TCX Blend 2 Boots

MotoReview- TCX Blend 2 Boots

Greetings and salutations my awesome and devoted MotoReader friends! Today, I'll be talking about my new TCX Blend 2 Waterproof Boots, not to be confused with the X-Blend Boots that I reviewed a few years ago (click here for that review). If you read my previous reviews (I actually did a couple on the X-Blends), you know that I really liked those boots, so much so, that after wearing holes through the soles of my first pair after a few years of constant use, I picked up a second pair. So, after my second pair met the same fate, I figured I'd head on over to my favorite online retailer, Revzilla, and pick up another pair. To my dismay, I learned that TCX had replaced the X-Blend boot with the similar, but different, "Blend 2" boot. Now, I'm going to try my best to do a fresh review, and not a comparison, since the X-Blends are no longer an option, but some comparisons are going to be unavoidable.

Disclosure

If you're new here- before each of my MotoReviews, I like to give a disclosure statement regarding the gear I'm reviewing. My goal is to be as transparent as possible about the company or gear I'm reviewing, and how I came to be in possession of the gear in question. I take pride in the trust that I have established with all of my loyal MotoReaders and I value the confidence they, you, have in me regarding my thoughts on this stuff. So, with that said, this one is pretty straightforward- I was not, and am not (yet? But I'd absolutely be willing to be... hint, hint TCX!) an affiliate of TCX, Revzilla, Comoto, Union Garage NYC, or any other brand related to this review. I bought my first pair of TCX boots after doing my own research, and I've been a loyal TCX boot customer since. I bought these boots with my own hard-earned money, without any deals, promises, affiliate discounts or other incentives and this review is mine and mine alone. With that said, let's get into it.

Similar, But Different

Okay, so I know I said I was going to try to avoid comparing the boots, as much as possible anyway, so let's get those comparisons out of the way, right up front. Apparently, TCX listened to their customers and made some changes to their "Blend" boot design, based on reviews and critiques... or at least that's what it seems like. The first thing you'll see when you compare the two boots, is on the toe. The X-Blend had an additional leather patch sewn onto both toes. I really liked the additional leather, but one of the problems I found on the first pair of X-Blends I had was, after a year or so of use, I noticed the stitching broke loose on the right (brake side) boot, which caused the leather to curl up. It didn't affect the functionality, especially since it was on the brake side, but it didn't look great. The second pair of X-Blend boots I bought, never had that issue, though... so maybe it was just a defect in that one boot. By comparison, though, it looks like this was enough of an issue that TCX did away with the leather toe patch altogether for the Blend 2 boots. The new Blends have an embossed area on both of the toes now, instead of a sewn-on leather patch. While the patch of the X-Blend and the embossed area on the Blend 2 on the brake side boots is for decoration only (unless you ride an older bike with a right side shifter), I do like that TCX designs their boots to be symmetrical... I just think it looks better. As far as the embossed area is concerned, I think it will serve the purpose of masking any shifter marks on the boot, but I do wonder how well it will hold up over time and regular use. If I do see some excess wear as time goes by, I'll be sure to do another review. 

Another change that TCX made was to the soles of the boots. Where the X-Blend had a squared design, the Blend 2 has the inverted  honeycomb design you see here. The rubber compound seems to be different on the two boots, as well... which is potentially a good thing, since I wore holes through both pair of my X-Blend boot's outsoles. Hopefully, the new sole of the Blend 2's will hold up better than their predecessors. 

 

One final detail to note, is the new lace stay on the Blend 2, which was absent on the X-Blend. It's a simple, yet smart, little addition that you can use at your own discretion. Basically, it's a small elastic strap with a convenient grab-tab that will hold your laces in place to keep them from getting caught on any protruding parts of the bike, like a shift lever, for example. Some folks may think it's silly, but I've been using it on these boots and, while I don't necessarily think it's needed, I do think it's handy to have. 

Styling, Comfort, Safety, Sizing & Price Tag

Overall styling is pretty great, in my opinion. The Blend 2s, like the X-Blends, look like casual boots, but with the right amount of features that someone who knows, will be able to recognize them as riding boots. The best part of them, though, by far... is the comfort. TCX won me over several years ago with the comfort of their X-Blend boots and the new Blend 2s are carrying on that tradition. Most riding boots aren't great for walking around in, and most casual boots lack the necessary safety features of a proper riding boot. Features like the ankle cups and waterproofing that the TCX Blend boots have. I also like that that they lace up and that the eyelets for the laces are well made and durable. Speaking briefly on the waterproofing, I should point out that the X-Blends were more... uh, let's say, water resistant, than water proof. This could be because of the way the leather panels of the outer shell were sewn together, which has been changed on the Blend 2s. The upper leather on the X-Blend boot was sewn flat with exposed stitching, where the Blend 2 has a hidden seam design, which should prevent water from getting into the boot. Admittedly, I've only had the Blend 2s for just under a month now, and haven't had a chance to test that theory, yet. It seems like I have another reason to do an updated review later on.

TCX is an Italian company, which I recently learned was bought out by Dainese in 2020. While both pair of X-Blend boots I own were made in Romania, the Blend 2s that I'm wearing now were made in Vietnam. As an Italian brand, they are sized in EU, so make sure you check their size guide for your specific size. From my experience, they run true to size, so you shouldn't have any concerns there. 

Now, let me say this for any critics of "foreign" products- I like American made products, but I'm more interested in quality and value. Most American made products, like boots, are so expensive, that it's hard to justify the cost. Let's be honest, too- we are living in a world market in 2026. The vast majority of the products that you use daily are made overseas. In our modern world, we have the luxury of importing and exporting goods from one continent to another, all to the benefit of you and I- the end consumer. What I look for in any product that I buy and use, is the quality and the value. Sure, I could spend $675 for a pair of White's boots, or $664 for a pair of Nick's Boots (and wait 10-14 weeks for the "Quick Ship" option), or I could pay $218 for a pair of TCX, that I know will last me for several years, and have them on my feet within a week of ordering them. 

