It’s not about where you take the Can-Am™ Spyder ® RS roadster. It’s about where it takes you. Equipped with a powerful Rotax® 990 V-Twin engine. Dynamic Power Steering. And a Vehicle Stability System for comfort and control. The RS turns everyday trips into full-blown adventures. Learn more at spyder.brp.com
Cover Photo The AMA Hall of Fame Induction Class of 2009, photographed by (l-r) Cory Cagle, Holly Carlyle, Scott Fairbanks, Davey Morgan, Jesse Leake, Conrad Lim and Tara Staton Navigation Photo Captured near Grand Teton National Park, the middle of a 6,000-mile ride from Mexico to Canada, photographed by AMA member Ian Schoenleber
VIEWPOINTSTHE LIFE
06 Snapshots Your Images, Your World 10 Letters
You Write, We Read 12 Rob Dingman Rider Advocacy 58 Tom Mehren Use Your Off-Season Wisely
16 Protecting The Ride Next-Gen Crash Study Launches
20 Living It A Streetfighter Worthy Of The Name 24 Connections Taking The Long Way
28 Adrenaline AMA Team USA Pulls It Out 34 Heritage Off-Road Revolution
50 Go Ride What To Do, Where To Go
36 Let’s Rock
Every Year, The AMA Motorcycle Hall Of Fame Honors the Best In All Of Motorcycling. Meet The Class Of 2009.
46 Standing Guard States Are Raiding Motorcyclists’ Money And Riders Are Fighting Back December 2009 Volume 63, Number 12 Published by the American Motorcyclist Association 13515 Yarmouth Dr. Pickerington, OH 43147 (800) AMA-JOIN AmericanMotorcyclist.com
American Motorcyclist magazine (ISSN 0277-9358) is published monthly by the American Motorcyclist Association, 13515 Yarmouth Dr., Pickerington, OH 43147. Copyright by the American Motorcyclist Association/American Motorcyclist 2009. Printed in USA. Subscription rate: Magazine subscription fee of $10 covered in membership dues; $15 a year for non-members.
Postmaster: Mail form 3579 to 13515 Yarmouth Dr., Pickerington, OH 43147. Periodical postage paid at Pickerington, Ohio, and at additional mailing offices.
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Snapshots
The U.S. squad of Ryan Dungey, Ivan Tedesco and Jake Weimer proved once again that America produces the greatest motocrossers on the planet by winning the Red Bull FIM Motocross of Nations held in Franciacorta, Italy. The U.S. has won the event 20 times. Photos: Jeff Kardas
Congratulations, Chris. You’re the winner this month!
submissions@ama-cycle.org.
Winner: Chris Kurtz took this photo of his dad, Glen, contemplating the open road. Below: 1) Dale and Janell Gaier on the Blue Ridge Parkway. 2) Denis Petrie is joined by Drs. Rena Jacobs and Thomas Goodman of Upstate Hemotology Oncology at Ellis Hospital in Schenectady, N.Y., before he heads off on a 3,000-mile trip to raise awareness for cancer. 3) Scott Pristas and his daughter, Ruby, 6, share some quality time. 4) Michael Harris and his 1973 Yamaha RD350 in Loudon, N.H. 5) Barry Briggs and friends near Crested Butte, Colo. 6) Colin Barton drags a knee at Pocono Raceway in Pennsylvania. 7) Mark Yeninas. 8) Paul Cavanaugh and Stephanie Roland of Loganville, Ga., visit the AMA Motorcycle Hall of Fame Museum.
DAVEY MORGAN, Photographer is an award-winning shooter from Greenville, S.C. He worked with Randy Hawkins this month. To check out more of his work go to DaveyMorgan.com.
CORY PARRIS, Photographer Based in the Seattle area, Cory is our go-to guy for amazing portriats in the Pacific Northwest. He got some great stuff of Tom Mehren for this issue. You can see more of his work at CoryParris.com.
TOM MEHREN, Contributor Not many people could pull together a rally week that makes happy such diverse groups as riders of sportbikes, sport tourers, dual-sporters and scooter riders, but Tom does just that with his Rally Week in The Gorge every year (www.SoundRider.com/rally). He offers his rally-going tips this month as a guest columnist.
JEFF KARDAS, Photographer One of the hardest working shooters in the MX world, Kardy this month brings us his lens work from the Motocross of Nations in Italy. Nice.
NORA McDONALD, Production Coordinator With a new house to go with her “new” CB360, Nora is seriously considering putting the bike in the living room for the winter.
BILL KRESNAK, Government Affairs Editor This month’s random obsession? Coolio vintage motocross gear. Tune in next month when it’s something completely different!
AMA BOARD OF DIRECTORS
Stan Simpson, Chairman P.O. Box 1028, Cibolo, TX 78108
Jon-Erik Burleson, Assistant Treasurer 38429 Innovation Ct., Murrietta, CA 92563
Jim Williams, Assistant Secretary 9950 Jeronimo Rd., Irvine, CA 92618-2084
Erik Buell
2799 Buell Dr., East Troy, WI 53120
Andy Goldfine 8 S. 18th Ave., West, Duluth, MN 55806
Charles Goman PO Box 81, Winder, GA 30680
Perry King c/o AMA, 13515 Yarmouth Dr., Pickerington, OH 43147
Michael Lock 10443 Bandley Dr., Cupertino, CA 95014
Maggie McNally P.O. Box 2188, Empire State Plaza Albany, NY 12220-0188
Arthur More 16153 Starlight Dr., Surprise, AZ 85374
John Ulrich 581-C Birch St., Lake Elsinore, CA 92530
Bill Werner 18405 Davidson Dr., Brookfield, WI 53045
(800) AMA-JOIN AmericanMotorcyclist.com
GRANT PARSONS, Managing Editor Grant’s not sure how it came to this, but he actually hooked up a heated vest to his scooter for a long, cross-city run to the sushi market last weekend. He promises to put more miles on his sportbike soon. Honest.
MARK LAPID, Creative Director Mark’s been spending a lot of time contemplating the essential essence of what makes a “commuter” bike. So far, he’s narrowed the search to pretty much every motorcycle ever made. Funny thing? He’s right.
JEN MUECKE, Designer In the trade of the century, Jen swapped her ’89 Honda Hawk 650GT trackbike for an ’00 MZ Baghira (complete with bags). Not as good on the track, but awesome in the city, where it looks and works the biz.
JAMES HOLTER, Associate Editor Always the master of schemes that make perfect sense, James’ latest plan is to give his YZ250F to his oldest kid—mainly so he can get a new MXer himself. Brilliant!
Other contributors include: Sgt. Steve Click, Shon Turner, Neale Bayly, Scott Hoffman, Tom Bear, Jake Whitehead, Cassandra Bergman, Cory Cagle, Holly Carlyle, Scott Fairbanks, Grogan Studios, Jesse Leake, Conrad Lim, Open Image Studio and Tara Staton
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A big thumb-ups to Mara Butler and Matt
studying the cover photo (on the October 2009 issue), I have one question for them: How much oil did it take? Great restoration,
Mick Alumbaugh
Whitethorn, Calif.
Olsen notes that his ’36 burned a mere quarter of a quart during the 2,200 mile trip. Did we mention that he’s a pretty darn good
project is a pre-1916 cross-country ride, for which he plans to start building the
I SAVED $78
years, but never used any of the benefits associated with membership. I just saved
AmericanMotorcyclist.com). The savings will pay for two years of membership! I now carry the list of hotels and discount ID numbers in my wallet. Thank you, AMA
John Wyatt
AMA No. 373856 Warren, Mich.
THANKS FOR THE STRAIGHT TALK
I received my October issue and was
to the Next Level.” I think this article should be prominently featured on the
riders to see how the AMA is building the organization that many think has been
Rob Dingman and Stan Simpson have presented a very strong message for riders to look anew at the value the AMA provides its members. (And I am not talking about towing service.)
