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Athens, Ohio Motorcycle Ride: Ohio’s Windy 9

March 4, 2025 mcnews Leave a comment

Athens, Ohio, has always been special to me. My great aunt, Jean Drevenstedt, has lived there since the early ’70s. She was a psychology professor at Ohio University for decades, and until recently, she lived in a charming home in a charming neighborhood on a brick-paved lane called Ohio Avenue.

Scan the QR code above or click here to find the Windy 9 community on REVER

Jean has always been one of the most gracious, upbeat, and engaging people I’ve known. She never married or had children, and she has always welcomed my brother and me with open arms. Anytime we’d visit, she’d update us on local happenings and give us a tour of Athens, the OU campus, and surrounding areas, beaming with pride for her town, community, and region. She delighted in taking us to local points of interest, such as state parks, Indigenous burial mounds, The Wilds safari park, and the Portsmouth Floodwall Mural, which spans 2,000 feet along the Ohio River and includes a panel about the Portsmouth Motorcycle Club, which was established in 1893.

Athens is also special because it’s located in southeastern Ohio, in the heart of a motorcycle playground of roads that wind through the Appalachian foothills. It’s the winding nature of these roads that prompted the Athens County Visitors Bureau to create Ohio’s Windy 9, a network of nine motorcycle routes that begin and end in Athens and provide a smorgasbord of the best riding in the region. Information about the Windy 9 is available on a paper map with turn-by-turn directions for each route, recommended places for lunch and dinner, points of interest, and lodging options. (Request a free map on the Windy 9 website.)

In late 2023, at the age of 96, Jean had a bad fall at home and broke her hip. While recovering at a local rehab center, it became apparent that Jean’s dementia had advanced to the point that she wouldn’t be able to return home. I hadn’t seen Jean since before the pandemic, so I was overdue for a visit. Last fall, I traveled to Athens to see Jean and to ride Ohio’s Windy 9.

As good fortune would have it, contributing editors Eric Trow and Scott “Bones” Williams were able to join me, riding to Athens from their homes in Pennsylvania and Massachusetts. I flew into Columbus, picked up a BMW that I rented through Twisted Road (see sidebar below), and rode an hour south to Athens. The three of us shared a spacious top-floor suite at Athens Central Hotel (see sidebar below), which is located within walking distance of the thriving Uptown area and OU’s campus.

Having been to Athens many times over the years, visits feel like coming home even though I’ve never lived there. I know my way around the lively college town that’s home to roughly 20,000 students and 5,000 permanent residents. Founded in 1797, Athens is largely defined by the Hocking River that flows through it, the red-brick buildings of the sprawling Ohio University campus, and the adjacent historic Uptown district, which is full of bars, restaurants, and student-centric businesses.

See all of Rider‘s Ohio touring stories here.

Upon arriving in Athens, I visited Jean at the small, cozy nursing home where she now lives. Jean has some memory challenges these days, but her inner light still shines brightly. She’s fond of sweets, so I brought her some cookies. I showed her an issue of Rider and told her about some of my recent travels. Pushing her walker, she gave me a tour of the facility and introduced me to nurses and friends.

After checking into our hotel, Eric, Bones, and I walked a few blocks to Uptown for dinner and then had beers at the Smiling Skull Saloon, a dive bar I hadn’t been to in 20 years. It still has the same motorcycle-themed decor, the same beer-keg barstools, and the same cheap pitchers of Pabst Blue Ribbon.

The next morning, over free breakfast at the hotel, we spread out our Windy 9 map and plotted our first day’s ride. While the logical, type-A part of me wanted to ride all nine routes in order, three per day, Bones and I deferred to Eric’s more freestyle approach, as well as his expertise since he and Larry Grodsky used to host Stayin’ Safe training tours in the area. Some of the routes, which range in length from 63 to 104 miles, cross and overlap, so we mixed and matched over the course of several days.

