The new 2025 Royal Enfield Guerrilla 450 is a modern roadster powered by a variant of the liquid-cooled single-cylinder engine also found in the updated Royal Enfield Himalayan.
The Guerrilla 450 will be available in India and Europe as early as August 2024, but the North American market will have to wait until next year to see these bikes in Royal Enfield dealerships.
The Guerrilla 450, a competitor of the new 2024 Triumph Speed 400, shares the Himalayan’s liquid-cooled 452cc Sherpa single-cylinder engine but with different tuning. The engine makes a claimed 39 hp at 8,000 rpm and 30 lb-ft of torque at 5,500 rpm, and Royal Enfield claims that 85% of torque is available starting at 3,000 rpm. It also has a 6-speed gearbox and a slip/assist clutch.
The Guerrilla’s twin-spar tubular steel frame uses the engine as a stressed member. Suspension is provided by Showa, with a nonadjustable 43mm fork with 5.5 inches of travel and a preload-adjsutable linkage-type monoshock with 5.9 inches of travel. The brakes come from Bybre, with a 310mm disc and a 2-piston caliper up front and a 270mm disc with a 1-piston caliper in the rear. The Guerrilla also comes with dual-channel ABS as standard.
The bike has a relatively short seat height at 30.7 inches, and claimed wet weight is 405 lb with 90% of fuel in the 2.9-gallon tank. The seating position is upright with mid-set footpegs. Two ride modes change throttle response, with Performance mode offering a more aggressive ride compared to Eco mode.
The Guerrilla 450 will be available in three variants: Analogue, Dash, and Flash. Analogue is the only of the three with an analog speedometer with inset LCD paired to a Tripper navigation pod. On the Dash and Flash variants, a 4-inch TFT instrument cluster connects to the rider’s smartphone via the RE App to display navigation, music control, weather forecasts, and vehicle info. The dash also has a route-recording feature, and riders can export their recorded routes as GPX files.
The Dash and Flash variants will feature a round 4-inch TFT display.
Styling is stripped down, with paint limited to the fenders, tank, and small side panels. Block-tread tubeless tires (120/70-R17 front, 160/60-R17 rear) wrap around cast wheels, and the fork tubes have accordion-style boots. The Guerrilla has a round headlight, a stubby exhaust on the right side, and a well-padded two-up seat.
The Analogue variant gets a round analog speedometer with an inset LCD screen paired with a Tripper navigation pod.
The Analogue variant will be available in Smoke Silver in North America. The Dash variant will be available in Playa Black with red and yellow accents or Gold Dip with the tank split between red and gold. The Flash option will be available in Yellow Ribbon – a colorway with yellow and black on the tank with purple dots – or Brava Blue with blue and white.
2025 Royal Enfield Guerrilla 450 Dash in Playa Black
Royal Enfield has also developed a line of accessories for the new Guerrilla, including engine and sump guards, a comfort seat, tinted flyscreen, blacked-out mirrors, bar-end mirrors, and luggage options. The Guerrilla 450 also gets its own apparel range, including T-shirts, caps, and more, like the new Crossroader riding jacket with titanium sliders.
2025 Royal Enfield Guerrilla 450 Flash in Brava Blue
Pricing for the U.S. has not yet been announced, but we’ll update this page when that information is available.
Harley-Davidson is now the sponsor of the BUILD Moto program, a nonprofit that teaches high school teams how to build motorcycles and other related skills.
Harley-Davidson has announced its official sponsorship of the BUILD Moto program starting with the 2025 season. Through this sponsorship, signed for the next three years, Harley-Davidson will donate items like motorcycles, parts, and accessories to the program, as well as provide access to manufacturing experts and additional support.
The BUILD program, founded in 2011, is a 501(c)3 organization that allows high school students to learn valuable skills by building a motorcycle to AMA flat-track racing standards and then entering their builds to be judged. Students, guided by a faculty advisor and up to three mentors, learn design, welding, fabrication, repair, machining, media, and more as they work on their bikes.
Each team organizes fundraising events to support their project, and they must document their progress with photos and videos posted to social media. They’re judged on design, execution, and completion of milestones throughout the season, culminating in a bike reveal and awards event at the end.
“Our involvement with BUILD Moto represents our commitment to STEAM learning and helping to teach the next generation of designers, engineers, and trades experts,” said Shanna Beanan, STEAM Program Manager at Harley-Davidson. “Working with high schoolers who are empowered to create a bike that is race-ready is really rewarding. It’s a thrill to see their confidence grow during the build and showcase what they’ve learned as the pit crew on race day.”
The 2024 season participants received an invitation to show their motorcycles at the Harley-Davidson Homecoming Festival at the newly opened Davidson Park in Milwaukee on July 25, 2024, at 11 a.m.
Those interested in becoming involved with the BUILD Moto program can do so in several ways. Becoming a mentor allows you to work directly with students to build the motorcycles. Working a booth at BUILD Moto events helps to spread the word about the program. Volunteering at an event to help with parking, selling merchandise, or set up/tear down can help keep the event running smoothly. If you’re a subject matter expert, you can also lend one-time assistance to teams on your specific skill, in-person or virtually.
Visit the BUILD Moto website to learn more, donate, or find ways to become involved.
Let’s find your center in this Motor School installment. There is nothing more sublime than the moment you discover perfect balance on your motorcycle. (Photos by Kevin Wing)
In an earlier column, I mentioned that my background was primarily in off-road riding and racing before I got into the police motorcycle thing. So it was inevitable that some of my lifelong dirty habits would bleed over into my techniques for riding heavy streetbikes. Hey, I was an old dog when I became a motor cop, and I had lots of old tricks. Of all the off-road skills that transferred into my urban traffic enforcement program, today’s class covers one of the best.
Let’s kick it off with some game show trivia. I’ll go with “Motorcycles” for $200, please. How do you hold on to a motorcycle when you ride? “With my hands on the handlebar.” Sorry, that’s incorrect. The answer our judges were looking for? We control the bike (push, pull, twist, and squeeze the controls) with our hands; we hold on to the motorcycle with our legs. Thanks for playing, pick up your free copy of Green Smoothies for Life on your way out the door.
