La Madre Foothills is an area in the Northwest of the Las Vegas valley. This area is managed by the Bureau of Land Management (BLM) and is part of the Red Rock Canyon National Conservation Area. The BLM recently completed a study and plan for this area that is documented here: https://eplanning.blm.gov/eplanning-ui/project/2031812/510 . While the plan closes many current trails, it also leaves several open, including some trails for motorized use. I have ridden my bicycles in this area for years.
Here is a link to the map above in the Wilderness Connect mapping system. Part of this area is designated wilderness which means it is closed to all forms of "mechanized travel". However, many areas are not wilderness and are covered in the BLM Alternative B plan described above.
Numerous existing 2-track trails have been designated for closure (shown in grey). The 2-track knows
as "Burro Road" in TrailFolks actually passes though both BLM land, and between a narrow corridor in the
From the Kyle Canyon side, heading East there is a wash that leads to the top of the West pass.
Below is a shot from the West pass looking East towards Las Vegas (although you can't see Las Vegas since the mountains block it). The picture does not do a good job of showing how steep and high this hill is.
Here is a picture of the same hill from the bottom (looking West).
Below is a picture looking down the East pass towards Little Red Rock. This is the challenging hill which is steep and rocky.
The picture below is the same hill looking Northwest from below this same section.
I have now gone past 2,000 miles on the Husky and still loving it. I bought this bike new last fall from a local dealer, Carter Powersports. I made a few upgrades and rode it over 1,000 miles before having an accident on it in January which preventing me riding it for several months. I started riding it again in June and now have 2,076 miles on it, mostly off-road.
I tried 2 different windshields. First a small Puig. Later I installed a large Madstad (22" size). I would get the 18" instead. I also drilled a second set of hose so I can drop it way down out of the way when off-road.
I also added a cheap dash camera mostly for insurance reasons. It records all the time. I may upgrade to a proper dual camera motorcycle recording system later. With so many poor inattentive drivers out there I think it is important to record everything.
I keep a small 12V air compressor and a pump-in tire slime kit, zip ties, extra tie down straps, basic tools, etc., in the rear bag. I also added a 12V connector under the seat to connect the compressor.
The license plate holder and part of the rear fender broke off on my last ride (a rough rocky gravel road). It appears that the metal frame holding the side reflectors caught the knobby tire over a bump, breaking it off. I always thought that looked a bit flimsy. I cut the rear fender off square and just mounted the license place to the rear of my bag.
Taken just after my license plate mount and chunk of rear fender broke off
This bike has no problem cruising down the highway. The issues is the wind is noisy and fatiguing after a while. I tried 2 different windshields on the bike. The first was the small Puig.
It just mounts to the plastic around the headlight. It had some effect in reducing the wind pressure on your check but almost no improvement at the helmet. After a ride that included many miles of freeway, and into a headwind, I decided I wanted more wind protection so I ordered the Madstad windshield in the 22" model. Here is what that looks like installed.
Enormous, right. It is adjustable and it does cut the wind from the helmet area as advertised. I did a long highway segment with this and found myself cruising along at high speed in more comfort. However, off-road it is bulky and you can hit your helmet on it over the rough stuff. To address this, I drilled another set of mounting holes in it and use thumb screws so I can switch it easily with no tools. Here is what it looks like in the off-road position.
The Madstad mounting system also has a significant amount of adjustment. In hindsight, I should have ordered the 18" windshield instead of this 22" one. I may trim several inches off the top later. I can also just remove it completely with the 4 thumbscrews depending on the type of riding I am doing. It takes about 2 minutes to switch the mounting position. I also added a Ram camera mount for my Insta360 action camera (photo above that last one).
After 2,000 miles and all kinds of dual sport riding, I continue to love this bike. I still have the original tires on it but the rear is getting fairly worn at this point. Here are a few thoughts on pros and cons from my perspective:
Pros:
Excellent flexibility. Does both on and off road very well.
Good fuel range. Can go about 165 miles on a tank with mixed riding, more if on-road.
Excellent electronics. The traction control and ABS work well and can both be switched off for more aggressive off-road riding. I do turn OFF the ABS off-road.
Rear fuel tank leaves the front seat area wide open. The more flat seat make it easy to move around as needed.
Love the motor power! No need for any power upgrades in my opinion.
Great having 6 speeds in the transmission.
Love the clutch. Easy and smooth hydraulic operation and a very long engagement range.
Love throttle by wire too. Easy and smooth.
EFI is fantastic. Even after you drop the bike (which I have done plenty) it starts up immediately every time. I average about 50mpg with mostly off-road riding. The rev limit is also great especially since there is no tachometer.
