Minnesota Motorcycle Monthly - July 2015

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Inside: M oto Guzzi V7 Stone • The Northern Triangle Ride Special Section: Touring Bikes • Usual Stuff

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Minnesota Motorcycle Monthly® #167 July 2015

3

Minnesota Motorcycle Monthly®

Table of Contents July 2015 3

From The Hip

PUBLISHER

4

Victor Wanchena

All The News That Fits

MANAGING EDITOR

5

Bruce Mike

Geezer With A Grudge Tires Make the Man

EDITOR Guido Ebert

6

Tales From The Road Part I: He Chose Poorly

COLUMNISTS Thomas Day

7

CONTRIBUTORS

Photo Courtesy of frompo.com

Paul Berglund David Harrington Jesse Walters Tammy Wanchena

From The Hip

WEBMASTER Julie S. Mike Minnesota Motorcycle Monthly® is published nine times a year by: Hartman Press, Inc. 7265 Balsam Lane North Maple Grove, MN 55369 Phone: 763.315.5396 email: bruce@mnmotorcycle.com www.mnmotorcycle.com Subscriptions are available for $14.00 a year (U.S. funds).

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Copyright 2015

by Hartman Press, Inc. All rights reserved.

Gear Review Jacket Movie Review On Any Sunday: The Next Chapter

By Bruce Mike

8-9

A

Bike Review Moto Guzzi V7 Stone

s of June 17th the total number of motorcycle fatalities in Minnesota was 24. That’s eight more than last year at this time. That’s a 50% increase. It turns out 11 of these fatal crashes happened while the rider was “negotiating a curve”. In 14 of these deaths they weren’t wearing helmets, in seven, they were. In the remaining three they couldn’t make a determination which seems weird to me.

What I get out of these statistics, my math is pretty rough, you increase your chances of survival by almost 50% if you ride only in a straight line. If you wear a helmet your chance of survival is over 60%.

Now, riding in a straight line is not only boring but pretty much impossible. To get everyone to wear a helmet would require a law and I’m not a fan of more motorcycle laws.

I’ve been riding for a lot of years and what I know for a fact is that training has made me a better and safer rider. I’ve taken advanced rider courses that were a ton of fun. I pay close attention to people who I ride with who are better than I am. I ask questions and I try to apply the things I learn.

Currently I wear a helmet, gloves, jacket and boots when I ride. That’s about as close as I get to ATGATT (All The Gear All The Time). I haven’t always ridden this way. I’ve gone back and forth over the years and I’m not certain why. Currently, I believe it’s directly related to seeing my wife get hit by an inattentive driver and because she was wearing appropriate riding gear, she only suffered a broken wrist.

Nobody can tell me to wear a helmet, take a class or ride safer. These are choices I have to make. As I get older I have gotten a little wiser. I don’t ride nearly as fast or recklessly as I did when I was younger.

I have been making a conscious effort since my wife’s accident to ride better. When I first started riding an old guy told me “you have to ride like you’re invisible, nobody can see you so you need to see them”. I think of that often when I see all the distracted drivers out there. I really keep my head on a swivel and stay focused on the driving. I position myself in my lane so I can be seen. I don’t wear high-vis gear all the time but I do when it’s raining. One of my biggest struggles is being a defensive driver on a bike.

Bikes maneuver, accelerate and stop faster than any other vehicle on the road. When I’m not driving defensively, I take those advantages away. While I don’t drive as aggressively as I did in my sport bike years, there is definitely room for improvement.

What I find frustrating is the fact that most motorcycle fatalities are a result of the bike rider losing control of their motorcycle while not wearing a helmet. We all ride at a certain skill level and when I ride outside that, I crash. Fortunately for me, these days, I only seem to push my limits when I’m riding off-road and my crashes tend to be at lower speeds and I wear gear. My bike and I get banged up a little but we live.

Over the years I’ve done my share of riding in shorts and a t-shirt. I loved the freedom of just hopping on the bike and going. I also spent a lot of years wearing appropriate riding gear as I do now. One of the big differences with gear is the fatigue factor. A full face helmet, jacket and gloves allow me to ride a lot more miles without getting tired and when I’m not tired I’m much more alert. If you’re new to riding please take a class. You’ll save on your insurance. If you’re a rider who doesn’t wear gear, give it a try . You might like it and it may save your life.

