Tension. It’s just one word that perfectly describes what MotoGP™ is all about, and throughout a weekend, tensions are high on several occasions. Below are some of the best shots that portray tension at some of the different Grands Prix this season.
Source: MotoGP.com – Read Full Article Here
KTM has announced that joining the recently unveiled 2023 KTM 890 Adventure R is the new KTM 890 Adventure, a bike the company called “the ultimate master of all conditions and distances.”
Related: 2023 KTM 890 Adventure R | First Look Review
The 2023 KTM 890 Adventure features a liquid-cooled 889cc LC8 parallel-Twin, a 6-speed gearbox, the PASC slip/assist clutch, Bosch EMS with throttle-by-wire, and Dell’Orto throttle bodies with an integrated knock sensor for handling varying fuel quality while off the beaten path.
For 2023, one of the most significant changes has been made to the fairing between the front of the bike and the fuel tank.
A connected fairing section offers improved protection from the elements, and it is now further reinforced to offer more security and more load-bearing capability for larger GPS devices. The KTM 890 Adventure also has wider panels on the tank and side panels.
For suspension, the reworked WP APEX 43mm fork now comes with adjustment for rebound and compression, accessible from the top caps. The APEX shock, engineered and slotted into the bike to minimize height, has new settings orientated for the demands of adventure riding.
A new ABS unit is informed by the six-axis IMU to enable full braking power in a range of scenarios. The improved ABS is synced with the ride modes, allowing Offroad ABS (maximizing braking control through disengagement on the rear wheel and lowered intervention on the front) to be activated automatically in Offroad or Rally mode.
The KTM 890 Adventure can be clicked into Street, Offroad, Rain, and an optional Rally mode to adjust engine and traction control character, and a Demo setting allows the rider the chance to try the full gamut of optional rider aids for the first 932 miles (1,500 km) before deciding whether to purchase and keep them permanently.
The 2023 KTM 890 Adventure has a new higher windscreen that offers increased protection and is inspired by the product used on the KTM 450 Rally, and the two-part seat has a new soft foam structure and a slimmer front fender for aerodynamics and rain protection.
The overhauled 5-inch TFT display has revised hardware (bonded mineral glass for extra scratch and glare resistance), and KTM says the redesigned software system of menus and infographics makes alterations to the behavior of the KTM 890 Adventure even simpler. The backlight changes intensity as it reacts to the environment, and a new feature for 2023 enables riders to list their ‘top 10’ calls by the last ones made or favorites list. The Turn-by-Turn+ navigation allows the rider to add extra customization to their navigation details on the go from the bike’s TFT menu without having to stop and fish around for their mobile device.
Sportier graphics and more dynamic looks (the plastics are color injected and using in-mold decals where possible for extra resistance, as seen on the KTM offroad bikes) comes with other practical additions such as the new aluminum engine and tank protector. Other additions include a handlebar switch with hazard warning, Pirelli Scorpion STR tires for offroad emphasis, and LED indicators.
The 2023 KTM Adventure has a 5.3-gal fuel tank and has a dry weight of 441 lb.
Related Story: 2021 KTM 890 Adventure R | Long-Term Ride Review
The 2023 KTM 890 Adventure and 890 Adventure R machines join the flagship 2023 KTM 1290 Super Adventure R and 1290 Super Adventure S, both of which were completely redesigned in 2022.
Related: 2022 KTM 1290 Super Adventure R Review
Both bikes return for 2023 and are still powered by the liquid-cooled 1,301cc LC8 V-Twin engine with a 6-speed PANKL gearbox, PASC slip/assist clutch, and Keihin EMS with throttle-by-wire. Both also have a 7-inch TFT display and Rain, Street, Sport and Offroad ride modes as standard, as well as an optional Rally mode with nine levels of adjustable traction control intervention. Offroad ABS mode allows for dirt-specific ABS application on the front wheel while disengaging the rear ABS.
Suspension on the 2023 KTM 1290 Super Adventure R is provided by a fully adjustable, long-travel WP XPLOR fork with separate compression and rebound damping and a fully adjustable WP XPLOR PDS rear shock. On the 2023 KTM 1290 Super Adventure S, WP APEX Semi-Active Technology (SAT) suspension adapts the damping rates in real time according to Sport, Street, Comfort, or the optional Offroad, Auto, and Advanced, and the WP APEX rear shock with 200mm of travel and new hydraulic preload adjustment (20mm) offers 10 steps of adjustment or, as an optional add on, three levels of automatic leveling in Low, Standard, and High.
