Category Archives: Motorcycle News

Appalachians Motorcycle Ride: Backroads Bonanza

August 19, 2024 mcnews Leave a comment

Dan and I met nearly 20 years ago while playing on a recreational ice hockey team in our hometown of Ottawa, Ontario. When we weren’t talking about how bad our team was, we discussed our shared love of motorcycles. Our first motorcycle trip together was a long weekend exploring New Hampshire’s White Mountains.

Appalachians Motorcycle Ride Backroads Bonanza REVER Map

Scan QR code above or click here to view the route on REVER

For our next trip, we spent a week riding in the Appalachians of western North Carolina. We enjoyed it so much that we returned the following year. Dan and I became regular riding partners, and we’ve done tours throughout the U.S. and Canada. Recently, we returned to the Appalachians to celebrate the 15th anniversary of our first ride there.

After a long day and a half riding south on Interstate 81 from Ottawa, we kicked off our backroads bonanza near Wytheville, Virginia, which is in the heart of a half-dozen excellent loop rides known collectively as Claw of the Dragon. We exited I-81 at Marion and rode north on State Route 16, a road known as Back of the Dragon that winds its way through the mountains to Tazewell, a nice Appalachian town that’s a perfect place to rest and recharge. It has a variety of restaurants, shops, and motorcycle-friendly lodging options, including The Traveler on Main, which offers vacation suites with full kitchens. The Back of the Dragon welcome center is a hub for riders, offering artisan pizza, self-pouring beer taps, local insights, and souvenirs.

SR-16 runs north-south over three mountains – Big Walker, Brushy, and Clinch – which gives the road its rolling humpbacked character, and its 32 miles have more than 400 curves. It weaves through lush, green forest and includes open valleys and scenic views. Changes in elevation are accompanied by changes in temperature that enhance the experience. It was easy to get into the rhythm of the ride and become one with our motorcycles, savoring each curve before moving to the next one.

We enjoyed Back of the Dragon so much that after visiting Tazewell, we turned around and rode it in reverse, doubling our fun. Just north of Marion is Hungry Mother State Park, which surrounds a lake of the same name. At the park’s Royal Oak Campground, we pitched our tents on a wooden platform extended over the side of a hill like a backyard deck, allowing us to relax while nestled among bucolic trees.

The next day we followed backroads south to Damascus and crossed into Johnson County, Tennessee, on State Route 133. We stopped at the Shady Valley Country Store, located at the crossroads of SR-133, SR-91, and U.S. Route 421. It’s a popular waypoint for motorcyclists, and we recreated a photo we’d taken 15 years ago: Dan riding a coin-operated horse made for kids.

After having a few laughs, we rode west on U.S. 421, another famous backroad known as The Snake, which slithers its way for 33 miles through Cherokee National Forest, goes over three mountains, and includes nearly 500 curves. Since Shady Valley is near the middle of The Snake, we rode to the western end in Holsten Valley and then turned around and rode to the eastern end in Mountain City.

As we continued heading south on backroads in western North Carolina, we experienced an unforgettable moment. I was leading as we rode on a straight stretch of road with a river just below us. Through our helmet communicators, Dan told me to look to my right. Flying over the river alongside us, at eye level and the same speed, was a bald eagle scanning the water below. It seemed like we were flying together. The vivid display of nature’s beauty ended all too quickly as the road and river veered in different directions.

After crossing state lines several times, we ended our day in Tennessee, ascending the winding State Route 143 to Roan Mountain State Park. We enjoyed a hearty dinner of sausage and potatoes cooked over the campfire and a quiet night under the stars.

The next morning, we continued our southern trajectory on SR-143 back into North Carolina, and then we rode State Route 261 to Bakersville. We took a convoluted, curvy route to Hot Springs, where we turned south on State Route 209, another serpentine backroad known as The Rattler that claims 290 curves in 24 miles.

After riding through the Pigeon River Gorge on Interstate 40, we crossed into Tennessee again and took another winding backroad (State Route 32) along the northern edge of Great Smoky Mountains National Park and then U.S. Route 321. We passed through Gatlinburg, where a boy named Sue once stopped at an old saloon to have himself a brew and met his long-lost father. We didn’t find an old saloon on the heavily trafficked, tourist-friendly streets, so we made our way to Elkmont Campground in the park and settled in for another quiet night.

Prior to meeting Dan, most of my motorcycle rides were of the solo variety. I was a “dawn to dusk” rider, all business, putting in the miles, with riding great roads my solitary goal. Riding with Dan has taught me to slow down and smell the roses. He enjoys talking to strangers, meeting people, and experiencing things other than riding. We’ve helped each other expand our horizons. I’ve shared the joys of riding long miles, and Dan encourages me to enjoy the parts of a trip that are off the bike.

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

Over the years, we’ve become great friends. Dan is like a brother to me. Our families have gotten close, and we know we can count on each other for the important things in life. Our friendship seems to be a rarity in today’s highly polarized world. We have different political views, but I don’t hold it against him that he’s usually wrong in every political discussion, nor does he hold it against me. We agree to disagree, yet we still respect each other.