Michael Holloway
AMA No. 778661 Tucson, Ariz.
I have never felt compelled to write one of those “keep-up-the-good-work” letters, but your October issue has indeed
or even the slightest inkling about best
would have been tasked with the job.
By the way, the October issue was one driving, so many other interesting pages, the winner.
Ron Fish AMA No. 339069
Valley Forge, Pa.
ROADSIDE ASSISTANCE PAYS OFF
I have only been a member of the AMA for two years since I got into two-wheeling with my Piaggio maxi-scooter, but I am so grateful for the roadside assistance benefit that I received as an AMA member.
On a recent road trip from my home in Virginia to Vermont, my scooter broke down in Pennsylvania due to a fuel line problem, so I called AMA Roadside Assistance for a tow. The consultant was very helpful in getting a flatbed truck in the area I was in. Plus, she took the time to search the Internet to find a Piaggio dealer close to where I broke down.
Sure enough, a flatbed tow truck pulled up and the gentleman loaded up my scooter. He thoroughly strapped my scooter tightly in place. A few minutes later, he deposited my scooter and me at a Piaggio dealer (R&D Powersports) in Palmerton, Pa.
I was hoping to never need the Roadside Assistance benefit, but being away from home on a long trip, it sure did come in handy.
Marshall Abbate
AMA No. 982465
Fredericksburg, Va.
MORE ON ASSISTANCE
I just want to thank you for adding the assistance. That was the final straw to get me to join the AMA. I had been mulling it over, and once I read the
kid was stuck on the roadside, it made me think!
Unfortunately, I’ve already had to use it! Since then I’ve recommended all my riding buddies to join. I hope you’ve seen a “spike” in members!
You’ve got another member for life!
Cliff Penfield
AMA No. 1090010
Fort Wayne, Ind.
THANKS TO SPOT (AND THE AMA)
A few weeks back, I ordered one of those new-fangled Spot Messengers after watching the search for a missing rider go from two days to three weeks. I had it with me as I headed off from Maryland to Florida.
The ride down gave me plenty of opportunities to check out most of the functionality, except for the two options I hoped I would never need. My wife got a kick out of watching my progress from her computer screen, and was always ready with a weather report when I called in from the road. I thought it was just a neat toy until my return trip.
At 12:30 a.m., on Thursday morning, I struck a deer on an isolated two-lane road. My right shoulder had taken 90 percent of the impact, and my right arm was useless. I couldn’t get to my cellphone, but I did have access to the Spot. Although I had to bite off the 911 cover, I got it activated. I then focused on my cell phone. It took me what seemed like forever to get my riding jacket off, and was so painful I almost gave up on it. When I did get the phone, I realized it was ringing. It was a Spot representative who told me that help was on the way.
The Sheriff’s Department was onsite in 15 minutes, followed by the volunteer EMS. That is one piece of gear that will be on my bike every time I throw my leg over it. Don’t leave home without it. In retrospect, it was a small price for what you get.
Tony Lewis
AMA No. 566885
Fort Worth, Texas
IT IS OUR RESPONSIBILITY TO POINT OUT INJUSTICES DONE TO MOTORCYCLISTS, WHETHER THEY HAPPEN IN CONGRESS, OR ON THE TRACKS OF AMERICA.
advocate. Most people interpret this to mean protecting the rights of riders
much broader meaning.
advocate for AMA members on behalf
Motorsports Group (DMG) in 2008, it
to professional racers. To protect the interests of racers in all disciplines, our legal agreement with DMG sought to the disciplines that it wanted to run and abandon those in which it had little interest.
perceived as the tax a rider must pay to race, AMA membership is now included when you purchase a professional license from DMG.
The AMA has a responsibility to advocate on behalf of all riders, and this includes ensuring that racers are treated fairly by race officials. In the interest of giving DMG the opportunity to be successful in its first year, we have not added to the criticism that has been heaped upon them. In fairness, DMG seems to have gotten pretty darn close with the road-racing rules package, treating fans to some of the closest and most unpredictable racing we have seen in years.
Our agreement also provides that riders racing in AMA professional events continue to be AMA members. While in the past, the AMA membership was
There was a particular incident that occurred this year, however, that represents a completely unacceptable action by a race official. The incident was exposed in video that surfaced on the Internet that showed a high-level DMG employee berating AMA member and road-racing competitor Johnny Rock Page (read the full story on page 31). Whether Page was right or wrong is irrelevant. No one who wears an AMA-logoed uniform should be allowed
to treat an AMA member how Page was treated.
I regularly receive correspondence from AMA members who say they will not renew their membership due to one DMG action or another or until we, the AMA, fire a particular DMG official or another. Because DMG is a completely separate company from the AMA, and has been granted a license to use our name in the context of professional motorcycle racing, it is not within my power or authority to make any changes at DMG—personnel or otherwise.
It is, however, our responsibility to point out injustices done to motorcyclists, whether they happen in Congress, or on the streets, trails or competition tracks of America. Rest assured that we have been very vocal in our conversations directly with DMG management in advocating for the rights of AMA racing members. Look for the AMA to be more public in its advocacy on behalf of racers in 2010.
Rob Dingman is president and CEO of the American Motorcyclist Association.
The AMA Champions All Riders—Including Racers—In Pursuit Of Their Passion
By Rob Dingman
The WorLd’s fasTesT MoTorcycLisTs
There’s a new sheriff in town in the world of land-speed record racing: seven-time AMA Grand National Champion Chris Carr, who with builder Denis Manning (both AMA Motorcycle Hall of Famers) set a new world record in September on Utah’s Bonneville Salt Flats of 367.382 mph through the measured mile.
“We had the drama on the out-run,” Carr said. “We about cleaned out the side of the course with the wind blowing, but the run back was great. It actually started to slow down for me. It was not nearly as hectic as 347 (mph) was a couple years ago.” Said Manning: “This is fast—it’s like half the speed of sound! It’s great to have the record back. I can’t thank the crew and Chris enough. I’ve been at this 39 years since I first got the record in 1970, and it’s just great.”
See all three record-breakers—Carr, Manning and their No. 7 Streamliner—at the AMA Motorcycle Hall of Fame Induction Ceremony Dec. 5 in Las Vegas. Info: page 36.
When researcher Harry Hurt published his now-famous motorcycle crash causation study back in 1981, it was full of information that helped develop new ways to make motorcycling safer. Now, almost 30 years later, a new motorcycle crash causation study is ready to launch at Oklahoma State University (OSU) that should provide new insights.
Formally announced by the Federal Highway Administration (FHWA) on Oct. 5, the study will give motorcyclists and others concerned with highway safety a fuller picture of how motorcycles fit into today’s traffic mix, a better understanding of what causes motorcycle crashes, and insights into the best strategies to prevent crashes.
“The announcement is great news,” said Ed Moreland, AMA vice president for government relations. “While the study will take years to complete, it promises to offer information that will allow for the creation of effective countermeasures.”
The last major U.S. motorcycle crash study was Hurt’s “Motorcycle Accident Cause Factors and Identification of Countermeasures,” which provided a wealth of data that has been used to develop training and strategies to help keep riders safer on the road. Hurt’s team studied 900 crashes. In the decades since, the traffic environment has changed enormously, prompting the
her fingernails while driving has been
AMA to campaign for a new study.
The FHWA is overseeing the OSU project, which will be administered by the Oklahoma Transportation Center in Stillwater and will study 300 crashes.
“OSU is delighted to be the lead research institution for this important study,” said Dr. Alan Tree, associate dean for research in OSU’s College of Engineering, Architecture and Technology. “We expect very significant, scientifically valid results to emerge from this work, and look forward to a very positive final outcome.”
In 2005, Congress pledged $2.8 million for the research, and asked the motorcycling community to match it.