Great maintenance schedule for a bike like this. Oil changes are 10x longer than many dual sports.
Cons:
Weight. Although for what it is it is very light actually. Off-road we just always want lighter. This bike weighs about 350lbs full of fuel and gear.
Engine noise. As many articles also mention the LC4 engine sounds like a rock tumbler. I have a friend with an earlier version of this bike but with an aftermarket exhaust which is loud. That really helps because the exhaust sound is great and covers over the engine noise.
Seat height. It is a bit high but this is of course a trade-off. There are lowering kits but I don't want the downsides of that either.
Seat firmness. It is to the firm side and the padding is very thin. Again, a bunch of trade-offs here because thicker padding would make the seat even higher. You can get aftermarket seats. I just added a cushion on top and that worked pretty well.
Key and gas cap. The chipped key is great for anti-theft. However, I broke mine very easily and had to get it replaced, which is expensive. To make this worse, the key is needed for the factory gas cap and in that cap the key turns very hard. This is why I installed an aftermarket non-locking gas cap.
There is no fuel level indicator and you cannot see into the tank. There is a low fuel light at least. I had it come on only 1 time after 154 miles of riding. I put 2.6 gallons in it to fill it after 154 miles.
Very basic display with no actual gear indicator (only a neutral indicator) and no fuel level indicator (only a low fuel light).
Many summarize this bike like this. If you want to have just one motorcycle for all your on-road and off-road riding, this is it. There are lighter more off-road capable dual sports, but they are not as good on the road. There are more comfortable dual sport motorcycles for longer adventures, but they weight much more and/or don't have nearly as good of off-road suspension. Motorcycles are all trade-offs, especially dual sport and adventure bikes. The Husqvarna 701 Enduro (and KTM 690 Enduro or GasGas 700) is an excellent choice for the 70% off-road, 30% on-road crowd (those percentages based on time, not miles). You can ride from your house without hauling a bike, and having to have something to haul it with. Just hop on and go right from your house. I love that about this bike. You can also use it as an adventure bike.
I have now ridden over 1,000 miles on this bike, the vast majority off-road. Since my last update, I replaced the chain at about 900 miles. It was worn out already. Not surprising given the forces it has to take on this bike. I am not easy on it. The places I ride have large elevation changes, steep rocky hills, and loamy sand and gravel. I often gain 2,000ft or more in elevation. Long uphill climbs and then basically coasting back powered by gravity. The fat tires and full suspension are both hard requirements. I use the full suspension travel very often.
I often go multiple rides between battery charges. I keep both batteries on the bike and both used at all times to help extend the battery life. This way the discharge rates are easier on both batteries. I never worry about range at all. My longest hardest ride uses less than 50% of my total battery capacity. The range extender battery weights about 10lbs but on a bike this heavy I don't really notice it. With the motor power the weight is not a big deal. I get about 70 hard off-road miles at about 50% battery consumption. A typical 20 mile off-road ride takes about 2 hours. The batteries will last much longer than I will.
Here is a video of some of the terrain I ride in.
It shows crossing several loamy washes and some of the rocky segments and ends with a fun downhill segment. I have many more videos on my YouTube channel: https://www.youtube.com/@JimRoal
I am becoming a better rider. Some of that is actually due to me getting back into motorcycles. I bought a Husqvarna 701 Enduro last fall. This is the first motorcycle I have owned in over 25 years, and it is the heaviest and most powerful too. Riding this in loamy areas and other off-road challenges has made me a much better and more confident rider on the mountain bike. The ways you control the heavy motorcycle also work on the much lighter mountain bike. My mountain bike weighs 90lbs which is very heavy by mountain bike standards, but a feather compared to the motorcycle which weighs over 350lbs.
After searching the internet for the options on skid plate and crash bars for my 2023 Husqvarna 701 Enduro I decided to go with the T-Rex kit (Part Number: N167-16EG + N167-16SP). This kit did not claim to fit my bike exactly but rather KTM 690 Enduro/Supermoto and Husqvarna 701 Supermoto of years prior to mine. I contacted the company and asked about it fitting my bike. I worked out a deal to try it out.
Before installing it I weighed the components so I could later compare to what I removed.
Skid plate - 53.5oz
Left crash bar - 32.5oz
Right crash bar - 34.7oz
Attaching hardware - 22.2oz
142.9oz or 8.93lbs. I also weighed the factory plastic skid plate assembly and it came in at 25.4oz and 8.7oz of removed mounting hardware for a net weight gain of 6.8lbs. The added weight is fairly low on the bike, the skid plate being the heaviest single component and also the lowest.
