The Warm & Safe Dual Remote Control Mounted Heat-Troller provides riders with the ability to power and control two pieces of heated motorcycle gear separately. Remote versions are available, but this item is permanently mounted to the motorcycle for a cleaner interface and superior ergonomics since the controls are fixed in place.  

The overall system consists of the Heat-Troller module, the remote receiver, and two fused wiring harnesses to connect the module and receiver to power. Installation is very straightforward: Simply use one of the fused wiring harnesses to connect the Heat-Troller module to switched power and the other harness to run power from the battery directly to the remote receiver. 

On my BMW R 1250 RT test mule, I mounted the Heat-Troller module underneath a fairing panel. This method of connecting the module to the harness (as opposed to hardwiring it in) allows the fairing panel to be easily removed for service when necessary – an added plus! Finally, a pair of sealed temperature control knobs with LEDs (which are hardwired into the Heat-Troller module) are then affixed in a convenient location, such as the blank panels on my RT’s dash area.  

Once installed, the only visible parts are the two temp control knobs and their corresponding LEDs, which provide visual indication for On, Off, and Polarity for your heated motorcycle gear. The knobs themselves have a tactile detent for On/Off and 300-degree rotation, so the rider can adjust from 3% to 100% power. The system can handle up to 15 amps at 13 volts, which is more than adequate to handle the typical heated jacket liner and glove combo at full blast. The device works from 7-16 volts and features internal resets for overloads and/or shorts.  

On this device, the Heat-Troller module communicates wirelessly with the remote receiver, which is placed inside the jacket liner’s pocket. (The module and receiver arrive already paired up from the factory.) It is the receiver that makes the connection between the motorcycle’s battery and the input connections on the heated motorcycle gear via the power harness. This model has dual outputs, meaning two separate pieces of heated gear can be powered independently. Single output versions are also available. 

I tested the Dual Remote Control Mounted Heat-Troller with a variety of heated motorcycle gear in my collection, including Warm & Safe’s Generation 4 heated jacket liner, an older Warm & Safe Generation 3 liner, an original Gerbing’s liner that’s 20-plus years old, a 10-year-old Gerbing’s Microwire liner, and a selection of gloves from Warm & Safe, Gerbing’s, California Heat, and others. It functioned flawlessly with everything I tested, and the compact receiver was easily stored in the left front pockets of all liners tested. There’s no reason why this Heat-Troller shouldn’t also work with almost any other brand of heated gear. 

The Warm & Safe Dual Remote Control Mounted Heat-Troller has an MSRP of $169.90 and is covered by a three-year warranty.

See all of Rider‘s Parts & Accessories reviews here.

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BMW R 1200/1250 RT sport-tourers, for all their stellar attributes, arrive from the factory with a cramped cockpit, even for height-challenged riders like me. Wunderlich’s BMW Handlebar Risers for water-cooled 2014-current RTs allow the rider to raise the baseline handlebar positioning by 1.57 inches, offering superior ergonomics to riders who prefer higher bars. 

Related: 2023 BMW R 1250 RT Review | Road Test

The kit arrives with everything required for installation, including the puller tool required to remove the handlebar from its stock position. First, gather your T8, T15, T30, T40, and T50 Torx bits, as well as a small flathead screwdriver, a 13mm wrench or socket, and a torque wrench. A 17-step installation procedure is included with the kit, but Wunderlich’s 20-minute video on the product website is much more useful for the DIYer.  

To begin, remove the bar-end weights with the T45 Torx, and then remove the four T30 Torx holding the clutch and brake master cylinders on the handlebars. From there, a series of small Torx screws and tabs which hold the switch control housings in place are removed, the cable connectors are disconnected, and the housings are taken off the handlebar. The handlebar is now exposed and ready for removal via T50 Torx and the included puller tool, which requires the 13mm socket or wrench.  