Look, I'm absolutely not bashing Nick's or White's... I'm positive that they both make an outstanding product, but for the working man, dropping almost $700 on a pair of boots is just not reasonable. That's not to say that their boots aren't worth the price they're asking- after all, both companies make their boots by hand in Spokane, WA... and yes, I recognize that I've now spent close to that, at just over $600 on my three pair of TCX boots over the past 5 years or so... BUT... I also abuse my boots- I wear them ALL the time- I don't even own a pair of sneakers. It's a lot easier for me to justify spending $200-ish bucks every 2-3 years on a new pair of boots, than it is to drop $700 once to get the same amount of time and use. After all, materials are materials... rubber wears out, thread breaks, leather wears and what's left is the same thing- a worn out boot that either has to be replaced or re-soled (which is my plan for both pairs of my old X-Blends). 

Bottom line here is, if you want an American made boot, and have the dough to drop on them- go for it... I'm sure you'll be very happy with them. But, if you are a little more budget-minded, and have to spread that expense out, then grabbing a pair of TCX boots is a great way to get a high quality boot at a more accessible price. Personally, I like to buy from Revzilla, but you can also order directly from TCX, which is a nice option if your favorite retailer is out of stock (which Revzilla was for a couple of months).

Final Thoughts

I am pretty happy so far with my new Blend 2 boots. They look as good as my X-Blends, feel great to walk in and they are breaking-in easily. I've ridden my Road King, my Dyna, my Janus and even my old XR600 in these boots and shifting and braking is easy and comfortable. The short, wedge shaped heels fit on the pegs nicely and they don't "lock" my feet in to one position, like the squared heels of my X-Blends did. I'm still on the fence about the embossed toe protector, and I'm sure I'll have an opportunity to ride in the rain in the coming months (more on that later), but for now, I'm pretty darn happy with them. 

So, if you bought a pair of X-Blends based on my previous reviews, found them to be an ideal all-around boot like I did, and you are now in need of a new pair of boots, like I was- fret not because I think TCX did a damn good job of upgrading it with the Blend 2 and, with the price remaining, basically, the same, I definitely think it's a win-win for all of us. 

Until next time, MotoReaders...

Ride safe and make good choices!

P.S.

If you haven't checked out my affiliate links at the top right of this page yet, now's a great time to do it. As Summer winds down, and the cooler weather starts coming in, you can save a lot of money on new leather gear or some fresh comms, just by clicking the links on my page. While I definitely don't get enough to pay for my time writing this blog, I do earn enough for a tank of gas and a burger every once in a while, so make sure you gear up for the next phase of the riding season (and save yourself some money at the same time). See you on the road!

2026 Harley-Davidson Deadwood

The Deadwood

Well, well, well, MotoReaders, it looks like Artie is making good on his promises, so far. The MoCo just released a new, at least in name, motorcycle and I have to say... I dig it. 

I'll admit that I'm a sucker for black motorcycles... always have been, but did the designers make the right choice by dipping into their usual bag of tricks for the 2026 Harley-Davidson Deadwood? Let's take a look and talk about H-D's new FL.

Black Is Beautiful

Out of all the bikes I've had throughout the years, the vast majority of them have been black. Sure, I've had a few that weren't, but let's be honest- as far as motorcycles are concerned- the only thing prettier than a black and chrome motorcycle, is a black on black motorcycle. Now, there's nothing wrong with having some color on your scooter, but there's just something about that deep ebony paint that evokes an, almost, emotional response. Needless to say, when I saw the Deadwood, it's dark and moody demeanor piqued my interest right away. The MoCo's new scoot comes in black, and if you don't like that, it also comes in black. Chrome? No. Brushed aluminum? Nope. But... for the folks that absolutely have to have a little color in their lives, the MoCo does offer the "Redline Collection"... which gives you the option of adding some, you guessed it- red (or oddly enough- blue and... black) trim pieces like timing and derby covers, footboards, gas cap, grip ends, brake pedal and shifter pegs for accents. 

Just Another Softail

At first glance, you might be asking yourself though- is it just another Softail? Isn't the Deadwood, basically, just a blacked-out Heritage, or a Slim with full fenders? Well... yeah, more or less. But, pretty much every Softail is "just another Softail." They always have been. A Fat Boy uses the same frame as a Heritage, a Slim, a Standard, a Night Train, a Deuce and so on- you get the point. Back in the day, before H-D killed off the Dyna and the Evo Sportster, there were several models in those "families" to choose from, just like their flagship Touring bikes, too. The frames on each of these lines are interchangeable within the family. For example, I have a friend that took a 2003 Anniversary Road King and made it into a Road Glide. He did such a good job with the conversion, that the only way that someone would know it wasn't a factory Road Glide, is by decoding the VIN. The MoCo has always used a common frame for a line of bikes, then trimmed each one out to make a different model, and it's a brilliant business model that H-D has used for decades, thanks to Willie G. Take 5 or 6 frame designs and upfit them with a variety of tanks, bars, wheels, seats, fenders, front-ends, etc., and you can make, exponentially, more options for new models. Artie Starrs seems to recognize the genius in this concept, which is evident in the new Deadwood and Super Glide, and he also sees the potential in it, which is also evident by his claim that they will be bringing back the Evo Sportster. There is limitless potential for improving revenue, by creating new models, trim levels and selling custom parts. 

Some folks might argue that the Deadwood is not a "new" bike, it's just trim. But, let's be honest for a minute- while anyone can customize a Heritage and turn it into a Deadwood... most people won't. Just like anyone can take a perfectly good anniversary Road King and make it into a Road Glide... but my buddy is one of the few people, that I know of, that actually did it... because that kind of customization takes a lot of time, money and work... work that most people can't, or won't, do themselves. Heck, most people won't even do their own oil changes, much less swap tanks, bars, wheels, exhaust, engine covers, etc. A lot of my beer money has come from doing, just that kind of work for folks. I'm not complaining, though- because their inability, or outright refusal, to work on their own bikes has kept my beer fridge stocked with the Champagne of Beers for a few years now.