“In 2007, the AMA committed $100,000, and AMA members contributed an additional $27,000 in our Fuel the Fund campaign,” Moreland said. “Since then, six states have pledged another $560,000.”
Motorcycle manufacturers, through the Motorcycle Safety Foundation (MSF) and the Motorcycle Industry Council (MIC), had pledged $3 million for the study if it would include 900 crashes or more. The MSF and MIC now are not releasing that funding for the study.
MIC officials stated in a news release that the smaller sample size “is unlikely to either validate the findings of prior studies or establish, to any statistical significant level, any new causative factors.”
she was rear-ended by a car driven by painting her nails at the time of the crash.
Bond was set at $100,000. If convicted, Lake County Assistant States Attorney Mike Mermel, who sought the indictment, told the Daily Herald that this wasn’t a case of distracted driving. “It’s almost intentional recklessness.”
“Distracted driving is...changing the radio station or yelling at the kids,” he told the newspaper.
Greg Zaffke II, Anita’s son who started the Black Nail Brigade Foundation Against Distracted Driving (BlackNailBrigade.org) after his mother died, was pleased with the indictment
“Basically, the indictment means they have deemed our case worthy of a trial. By no means are we guaranteed of a conviction, nor appropriate sentencing,” Zaffke said. “We will probably be in for the long haul if there is a trial.”
Anita Zaffke, 56, of Lake Zurich, Ill.
roads safer for motorcyclists.
Greg Zaffke II
for
administrator, Dameyon Shipley is responsible for the administration of four
motorized users. His mission is clear, he says: “We clearly have a dearth of public at any time,” he says.
administrator face in creating new trails in
as opposed to obstacles. It all begins with the identification of property for the expansion of motorized trails. There is
choice, and we have spent, and continue to spend, significant time in evaluating options. We have had an internal review that is nearly completed to determine if the Ohio Department of Natural Resources
has existing properties that could be utilized. Because a large amount of our property was purchased with state and/ or federal funding, the property may have restrictions that make it difficult to utilize for motorized trails. We also need to work with the local community to ensure that any concerns they have are answered.
AM: How long does it take to open a trail?
Shipley: A year to a year and a half, depending on some factors. Once a property is identified we need to ensure that the title is clear and that there are no easements or restrictions that would impact the potential trails. At the same time, we look at everything from soil, hydrology, and any abandoned mine land issues to the potential layouts of the property to ensure that the investment will provide the necessary riding experience. We will also need to speak with local citizens and government and be sure to ask for their input and address any issues
construction of the property.
approach their state trails administrator
Shipley: If any of the riders have
to contact their state. For areas in Ohio, 6646 or by e-mail at dameyon.shipley@
they would like to see in the expansion of
AM: Tell us some more about the mail
Shipley: In order to make the best decisions on location, type of trails, and results of the user survey. l encourage everyone to participate in the upcoming trails you want to see. The department motorized trails, but providing quality expansion.
of lawmakers intent on curbing excessive sound. The problem is that many of those
Now the AMA has developed model legislation for use by cities and others that
complaints related to streetbikes within all sources.
standard, “Measurement of Exhaust Sound Pressure Levels of Stationary On-Highway Motorcycles.” The AMA highway motorcycles several years ago.
“Many cities and other jurisdictions already have excessive sound laws on the books, but when they get citizen complaints about loud motorcycles, they sometimes decide to single out the riding public with unfair or overly restrictive laws,” said Imre Szauter, AMA government affairs manager. “We believe
riders who want to create
as part of a comprehensive sound other sound sources.”
instrumentation, test site, test conditions,
“Too many times, jurisdictions excessive motorcycle sound create unreasonable decibel limit, leave it up whether a bike is too noisy, or come unworkable. Our model legislation is objective, workable and fair.”
government and law enforcement officials to download the model legislation from Resources, Programs & Policies > Model Emissions Ordinance.
Association’s co-founder and former 1990s. In 2001, Roy and Nancy formed the Off-Road Business Association, Colorado
Kim Meltzer (R-Romeo), would permit be required to wear helmets. for those under 18 years old and a learner’s permit valid for 12 months with
A new law requires motor vehicle
out how you can make a difference by protecting motorcycling, e-mail grassroots@ama-cycle.org.
Hawaii
Services Bureau designated October as “Noise Prohibition Awareness Month.” A department spokesman
there are laws that address this issue.”
to remind the public that state law prohibits the modification of motorcycle exhaust systems in a “manner which will amplify or increase the noise emitted by the motor…”
of a motorcycle if the principal operator has completed a motorcycle rider-education course. The bill was sponsored by Rep. Dave Hunt (D-Milwaukee).
PennSylvania
Senate Resolution 153, which asks that the U.S. Congress amend the
the Senate Environmental Resources by Sen. John Wozniak (D-Johnstown), now goes to the full Senate for a vote. To support SR 153, use the “Rights” section of AmericanMotorcyclist.com to contact your state senator.
easily among the strongest in the twowheeled world. The Showa suspension is multiadjustable at both ends, but offers a choppy ride over rough road surfaces.
Streetfigher are clear: “Throttle too
And that’s exactly why I’m in love with at high speed across unfaired handlebars is unrelenting. And it’ll stop so hard that you might end up getting up close and personal with the front fender. The Streetfighter makes all of the Monster range of motorcycles that have come before it seem comparatively tame and well mannered.
With a fighting weight of 368 pounds and packing a 155-horsepower punch
from the 1098-derived engine, using this bike to cruise around town is like bringing a torqued-off Mike Tyson to fight night at your local bar. This bike should come with a health warning: “Operating this machine might leave you stark raving mad.”
Looking closely at the new Streetfighter spec sheet, it’s obvious Ducati didn’t just peel the bodywork from a bunch of left over 1098s. The frame’s steering head angle has been relaxed nearly a full degree, the swingarm has been lengthened 1.8 inches, and it sports wider bars. There is also a new lower triple clamp holding the inverted 43mm Showa fork (Ohlins if you opt for the higherpriced S) and sleek 10-spoke aluminum Marchesini wheels.
The two Brembo four-piston monoblock calipers and 330mm discs up front are
The 1099cc engine is a riot. Making mind-blowing amounts of power for the street, it’s quoted at 5 ponies fewer horsepower and 7 pounds less torque than the 1098. A 2-into-1-into-2 steel exhaust exits into two canisters on the right, complete with a pair of sensors for precise fuel metering.
After riding the Streetfighter, it took me a while to process my feelings about the new Ducati. It’s definitely for the experienced rider only, and it’s only going to work well in a limited number of situations. But it’s so visceral, so powerful and just so incredibly raw that none of that matters, and soon I was humming opera and speaking Italian. It’ll set you back $14,995 ($18,995 for the S) but the price of admission guarantees the start of one of the most intense love affairs of your life.—Neale
Bayly
new gear and new motorcycling
Shows that kick off Nov. 13-15 in Texas. seminars aimed at beginner and advanced for women riders and demo ride programs you’ll save $2 off the already-discounted discount (not valid with any other offers).
“The Cycle World International Motorcycle Shows are your one-stop shop for all things powersports, including dirtbikes, streetbikes, ATVs and more from all the industry leading brands and with the leading aftermarket parts and for your next bike, looking for some new knowledge.”
Shows run from November through February in Texas, California, Washington, Michigan, South Carolina, Washington, D.C., New York, Ohio, Minnesota and Illinois. A full listing is on page 52
Hall of Famers will be the first to enjoy a recognized for their amazing contributions marking their induction into the Hall.
Featuring the logo of the Hall of Fame, the logo of the AMA, which oversees the Hall on the grounds of the AMA campus in Pickerington Ohio, the rings will replace the past, offering new inductees a way to proudly show their accomplishments.
“These rings give Hall of Famers a discreet but significant way to show their induction into the country’s most prestigious group in all of motorcycling: AMA Motorcycle Hall of Famers,” said AMA President and CEO Rob Dingman.
