in both wrists, and things like string trimmers cause my hands to tingle after 10-15 minutes of use. I even had some issues with my ultra-smooth Triumph Tiger 800XC in-line triple. Maybe it's certain resonance frequencies, but I'm not having any issues with the 690. So, very, very relieved. And, word on the street is that after a couple thousand miles, the motor smooths out a bit more. For back-road dualsporting on the stock DOT knobbies, vibes are pretty mild, but as the speed picks up, so do the vibes. If you want to pound freeway, I'd suggest different tires. The stockers are happiest below 55, maybe 60 mph @ 20-25 psi. Not a fan of highway slabbin', so I'm keeping these tires.


I really have no complains here. It's never harsh or chattery and always feels planted. Keep in mind that in central Florida, you couldn't find a rock if your life depended upon it. Most of our trails are soft sand, but there are plenty of sections with exposed roots. On Memorial Day, we rode an area called Croom and despite the unrelenting, deep sand whoops, this bike surprised me. For its 326 ready-to-ride pounds, it tracked through the whoops straight and both ends stayed pretty poised. However, I'm not going to say that sand whoops is where the bike shines. Most purpose built off-road race bikes would be a better choice, but I wanted to see how she'd do and it was surprisingly well all things considered. But, I hate to ride sand whoops all day, so not high on my list of performance criteria. Still nice to know what the bike can do.


The over-sized Galfer front wave rotor and dual piston Brembo caliper with ABS offers plenty of initial bite & power, enough to tax the grip of the Pirelli MT21 DOT front tire on dry pavement. When the pavement is wet, this is where the ABS rocks. Off-road, ABS is easily turned off by pushing and holding a single button on the gauge cluster. However, it sucks that every time you turn the bike off, it defaults to ABS on. The aftermarket has options to fix this, but I'd prefer my last setting to be remembered. I'm sure a KTM lawyer will disagree with me. At least there is a button vs. having to nav to sub menus to turn ABS off like my last bike.


When compared to a dirt bike, say the KTM 500EXC, the 2017 KTM 690 Enduro R is a big girl on paper. However, I think it rides a lot lighter than the numbers would suggest. With the rearward fuel tank mounted low and relatively central to the bike's mass, it's slim in the mid section like a 450 and remarkably light on its feet. Even in tighter terrain, weaving the bike through the trees is easy and overall, the bike feels pretty nimble. About the only time you feel the mass is when you get the bike crossed up in deep sand and mistakenly grab a handful of big bore. For me, the most fun is rippin' down a sandy trail, power sliding from corner-to-corner. This is very easy with all the power the 690 has on tap and the handing is very predictable. Around town and on back-roads, the bike is a sweet heart.  It will do freeway speeds without issue, but without a windscreen, longer runs would be a chore IMHO.

All Kittens and Rainbows?

Hmmmmmmmmmm.... no. Where do I think KTM came up short with the 2017 KTM 690 Enduro R? Here's my list so far (not in any particular order):

1.  How tall do they think most of us are? This bike is tall! I'm 5' 10" and it's still tall. With boots on, I'm still just slightly better than on my tip toes. Thank God for the strong steel kickstand for getting on the bike. At the lowest point of the seat, it's 37".

2. For almost 11k before taxes & registration, no fuel gauge? This is a premium dual sport KTM. You made the tach sweep up and back at start up like a race car, but no fuel gauge? Booo! But, at least there is a low fuel light, just before you run out.

3. KTM, you still can't make a comfortable seat? I know you love your sporty, sharp angles, but they create pressure points that don't feel good on the ass after a few hours. Can't you compromise a little aesthetics for comfort? For 11k, I shouldn't have to immediately order a functional dual sport seat. And even worse, the seat pan rubber bumpers? I have extras in my garage b/c they fall out if you look at them wrong.

4. Handlebars are too low for standing. I understand that we all come in different shapes & sizes, but I'm much closer to the average that otherwise.

5. No power port for my phone or navigation? I appreciate the power with key on Accessory 2 wires in the loom behind the headlight, but again, premium dual sport. For the money it should come with this. But then again, dummies like me pay what you ask, so...

6. The shifting action is good, but if you're not very deliberate, a missed shift is pretty easy. I happens to me a couple of times on every ride, mostly upshifting into higher gears. There is an aftermarket fix that I might install if it really bothers me. 

