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There are a small handful of events I would bend over backwards to attend. At the top of that list, tied for first place with the Virginia Rooftop Tent Rally, is Adventure X Fest. For the sixth year in a row I managed to make it down for the event and, as usual, it did […]View the full article

Some machines stand out the moment they appear, leaving a mark that lingers long after the first encounter. The Norton Commando is one of those bikes. Its presence, sound, and design spark curiosity and admiration, making it a motorcycle that draws attention even before a closer look. Riders often recall their first sight of it as a moment that stays with them. Beyond that first impression, the Norton Commando reveals a mix of strengths and flaws. Its styling and details highlight a […] The post Norton Commando Review: Iconic Café Racer Style and Ride Experience appeared first on Return of the Cafe Racers. View the full article

The Royal Enfield Continental GT brings together the look of a classic motorcycle with the reliability of modern engineering. It carries a retro design that closely resembles vintage machines, yet it includes updated features that make it practical for everyday use. Riders often notice how its styling, from the chrome tank to the analog gauges, gives it the appearance of a restored older bike, even though it is brand new. Beyond its looks, the Continental GT offers a riding experience that balances comfort […] The post Royal Enfield Continental GT 650 Review – Classic Style Meets Modern Reliability appeared first on Return of the Cafe Racers. View the full article

The camper experts at Go Fast Campers have done it again. They’re already known for making awesome lightweight, tough, and comfortable campers for a wide range of trucks, but now they’ve stretched the design to provide more space and storage. However, the GFC V2 Max isn’t just larger, it’s also packed with more features to make the camper a great space, no matter your use case and camping style. Photo by GFC Photo by GFC Photo by GFC For starters, the V2 Max is 18 inches longer than previous GFCs. This translates into a larger sleeping area, a built-in storage nook, and more versatility with the Trans-Form-A-Floor. The pass-through section is now always open, removing the need to move bed panels to access the bed of the truck. However, GFC includes two extra mattress sections in case you want to create a huge sleep space up top. The constant pass-through isn’t the only way GFC has increased accessibility of the V2 Max. There’s now a sliding front window to pass items to the truck cab. READ MORE: A Newcomer’s Guide to Overland Expo – East Edition 2025 That sliding front window is framed by an innovative MOLLE panel that not only provides a great place to mount gear, but also ties down cables for solar and more. The GFC V2 MAX comes prewired for solar and Starlink. The front bulkhead includes preinstalled connections to eliminate issues adding panels or internet access. Photo by GFC Photo by GFC Photo by GFC GFC is known for tough products that provide a comfortable living space in the backcountry. It’s great to see them continue to innovate and add features to their lineup. The V2 MAX is available for a whole host of trucks, so check out their site to learn more about the features and customization available on their latest offering. LEARN MORE View the full article

For those of us who spend time exploring beyond cell service, a small issue can quickly turn into a big problem. A simple mechanical failure or an injury miles from the nearest town can escalate to a full-blown emergency when there’s no easy way to call for help. That’s why the latest data from Overwatch x Rescue (OxR) caught my attention. In the first half of 2025, vehicle breakdowns ranked among the top five reasons for rescue activations. With overlanding on the rise, it’s clear that having a solid plan for emergencies is just as important as your recovery gear or navigation tools. OxR is a subscription-based service that does more than just connect you to emergency responders. Their team of veterans, former law enforcement, and medical professionals stays engaged from the first SOS signal until you’re safely back to civilization. They coordinate all the logistics, confirm responders reach your location, and guide you through the process in real-time. READ MORE: Gear Showcase: Campsite & Camp Kitchen One of the biggest differences between OxR and traditional insurance is financial coverage. A single air ambulance ride in the U.S. averages $36,400, but with OxR, you won’t see a bill. There are no deductibles, no claims to file, and no limits on coverage, even for high-altitude activities. For $79.99 per year, that’s serious peace of mind. The service also integrates seamlessly with the gear many of us already carry. It works with Garmin inReach, SPOT, ZOLEO, and even certain smartphones with satellite capability, and each account can cover up to three devices. Unlike other SOS services that hand you off once emergency responders are dispatched, OxR stays involved until the situation is resolved. Whether it’s a breakdown, an injury, or a complex rescue in a remote area, their team handles the details so you can focus on staying safe. For anyone who travels far off the beaten path, OxR is more than just a subscription—it’s an essential part of your safety kit. View the full article