Sunrise brought us another beautiful day, and we headed south into the heart of Great Smoky Mountains National Park on Newfound Gap Road (U.S. Route 441). The park gets upwards of 13 million visitors per year, so it’s hard to find a time when U.S. 441 doesn’t have a lot of traffic, but it’s still a beautiful ride. Our favorite part is The Loop, where the road curves around 360 degrees and crosses over itself.

At the Newfound Gap overlook on the Tennessee-North Carolina state line, we admired the views of the road, the lush forest, and the blue-tinged ridges of the Smokies. Rather than continue south to Cherokee, we turned around and headed north to Pigeon Forge, where we picked up U.S. 321 again and then Foothills Parkway, a relaxing ride with spectacular views that got us in the right frame of mind for what would come next.

At Chilhowee Lake, we turned east on U.S. Route 129, which runs along the edge of the lake for a few miles before climbing up to the Calderwood Dam overlook. This is the northern tip of Tail of the Dragon, the most famous backroad on our Appalachian greatest-hits tour. With 318 curves in 11 miles, it’s one of the tightest, twistiest sections of road in a region full of tight, twisty roads.

Dan was especially excited, exclaiming “I think I touched a peg!” in our helmet communicators. He rides a tall Yamaha Super Ténéré adventure bike, and it was a first for him. The beauty of Tail of the Dragon is the endless supply of curves, many of them nicely banked, and the lack of cross traffic. The downside is that motorcycle and car traffic can be heavy, especially on the weekends.

After crossing back into North Carolina near Deals Gap, we headed east on State Route 28, aka Moonshiner 28, and stopped to visit the impressive Fontana Dam. We followed SR-28 for its entire 81-mile length, which includes the Waterfall Byway (Bridal Veil Falls is a must-stop spot) and Indian Lake Scenic Byway, to the Georgia state line, where SR-28 continues south. Northern Georgia roads are fantastic, with wide curves, perfect pavement, and little traffic, which made it easy to get into a good flow.

We made our way west to Two Wheels of Suches, a motorcycle-only lodge and campground located on the Georgia Triangle, an excellent loop that connects U.S. Route 19, State Route 60, and Wolf Pen Gap Road (State Route 180). At the campground, we met a young man on a ’70s-era Harley hardtail chopper that he built himself. Hearing about his cross-country trips on that bike with its 2-gallon gas tank and leather-covered steel seat made Dan and I embarrassed for complaining that our heated grips don’t get quite hot enough.

Having hit our southernmost point, it was time to start heading north. We followed backroads through Georgia and South Carolina before returning to North Carolina, eventually picking up the Blue Ridge Parkway for a relaxing cruise to Maggie Valley, where a hotel room and a barbecue meal awaited us.

The next day, we visited Wheels Through Time. Unlike most museums that are static and filled with signs that read “Do Not Touch,” WTT lets you get close to over 300 motorcycles on display. Staff members circulate and tell stories about various bikes, and they often start bikes to let visitors hear how they run.

During our visit, Matt Walksler, who now runs the museum after his father, Dale Walksler, passed away in 2021, invited a small group of us to join him for a behind-the-scenes tour of the shop where bikes are restored. Seeing the vintage engines, gas tanks, wheels, and parts along with several motorcycles in various states of restoration was incredible.

The next day, we left Maggie Valley and headed for Rider’s Roost, a motorcycle resort and campground in Ferguson, North Carolina. When we arrived, we discovered a lively scene and a band playing on the Friday of Memorial Day weekend. We set up our tents and went to join the party. It was different from the quiet campgrounds we were used to, but the “everybody is a friend” atmosphere made for a great evening of country rock music, darts, and beers.

It was a long, two-day interstate slog back to Ottawa, which gave us plenty of time to reflect on our fantastic week exploring the best backroads in the Appalachians. The memories will last forever, another chapter in the book of experiences that Dan and I have written together. Hockey brought us together, but long motorcycle journeys have been the secret to our long-lasting friendship.

See all of Rider‘s touring stories here.

Appalachians Motorcycle Ride Resources

Virginia Tourism
Wytheville, VA
Tazewell County, VA
Back of the Dragon
Hungry Mother State Park
Tennessee Tourism
Johnson County, TN
Roan Mountain State Park
North Carolina Tourism
Heart of Appalachia
North Carolina Smokies
Great Smoky Mountains National Park
Georgia Tourism
Two Wheels of Suches (Suches, GA)
Blue Ridge Parkway
Wheels Through Time (Maggie Valley, NC)
Rider’s Roost Motorcycle Resort & Campground (Ferguson, NC)

Trevor Denis has been addicted to motorcycling since he learned to ride and twisted the forks on a Honda XL80 with an accidental jump when he was 11. His thoughts and garage are mostly full of motorcycles. He lives in Ottawa, Ontario, Canada, with his understanding wife, two great kids, a cat, and a lazy dog.

The post Appalachians Motorcycle Ride: Backroads Bonanza appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

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.

The post Alleghany Highlands: Virginia Motorcycle Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

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Joe Rocket Anthem Motorcycle Jeans Review | Gear

August 19, 2024 mcnews Leave a comment

I’ve owned a pair of Joe Rocket Anthem motorcycle jeans for about a year now. Of the various types of motorcycle jeans I’ve worn, these are my favorite by far because they check all the right boxes: comfort, protection, and style.