The routes are named and numbered, and on the first day we rode 1) Rim of the World, 6) Pioneer Pass, and 4) Lazy Rivers. Rim of the World heads north from Athens on U.S. 33, one of two national routes passing though Athens (the other is U.S. 50), and continues northeast on SR-78, what Grodsky used to call a “feel good” road because it has gentle curves with no surprises – the perfect warmup. We then enjoyed a pleasant cruise along the Muskingum River on SR-376, followed by a more free-spirited ride on open, twisty SR-377.

Rather than return all the way to Athens, we jumped over to 6) Pioneer Pass and got our jollies for 50 miles while heading east on SR-676 through farmland with a great mix of tight and open curves, like a kid’s Hot Wheels track that got twisted and paved. We gassed up in Marietta, a historic town located at the confluence of the Muskingum and Ohio rivers. We dropped our kickstands at a riverfront park and enjoyed a riders’ lunch – salty snacks washed down with caffeinated drinks – while watching tugboats push enormous barges downriver.

We headed west toward Athens again on SR-550, which had some decent curves but also more traffic. At the junction with SR-144, we turned south, jumping onto the 4) Lazy Rivers route. SR-144 was empty, and it has a fast, organic flow as it runs alongside the Hocking River. Next up was SR-124, which is part of the Ohio River Scenic Byway. We were surprised to find it devoid of traffic – most trucks and travelers take more direct routes – and enjoyed views of the river and bluffs. At Pomeroy, the Lazy Rivers route turns north on U.S. 33, a direct freeway route back to Athens.

See all of Rider‘s Midwest touring stories.

After a full day of riding with a light lunch, we refreshed ourselves with cold beers at Tony’s Tavern, a dark, friendly locals bar in the heart of Uptown that isn’t on the OU student radar. Then we walked across the street for a fantastic dinner of Mexican food and margaritas at Casa Nueva.

On Day 2, we packed in a full day with five Windy 9 routes: 3) Hocking Hills Nipper, 5) Zaleski Zipper, 2) Southern Dip, 7) Pomeroy Dash, and 8) Black Diamond Run. Routes 3 and 5 go through the Hocking Hills and Zaleski state forests west of Athens, Routes 2 and 7 explore backroads south of Athens, and Route 8 is a loop north of town.

All day we were in and out of shaded woodlands or riding past corn and soybean fields, cow pastures, barns and silos, rambling farmhouses, and old churches with cemeteries. Whenever we paused by the side of the road to take photos, friendly locals would stop to ask if we were okay or needed help.

On the Hocking Hills Nipper route, we loved SR-595’s rolling hills and curves, and SR-664 through the state forest was fast and flowing. On the Zaleski Zipper, SR-278 also allowed a fun pace with little traffic, and we stopped to check out the Hope Furnace, one of 69 charcoal iron furnaces that were active in the region in the 1800s.

On the Southern Dip, we had a blast on SR-689, and SR-160 was what Eric called a “stereotypical Ohio road” because it had a little bit of everything, including a few surprises. We encountered some rain as we approached Gallipolis and splashed our way through some industrial traffic on SR-7. As we turned onto the Pomeroy Dash route, the rain let up enough for us to enjoy the winding curves through farmland on SR-143. We ended our day on the Black Diamond Run, which like the expert-level ski slope it’s named after, was a mix of excitement (SR-595, SR-686), fun (SR-691, SR-278), and challenges, including rough pavement and traffic on SR-13 and SR-93.

After slaking our post-ride thirst again at Tony’s Tavern, we walked next door for dinner at O’Bettys Red Hot, a kitschy hot dog joint. It has menu items named after famous burlesque dancers and decor like a red-light district museum, but the delicious all-beef franks and brats and hand-cut fries are the stars of the show. Gotta love college towns!

We saved the most famous route for Day 3: the Triple Nickel. Rather than take U.S. 50 to get to the southern terminus of SR-555, we rode part of the Pomeroy Dash route that we skipped the day before, added a fun road that’s not part of the Windy 9 (SR-248), and rode part of SR-124 (Ohio River Scenic Byway) in the opposite direction as before. This choose-your-own-adventure quality is what makes Ohio’s Windy 9 so fun. The routes provide options and inspiration while leaving plenty of room for improvisation.

