What’s Your All-Time Favorite Bike and Why ?

I ran into a couple of friends at the local BMW dealer the other day (they’re kind of a big deal). We started talking shop when Liz hits me with “What’s your all-time favorite bike and why?”
Me, a guy who doesn’t know when to shut up, totally at a loss for words, simply didn’t have a good answer.
I’m sure I’m not the first to say it, but “I’ve never had a bad time on a motorcycle”. Some motorcycles are certainly better than others, but when you’re riding within the intended design of the bike, it’s tough to have a bad time on two wheels, even if it’s not preferred taste.
Sadly, I’ve owned a whopping three motorcycles (and a scooter). Compared to some moto-journos and a lot of “Sunny and 70” riders, that’s not very many. Fortunately, unsuspecting fools continue to hand me keys, despite my reputation20191110_105713

Over the weekend I loaded the 250L on the back of the Jeep and headed down to Kentucky for an Off-road “Poker Run” and Sherco Demo event. That meant I spent 6 hours alone in the jeep; plenty of time to contemplate the answer to this question. After riding 4 new dirt bikes, it occurred to me that I’d ridden over 10 different bikes in the last two months. After which I started making a tally of all the bikes I’ve ridden since getting my endorsement (published HERE if you’re curious).
“All-time favorite”, when you love so many bikes and enjoy virtually every variety of riding, how do you choose a single bike as a favorite? Hence my speechless response to the question. Numb from highway monotony (at least the mountains and exposed cliffs were pretty), I felt the best way to answer this question is to evaluate the bikes I have against the other bikes that I really like. Then, Would I be willing to give up said bike to attain the “better” bike?
The first order of business is to choose a favorite between the two bikes living in my stable. The CRF250L has been a real game-changer for me.

Honda CRF250L Clay Single Track MotoADVR

The “Too Fatty” day trips to my favorite remote parts of the Bluegrass, it races horribly, but it finishes when others do not. But, when push comes to shove, would I keep it over the Scrambler? Probably not. The 250L is by far better in the dirt than the Scrambler, but the thought of spending more than an hour on the expressway is pretty painful. It’s capable, but it’s just not fun. Riding the 250L means “taking the road less traveled”, by definition. I like the flexibility of riding on-road and off, and if needed, burning 6 hours down the interstate to reach superior riding opportunities. Rosie the Scrambler still rules the roost, so now the question is, have I ridden another bike I like better?
On paper, virtually every motorcycle on that list is “better” than a Triumph Scrambler. By now I’d hope most of us understand that stats are a small part of what we love about a given machine (more for some folks than others). In conversations with Andy, I realized I have a taste, and there are certain things that really grab me; “engine character” chiefly among them, but more on that in a minute. When I look at that list, a couple of great bikes really stand out: the Yamaha FZ-07, the Moto Guzzi V85TT, and the KTM 790 Adventure.MotoADVR Yamaha FZ-07 Left

The FZ-07 was a bike that hit me out of nowhere, so much so I wrote about it. I was all about riding the new XSR900 when it came out, but I was totally taken by the Ef-Zed’s peppy twin. Yamaha’s 700 mill is everything the 865 British mill brings to the table, and more. That said, while I suspect the FZ-07 can, and has been modified to Scramble, with a 17” front wheel, I still think the British twin is more up to the task of overlanding. If Rosie were to ever leave the Scrambler farm, she would have to be replaced by a bike that does everything she can, and more.
This spring I ran down to Blue Ash to take a test ride on the new Moto Guzzi V85TT. 853cc V-twin engine with shaft drive, spoked wheels, and over 6 inches of suspension travel, what’s not to like (except perhaps the Ronald McDonald paint)? I like twin-cylinder engines, and the transverse-V on the Guzzi would likely make the valve clearance checks a lot easier. Piling miles on the odometer would probably be a lot less painful with shaft drive, considering how much we all love chain maintenance… The V85TT has that new wiz-bang, programmable TFT display, throttle by wire, and cruise control.

Moto Guzzi V85TT MotoADVR

That 850 V-twin has a lot more juice than the air-cooled Trumpet mill. At a stoplight the bike shook and vibrated like a Harley and twisted laterally when you revved the engine like a BMW boxer; that annoys a lot of people, but I love engines with character, that was one of my favorite parts of the bike. However, when you sped away from a stop, that vibration melted away almost instantly, making for a relaxing tour or sporting ride depending on your mood. The V85TT was probably my favorite middleweight adventure bike after I rode it. It certainly felt capable, made me giggle in my helmet with every twist of the throttle, but it felt heavy at low speeds and ultimately carries a pretty hefty price tag. I would LOVE to have one, but I don’t think I’m ready to trade my high-pipe hipster bike to get one.
In the local adventure rider circle, I suspect I have a reputation for giving KTM (and owners) a hard time. Needless to say, the orange marque has a reputation for a reason, yet I’m helpless from stirring the pot. A few months ago a buddy of mine traded his Tiger 800 XRx (which I had just ridden a few months earlier) for the new KTM 790 Adventure S. I was on the porch wrenching when he stopped by with his new ride and offered me the keys. I accepted the offer but insisted that he ride along on the 250L (to prove the seat height is VERY approachable). The having ridden the 990 (in 2 flavors) and swung a leg over the 1290, the 790 is easily the runt of the litter. No beef with me, I like being “on” the motorcycle, more so than “in” it. Not everyone’s cup of tea, especially in the adventure community (some folks like to be encapsulated), but the 790 is an appropriately sized adventure bike, not a water buffalo. On the street the suspension was spot on, the engine was peppy, but the balance of that bike is easily what stood out to me the most. After no more than 1 mile on the bike,

KTM 790 Adventure MotoADVR

I was completely comfortable standing up on the pegs, letting go of the handlebars, and steering with my feet. The center of gravity on the 790 is literally in the basement; it’s incredible. When we got back from the ride, I was very blatant when I told my buddy, “If you ever decide to sell that bike, I want right of first refusal”. I unabashedly say that 790 is the best “scrambler” on the market. It’s light, feels even lighter, the suspension is spot on (ideally off-road too), it picks up the front wheel with little effort; for the riding I like to do, it’s the best adventure bike I’ve ridden to date. Alas, I don’t find the engine particularly endearing. KTMs LC8 engines have always felt “pingy” to me; like riding around in George Jetson’s space car with a box of wrenches clamoring around in the valve train (and people say the Triumph sewing machine is noisy). KTM’s new parallel twin feels and sounds the exact same way. Don’t get me wrong, this IS NOT an insult to KTM; it’s merely the fact that their twin-cylinder power plants just don’t make my socks go up and down. They make incredible power, they unquestionably “do the thing”, but it was simply not love at first sight for me.