The Wunderlich BMW handlebar risers are then installed in the bar’s former position, and the handlebar is reinstalled onto the risers. To fit inside the risers, the paint needs to be sanded off the 0.5-inch leading edge of the handlebar. I used a bench grinder with a wire wheel attachment, which worked perfectly in under five minutes. Finally, the master cylinders and the switch housings are reassembled back onto the handlebar in reverse order. 

Out on the road, it’s apparent that these German-made risers, which are machined out of solid aluminum and anodized to match the OEM finish, are of high quality. The risers themselves rotate on the handlebar, allowing an added measure of fine tuning. The addition of these risers, especially in conjunction with footpeg lowering kits (such as one from Suburban Machinery), allow the rider to really stretch out and sit inside the cockpit rather than on the motorcycle. Taller riders especially will be much more comfortable with this setup as opposed to stock. MSRP for the Wunderlich #31040201 Handlebar Risers is $374.95. 

See all of Rider‘s Parts & Accessories reviews here.

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When it comes to stock motorcycles, the two items that owners are most likely to change – especially those who like to pile on the miles – are the windscreen and the seat. Folks typically want windscreens that offer more protection and seats that offer more comfort. The Yamaha Ténéré 700 is no exception.

We recently published our review of the Yamaha T7, an off-road-focused adventure bike with a long, narrow dirtbike-style seat. The stock seat has two parts: a long rider portion that slopes down from the tank to a low point and then up toward the separate passenger seat. The rider and passenger seats form a uniform surface, but it’s sloped rather than flat and is narrow and firm.

The rider portion height is 34.4 inches. Yamaha makes an accessory low seat ($129.99) that reduces seat height by 0.8 inch, but the lower height is achieved by eliminating much of what is already minimal padding. Yamaha’s accessory rally seat ($219.99) is 1.6 inches taller than stock, and it has a flatter surface and thicker padding. However, both of Yamaha’s accessory seats are just as narrow as the stock seat.

Seeking more comfort, we turned to Seat Concepts, a company based in Idaho that makes replacement seats for adventure and dual-sport bikes. I’ve had a Seat Concepts saddle on my KTM 690 Enduro R for the past five years, and thanks to its extra width under my bum and more supportive foam, I can do 300-mile days without ever thinking about the seat.

For the Yamaha Ténéré 700, Seat Concepts offers 12 different saddles, including Comfort, Comfort Sport Touring, Rally, and Rally Hard Adventure models, most in Standard, Low, and Tall heights with prices ranging from $264.99 to $389.99. Like the saddle on my KTM, the Comfort models are narrow in front where the rider stands over the seat during stops but wider in the back where they sit during normal seated riding.

We opted for the Tall Comfort One-Piece model ($369.99), which is 11 inches wide (1 inch wider than stock) and 35.7 inches tall (1.25 inches taller than stock). There are three cover options, all with faux carbon-fiber sides: Sand Paper Grip Top (our choice), Semi-Grip Top, or Diamante Vinyl Top.

After using the key release to unlock and remove the stock seat, the Seat Concepts saddle clicked perfectly into place, and it has a high-quality look and feel. Even with the grippy top, moving fore and aft is easy to do when wearing riding gear or jeans. The wider seating area spreads the rider’s weight over a larger area, providing a much more comfortable place to sit, yet it isn’t so wide that it interferes with moving back and forth during stand-up riding. The foam is firm yet supportive and holds up well even after long hours in the saddle.

The Seat Concepts saddle is a great addition to the Yamaha Ténéré 700 and will serve as a comfortable perch during our long-term test.

See all of Rider‘s Parts & Accessories reviews here.

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When I’m on my cruiser, I like the feel of air passing over me while riding backroads, but in the colder months – or when I’m on the interstate, which has a speed limit of 80 mph where I live – a windshield offers a pleasant reprieve that lets me enjoy other aspects of riding. My wife appreciates it too.

