The Triumph Trident 660 has been updated for 2025, and the new model features more rider-focused technology, upgraded suspension, and new colors and graphics.
Triumph has already announced a few models for 2025, including the Triumph Rocket 3 Storm and the Triumph Speed Twin 1200 / RS. The company continues to add to its lineup of updated models with the Trident 660.
2025 Triumph Trident 660 in Cobalt Blue
Triumph says the Trident 660 is one of its most popular models, bringing in more riders who are new to the brand than any other. It claims to sell about 10,000 Trident 660s each year, and about 11% of sales are to women riders. The goal of this update was to make the model even more rider-friendly while maintaining its attainable price point.
Most of the changes to the Trident 660 include the addition of rider aids and technology. New for the 2025 model are optimized cornering ABS and traction control, the Triumph Shift Assist up/down quickshifter, and cruise control. Also included is a new Sport ride mode to join the existing Road and Rain modes.
The Trident 660’s Showa 41mm inverted fork has been upgraded with SFF-BP damping. This upgrade makes spring rate slightly lower and damping slightly higher. Smaller upgrades include a new forged aluminum top yoke and a forged aluminum brake pedal.
2025 Triumph Trident 660 in Diablo Red
Most everything else remains the same, including the bike’s liquid-cooled 660cc 3-cylinder engine that makes a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. It has a seat height of 31.7 inches, a wheelbase of 55.2 inches, a wet weight of 419 lb, and a fuel capacity of 3.7 gallons.
In addition to the Showa front suspension, the bike includes a Showa monoshock with preload adjustment. Slowing things down are Nissin brake components, including two 310mm front discs with 2-piston calipers and a 255mm rear disc with a 1-piston caliper. The bike also includes a TFT display with Bluetooth connectivity to display navigation, calls, and music.
2025 Triumph Trident 660 in Jet Black
The 2025 Triumph Trident 660 will be available in three new colorways: Cosmic Yellow, Cobalt Blue, and Diablo Red. A Jet Black color scheme will also be available. Bikes will begin arriving in dealerships in November with an MSRP of $8,595.
Suzuki announced the first wave of returning 2025 models in June, including the GSX-R family, Boulevard cruisers, the Burgman scooter, RM-Z motocross bikes, and youth dirtbikes. The second wave of returning Suzuki motorcycles includes the GSX-8R sportbike and the V-Strom 650, 650XT, and 650XT Adventure. This announcement includes new colors available for these returning models, as well as pricing.
2025 Suzuki GSX-8R
2025 Suzuki GSX-8R in Pearl Ignite Yellow
The Suzuki GSX-8R sportbike, which was introduced for 2024, makes its return for 2025 with a new color option. The GSX-8R is a sportier version of the naked GSX-8S introduced in 2023 and remains powered by a liquid-cooled 776cc parallel-Twin that makes a claimed 82 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm.
The GSX-8R is fitted with Showa suspension (including a SFF-BP fork), Nissin brakes (including dual radial-mount 4-piston front calipers with 310mm discs), standard ABS, and Dunlop RoadSport 2 radial tires. The 8R features Suzuki Intelligent Ride System, which includes rider aids such as three ride modes, four-mode traction control, and the Easy Start and Low RPM Assist systems.
In addition to the returning Metallic Triton Blue and Pearl Ignite Yellow colors, the 2025 Suzuki GSX-8R will also be available in Metallic Matte Black No. 2, which replaces Metallic Matte Sword Silver for 2025. MSRP is $9,669.
2025 Suzuki V-Strom 650 Models
2025 Suzuki V-Strom 650 in Glass Sparkle Black
The three V-Strom 650 models (V-Strom 650, V-Strom 650 XT, and V-Strom 650 XT Adventure) return for 2025, also with new paint colors. These adventure bikes are powered by a liquid-cooled 645cc V-Twin with a 90-degree crankshaft. The 6-speed transmission has narrow 1st-5th gear ratios and a tall top gear. The V-Strom 650’s aluminum twin-spar frame and subframe include integrated mounting points for Suzuki’s accessory luggage.
2025 Suzuki V-Strom 650XT in Pearl Vigor Blue / Pearl Brilliant White
The V-Strom 650 models have an adjustable windscreen, a ground clearance of 6.7 inches, a seat height of 32.9 inches, and a claimed curb weight of 470 lb. Electronics include traction control, the Easy Start System, the Low RPM Assist system, and ABS.
The 2025 Suzuki V-Strom 650 will be available in Glass Sparkle Black with an MSRP of $9,299.
The V-Strom 650XT features blue-anodized aluminum rims on spoked wheels with tubeless radial dual-sport tires, handguards, and a protective engine cowl. It will be available in Pearl Vigor Blue / Pearl Brilliant White with an MSRP of $9,799.
2025 Suzuki V-Strom 650XT Adventure in Glass Sparkle Black
The V-Strom 650XT Adventure has gold-anodized aluminum rims with tubeless spoked wheels, and it comes with aluminum side cases, a handlebar cross-brace, and mirror extensions. It will be available in Glass Sparkle Black with an MSRP of $10,999.
Visit Suzuki’s website for more information about all Suzuki motorcycles.
Our Triumphs – my Sprint GT and Dad’s Tiger 1050 – await more curves while we enjoy a scenic overlook on U.S. Route 220 near Falling Spring Falls. (Photos by the author)
After a 400-mile ride from Louisville, Kentucky, to Clifton Forge, Virginia, relaxing on the wraparound porch at Ridgely Bed, Breakfast, and Historic Gardens was just what Dad and I needed. Perched above the town and built in 1902, Ridgely served as our homebase for two days of riding through the hollows, over the ridges, and under the canopies of trees in the Alleghany Highlands of Virginia’s Mountain Region during this Virginia motorcycle ride.
