The Continental RoadAttack series are sport-touring tires that strike a balance between performance and longevity. They’re ideal for sport-tourers, standards, street-biased adventure bikes, and moderately powered sportbikes.
With each generation from Continental, the carcass, compound, profile, and tread design have evolved. When the first RoadAttack debuted in 2005, it introduced Continental’s ZeroDegree belt, a continuous steel wire that runs radially around the tire carcass in the same direction as travel, which enhances stability.
In 2010, the RoadAttack 2 introduced TractionSkin, Continental’s proprietary “pre-scrubbed” tread surface that doesn’t require slippery mold-release agents and all but eliminates a break-in period for the tires. The RoadAttack 2 also featured MultiGrip, whereby a single compound is heat-cured in a progressive fashion to provide better wear in the center of the tire and more flex and better grip on the shoulders. MultiGrip provides a smooth transition between zones rather than the abrupt transition that can occur with multi-compound tires.
Photos by Killboy
In 2013, the RoadAttack 2 Evo featured RainGrip, a high-silica compound designed to deliver optimal performance in wet conditions. Four years later, the new RoadAttack 3 came with EasyHandling, a specialized alignment between the contours of the front and rear tires said to result in neutral handling behavior, especially in hairpins and during slow cornering.
All these technologies go into the new RoadAttack 4, with the addition of Continental’s latest trick: GripLimitFeedback. The unique combination of the tire’s carcass construction and tread compound provides improved feedback to the rider when the tire approaches its traction limit.
The RoadAttack 4 features a new compound and an updated tread pattern that, according to Continental, boosts wet weather performance, offers faster warm-up times in cold and wet conditions, and provides dry grip on par with many sport tires.
A new silica-rich compound improves wet grip without sacrificing mileage, a new blend of resins makes the tire more sticky even when cold, and the entire rubber stew has been optimized for use with modern ABS and traction control systems. Continental describes the RoadAttack 4 as a “hyper-touring” tire intended for today’s 150-plus hp sport-tourers, adventure tourers, and sportbikes.
Where the Rubber Met the Road
To test some of those claims, Continental invited us to the BMW Performance Center in Greer, South Carolina, which is across the street from the factory where all BMW X-Series SUVs are built. The Performance Center offers automotive and motorcycle training, and the grounds include a closed-course circuit, a large skidpad, and various off-road obstacles and trails.
A wide range of BMW motorcycles were fitted with RoadAttack 4 tires. I saddled up on an F 900 R, which has an 853cc parallel-Twin that, based on our last test in 2020, makes 88 hp and 58 lb-ft of torque at the rear wheel.
BMW’s instructors started us off with some basic exercises, such as a slow ride using just the clutch to control speed, as well as fast and slow cone weaves. We moved on to swerving and braking exercises at speed, and I quickly gained an appreciation for the RoadAttack 4s’ grip and handling.
When we were instructed to accelerate from a dead stop to 30 mph, pass between two cones, and then close the throttle and apply maximum braking, the F 900 R came to a quick halt. When our target speed was increased to 50 mph, I neglected to stand on the rear pedal when I grabbed a handful of front brake lever. The F 900 R has ABS, but I was in Dynamic mode, which reduces intervention at the front wheel. The front tire provided reassuring grip as the back wheel raised up into a graceful, unintentional stoppie, the likes of which I’ll probably never replicate.
In the afternoon, we embarked on a spirited ride on cold, damp backroads, and we ended the day with a game of cat and mouse on the track, where we pushed the tires to their limits. Regardless of conditions, the RoadAttack 4s warmed up fast, provided confident handling on a variety of road surfaces, and clung tenaciously to the tarmac.
On Day 2, I selected an R 1250 RT for a longer test ride on some of the most serpentine roads in the southern Appalachians. At 615 lb, the RT outweighs the F 900 R by 144 lb, and its larger engine makes an additional 37 hp. The performance of the RoadAttack 4s was even more impressive on a larger bike that placed greater demands on the tires. We didn’t get a chance to test the RoadAttack 4s on wet roads, so we’ll order a set soon and report back.
Continental RoadAttack 4 tires are available in a variety of sizes, with 17-inch and 19-inch fronts, 17-inch rears, and a GT version for heavyweight bikes.