The Triple Nickel (SR-555) runs for 62 miles, from Little Hocking in the south to Zanesville in the north. It’s a fantastic road, and the 12 miles between Chesterhill and Ringgold are the best, a true roller-coaster thrill ride with blind curves, steep drops, and surprising hillcrests. We rode it from south to north, and before reaching Zanesville, we turned east on SR-669, another thrill-a-minute route that’s not part of the Windy 9.

After the ride on Day 3, Eric and Bones departed and I visited Jean again. As I showed her the Windy 9 map and photos from our rides, she became excited as she recalled visits to places like Burr Oak State Park and having lunch at the Blue Bell Diner in McConnelsville.

The riding on Ohio’s Windy 9 is fantastic. But what really impressed us about the area is the hospitality. Everywhere we went – our hotel, restaurants, diners, coffee spots, bars, and gas stations – we were welcomed. People were friendly, curious, accommodating, and appreciative that we were visiting.

We were visitors, but we didn’t feel like outsiders or strangers. People asked us where we were from and if we were enjoying our visit. Ohioans are proud of their communities, and rightly so. They live in a beautiful, bountiful state. They love God, country, and family. They support their veterans and their local teams, such as the Eastern Eagles and Trimble Tomcats. And they welcome visitors with open arms, like Jean has always done.

Southeastern Ohio is a special place, and it was a privilege to explore it. Put Athens and Ohio’s Windy 9 on your list of places to ride and visit. You’ll love it as much as we do.

See all of Rider‘s touring stories here.

SIDEBAR: Athens Central Hotel

Located in the heart of town within walking distance of restaurants, bars, shops, and Ohio University’s campus, Athens Central Hotel is a great basecamp when visiting Athens and riding Ohio’s Windy 9. It has clean, modern rooms with small fridges stocked with complimentary water and soda, a fitness center, free breakfast, free wi-fi, and free parking. Visit the Athens Central Hotel website for rates and reservations.

SIDEBAR: Renting a Motorcycle from Twisted Road

To visit Athens, Ohio, I flew into the closest major airport in Columbus, which is about an hour away. There aren’t any brick-and-mortar motorcycle rental locations in the area, so I found a bike on Twisted Road, a nationwide peer-to-peer motorcycle rental network.

Twisted Road vets motorcycle owners before allowing them to rent out their bikes. Renters must provide their driver’s license number and a credit card, and Twisted Road verifies that they have valid motorcycle endorsements. All rentals are covered by up to $40,000 for damage and up to $1 million for liability.

I found a 2008 BMW R 1200 GS Adventure equipped with aluminum luggage, and the rental price was a reasonable $100 per day. As a first-time renter, I was credited one free day. There are multiday discounts, and Twisted Road’s One, Two, Free program gives renters one free day after completing two rides.

Creating my user profile, submitting a rental request, and communicating with the owner was easy. I took an Uber from the airport to the owner’s house, and when I arrived, the bike was in the driveway, clean with a full tank of gas. The hand-over process took only a few minutes, and turning in the bike five days later was a breeze.

For more information about renting a bike or listing your own bike for rent, visit the Twisted Road website.

Athens, Ohio Motorcycle Ride Resources

The post Athens, Ohio Motorcycle Ride: Ohio’s Windy 9 appeared first on Rider Magazine.

Source: RiderMagazine.com

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50 Years of the Honda Gold Wing

December 24, 2024 mcnews Leave a comment

The histories of Rider magazine and the Honda Gold Wing have run parallel – and often intertwined – over the past 50 years. Rider’s first issue was published in the summer of 1974, and a few months later the Honda GL1000 Gold Wing was unveiled to the public.

