Category Archives: AMH News

Tested: Adventure Spec Linesman pants review

IN A LINE
Durable, close-fitting stretchy and with removable armour, but some annoying features and better suited to temperate riding conditions.

WHERE TESTED
A month in Morocco including riding home across Spain. Sunshine, rain and snow; temps from 35°C to 3.5°C.

COST & WEIGHT
£299 from Adventure Spec. Weight with supplied Forcefield armour 1700g (hips: 200g pair; knees: 250g). Trousers alone: 1250g.

Stretchy but reassuringly stout
Forcefield hip and knee armour included
Zip leg ends
CE AA certified
Long cut reaches right down past the ankles
Floating knee armour pockets tuck into tall boots
They’re not black!

£300? I think I’m too stuck in the past
Heavy with full armour
Too clammy for southern Morocco in March
Unnecessary and flappy ankle hem straps
Annoying waist belt
Blue colour is a bit boring
Close-fitting, coarse woven, somewhat rubbery fabric not particularly pleasant against the skin and can snag

Loaned by Adventure Spec for review

What They Say
The Linesman Pant is a lightweight CE AA certified over the boot adventure motorcycle pant / trouser designed for trail, adventure and dualsport riding. It features Bi-Stretch Panama fabric that combines extreme comfort with high abrasion resistance. Toned down styling makes the Linesman Pant a perfect choice for those looking for a more subtle adventure rider look. Designed to work with the Linesman Jacket. Removable Forcefield Level 2 hip and knee armour included. Weight (size 38 Reg) 1700g / 59 oz.

REVIEW
Preferring a plainer look, for seven years I wore loose-fitting Klim Outrider heavy-duty jeans without the armour (and with modifications), until they literally started to feel a drag to wear. It’s more me and my age than the 1090-g Klims when worn OTB (Over the Boot). But I wondered: might a stretchy pair of riding trousers drag less on the knees when standing/sitting or more particularly, swinging the leg over a tall saddle when getting on and off?
Buying a pair of very light and stretchy Mammut hiking pants for walks and an MTB ride got me thinking this way. A more practical alternative to Ron Hills, they roll up to next to nothing and now are my off-bike trousers for moto travelling.

I considered Mosko’s Woodsman (right) with my kind of pockets and earthy colours. But I’m not convinced by the idea of partial waterproof knee and seat panels. Either do it or don’t, as with their less pocket-optimised Surveyor pants. I also assumed the sort of stretchy, softshell fabric, presumably as used on my Mosko Moto Surveyor jacket, wouldn’t be suited for off-road riding protection unless armour is fixed to the body (Mosko’s recommendation), not integrated in the clothing – as others do.

Adventure Spec recently brought out a thick, basket weave Panama fabric for their Linesman range: ‘a hiking pant built for adventure riders, that’s CE AA certified‘. (Fyi, I was prepared to buy these, but ASpec supplied a pair for review, as they’ve done previously). I am a big fan of the original green Linesman jacket they brought out years ago and wish I’d kept it. (Imo, the jacket’s current colours don’t look as good.)

Just before my Linesmans got sent out, I spent a fortnight in Morocco with James in his own pair. (See his Second Opinion, below.) They did the job, as trousers do, and he was never cold for long in the mornings or up at 10,000′ – a sign of things to come. Expecting it to be much colder, I was wearing my underused, grey Aerostitch AD1 Gore-Tex overtrousers (above left) which also proved surprisingly comfortable in what was globally recorded as the warmest February ever.

Out of the box
The coarse-woven Linesmans feel heavy but pliable, like a damp towel. Without the armour they weigh 1250g. The supplied Forcefield armour adds another 450g. Pockets are like regular jeans – two at the front, two at the back, with no zip closures. The ‘hiking trousers built for adventure riding‘ idea is a bit… stretched. Walking and MTB-ing are much more kinetic than even moto off-roading where protection is more of an issue and which the Linesmans address well. It’s hard to see where the weight is; lifted to the light, you can see through the fabric which ought to mean good breathability.