KTM has announced the release of the updated KTM 1290 Super Adventure R, which the company says is oriented for “hardcore offroad adventurers who want and need premium kit to level any landscape or terrain.”
The 2023 KTM 1290 Super Adventure R is still powered by the 1,301cc LC8 V-Twin making a claimed 160 hp and approximately 102 lb-ft of torque and mated to a 6-speed Pankl transmission, a PASC slip/assist clutch, and optional Quickshifter+.
“You can’t ride a big ADV like it’s a dual-sport,” our reviewer wrote of the 2022 model. “But with a little restraint and sound judgment, the 1290 Super Adventure R can take you to places well off the beaten path.”
The KTM 1290 Super Adventure R is designed for the rigors of multiple surfaces thanks to the Bosch 6D IMU that informs much of the bike’s behavior through Motorcycle Traction Control, Motorcycle Stability Control, various ride modes (Sport, Street, Rain, Rally, and Off-road), ABS, and more.
When we put the 2022 KTM 1290 Super Adventure R on Jett Tuning’s dyno, the bike produced 126 hp at 9,100 rpm and 88 lb-ft of torque at 8,000 rpm at the rear wheel in Sport mode. In Off-road mode, it made 81 hp at 6,600 rpm and 62 lb-ft of torque at 6,900 rpm.
The KTM 1290 Super Adventure R features WP XPLOR fully adjustable suspension, with a 48mm split- cartridge fork, a Progressive Damping System rear shock, and 8.7 inches of travel at both ends.
KTM says the suspension funnels the maximum level of feedback through the Alpina aluminum spoked wheels, with an improved sealing system appropriate for tubeless tires. The 2023 KTM 1290 Super Adventure R is shod with Bridgestone AX41s.
For 2023, KTM has boosted the navigation potential of the KTM 1290 Super Adventure R. Enhanced Turn-by-Turn+ guidance and the ability to set waypoints and diversions are now all possible through the handlebar switch dial and through the 7-inchTFT. There is no need to prop the bike and fish around for the phone that engages the KTMConnect app; everything – including phone call answering and logging top ten “favorites” – can all be done with a push of a finger.
The KTM PowerParts collection includes additional gear and protection for the 2023 KTM 1290 Super Adventure R, such as 11 different seats, luggage, crash bars, or more aesthetic touches.
The 2023 KTM 1290 Super Adventure R comes in a new sporting white color and graphic scheme starting at $20,299.
The roads in Nevada’s Valley of Fire State Park cut through some of the world’s most stunning red rock formations.
Johnny Cash sang about fire, murder, heartbreak, and sin, and I think he would have appreciated the symbolism of this ride, given its route. Northeast of Las Vegas is one of the most visually stunning state parks in the Southwest. The added bonus for motorcyclists is that the park’s roads trace through the crimson landscape like slithering black mambas. A ride through Valley of Fire State Park and Lake Mead National Recreation Area makes for a fantastic motorized respite from the neon bustle of Vegas.
The Las Vegas Strip, with its massive themed casinos, sidewalk solicitations, and congestion, is not my cup of tea. That’s why my staging point for this ride was Fremont Street. While still over-the-top, this area has the feel of an older, more genuine version of Vegas.
The night before my ride, I watched a cover band play classic rock tunes under the lights and video canopy that spans Fremont and enjoyed a variety of street performers. The next day, I put a couple bottles of water and lunch in the saddlebags of my BMW R 1200 GS and mounted up.
Fremont Street is well north of the traffic and congestion of the Strip, so getting out of the city was much more convenient than it would have been if I had opted for lodging at one of the mega-casinos. On my way out of town, I rode past the Mob Museum and the Neon Museum – Vegas-themed tributes that were added to my post-ride entertainment schedule.
The Las Vegas Wash runs as a tributary to Lake Mead, adding yet another unique visual element to this great ride.
The cruise northeast on the Las Vegas Freeway (Interstate 15) was a nice warm-up to this loop ride. The muted hues and desert views were expansive as I climbed out of the neon valley. There were a few floating cotton balls in the otherwise intense blue of the mid-morning Nevada sky. The line where the horizon meets the sky was as crisp and sharp as I have ever seen.