The install was very easy and straightforward. It took less than 20 minutes I would guess. Here is a video of the install.
It fit the bike well and offers the protection I was looking for. The crash bars are simple and don't go as high as others but will likely take most of the hit if I drop the bike on either side, protecting the radiators.
The skid plate has extensions on both sides that help protect the side cases from objects from the front. They even offer some protection from dropping the bike on the side depending on the surface.
While it would have been convenient to use the original sockets to catch the back of the skid plate, the T-Rex design is much more robust.
Between the skip plate and crash bars, the water pump looks well protected now.
I like the lower position of the crash bars, both to keep the weight down low, and since this is a much stronger design than other bars.
I like the design of these crash bars compared to many others I have seen. The cross bar is positioned well to prevent branches and other things from getting captured by the bars when riding. It will tend to deflect them away.
I ride electric mountain bikes and a dual sport motorcycle in southern Nevada. Luckily, over 85% of Nevada is public lands, and there is lots of off road riding available for both motorized and non-motorized machines. I wanted to create this blog post to make others aware of some great resources to find all these available trails. While many of these resources claim to have maps for both, coverage of motorized versus non motorized varies quite a bit within each of the apps/websites. Some have free access levels and others support both subscriptions free access levels. I will say that none of these mapping tools has complete coverage. Most are less than half the actual trails in most areas.
Trailforks - This is my go to app for Electric Mountain biking, and any mountain biking. While it also supports motorized off road trails, it is not particularly good at that. For mountain biking, it is great because crowdsourced trails are available. I have found the coverage in my area to be better than any other apps I have found for mountain biking. It supports offline maps for navigation when out of cellular range. Part of Outside+. Here is my Trailforks profile.
GAIA - This is a pretty decent app in general for finding trails. I have used it for both motorcycling and electric mountain biking, but I tend to find other apps a bit better and so it is not my go to app. GAIA is more of a mapping utility and navigation tool than a way to find existing trails. It supports offline maps for navigation when out of cellular range. It is one of the few that support off-road turn-by-turn navigation. Part of Outside+. Here is my Gaia profile.
OnX - There are several variants of OnX. I use the off road version. It seems to be the best in my area for motorcycling. It is a subscription only app and website and has no access without a subscription. It supports offline maps for navigation when out of cellular range.
AllTrails - The AllTrails app and website claim to support all kinds of off road trails and activities. It does but I have found the coverage to be not as good as trail forks for biking or for onX for motorcycling, at least in my area. It supports offline maps for navigation when out of cellular range.
Strava - This is more of a social networking app for bicyclers, but you can look up other people's ride segments and find some routes this way.
Garmin Explore - Garmin explore is an application used with many Garmin products. Garmin has other similar apps to Garmin Explore as well, depending on the product that you are using. It supports offline maps, navigation, and integration with several Garmin products such as InReach satellite messenger.
Google Maps - Google Maps actually has features for navigating off-road too. Well, somewhat anyway. It has biking and walking modes that include trails. While it is not a main feature it can work surprisingly well at times. Often you will need to put it in biking or walking mode and also add some stops along the way to enforce your desired route. Here is an example taking a Jeep trail over Wheeler Pass.
Google Earth - Google Earth has some great tools for searching the Earth for all kinds of detail. It also includes some great measurement tools that will show you the elevation profile. Another great feature is tilting the map to see a perspective from ground level or anywhere in between. You can also import GPS data from Garmin Connect and other trip trackers. The satellite imagery is good enough to spot many trails that may not yet be mapped.
RideWithGPS - created as a bicycle route planner it is generally a pretty good route planner.
Local and national government sites
Each local area likely has its own resources for specific parks and places where there are trails. things like the U. S Forest Service and Bureau of Land Management cover many parks across the United States. Below are just a few that I use around Southern Nevada.
Backcountry Discovery Routes (BDR). Back country discovery routes are specific routes that have been created by the BDR community. They connect multiple trails together to make a long route, generally through part of or an entire state.
Once you find places to ride on the map, the next thing you wonder is how challenging and fun will it be. I generally search the trail name in YouTube where many people have posted some great videos of their rides/drives so you can actually ride the trail before you get there. I contribute many ride segments on my YouTube Channel https://www.youtube.com/@jimroal .
I had a fun motorcycle ride plan mapped out. We would start at Apex (a.k.a. Nellis Dunes) and ride across to the Old Spanish Trail which connects to Bitter Springs. Basically the route in purple on the map below. A big loop that returns to Apex.
