On the track, things took a while to get going ahead of the premier class race due to rain-enforced delays, but there was still plenty of entertainment to be found while we waited for lights out, namely the visit of a shaman in a bid to speed up proceedings. Eventually, we were racing, and it was Miguel Oliveira (Red Bull KTM Factory Racing) who took the win in emphatic fashion, with Fabio Quartararo (Monster Energy Yamaha MotoGP™) and Johann Zarco (Prima Pramac Racing) enjoying podium success for the first time in 2022.
Don’t miss out on this incredible offer to see the very best on two wheels fight it out to be crowned World Champion. VideoPass allows you to watch every second of every session LIVE or OnDemand, and there are some spectacular venues coming up. For the first time since 2019, we head to Japan, Thailand, Australia and Malaysia for five frantic weeks of racing where the Championship will swing one way or another.
With a lineup of ADV bikes that ranges from the entry-level 390 Adventure to the high-performance, 160-hp 1290 Super Adventure R, KTM knows adventure. The last KTM Adventure Rider Rally was held in Breckenridge, Colorado, in 2019. After a two-year hiatus due to Covid, the popular on/off-road rally returns this September in Donnelly, Idaho. The following is the official press release from KTM.
KTM North America, Inc. has announced that the KTM Adventure Rider Rally is back on the calendar for 2022 with an entirely new format for participants to enjoy. One of the oldest and most popular events on the global KTM Adventure Rally calendar, the 17th running of this special event will welcome KTM riders from every part of the globe to experience the ultimate adventure September 16-18 at the picturesque Tamarack Resort in Donnelly, Idaho.
2022 KTM 1290 Super Adventure R (Photo by Kevin Wing)
Featuring an all-new format, this year’s event will offer a designated loop for each day of riding, which includes options for all skill levels and a common lunch/gas spot supported by KTM. Participants will have a unique opportunity to experience first-hand the future of KTM Adventure in the presence of Red Bull KTM Factory Racing’s Dakar Rally Champion Kevin Benavides and KTM ambassador Chris Birch, as well as the chance to ride alongside both offroad experts – and other notable names – throughout the event.
To ensure that everyone has a fun and safe rally, participants will ride in groups of 2-4 people each day. Adventurers can sign up ahead of time as a pre-determined group and individual self-navigators will be teamed up on-site with a rider/group of the same skill level. All groups must have a SPOT device and GPS devices.
Back by popular demand, a limited number of participants will have the opportunity to do an adventure-style camp out. The ride will be led by KTM’s Chris Fillmore for the second year and the camping has been extended by a day to allow campers to experience this true adventure.
As always, the KTM Adventure Rider Rally is designed for KTM Adventure and Enduro owners but is open to all brands of street legal motorcycles. KTM Ride Orange Street Demos will take place on Thursday to allow all participants the opportunity to participate in all rides on Friday and Saturday.
There will also be Riding Technique and Technical Riding Seminars available for those who wish to participate, as well as plenty of Adventure vendors on-site. Participants will receive an event t-shirt and hat, along with a pre-event dinner on Thursday, Breakfast on Friday – Sunday, as well as an Awards Dinner on Saturday evening.
For more information or to register for the KTM Adventure Rider Rally in Donnelly, Idaho, visit the official page.
Brady Smith Sr. and Jr., from Joplin, Missouri, winners of the Full Restoration 1959 Super Cub-Milestone Honda Award.
The Vintage Japanese Motorcycle Club of America (VJMC) recently held its annual national motorcycle rally in Eureka Springs, Arkansas, in the heart of the Ozark Mountains. This year’s VJMC national rally, which took place June 23-25, celebrated the club’s 45th anniversary. More than 160 club members enjoyed three days of riding, bike shows, and camaraderie with their vintage Japanese motorcycles.
“This club has been successful for 45 years because it brings people and vintage Japanese bikes together for fun, friendship, and new riding experiences,” said Tom Kolenko, President of VJMC. “We have a great vintage community that celebrates the past while riding into the future.”
Yamaha XS650
Founded in 1977, VJMC is the premier worldwide club dedicated to the preservation, restoration, and enjoyment of vintage Japanese motorcycles (20 years or older) and the promotion of the sport of motorcycling. The VJMC hallmark is “participation at all levels and to have fun” – for all motorcycle enthusiasts young and old.
Membership in the Vintage Japanese Motorcycle Club of America is $35 per year and includes a full-color 64+ page magazine printed six times per year, rides, rallies, and shows at local, regional, and national events. The VJMC has over 3,300 members and is a 100% volunteer-based, nonprofit club.
For more information visit VJMC.org or call (763) 420-7829.
Small-displacement Honda SLs, Kink n Go, and Honda generator 2.
