Pack Light & Stay Warm: Sleeping Bag Alternatives for Motorcycle Camping

Every August, hundreds of thousands of motorcycle enthusiasts descend on the Black Hills of Sturgis, South Dakota. Founded in 1938 as the Black Hills Classic, the 10-day rally is now one of the biggest rallies in the world, seeing over 470,000 motorcycle riders in 2024.

With a year-round population of just over 7,000, campgrounds like the Buffalo Chip and Full Throttle Saloon take up a bulk of the visitors, providing rally goers with cabins, RVs and most of all, tent camping. Anyone who has spent the night shivering in their tent can attest that camping is not for the faint of heart.

In conjunction with a good shelter, a quality sleeping bag is an essential part of motorcycle camping. For those who find sleeping bags too restrictive or too expensive for occasional use, there are options. These alternatives can be easier to pack, more versatile, and less costly. Here are five alternatives to sleeping bags we’d consider for our next camping trip.

1. Baja Leather Falsa Blanket Serape blankets hold a deep-rooted place in Mexican culture. Their bold patterns and sturdy weave offer more than just visual appeal—they’re tough, multi-functional, and can be easily strapped to handlebars or saddlebags using high-quality leather straps. For riders who value tradition, utility, and a touch of personality in their gear, the Baja Leather Falsa Blanket offers a timeless alternative to conventional sleeping options.

Baja Leather’s Falsa Blanket is a modern interpretation of the traditional Mexican serape, blending cultural heritage with rugged practicality for motorcycle camping. Handmade in Mexico and measuring 80″ x 52,” this blanket is crafted from a durable mix of acrylic, polyester, and cotton. While it may not pack down as small or insulate as well as a technical sleeping bag, its resilience and versatility make it a useful and stylish layer around camp or as a ground cover. [Baja Leather]

2. Abel Brown Alpha Blanket For motorcycle campers who sleep warm or dislike the restrictive feel of a sleeping bag, the Abel Brown Alpha Blanket is an excellent alternative. Designed with versatility in mind, this camping quilt features corner snaps that let you wrap it around yourself like a cloak or even ‘taco’ yourself on colder nights. With a generous full size of 80″ x 51″ and weighing just 1 lb 6 oz, it strikes a great balance between comfort and packability.

Filled with Abel Brown’s synthetic down, the Alpha Blanket offers impressive loft and insulation while drying significantly faster than natural down if it gets wet—an important feature when weather conditions are unpredictable. Its ability to compress down to a compact 8″ x 6″ size makes it ideal for space-conscious travelers. These features make the Alpha Blanket an excellent minimalist option, well-suited for two-wheeled adventurers seeking a cozy but flexible sleep setup. [Abel Brown, Photos by Mark Kirkland]

3. Rumpl Deep Ember Blanket Rumpl’s Flame Puffy Blanket is a standout option for those who enjoy winding down by the fire after a long day on the road. Featuring a proprietary EmBarrier ember-resistant shell, this full-sized blanket offers a layer of protection that traditional synthetic camping gear lacks. While not fireproof, the shell is engineered to resist most stray sparks and embers, making it ideal for cozying up near fire rings or bonfires without the worry of melted holes.

Weighing just over 3 pounds and packing down to a compact 6.3″ x 14.2,” the Flame Puffy is larger than some options, but still manageable for motorcycle panniers. It includes thoughtful features like a hands-free cape clip, paracord corner loops, and a zippered stash pouch, combining performance and practicality. With a 100% post-consumer recycled liner and insulation, plus easy machine-wash care, it’s a rugged and responsible companion for chilly nights under the stars. [Rumpl]

4. Down Pants and Jackets An often overlooked alternative to a traditional sleeping bag is the use of down jackets and pants. This modular approach offers excellent thermal insulation while significantly reducing bulk. Unlike a sleeping bag, which is typically a single-purpose item, down clothing can serve multiple functions—keeping you warm during cold evenings at camp, boosting your sleep system’s insulation, or acting as emergency layers during early starts or unexpected weather changes. With modern advancements in fabric and insulation technology, down apparel is now warm enough to serve as the core of a lightweight sleep setup.