The factory windshield on my 2004 Harley-Davidson Heritage Softail was starting to yellow and haze, which can be a serious problem when riding toward the setting sun. It also had some pitting, not to mention a few unsightly scratches from an incident I’m too embarrassed to relate. The scratches weren’t directly in my line of vision, but they were still right up front, detracting from an otherwise nearly flawless 20-year-old bike. So I was excited when I discovered National Cycle made a replacement.

Related: A Tale of Two Brothers and a Deal for a Harley-Davidson

But let’s be clear (pun entirely intended), the SwitchBlade 2-Up Quick Release Windshield is more than just a replacement; it’s a step up. National Cycle has had various SwitchBlades in its lineup – including the shorter Chopped windshield – for about as long as my bike has been around. The 2-Up matches the dimensions of my stock windshield and, as the name implies, provides good wind protection for both rider and passenger.

The 2-Up is constructed of 4mm polycarbonate with National Cycle’s exclusive Quantum hardcoating for scratch resistance. In a Taber abrasion test, the Quantum hardcoating measured 10 times more abrasion resistant than FMR hardcoated polycarbonate and 33 times more than acrylic. National Cycle also claims Quantum offers 2.5 times more UV protection than FMR.

The difference in visibility between my old windshield and the SwitchBlade 2-Up (MSRP $409.95 with a three-year warranty against breakage) was immediately apparent and pleasing. Installation of the hardware ($110.95, sold separately and model-specific) was quick and easy, but I recommend saving your old hardware. The windshield installation directions specify that a “slight flexing” of the shield might be required to get the lower notches on the lower spools, but I couldn’t bend the shield enough before getting blocked by the stock light bar, so I had to use a couple of my old washers for the lower spools. Even then, I had to loosen the top lights on the bar to squeeze the shield over the main nacelle and between the light bar and the fork.

After making these accommodations, the windshield now pops on and off without any problems. I love the completely unencumbered view from behind the handlebar of a cruiser, but the SwitchBlade 2-Up Quick Release Windshield allows me to choose the wind protection when I want it, combined with a crystal-clear view that should last for another 20 years.

See all of Rider‘s Parts & Accessories reviews here.

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Weiser Technik’s Extreme EVO LED Motorcycle Light Kits transformed my 2020 BMW R 1250 GS test mule into a much more conspicuous presence on the road by adding running light capability to the front turnsignals and running light with brake light capability to the rear turnsignals. The kits essentially replace the stock turnsignal modules with Weiser’s own design, which utilizes 12 super-bright Osram LEDs per indicator. The result is dramatic, especially at night where the GS’s relatively meager stock lighting was once easily lost in the sea of traffic.

In addition to the 4 LED light modules, the Weiser LED motorcycle light kits arrived complete with all necessary components for installation – including standard wiring, extension wiring, zip ties, posi-twists, posi-taps, posi-locks, locking keys, and solid-state relay – and full instructions. Many variations of the kits are available to fit a myriad of brands and models, and generally the LED light modules fit within OEM housings. However, Weiser also offers the turnsignal housings themselves (if necessary), clear or tinted lenses, and short (4.2 inch), medium (4.6 inch), or long (6.25 inch) turnsignal stems to fit nearly any application.

The lights are fully CANbus-compatible, so no load equalizers are necessary, and there is no danger of fault codes if installed properly.  Installation itself is relatively straightforward for the shade-tree mechanic using online tutorials and the printed manual that came with the kit, but since my bike was in for service already, I had my shop install everything in one hour of labor. 

Pre-Weiser, my GS’s turnsignals were devoted solely to that function and otherwise remained unlit. With the Weiser kits installed, the front turnsignals now glow a constant bright white color as full-time running lights. Activating the turn signal overrides the white running light with a bright flashing yellow-off-yellow pattern and then glows continuously white again once the turnsignaling is canceled.