My All-Time Favorite

Triumph Tiger 800 Mini MotoADVR

Sentimental attachment is a crazy thing. Go browse some Craig’s List ads and you’ll see it immediately; someone’s 1996 XR650L is apparently made of solid gold. The V85TT and the 790 Adventure could both replace the Scrambler in every category (except perhaps ease of maintenance… maybe), but there’s still something about the stone ax parked out front that turns my gears. My buddy Rick said motorcycles “are like beer and guns, the next one is my favorite”. Having lusted after the Tiger 800 for so long, I would tend to agree with him. I felt the Scrambler was a stepping stone or a sister bike to the eventual acquisition of a “big boy” adventure bike. On the flip side, I’ve heard a few podcasters say “The best motorcycle is the one you own now”. As of this moment, that’s definitely the case for me.

Triumph Scrambler Anothony Road Sundown MotoADVR

I really love the way the FZ07 and the V85TT make me feel, and I also love the 790 Adventure because I know what I am capable of with a tool like that at my disposal. That said, I’m not (yet) willing to let go of the history I have with my beloved Scrambler. It’s still the best bike for the type of riding I like to do (most of the time).

…and why?

It’s all about the engine. The engine is the soul of the machine. You can swap out shocks, wheels, bars; you can weld a frame, and despite having the ability to “swap” an engine, that engine is the most lifelike appendage of all of the other components that make up a motorcycle. I love mid-range power with a table-top flat torque curve. I love how the scrambler pulls from idle, steady to the red line.

Triumph Scrambler Twin Creek Sundown MotoADVR

I also love its unremarkable nature. With 60 horsepower (on paper), I’m not winning any Grand Prix races. At 500 pounds, I’m certainly not winning and hare scrambles. That unremarkable engine, however, keeps ticking; despite the abuse thrown at it. Certainly not infallible, but that British mill is still damn reliable; and despite dual overhead cams, it’s easy to work on (I mean, if an Army Enlisted Mechanical Engineer can do it…). The engine, the sweet sound of its 270-degree firing order, its vanilla reputation, and its ability to do almost anything makes me love that bike. Getting on about 4 years of ownership, it’s still about smiles per mile; all those digits on the Odometer making up the memories of the places we’ve been and the obstacles we’ve overcome.

What about you?

N+1 is real. I’ve spent the last couple of months doing a lot of homework on acquiring a dedicated dirt machine for racing and trail riding. There’s no doubt my eyes have been on “the next bike”, despite my passion for the ones I have. Is “the next bike” or the “the bike you own” your all-time favorite motorcycle? Or is it a bike you let slip away years ago and wish you could have back today?

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Dragon Raid 2019: Motorcycle Rally Evolution (Part 2)

Monday, September 9th: Have Knobbies, Will Travel

Triumph Scrambler Citico Road MotoADVRLike Sunday, Monday’s weather report called for “hot and dry”; a welcome change from previous year’s Raids. At breakfast, the “Usual Suspects” were debating the best place to grab lunch. As is tradition, they wanted to ride across the Cherohala Skyway and then return across The Dragon while the weather was good and before the weekend squids arrived. That’s typically my formula as well, but with my Dad’s arrival delayed until mid-week, I decided it was time to take advantage of a fresh set of knobby tires (Motoz Tractionator Adventures for those following along at home). 

The boys decided they wanted to stop and see Bald River Falls, and then grab Mexican in Tellico Plains. “Sounds good. I’ll meet you in Tellico. Don’t wait up.” I said, donning my helmet for a solo trip across the mountains.

I figured if I had a twenty-minute head start I could probably get over to Tellico Plains “under” the Skyway. I mentioned a couple of years back, there’s a forest service road that starts just west of Santeetlah Lake at the base of the Skyway. Triumph Scrambler GravelHala Creekside MotoADVR“Dragon Raiders” have often referred to this route at “GravelHala” as it mirrors the Skyway from Robbinsville to Tellico Plains; the official name of the road is National Forest Service Road 81 (NFSR) where it starts in North Carolina. As 81 winds up the mountain, there are several spots to stop, camp, and in my case take photos of boulders and white water. Just short of the Tennesse border, 81 crosses under the Skyway; at this point, you can bail off onto the pavement, or continue on to NFSR 217 (this is also “River Road”).

Sycamore Trail Black Diamond MotoADVRFeeling adventurous and foolishly following my GPS, I turned south off 217 and onto a road I’d not ridden in the past. The gravel narrowed as I crossed a couple of concrete bridges and after a few uphill hairpins I arrived at a sign inscribed “Sycamore Trail”. The two diamonds on the trail marker suggested that Rosie might not finish the journey if we proceded. Considering I was solo, I decided better of it. Looking around I saw the trail continued in the other direction up the mountain. After several bends up the hill and some washed-out gravel, I arrived at Whigg Meadow. Triumph Scrambler Whigg Meadow MotoADVRApparently, Sycamore Trail connects with the Benton MacKaye hiking trail (I had no idea until sitting down to write this). A gravel parking lot at the base of a bald mountaintop was the end of the road. Suspecting a grandiose photo-op, I rode up the grassy double-track to the top of the bald to investigate. The view didn’t disappoint.

Headed back down the mountain, it was more familiar gravel to Bald River Falls. As I neared the falls’ parking area, I spotted my cohorts climbing onto their bikes after snapping some photos. Not bad timing after getting turned around and snapping pictures “for the gram“.

Sitting down for Mexican, my buddy Jon and I discussed other opportunities to ride forest service roads that link back to the Dragon. I’d been eyeballing a string of nearby “featured dirt roads” on REVER for several years, this seemed as good a time as any to figure out what they were all about.

Triumph Scrambler Rafter Road MotoADVRHeaded up Rafter Road, my mind overly focused on how fast my front tire was wearing out, I was anxious to leave the hardball behind. I expected the pavement to turn to gravel at any moment, but it continued to twist up the mountain, dotted by remote farms and narrowing with each mile. Rounding another bend, the gravel finally arrived on a washboard ascent. I stood up, wearing a goofy smile of satisfaction, just in time for a Side-By-Side to rip past me in a cloud of dust.