“Integrated [waist] buckle allows for an easy cinching tight if you lose weight on long RTW trips…”
Not what I found. The waist belt has two ends, each sewn to the waistband with unnecessarily complicated buckles to take up slack. This was the first annoyance. Adjusting the belt at the closure to accommodate the ebb and flow of my generous abdominal span would have required two actions to remove slack. In the end I just left the loop slack (above left), despite being an entrapment hazard, to borrow a kayaking term. The left side excess could be cut, unneeded buckle removed and then be adjusted normally at the cinch clip, but the right side buckle catches in the belt loop when doing up. I may have missed the point here, but no need to over-complicate things or reinvent the belt; just focus on day-to-day function.
Inside the waistband are bonded strips of grippy, ASpec-branded silicone – nice touch to hold up the weight, although the slightly rubbery texture of the relatively coarse body fabric is a little grippy too.

There are armour pockets on the hips and of course the knees. Here the lower edge hangs loose so you can slip them into full-height boots to stay in place. Another nice touch. I wear short boots and removed the Forcefields before fitting some 5mm neoprene pads (left) I had going spare.
I never wore the Linesmans with the supplied armour. Instead, I used the armour sleeves for stashing cash and can confirm you can stuff 30,000 Moroccan dirhams into a hip armour pocket, and at least another couple of grand of £ and € in the knees. Providing you’re wearing your trousers, you never need worry where your bulky stash is. If you’ve lost your trousers, the missing cash will be the least of your worries.

As I’ve said before, knee, hip or elbow, armour pads won’t stop broken bones, though these joints often take the impact of minor prangs. Unless you ride hard, armour has more real-world value for racers or on the road where crashes are faster and abrasive. But of course it’s a personal choice which depends how you ride or feel about ATGATT – or ‘clobber’ as I call it. I avoid riding too technical stuff, plod along like a lonesome donkey and fall off once in a blue moon.

… In my Pants!
Out the box I spent a day wearing the Linesmans at the desk where they felt a bit clammy which did not bode well. I then forced myself to wear them for a week in the desert in an a/c 4×4, and then another month on the bike through Morocco, across freezing Spain and back to the UK. All up, about 4000km riding from mid-30s to 3°C rain and sleet over the Tichka pass and in northern Spain.

First thing I noticed on James’ Linesmans in February was the untidy strap at the ankle. Linesmans are designed as close-fitting OTB trousers, with a zip down the calf covered by a small velcro tab at the ankle. Is a strap also needed and, if yes, could not a way be found to reliably tuck away the loose end like Kriega manage on their packs? I tried wrapping the loose strand around the belt loop (above) but of course it worked its way loose.
I thought these straps might be redundant before I got mine and, having now worn them, I think they are. Again, I might have missed some ingenious application, but remain unsure of their purpose. To stop the pants riding up? To add tension to keep knee armour in place? To hold the weight of the trouser and armour off the knee? To stop the wind or fording water going up your leg? To cover the forward-facing velcro tab from otherwise getting snagged open? To reinvent the zipped trouser leg closure where just velcro might seem a bit cheap?

Who knows. I tried some days clipped and some unclipped. No tangible difference; just another flapping thing to do up and undo at each end of the day. The velcro does the job – and if not, use a larger, ‘contourable’ patch of velcro, like my AD1s.
But most annoyingly, these ankle straps can’t be removed if you also take against them. Like the waist belt, each end is sewn to the hem. A one-piece strap could have easily ran through the hem’s fold like a normal belt, to be pulled out and perhaps reinstalled if you changed your mind on its usefulness. A simple solution to please everyone without resorting to Occam’s Razor. ASpec say you can ‘remove’ it, especially to wear the Linesmans ITB. But you don’t pay 300 quid from riding pants to chop bits off, when a non-destructive option could be easily offered. And I know I’m not one to talk design elegance, but aesthetically, these flapping buckles also spoil the slimline Linesman’s line.

I also found the coarse-woven but close-fitting fabric didn’t lay against the skin that comfortably at times, and annoyingly, one evening the leg caught a protruding nailhead in a cheap chair and pulled out a loop of thread. You’d think this will also happen in brambles and so on, and soon make them look like a grotty old jumper (as James may have found, below).