Okay, that was the bell, please have a seat so we can begin. For today’s lesson, it’s important to understand that there is an optimal position within the rider cockpit that keeps the rider’s mass always balanced, minimizing the negative effects it has on the motorcycle when we experience weight transfer while riding on the street.
Let me explain: When we ride around on our motorcycles, we encounter forces of acceleration and deceleration. Do you ever find yourself holding on to the bars like a water skier under hard acceleration or performing an involuntary push-up against the bars under heavy braking? That’s weight transfer, and the less we can include our own mass in the exchange, the less it unsettles our suspension or impacts our traction, braking, steering geometry, and more. In short, the less we throw our weight around, the better. And maintaining a consistent center of balance within the cockpit is key.
Now, to put this lesson into practice, let’s go to the land of make believe (or the garage) and do a visualization exercise while perched atop our motorcycles. With your bike standing straight up (either on the centerstand or balanced with both feet on the ground), pretend the motorcycle is one of those big exercise balls you see people balancing on at the gym.
Counteracting weight transfer under acceleration with only one hand on the bar.
Now play along, and in your mind, with your eyes closed and your hands off the handlebar, shift your body to the precise location on the ball (your seat) that puts you in the center of it. Pay attention to how far forward or back you are and imagine the ball moving around in all directions. Are you still balanced? If the answer is yes, this final position is ground zero. Bullseye. Home plate. From this point forward, this will be the spot you operate from when you encounter forces of acceleration and deceleration (weight transfer) that push and pull you as you go and stop. Oh yeah, you can open your eyes now.
Let’s go ahead and gear up. I’m going to put you through an exercise that will force proper body position during weight transfer and help you develop a better sensitivity for when you get it wrong. This will allow you to self-diagnose and make the necessary corrections, because I can’t always be there to wave my pom-poms and get your special lemon drink.
The Tank Drill: This is a 1st-gear, straight-line, less-than-20-mph exercise. Pick a safe, uncongested strip of roadway or parking lot that will allow you to ride 300 feet or more in a straight line without dealing with pedestrians, cross traffic, or road hazards. Start by pulling away from a complete stop and accelerating to 15-20 mph. Then use your brakes to smoothly and comfortably slow down to approximately 5-10 mph, but don’t make a full stop. Fantastic. Now, while still in motion, accelerate back up to 15-20 mph again. At some point in the process, you will need to turn around, so go ahead and do that in whatever safe manner you choose. That’s all there is to it. Great work, you’re a ringer. Oh, I forgot to mention…
We are going to do this drill with your right hand on the bar and your left (clutch) hand resting on the tank. That’s correct: Only your throttle hand is allowed to grip the bar except during take-off and turnaround. Other than those two exceptions, your clutch hand must rest on the gas tank where I can see it. No cheating.
Shifting your weight back counteracts braking forces, and the Tank Drill helps you learn to get it just right.
You will immediately notice that to avoid pulling on the bar during acceleration (and generating an uncomfortable turning movement), you will be forced to move your upper body forward. Same goes for the braking portion, but you will need to shift your upper body weight back to remain balanced and generate no additional force on the handlebar.
Take it slow, breathe, and concentrate on getting to a balanced centered position like you’re floating on top of the bike throughout the exercise. That’s how you’ll know you got it right. Rinse and repeat, look to the sky, and proclaim “Hallelujah!”
Work this drill until you can comfortably maintain a place of perfect balance when encountering forces that occur while accelerating or braking without feeling the need to grab the handlebar with your left hand to offset any weight transfer. Keep in mind, the harder you accelerate and brake, the greater the weight transfer, which means your range of motion will need to increase within the cockpit to keep the magic carpet ride going.
In time, the pushing and pulling pressure you exert through your hands will decrease as you gain sensitivity to weight transfer. And don’t be surprised when you have more comfort and dexterity at the controls too. Most important, now that you’ve quit upsetting the physics equation with your body weight, your bike will perform better and safer beneath you. That’s huge.
If you want to watch a live-action version of this lesson, go to Police Motor Training with Quinn Redeker on YouTube and find “Perfect Balance On A Motorcycle – Balance Ball 2.0.” The Tank Drill is one of a few exercises I cover in the video, so feel free to fast forward – you won’t hurt my feelings.
Quinn wears Lee Parks Design gloves exclusively. Find Quinn at Police Motor Training.
Crossing Anthony Creek near Blue Bend, West Virginia, as we make our way toward the Virginia border on this Virginia-West Virginia Motorcycle Ride. (Photos by the author)
Riding challenging curves through beautiful mountain scenery spikes my happy gauge, and the border region of eastern West Virginia and western Virginia is ripe with options. Great roads curve along rivers, wind through national forests, and roll through small towns, with interesting sights along the way.
The historic small city of Lewisburg, West Virginia, offers good restaurants and lodgings, providing a convenient base of operations. I connected there with my long-time riding partner Steve Efthyvoulou for two day-ride loops that took us over (and over) the border between the Virginias.
Day 1: Into the Alleghany Highlands
After breakfast, we pointed our bikes north on U.S. Route 219 to Anthony Road, where a right turn put us on an entertaining and frequently narrow road that parallels Anthony Creek. Recent deer strikes on this road involving riders we know had us on heightened alert for creatures aptly named Odocoileus virginianus. We continued deer-free through the village of Anthony and past Blue Bend. A right onto State Route 92 (Pocahontas Trail) took us south through Alvon and to the outskirts of White Sulphur Springs.
Scan QR codes above or click Day 1 or Day 2 to view routes on REVER
A one-exit run on Interstate 64 east delivered us to State Route 311 (Kanawha Trail). We crossed into Virginia and entered George Washington National Forest. A few miles on, we encountered a curious double tunnel under a railroad. The original passageway was built of stone; the metal culvert must have come later.