“The new rings will serve as a daily reminder of our Hall of Famers’ impressive accomplishments.”
The rings will be presented at the AMA Motorcycle Hall of Fame Induction Ceremony, set for Dec. 5 at the Hard Rock Hotel & Casino Las Vegas as part of a weekend dedicated to motorcycling’s finest. The AMA Racing Championship Banquet will salute the country’s best amateur racers at the same venue on Dec. 4.
You can be a part of both events, including an autograph session and cocktail hour with current and existing Hall of Famers. Tickets are $49 per person for either event, or $89 for both. For complete information, visit AmericanMotorcyclist. com/LetsRock.
Stay tuned for more information about extending the ring program to all AMA Motorcycle Hall of Famers.
This is a recurring question.
he would “love our law enforcement
are other considerations. In this country, motor officers are police
By Sgt. Steve Click
as their means of transportation. We ride motorcycles because they are a valuable tool in performing various functions of law enforcement. As opposed to a civilian rider, who is only riding from one point to another or pleasure riding, motorcycle officers may be called upon to handle crashes, direct traffic, deal with crowds, escort dignitaries, chase suspects on foot, etc.
And we do wear safety equipment. The boots provide protection from road debris and in the event of a crash will help protect the officer’s legs. All motorcycle officers wear helmets. Some wear halfshells, some three-quarter and some full-face. That decision is based on the mission of the specific agency for which the officer works. Officers in an urban environment may choose half-shells for
thanks to an entrepreneur who has
the right helmet to match could be tough. But when you have an itch that only this
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increased hearing ability while still keeping themselves accessible to the public. The three-quarter helmet provides good protection, while still allowing face-to-face interaction with the public.
While we do work in regular uniform shirts, most of us wear protective body armor, which can be very hot. Because we may be handling crashes, directing traffic or assisting with crowd control, we have to balance safety with keeping the officer from overheating. We do wear gloves and protective eyewear any time the vehicle is in motion.
Few riders are as keenly aware of the need for safety equipment as a motorcycle officer. We work heavily congested roadways and are often called upon to ride faster than civilians should ride. We also know how quickly a “routine” ride can turn extremely dangerous in the blink of an eye.
Ask a Motor Officer is an occasional feature from Ohio State Highway Patrol Sgt. Steve Click. Got a question? E-mail: submissions@ama-cycle.org.
Safety Foundation
“I’m a sportbike rider—I just love ’em. I’ve noticed that you’ve offered advice specifically for scooters and trikes, tips or practices that sportbike riders like
THE MSF RESPONDS: As a category, maneuverability and higher power-tosuspensions and tires. Within the feedback to the rider, making the overall operation a rewarding experience.
On the upside, riders find an appropriately sized sportbike easier to control. On the downside, the raceinspired riding position may strain and tire the rider more quickly, especially with regard to the wrists and back.
Unlike the discussion of scooter and trike safety, the only significant difference rider attitude. Some riders seek to exploit their bikes’ performance advantages in the wrong place at the wrong time, and ride recklessly. This cancels out those advantages. A rider looking to test the bike’s speed capabilities, lean angles and personal limits should confine this type of riding to a track day.
The MSF’s book Motorcycling Excellence (MSF-USA.org) explains traction management and other advanced concepts that may be of particular interest to sportbike riders like yourself. We wish you many miles of safe, responsible riding.
Powersports.Honda.com/V4 Are you a fan of the V-4 motors that powered Honda’s Grand Prix bikes, Superbikes, RC30s and RC45s from the late 1970s through the 90s, along with the Sabre, Magna, VR750/VFR800 and ST1100/1300 streetbikes? Then you’ll find your nirvana in this Honda website that’s a tribute to the motor with one of the most dedicated fan bases out there.
AtlantaMotorcycleSchools.com If you’re looking for personalized motorcycle instruction and can get yourself to Atlanta, the Atlanta Motorcycle Schools have you covered with professional, individualized training for street, adventure sport (dual-sport), and scooter riders.
MotorcycleRoads.us This website bills itself as a “one-stop resource for great motorcycle roads in the U.S.” They certainly have the country covered, with maps and GPS coordinates for every state. But the real question is, are the roads any good? For that, you’ll have to check them out yourself. We doubt you’ll mind.
An Epic Adventure
By Shon Turner
AMA Motorcycle Hall of Fame Museum into epic quests. Of course, that’s not earlier this year. Here’s the tale: As I depart, traffic is busy, but not bad, and in less than an hour, I’m riding
the namesake springs were believed to carry such healing power that just half an acre sold for $900 in gold in the late
discover a couple inches of snow still and forests—and I realize I’ll have to be
extra cautious when it gets dark. If it drops below freezing, the wet snow-melt across the road will freeze into black ice.
I stop for a bowl of homemade chicken cacciatore soup (it’s still good cold) at Seneca Rocks in West Virginia, enjoying the view of the crags rising 900 feet above the river. The history of those rugged yet romantic rocks ranges from being situated along the Great Indian Warpath (“The Seneca Trail”), to being a World War II Army training site, to its current fame as a rock-climbing destination.
A few miles later, I see a sign for Route 72, which seems harmless enough. There’s even a sign that reads, “Not Advised For Big Trucks.” Sounds like fun. I make the turn and fly through the gears on a narrow, curvy road with
turn, I have to nail the brakes to stop by a sharp turn at the bottom. I think for bike in first gear and my weight back
and realize that I’m committed to going
Of course, it’s starting to get dark.
treacherous condition presents itself, patches with wet, gravelly mud and from under me. I’m thankful I have the knobbies on some of the steeper climbs. concentration. I make it to the next
worse then the one I’m on. Nearly gear with headlights blazing, I ride into a neighborhood, my steed and I unscathed.
After chatting up a local—a HarleyDavidson rider who is amazed I came over Route 72—I reset the GPS to “fastest time” and roll away toward the AMA Hall of Fame. By the time I reach Waynesboro, Pa., the temperature has dropped to 34 degrees and despite my heated clothing, I spend 15 minutes shivering during dinner at Wendy’s. Back on the bike, I make it all the way to Cambridge, Ohio, about 90 minutes east of Pickerington, when
error by a Virginia Division of Motor Vehicles employee results in my bike
It hasn’t been—but there’s no way to correct the issue on the side of the freeway after working hours. Luckily, I can pay the bond and wind up staying in a hotel for the night, and fix the entire matter with a phone call (and a $220 towing fee) the next day. Onward!
Only a little bit later, I roll into the AMA Motorcycle Hall of Fame Museum. I had wanted to see Rush drummer Neil Peart’s 30th Anniversary drum kit (valued and construction), and his 1994 BMW R1100GS used on a 55,000 mile tour around the U.S., Canada and Mexico, And seeing both in person definitely does not disappoint.
It just happened to take a little more effort to see them than I thought!
Past
Issues Of On Google Books.
motorcycles on the street and dirt, I
need to remain vigilant at all times.
leftmost of three lanes, with three cars in
lane. Thinking the guy on the far right may
move into the center lane with fewer cars.
was, he kept on coming into my lane. I in the middle of my lane,
lanes at the light to do it. I had made the crucial mistake of being in his blind spot, where he didn’t see me.
I totaled a classic ’84 Honda V65 motorcycle, broke my right arm and tore a knee ligament. Lesson learned. Six weeks later I was riding again on one of my other motorcycles, more aware of blind spots and where cars might go.
Adam Mayer III AMA No. 755641
Got a Crash Course? Send it to submissions@ama-cycle.org.
With more than 600 issues of American Motorcyclist available online for free at Books.Google.com, there’s plenty of good reading to be found. Each month, we highlight a past story or issue. Think the issue of motorcycle sound is new? Think again. Back in 1971, in part to head off complaints of excessive sound from competition motorcycles, the AMA announced it would ban all unmuffled motorcycles from AMA competition. The move came after the previous year’s banning of unmuffled bikes in forms of competition “under wide public exposure.”