For example, the Rab Argon Down Pants are filled with premium 800FP hydrophobic down and designed for warmth without weight. They feature a Pertex Quantum shell, an insulated two-way front fly, and pack down small enough for any expedition. Paired with the Rab Mythic Alpine Jacket, which uses 900FP European goose down and breathable, durable 10D Pertex Quantum fabric, you have a versatile upper body layer that’s both ultralight and extremely warm. Together, this combo provides the insulation equivalent of a high-end sleeping bag while offering the freedom and adaptability needed in cold, fast-changing environments. [Rab]

5. SOL Emergency Blanket Not every camping trip starts as a camping trip. Incidents like inclement weather or breakdowns can quickly turn a day trip into an overnight. Solutions that can pack down small and are budget-friendly provide an alternative for riders who don’t intend to camp but want to be prepared. Designed to reflect up to 90% of body heat, the SOL Emergency Blanket offers essential warmth in unexpected overnight situations.

Made from tear-resistant, vacuum-metalized polyethylene, it’s far more durable than standard mylar blankets and won’t shred when punctured. At just 2.9 oz and packing down to the size of a deck of cards, it’s small enough to stash in a tank bag or handlebar pouch without a second thought.

Despite its minimalist footprint, it provides reliable windproof and waterproof protection from the elements, and opens to 56″ x 84,” offering ample coverage for one person. While not a long-term solution, it’s an excellent emergency or ultralight option for riders who prefer to travel lean but prepared. [Survive Outdoors Longer]

While a traditional sleeping bag remains a solid choice for many riders, it’s clear that there are several compelling alternatives for motorcycle campers seeking versatility, packability, and performance. Having a sleep system that matches your needs can make the difference between a cold, restless night and waking up ready to ride.

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August Power Rankings: The Top 5 Bike EXIF Custom Motorcycles

Each month, we dive into the data to see what resonated most with our audience, and the top stories from the last 30 days were all about bold style, practical upgrades and new-school builders shaking up old-school silhouettes. From wild custom Harleys to practical solutions for a life on two wheels, here are the top five most-read Bike EXIF articles of the month.

#1. Motorcycle Shelter Options: Five Smart Solutions for Your Bike

It turns out we’re all tired of the rat race, and the demand for motorcycle camping gear that packs light and holds up to the elements has never been higher. That’s why our roundup of five purpose-built motorcycle camping tents topped the charts in July. Whether you’re chasing dirt trails on an ADV rig or touring cross-country with soft bags, this guide breaks down the best shelter options for moto travelers—balancing weight, pack size, durability and bike-specific features. From minimalist bivy setups to clever designs that shelter both rider and machine, this story hit home with readers looking to take the long way there—and stay the night.

#2. Builder’s Best Show Report: The Finest from BMW MOA 2025

We can’t make it to every show, but when we do, we make sure to bring you along for the ride, and BMW MOA’s Builder’s Best Custom Motorcycle Show provided plenty of BMWs to ogle at. Featuring a handpicked lineup of new builders and established names, this preview highlighted the motorcycles (and minds) we’re most envious of. Think hand-formed aluminum, unexpected donor bikes and some seriously creative engineering. Readers clearly love a look behind the curtain—and this piece delivered.

#3. Harley-Davidson Pan America Kit by SYC Performance

The Pan America continues to surprise. SYC Performance’s go-fast kits for Harley’s ADV platform hit the sweet spot between razor-sharp function and factory-level fit and finish. With reworked bodywork, enhanced ergonomics and a sleek stripped-down fairing, these kits take the guesswork out of transforming the Pan America into something that looks truly custom. Readers were drawn to the clean lines and real-world practicality—this wasn’t just a styling exercise, it’s a checklist for the donor bike you weren’t expecting.