The KTM LC8 and LC8c ADVENTURE range will begin shipping to authorized KTM dealers from December onward. Pricing hasn’t been announced as of publication.
For more information, visit the KTM website.
The post 2023 KTM 890 Adventure | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com
The seeds for my journey on the Trans Euro Trail were planted in 2015, when I toured Europe on my BMW R 100 CS. I had the briefest sample of Albania, an afternoon riding the most dramatic mountainous landscape on a pristine ribbon of tarmac. Smooth riding perfection soon turned into a perilous off-road trail that put my bike and me well out of our comfort zone. As snow fell and my extended sump rebounded off rocks, I made a rare sensible decision and turned back to Montenegro, vowing to return better prepared one day.
This time around I took my 1982 BMW R 80 ST. It’s not a true off-road bike, but modified with a wide handlebar, a 21-inch front wheel, a longer rear shock, and a bash plate, it’s more than capable of taking on tricky terrain. With countless days on Wales’ toughest greenlanes, plus an enduro race under my belt, I was ready to take on Albania properly.
Read all of Rider‘s BMW coverage here
Choosing a route was easy. The Trans Euro Trail is an incredible resource. With nearly 32,000 miles of off-road trails mapped across Europe, it’s a lifetime’s worth of riding. The Albania section covers 500 miles, which could be a day’s riding on tarmac but is a lot longer off-road. Free GPS routes are available at TransEuroTrail.org, and there’s even a TET app for Android phones that allows you to download all the routes.
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Albania is inconveniently located nearly 2,000 road miles away from my home in Wales. No doubt there’s some spectacular riding on the direct route, but I’ve traveled its roads plenty of times before, and there are too many motorway miles that crush spirit and wear out knobby tires. Instead, I took the ferry to Santander, Spain, with further ferries taking me to Sardinia, Sicily, mainland Italy, and finally to Albania. It’s a great alternative route with fewer motorway miles, beautiful landscapes along the way, and overnight ferries costing not much more than a hotel room – and you can sleep while the boat does the work for you.
The route also gave me a chance to sample other sections of the TET and get a feel for what to expect from it.
When the ferry landed in sunny Santander, I headed south to join the TET at the nearest jumping-on point. As soon as my wheels left the tarmac, I hit thick, wet clay, and within 800 yards, I was on the ground and struggling to pick up the heavily loaded bike as my boots slipped in the slick clay. For a moment I just stood there, staring at my once-pristine bike wedged in the mud on its side. Maybe I wasn’t as ready for this as I thought.
Eventually I got the bike upright, and the next 10 miles was an arduous crawl through deeply rutted clay across unremarkable farmland. The Michelin Anakee Wilds, usually a very capable 50/50 tire, failed to get any real grip as the clay filled the tread, and I had to paddle my feet just to stay upright. The bike was caked in clay, filling every gap between wheels and frame and baking itself solid against the hot engine. I was dirty, hot, exhausted, and soaked with sweat.
Is this what the TET is about? I can fall off my bike in muddy fields back in Wales anytime I want.
As I made my way to Barcelona via the Pyrenees, I hopped on and off the TET at convenient points, using paved roads to make up some miles in between. Thankfully the riding improved in both trail quality and scenery, although I was occasionally hindered by deep snow in the higher ground.
I rode a short section of the TET in Sardinia, fast gravelly trails over beautiful hills, and for the first time I could see the wheel tracks of other bikes.
In Sicily, I enjoyed a few easy days of touring and sightseeing before making a beeline for Brindisi on the southeast coast of Italy, where I boarded the overnight ferry to Vlorë in Albania.
On arrival in Albania, I realized my first mistake: I had my passport, motorcycle insurance, Covid pass, and international driving permit but no vehicle registration documents, which turned out to be vital for crossing borders in this part of the world. In the early hours of the morning, I woke my fiancée back home to email a PDF copy. The border guards were not overly impressed, but it was enough to get me through.
To join the TET, I took the most direct route, which seemed like a major road when looking at Google Maps. On arrival, that road turned out to be a stone military road built by the Italians during World War II – and barely maintained since. The frugal suspension travel on the stock ST fork made for a bumpy ride as I tried to pick the best line across the stones. As spectacular as the views were, it was tough going.