GravelHala Creek MotoADVRNear the northernmost point of the Skyway, Rafter Road meets Indian Boundary road, if you look at the map closely, you can avoid the pavement and take a short gravel bypass. Indian Boundary road continues north to Citico Creek, where the scenery is very reminiscent of NFSR 81, with more waterfalls and swimming holes.

Somewhere at elevation, I was reminded how much I love off-roading my porky Trumpet. Triumph Scrambler Indian Boundary Road MotoADVRI’d spent much of the summer deep in the woods on the 250, leaving Rosie at home for more traditional pavement duty. The Scrambler’s suspension is less than ideal for serious off-roading, but sans pot-holes, I still love wrestling the pig on forest service roads. That thought was rudely interrupted at the first down-hill, blind turn. An Africa Twin appeared out of no-where, completely in my “lane”, naturally. To my surprise, this particular adventure rider had two other bikes in tow; each of whom also decided to cut the corner in similar fashion. Having just passed a forest service pick-up just moments prior, I was fortunately on the far right side of the road, but no less annoyed. 

Monday Map: https://a.rever.co/embed/rides/768052


Tuesday, September 10th: All the Switchbacks

At last year’s Raid, I had big plans to go ride some forest service roads I’d never seen before. Naturally, I had a mixup on the GPS with the massive library I brought along. Fortunately, it still made for a fun, yet paved, backcountry two-lane experience. With another hot and dry day on tap, I set out to rectify my previous mistake, with the help of more tips from my buddy Jon. 

Just west of NC-28, arguably my favorite pavement in these parts, Needmore Road turns into a gravel highway that circumvents the Franklin traffic. Albeit, not too much, I passed quite a few trucks headed the other way; “highway” is definitely an accurate term considering the dirt was packed down harder than asphalt, minus the bike swallowing potholes. 

Triumph Scrambler Tellico Road MotoADVRNeedmore dumped me off on to some remote pavement that was oddly familiar from the previous year’s ride. Shortly after I found myself at the base of a mountain, staring up at miles of power line easement, cross-crossed by endless gravel switchbacks; Tellico Gap. A lot of dust, handfuls of throttle, and power slides were involved. When I finally arrived at the pavement on the far side, my face hurt from smiling.

White Oak Creek Waterfall MotoADVRFrom Tellico Gap, it was Junaluska Road over the mountain into Andrews in search of Tatham Gap. Much like Tellico Gap, Tatham launched an onslaught of up-down switchbacks from the get-go. Tatham proved to be exactly the kind of riding I was looking for at the onset of the day, albeit, I could have done without all the washboard from the routine grading.

Near the summit, I saw a roadsign marked with “Tatham Gap” and a side road that I immediately took in the interest of exploring. This side road made for less maintained gravel and rock, which eventually led to Joanna Bald. “Allegedly”, there was a gate and a cell tower at the summit, so I (allegedly) didn’t hang around long. A shame really because there was apparently a fire tower just out of view. A photo-op I’ll have to revisit. 

With the heat well in the 80s, I stopped at shady a creek in the fork of the mountain for lunch. A bottle of water and a couple of cliff bars is hardly “lunch”, but I live for the solitude and comfort provided by Appalachia. A quiet break in the woods next to running water, the cool mountain air and the sounds of the bird song. That’s exactly what adventure riding is all about. Assuming I’m not eaten by a bear (more on that later).

Tatham Gap NFS Sign

Returning to the fork in the road I stopped to read the sign I barely glanced at on the way up the mountain. “Tatham Gap Road: A Part of the Trail of Tears…”. Naturally, I snapped a photo of the sign and took a mental note to do some reading on the significance of the road. I’d heard the story of “trail of tears” before but didn’t entirely understand how this part of North Carolina played a part (how the American Indians were displaced was typically breezed-over in midwestern schools when I was a kid). While I don’t have any paperwork to prove it (nor would you assume when looking at me), legend has it my Grandmother’s Grandfather was a full-blooded Native American. Needless to say, my interest is typically peaked where my heritage is concerned (even if it’s fictitious). 

Sitting down to write this, I finally caught the backstory of Tatham Gap. Long story short (kind of…), in 1836, General Scott (US Army) hired James Tatham to blaze a trail from Fort Montgomery (Robbinsville, NC) to Fort Delaney (Andrews, NC). Ultimately the US Government displaced the native Cherokee from their homes in these parts, Tatham Gap Road being the first leg of their journey toward Oklahoma (More on that HERE and HERE.)

On the far side of the mountain, I arrived in Robbinsville just after lunch hour. Realizing my proximity to “The Hub“, I couldn’t resist the thought of a grilled cheese sandwich on Texas toast, with bacon and a cup of soup. Second lunch is a thing, and it was glorious.

Sitting at the booth I realized I still had several hours of daylight to burn, so I started poking around the map for more dusty byways. Since the weather was nice, I wanted to get back up to Wayah Bald for a photo. The lightbulb lit up as I recalled a route from my buddy Walter. 

Departing Robbinsville I headed southwest toward the Snowbird mountains. A couple of dual-sport guys I spoke with at breakfast said they were riding out that way, and mentioned they were hitting trails that, while they’ve ridden them on Tigers in the past, didn’t want to wrestle pigs across anymore. With that in mind, I expected to make another hasty u-turn at any moment. After miles and miles of desolate double-track (minus one Subaru), I apparently took a different route as that U-turn never arrived. 

I love switchbacks and hairpins; on-road or off-road, love them both. That said, Porterfield Gap Road took me to about my limit for switchbacks and boney forest service trails. “Pinching” the tank on a Scrambler is much easier said than done with those lovely high-pipe headers. Doing so in adventure pants gets tiresome after about 4 hours; I missed my more motocross friendly gear pretty bad by the time I returned to the tarmac. 

Wayah Bald Smoky Mountains MotoADVROn the far side of Portfield Gap, I again found myself in Andrews, again over Junaluska Road, and finally up to Wayah Bald. Parking the bike I thought I heard the sound of a low roll of thunder, but the view was exactly what I was looking for. Big fluffy clouds to add depth to the Smoky Mountains, and enough shade to escape the humid afternoon. Off in the distance, I did indeed see rain falling in Robbinsville. It was time to going before I had a repeat of last year.

After another trip across Tellico Gap Road (even more wheel spin was involved) and a glorious (alleged) ride down Winding Stairs, I topped off the Scrambler and it was back to the Iron Horse. Wednesday was the long trip back to Dayton to pick up my dad. A full day of pavement would be a big change from two, 200-mile back-to-back days of Appalachian adventure riding.