SR-311 hugs Tygers Creek southeast toward Crows, where we went right to follow Dunlap Creek. We crossed back into West Virginia, and south of Sweet Springs, SR-311 continues left as Peters Mountain Road, curving in spectacular fashion to a ridge. There it returns to Virginia and cuts through a patchwork of green including wilderness and recreation areas, campgrounds, and trails for hikers and off-roaders.
On the outskirts of Paint Bank, where SR-311 crosses Potts Creek, the Lemon Hotel proudly flaunts its vivid yellow exterior. This historic mountain home, dating from 1909 and now operating as a bed-and-breakfast, continues the yellow theme to the garage, chicken coop, deck chairs, guest bicycles, and likely other accoutrements. Green trim mimics the leaves of a lemon tree. I’d wager the yellow lodgings are fabulous, but I was more interested in following yellow lines painted on smooth, black asphalt.
The very yellow Lemon Hotel is in Paint Bank, Virginia, along State Route 311 in the Jefferson National Forest.
Paint Bank Road continues switching back and forth down Potts Mountain, with several scenic views signposted. At New Castle, we turned left onto State Route 615 (Craig Creek Road). The road meanders less than its namesake waterway, but it’s still engaging. To our right, we noticed suspension-style bridges across the creek that look like scaled-down Golden Gate Bridges. Where Craig Creek makes its final sweep right to join the James River, we turned left onto State Route 621 (Roaring Run Road), which slices along Karnes Creek.
At Low Moor, we turned left onto U.S. Route 220, cut north through Covington, and continued on Hot Springs Road, gaining elevation through curves into the Alleghany Highlands. Beyond the junction with State Route 684, we stopped at Falling Spring Falls.
In his 1781 book, Notes on the State of Virginia, native son and future U.S. President Thomas Jefferson wrote, “The only remarkable cascade in this country is that of the Falling Spring in Augusta. It falls over a rock about 200 feet to the valley below.” These days the drop is just 80 feet because mining operations from 1927 to 1941 rerouted the stream to the current falls. It’s still beautiful, but I wonder how the original 200-foot cascade looked.
Passing through the village of Anthony, West Virginia.
Continuing on U.S. 220, we encountered arcs and hairpins climbing to a ridge, then curved down to the center of Clifton Forge, which offers multiple choices for lunch. Steve selected 42 Deli, where we ordered BLT subs overflowing with bacon. (There’s no such thing as too much bacon.)
After lunch, we continued north on Douthat Road to State Route 39 then turned left for more curves to the West Virginia border. Down in Marlinton, we turned left onto U.S. 219 through Buckeye and Hillsboro. In Pocahontas, we visited Droop Mountain Battlefield State Park, site of an 1863 Civil War battle that ended organized Southern resistance in the still-new state of West Virginia. A walk up the observation tower rewarded us with a panoramic view of the Greenbrier River Valley. Continuing south on U.S. 219, a combination of sweepers and twisties returned us to Lewisburg to complete the day’s loop.
Day 2: West Virginia High
The next morning, our second loop started east from Lewisburg on U.S. Route 60 then turned south at Cadwell onto State Route 63 (Monroe Draft). At Organ Cave, this road joins U.S. 219 (Seneca Trail), and at Pickaway we turned right onto State Route 3 toward Sinks Grove and Wolf Creek. At Alderson, SR-3 crosses the Greenbrier River and bends gently west and south for a relaxed run along this scenic river.
Twin peaks reflect off the New River in Sandstone, West Virginia.
At Bellepoint, the Greenbrier and New Rivers converge, and just past Hinton we encountered a fantastic section of State Route 20. With tight turns and elevation changes, it moves along Gwinn Ridge with practically perfect pavement. At Sandstone we parked at the general store and walked around back for a close-up look at the New River. It’s among the oldest rivers on Earth, flowing northward through West Virginia valleys and canyons. On a perfect June morning, it couldn’t be prettier.
Reversing course, we enjoyed SR-20’s curves in the opposite direction. At Hinton, SR-3 presents a curvy stretch of two-lane to Shady Spring. There, U.S. Route 19 south got us down to Odd Road, which given its continual curves, is anything but odd for West Virginia. In the village of Odd, we turned right. Then at Coal City Road, we turned left for more twisties. At Amigo we picked up State Route 16 and wound through Stephenson and Corinne to Mullens.
Riding north out of Mullens on State Route 54 led us to a succession of twisty backroads including State Routes 97 and 3, Mattsville Road, Lower Sandick Road, and Clear Creek Crossing Road. In the village of Clear Creek Crossing, the riding got even better when we turned right onto Clear Fork Road. The tight curves border on perilous, but wow, it was fun!
East of Bellepoint, West Virginia, SR-3 curves gently along the Greenbrier River.
Clear Fork Road ends (sigh) at Maple Fork Road, then we went left on State Route 16, right on 61, and left on 41. Farther on, we reached a highlight of the day, Babcock State Park, featuring Glade Creek Grist Mill and a series of streaming waterfalls.
Returning to SR-41, we continued to U.S. 60 and got exactly what we’ve come to expect from a great West Virginia road: smooth tar with elevation changes and thrilling curves. What a way to finish this ride. At the intersection of U.S. 219, we were back in Lewisburg.
Morning presented a 664-mile highway jaunt to get home. That’s a long way in a day but a small price to enjoy border hopping the Virginias.
Scott “Bones” Williams engages readers on motorcycle touring, gear, and culture. His writing conveys his love of speed and motion, preference for roads less taken, and role as goodwill ambassador.
The Highway 21 Women’s Pearl Motorcycle Jacket and Black Ivy Gloves are comfortable and styling leather motorcycle apparel for women. (Photo by Kevin Wing)
Black leather motorcycle apparel can often be understated, which many shoppers might enjoy about their gear. The Highway 21 leather apparel I’ve been testing has a bit more pizzaz, combining a cool look with comfortable and protective materials.
The Highway 21 Women’s Pearl Motorcycle Jacket is one of the most eye-catching black leather motorcycle jackets I’ve seen. From the brass-colored snap buttons on the flared collar to the buckled belt, it oozes more old-school cool than anything else in my closet.