The rear setup operates in a similar fashion to the front, with both indicators operating as full-time red running lights. If the rider hits the brakes, both indicators glow an intense bright red. If the turnsignals are utilized, the side indicating glows in a yellow-red-yellow-red sequence until the turnsignal is canceled and then resumes its red running light mode. Hazard lights operate as normal, flashing yellow-off-yellow up front and yellow-red-yellow in the rear.  

Out on the road, the Weisers drew plenty of compliments from my fellow riders, especially at night when the additional lighting really popped compared to the stock dim setup. The company claims their lights are up to 10 times brighter than OEM, an entirely believable claim based on my observations. The kits I tested carry a four-year warranty with tech support available by phone or online.

See all of Rider‘s Parts & Accessories reviews here.

The Weiser Extreme EVO LED motorcycle light kits tested here are $249-$269 for both the dual-function front kit and triple-function rear kit or $449-$489 for a combo kit. 

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After nearly two decades aboard various generations of BMW’s venerable RT-Series sport-tourers, I recently decided to learn how to ride off-road and made the switch to a BMW R 1250 GS adventure-tourer The GS is surely a capable machine, but it’s not quite the glass-smooth operator my RT was on the highway. Though by no means offensive, the GS’s handlebar transmits a modicum of vibrations to the rider’s hands as the revs climb, and Hudson Valley Motor Parts Motorcycle Bar End Weights represent a compelling antidote to this. By adding copious mass to the bar ends, these weights effectively quell the sympathetic resonance which plagues all motorized two-wheelers to some degree.

Related: 2021 BMW R 1250 GS | Road Test Review

My HVMP test pair was perfectly finished in gloss black, with each bar end weighing a portly 8.9 ounces sans hardware and measuring 1.6 inches high by 1.5 inches in diameter at the base. For reference, the GS’s stock bar end weighs a scant 2.2 ounces sans hardware and measures 1 inch high by 1.5 inches in diameter at the base.

Installation was a breeze and required only common hand tools. The GS’s stock bar ends must be removed by loosening the T45 Torx bolts which hold them in place. Then, they are replaced with the HVMP units, which are fastened via the included 6mm stainless Allen bolts. It’s a good idea to add some medium strength thread locking compound (Loctite or Permatex blue) to the bolt threads. Torque to 9 lb-ft, and you’re done. There is no interference whatsoever with the GS’s handguards, and the whole process takes less than 10 minutes for the pair.

See all of Rider’s Parts & Accessories reviews here.

On the road, the HVMP motorcycle bar end weights had a dramatic effect on handlebar vibes throughout the entire rev range. The GS’s handlebar is now dead still below 4,000 rpm, and the buzz which used to emanate from the grips above 4,000 rpm is now reduced by what feels like 75%, making spirited riding and downshifting much more enjoyable. My GS’s grips are smoother now than my RT’s in stock form ever were.

For the modest investment and effort required for installation, the HVMP bar ends are a worthy addition for commuters, long distance travelers, riders with carpal tunnel syndrome and other related afflictions, and anyone else who desires less buzz in the bars. HVMP offers a wide selection of its American-made motorcycle bar end weights for various BMW and other brand models.

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The popularity of adventure-touring motorcycles surged in the 2000s as more riders discovered their inherent versatility. So-called ADV bikes can not only eat up hundreds of miles each day but can also explore areas not frequented by most streetbikes. After a while, what many buyers of ADVs found was that there is potential danger to bouncing around the wilderness over rocks and logs, fording streams, and plowing through sand. One of those dangers is a punctured engine case many miles from help.   

The Harley-Davidson Pan America 1250, a fully featured and capable ADV powered by a 150-hp V-Twin, was launched in 2021. It was an immediate success, and soon Pan Americas were finding their way into some very challenging terrain in deserts, mountains, and canyons, including single-track trails more suitable for smaller displacement dual-sport motorcycles.  

Related: 2021 Harley-Davidson Pan America 1250 Special | First Ride Review

The stock Harley Pan Am is a very capable motorcycle. However, from the factory, the undercarriage is woefully exposed to damage from rocks, logs, and other hard objects that can be kicked up when riding off-road. Harley-Davidson offers a robust accessory skid plate to replace the thin aluminum protector in front of the battery.