Re-entering Virginia on the Historic Masonic Theatre-Falling Spring Falls scenic loop.
When we got hungry, Dad and I walked down the hill and into town for a well-earned meal at Jack Mason’s Tavern and Brewery, where I had a delicious New York strip and a Log Hopper Tavern Kolsch. Afterwards we settled into our comfortable rooms to get some rest for the next day’s riding and exploring.
West Ridgeway Street in Clifton Forge.
Day 1: Lake Moomaw-Humpback Bridge Loop
With our kickstands up early the next morning, we rode one of the scenic routes recommended by the Alleghany Highlands Chamber of Commerce and Tourism, which has a visitor center in nearby Covington (the routes are also available on the Chamber’s website). We began with the Lake Moomaw-Humpback Bridge loop.
Humpback Bridge spans Dunlap Creek. It’s the last remaining single-span humpback covered bridge in the United States and a #UniquelyAlleghany site.
Just west of Covington, we checked out the Humpback Bridge, the last covered humpback bridge in the U.S. Built in 1857 from wood cut by broad axe, it’s 110 feet long and four feet higher in the center than on the ends. It’s hard to imagine that the tranquil Dunlap Creek flowing below could ever threaten to wash away the bridge, but that possibility was the reason for the hump in the middle. Once a part of the Midland Trail (U.S. Route 60), the bridge stopped carrying vehicular traffic in 1929. The National Historic Landmark is now the centerpiece of a delightful five-acre park.
Scan QR codes above or click Day 1 or Day 2 to view routes on REVER
Next, we turned north on Indian Draft Road (State Route 600), a pleasantly remote stretch of road that eventually loses its yellow centerlines. Following natural hollows created by Cove Run and Indiandraft Creek, the road weaves its way through dense foliage shrouding both sides of the road. It was about this time that I realized the Google Map of the route I pulled up using a QR code at the visitor center was no longer tracking because I was out of cell range. Being able to digitally disconnect is one of the great things about riding in remote areas, but I recommend downloading maps to your phone for offline use (the REVER app allows you to do this; see map above) or bringing a paper map as a backup.
We stopped to admire Smith Creek on a tree-canopied road on the Historic Masonic Theatre-Falling Spring Falls loop.
From Indian Draft Road, we wound our way to East Morris Hill Road (SR-666) and then Coles Mountain Road (SR-605) to Gathright Dam. Named after the man whose land was overtaken by the reservoir, the dam was authorized in 1946 but not completed until 1976. Needed to protect life and commerce along the flood-prone James and Jackson rivers, it created 2,530-acre Lake Moomaw, which is stocked with trout and bass and ringed with campgrounds.
A view of Gathright Dam from the Lake Moomaw visitor center.
The Lake Moomaw visitor center provided a nice spot to stretch our legs and check the route to Falling Spring Falls, another truly unique wonder. To get to the falls, we backtracked on Coles Mountain Road to Natural Well Road (SR-638). Just before turning right onto Jackson River Road (SR-637), we saw a sign for the Jackson River Scenic Trail, a 16-mile rails-to-trails multiuse pathway. We turned left onto Falls Road followed by a left on Hot Springs Road (U.S. 220).
The waters of Falling Spring Creek tumble down 80 feet to the rocks below in a postcard-perfect location, with the cascade framed in green foliage and a view of the Allegheny Mountains to the left. On the side of the road, there is a pull-off for parking and an overlook with a picnic area, but there is no trail to the falls, so they must be enjoyed from a distance.
There’s no such thing as a bad picture of Falling Spring Falls. U.S. 220’s curves are addictive, so make sure you don’t miss the pull-off.
With our morning ride complete, we headed back to Clifton Forge to check out the C&O Railway Heritage Center, a must-visit attraction for those who love trains and railroads. The museum occupies what was once a freight depot built in the late 1800s, and the exhibits illustrate the intertwined history of the Chesapeake & Ohio Railway and the town of Clifton Forge. C&O was once the world’s largest hauler of bituminous coal, but it was also known for luxurious passenger service. The museum’s collection includes old C&O uniforms, fine china and silverware, model trains, and displays about the railway’s evolution. It was fascinating to see a photo of fully loaded railway cars parked on a bridge during a flood to keep the bridge from washing away, as well as instructions given to an engineer for the arrival of Franklin Roosevelt’s funeral train on April 15, 1945. Outside are massive coal-fired steam engines, cabooses, and dining cars that are open to visitors.
Without Dad posing next to the #614’s 6-foot driving wheel, it’s hard to explain the size of the 4-8-4 locomotives of the Chesapeake and Ohio railway.
Next, we walked to the nearby Alleghany Highlands Arts and Crafts Center and saw an exhibit of art created by a former railroad worker. Dad and I dined next door at Michael’s New York Style Pizza, where the aroma of baked dough, ’80s music, and wood-paneled booths and tables took me back to the pizzerias of my childhood. All that was missing was a Ms. Pac-Man tabletop arcade game.
After our late lunch, we mounted up again to try and make it to North Mountain Overlook for a sunset view of the valley and Allegheny Mountains. Paralleling I-64 East, we took Longdale Furnace Road (SR-269) to Collierstown Road (SR-770), another narrow, paintless road. However, about a half mile on the ascent, the road switched to gravel. With sunset coming in the next hour, we decided to bail on the endeavor. Dad was on his Triumph Tiger, but I was on my Triumph Sprint GT sport-tourer. Had we started earlier in the day or been on true adventure bikes, we would have gone on. But with dusk upon us, we called it a day.