My Bottom-line

My biggest regret is the two year detour riding a 500lb. ADV bike. The 2017 KTM 690 Enduro R has re-lit my fire for dirt biking. I'm once again excited for the next ride because this bike is just so much fun to ride. All of the gripes above are either completely livable or fixable in the aftermarket and none are show stoppers. I think that the 2017 KTM 690 Enduro is an amazing dual sport and for my needs, I absolutely made the right choice to sell my 2013 Triumph Tiger 800XC. I was a little worried that the 690 Enduro R might be a dirt bike with a license plate (had a plated KTM 450), but there is no question that it's a purpose built dualsport that is better on the road than a dirt bike and far better than a big ADV bike off-road. For me, I've found the middle ground that I was looking for. Fathers day is this Saturday and when my wife asked what I wanted, the answer was easy, "I'm going ridin' hon!" :ride:

Bryan Bosch & Steve Claus


Got sand? We do and plenty. - Croom OHV Brooksville, FL

Richloam General Store - Withlacoochee National Forest

Exploring some sandy single track - Withlacoochee National Forest

Lunch on the way home at a fav BBQ pit - Zephyrhills, FL


If you have any question for me, hit me up in the comment section below. I'd appreciate hearing from you. If you want to follow our blog, click the "follow" button up top.

Bryan Bosch

With a catalytic converter, the stock exhaust on the 2017 KTM enduro R and Husqvarna 701 are both relatively heavy and run hot.  There seems to be no shortage of reports of melted turn signals and bodywork when riding these bikes in slow, technical terrain. Despite this, we love the stock exhaust... because it's quiet! Not that we don't enjoy the sound of a dirt bike at full tilt. Over the years we've run plenty of aftermarket exhaust, but this time around, just not feeling the need. After a full day of dual sporting, we're really appreciating how quiet these bike are and coming from 500lb. ADV bikes, 326 lbs. (ready to ride) feels like a feather weight. With the low, close to center of mass fuel tank location and super slim at the knees profile, these bikes ride light and have tons of boost as they come.

We noticed that the more expensive Husqvarna comes with a stick-on foil backed heat shield on the exhaust side turn signal and it reminded us that Moose Racing offers foil backed ceramic cloth that is easily trimmed to fit. We picked up two 18"X18" sheets and strategically stuck them on the vulnerable areas.


Here's a picture of how the apparently "better" Husky comes from the factory.

Creating one for the "lesser" KTM

Step 1: Using blue painters tape, fully cover the surface of the turn signal that you want to protect. Be sure to get it to lay as flat as possible, working it around its convex shape. 

Step 2: With a black Sharpie pen, mark the shape of the heat shield to the best of your ability. This will serve as your rough pattern.

Step 3: Stick your rough pattern to a thick, but flexible piece of paper. I found that using drywall joint tape was perfect. Using a pair of sharp scissors, carefully cut out the general shape of the heat shield.

Step 4: Orient your cut out pattern on the signal where you want it to lay and look for any areas that will cause it to wrap around any sharp breaks. While the material sticks very, very well, the sharper the bend, the greater the likelihood that it may become unstuck. KTM likes their angles, so their signals have sharper lines than the Husqvarna 701. I had to trim mine a couple of times before I was happy with the accuracy of my pattern.

Step 4: Lay your final pattern on the silver side of the Moose stick on heat shield, trace your pattern with a pall point pen (creates a thinner, more accurate line), and carefully cut it out. Note: there is a small, square notch at the bottom of the signal that allows it to drain. Be sure that you don't cover this up unless you want a potentially foggy lens.

Step 5: Clean the back of your turn signal with some rubbing alcohol to prep the surface and carefully stick on the heat shield. The material is hard to get bubbles in it and conforms to the signal shape nicely.

Final Pattern

Installed on the KTM 690 Enduro R


This is what the KTM 690 Enduro exhaust can looks like inside. We can only assume that the Husqvarna 701 Enduro looks about the same. The cans are fully welded shut, so this photo was provided courtesy of  http://690enduror.blogspot.com My research revealed that catalytic converters run between 600 to 1,000 degrees F! 


While we've not had any issues so far, there are reports of melted side panels and even some fuel tank warpage in very hot and slow conditions. Here's a picture of the Moose Racing heat shield installed on the KTM 690s  left side side panel:


Here's a picture of the same covering the section of the fuel tank around the exhaust can. We had it down to two pieces, but when we stuck the piece closest to the header, there is a tough series of bends that come together just before the collector, so we had to cut a slit in the heat shield to get it to conform to the shape and lay down. So, the smaller square patch is to cover that slit. The heat shielding sticks to itself like crazy, so the patch is on there. We were just hoping for a better appearance, but the end of day, it's just dirt bike and fully hidden with the can installed.


