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[Step Up to Greater Comfort and Convenience]

Step Up to Greater Comfort and Convenience

Sponsored content provided by OEDRO.

Modern pickups and SUVs are designed with higher ground clearance to improve off-road capability, towing performance, and road presence. While these features make trucks look tougher and perform better, they also create a hidden inconvenience that many owners experience every day. Vehicles without factory running boards can be surprisingly difficult to enter and exit, especially for children, seniors, and shorter passengers. The high step-up height often forces drivers and passengers to climb awkwardly into the cabin, increasing the risk of slipping during rainy weather or losing balance when carrying cargo.

Beyond comfort concerns, repeated entry and exit can also affect the vehicle itself. Without a dedicated stepping surface, passengers often step directly on door sills or rub against the lower body panels while climbing in. Over time, this leads to dirty door jambs, scratched paint, and visible wear around the vehicle’s entry points. What initially seems like a minor inconvenience gradually impacts both the appearance and daily usability of the truck. Whether you’re driving a Silverado, Sierra, Colorado, or Canyon, the absence of running boards can make everyday use less convenient than it should be.

Many truck owners solve this issue by upgrading to OEM-style aftermarket running boards that are designed specifically for their vehicle. Products such as the OEDRO Dual Convex Two-Stair Running Boards for 2019-2025 Chevy Silverado & GMC Sierra Crew Cab provide a practical solution while maintaining a factory-inspired appearance. Built with durable materials and anti-slip stepping surfaces, these running boards offer strong support for daily use while complementing the truck’s original body lines.

OEDRO Dual Convex Two-Stair Running Boards for 2019-2025 Chevy Silverado & GMC Sierra Crew Cab

For midsize truck owners, options like the OEDRO Running Boards for 2015-2022 Chevy Colorado & GMC Canyon Crew Cab (0115) and the OEDRO 6-Inch Nerf Bars for 2015-2022 Chevy Colorado & GMC Canyon Crew Cab provide the same benefits while fitting the vehicle perfectly. Unlike generic accessories, these vehicle-specific designs are engineered to match factory mounting points, allowing drilling-free installation that preserves the truck’s original structure and performance.

The anti-slip stepping surfaces improve confidence when entering the vehicle during wet or muddy conditions, while heavy-duty steel construction delivers excellent load-bearing strength. Additionally, corrosion-resistant finishes help maintain long-term durability against rain, snow, road salt, and daily exposure to the elements. The result is a functional upgrade that improves safety without sacrificing style.

The difference between a stock truck and one equipped with premium running boards becomes obvious the moment you use it. A factory setup without side steps leaves passengers with a significant climb into the cabin. For families, this often means helping children enter the vehicle every day. For older passengers, the high step can create discomfort and increase the risk of slips and falls. Loading work equipment, groceries, or travel bags can also become more awkward when you lack a stable intermediate stepping point.

In contrast, aftermarket running boards create a convenient stepping platform that makes entry and exit smoother and more natural. The reduced stepping height improves accessibility for everyone while minimizing strain on knees and joints. Products such as the OEDRO Running Boards for 2007-2019 Silverado & Sierra 1500/2500/3500 Crew Cab are designed to deliver this enhanced accessibility while also protecting the truck’s lower body.

OEDRO Running Boards for 2007-2019 Silverado & Sierra 1500/2500/3500 Crew Cab

Protection is another major advantage that stock configurations simply cannot offer. Without running boards, the lower body panels are more exposed to rocks, debris, shopping carts, and accidental impacts. Over time, these hazards can leave scratches, dents, and paint damage that reduce the truck’s appearance and resale value. Running boards act as a protective barrier, helping shield vulnerable areas from everyday wear and tear.

From a styling perspective, aftermarket running boards also create a more complete and refined appearance. The added horizontal line along the lower body gives the vehicle stronger visual balance and a more premium look. Instead of appearing unfinished, the truck gains a purposeful and upgraded profile that complements both work and lifestyle use.

For drivers seeking additional options, the OEDRO Running Boards Collection offers a variety of styles designed for different truck and SUV models. Whether you prefer traditional nerf bars, OEM-style side steps, or aggressive dual-step designs, there are solutions available to match your needs and driving habits.

Daily usability is one of the biggest reasons truck owners choose this upgrade. Unlike cosmetic modifications that are only appreciated visually, running boards provide benefits every single time the vehicle is used. They make family transportation easier, improve workplace efficiency, and help protect the vehicle from unnecessary damage. Drivers often discover that once running boards are installed, they quickly become one of the most appreciated upgrades on the entire truck.

Upgrading to premium running boards is one of the highest-value exterior modifications available for modern pickups and SUVs. It solves daily boarding challenges, protects your vehicle’s body, improves passenger safety, and enhances overall styling at the same time. Whether you’re driving a Chevy Silverado, GMC Sierra, Chevy Colorado, or GMC Canyon, aftermarket running boards provide a practical improvement that you’ll notice every day.

For even greater value, don’t forget to use the exclusive discount code OERUNB20 and enjoy special savings on eligible OEDRO running boards and side step products. A simple upgrade today can make every drive safer, cleaner, and more comfortable for years to come.

View the entire collection here.
The post Step Up to Greater Comfort and Convenience appeared first on Rider Magazine.

Source: Step Up to Greater Comfort and Convenience
Courtesy of Rider Magazine - http://ridermagazine.com

[Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion]

Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion

Wild Ass seat cushions have been well-regarded for providing comfort to motorcyclists by reducing pressure points, vibration, and heat, allowing riders to stay in the saddle for longer. Patrick Cornell recently put a Wild Ass seat cushion to the ultimate test by putting in more than 200,000 miles on one in one year.

Patrick Cornell, long distance rider (LDR) and WildAss seat cushion founder Craig Johnson celebrate the four long-distance riding records (to be certified) achieved on "Pappy" the Indian Pursuit motorcycle.

Cornell's year of mile collecting was spent on a 2025 Indian Pursuit named "Pappy" and concluded at a Finish Line Part at Bert's Black Pearl Indian & Triumph in Fort Myers, Florida. Cornell is awaiting Guinness to award him with four records: Longest Continuous Motorcycle Ride in One Country, Most Days on a Motorcycle Averaging 1,000 Miles, Most Consecutive 1,000 Mile Days on a Motorcycle, and Most Miles Ridden on a Motorcycle in One year.

After hearing Cornell say that the cushion held up to expectations after he finished his ride, Wild Ass Founder Craig Johnson said, "That's one helluva testimonial for an aftermarket product like ours. I am so proud to have had a customer like Patrick Cornell and his motorcycle Pappy."

The 2025 Indian Pursuit equipped with the new 112si PowerPlus v-twin motor travelled the full distance of 200,000 miles with minimal issues.

The cushion Cornell chose to put on Pappy was the Wild Ass Smart Classic. This cushion is made with medical-grade neoprene rubber to reduce pain at pressure points and promote bloodflow. It's the premium Wild Ass cushion, priced at $259.99. Wild Ass also makes an Air Gel cushion, made of three layers of polyurethane for durability and with gel pads inserted into individual air cells. The Air Gel is priced at $204.99. The Lite cushion is made of lightweight polyurethane and priced at $114.99. All three options come in Smart, Saddle, Sport, and Pillion sizes to suit a rang of needs.

Congrats to Patrick Cornell for achieving these milestones, which will hopefully be recognized by the Guinness World Records soon. For more information and to purchase Wild Ass seat cushions, visit the Wild Ass website.

"Pappy" the motorcycle is fully equipped with navigation gear, fuel cells, communication/audio technology, auxiliary lighting...and a Wild Ass "Smart Classic" model cushion.
The post Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion appeared first on Rider Magazine.

Source: Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion
Courtesy of Rider Magazine - http://ridermagazine.com

[Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor]

Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor

Stretching through Alberta and British Columbia, the Calgary-Banff-Jasper riding region delivers one of the most visually concentrated mountain experiences in North America. This isn't a single highway or signature pass, it's a connected system of alpine roads, glacier corridors, turquoise lakes, and wildlife-filled valleys that reward riders who slow down and absorb the surroundings.

At the heart of it all is a simple but world-class progression: Calgary as the launch point, Banff as the gateway, the Icefields Parkway as the centerpiece, and Jasper as the remote northern anchor. Together, they form a motorcycle loop that feels like continuous transition through geological time.

Start in Calgary

The ride begins in Calgary, where prairie flatlands quickly give way to rolling foothills. Within an hour, the horizon starts to change shape. The first real shift comes as you approach Banff National Park, where the land begins to rise, compress, and sharpen. Mountains appear suddenly, and the road responds by tightening into flowing curves that guide riders into the heart of the Rockies.

Banff acts as both an introduction and pressure release valve. It's a mountain town with full infrastructure but also immediate access to serious riding. From here, riders can sample short loops into Tunnel Mountain, Lake Minnewanka, or Lake Louise, or simply use Banff as a staging point before committing to the longer northbound stretch.

That stretch—the Icefields Parkway (Highway 93)—is the defining segment of the entire region.

Icefields Parkway

Running roughly 140 miles between Lake Louise and Jasper, the Icefields Parkway is one of the most consistently scenic mountain roads in the world. It doesn't rely on a single highlight. Instead, it stacks them: Bow Lake, Peyto Lake, Sunwapta Falls, Athabasca Glacier, and endless unnamed valleys where waterfalls drop directly from hanging glaciers into river systems below.

For motorcyclists, the Parkway is a rhythm ride. Long sweepers connect massive viewpoints. Traffic exists but rarely dominates. Wildlife is constant—elk, mountain goats, and bears are not unusual sightings. Elevation changes are steady but not extreme, creating a ride that feels fluid rather than technical.

Halfway along the route, the Columbia Icefield area introduces one of the most dramatic geological features in North America. Massive ice sheets sit just above the roadway, feeding meltwater systems that define the entire region. It's also where weather begins to feel more volatile—sunlight, wind, and cold can rotate quickly in the same hour.

As the Parkway continues north, the landscape subtly shifts again. The mountains open. Valleys widen. The sense of enclosure fades. By the time riders reach Jasper National Park, the environment feels less vertical and more expansive, with long river valleys and open alpine basins replacing the tighter geometry of Banff's southern ranges.

Jasper National Park

Jasper itself serves as the northern anchor of the riding system. It's quieter than Banff, less compressed, and more spread out in its riding opportunities. Routes into Maligne Lake, Medicine Lake, and surrounding wilderness corridors create loop options that reward exploration rather than point-to-point travel.

Few places in the world allow riders to move through glaciers, forests, river valleys, and alpine ridges in a single uninterrupted sequence without ever leaving a connected road network. Even fewer do it with this level of accessibility and infrastructure support.

Weather plays a major role in shaping the experience. Even in summer, conditions can swing quickly between warm valley riding and cold, wind-exposed passes. Afternoon storms are common. Elevation changes affect temperature more than distance does. Riders quickly learn that preparation here is not optional.

But when conditions align, the Canadian Rockies deliver something rare: a riding experience that feels cinematic. There are no manufactured overlooks or curated experiences. Just roads placed directly into a landscape that was already overwhelming before the pavement arrived.

See all of Rider's touring stories here.

Travel Resources

At a Glance

Location: Calgary → Banff → Icefields Parkway → Jasper (Alberta, Canada)Distance: ~250miRide Time: 2-5 daysBest Direction to Ride: South to north (Calgary → Jasper) for gradual escalation of scenerySkill Level: Intermediate (mountain riding + wildlife awareness)Best Bike Type: ADV, sport-touring, touring

Maps & Routes

Click to view the route on REVERClick here to download the GPS files

Road Conditions

Roads throughout the Canadian Rockies riding corridor are generally excellent in surface quality, but conditions vary with elevation, weather, and traffic volume. The Icefields Parkway is fully paved and well-maintained, featuring long sweeping curves, steady elevation changes, and frequent pullouts for scenic stops. Traffic can be heavy during peak summer months, especially near Banff and Lake Louise. Wildlife crossings are common throughout all segments, particularly in early morning and evening hours. Weather is the most variable factor—sun, rain, fog, and even snow can occur in a single day at higher elevations. Riders should expect reduced temperatures in mountain corridors, even when valley floors are warm.

When to Travel

The prime riding season in the Canadian Rockies runs from late June through September, when mountain passes are fully open and weather is most stable. July and August offer the warmest temperatures and clearest access but also the highest tourist traffic, especially around Banff and Lake Louise.

Early summer provides quieter roads and active waterfalls from snowmelt, while early fall introduces cooler air and fewer crowds. Outside of summer months, sections of the Icefields Parkway and high-elevation routes may experience snow, closures, or unpredictable conditions. Riders should prepare for rapid weather changes regardless of season, with layered gear and cold-weather protection recommended even in peak summer.

Road Food

Food along the Calgary-Banff-Jasper corridor is heavily influenced by tourism and mountain culture. Calgary offers full urban dining options, while Banff and Jasper feature a mix of casual restaurants, pubs, cafes, and lodge-based dining. Expect hearty meals designed for active travelers—breakfast-heavy menus, grilled meats, soups, and comfort food staples.

Along the Icefields Parkway itself, food options are extremely limited, so riders should plan meals in advance and rely on Banff, Lake Louise, or Jasper as primary food hubs. Coffee stops and quick-service restaurants are common in town centers, but remote sections of the ride require self-sufficiency. Hydration and snacks are strongly recommended for full-day Parkway rides.

Where to Stay

Lodging is widely available in Calgary, Banff, and Jasper, with Banff and Jasper serving as the primary riding bases for exploring the region. Options range from hotels and motels to cabins, lodges, and backcountry camping. Banff offers the most infrastructure and convenience, while Jasper provides a quieter, more remote feel.

Along the Icefields Parkway itself, lodging is limited to select lodges and campgrounds, often requiring advance reservations due to high demand. Many riders choose a two-base strategy—staying in Banff and Jasper and using the Parkway as a daily ride rather than an overnight route. Motorcycle-friendly accommodations are common, with ample parking and easy access to fuel and services in town centers.

Points of Interest

Banff National Park gateway and town core

Lake Louise and Moraine Lake access region

Bow Lake and Peyto Lake viewpoints

Icefields Parkway glacier corridor

Columbia Icefield and Athabasca Glacier

Sunwapta Falls and surrounding canyon systems

Jasper National Park wildlife valleys

Maligne Lake and Medicine Lake routes

Athabasca River valley riding sections

If You Have More Time

The Canadian Rockies integrate easily into larger Western Canada riding routes. South of Banff, riders can extend into Kananaskis Country for quieter, more technical mountain roads. Eastward, the prairies offer long-distance touring across Alberta's open landscapes.