The Kawasaki Z400 is the naked version of the Ninja 400. (Kawasaki/)
Ups
Comfortable, upright ergonomics
Same great engine as in the Ninja 400
Nimble handling
Hello, cheap thrills! Great low price
Downs
Side shrouds can cramp taller riders
Verdict
Kawasaki’s Z400, small streetfighter with aggressive styling, provides cheap thrills with its near $5K price. The bike is well prepared for urban environments but also fun to ride on backroads or on the racetrack. The 400 stands out with nimble handling and a fantastic engine that riders won’t easily outgrow.
Overview
Introduced in 2019, the Kawasaki Z400 is a relatively new face to the small-displacement naked bike category. Unveiled a year after the significantly revised Ninja 400, the Z400 combines stripped-down streetfighter styling with the same capable, fun-loving 399cc parallel-twin engine found in its sibling. All the important characteristics of a small-displacement machine remain; the 400 is light and agile and its engine is great for developing riders. And for those who simply aren’t Ninja people, its upright ergonomics make it comfortable for longer commutes. It’s no wonder the Z400 followed on the coattails of its counterpart when it claimed the 2019 and 2020Cycle World Best Lightweight Sportbike award.
At $5,199, the Z400 is priced competitively for the beginner market. (Kawasaki/)
Updates for 2022
Kawasaki offers the 2022 models in two color options: Candy Lime Green/Metallic Spark Black and Pearl Robotic White/Metallic Matte Graphenesteel Gray.
Pricing and Variants
The 2022 Z400 is competitively priced for the beginner motorcycle market at $5,199. The only version of this motorcycle is equipped with standard ABS.
Competition
The Z400 is not alone in its quest for attracting newer riders. The Austrians have a selection of small-displacement naked bikes with the KTM 390 Duke, Husqvarna Vitpilen 401, and Husqvarna Svartpilen 401. Competition from Japan includes the Honda CB300R and Yamaha MT-03. At the beginner/intermediate level, there’s also the Suzuki SV650.
A chipper 399cc parallel-twin engine powers the Z-four-hundo. (Kawasaki/)
Powertrain: Engine, Transmission, and Performance
When a motorcycle is easy enough for a new rider to tame but still exciting enough to make a veteran rider smile under their helmet, there’s usually a well-balanced engine to blame. Such is the case with the Z400; its parallel twin won’t scare off beginners, but it can be ridden hard when asked. Its assist-and-slipper clutch has an easy pull and aids in smooth deceleration into corners.
On the CW dyno, the engine delivers 44.1 hp at 9,830 rpm and 25.1 lb.-ft. of torque at 8,250 rpm to the rear wheel. The resulting power curve is linear and the torque curve is broad and flat. Power delivery is extra smooth, receiving top marks from our editors.
Handling
The nonadjustable 41mm Showa fork and preload adjustable KYB shock have softer spring rates than the Ninja 400′s suspension units. We found that the Z400 performs well over bumpy surfaces with a cushy, well-damped ride. Overall, its nimble chassis and neutral handling make the Z400 easy to control and tip into turns, and its light weight and low mass make maneuvering at low speeds easy.
Brakes
Nissin calipers grab hold of 310mm and 220mm discs (front/rear). They do not provide a strong initial bite, but that’s OK for beginners. Nonswitchable ABS comes standard.
Aggressive in style, but not so aggressive in ergonomics. On the Z, riders will have a more upright riding posture than if they opted for the Ninja 400. (Kawasaki/)
Fuel Economy and Real-World MPG
The Z400 does not shy away from longer stints between fill-ups and can regularly get 45.4 mpg.
Ergonomics: Comfort and Utility
The Z400′s rider triangle is more relaxed than the Ninja 400′s. The one-piece handlebar is wider and the pegs are in a forward position. Our test rider wrote, “I’m only 5-foot-10, but I look pretty large on the Z400. I wouldn’t go so far as to say I felt cramped on the Z400, but roomy it is not.” Significantly, protruding side shrouds also hit our taller test riders’ knees. The Z400 is, however, inviting to shorter riders with its claimed 30.9-inch seat height and slim tank. Because it does not have a windscreen or extra bodywork like the Ninja 400, the Z does not offer the same amount of wind protection.
Electronics
The Z’s electronics are uncomplicated. ABS comes standard as a safety feature and an Eco mode indicator on the LCD dash lets the rider know when they are riding efficiently. The stacked instrument has a different orientation than the Ninja’s, but it also uses large display fonts that are easily readable at a glance. LED lighting illuminates the road at night.
Whether taking on the open road or slicing in and out of traffic, the Z dishes out the fun. (Kawasaki/)
Warranty and Maintenance Coverage
Kawasaki offers a one-year limited warranty with an option to extend with the Kawasaki Protection Plus program.
Quality
Beginner friendly doesn’t mean a bike has to be cheaply made. Kawasaki’s quality has improved over the years. The Z400 has a nice fit and finish with beautiful paint, clean lines, and a tidy dash.