If this is just the road to the TET, how hard is the actual TET?!
When I joined the TET to make my way to the most southerly point of the route, I was surprised to find a smooth tarmac road that winded up in the hills past some spectacular monolithic war monuments before turning to dirt as it dropped down to the warm sunny coast. A spectacular ride, not too challenging, and I finished the day with a pannier-cooled beer on the beach watching the sun go down. A trail rider’s dream!
The next day, I began making my way back north and inland, using tarmac roads to skip the section of the TET I’d already done. When I rejoined the dirt trails, they once again wound into the hills, passing tiny villages of makeshift homes, friendly farmers herding livestock, and rivers cutting their way through gorges and flowing under precarious bridges. One thing the TET has done is bring commerce to these faraway places that otherwise see very few tourists. Groups of trail-weary bikers buy drinks and food and camp in the fields – or in my case, take refuge in the basic B&Bs that cost next to nothing to stay in.
It was my third day in Albania, but I’d already been away from home for 15 days. The trails had been spectacular, but I’d heard they were tough, and so far I hadn’t experienced too much of a challenge. That was about to change.
After an early-morning meal of a banana, cheese triangles, peanuts, and some unidentified tinned fish purchased at a small corner shop, I dropped down the mountain into the town of Gjebes where I saw a battered old Kawasaki 200 trail bike. Its owner soon appeared and introduced himself with well-spoken English. His name was Djem.
When I checked the GPS that morning, I noticed the TET offers two options: a straight(ish) 10-mile section or an alternative 40-mile detour into the hills labeled as “wet option.” The shorter section follows the river, so I asked Djem if it could be ridden this time of year.
“Sure, I’m going that way to work this morning. You can follow me, but I’m running late.”
Djem set off at a pace down the mountain trail, ably carving the best line at speed, which I tried to follow while taking liberties with the ST to keep up. So far on this trip, I’d ridden with a “this bike has to get me home” attitude, but that was thrown out the window.
As advertised, we left the road and dropped onto the vast rocky riverbed. Djem weaved a line from bank to bank, bouncing over the stones and occasionally plowing through the river. As exciting as chasing Djem was, after five minutes, I thanked him and said farewell. He left me with one bit of advice: “When you see the second village, make an exit. After that the water is too deep.”
Realizing our last river crossing was rather photogenic, I decided to take the opportunity to take a much-needed rest and shoot a picture. I made the crossing several times until I was happy with the shot and continued on my journey – only to completely misjudge the climb up the riverbank that I’d just done five times over and topple into the river.
My bike was upside down, and my phone mount fell off and went floating down the stream with the phone inside. Petrol was pouring out of both carbs, so I immediately shut off the taps. With the bike at an awkward angle on the riverbank, I couldn’t get it fully upright with the weight of all the luggage. I was forced to drag the bike to a more favorable position, which meant the whole bike was now in the river. After a lot of swearing and my new deadlift personal best, I got it back upright. Thankfully the bike suffered no damage, and I came out with just a nice lump on my shin as a prize. I managed to rescue my phone from farther down the river, but it was fully drowned and lifeless.
After draining the carbs and a few nervous cranks of the starter motor, the ST spluttered back to life, belching a plume of damp, oily fumes as it cleared its left cylinder. With a dead phone and no GPS to follow, there was just the small matter of navigation. I could see where other vehicles had traveled for the most part, but in sections the pathway seemed to disappear into rocks, leaving me aimlessly bumping around the riverbed searching for a passable route.
Every now and then the reappearance of Djem’s wheel tracks reassured me I was on the right track, only to disappear into water, nowhere to be found on the other side. I plunged in and out of the river, one time beaching the sump on a hidden rock and losing all traction. After that, I began walking the river crossings first to assess a safe route, my boots filling with water as the crossings got deeper. I started wondering if, while focusing on my riding, I’d accidentally gone too far. After nearly two hours, I was relieved to see the second village, and I rode back into relative civilization. Finally, a chance for a drink in a modest Albanian refuge and to empty the water out of my boots.
This was my big adventure for the day, but to Djem it was just another commute.