10-12

Special Section Touring Bikes

13

Motorcycling In Minnesota The Northern Triangle Ride

14

Random Scootering The Three Types of Scooter Touring.

Calendar

15

Feature Exploring Minnesota’s Northwest Angle Cover photo Guido Ebert Moto Guzzi V7 Stone Provided By: David Harrington Bike was purchased from Scooterville/Mill City Motorcycles 904 19th Ave S, Minneapolis, Minnesota 55404 612.331.7266 scootervillemn.com millcitymoto.com

MMM

Je Suis Charlie

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Minnesota Motorcycle Monthly® #167 July 2015

All The News That Fits Victory Racing “On The Gas”

ABS ($10,499) and GSX-S1000F ABS ($10,999). All three GSX-S1000 models by a 999cc inline-four from the previous generation GSX-R, the three-mode Suzuki Advanced Traction Control System, KYB suspension, Brembo monobloc brakes and Renthal bars.

Suzuki also announced the return of the Bandit 1250S ABS and the TU250X for the 2016 model year.

Yamaha Reveals A Batch of 2016 Models Yamaha has confirmed 10 models for 2016, including six off-road bikes and four road models.

Dirt enthusiasts can expect the updated YZ250F ($7,590) and YZ450F ($8,590) later this month, and the YZ85 ($4,090), YZ125 ($6,390), YZ250 ($7,290) and the new YZ250X ($7,390) in August. Road bikers can expect to see the returning Bolt ($7,990) and Bolt R-Spec ($8,390) in August, and the FZ07 ($6,990) and FZ-09 ($8,190) in September.

Honda Intros New Off-Road Models Look for the CRF450R ($8,699) in July, the CRF150/Expert ($4,990/$5,140) in August, and the CRF250R ($7,599) in September.

The CRF450R gets a revised suspension, the CRF150 remains the only 150cc four-stroke race bike made, and the CRF250R gets an updated intake and exhaust.

Kawasaki Shows Five for the Dirt Victory Racing has been “on the gas” lately, entering the Isle of Man TT with a team of two electric motorcycles, taking part in professional drag racing, running a stunt team, and fielding an entry in the iconic Pikes Peak Hill Climb with a water-cooled V-twin built in conjunction with Roland Sands Design.

Guy Martin, who stepped in to ride the bike on behalf of the injured William Dunlop, placed fourth with a 109.7 mph lap after completing only two practice laps on the bike the day prior to the race. “It’s a proper fast bike,” Martin said. “I’m happy to have had the opportunity to ride it.”

In early June, Victory Racing achieved a third-place podium finish in its first ever attempt at the Isle of Man TT event after Lee Johnston rode a 111.6 mph lap.

The 2015 Pikes Peak International Hillclimb – a timetrial on a 12.42-mile course with 156 turns – took place June 28, just as this issue of MMM was going to press.

Honda’s $184,000 RC213V-S Honda recently revealed a limited-production, street-legal MotoGP derived bike called the RC213V-S. Astonishingly, Honda wants $184,000 for it. Even more astonishing, Honda says the U.S. spec version will put out only 101hp @ 8,000rpm and only buyers outside of the U.S. will have the option to purchase a “Race Kit” for additional coin to unleash the bike’s full 215hp @ 13,000rpm.

Reservations for the bike will be taken exclusively through the official website: www.

RC213V-S.com beginning at 1 p.m. Central on July 12.

Lane-Splitting Safety Study Researchers from the University of California Berkeley reviewed nearly 6,000 motorcycle-involved traffic collisions between June 2012 and August 2013, including 997 in which the riders were splitting lanes at the time of the crash.