2022 Kawasaki Z400 ABS Claimed Specifications
MSRP:
$5,199
Engine:
399cc, DOHC, liquid-cooled parallel-twin; 8-valve
Bore x Stroke:
70.0 x 51.8mm
Transmission/Final Drive:
6-speed/chain
Cycle World Measured Horsepower:
44.1 hp @ 9,830 rpm
Cycle World Measured Torque:
25.1 lb.-ft. @ 8,250 rpm
Fuel Delivery:
DFI w/ 32mm throttle bodies
Clutch:
Wet, multiplate slipper/assist
Engine Management/Ignition:
TCBI w/ digital advance
Frame:
Steel trellis
Front Suspension:
41mm Showa conventional fork; 4.7 in. travel
Rear Suspension:
Hydraulic shock, preload adjustable; 5.1 in. travel
In early New England graveyards, such as Adams Cemetery in Wilbraham, Massachusetts, grave markers are irreplaceable historical documents that tell stories carved in stone. (Photos by the author)
“You’re riding your motorcycle to find graveyards – on purpose?” The conversation with a young police officer on a road construction detail in western Massachusetts was brief, but it motivated me to share why old graveyards are fascinating places to explore.
Rewind to the 1970s. My dad was a college professor whose academic interests included early New England graveyards. On weekends and summer vacations, he dragged my sisters and me along to find them. Long before GPS, such trips often became a quest since Dad’s approach to navigating involved dead reckoning. “I wonder where that road goes?” he’d say. “One way to find out.” It’s fair to say that Dad informed my interest in exploring on motorcycles.
Since Massachusetts has some of America’s oldest communities settled by Europeans, it has some of the country’s oldest graveyards. Three of Dad’s favorites were in the towns of Longmeadow, Deerfield, and Wilbraham, all in the Connecticut River Valley of western Mass. I decide to revisit these graveyards with the benefit of an adult perspective. Since they’re not even 40 miles apart, I extend the ride a couple hundred miles using Dad’s “I wonder where that road goes” approach, and along the way I find other old graveyards to explore.
A cut flower signifies death, an hourglass shows time has run out, but a rooster suggests a new dawn.
With eyes looking up and wings, this effigy implies the soul’s flight to heaven.
The ride begins in Longmeadow. Along Williams Street, behind historic First Church, is the Olde Burying Ground, c. 1718, a small section within Longmeadow Cemetery. In old graveyards like this, carvings in stone offer insights into family life, social status, occupations, religious beliefs, sickness, tragedy, and the ways people conceived of death.
The Olde Burying Ground, c. 1718, a section of Longmeadow Cemetery, is the town’s oldest burial ground.
The stone of Ebenezer Bliss concludes with this stark epitaph: “Death is a Debt To Nature Due Which I have Pay’d And so must You.” The nature of one’s death is often explained, such as from smallpox, childbirth, or drowning, although Adjt. Jonathan Burt’s stone leaves us wondering, because he “departed this life in a sudden and surprising manner.”
From Longmeadow, I point my BMW F 750 GS north on U.S. Route 5 across the Connecticut River, then west on State Route 57. To avoid built-up sections of Agawam, I cut through Rising Corner and rejoin 57 past the Southwick fire station. The curves beyond Granville Gorge entice me to quicken the pace, though as I enter the village of Granville a flashing speed limit sign convinces me to roll off.
Center Cemetery, c. 1753, in Granville was located away from the church, a widespread practice at the time.
Up the hill beyond the town hall, I come upon Center Cemetery, c. 1753. As with many old graveyards that are no longer “active” (accepting new burials), one cannot drive into this graveyard, so I park just off the road. Also like many old graveyards, it isn’t next to a church. Some early settlers of New England, notably Puritans, located their dead away from the everyday lives of the living.
The headstone of Lt. Samuel Bancraft, Granville’s first settler, includes a slight variation of the epitaph I saw earlier in Longmeadow: “Death is a debt, to nature due. I have paid it, and so must you.”
This headstone in Center Cemetery includes a variation of an epitaph popular in the era.
“…on her left Arm lieth the infant Wich was still Born.”
Continuing west, I enjoy several miles of new tar, but on the steep downhill curves to New Boston I am cursing the inventor of tar snakes. Beyond the village, I notice unpaved Beech Plain Road, and a right turn takes me along stands of trees dressed in vibrant yellow fall foliage. There’s not a tar snake in sight.
In Otis, I merge onto State Route 8 north and then lean west onto State Route 23, an entertaining two-lane that hugs the contours of the Berkshire Hills. Past the village of Monterey, I see a sign for River Road. Dad explained that roads of that name are usually curvy and rarely dead end. Right on both counts!
Any dog-loving rider needs to find out where this road goes!