(Full disclosure: this is a long-term review of the first-generation Genesis dual-battery kit for the 2007-2021 Tundra. It has been superceded by a later design, the merits of which I cannot address.) In 2021 we bought a beautiful, 80-year-old cabin in Fairbanks, Alaska, and soon realized we’d need a dedicated vehicle to leave there. A full-sized 4x4 pickup seemed the right choice, both for the conditions near the Arctic Circle and because I’d be hauling up a cargo trailer loaded with furniture, tools, and other immediate needs. So we bought a hideously overpriced (it was that period) 2014 Toyota Tundra. Since we fully intended to do a lot of exploring, and since we also intended to spend part of our winters there (so as not to be viewed as mere un-snowbirds), I considered it mandatory to install a dual-battery system. I wanted the kit to fit in the engine compartment if at all possible, for simplicity, and the only one that came up on searches was from Genesis Off Road. At that time, in early June of 2022, I planned to drive up within a couple of weeks, so I ordered the kit with little in the way of research into it, or even a thorough reading of the installation procedure. Mea Culpa. The first revelation when I got the kit and read the instructions was that it required Optima batteries, each of which was smaller than the stock battery. Starting reserve capacity would be reduced in comparison to the full-size stock battery, and the specified deep-cycle Yellow Top Optima had a capacity of just 48 amp-hours. Neither is ideal in potential -40º conditions. Ah well—I figured that was the sacrifice necessary to fit two batteries in the stock location. The battery tray and top were nicely made, powder-coated, clearly laser-cut and incorporating a fancy large-cat-head design. The control unit looked solid, and all necessary wiring was already in place. Reading installation instructions thoroughly at last, I was a bit perturbed to discover that the entire assembly attached to the bottom of the original battery platform with four Rivnuts. That seemed a bit light for 60-plus pounds of battery, mount, and charge controller. The next thing I noted was that all the included hardware, including the bolts that secured the top plate to the base, was SAE. Really? On a Toyota? That might have saved Genesis, what, 50 cents per kit over metric hardware? A small thing, perhaps, but annoying. Then, on trial-fitting the bracket into the Tundra after removing the stock battery tray, I realized that it was going to be a very, very tight fit. The instructions noted this and offered extremely precise directions for mounting, so I didn’t just do a trial fit, I did five or six, noting each time how close the whole thing would come to the bodywork in front and the fuse/relay box in back. In fact the front attachment bolts for the top plate were actually under the radiator frame. Finally I was as satisfied as I could be that I had the bracket correctly positioned. I drilled the holes for the Rivnuts and bolted it down. The Genesis system was designed to use the extended plastic base plates that come with the Optima batteries, so I affixed those and dropped both batteries in place, with the Yellow Top on the right (looking toward the cab). And I was completely stunned by how close the positive terminal of that battery came to the (steel) radiator frame. There was no more than an eighth of an inch between proper function and a major short circuit. I shifted the batteries as much as possible—no difference. I pulled them out and checked my installation, which agreed with the directions. There was no way to shift the Rivnuts one way or another since they were crimped in place. I was absolutely certain that eighth of an inch would disappear on some moderately rough stretch of the Alaska Highway and cause a serious problem. But I had no time to make any major adjustments. Too damn close . . . So I removed the two base plates from the batteries, which dropped them below the immediate danger zone, and filled in the gap on top with dense, closed-cell foam, so tight that I had a difficult time inserting the bolts for the top plate to compress everything. The other bits were still frighteningly close together—access with a wrench to the positive terminals was excruciatingly tight, and even the not-very-sharp-eyed among you might notice the spot where I once managed to arc a wrench on a positive lead. But there was at least sufficient clearance between the hot terminals and bodywork. One remaining worry was the left running and turn-signal lamp, the wires to which were bent sharply against the side of the Yellow Top battery. If the battery moved at all it could cause trouble, so I resolved to keep an eye on it. The journey to Alaska was without issue, and in fact for the next two years the system worked perfectly in terms of keeping both batteries charged. I never had to use the switch that combined the batteries for an emergency start. I almost forgot my frustration with the installation. Then, one day when I put on my left turn signal, it started hyper-flashing rapidly—usually an indication that a bulb has burned out. To access the bulb I had to disassemble the entire battery system, leaving only the bottom bracket in place. When I did so the issue became clear: the battery had in fact shifted just enough to smash the wires to the bulb, and one or the other had shorted. I installed a new plug and bulb and took another look at the clearances. I found that I could fractionally increase the distance between the battery and plug by grinding away part of the battery’s base plate, and did so—but by now my frustrations had resurfaced. (To be fair, I noted meanwhile that the tray had not loosened on those four Rivnuts.) Last week the problem came back. Everything out again. This time I resorted to the ultimate bodge fix: I cut a square of three-quarter-inch plywood and wedged it in front of both batteries, gaining a critical few tenths of an inch extra clearance. With it in place I could barely get the top plate bolted on again, but I’m now hopeful things will stabilize for a while. Who knows, it might even be possible to replace a bulb without disassembling an entire corner of the engine compartment. Is that . . . plywood? Yes . . . Obviously, a reader (or the company) could claim that it was my modification of the battery arrangement in the first place that caused the turn signal issue. But there was simply no way I was going to leave that positive terminal that close to metal—and my modification only moved the battery vertically. Having done a fair number of aftermarket modifying on more than a few vehicles, I’m absolutely confident I installed the Genesis kit exactly where I was told to. As it is it is so tight at the back that opening the fuse box is a real struggle. As I mentioned at the beginning, Genesis now offers a “Generation 2” version of this kit, now employing a pair of (still undersized) Odyssey batteries. Perhaps this new version addresses the issues the first one had (else why the need for a redesign?). I can’t say—and I’m not about to spend $700 plus batteries to find out. When I decide to fix this system permanently it will be with an entirely different approach and two full-sized batteries. In the meantime, if you’re considering the current Genesis kit you might ask a few questions regarding the improvements I hope have been implemented. 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Building a café racer takes patience, skill, and a willingness to get hands-on with a motorcycle. Riders often choose older models as their starting point, stripping away unnecessary parts and making changes that improve both performance and style. This process not only creates a bike that feels personal but also connects to a tradition that began decades ago when motorcyclists first started modifying their machines for speed and handling. Today, the café racer style remains popular because it blends classic looks […] The post Best Motorcycles for Café Racer Builds: Honda CB750, Yamaha XS650 & More appeared first on Return of the Cafe Racers. View the full article