Cool Bike, Cool Name

Deadwood, South Dakota is an historic city, known for its proximity to the beautiful Black Hills. It's the final resting place of Wild West heroes like Calamity Jane and Wild Bill Hickok and of course, it was the home of one of the country's first major gold rushes, in 1876. It might be a tourist trap now, but that doesn't change it's history or significance in shaping the West and that doesn't make it any less cool. My more clever MotoReaders may have picked up on the simile, there. The Wild West town of Deadwood, SD turned into a place that brings in thousands of visitors a year, to see and be a part of the town's history. They are drawn in by the mystique of the town, and the historical significance of it. The H-D Deadwood is a genius play on that concept. The Deadwood's model designation is FLHD, which is as brilliant as it is simple if you know the way the MoCo codes their bikes (click the link to learn). The H-D Deadwood, much like it's geographical namesake, seeks to draw people in to Harley-Davidson dealerships, and get them to spend their money on souvenir T-shirts, poker chips, jackets, parts, services, and of course, the ultimate goal- to sell them a badass, American made motorcycle backed up by 123 years of uninterrupted motorcycle building history. 

Riding In The Right Direction

The Deadwood's style isn't for everyone... but by offering another unique model, straight off the showroom floor, at a pretty reasonable price point, I might add... the MoCo is sparking new interest in the brand. Unlike the other guys, who are currently under new ownership, yet again, who have remained pretty stagnant in their, rather limited, lineup. Maybe Indian's new owners will diversify their lineup and, hopefully, even get out from under Uncle Polaris altogether, and actually build something new and fresh, but for now... that remains to be seen. Harley-Davidson's newest CEO, on the other hand, is actually listening to his dealers and customers, and is pushing the Company to give dealers bikes that will draw customers in, at prices they can actually afford to buy. The FLHD Deadwood is priced (just barely) below $18k and others in the Softail lineup start as low as $15k. The RevMax Nightster comes in at $9,999, which is a pretty competitive price for a great bike- I've ridden one and I can attest that it is a genuinely fun ride. While the pricing for the new Sprint and the, soon to be revived, Evo Sportster has yet to be determined, I'm guessing that the MoCo will most likely be able to put their name badge in your garage for well under $10k, very soon. The name of the game is building brand loyalty, and getting people to see that H-D has, hands down, the best dealer network of any motor vehicle company in the world, is a great way to start that ball rolling. 

Maybe the new Deadwood is just another variation of the same old concept, but hear me out for a moment- if a chef makes an award winning steak that brings customers in, why would he change the recipe? That makes no sense. The smart thing to do, instead, is to offer more things to the menu to keep people coming back, but the one thing that attracted them in the first place, has to stay the same... because that is what brought folks in to begin with. Consumers love consistency, and the 2026 Deadwood is about as consistent of a Harley-Davidson as any bike I've seen. It's simple, dark and cryptic, dripping with attitude and it has the perfect balance of modern enhancements and analog styling. 

Final Thoughts

Regardless of how you feel about the 2026 Deadwood, one thing is for certain, and that is that Artie Starrs is off to a great start with his "Back to the Bricks" strategic plan. I'm actually excited again about seeing what the newest CEO of our beloved Motor Company has in store for us. To be completely honest, for several years, I dreaded reading the news and going in to dealerships because it was obvious that dealerships were struggling with Jochen's "Hardwire" plan. While I've seen the Chinese-built X350RA (the Riding Academy bike that I'm fairly certain will eventually be re-badged as the Sprint) and I'm not really impressed with it, I am interested to see what the actual new Sprint will look like, and will be priced at. I'm also very excited to see what form, and price tag, the Evo Sporty will return to us in.

While we continue to wait on the XLs triumphant return, though, at least we get to see, and maybe even ride, a sexy new Softail model.

Until next time, MotoReaders... 

Ride Safe and Make Good Choices!

The Return Of The Sportster!

photo courtesy of Thunderbike

 
Sportster Fans Rejoice!

Harley-Davidson's new CEO, Artie Starrs, has confirmed it- the Evolution Sportster WILL return to the model lineup. Along with the Sportster's confirmation, he mentioned that the Sprint will debut with the Sporty, and he also hinted at the return of another touring motorcycle... the Road King, perhaps?

Zeitz Versus Starrs

Jochen Zeitz's plan to 'right the MoCo ship' was, basically, to save build costs by eliminating models that were lower priced, in order to focus production and sales on the big price tag bikes. The problem with his idea, is that, as Scott Bumpus told Artie Starr's when he met him- "most Harley-Davidson riders wear their names on their shirts." A, not so subtle, way of reminding the incoming CEO that the Motor Company needed to get back to their roots, and focus on the blue-collar, working class riders that have kept the brand alive for over 120 years. Jochen's plan eliminated the entry level bikes, and made it more difficult for bar-and-shield loyalists to be able to afford anything more than used bikes, or worse- competitor's bikes.

Artie Starrs is coming in strong, in my humble opinion. He has visited numerous dealers and learned what they have been struggling with. Artie seems to understand that the dealers are critical to the success of the Motor Company, as they always have been. By focusing on improving dealer relations, he is effectively opening the pipeline to actually move bikes. By bringing back entry level bikes, he is giving the dealers more options in order to move inventory, and giving the customers a variety of options to fit their individual riding styles and, more importantly, their budgets. The fact of the matter is, when a new rider buys a small bike like a Sportster, or the new Sprint, they'll ride that bike for a while until they get more comfortable, then they'll be right back in the dealership upgrading to a bigger bike. By giving dealers more options in the lineup, Artie is providing them the opportunity to increase revenue in bike sales, services and parts and accessories sales. 

Will The King Live Again?

Don't get me wrong, I like the new Street Glide and Road Glide, but I'm a Road King man at my core. I prefer a more visceral ride over the watered down, refinement that comes with fairings and infotainment systems. I like tank-mounted analog gauges and I like a simple, quick-release windshield. I've had a Road Glide and I rode an Electra Glide for several years... and they are both exceptional motorcycles, but I don't think it was a smart move for Harley-Davidson to remove the option of a Road King to customers like me. Truth be told, now that I've retired from my payin' gig, I don't see myself buying any new motorcycles, not for a while anyway. I have my Road King Special dialed-in perfectly to my tastes, so I'm not interested in trading her in on a new Road King, even if they offered one. But... let's play the "what if..." game for a minute, shall we?

• What if my 107ci M8 gives up the ghost early? It is sitting at over 41k miles, after all and I've heard a lot of horror stories about the first generation engines.
• What if, God forbid, my bike is destroyed in a crash? 
• What if it is stolen and not recovered?