West of Jasper, Highway 16 (the Yellowhead Highway) provides a continuation into British Columbia's interior riding regions. Many riders also combine this loop with multi-park itineraries that include Yoho, Kootenay, and Glacier National Park in Montana for a broader cross-border Rockies experience. The strength of this region is flexibility—riders can build anything from a short three-day highlight loop to a multi-week alpine tour without ever leaving mountain terrain.
The post Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor appeared first on Rider Magazine.

Source: Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor
Courtesy of Rider Magazine - http://ridermagazine.com

[Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country]

Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country

There's a point in northeastern Arizona where the landscape stops trying to entertain you and simply asks whether you're comfortable with distance. U.S. Highway 160 is that kind of road.

Running across Arizona's northeast corner between the New Mexico state line and the Tuba City, U.S. 160 cuts through the vast high desert of the Navajo Nation and the Hopi Reservation. It's a ride defined by openness – long sightlines, immense skies, and terrain that seems measured less in miles than in geological eras.

For motorcyclists, U.S. 160 isn't about technical riding. There are no tight switchbacks, dramatic canyon descents, or mountain passes demanding constant input. Instead, it offers something quieter and, in its own way, more demanding: sustained exposure.

From places like Tuba City, Kayenta, or the eastern approach near Teec Nos Pos, the road unfolds across a broad desert plateau. Long straightaways and gentle curves stretch through landscapes defined by sandstone mesas, volcanic remnants, dry washes, and distant formations that never seem to get appreciably closer.

Storms can be visible an hour before you reach them, drifting across the desert beneath skies so large they distort your sense of distance. Crosswinds move freely across the plateau, sometimes steady enough to become background noise, sometimes strong enough to demand constant bar pressure and attention.

Mile after mile, the road maintains a deliberate consistency. The horizon remains fixed. The sky occupies most of your field of view. Riders settle into a kind of desert cadence where subtle changes – a shift in light, a rising mesa, a distant rain shaft – become the markers that define progress.

U.S. 160 crosses through living Native lands with deep cultural history and contemporary significance. Navajo communities, roadside vendors, trading posts, and small settlements dot the corridor, reminders that these routes existed as places of travel, trade, and habitation long before pavement arrived.

The road also serves as a gateway to some of the Southwest's most iconic landscapes. Monument Valley lies just north via U.S. 163. Four Corners is a worthy pitstop just off the route, where you can stand in 4 states at once. To the south and west, roads branch toward Hopi mesas, canyon country, and northern Arizona's broader desert network.

Travel Resources

Click here to view the route on REVERClick here to download the GPS file

At a Glance

Location: Northeastern ArizonaDistance: 169 milesRide Time: 1 dayBest Direction: Either direction works wellSkill Level: Beginner to Intermediate (remote travel awareness recommended)Best Bike Type: Touring, Cruiser

Road Conditions

U.S. 160 is generally well-paved and straightforward to ride. The route features long straight sections, sweeping curves, moderate elevation changes, and expansive visibility across high desert terrain.

Surface quality is typically good, though riders should watch for windblown sand, rough patches, expansion joints, and occasional debris. Traffic is generally light to moderate, with activity increasing near communities and junctions.

The primary riding factor is environmental exposure. Strong crosswinds, changing weather, limited shade, and long stretches between services make preparation more important than technical skill.

When to Travel

Spring and fall (roughly March through May and September through October) offer the best balance of temperatures and weather stability.

Summer brings intense sun exposure and afternoon heat across the desert plateau. Late-summer monsoon season can produce sudden thunderstorms, lightning, gusty winds, and localized flooding in washes.

Winter riding is possible but can include cold temperatures, snow, or icy conditions, especially near higher elevations and northern segments approaching Utah.

Carry extra water, monitor fuel carefully, and assume services may be farther apart than they appear on a map.

Road Food

Food options along U.S. 160 are concentrated around towns and community hubs such as Tuba City, Kayenta, and Teec Nos Pos.

Expect practical traveler fare rather than destination dining: diners, trading post cafés, fry bread, burgers, sandwiches, and roadside staples built for long-distance travelers.

Because spacing between services can be significant, riders shouldn't count on casual meal stops appearing exactly when hunger does.

Where to Stay

Lodging is available in corridor communities including Tuba City, Kayenta, and nearby gateway towns depending on routing. Options range from chain hotels and independent motels to trading-post-style accommodations.

Camping opportunities exist throughout the broader region where permitted, offering classic high-desert nights beneath expansive Southwestern skies.

Advance planning is recommended, particularly during spring and fall travel seasons.

Points of Interest

Navajo Nation

Hopi Tribe

High desert mesas, volcanic formations, and open plateaus

Monument Valley

Four Corners

Trading posts and roadside cultural stops

Massive sunset views and monsoon storm watching

Wide-open desert riding with exceptional sightlines

If You Have More Time

U.S. 160 works exceptionally well as part of a larger Southwest motorcycle loop.

Head north via connecting routes toward Monument Valley and southern Utah canyon country. Ride east toward Four Corners and New Mexico's desert landscapes. Explore southbound roads leading toward Hopi mesas, Petrified Forest country, or northern Arizona's higher terrain.

Many riders combine U.S. 160 with U.S. 89, U.S. 191, or U.S. 163 for a multi-day circuit through some of the most expansive riding country in the American Southwest.

The appeal lies in contrast – moving between desert plateau, canyon landscapes, Native cultural regions, and mountain country while experiencing just how large the Southwest can feel from a motorcycle seat.

Resources

Visit Arizona

Arizona State Parks

The post Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country appeared first on Rider Magazine.

Source: Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country
Courtesy of Rider Magazine - http://ridermagazine.com

[Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor]

Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor

Stretching through Alberta and British Columbia, the Calgary-Banff-Jasper riding region delivers one of the most visually concentrated mountain experiences in North America. This isn't a single highway or signature pass, it's a connected system of alpine roads, glacier corridors, turquoise lakes, and wildlife-filled valleys that reward riders who slow down and absorb the surroundings.

At the heart of it all is a simple but world-class progression: Calgary as the launch point, Banff as the gateway, the Icefields Parkway as the centerpiece, and Jasper as the remote northern anchor. Together, they form a motorcycle loop that feels like continuous transition through geological time.

Start in Calgary

The ride begins in Calgary, where prairie flatlands quickly give way to rolling foothills. Within an hour, the horizon starts to change shape. The first real shift comes as you approach Banff National Park, where the land begins to rise, compress, and sharpen. Mountains appear suddenly, and the road responds by tightening into flowing curves that guide riders into the heart of the Rockies.

Banff acts as both an introduction and pressure release valve. It's a mountain town with full infrastructure but also immediate access to serious riding. From here, riders can sample short loops into Tunnel Mountain, Lake Minnewanka, or Lake Louise, or simply use Banff as a staging point before committing to the longer northbound stretch.

That stretch—the Icefields Parkway (Highway 93)—is the defining segment of the entire region.

Icefields Parkway

Running roughly 140 miles between Lake Louise and Jasper, the Icefields Parkway is one of the most consistently scenic mountain roads in the world. It doesn't rely on a single highlight. Instead, it stacks them: Bow Lake, Peyto Lake, Sunwapta Falls, Athabasca Glacier, and endless unnamed valleys where waterfalls drop directly from hanging glaciers into river systems below.

For motorcyclists, the Parkway is a rhythm ride. Long sweepers connect massive viewpoints. Traffic exists but rarely dominates. Wildlife is constant—elk, mountain goats, and bears are not unusual sightings. Elevation changes are steady but not extreme, creating a ride that feels fluid rather than technical.

Halfway along the route, the Columbia Icefield area introduces one of the most dramatic geological features in North America. Massive ice sheets sit just above the roadway, feeding meltwater systems that define the entire region. It's also where weather begins to feel more volatile—sunlight, wind, and cold can rotate quickly in the same hour.

As the Parkway continues north, the landscape subtly shifts again. The mountains open. Valleys widen. The sense of enclosure fades. By the time riders reach Jasper National Park, the environment feels less vertical and more expansive, with long river valleys and open alpine basins replacing the tighter geometry of Banff's southern ranges.

Jasper National Park

Jasper itself serves as the northern anchor of the riding system. It's quieter than Banff, less compressed, and more spread out in its riding opportunities. Routes into Maligne Lake, Medicine Lake, and surrounding wilderness corridors create loop options that reward exploration rather than point-to-point travel.

Few places in the world allow riders to move through glaciers, forests, river valleys, and alpine ridges in a single uninterrupted sequence without ever leaving a connected road network. Even fewer do it with this level of accessibility and infrastructure support.

Weather plays a major role in shaping the experience. Even in summer, conditions can swing quickly between warm valley riding and cold, wind-exposed passes. Afternoon storms are common. Elevation changes affect temperature more than distance does. Riders quickly learn that preparation here is not optional.

But when conditions align, the Canadian Rockies deliver something rare: a riding experience that feels cinematic. There are no manufactured overlooks or curated experiences. Just roads placed directly into a landscape that was already overwhelming before the pavement arrived.

See all of Rider's touring stories here.

Travel Resources

At a Glance

Location: Calgary → Banff → Icefields Parkway → Jasper (Alberta, Canada)Distance: ~250miRide Time: 2-5 daysBest Direction to Ride: South to north (Calgary → Jasper) for gradual escalation of scenerySkill Level: Intermediate (mountain riding + wildlife awareness)Best Bike Type: ADV, sport-touring, touring

Maps & Routes

Click to view the route on REVERClick here to download the GPS files

Road Conditions

Roads throughout the Canadian Rockies riding corridor are generally excellent in surface quality, but conditions vary with elevation, weather, and traffic volume. The Icefields Parkway is fully paved and well-maintained, featuring long sweeping curves, steady elevation changes, and frequent pullouts for scenic stops. Traffic can be heavy during peak summer months, especially near Banff and Lake Louise. Wildlife crossings are common throughout all segments, particularly in early morning and evening hours. Weather is the most variable factor—sun, rain, fog, and even snow can occur in a single day at higher elevations. Riders should expect reduced temperatures in mountain corridors, even when valley floors are warm.

When to Travel

The prime riding season in the Canadian Rockies runs from late June through September, when mountain passes are fully open and weather is most stable. July and August offer the warmest temperatures and clearest access but also the highest tourist traffic, especially around Banff and Lake Louise.

Early summer provides quieter roads and active waterfalls from snowmelt, while early fall introduces cooler air and fewer crowds. Outside of summer months, sections of the Icefields Parkway and high-elevation routes may experience snow, closures, or unpredictable conditions. Riders should prepare for rapid weather changes regardless of season, with layered gear and cold-weather protection recommended even in peak summer.

Road Food

Food along the Calgary-Banff-Jasper corridor is heavily influenced by tourism and mountain culture. Calgary offers full urban dining options, while Banff and Jasper feature a mix of casual restaurants, pubs, cafes, and lodge-based dining. Expect hearty meals designed for active travelers—breakfast-heavy menus, grilled meats, soups, and comfort food staples.

Along the Icefields Parkway itself, food options are extremely limited, so riders should plan meals in advance and rely on Banff, Lake Louise, or Jasper as primary food hubs. Coffee stops and quick-service restaurants are common in town centers, but remote sections of the ride require self-sufficiency. Hydration and snacks are strongly recommended for full-day Parkway rides.

Nearby Lodging

Lodging is widely available in Calgary, Banff, and Jasper, with Banff and Jasper serving as the primary riding bases for exploring the region. Options range from hotels and motels to cabins, lodges, and backcountry camping. Banff offers the most infrastructure and convenience, while Jasper provides a quieter, more remote feel.

Along the Icefields Parkway itself, lodging is limited to select lodges and campgrounds, often requiring advance reservations due to high demand. Many riders choose a two-base strategy—staying in Banff and Jasper and using the Parkway as a daily ride rather than an overnight route. Motorcycle-friendly accommodations are common, with ample parking and easy access to fuel and services in town centers.

Points of Interest

Banff National Park gateway and town core

Lake Louise and Moraine Lake access region

Bow Lake and Peyto Lake viewpoints

Icefields Parkway glacier corridor

Columbia Icefield and Athabasca Glacier

Sunwapta Falls and surrounding canyon systems

Jasper National Park wildlife valleys

Maligne Lake and Medicine Lake routes

Athabasca River valley riding sections

If You Have More Time

The Canadian Rockies integrate easily into larger Western Canada riding routes. South of Banff, riders can extend into Kananaskis Country for quieter, more technical mountain roads. Eastward, the prairies offer long-distance touring across Alberta's open landscapes.

West of Jasper, Highway 16 (the Yellowhead Highway) provides a continuation into British Columbia's interior riding regions. Many riders also combine this loop with multi-park itineraries that include Yoho, Kootenay, and Glacier National Park in Montana for a broader cross-border Rockies experience. The strength of this region is flexibility—riders can build anything from a short three-day highlight loop to a multi-week alpine tour without ever leaving mountain terrain.
The post Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor appeared first on Rider Magazine.

Source: Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor
Courtesy of Rider Magazine - http://ridermagazine.com

[Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country]

Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country

There's a point in northeastern Arizona where the landscape stops trying to entertain you and simply asks whether you're comfortable with distance. U.S. Highway 160 is that kind of road.

Running across Arizona's northeast corner between the New Mexico state line and the Tuba City, U.S. 160 cuts through the vast high desert of the Navajo Nation and the Hopi Reservation. It's a ride defined by openness – long sightlines, immense skies, and terrain that seems measured less in miles than in geological eras.

For motorcyclists, U.S. 160 isn't about technical riding. There are no tight switchbacks, dramatic canyon descents, or mountain passes demanding constant input. Instead, it offers something quieter and, in its own way, more demanding: sustained exposure.

From places like Tuba City, Kayenta, or the eastern approach near Teec Nos Pos, the road unfolds across a broad desert plateau. Long straightaways and gentle curves stretch through landscapes defined by sandstone mesas, volcanic remnants, dry washes, and distant formations that never seem to get appreciably closer.

Storms can be visible an hour before you reach them, drifting across the desert beneath skies so large they distort your sense of distance. Crosswinds move freely across the plateau, sometimes steady enough to become background noise, sometimes strong enough to demand constant bar pressure and attention.

Mile after mile, the road maintains a deliberate consistency. The horizon remains fixed. The sky occupies most of your field of view. Riders settle into a kind of desert cadence where subtle changes – a shift in light, a rising mesa, a distant rain shaft – become the markers that define progress.

U.S. 160 crosses through living Native lands with deep cultural history and contemporary significance. Navajo communities, roadside vendors, trading posts, and small settlements dot the corridor, reminders that these routes existed as places of travel, trade, and habitation long before pavement arrived.

The road also serves as a gateway to some of the Southwest's most iconic landscapes. Monument Valley lies just north via U.S. 163. Four Corners is a worthy pitstop just off the route, where you can stand in 4 states at once. To the south and west, roads branch toward Hopi mesas, canyon country, and northern Arizona's broader desert network.