The weather was perfect. We got to Apex which is a large open riding area of mostly sand dunes. We needed to get across Apex to start on the Old Spanish Trail (blue arrow on map below). We started at the left of the map below.
Apex is a web of trails and dunes so not so clear to navigate through. Since we were on off-road focused motorcycles, the obvious route was as straight as we could go, sort of. The blue trace below is from my Garmin Messenger which sends updates every 10min. We made it to somewhere in that red circle below.
Here is a closer satellite look below. The crash happened somewhere in this area, likely that dune drop just below the 2 blue dots. You can see the semicircle where the dune drops off. That will have a sharp edge and drop where the sand blows over the dune. Of course, these dunes shift all the time so the image below my not represent what it was like when I crashed.
In hindsight, this is the route we should have taken (below)
That is where things took a bad turn, or drop. I was riding with a friend Jeff who explained that I rode off the sharp edge of a dune which was about an 8ft drop. I landed in the riding position still but the bike and I had fallen over on the left side. It appears I fell hard on my left shoulder and head. Still in the riding position, my left leg was under the bike now. Jeff got down to where I landed and pulled me out from under the bike. I was a bit out of it but conscious by then. He said I complained of shoulder pain and wanted to just rest for a few minutes. Almost 30 minutes later I was ready to get going again. When we got back up I insisted we needed to just find the easiest route back home. After some basic checks of my state, we headed home. At this point we were still out in the dunes and the best route back was not clear. At one point we were on top of a dune with a fairly steep drop. Jeff told me to wait there while he finds a better route down. However, I just rode down it anyway. He was a bit surprised I did that given my shoulder pain. At another point Jeff had me turn off my bike while he searched for the best route out. When he returned and we were ready to go again, I could not start my bike. I kept trying but the kill switch was still off. At this point he began to worry that I may not be thinking straight. He could not see how bad my shoulder was and had no idea I had a concussion either. Before we got on the highway, Jeff asked some questions and took a closer look to access my state. I was able to answer all the questions fine so we headed home.
I do not remember much past pulling off Rt 604 where we started off-road. The next memory I have is riding home passing the I215/I95 interchange. This would be about an hour I have no memory of now, including the entire accident.
We got home and removed my riding gear. At that point Jeff finally got a better look at my shoulder. I do remember this. The look on his face when he saw my shoulder was not good. It's that kind of look you never want anyone to have when they are looking at you. It was that "of man that looks really bad" look. Kelly got home shortly after and took me to the hospital. They found several cracked ribs, a concussion, and a broken Clavicle bone (a.k.a. collar bone).
A couple weeks later I had surgery to repair my clavicle (collar bone). It took twice as long as they had planned since the bone was in 3 pieces. Now I have some new hardware holding that bone together, as well as a scar from my neck to my shoulder.
Its a good thing that I had all my protective gear on that day. I had a helmet, chest protector, motocross boots, proper riding pants, knee pads, and my jacket, everything. Dunes can be very deceiving, and it is easy to miss these deep drop offs. However, I have ridden dunes often, and I know this. I really wish I could remember the accident. Looking back to what I do remember, I know we were trying to navigate across the open dune area to find the trailhead on the other side. I had a phone on the handlebars for navigation. Since we were not on a defined trail, I was looking at it periodically to ensure we were still headed the right way. I suspect I looked away at just the wrong time. I think distracted driving is the cause here. I am a huge opponent of distracted driving. I never text while driving. My phone stays in my pocket. I rarely even take calls, and never initiate one when driving. In the future I will come to a stop before looking at the phone to navigate off-road. Things just happen too fast, even at slow speeds off-road. Of course, distracted driving on-road is a huge menace already and causes many bad accidents.
Thankfully, the bike survived nearly unscathed. I have a Insta360 X3 camera I mount on the handlebars, which was still there and unharmed. Unfortunately, I had not started recording. There are some new scratches on the front of the front fender, and also on the left hand guard. I think the front forks took much of the impact.
I had not ridden the Old Spanish trail or much of the rest of this route. When I rode Bitter Springs before we had taken I15 all the way to Crystal. Bitter Springs itself is a fairly easy ride.
Once I get healed up and riding again, we'll have to try this again, except maybe we will bypass the dunes altogether and of course stay very focused on riding.
3-14-2024 Update
Finally got my post operation x-rays. You can see the hardware they added. Bones aligned and healing nicely. This was taken 1 month after the surgery.
Some have asked if that hardware will remain in there. Yes, it stays. Made from titanium and meant to remain in there forever.
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