The jacket is made of premium full-grain leather and is comfortable to wear. The leather is soft and flexible, unlike some stiffer and more constricting leather jackets I’ve worn. It comes with armor pockets in the back, shoulders, and elbows, although you’ll need to purchase the armor separately.
For adjustability, the jacket includes buckles at the cuffs and waist, along with the leather belt around the hips. The cuffs also have zippered vents that can be opened for some airflow, although that’s the sum of the ventilation options on this jacket, so I avoid wearing this one in hot weather. It also includes a comfort inner lining, two handwarmer pockets, and an internal pocket with a stretchable strap inside to secure any items you want to stow there.
The part of this jacket that most gives it its distinct look is the asymmetrical zipper and collar. With the zipper about halfway up, the collar can be snapped back into place for an open collar without the rider having to worry about loose parts flapping in the wind. If you want to zip it up all the way, simply unsnap the buttons and zip it up. I think the unsnapped buttons distract from the cool factor, so I usually leave the collar snapped back.
Whenever I’m wearing the Pearl jacket, I also wear my Highway 21 Women’s Black Ivy Gloves, which are made of supple goat leather and feature dual-density memory foam for comfort and less vibration, pre-curved fingers, accordion expansion panels on the fingers, hard knuckle protection, and a hook-and-loop adjustable wrist. They also feature a laser-etched Highway 21 design on the back of the hand.
The gloves work well with the jacket, but they also feature a more versatile look that isn’t quite as distinct. They’re easy to slip on and off, and if you purchase the right fit, they don’t slide around while riding. Like the jacket, they don’t offer much ventilation, so I wear them more often in spring and fall.
This Highway 21 leather apparel might not fit every look, but it certainly has personality. Both the Pearl Jacket and the Black Ivy Gloves are great spring and fall pieces of gear that are comfortable and protective. The jacket is available in sizes S-3XL for $249.95, and the gloves are available in sizes S-2XL for $54.95.
While the majority of visitors to Joshua Tree National Park stick to the pavement, there are several dirt roads that finger into the beautiful desert landscape, perfect for this Joshua Tree National Park motorcycle ride. (Photos by the author and Cheryl Kessel)
“It’s the Joshua tree’s struggle that gives it its beauty,” writes Jeannette Walls in her 2005 memoir The Glass Castle. She further contends that such struggle leads to growth and resilience. We motorcyclists know all about struggle, especially in the depths of winter. We struggle to find ways to assuage our overwhelming desire to ride as snow blankets roads and freezing winds cut like knives. For us, the Joshua tree can also represent escape and relief.
My wife and I sat in the morning sun in the courtyard of the beautiful Dive Palm Springs, a downtown boutique hotel in the vibrant California desert city (see sidebar below). As we ate croissants and fresh fruit, we discussed our January therapy session: riding our BMW G 650 XCountry through Joshua Tree National Park.
The ride out of Palm Springs was easy. The city has embraced and preserved its mid-century heritage and charm. Buildings, landscaping, and signage harken back to the city’s heyday as a mecca for L.A.’s rich and famous. We rode alongside expansive golf courses and tennis courts. Once out of the city, we continued east on Interstate 10 through the muted hues of the Mojave Desert.
Joshua Tree National Park has three entrances, and our route took us to the southernmost entrance near I-10. There was no wait at this lesser-used access, and our National Parks Annual Pass granted us entry.
Our ride north into the park started as a nicely paved roll through the sparse desert landscape on Pinto Basin Road. Mountains rose on the horizon, but no Joshua trees. A full palate of cacti, including chollas and ocotillos, defined our early impressions of the national park. Long sweeping corners and smooth straight stretches marked the climb in elevation. The road became more curvaceous, and the park’s namesake trees started to appear sporadically, foreshadowing what was to come.
The author’s wife, Cheryl, stands in front of the park’s entry signage.
Pinto Basin Road terminates at Park Boulevard. A right turn would lead us north to Twentynine Palms, the city immortalized in a great Robert Plant song of the same name. Instead, we turned left into the heart of the park and the center of the Joshua tree universe.
The roads through Joshua Tree offer up starkly beautiful visual backdrops. The rock vistas, desert sand, and unique trees combine for a remarkable riding experience.
Almost immediately, the stands of Joshua trees became denser, the trees larger. Joshua trees are fantastical, whimsical, and majestic all at once. It is as if each one has a personality of its own. Some are simple and understated, but many are over-the-top in their stylized poses. Arms emanate in every direction and at rakish angles that seem almost comical, like attention-seeking adolescents with limbs akimbo and wild haircuts.
Our first pedestrian foray was at the fantastic erosion-sculpted Skull Rock. My diminutive riding companion could easily fit within one of the cranial cavities in the impressive monolith, one of many sculpture-esque outcroppings of granite in this portion of the park.
Cheryl stands in front of one of the park’s most recognizable features, Skull Rock. The rock morphs in appearance with the changing shadows throughout the day.
After a few more miles on our northwestern route through the park, we sampled one of the established dirt roads that wind through Joshua trees. Vehicles must stay on approved roads, and there are several dirt roads that offer off-pavement possibilities for dirt-worthy mounts. Our midsized BMW proved perfect for a little sandy exploration.
Back on tarmac, we motored past climbers scaling the vertical walls of beautiful rock formations. We also cut through the part of the park that features the most spectacular Joshua trees, which cast long shadows in the late afternoon light, adding an otherworldly quality to the ride.
After leaving the park, we rolled back to Palm Springs on Twentynine Palms Highway (State Route 62). We motored west and then south past Desert Hot Springs and beside a different forest – one of towering wind turbines. Back in Palm Springs, we showered off the day’s ride and headed downtown to enjoy the Palm Springs Village Fest, an event hosted every Thursday that features art, food, music, and lots of smiling attendees.
With our therapy session complete, we felt much better. This ride would be oppressively hot during the summer, but it’s the perfect escape in fall, winter, and spring months.