Travel Resources

Click here to view the route on REVERClick here to download the GPS file

At a Glance

Location: Northeastern ArizonaDistance: 169 milesRide Time: 1 dayBest Direction: Either direction works wellSkill Level: Beginner to Intermediate (remote travel awareness recommended)Best Bike Type: Touring, Cruiser

Road Conditions

U.S. 160 is generally well-paved and straightforward to ride. The route features long straight sections, sweeping curves, moderate elevation changes, and expansive visibility across high desert terrain.

Surface quality is typically good, though riders should watch for windblown sand, rough patches, expansion joints, and occasional debris. Traffic is generally light to moderate, with activity increasing near communities and junctions.

The primary riding factor is environmental exposure. Strong crosswinds, changing weather, limited shade, and long stretches between services make preparation more important than technical skill.

When to Travel

Spring and fall (roughly March through May and September through October) offer the best balance of temperatures and weather stability.

Summer brings intense sun exposure and afternoon heat across the desert plateau. Late-summer monsoon season can produce sudden thunderstorms, lightning, gusty winds, and localized flooding in washes.

Winter riding is possible but can include cold temperatures, snow, or icy conditions, especially near higher elevations and northern segments approaching Utah.

Carry extra water, monitor fuel carefully, and assume services may be farther apart than they appear on a map.

Road Food

Food options along U.S. 160 are concentrated around towns and community hubs such as Tuba City, Kayenta, and Teec Nos Pos.

Expect practical traveler fare rather than destination dining: diners, trading post cafés, fry bread, burgers, sandwiches, and roadside staples built for long-distance travelers.

Because spacing between services can be significant, riders shouldn't count on casual meal stops appearing exactly when hunger does.

Nearby Lodging

Lodging is available in corridor communities including Tuba City, Kayenta, and nearby gateway towns depending on routing. Options range from chain hotels and independent motels to trading-post-style accommodations.

Camping opportunities exist throughout the broader region where permitted, offering classic high-desert nights beneath expansive Southwestern skies.

Advance planning is recommended, particularly during spring and fall travel seasons.

Points of Interest

Navajo Nation

Hopi Tribe

High desert mesas, volcanic formations, and open plateaus

Monument Valley

Four Corners

Trading posts and roadside cultural stops

Massive sunset views and monsoon storm watching

Wide-open desert riding with exceptional sightlines

If You Have More Time

U.S. 160 works exceptionally well as part of a larger Southwest motorcycle loop.

Head north via connecting routes toward Monument Valley and southern Utah canyon country. Ride east toward Four Corners and New Mexico's desert landscapes. Explore southbound roads leading toward Hopi mesas, Petrified Forest country, or northern Arizona's higher terrain.

Many riders combine U.S. 160 with U.S. 89, U.S. 191, or U.S. 163 for a multi-day circuit through some of the most expansive riding country in the American Southwest.

The appeal lies in contrast – moving between desert plateau, canyon landscapes, Native cultural regions, and mountain country while experiencing just how large the Southwest can feel from a motorcycle seat.

Resources

Visit Arizona

Arizona State Parks

The post Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country appeared first on Rider Magazine.

Source: Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country
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[Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion]

Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion

Wild Ass seat cushions have been well-regarded for providing comfort to motorcyclists by reducing pressure points, vibration, and heat, allowing riders to stay in the saddle for longer. Patrick Cornell recently put a Wild Ass seat cushion to the ultimate test by putting in more than 200,000 miles on one in one year.

Patrick Cornell, long distance rider (LDR) and WildAss seat cushion founder Craig Johnson celebrate the four long-distance riding records (to be certified) achieved on "Pappy" the Indian Pursuit motorcycle.

Cornell's year of mile collecting was spent on a 2025 Indian Pursuit named "Pappy" and concluded at a Finish Line Part at Bert's Black Pearl Indian & Triumph in Fort Myers, Florida. Cornell is awaiting Guinness to award him with four records: Longest Continuous Motorcycle Ride in One Country, Most Days on a Motorcycle Averaging 1,000 Miles, Most Consecutive 1,000 Mile Days on a Motorcycle, and Most Miles Ridden on a Motorcycle in One year.

After hearing Cornell say that the cushion held up to expectations after he finished his ride, Wild Ass Founder Craig Johnson said, "That's one helluva testimonial for an aftermarket product like ours. I am so proud to have had a customer like Patrick Cornell and his motorcycle Pappy."

The 2025 Indian Pursuit equipped with the new 112si PowerPlus v-twin motor travelled the full distance of 200,000 miles with minimal issues.

The cushion Cornell chose to put on Pappy was the Wild Ass Smart Classic. This cushion is made with medical-grade neoprene rubber to reduce pain at pressure points and promote bloodflow. It's the premium Wild Ass cushion, priced at $259.99. Wild Ass also makes an Air Gel cushion, made of three layers of polyurethane for durability and with gel pads inserted into individual air cells. The Air Gel is priced at $204.99. The Lite cushion is made of lightweight polyurethane and priced at $114.99. All three options come in Smart, Saddle, Sport, and Pillion sizes to suit a rang of needs.

Congrats to Patrick Cornell for achieving these milestones, which will hopefully be recognized by the Guinness World Records soon. For more information and to purchase Wild Ass seat cushions, visit the Wild Ass website.

"Pappy" the motorcycle is fully equipped with navigation gear, fuel cells, communication/audio technology, auxiliary lighting...and a Wild Ass "Smart Classic" model cushion.
The post Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion appeared first on Rider Magazine.

Source: Patrick Cornell Makes 4 Motorcycle Distance World Records Using Wild Ass Seat Cushion
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[Klim Badlands Pro Jacket and Pants: Fifth-Gen Redesign Offers Better Comfort and Airflow]

Klim Badlands Pro Jacket and Pants: Fifth-Gen Redesign Offers Better Comfort and Airflow

Adventure riders demand a lot out of their gear. Whether cutting through technical single-track, exploring a forgotten gravel road, or logging miles across states, they need gear that can hold up whatever conditions they may find along the way. The Klim Badlands Pro Jacket and Suit combo has been a popular choice for over a decade, and its new fifth generation is even better.

The focus of the redesign for 2026 was to reduce bulk and weight and to make the suit more comfortable overall without forfeiting protection. One key area where this goal was achieved comes in the form of Klim's new proprietary Rogue EXP Level 2 armor.

The new armor is CE Level 2 certified while maintaining the thickness of Level 1 armor, meaning riders get more protection for less bulk. The armor also provides an average of 44% more coverage area than standard CE-rated pads. Those riding in the hot months will also appreciate the increased ventilation that the new armor offers: a claimed 725% more ventilation through the back pad and 175-471% through the limbs.

Also making the armor more comfortable than previous iterations is the split sizing. Sizes medium and smaller jackets and size 30 and smaller pants come with Compact Rogue EXP armor, and larger sizes come with standard-sized armor. The split sizing systems helps the armor to scale to the rider's dimensions. The Klim engineers also optimized the gear's fit to suit the armor so that the armor conforms to the body.

Aiding the armor's increased ventilation is a redesigned external ventilation system. The system includes 18 vents, and new angled wrist intakes are added to scoop air at riding speeds. The spacer mesh in the back helps to create an air gap to keep the rider cool.

Other comfort improvement include a re-contoured collar with a hidden cinch cord keeper, streamlined cuffs for better integration with gloves, and more reliable zippers.

The Klim Badlands Pro Jacket and Suit keep their Gore-Tex 3-Layers Pro Shell, which is waterproof. In high-abrasion areas like the shoulders, elbows, forearms, and knees, the variable-density SuperFabric provides abrasion resistance. The main body is made of 630D Cordura. The full construction is designed to keep riders protected both from potential incidents and from various weather conditions.

The Klim Badlands Pro Jacket is available in regular sizes XS-3XL and tall sizes M-2XL. Four color options are available, and it's priced at $1,299.99. The Klim Badlands Pro Pants, also available in four colors, come in regular sizes 28-41, short sizes 28-40, and tall sizes 32-40. The pants are priced at $899.99.

Shop for Klim Badlands Pro Jacket and Pants

This page contains affiliate links to either RevZilla or Amazon. If you buy something through links in this article, Rider may earn a small commission at no extra cost to you. Any purchase you make helps Rider to bring you the best motorcycle editorial possible. Thank you for your support.
.advgbbtn-8b18de38-6f8b-4ae7-b3e2-52af82ca048d{font-size:18px;color:#fff !important;background-color:#cf2e2e !important;margin:0px 0px 20px 0px !important;padding:10px 30px 10px 30px;border-width:1px !important;border-style:none;border-radius:50px !important;}.advgbbtn-8b18de38-6f8b-4ae7-b3e2-52af82ca048d:hover{box-shadow:1px 1px 12px 0px #ccc;opacity:1;transition:all 0.2s ease;}.advgbbtn-8b18de38-6f8b-4ae7-b3e2-52af82ca048d > i {display: none !important;}The post Klim Badlands Pro Jacket and Pants: Fifth-Gen Redesign Offers Better Comfort and Airflow appeared first on Rider Magazine.

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[Klim Badlands Pro Jacket and Pants: Fifth-Gen Redesign Offers Better Comfort and Airflow]

Klim Badlands Pro Jacket and Pants: Fifth-Gen Redesign Offers Better Comfort and Airflow

Adventure riders demand a lot out of their gear. Whether cutting through technical single-track, exploring a forgotten gravel road, or logging miles across states, they need gear that can hold up whatever conditions they may find along the way. The Klim Badlands Pro Jacket and Suit combo has been a popular choice for over a decade, and its new fifth generation is even better.

The focus of the redesign for 2026 was to reduce bulk and weight and to make the suit more comfortable overall without forfeiting protection. One key area where this goal was achieved comes in the form of Klim's new proprietary Rogue EXP Level 2 armor.

The new armor is CE Level 2 certified while maintaining the thickness of Level 1 armor, meaning riders get more protection for less bulk. The armor also provides an average of 44% more coverage area than standard CE-rated pads. Those riding in the hot months will also appreciate the increased ventilation that the new armor offers: a claimed 725% more ventilation through the back pad and 175-471% through the limbs.

Also making the armor more comfortable than previous iterations is the split sizing. Sizes medium and smaller jackets and size 30 and smaller pants come with Compact Rogue EXP armor, and larger sizes come with standard-sized armor. The split sizing systems helps the armor to scale to the rider's dimensions. The Klim engineers also optimized the gear's fit to suit the armor so that the armor conforms to the body.

Aiding the armor's increased ventilation is a redesigned external ventilation system. The system includes 18 vents, and new angled wrist intakes are added to scoop air at riding speeds. The spacer mesh in the back helps to create an air gap to keep the rider cool.

Other comfort improvement include a re-contoured collar with a hidden cinch cord keeper, streamlined cuffs for better integration with gloves, and more reliable zippers.

The Klim Badlands Pro Jacket and Suit keep their Gore-Tex 3-Layers Pro Shell, which is waterproof. In high-abrasion areas like the shoulders, elbows, forearms, and knees, the variable-density SuperFabric provides abrasion resistance. The main body is made of 630D Cordura. The full construction is designed to keep riders protected both from potential incidents and from various weather conditions.

The Klim Badlands Pro Jacket is available in regular sizes XS-3XL and tall sizes M-2XL. Four color options are available, and it's priced at $1,299.99. The Klim Badlands Pro Pants, also available in four colors, come in regular sizes 28-41, short sizes 28-40, and tall sizes 32-40. The pants are priced at $899.99.

Shop for Klim Badlands Pro Jacket and Pants

This page contains affiliate links to either RevZilla or Amazon. If you buy something through links in this article, Rider may earn a small commission at no extra cost to you. Any purchase you make helps Rider to bring you the best motorcycle editorial possible. Thank you for your support.
.advgbbtn-8b18de38-6f8b-4ae7-b3e2-52af82ca048d{font-size:18px;color:#fff !important;background-color:#cf2e2e !important;margin:0px 0px 20px 0px !important;padding:10px 30px 10px 30px;border-width:1px !important;border-style:none;border-radius:50px !important;}.advgbbtn-8b18de38-6f8b-4ae7-b3e2-52af82ca048d:hover{box-shadow:1px 1px 12px 0px #ccc;opacity:1;transition:all 0.2s ease;}.advgbbtn-8b18de38-6f8b-4ae7-b3e2-52af82ca048d > i {display: none !important;}The post Klim Badlands Pro Jacket and Pants: Fifth-Gen Redesign Offers Better Comfort and Airflow appeared first on Rider Magazine.

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[2027 Suzuki SV-7GX Preview, Plus GSX-R1000 Pricing and Colors]

2027 Suzuki SV-7GX Preview, Plus GSX-R1000 Pricing and Colors

For 2027, a new middleweight sport-tourer will hit U.S. shores in the form of the budget-friendly Suzuki SV-7GX. Alongside the announcement of this new bike, Suzuki has also released info about updates and pricing/color options for the 2027 GSX-R1000 three-bike family.

2027 Suzuki SV-7GX and SV-7GXV

2027 Suzuki SV-7GX in Pearl Brilliant White / Metallic Triton Blue (left) and Pearl Matte Greige (right).

The SV-7GX is a new model that transforms the tried and true SV650 adventure platform into a sport-touring crossover. The best part of this announcement is that this middleweight sport-tourer comes in at less than half the price of the GSX-S1000GT+ sport-tourer, giving an option to riders who want a capable sport-tourer that's not as big as a liter bike and for a price that's far more accessible for the average rider.

While Suzuki lists this bike as two model options, the SV-7GXV has all the same features and equipment as the SV-7GX but comes in Pearl Brilliant White paint for a $200 discount, coming in at $8,399. For $8,599, the SV-7GX offers the choice of Pearl Brilliant White / Metallic Triton Blue or Pearl Matte Greige.

2027 Suzuki SV-7GXV in Pearl Brilliant White

Powering the SV-7GX is the 645cc V-Twin also found in the SV650, and it includes ride-by-wire and the Suzuki Intelligent Ride System, as well as three ride modes, ABS, traction control, and a bi-directional quickshifter. Control central is a 4.2-inch TFT display that allows connection to the Suzuki Ride Connect+ app to enable turn-by-turn navigation, notifications, weather updates, and more.

The SV-7GX is designed to be approachable to ride with an upright riding position. A 31.3-inch seat height provides an easy reach to the ground, and the raised handlebar and adjustable windscreen add comfort over long miles. The bike's curb weight is listed as 465 lb, and its fuel tank holds 4.6 gallons.

Those interested in acquiring a 2027 Suzuki SV-7GX or SV-7GXV can reserve one online until July 31, 2026, to receive priority consideration for the earliest possible deliveries to authorized Suzuki dealers. Head to the Suzuki website to order yours and to find more details.