50 Years of the Honda Gold Wing — Honda GL1000 test in Rider’s Summer 1975 issue.

The GL1000 debuted as a 1975 model, and sales in the U.S. began that year. Rider published a test of the Honda GL1000 in the Summer 1975 issue, which opened with this paragraph:

It’s a bull in street clothing. A solid, low-to-the-ground animal from the breed that produced the classic 750 Four. An ultra-smooth, quick, fast, silent, powerful roadburner. A sophisticated touring machine.

Over the past half century, Rider has tested every Gold Wing model multiple times, and we have included the Wing in numerous comparison tests, tour tests, and travel stories. The Gold Wing became so synonymous with touring that it spawned an enormous aftermarket, and at least 50 companies have used Wings in their advertising in Rider over the years.

“It is possible that Rider owes its existence to the early Gold Wing,” former EIC Mark Tuttle told me. “The touring aftermarket that sprang up in its wake filled the pages of the magazine with ads in the late 1970s and continued to do so even during the recessions of the 1980s, when the OEMs slashed their marketing budgets. Most of the other magazines were focused on sport, performance, and racing, and alternatives to print had yet to appear, making the travel and touring focus of Rider the best venue for companies like Vetter, Markland, Tour Rider, and many touring accessory warehouses to showcase their stuff. That revenue helped the magazine survive several nasty economic downturns in the 1980s.

“Honda was pretty quick to notice that it was missing an opportunity to provide and profit from those accessories itself, and it wasn’t long before many of them appeared as factory equipment or options on Gold Wing models like the Interstate and Aspencade. That had a negative impact on the aftermarket’s profitability and on Rider’s ad revenue. Fortunately for the magazine, it was soon replaced by copious amounts of Honda ads as the economy improved and the Gold Wing exploded in popularity with the release of the 1988 GL1500.”

Alan Cathcart’s review of the GL1000 (published originally in Rider‘s December2024 issue) describes the Gold Wing’s development, and below are some key milestones in the model’s 50-year history.

See all of Rider‘s Honda motorcycle reviews

1972: A team led by Shoichiro Irimajiri develops the M1 prototype, a 1,470cc flat-Six precursor of the Gold Wing.

50 Years of the Honda Gold Wing 1975 GL1000 — 1975 GL1000

1974: The 1975 GL1000 Gold Wing K0 makes its public debut at the Cologne Show. Developed by Toshio Nozue, who was also responsible for the CB750, the Gold Wing is dubbed “the ultimate motorcycle” by Honda.

1977: The Gold Wing Road Riders Association (GWRRA) is founded.

1979: Honda opens its $50 million, 260,000 square-foot production facility in Marysville, Ohio.

1980: Honda introduces the 1,085cc Gold Wing GL1100, featuring a longer wheelbase, electronic ignition, increased fuel capacity, and less weight. An Interstate version offers a factory-installed fairing and luggage and an optional stereo-intercom system. Honda’s Marysville Motorcycle Plant produces its first Gold Wing.

1982: Honda introduces the GL1100 Aspencade, featuring two-tone paint and the Interstate’s touring amenities.

1984: Honda introduces the 1,182cc GL1200, which has a stiffer frame, repositioned engine, smaller wheels, longer wheelbase and swingarm, and upgraded suspension.

50 Years of the Honda Gold Wing 1984 GL1200 Interstate — 1984 GL1200 Interstate

1985: Honda commemorates 25 years in America and 10 years of the Gold Wing with the GL1200L Limited Edition, which features auto-leveling rear suspension. The naked version of the GL1200 is discontinued. Honda opens an engine plant in Anna, Ohio, where GL engines would eventually be produced.

1988: Honda introduces the 1,520cc flat-Six GL1500, featuring more power, a smoother transmission, increased fuel capacity, a stiffer chassis, improved brakes, and a comprehensive fairing.

50 Years of the Honda Gold Wing 1988 GL1500 — 1988 GL1500

1996: On July 26, the Marysville plant produces its 1 millionth U.S.-built Honda – a Gold Wing.