Dive Palm Springs is a quaint and beautiful 11-room boutique hotel on the fringe of downtown Palm Springs. The petite, Euro-inspired property is meticulously maintained, with a restored historic pool as its centerpiece. A welcoming glass of rosé greets new guests, and an individually prepared organic breakfast is delivered to your room or beside the pool each morning. This hidden gem is the perfect place to recline in luxury after a long ride.
Joshua Tree National Park Motorcycle Ride Resources
With 50 years of motorcycling and 30 years of teaching English under his belt, Tim Kessel has melded those two passions into a gig as a motojournalist. Maybe that’s why there is always a permanent, satisfied smile under his full-face helmet.
Part of this Ohio motorcycle ride, the northern end of State Route 555, known as the Triple Nickel, is in Zanesville. Motorcyclists travel from near and far to ride its fun, challenging 62 miles. (Photographs by the author)
Zanesville, Ohio, is where I hail from. It was there I first learned to ride a motorbike, back in my early teen years, racing around the roads on the city’s north side. In high school, I’d ride my slightly larger motorbike on what is called the West Pike, better known as U.S. Route 40. But following my military service, I traveled around on bigger and bigger bikes, leaving Zanesville behind and ultimately settling in Columbus.
Over the years I’ve been back to Zanesville many times, always for something family related. I was overdue for a visit to my hometown to refresh, reflect, and remember. And to discover.
Planning to spend a few days, I stayed at the Quality Inn and Suites (see sidebar below). Early-shift staff members Ausha and Linda made certain I was well fed from their breakfast buffet and well fed with information on changes to the place I once called home.
In hilly Muskingum County, Zanesville is a hub, every road aimed at its center. Few of them resemble anything near a straight line, twisting about, sometimes with fervor, perfect for those of us who enjoy being out on two or three wheels.
Over its history, Zanesville has gone by several nicknames, most notably “The Y-Bridge City,” due to the Y-shaped bridge over the confluence of the Licking and Muskingum rivers. In decades past, due to the soil’s heavy clay content, it was also known as the “Pottery Capital of the World.”
From 1810 to 1812, Zanesville was Ohio’s capital city, and for decades leading up to the Civil War, it was a stop on the Underground Railroad.
Zanesville’s most famous citizen is Zane Grey, the celebrated writer of Western lore, most notably Riders of the Purple Sage. Just east of town is the National Road and Zane Grey Museum, which honors both the author and U.S. 40’s role in America’s growth.
But Zanesville was named to honor Ebenezer Zane, who received funds and a land grant from Congress in the late 1700s to blaze a 200-mile path through the Ohio wilderness, from Wheeling, then part of Virginia, to Maysville, Kentucky, a road that became known as Zane’s Trace.
A generation later, the first federally funded road in U.S. history was built to connect the Potomac and Ohio rivers. Known as the National Road, it stretched from Cumberland, Maryland, to Vandalia, Illinois, the state’s then-capital, and passed through Zanesville. It ultimately became U.S. Route 40.
While the current highway often traces over the old National Road, there are places near Zanesville where the original two-lane highway can still be ridden. On one wonderful stretch east of town, properly named Brick Road, the red-bricked highway surface still exists.
On the outskirts of New Concord, east of Zanesville, you’ll pass another of the earlier elements of the highway, now open only to foot traffic, the Fox Run S-Bridge. Built in 1828 and once a hiding place for runaway slaves, the bridge is remarkable in its construction. New Concord is also where you’ll find the boyhood home of John Glenn, which is now a museum. The record-setting U.S. Marine Corps pilot became the first American to orbit the earth, then later a U.S. senator. Mr. Glenn would have insisted on my mentioning his wife, Annie, their life together being a big part of the museum.
Brick Road, part of the original National Road, is located east of Zanesville.
Heading in the other direction and dating back to 1833 and the National Road’s beginning is the Headley Inn, which provided accommodation for builders of the highway. In the 1930s it was a Duncan Heinz “5 Star” rated restaurant. Today it’s a B&B and winery.
But it’s not U.S. 40 that draws motorcyclists to Muskingum County. Most prominent among all the twisty lines on the county map is the legendary “Triple Nickel,” State Route 555. Beginning just south of Zanesville, the highway weaves its magic south for 62 miles to Little Hocking near the Ohio River. It is a wonderful but challenging road, with many blind rises and tricky corners. Ride with care, and you’ll be handsomely rewarded.
Beyond the Triple Nickel, there are other winding roads in Muskingum County that are worth checking out. For those interested in a more tranquil ride, I suggest aiming your front tire to State Route 146. To the west, it will take you to Dillon State Park, a great place for hiking, camping, fishing, and boating on and around a 1,500-acre lake.
If you follow SR-146 to the east, you’ll soon find your way to The Wilds, a safari park that is home to exotic animals such as cheetahs, rhinoceros, giraffes, and zebras. The huge complex, built on reclaimed strip-mining land, looks like African savannah, and wild animals are viewed from open-air vehicles operated by seasoned guides. The Wilds also offers adventure hikes, horseback riding, fishing, a zip-line, camping, and a lodge.
Southern white rhinoceros roam The Wilds, a safari park on reclaimed mining land.
Another fine ride is on State Route 60, either north to Dresden, where you can get a look at the world’s largest basket from Longaberger Baskets fame, or south along the east side of the Muskingum River to Blue Rock State Park. The hilly, forested, 322-acre park features hiking trails, boating, and camping.
During my time riding the local byways, I saw road names such as Moonlight Drive, Neptune Lane, and Sunflower Drive. When I happened upon Norwich Valley Road, it was unassuming, tiny in stature. I had to follow it. Early in the morning, it was the perfect place to be. I had the road to myself, not a bother in the world. I eased on, enjoying every morsel of what lay before me. In short order the road ended. I had a choice: left or right. Had I gone left, my ride might have continued. But I made the turn that was the brief way back to the main highway. Those few miles were the finest of my visit. Finding them is why I ride.
Of all my stops, the most memorable was my visit to the Stone Academy. Located in the Putnam Historic District, then a separate community just south of Zanesville, the impressive building was constructed in 1810 in a failed effort to be named the new state capitol. In subsequent years, it became a community meeting place, then an early location for something unheard of in the 1800s: a school for girls. In 1835 the building held the first meeting of the Ohio Anti-Slavery Society while serving as a hiding place on the Underground Railroad.