“There remain obstinate bodies within the motorcycle sport who maintain that charges of noise pollution are unfounded, and merely a symbolic political football,’’ the story in 1971 said. “This may be so, but whether or not the charges are honest, they do remain a real threat and powerful enough to destroy the sport. Those who do not recognize this fact now probably will continue to argue their good intentions when motorcycling has been legislated into history.
“This challenge must be responded to by an industry willing to produce machinery that will be legal to AMA standards in 1972. We trust the industry will respond.”
As it turned out, the industry did, and unmuffled bikes in competition became a thing of the past.
Want to search past issues of American Motorcyclist on Google Books? Visit Books.Google.com and search for “American Motorcyclist.”
lane. Fortunately the light was still red when my motorcycle and I ended up on the pavement in the oncoming inside lane.
I found out later the car wanted to make a left turn instead of a right turn and was going across all three
BLIND SPOT 1000 cc
Formula 1 was discontinued after the 1986
In all, Baldwin won 27 AMA national races—17 in AMA F1/750 and 10 in AMA
Baldwin was born in Pasadena, Calif., in 1955. When he was 7, his family moved to Tacoma, Wash., before settling in Darien,
engine-powered minibike he got at 14. A He and friends carved trails through the
unexpectedly took a runaway victory in the AMA Superbike race at Loudon, N.H., on a Reno Leoni-built Moto Guzzi LeMans.
In the late 1970s, Baldwin raced in all three classes of AMA road racing, Formula 750, 250 Grand Prix and Superbike. He also impressed everyone by finishing a close third to World GP riders and Hall of Famers Kenny Roberts and Steve Baker at Laguna Seca on a Yamaha TZ750.
The Canadian round of the Formula 750 was at Mosport that September. The World Championship was on the line and Roberts still had a shot to win it. But it was Baldwin who stole the show, beating Roberts by 40 seconds. When Roberts was asked by the press, his few words on Baldwin’s amazing performance spoke volumes: “Forty seconds, what can I say? Forty seconds.”
Baldwin won the 1982, ’83, ’84 and ’85 AMA Formula 1 Championships. He won the 1982 championship on the revolutionary Honda FWS1000 V-Four, giving Honda the distinction of becoming the first manufacturer to win the AMA Formula 1 title with a four-stroke-powered machine.
Baldwin won his final AMA Championship in 1985 on a Honda.
and scored a career-high ranking of fourth
newcomers from the club ranks that
Klinzmann. By 1976, Baldwin became (250 Grand Prix) competitors, but his big
The ’88 season marked the last full year of competition for Baldwin. After that season, Baldwin made a few fill-in appearances at AMA nationals, most notably finishing second in the AMA 600cc Supersport race in College Station, Texas,
His final race came with the Two Brothers Honda Superbike team at Miami in November of 1991. He finished seventh. Baldwin was inducted into the AMA Hall of Fame in 2001.
Located in Springfield, Mass.,
Museum of Springfield History has 16,000 and 20th centuries.
What’s Inside is the Indian motorcycle exhibit that displays more than two dozen vintage Indians, manuals, tools, memorabilia, historic photographs and more. The rarest artifact is a 1904 blue Indian designed and owned by Indian co-founder Oscar Hedstrom. When Hedstrom left
the company, he took this motorcycle with him. It was later passed on to his granddaughter. Probably the most unique motorcycle is a 1912 Indian boardtracker with its original board track racing tires.
Find It The new Museum of Springfield History is located at 21 Edwards St. in downtown Springfield. The museum held its grand opening Oct. 10. Hours are Tuesday through Sunday, 11 a.m. to 4 p.m. Admission is $12.50 or adults, $9 for seniors and college students, $6.50 for children 3-11, and free for children under 3 and museum members. Springfield residents get free admission with proof of address.
A high-gloss quarterly covering motorcycling’s Glory Days.
Moto Retro
culture baby boomers grew up with—the streetbikes, dirtbikes and minibikes of the
restorers—along with the enthusiasts who brightly today.”
Find It Moto by subscription at MotoRetro Illustrated.com and at select bike
USA
Underdogs, even.
Just don’t call them the “B” team.
Suzuki’s Ryan Dungey, Red Bull Honda’s proved the critics wrong.
Hopes for another AMA Team USA
heading into that moto, however. The Americans were third in points before the final race, but an inspired ride by moto
them in the lead when the dust settled.
“It has been a dream to come over here, and a real experience to be a part of this, never mind actually winning it,” Dungey said. “A lot of people told me what it would be like, but when you arrive here you can’t help but be amazed. We had a good time, and full credit to Jake and Ivan. I had a break between the motos, but they went back-to-back and that takes a lot of heart and dedication.”
In the first moto, which combined the MX1 and MX2 class, a consistent showing by Dungey and Weimer, who placed third and eighth, gave AMA Team USA a slim lead ahead of Italy and Great Britain. After the second moto, the edge went to France, whose Open and MX2 class riders, Gautier Paulin and Marvin Musquin, finished first and fifth. AMA Team USA fell to third behind Belgium.
A massive tangle on the start of the final moto, which combined the MX1 and Open class, took out a number of riders, including Italy’s Antonio Cairoli, who won moto one. Spain’s Jonathan Barragan emerged with the lead, but Dungey soon put his Suzuki out front and paced the field, winning in 17 laps.
“Led by AMA Motorcycle Hall of Famer Roger DeCoster, these riders were down but not out, gave it their all in the final moto and won,” said AMA President and CEO Rob Dingman. “We congratulate the riders and support crew for another job well done.”
The Motocross of Nations features three-rider teams on a range of machinery. In the 2009 event, Dungey raced the MX1 class, which features 450cc four-stroke machinery. Weimer competed in the MX2 class, which features 250cc four-stroke motorcycles. Tedesco raced the Open class. championship.
difference-maker was the opening round series in Indiana with a 3-point advantage
Lafferty won the race in convincing fashion, a runner-up finish was all Bobbitt been a long, rollercoaster year. We had a few minor mechanical issues, but we were able to overcome them. I just kept my head down and got a podium at every round, and everyone is riding so well that you have to be on the box every time. That’s what it boiled down to this year.”
Lafferty, who was going for an unprecedented ninth national title, gave Bobbitt a good run, but came up short
“When you look at a long series, you’ve got to be up front every race,” Lafferty said. “We came here with the goal to win this race and let things happen, but it didn’t go our way. But it is what it is, that’s racing, and Russ rode a hell of a race. Over the course of the series he put in the best 10 races and that’s what it takes to win a championship. So my hat’s off to him. He had a heck of a year and he deserves to win the championship.”
Shan Moore
Russell Bobbitt won the ’09 title by one point.
rides. We still have a ways to go to catch
The American women’s squad of Sarah
unable to attend the event due to last-
Great Britain won the Women’s division. and Emma Bristow edged the Spanish
the 2009 title.
the AMA Racing Championship Banquet
$49, while a ticket to both is $89 per
On Friday night, the AMA Racing Championship Banquet will celebrate AMA Racing’s amateur champions from both
suspension pioneer Gilles Vaillancourt, off-highway rights activist Mona Ehnes, industry entrepreneurs Geoff and Bob Fox,
David Hough, noted race team manager Gary Mathers, and successful dirt-track racer and tuner Chuck Palmgren. Info: AmericanMotorcyclist/LetsRock.
on the gas.
The hill at the White Rose Motorcycle Club’s All-Star Challenge threatened to be a mudfest after an overnight rain and morning drizzle, but that didn’t slow down Alex Benner (Unlimited) and his Honda, Robby DeBusk (ProSport) aboard a Yamaha and Phil Libhart (Xtreme) on a Triumph, who navigated the unique layout for class wins at Round 6 of the AMA Pro Racing Hillclimb Championship in Jefferson, Pa., the penultimate round of the series.