‘These pants will feel comfortable in relatively dry temperatures between 10 C and 21 C / 50 F and 70 F.’ They said it right there. That is actually a narrow temperature range but in practice sounds about right, so can’t say I wasn’t warned. Legs don’t really feel the cold like the body core, and riding in light rain and some settled snow over the 2200-m Tichka Pass, I was ruddy freezing in my wholly inadequate clothing. But I knew it would warm up once over the other side. On that day the Linesmans never got sodden or uncomfortable and quickly dried off.

Morocco’s desert-sea-mountain location with its radical elevation and temperature changes make bike clothing choices especially tricky, but in March temperatures rise steeply and by the time it got to the mid-30s°C down south, the Linesmans were just too hot, even on the move, same with the Klim ITBs I tried a few years ago. Meanwhile the baggier, part natural fibre Klim Outriders have proved tolerable in similar heat. I tried undoing the calf zip with little effect. I then tried resting my legs on my Lomo bags (above) to get some wind up them, but that only works on road and is probably not what they teach at CBT school. At least when you stop for a break you can pull them up to air off a bit (below).

In the heat the tight fitting fabric clung to the skin, minimising any stretching benefits and, come the end of the day, I couldn’t wait to peel them off. I wondered how my AD1s would have managed? Their bulky cut may not be so flattering, but would have kept the fabric off the legs, creating an air gap. And with the ankles velcroed down snuggly, I could have unzipped the sides from either end to got some venting on, or air-off fully at a stop. This looseness won’t help keep integrated armour in place, but I do believe if you’re serious about armour, it’s better attached to the body, not in external clothing.
After a month with a lot of dust and mucky, tuna lunches, the Linesmans didn’t look too grubby – I do notice that non-black shows the dust less. I hand-washed them once in my Ortlieb tailpack in a hotel shower and they dried off overnight in the room. Back home after a proper machine wash they came out as good as new, bar some snagging.

As you can tell, I didn’t gel on with the Linesmans for my sort of riding. But not for the first time my PoV is out on a limb; on the ASpec website comments are broadly positive. Sure, the ankle straps could be snipped off for good, but as expected, once I saw them I suspected the pants would be too hot for Morocco. This is why the lairier designed off-road pants like ITBs, have venting zips and mesh panels.
It’s also just occurred to me that any trousers – particularly heavy ones laden with armour – worn OTB will hang unsupported and drag on the knees, including these Linesman’s and even with the ankle closures. ITB trousers support some of the weight when they’re tucked in. Therefore, Linesman’s worn ITB (ankle buckle cut off) may be more comfortable. And while it’s nice not to be black (now available, above left), I have to say, the bland blue colour with brown/grey knee patches didn’t do it for me. I hate to admit it, but the new black version looks loads better. Bring us some tan or olive shades, or even dark grey.
For UK TETery they’d be fine; shrugging off the odd puddle or shower, but flattering though the skinny-jean look might be, my clothing prefs are more ‘boxer’ than ‘Y-front’. The Linesmans became too much like putting on a wetsuit each morning, rather than slipping into something all-day comfortable. I presume ASpec sell mostly in the UK, but perhaps they should consider a lighter, airier Desert Linesman for the US market. I’m sure I’d have something to say about that that, too! Queueing up for passport control at Portsmouth, a bloke on a Gas Gas 700 recognised my Adventure Spec pants. ‘Any good?’ he asked. ‘No for me’ I said.

That reminds me: I rode every day with Moto Skiveez because the CRF would have been agony without them, and despite close fitting ‘cycling shorts’ not being to my taste either. But getting dressed, many mornings I’d forget to pull on my irksome but essential padded nappies. The thought of then having to de-boot and remove the trousers to put on the Skiveez became… annoying.