The Anthem jeans are constructed of 12-ounce heavy-duty stretch denim. They have a comfortable fit, and I like that the bottoms flare enough to fit over motorcycle boots without interference, so there’s no tightness or tugging when moving my legs around.

Protection comes from panels of aramid fiber that line the front and back down past knee level, as well as CE Level 2 knee and hip armor with two-stage adjustable height for the knee armor via hook-and-loop closures. The knee armor pockets are one of my favorite features of the Anthems. I don’t mind wearing a pair of jeans a few times before washing them, but when it comes time, I don’t want to fight to get the knee armor out or back in.

See all of Rider‘s apparel reviews here.

Most motorcycle jeans have knee pocket access inside the pant legs, which typically requires pulling the pants inside out to deal with the armor. The Anthem jeans take the prize, with zipper pockets running down the outside seam that make removal and reinsertion a simple affair, not only for washing but also for taking the armor out when walking around off the bike. For those worried about the armor pockets ruining the jeans aesthetic, they blend right in with the seam, and the zipper is small and subtle enough that you don’t notice it unless you’re looking for it.

The only thing that cramps the style a bit is the Full Flex stretch panel at the back yoke (the area above the back pockets and below the belt line). This does what it’s supposed to do – provide greater flexibility while in the riding position without exposing your butt crack to travelers behind you – but it looks a little funny when you’re off the bike. Fortunately, there is a simple solution: Just don’t be “that guy” who tucks his black T-shirt into his jeans, and the stretch panel will be hidden.

Considering their comfort, protection, style, and convenient knee-armor removal, plus a reasonable price of $149.95, Joe Rocket Anthem jeans are worthy of consideration. They’re available in classic blue denim with both regular (30- to 40-inch waist) and short inseams (30- to 38-inch waist).

Shop for Joe Rocket Anthem Motorcycle Jeans

The post Joe Rocket Anthem Motorcycle Jeans Review | Gear appeared first on Rider Magazine.

Source: RiderMagazine.com

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UBCO 2×2 Special Edition Electric Bike Review

August 16, 2024 mcnews Leave a comment

UBCO 2x2 Special Edition Review — The UBCO 2×2 Special Edition is an accessorized version of the street-legal 2×2 Adventure electric utility bike. (Photos by Monica Wiesblott & the author)

I don’t know about where you live, but electric bikes have invaded like a swarm of locusts here in Ventura, California. They silently climb steep trails with ease, zip along bike paths, and book it down city streets.

Most e-bikes have pedals that can be used to assist in the generation of motive power, and depending on an e-bike’s class (1, 2, or 3) and state laws, speeds are typically limited to 20-28 mph.

But there are also electric motorbikes that forego the pedals and rely purely on electrons to keep the wheels turning. A popular choice among teenagers here in Ventura is the Surron Light Bee X, a 100-lb electric dirtbike that’s delivered with a 16-mph speed limit but can be “hacked” to allow speeds of 50 mph or more. Some talented daredevils on Surrons rip endless wheelies down city streets, all but terrorizing local folks who complain endlessly about those “crazy kids” on NextDoor.

Enter the UBCO 2×2, an electric utility bike built by a company based in New Zealand that has a U.S. headquarters in Bend, Oregon. UBCO bikes were originally designed for use on farms and trails, their “utility” evident in the beefy trellis step-through frame, front and rear racks, and knobby tires.

What intrigued me about UBCO bikes is the “2×2” part – with a 1-kWh motor in each wheel hub, they are 2-wheel-drive. I’ve always wondered what it was like to ride a 2WD Christini dirtbike, so I figured the UBCO would give me a taste. Putting a motor in each wheel hub makes sense. It not only improves traction with two driven wheels but also simplifies packaging of the drivetrain since there is no chain or belt and no sprockets.

UBCO’s lineup includes four models. There are two off-road-only models: the 2×2 Work utility model ($3,999 for 2.1 kWh, $4,999 for 3.1 kWh) and 2×2 Hunt Edition ($6,499, 3.1 kWh only), a kitted-out model aimed at game hunters. And there are two street-legal dual-sport models: the 2×2 Adventure ($4,999 for 2.1 kWh, $5,999 for 3.1 kWh) and the 2×2 Special Edition ($6,999, 3.1 kWh only), which is the focus of this review.

The 2×2 Special Edition has a unique sage green paint job and includes several accessories that set it apart from the base-model 2×2 Adventure, including two Giant Loop Pronghorn straps for the front rack, a 12-liter center carry-all bag, a 30-liter rear rack bag, and a Peak Design smartphone mount.

You can buy an UBCO from a dealer, or you can have it shipped directly to your home, which is what I did (all orders incur a $450 shipping charge). It arrived in a recyclable cardboard crate and required minor assembly – straightening and tightening the handlebar, bolting on the turnsignals, and installing the mirrors, luggage, and smartphone mount.