2027 Suzuki GSX-R1000, GSX-R1000R, and GSX-R1000RS 40th Anniversary

2027 Suzuki GSX-R1000 in Pearl Vigor Blue / Pearl Tech White (left) or Pearl Ignite Yellow / Metallic Matte Stellar Blue (right)

The Suzuki GSX-R1000 sportbike platform, which includes the GSX-R1000R and GSX-R1000RS, receives a few updates for 2027, along with special 40th anniversary graphics on the fairing.

The 1,000cc inline-Four powering these three models has been slightly updated for 2027 to produce more linear torque for quicker acceleration. The S.I.R.S. suite of electronic rider aids is also updated, alongside the Bosch IMU, which is now lighter and more precise.

New to these models for 2027 is the Smart TLR Control, which automatically sets the response of the Roll Torque Control and Lift Limiter in collaboration with the traction control setting selected by the rider. The cornering ABS system has also been updated using information from the new IMU.

The 2027 Suzuki GSX-R1000 will be available in Pearl Vigor Blue / Pearl Tech White or Pearl Ignite Yellow / Metallic Matte Stellar Blue for $16,399.

2027 Suzuki GSX-R1000R in Candy Daring Red / Pearl Tech White (left) and Pearl Vigor Blue / Pearl Tech White (right)

The GSX-R1000R includes a few additional features on top of all equipment from the R1000. The twin-spar aluminum frame features adjustable swingarm pivots for fine-tuning the chassis, and the bike comes with up-spec Showa suspension and ABS-equipped Brembo 4-piston radial front calipers with stainless steel brake lines.

The 2027 Suzuki GSX-R1000R will be available in Pearl Vigor Blue / Pearl Tech White or Candy Daring Red / Pearl Tech White for $17,939.

2027 Suzuki GSX-R1000RS in Candy Daring Red / Pearl Tech White (left) and Pearl Vigor Blue / Pearl Tech White (right)

The GSX-R1000RS is the top-of-the-range model, distinguished from the other two by new carbon-fiber winglets, and the left and right under cowls have been updated to enhance the body style. It'll be available in Pearl Vigor Blue / Pearl Tech White or Candy Daring Red / Pearl Tech White for $18,639.

Visit the Suzuki website for more information.

Check out more new bikes in Rider's 2026 Motorcycle Buyers Guide
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Source: 2027 Suzuki SV-7GX Preview, Plus GSX-R1000 Pricing and Colors
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[Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor]

Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor

Stretching through Alberta and British Columbia, the Calgary-Banff-Jasper riding region delivers one of the most visually concentrated mountain experiences in North America. This isn't a single highway or signature pass, it's a connected system of alpine roads, glacier corridors, turquoise lakes, and wildlife-filled valleys that reward riders who slow down and absorb the surroundings.

At the heart of it all is a simple but world-class progression: Calgary as the launch point, Banff as the gateway, the Icefields Parkway as the centerpiece, and Jasper as the remote northern anchor. Together, they form a motorcycle loop that feels like continuous transition through geological time.

Start in Calgary

The ride begins in Calgary, where prairie flatlands quickly give way to rolling foothills. Within an hour, the horizon starts to change shape. The first real shift comes as you approach Banff National Park, where the land begins to rise, compress, and sharpen. Mountains appear suddenly, and the road responds by tightening into flowing curves that guide riders into the heart of the Rockies.

Banff acts as both an introduction and pressure release valve. It's a mountain town with full infrastructure but also immediate access to serious riding. From here, riders can sample short loops into Tunnel Mountain, Lake Minnewanka, or Lake Louise, or simply use Banff as a staging point before committing to the longer northbound stretch.

That stretch—the Icefields Parkway (Highway 93)—is the defining segment of the entire region.

Icefields Parkway

Running roughly 140 miles between Lake Louise and Jasper, the Icefields Parkway is one of the most consistently scenic mountain roads in the world. It doesn't rely on a single highlight. Instead, it stacks them: Bow Lake, Peyto Lake, Sunwapta Falls, Athabasca Glacier, and endless unnamed valleys where waterfalls drop directly from hanging glaciers into river systems below.

For motorcyclists, the Parkway is a rhythm ride. Long sweepers connect massive viewpoints. Traffic exists but rarely dominates. Wildlife is constant—elk, mountain goats, and bears are not unusual sightings. Elevation changes are steady but not extreme, creating a ride that feels fluid rather than technical.

Halfway along the route, the Columbia Icefield area introduces one of the most dramatic geological features in North America. Massive ice sheets sit just above the roadway, feeding meltwater systems that define the entire region. It's also where weather begins to feel more volatile—sunlight, wind, and cold can rotate quickly in the same hour.

As the Parkway continues north, the landscape subtly shifts again. The mountains open. Valleys widen. The sense of enclosure fades. By the time riders reach Jasper National Park, the environment feels less vertical and more expansive, with long river valleys and open alpine basins replacing the tighter geometry of Banff's southern ranges.

Jasper National Park

Jasper itself serves as the northern anchor of the riding system. It's quieter than Banff, less compressed, and more spread out in its riding opportunities. Routes into Maligne Lake, Medicine Lake, and surrounding wilderness corridors create loop options that reward exploration rather than point-to-point travel.

Few places in the world allow riders to move through glaciers, forests, river valleys, and alpine ridges in a single uninterrupted sequence without ever leaving a connected road network. Even fewer do it with this level of accessibility and infrastructure support.

Weather plays a major role in shaping the experience. Even in summer, conditions can swing quickly between warm valley riding and cold, wind-exposed passes. Afternoon storms are common. Elevation changes affect temperature more than distance does. Riders quickly learn that preparation here is not optional.

But when conditions align, the Canadian Rockies deliver something rare: a riding experience that feels cinematic. There are no manufactured overlooks or curated experiences. Just roads placed directly into a landscape that was already overwhelming before the pavement arrived.

Travel Resources

At a Glance

Location: Calgary → Banff → Icefields Parkway → Jasper (Alberta, Canada)Distance: ~250miRide Time: 2-5 daysBest Direction to Ride: South to north (Calgary → Jasper) for gradual escalation of scenerySkill Level: Intermediate (mountain riding + wildlife awareness)Best Bike Type: ADV, sport-touring, touring

Maps & Routes

Click to view the route on REVERClick here to download the GPS files

Road Conditions

Roads throughout the Canadian Rockies riding corridor are generally excellent in surface quality, but conditions vary with elevation, weather, and traffic volume. The Icefields Parkway is fully paved and well-maintained, featuring long sweeping curves, steady elevation changes, and frequent pullouts for scenic stops. Traffic can be heavy during peak summer months, especially near Banff and Lake Louise. Wildlife crossings are common throughout all segments, particularly in early morning and evening hours. Weather is the most variable factor—sun, rain, fog, and even snow can occur in a single day at higher elevations. Riders should expect reduced temperatures in mountain corridors, even when valley floors are warm.

Best Time to Travel

The prime riding season in the Canadian Rockies runs from late June through September, when mountain passes are fully open and weather is most stable. July and August offer the warmest temperatures and clearest access but also the highest tourist traffic, especially around Banff and Lake Louise.

Early summer provides quieter roads and active waterfalls from snowmelt, while early fall introduces cooler air and fewer crowds. Outside of summer months, sections of the Icefields Parkway and high-elevation routes may experience snow, closures, or unpredictable conditions. Riders should prepare for rapid weather changes regardless of season, with layered gear and cold-weather protection recommended even in peak summer.

Road Food

Food along the Calgary-Banff-Jasper corridor is heavily influenced by tourism and mountain culture. Calgary offers full urban dining options, while Banff and Jasper feature a mix of casual restaurants, pubs, cafes, and lodge-based dining. Expect hearty meals designed for active travelers—breakfast-heavy menus, grilled meats, soups, and comfort food staples.

Along the Icefields Parkway itself, food options are extremely limited, so riders should plan meals in advance and rely on Banff, Lake Louise, or Jasper as primary food hubs. Coffee stops and quick-service restaurants are common in town centers, but remote sections of the ride require self-sufficiency. Hydration and snacks are strongly recommended for full-day Parkway rides.

Nearby Lodging

Lodging is widely available in Calgary, Banff, and Jasper, with Banff and Jasper serving as the primary riding bases for exploring the region. Options range from hotels and motels to cabins, lodges, and backcountry camping. Banff offers the most infrastructure and convenience, while Jasper provides a quieter, more remote feel.

Along the Icefields Parkway itself, lodging is limited to select lodges and campgrounds, often requiring advance reservations due to high demand. Many riders choose a two-base strategy—staying in Banff and Jasper and using the Parkway as a daily ride rather than an overnight route. Motorcycle-friendly accommodations are common, with ample parking and easy access to fuel and services in town centers.

Points of Interest

Banff National Park gateway and town core

Lake Louise and Moraine Lake access region

Bow Lake and Peyto Lake viewpoints

Icefields Parkway glacier corridor

Columbia Icefield and Athabasca Glacier

Sunwapta Falls and surrounding canyon systems

Jasper National Park wildlife valleys

Maligne Lake and Medicine Lake routes

Athabasca River valley riding sections

If You Have More Time

The Canadian Rockies integrate easily into larger Western Canada riding routes. South of Banff, riders can extend into Kananaskis Country for quieter, more technical mountain roads. Eastward, the prairies offer long-distance touring across Alberta's open landscapes.

West of Jasper, Highway 16 (the Yellowhead Highway) provides a continuation into British Columbia's interior riding regions. Many riders also combine this loop with multi-park itineraries that include Yoho, Kootenay, and Glacier National Park in Montana for a broader cross-border Rockies experience. The strength of this region is flexibility—riders can build anything from a short three-day highlight loop to a multi-week alpine tour without ever leaving mountain terrain.
The post Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor appeared first on Rider Magazine.

Source: Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor
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[2027 Triumph Speed Twin 1200 TFC Preview]

2027 Triumph Speed Twin 1200 TFC Preview

The Triumph Factory Custom lineup is extended for 2027 with the new Triumph Speed Twin 1200 TFC. Limited to only 750 units worldwide, this model features special details and components like carbon-fiber bodywork, Öhlins suspension, more aggressive ergonomics, and more.

2027 Triumph Speed Twin 1200 TFC

The TFC collection was launched in 2019 and includes limited-edition motorcycles with a custom look straight from the factory. The Speed Twin 1200 is the fifth TFC model, joining the Thruxton TFC, the Rocket 3 TFC, and two editions of the Bobber TFC.

This premium model looks the part with special paint, detailing, and bodywork. It features a Obsidian Gold paint treatment, which blends a metallic black base with gold metal flakes. Gloss-lacquered carbon fiber is found on the fenders, heel guards, and side panels. The chain has a gold finish, and the lower fork legs and suspension adjusters are gold anodized. Other components are blacked out and match the black titanium Akrapovič silencers. The one-piece bench seat is finished in black leather with high-grip suede and rib detailing.

Obsidian Gold paint treatment includes metallic black paint with gold flake.

Each unit comes with a unique edition number laser-etched on the billet aluminum top yoke beside the TFC emblem. TFC emblem details can also be found on the front fender and the clutch and alternator cover. Each bike comes with a signed certificate of authenticity, a branded indoor cover, and a waterproof seat cover.

The bike also features up-spec components, including fully adjustable Öhlins suspension front and rear and Brembo Stylema brake calipers. Low clip-on handlebars and rearset footpegs create an aggressive riding position.

Special detailing marks the TFC as a limited-edition model.

The Triumph Speed Twin 1200 TFC remains powered by the 1,200cc parallel-Twin found in the standard model, making 104 hp at 7,750 rpm and 83 lb-ft of torque at 4,250 rpm. Technology includes Triumph Shift Assist (a quickshifter), three ride modes (Sport, Road, and Rain), and optimized cornering ABS and traction control. A combination LCD and TFT display provides instrumentation, and a USB-C charging socket is on board to charge devices. For more details about the standard model, see our full Triumph Speed Twin 1200 review.

The 2027 Triumph Speed Twin 1200 TFC is limited to 750 motorcycles worldwide, including 180 in the U.S. and 30 in Canada. It carries a U.S. MSRP of $21,995 and will arrive to dealerships in October 2026. Visit the Triumph website for more information.

Check out more new bikes in Rider's 2026 Motorcycle Buyers Guide
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Source: 2027 Triumph Speed Twin 1200 TFC Preview
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[California Route 66—The Final Stretch]

California Route 66—The Final Stretch

California represents the final leg of Route 66, where the Mother Road meets the Pacific Ocean after nearly 2,500 miles across America. Covering roughly 316 miles from the Arizona border to Santa Monica, this final stretch delivers one of the most dramatic transformations on the entire route, from empty desert to urban sprawl to the edge of the sea.

For many travelers, California was never just the end point. During the Dust Bowl and Great Depression of the 1930s, Route 66 became the "Road of Hope," carrying thousands of families west in search of work, stability, and a new beginning. California's agricultural valleys and expanding cities represented the promise of survival and reinvention. In that sense, the highway didn't just end here; it fulfilled its original purpose.

Today, that journey begins in the Mojave Desert, where Route 66 enters California in a landscape defined by heat, silence, and space. Long, open stretches of highway cut through a harsh but striking environment, where remnants of the old road still survive. Towns like Needles, Amboy, and Barstow preserve fragments of the past with weathered motels, abandoned service stations, and roadside relics that speak to a different era of travel. Landmarks such as Roy's Motel & Café and the stark volcanic landscape of Amboy Crater capture the feeling of isolation that once defined long-distance road travel across the Southwest.

Joshua Trees are plentiful as you make your way through the desert.

As riders continue west, the desert slowly gives way to foothills and then the dense urban fabric of Southern California. The shift is sudden and striking where quiet highways are replaced by traffic, small towns replaced by cities, and open sky replaced by layers of movement and sound. Route 66 threads directly into this transformation, eventually merging into the greater Los Angeles region, where its historic path becomes part of everyday city life.

The journey culminates at Santa Monica Pier, the symbolic western terminus of Route 66. Marked by the famous "End of the Trail" sign, it has become a pilgrimage site for travelers who have crossed the continent. After miles of desert, plains, and mountains, the sight of the Pacific Ocean carries a sense of arrival that is both physical and emotional.

Beyond the pier, Santa Monica and nearby Venice Beach offer a final taste of coastal California with palm-lined streets, ocean air, and a blend of historic and modern culture. For those tracing Route 66 westbound, California is the end of the road. It's the moment the journey resolves, where motion gives way to memory and the highway finally meets the coast.

The end of Route 66 is on the Santa Monica Pier in Santa Monica, California.