Brainwave: integrating Skivee-like pads into riding pants
I can’t be the only one who feels like this about uncomfortably narrow saddles on light trail bikes which are otherwise well suited to all-terrain travels – ‘adventure bikes’ if you will. So I think integrating Skivee-like pads into riding trousers would be a practical idea. Ideally, they’d slip into armour-like pockets, maybe even with varying densities of foam for heavier riders/harder saddles? I mentioned this to ASpec and Mosko, but I’m not sure either felt the same way. Me, I’m already booked in to pitch my Butt-R-Kupz™ on the next season of Dragon’s Den. I’ve more to say about saddles here.
For what I do I’ve never been a fan of synthetic fabrics, not least with membranes, but next trip out there, I’ll try my AD1s again and see if their day-to-day comfort, utility and easily modified temperature span are as good as I think they might be.

Second Opinion: James S
Over a year I’ve worn my Linesman Pants whilst off-road training in Scotland, riding the Kielder 500 rally and around the High Atlas and desert of Morocco in January. And by the time you read this I’ll be out in Morocco riding the Sandraiders rally on my 3AJ. I even wore them with the armour on the Ryanair flight. I surprised UK airport security whilst they frisked me down, but the Moroccan Security agent had obviously come across knee armour before. The blue/black pattern help them look like regular hiking pants.

I found them quite comfortable on the plane and evening time, was in no hurry to take them off, apres-piste. I replaced the supplied Forcefield armour with my Acerbis kneepads but copped an injury on the unprotected side of my knee when I crashed my T7 at 30mph. But the knee and hip protection served their purpose as I rolled down the track.
I wear mine outside my MX boots as I’ve not brought myself to cut the straps off, but the fabric along the inner calf has started to snag, so I will. AS should extend the hypalon or add some knee fabric to this area.

Coming out of Anergui in the High Atlas, I wore the Linesmans at 2°C one morning, but my legs didn’t get any colder than my upper body. I’ve not experienced prolonged rain, as I wear waterproof over-trousers, but the occasional shower is no problem. They dry off fast.
I also wear Bull-it jeans which have abrasion resistant Covec for when riding on the road, but prefer the stretch flexibility of the Linesman Pant for off-road. Buying them was a significant expense, but other than the inside snags, I’ve not disappointed.
For a bit of fun, I also asked Chat GPT4 for their opinion. See below.

Chat GPT4 Review [for amusement purposes only]
The Adventure Spec Linesman Pant is designed for trail, adventure, and dual-sport riding, incorporating several features that aim to enhance the rider’s experience in different terrains and conditions. Here’s a comprehensive review of its pros and cons based on information from various sources:
Pros:
Lightweight and Comfortable: The Linesman Pant is lightweight and made from Bi-Stretch Panama fabric, which offers extreme comfort and high abrasion resistance, making it ideal for long rides【5†source】
Protection: It includes removable Forcefield Level 2 hip and knee armor, providing good protection from abrasion and impact injuries without feeling like typical bulky motorcycle safety pants【5†source】.
Versatile Design: Designed to fit comfortably over adventure boots, the pant features a large lower leg zip for easy on/off and a tough buckle to secure the pants. It also has floating pockets for knee armor, allowing for adjustability and compatibility with knee braces【5†source】.
Temperature Range: According to users on Adventure Rider, the Linesman Pant feels comfortable in relatively dry temperatures between 10°C and 21°C (50°F and 70°F), making it suitable for mild to warm weather conditions【7†source】.
Durability and Design: Users have praised the construction and fit of the Linesman Pant, mentioning that it feels substantial yet roomy. The design allows for easy layering underneath or on top as needed【6†source】.
Cons:
Temperature Limitations: While the pants are comfortable within a specified temperature range, they might not be the best choice for extremely hot or cold climates without additional layering【7†source】.
Price: With a price point of $355.00, the Linesman Pant is an investment, which might be a consideration for some riders looking for budget-friendly options【5†source】.
Splash Resistance vs. Waterproofing: The pants are splash resistant and fast-drying but not waterproof. Riders will need a waterproof shell for continuous wet conditions, which could be a downside for those looking for an all-in-one solution【5†source】.
In summary, the Adventure Spec Linesman Pant offers a blend of comfort, protection, and versatility for adventure riders, with a particular emphasis on a more subtle, toned-down style. However, considerations regarding temperature suitability and the need for additional waterproofing should be taken into account, especially given the higher price point. For riders who prioritize lightweight, protective gear that can handle a range of conditions with the right layering, the Linesman Pant could be a worthy addition to their riding wardrobe.