If any of these things were to happen, and I survive the scenario, of course, thanks to Jochen's idiotic plan, I'd have to leave the royalty of the Road King, and settle for "Gliding" on the "Road" or "Street", or settle with buying a used bike. But, if Artie was hinting at the return of the Road King... then I wouldn't have to settle on anything other than exactly what I wanted. To be clear, he didn't specify which touring bike would return, but I would like to think that he was talking about the Road King.

 Sportster

So, apparently, I was wrong in my prior assumptions (what happens when you make an assumption?) and the MoCo did not sell the designs to SWM for their Stormbreaker motorcycles, although, I don't know how they are able to make a ripoff Sportster without any legal ramifications, but that's a story for another day. Today, I'm focusing on the fact that H-D is going to bring the Evolution Sportster back. Let me say that again, the Harley-Davidson Motor Company is bringing back an air-cooled Evolution powered Sportster. I don't know what model they are going to release, if it will be an 883, a 1200 or both, and I don't know how they are going to market it alongside the RevMax powered Sportster S and Nightster models, but damn... I am excited to see what they do. 

The reason I'm so excited about the return of the dual shock, Evo Sportster, is because it gives me hope. Hope that if they are bold enough to bring back this bike, maybe, just maybe... they will see the value in the Dyna lineup and reintroduce that family of bikes. I've mentioned it before, but I still get giddy over the idea of a 114 Milwaukee 8 engine stuffed into the small frame of a Dyna. I would love to see the return of the Wide Glide... now that is a bike that I would go to the dealer for.

Final Thoughts

I'm going to address Artie directly, here... not that he reads my humble little blog, but on the off-chance he does... here goes:

Artie, can I call you Artie? Artie, I appreciate your candor and how you openly admit that you weren't a "motorcycle guy" before getting the call from Harley-Davidson. I also appreciate how you acknowledge the importance of the H-D dealer network and how you seem to really understand who your core customer base is. I'm a Harley guy, I guess I have been since I was a kid, but it really bloomed in 2009 when I was finally able to buy my first Harley-Davidson motorcycle. Ever since that fateful winter day, I've had a Harley-Davidson motorcycle. I've spent a small fortune on new motorcycles since then and I've peer-pressured more of my friends into joining the bar-and-shield club than I can count. Keep doing what you're doing. Bring some stability back to the brand. Harley-Davidson is unique in that the company has been in business, without interruption, for 123 years now. Unlike Indian, who has been bought and sold, over and over, and again this year. Those guys like to claim "since 1901" but their slogan really needs to be "established the first time in 1901..." I'm not a brand-basher, but every once in a while, I feel the need to give it back to the Indian Motorcycles crowd (just for fun). Bringing back the Evo Sporty is a bold move and, although I'm not a fan of the Chinese partnership for the Sprint, I understand the reasons for that choice. I do really hope that you'll also bring back the Road King and, while I admit this is probably a pipe dream, the Dyna line. Regardless of what hits the showrooms, I'll still be riding my Harley-Davidson motorcycles, wearing my Harley-Davidson attire and writing about the MoCo, all while hoping that you can undo the disastrous plan of your predecessor. 

Until next time, MotoReaders, it looks like we'll just have to wait and see what comes out of the 414... so in the meantime, you know what to do...

Ride safe, and make good choices!

Riding

Riding On The Gulf Coast

Living on the Gulf Coast affords motorcycle enthusiasts, like your old pal The MotoWriter, the opportunity to ride year-round, but every place has its issues, and those of us that ride all year are built, just a little bit differently. We prioritize our riding as being just as important as regular rest, food and exercise. We don't ride because it's just some cool thing to do, we ride because it's a part of our identity. Riding is how we maintain our mental health, where we can talk to God without distractions and it's where we can sort through the madness of the world around us and shed some of the stress of our lives... one mile at a time.

 

No Matter What You Ride

It doesn't matter if you ride a Harley-Davidson, a Honda, a Triumph, an Indian or any other motorcycle brand, and it doesn't even matter if you ride on the road, off the road, or both. The key component is the riding. For those of us that are more comfortable straddled on a machine that defies all the safety standards of the modern automobile than in the safe and stable rolling roll cage that is the modern vehicle, we recognize the common bond in our fellow riders. That's why we wave at strangers on the highway, why we nod in approval at the pickup truck driver hauling a dirtbike down the highway and why we talk to other riders at gas stations and rest stops. We all recognize that same energy in one another- the same wildness of the spirit and the same, untamed, fire that drives us to ride. We are kindred spirits.

Down South, It's Not The Heat, It's The Humidity

We love to say things like that here and for good reason- because it's true. Sure, the heat does play a critical factor in riding during the summer months, with temperatures often reaching the mid to upper 90's in the peak of summer. While a lot of places out West easily top 100º F, especially in the desert areas, the humidity rarely gets past 50%, but down here on the Gulf Coast, our humidity levels typically average over 70%. Combine a 93º ambient temperature with 71% humidity and most people are ready to hibernate indoors until Autumn. But not us, nooo, no. We, the motorcycling enthusiasts of your communities, can't sit still when the sun is out. We are thinking about where we can ride, what roads offer the most shade and what restaurants have the coldest drinks. The worst time for motorcyclists along the Gulf Coast has got to be hurricane season, or, specifically... when there's actually a storm in the Gulf. Hurricanes bring excessive humidity, flooded roads, washed out bridges and, often, power outages that last hours, or even days. Even the less severe Tropical Storms can hinder our riding for days or, sometimes, weeks at a time. Talk about frustration. But when the skies clear up and the floodwaters recede, you'll see us back out on the roads or trails.

