Having leathers that fit is incredibly important. If the fit is too tight, your range of motion will be limited. If the suit is too loose, the extra material will get in the way or the armored bits won’t stay in place where you need them should you go down. Earlier this year, we shared a fairly inexpensive route to get a leather race suit tailored. While that is a wonderful option, it still has a few limitations in that a tailor can really only cut down a suit. For those of us who are extra long or large in some areas, getting a suit custom-made from scratch is really the best option. Enter Dainese’s Made 2 Measure Program. supermoto Photo by Patrick Flynn. Made 2 Measure is a program that lets you show up at your Dainese authorized location, pick out the suit you want, and then have one custom-made to your body — complete with your choice of options. Whether you’re 6 feet, 1 inch tall and just shy of 150 pounds, like me, or 5 feet, 6 inches tall and pushing 300 pounds, the Made 2 Measure program has you covered. What to expect  No off-the-rack suit is going to gently hug legs like these. Photo by Scott Sorenson. When I arrived at my local D store, I was greeted by a very nice Italian woman and handed a set of Dainese base layers and told to change. Then came the laughter. Most people can’t tell when I’m wearing street clothes, but when stripped down to my base layers, it becomes obvious I own every bit of my buddy Brandon’s “you have the weirdest body I’ve ever seen” comment. My legs actually aren’t very long, but my torso and arms are extremely long. My shoulders are actually fairly broad (comparatively) and my arms are a decent size, but my waist is in the almost-27-inch range, my ass is non-existent, and my leg muscles refuse to grow. Yes, I even do leg day at the gym.  Photo by Patrick Flynn. The nice folks at Dainese had spaced the appointments for the day perfectly, and it was only a two- or three-minute wait while the lady finished helping Adam Waheed pick out color options before it was my turn. She poked and prodded and measured me every which way from Sunday. She asked about my riding style, the kind of bikes I rode, and the kind of track sessions I did, since they’re able to cut them a little extra tight to keep it in place better for short sessions, or a little roomier should you be more the type to spend 10-hour days in the hills. She also asked about boot style, since they’re able to cut the legs for over-the-boot style or under, and about the kinds of armor I wore while riding, to see if they needed to accommodate a back protector, chest protector, or both.  Dainese Trickster Evo Race Suit. Once my measurements were completed, we looked at the various suits and discussed the benefits of each. I settled on the Dainese Trickster Evo Race Suit. I was then handed a bunch of color swatches and shown which panels I could have altered. I actually really liked the suit as it came stock and opted to leave it as is. Six-ish weeks later, I received the most beautiful cardboard box I’d ever seen. OK, maybe it wasn’t any more special than any other box, but you get the point. The box smelled of leather, and its contents were so fresh. I jumped back into my base layers and immediately went to put the suit on. This was the first time I’d worn leather that hugged my little calves as I tried to get my legs in, and getting the leathers up and onto my shoulders and zipped took a little dance that made me worried maybe they’d blown the measurements. I’ve never worn leathers that fit even close to well, and I was extremely worried there would be some screw-up between the nice lady writing down numbers on a pad of paper and the race suit shipped to my door.  Photo by Patrick Flynn. As soon as I’d closed the top Velcro strap, I realized the suit fit perfectly. Sure, it was a little on the tight side and I wasn’t going to do any gymnastics in it yet, but it allowed for plenty of movement while the creaking of the leather as it conformed to my body assured me it was stretching to fit me. Since then, I’ve worn the suit on the track and in the canyons and on supermotos and supersports. I can tell you it is, without a doubt, the only way a guy with a body shaped like mine can feel confident traveling at breakneck speeds on a motorcycle. The confidence that comes with knowing you have the right tool for the job is worth the added price. How to get measured I attended one of Dainese’s Made 2 Measure Events. They are held at a number of different locations around the country on specific dates and are usually staffed by Dainese’s team from Italy. This year’s remaining events are:  Oct. 11-12: Chicago Oct. 14: Portland, Ore. Oct. 16: San Francisco Oct. 18: Costa Mesa, Calif. Oct. 21: Derry, N.H. You can also contact your local D Store, as most of them have someone on staff specifically trained to take all of your measurements for the Made 2 Measure program. They don’t all do the custom design work, but that can be taken care of via email. Finally, Dainese says you can schedule a private time for one of their tailors to fly out and measure you at your local Dainese dealer. They say this may incur some additional costs — so don’t say we didn’t warn you. Read more about how to participate in the Made 2 Measure program