CRF300L: Lowering link

5 Replies

CRF300L Index Page

Writing up my 9000-km review over Christmas, I realised how much the Honda’s verified 35.2″/894mm seat height was bugging me. And it wasn’t just me. In 2023 Honda introduced a 2-inch-lower CRF300LS model, achieved by using slightly shorter suspension components. An appealing non-red colour scheme apart, it’s otherwise identical, though currently not sold in the UK.

According to the guy above, no seat foam was harmed in producing the LS: ‘Honda shortened the suspension…’. But he then goes on to say ’rear travel is reduced by 1.2”’. Does he actually mean shock length is reduced by 1.2”’ (to make 2” less vertical travel)? Probably.
Riding the trails, my suspension travel is way more than I ever need – an LS would have done me nicely – though once compressed the height’s rarely an issue unless I tackle technical terrain. Very occasionally the back bottoms out as it should; the front not yet. With me it’s more the getting on and off, which I do a lot of and gets more tiresome as the years pile on. Along with comfort, these two things hold back my enjoyment on the L. Fitting the 17/19 wheel combo didn’t lower the bike significantly.

So I bought one of those suspension lowering links which I’ve read about for years. I recall my KLX had a clever adjustable link. US-made Kouba Link is the well known brand, but costs nearly £200 in the UK. I settled on a similar looking ‘Schmooba Link‘ off ebay for just £42 with the same needle bearings and grease nipple. NICECNC may be made in China but have a decent-looking website and a huge range of parts.
They say these links can mess up the carefully mapped factory linkage ratios working on the shock spring. That may be an urban myth or something that only applies to performance-sensitive racers. The link swap took just 10 minutes with a helping hand of Larbi in Marrakech.

My Schmooba claims to lower the bike by 1.75″ (44mm; identical to Kouba) which is a bit more than I need, but tbh it didn’t look that much lower. Once fitted, I jacked the Tractive shock preload up a turn and a bit. What a faff that is. The shock is clearly made for an HPA and not manual adjustments. The job is made harder with the need to loosen a grub screw locking the preload collar in place. The supplied multi-bit tool has a 2-3mm bit to get in there (left); you then need a 5mm spanner to turn it, as long as the screw is in an accessible location.

There is no crenelated preload ring to hook with a c-spanner, but a series of holes in the collar, like on a wagon wheel hub (above). The multi-bit tool is too short and bulky; a 5mm rod or screwdriver works better, you inch the ring round; it’s easier on the RHS, and I found it best with a 5mm L-shaped Allen key and an additional extension/lever. Give it all a squirt of WD40 too. It takes about 12-15 micro-adjustments to get a full turn of the collar. I kept going until the annoying grub was accessible again and hope that’s enough.

Of course the forks need sliding up the triple clamps to match the rear drop – easily done. But without risers, the stock height bars limit the drop to about 25mm. So 25mm it will have to be; I hoped the jacked-up shock would compensate for the now moderately raked out fork.

If you’re lowering your 300 you’ll need a shorter side stand. RRP do 20mm shortie for £88. Or so I thought. With forks raised and link fitted it actually didn’t lean too bad. It turned out a new oversized Mitas E07 tyre on the back raised the bike back up an ~inch. Then, offering up the RR short stand, it turned out to identical. Have I been on a short side stand all this time or did they send the wrong one? Oh well, one less job to do.

Fatter Mitas 130/80 17 TL E07; actually a good idea.

Is an OEM stand for the 300LS on Partzilla US shorter?
Two are two stands listed but which was which? Knowing that the 300LS model code is probably CRF300LDA ABS is helpful.

Lowered 300LS CRF300LDA ABS side stand: 50530-K1T-J70
My bike 300L ABS side stand: 50530-K1T-E50

In fact a -J70 shortie is bent; the normal height -E50 is straight. And if you look up 300LS reviews online you’ll see they have a bent side stand, unlike a normal 300L, even though the Honda parts fiche shows a straight stand for both parts. Hence my fiche confusion.