Making the hill even more challenging was its unique layout, with steep approaches to the two jumps and an off-camber turn above the second jump. Timing, tracking and throttle control were crucial.
Getting things started in the Xtreme class, Colby McCutcheon on a KTM blasted over the top in 8.766 seconds, setting fast time for first round. In the second round, Libhart shaved nearly a second off his first time of 9.311. At the end of the round, Libhart held first by less than a quarter-second.
At the end of the first round in Unlimited, it was McCutcheon with an 8.419, Anthony DeHart on a Yamaha with an 8.425, then Benner’s 8.588.
Yamaha-mounted Nate Redmann and Shane Green on a Honda each rode faster in the second round with 8.328and 8.236-second rides to claim the provisional lead. McCutcheon silenced everybody with an amazing 8.065-second run, but not Benner—who dropped a sub8-second time to steal the day.
Benner’s win gave him the class points lead over Libhart who finished a disappointing 14th in Unlimited.
clinched first place, giving him back-toback wins.—Jeff Whitehead
road bikes to lighter-weight late 1960s. But in the woods of earlier—and won out over the
The rider was Leroy Winters, whose approach to off-road racing was way ahead of its time.
In the 1940s and ’50s, and Michigan’s grueling, two-day, 500-mile Jack Pine Enduro was the biggest off-road event of the year. From 1923 through 1955, riders on Harley-Davidsons won 22 of 28 Jack Pines.
All of those wins, though, came on heavyweight bikes designed for road use and were slightly modified for rough terrain. Conventional wisdom held that you needed lots of power, wide tires and lots of weight on the rear wheel to win in the deep sugar sand of Michigan.
But Winters thought differently. The Arkansas rider believed a lightweight bike was the answer, and after a few years of trial and error in the Jack Pine, he built a winning bike with a diminutive two-stroke engine that carried the Harley name, even though it was designed by the German firm DKW. In the peace talks following World War II, the rights to the highly regarded DKW 125 were awarded to both Harley and BSA as part of Germany’s war reparations. The BSA version of the machine became the Bantam, while the Harley version began life as the 125, and later was enlarged to become the 165.
Winters took a light, agile 165, adapted it for the dirt by making it lighter, enlarging the gas tank and modifying the rear swingarm—and rode it to victory in the 1956 Jack Pine. In so doing, he beat machines with four or even six times its displacement, and mastered a course that eliminated threequarters of the entrants.
It would be more than a decade before the two-stroke really caught on in off-road racing, and by that time, the movement was led by the European manufacturers. But here in the U.S., enduro fans got a glimpse of the future during the 1956 Jack Pine in the form of a motorcycle—now on display at the AMA Motorcycle Hall of Fame in Pickerington, Ohio—that bore the Harley-Davidson name.
Fast & FaMOUs
Every Year, The AMA Motorcycle Hall Of Fame Honors the Best Riders, Racers And Luminaries In All Of Motorcycling. Meet The Class Of 2009.
A seven-time off-road champion. Brothers who pioneered one of the best-known brands in MX. A motorcycling safety author. A lifelong rights activist. A parts and accessories pioneer. A legendary dirt-tracker. A suspension innovator. A builder of racing championships. These are the brightest lights in motorcycling as recognized this year by the AMA Motorcycle Hall of Fame, and you can read about their accomplishments in the pages that follow. Even better, you can meet them in person this Dec. 5 at the Hall of Fame’s gala induction ceremony at the Hard Rock Hotel & Casino in Las Vegas.
The once-in-a-lifetime chance to rub shoulders with the fast and the famous will be hosted by actor and motorcyclist Perry King, who will preside over the induction of the Hall of Fame Class of 2009 and the presentation of new commemorative rings for inductees.
The event also features an autograph session and cocktail hour with new and existing Hall of Famers, along with other enthusiasts.
The induction ceremony is just part of a special weekend dedicated to AMA motorcycling. The day before, on Dec. 4, we’ll salute the racing community at
the AMA Racing Championship Banquet, which honors the best amateur and off-road racers on the planet. The weekend also includes the 2009 AMA Motorcycle Hall of Fame Concours d’Elegance, where you can feast your eyes on some of the most beautiful bikes ever created.
It all happens amid the glitz of Las Vegas at the Hard Rock Hotel & Casino. Tickets are $49 per person for one event, or $89 for all weekend festivities. Special room rates are available at the Hard Rock.
Tickets and event info: American Motorcyclist.com/LetsRock.
Gary Mathers Is One Of The Most Successful Team Figures In American Motorcycle Racing
While with Kawasaki, his keen eye for talent discovered fellow Hall of Famers Eddie Lawson and Wayne Rainey, who both went on to become 500cc Grand Prix road racing world champions. Then, at American Honda, Mathers produced a total of 48 championships in dirt track, motocross, Supercross and road racing, winning two championships every year except for one.
On how he was introduced to motorcycling
I rode dirtbikes as a kid. I had a HarleyDavidson two-stroker dirtbike. I was doing some cross country. About two years after I graduated high school, I converted a BSA into a dirt-tracker. I was sponsored by Tribers Cycle out of Spokane, Wash., and when the owner opened a new store, I ended up managing it for him.
I was never any good at racing. I was a B main guy. I could go to a National like Castle Rock and make the B main, but I could never make the A main.
On how he moved into the industry side
I raced snowmobiles in the winter, and I won some races. I went to the championship twice and raced against the Polaris team. I impressed them somehow, and they hired me as a service rep.
I traveled a lot, and when I wasn’t on the road, I was back hanging at the race shop. One day the guy running the race team, Bob Eastman, wanted to get back to racing, so they offered me the team management.
Then Kawasaki in California called me, and I went to work in motorcycles. Road racing was the big deal. On my second day with Kawasaki, I was asked to go hire Freddie Spencer. But Honda had just picked him up, and I had to call my new boss and tell him that I missed Spencer by a day.
We went back and compiled a year’s worth of race results, and the name that kept coming to the top was Eddie Lawson. We paid Eddie $25,000 for the year for superbike, and we beat Freddie Spencer the first year for the championship.
On where he found his best racers Dirt track. You take kids like Ricky Graham, Bubba Shobert, Rainey. By the time they’re 21, they probably have 200, even 400, races under their belt. A pure road racer might have 35 or 40. The dirt trackers are used to going 110 mph sideways on a mile, so getting on a roadrace bike was nothing to them.
gary maThers
The SafeTy experT
David Hough Turned 25 Years Of Experience Into Books And Stories On Motorcycle Safety
Author and rider Dave Hough stands out for his series, “Proficient Motorcycling,” in Motorcycle Consumer News. His books include Street Strategies: A Survival Guide for Motorcyclists, and two Proficient Motorcycling titles.
On his early lessons on safety
For me, early on, the discussions were not only about controlling the bike—that’s a
big part of it—but what we would call today situational awareness. There’s a lot going on out there on the public roads, and to survive, you need to know what’s around you.
Then the Hurt Report came out in 1981. It was interesting that some of the things I came up with were backed up by that. Traffic was a big hazard. Back then, about three-quarters of crashes were collisions with cars and one-quarter were single vehicle accidents. What that means was the emphasis should be on traffic.
On the acceptance of safety training
It’s always been a shock to me that the average motorcyclist riding up and down the road would not be interested in safety information. But some are resistant to it.
There’s this sentiment with some motorcyclists that they are these devilmay-care risk takers. Well, if you’re going to ride, and you’re not going to wear your crash pads, then you’ll have to accept the possibility of enduring people picking parts of the road out of your flesh with a wire brush.
On where the safety message needs to be directed today
The demographic that we need to reach is the sportbike rider. The military is addressing that with the sportbike course because of returning soldiers crashing and killing themselves on sportbikes. They’ve been able to reduce the fatalities, but we’re not doing enough to address that in the civilian world.