To Be Continued…

2020 Dragon Raid Part 1

2020 Dragon Raid Part 3

Stecoah Valley Sunset MotoADVR

Tuesday Maps:



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White Sulfur OHV Trails: Red River Scramble Prep

Over the last two years, I’ve received numerous messages and e-mails asking if license plates are required for the Red River Scramble. Repeat offenders are aware that many of the local unpaved “roads” are unmaintained and arguably abandoned, but the law still requires street-legal vehicles. I realize that there are numerous off-roaders that have designated Off-Highway Vehicles that are looking to attend the rally and want to try out some of the local trails. With that, I understand families also want to attend and are looking for a place where the kids can ride too. Last year I put White Sulfur OHV up on the Red River Scramble website as an alternative for designated OHV riding opportunities. Last weekend I finally got a chance to ride the trails for myself.


White Sulfur sits on the north end of Daniel Boone National Forest (DBNF) just south of Salt Lick, Kentucky. OHV riding inside DBNF requires a permit, $7 per day or $15 for a 3-day pass ($40 for annual pass). Last weekend I bought my pass from the Valero Station in Salt Lick, but passes are sold in alternate locations around DBNF (locations listed on the DBNF website; I recommend you call first).


White Sulfur OHV CRF250L MotoADVRFrom the OHV trailhead, be sure to check the map posted up on the bulletin board (or download on the DBNF website). The OHV trails are on the northwest side of the park, with separate hiking and bridle trails located on the southeast portions of the recreation area. White Sulfur’s trails are well marked with orange diamonds that form a network web covering about 17 miles of trail. The DBNF website suggests that the trails are intended for novice to intermediate skill levels (depending on conditions). Having ridden it myself, I agree with the Forest Service’s assessment. Most of the trails are hardened with a gravel base. That base is somewhat worn in some areas between recent wet seasons and certainly with the DBNF maintenance schedule.

White Sulfur OHV Overlook CRF250L MotoADVRI spent about an hour and a half mapping out most of the trails on Rever (Map HERE). After spending part of the afternoon doing more recon around Frenchburg, I only managed to finish one loop around White Sulfur before the sun started to set behind the mountains. Despite my taste for more rugged trails, I’d gladly spend an afternoon scrambling over the Appalachian Foothills near Cave Run Lake; well worth the $7 entry fee.

More Info:

White Sulfur DBNF website

White Sulfur Map

Where to buy a pass

Red River Scramble

Red River Scramble Registration

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Mark Your Calendars: Red River Scramble 2020

LagoLindas-3325By popular demand, we will be returning to Lago Linda Hideaway next spring. Mark your calendars for Thursday, May 14th through Sunday, May 17th for next edition of Red River Scramble, and get over to the Registration page and get signed up.



Pumpkin Hollow Triumph Scrambler Bill DevoreOver the last couple of weeks, I’ve done a refresh on RedRiverScramble.com. Most of the details are odds and ends regarding registration, schedule and so on, but the biggest changes are on the “Where to Ride” page. The crowd has become more and more diverse over the last few years, so along with re-baking the “planned” routes, I’ve also separated each “discipline” into its own sub-page so you can “pick your poison” as they say (Pavement, Adventure, and Dual-Sport). Be advised, I have the REVER routes complete, but I’m still revising the GPX files, those will be uploaded soon.


10 October

As in past years, admission to Red River Scramble 2020 will be FREE! This has been a grassroots adventure rally from the get-go and thus far I just don’t see a reason to change that. The roads and trails around Red River Gorge are my favorite place to ride, the biggest reward I get out of this is hearing how much fun everyone had at the end of a day’s ride. With that, I still ask that you PLEASE REGISTER, and do so early. Registration numbers help get us cool Event Sponsors (they like to know how many people attend, what they ride, and so on).


If you haven’t done so already, join the Facebook event, invite your friends, and post up photos of the great times you’ve had in past years. Also, as I’ve asked at previous rallies, put your photos up on Instagram (especially for #ThrowbackThursday) and tag #RedRiverScramble so folks know what they’re missing out on!

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Dragon Raid 2019: Motorcycle Rally Evolution (Part 1)

Passing through the villages of Behnam and Lynch, I was captivated by rows of antiquated brick buildings; boarded up and abandoned decades ago. Triumph SCrambler Black Mountain Zoom MotoADVRMore accustomed to images northern Appalachian rolling hills, nestled deep in the valley on the very southern edge of the Kentucky border, Benham and Lynch felt foreign. Lynch, a company-owned coal town built by US Steel, was once a borough of 10,000 people in the 40’s. Today fewer than 800 people call the sleepy town of Lynch home. Winding up the mountain on Kentucky 160, the forest swallowed up the last of the old village remnants. Leaning into endless curves as I headed up I dodged a distinct, tar-like substance in the middle of the road. Leaning through half a dozen more curves, a lightbulb lit up. “Dude, that was bear shit!”



US129 Tail Of The Dragon Triumph Scrambler KillboyAfter battling three tropical storms over the last two years during my annual pilgrimage to Deal’s Gap for the Dragon Raid, I’ve struggled to publish content about the trip that made those journeys unique and entertaining. With that, on the last day of the rally last year, I departed the Iron Horse Lodge in a huff at 4 AM  to escape the ominous arrival of Hurricane Florence. I had already battled tropical storm Gordon just to get to the rally, I go caught multiple downpours that week, and then the Park Service decided to close the North Carolina trail systems well ahead of the storm. I was fed up with being cold and wet and it was time to go.

That feeling was so strong that I had my mind made up before Christmas that I was going to schedule my vacation for that same week, load up the bike with camping gear and just ride wherever I saw sunny skies. If things worked out, I might drop by the rally Saturday night for the party. A true, unplanned, unscheduled, ad-hoc adventure. In an unexpected turn of events, my dad sent me a text early this spring, saying he wanted to go ride The Dragon and attend the Raid. Understanding that time on this earth is limited, I threw the “ad-hoc plan” out the window and made arrangements for us to stay at the Iron Horse for the week. There was simply no way I was going to pass on a motorcycle vacation with my dad (even if he couldn’t get the entire week off work).