A J70 is discounted to $35 on Partzilla US. In the benighted UK an E50 is £48 but I actually got offered a bent J70, which was actually what I was looking for. Fascinating a?! But wait, there’s more! A bent J70 is shorter. The reason it was bent because a straight stand on the lowered LS might drag on full suspension compression. So it seems Honda bent and shortened a stock 50530-K1T-E50 to make 50530-K1T-J70 for the 300LS, but online fiche images appear identical.

Now, about an inch lower, I can afford to take some of it back with some neoprene seat padding, as before. But first I tried a pair of Moto Skivvies (review) – padded undershorts made for motos not cycling. I’ve known the name for years but the 300L has pushed me over the edge and into their shopping cart.

Riding the lowered bike
By the time I’d jacked up the rear preload a bit and had a 130/80 17 Mitas E07 fitted, the bike didn’t feel a whole lot lower. Measured, it’s now 33.5″/851mm with the forks raised up in the clamps all the way, so almost exactly the 1.75″ claimed. For the next 4000km over a month, the bike rode the same on the dirt; maybe a bit better all round with a fatter Mitas all round (now properly sealed for TL by the mechanic).

Getting on and off still wasn’t a whole lot easier. I use the footrest where possible, but having the tail pack on the side would ease a leg swing. Thing is, a tailpack is so darned easy; on/off in 4-5 seconds with a pair of Rok Straps. No other actions required and no side-panel scuffing.

The suspension still works great, just like it always did. I think the taller tyre may have touched the mudguard on one or two bottoming outs. I have to take a little more care when stopping and putting the stand down, but all in all, an easy, inexpensive and recommended mod if your stock L is giving you nosebleeds.

The Men Who Ride Like Goats

2 Replies

While scanning aerial mapping for new pistes in Morocco’s High Atlas I came across an intriguing possibility. A seemingly good track lead 25km off the N9 highway to the 2500-m Tizi Telouet pass on the High Atlas watershed (31.3372, -7.2663), a few miles east of the famous Tichka pass on the N9 trans Atlas. From that point southwards the way ahead became an obliterated mule path, but picked up rideable terrain in just two kilometres, with Telouet town visible nearby. Downhill on a light bike, walking where necessary, it might be doable, no? ‘Who wants to go first?’, I quipped on Twitter.

Like the grand old Duke of York and his 10,000 men, a column of pylons marches up and over the col, bound for the massive Nour solar plant, 50km away near Ouarzazate. You’d assume some sort of vehicle crawled over the slope to erect those pylons, but no service track is evident on the south side. Still, at the very least, riding the switchbacks up to the col for a quick look should be possible.

I mentioned this recce to a mate who’ll join me out there next week. He soon found some Spanish KTM-ers behind a YT channel called Enduro Aventura. They pulled off the Tizi Telouet descent (and a whole lot more) in 2002, filmed it all and capped it off with a tracklog on Wikiloc, classified as ‘Very Difficult’.
They call the Tizi Telouet ‘Collado Torretas’ or ‘tower/pylon col’? They confirm ‘the north face has been fixed with a track with a thousand curves and somewhat broken by the rain‘ but continue… ‘the south face on the way to Telouet is a narrow and broken trail with a lot of stones… This hill [trail] seems to be disappearing…‘. They speculate that the truncated northside track suggests a new road might get put in, but I’ve found tracks or roads often come to a dead halt at provincial boundaries, which this watershed is. The col was just an efficient direct route for the power cables from Nour to Marrakech.

Their 80-minute vid below is timed to start at the Collado Torretas stage (just a few minutes). It’s soon turns gnarly af (stills above). But scan any other random minute in their vid and you’ll see just what light and lightly-loaded KTMs (including 2T) can achieve off-road in the hands of a fit and determined crew. You’ll be staggered to see what these guys blithely ride over. Chapeau to Enduro Aventura I say! The Men who Ride like Goats. Me, I’ll take the long way round.

Fast forward to midsummer 2025, and Kriega have released a film of two guys riding over-bored, early 1980s Honda 125s on the even more sketchy Yagour Plateau, west of the Tichka pass, towards Toubkal mountain.
Trust Me? Thanks, maybe I’ll pass.