ThE MX BusinEss PiOnEErs
Geoff And Bob Fox Created An Empire with Fox Racing
Brothers
Geoff and Bob Fox are responsible for two of the most recognizable brands in off-road motorcycle racing: Geoff Fox gave the world the Fox Head logo and launched one of the most well-known MX brands today, while Bob Fox, with Fox Factory Inc., made his mark producing suspension components for offroad motorcycles.
On the start of Moto-X Fox
Geoff: When I started in 1971 after being a physics professor, MX was just an infant industry. In those days, when you fell off your bike, everything broke—the tank, the fenders, the handlebars. People really needed parts.
Bob: When we started the company, I was an engineer who had become a professional poker player. Being away from a regular job, I was in a position where having fun riding motocross and not having a day job, I was able to start with the company.
On how the Fox Airshock took off Bob: Geoff brought me into it. At that
time in the early and mid-’70s, wheel travel went from 4 inches up to a couple feet. That was overworking the shock absorbers, and a lot were breaking. So, as an engineer, I thought that was something I could work on. We started working on shocks, and one thing led to another, and we wound up winning the 500cc national championship with Kent Howerton just two years later. It was amazing.
With the Fox Airshock, what launched our sales was simple. We had (AMA Hall of Famers) Kent Howerton win on it in 1976 and Marty Smith win on it in ’77. We learned that if you get some big name guy winning on your stuff, it takes off. We went
GEOFF FOX
from 400 shocks a year to 20,000 shocks a year after those guys won. There was zero sponsorship. If they were using our shocks, they did it because they felt it was the best.
On the creation of the now-famous Fox logo
Geoff: The Fox logo came relatively early. We were working with a local ad agency, and they had a freelance graphic artist who designed the logo. The funny thing is, I remember wondering back then if it was really worth all the money they were charging—and I think it was about $300!
On diversifying
Bob: Through the ’70s, that was my first business experience ever. I was like, “Wow, this is easy.” But then reality set in,
The Accessory businessmAn
Robert Bates Sowed The Seeds That Became Bates Leathers
Robert Bates got his start with scooter accessories in the 1930s, and went on to create the company that ultimately became the well-known Bates Leathers.
Motorcycling attracts individuals, and that individualism often manifests itself in how we customize our motorcycles. This social phenomenon was not lost on Robert Bates, who developed a broad range of products that connected with motorcyclists, from aftermarket pillion seats to leather jackets. As one of the first businessmen to leverage this affinity for personalization, Bates helped fuel an aftermarket industry that still thrives.
Bates started Bates Manufacturing Inc. in Los Angeles in 1939 to service and overhaul motor scooters and sell accessories. Almost immediately, he began designing and building scooter windshields. When the
roberT
bob FoX
in the early ’80s, when sales went down, and I realized it wasn’t easy after all. We were struggling to stay afloat, so we got into off-road vehicles, Indy 500 stuff—we actually had our stuff on Tom Sneva’s car when he won. We did snowmobiles through the 1980s, and now bicycles are the biggest piece of our business.
Geoff: By 1977, we started getting into clothing. That started because to compete with the other teams with our shocks, we had to have a race team. And they had to have uniforms. So we made clothing. As soon as they showed up on the track, we started getting requests from people who wanted to buy the clothing. So we made a very conscious decision to go into that market. It’s pretty amazing to see that grow all over the world.
bATes
metal for his windshield rims was no longer available during World War II, he developed a plastic rim that he later patented. In the late 1940s, the company began publishing a popular catalog that featured motorcycle accessories and leather apparel.
According to Bob Rudolph, who purchased Bates Manufacturing from Bates in the late 1950s and renamed the company Bates Industries, Bates’ early innovation and business relationships established the foundation that helped the firm thrive when it began manufacturing the popular Bates colored-racing leathers that most people remember it for today.
“Robert Bates founded the company in a 600-square-foot garage, and from there it grew into a business that had a reputation for quality jackets, pants, aftermarket seats, a popular headlight, windshields, fairings and saddlebags,” Rudolph remembered.
“He also had a strong rapport with the dealers, and he stayed with the firm to help manage our dealer network after I purchased the company. Bates was a true pioneer in the motorcycle accessory industry.”
Main photo: Robert Bates (right) and his daughter, now Diana Jean Bates Rogers. Insets: AMA Hall of Famer David Aldana caused quite a stir when he showed up to race in his custom Bates skeleton leathers, and a few of the products in the company’s early line.
mona ehnes
The Freedom FighTer
Mona Ehnes Has Protected Riders Rights For 40 Years
Mona Ehnes charged into the fight for motorcyclists’ rights in 1967, when controversial legislation was introduced that would have restricted off-highway vehicle (OHV) riding opportunities in her home state of Montana. Ehnes has been at the front line of the OHV rights battle ever since, as a founding member of both the Great Falls Trail Bike Riders Association and the Montana Trail Vehicle Association, and as executive assistant to the National Off-Highway Vehicle Conservation Council.
On how she discovered motorcycling
My husband, Vic, had a Triumph Cub that he rode in the mountains. After we got married, we got an old Honda 50 step-thru that
I rode. I had a couple kids, and when the kids got bigger, they would ride with us.
On what riding taught her kids
They learned a good respect for the land and the resources, the scenery and for just Montana in general. We camped, fished, rode, and it all involved motorcycles. My kids were never in the sports scene. They rode motorcycles and snowmobiles in the winter and they turned out pretty good.
On what pulled her into fighting for offroad access rights
They added a section onto the Bob Marshall Wilderness area called the Lincoln Scapegoat Wilderness that closed off access. That was when I became active. But there were so many places to ride at the time that people weren’t really concerned about it.
Then there was a space of time, through our local club, the Great Falls Trial Bike Riders Association, that we had a lot of trail
projects. We had an adopt-a-trail project in the Highwood Mountains.
Those areas didn’t have any value to anti-riding activists then, but now that’s changed. These days, they’ve taken this approach that they want to be able to go into the forest and not hear anything. We now have more areas where the Forest Service has recommended Wilderness designation, so we’ve lost more trails in those areas. It’s really been a battle.
On how to effect change
You need to be active on a personal level with the local land managers. You need to be active with your legislators. It’s important to non-riders that we demonstrate what a family sport this is.
The non-riding public has such a misconception of what our sport is. They think it’s what they see in freestyle competitions on television. They don’t know it’s mom and dad and kids on quiet trailbikes in the woods.
The Off-ROad POweRhOuse
Randy Hawkins: 7-Time Champ
Aseven-time AMA National Enduro Champion, Hawkins won 13 International Six Days Enduro (ISDE) gold medals and 73 AMA Nationals. He works today as team manager of AmPro Yamaha.
On how he got started in racing
I grew up on a farm, and we had the opportunity to ride a lot. My dad had me on an XR70 as soon as I could touch the footpegs. Before motorcycle racing, I got into go-kart racing. I went to a national race in North Carolina, and the kid behind me crashed right in front of my dad, and my dad said I was going to do something else. I probably would be a car racer now if that kid would have crashed anywhere else on
that track.
Then it was motorcycle racing. When I got older, I asked my parents to just let me focus on that for a year, and then I talked them into another year, and I was then able to support myself. I won my first National, in Texas, in ’86, signed my first deal in ’87 and won my first championship in ’88. By ’89’90, I felt like I had finally made it as a racer. I was being paid a salary, had my pictures in all the magazines and was focused on my goal, to win races.
On what he got out of racing
I just loved to ride my motorcycle. I loved winning. I also really enjoyed the friendships, being able to be part of something, the racing community and a family-oriented group. Those types of friendships are something you can’t put a price on.