Michael’s New York Style Pizza in Clifton Forge is a perfect spot to eat and reflect on the local area’s fantastic riding.
Day 2: Historic Masonic Theatre-Falling Spring Falls Loop
If you only have one day for riding in the Alleghany Highlands, the Chamber of Commerce and Tourism’s Historic Masonic Theatre-Falling Spring Falls scenic loop is the ride for you. Starting at the Masonic Theatre in downtown Clifton Forge, the route north out of town on Rose and Sioux streets becomes Sulfur Spring Road (SR-606). The climb up and over the ridge was especially twisty at the top, where 1st and 2nd gears were needed for the tighter switchbacks. While we only had intermittent glances over our shoulder of the valley below, the view was stunning. It was a nice clear, dry spring day, making this part of the ride a motorcyclist’s chef’s kiss.
After the climb, Sulfur Spring Road flattens a little and even gains a median line after passing Airport Drive. At the intersection with Hot Springs Road (U.S. 220), we turned left and headed south towards Covington, passing Falling Spring Falls again on our right.
Dad and I had a great trip, and we enjoyed the hospitality and comfort of the Ridgley Bed, Breakfast, and Historic Gardens.
In Covington, we turned right on East Riverside Street and hopped on the Midland Trail (U.S. 60). Where U.S. 60 merges with I-64, we took Dunlap Creek Road (SR-159). Again, I recommend saving maps to your phone for offline use as well as writing down the general waypoints and route numbers since cell coverage is spotty along the route. Who needs cell service anyway when you can enjoy light traffic, bucolic scenery, the fragrance of fresh-cut grass, and the hum of the bike? We cruised along at no more than 45 mph for the next 25 miles, crossing Dunlap Creek over and over.
At Crows, SR-159 merges with the Kanawha Trail (SR-311) and passes briefly through West Virginia. In Sweet Springs, West Virginia, we stopped for a map check and to read three roadside markers. One informed us our present location was once part of Virginia; another told us that John Floyd, governor of Virginia from 1831-1834, was buried nearby; and the last told us that the Rowan Memorial Home, which was once a resort, includes a building from 1833 designed by Thomas Jefferson.
Ridgley Bed, Breakfast, and Historic Gardens
Back in Virginia and just before Paint Bank, we made a hard left onto Potts Creek Road (SR-18) and started heading north again. Our return to Clifton Forge, which included Blue Spring Run Road and Rich Patch Road (both designated SR-616), was a delightful ride along creeks and was full of curves, dips and rises, and a mix of open countryside and dense forest.
Back at the Ridgely, Dad and I enjoyed another relaxing sit on the sweeping porch and discussed highlights of the last two days. We had a fantastic time in the Alleghany Highlands, and we’ll be back. In the fall, I’m sure sitting on the porch and watching colorful leaves fall from the 100-year-old oak tree would lift nature’s veil to reveal even more of the valley below.
Nathan Cuvelier’s first motorcycle ride was after a primer on his dad’s Honda Shadow Spirit in a parking lot. The next day the two embarked on a ride through the White Mountains of Arizona. He’s been hooked ever since and relishes escaping northern Virginia traffic on two wheels whenever he can.
Alexandros Varvounis and other motor cops share some advice and tips with readers in this installment of Motor School.
For this month’s Motor School, I thought it might be cool to reach out to a few of my motor officer buddies from around the country and task them with dispensing some rider-safety wisdom to the class. That’s not to say you haven’t gleaned substantial lessons from your time out on the range, but I think you would agree that the more hands we have, the more wells we dig, and the more water we drink. In other words, more ideas from more people is, well, more. And more is better when it comes to ideas we can employ to be safer on the motorcycle.
Speaking of more, I’m confident your neighbor Bob has loads more ideas, rituals, concepts, routines, and opinions than what we’ve assembled below, so think of these ideas as jumping-off points. What I don’t want you to do is hunt around to see if one of your foundational safety routines made the cut, only to lose your cool when you find that it didn’t. Instead, challenge yourself to find something useful here. My expectation is that some of this will be new information and some will be old news, and that’s absolutely fine. After all, this isn’t your first rodeo.
The District of Columbia’s Alexandros Varvounis lives on a steady diet of police motor competitions and endless traffic details. It’s harder than it looks.
Always assume other cars are going to steer into you – in alleys, out of bus-lane drop-offs, at all intersections. It’s never if, but when.
Be ready to stop your motorcycle at any moment. You know that intense focus your dog has while he waits for you to throw the stick? Be ready like that.
While it takes practice and experience, try to anticipate the movements and actions of other drivers. Know what they are going to do before they do.
Calm down and ride accordingly. No good decisions will arrive when your mind is spun up.
Egos and motorcycles don’t mix. You will lose the game with that mindset.
Mike Ericson, California Highway Patrol
Now retired, Mike Ericson has tons of California miles under his belt.
In CHP motor school, my instructors told us that when faced with the choice of either laying the bike down in an emergency or keeping it upright and trying to ride it out, keep riding the motor. And I can tell you firsthand this one was a lifesaver.
Keep your head on a swivel. Threats come from all directions, not just from in front of you.
Keep working through the problem – don’t give up physically or mentally when things start to go bad on the bike. Maybe you can’t avoid a situation entirely, but odds are you can mitigate it to some degree.
Any time you find yourself angry at a driver who startled you by doing something that put you at risk, let that be a reminder that you didn’t see it coming, weren’t prepared, and didn’t have a plan. Sure, it’s the driver’s fault, but in the end, it’s the rider who loses.
As a “CHiPy,” Ericson completed the California Highway Patrol Academy, one of the toughest motor programs in the country.