After 30 miles of motoring on the freeway, I diverted the GS eastward onto the Valley of Fire Highway. The two-lane tarmac starts as a gently curving and undulating climb into the gray stone mountains that were part of the striking delineation I enjoyed just miles before. However, the monochromatic gray soon gives way to vibrant blotches of crimson. Contemplating the name of the Valley of Fire State Park, I couldn’t help but imagine those red spots as flare-ups caused by the wind-carried embers of an approaching wildfire.
The various hues of the desert landscape in the Valley of Fire make for a ride with an almost cinematic feel.
My first stop in the park was at the aptly named Beehives. There is little doubt what all the buzz is about. Cringe-worthy puns aside, the Beehives are a spectacular object lesson on the artistic creativity of erosion. The hives are stratified tributes to the power of wind, water, and time.
The Beehives are whimsical sentinels that add to the region’s other-worldly feel.
By the time I got to the turnoff for the park’s visitor center, I was fully engulfed in the figurative flames of the Valley of Fire. I live near Sedona, Arizona, and I have ridden extensively through the red rocks of southern Utah, so I have a solid base of reference for the hue of red sandstone. Valley of Fire is something different. The terrain carries a deeper, more blood-like patina in this region. It is stunning.
The smooth and well-maintained winding roads through the Valley of Fire are tailor-made for motorcycling.
I bought a $10 park pass at a self-serve kiosk and rode up Mouse’s Tank Road. The endgame of this beautiful ride was a short hike on The White Domes Trail, where I enjoyed a drink of water and a snack and took in the majesty.
I am not usually a fan of out-and-back routes; however, this ride, carving through the curvaceous rock formations of the park, is fantastic in both directions. It’s only about 6 miles from the visitor center to the end of Mouse’s Tank Road, so the ride through the heart of the park is short but very scenic.
The mix of elevation changes and a smorgasbord of turns makes the ride through the Valley of Fire very entertaining.
Back on the Valley of Fire Highway, I was awed at the beauty around me. The road follows the undulations and sinews of the red rocks. I made a final stop at Elephant Rock and meandered up the trail in my Sidi boots. It was well worth the wear on the soles of those expensive kicks. Elephant Rock is yet another of the park’s formations that is stunningly indicative of nature’s wonders.
If this were a full daytrip rather than a through-ride, I would have stopped and hiked several more of the park’s features, like Arch Rock and Atlatl Rock with its Native American petroglyphs. The park is deserving of more exploration than I was able to give it.
A fellow biker gives the universal salute as he rolls through Lake Mead National Recreation Area.
Back on the BMW, I made my way to the end of the park’s highway at its intersection with North Shore Road (State Route 167). The referenced shore is the bank of Lake Mead. The “shore road” moniker is a bit of a misnomer. The Southwest’s unprecedented drought has drawn the reservoir down to a record low, so I was quite some distance from the lake. While not a waterside trek, the ride in the Lake Mead National Recreation Area is entertaining and beautiful. I was back in that fringe environment where red outcroppings dot the gray landscape. The fire was to my back this time.
The terrain within Lake Mead National Recreation Area is stark, barren, and beautiful.
Farther west on my return toward Vegas, the flatter, muted desert landscape returned. Cactus, desert brush, and the occasional dwarf palm dotted the horizon, and the final leg was relaxing as I traveled back from the Valley of Fire to the valley of neon. With proper gear choices, this is a ride that can be made virtually year-round, and I will certainly be back. From the City of Sin to the Valley of Fire, it’s a heavenly ride indeed. The Man in Black would approve.
India’s just gotten a full list of dates on when they can expect Ducati’s 2023 World Premiere Debutantes – and the list includes India’s ‘most expensive bike of the year.’
Any guesses as to which model did the honors?
You got it – the all-new Streetfighter V4 Lamborghini was officially logged as the priciest bike of 2022, with all units currently accounted for (including the ones coming to India).
Ducati’s Desert X, from their 2023 World Premiere. Media sourced from Ducati’s relevant press release.
According to LiveMint, Ducati’s spaced out their yoink-happy machines thus:
Q1: Ducati DesertX
Q2: Monster SP & Panigale V4R
Q3: Streetfighter V4 SP2 & Diavel V4
Q4: Multistrada V4 Rally & Scrambler 2G range (Icon 2G, Throttle 2G and Nightshift 2G)
On top of a full lineup, India’s also getting two new Ducati dealerships to carry their pretty ponies; expect the first dealership to show up in Chandigarh (commencing operations in January), with the second being based in Ahmedabad (operations starting here n the first quarter of the year).