Elmer’s Bottle Tree Ranch in Oro Grande, California

Roy’s Motel in Amboy, California

California Route 66 Travel Resources

At a Glance

Location: Begins in Needles, ends in Santa MonicaDistance: 316 milesRide Time: 2 daysBest Direction to Ride: East to West for the true Route 66 experienceSkill Level: Beginner to IntermediateBest Bike Type: Any motorcycle

Maps & Routes

Click to view California Route 66 on REVERClick here to download the GPS files

Road Conditions

California's Route 66 is a mix of desert highway, old alignment fragments, and modern highway connectors. Surface conditions vary widely, from smooth paved desert straightaways to broken, patched, and weather-worn sections of original Route 66 pavement. Expect long, exposed straights through the Mojave, occasional rough or abandoned segments, and heavy traffic as you approach the Los Angeles basin. Hazards include crosswinds in open desert, sand drifting onto the roadway, heat shimmer, and urban congestion near Barstow, San Bernardino, and Los Angeles. Speed enforcement increases significantly near populated areas.

Best Time to Travel

The best riding seasons are spring (March-May) and fall (September-November), when desert temperatures are manageable and skies are typically clear. Summer can be extremely hot in the Mojave, with temperatures exceeding 110 degrees, making midday riding dangerous without proper hydration and heat protection. Winter brings cooler desert conditions but can include high winds and occasional storms in mountain-adjacent areas. Traffic increases near holidays and weekends, especially approaching Los Angeles and Santa Monica. Cell service is generally reliable except in remote Mojave stretches, where long gaps still exist.

Road Food

California's Route 66 food scene is rooted in classic roadside Americana. In the desert, stops like the historic Bagdad Café in Newberry Springs offer a true Route 66 atmosphere and while they aren't serving food as of this article publishing, they plan to reopen in the future. You can still grab a cold drink and talk to the owners. Barstow provides classic burger stands and old-school fast food stops. In Yermo, don't miss stopping at Peggy Sue's for a classic 50s diner experience. They serve one heck of a BLT. San Bernardino reflects the early fast-food history of the country, including the original McDonald's site. As you near the coast, Santa Monica and Los Angeles offer endless options, from taco stands and food trucks to coastal seafood spots overlooking the Pacific. Don't forget to grab a corn dog and walk the pier.

Nearby Lodging

In the desert, Needles and Barstow offer practical roadside motels – nothing fancy, but a nice, cool, and clean place to stay. Victorville and San Bernardino offer more reliable hotel chains and restored Route 66-themed stays. The Wig Wam Motel in San Bernardino is one you don't want to miss. As riders approach the coast, Santa Monica provides everything from historic boutique hotels to high-end oceanfront stays, making it the most comfortable, but also most expensive, stop on the route.

Points of Interest

Roy’s Motel & Café

Amboy Crater

Bagdad Cafe

Elmer’s Bottle Tree Ranch

Route 66 Museum

Original McDonald’s Site and Museum

Santa Monica Pier

Mojave Desert open stretches and historic alignment segments

Historic Route 66 roadside ruins between Needles and Barstow

Los Angeles County Route 66 urban corridor

For the list of 100+ best roadside attractions along Route 66, click here.

If You Have More Time

If you're extending your California Route 66 journey, the surrounding region offers some of the most iconic riding in the country. From Barstow, riders can connect south toward Angeles National Forest for mountain switchbacks and cooler air, or head west into Los Angeles and continue onto the Pacific Coast Highway for a coastal extension of the journey. To the north, the high desert opens into vast, empty riding through the Mojave National Preserve and toward Death Valley's outer edges. Not far from Barstow you'll find Big Bear, with its cooler temperatures, and fun twisties. It's a great detour from Route 66, and offers up good food, a fun small town feel, and a chance to take a dip in the cold lake waters. For many riders, California's section of Route 66 naturally expands into a broader exploration of the American West.

Resources

National Park Service – Route 66 Corridor Preservation Program

California Historic Route 66 Association

Mojave National Preserve official information

The post California Route 66—The Final Stretch appeared first on Rider Magazine.

Source: California Route 66—The Final Stretch
Courtesy of Rider Magazine - http://ridermagazine.com

[Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor]

Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor

Stretching through Alberta and British Columbia, the Calgary-Banff-Jasper riding region delivers one of the most visually concentrated mountain experiences in North America. This isn't a single highway or signature pass, it's a connected system of alpine roads, glacier corridors, turquoise lakes, and wildlife-filled valleys that reward riders who slow down and absorb the surroundings.

At the heart of it all is a simple but world-class progression: Calgary as the launch point, Banff as the gateway, the Icefields Parkway as the centerpiece, and Jasper as the remote northern anchor. Together, they form a motorcycle loop that feels like continuous transition through geological time.

Start in Calgary

The ride begins in Calgary, where prairie flatlands quickly give way to rolling foothills. Within an hour, the horizon starts to change shape. The first real shift comes as you approach Banff National Park, where the land begins to rise, compress, and sharpen. Mountains appear suddenly, and the road responds by tightening into flowing curves that guide riders into the heart of the Rockies.

Banff acts as both an introduction and pressure release valve. It's a mountain town with full infrastructure but also immediate access to serious riding. From here, riders can sample short loops into Tunnel Mountain, Lake Minnewanka, or Lake Louise, or simply use Banff as a staging point before committing to the longer northbound stretch.

That stretch—the Icefields Parkway (Highway 93)—is the defining segment of the entire region.

Icefields Parkway

Running roughly 140 miles between Lake Louise and Jasper, the Icefields Parkway is one of the most consistently scenic mountain roads in the world. It doesn't rely on a single highlight. Instead, it stacks them: Bow Lake, Peyto Lake, Sunwapta Falls, Athabasca Glacier, and endless unnamed valleys where waterfalls drop directly from hanging glaciers into river systems below.

For motorcyclists, the Parkway is a rhythm ride. Long sweepers connect massive viewpoints. Traffic exists but rarely dominates. Wildlife is constant—elk, mountain goats, and bears are not unusual sightings. Elevation changes are steady but not extreme, creating a ride that feels fluid rather than technical.

Halfway along the route, the Columbia Icefield area introduces one of the most dramatic geological features in North America. Massive ice sheets sit just above the roadway, feeding meltwater systems that define the entire region. It's also where weather begins to feel more volatile—sunlight, wind, and cold can rotate quickly in the same hour.

As the Parkway continues north, the landscape subtly shifts again. The mountains open. Valleys widen. The sense of enclosure fades. By the time riders reach Jasper National Park, the environment feels less vertical and more expansive, with long river valleys and open alpine basins replacing the tighter geometry of Banff's southern ranges.

Jasper National Park

Jasper itself serves as the northern anchor of the riding system. It's quieter than Banff, less compressed, and more spread out in its riding opportunities. Routes into Maligne Lake, Medicine Lake, and surrounding wilderness corridors create loop options that reward exploration rather than point-to-point travel.

Few places in the world allow riders to move through glaciers, forests, river valleys, and alpine ridges in a single uninterrupted sequence without ever leaving a connected road network. Even fewer do it with this level of accessibility and infrastructure support.

Weather plays a major role in shaping the experience. Even in summer, conditions can swing quickly between warm valley riding and cold, wind-exposed passes. Afternoon storms are common. Elevation changes affect temperature more than distance does. Riders quickly learn that preparation here is not optional.

But when conditions align, the Canadian Rockies deliver something rare: a riding experience that feels cinematic. There are no manufactured overlooks or curated experiences. Just roads placed directly into a landscape that was already overwhelming before the pavement arrived.

Travel Resources

At a Glance

Location: Calgary → Banff → Icefields Parkway → Jasper (Alberta, Canada)Distance: ~250miRide Time: 2-5 daysBest Direction to Ride: South to north (Calgary → Jasper) for gradual escalation of scenerySkill Level: Intermediate (mountain riding + wildlife awareness)Best Bike Type: ADV, sport-touring, touring

Maps & Routes

Click to view the route on REVERClick here to download the GPS files

Road Conditions

Roads throughout the Canadian Rockies riding corridor are generally excellent in surface quality, but conditions vary with elevation, weather, and traffic volume. The Icefields Parkway is fully paved and well-maintained, featuring long sweeping curves, steady elevation changes, and frequent pullouts for scenic stops. Traffic can be heavy during peak summer months, especially near Banff and Lake Louise. Wildlife crossings are common throughout all segments, particularly in early morning and evening hours. Weather is the most variable factor—sun, rain, fog, and even snow can occur in a single day at higher elevations. Riders should expect reduced temperatures in mountain corridors, even when valley floors are warm.

Best Time to Travel

The prime riding season in the Canadian Rockies runs from late June through September, when mountain passes are fully open and weather is most stable. July and August offer the warmest temperatures and clearest access but also the highest tourist traffic, especially around Banff and Lake Louise.

Early summer provides quieter roads and active waterfalls from snowmelt, while early fall introduces cooler air and fewer crowds. Outside of summer months, sections of the Icefields Parkway and high-elevation routes may experience snow, closures, or unpredictable conditions. Riders should prepare for rapid weather changes regardless of season, with layered gear and cold-weather protection recommended even in peak summer.

Road Food

Food along the Calgary-Banff-Jasper corridor is heavily influenced by tourism and mountain culture. Calgary offers full urban dining options, while Banff and Jasper feature a mix of casual restaurants, pubs, cafes, and lodge-based dining. Expect hearty meals designed for active travelers—breakfast-heavy menus, grilled meats, soups, and comfort food staples.

Along the Icefields Parkway itself, food options are extremely limited, so riders should plan meals in advance and rely on Banff, Lake Louise, or Jasper as primary food hubs. Coffee stops and quick-service restaurants are common in town centers, but remote sections of the ride require self-sufficiency. Hydration and snacks are strongly recommended for full-day Parkway rides.

Nearby Lodging

Lodging is widely available in Calgary, Banff, and Jasper, with Banff and Jasper serving as the primary riding bases for exploring the region. Options range from hotels and motels to cabins, lodges, and backcountry camping. Banff offers the most infrastructure and convenience, while Jasper provides a quieter, more remote feel.

Along the Icefields Parkway itself, lodging is limited to select lodges and campgrounds, often requiring advance reservations due to high demand. Many riders choose a two-base strategy—staying in Banff and Jasper and using the Parkway as a daily ride rather than an overnight route. Motorcycle-friendly accommodations are common, with ample parking and easy access to fuel and services in town centers.

Points of Interest

Banff National Park gateway and town core

Lake Louise and Moraine Lake access region

Bow Lake and Peyto Lake viewpoints

Icefields Parkway glacier corridor

Columbia Icefield and Athabasca Glacier

Sunwapta Falls and surrounding canyon systems

Jasper National Park wildlife valleys

Maligne Lake and Medicine Lake routes

Athabasca River valley riding sections

If You Have More Time

The Canadian Rockies integrate easily into larger Western Canada riding routes. South of Banff, riders can extend into Kananaskis Country for quieter, more technical mountain roads. Eastward, the prairies offer long-distance touring across Alberta's open landscapes.

West of Jasper, Highway 16 (the Yellowhead Highway) provides a continuation into British Columbia's interior riding regions. Many riders also combine this loop with multi-park itineraries that include Yoho, Kootenay, and Glacier National Park in Montana for a broader cross-border Rockies experience. The strength of this region is flexibility—riders can build anything from a short three-day highlight loop to a multi-week alpine tour without ever leaving mountain terrain.
The post Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor appeared first on Rider Magazine.

Source: Above the Timberline—Riding Canada's Wild Rocky Mountain Corridor
Courtesy of Rider Magazine - http://ridermagazine.com

[2027 Triumph Speed Twin 1200 TFC Preview]

2027 Triumph Speed Twin 1200 TFC Preview

The Triumph Factory Custom lineup is extended for 2027 with the new Triumph Speed Twin 1200 TFC. Limited to only 750 units worldwide, this model features special details and components like carbon-fiber bodywork, Öhlins suspension, more aggressive ergonomics, and more.

2027 Triumph Speed Twin 1200 TFC

The TFC collection was launched in 2019 and includes limited-edition motorcycles with a custom look straight from the factory. The Speed Twin 1200 is the fifth TFC model, joining the Thruxton TFC, the Rocket 3 TFC, and two editions of the Bobber TFC.

This premium model looks the part with special paint, detailing, and bodywork. It features a Obsidian Gold paint treatment, which blends a metallic black base with gold metal flakes. Gloss-lacquered carbon fiber is found on the fenders, heel guards, and side panels. The chain has a gold finish, and the lower fork legs and suspension adjusters are gold anodized. Other components are blacked out and match the black titanium Akrapovič silencers. The one-piece bench seat is finished in black leather with high-grip suede and rib detailing.

Obsidian Gold paint treatment includes metallic black paint with gold flake.

Each unit comes with a unique edition number laser-etched on the billet aluminum top yoke beside the TFC emblem. TFC emblem details can also be found on the front fender and the clutch and alternator cover. Each bike comes with a signed certificate of authenticity, a branded indoor cover, and a waterproof seat cover.

The bike also features up-spec components, including fully adjustable Öhlins suspension front and rear and Brembo Stylema brake calipers. Low clip-on handlebars and rearset footpegs create an aggressive riding position.

Special detailing marks the TFC as a limited-edition model.

The Triumph Speed Twin 1200 TFC remains powered by the 1,200cc parallel-Twin found in the standard model, making 104 hp at 7,750 rpm and 83 lb-ft of torque at 4,250 rpm. Technology includes Triumph Shift Assist (a quickshifter), three ride modes (Sport, Road, and Rain), and optimized cornering ABS and traction control. A combination LCD and TFT display provides instrumentation, and a USB-C charging socket is on board to charge devices. For more details about the standard model, see our full Triumph Speed Twin 1200 review.

The 2027 Triumph Speed Twin 1200 TFC is limited to 750 motorcycles worldwide, including 180 in the U.S. and 30 in Canada. It carries a U.S. MSRP of $21,995 and will arrive to dealerships in October 2026. Visit the Triumph website for more information.

Check out more new bikes in Rider's 2026 Motorcycle Buyers Guide
The post 2027 Triumph Speed Twin 1200 TFC Preview appeared first on Rider Magazine.

Source: 2027 Triumph Speed Twin 1200 TFC Preview
Courtesy of Rider Magazine - http://ridermagazine.com

[2027 Triumph Speed Twin 1200 TFC Preview]

2027 Triumph Speed Twin 1200 TFC Preview

The Triumph Factory Custom lineup is extended for 2027 with the new Triumph Speed Twin 1200 TFC. Limited to only 750 units worldwide, this model features special details and components like carbon-fiber bodywork, Öhlins suspension, more aggressive ergonomics, and more.

2027 Triumph Speed Twin 1200 TFC

The TFC collection was launched in 2019 and includes limited-edition motorcycles with a custom look straight from the factory. The Speed Twin 1200 is the fifth TFC model, joining the Thruxton TFC, the Rocket 3 TFC, and two editions of the Bobber TFC.

This premium model looks the part with special paint, detailing, and bodywork. It features a Obsidian Gold paint treatment, which blends a metallic black base with gold metal flakes. Gloss-lacquered carbon fiber is found on the fenders, heel guards, and side panels. The chain has a gold finish, and the lower fork legs and suspension adjusters are gold anodized. Other components are blacked out and match the black titanium Akrapovič silencers. The one-piece bench seat is finished in black leather with high-grip suede and rib detailing.