Sunday, September 8th: “Piqued”

Twisting up Kentucky Highway 160 (that before mentioned mountain road), I couldn’t agree more with previous sentiments about endless twisty pavement. I’m sure I mentioned before, I’m a bit of a nerd about visiting the highest points on various states. Considering the Bluegrass State is the home of my kin and a place I see as my “moto sandbox”, Black Mountain should have been a priority a long time ago. Triumph Scrambler Black Mountain Sign MotoADVRI’m not sure why I hadn’t put in on the Moto Bucket List, I assume because it’s actually part of the Kentucky Adventure Tour, which was my original plan had I not decided to return to the Dragon Raid again this year. 2019 has been all about flexibility… but that’s a story for another time. Passing the big green sign, “elevation 4,145 ft”, I had arrived after 10 miles of some of the best mountain views I’d ever seen in the Bluegrass. I’d even checked my map multiple times to make sure I was still in Kentucky; the peaks of the mountains were far more reminiscent of Tennessee than the typical Appalachian foothills I’m accustomed to in Menifee County.

Triumph Scrambler Black Mountain MotoADVRWhile I was captivated by the rich history and vistas leaving Lynch, Highway 160 unwound epically as I passed over the far side of Black Mountain toward Appalachia, Virginia. I don’t know when I said it, but I know at some point I mentioned my interest in riding more of Virginia’s mountain backroads. I got a small taste of that earlier this summer, in a story I have yet to finish, but these remote Appalachian farms along the western edge of the commonwealth brought a deeper and renewed appreciation for rural Virginia.

I had planned this route weeks in advance, from Black Mountain down through Virginia then on to Iron Horse. At the time, I struggled to find a suitable pass over the mountains. Rever had warned me multiple times that various roads were closed, so I had to fuss with the best path that didn’t go so far out of the way or too close to civilization. As luck would have it, when I arrived at the first pass on VA-70, I found a roadblock. Triumph Scrambler Tree Roadblock MotoADVRNo, not the 3 sets of “Road Closed” signs I (allegedly) went past, an actual tree laying across the road. I’ve said before when the plan goes awry, the adventure begins. With little to no cell service, I had to peck around on my Garmin and try to follow the horribly marked detour. I didn’t want to follow the exact detour, as they are typically meant for tractor-trailers and will take you around the entire county sometimes. At any rate, after a 12-mile “extension”, I made my way over the next pass on VA-66. For the sake of brevity, let’s say that VA-66 wasn’t in much better shape, and as I suspected, the record rainfalls of the spring had caused some serious landslides throughout the area, hence the reason I struggled to find an open mountain pass. Fortunately, Rosie is still “skinny” for a pig, so we were on our way to the next highlight, North Carolina Highway 209.

The Rattler NC209 Triumph Scrambler MotoADVRWhen I realized how far east the route would have to go to reach Black Mountain, I knew it would open endless opportunities to ride new roads. A friend of mine said years ago that I needed to ride NC-209, “The Rattler”. I debated riding it on the way down a couple of years back but balked at the added time to the journey. Flying solo has perks, which usually means I skip sit-down meals and space out bathroom breaks to add another hour of riding. Arriving in Hot Springs, NC, I veered off US-25 to enjoy 25 miles of, mostly, uninterrupted mountain bends. Sunday afternoon traffic was a bit heavier than I’d like, but needless to say, I’ll be back to hit that road again.

Triumph Scrambler Stecoah Valley NC MotoADVRFrom NC-209 is was “The usual” US-74 past Waynesville and on to the Iron Horse Lodge. Pulling in the drive with the sun still overhead, it was nice to arrive in time to get the bike unloaded and still have time to eat a hot dinner (something that has not always happened in the past). Sitting down in the “day room” for chow, I chatted with some of my local buddies about what destinations were on the docket for Monday. Rosie being fitted with a fresh set of Motoz Tractionator Adventure tires… just about anywhere was within reach…

To Be Continued…

2020 Dragon Raid Part 2

2020 Dragon Raid Part 3

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The CRF250L Strikes Back: IXCR John Vincent

After taking an epic whoopin’ in northern Kentucky at IXCR Whiskey River, I laced up the running shoes, added 2 teeth to Jerri’s rear sprocket, changed the oil and coolant and got back in the ring for another round:


Apparently, I finished 19th in “Class D open” (Novice) back in July at “Whiskey River”; after breaking in a new set of running shoes and hitting the local trails hard on the Honda, the “TooFatty” and I laid down lap times sufficient to finish 8th at John Vincent last weekend (again Class D). Some of the crashes in this round were pretty epic; that opening “ejection” was probably the worst crash I’ve had off-road to date (pavement is a whole other story). That said, it felt good to finish a race with gas to do another lap. Maybe I should have ridden harder?


Honda CRF250L IXCR John Vincent Karissa Mundy PhotographyIt’s amazing what racing will do to highlight shortcomings in your riding skills. From the first race, I knew I was way too winded and spent way too much time in the saddle. Prepping for this round I spent as much time riding hard while standing as possible. That’s something I still need to work on, but it’s clear other problems are now taking the forefront to improve lap times. I.e. I love tight technical sections, but if I want to move up a class I really need to master that whole stand-sit-pivot-throttle thing that the fast guys appear to do (“how” is something I have yet to figure out).


My own “self-assessment” aside, I can’t recommend cross country racing, or even trail riding enough. If you’re looking to improve your riding skills (on or off road), it’s amazing what you can learn from watching others, and deliberately putting yourself in new, challenging situations. Compared to Whiskey River, I obviously “banged bars” a little more this round, but the stuff that was “left on the cutting room floor” tells the story of how “family-friendly” the whole IXCR experience really is. Other riders pulled over to let me pass; I obviously returned the favor as often as possible (that’s much less entertaining on YouTube). That “epic ejection” was actually me trying to thread the needle to make room for the fast guys to get around… it didn’t work out quite how I planned it. Lots of people see images of supercross and pro motocross racing and say “no way”, but I’m here to tell you, it’s worth the $50 to come out to an IXCR event and just sign up for the last row and “trail ride” the event. Other riders and even spectators are going to help you get your bike around the track. As much as I like to go out and “ride hard”, I still have to be at work on Monday, and I suspect that’s the case for the majority of the field. My buddy Jeff got the bug from my last video and came out to join me this round. If you ask him, I’m sure he’ll tell you it’s some of the most fun he’s ever had on a bike. I’m sure he was pretty wasted after his first round, but just like me in July, the fuse was lit for the next round. If you’re able, I can’t wait to see you out on the starting line; regardless of how everyone finishes, it’s great to experience the same challenges with friends.