Ducati’s Multistrada V4 Rally, from their 2023 World Premiere. Media sourced from Ducati’s relevant press release.
Both these showrooms will get 3S facilities and will provide sales, service and spares from the same units,” adds the report.
Which bike was your favorite out of Ducati’s World Premiere?
Comment below, letting us know what you think, and as always – stay safe on the twisties.
Triumph’s moving toward a sustainable future by supporting sustainable fuels – and the bio-juice is being tested around the track as we speak.
According to the report from MCN, Hinckley’s engines will soon see compatibility with soup like the ethanol-rich E40 – the same kind of fuel that Dorna’s aiming for with their Moto2 class.
With Triumph being Moto2’s engine supplier since 2019, it stands to reason they’d be making tweaks now before the deadline hits – and Triumph’s Chief Product Officer, Steve Sargent, believes this is also a sign that we will see bio-fuel-compatible production bikes on our roads before long.
Triumph’s Moto2 engines, which will soon carry E40 bio-fuel, followed shortly thereafter with E100. Media sourced from CycleWorld.
“Ultimately, our aim is always to take all the learnings we gain from racing to make our road bikes even better, which of course, encompasses not just performance but also their impact on the environment,” explains Sargent.
“I can tell you that everybody here at Triumph is very excited to be involved in such significant developments at such a pivotal moment in motorcycle history.”
Moto2, Dorna’s class which also sports a deadline of transition to E40 bio-fuel by 2024, wiht a full transition to E100 by 2027. Media sourced from MCN.
All told, we’re looking at the switch to E40 installed by 2024, with the move to E100 made by the year 2027.
What do you think? Is the racing industry going to make the 2027 deadline in time? Let us know in the comments below, and as always – stay safe on the twisties.
To keep your view clear in rainy weather, National Cycle developed RainZip, a specially formulated rain repellent treatment for National Cycle’s Quantum hardcoated polycarbonate windshields and other polycarbonate windshields and helmet faceshields.
When rain accumulates in your line of sight, RainZip makes it bead up quickly and blow away, even at speeds as slow as 35 mph.
RainZip comes in a 3-ounce container, enough for two large windshield applications, each lasting three to four months. It also comes with special application cloths. MSRP is $30.95.
“I try to adapt to this new challenge with optimism and the will to start well in a new team. Personally, I always enjoy these types of challenges, getting to know new things: How is the team, the bike, meeting all the people in the team… I enjoyed the test and this process, and I look forward to meeting more people in the team.”
Gresini’s Enea Bastianini started on pole for the first time in his premier class career, but it was Bagnaia who took the holeshot at the first corner, while his factory teammate Jack Miller slotted into P3. As tends to be the case, Bagnaia put the foot down and controlled the race out front, while Quartararo had to work his way into the podium places from sixth.
Denali Electronics’ new line features 12 products specifically designed for the middleweight sport-tourer, many of which allow riders to add additional Denali products to their bike.
The light and horn mounts allow driving lights and a horn to be fitted in the optimal positions on your Triumph. The Plug & Play rear light kit (pictured at the top of this article) comes with turnsignal pods, a plug-n-play rear turnsignal, and a brake light wiring adapter to add visibility to the rear of the bike.
Rugged mountains, evergreen spires, historic towns, and fantastic curves highlight this loop ride through western Colorado.
As I sat in the grassy courtyard of the Retro Motel in Cortez, Colorado, the quaint motel’s name struck a chord. It dawned on me that “retro” may be the theme of this western Colorado motorcycle ride. Merriam-Webster defines “retro” as something “fashionably nostalgic.” That seemed fitting as I contemplated a loop ride that would take me deep into the Rocky Mountains and through some of western Colorado’s iconic towns. The most famous of these towns are deeply rooted in frontier history but have since taken on the upscale air of ski-chic and Western high fashion.