With KTM announcing a 1290 Super Adventure to top its already best-in-class 1190 Adventure, it’s safe to say this whole adventure-touring craze is in full swing. Despite being on the lower end of the totem pole, and not being the sexiest of all packages, Suzuki’s all-new V-Strom 1000 makes a strong case for being the best of the bunch. Hear me out. The Bike The 2014 Suzuki V-Strom 1000 is all-new from the ground up — for the most part. The engine is actually based on the same 996 cc V-twin as the previous version, but gets a 2 mm bore increase to reach its 1,037 cc displacement. It also gets dual-plug heads, a slipper clutch, new pistons, a new alternator, and a heavier flywheel. Suzuki V-Strom 1000 The 2014 Suzuki V-Strom 1000 somewhere off Highway 41 in central California. Photo by Sean MacDonald. Suzuki claims research showed people were mostly satisfied with the power the bike made, but wanted improvements in torque. Consequently, the revised engine makes just 4 horsepower more (99.2, compared to 95.5), while moving the torque curve down and making it fatter. Maximum torque is now 76 foot-pounds, instead of 74.5, and reaches its peak at 4,000 rpm instead of 6,400 rpm. Everything else on the V-Strom 1000 is genuinely new. The aluminum frame is 13 percent lighter and has 33 percent more torsional rigidity. The swingarm pivot has been moved slightly forward (957 mm, versus 963 mm, from the front axle) and the swingarm made 20 mm longer, resulting in slightly faster steering, while improving stability. Rake and trail are slightly more aggressive, which increases the steering angle from 36 degrees to 40 degrees, further speeding up steering. Front suspension is provided by a new 43 mm inverted Kayaba fork, adjustable for damping and preload, which provides 6.3 inches of travel. The rear shock is adjustable for preload only. The 2014 Suzuki V-Strom 1000 is the first V-Strom to come with electronic rider aids. In addition to the anti-lock brakes, the Strom has a three-position traction control system (off, TC1 for light intervention, TC2 for heavy).  Fire roads along Highway 33. Photo by Sean MacDonald. Testing the V-Strom 1000 In an attempt to put the V-Strom 1000 through the paces, I’ve had our loaner for a few months now. The first two weeks I had it included a 1,070-mile, 36-hour trip to San Francisco and back to preview the Skully AR-1 and a five-day trip to my family’s cabin on a small lake near Yosemite. Both trips involved as little freeway and as much rural highway as I could manage, which made for about a 50-50 split. Since those trips, I’ve ridden it a great deal around the greater Los Angeles area, ridden two-up on it, and taken it on 10-hour ride to play on the twisties in Big Bear and do what I was told were some “super-easy dirt roads.”  The 2014 Suzuki V-Strom 1000 makes a versatile touring platform. Photo by Sean MacDonald. The V-Strom 1000 is pretty much perfect for my normal touring needs. It is both completely stable at speeds up into the triple digits (I’ve heard), and still capable when the route decides to give you something to do. The adjustable windscreen takes the bulk of the wind off your shoulders without trading it for mass amounts of buffeting, and the seat and riding position were about as all-day comfortable as I’ve ever experienced. If I were going to be riding across the country and sticking to the flat stuff, I could see wanting something bigger that chugged along at slightly lower revs and that felt a little more planted at high speeds, but short of that, this thing is just right. Around town, the Strom doesn’t actually feel like a massive adventure-touring bike. Clutch pull is light and easy and gear engagement is seamless. Paired with a low-ish center of gravity, that makes slow-speed maneuvering confidence-inspiring, which is not the case with many adventure-tourers. The new torque curve makes moving through traffic incredibly easy, as it provides plenty of power across the entire rev range so you can get up and out of the way. I’ve been a long-time supporter of the V-Strom 650 as the ultimate commuter, but after riding its big brother, I believe the only reason to choose the 650 over the 1000 is price. Both are equally suited for urban duty.