Dale “Chip” McElhattan, Vienna Police Department, Virginia
Virginia’s “Chip” McElhattan is a tough-as-nails competitor, but he’s also one of the nicest motors you’ll ever meet…assuming you aren’t speeding, that is.
Try to keep eye contact with drivers when clearing intersections, changing lanes, or pulling into/out of driveways. If they’re looking at you, they probably see you.
Visually clear every intersection no matter what color the traffic light is. Not some of them, not most of them, all of them.
When stopped, make sure you’re checking your mirrors. Crazy stuff can happen behind you!
Have a ride routine: visual oil level check, quick air pressure check, start the bike and do a quick walk-around: check the headlight, turnsignals, and brake lights. Once you’re rolling, do three hard straight-line emergency braking runs from 25 mph. In all, you spent just two minutes to confirm your bike is set, your tires have some heat in them, and your body and mind are warmed up for the ride.
Dale “Chip” McElhattan
Luis Vela, Houston Police Department
Quinn teamed up with Luis Vela at a Texas motor competition last year, and he was impressed: “I can tell you, this guy knows how to ride!”
One of the best tips I was taught when I first came to motors was to not outrun your headlight in the dark. In other words, don’t speed at night!
Always have an escape plan so you can get out of a bad situation when needed – at a traffic light, on the highway, or on a canyon road.
Ride like you are invisible and assume you will be cut off every time you cross an intersection. That way you won’t be surprised when it happens, and you can get on with working through the problem.
Always keep your bike in gear when at a stop so you can get moving immediately if necessary.
If you have a powerful safety-related tip you want to share, shoot me an email outlining the finer points, and we’ll consider including it in a future issue. Remember, the road goes on forever.
Quinn wears Lee Parks Design gloves exclusively. Find Quinn at Police Motor Training.
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.
Vermont’s unmaintained Class IV roads offer access to truly off-the-beaten-path scenery and long-forgotten historic sites as well as enchanting along this Vermont motorcycle ride. Photos by Susan Dragoo.
It’s all scenic. It’s all charming. And it’s all green … except when it’s not, and then it’s even better.
A few days into a trip to the lush forests of northeastern Vermont, we were reminded of Sedona, Arizona. The connection between these two dramatically different climes may at first seem nebulous, but Vermont’s consistent beauty called to mind the time we visited an outdoors outfitter in Sedona and asked, “Which are the most scenic trails?” The jaded clerk responded with a sigh, “All of them. They’re all scenic.” His tone let us know there was nothing to be gained by pressing him for further details. We would have to make our own choices from the seemingly infinite good ones available.
Burke Mountain’s ski lift sits idle in the summer, when the resort is popular with mountain bikers riding the nearby Kingdom Trails Network.
Likewise, trying to narrow down the best scenery in Vermont is a fool’s errand. It would be difficult to make a bad choice. Our adventure riding journey to the state’s Northeast Kingdom took us into what may be some of Vermont’s most remote territory, lending itself beautifully to the pursuit of riding motorcycles down dark, green, tree‑canopied lanes and over roads the likes of which Paul Revere might have traveled in colonial days.
Willoughby Gap is Burke Mountain’s most iconic view.
These are Vermont’s northeastern highlands, dubbed the Northeast Kingdom in the 1940s by a former Vermont governor in recognition of the area’s distinct culture and geography. The region lies within the southernmost range of the cold boreal forest of spruce and fir, birch and aspen, which stretches to the Arctic. It’s a place of long winters and short growing seasons where ponds, lakes, and villages nestle in valleys and twisting roads follow clear streams between small granite hills and mountains. Adventure in Vermont, like the New England states themselves, comes in tight and tidy packages, so the remoteness here can be surprising to the traveler accustomed to the vast, open American West.
Remnants of a 1930s Civilian Conservation Corps camp at the summit of Burke Mountain.
It was mid‑September, on the cusp of the imminent explosion of fall colors for which this place is famous. Still, there was plenty of sensory stimulation. Besides the inexplicable feeling of navigating these woods in a late summer shower, leaves were beginning to carpet the trail like gold doubloons cast forth from some cosmic seeder. Pungent scents of cut evergreens, vegetation at the end of its cycle, and earth, freshly disturbed by our tires and dampened by the rain, filled our heads with aromas fit for expensive candles sold in artisan shops. Days that started with fog and mist and ended with afternoon showers added mystique and urgency to move along yet held us in the moment, hoping it would never stop.
Riding in the Northeast Kingdom is an experience of lush, green forests and nearly infinite backroads.
Eric Milano, owner of MotoVermont (see sidebar below), led our group of a dozen riders from all walks of life. Most were successful in business and seeking another way to enjoy the outdoors. Sailors, skydivers, scuba divers, and racecar drivers, they were here to learn the nuances of adventure riding versus railing through the woods with their hair on fire, replaying the antics of their younger selves.
An adventure bike is the perfect vehicle for enjoying it, and MotoVermont organizes great tours to get the most out the area.
Our business, D.A.R.T. (Dragoo Adventure Rider Training), is often invited on such tours to coach guests not only on the finer points of riding well over difficult terrain but also the philosophy of leaving behind a legacy of responsibility as we explore on adventure motorcycles, a term that can apply to most any off‑road‑capable two‑wheeled machine with enough legs to make it between fuel stops.
Descending a rocky ledge lends the perfect opportunity for a little fun.
A high priority for adventure riders is respecting landowners and other trail users, helping to ensure trails stay open. There is more than enough joy in smelling the roses (and other flora) while tackling technical trails with natural obstacles. Adventure riders see no need to run loud pipes, ride at breakneck speeds, or travel off trail, risking damage to adjacent lands and hard‑earned relationships.