Trail Closures And The Gulf Islands National Seashore

Tropical Storm Arthur dropped a ton of water on us over the past few weeks and it wreaked pure havoc on the everything south of 31st parallel, with everything from catastrophic flooding, to tornadoes to major roadways being closed due to significant washouts. One of the reasons that I enjoy riding my dirtbike so much, is that I can still ride, even when the weather isn't so great, especially when riding the Harley isn't that smart of an idea. One of the most frustrating things about the dirty bike scene on the Gulf Coast, though, is that there aren't many public trail systems, even though we have lots of public access forest land. While I live in a very rural area, all of the land around me that could offer awesome off-road riding, is either privately owned or state owned and leased to private hunting clubs, so all the fire roads and trails are off-limits. It can be pretty frustrating at times, to have to load up and haul the bike to a public trail system an hour away. It's acceptable though, as long as the trails are actually open and the USDA does some periodic trail maintenance. I've spent a lot of time on my old XR lately because, well, to be honest- it's my newest "toy." But with all of the storm damage lately, all of the local OHV trail systems have been closed, so the only dirty biking that I can do, is ripping around on my own property, which can get pretty boring, pretty fast.

So, I did what I needed to do, and I fired up the MotoWriter Road King Special and hit the road. On the first day following the storms, I only rode about 75 miles or so- basically just an exploratory ride to see what roads near me were closed. The next day, I decided to venture out a little further and, while I didn't have a destination in mind, after riding for a while, I found myself close to the Davis Bayou Area of the Gulf Islands National Seashore. For those that don't know, the Gulf Islands National Seashore is the largest national seashore in the United States and it stretches 160 miles from Mississippi to Florida along the Gulf of America (the body of water formerly known as the Gulf of Mexico). Mississippi has 26 miles of white sand beaches spanning from Ocean Springs to Bay St. Louis and, unlike many of the beach roads in other states, there are very few developments on the beach side, meaning that you can ride along the beach roads and actually see the beaches and the water of the Gulf. The Davis Bayou Area is located on the mainland, east of the town of Ocean Springs, and the entrance of the park is easy to overlook, as it's smack dab in the middle of a busy business district. Riding into the park though, the busy highway quickly fades away behind you and, while it's a relatively short ride in, it's pretty scenic and is a very nice departure from the heavy traffic of the highway. Even though it was hot, I found some shade and parked the bike for a few minutes. I didn't stay long, just long enough to get some water, take my helmet off for a few minutes and snap a couple of pictures for this blog post. There was a nice breeze blowing, but the air was still pretty hot coming in off the water, so after getting rehydrated, I saddled up and headed out. Since Mrs. MotoWriter is currently out of town, I took the long way home and made it back just before sunset... just in time to enjoy an ice cold beer or three before ending the day by grilling myself a steak for dinner.

Enjoy The Discomfort

I'm not suggesting that you intentionally seek out uncomfortable situations... or at least, not all the time, but discomfort makes us appreciate how good we have it. It builds, or in some cases- reveals, our character. We all want to live comfortably, but at what cost? What must we sacrifice for the sake of "comfort"? Riding motorcycles is inherently dangerous and, often, uncomfortable. There is no steady cool breeze of mechanically cooled air blowing on our faces as we sit cozily in plush seats with lumbar support and surrounded by cupholders with our iced lattes and fountain drinks and a multi-speaker stereo system blaring around us. But the experience of riding a motorcycle is not just thrilling, it's almost spiritual. You feel the wind on your face and the sun on your skin, you feel all of the temperature changes as you ride along a country road, and you smell the fresh cut grass, the hay and all of the aromas of the flowers and the trees. Being one with the machine as you lean into curves lets you experience the scenery and appreciate your surroundings in a way that you never even notice when driving in a car. We all have to endure discomfort whether we want to or not... so why not embrace it? Why not harness it and make it into something good, into something that ends with a far better result? When I ride, even in humidity so thick you can cut it with a knife, I return home with a clearer mind, less stress and memories I can look back on when my body eventually gives out on me.

Final Thoughts

No matter where you ride, or what kind of riding you do, enjoy it as much as possible. Practice your skills and improve your techniques so that you give yourself the best opportunity to avoid injuries and stay safe. Don't just be a "fair weather" rider. Some of the best experiences I've had on two wheels were when the conditions weren't "ideal". I've ridden in freezing cold temperatures and I've ridden in temps so hot that you have to take a break every hour or so, just to stay hydrated. While I try to avoid leaving in a rainstorm, I've ridden in plenty of them. I've ridden in downpours so heavy that I couldn't see the highway 20 feet in front of my motorcycle and I've ridden in a steady rain long enough for my boots to, literally, fill with water. I'm not special and I'm not bragging; instead, I'm just pointing out that discomfort is simply part of the experience. Whether it's humid, hot, raining, cold or, absolutely perfect weather, the ride will always be worth it. 

Until next time, MotoReaders...

Ride Safe, and GO RIDE!

Riding Gear and Why You Need It

Riding Gear

In the coming weeks, I'm going to be doing some reviews on some of my recently acquired off-road gear. It occurred to me while writing one of those reviews this morning, though, that I haven't really even spoken about the importance of riding gear or explained my recommendations on what you need, or why you even need to wear riding gear in the first place. So let's explore the reasoning for my "gearing up" the way I have.

Back In The Day

When I first started riding dirt bikes as a young MotoWriter, I was the kid that only wore jeans, a t-shirt and my sneakers when I ripped around the neighborhood. I grew up in the 1980's and we didn't have extra money for "fancy" gear like riding jerseys and pants, boots or helmets... no, my generation had to figure out how to ride without killing, or crippling, ourselves... and for the most part- we did. Once I started riding the streets, I just wore jeans, t-shirt, whatever shoes I had on at the time and usually a half shell helmet. Over time, I slowly added gloves, boots, a decent leather jacket and better helmets to my street riding gear. Now that I'm older, I realize just how much I have to lose, so before something silly happened on the dirt bike, I decided to gear up right from the start, this time around.

What You Need And Why

There's a LOT of gear options out there, so you may be wondering what you need, and more importantly, why. After all, riding gear can get expensive and you may want, or need, to make some compromises. Here's my simple breakdown, in order of importance to me:

• Helmet- a good helmet specifically designed for the type of riding you're going to be doing. For my on-road helmets, I want a minimum of DOT certifications, and for off-road, I'm looking for MIPS (Multi-directional Impact Protection System). Don't cheap out on your helmet- get a good helmet from a reputable manufacturer that has done proper safety testing. I refuse to wear a cheap, non DOT (minimum) certified helmet anymore. My head holds all my writing ideas, so I gotta protect it as best I can. 