Atop the tapered aluminum handlebar is a metal, color-matched nacelle that houses the LED headlight and a digital instrument panel, which has bar gauges for battery level and regenerative braking as well as readouts for speed, motor temperature, odometer, and clock. Pairing the UBCO app to the bike through a smartphone and then mounting it just behind the steering stem allows the rider to view a more vivid, feature-rich display and access functions like ride modes (Normal, Boost, and Eco) and regen level (Low, Medium, and High).

Even though it has a boxy frame, the UBCO 2×2 is narrow between the knees and has a compact cockpit thanks to its short wheelbase. The wide, plush solo seat is 32 inches high, and it flips up to provide more access to the center carry-all (which is the perfect size for two six-packs). Under the seat is a “field kit” with an owner’s manual and a toolkit.

Operationally, the UBCO is a breeze. Press the red button near the right grip “throttle” to turn the bike on, press it again to switch from neutral to drive, and then twist and go. Like many electric bikes, acceleration from a stop is brisk. The weight immediately shifts to the rear wheel, causing the driven front wheel to chirp or slip a bit as it tries to grab traction.

The 2×2 Adventure and 2×2 Special Edition are both street-legal, but their top speed is 30 mph (and therefore, they are classified as mopeds in most states). That’s just 2 mph faster than the mandated speed limit for Class 3 e-bikes, and it’s slower than most vehicular traffic even in a 25-mph zone. As a result, I relegated myself to the bicycle lane on city streets.

With tires that are just 2.75 inches (70mm) wide and a total weight of just 156 lb, the UBCO is effortless to maneuver. Since it looks like an e-bike, I took the UBCO on paved bike paths, local trails, and even the beach. Two-wheel-drive came in handy on sketchy, uneven single track and it was a revelation in deep sand – the UBCO just tractored right along where bigger, heavier, more powerful bikes with one driven wheel would have plowed the front and been a handful.

Where the UBCO struggled was on really steep hills. We have a few city blocks in Ventura that rival the steepest streets in San Francisco, and the UBCO didn’t have enough grunt to climb them. (In a side-by-side comparison with a Yamaha TW200 on UBCO’s website, UBCO claims the 2×2 produces 4 hp.)

GEAR UP | UBCO 2×2 Special Edition

Helmet: Fly Racing Odyssey Adventure
Jacket: Scorpion Morpheus Reversible
Gloves: Fly Racing Brawler
Pants: Sa1nt Unbreakable Jeans
Boots: Fly Racing M21 Shoes

Thanks to the UBCO’s low speed limit and light weight, it doesn’t run down the battery as quickly as faster, heavier electric motorcycles. On one ride, I cruised up the Ventura River Parkway Trail, a paved rails-to-trails bike path that goes from the beach in Ventura to the mountain town of Ojai, climbing from near sea level to about 1,000 feet. I kept the “throttle” pinned for most of the trip, and after 26 miles and 1 hour and 10 minutes of riding, the battery had dropped from 100% to 46%. The UBCO comes with a 10-amp fast charger that plugs into a normal 110V wall outlet, and a full charge takes 4-6 hours.

Living in a small surf town like I do, the UBCO is the perfect runabout because there are plenty of bike lanes, bike paths, and trails. Its racks and bags make it easy to tote gear down to the beach, bring beers home from local breweries, or pick up a few items at the store.

The UBCO has a steering lock, but our 2×2 SE test bike didn’t come with a key. There’s no “ignition” key either, so when parked there was nothing to stop some knucklehead from starting it up and riding away. I kept a Kryptonite New York Chain in the center carry-all and locked it up when necessary.

The UBCO certainly looks cool. Its mil-spec (ish) green paint and tubular trellis frame make it look like a two-wheeled jeep, and it received lots of double takes and “What’s that?” questions from folks on the street.

But the $6,999 price tag is a big ask for a street-legal electric motorbike that only goes 30 mph, especially if you end up riding in the bike lane most of the time. There’s a lot of competition in the two-wheeled EV world – the Surron Light Bee X costs $4,400, Super73 electric bikes cost $2,995-$4,595, and there are plenty of 28-mph Class 3 e-bikes out there for less than $2,000.

The UBCO 2×2 Special Edition is special, but not quite special enough to justify the price.

2023 UBCO 2×2 Special Edition Specs

Base Price: $6,999
Website: UBCO.com
Warranty: 1 yr., unltd. miles
Motor Type: Dual 1kW brushless DC air-cooled Flux2 motors (one in each wheel hub)
Horsepower: 4 hp (factory claim)
Battery: 3.1 kWh
Max. Speed: 30 mph
Max. Range: 75 miles (factory claim)
Charge Time: 4-6 hrs. using included 10-amp fast charger (factory claim)
Final Drive: Direct
Wheelbase: 47.8 in.
Seat Height: 32 in.
Frame: Tubular aluminum alloy trellis
Suspension, Front: Telescopic fork, coil-spring w/ hydraulic damping, adj. preload & rebound, 5.1 in. travel
Rear: Dual shocks, coil-over-spring w/ hydraulic damping, adj. preload & rebound, 4.7 in. travel
Brakes, Front & Rear: Single 203mm disc w/ 2 piston-radial hydraulic caliper, plus regeneration
Wheels, Front & Rear: Spoked aluminum, 1.85 x 17
Tires, Front & Rear: Tube-type, 2.75 x 17
Curb Weight: 156 lb (factory claim)
Load Capacity: 330 lb (factory claim)

The post UBCO 2×2 Special Edition Electric Bike Review appeared first on Rider Magazine.