Respectful behavior on roads and trails helps to ensure continued access.
Our first day together was dedicated to enhancing rider skills, and the second was spent applying them over some of Vermont’s most remote backroads. Many are Class IV roads, barely maintained byways kept open mostly by locals who traverse their craggy, narrow tunnels on snow machines during winter and by motorcycle the rest of the year.
The mountains of the Northeast Kingdom offer some of the area’s most iconic scenery.
Our troupe traveled west out of Burke Mountain Resort, stopping off at Cafe Lotti in East Burke before turning north and entering the woods and our first Class IV challenge. Cafe Lotti is a homegrown hangout set in a typical aging Vermont building which has no doubt fueled generations of local folk and travelers alike with a belly full of breakfast and a hot cup of craft coffee or tea. It is the perfect meeting spot for adventure seekers of all types, from mountain bikers to adventure riders to cross‑country and downhill skiers.
Whether crossing a burbling stream or stopping for Pure Vermont Maple Syrup, there’s plenty to see along the trail.
We left town westbound and turned north into the woods, winding our way past drop lines – pieces of tubing strung between taps in a forest of maple trees like webs from a giant prehistoric and overactive arachnid. Eric stopped at the entrance to a steep, rocky uphill and explained the best options for a successful path of travel. Rain had turned the rocks into slippery entrapments like greased turtle shells, ranging from tiny spotted tortoises to 6‑foot sea turtles.
Most riders made the climb without incident, but one or two forgot their training and sat down or, worse, dragged their feet, losing control and learning the hard way why adventure riders stand up. Steering, suspension, and sight are all improved by standing tall and proud, and this mild lesson was a graphic illustration of just how important it is to do so in the rough.
Vermont’s deepest lake, glacial Lake Willoughby, boasts distinctive fjord-like rock formations and is a popular summer attraction.
The onset of rough terrain was the portal to this enchanted Northeast Kingdom, a region mentioned in Patricia Schultz’s book 1000 Places to See Before You Die, which boasts that when the foliage flames in autumn, this may well be the most beautiful place in America. Indeed, it should not be missed. A few years back, we made the trip by motorcycle during the peak of fall color, and years ago, Bill traversed Vermont by bicycle on his way across the northern tier of the United States, a solo journey that permanently pinned this place to his psyche and keeps us coming back.
Our rugged upward trail eventually turned down, and the trail from the top was no disappointment. Sketchy ruts through mudholes, strategically dispersed to reward good judgment in not rushing, kept us on our toes. Most of these roads shed water well and remained rideable, but caution was of the essence. The road continued to undulate throughout the 100‑plus‑mile clockwise loop that would eventually take us back to our starting point.
Roadside stands along the way offer a variety of goodies, including fresh eggs.
But first, a stop at Devaney Farmstand near the intersection of Hudson Road and Town Highway 29 outside West Charleston, Vermont. The clouds opened and rain came down in full force as we dismounted and climbed a stairway, ducking into a loft room where lunch had been laid out for us by Bob and Sharyl Devaney. Calzones, fresh corn on the cob, and apple pie awaited. We gobbled down the fare as rain drummed on the roof. Maple syrup, candles, fresh jams, and pies of all kinds added their fragrance to the shop, and antiques and other local trinkets were neatly displayed for anyone wanting a souvenir.
Our timing was perfect. The sun began to peek through the clouds as we said our thank‑yous and goodbyes to the Devaneys and fired up our machines. A short ride on twisty pavement led us back to the reason we were here: more Class IV roads. After skirting the fjord‑like Lake Willoughby, a glacial lake dotted with vacation cabins and summer camps, Eric turned right onto a barely noticeable two‑track trail that climbed steadily toward the mountain top.
It wouldn’t be a trip to Vermont without a covered bridge. The state has 104 historic covered bridges, and many of them are still in use today.
Eventually we descended again and crossed an old bridge leading onto a magnificent, fast gravel road following a river through the canyon. Although tempted to open up the throttle, good judgment kept our horses in check, and we ran at a brisk but reasonable pace. Riding right is critical here, as some turns are blind and, as remote as these roads are, we still saw other users. Respectfully, we would hold up five fingers to oncoming traffic if there were five or more riders behind us, then four, three, two, one, and the sweep rider held up a closed fist to indicate he was the last one. Trail etiquette is critical to maintain good relationships with the locals who hold the power to shut us out. We happily demonstrated good stewardship and appreciation for the privilege of exploring their home turf.
Riders take a break at Devaney Farms after a filling and delicious lunch.
We hit pavement just as the rain began again and made our way the last few miles to the resort. Parking under the canopy, we shed our outer gear and immediately began to relive all that had happened in a short couple of days. New friendships had been made and lessons learned. Everyone left with a quiver full of new skills and a renewed appreciation for our freedom to ride, perhaps not by lantern light warning the colonists of the British invasion, but with our own versions of enthusiasm as we explored the Enchanted Kingdom.
MotoVermont specializes in adventure motorcycle tours, training, rentals, and retail sales. Tours range from day rides in Vermont to week-long adventures farther afield, including New Mexico, Arizona, North Carolina, and other locations. Training events are typically 1-2 days in length with a focus on balance, mastery of bike controls, preparedness, and courtesy. Rental options include the Yamaha Ténéré 700, Kawasaki KLX 300, and Yamaha XT250.
MotoVermont founder and operator Eric Milano is a Backcountry Discovery Routes ambassador and a member of the development team for the NEBDR route. He spends much of his time developing tours and organizing events for adventure motorcyclists. MotoVermont has a retail store in Milton, Vermont, or you can meet them at one of the many rallies and events they attend throughout the Northeast. For more information, visit the MotoVermont website.