The upgraded Harley skid plate is handsome, made from heavy duty aluminum and painted black. Using six bolts, it seemed to provide the level of underside armor needed for trails like Moab’s White Rim Trail and some of the Sierra Nevada trails that have sharp-edged rocks just waiting to end a ride should they puncture the nether regions of the engine.   

While the Harley skid plate provides protection – and the weight of it is held down low – it bolts right to the bottom of the engine rather than providing some sort of suspension to distribute the energy from a boulder or log hit.   

See all of Rider’s Parts & Accessories reviews here. 

Enter the Pan America Engine Guard from SW-Motech, which offers two key benefits over Harley-Davidson’s accessory skid plate. One is you can get it in either silver or black. Two, more functional and psychological support comes from the mounting system, which holds the engine guard off the bottom of the Pan Am’s 1250cc engine by about 0.5 inch with brackets that match up with the Pan Am’s original skid plate mounting holes. These mounts are able to provide a little more “give” should the engine guard be subjected to a heavy blow.  

The bottom of the SW-Motech engine guard is smooth and will help slide over logs and boulders. There are ample cooling holes to help with airflow around the bottom of the engine while also providing an escape path for mud and water that might collect during a water crossing.  

Installation took about 30 minutes. One mixed benefit to the SW-Motech engine guard is that it weighs less than the Harley skid plate. The SW-Motech engine guard weighs in at 7.4 lb, while the Harley skid plate weighs in at 10.7 lb. Although the overall weight reduction is good news, the Harley skid plate’s weight was at the very bottom of the engine and helped keep the center of gravity low. A few pounds doesn’t seem like much, but the change in weight distribution with the SW-Motech engine guard does shift the center of gravity up a little bit.  

The Pan America Engine Guard from SW-Motech retails for $446.95.  

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Dr. Jekill & Mr. Hyde’s (J&H) novel exhaust system allows the rider to pick from three different sound modes on the fly. An illuminated, handlebar-mounted switch actuates a servo motor, which actuates a valve in the interior of the exhaust system to instantly adjust sound output to your preference.

In Dr. Jekill Mode, the valve is closed, diverting the exhaust gases around the valve and through perforations on side chambers of the exhaust, where they pass through patented single-strand fiber dampening material before being routed out. This is the quietest mode, most closely resembling the stock sound but with a much deeper tone.

A quick push of the button opens the valve halfway for Dynamic Mode, which adds a distinctive low-frequency bark. A final push of the button unleashes Mr. Hyde Mode, in which the valve opens fully and the rider is treated to the engine’s full guttural roar as exhaust gases pass through relatively unrestricted.

My BMW R 1250 GS exhaust system is governed by an ECU that plugs directly into the wiring harness, reading CANbus signals from the bike and allowing the exhaust valve to power on and off with the engine.

Related: 2021 BMW R 1250 GS | Road Test Review

Installation of the J&H exhaust is straightforward. The small servo motor is mounted to the frame above the header connection, and its waterproof control wires are routed along the inside face of the muffler, where an integrated clamp holds them securely. The wiring harness is plug and play. (J&H has a helpful installation video on YouTube.)

Once installed, the J&H is a handsome pipe. Its flawlessly finished Nomad Black body leads to a glossy hexagonal carbon fiber end cap, punctuated by a gorgeous machined-aluminum accent plate on the rear. The inlet cover is finished in matching glossy carbon fiber as well. The appearance is sleek, serious, and decidedly upmarket, drawing loads of attention from fellow GS riders.

See all of Rider‘s Parts & Accessories Reviews here.

Out on the road, the BMW’s personality can be instantly transformed from mild to wild depending on my mood, and I love exercising that expression! Experienced readers are wise enough to know the difference between an annoyingly loud exhaust and an improved exhaust tone that fits with the character of each motorcycle. This J&H pipe unleashed my bikes inner growl, adding a healthy dollop of welcome character to the machine.