On his greatest accomplishment
I don’t think I have just one. From being
Randy hawkins
a gold medalist at the ISDE to winning a national race to winning a championship to being a part of the Hall of Fame, it would feel unfair to put one thing ahead of the others. Not to be corny, but I’d have to say it’s what all of that makes me, or has given me an opportunity to be. The most proud I feel is when a fan or parent of a fan comes up and thanks me for being a good ambassador for the sport.
Advice for the next generation of racers
As a racer coming up, winning the races, you may think you’re the one, you’re the one riding the motorcycle, you’re the guy making it happen. But if you didn’t have the support of friends and family, where would you be? You have to be over-appreciative of the people who have helped you achieve your goals.
Take the time to thank somebody. Even when people make mistakes, remember all the good they did for you.
Davey Morgan Photography
Photo
AMA Membership Gift Certificates
GO TO: AmericanMotorcyclist.com/AMAgiftcertificate to buy and download your AMA Membership Gift Certificate
The gift of an AMA Membership helps protect the future of motorcycling and promotes the motorcycle lifestyle. Plus, there are incredible everyday benefits, such as AMA Roadside Assistance, a subscription to American Motorcyclist magazine, and great discounts on riding gear, accessories, lodging, and many other valuable services – all worth far more than the $39 annual membership fee.
So this holiday season, choose an AMA Membership for everyone on your shopping list.
* AMA Roadside Assistance is free when you sign up for online auto-renewal, or when you purchase a 3-year membership. Standard one-year membership is also available.
Jan. 15-17: Washington, D.C.: Washington Convention Center ; DCConvention.com
Minneapolis
Beach
Apr 1- Nov 30: USA 4 Corners Tour: So. CA Motorcycling Assoc; David L. Johnson; (909) 796-2277; usa4corners.org
Apr 1- Nov 30: Color the World with KOA Grand Tour: Midnight Riders; Charles Kirkman;
Apr 1- Nov 30: Grand Tour of Ireland: Irish Riders Motorcycle Club; Maggie McNally; (518) 209-2464; irishridersmc.com
AMA District
AMA District
37 Dual Sport, Paul Flanders; (626) 792-7384;
Ride with the AMA 85th Ann. Classic Grand Tour: Dayton Motorcycle Club; Kevin Looney; (937) 263-9321; daytonmc.com
Apr 1- Nov 30: Roadside Attractions Grand Tour: Road Winders M/C; Joe Sloan; (215) 3224436; hogman19053@yahoo.com
Jan 1- Dec 31: SCMA Parks Adventure Grand Tour: SCMA; Blake Anderson; (310)345-9799; mitch0399@earthlink.net
Long
Benefits
Featured AMA Member Benefits and discounts from AMA partners.
AMA Roadside Assistance
Maximize your riding time and minimize the inconvenience of a breakdown with AMA Roadside Assistance, offering peace of mind and coverage for all your vehicles and your family’s vehicles, from motorcycles to cars to RVs and trailers. Better yet, AMA Roadside Assistance is available FREE to AMA members who sign up online and choose the convenience of yearly automatic renewal, or who sign up for three years.
Discounts On Parts & More At BikeBandit.com
If it’s an OEM part for your motorcycle or pretty much any accessory or piece of gear you can think of, you’ll find it online at BikeBandit.com. And AMA members get a 10 percent discount at checkout by entering their AMA numbers.
Bank Of America Visa 3 Percent Rebate Program
As an AMA member, every time you use your AMA Visa card at a qualified motorcycle retailer, you get a 3 percent rebate on your credit card bill. Get full details and apply online through the Members Area of AmericanMotorcyclist.com, or call (800) 523-7666 and mention code FAAOLW.
Discounts On Garmin Navigators & Products
The best way to never get lost? A quality GPS system like those from AMA partner Garmin, which offers as much as 20 percent off on navigation systems and software at Garmin.com/AMA.
Discount On Biker Rain Chaps
For days with wet roads, a full rainsuit can be too much.
Biker Rain Chaps keep you clean and dry and are easier to get on and off than a full rain suit. Biker Rain Chaps also add an extra layer of insulation for chilly mornings or evenings after the sun has gone down. AMA members get 25 percent off at BikerRainChaps.com/AMA
Discounts On Mad Maps
Local knowledge of the best roads are as close as MAD Maps, some of the highest quality maps and routes for motorcyclefriendly road trips available. AMA members get 15 percent off using this discount code: AMA8675309 at MADMaps.com.
AMA Supercross Ticket Discount
What’s better than a seat at an AMA Supercross? The same seat for $5 off because you’re a member of the AMA, that’s what. You get that savings on advance purchase tickets from SupercrossOnline.com, using the password AMASX09, or in person at the box office by showing your AMA card up to the day prior to the event (discount not valid on raceday). Get full details at AmericanMotorcyclist.com > Members Area > Benefits.
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monthly
5. No. of issues published annually: 12
6. Annual subscription price: $15.00
7. Location of known office of publication: 13515 Yarmouth Dr., Pickerington, Fairfield County, OH 43147-8273
8. Location of headquarters or general business office of the publishers: 13515 Yarmouth Dr., Pickerington, Fairfield County, OH 43147-8273
9. Name and complete address of Publishers-American Motorcyclist Association, 13515 Yarmouth Dr., Pickerington, Fairfield County, OH 43147-8273; Managing Editor: Grant Parsons, 13515 Yarmouth Dr., Pickerington, Fairfield County, OH 43147-8273
10. Owner: American Motorcyclist Association, 13515 Yarmouth Dr., Pickerington, Fairfield County, OH 43147-8273
11. Known bond holder, mortgages and other securities: none
12. Tax Status (For completion by non-profit organizations authorized to mail nonprofit rates). Has not changed during preceding 12 months
13. Publication name: American Motorcyclist
14. Issue date for circulation data: November 2009
15. Extent and nature of circulation:
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that the
and
Use Your Off-Season Wisely
Plan Well To Get The Most From The Next Rally Season
and you can ride away with an enriching experience you won’t soon forget. On the other hand, you can go to a rally and leave place.
As I finish up my own riding season—
Northwest—I’ve been thinking about a few wind down the year and start planning
By Tom Mehren
Pick your rallies wisely: Too often, someone who enjoys a certain style of bike or a certain style of riding shows up at a rally that has little to do with his or her
ride a dual-sport bike, for example, you
that sounds appealing. Not that new experiences can’t be fun, but it’s better if you know what you’re signing up for. Do your research:
to find out if a rally is for you is to ask around—something made much easier by the Internet, forums, chat rooms and rider groups. Ask yourself what experience you want from a rally. Do you simply want to hit a social gathering, or do you want to expand your horizons by taking in a few guest speaker seminars, riding some awesome routes and enjoying a variety of evening entertainment? The Internet wisdom knows.
Consider the price and the experience: Rallies come in all kinds of packages, with all kinds of prices. A weekend gathering stitched together by a few members of a motorcycling forum will usually involve you paying for your accommodations/camping and all your meals. Club-level rallies are often done by volunteers. In more rare cases, there are promoters who put on full-scale rallies complete with vendors, demo rides, top-name guest speakers and a variety of riding opportunities. These tend to be some of the larger and more robust
lot of time on the rally website getting
to know the event schedule, then
gather a little historical, geological and meteorological information about the area. If you won’t be camping onsite, book your accommodations well in advance (you can usually cancel later, check the cancellation policy), and by all means book your vacation time sooner, rather than later. If the rally website is
short info, e-mail the promoter. time
Part of the rally experience is getting there and back. You could slab it each way on an interstate, but to enhance your fun, take a little time beforehand and route yourself along the secondary and tertiary roads, or loop in a town you’ve always wanted to see. These approaches may take a little extra effort, but planning next year’s fun is usually a good time in itself—especially if
it’s snowing outside!
Tom Mehren is the publisher of
events, and can be worth the higher price of admission.
Plan ahead: Before you go, spend a
soundrider.com and the founder of Rally in the Gorge (since 2003; SoundRider.com/ rally), which will once again be the AMA