State Route 146 runs east and west of Zanesville. The eastern side is a more tranquil ride, gracefully weaving about, like many roadways in Muskingum County.
There’s so much history in the area, but today there’s a new kid on the block – make that a long city block. Travel up Sixth Street from the river, and you can’t miss them. Stretching for nearly the length of a football field are the creations of sculptor Alan Cottrill, ranging from the common to the abstract.
Pick anywhere of note in the county, and you’ll find memories to share. But beyond the rivers, bridges, and parks, there’s nothing that says Zanesville better than Tom’s Ice Cream Bowl. USA Today once called it the Number One Ice Cream Shop in America.
For those looking for a bit of culture, there are several art museums in the downtown area, and further north is the highly regarded Zanesville Museum of Art, one of the finest small-town art museums in the nation.
Downtown welcomes everyone for First Friday Art Walks, and there’s a Summer Concert Series at the Secrest Auditorium on Thursdays. During the warm months, the city offers rides on the Muskingum River aboard the Lorena Sternwheeler. In August there’s the Muskingum County Fair, where my wife, my brother Bill, his wife Peg, and I enjoyed an afternoon of demolition derby – one heck of a great time.
With my visit coming to an end, something caught my eye. On the east end of the Y-Bridge I saw something called the Y-Bridge Cultural Arts Center. I was in town to discover new things, so why not stop and see what this place was all about? Inside was a photographer’s studio, and beyond it, out in the open, a pottery class. An instructor was showing a student how to prep clay to be thrown.
In 1814 the toll was three cents to walk across the Y-Bridge, which spans the confluence of the Licking and Muskingum rivers in Zanesville.
From one of the other areas of the building, a man appeared. I couldn’t place him, but I knew he was someone from my past. I reached out, ready to shake his hand, telling him I was Ken Frick. He stopped abruptly, looking at me with a questioning look on his face, then asked, “Are you Bill and Flo’s boy?” “Yes,” I said, and he said his name was Bob Grayson.
He’d been my parents’ next-door neighbor. My parents and Bob were very fond of each other and were, for lack of a better term, “best neighbors.” After rediscovering my hometown, Bob and I reminisced about a special part of my parents’ lives and of his – a serendipitous way to connect past and present.
My few days in Zanesville showed me that I could go back home again and be welcomed with open arms. Now as then, I appreciate its small-town charms and rhythms, the gentle swaying, the back and forth, of roads, places, and people. How lucky I was to grow up in this special place, and today, to live close enough to visit and cherish as a place to stretch my wings.
If you’re looking for a friendly place, a mix of history and highways, and great riding, maybe like you knew during your own youth, try Zanesville. Come and check it out for yourself. You will not be disappointed.
SIDEBAR: Quality Inn and Suites
The Quality Inn and Suites was the perfect place to stay while I was in Zanesville. It’s locally owned, and the lobby wall has a collection of gold and platinum awards the hotel has earned. The lobby is bright and spotless, with a huge bouquet of fresh flowers on the check-in counter, and the rooms are nicely appointed with modern furniture and beds. Located on Underwood Street, it is within walking distance of many restaurants and a quick ride or drive to anywhere downtown and the local museums. The hotel has an excellent breakfast buffet, an indoor pool, and very friendly staff – someone always asked how my day was going and if there was anything they could do to make my visit more comfortable.
Ken Frick’s first story for Rider appeared in 1988, with many others to follow. He calls central Ohio home, from where he made his living as a freelance commercial photographer. Visit KenFrick.photography to find a library of Ken’s photography and writing.
The MV Agusta Superveloce 1000 Serie Oro is a limited-edition model of 500 units worldwide described as “the shape of desire.” More a work of art than an every-garage bike, the Superveloce 1000 Serie Oro features premium components and state-of-the-art technology. Even if you can’t get your hands on one of the 500 units, you can still enjoy its visual beauty and save its high five-figure price for a rainy day.
Powering the MV Agusta Superveloce 1000 Serie Oro is the 998cc inline-Four also found in the Rush 1000 and Brutale 1000. MV Agusta claims the engine makes 208 hp at 13,000 rpm and 85.9 lb-ft of torque at 11,000 rpm, with redline at 14,000 rpm. Top-quality components here include forged titanium connecting rods, DLC-coated cams, and titanium valves. The Akrapovič four-exit titanium exhaust was developed specifically for this bike and features an “organ pipe” shape.
It rides on a steel trellis frame, and the single-sided swingarm is made of aluminum and has a height-adjustable connector pin. Suspension is provided by Öhlins with a 43mm inverted fork and a 36mm monoshock, both offering 4.7 inches of travel. The fork is electronically adjustable for compression and rebound and manually adjustable for spring preload, while the shock is electronically adjustable for preload, rebound, and compression. Also included is an electronically adjustable Öhlins steering damper.
Keeping with the theme of high-quality components, Brembo supplies the brakes. Up front are two 320mm discs with radially mounted Stylema 4-piston calipers, and in the rear is a 220mm disc with a Brembo 2-piston caliper. The cornering ABS system has two levels of intervention: Sport and Race modes.
Designed and built at the MV Agusta facilities on the shores of Lake Varese in Italy, the Superveloce 1000 Serie Oro is made to be admired. Key styling details include a round headlight, horizontal lines, and high-tech materials like carbon fiber. In fact, the bike’s entire bodywork is carbon fiber painted with Ago Silver, Pearl Shock Red, and Gold Ciclistica. MV Agusta says 41 components on the bike are made of carbon fiber using two different processes: forged and laminated. The seat is made of leather and Alcantara, and a leather strap runs down the fuel tank. The star-shaped wheels draw the eyes, and the rear wheel’s hub features the MV logo. The winglets provide visual impact and some downforce at speed.
Technology is abundant on the MV Agusta Superveloce 1000 Serie Oro. In addition to two-mode ABS, it features traction control with eight levels of intervention, front lift control to optimize wheelies, launch control, cruise control, the MV EAS 4.0 bi-directional quickshifter, and four ride modes: Rain, Sport, Race, and Custom.