Following a bridge-out detour, I arrive in Sheffield. On the other side of U.S. Route 7 there’s a sign for Bow Wow Road, and being a dog lover, I need to see where it goes. A ways after it turns to dirt, I find Pine Grove Cemetery, c. 1758. I see family plots for Olds and Curtiss and wonder if these graves include ancestors of the automobile and aviation pioneers of those names.
I continue on North Undermountain Road and Pumpkin Hollow Road. At the village of Alford, Center Cemetery, c. 1780, warrants investigation. Among the finds is this pithy epitaph: “Gone not lost.”
Down the road a piece, Bow Wow Road turns to dirt and delivers your humble scribe to Pine Grove Cemetery in Sheffield.
Leaving the town center, West Road gets the nod over East Road, and after a couple turns I’m on State Route 41 riding north through Richmond to Hancock. History buffs can visit Hancock Shaker Village. Shakers were a religious community known for their elegantly functional barns and furniture, and for their devotion to celibacy. (The latter may account for their current lack of numbers.)
Heading west on U.S. Route 20 takes me over the New York border to State Route 22 north and Stephentown. A right on State Route 43 returns me to Massachusetts, having sidestepped Pittsfield’s population center. Another right on Brodie Mountain Road leads to U.S. 7 north. At the five-corners intersection, I turn right onto State Route 43 and follow the Green River to Williamstown, a quintessential New England college town. At the junction of State Route 2, a left leads to lively Spring Street and multiple options for eats and coffee.
In the 18th century, death’s heads began to soften with angel wings and carvings suggesting life everlasting.
Refreshed and re-caffeinated, I head west toward North Adams and know exactly where to go: up the Mount Greylock Scenic Byway. This technical twist-fest leads to the highest point in Massachusetts (3,491 ft). Rockwell Road winds me down the other side of the mountain, and at the Mount Greylock Visitor’s Center, I turn around to ride the route in reverse. This 30-mile round trip is too much fun to pass by.
East of North Adams, the scenic Mohawk Trail (Route 2) rises through the famous Hairpin Turn, on to the town of Florida, then back down through Mohawk Trail State Forest. Exciting curves and elevation changes are enhanced by the clear autumn day. At Charlemont, I go north on State Route 8A, another twisting gem, to Branch Road, which tracks the west branch of North River east to State Route 112. This two-lane path curves quick and easy south to Ashfield where a left on State Route 116 puts me on a favorite twisty two-lane. But first, I stop at Elmer’s, an eatery popular with locals as well as motorcyclists passing through.
A monument for the War of Nationality, 1861-1865.
While jawing with some old-timers, I learn there’s a “really old” graveyard I should see on Norton Hill Road. As I pull up to Hill Cemetery, I can tell from the styles of gravestones that it’s no older than mid-19th century, but a war memorial right next to the road rewards the stop. Erected in 1867, it includes this wording: “TO THE EVER LIVING MEMORY OF THE SONS OF ASHFIELD WHO DIED FOR THEIR COUNTRY IN THE WAR OF NATIONALITY 1861-1865.” It’s the only place I have seen the U.S. Civil War described using this term.
At Creamery Road, I turn left toward South Ashfield then savor those curves on 116 to South Deerfield. It’s easy to bypass busy U.S. 5 via Lee Road and Mill Village Road to reach the Old Deerfield historic district. There, at the end of Albany Road, is another of Dad’s favorite graveyards, the Old Deerfield Burying Ground, c. 1690s (aka Old Albany Cemetery).
Some old graves, including these at Adams Cemetery in Wilbraham, are marked by both headstones and footstones, carved with complementary designs.
More than a dozen stones date back to the 1600s, the oldest one for Mary Blanchard, who had 10 children with her first husband, John Waite, and nine more with her second husband, John Blanchard. Notably, this graveyard includes a monument to 47 settlers killed during a raid on the town by native residents and their French military allies on February 29, 1704.
Walking the rows of stones, it’s intriguing to note how the styles have evolved over time. Early carvings with skulls gave way to skulls with wings, then winged angels, and then urns with weeping willows. Few parents still give their newborns names like these: Eleazer, Flavia, Zenas, Temperence, Dorcas, Ithamser, Arrethusa, and Thankfull Experience. Also here is a gravestone for a young woman whose name is hard to read without chuckling: Fanny Forward.
Leaving Deerfield, a short stretch north on U.S. 5 connects to another River Road, this one following the Connecticut River south to Mount Sugarloaf. Beyond the bridge, a right onto State Route 47 south follows the river’s other bank where harvested tobacco fields and the Mount Holyoke Range provide scenery.
It’s fitting that Dad is buried in one of the graveyards that so intrigued him.
Keeping to roads less traveled, I make my way through South Hadley, Belchertown, Ludlow, and Wilbraham, to Adams Cemetery, c. 1740. Gravestones here include dozens with epitaphs that speak to the difficulty of life and inevitability of death. Consider two:
“Friends and Physicians could not save, My mortal body from the grave.”