The day the news broke about Ducati's new Scrambler line of motorcycles, I posted a photo of this bike on Instagram and a friend asked what it was. When I responded that it was the new Ducati, he asked what a Ducati was. The stir this new line of bikes has created, even among non-riders like my friend, tells you why this new brand is so significant. The Scrambler — which comes in four variations of the same bike — represents an entirely new focus for the Italian manufacturer, with new riders, fashionistas, and a younger demographic as the target. This doesn’t mean the Scrambler won’t perform in a way that will please those of us who do know what a Ducati is, even those who can quote specs on Ducatis past and present. It does mean that Ducati is moving beyond its sportbike focus and is taking a different approach to selling motorcycles to a different audience. The Scrambler line was presented separately from the other Ducatis at the EICMA motorcycle show, with a yellow theme instead of the traditional red. While the focus with Ducati's sportbikes revolves around horsepower numbers and other specs, the marketing of the Scrambler features lifestyle images of young people camping in the mountains or riding to the beach. You're more likely to see a surf board than a spec chart. But don't worry. We're going to tell you about the hardware, too. Scrambler Icon The Scrambler Icon was available for our first ride. Ducati photo. Scrambler Classic Other versions include the Classic... Ducati photo. Scrambler Urban Enduro ...the Urban Enduro... Ducati photo. Scrambler Full Throttle ... and the version called the Full Throttle. Ducati photo. 803 cc engine This air-cooled engine was last seen in the Monster 796. Ducati photo. The bike The 2015 Ducati Scrambler is powered by 803 cc air-cooled motor from the last-generation Monster 796, which makes 75 horsepower at 8,250 rpm and 50 foot-pounds of torque at 5,750 rpm. The Scrambler uses a twin-spar steel trellis frame and a die-cast aluminum swingarm. Two of the models get 10-spoke alloy wheels, while the other two get spoked aluminum wheels, and all four are 18-inch up front and 17-inch in the back. The Pirelli MT 60 RS tires were designed specifically for the Scrambler and both look awesome and perform admirably, both on pavement and fire roads. The semi-floating and radially mounted Brembo brakes clamp a 330 mm single disc up front and 245 mm single disc in the rear, and a two-channel anti-lock brake system comes standard, though it can be turned off in the bike’s menu system. The Kayaba suspension is a 41mm inverted fork up front and a monoshock in back that is adjustable for spring preload.  The Ducati Scrambler is light and compact compared to its competition. Ducati photo. The Scrambler weighs 410 pounds full of fuel and has a 31-inch seat height. The seat narrows towards the front, which makes putting a foot down easier for shorter riders. The Ducati Scrambler Icon (the base model) has an MSRP of $8,495, while the other three will retail for $9,995. Testing the Ducati Scrambler The press launch for the Ducati Scrambler was held in Palm Springs, Calif. The route included a brief freeway stint and an incredible route up Highway 243 and then down Highway 74. Overall, we did a little over 120 miles which, while not a ton, was definitely enough to get a good first feel for the bike in a variety of situations. Unfortunately, only the Icon version was available for the press ride, so I can’t speak to the ergonomics or feel of the other models. One of the big questions I had was about how the Scrambler would do on the freeway. It has plenty of power, but its petite size and upright riding position had me worried I would turn into a sail trying to hold on. Luckily, that question was answered within our first five miles on the bike.  The handlebar on the Scrambler Icon forced a riding position that felt a little cramped, but it does allow for stand-up riding off pavement. Ducati photo. Even at speeds above 80 mph, I felt comfortable cruising. The Scrambler is geared well for higher speeds, and despite the lack of any sort of wind protection, I didn’t feel like I had to struggle to keep from being blown off the back. At six feet, one inch tall, I fit surprisingly well on the bike. The pegs are placed perfectly, and my only complaint was that the bars felt a little too swept back and left me feeling a little cramped, in terms of reach. Luckily, this is about the easiest problem to fix on a motorcycle, especially when you consider that simply rotating the bars forward could be enough. The higher bars do fit with the Scrambler theme and come in handy for stand-up riding if you do venture off the pavement. As we headed up into the hills and straight roads gave way to twisty ones, the Scrambler really came alive. The position of the bars again threw me off a bit initially, and I felt like the handling was almost a little too sensitive, but again, a quick swap with the bars from the Full Throttle model and I think it would be perfect.  