1997: Honda introduces the Valkyrie, a high-performance cruiser based on the GL1500 chassis.

2000: The Gold Wing’s 25th anniversary. GL engine production is moved from Anna, Ohio, back to Marysville.

2001: Honda introduces the GL1800. Developed under Masanori Aoki, it has a larger, 1,832cc flat-Six, fuel injection, an aluminum frame, and optional ABS braking.

50 Years of the Honda Gold Wing 2001 GL18000 — 2001 GL1800

2004: Honda introduces the Valkyrie Rune, a radical-looking, heavily chromed, limited-edition GL1800-based cruiser.

2006: The Gold Wing gets in-dash GPS and heated seat and grips. The world’s first motorcycle airbag is available on a GL1800.

50 Years of the Honda Gold Wing 2006 GL1800 — 2006 GL1800

2011: No Gold Wing model is produced as production moves to Kumamoto, Japan.

2012: The GL1800 gets a major update, with fresh styling, more luggage capacity, improved comfort, better handling, updated infotainment, and more.

50 Years of the Honda Gold Wing 2012 GL1800 — 2012 GL1800

2013: Honda releases the F6B, a bagger version of the Gold Wing.

2015: Honda offers a 40th anniversary edition Gold Wing with commemorative badges, a two-tone paint scheme, an embossed passenger seat, and a special ignition key.

50 Years of the Honda Gold Wing 2015 GL1800 40th Anniversary — 2015 GL1800 40th Anniversary

2018: Honda introduces the sixth-generation Gold Wing, which is new from the ground up and is available as a standard model with no trunk (a replacement for the F6B) or as a Tour model with a trunk. The new GL1800 is lighter and more compact, has state-of-the-art features, and is available with an optional 7-speed automatic Dual Clutch Transmission.

50 Years of the Honda Gold Wing 2018 GL1800 — 2018 GL1800

50 Years of the Honda Gold Wing 2018 GL1800 Tour — 2018 GL1800 Tour

2025: Honda celebrates the Gold Wing’s 50th anniversary.

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Source: RiderMagazine.com

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2025 KTM 790 Adventure Preview

November 26, 2024 mcnews Leave a comment

The KTM 790 Adventure received several updates for the 2024 model year, and KTM has added a couple more changes to the midsized ADV for 2025. Updates include new WP suspension and new colorways.

For 2024, KTM reworked the throttle bodies for more efficient fueling and updated the Power Assist Slipper Clutch with new friction plates and airbox for improved breathing. Those updates carry over to the 2025 model.

New for 2025 is WP Apex suspension borrowed from the 890 Adventure, including a 43mm fork and a rear shock. The fork features split-function technology that separates compression and rebound damping between the two legs, with adjusters on the top of each leg. The shock is adjustable for rebound damping and spring preload. Suspension travel is 7.9 inches front and rear.

Everything else remains from the 2024 model, including the bike’s 799cc LC8c parallel-Twin LC8c that makes 95 hp and 65 lb-ft of torque. It comes with spoked 21-inch front and 18-inch rear wheels wrapped in Pirelli Scorpion STR tires, a 5.3-gallon fuel tank, an engine guard, cornering ABS, three standard ride modes (Street, Offroad, Rain), lean-sensitive traction control, and a 5-inch TFT display. Demo mode allows riders to test out optional electronic rider aids, including Rally ride mode, Motor Slip Regulation, Quickshifter+, and cruise control. Ground clearance is 9.2 inches, seat height is 33 inches, and claimed weight is 448 lb.

The black colorway option goes away for 2025 and is replaced with orange. The KTM 790 Adventure will also be available in white. Pricing has not yet been announced, and KTM says the bike will arrive at dealerships in March 2025.

Visit the KTM website for more information.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide 

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Source: RiderMagazine.com

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2025 Triumph Trident 660 Preview

October 8, 2024 mcnews Leave a comment

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.

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.

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.

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.