Source: RiderMagazine.com

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Spidi Air DPS Airbag Vest Review | Gear

August 16, 2024 mcnews Leave a comment

Spidi Air DPS Airbag Vest Review Moshe K. Levi — The Spidi Air DPS Airbag Vest provides peace-of-mind for riders and is easy to use. (Photos by the author)

Airbag vests have come a long way since I started wearing them eight years ago. The primary evolution has been the introduction of electronic/battery powered airbag vests and the steady improvement of mechanical ones like this Spidi Air DPS.

In general, I prefer the simplicity of mechanical vests – there’s less to go wrong, so long as the rider simply remembers to buckle up before each ride. There are no batteries to degrade or to forget to recharge and no additional electronics to fail. However, other riders (especially those who get on and off the bike often, like delivery service providers) prefer the convenience of electronic vests.

Either way, the safety benefits of wearable airbags have now been confirmed by hundreds (if not thousands) of online testimonials by riders who have walked away from what should have been far more serious injuries after crashing. I’m a believer, as is the Rider staff, who now wear airbag vests on every test bike and press launch!

Spidi’s Air DPS vest is a mechanically actuated airbag that the rider wears over their usual jacket. Once aboard, a coiled wire leash attached to the motorcycle is snapped to a matching tether on the vest. If the rider is ejected from the motorcycle, the tether on the vest is violently pulled, activating a piston, which then punctures an integrated 60cc CO2 cartridge. The released gas then inflates a 26-liter series of air chambers, which wrap the rider’s neck, back, chest, and hips, insulating the rider from whatever their torso is going to hit when they land.

The whole process takes all of 0.2 second – a fraction of the blink of an eye.

Quality of construction and materials is excellent. Two beefy, glove-actuated clips hold the vest firmly in place over any jacket, and the straps themselves are adjustable to fit any size, from svelte to bulky. The aforementioned CO2 cartridge, piston, and tether cord assembly reside on the lower right side of the vest, hidden by a zippered access cover.

The black exterior shell is comprised of Spidi’s TexTech fabric, with high-viz swatches on the front and generous gray reflective stripes throughout for added conspicuity at night. A Level 1 back protector pad is included in a dedicated pouch for supplementary protection. Out on the road, the Air DPS is a comfortable companion, and at only 2lbs total, it never feels unwieldy.

I activated it to test coverage, and all the vital organs on the body’s front are covered. The neck is held firmly in position, and the air chambers inflate all the way from the chest and ribcage down to the hips and pelvic region. After triggering the canister, the vest self-discharged the gas within approximately 8 minutes. Don’t worry about accidentally activating the inflation process – the tether requires an extremely strong pull, not something that a rider can typically do by getting off the bike and forgetting to unbuckle it.

Read all of Rider’s apparel reviews here.

The vest configuration allows the rider to use whichever jacket fits the specific riding occasion. Likewise, the Spidi is fairly breathable and did not significantly block airflow during hot summer riding. So long as the rider remembers to clip the tether to the bike on each ride, they can rest assured of a substantially higher level of protection than a jacket alone in the event of the unexpected.

The Spidi Air DPS vest carries an MSRP of $699.90 and is certified according to the EN 1621-4:2013 FB European standard that governs motorcycle airbag garments.

Shop for Spidi Air DPS Airbag Vest

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Source: RiderMagazine.com

Motorcycle News, News

2025 KTM 450 SMR Preview

August 15, 2024 mcnews Leave a comment

The track-only KTM 450 SMR, built on the platform of the KTM 450 SX-F, has been updated for 2025, with improvements to the frame, fork, and styling.

The most significant update to the KTM 450 SMR is the frame, which now has visible cutouts and tube-wall-thickness changes around the front. The engine and rear shock mounts have also undergone some changes. These upgrades shave a bit of weight off the bike, which weighs 240 lb without fuel, while also improving chassis flex characteristics and cornering behavior, according to KTM. Also new are smaller footpegs to maximize lean angles.

The SMR’s suspension has also been updated for 2025. The previous AER 48mm fork has been replaced with a fully adjustable 48mm WP XACT closed-cartridge spring fork with a new mid-valve piston concept for optimized oil flow. The new hydro stop in the last part of the stroke is said to help keep a maximum of reserve for scenarios like big jumps and hard landings. The WP XACT shock returns with an updated linkage featuring new seals and smaller-diameter linkage bolts. Suspension travel is 11.1 inches in the front and 10.4 inches out back.

Air intake has improved with a one-piece inlet sleeve and snorkel design to prevent deformation thanks to a more robust and stiffer construction. The updated fuel tank mount is said to help protect the frame. Fuel capacity is 1.9 gallons.

The bike also receives new tank shrouds with bi-composite plastics on the upper and lower flanks, which contribute to the SMR’s new look. The full-orange bodywork with red and black graphics and a black seat, which KTM says is more durable than the previous seat, also contribute to the bike’s updated look.