In stark contrast to the slog across the riverbed, the next day involved fast, open, well-graded trails. For the first time, my speed stayed consistently above 30 mph, and I made good progress, leaving only 75 miles of the TET remaining by the time I reached my accommodation. It was a smart-looking hotel from the outside, but inside it was barely decorated and revealed some dubious building standards, such as a 230-volt socket in a wet room within splashing distance from the shower head and a polished public balcony with no railing.
After surviving an overnight stay in the hotel, I was ready to take on the final section, a jaunt into the Albanian Alps arriving at Theth, one of the country’s top tourist draws. The trail started as tarmac but soon degraded into tough, rocky, technical riding on a path not much wider than a small car and a plunge to certain death as the reward for lost concentration.
By midday I felt like I’d been climbing forever, but I’d only covered 12 miles of the road. The ST was already losing a significant amount of power due to the altitude. It wasn’t until late afternoon that I finally reached Theth, but the effort had been worth it. The harsh, desolate landscape gave way to an oasis of color and beauty in the hills. Charming little houses dotted a towering, snow-tipped landscape, with a blue crystal-clear river running through a deeply cut gorge.
Mercifully, the ride back out of the hills was a smooth tarmac road, albeit with 6-foot walls of snow towering on either side, razor sharp hairpins, and a dizzying descent down the mountain. Despite the evening drawing in, the air warmed as I got closer to the sea, the roads opened up, and the ST regained power as it breathed more oxygen. Not only did the 40-year-old BMW complete the Albanian TET, but it had excelled as a riding companion.
When it comes to an adventure bike, less is certainly more. Traction control, ride modes, adjustable windscreens, and TFT displays are all just distractions around what you really need: a solid, dependable machine that’s easy to live with day to day and can be fixed with basic tools on the road. The ST is light for an adventure bike, coming in at just over 440 lb with fluids compared to a whopping 550 lb on the latest R 1250 GS. In fact, with most of Albania’s vehicles being around 30-40 years old, the ST fit right in!
I don’t like describing my bike as a “classic.” The word suggests a machine kept for its history and novelty, but Airhead BMWs aren’t there yet. To me, they still cut it amongst the best, and their work is not yet done. With the Albanian TET under my belt, I’m now looking toward the next adventure on the ST.
The post Tackling the Trans Euro Trail on a BMW Airhead first appeared on Rider Magazine.
Source: RiderMagazine.com
As well as celebrating the title winners from the motorcycle racing classes, the FIM Awards will also highlight the following: the Women in Motorcycle Trophy, the FIM Environmental Trophy, the FIM Family Trophy, the FIM Trophy for The Future, the FIM Road Safety Trophy and FIM Touring World Challenge.
Source: MotoGP.com – Read Full Article Here
The number 41 launched from P1 but lost the holeshot to Jorge Martin (Pramac Racing), who he then chased for the majority of the race. After a couple of failed attempts, Espargaro managed to finally overtake his compatriot with five laps remaining, and it was a lead he didn’t let slip as he took the chequered flag first in his 200th premier class Grand Prix.
Source: MotoGP.com – Read Full Article Here
Ups
Downs
Verdict
The CFMoto 650 Adventura doesn’t quite have what it takes to compete toe-to-toe in the middleweight adventure category. That isn’t to say that the bike isn’t a quality machine with a generous feature set, but it takes more than that to fully capture the adventure bike spirit. Instead, the Adventura feels like a bulkier, less comfortable version of the company’s 650NK naked.
That said, for its modest price, the 650 Adventura is worth considering for entry-level riders looking to break into the touring/adventure scene.
Overview
CFMoto came out full throttle with its 2022 moto lineup, debuting seven new models that fill a long-standing need for premium quality at entry-level price points. The company may be a new name to most consumers, but Chinese-based CFMoto has been a prominent force in the ATV and side-by-side market for years; its US headquarters has been in Plymouth, Minnesota, since 2007. The company’s foray into motos is still relatively fresh, but with close ties to KTM, CFMoto may be well positioned to break into the US market.
The 650 Adventura is the company’s adventure-touring option, a fully featured, well-built 649cc parallel-twin-powered machine. On paper, with its 5-inch full-color TFT display, J.Juan brakes front and rear, fully adjustable upside-down front fork and monotube rear shock, and contemporary styling, the 650 Adventura seems competitive. Riding it in the real world, though, leaves a bit to be desired, with smaller issues like excess heat in the cockpit area. That said, the bike’s low price point will most likely be enough for entry-level riders to overlook any flaws.