Obsidian Gold paint treatment includes metallic black paint with gold flake.

Each unit comes with a unique edition number laser-etched on the billet aluminum top yoke beside the TFC emblem. TFC emblem details can also be found on the front fender and the clutch and alternator cover. Each bike comes with a signed certificate of authenticity, a branded indoor cover, and a waterproof seat cover.

The bike also features up-spec components, including fully adjustable Öhlins suspension front and rear and Brembo Stylema brake calipers. Low clip-on handlebars and rearset footpegs create an aggressive riding position.

Special detailing marks the TFC as a limited-edition model.

The Triumph Speed Twin 1200 TFC remains powered by the 1,200cc parallel-Twin found in the standard model, making 104 hp at 7,750 rpm and 83 lb-ft of torque at 4,250 rpm. Technology includes Triumph Shift Assist (a quickshifter), three ride modes (Sport, Road, and Rain), and optimized cornering ABS and traction control. A combination LCD and TFT display provides instrumentation, and a USB-C charging socket is on board to charge devices. For more details about the standard model, see our full Triumph Speed Twin 1200 review.

The 2027 Triumph Speed Twin 1200 TFC is limited to 750 motorcycles worldwide, including 180 in the U.S. and 30 in Canada. It carries a U.S. MSRP of $21,995 and will arrive to dealerships in October 2026. Visit the Triumph website for more information.

Check out more new bikes in Rider's 2026 Motorcycle Buyers Guide
The post 2027 Triumph Speed Twin 1200 TFC Preview appeared first on Rider Magazine.

Source: 2027 Triumph Speed Twin 1200 TFC Preview
Courtesy of Rider Magazine - http://ridermagazine.com

[2026 Mecum Monterey Auction Preview: Ducati Dream]

2026 Mecum Monterey Auction Preview: Ducati Dream

While Mecum's annual motorcycle auction in January is a highlight event for motorcyclists, Mecum hosts several other auctions throughout the year where moto enthusiasts can find unique, rare, and desirable motorcycles crossing the block alongside cars and other vehicles. The lineup for this year's Monterey auction is especially exciting for motorcycle enthusiasts, highlighted by two ultra rare, history-altering Ducatis.

The two Ducatis are the main attractions and promise exciting bidding wars, but the Monterey auction will have plenty more to see and bid on. The event takes place at the Del Monte Golf Course in Monterey, California, Aug. 13-15. On the Mecum website, visitors can view photos and detailed descriptions of vehicles up for bid, register for bidder credentials, and find more information.

For now, let's take a look at the auction-headlining Ducatis.

1972 Ducati 750 Imola Racer

This super rare 1972 Ducati 750 Imola Racer (Lot R28) highlights Mecum’s Monterey auction, taking place Aug. 13-15 in Monterey, California.

This 1972 Ducati 750 is an exceptionally rare motorcycle, and it will be available for public sale for the first time ever at Monterey. One of only eight examples ever built, this is the motorcycle that changed Ducati history and launched the brand to its racing success. It and the 1974 750 Super Sport described in the next section have been authenticated with historic and photographic detail by Ducati authority and author Ian Falloon.

The story starts with Ducati's then-new 750 GT L-Twin lineup. Ducati Chief Designer and Technical Director Fabio Taglioni was on a mission to race in the upcoming 200 Miglia Shell di Imola, so he headed to Daytona to assess the competition. Upon returning home, he got to work.

The result of his labor shocked the 70,000 fans who gathered to see the Imola race. Under Ducati riders Paul Smart and Bruno Spaggiari, the Ducati machines passed MV Agusta rider Giacomo Agostini and pulled away from the pack, finishing over 20 seconds ahead of the 3rd-place finisher and proving the merits of Ducati's new winning formula.

The Ducati 750 Imola Racer is powered by Ducati’s 748cc L-Twin.

In building the Imola racer, Taglioni combined the 750 L-Twin with desmodromic valve actuation. Eliminating the alternator and flywheel reduced rotating mass. The bike used two spark plugs per cylinder and dual 400mm Dell'Orto carburetors and had a 5-speed gearbox, netting 85 hp at 8,800 rpm and a 170 mph top speed. Particular focus was put on making the bike lightweight, using a fiberglass fairing and fuel tank and weighing in at 390 lb dry.

Eight of these machines were built, and six were officially entered into the race. The example up for auction at Monterey is one of the two bikes prepared for race winner Paul Smart. It features a metalflake silver paint with a transparent vertical stripe on the fuel tank that acts as a see-through fuel gauge, and the bike includes unique details like an Italian army-issue water canteen used as an engine crankcase breather system.

This see-through stripe on the tank was purposefully unfinished to allow viewing the fuel level.

This bike and the 1974 750 Super Sport described below will cross the block on Saturday, Aug. 15.

1974 Ducati 750 Super Sport

This 1974 Ducati 750 Super Sport (Lot R27) will cross the block at Mecum’s Monterey Auction on Saturday, Aug. 15.

The story of this bike is directly linked to the story of the Imola racing victory of 1972. The win boosted sales of the 750 L-Twin lineup and generated desire for a factory production machine based on the Imola racer. That factory production version was the 750 Super Sport, equipped with race-spec desmodromic cylinder heads and camshafts, triple disc brakes, and fiberglass bodywork. Notably, a 1973 preproduction unit went on to win the 1977 Daytona 200 under the care of Cycle magazine journalists Phil Schilling and Cook Neilson.

The example to cross the block at Monterey was first purchased in 1975 at a one-man dealership in St. Louis, Illinois, and it is one of only 401 built during the initial production run led by Taglioni. The first and second owners retained its original condition until 2022, when it received a preservation and mechanical overhaul. This process allowed for photographic documentation of the machine, creating a record of its original parts.

More to See at Mecum Monterey

These two rare Ducatis join a growing lineup of motorcycles and vehicles on the Monterey schedule for this year, sure to delight any moto enthusiast. On the Mecum website, viewers can find more details and photos about each vehicle, as well as information about how to register to bid, spectator ticket pricing, collections, and more.
The post 2026 Mecum Monterey Auction Preview: Ducati Dream appeared first on Rider Magazine.

Source: 2026 Mecum Monterey Auction Preview: Ducati Dream
Courtesy of Rider Magazine - http://ridermagazine.com

[California Route 66—The End of the Road]

California Route 66—The End of the Road

California represents the final leg of Route 66, where the Mother Road meets the Pacific Ocean after nearly 2,500 miles across America. Covering roughly 316 miles from the Arizona border to Santa Monica, this final stretch delivers one of the most dramatic transformations on the entire route, from empty desert to urban sprawl to the edge of the sea.

For many travelers, California was never just the end point. During the Dust Bowl and Great Depression of the 1930s, Route 66 became the "Road of Hope," carrying thousands of families west in search of work, stability, and a new beginning. California's agricultural valleys and expanding cities represented the promise of survival and reinvention. In that sense, the highway didn't just end here; it fulfilled its original purpose.

Today, that journey begins in the Mojave Desert, where Route 66 enters California in a landscape defined by heat, silence, and space. Long, open stretches of highway cut through a harsh but striking environment, where remnants of the old road still survive. Towns like Needles, Amboy, and Barstow preserve fragments of the past with weathered motels, abandoned service stations, and roadside relics that speak to a different era of travel. Landmarks such as Roy's Motel & Café and the stark volcanic landscape of Amboy Crater capture the feeling of isolation that once defined long-distance road travel across the Southwest.

Joshua Trees are plentiful as you make your way through the desert.

As riders continue west, the desert slowly gives way to foothills and then the dense urban fabric of Southern California. The shift is sudden and striking where quiet highways are replaced by traffic, small towns replaced by cities, and open sky replaced by layers of movement and sound. Route 66 threads directly into this transformation, eventually merging into the greater Los Angeles region, where its historic path becomes part of everyday city life.

The journey culminates at Santa Monica Pier, the symbolic western terminus of Route 66. Marked by the famous "End of the Trail" sign, it has become a pilgrimage site for travelers who have crossed the continent. After miles of desert, plains, and mountains, the sight of the Pacific Ocean carries a sense of arrival that is both physical and emotional.

Beyond the pier, Santa Monica and nearby Venice Beach offer a final taste of coastal California with palm-lined streets, ocean air, and a blend of historic and modern culture. For those tracing Route 66 westbound, California is the end of the road. It's the moment the journey resolves, where motion gives way to memory and the highway finally meets the coast.

The end of Route 66 is on the Santa Monica Pier in Santa Monica, California.

Elmer’s Bottle Tree Ranch in Oro Grande, California

Roy’s Motel in Amboy, California

California Route 66 Travel Resources

At a Glance

Location: Begins in Needles, ends in Santa MonicaDistance: 316 milesRide Time: 2 daysBest Direction to Ride: East to West for the true Route 66 experienceSkill Level: Beginner to IntermediateBest Bike Type: Any motorcycle

Maps & Routes

Click to view California Route 66 on REVERClick here to download the GPS files

Road Conditions

California's Route 66 is a mix of desert highway, old alignment fragments, and modern highway connectors. Surface conditions vary widely, from smooth paved desert straightaways to broken, patched, and weather-worn sections of original Route 66 pavement. Expect long, exposed straights through the Mojave, occasional rough or abandoned segments, and heavy traffic as you approach the Los Angeles basin. Hazards include crosswinds in open desert, sand drifting onto the roadway, heat shimmer, and urban congestion near Barstow, San Bernardino, and Los Angeles. Speed enforcement increases significantly near populated areas.

Best Time to Travel

The best riding seasons are spring (March-May) and fall (September-November), when desert temperatures are manageable and skies are typically clear. Summer can be extremely hot in the Mojave, with temperatures exceeding 110 degrees, making midday riding dangerous without proper hydration and heat protection. Winter brings cooler desert conditions but can include high winds and occasional storms in mountain-adjacent areas. Traffic increases near holidays and weekends, especially approaching Los Angeles and Santa Monica. Cell service is generally reliable except in remote Mojave stretches, where long gaps still exist.

Road Food

California's Route 66 food scene is rooted in classic roadside Americana. In the desert, stops like the historic Bagdad Café in Newberry Springs offer a true Route 66 atmosphere and while they aren't serving food as of this article publishing, they plan to reopen in the future. You can still grab a cold drink and talk to the owners. Barstow provides classic burger stands and old-school fast food stops. In Yermo, don't miss stopping at Peggy Sue's for a classic 50s diner experience. They serve one heck of a BLT. San Bernardino reflects the early fast-food history of the country, including the original McDonald's site. As you near the coast, Santa Monica and Los Angeles offer endless options, from taco stands and food trucks to coastal seafood spots overlooking the Pacific. Don't forget to grab a corn dog and walk the pier.

Nearby Lodging

In the desert, Needles and Barstow offer practical roadside motels – nothing fancy, but a nice, cool, and clean place to stay. Victorville and San Bernardino offer more reliable hotel chains and restored Route 66-themed stays. The Wig Wam Motel in San Bernardino is one you don't want to miss. As riders approach the coast, Santa Monica provides everything from historic boutique hotels to high-end oceanfront stays, making it the most comfortable, but also most expensive, stop on the route.

Points of Interest

Roy’s Motel & Café

Amboy Crater

Bagdad Cafe

Elmer’s Bottle Tree Ranch

Route 66 Museum

Original McDonald’s Site and Museum

Santa Monica Pier

Mojave Desert open stretches and historic alignment segments

Historic Route 66 roadside ruins between Needles and Barstow

Los Angeles County Route 66 urban corridor

For the list of 100+ best roadside attractions along Route 66, click here.

If You Have More Time

If you're extending your California Route 66 journey, the surrounding region offers some of the most iconic riding in the country. From Barstow, riders can connect south toward Angeles National Forest for mountain switchbacks and cooler air, or head west into Los Angeles and continue onto the Pacific Coast Highway for a coastal extension of the journey. To the north, the high desert opens into vast, empty riding through the Mojave National Preserve and toward Death Valley's outer edges. Not far from Barstow you'll find Big Bear, with its cooler temperatures, and fun twisties. It's a great detour from Route 66, and offers up good food, a fun small town feel, and a chance to take a dip in the cold lake waters. For many riders, California's section of Route 66 naturally expands into a broader exploration of the American West.

Resources

National Park Service – Route 66 Corridor Preservation Program

California Historic Route 66 Association

Mojave National Preserve official information

The post California Route 66—The End of the Road appeared first on Rider Magazine.

Source: California Route 66—The End of the Road
Courtesy of Rider Magazine - http://ridermagazine.com

[California Route 66—The End of the Road]

California Route 66—The End of the Road

California represents the final leg of Route 66, where the Mother Road meets the Pacific Ocean after nearly 2,500 miles across America. Covering roughly 316 miles from the Arizona border to Santa Monica, this final stretch delivers one of the most dramatic transformations on the entire route, from empty desert to urban sprawl to the edge of the sea.

For many travelers, California was never just the end point. During the Dust Bowl and Great Depression of the 1930s, Route 66 became the "Road of Hope," carrying thousands of families west in search of work, stability, and a new beginning. California's agricultural valleys and expanding cities represented the promise of survival and reinvention. In that sense, the highway didn't just end here; it fulfilled its original purpose.

Today, that journey begins in the Mojave Desert, where Route 66 enters California in a landscape defined by heat, silence, and space. Long, open stretches of highway cut through a harsh but striking environment, where remnants of the old road still survive. Towns like Needles, Amboy, and Barstow preserve fragments of the past with weathered motels, abandoned service stations, and roadside relics that speak to a different era of travel. Landmarks such as Roy's Motel & Café and the stark volcanic landscape of Amboy Crater capture the feeling of isolation that once defined long-distance road travel across the Southwest.

Joshua Trees are plentiful as you make your way through the desert.

As riders continue west, the desert slowly gives way to foothills and then the dense urban fabric of Southern California. The shift is sudden and striking where quiet highways are replaced by traffic, small towns replaced by cities, and open sky replaced by layers of movement and sound. Route 66 threads directly into this transformation, eventually merging into the greater Los Angeles region, where its historic path becomes part of everyday city life.

The journey culminates at Santa Monica Pier, the symbolic western terminus of Route 66. Marked by the famous "End of the Trail" sign, it has become a pilgrimage site for travelers who have crossed the continent. After miles of desert, plains, and mountains, the sight of the Pacific Ocean carries a sense of arrival that is both physical and emotional.

Beyond the pier, Santa Monica and nearby Venice Beach offer a final taste of coastal California with palm-lined streets, ocean air, and a blend of historic and modern culture. For those tracing Route 66 westbound, California is the end of the road. It's the moment the journey resolves, where motion gives way to memory and the highway finally meets the coast.

