Roads these bikes are for

The rim, then Highway 38

AI-generated suggestion, not a rider’s trip report. For a Concours 14 or a similar pavement sport-tourer. Stay on pavement.

Leave Los Angeles on the freeway and climb to Crestline on the Rim of the World Highway, State Route 18, up Waterman Canyon. From Crestline the line uses a short stretch of paved street, Lake Drive and Lake Gregory Drive, then rejoins the rim through Running Springs and follows it to Big Bear Boulevard. Lunch is in the village. The way home is Highway 38 through Angelus Oaks and down to Mentone, then the freeway west. You do not ride the rim twice. The descent is the other highway.

Lunch is Grizzly Manor Cafe, 41268 Big Bear Boulevard, Big Bear Lake. Get off the bike. The rim itself is not a meal, and this is a sit-down diner in town: helmet and jacket off, a table, then a different road down the mountain. Hours were not checked.

There is no dirt on this one. The surface in the routing trace is freeway, Waterman Avenue, State Route 18, those Crestline streets, Big Bear Boulevard, and Highway 38. Do not leave the pavement because a turnout looks like a shortcut. Caltrans listed no traffic restrictions on State Route 18 as of Sunday afternoon, October 4, 2026, and none on State Route 38 in an overnight report the same day. A separate construction listing showed daytime lane closures on Highway 18 in Waterman Canyon starting October 5, so the climb may be one lane at times. That is not a closure, and it is not a forecast for the rest of the week.

In order: Los Angeles, Crestline, Running Springs, Grizzly Manor Cafe, Angelus Oaks, Los Angeles.

About 221 miles. That is the OSRM driving route on OpenStreetMap through these stops, measured for this page. It is not a figure from a bike’s odometer. Google’s own total can differ.

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Highway 33 and Quatal Canyon

AI-generated suggestion, not a rider’s trip report. For an older R1200GS, an R1200GS Adventure, or an Africa Twin. A sport-tourer should not follow this one.

The pavement is the way out and the way home. From Los Angeles the freeway runs north, then Highway 126 leads to Fillmore and on through Santa Paula to Ojai. Maricopa Highway, State Route 33, then runs north to Ventucopa: paved, narrow, and the reason the miles are worth it before the surface changes. After Frazier Park the return is Interstate 5, including the Grapevine, back to Los Angeles.

The dirt is Forest Route 9N09, mapped as Quatal Canyon Road, from State Route 33 at Ventucopa until paved Hudson Ranch Road. OpenStreetMap tags the Ventura County stretch gravel and the Santa Barbara County stretch unpaved. A further piece of the same forest route, about two miles, is also tagged unpaved and comes through unnamed in the turn list. Together that is about 15 miles of dirt in the routing trace. Hudson Ranch Road, Mil Potrero Highway, and Cuddy Valley Road are tagged asphalt after that. Do not assume a side spur off 9N09 is the same graded road. Whether the forest route is open this week was not confirmed, and a fresh Caltrans reading for State Route 33 did not come back when this was written.

A Concours 14, or any similar sport-tourer, should not ride this loop. The driving directions include Quatal Canyon Road. That segment is dirt. Street sport-touring tires, a low fairing, and hard cases are the wrong setup, and a line on a map is not a surface.

Lunch is La Sierra, 3500 Mount Pinos Way, Frazier Park. Get off there. The dirt is behind you, the town is the first real stop, and the next long piece is the interstate. Eat at a table instead of at a freeway counter. Hours were not checked.

In order: Los Angeles, Fillmore, Ojai, Ventucopa, Quatal Canyon Road, Pine Mountain Club, La Sierra in Frazier Park, Los Angeles.

About 242 miles, measured the same way, with the OSRM driving profile on OpenStreetMap. That is a couple of miles past a 240-mile outer line, because the canyon sits that far from the city. The target was about 200. It is not an odometer reading. Google’s total can differ.

Open the driving directions

Pacific edge

The Pacific coast is a sport-tourer’s road when you stay on the highway: damp pavement, tightening curves, wind that changes at every headland, and fog that can sit on the lane until late morning. A used Concours 14 is in its element here. So are an FJR1300 and an ST1300. The fairing matters. The shaft means you are not oiling a chain in a salt mist. Hard cases hold a rain layer you will actually use.