• Eye protection- safety rated glasses for on-road (or a good shield on a full face or modular helmet) and goggles for off-road are a MUST HAVE. I nearly lost my left eye last summer while mowing the yard- I'm protecting my eyes from now on. For off-road riding, MX style goggles are significantly better than glasses, because they have a seal around your eyes to keep water, bugs and other things out of your peepers. You can get a good pair for a decent price, but you do want to make sure you get some that have good breathability so they don't fog up on you.

• Boots- broken ankles and loss of mobility sucks. Having a good pair of riding boots will protect your feet and will keep everything lined up and protected if, or when, you take a spill. For on road riding, I personally like lace-up, waterproof boots that are also comfortable to walk in. For riding off-road, waterproof is a must, so is a good sole with some lugs for grip on slippery, rocky surfaces.

• Gloves- wearing good quality gloves will improve your rides significantly. For on-road riding, a high quality pair of leather or other abrasion resistant materials like Cordura is a must. God forbid you do take a spill, you don't want to shred the skin off your hands. Accidentally touching a hot part on your bike, or having a beetle whack you in the knuckles at 70 mph can ruin your day, so a good pair of gloves should be standard in your riding gear locker. For off-road riding, there is a lot of throttle movement, clutch and brake lever manipulation going on, not to mention  limbs, branches, thorn covered vines and other annoyances that you'll encounter on the trails. Keep your mitts safe and free from scrapes and cuts with a good pair of gloves.

• Pants- On the road- I still just wear good quality jeans- maybe not the best pants to wear, but they're comfortable and for me, that comfort is worth the risk. For off-road riding, however, the jeans don't cut it, as I move around a lot more on the dirt bike- standing, sitting, leaning, etc., so a good pair of specialized riding pants that are flexible and gusseted, made of ripstop material with specially designed materials and components for when you come off the bike are a must. 

• Jersey- for off-road riding. On the street, I'll admit, I still usually just wear a t-shirt in the summer, but these "new" hot weather long sleeve shirts are great- they keep the sun's rays in check without having to slather yourself in carcinogen-filled sunscreens. In addition to the t-shirt, I do now wear a good leather vest to keep from getting any more scars like the one I got when I crashed a few years ago. For off-road riding, a long sleeve riding jersey is a must. While most of the designs are racing team inspired, you don't have to be a racer to wear a jersey. A good jersey will protect your arms from scrapes and thorns while you're out on the trails and it will also keep the sun from burning your arms and ruining your day. 

• Chest/Roost Protector- for off-road riding. These range in price from under $100 to several hundred and you can get overwhelmed quickly while shopping for them. My advice- keep it simple. You primarily need protection from punctures and impacts when you come off the bike. Figure out your budget, then shop within that- start off with an affordable, comfortable protector so that you'll actually get into the habit of wearing it, then upgrade later, as needed.

• Knee/Shin Guards- for off-road riding... and on-road riding, if you're so inclined. While I don't personally ride with knee protection on the street, I always wear it on the dirty bike. When you're riding off-road, especially on single-track trails, you regularly encounter a variety of obstacles and things that can abruptly and unexpectedly change the direction of your bike, causing you to fall or worse- get thrown, off the bike... especially when you're a novice rider. I'm getting better, and I fall a lot less now than I did a few months ago when I first got back on the old XR, but I still fall. Good, articulated, knee/shin guards keep your knees bending the right way and keep the bruises to a minimum. Like the chest/roost protector- you can get lost in the prices... I got mine for under $100, but I've seen others priced well over $1,000 so my advice is the same- buy within your budget and upgrade as your needs change.

• Hydration- If you're going to be riding for any length of time, especially in the summer (but even in the cooler months), staying hydrated is critical. When you get dehydrated all kinds of bad things start happening- I could write a whole blog post on just dehydration and its affects on the body. We all know how important it is, so when you're riding the streets, throw an insulated jug of water in your saddlebag- preferably with an electrolyte packet mixed in, or get a hydration backpack if you don't have any luggage on your bike. For off-road riding- I highly recommend the latter. I, and most of the guys I ride with, wear hydration backpacks when we're out on the trails. Enduro riding is fun, but it's also physically demanding. Getting dehydrated on the trails is not an option, so get a good durable pack with a bladder that is BPA, BPS and PVC free (you don't what those chemicals leaching into your water). Keep it clean! Wash it between uses and don't allow any water to sit in it when it's stored. 

Conclusion

Riding motorcycles isn't like driving a car. Motorcyclists have to make certain adjustments and accommodations to get the most out of our rides. It really doesn't matter what you ride, or where you ride, having the right gear is invaluable. Driving around in your car requires little more than putting on a seatbelt to get the job done... but we ride motorcycles to do more than just "get the job done." We ride motorcycles to experience the world around us. It doesn't matter if you ride street, dirt or both. Motorcycles are inherently dangerous machines, so mitigate the risks by wearing the right gear so you can keep riding, and experiencing life in an incredible way, for many more years to come.

Look for those upcoming MotoReviews of my gear, coming soon. Until next time MotoReaders...

Ride Safe and Gear Up!

MotoReview- Rabaconda Tire Machine

MotoReview- 

Rabaconda Street Bike Tire Machine

Greetings MotoReaders! Are you ready for another MotoReview? I sure hope so, because today, I'm talking about the Rabaconda Tire Machine. I'm sure you've seen their ads on social media and on a variety of websites, and if you've seen their video ads, you must be wondering... is it really that easy to change a tire using this thing and, more importantly, is it worth the price? 

Background

Now, I've been working on my own motorcycles for several years now, and I do just about everything from basic maintenance, to upgrades, to mechanical repairs, to electronic diagnostics and repairs. The one, pretty basic, thing that I wasn't able to do though, was tire changes, and that just didn't sit right with me. Don't get me wrong, on small motorcycle tires, like what's on the Janus or Twinstar, I could easily do those with some tire irons, but if you've ever tried to change a stiff sidewall touring bike tire with irons, you know that it's worth the money to bring it to a shop. Bringing my wheels to a shop has always been a point of contention for me, though. I'd have to get the wheel off the bike, load it in the truck, drive for almost an hour to get to my closest shop, then wait for them to get around to mounting and balancing the new tire, or tires, which usually had me waiting for a couple of hours. Then, after paying the shop anywhere between $50 and $100 bucks, I'd have to drive all the way back home to put the bike back together. The worst part is the time wasted, the second worst part is the money. Not to mention, most shops have now started refusing to mount and balance walk-ins... meaning, they want you to bring your bike in so they can do the whole job. They say that it's a safety issue, that they want to be able to guarantee that the wheels are put back on the motorcycle correctly, but the real reason is, they can only charge about a half hour on a walk-in tire change, but to remove it from the bike, the job rate goes up significantly. Enter the Rabaconda.