After a slug of coffee and a nibble of the motel’s grab-n-go breakfast, I headed north out of Cortez on State Route 145. In no time, I was rolling through the tiny town of Dolores. From there, I began a beautiful ride that follows the Dolores River for a long stretch and gains elevation. The route is a pleasant mix of short straights and sweeping corners.
As I parted ways with the clear waters of the Dolores, the corners tightened and the air cooled. After a spirited ride, I motored into the historic silver mining town of Rico, which was settled in 1879 and still boasts impressive historic structures for such a tiny place. I dropped a kickstand at the town hall and the community church, both of which were constructed in the early 1890s and are remarkably well-preserved.
The whitewashed Rico Community Church was built in 1891 and restored in 1993.
I had gained almost 3,000 feet in elevation in the 50-mile ride from Cortez, and the mid-September leaves were changing on the winding road out of Rico. The road coiled even more as I rolled through the vibrant greens of the western Rockies.
Overlooks in the Rockies often reveal the great tarmac that is to come.
This isn’t the first time I’ve been in this area, and memories occupied my thoughts as I made the short jaunt into Telluride. The Victorian silver mining town, which sits in an impressive box canyon, was founded around the same time as Rico. The area’s economy has shifted from mining to skiing and tourism. Telluride is now distinctively upscale while retaining its Victorian charm. I rode past high-end boutiques peddling their pricey wares from within historic brick facades.
A painter practices his art on the outskirts of Telluride.
My reminiscing hit full tilt as I made it to Telluride Town Park, where my wife and I attended the Ride Music Festival a couple of years back. The setting is amazing, with a precipitous tree-covered mountain face as a backdrop behind the permanent concert stage. All the town’s festivals are held in this must-attend venue for music lovers. One of my favorite festival memories was listening to Pearl Jam fill the box canyon with their soaring melodic riffs. On my most recent visit, Frisbees and softballs filled the air, but I could almost hear Eddie Vedder still echoing in the evergreens.
I climbed out of Telluride to the northwest. It was good to be out of the congestion and back on the curvaceous tarmac of western Colorado. The traffic picked back up as I approached the city of Delta. After making it though the slow-and-go, I headed northeast toward Aspen.
Snow-laced mountain passes are ubiquitous in the Rockies of Colorado.
This stretch is mountain motorcycling at its best. Tight curves and relaxed sweepers are the rule here, and the Rockies, which were snow-laced at the time, make the perfect backdrop. The road’s condition was remarkably good considering the weather extremes in this area. I had to slalom around the occasional pothole, but that is about it.
It was on this leg that I happened upon one of those “happy surprises” on a motorcycle tour. From a distance, I saw what looked like rows of mud nests made by cliff swallows – except much bigger. As I got closer, it was clear the structures were man-made and much more uniform. It turns out I was riding alongside the historic Redstone coke ovens. These brick-lined ovens were built in 1899 and were used to burn the impurities out of coal to produce “coke” for use in steel production. Fascinating stuff.
The Redstone coke ovens are a fascinating roadside attraction. Built in 1899, the brick-lined ovens were used to burn the impurities out of coal to produce “coke” for use in steel production.
Western Colorado Motorcycle Ride? Or High Plains Drifting?
I gassed up in Carbondale, which is the northernmost point on this loop ride, and then headed southeast on State Route 82. The road here was not what I had expected. Most of this stretch heading to Aspen opens up into what you might expect on the high plains of Wyoming. There are amazing views, as much of the area is wide open or lined with only intermittent lower vegetation. It was a relaxed and entertaining stretch on this last portion of the day’s riding.
As I rolled into Aspen, I couldn’t help but think of that ridiculous scene from the movie Dumb and Dumber when Jim Carrey and Jeff Daniels are nearly frozen solid when they ride into town. Thankfully, I was not on a minibike, and my gear was much more appropriate.
Local wildfires had cast a hazy pall over the otherwise idyllic landscape.
Aspen is a ski, shopping, and outdoor recreation mecca in the Rockies. Ski slopes lead from the surrounding mountains and seemingly terminate directly on the town’s main street, which is lined with stately buildings dating back to the 1800s that are impressive in both their size and architecture. After a short ride crisscrossing the roads of Aspen’s historic district, I unpacked the panniers at my lodging for the night. The Aspen Mountain Lodge was clean and comfortable, and its bubbling hot tub was just the thing to shed the day’s miles from my lower back.