#4. DP Customs’ Ironhead Sportster with VW Flavor

Laid-back lines, swooping handlebars and torque to spare—this Ironhead build by DP Customs takes the classic Sporty in a completely fresh direction. The Del Prado brothers cite that the primary inspiration for the project was a long-lost 1958 VW Beetle that provided years of care-free fun after a full restoration. Subtle, but certainly impactful, this Sportster manages to be retro without being cliché, and proves there’s still so much that can be done with the old cast-iron Sporty.

#5. Harley-Davidson Electra Glide Bobber by Kid Custom Factory

Closing out the top five is a standout Harley from Kid Custom Factory—this time a bobbed 1979 FLH Electra Glide, burgeoning with artistic intricacies. The strung rear end, big dresser fairing and hard bags are gone, replaced with a solo seat, svelte custom tins and a low-slung stance that balances the bike’s heavyweight roots. Artwork that moves you, this build is a reminder that there’s no limit to Japan’s custom motorcycle scene.

We’ll be back next month with another look at what caught your eye—but until then, keep the good stuff coming.

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From the Garage: Understanding Motorcycle Engine Oil

For many of us, motorcycle maintenance is a Zen art. It brings us into a meditative state, one often influenced by the smell of gasoline and the occasional drinking with a comrade. It’s a time for reflection and bench racing. A time to ruminate about the philosophy of speed. But even with all the enjoyment they can bring, motorcycles can be temperamental bastards. Yes, I said it. If you have a fascination with vintage, you know it can sometimes take on a mind of its own and have a power that could only be rivaled by a woman scorned. To help you get through it, I’d like to take this chance to spread a few opinions, a few facts, and a lot of philosophy on a dark and often unspoken topic.

Oil. Lubricants. The lifeblood of your machine.

If you’ve ever spent any time around a garage, you’ve most likely heard such shop talk as, ‘the dude who built mine said…,’ and ‘Old Larry only runs synthetic…,’ and my personal favorite, ‘the manual specifies…’ Well, allow me to take you through a quick look into my thoughts on the subject.

Viscosity A lot of updates have hit the lubricant market in the last few years. Minerals have been added or taken away, changes made to viscosity, and there have been new developments in breakdown prevention and detergents for modern cars and bikes. So, what should we know? Are there performance benefits in playing with different oil viscosities, brands, and types? Well, I say yes.

Unfortunately, the more you learn about it, the more confusing it gets. But for the passionate motorcyclist, some know-how on the subject may give you one more feather in your cap. Next time you’re at your friend’s garage, or the gas station while he’s running around with a generic oil in his shaking hands and screaming ‘Will this work on my bike?’ at the woman behind the counter (keeping in mind this poor lady’s last question was ‘Are those menthols on sale?’), you can step up and say, with confidence, “Well, it should get you home.”

What is viscosity? Well, most of us boast loudly that it’s that number in the center of that thingy circle! Yes, sort of. The starburst label is provided by the American Petroleum Institute (API) and really just means it has been tested by them. The second one will show us on the bottom that our oil selection meets energy conservation numbers. The one most of us pay attention to is the number in the middle from the SAE (Society of Automotive Engineers).

Motor oil gets thinner as it is exposed to heat and thickens as it cools. The first number (the number preceding the “W”, which stands for Winter) is the viscosity of the oil as it was tested at 0°F. The number after the dash is the viscosity as it was tested at 212°F. The complicated part is that we have developed chemicals and additives that can resist both extremes and keep them at a consistent viscosity within a wider temperature range. (For sake of space, we won’t go into all these possibilities here.) The old tale for vintage was always that thicker oil sealed better and would have a better cover of lubrication between components.

What does this all do for me? A lot. Many of the old manuals recommend oils by brand and rating and, as I’ve mentioned, a lot has changed. With some understanding of the viscosity, you may be able to get a thinner oil at startup than what was even available back then, and have the same viscosity when hot. This could help prolong engine life and even help in cooling. Some old gaskets simply will not seal as well with multi-range oils and synthetics.