“Youth blooming learn your mortal state, How frail your life, how short the date.”
It’s fitting that Dad is buried here in one of the graveyards that so intrigued him – particularly one that is actively preserved and celebrated as a historical resource. Even if the graveyards in your neck of the woods aren’t as old, it’s likely they’re peaceful, beautiful, and interesting places to explore. When you’re enjoying a ride, take the opportunity to experience history in outdoor museums along the way. Explore old graveyards – on purpose.
Whether you’ve been riding together for years or share the road for just one day, the bond between riders always feels like family. (Photos by the author)
My obsession with the White Mountains and Kancamagus Highway in New Hampshire began nearly a year before I rode the famous route. I’d been testing BMW’s K 1600 B on a late-season ride on Vermont Route 100, just tootling along with all the Subarus, when I saw a guy on the side of the road standing atop an aged custom Harley, waving.
Curiosity got the best of me, so I swung the bagger around to meet Eric, a local mechanic, who said he was standing on his bike to get people to stop and make a donation for a friend and his wife who were in a motorcycle accident.
Route courtesy of New England Riders (NewEnglandRiders.org)
This would turn out to be Stanley Lynde and his wife, Laura, owners of Lynde Motorsports in Brattleboro, Vermont. There was an official GoFundMe webpage at the time, but Eric “didn’t do the internet.”
And his method seemed to work, with several people stopping by as we chatted, offering donations and well wishes. Eric, a veteran motorcyclist and builder who can no longer get out for big rides, was very emotional about the situation. When I asked him if there was something I could do beyond a donation, he promptly said yes, I could ride. Specifically, he requested I head up into the White Mountains and ride his favorite road, the Kancamagus Highway, in honor of the Lyndes.
And I tried. With all my heart. But a major storm blew in the next day, the only free day I had before returning the bike and flying home. Eric, his friends, and the road with the odd-sounding name were on my mind all winter long.
A COMMUNITY, NOT A CLUB
Late the next summer I was finally able to return to the Northeast, this time for a high-mileage test of BMW’s R 1200 RT. The Kancamagus, aka The Kanc (technically NH Route 112), topped my list of roads to explore.
I introduced myself to Eric as he stood on his Harley alongside Vermont’s Route 100. The chance meeting would teach me much about the fellowship of riders, including an induction into the New England Riders (NER) one year later.
I enlisted the help of Ed Conde, route master for New England Riders (NER, newenglandriders.org), an impressively large group (14,000+ strong on Facebook) that identifies as “a community of motorcyclists that self-organize to ride and have fun with other riders,” rather than a club, in which there would be things like dues and rules and officers.
Now, I’m a solo rider by nature, but after getting to know Ed and his wife, Debbie, online, I was excited to meet up with them and a small crew of NER riders to follow Ed’s “Best of the White Mountains” tracks, a 202-mile double loop that launches from Gorham, New Hampshire.
It was a Friday morning in September when I throttled out of Gorham with seven strangers, tracing the Androscoggin River eastward on U.S. Route 2, then crossing into Maine to head south on State Route 113. This rural highway is where the party started, with the road beginning to curve and roll as it swept its way up into the White Mountain National Forest.
Right away, it was clear this group could ride. On the way to the meeting point, I’d been thinking, “Okay, be patient, this could be a long day, be on your guard…” – all the things one should remember when joining an unknown group of riders. When we stopped at Evans Notch overlook for a breather, I learned these NER members are skilled because most had invested in training and trackdays, many under the tutelage of Ken Condon, author of Riding in the Zone.
THE MASTER PLANNER
My new buddies, from left: Ed Conde, Steve Bruning, Mike Woods, yours truly, Bob Blethen, Laura DeAngelis Heinlein, Steve Gallant, Lisa Cheney, and Debra Conde.
The White Mountains, a roughly 90-mile segment of the much larger Appalachian Range, was created by western movement of the North American Plate more than 100 million years ago, long before the glaciers of the Ice Age covered them, then receded, smoothing sharp edges into the rounded notches and dished valleys we see today.
Our group was too early for the region’s famous fall colors, which suited these passionate riders just fine since it meant light traffic as we flowed down State Route 113. At Fryeburg, we followed Ed on a few quick turns to reach Hurricane Mountain Road, a narrow goat path of a backroad that constantly rises and dives, splashing through the densely forested hills, twisting just enough to heighten the senses.
Evans Notch on ME 113 is the easternmost pass in the White Mountains.
I swear I didn’t tell Ed that I’m obsessed with road-trip pancakes; it just happened this group feels the same. Polly’s potential for addiction is real, and I’m happy I live thousands of miles away. Most of us went with pancake “samplers,” where you order three short stacks (yes, per person!), mixing and matching different batters and mix-ins.