But in this case, it’s not about volume. Using an AudioControl DMRTA calibrated decibel meter, placing the measurement device about 20 inches from the exhaust at a 45-degree angle per the SAE J2825 standard, I measured all three modes at idle: Dr. Jekill came in at 85.9 dB, Dynamic measured 88.1 dB, and Mr. Hyde rang up 93.1 dB. For reference, SAE J2825 recommends a 92 dBA limit at idle for motorcycles.

Dr. Jekill & Mr. Hyde exhausts are the best of both worlds, allowing you to be naughty or nice without ever being obnoxious. They’re made in the Netherlands and are fully compliant with European emission laws. Testing is currently in progress for the U.S. market, and the company hopes to have CARB and EPA approval by the end of 2023.

MSRP for the BMW R 1250 GS Exhaust from Dr. Jekill and Mr. Hyde is $1,695 for black and $1,640 for silver. Each pipe is covered by a four-year, unlimited-mile warranty.

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Rider’s former editor-in-chief, Mark Tuttle, gives us the lowdown on Touratech suspension service for the Touratech Extreme replacement rear shock for his BMW R 1200 GS.

One of the reasons I bought a lightly used 2007 BMW R 1200 GS was for its generous load capacity of 441 lb – a weight limit that’s pretty easy to hit when you’re two-up touring, even before breakfast.  

Although my wife and I were careful not to exceed that limit on our first long ride, it turned out that the bike’s stock rear shock simply wasn’t up to the task of carrying the loaded hard luggage, two of us in full riding gear, and 5 gallons of gas. Even with the spring preload maxed out, the back end sagged like an overloaded pickup truck, drastically slowing the GS’s normally responsive steering. The shock also bottomed out way too easily over big bumps. 

As soon as we got home, I gave the folks at Touratech USA a call. Back then as now, Touratech offers high-end Extreme front and rear shocks developed in Germany and built in the Netherlands by TracTive for 2007-2013 BMW oil-cooled R 1200 GS models. Although there’s more emphasis on the company’s replacement shocks with electronic suspension adjustment (ESA) these days, Touratech still sells and services TracTive Extreme components for many ADV bikes. These components are popular among riders who like to “geek out” on manually set suspension settings and get more in touch with their bike. 

Once I mounted up the Extreme shocks on my Beemer, I couldn’t have been more pleased. I wrote a full Touratech motorcycle suspension review for Rider in 2013, including a complete rundown of the shocks’ specs and features. 

Suffice it to say that the rear Extreme shock solved all my load carrying and handling problems and gave the bike a much better ride to boot. For that 2013 review, however, I wasn’t aware that Touratech specifies “regular” service intervals for its Extreme shocks. That makes sense; unlike the stock shock, as usual a poor compromise between performance and longevity, better performance means using parts that may wear. For comparison, rock-hard stock tires (a.k.a. rim protectors) versus premium replacement rubber with good grip but less longevity come to mind. 

Touratech says that whether it’s time for shock service at 10,000 miles or 30,000 miles really depends upon how hard the shock is used and how concerned the owner may be about preventing problems on a long remote ride. Over time, shock oil breaks down and gets contaminated, seals wear, and nitrogen pressure decreases, all leading to reduced performance and longevity issues, and you don’t want to damage something like the shock shaft, for example, by waiting too long. If you’re the type who’d rather not make the call, Touratech recommends two years or 20,000 miles on its Suspension Service Center website. 

In my case, the first interval turned out to be almost exactly 10,000 miles when I noticed that the lower shock seal was weeping oil – the first stage in the “weeping, seeping, leaking” progression from bad to worse. An hour later, I had the shock boxed up and ready to ship to Touratech in Seattle. Once service is complete, return shipping is included in the $150 fee ($200 for ESA shocks). In my case, it was Touratech’s slower season, so the turnaround time was only about two weeks, but it can take up to five at busier times. 