These actually penetrate so well that when your ancient vintage machine gets hot or cold, she will pump through the gaskets with the movement. I have found many modern gasket alternatives and even some additives to relatively fix these issues. However, I cannot recommend leak-stopping additives. If your engine leaks, I doubt very seriously that an oil type is the cause. You will have people argue this until blue in the face, but a “seep” is way different than a “leak.” A little oil seepage to have a superior oil product is worth it. A leak should always be fixed properly.

Transmission, Clutch, and Engine Now, what about my primary and my transmission? Old shit has different oil for different things. First, find out what the lubricants you will need are doing. Do your clutches need to run in the same oil?

Many modern bikes use one oil for everything, as do some Honda and Kawasaki machines, and others starting in the mid-70s. This has always been a source of confusion to new riders, as many oils do not have enough friction to allow the clutch to ever actually grab, and much misinformation has allowed people to think they can’t run synthetic or modern oils with
additives or friction modifiers in their older bikes. This is just plain not true. You do need, though, to make sure the oil you are using is acceptable for transmission and clutch service. For these applications, I highly recommend anything with a 4T rating.

Without playing brand favorites, we frequently use a blend of Bel-Ray due to their wide range of performance Harley applications, which work super well for sectioned tranny and primary applications like Norton, Triumph, and BSA. (Plus, I had my Chrome Mongoose covered in Bel-Ray stickers as a kid ‘cause I was gonna be an MX champion. Damn cookie jar and Mom’s home cooking ruined that dream.) Castrol and Shell oils will work as well. I personally think you get what you pay for. In my 4T applications, I run a Synthetic-ester blend. Basically, it’s a synthetic with a very high-quality mineral-based oil mixed in. Then I use whatever viscosity is called for: 10-40 for my 675 Triumph, old KZ1000, CB750, etc.

For Harley and vintage applications, we are pretty sold on Bel-Ray. They make an air-cooled specific engine oil in semi-synthetic and full synthetic. Of course, it’s got a Harley twin on the front label so all the Neanderthals can look at the picture and grunt at the cashier, but don’t let this deter you from using it in your vintage air-cooled twin. There is one warning, however: If your Triumph is one where the engine vents through the primary and shares engine oil to cool your electronics and lube the primary chain, you need to use an oil that will work for clutches. Most synthetics will be too slick for these applications and will cause clutch slip.

Of course, old school non-detergent will work, and you could only eat French fries every day as well, but we like to get every bit we can out of our old girls. We have found the 4T oils to be excellent choices in these applications. There are multiple opinions, but we actually run a Harley spec gear oil in our transmissions, or a 50wt racing oil in some of the dirt track bikes that get checked and changed more often. The theory here is that the less resistance there is in the gearbox, the less power loss there will be. Be careful. We have found on old stuff with big tolerances that the 50wt can offer a nice mix of smooth operation and performance benefits. Lighter than this, or the old ATF trick, caused a gritty and/ or notchy gearbox.

Primary Fluid When a completely separate primary fluid is needed, we like to run a Harley-specific primary fluid. In race applications, we run ATF. Both of these give the adhesion we need for the clutch to grab and typically have a lighter weight than the old school oil recommended in the manuals (which, pretty much across the board, was a straight weight non-detergent mineral oil). The other benefit is that most of these are dyed red. It really helps in chasing down the source of seeps or leaks.

I can hear the Sportster folks yelling now. Yes, your bikes share trans and primary fluid. The dealer told you it was a super-secret mix of wizardry that you could not understand and to only bring it back to them to change. Well, rest assured, it’s pretty damn simple. You will need to find a fluid specifically made for your application. Harley makes one available over the counter, but Bel-Ray, again, sells a “Sport Trans” that is a performance lubricant that many racers use and rave about.