Preview: Himalayan 450

2 Replies

Royal Enfield scored an unexpected success with 2016’s Himalayan 410, selling some 200,000 units worldwide. Despite early issues, a 23-hp, 200-kilo, air-cooled single worked for many people, including me. Now they’ve responded with a load more power from the modern, higher-revving, 6-speed, 11.5:1, DOHC, water-cooled Sherpa 452cc motor.

New DOHC Sherpa 452; 10kg lighter than the 410LS

Claimed weight of the bike is still around 195kg tanked up, but that’s with an extra 2 litres of fuel and the same screen, tank bars, tail rack and centre stand. Though an inch higher, the stock adjustable saddle remains low at 825/845mm (32.5″/33.3″), with an even lower 805/825mm option. RE gets it with the Him; leave the yard-high seats to 690s and clowns on unicycles.

There’ll even be optional tubeless spoked rims. Again RE responds by offering what some real-world riders want: the confidence that roadside flats can be fixed quickly and easily. And unlike the steel rims on the 410, wheels are now alloy, though weight wise, you may find there’s only about 10% in it.

Suspension is in the same 200-mil ballpark too, but with USD cartridge Showas up front and a link-less shock with easy preload adjustment access. Neither have damping adjustments, but presumably there’s a benefit to cartridge forks. I forget what it is, exactly.

‘We change’
The 410’s air-cooled appeal lay in its plodding motor combined with a low centre of gravity. Experienced or newb, it made the original Him easy and fun to ride, despite the tedious 3000-mile valve checks (450: 6000m).
It’s hard to think the new 450 will match the 410’s characteristics, including the low-slung weight [actually it does], even if it’s said ‘90% of the extra torque is available at 3000rpm’. You often read claims like that, but it’s very unlikely the higher-revving 452 will have the tractor-like chug of the long-stroke 410 which made it so satisfying on backroads and easy trails. As a road bike, the new 450 will be a whole lot better.

The round, 5-inch TFT, Tripper Dash is another big improvement over the 410’s dial, looks clear and has a good range of info across various toggle-able screens. But I’m not convinced by the integration with Google Maps when it comes to serious exploring as opposed to basic road nav.

The idea is it replaces your vulnerable [Android only] smartphone which still needs to be in your pocket and paired to the display via wi-fi and using an RE app and plugged in. Afaict, the Tripper is merely displaying a simplified version of GM to suit the bike’s round display. And will a map downloaded in the phone for offline (no 4G) use display on the Tripper? I doubt it. I’ve read these in-built, phone-pairable nav systems aren’t always so seamless or versatile. But I’ve never actually used G Maps or even a smartphone for moto nav either. Anyway, if the Tripper proves to be an unworkable backcountry navigator, just revert to a cheap Android phone, a bigger tablet or handheld GPS, all with more readable and free OSM mapping.

The 40-hp bike also comes with a somewhat superfluous Eco mode (unless economy really does leap up), switchable ABS (another thing I never switch off), and LED lighting. There’s no rear light (left); it’s integrated into the LED indicators. Not seen that before but I can tell you it actually works quite well. Just the other day I was noticed how car tail lights have all gone freestyle.

The only other fly in my soup is the design and paint choices; not as cool as the original 410 Him.
They say bikes will be in UK shops in April 2024 from £5700 depending on colour choice, and from £6250 for tubeless spoked wheels. With the 410 now at £5050, that’s a great price. As the bike’s are bound to be so different, you do hope they’ll keep selling the air-cooled Himalayan.
After years, bikes like 2024’s CFMoto 450MT and even the Triumph 400X, are opening up the 400cc Adv class alongside KTM’s decade-old 390.
Newsflash! It’s spring 2025! Read my Him 450 review.

Top 10 Gear of my Year, 2023

1 Reply

Not all of it bought this year, but all of it used.