Returning to the SMR are the Metzeler Racetec SM K1 Supermoto tires, which replaced the Bridgestone tires used since the 2023 update. The Metzelers are wrapped around 16.5-inch front and 17-inch rear wheels.

The KTM 450 SMR remains powered by a liquid-cooled 449.9cc Single with SOHC that makes a claimed 63 hp. Braking is provided by Brembo, with a 310mm front disc paired with a 4-piston radially mounted caliper. The bike also features a quickshifter that allows clutchless upshifts from 2nd to 5th gears, two ride modes, traction control, and launch control.

Pricing for the 2025 KTM 450 SMR has not yet been announced, but KTM says the bikes will be arriving in dealerships starting in November 2024.

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

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2024 Royal Enfield Shotgun 650 Review | First Ride

August 13, 2024 mcnews Leave a comment

Before writing this 2024 Royal Enfield Shotgun 650 review, I looked through back issues of Rider magazine to identify some of our favorite ads over the past 50 years, which were published in the Rider Rewind section of our September issue (available exclusively to subscribers). One that caught my eye was a Royal Enfield ad that ran in our September 2003 issue announcing the addition of an electric start to its iconic Bullet.

Proclaiming “What’s Next…Astro Turf at Wimbledon?”, that ad was certainly cheeky – as was one that ran a couple years earlier that celebrated living in the past – yet it accurately characterized the company that built its first motorcycle in 1901, existed in the U.K. for more than half a century, and ultimately became an Indian manufacturer based in Chennai, spanning 123 years of continuous motorcycle production.

By the time those ads were published, change was already under way. Under the direction of Siddartha Lal, who became CEO of Royal Enfield in 2000 at the age of 26 (he’s the son of Vikram Lal, who was CEO of Eicher Motors, Royal Enfield’s parent company, until Siddartha succeeded him in 2006), the company began a steady march towards modernization. Siddartha Lal is a motorcycle enthusiast, and he wanted to transform Royal Enfield from an antiquated, niche brand into a global player.

In 2009, Royal Enfield introduced an aluminum, unit-construction, fuel-injected 499cc OHV Single that replaced the decades-old cast-iron, carbureted mill. In 2014, Royal Enfield introduced the Continental GT cafe racer, which had been developed in partnership with assistance from Harris Performance (which RE later acquired).

Royal Enfield kicked it into high gear when it introduced the Himalayan adventure bike in 2016 (it made its U.S. debut in 2018) and its first twin-cylinder motorcycles, the Continental GT 650 and INT650, in 2019.

After a brief pause during the Covid-19 pandemic, more new models followed: the Meteor 350 in 2021; the Classic 350 in 2022; the Scram 411 scrambler, Super Meteor 650 cruiser, and Hunter 350 roadster in 2023; the updated and liquid-cooled Himalayan and Shotgun 650 in 2024; and the Guerilla 450 roadster recently announced for the 2025 model year. That’s six new models in the past four years plus another one on the way.

All Royal Enfield motorcycles are built in an ISO 9001-certified manufacturing facility, and they are backed by a three-year, unlimited-mileage warranty with roadside assistance.

The focus of this review, the Shotgun 650, is a modular cruiser that Royal Enfield says is inspired by – and ready for – customization. Multiple colorways and accessories allow owners to tailor the bike to their personal preference. In stock trim it’s a stylish solo-seat cruiser, but with a few bolt-on parts, it can be transformed to accommodate a passenger or become a lightweight tourer.

As its name suggests, the Shotgun 650 is built on the same 648cc air/oil-cooled parallel-Twin platform as the INT650, Continental GT 650, and Super Meteor 650. Designed to have classic British style, the Twin has large cooling fins and hand-polished aluminum covers. A single overhead cam actuates four valves per cylinder, and a single-piece forged, counterbalanced crankshaft with a 270-degree firing interval allows the engine to rev up smoothly and generate a mild, rumbling exhaust note.

Built to be a global model that will be pressed into duty in places outside of its home country of India, the engine has a mild 9.5:1 compression ratio, burns regular fuel, and relies on Bosch systems for fuel injection and engine management. With claimed output of 46.4 hp at 7,250 rpm (redline is 7,500) and 38.6 lb-ft of torque at 5,650 rpm, performance is more workhorse than thoroughbred.

For our Shotgun 650 test ride, Royal Enfield invited us to meet at The Motoring Club, a high-end coffee shop in Los Angeles that caters to car and motorcycle enthusiasts. Displayed alongside the Shotgun 650 were updated versions of the INT650 and Continental GT 650.

GEAR UP | 2024 Royal Enfield Shotgun 650 Review

Helmet: SMK Gullwing
Jacket: Joe Rocket Sprint TT
Gloves: Joe Rocket Seeker
Pants: Joe Rocket Anthem Jeans
Boots: Highway 21 RPM

I opted for a Shotgun 650 in the Stencil White colorway, a $200 upgrade over the standard Sheet Metal Gray. The floating solo seat is perched at an agreeable 31.3 inches above the ground, and it is firm and supportive but doesn’t allow the rider to move around much. Built around a beefy tubular-steel spine frame, the Shotgun 650 is claimed to weigh 529 lb with a 90% fuel load, which is heavy for a bike in this class (the Kawasaki Vulcan S, a comparable 650cc cruiser, weighs 494 lb).