It meets all the needs of your synchronizers, gears, and clutch plates in one mix. (We know guys who do use ATF for this application, but we do not recommend it. In a jam on the side of the road, a car-specific ATF will get you home, and yes, all the properties of additives are told to be similar, but the viscosity in anything other than a racing application we believe to be too thin.

Filters Oil filters are imperative. If you don’t have one on the bike, it may be worthwhile to get one. Keep in mind that many old oil pumps can’t handle that cool-looking FRAM hanging off the side of your frame. Make sure your pump can handle whatever you add (oil cooler, remote filter, etc) with modern additives and great quality control, as most oils will outlast the filter. The cheaper the filter, the faster it will break down. On vintage bikes, we only use a washable, inline metal screen with a magnet, as we have had way too many paper filters come apart and try to block the sweet nectar of performance to our rods, causing catastrophic damage on more than one occasion.

On anything with a modern filter, we highly recommend K&N. They are, in our opinion, superior and readily available. Of course, many other filters such as Honda, Yamaha, and Mobil One, etc. are just as good. We have found the nut on the end of a K&N filter to come in handy more than once. Remember this as a rule: you get what you pay for.

As you can see, we could go on for hours discussing every additive, rating, and viscosity on its own. If you’re a novice, take the advice of those who’ve come before. The more you learn, the more you can play with different stuff, and do it intelligently. Keep in mind that when you do that, things can fail, or not work the way you thought. This can get expensive. With vintage becoming more popular and lubricants getting better every day, it’s essential you do your research for your specific application. Consider talking with local racers, as they’ve most likely put some lubricants to the test and have a wealth of knowledge. For what most spend on premium beer, you could have the best lubricants available for your application.

I truly hope this quick introduction is helpful and kickstarts your own research, and adds another outlet of pleasure your motorcycle can provide.

Kevin Dunworth is the founder and owner of Loaded Gun Customs in Delaware, the technical advisor for Iron & Air Magazine, and one helluva talented builder whose work has graced our pages, numerous other high-profile moto magazines, blogs, and featured on Velocity’s Cafe Racer TV.

This article first appeared in issue 12 of Iron & Air Magazine, and is reproduced here under license.

Words by Kevin Dunworth | Images by Natalee DeHart

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Showstoppers: The 5 Most Viewed Custom Motorcycles of July

In July, these five custom motorcycles rose above the noise to become the most viewed builds on Bike EXIF. From radical engineering to timeless style, these machines didn’t just turn heads and drop jaws—they sent our servers into overdrive.

They also show an encouraging trend in the custom scene: whether you’re building a classic café racer or a modern streetfighter, form and function can co-exist.

#5: Yamaha MT-09 by Purpose Built Moto

Torquey, lively, and versatile, Yamaha’s MT-09 triple is one of the best engines of the last decade. But there’s always been a glaring omission in the MT-09 lineup—an adventure bike to sit alongside the smaller Ténéré 700. Enter Purpose Built Moto and their Yamaha Ténéré 900.

Starting with a 2019 MT-09, PBM beefed up the suspension with KTM 1190 forks and a custom rear shock, re-engineering the frame to handle the added travel. Off-road-ready Excel wheels and chunky Motoz rubber transformed the bike’s stance, while a new rally tower and fabricated aluminum side fairings dialed in the look.

A Yoshimura exhaust system snakes under the seat, and the bodywork—much of it handcrafted in aluminum—includes a new fender setup, LED lighting, and heat shields near the rider’s legs. Crash protection, luggage mounts, and an MX-style seat round out the build.

Resplendent in a custom Yamaha speedblock-inspired livery, PBM’s Ténéré 900 is an excellent look at what could be—if Yamaha were to give the people what they want. [More]

#4: BMW R80 by 46Works

While some custom builders run bustling shopfronts with coffee counters and merch, Shiro Nakajima of 46Works operates differently, quietly crafting machines, furniture, and more from his rustic home workshop in the Japanese countryside. A former founder of Ritmo Sereno, Nakajima-san builds bikes with a level of detail and balance few can match—like this handsome 1987 BMW R80 café racer.