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Life Without a Car: Total Motorcycle Commitment

DCIM100GOPROG0044534.The seed for the “Ride 365 Challenge” was the “dream” of riding my motorcycle every single day, and preparing to live life without a car. Having pushed Rosie the Scrambler through the stereotypical Ohio winter, I’m not sure I’m ready for that commitment just yet. That said, my buddy Chris Cope across the pond on the Queen’s Island live that life every day.


While in the midst of riding every day, I discovered in conversation that Chris didn’t own a car; thus I told him that he needed to publish an article about it. We had a lot of back in forth about the finer points of “motorcycle-only life”, along with the challenges of writing said story without coming off as pompous or aloof. Fortunately, Chris is blessed with literary skills vastly beyond mine, and put together a phenomenal piece that tells the story of daily life on two-wheels. Head over to the Motorcycle Obsession and check it out (see direct link below). Don’t forget to subscribe and follow him on Instagram while you’re there.

Living That No-Car Life – What it’s Like


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Gone Racing: The CRF250L Tackles IXCR Whiskey River

If not evident from my previous comments, the 2019 riding season has been very “dynamic”, to say the least. As usual, over the winter I spoke in great detail about my riding goals for this year. CRF250L IXCR Whiskey River MotoADVRWhile the bike maintenance struggles have, thus far, not put up any major roadblocks to riding, in recent months I’ve shifted priorities with more focus on family.

That said, “On Any Sunday”, there’s a race going on somewhere. With limited time and wanting to stay a little closer to home, I’ve still been anxious to raise the bar. Working toward the goal of hitting the Northeast 24-Hour Endurance Race, I signed up to race in the local IXCR series. Indiana Cross Country Racing (IXCR) holds races across Indiana from March until November, but after crashing back in February, my shoulder wasn’t ready to ride hard until at least May. Finally back to full range of motion, I spooned a set of non-DOT knobbies on the CRF250L and headed to a brand new IXCR track in Milton, Kentucky for my first ever motorcycle race.



82190187-SMP_0440Having wrestled the 250L over a number of trees earlier this spring, I knew this race was going to be the most demanding thing I’ve ever done on two wheels. Not two minutes into the woods, I remembered “Zomebieland Rule #1: Cardio”. Temperatures were cresting 90°F very rapidly, and I’m a far cry from my former Army fighting weight. Having never navigated hare scramble traffic and sadly in a poor state of cardiovascular fitness, I took a serious whipping. That said, my goal was to finish, and ideally not finish last. Somehow, just barely, I managed to reach those goals, and I’m already looking at the remaining race dates for this season.

The CRF250L was heavily outclassed by virtually every other bike on the starting line; the extra 75 pounds of heft makes picking the bike up a real drag. IXCR Whiskey River Sticker MotoADVRThat said, that street engine has the low-end torque and the extra el-bees do contribute to better rear-wheel traction. While I too was stuck in the mud, the 250L had grip when a lot of other novice riders were holding the throttle open and just spinning the wheel (and subsequently polishing the clay for me). I put a really good beating on the clutch to finish that last hill climb; so much so that I suspect I will, at a minimum, replace the friction plates before getting back on the grid. I ran the bike 1-tooth down on the front sprocket, and before racing again, I suspect I will add 2 teeth to the back sprocket. With better fitness, I suspect I have the skills to hit the hills standing on the pegs, assuming I can get around traffic, but as a backup plan, I’m hoping that having the extra teeth on back sprocket will mean for less stress on the engine and clutch if things don’t go “as planned”.

I also want to thank the boys on the Lemmy and the boys on the Highside/Lowside Podcast, Jensen & Shahin of Brap Talk, and Steve Kamrad for encouraging folks to race. When people picture motorcycle racing, I assume they picture the speed and crashes of MotoGP or the high flying action of Pro Arena-cross. The truth is, you’d be surprised by how low-key and family-oriented the local off-road racing scene is. Before heading out to the starting line, I watched the kids from the youth and pee-wee divisions run around the course. Furthermore, while not shown in the video, spectators lined the course near the hardest obstacles. Those folks would point you in the right direction, and even help you pick your bike up after a crash. Some of the competitors may be in a big hurry to finish first, but for the most part, the riders to your left and right are trying to beat Mother Nature, just like you are. In the end, it was $50 well spent to compete in my first IXCR event, and I can’t wait until I can do it again.

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Ride Your Motorcycle Everyday: The Aftermath

“Ultimately, you end up with a plaque and a busted bike”

Broken Fork Bolt MotoADVR

Immortal words spoken by a close friend, a rider I respect and look up to. He told me that in response to my eagerness to ride more miles than anyone else I knew.

After snapping the head off the second cap screw, while replacing the fork oil in the Scrambler, those “immortal words” ran through my mind. With the arrival of the 250L, I’ve spent that last few months catching up on some neglected Scrambler maintenance; especially that pesky fork oil service. On Instagram, I’ve made the joke that “Rust is Mother Nature’s Loctite”; serious gallows humor there, as I’m presently paying the piper for winning the battle against old man winter.


The year of Rebuilding

Late in 2018, I fixed a broken spoke; one of the first signs of harsh winter corrosion, and the effects thereof. It took me a few weeks to get that sorted out, and despite its replacement, that front wheel is still a bit shy of “true”. Welded Exhaust Hanger MotoADVRJerri (the CRF250L) took up residence on the porch shortly after getting that spoke fixed, and the “year of rebuilding” began as I felt I finally had the means to keep riding while taking care of the details on my beloved Scrambler. While getting the bike cleaned up one day, I noticed a hairline crack in the exhaust hanger. I worked out a deal with a buddy at work to tig weld the rear frame support brace, along with that crack in the exhaust hanger. With a tool kit strapped to the back seat, that failure in the subframe brace was almost certainly a victim of Rosie’s exploits on Fincastle Road and the “boney” trails of the Keystone State.

This winter was pretty unkind here in the Midwest; certainly not the worst we’ve had, by long shot, but with long spells of deep cold, if not unending rain. Rosie spent several weeks parked on the porch; after the cold soak, I realized the rear brake caliper had nearly seized. Corrosion buildup on the pistons was significant, and the caliper was not floating properly on its guide pins. When the weather finally turned, I pulled the caliper and gave it a good deep-clean and lubed up all the critical bits to get her back on the road.