The "Ultimate Kit"

First of all, tire machines aren't cheap, so when I decided to actually buy one last year, I gave a lot of thought to how I would, or could, use it. When I looked at all the options, I had to look at this as an investment that should be able to pay for itself over a reasonable period of time. Certain considerations were: the overall cost of the machine compared to my personal savings; the ability to pay for itself; the time saved by using it; and of course, the overall quality, craftsmanship and customer support of whatever machine that I chose.

After looking at several options, I decided to go with the Rabaconda "Ultimate Kit." Now, I also added their Balancer Kit to my order, as well... even though they offered the machine and balancer in a seperate kit. The reason why I did it this way, is because I knew that I was going to be working on other people's motorcycles, as well as my own. The "Ultimate Kit" came with several more pieces that allowed it to accommodate a variety of wheels. If I was only going to be working on my own motorcycles, I would have chosen the lesser expensive option.

My Investment

As I said, I bought the "Ultimate Kit" in July 2025. By adding the "Balancer Kit", I paid just under $1,200 for everything. So, what did I get for my money? The "Ultimate Kit" consisted of the following:

• Street Bike Tire Changer
• Drop Center Tools (2)
• Two spindles- standard and 15 mm
• Wheel support riser brackets
• A tub of bead grease mounting lube with brush
• BMW shaft drive adapter
• Duck Head Kit for croass-spoked wheels
• Universal Big Hub Adapter
• 16" tire iron with plastic protector sleeve

The "Balancer Kit" consisted of:

• Wheel balancer
• Wall mount bracket 
• Wheel weight remover knife
• Two allen keys-one to assemble balancer and one to adjust the axle/balance shaft
• User manual (for the nerds)

Both kits come with their own storage/ carrying bags, if you might be inclined to take it with you somewhere, like a track event, for example.

The Value

The word "value" is defined by Merriam-Webster as "the amount of money that something is worth." So, how do we determine what something is worth? Well, I'm sure that everyone uses their own metrics here, but for me, I use a complicated algebraic formula, and if you know me at all, you know that is absolutely not true! No, no formulas for the ole MotoWriter, instead, I use my gut instincts. I determine value by how much time, money and effort I save by doing it myself. I also look at the overall convenience of having a set-up like this in my own garage, so when I do have someone bring their bike to me for some work to be done, I don't have to send them somewhere else for tire work. 

As I mentioned before, I'm almost an hour from my closest Harley-Davidson dealership. There's a couple of independent shops that are a little closer, but not much, so by keeping my tire work in-house, I save the most valuable resource I have- my time. As for the monetary value, I do get a little more analytical. For example, if a shop charges say, $50 per wheel for a walk-in mount and balance- that's me bringing my wheel and new tire to them, I'll drive a little more than 70 miles, there and back, with gas prices being about $4 a gallon. My old truck gets around 25 miles per gallon, so I'll have another $10 or so in fuel cost. So, for example, one tire mounted and balanced will cost me a minimum of $60 and no less than three hours of my life. That's for one tire. If I bring two tires, I don't use any more fuel, but the price of the service doubles to $120, and it's going to take even more of my time. 

For my own personal investment, I would need to do about 20 tire changes on my own motorcycles to justify my $1,200 purchase from Rabaconda. It would take decades for me to make up for what I spent, if I was only looking at the money. So what's my time worth? A lot, actually. But even with the time I'd save by having this set-up in my garage, I'd still need to do a lot more tire changes than I do, for me to feel better about such a costly tool. So, where I'm able to offset that investment a bit, is by working on other peoples bikes, helping them out and every so often, making a few bucks for my troubles. 

What Can It Do?

I can only speak to what I've done so far, but I have mounted tires on 16", 17" and 19" spoked, tube-type tires and 16", 17" and 19" tubeless mag wheels. I've changed tire widths as narrow as 130 mm, up to 180 mm and the machine handled them well. Obviously, there's a little more work to do on the tube-type tires, as you have to be extremely careful not to pinch the tube during installation, and you have to make sure the tube doesn't slip when you're lining everything up, but overall, the machine works as you'd expect. It takes some effort, but once you figure out how to do it, you should be able to change just about any common motorcycle tire using the Rabaconda. Is it as easy as an electric or hydraulic machine- no. You have to put a little muscle into it, but because the Rabaconda machine holds the wheel securely, has a ratcheting bead setter and a long handle for the bead breaker, it makes the job of changing a tire, tremendously, easier. The bead grease they provide makes mounting the new tires a lot easier, and you can use it to remove the old tire, but a spray bottle of soapy water works just as well for removal.

The Rabaconda is very well made, but it's not indestructible. In my time with it, I've bent the main spindle (it unscrews from the machine so it can be replaced easily); the little plastic end caps tend to pop out of the tubing, even though they are riveted in place; the rubber/silicone grip on the bead breaker handle slowly slips off during use; and I just recently had a clamp screw fail. Some of that could be caused by operator error, but for the price of this machine, it needs to be able to hold up against even the dumbest, clumsiest, meatheaded doofus... whoever that might be. That said though... Rabaconda's full lifetime warranty and their customer service is outstanding. I merely had to contact them, tell them what my issue was, and within a few days, the new replacement part was at my door- no questions asked. They firmly stand behind their product and that speaks volumes about this company.

Balance Is Everything

Let's talk about the balancer, really quickly. A lot of you may be thinking, "I could just use balance beads instead of buying a balancer" and to that I say, sure, you can do that. You can do a lot of things to save money, and I'm sure that most of that stuff will be okay. Balance beads are okay, but in my opinion (based on my own experiences), they are just okay. For a truly balanced tire, you need actual weights. Some people in the balance beads corner might be feeling some tension in their necks right now, and to them, I say- calm down and let me explain.