It’s at this point I realize Ed Conde is more than just a nice guy with some ideas about good roads. Ed is a purveyor of truly fine roads, the kind of gems you simply wouldn’t find and connect on your own. And as I’ll learn over time, his skills aren’t limited to cataloging premium strands of tarmac; Ed sews in all the best views, bathroom stops, and restaurants, too.
You can see for miles from the Cathedral Ledge overlook, one of many scenic stops on our “Best of the White Mountains” day ride.
It’s the secret stash a local rider might know, but Ed’s not a local here in New Hampshire. He and Debbie live near Boston, and it’s become their shared passion to travel on bikes – he on a Honda ST1300 and she on a Suzuki V-Strom 650 – exploring new states and creating a database of the best motorcycle roads, many of them stitched into day rides. Ed shares these elaborate ride plans and GPX tracks, which span from Nova Scotia all the way down to Alabama and Georgia, on the NER website.
It’s their way of giving back to the community, he says, for all the joy and treasured memories motorcycling has brought to their lives.
TIES THAT BIND
After conquering Hurricane Mountain Road, we traveled west on U.S. Route 302, taking time for a photo stop at the beautiful Cathedral Ledge viewpoint in Echo Lake State Park, before continuing to Bear Notch Road, another curvy delight with three worthy overlooks.
Road-trip pancake eating is one of life’s greatest pleasures, so a stop at Polly’s Pancake Parlor was more than welcome. Polly’s started serving the tasty cakes in Sugar Hill, New Hampshire, back in 1938 as a way to highlight their maple products. The maple spread is insanely delicious. Photo by Ed Conde.
Then finally, up ahead, the road sign I’d been envisioning for almost a year: State Route 112, the famous Kancamagus.
While no one I was with that day knew the reason behind my request to ride this particular highway, I was sure they would feel equally compelled by Eric standing on his old Harley, feeling helpless about his friend’s fate.
Since that chance meeting, I’d learned Laura had survived her injuries, but sadly, Stanley had not. I carried his family in my heart as I rolled onto the Kanc.
PANCAKES FOR LUNCH
Just as Eric promised, the views from Route 112 were glorious. The highway is well-kept and curvaceous, chasing after the Swift River like a blackbird mobbing a hawk.
When we stopped at the Pemigewasset Overlook, everyone was in great spirits, laughing and telling stories. I didn’t even stop to wonder how it was these strangers I’d met only hours before now felt like old friends. We’ve all felt it, that current of shared experience that so instantly connects riders when and wherever we meet.
The NER group I rode with were on a variety of bikes, but the flavor du jour was definitely sport-tourer.
Unexpectedly, the ride only continued to get better as the day rolled on. Departing the Kanc, we reunited with Route 302 and headed east to Bath, where you’ll find The Brick Store, America’s oldest continuously run general store. The market is flanked by a popular ice cream shop, but we were headed for Polly’s Pancake Parlor on Route 117 for an afternoon feast of hotcakes and bacon.
From Polly’s we headed east to Franconia and followed U.S. Routes 3 and 302 to link together alpine lakes and waterfalls, crossing over our westbound route around Bartlett. There’s plenty to see and do on this section, but we kept an eager clip so we could start up the Mount Washington Auto Road, the capper of Ed’s “Best of the White Mountains” ride, well before the toll road’s cutoff entry time of 5 p.m.
A SLICE OF HEAVEN
Mount Washington (6,288 ft) is the most prominent peak west of the Mississippi and the highest mountain in the Northeast, but what’s really neat about it is the road that takes you to the summit. It’s just 7.6 miles long, but man, the views are forever. The drop-offs are too, which can rattle some, even though the mountain is well controlled by low speed limits and heavy traffic.
We arrived at the summit with just enough time to check out the museum and observation areas. This windy peak was also where I said goodbye to my new friends, since we’d head in different directions at the mountain’s base.
Those smiles on my and Lisa Cheney’s face sum up the feeling of riding up the Mount Washington Auto Road (photo by Steve Bruning). A sign at the bottom of the 7.6-mile road reads: “If you have a fear of heights, you may not appreciate this driving experience.” Riding makes it even more of a thrill.
After snapping an action shot or two of the group halfway down the now heavily shaded northeastern slope of the mountain, park trucks pulled up, urging stragglers like me toward the gates. On a whim I asked if I could ride back up – “super quick” – to get a photo of the empty road.
I was floored when the guys said sure, I could have the 20 minutes or so it would take them to usher the remaining tourists from the lower lookout points.
And so began one of the most striking experiences of my 36 years of riding. I had the top half of Mount Washington to myself. Its Auto Road, which had been clogged an hour before, was now empty.
And I’m proud to say I didn’t rip up and down the famous toll road as I would’ve in the past. Instead, I focused every bit of energy on soaking up a scene that looked and felt like a literal slice of heaven.