HJC i30 helmet
Will I get back the ten years of wearing the ‘premium brand’ X-Lite X402GT? Probably not. Will this Open Face/Full Visor HJC, at a quarter of the price (£111), last that long? Who knows, but I like the design and looks, the operation of the visors and strap, the top venting and quietness (with ear plugs) and not least, the ease with which the lining can be removed, washed and refitted without feeling the need to punch something in the face.
On day I fell off and noticed I’d scratched the side of the visor. It didn’t affect vision but looks a bit grubby so I bought a tinted jobby for a hefty £42. My best buy this year.

Garmin Montana 680T
Do people still need a staggering £570 worth of handheld Garmin now a spare, big smartphone with a nav app can do the same job (and just about everything else?)? Probably not.
In 2010 Montanas changed the game by enabling the loading of superior third-party digital maps with whom Garmin eventually collaborated. I was unsure about touch screen but it’s been largely fine (use screen protector film) and most of all, once set it up for my needs, the interface is great for what I do: recording tracks and points, or loading a Google-traced tracklog to follow and verify using the BaseCamp App. All the other hunting, fishing, tide and sunset bollocks I ignore, just so I can have the capacity to store detailed background maps and save tracklogs. You can route ir too, like a car satnav, but I rarely use that. It’s best to hardwire a Montana to the bike on a RAM mount, or just use it on battery which lasts two days on screen saver mode.

TCX Midi Boots
I’ve worn these for nearly six years and about 30,000km and can easily see another five years or more in them. They slip on, clip up and off I go.
I like the natural hide colour and don’t see the need for bulky, full-height MX boots; it’s the ankles and feet that need protecting. The odd wade in a stream (left) sees no leakage but they don’t feel too sweaty for membrane boots

Olympus TG5 Tough
‘The Top Gear Hilux’ of all-weather cameras. Unkillable and takes good pics too. My aged Samsung phone camera was rubbish but this year I had to buy an iPhone (7) to work an app. I’ve heard how amazing cameras are on modern smartphones so one day last week I tried to get to grips with shooting on the 7. It’s only got one lens and the quality is about as good as the TG5, but to whip out or use easily on the move one-handed, the TG wins every time. I’d need to get a two-lens iPhone X or higher to get a much better camera, but it’ll still be an arse-ache for banging out a quickie.

Carhartt canvas jacket
I like to think I came across Carhartt in the American West just before they became a fashion brand. As seen in many movies, I wore their classic Detroit shortie in Libya in ’98.
Now, when it’s cold enough, I love an excuse to wear my quilted, chunky ‘duck canvas’ Carhartt Montana (or some such), a horse riding coat made for prairie blizzards which I got for just $110 in the US one time.
Cotton is so much nicer to wear than any membrane Cordura jacket, even if nylon is waterproof and might crash better. The eight pockets are near perfect for my needs, including a drop-in RHS chest pocket for quick camera access. If it rains heavily I’ll wear my 1980s Rukka or stay at home.
My 2016 Carhartt is now sun-bleached but still going strong. Carhartt don’t make this one any more; the nearest looks like the blanket-lined Chore Coat or quilted Super Dux.

Motion Pro Trail + Leatherman Skeletool
With these two tools (about £70 each) plus a wheel wrench, I’ve got all I ever use on the trail. With a couple of extra socket sizes and allen keys, the MoPro pouch covers most small jobs, while the Skeletool knife does lunch and its pliers pull out nails from tyres.

The other day I broke the thin pliers trying to yank out a bolt that had pushed its nut into the tyre (imagine the chances of that!). Even though it was my fault, Leatherman’s 25-year warranty came to the rescue. I sent it back for assessment and a new Skeletool dropped on the mat a week later.

Rechargeable USB pump
A mate showed me his and I got one. From 20 quid on ebay under all sorts of listings, it’ll do a tyre from flat to 25 in 5 minutes, or top up from 17 to 25psi in about a minute (as I had to do daily in Morocco on my ill-sealed rear tubeless tyre).Yes it’s another cheap and cheerful Chinese gadget but it vibrates a whole lot less than my ancient Best Rest 12-volt pump and being cable-free, is much handier to use. I’m yet to flatten it but it’ll recharge from half done? in an hour or two off the wall. While it works, it works.

Adventure Motorcycling Handbook

The Website of the Book