SIDEBAR: Burke Mountain Resort
Burke Mountain Resort offers a comfortable stay with great views of Burke Mountain or Willoughby Gap from every suite. Located three miles from the Kingdom Trails Welcome Center, the resort has 116 suites ranging from studios to three-bedroom suites.
Guests can enjoy pub food, craft beers, and cocktails at The View Pub on the second floor, with large windows looking out to Willoughby Gap. Edmund’s Coffee Shop, located in a cozy timber-framed room with stone fireplaces, serves breakfast and coffee. The resort also includes on-site retail shopping opportunities at Bear Essentials and Vertical Drop Retail, with products ranging from basic groceries to home décor and outdoor gear. Other amenities include a heated pool and hot tub, a family arcade, and a fitness center. For more information, visit the Burke Mountain Resort website.
Bill and Susan Dragoo own and operate Dragoo Adventure Rider Training (D.A.R.T.) in Norman, Oklahoma, and are widely published writers, especially in the field of adventure travel. Learn more at BillDragoo.com and SusanDragoo.com.
Fly Racing Trekker adventure motorcycle helmet in Kryptek Conceal colorway.
Just as many adventure bikes have beaks inspired by the high front fenders of dirtbikes and rally racebikes, most adventure helmets have peaks inspired by those found on dirtbike helmets. Sometimes called a visor, the peak helps block flying debris, errant branches, and sun glare. Fly Racing makes a wide range of dirtbike helmets, while its Trekker helmet is aimed at adventure and dual-sport riders who spend time both on and off the pavement.
The DOT/ECE-approved Trekker has a lightweight polymer shell, a wide, goggle-friendly eyeport, and a dual-density EPS liner that provides progressive impact protection. The optically correct, UV-resistant clear faceshield has coatings to prevent fogging up and to resist scratches, and its mechanism has several detents for partial or fully open positions. The shield can be removed with a Phillips-head screwdriver (a dime or penny will work in a pinch) to accommodate goggles, but I had no issue wearing goggles with the faceshield in the fully open position. The Trekker also has a drop-down sunshield with an anti-fog coating, and tinted and iridium faceshields are available.
Photo by Aaron Crane.
The Trekker has closable vents in the chinbar, atop the forehead, and on the back, and the EPS liner has ventilation channels to pull hot air through the inside of the helmet. Overall, the helmet provides decent airflow, and a removable chin curtain blocks some dust and cool air. Enveloping the rider’s head is a removable, adjustable, washable antimicrobial SpaSoft lining that’s very comfortable. There are speaker pockets for installing a helmet communicator, and the Trekker secures with a double D-ring chin strap.
The Trekker has all the features I want in an adventure helmet at a very affordable price point, and it’s reasonably light (the size medium I tested weighs 3 lb, 10 ounces). The faceshield and sunshield mechanisms work well, even after getting heavily powdered with fine silt. The peak can be removed for more of a street style helmet, but I didn’t have any issues with the peak at highway speeds. And I’m a big fan of the new-for-2024 Kryptek Conceal graphic, especially in the Slate/Black/Red colorway shown.
The Fly Racing Trekker adventure motorcycle helmet is available in sizes XS-2XL in solid colors for $189.95 and the Kryptek Conceal graphic (available in four colorways) for $219.95.
The Alps are world-famous for their endless curving roads and motorcycle-friendly culture. The Edelweiss Grand Alps Tour will allow you to experience the best of them.
Take a motorcycle trip of a lifetime with us on the Edelweiss Bike Travel Grand Alps Tour. Join Rider contributing photographer Kevin Wing on this 15-day tour through Austria, Switzerland, France, and Italy. The Alps have some of the best motorcycle roads in the world, and this tour has been carefully created to include beautiful scenery, overnight stays at charming alpine villages and towns, hundreds of hairpin bends, and some of the highest passes in the Alps.
Old-world architecture and charming villages are some of the many highlights of this tour.
The tour starts in the town of Seefeld in Austria’s state of Tyrol, then heads through Austria, stopping one night in the village of Galtür, and then into Switzerland, with a stop in Andermatt, a village in the Swiss Alps. The tour travels west through Switzerland and into France at Chamonix, a town at the foot of the famous 12,000-feet Aiguille du Midi. In France, the tour circumnavigates the snow-covered mountain of Montblanc with a stop in Briançon, the highest city in France and the second highest in Europe.
Professional photographer and long-time Rider contributor Kevin Wing will be on this tour July 21 to Aug. 3.
After France, you’ll head into Italy with stops in Aosta, Lago Maggiore, Livigno, and Collalbo. The tour spends a rest day in Collalbo in the Dolomites before passing back into Austria to the skiing town of Kaprun. After 15 days of some of the best riding in Europe, the tour concludes back in Seefeld.
Included in the price of the tour are all overnight stops at comfortable middle-class hotels, breakfast every day, two picnics, 11 dinners, motorcycle rental, third-party liability insurance, a tour information package, tour guides, and a support van for luggage.
You’ll enjoy scenery like this day after day.
Motorcycle rentals available include models from BMW, Ducati, Harley-Davidson, Honda, KTM, Suzuki, and Triumph, and pricing for the tour starts at $7,670 for a rider in a double room. Optional upgrades include certain motorcycle models, a single room for $960, the Alps Prep Course for $470, and the Guided City Tour for $460.
Join us on the Edelweiss Grand Alps Tour from July 21 to Aug. 3, 2024. For those who can’t make the first dates, this tour will run again from Sept. 14 to 28. For more information and to reserve your spot on this tour, visit the Edelweiss Bike Travel website.