Balance beads are typically made of glass, ceramic or steel and are generally best for large, oversized tires. Because they sit in a pool inside your tire, you don't get any balancing affect until the centrifugal force of the tire spinning forces them to their respective "balance points." This means at low speeds- you don't have much, if any, balance, but on large, oversized tires (such as you might find on a 4x4), you won't notice this because the tires themselves will absorb much of the low-speed vibrations. On a motorcycle, however, with much smaller tires and much stiffer sidewalls, the imbalance at lower speeds will be a lot more noticeable. Because the beads dynamically adjust to the conditions, beads are best for Adventure bikes and are okay for some larger cruisers and touring bikes. Weights, by comparison, provide a precise and immediate balance which is best for any kind of performance machine. I don't know about you, but I consider my motorcycles to be performance machines, so I don't run balance beads, just like I don't use a car tire as a rear tire. Just because you can, it doesn't mean you should.

The Rabaconda balancer comes with everything you need, except the weights, although they do sell those now. Since adhesive weights are, for the most part, disposable, I picked up a couple of boxes from Amazon- silver and black, to match most wheels I'd be working on. I'd also recommend getting a roll of masking tape and a level (if you don't already have one). The level will help you set up the balancer nice and level before you hang the wheel, and the tape will hold the weights in place before mounting them, as you determine how much weight you need. 

Balancing the tires is both easy, and oddly satisfying. Once I got it figured out, and I was able to get my technique dialed in, I must say that it might just be my favorite part of the whole job. The Rabaconda balancer is what is referred to as a "static" balancer. That is because it uses gravity on a static wheel, or in other words- a wheel that is not in motion- to indicate the imbalance. Basically, the wheel rides on a perfectly straight and centered axle shaft, which rides on perfectly smooth bearings, and when the wheel is static, gravity will pull the heaviest part of the wheel to the bottom. Then, you just need to add the appropriate amount of weight to the opposite side of the wheel to offset the heavy side, or... you guessed it- balance it out. 

There are other static balancers out there- many of which are much cheaper than the Rabaconda. I've never tried any of them, but I can tell you that after seeing the quality of the bearings, metals, machining and tooling of the Rabaconda balancer, I can't imagine that any of those cheaper options would even come close to the same quality. A balancer, by the very nature of what it does, must be a precision made tool, so if you do look at those other options for your own shop, I'd recommend that you take a very skeptical look at the materials it's made of and the quality and precision of how it's made. The Rabaconda might be a little overpriced, I'll admit... but as I've said enough times that it could be a slogan- "cheap stuff isn't good and good stuff isn't cheap."

Pros, Cons And Recommended Add-Ons

For those of you that skipped ahead and only came here for the pros and cons, shame on you for missing out on the best parts of the blog... but here you go:

Pros- convenience, relatively easy to use (once you figure it out- instructions are for virgins), cost-savings after you do enough tire changes, quality of the machine and Rabaconda's customer service.

Cons- expensive- but will pay for itself after enough tire changes and balancing, a little awkward to use, small details could be better (plastic end caps on tubing comes off and the rubber/silicone grip on the handle slips and works itself off during normal use).

Add-Ons- In my opinion, if you are looking for a tire changer, go ahead and spring for the balancer, too. After all, if you're going to take the time to mount your own tires, why the heck wouldn't you want to balance them too? Get a box of wheel weights, a roll of masking tape and a level if you don't already have one. You can get a spray bottle from your local dollar store for next to nothing, so get one of those and fill it with soapy water to make tire removals a bit easier. You'll also need a valve stem core removal tool, for removing the valve stem core before breaking the bead. It's an inexpensive tool that you can get just about anywhere that sells bicycle tube patch kits. One other thing I didn't mention before- setting the bead can be tricky on certain tires (I'm looking at you, Harley-Davidson pre-2009 Touring models). One trick that helps, if you don't have a bead blaster, which is basically a tool that forces a high volume of air into the tire at an explosive speed, in order to get the beads sealed, then you can use a ratchet strap wrapped around the circumference of the tire to help "squish" the sidewalls out enough to get the air into the tire. This is a pain in the butt, though... so if you're going to do enough tire changes to justify it, get yourself a bead blaster. 

Final Thoughts

It took me a few months of having my Rabaconda before I really put it to use. Once I did, though, I've used it quite a lot. I've done at least 12 tires so far, and it gets easier each time I do it. Technique is key, patience helps. Personally, I value my time above all other things. It's the one thing that we have a finite amount of. If we're lucky, we get 70-75 good years in this world. No matter how much money we earn, save, borrow or steal, we can't buy more time. We have as much as God gives us, and only He knows how much that actually is. So, when it comes to saving, I choose to save my time over my money. With that said, I do understand that it takes some money to be able to make the best use of time, hence the "investment" concept. I chose to invest in the Rabaconda, because I knew how much time I've spent driving to shops and waiting for someone to do something for me, that with the right tools at my disposal, I could do for myself. I also had a reasonable idea of how much time I would spend, if I didn't make this investment. 

For me, the Rabaconda tire machine and balancer was a good investment. For the amount of money that I've saved myself, my son, and my friends, as well as the couple of hundred bucks that I've made with it, it has almost paid for itself in the first year. It might not do that for you, so you'll have to figure that out for yourself based on what you'll do with it, and based on how you value, and spend your time. What I can tell you, is that it's well made, using high quality materials, it works as claimed, folds up and stores away easily and it doesn't take up much space in the garage. I can also tell you that it works on everything from a late model Road King Special to a vintage XR600. The balancer is precise and it works flawlessly. It's like putting the icing on the cake- it's the last step, it's easier to do and it's pretty fun, too. 

For me, being able to mount and balance tires at my home garage is just one more, very valuable tool, in my toolbox. I enjoy working on motorcycles, I'm pretty good at it, and it gives me a sense of pride that I can do it myself. It also gives me the opportunity to save some of my most precious of commodities- my time. 

No matter what you choose to do, make sure it's the best use of your money, but most of all- your time.

Until next time, MotoReaders,

Ride safe and make good choices!