Can re-installed, no side panel20170516_201821[1].jpg

Fully Buttoned up20170517_135302[1].jpg


Our plan to was to get all scientific and use an infrared heat gun to gather some running temperature values at different points on the KTM and then compare with the same points on the bone stock Husqvarna 701 Enduro. My cousin is a home inspector, so we had planned to borrow his IR gun, but he ended up being busy all weekend, we're too cheap to buy what we can borrow, and we wanted to ride! But, this ended up working out. I put a bare hand on the KTM side panel in the area of the cat and while warm, I could hold it there as long as I wanted. Same spot on the 701? About 3 seconds before the brain suggested moving your hand. It was that hot. So, totally confident that the Moose heat shielding will prevent melted plastics and based upon where we located it, cooler fuel. And, since the in tank fuel pump is cooled by the fuel, potentially longer fuel pump life? Can't prove that, but I certainly can't rule it out just the same.


Installing the Moose heat shielding was a bit time consuming, but we love shop time, and at the end of they, it's doing what we hoped it would. On to the next mod! Really loving these bikes. The smiles per mile has been huge!

Moose Racing Heat Shield 18"X18" sheet

Bryan Bosch

I think a lot of motorcycle riders are like us... even if they love their current bike, they are always wondering what's better. We spend countless hours reading magazines and forums, watching YouTube, and talking with the like-minded about what their "ideal" ride would look like. We all know that this perfect bike doesn't exist, but we keep searching for it.

A few years ago, after 35+ years riding dirt bikes together, Steve and I were bitten by the ADV bug. The plan: to load them up with all kinds of cool gear and equipment, and to set out on long weekend adventures, camping along the way; just seeing what there is to see in this big ol' country! But, the road of good intentions doesn't get you far, and our plans didn't quite materialize the way that we had hoped. We ended up living in different cities (Tampa & Denver), and between work and family obligations, our ADV bikes  (Triumph Tiger 800XC and KTM 990 Adventure) ended up being weekend dual-sport machines at best. In fact, our only real taste of adventure riding together was last summer, where we both just happen to have been in Portland Oregon visiting family and decided to rent a couple of BMW F800GS ADVs for the day. We had a great time, but Steve kept pointing out that anytime we'd talk bikes, I'd always mention how much I missed skoochin' up on the tank, sticking a leg out, laying the bike over, and rippin' through a big sweeper-turn, off-road. I know that Chris Birch makes this look easy on 500+ lb. ADV bikes, but I'm not Chris Birch.

A couple of months ago Steve called me up, all excited... "Hey Bosch... I have news! I took a new job and we're moving to Tampa!" Coming from a man that takes cold shower sand spends most snowy Colorado days running around in shorts, I was more than a little surprised since it’s kind-of hot and humid here in central Florida for half the year. Regardless, It didn't take long for the motorcycle planning to begin. 1st order of business: sell these big ADV bikes. The KTM 990 sold in a matter of hours out in Colorado, and interestingly enough, I sold my Tiger to gentleman that was moving to Colorado Springs, the same place that the buyer of the 990 lives. How's that for coincidence? 

The 2nd order of business: NEW BIKES! And, we both already knew what we wanted. Steve had a Husky 510 dual-sport that he loved when he lived in Idaho, and I wanted to be back on KTM, having drank the orange cool-aid back in 2008. So, the Husqvarna 701 Enduro and KTM 690 Enduro R it was! The crazy part is, outside of reading and watching videos on these bikes, neither of us had ridden either of them. In faith, we just plunked down the silly amount of money they ask for these bikes and hoped they were what we were looking for! Exactly what is it that we’re looking for? More comfort & road-worthiness than just a plated dirt bike, and more capable and fun off-road than the typical 500+ lb. ADV machine. Not too much to ask, right?


We're excited to begin putting some miles on these sexy bikes to see if they are the "just right" bikes that we hope they are. Considering the price, our wives have made it clear that come hell-or-high-water, we better be prepared to love them...No pressure! We'd love to take you on this journey as we share our experiences with these bikes, including our riding impressions, bike mods & problems, parts & gear evaluations, and hopefully lots of interesting pictures and video; we even plan on picking up a drone so that we can capture on-the-move video and awesome vantage points.

This will be our first blog, so we’re totally open to feedback & suggestions on how to make it better. We're just a couple of long-time, middle aged dirt bike guys that are pumped about riding together again, and thought it would be fun to share it all with our ThumperTalk peeps. Thanks for checking out the blog!

Bryan Bosch, Steve Claus - #DualSportDuo