Leave the highway for the forest roads a ridge inland and the job changes. That is older R1200GS or CRF1000L country, or a Tiger 800 if the connector is narrow. A Concours will survive a short gravel surprise. It should not be the plan. An XRV750 can do the dirt and will feel out of its era on a long, windy coastal slab.

Season, without a calendar pinned to the wall: winter storms close the fun even when the road is technically open. Summer can be fog on the California stretches and clearer further north, or the reverse by afternoon. Spring and fall are when a lot of riders go, because the light is good and the campgrounds are less full. Tires should be for wet pavement if the forecast is a shrug.

Rockies spine

Paved passes are some of the best sport-touring on the continent, and they do not require a new bike to enjoy. A Concours, an FJR, or an ST will climb, brake, and lean with luggage on, as long as the tires are honest and you remember that altitude makes weather faster than the forecast. Afternoon storms are a summer habit up high. Morning starts are the practical ones.

The passes themselves are seasonal. Snow holds the high roads closed well after the valleys feel like riding weather, and it can return before you are emotionally done with the trip. Do not plan a shoulder-month crossing of a high pass without checking whether it is actually open. That is a condition report, not a mileage.

When the interesting line is a graded connector, a washboard shelf, or a forest road between two paved valleys, take the adventure bike. An R1200GS will do it. A GSA will do it with more fuel on board and more motorcycle to pick up if you get it wrong. A CRF1000L, a Tiger 800, or an older KTM 1090 or 1190 Adventure is the better fit when the surface gets rougher and you want less fairing to catch a rut. The sport-tourer stays on the pavement that day.

Appalachian ridges

The Blue Ridge and the wider Appalachian ridges are corner after corner, often tighter than a western pass and rarely as high. A used sport-tourer is a joy here if it is the sort of bike that changes direction with cases fitted. The Concours 14 does that. The FJR and the ST do it in their own accents. You are not going fast so much as going continuously, and the fairing keeps a humid afternoon from becoming a full-body argument.

Deep summer is lush and heavy. Shoulder seasons are kinder: cooler, drier chances, fewer people pulled over at the overlooks. Winter ice in the higher gaps is a reason to stay home, not a reason to test a bargain tire.

Forest roads off the ridge suit the adventure bikes. A CRF1000L or a Tiger 800 is easier to live with on a narrow, leaf-covered climb than a loaded GSA, though the GS will do a maintained gravel road without drama. Bring the rain layer even when the morning looks clear. These mountains make weather in small batches.

Alpine arc

A European alpine loop is the place where both styles look correct, until you pick the surface. The famous paved passes — the ones with the switchbacks stacked above a valley — are Concours, FJR, and ST roads. You want brakes you trust, tires meant for pavement, and a fairing, because the wind at the top is not theoretical. A slightly older R1200GS will do those same paved passes and then continue when the road turns to maintained gravel. That second part is why you hauled an adventure bike to Europe.

High passes are a summer proposition. Snow decides the opening, not your itinerary, and a blue morning can still shut the top by lunch. Have a valley road in your pocket. Fuel stops in the high villages are part of the rhythm; the GSA’s extra range is nice and not a substitute for a full tank before a climb. The CRF1000L and the Tiger 800 suit a rider who expects rough connectors and is willing to maintain a chain far from home. An XRV750 is a romantic choice and a strange one for a first alpine week unless the bike is already sorted and you like the pace it allows.

Desert southwest

Spring and fall are the seasons that make sense. Summer heat is not a character-building exercise on a black fairing or a black textile jacket, and it ages tires while they sit as surely as miles do. Late summer also brings storm risk across parts of the Southwest. A dry wash that was a road in the morning can be a bad idea by afternoon.

Paved roads through the parks and between the towns are sport-tourer roads. A Concours 14 will cover them with less fatigue than a naked bike and with less pretense than a new luxury tourer. Carry water anyway. The fairing does not make the desert friendly. It only makes the highway wind quieter.

Dirt connectors, two-tracks between highways, and the long graded roads are adventure-bike work. This is where a used R1200GS Adventure earns the extra bulk: more range when the next fuel stop is uncertain, and a chassis that expects a rough surface. A standard R1200GS does the same job if you are honest about fuel. A CRF1000L or a KTM 1090 or 1190 fits when you want more dirt bias and you will live with a chain in the dust. Do not take the Concours, the FJR, or the ST off the pavement to save a few miles. The cases are wide, the tires are wrong, and the bargain bike stops being a bargain at the first deep patch of sand.