The 2024 Kawasaki Z500 SE provides larger displacement, more torque, and updated styling over the previous generation in a fun, easy-to-ride package. (Photos by Kevin Wing)
Last year, Kawasaki debuted a new 451cc parallel-Twin in the Eliminator cruiser. Displacement was increased over that of the Ninja 400 sportbike and Z400 naked bike with a longer stroke, resulting in an increase in torque. For 2024, Kawasaki has migrated that engine back into the Ninja and Z series, and the larger engine prompted new names – now the Ninja 500 and the Z500.
It only takes a glance at the Z500’s updated styling to understand why Kawasaki’s marketing slogan for the bike is “All Eyes on You.”
When we test rode the Eliminator, we enjoyed the extra torque and performance of the larger engine. And while there’s plenty to like about a cruiser, the Ninja and Z series have strong fanbases who will certainly be glad to see the upgraded engine in their preferred platforms. We got the opportunity to test the Z500 SE for a day in and around San Diego, and we found the engine and other upgrades particularly well-suited to the naked bike’s package and target customers.
Survey Says… | Kawasaki Z500
While developing the Z500, Kawasaki paid special attention to what customers were looking for by surveying customers interested in the Z400, as well as dealers who served these customers. The responses informed the Z500’s upgrades, resulting in a motorcycle that should suit the needs of customers who are most likely to buy it.
The added torque from the Z500’s 451cc parallel-Twin is a welcome upgrade that provides more fun while remaining predictable and manageable for newer riders.
Kawasaki found that most shoppers interested in the Z400 were beginner riders with less than one year of experience, in their mid-30s, and not interested in passenger accommodations. They were looking for a bike for commuting duties and backroad rides, and they wanted it to be capable of highway speeds and keeping up with traffic while remaining lightweight and nimble. Interestingly, while the Z400 is mostly the same as the Ninja 400 but with less bodywork and different ergonomics, Kawasaki found that customers who were looking for a naked bike were not interested in a sportbike and vice versa. Kawasaki also found that style was an important driving factor for purchase.
With the data in hand, Kawasaki designers got to work to address this list of customer needs.
Among other extras, the SE version comes with a rear seat cowl in place of the standard’s passenger seat.
Ready to Rev | Kawasaki Z500
The new engine is the most significant upgrade over the Z400. The 451cc parallel-Twin has a bore and stroke of 70.0mm and 58.6mm, and it now makes a claimed 51 hp at 10,000 rpm and 31.7 lb-ft of torque at 7,500 rpm. The torque, up from the Z400’s 28 lb-ft, also arrives 500 rpm earlier.
The 451cc parallel-Twin in the Z500 provides added torque compared to the previous engine. Also seen here are the SE version’s angular lower cowl and frame sliders.
During our test ride, we spent the morning riding around the city streets commuter-fashion, and we found the engine ideal for this role. The extra torque made for quick acceleration while remaining easily manageable and unintimidating. When we ventured onto the canyon roads south of town, the Z500 proved itself to be capable of spirited riding. Vibrations were noticeable above about 7,000 rpm, but they weren’t so bad as to become a problem.
If you’re looking for a fun, easy-to-ride, and affordable daily bike, the Z500 should be on your list.
The Z500 features a slip/assist clutch with an incredibly light feel – one of the lightest I’ve tested and another factor that would make this bike a good fit for commuting. Stopping at a stoplight or stop sign every block was no problem for my left hand. Press launches like this involve lots of U-turns for repeated photo passes, so we were especially glad of the super light clutch feel during our ride.
The Z500 loves getting out of town for the day for some fun on canyon roads.
Nimble Naked | Kawasaki Z500
The chassis comes unchanged from the Z400. Like its predecessor, the Z500 rides on a trellis frame with the engine as a stressed member. It features a short-wheelbase/long-swingarm configuration with a wheelbase of 54.1 inches, a seat height of 30.9 inches, and a fuel capacity of 3.7 gallons. The standard version weighs 366 lb, while the SE version with included accessories weighs 370 lb.
Commuting duties are easy on the Z500. The bike’s low weight, nimble handling, and light clutch feel make getting around town a breeze.
Suspension comes in the form of a 41mm Showa fork and a bottom-link Uni-Trak rear shock with five-way preload adjustability via the included tool kit. A 310mm front disc is gripped by a 2-piston caliper, and a 220mm rear disc is paired with a 2-piston caliper. Unlike previous Z-series bikes, both the standard Z500 and the SE version feature ABS.
Nissin brakes provide solid stopping power. Both versions of the Z500 come equipped with ABS.
The wheels feature a star-pattern, five-spoke design, are 17 inches front and rear, and are shod with Dunlop Sportmax GPR-300F tires.
Upon first rolling out of the hotel parking lot for our test ride, my first impression was how nimble the Z500 is. Tight turns into parking lots are stress-free, and the bike feels slim between the legs. New for the Z500 is a flatter seat shape and new seat cushion, adding comfort over the previous Z400.
The Z500’s ergonomics allow for both upright riding when wanted and a somewhat tucked-in stance for sportier riding.
The riding position is fairly upright with a handlebar that’s taller and wider than the Ninja’s. The bike also features new mirror stays meant to reduce mirror vibration, and although they still vibrate at highway speeds, they’re crystal-clear and smooth while riding around town.
The nimbleness of the Z500 made city riding easy, and it made canyon roads exciting. The bike feels as light as the spec chart claims, if not lighter. The suspension didn’t soak up every bump in the road, but the bike remained stable while being flicked through sinuous curves and inspired confidence. On Kawasaki’ list of customer needs, the Z500 gets a positive mark on being a capable and fun machine for both city traffic and backroads sprints.