But out on the road, the Shotgun doesn’t feel heavy, and its upright riding position, mid-mount footpegs, and compact dimensions give it a playful sensibility. It cruised along comfortably on L.A.’s rough, poured-concrete freeways, with all but the worst bumps absorbed by the nonadjustable inverted Showa Separate Function-Big Piston fork with 4.7 inches of travel and Showa twin shocks with 3.5 inches of travel and five-step preload adjustability.

The Shotgun 650 rolls on cast-aluminum tubeless wheels, with an 18-inch front and a 17-inch rear. Each wheel has a single-disc brake with a 2-piston caliper, the front pinching a 320mm rotor and the rear pinching a 300mm, and ABS is standard. The brakes get the job done, but the front lever requires firm pressure, and it doesn’t offer much feedback.

On canyon roads through the Malibu hills, the Shotgun was a blast (ha!). It handles easily and feels solid and reassuring. Cornering clearance is limited, but this isn’t a bike for strafing apexes. Taking wide, gliding lines through curves rewards the rider with a sense of pleasurable ease. The definition of cruise is to “travel smoothly at a moderate or economical speed,” and that’s the sort of riding at which the Shotgun excels.

Up front is an LED headlight, a large round analog gauge with a digital inset, a small round display for the Tripper navigation system, and a USB charging port. Should you want to customize the Shotgun, Royal Enfield offers more than 30 dedicated accessories, including everything from auxiliary lights, bar-end mirrors, and a windscreen to a flatter handlebar, a passenger seat, contrast-cut billet wheels, two different skid plates, four types of highway bars, and luggage.

The Shotgun 650 is a worthy addition to the unique and diverse line of Royal Enfield motorcycles that caters to those who prioritize style, function, and value. They are straightforward, no-nonsense bikes that capture the true spirit of riding without pretense.

Specs | 2024 Royal Enfield Shotgun Review

Base Price: $6,899 (Sheet Metal Gray)
Price as Tested: $7,099 (Stencil White)
Website: RoyalEnfield.com
Warranty: 3 yrs., unltd. miles w/ roadside assistance
Engine Type: Air/oil-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl.
Displacement: 648cc
Bore x Stroke: 78.0 x 67.8mm
Horsepower: 46.4 @ 7,250 rpm (factory claim)
Torque: 38.6 lb-ft @ 5,650 rpm (factory claim)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 57.7 in.
Rake/Trail: 25.3 degrees/4.0 in.
Seat Height: 31.3 in.
Wet Weight: 529 lb (90% fuel, factory claim)
Fuel Capacity: 3.6 gal.

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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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Source: RiderMagazine.com

Motorcycle News, News

September 2024

August 13, 2024 mcnews Leave a comment

The September issue of Rider Magazine has arrived!

A chill is in the air! Start planning an autumn motorcycle getaway with our Rides & Destinations Guide and in-depth tour stories, covering bucket-list rides in America’s most scenic locales.

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Additional stories in the September issue of Rider:

2024 Husqvarna Svartpilen 801 | First Ride
2024 Triumph Tiger 900 | First Ride
Rides & Destinations Guide | Inspiration for your next motorcycle adventure
Exploring Virginia’s Alleghany Highlands | On the Road
In search of dragons and serpents in the Appalachians | On the Road
Pennsylvania’s Allegheny Plateau | On the Road
Riding from Ventura to Santa Barbara, California | Favorite Ride
And more!

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Top 5 Motorcycle Roads in West Virginia

August 13, 2024 mcnews Leave a comment

Top 5 Motorcycle Roads West Virginia — Plan your perfect West Virginia motorcycle trip with our list of the Top 5 Motorcycle Roads in West Virginia.

Visitors to Rider’s Touring page regularly search for rides in West Virginia, and it’s easy to see why. Known as the Mountain State and nestled in the heart of the Appalachians, West Virginia offers superb riding, great scenery, and rich history. Our list of the Top 5 motorcycle roads in West Virginia includes must-ride routes in the state, with details, photos, and links to tour stories to help you make the most of your trip. Ride over mountains and into valleys, along babbling creeks and through dense forests, and take in everything West Virginia has to offer.

See all of Rider‘s West Virginia touring stories here

1. U.S. Route 33

Top 5 Motorcycle Roads West Virginia US Route 33 Seneca Rocks — Seneca Rocks is one of the highlights of a ride on U.S. Route 33 in West Virginia. Photo by Nathan Cuvelier.

U.S. Route 33 is one of the highest-rated motorcycle roads in West Virginia. Start from Elkins and continue east 80 miles toward the Virginia border, passing through Monongahela National Forest along the way. This route includes lots of steep elevation changes and peg-scraping twists. This road also passes by Seneca Rocks, a must-see rock formation that rises 900 feet above the North Fork River. Hop off the bike here to stretch your legs and admire the area’s natural beauty along hiking trails.