Through the MV Ride app, riders can access turn-by-turn navigation that is displayed on the 5.5-inch TFT color instrumentation. The Trip Record function of the app allows riders to record their rides and view the completed route, speed, gear used, lean angle, altitude, and travel times, and they can share their recorded rides with the MV community on the app. It also includes an alarm managed through the Greenbox app to alert the owner if the bike is messed with, and MV provides one year of free use for the alarm.
As a limited-edition model, the MV Agusta Superveloce 1000 Serie Oro comes with a dedicated kit that includes a certificate of authenticity, a dedicated motorcycle cover, a passenger seat in leather and Alcantara, passenger footpegs, carbon passenger heel guards, CNC-machined brake and clutch levers, and height-adjustment plates for the swingarm pin.
MV Agusta hasn’t announced a U.S. price for the Superveloce 1000 Serie Oro, but the U.K. price is £61,400 (nearly USD $79,000). During the press briefing for the bike, MV Agusta said preorders were originally exclusive to brand collectors, and it claimed about 60% of the 500 units to be made are already spoken for. Those interested in one of these limited-edition motorcycles should make haste to their local dealer to inquire about ordering one.
Greg’s BMW taking a dirt nap along the Oregon Backcountry Discovery Route. Photos by Greg Drevenstedt.
This story is about a ride that took place in 2013 on the original Oregon Backcountry Discovery Route, which was developed by the Oregon Off-Highway Vehicle Association. The nonprofit Backcountry Discovery Routes organization developed a new ORBDR that was released in 2023. For more information, visit the Backcountry Discovery Routes website. –Ed.
Route 5 of the original ORBDR includes hundreds of miles of gravel roads much like this one, plus a decent helping of dirt, sand, rock gardens, and river crossings.
When your bike topples over in the middle of nowhere, when your bike and its week’s worth of gear weigh more than 600 lb, when you’re hot and sweaty and tired, it’s good to have friends along to lend a hand.
At the California-Oregon border before venturing off-pavement on the ORBDR.
We were three days and nearly 300 miles into the 750-mile, California-to-Washington Route 5 of the Oregon Backcountry Discovery Routes (ORBDR), a network of off-road routes crisscrossing the state’s vast national forests. While struggling my way up a technical jeep road full of embedded rocks, I high-centered the BMW’s skid plate, dabbed my left foot into a hole, lost my balance, and toppled over in a big, dusty heap.
Lead rider Paul was off in the distance, so sweep rider Marten navigated around me, parked his bike on a level spot, and came back to help. Other than some badge-of-honor scratches on the bike, the only damage was to my pride, and I was soon making forward progress again.
Just a few miles into the ORBDR, we took a spur road to the summit of 8,000-foot Crane Mountain, where we enjoyed 360-degree views of California and Oregon.
Backcountry Discovery Routes is a nonprofit organization that establishes and preserves off-highway routes for dual-sport and adventure motorcycles. BDR has mapped and documented north-south routes in most states west of the Rockies as well as mid-Atlantic and Northeast routes and shorter BDR-X routes. Inspiration for these routes came from the ORBDR, which, according to BDR’s website, “was created a few decades ago by Bob and Cheryl Greenstreet as a concept to promote managed travel in the backcountry” and is maintained by the Oregon Off-Highway Vehicle Association.
The view from Fremont Point on Oregon’s Winter Rim.
Paul, Marten, and I wanted to ride the granddaddy of the Backcountry Discovery Routes, so I bought paper maps for Route 5 from OOHVA and Paul spent two weeks creating GPS tracks for us. (GPS tracks are now available upon request when maps are purchased from OOHVA.) Since most of the ORBDR is at 4,000-8,000 feet of elevation, we planned our trip for August to avoid snowpack.
A long-time adventure-riding and homebrewing buddy of mine, Paul Beck, is a computer guy. Since he created our tracks and led our group (his GPS was the only one that worked reliably), we dubbed him the Navigator. Marten Walkker, another riding buddy, is a master carpenter. He made his own tailbag, auxiliary gas tank, toolbox, and highway pegs for this trip, so we called him the Fabricator. And since I kept a journal, shot photos, and sent daily postcards to my wife, I became the Chronicler.
The Three Amigos at Fremont Point, 3,000 feet above seasonally dry Summer Lake.
Similar in pace and temperament and always ready for a quick laugh, we were compatible travelers, like the Three Amigos. We were all of German descent and riding BMWs – Paul on an R 1200 GS, Marten on a G 650 Xchallenge, and me on an F 800 GS Adventure – so Drei Freunde is more accurate, but it doesn’t exactly roll off the tongue.
We had to cross the high desert through Christmas Valley to get from the mountains of Fremont National Forest to the mountains of Malheur National Forest.
Departing from Ventura on California’s southern coast, our first 750 miles were on pavement as we made our way up to the northeastern corner of the state. A half-mile before the Oregon border on the afternoon of our second day, we turned from U.S. Route 395 onto the unpaved County Road 2 and entered Modoc National Forest as we climbed into the Warner Mountains. We had to shift our brains from the grip and monotony of wide-open pavement to the delicate balance of riding top-heavy adventure bikes on loose, uneven dirt and gravel. The road leveled out within a few miles, and we turned north, passing through the green meadows of the (not so) Dismal Swamp and crossing into Oregon.
River crossings are nerve-racking with an audience of forest service workers, but Marten made it through like a pro.
After riding a challenging spur road up to the top of 8,000-foot Crane Mountain for panoramic views and navigating through a herd of cows, we stopped at Willow Creek Campground, which was deserted. We crossed a cattle guard to get into the campground, and even though it was surrounded by a fence, we still had to pick our way through a minefield of cow patties to set up our tents. After bathing and rinsing out our sweaty clothes in the creek (but not drinking the water), we fortified ourselves with backpacker meals and relaxed around the campfire, swapping stories and sipping whiskey.