Sugomi Style | Kawasaki Z500
Styling is an important factor for many motorcycle shoppers. The Z500 comes with updated styling over the Z400, and while it’s still recognizably a Z-series bike, it looks cleaner and meaner. Kawasaki has been using the term “Sugomi” to describe its Z-series styling for years, and this one looks more predator-like than ever.
2024 Kawasaki Z500
One styling highlight of the Z500 is a new triple-headlight configuration. The top two lights are low-beams, with the bottom light being high-beam. We rode during the day and didn’t get to see how the headlights illuminate the road at night, but the LED lights looked bright and clear.
Other styling changes include sharper bodywork and cleaner-looking side covers. The SE version comes with an under cowl and rear seat cowl that add to the Z500’s appearance. The upswept exhaust parallels the line of the rear section, and the bodywork floats above the engine to highlight it.
The Kawasaki Z500 SE likes to have fun on backroads.
Standard or SE? | Kawasaki Z500
We rode the SE version during our test ride, which includes a few features not found on the standard. The most noticeable difference is the color. The standard version only comes in recognizable Kawasaki Candy Lime Green, while the SE version only comes in Permission Candy Red.
The Kawasaki Z500 SE comes in Candy Persimmon Red, while the standard version is available in Candy Lime Green.
The SE also includes a 4.3-inch TFT display to replace the standard version’s LCD display. Both displays allow Bluetooth connection to a smartphone via Kawasaki’s Rideology app, where riders can check vehicle info, a riding log, a maintenance log, and other details. While both displays have the same functionality, the TFT looks much nicer and more modern, and the background can be changed to black or white.
The standard version of the Z500 has a high-contrast LCD screen with buttons on the left.
Both displays also feature the Economic Riding Indicator, which appears on the screen to indicate favorable fuel consumption. The indicator is unobtrusive on the screen, and I saw it appear during more gentle riding while keeping revs low. We prioritized fun over efficiency during our time aboard the Z500, but it might prove to be a useful feature for everyday riding.
The SE version comes with a nicer TFT display compared to the standard’s LCD display. Both displays can connect to a smartphone through Kawasaki’s Rideology app.
Additional features on the SE include LED turnsignals (the standard has LED headlights and taillights), a meter cover, a radiator screen, frame sliders, a rear seat cowl, tank and knee pads, a USB-C charger, and an undercowl. The price difference between the two versions is $700. Most of the accessories on the SE are also available for the standard version, but it’ll save you a few hundred dollars to get the SE instead of accessorizing the standard to the same degree.
The Kawasaki Z500 fits its purpose to a T. It’s a fun, easy-to-ride bike, and the upgrades since the previous Z400 make it even better without a big jump in price. Those shoppers who filled out Kawasaki’s survey should be pleased with the results of their efforts. We certainly were.
Indian Motorcycle and Roland Sands Design have teamed up to make a limited-edition FTR x RSD Super Hooligan, inspired by the Super Hooligan National Championship series of run-what-ya-brung races that sees custom street bikes battling on challenging racetracks across the country. The FTR x RSD Super Hooligan is built on the Indian FTR R Carbon and will be limited to only 300 units globally.
The FTR x RSD Super Hooligan looks like it’s ready to be rolled onto the racetrack. It features Black Metallic bodywork with Super Hooligan race graphics, an Indian Motorcycle Red frame and matching wheels with gold accents, and Indian Motorcycle Racing’s No. 1 championship logo on the front and side number plates. The bike also features logos from race team sponsors on the rear seat cowl, and additional graphics for the radiator shroud, front fender, and front forks are available as options.
“The term ‘hooligan’ has taken on an entirely new meaning in the world of motorcycles,” said Aaron Jax, vice president of Indian Motorcycle, “characterized by a rebellious, fearless attitude that places having fun on a motorcycle above all else, and that’s what this new FTR is all about. Roland Sands has blazed this trail and built the RSD brand around the hooligan lifestyle. From spinning laps on dirt ovals on mid-size cruisers to today’s competitive racing within the MotoAmerica series, the ethos of hooligan riding has not changed.”
The Super Hooligan National Championship is a MotoAmerica series racing custom street bikes, including water- or air-cooled Twins of 750cc and up, 900cc Triples, and electric bikes. The Super Hooligan series has seen bikes like the Indian FTR and Chief, Harley-Davidson Pan America, KTM 890 Duke, BMW R nineT, Ducati Hypermotard, and Energica electric motorcycles. The 2024 series includes 10 rounds at five race events across the country, and the first event will be at Daytona International Speedway in March, where Tyler O’Hara, once again racing for Indian, will hope to hold on to his No. 1 plate from the 2023 season.
“Super Hooligan has always been about more than just racing,” said Roland Sands, founder of Roland Sands Design. “It’s about pushing boundaries and having a blast riding motorcycles with your friends. Far from the full-fairing machines you normally see on the racetrack, a Super Hooligan bike has effortless attitude and a custom aesthetic with an exposed powertrain. When Indian Motorcycle approached us to codesign an Indian FTR for consumers, it was a natural fit, and something we were very excited to be a part of.”
The FTR x RSD bike is built on the Indian FTR R Carbon model and features a liquid-cooled 1,203cc V-Twin, fully adjustable Öhlins inverted front fork and a rear piggyback shock. Also included are dual-disc Brembo brakes, a 4-inch round touchscreen display with Bluetooth connectivity, and an Akrapovič muffler and heat shield, as well as Gilles Tooling parts adjustable rear sets, oil cap, radiator cap, and bar-end weights.
The FTR x RSD Super Hooligan will start at $18,499, and each bike will have an individually numbered commemorative tank console. Find more information at the Indian Motorcycle website.
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