Updates for 2022
As this is the first year of production for the 650 Adventura, there are no updates to report.
Pricing and Variants
The 650 Adventura isn’t the only model in CFMoto’s lineup with a 649cc parallel twin, adjustable front and rear suspension, 5-inch TFT display, and J.Juan disc brakes; much of this is shared with CFMoto’s 650NK. The Adventura seems to be, more or less, a restyled version of the NK with a taller seat and a heftier price tag.
The only variations on the Adventura are trim color; it’s available in either Athens Blue/Matte Titanium Gray or Nebula White/Matte Titanium Gray.
Competition
CFMoto’s 650 Adventura is intended to compete in the middleweight adventure class, where it goes up against bikes such as the Aprilia Tuareg 660 and Suzuki V-Strom 650 (soon to be replaced by the V-Strom 800DE). Other standouts in this category include the Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure and 850 GS, Husqvarna Norden 901, Triumph Tiger 900 models, and the Ducati DesertX.
While the Adventura may be less capable in off-road riding, its modest price tag may justify a reduction in versatility, especially if on-road touring will be the bike’s primary use.
Powertrain: Engine, Transmission, and Performance
The 650 Adventura’s 649cc parallel-twin engine produces a moderate 60 hp and 41.3 lb.-ft. of torque, providing riders with adequate pep for around-town riding and touring. While a bit lacking in the midrange, the engine’s Bosch EFI system makes for a smooth, predictable powerband.
Power goes through a six-speed transmission, with a CF/SC slipper clutch for quick and accurate shifts. In testing, the bike performed decently, but compared to its naked counterpart the Adventura feels notably less refined on the street.
Handling
The 650 Adventura is fitted with premium upside-down adjustable dampers front and rear, including rebound-adjustable front fork and rebound/preload-adjustable rear offset monotube shock. The dampers perform well out of the box for riders weighing around 180 pounds; however, larger riders may need to increase damping to get the most out of the bike.
Handling is approximately what you’d expect from any middleweight adventure bike with a 33-inch seat height. Steering is moderately light and overall good for spirited riding, though not as sporty as the shorter-wheelbased and lower-seated CFMoto 650NK.
Brakes
As on the 650NK, the Adventura’s J.Juan front brakes are one of the bike’s better aspects, providing excellent braking feel and fade-free performance. Up front, CFMoto uses dual 300mm rotors and two-piston calipers, while a single-piston caliper acts on the bikes’ single rear 240mm rotor.
The model also features standard dual-channel Continental ABS, which performed well in both wet and dry conditions during test sessions.
Fuel Economy and Real-World MPG
There is currently no fuel data for the CFMoto 650 Adventura.
Ergonomics: Comfort and Utility
Overall, the 650 Adventura isn’t a bad first attempt at an adventure bike. It simply isn’t as refined as bikes from competitors with more experience. For instance, the upright seating position isn’t necessarily uncomfortable; it’s adequate for touring and around-town riding. However, the bike’s bodywork seems to funnel engine heat directly upward. When paired with the oversized windscreen, heat ends up trapped directly in front of the rider for an uncomfortably toasty riding experience. Perhaps this is a side effect of basing operations out of Minnesota? In any case, the excess heat will almost certainly get some complaints in warmer climates.
The Adventura includes a set of roomy hard-sided panniers and an oversized seat for long-distance comfort. Other nice features include the aforementioned adjustable windscreen, integrated hand guards, and a USB charging port. A lower fairing/engine guard is sold separately.
Electronics
The 650 Adventura’s electronics include a full-color 5-inch TFT display, dual-channel Continental ABS, and LED lighting. The bike is also equipped with dual riding modes, Eco and Sport, allowing riders to choose between fuel economy and total performance.
Warranty and Maintenance Coverage
CFMoto’s 650 Adventura comes with a two-year factory warranty.
The 650 Adventura’s quality is just as impressive as that of the rest of CFMoto’s lineup. Defined welds can be seen on the carbon-steel trellis frame, fit and finish appears excellent, and the company has opted for tried-and-tested components to deliver a pleasant feel and appearance.