First ride on the 2015 Ducati Scrambler. Ducati photo. Once I spent a few miles getting used to the handling, I really began to fall in love with the bike. The motor feels super torquey in the bottom of first and second, but gives you plenty of room to hold a line well through some fast corners. The suspension was stiffer than you might expect on a bike with supposed enduro capability, but I have to admit I appreciated the on-road bias. Unfortunately, last week’s rain meant the fire roads Ducati intended to lead us on were closed. Lunch was held at a camp near Lake Hemet, where we were able to find some fire-road-like conditions. The Scrambler, in large part due to the Pirelli tires created for it, actually did a decent job. The high bars made standing manageable and turning off the ABS instantly made hooligans of most of us as we slid around in the dirt for a bit.  The Pirelli MT 60 RS tires both work well and look appropriate on the Scrambler. Ducati photo. Ducati Scrambler highlights Ducati has something special with the Scrambler. It isn’t that there’s anything particularly unique about the bike, its performance, or its aesthetics, but it adds up to more than the sum of its parts. Ducati has done what so many other brands have failed to do: make a nice-looking motorcycle that’s fun to ride and that speaks to the emotional connection so many of us have to motorcycling. They beat the Triumph Bonneville at its own game, and did so with a better bike. Performance-wise, it’s hard to ask for more from the Scrambler. It’s the perfect size for riding around town, and beat my expectations in the twisties and on the freeway. The motor is perfect for the bike, making plenty of power for moving through traffic or wheelieing down mountain roads (or so I’ve heard). Even though the only point of adjustability in the suspension is the pre-load at the rear, Ducati nailed it with the suspension. It was soft enough to soothe road imperfections and make for a comfortable ride, while stiff enough that I didn't feel like a pogo stick when leaned over or under heavy braking or acceleration. Bravo, Ducati.  Instrumentation is minimal and highly styled, like everything else on the Scrambler. Ducati photo. Aesthetically, the bike is incredibly nice looking in person. Nothing, from the grips to the instrument cluster, feels like an afterthought. I expect the Scramblers will be customized many different ways, but even before the aftermarket gets geared up and the custom shops start dreaming up designs, Ducati has given owners a head start with a really nice range of accessories for the Scrambler. All of the options are available for and fit all four Scrambler models, which means you can sort of mix and match everything from gas tank side panels to seats to fenders. Ducati is also releasing a number of exhaust options (including high pipes!) to help people achieve the right look.  Scrambler owners can easily customize with different side covers on the tank. Ducati photo. Ducati Scrambler lowlights It took me all of six miles to find my first false neutral and, as with every other air-cooled Ducati I’ve ridden, the shift peg makes you give it a solid kick, rather than slight nudge (which makes shifting a little more difficult while riding standing up). During the launch, a few bikes had problems. A fuel hose come loose on the freeway on one bike and another had a throttle cable issue, which held the throttle open slightly in a turn. Hopefully, just the new-model blues, but only time will tell. For the record, the Scrambler Icons we rode were pre-production units built in Italy, though the motorcycles for sale in the United States will be built in Thailand. Finally, the fueling is a tad snatchy, especially in the bottom of first and second. New riders will struggle and probably have a difficult time feeling confident at low speeds, as the throttle can lend to a fairly jerky ride. I hope Ducati can remedy this with a re-flash of the ECU. The competition The only real competition for the Ducati Scrambler is the Triumph Scrambler (or Triumph Bonneville). The Triumph makes 59 horsepower, 68 foot-pounds of torque, and weighs a portly 510 pounds (wet). It also comes with worse brakes and suspension and its five-speed gearbox means you’ll always feel like you’re too high in the rev range on the freeway. And at $9,099, the Triumph costs more than the Icon version of the Scrambler.  First ride on the 2015 Ducati Scrambler. Ducati photo. Conclusion The Ducati Scrambler is a great bike but, more importantly, it’s great for motorcycling. Ducati has managed to take motorcycling back to its roots by creating a fun, beautiful, and decently performing motorcycle, and they’ve done so at a very accessible price. Truth be told, I’m very seriously considering buying one. I sold my Bonneville a few years ago and, while riding press bikes is great and all, I miss that connection I have with a bike I bought and have made my own. So much of motorcycling is self expression and, while I love and appreciate so many of the bikes I get to test, none of them really feels like me. The Ducati Scrambler is everything my Bonneville was, while performing better and being extremely fun to ride. It pays respects to a little of Ducati's history, dating back to seemingly more innocent times of 40 years ago, when Ducati built scramblers, but it packages that dose of nostalgia and tradition in a thoroughly modern and useful motorcycle.  The handlebar is high but provides plenty of leverage for flicking through the curves. Ducati photo. While it is difficult to call an $8,500, 800 cc bike a "beginner bike," this is the perfect "beginner Ducati" and a fantastic move for the Italian company. I can't wait to get one in for a longer test, and I'm pretty sure I know what mine will look like if I buy one. Which one would you get?