About that same timeframe, I noticed the telltale sign of yet another charging issue; cheers to Oxford Products for that handy little warning light on the heated grips, Scrambler Re-wire MotoADVRindicating the grips being left on when the bike isn’t running. In this case, the bike was certainly running, but apparently not charging the battery. I’d had enough. I bought some heavy gauge wire, a new soldering iron, and an inline fuse. I removed the connector from the main bundle and the rectifier and soldiered the rectifier connections directly to a set of leads that ran independently back to the battery. The main wiring bundle may have future issues, but at least the battery will always have power.

With sunnier days in the forecast, I geared up to take Rosie on a good tear through my favorite local twisties. Once outside of Dayton, I laid into throttle around the open bends. Right about that time I noticed the RPMs spike just above five-grand. I shook my head, assuming I must have had my hand on the clutch unknowingly; off-road habits creeping into my street riding. Triumph Scrambler Clutch Pack MotoADVRI dove into a few more curves and suddenly realized that the engine was again spinning up on hard acceleration. That clutch replacement I hoped to avoid by finally having a dedicated dirt machine had arrived after all. No sooner had I seen light at the end of the tunnel, Rosie was going back up on the jack, this time for the most invasive work I’d ever done. Long story short, Barnett makes phenomenal clutch parts but scraping paper gaskets sucks.

Faulty Wheek Bearing MotoADVRWith Red River Scramble complete, and a new clutch pack installed, I was ready to go rip the Kentucky backroads on my favorite “touring” machine; just a matter of installing some more pavement friendly (and rain worthy) rubber. Naturally, while spooning on a new Anakee 3 rear tire, I found a questionable wheel bearing. Turning the sprocket carrier in my hand, I felt the unmistakable “gritty” sensation of a bearing on the verge of throwing in the towel. Back on the jack stand she went.

With the new wheel bearing installed, and after another lengthy southern excursion, I decided it was time to change out that aging oil that had absorbed six years of abuse inside those front forks. Broken Bolt Extractor MotoADVRHaving recently rebuilt the CRF250L’s front forks, a fork oil change on the traditional scrambler stanchions would be a breeze. Famous last words, as I successfully twisted the heads off of both of the top yoke pinch bolts… and then subsequently broke off a bolt extractor inside one of the bolts. This, the latest in a series of corroded and stripped bolts I’ve already replaced, not included in the preceding stories. No thanks to the Ohio salt, I’ve successfully stripped all four brake pad retaining pins, along with removing various ancillary parts to shot blast and paint to remove the beautiful rust brown patina and restore them to their previous satin black facade. Among other casualties…

As of this writing, all attempts have failed to extract the fork yoke pinch bolts; a new top yoke is inbound thanks to eBay. Fork Top Yoke MotoADVRWhich leads me to the list of other outstanding items that are in need of remedy; the rear brake line got pinched in the shock spring after, like an idiot, I changed a tire in the dark and didn’t realize the brake line wasn’t positioned correctly. The rear shocks have now endured over 50,000 miles of ridiculous conditions and are, somehow, still doing a halfway decent job. That said, they look like something out of Mad Max; there’s nothing fake about that “earthly tarnish”. The steering head bearing has a convenient little “notch” at the twelve o’clock position, signaling its eventual demise. With a new top yoke on order, I’m presently debating the replacement of that aging bearing.


“Good judgment depends mostly on experience and experience usually comes from poor judgment”

Rusty Fork Brace MotoADVRMany of the before mentioned parts were victims of my eccentric taste in riding, whose failure was mostly accelerated by the extreme conditions of riding every day through the winter. That said, copious amounts of road salt, followed by sitting out in record rainfall unquestionably led to the seizure of various fasteners and the abundant oxidation found on the machine. Needless to say, in the time I’ve spent waiting on replacement parts, I’ve arrived at various conclusions about how to do things better in the future.



They sell these cool little packets of anti-seize in front of the check-out counter at the auto parts store; they’re great for when you pick up a new set of spark plugs. Those packets have just enough to smear on those steel plug threads before you seat them in that aluminum engine head. I went ahead and invested in one of those nice big jugs of anti-seize; it comes with a brush attached to the lid an everything. By definition, this stuff is exactly what should’ve been on those “stainless” steel bolts that are presently seized in that aluminum triple-tree yoke.


Use small wrenches

I’ve heard this advice before… and somehow have failed to listen to it in my haste. The Scrambler is covered in 8mm bolts. I have an appropriately sized 8mm open-end wrench in my tool kit; that way I can’t apply more than the specified 9 newton-meters of torque on the pint-sized fasteners. Having broken no less than two of these 8mm bolts on the Speedmaster, these mini-wrenches also go hand and hand with some other rules: use the smallest wrench possible, never use two hands to tighten, and put the head of your ratchet in the palm of your hand when torquing down fasteners. Using small hand tools on small fasteners keeps you from over-torquing, and in my case, breaking bolts. Again, had I not ham-fisted those vice-grips on that easy-out, I probably wouldn’t be writing this story. Oh, and always follow up with a good torque wrench…


PB Blaster is your friend

Knowing full well the spokes were seized on that front rim, I soaked it in penetrating oil for a whole day. PB Blaster Penetrating OilWhen the job of tightening the spokes was about done; with the tire remounted, I noticed one spoke was just a bit off, so I torqued it. Then I torqued it a bit more. That’s when it snapped. That BP Blaster had done its job, yet I got impatient and kept pushing. That impatience cost me a lot of time and some money while I waited on replacement parts and then had to disassemble several spokes to insert the replacement. Lesson learned, I hosed down the front suspension of my car the day before I tackled replacing the front shocks this week. Penetrating oil isn’t foolproof, but it’s likely to save you from extracting a broken bolt, or at least busting your knuckles and rounding off a nut you’re going to need later for reassembly.


Anti-corrosion spray

While this is conjecture, I’m debating on investing in a few cans of ACF-50 spray. I’ve heard rumors elsewhere on the interwebs that some motorcyclists spray down their steed before winter riding, that way less rust and corrosion set up shop when the bike is parked in the cold damp garage (or porch). Seems reasonable that I would be the perfect person to test this theory…


Painting Myself into a Corner

If it’s not already obvious, I’ve struggled to produce new material for the website over the past few months. Red River Scramble is mostly fun and games for me, I love doing it, and plan on continuing with the tradition as long as people are having fun. Rosie Triumph Scrambler Kentucky 11 Rain MotoADVRWhat I didn’t realize is how much mental capacity I had dedicated to the preparation for the rally. With the rally over, looking at a “busted” bike, I didn’t realize what a “low spot” I found myself in. Years ago the wife was giving me a hard time about getting fussy about broken bolts and so on. There are a million memes on the internet about dudes acting funny about a broken bike, but it’s very much “a thing”. Nothing bugs me more than a machine that I can’t fix. Part of it is impatience, and part of it is being “beaten” by the machine. I think it was Lemmy that told me I should “open another beer and contemplate the problem”. Its good advice, and yet another lesson I should apply more liberally.