2022 CFMoto 650 Adventura Claimed Specs
| MSRP: | $6,799 |
|---|---|
| Engine: | 649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. |
| Bore x Stroke: | 83.0 x 60.0mm |
| Transmission/Final Drive: | 6-speed/chain |
| Fuel System: | Bosch EFI |
| Clutch: | Wet, multiplate slipper |
| Frame: | Tubular steel w/ aluminum alloy swingarm |
| Front Suspension: | Inverted fork, rebound damping adjustable |
| Rear Suspension: | Cantilever, rebound damping and preload adjustable |
| Front Brake: | Radial-mounted 2-piston J.Juan caliper, 300mm disc w/ ABS |
| Rear Brake: | 1-piston floating J.Juan caliper, 240mm disc w/ ABS |
| Wheels, Front/Rear: | Aluminum alloy; 17 x 3.5 in. / 17 x 4.5 in. |
| Tires, Front/Rear: | 120/70R-17 / 160/60R-17 |
| Rake/Trail: | 24.5°/4.1 in. |
| Wheelbase: | 56.0 in. |
| Ground Clearance: | 5.9 in. |
| Seat Height: | 33.0 in. |
| Fuel Capacity: | 4.75 gal. |
| Claimed Wet Weight: | 480 lb. |
| Contact: | cfmotousa.com |
Source: MotorCyclistOnline.com
You heard right.
As of 2 minutes and 38 seconds into the debut of KTM’s new track-only, limited-edition supersport hooner, the entire 2023 KTM RC 8C fleet sold out.
All 200 units may be accounted for, but hey – there’s still a waiting list (should some dunderhead decide to let go of their cutting-edge piece of pretty, which we think unlikely).
According to the report from Motorcycle Sports, the Austrians used their digital sales platform “to offer buyers a direct means of securing their bike as soon as sales opened.”
Of those that took avantage of the platform, 30 lucky riders have booked in for a KTM hand-over event in Valencia, Spain, where they will recieved their beloved bike along with the experience of a lifetime.
So what’s the big deal about the 2023 KTM RC 8C, you ask?
Let’s start with the fact that this track-only monster has been co-engineered in partnership with Krämer Motorcycles. Krämer only makes purpose-built competition machines for the competitive circuit, so you know you’re getting a machine that’s as high-caliber as it is serious.
Add to this the fact that “the KTM RC 8C is built using high-end, high-performance racing components with an improved LC8c production engine for easier maintenance and parts availability,” and you’re fluidly speaking the language of track days, where the RC 8C will be more than capable of showcasing “the highest levels of performance and handling, without the need for overly sophisticated electronics.”
Stay tuned as we start seeing people try these bikes out – it’ll be worth the gander, that’s for sure.
Drop a comment below letting us know what you think, and as ever – stay safe on the twisties.
Source: MotorbikeWriter.com
White Rim Trail – or White Rim Road in national park parlance – is a 100-mile unpaved route that loops around the Island in the Sky mesa in Canyonlands National Park near Moab, Utah. It’s on the bucket list of many dual-sport and adventure riders, and rightfully so. The scenery is spectacular, and the trail is ridable by anyone with a modicum of off-road experience.
Scan QR code above or click here to view the route on REVER
White Rim Trail, named after the layer of White Rim Sandstone that it runs on top of, was built in the 1950s by the Atomic Energy Commission to access uranium deposits. The mines didn’t produce much ore and were abandoned, and the road became part of Canyonlands after it was established in 1964.
Although White Rim Trail is a rough and rugged route, only street-legal (plated) motorcycles and high-clearance, four-wheel drive vehicles are permitted. Off-road-only dirtbikes, ATVs, and side-by-sides that are common on many trails around Moab are prohibited, which helps keep noise and traffic down. There’s also a daily limit of 50 day-use permits.
Since the trail is within Canyonlands, a national parks pass or entrance fee ($25 per motorcycle, good for seven days) is required. Day-use permits are free at visitor centers, but a $6 fee is required for permits purchased online at Recreation.gov. There are several campgrounds along the trail that require overnight permits for an additional fee. In the spring and fall, reservations are strongly encouraged.
The plan was for four of us – Bruce Gillies, Vic Anderson, Kevin Rose, and me – to ride the entire White Rim Trail in one day. We would be traveling light, with all of us riding KTM 690 Enduro Rs. As enjoyable as camping would be in such a beautiful place, it requires gear that would’ve weighed us down, and whatever was in our saddlebags or panniers would be subjected to paint-shaker conditions for hours on end. Instead, we rented a house in Moab that served as our base for two days of riding.