The end of Route 66 is on the Santa Monica Pier in Santa Monica, California.

Elmer’s Bottle Tree Ranch in Oro Grande, California

Roy’s Motel in Amboy, California

California Route 66 Travel Resources

At a Glance

Location: Begins in Needles, ends in Santa MonicaDistance: 316 milesRide Time: 2 daysBest Direction to Ride: East to West for the true Route 66 experienceSkill Level: Beginner to IntermediateBest Bike Type: Any motorcycle

Maps & Routes

Click to view California Route 66 on REVERClick here to download the GPS files

Road Conditions

California's Route 66 is a mix of desert highway, old alignment fragments, and modern highway connectors. Surface conditions vary widely, from smooth paved desert straightaways to broken, patched, and weather-worn sections of original Route 66 pavement. Expect long, exposed straights through the Mojave, occasional rough or abandoned segments, and heavy traffic as you approach the Los Angeles basin. Hazards include crosswinds in open desert, sand drifting onto the roadway, heat shimmer, and urban congestion near Barstow, San Bernardino, and Los Angeles. Speed enforcement increases significantly near populated areas.

Best Time to Travel

The best riding seasons are spring (March-May) and fall (September-November), when desert temperatures are manageable and skies are typically clear. Summer can be extremely hot in the Mojave, with temperatures exceeding 110 degrees, making midday riding dangerous without proper hydration and heat protection. Winter brings cooler desert conditions but can include high winds and occasional storms in mountain-adjacent areas. Traffic increases near holidays and weekends, especially approaching Los Angeles and Santa Monica. Cell service is generally reliable except in remote Mojave stretches, where long gaps still exist.

Road Food

California's Route 66 food scene is rooted in classic roadside Americana. In the desert, stops like the historic Bagdad Café in Newberry Springs offer a true Route 66 atmosphere and while they aren't serving food as of this article publishing, they plan to reopen in the future. You can still grab a cold drink and talk to the owners. Barstow provides classic burger stands and old-school fast food stops. In Yermo, don't miss stopping at Peggy Sue's for a classic 50s diner experience. They serve one heck of a BLT. San Bernardino reflects the early fast-food history of the country, including the original McDonald's site. As you near the coast, Santa Monica and Los Angeles offer endless options, from taco stands and food trucks to coastal seafood spots overlooking the Pacific. Don't forget to grab a corn dog and walk the pier.

Nearby Lodging

In the desert, Needles and Barstow offer practical roadside motels – nothing fancy, but a nice, cool, and clean place to stay. Victorville and San Bernardino offer more reliable hotel chains and restored Route 66-themed stays. The Wig Wam Motel in San Bernardino is one you don't want to miss. As riders approach the coast, Santa Monica provides everything from historic boutique hotels to high-end oceanfront stays, making it the most comfortable, but also most expensive, stop on the route.

Points of Interest

Roy’s Motel & Café

Amboy Crater

Bagdad Cafe

Elmer’s Bottle Tree Ranch

Route 66 Museum

Original McDonald’s Site and Museum

Santa Monica Pier

Mojave Desert open stretches and historic alignment segments

Historic Route 66 roadside ruins between Needles and Barstow

Los Angeles County Route 66 urban corridor

For the list of 100+ best roadside attractions along Route 66, click here.

If You Have More Time

If you're extending your California Route 66 journey, the surrounding region offers some of the most iconic riding in the country. From Barstow, riders can connect south toward Angeles National Forest for mountain switchbacks and cooler air, or head west into Los Angeles and continue onto the Pacific Coast Highway for a coastal extension of the journey. To the north, the high desert opens into vast, empty riding through the Mojave National Preserve and toward Death Valley's outer edges. Not far from Barstow you'll find Big Bear, with its cooler temperatures, and fun twisties. It's a great detour from Route 66, and offers up good food, a fun small town feel, and a chance to take a dip in the cold lake waters. For many riders, California's section of Route 66 naturally expands into a broader exploration of the American West.

Resources

National Park Service – Route 66 Corridor Preservation Program

California Historic Route 66 Association

Mojave National Preserve official information

The post California Route 66—The End of the Road appeared first on Rider Magazine.

Source: California Route 66—The End of the Road
Courtesy of Rider Magazine - http://ridermagazine.com

[Riding America's Straightest Roads]

Riding America's Straightest Roads

There's a certain kind of riding that doesn't involve tight corners, apexes, or braking points. It's the kind where the horizon is the only curve in sight, and the road feels like it's been drawn with a ruler across the landscape. For motorcyclists, straight roads can be hypnotic – part meditation, part endurance test, and part opportunity to see just how far you can relax into the machine.

These stretches across the United States aren't just flat and straight – they're iconic in their own right, often crossing remote deserts, high plains, and agricultural grids that stretch to the edge of perception.

Here are some of the most memorable straight-line rides in the country.

U.S. Route 50—Nevada's "Loneliest Road in America"

U.S. Route 50 across Nevada is often described as a rite of passage. Between the small towns of Ely and Fallon, long stretches open into near-perfect straightaways across basin-and-range country. The road cuts through empty valleys framed by distant mountain silhouettes, with gas stops sometimes more than 100 miles apart.

What makes it interesting for riders isn't just the straightness – it's the isolation. Wind is constant, visibility is almost infinite, and traffic is minimal enough that your own engine becomes the dominant sound in the world.

Interstate 80 Across Wyoming

Interstate 80 through southern Wyoming delivers some of the longest uninterrupted sightlines in the interstate system. The highway runs across high desert plateaus where elevation sits above 6,000 feet, and weather can change fast enough to alter traction in minutes.

Riders often underestimate this stretch because it's "just interstate," but it behaves differently here – crosswinds are strong, fuel stops are spaced out, and the horizon never seems to get closer no matter how fast you travel. It's less about speed and more about managing exposure.

U.S. Route 160 in Northern Arizona

Between Tuba City and the New Mexico border, U.S. Route 160 crosses some of the most remote and expansive landscapes in northern Arizona, including stretches through the Navajo Nation and Hopi lands. The road is long, flat, and visually simple—but the surrounding terrain is anything but. Open desert, volcanic formations, sandstone mesas, and distant buttes create a sense of scale that makes even a straight road feel cinematic.

Riders often describe this section as "quiet in motion" – no visual clutter, just road, sky, and distance.

U.S. Route 20 Across Nebraska

Nebraska's U.S. 20 is a classic Midwestern straight shot through agricultural country. The road runs for miles with almost imperceptible bends, passing through farmland grids that feel mathematically precise. Grain silos, irrigation pivots, and long fence lines define the visual rhythm.

For motorcyclists, this is a mental endurance ride. The scenery is consistent, but subtle shifts in wind direction and light across the plains keep it from feeling static.

Interstate 90 Across South Dakota

South Dakota's section of I-90 combines straight-line riding with iconic prairie and badlands transitions. While not perfectly straight everywhere, long segments behave like corridors through open plains.

It's also one of the more visually dynamic "straight road" experiences – where buffalo herds, rolling hills, and sudden geological formations break up the monotony just enough to keep riders engaged.

U.S. Route 2 Through Montana

U.S. 2 across northern Montana is a study in distance. This is wide-open country where the road runs parallel to railroad lines and agricultural fields, occasionally disappearing into horizon haze.

What makes it memorable for riders is the sense of scale. Everything is bigger – sky, distance, weather systems – and the road simply exists within it rather than dominating it.

Click here to download the GPS file

Why Straight Roads Matter

Straight roads don't offer technical challenges – but they offer something else: perspective. They give riders time to settle into a rhythm, to notice changes in wind, temperature, and light. They expose how a motorcycle behaves over long distances without input, and they create a kind of mental clarity that twisty roads rarely allow.

They're not about excitement in the traditional sense. They're about endurance, awareness, and the quiet satisfaction of watching the world unfold in a single line ahead of you.

And sometimes, that's exactly the kind of ride you need.
The post Riding America's Straightest Roads appeared first on Rider Magazine.

Source: Riding America's Straightest Roads
Courtesy of Rider Magazine - http://ridermagazine.com

[Bridgestone Battlax T33 Sport Touring Tires Review]

Bridgestone Battlax T33 Sport Touring Tires Review

There's no denying the mission of Bridgestone's new Battlax T33 tires: The words "Sport Touring" are molded into the sidewall. According to Bridgestone, the Battlax T33 maintains the performance profile of its T32 predecessor (lots of stable, predictable grip, dry or wet) while improving mileage by 47%. A new wear-resistant center polymer helps extend tread life, while a sticky, soft rubber compound on the shoulders delivers excellent dry cornering. Deep, tapered grooves are designed to squeeze water to the sides and deliver predictable grip in wet conditions.

The Battlax T33 uses Mono-Spiral belt construction. Pioneered and patented by Bridgestone, it employs a continuous, single strand of steel cord wrapped around the circumference of the tire. Bridgestone says the lack of overlapping seams allows the tire carcass to remain flexible, with uniform contact patch distribution, providing better straight-line stability, shock absorption, and cornering traction. It's lighter than conventional belt construction, which helps minimize heat generation inside the tire.

Bridgestone sent me a fresh set of T33s for my 2025 BMW F 900 XR sport-tourer. I've been enjoying the tires. Go ahead and lean some more, they just keep on gripping. Honestly, they inspire more confidence than I am willing to apply on public roads. They feel rock-solid and planted. Feedback is direct, and transitions are smooth and predictable. I'm finding them to be quiet, too. The rounded profile provides linear turn-in, which translates rider inputs smoothly and directly. I appreciate that on a sport-tourer that's loaded up, like mine typically is. I ride with saddlebags, sometimes a top case, and always carry tools, layers, gloves, water, snacks, etc.

The T33's mission is molded into the sidewall. (Photos by the author)

New England is experiencing severe drought, so I have had little opportunity to ride in the rain. Good problem to have, right? In the interest of science, I ventured out specifically because it was raining, and the T33s performed admirably. I don't push the pace when traction is compromised, but I appreciate when my bike has this much grip despite wet roads.

After 1,200 miles riding back roads through western New England and New York's Hudson Valley, I find the T33s an excellent complement to my mid-size sport tourer.

T33 front

T33 rear

Readers may be interested to know that I've now ridden at least 1,000 miles on multiple F 900 XRs shod with three different tires: Dunlop Roadsmart IV, Michelin Road 6 GT, and Bridgestone Battlax T33.

I found the Roadsmart IVs the sportiest tires of the three. Think "SPORT touring." Their pointy profile makes for very quick turn-in, so the bike falls into turns. That characteristic is great on a pure sportbike, although in my personal experience, loaded saddlebags amplify it, so quick became abrupt or twitchy. For the mission of a sport-tourer like my XR, linear turn-in suits me better.

Deep strategically positioned grooves squeeze water to the sides for improved grip in the wet.

My personal XR came from the factory with Michelin Road 6 GTs. Their rounded profile delivers linear turn-in, and the ride seems more plush than the others. Think "sport TOURING." Grip is solid, dry or wet. The intricate tread design features multiple grooves and sipes that likely help with wet grip, but I wonder if they're responsible for tread noise. Especially as the miles added up, leaning generated a noticeable hummmmmm. The Road 6 GTs had over 8,000 miles before the wear indicators were flush. I'd easily have gone to 9,000 miles, but then a new set of T33s arrived at my office.

See all of Rider's tire reviews here.

Bottom line? I'm finding Bridgestone Battlax T33 tires are a great complement to my F 900 XR's sport-touring intentions, even with loaded saddlebags. For me, the T33s are living up to the mission profile that's molded right into the sidewall.

Shop for Bridgestone Battlax T33 Sport Touring Tires
.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441{font-size:18px;color:#ffffff !important;background-color:#cf2e2e !important;margin:0px 0px 0px 0px !important;padding:10px 30px 10px 30px;border-width:1px !important;border-style:none;border-radius:50px !important;}.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441:hover{box-shadow:1px 1px 12px 0px #ccc;opacity:1;transition:all 0.2s ease;}.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441 > i {display: none !important;}The post Bridgestone Battlax T33 Sport Touring Tires Review appeared first on Rider Magazine.

Source: Bridgestone Battlax T33 Sport Touring Tires Review
Courtesy of Rider Magazine - http://ridermagazine.com

[Riding America's Straightest Roads]

Riding America's Straightest Roads

There's a certain kind of riding that doesn't involve tight corners, apexes, or braking points. It's the kind where the horizon is the only curve in sight, and the road feels like it's been drawn with a ruler across the landscape. For motorcyclists, straight roads can be hypnotic – part meditation, part endurance test, and part opportunity to see just how far you can relax into the machine.

These stretches across the United States aren't just flat and straight – they're iconic in their own right, often crossing remote deserts, high plains, and agricultural grids that stretch to the edge of perception.

Here are some of the most memorable straight-line rides in the country.

U.S. Route 50—Nevada's "Loneliest Road in America"

U.S. Route 50 across Nevada is often described as a rite of passage. Between the small towns of Ely and Fallon, long stretches open into near-perfect straightaways across basin-and-range country. The road cuts through empty valleys framed by distant mountain silhouettes, with gas stops sometimes more than 100 miles apart.

What makes it interesting for riders isn't just the straightness – it's the isolation. Wind is constant, visibility is almost infinite, and traffic is minimal enough that your own engine becomes the dominant sound in the world.

Interstate 80 Across Wyoming

Interstate 80 through southern Wyoming delivers some of the longest uninterrupted sightlines in the interstate system. The highway runs across high desert plateaus where elevation sits above 6,000 feet, and weather can change fast enough to alter traction in minutes.

Riders often underestimate this stretch because it's "just interstate," but it behaves differently here – crosswinds are strong, fuel stops are spaced out, and the horizon never seems to get closer no matter how fast you travel. It's less about speed and more about managing exposure.

U.S. Route 160 in Northern Arizona

Between Tuba City and the New Mexico border, U.S. Route 160 crosses some of the most remote and expansive landscapes in northern Arizona, including stretches through the Navajo Nation and Hopi lands. The road is long, flat, and visually simple—but the surrounding terrain is anything but. Open desert, volcanic formations, sandstone mesas, and distant buttes create a sense of scale that makes even a straight road feel cinematic.

Riders often describe this section as "quiet in motion" – no visual clutter, just road, sky, and distance.

U.S. Route 20 Across Nebraska

Nebraska's U.S. 20 is a classic Midwestern straight shot through agricultural country. The road runs for miles with almost imperceptible bends, passing through farmland grids that feel mathematically precise. Grain silos, irrigation pivots, and long fence lines define the visual rhythm.

For motorcyclists, this is a mental endurance ride. The scenery is consistent, but subtle shifts in wind direction and light across the plains keep it from feeling static.

Interstate 90 Across South Dakota

South Dakota's section of I-90 combines straight-line riding with iconic prairie and badlands transitions. While not perfectly straight everywhere, long segments behave like corridors through open plains.