By this point, my White Mountains ride had become way more than a report about a day trip in New England. It reminded me that I’m part of a huge, ever-present family. Showed me that true friends can be old, or new, or only in your heart.
No matter how far we wander, there will be other riders to make us feel at home.
Fuel economy is a hot topic these days thanks to escalating fuel prices. Luckily, as enthusiasts are aware, motorcycles can be cost-effective transportation. Even larger three- and four-cylinder bikes can achieve 40 to 50 mpg, which is still far better than the average driver’s crossover. And smaller-displacement single- and two-cylinder engines are often capable of more miles per gallon.
We’ve written before concerning fuel-efficient motorcycles. Many of those fuel-sipping options are still available, but there are now more models out there for mpg-minded buyers.
Note that fuel economy may be affected by a number of factors: riding style, road conditions, load, tire pressure, and so on. This list contains a mixture of manufacturer claims, reader testimony, and averages found during our testing.
Honda Grom
This mini motorcycle does a fantastic job at sipping from its 1.6-gallon fuel tank. (Honda/)
Honda claims a mind-boggling 166.5 mpg for the Grom, but real-world results do vary. Editor Adam Waheed averaged “only” 98 mpg when he tested the 2022 model. One reader tallied 134 mpg. Honda’s other 125cc single-cylinder-powered mini motos like the Trail 125, Monkey, and Super Cub will likely see similar fuel economy figures. There’s also the 109cc Navi which makes a claimed 110 mpg.
Yamaha TW200
You don’t have to break the bank when it comes to filling up the tank. Dual sport fun can be had with the TW200 that averages 78 mpg. (Yamaha/)
Yamaha claims the TW200, like the V-Star, can get an estimated 78 mpg. This cult-favorite dual sport is as indifferent to fuel prices as it is to terrain changes and should certainly be on the radar of fuel-conscious riders. Fat, knobby-ish tires will help conquer trails while its 196cc four-stroke single sips frugally away.
Suzuki GSX250R ABS
Suzuki’s small GSX-R is a cost-saving streetbike for beginners. (Suzuki/)
Suzuki is right on the money when it claims the GSX250R makes around 76 mpg; one reader claimed they achieved about 75 mpg over 6,200 miles. This fully faired sportbike makes impressive gas mileage for new riders pulling away down the freeway or canyon roads.
Honda CBR500R ABS
The 471cc is a proven commuter-friendly engine with great mpg results. (Honda/)
The sleek CBR500R is a sporty commuter that also delivers impressive fuel economy; the newest model achieved a tested 67 mpg, with one reader claiming their 2013 model hit 62 mpg. Since the naked CB500F and adventure-styled CB500X share the same 471cc engine, riders can choose between a few different flavors of Honda’s fuel-friendly midsize parallel twin.
Honda NC750X
Over 50 mpg for a higher-displacement bike like the NC750X is impressive. (Honda/)
During our MC Commute, the NC750X was able to get a noteworthy 53.5 mpg, but some riders have claimed that it can get upwards of 60-plus mpg. We wrote: “Settling into 75 mph, the NC spins around 4,500 rpm in top gear, which lends itself to superb fuel economy.” So whether you are highway flogging with the manual transmission or making practical use of the DCT automatic transmission around town, the NC is a great higher-displacement motorcycle for all that and everything in between.
Three of the five rookies have claimed top 10s in the first 11 races as we take a look at how each of them are getting on so far
A quintet of fast rookies were welcomed to the premier class at the start of 2022 in what is, arguably, the most competitive era we’ve ever seen in MotoGP™. It couldn’t be much tougher being a rookie in this day and age, and as we’ve now surpassed the halfway stage of the season, we take a brief look at how each of them is getting on.
Bezzecchi delivers a first VR46 podium for “idol” Rossi 26/06/2022
The Italian rookie got his maiden podium at the Cathedral after crossing the line in second place
Marco Bezzecchi (Mooney VR46 Racing Team – 55 points):
Bezzecchi has been the rookie sensation in 2022. No one can argue that. The Ducati GP21 the Italian has adopted is Francesco Bagnaia’s (Ducati Lenovo Team) multiple race-winning machine from last season, and as we know, the Ducati GP21 is a very, very good bike. Enea Bastianini (Gresini Racing MotoGP™) has shown this year that it’s more than capable of winning against the 2022 thoroughbreds.
But Bezzecchi has not only done a decent job on the Ducati so far – he’s been outstanding, especially in the European leg of the campaign. The Argentina GP was the number 72’s first top 10 but the front row at Mugello, followed by him leading the race and eventually finishing P5, was a real eye-opener for everyone. A rookie, on a track as challenging as Mugello, battling for the podium? It was a display of pure class.
More points came in Germany with a P11, before the Dutch TT rolled around. After only one fully dry session at The Cathedral of Speed, Bezzecchi bagged P5 in qualifying – his third top six Saturday result of the season. A dream maiden MotoGP™ podium then followed as Bezzecchi produced a flawless display, finishing less than half a second away from close friend and race winner Pecco. Will that podium tally rise before the end of 2022? A tough ask, but you wouldn’t be surprised.