As a warm-up for the White Rim, we spent our first day riding Chicken Corners Trail, a 42-mile out-and-back route on Bureau of Land Management land that passes through Kane Springs Canyon, goes over Hurrah Pass, and runs along a high sandstone bench on the southern edge of the Colorado River. We got hammered by rain early on, but then the clouds parted, and we enjoyed a fun, scenic ride. The trail ends 400 feet above the river across from Dead Horse Point Overlook, the filming location for the final scene in Thelma and Louise when they drive off the cliff.
Having obtained our day-use permits online, the next day we left the house around sunrise and rode north on U.S. Route 191 past Arches National Park and then turned west on State Route 313. There’s no gas in Canyonlands, and the nearest gas station is about 30 miles away in Moab, so completing the loop requires at least 160 miles of range. We were equipped with auxiliary fuel canisters just in case.
White Rim Trail is a two-way road, so it can be ridden in either direction. Our plan was to ride it counterclockwise, saving the famous Shafer Trail for the very end. We turned west on Mineral Canyon Road (BLM 129) before entering Canyonlands and followed the long, flat, well-graded dirt road for about 12 miles.
The road into Canyonlands climbs up onto the Island in the Sky mesa, which is where the visitor center and many RV-clogged overlooks are located. Since the White Rim is below the mesa, riding it in either direction requires going down a series of steep switchbacks to get to the trail.
On a crisp morning in late May, we peered down into the red sandstone canyon carved by the Green River and descended to Horsethief Bottom. After passing the Canyonlands National Park boundary sign, we cruised along the flat trail and took in the full spectrum of colorful scenery: green vegetation along the river; layers of red, pink, yellow, white, and gray rock; and blue skies sprayed with tufts of white cirrocumulus clouds. Off in the distance was Canyonlands’ Maze district.
Our first challenge was crossing a sand wash where Upheaval Canyon dumps into the Green River. If the Green is running high, the wash can be flooded and make the trail impassable. We blasted through on the gas and soon found ourselves at one of the two most technical sections on the trail: Hardscrabble Bottom. Since we rode the loop counterclockwise, this section was downhill, and we picked our way along without incident.
Even though it was a Saturday, we rarely saw others on the trail. We waved to a group of Jeepers at a campground, and we passed a few 4x4s and mountain bikers followed by support trucks. Otherwise, it was just the four of us enjoying the sweeping views and a fun trail with minimal dust thanks to the previous day’s rains.
The second technical challenge on White Rim Trail is climbing up and over Murphy’s Hogback. Our KTMs were perfectly suited for the terrain, and we again made it through without any problems. Bigger ADV bikes would be more of a handful here but certainly capable of getting through.
Read all of Rider‘s KTM coverage here.
While some of White Rim Trail is red dirt and sand, miles of it are on bare sandstone, which makes for a bumpy ride. Long-travel suspension, good ground clearance, and a sturdy skid plate are essential.
The sky had become progressively cloudier throughout the day, and by midafternoon, dark clouds blotted out the sun. At the junction with Potash Road, a ranger checked our permits before we began the final climb up the Shafer Trail switchbacks. This section of trail is accessible by anyone visiting Canyonlands, so we worked our way to the top around not only Jeeps and mountain bikes but Toyota Camrys full of Instagrammers too.
A few fat raindrops began to fall as we exited the trail. We made a hasty retreat back to the house to hoist celebratory beers and share stories about our adventure.
The post White Rim Trail on KTM 690 Enduros | Favorite Ride first appeared on Rider Magazine.
Source: RiderMagazine.com
At the end of the 50-lap race around the VR46 Ranch layout, Marini and Rossi – last year’s winners – had to settle for P2, with Celestino Vietti (Fantic Motor) and Niccolo Antonelli taking the final spot on the podium in third. Round out the top five were four more Italians in the form of Franco Morbidelli (Monster Energy Yamaha MotoGP™) and Andrea Migno in P4, with 2022 MotoGP™ World Champion Francesco Bagnaia (Ducati Lenovo Team) and Marco Bezzecchi (Mooney VR46 Racing Team) in fifth.
Source: MotoGP.com – Read Full Article Here
Just want to give a massive thanks to the Team Miller crew for the weekend, it’s not easy to pull all of this together for just one race so I can’t thank everyone enough for their hard work 🤟
Source: Jack Miller on Facebook