It's also one of the more visually dynamic "straight road" experiences – where buffalo herds, rolling hills, and sudden geological formations break up the monotony just enough to keep riders engaged.

U.S. Route 2 Through Montana

U.S. 2 across northern Montana is a study in distance. This is wide-open country where the road runs parallel to railroad lines and agricultural fields, occasionally disappearing into horizon haze.

What makes it memorable for riders is the sense of scale. Everything is bigger – sky, distance, weather systems – and the road simply exists within it rather than dominating it.

Click here to download the GPS file

Why Straight Roads Matter

Straight roads don't offer technical challenges – but they offer something else: perspective. They give riders time to settle into a rhythm, to notice changes in wind, temperature, and light. They expose how a motorcycle behaves over long distances without input, and they create a kind of mental clarity that twisty roads rarely allow.

They're not about excitement in the traditional sense. They're about endurance, awareness, and the quiet satisfaction of watching the world unfold in a single line ahead of you.

And sometimes, that's exactly the kind of ride you need.
The post Riding America's Straightest Roads appeared first on Rider Magazine.

Source: Riding America's Straightest Roads
Courtesy of Rider Magazine - http://ridermagazine.com

[Bridgestone Battlax T33 Sport Touring Tires Review]

Bridgestone Battlax T33 Sport Touring Tires Review

There's no denying the mission of Bridgestone's new Battlax T33 tires: The words "Sport Touring" are molded into the sidewall. According to Bridgestone, the Battlax T33 maintains the performance profile of its T32 predecessor (lots of stable, predictable grip, dry or wet) while improving mileage by 47%. A new wear-resistant center polymer helps extend tread life, while a sticky, soft rubber compound on the shoulders delivers excellent dry cornering. Deep, tapered grooves are designed to squeeze water to the sides and deliver predictable grip in wet conditions.

The Battlax T33 uses Mono-Spiral belt construction. Pioneered and patented by Bridgestone, it employs a continuous, single strand of steel cord wrapped around the circumference of the tire. Bridgestone says the lack of overlapping seams allows the tire carcass to remain flexible, with uniform contact patch distribution, providing better straight-line stability, shock absorption, and cornering traction. It's lighter than conventional belt construction, which helps minimize heat generation inside the tire.

Bridgestone sent me a fresh set of T33s for my 2025 BMW F 900 XR sport-tourer. I've been enjoying the tires. Go ahead and lean some more, they just keep on gripping. Honestly, they inspire more confidence than I am willing to apply on public roads. They feel rock-solid and planted. Feedback is direct, and transitions are smooth and predictable. I'm finding them to be quiet, too. The rounded profile provides linear turn-in, which translates rider inputs smoothly and directly. I appreciate that on a sport-tourer that's loaded up, like mine typically is. I ride with saddlebags, sometimes a top case, and always carry tools, layers, gloves, water, snacks, etc.

The T33's mission is molded into the sidewall. (Photos by the author)

New England is experiencing severe drought, so I have had little opportunity to ride in the rain. Good problem to have, right? In the interest of science, I ventured out specifically because it was raining, and the T33s performed admirably. I don't push the pace when traction is compromised, but I appreciate when my bike has this much grip despite wet roads.

After 1,200 miles riding back roads through western New England and New York's Hudson Valley, I find the T33s an excellent complement to my mid-size sport tourer.

T33 front

T33 rear

Readers may be interested to know that I've now ridden at least 1,000 miles on multiple F 900 XRs shod with three different tires: Dunlop Roadsmart IV, Michelin Road 6 GT, and Bridgestone Battlax T33.

I found the Roadsmart IVs the sportiest tires of the three. Think "SPORT touring." Their pointy profile makes for very quick turn-in, so the bike falls into turns. That characteristic is great on a pure sportbike, although in my personal experience, loaded saddlebags amplify it, so quick became abrupt or twitchy. For the mission of a sport-tourer like my XR, linear turn-in suits me better.

Deep strategically positioned grooves squeeze water to the sides for improved grip in the wet.

My personal XR came from the factory with Michelin Road 6 GTs. Their rounded profile delivers linear turn-in, and the ride seems more plush than the others. Think "sport TOURING." Grip is solid, dry or wet. The intricate tread design features multiple grooves and sipes that likely help with wet grip, but I wonder if they're responsible for tread noise. Especially as the miles added up, leaning generated a noticeable hummmmmm. The Road 6 GTs had over 8,000 miles before the wear indicators were flush. I'd easily have gone to 9,000 miles, but then a new set of T33s arrived at my office.

See all of Rider's tire reviews here.

Bottom line? I'm finding Bridgestone Battlax T33 tires are a great complement to my F 900 XR's sport-touring intentions, even with loaded saddlebags. For me, the T33s are living up to the mission profile that's molded right into the sidewall.

Shop for Bridgestone Battlax T33 Sport Touring Tires
.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441{font-size:18px;color:#ffffff !important;background-color:#cf2e2e !important;margin:0px 0px 0px 0px !important;padding:10px 30px 10px 30px;border-width:1px !important;border-style:none;border-radius:50px !important;}.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441:hover{box-shadow:1px 1px 12px 0px #ccc;opacity:1;transition:all 0.2s ease;}.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441 > i {display: none !important;}The post Bridgestone Battlax T33 Sport Touring Tires Review appeared first on Rider Magazine.

Source: Bridgestone Battlax T33 Sport Touring Tires Review
Courtesy of Rider Magazine - http://ridermagazine.com

[Bridgestone Battlax T33 Sport Touring Tires Review]

Bridgestone Battlax T33 Sport Touring Tires Review

There's no denying the mission of Bridgestone's new Battlax T33 tires: The words "Sport Touring" are molded into the sidewall. According to Bridgestone, the Battlax T33 maintains the performance profile of its T32 predecessor (lots of stable, predictable grip, dry or wet) while improving mileage by 47%. A new wear-resistant center polymer helps extend tread life, while a sticky, soft rubber compound on the shoulders delivers excellent dry cornering. Deep, tapered grooves are designed to squeeze water to the sides and deliver predictable grip in wet conditions.

The Battlax T33 uses Mono-Spiral belt construction. Pioneered and patented by Bridgestone, it employs a continuous, single strand of steel cord wrapped around the circumference of the tire. Bridgestone says the lack of overlapping seams allows the tire carcass to remain flexible, with uniform contact patch distribution, providing better straight-line stability, shock absorption, and cornering traction. It's lighter than conventional belt construction, which helps minimize heat generation inside the tire.

Bridgestone sent me a fresh set of T33s for my 2025 BMW F 900 XR sport-tourer. I've been enjoying the tires. Go ahead and lean some more, they just keep on gripping. Honestly, they inspire more confidence than I am willing to apply on public roads. They feel rock-solid and planted. Feedback is direct, and transitions are smooth and predictable. I'm finding them to be quiet, too. The rounded profile provides linear turn-in, which translates rider inputs smoothly and directly. I appreciate that on a sport-tourer that's loaded up, like mine typically is. I ride with saddlebags, sometimes a top case, and always carry tools, layers, gloves, water, snacks, etc.

The T33's mission is molded into the sidewall. (Photos by the author)

New England is experiencing severe drought, so I have had little opportunity to ride in the rain. Good problem to have, right? In the interest of science, I ventured out specifically because it was raining, and the T33s performed admirably. I don't push the pace when traction is compromised, but I appreciate when my bike has this much grip despite wet roads.

After 1,200 miles riding back roads through western New England and New York's Hudson Valley, I find the T33s an excellent complement to my mid-size sport tourer.

T33 front

T33 rear

Readers may be interested to know that I've now ridden at least 1,000 miles on multiple F 900 XRs shod with three different tires: Dunlop Roadsmart IV, Michelin Road 6 GT, and Bridgestone Battlax T33.

I found the Roadsmart IVs the sportiest tires of the three. Think "SPORT touring." Their pointy profile makes for very quick turn-in, so the bike falls into turns. That characteristic is great on a pure sportbike, although in my personal experience, loaded saddlebags amplify it, so quick became abrupt or twitchy. For the mission of a sport-tourer like my XR, linear turn-in suits me better.

Deep strategically positioned grooves squeeze water to the sides for improved grip in the wet.

My personal XR came from the factory with Michelin Road 6 GTs. Their rounded profile delivers linear turn-in, and the ride seems more plush than the others. Think "sport TOURING." Grip is solid, dry or wet. The intricate tread design features multiple grooves and sipes that likely help with wet grip, but I wonder if they're responsible for tread noise. Especially as the miles added up, leaning generated a noticeable hummmmmm. The Road 6 GTs had over 8,000 miles before the wear indicators were flush. I'd easily have gone to 9,000 miles, but then a new set of T33s arrived at my office.

See all of Rider's tire reviews here.

Bottom line? I'm finding Bridgestone Battlax T33 tires are a great complement to my F 900 XR's sport-touring intentions, even with loaded saddlebags. For me, the T33s are living up to the mission profile that's molded right into the sidewall.

Shop for Bridgestone Battlax T33 Sport Touring Tires
.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441{font-size:18px;color:#ffffff !important;background-color:#cf2e2e !important;margin:0px 0px 0px 0px !important;padding:10px 30px 10px 30px;border-width:1px !important;border-style:none;border-radius:50px !important;}.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441:hover{box-shadow:1px 1px 12px 0px #ccc;opacity:1;transition:all 0.2s ease;}.advgbbtn-7dd0e894-b6e4-43c3-8508-46923d448441 > i {display: none !important;}The post Bridgestone Battlax T33 Sport Touring Tires Review appeared first on Rider Magazine.

Source: Bridgestone Battlax T33 Sport Touring Tires Review
Courtesy of Rider Magazine - http://ridermagazine.com

[Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country]

Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country

There's a point in northeastern Arizona where the landscape stops trying to entertain you and simply asks whether you're comfortable with distance. U.S. Highway 160 is that kind of road.

Running across Arizona's northeast corner between the New Mexico state line and the Tuba City, U.S. 160 cuts through the vast high desert of the Navajo Nation and the Hopi Reservation. It's a ride defined by openness – long sightlines, immense skies, and terrain that seems measured less in miles than in geological eras.

For motorcyclists, U.S. 160 isn't about technical riding. There are no tight switchbacks, dramatic canyon descents, or mountain passes demanding constant input. Instead, it offers something quieter and, in its own way, more demanding: sustained exposure.

From places like Tuba City, Kayenta, or the eastern approach near Teec Nos Pos, the road unfolds across a broad desert plateau. Long straightaways and gentle curves stretch through landscapes defined by sandstone mesas, volcanic remnants, dry washes, and distant formations that never seem to get appreciably closer.

Storms can be visible an hour before you reach them, drifting across the desert beneath skies so large they distort your sense of distance. Crosswinds move freely across the plateau, sometimes steady enough to become background noise, sometimes strong enough to demand constant bar pressure and attention.

Mile after mile, the road maintains a deliberate consistency. The horizon remains fixed. The sky occupies most of your field of view. Riders settle into a kind of desert cadence where subtle changes – a shift in light, a rising mesa, a distant rain shaft – become the markers that define progress.

U.S. 160 crosses through living Native lands with deep cultural history and contemporary significance. Navajo communities, roadside vendors, trading posts, and small settlements dot the corridor, reminders that these routes existed as places of travel, trade, and habitation long before pavement arrived.

The road also serves as a gateway to some of the Southwest's most iconic landscapes. Monument Valley lies just north via U.S. 163. Four Corners is a worthy pitstop just off the route, where you can stand in 4 states at once. To the south and west, roads branch toward Hopi mesas, canyon country, and northern Arizona's broader desert network.

Travel Resources

Click here to view the route on REVERClick here to download the GPS file

At a Glance

Location: Northeastern ArizonaDistance: 169 milesRide Time: 1 dayBest Direction: Either direction works wellSkill Level: Beginner to Intermediate (remote travel awareness recommended)Best Bike Type: Touring, Cruiser

Road Conditions

U.S. 160 is generally well-paved and straightforward to ride. The route features long straight sections, sweeping curves, moderate elevation changes, and expansive visibility across high desert terrain.

Surface quality is typically good, though riders should watch for windblown sand, rough patches, expansion joints, and occasional debris. Traffic is generally light to moderate, with activity increasing near communities and junctions.

The primary riding factor is environmental exposure. Strong crosswinds, changing weather, limited shade, and long stretches between services make preparation more important than technical skill.

Best Time to Travel

Spring and fall (roughly March through May and September through October) offer the best balance of temperatures and weather stability.

Summer brings intense sun exposure and afternoon heat across the desert plateau. Late-summer monsoon season can produce sudden thunderstorms, lightning, gusty winds, and localized flooding in washes.

Winter riding is possible but can include cold temperatures, snow, or icy conditions, especially near higher elevations and northern segments approaching Utah.

Carry extra water, monitor fuel carefully, and assume services may be farther apart than they appear on a map.

Road Food

Food options along U.S. 160 are concentrated around towns and community hubs such as Tuba City, Kayenta, and Teec Nos Pos.

Expect practical traveler fare rather than destination dining: diners, trading post cafés, fry bread, burgers, sandwiches, and roadside staples built for long-distance travelers.

Because spacing between services can be significant, riders shouldn't count on casual meal stops appearing exactly when hunger does.

Nearby Lodging

Lodging is available in corridor communities including Tuba City, Kayenta, and nearby gateway towns depending on routing. Options range from chain hotels and independent motels to trading-post-style accommodations.

Camping opportunities exist throughout the broader region where permitted, offering classic high-desert nights beneath expansive Southwestern skies.

Advance planning is recommended, particularly during spring and fall travel seasons.

Points of Interest

Navajo Nation

Hopi Tribe

High desert mesas, volcanic formations, and open plateaus

Monument Valley

Four Corners

Trading posts and roadside cultural stops

Massive sunset views and monsoon storm watching

Wide-open desert riding with exceptional sightlines

If You Have More Time

U.S. 160 works exceptionally well as part of a larger Southwest motorcycle loop.

Head north via connecting routes toward Monument Valley and southern Utah canyon country. Ride east toward Four Corners and New Mexico's desert landscapes. Explore southbound roads leading toward Hopi mesas, Petrified Forest country, or northern Arizona's higher terrain.

Many riders combine U.S. 160 with U.S. 89, U.S. 191, or U.S. 163 for a multi-day circuit through some of the most expansive riding country in the American Southwest.

The appeal lies in contrast – moving between desert plateau, canyon landscapes, Native cultural regions, and mountain country while experiencing just how large the Southwest can feel from a motorcycle seat.

Resources

Visit Arizona

Arizona State Parks

The post Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country appeared first on Rider Magazine.

Source: Arizona U.S. 160—High Desert Distance Through Navajo and Hopi Country
Courtesy of Rider Magazine - http://ridermagazine.com