Visit the Triumph website for more information.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide

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Source: RiderMagazine.com

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2025 Suzuki GSX-8R and V-Strom 650 Preview

September 13, 2024 mcnews Leave a comment

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

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.

2025 Suzuki GSX-8R Metallic Matte Black No. 2 — 2025 Suzuki GSX-8R in Metallic Matte Black No. 2

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 Glass Sparkle Black — 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 Pearl Vigor Blue / Pearl Brilliant White — 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 Glass Sparkle Black — 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.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide

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Source: RiderMagazine.com

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Alleghany Highlands: Virginia Motorcycle Ride

August 19, 2024 mcnews Leave a comment

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.

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.

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.

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.

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.

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.

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.

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.

See all of Rider‘s South U.S. touring stories here.

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.

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.

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.

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.

See all of Rider‘s touring stories here.

Alleghany Highlands Virginia Motorcycle Ride Resources

Virginia Tourism
Alleghany Highlands
Lake Moomaw
C&O Railway Heritage Center
Alleghany Highlands Arts and Crafts Center
Ridgely Bed, Breakfast, and Historic Gardens
Jack Mason’s Tavern and Brewery
Michael’s New York Style Pizza

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.

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Motor School with Quinn Redeker: Stuff Motor Cops Know

August 13, 2024 mcnews Leave a comment

Motor School September 2024 Stuff Motor Cops Know — 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.

Alexandros Varvounis, Metropolitan Police, Washington, D.C.

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

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.

Dale “Chip” McElhattan, Vienna Police Department, Virginia

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.

Luis Vela, Houston Police Department

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.

See all Motor School with Quinn Redeker articles here.

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Motor School with Quinn Redeker: Balance Ball 2.0

July 15, 2024 mcnews Leave a comment

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.

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.

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.

See all Motor School with Quinn Redeker articles here.

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Enchanted Kingdom: Northeast Vermont Motorcycle Ride

July 8, 2024 mcnews Leave a comment

Vermont Motorcycle Ride Enchanted Kingdom — 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.

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.

See all of Rider‘s Northeast U.S. motorcycle rides here.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

See all of Rider‘s touring stories here.

SIDEBAR: MotoVermont

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.

Vermont Motorcycle Ride Enchanted Kingdom Bill Dragoo Susan Dragoo

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.

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Fly Racing Trekker Adventure Motorcycle Helmet Review | Gear

June 18, 2024 mcnews Leave a comment

Fly Racing Trekker Conceal Adventure Motorcycle Helmet — 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.

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.

See all of Rider‘s helmet reviews here.

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.

Shop for Fly Racing Trekker Helmet

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MotorCycle News

Tag Archives: enews three

Athens, Ohio Motorcycle Ride: Ohio’s Windy 9

SIDEBAR: Athens Central Hotel

SIDEBAR: Renting a Motorcycle from Twisted Road

Athens, Ohio Motorcycle Ride Resources

50 Years of the Honda Gold Wing

2025 KTM 790 Adventure Preview

2025 Triumph Trident 660 Preview

2025 Suzuki GSX-8R and V-Strom 650 Preview

2025 Suzuki GSX-8R

2025 Suzuki V-Strom 650 Models

Alleghany Highlands: Virginia Motorcycle Ride

Day 1: Lake Moomaw-Humpback Bridge Loop

Day 2: Historic Masonic Theatre-Falling Spring Falls Loop

Alleghany Highlands Virginia Motorcycle Ride Resources

Motor School with Quinn Redeker: Stuff Motor Cops Know

Alexandros Varvounis, Metropolitan Police, Washington, D.C.

Mike Ericson, California Highway Patrol

Dale “Chip” McElhattan, Vienna Police Department, Virginia

Luis Vela, Houston Police Department

Motor School with Quinn Redeker: Balance Ball 2.0

Enchanted Kingdom: Northeast Vermont Motorcycle Ride

SIDEBAR: MotoVermont

SIDEBAR: Burke Mountain Resort

Fly Racing Trekker Adventure Motorcycle Helmet Review | Gear

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