Fabio Di Giannantonio (Gresini Racing MotoGP™ – 18 points)
Like Bezzecchi, Di Giannantonio is at the controls of a Ducati GP21 alongside Bastianini in the Gresini Racing ranks. Diggia’s season has been solid, and his contract confirmation to remain in MotoGP™ with Gresini in 2023 is richly deserved.
The stunning pole position at his home race in Italy is the current highlight for the 23-year-old, while his P8 at the German GP was quietly one of the rides of the day. Di Giannantonio finished less than half a second away from seventh place Brad Binder (Red Bull KTM Factory Racing) and was just shy of six seconds ahead of teammate Bastianini at the Sachsenring. He was also by far the best rookie in Germany too.
The Italian has had four points-scoring rides to date in 2022 and we’ve seen glimpses of the potential Diggia possesses. The Rookie of the Year crown looks like it’s going to be a difficult task with Bezzecchi’s form, but Di Giannantonio is the latter’s closest rival heading into the post-summer leg.
Darryn Binder (WithU Yamaha RNF MotoGP™ Team – 10 points)
Having made the gigantic leap from Moto3™ to MotoGP™, Binder has acquitted himself well against the world’s best. The South African has talent in abundance and that was displayed heavily during a rain-soaked Indonesian GP.
“Quite the experience!” – D. Binder earns ride of the day 20/03/2022
The rookie went from the back row to the top 10 for his very first MotoGP™ points, even getting to battle brother Brad in the process
Binder’s ride from 23rd to 10th in the wet conditions, in what was only his second race on a MotoGP™ bike, was unbelievable. He was less than a second away from older brother Brad, ninth-placed Aleix Espargaro (Aprilia Racing) and finished ahead of the likes of Bastianini, Pol Espargaro (Repsol Honda Team), Pecco and Maverick Viñales (Aprilia Racing).
12th place at the Catalan GP has been Binder’s other points-scoring ride, while the Italian GP was also a notable performance. 16th is generally nothing to shout home about, but finishing just 20 seconds off the win, under two seconds from Jack Miller (Ducati Lenovo Team) and beating Yamaha stablemate Franco Morbidelli (Monster Energy Yamaha MotoGP™) was a job well done. Binder had the toughest task of all the rookies in 2022, and so far, he’s been quietly impressive.
Remy Gardner (Tech3 KTM Factory Racing – 9 points):
It’s fair to say the reigning Moto2™ World Champion has endured a difficult season. Likewise to Tech3 KTM Factory Racing teammate Raul Fernandez. KTM’s RC16 hasn’t been an easy bike to get along with in 2022, hence why Gardner has only managed to notch up nine points heading into the summer break.
Gardner’s first points came in Qatar with a P15, then a P14 finish was achieved in Portugal where he was the fastest rookie by six seconds. The best result of the season has been a P12 in Barcelona, and since the Official Test on Monday following the Catalan GP, Gardner has felt more comfortable on the KTM. The Australian will be hoping the second half of the season will bring a maiden top 10 finish in the premier class, as KTM continue to search for improvements.
Raul Fernandez (Tech3 KTM Factory Racing – 5 points):
On the other side of the Tech3 box, it’s a similar story to that of Gardner. Fernandez created history in Moto2™ last year as a rookie, but the Spanish star’s rookie MotoGP™ campaign has been tricky.
A 15th place at the Catalan GP was Fernandez’s first point in the class, and he followed that up with a very solid P12 at the German GP. An arm pump issue forced Fernandez to retire from the Dutch TT before the summer, adding to his hand injury troubles earlier on in the season after a crash in Q1 in Portimao saw him miss the Portuguese and Spanish GPs. A fully fit Fernandez will be aiming to show more of the stellar potential that saw him rise to stardom in 2021 in the latter half of 2022.
Bezzecchi leads the Rookie of the Year race by 37 points with nine races left to play in 2022. Can he be caught? It’s an uphill task, especially given the Italian’s current form.
VideoPass allows you to watch every single second of every single sector LIVE and OnDemand
It’s an incredibly fun day out for the whole family with live entertainment coming your way, including interviews with GASGAS Aspar Team’s Izan Guevara and Sergio Garcia, and Idemitsu Honda Team Asia’s Ai Ogura and Somkiat Chantra, before the day concludes with the world famous MotoGP™ signed memorabilia and unique experiences auction. Home heroes Sam Lowes (Elf Marc VDS Racing Team), Jake Dixon (Inde GASGAS Aspar Team) and John McPhee (Sterilgarda Husqvarna Max) will be some of the special guests on stage during the auction. All proceeds of the auction, as always, will go to our amazing Two Wheels For Life charity.