For this conventional shock service, Nick at Touratech disassembled, cleaned, and inspected the shock body and shaft, preload adjuster, damping piston, and shims. Replacing the damping piston ring is included. If any other worn or damaged parts need replacing (like the bump stop and seal head on my shock), Touratech only charges the cost of the parts – all labor is included. The remote reservoir did not need servicing, but oddly, the retainer ring for the lower clevis had come partially adrift, so Nick replaced the lower clevis, retainer ring, and circlip for good measure. The gang at Touratech had never seen this happen before; must have been that big jump… 

Once the shock was reassembled with fresh oil and nitrogen, Nick carefully boxed it up and shipped it back, and I was riding the BMW again within three weeks. Although I hadn’t noticed any degradation in performance before it was serviced, the rear suspension felt firm, supple, and controlled, as good as the first day I installed the Extreme shock back in 2013. 

Touratech also changes shock springs and services its electronic shocks and fork cartridges, all at a reasonable cost with free return shipping – all good reasons to consider putting its suspension products on your ADV bike in the first place. 

For more information, visit the Touratech website. 

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After more than 17 years of riding successive generations of BMW RTs, I recently switched to riding a 2020 R 1250 GS. Even though my new-to-me GS is equipped with an oversized Puig Touring windshield, the amount of turbulence and wind noise at speed is significantly higher than it was on my former RTs. My last was a 2015 R 1200 RT equipped with the superb Werks Quiet Ride windshield, which enveloped the rider in a still pocket of calm air regardless of how fast the bike was moving. In fact, I’ve hosted several conference calls for work while traveling down the highway at extra-legal speeds, and nobody even knew I was in motion.

Related: 2021 BMW R 1250 GS | Road Test Review

In fairness, I never expected this level of protection from the GS, which is designed for adventure touring, not sport-touring like the RT. But for long highway trips and especially on cold days, I wanted more wind protection than what the stock bike offers. The hunt for solutions led me to Wunderlich Side Wind Deflectors, which fit 2017-18 R 1200 GS and 2019-23 R 1250 GS models, but not GS Adventure models.

Wunderlich’s deflectors are made of scratchproof, shatterproof 5mm acrylic plastic, and they’re available in clear or the dark tinted finish shown here. The kit includes two deflectors, a one-page installation sheet, and mounting hardware. Two brackets per side provide anchor points for the winglets, secured in place with standard M5 T25 Torx hardware running through a series of stabilizing collars and sleeves. There’s a bit of play for adjustability and fine tuning, if necessary.

As expected, it’s easiest if you install everything loosely at first, and then tighten down only once final adjustment is completed. Final installation as shown took less than an hour, working methodically. The Wunderlich winglets themselves, each measuring roughly 13 x 4.25 inches at the edges, are quite a bit larger than the stock deflectors on GS Adventure models, which measure roughly 10.5 x 3.5 inches.

Out on the road, the Wunderlich Side Wind Deflectors had a significant impact on the level of wind blast, overall turbulence, and noise experienced at highway speeds. The stock GS has moderate protection for the rider’s torso, but heavy airflow to the rider’s arms. I found that adjusting the windshield to a forward position (nearly vertical) in conjunction with the installed winglets notably diverted air around both my torso and my arms. This provided significant relief on long days gobbling up miles on the slab, which can get tiresome if the rider is being blown all over the place. For hot weather rides or if otherwise desired, the winglets can be quickly removed via 3x M5 T25 Torx bolts per side, allowing for maximum airflow.

Overall, the Wunderlich winglets are a worthy addition for BMW GS riders who partake in long trips at sustained high speeds, cold weather journeys, or otherwise desire a more composed operating environment. They’re priced at $289.95. (They’re also available for 2015-19 BMW S 1000 XR models for $271.95.) – Moshe K. Levy

For more information: See your dealer or visit WunderlichAmerica.com

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