The build was commissioned by a Tokyo-based architect who wanted something black, simple, and refined. Shiro boosted the boxer engine to 1,000 cc with Siebenrock internals, added Keihin carbs, and routed hand-bent titanium headers into a muscular oval muffler. The result is both classic and performance-minded—just like everything Shiro builds.

Ducati-sourced Öhlins forks sit up front, with a matching Öhlins shock out back, all adapted to fit. A reshaped tank, handmade tail section, and sleek subframe give the bike a tight silhouette, while small touches—like a pop-off seat that reveals storage space in the rear hump—highlight Shiro’s obsession with functional elegance.

Finished in gloss black with polished metal accents and subtle BMW branding, the R80 is designed to be as capable in tight Tokyo traffic as it is on winding mountain roads. This is the kind of bike that rewards close inspection—and even more so, time in the saddle. [More]

#3: Kawasaki Z1000 by HB-Custom

Transforming an already customized bike into something cohesive is no easy feat—especially when the existing mods clash with the new vision. That was the challenge facing Holger Breuer of HB-Custom when this 1978 Kawasaki Z1000 rolled into his workshop in hodge-podge streetfighter trim.

Holger took the Kawasaki back to basics, reintroducing the OEM swingarm and dialing in a classic stance with lowered forks, YSS shocks, and 18” spoked wheels. A Royal Enfield tank sits alongside the Z1000’s original side covers. A new subframe supports a sleek two-up seat with refined automotive-style upholstery, framed by minimalist fenders and tidy lighting.

The cockpit balances form and function, mixing OEM Kawasaki parts with premium aftermarket gear from Magura, Domino, and Motogadget. Under the hood, the air-cooled four now breathes through Mikuni RS38 carbs and K&N filters, backed by a Dynatek ignition and a four-into-two Shark exhaust that hits just the right tone.

Visually, the bike is a masterclass in restraint; mostly blacked out, with polished metal, subtle gold pinstripes, and period-style logos for just the right vintage flair. It’s equal parts café racer and practical classic, with all the rough edges smoothed out. [More]

#2: Triumph Bonneville by STG Tracker

In the air-cooled era of Triumph’s modern classics, models like the Bonneville, Thruxton, and Scrambler were near identical, distinguished more by style than substance. That’s the spirit STG Tracker tapped into with their latest build—a 2011 Bonneville T100 turned Thruxton-inspired café racer.

The dream team of Marcelo Obarrio and Germán Karp lowered the Bonneville’s front end with a 17” wheel, then lifted the rear with new piggyback shocks. The silhouette is defined by a handmade fiberglass fairing, which, remarkably, is one continuous piece. The subframe’s been shortened and cleaned up, sporting a tailored fiberglass tail unit wrapped in Alcantara and leather.

Tiny LEDs handle lighting duties, while relocated components like the ignition and rectifier preserve the fairing’s clean lines. Triumph Thruxton rear-sets bring the rider triangle into proper café racer territory, while a stubby fender with a diamond-shaped bracket adds visual punch up front. The engine remains mostly stock—aside from a remap, DNA air filter, and SC-Project cans.

Finished in layered black tones with goldleaf accents, the bike is elegant but assertive. STG Tracker didn’t go overboard—they just nailed the essentials, combining purpose-driven changes with striking visual harmony. [More]

#1: Harley-Davidson Pan America by Powerbrick

Few expected the Harley-Davidson Pan America to become a custom scene staple, but workshops like Powerbrick saw its potential early. After building their first custom Pan America—a brutal streetfighter that melted our servers—they decided to keep going, using the Pan Am as a platform for developing parts under their CNCPT Moto brand.