My September evening walk through Aspen was an interesting mix of history, excess, and mountain charm. I strolled past families frolicking in the town’s park, women wearing outfits that likely cost more than my motorcycle, and the delightfully eclectic mix of structures throughout the town. After a couple of slices of gourmet pizza and a local brew, I settled back into my room for the night.
A boutique in Aspen exemplifies the town’s eclectic nature.
The Ride to Independence
I awoke the next day with a smile because I would get to ride one of the most thrilling roads in the Southwest, which culminates in the thin air and sweeping vistas of Independence Pass. With bags packed and fuel topped off, I headed southeast deeper into the Rockies.
Historic log structures dot the landscape in western Colorado.
Almost immediately after leaving Aspen’s city limits, the road coils into a narrow black ribbon of entertainment. The climb is steep, and the traffic is refreshingly sparse. At times, the road narrows to a single paved lane. The skeletal remains of the area’s mining heyday rise from the undulating grasslands. Spire-like evergreens reach stoically skyward, and snow traces the gray rock peaks like the marbled fat on a good steak.
The bones of historic mining structures add visual texture to this ride.
Before I knew it, I was there. The road cresting the tundra above the tree line led me to signage indicating I had reached Independence Pass. At an elevation of 12,095 feet, the summit is the highest paved pass in Colorado (but not the highest paved road; that honor belongs to Mount Evans at 14,130 feet, located about 70 miles to the northeast). I was happy that I was on a fuel-injected BMW GS, as this elevation would be rough on a carbureted bike.
Independence Pass is a thin-aired highlight of this western Colorado tour.
After the requisite photos and a moment to breathe in what little oxygen this elevation provided, I came down from the pass.
The other side of the summit was every bit as thrilling as the climb. Hairpins nearly as tight as those you’d find on a bathroom vanity abound. It’s a 1st-gear descent for the first few miles past Independence Pass, and the views are spectacular.
The visual definition of a “hairpin” curve on the southern descent of Independence Pass.
Eventually, the turns relaxed until I reached one of the few straight stretches on the loop. After that, I headed southwest on U.S. Route 160. This ultimately leads to Wolf Creek Pass. Yes, that’s the one in the 1970s song by C.W. McCall. I rode down from the nearly 11,000-foot pass amid numerous warning signs about the precipitous grade and what it can do to truck brakes. There were two runaway truck ramps on the descent that spoke to the danger.
The famed Wolf Creek Pass is a shining star of the Great Divide.
I threw down the kickstand at the viewpoint to enjoy one of the most impressive vistas on the trip. The view serves as a topographical foreshadowing of a descent through jagged rocks and vivid conifers into a grassy valley. The few miles between here and my final stopover did not disappoint.
The view south on U.S. Route 160 is stunning and expansive.
Soaking in the Last Stop of the Western Colorado Motorcycle Ride
I entered Pagosa Springs road-weary but satisfied. This is another town rich in history but with the added draw of the steaming waters of the Mother Spring aquifer. I made my way to The Springs Resort and Spa, an upscale and visually stunning property that boasts two dozen soaking pools fed by the aquifer.
The natural hot pools at The Springs Resort and Spa in Pagosa Springs are perfect for soaking away the stiffness of the road.
The pools range in temperature from 88-112 degrees, and all offer amazing views of the San Juan River and surrounding mountains. After sampling several of the hot pools, I retired to my comfortable suite and drifted off with visions of the day’s amazing ride dancing in my head.
All that was left of my western Colorado loop tour was a relaxing ride due west back to my starting point in Cortez. There was, however, one more iconic town left on the docket. After about 50 miles of gently curving highway, I came upon Durango.
Durango’s Strater Hotel is one of many stately, historic structures on this ride.
This southern Colorado town is situated on the banks of the Animas River and, like all the others I have visited, has a rich history and well-preserved downtown area. I picked up a to-go sandwich and sat by the whitewater park to watch kayakers navigate the rapids. I put up the kickstand for the last time on the trip on the short jaunt back to Cortez.
Obviously, this is a summer ride. The extreme elevations make for an early winter and late-arriving summer. Some stretches on this route are permanently closed in the winter. Pack with the expectation of large swings in temperature and precipitation. Plan well and enjoy!
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