This emotional “funk” about the broke bike is also coupled with the fall-out surrounding the unconscious evolution of my riding taste. With a retro-standard-sport-touring-adventure motorcycle parked next to a 250 dual-sport, I have a lot of options when looking for somewhere to ride. In both cases, it typically means spending the whole day in the saddle, in search of remote roads, paved or otherwise. Mostly to my enjoyment, but sometimes mental detriment, that often means I’m riding solo. Germantown Twin Creek CRF250L MotoADVRWhile more and more I find it refreshing to explore by my lonesome, I also like showing people new places and sharing the adventure with like-minded riders. The arrival of the lightweight machine has exacerbated my appreciation for the most rugged and isolated locations; places I’ve found few aspire to visit. As a guy with limited free time, I can understand that constraint, but it seems like more often it’s still a matter taste; which seems to have enhanced that feeling of isolation in the motorcycle community. This may just be all in my head, but it seems my eccentricity has left me mostly alone in my local circle of motorcyclists. Hopefully, I’m mistaken.

While looking for bolt extraction methods and shopping for replacement parts, I’ve spent a lot of time mulling over my feelings for the Scrambler. Looking at the estimated delivery date for the replacement top yoke, it dawned on me that I should have the Scrambler all fixed-up almost one year to the day from when I finished the 365-day challenge. Triumph Scrambler Tail Of The Dragon Away 129PhotosThe irony, not lost on me. Riding every day carried on well into November, but the gravity of the milestone is still very much felt in late July. I’ve been working on dotting i’s and crossing t’s, but at the same time, restoring the luster on my Hinkley twin. As much as I want to scrub away that engine grime and polish out all of that rust, I’m surprised how I still appreciate many of those blemishes that will never buff out. Each scratch tells a story, most of which are tales about a machine doing things that it likely should not, going places others will never go. Why we personify the constructions of oil and metal I don’t know, but there’s no question I still love that overweight, underrated motorcycle, even in her heavily weathered state.

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Should We Share Adventure Destinations?

A few weeks ago I “liked” a photo of a waterfall on Instagram. Considering who it was, I suspected it was near Red River Gorge. The photo didn’t have any hashtags indicating the location, so I asked where it was in a comment. Later that day, the user sent me a private message with the location.

While that was the first time that’s happened to me, Clifton Road Waterfall MotoADVRI’ve noticed a similar trend on Instagram (and elsewhere); various users have posted photos of sites near the gorge that I know well, but there are no hints or captions indicating the location. Mind you, many of these people simply don’t want to take the time to #Hashtag #AllTheHashtags, but I have a suspicion a number of them intentionally leave the photos ambiguous, perhaps to avoid having these destinations overrun with #InstaFamous tourists. This thought was reinforced by a recent Adventure Rider Radio RAW Podcast I listened to on a similar topic.

With regard to tourists “ruining” travel destinations, Tail of the Dragon Triumph Scrambler 129PhotosThe Tail of the Dragon comes to mind. While I only recently started riding to that part of Tennessee, long-term motorcyclists tell me that US-129 was a hidden gem up until the 90s. Today “The Dragon” can be downright congested on a Saturday afternoon; packed full of squids, baggers, passenger cars, and the occasional (illegal) eighteen-wheeler, the road is probably far less dangerous than the traffic created by exposure. I suppose one could say that I’m also “that tourist”; every fall, I make the pilgrimage to “The Gap”, and undoubtedly share a photo of the notorious road at some point that week.

On a similar note, the Daniel Boone Backcountry Byway has also received similar “attention” in recent years. Launched publicly in 2016, the trail conditions on “the Byway” are a far cry from what they were 3 years ago. Spaas Creek Crossing One 4I managed to finish the DBBB last fall on the Scrambler; a feat that would be significantly more difficult today considering the evolution of the terrain. Now, I’ll be the first to admit, 2018 was the wettest year on record in Kentucky; that situation played a significant role in the damage to the trail. However, I question the “tread-lightly” message from the off-road community when folks are rolling 30 Jeeps deep on a Saturday, but we’ll talk more about that another day.

Part of me gets it. Bennett’s Publical is my local watering hole of choice; with an eclectic menu, PBR for $3, and several rotating craft beer taps, it’s a place you should never go. I say that because I’m selfish and love the fact that the owner knows me by name and while it’s crowded on Friday and Saturday nights,Bennetts Publical Dirtster Scrambler MotoADVR it seldom gets so busy I can’t find a seat. Let’s not be ridiculous, you should absolutely go there (tell them I sent you). As much as I want my favorite pub to remain the hidden gem of South Dayton, that’s a pipe dream. Folks should enjoy a place in its heyday and appreciate it at its best instead of lamenting about what it was or what they wanted it to be.

I should probably apply that logic to my go-to routes in the Bluegrass State. While Fincastle Road now pushes the limits of what I feel comfortable doing on the Scrambler,Big Sinking Creek CRF250L MZ660 MotoADVR I brought home a 250 Dual-Sport for a reason. Ultimately that’s kind of how I feel about the sharing of information with regard to trails and sightseeing. While I don’t necessarily agree, I can understand an argument for a destination that’s hidden in plain sight that becomes overrun or closed because of disrespectful tourists. However, on the other hand, when destinations like Big Sinking Creek are revealed to the masses, I suspect few are willing to make the journey, let alone traverse the challenges necessary to see the majestic view.

Leatherwood Cliffs MotoADVR

Obviously, private property is a different story. On a few occasions, I’ve commented on photos to discover that a given location is on private property. That’s understandable, I don’t want strangers wandering around the “family farm” in Kentucky without expressed permission either. However, if something is already public on Google Maps and so on, I don’t have a lot of heartburn about sharing information with like-minded adventurers. Hence, the Red River Scramble routes are still public (they are of course public roads).


What do you think, should we in the “adventure” community be more private about our favorite destinations, or are they places people will discover on their own anyway?



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