CNCPT Moto now has a full plug-and-play custom kit—and they’ve built a striking pair of Pan Americas to show it off. Built on the 1250 Special and the newer 1250 ST platform, the bikes are nearly identical under the skin, with upgrades like 17” carbon wheels from Rotobox and subtle suspension tweaks.

Up front, the CNCPT kit drastically reworks the fairing, replacing bulky plastics with a minimalist stainless-steel bracket system that drops the TFT display lower. Handlebar risers, LSL bars, and LED turn signals clean up the cockpit, while tank mods leave exposed welds artfully smoothed and repainted.

The real showstopper is the bolt-on tail section—a machined aluminum unit that ditches bulk for sleekness without needing a full teardown. Twin custom exhausts, dyno tuning, and lightweight upgrades push performance past 165 horsepower and shave nearly 100 pounds. These two machines prove just how good the Pan America can be—if you tweak it just right. [More]

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Breaking News: Renault Group Acquires a Former Nissan Manufacturing Facility in India

In one of the most exciting car markets globally, Renault Group is speeding up its expansion in India. The Renault Group has taken over 51% of the Chennai plant, which was formerly held by Nissan, as part of its goal to turn India into an important global hub. Renault Nissan Automotive India Private Ltd (“RNAIPL”), a joint venture plant in Chennai, is now wholly owned by the Group after it bought out 51% of Nissan’s shares.

This merger is a part of a larger strategy that also included the new Renault Triber and the opening of the Renault Group’s biggest design facility outside of France in April. Specifically for the Indian market, this vehicle can accommodate up to seven passengers. This rapidly expanding market will see the release of four new models in the near future.

More than half of the population is under the age of 28, making this a promising market for Renault to accelerate its expansion in accordance with its “International Game Plan 2027” strategy plan. Already, the Indian market is the world’s third biggest for automobiles. In this new setting, the partnership with Nissan will go on. To be more specific, RNAIPL will keep making Nissan models according to schedule.

“Over the last 14 years, we have been able to consolidate Renault’s presence in India, thanks to our research and development, reaching over 100,000 vehicles sold. Stéphane Deblaise, with his vast international experience and knowledge of the entire value chain, is ideally positioned to design and implement our strategy in the region,” said François Provost, the new CEO of Renault Group.

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Donald Trump Currently Possesses an Armored Golf Buggy – Golf Force One [VIDEO]

There is a brand-new armored vehicle available for use by the President of the United States of America. The President of the United States will be transported to the golf course by Golf Force One.

It appears that President Donald Trump places a significant amount of importance on the sport of golf. The President of the United States is considered to be of such great importance that he is now provided with an armored golf cart as a means of transportation to the golf course. Last weekend, Donald Trump came to Scotland to conduct some research and, of course, to play a few games of golf at the Trump Turnberry property. His plans included both of these activities.

In addition to garnering a significant amount of attention on its own, the rich were also captivated by an unusual automobile. The four-door Polaris Ranger XP 1000, which had been given the nickname “Golf Force One,” is a completely black vehicle.

Reportedly, the price tag for Donald Trump’s armored golf cart is approximately 160 percent higher.

Indeed, Trump did not use the armored Polaris for his golf match; rather, he chose to use a conventional golf cart that was exposed to the public. It is possible that the Golf Force One will only be deployed in circumstances of extreme emergency, such as to evacuate President Trump from the golf course if an immediate threat materializes while he is there.

He was the target of a shooting that took place ten months ago at Trump International Golf Club in West Palm Beach, Florida, while he was competing in a match. Despite the fact that Donald Trump was able to avoid injury, the incident most certainly enhanced the pressing need for security measures such as these.

A limited number of official specs have been provided for the armored Polaris variant. On the other hand, the website of the United States General Services Administration (GSA) features a Polaris that is armored and appears to be quite comparable to the one that was observed on the golf course. This kind of automobile, which comes with the protection package, can be purchased for a total of $188,922, which is equivalent to around €163,000 as of the current exchange rate.

What do you think about this armored vehicle? Let us know your opinion in the comments section below.

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