Top 5 Motorcycle Roads West Virginia US Route 33 — The Germany Valley scenic overlook on U.S. Route 33 provides a nice view of the area. Photo by Scott A. Williams.

Continuing on U.S. 33 into Virginia takes you through the George Washington National Forest and Shenandoah Valley toward Harrisburg, with more thrilling riding along the way.

Favorite Ride: Seneca Rocks, West Virginia

Riding West Virginia’s Country Roads

2. Midland Trail

The Midland Trail is a National Scenic Byway that crosses the state from Kentucky in the west to Virginia in the east, covering 117 miles. The state’s capital of Charleston is a great starting location for this ride, with plenty to do in the city before hitting the road. Just south of Charleston is Kanawha State Park, a nice place for camping for those who prefer sleeping under the stars.

Heading east from Charleston, the road follows the Kanawha River with a particularly thrilling section of twisties around Chimney Corner. Just past this section is Hawks Nest State Park. From here, the road continues with a few more twisty sections to Rainelle, home of the Old Stone House historical marker, and on toward Lewisburg, where riders can fuel up, grab a bite to eat, and refresh.

Lessons Learned on a Wandering West Virginia Motorcycle Ride

3. U.S. Route 250

Top 5 Motorcycle Roads West Virginia US Route 250 Monongahela National Forest — U.S. Route 250 travels through the Monongahela National Forest. Photo by Nathan Cuvelier.

This road begins in Elkins, West Virginia, and continues southeast to the Virginia border after passing through the Monongahela National Forest. From Elkins to the border, the road traverses 50 miles. Much of this road follows large creeks and flowing streams, offering good variety with technical sections through the mountains and easy riding in valleys.

Through the Monongahela National Forest, several scenic pull-offs allow riders to stretch their legs and enjoy the scenery. From U.S. 250, a short trip south on State Route 92 will take riders to Green Bank, home of the world’s largest steerable telescope.

Asphalt Heaven: Riding West Virginia Backroads

4. Coal Heritage Trail

Top 5 Motorcycle Roads West Virginia Coal Trail Scenic Byway US Route 19 New River Gorge Bridge — From the northern end of the Coal Heritage Trail, take a quick jaunt east on U.S. Route 19 to ride over the New River Gorge Bridge. Photo by Steve Shaluta.

The Coal Heritage Trail is a National Scenic Byway that starts in the town of Bluefield in southeastern West Virginia and continues north to Fayetteville. As the name implies, this route takes riders through coal towns and sites of industrial enterprises in the region – perfect for riders with a passion for history. Starting in Bluefield, U.S. Route 52 to Welch follows railroad tracks along Elkhorn Creek through the valley. As the road continues north of Welch as State Route 16, it varies from twisty sections up and over ridges, easy valley riding, and quaint small towns.

Along this road are historical stops like the World War Memorial Building to African American Veterans, the Coal Heritage Mural, the Helen Coal Miners Memorial, and more. From Fayetteville, riders can continue east on U.S. Route 19 over the New River Gorge Bridge, the longest steel single-span arch bridge in the Western Hemisphere and a not-to-be-missed feature of any West Virginia trip.

Along the Midland Trail: A West Virginia Motorcycle Trip

5. West Virginia Route 20

Top 5 Motorcycle Roads West Virginia Route 20 — Part of West Virginia Route 20 follows the New River with beautiful views along the way. Photo by Scott A. Williams.

WV Route 20 is the longest state route in West Virginia at 256 miles. On the southern end, it starts in Bluewell and heads north, passing through small towns and following rivers, streams, and creeks. The route is mostly through heavily wooded areas, proving shade during hotter months.

The section of SR-20 from Buckhannon to Webster Springs is an ideal 55-mile route for motorcyclists, with plenty of curvy sections of road. It passes through Holly River State Park, which is surrounded by densely wooded mountains and offers campsites and cabins. Traffic is light in this section of SR-20, but the small towns the route passes through will have lower speed limits. The part of road closest to Webster Springs in the south is the most thrilling. SR-20 is an excellent choice for riders wanting to enjoy West Virginia’s small-town charm coupled with less crowded pavement and natural beauty.

Border Hopping the Virginias: Virginia and West Virginia Motorcycle Ride

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MotorCycle News

Category Archives: Motorcycle News

Appalachians Motorcycle Ride: Backroads Bonanza

Appalachians Motorcycle Ride Resources

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

Joe Rocket Anthem Motorcycle Jeans Review | Gear

UBCO 2×2 Special Edition Electric Bike Review

GEAR UP | UBCO 2×2 Special Edition

2023 UBCO 2×2 Special Edition Specs

Spidi Air DPS Airbag Vest Review | Gear

2025 KTM 450 SMR Preview

2024 Royal Enfield Shotgun 650 Review | First Ride

GEAR UP | 2024 Royal Enfield Shotgun 650 Review

Specs | 2024 Royal Enfield Shotgun Review

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

September 2024

Additional stories in the September issue of Rider:

Top 5 Motorcycle Roads in West Virginia

1. U.S. Route 33

2. Midland Trail

3. U.S. Route 250

4. Coal Heritage Trail

5. West Virginia Route 20

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