Cooling off in Delintment Lake in Malheur National Forest.
The OOHVA’s detailed, full-color ORBDR map booklets offer the following words of advice: “Your journey will be one of few contacts with others. One needs to plan for being self-sufficient. Travel with others is highly recommended. If one’s means of transport fails, it can be a really, really long hike, and it could be many days before someone comes along.”
The early bird gets to enjoy the sunrise.
Over the course of five days on the ORBDR, we saw only a handful of people – a few ranchers, a couple of 4×4 trucks, and the occasional hunter. We traveled as a group, each of us brought our own food, water, and gear, and we carried a SPOT satellite tracker/communicator. Gas was available every 100 miles or so, often in small towns or at convenience stores near the route, and we filled up our tanks and hydration backpacks at every opportunity.
Lunch stops at local cafes provided welcome relief from the hot, dusty trail.
“Much energy has been spent to provide you with maps that provide the information needed to successfully navigate without on-ground signs,” says the OOHVA. We saw only a few faded, old ORBDR signs over the entire 750-mile route.
“The development of route was financed by the Oregon ATV Allocation Funds,” said Leonard Kerns, president of the OOHVA, in a blog on Touratech-USA’s website. “On-the-ground signs were placed and the route was dedicated in the summer of 2000. Unfortunately, it did not take long for people opposed to the route to bring legal action. Support from the Forest Service and Bureau of Land Management was lost and all remaining funds were used to remove the signs. At that point, OOHVA stepped in and created the maps using GPS to navigate.”
Breakfast of champions.
The ORBDR is on public land, so anyone can travel the route using a street-legal vehicle, but much of it passes through areas used for grazing and logging. We crossed dozens of cattle guards and stopped often to open and close barbed-wire gates. Forest land in central and eastern Oregon is all but empty, yet it’s crisscrossed with so many access roads that without GPS tracks and paper maps, getting lost is all but assured.
Even with GPS tracks, sometimes we hit dead ends and had to find a way back to the correct trail.
One of several massive fallen trees we had to navigate around since going over wasn’t an option!
The OOHVA’s maps were created in 2002, and in the years since, some roads have been closed and new ones have been cut. Even following the purple line on Paul’s GPS, we still made wrong turns or hit dead-ends and had to figure out how to re-route ourselves. We also encountered the unexpected, such as fallen trees and man-made barricades. Therein lies the adventure. Riding a backcountry route is not like following the Yellow Brick Road; it requires not only preparation and riding skills but also teamwork, patience, and adaptability.
Being far from anywhere, we had campgrounds largely to ourselves and were fortunate to have either a stream or lake nearby.
We quickly established a routine: waking early to heat up water for coffee and oatmeal using portable stoves, breaking camp, riding for several hours, stopping for lunch and gas, riding for several more hours, then stopping early to set up camp and relax. Paul was always in the lead, which meant his gear stayed clean and we had someone to blame for wrong turns. I followed Paul and Marten followed me, and even with space between us the dust filled our noses and covered our gear, making zippers and buckles hard to open and close. We planned to camp every night, but it didn’t work out that way, to our surprise and benefit.
Lead rider Paul stayed clean; sweep rider Marten stayed dirty.
During our five days on the ORBDR, we experienced a steady stream of good luck. We enjoyed mostly warm, dry weather and had no flat tires, breakdowns, or injuries. Rather than eating jerky and energy bars for lunch, we usually found a cafe in a small town where we’d refresh ourselves with air conditioning, limitless iced tea, and other luxuries, and there was always a gas station nearby to fill up and resupply.
We smelled smoke but had no idea the 1,000-acre Vinegar Fire was burning in the area until we popped out of the trees and came upon this U.S. Forest Service fire security truck. Our route was supposed to go down that gravel road in the distance, but we were re-routed onto pavement to the town of Ukiah.
During the three nights we camped, there was either a cool stream or a lake we could swim in to wash off the dust and relax our creaky joints. On our second day on the ORBDR, after a challenging, tiring section with lots of sand and rocks, we ended up in the town of Christmas Valley, where the Lakeview Terrace motel/restaurant spoiled us with cheeseburgers, fries, cold beers, hot showers, and soft beds.
Antlers Inn in Ukiah has a room-size meat cooler to store your game.
Even when we had to leave the ORBDR to route around the 1,000-acre Vinegar Fire, we got to ride 50 miles on the freshly paved Blue Mountain Scenic Byway and ended up in Ukiah on a damp, foggy night. Instead of pitching tents and eating freeze-dried meals in the rain, we stayed warm and dry at the Antlers Inn and savored burgers and beers at the Thicket Cafe & Bar. We enjoy roughing it, but we’re not too proud to take advantage of good fortune when it lands in our laps.
Chris ran the Antlers Inn and served us at the Thicket Cafe & Bar, where she recommended an Oregon-distilled whiskey.
Our five days and three nights on the ORBDR provided us with as much adventure as we could hope for. We rode more than 700 miles on dirt and gravel roads through the backcountry of Oregon, through dense forests, across high-desert plains, along mountain ridges, away from cities and people and normal obligations. We rode through rock gardens and sand washes, forded rivers, and navigated over or around countless obstacles, challenging ourselves and having fun. We had campgrounds to ourselves, where we enjoyed star-filled nights and soul-warming campfires, and we stumbled upon cozy motels and restaurants, where we enjoyed creature comforts.
We were treated to some of the best scenery of the ORBDR, such as wide-ranging views from Kendall Skyline Road in Umatilla National Forest, on the final day.
Paul, Marten, and I – the Navigator, Fabricator, and Chronicler – bonded over the experience. When we reached Walla Walla, Washington, the northern terminus of the ORBDR, having ridden 1,500 miles together, we high-fived and celebrated our shared accomplishment. The next day we headed off in different directions, Paul to Seattle, Marten to Calgary, and me home to Ventura, completing an Iron Butt SaddleSore 1000 in the process, but that’s another story.
After five days and 750 long-and-dusty, not-so-straight south-to-north miles, we completed Route 5 of the ORBDR and arrived in Walla Walla, Washington.
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