Among the findings: - Lane-splitting is safe if done in traffic moving at 50 mph or less, and if motorcyclists do not exceed the speed of other vehicles by more than 15 mph; - Compared to other motorcyclists, lane-splitting riders were more often riding on weekdays and during commuting hours, were using better helmets and were traveling at slower speeds; - Lane-splitting riders were significantly less likely to be rear-ended than non-lane-splitting

riders (2.6 percent vs. 4.6 percent); - Compared to riders who were not splitting lanes, lane-splitting motorcyclists were markedly less likely to suffer head injury (9 percent vs. 17 percent), torso injury (19 percent vs. 29 percent) or fatal injury (1.2 percent vs. 3 percent); Motorcycle lane splitting is a common practice in many countries throughout the world – particularly in the highly urbanized areas of Europe and Asia. Long recognized as a way to alleviate traffic congestion and reduce the risk of crashes, the practice nevertheless remains largely prohibited in the U.S., with California currently being the exception.

The UC-Berkeley study is the latest to examine crash data related to lane splitting and follows a similar report issued in October 2014 (MMM #162).

H-D LiveWire By 2020?

Harley-Davidson CEO Matt Levatich told the Wall Street Journal that the LiveWire electric motorcycle shouldn’t be expected “in the next couple of years – but it’s not past 2020 either, unless we run into some impossible barrier.”

H-D in 2014 produced three-dozen LiveWire for a 30-stop U.S. tour that yielded more than 6,800 demo rides and feedback from more than 15,000 consumers.

Levatich said Harley would await improvements in battery technology so the LiveWire can have the performance he believes buyers expect. “Will we get to that Nirvana that cus-

tomers say they want? Probably not, “ he said.

“Will we get close enough? I believe we will.”

Price is another issue. Levatich said riders generally have indicated they would pay $20,000 for the LiveWire, but the company couldn’t profitably sell the bike at anywhere near that level, given today’s battery technology.

J&P Cycles Leaving Iowa Mail order and online retailer J&P Cycles is leaving Anamosa, Iowa, moving its warehouse to Kentucky, management offices to Texas and call center to Florida. Approx. 125 employees are affected.

J&P Cycles is owned by the Motorsports Aftermarket Group (MAG). MAG said the decision will not impact plans for this year’s Open House Rally at the nearby Jones County Fairgrounds. Also, the National Motorcycle Museum, built by J&P founders John and Jill Parham, will remain in place.

“While I know that improving customer service is important to hold a strong position in the market, and with the Internet, people want everything now, it is painful to see the company that Jill and I built here in Anamosa move its headquarters,” said John Parham.

Parham will be inducted into the American Motorcyclist Association Motorcycle Hall of Fame this October.

Kawasaki recently revealed that its off-road line for 2016 includes the KX 65 ($3,699), KX 85 ($4,349), KX 100 ($4,599), and the radically revised KX 250F ($7,599) and KX 450F ($8,799).

Brando H-D Up for Auction A Harley-Davidson Electra Glide owned by Hollywood legend Marlon Brando was set to garner $400,000 during a June 26 auction (held just as this issue of MMM was going to press).

Brando is thought to have brought the bike in Los Angeles in 1970, just days before he started filming for The Godfather. He owned several motorcycles during his lifetime, but auctioneers say they believe this is the only H-D he ever bought. It has 13,859 miles on the clock.

Brando, who rode a Triumph Thunderbird 6T in The Wild One, was expelled from high school for riding a motorcycle through its corridors.

AMA Vintage Days Vintage motorcycle riders, collectors and racers should be planning to ride or haul their classic bikes to Mid-Ohio Sports Car Course July 1012 for AMA Vintage Motorcycle Days.

The event this year celebrates the 25th anniversary of the AMA Motorcycle Hall of Fame museum. AMA Vintage Motorcycle Days is a fundraiser for the facility, but also offers vintage racing, North America’s largest motorcycle swap, bike shows, stunt shows, demo rides and seminars.

Sumitomo Picks Up U.S. Dunlop Cycle Tire Biz Sumitomo Rubber Industries will acquire Goodyear Tire & Rubber Co.’s 75 percent interest in Goodyear Dunlop Tires North America Ltd., as the companies execute an agreement to dissolve their global alliance formed in 1999 and avoid arbitration. In addition to assuming full ownership of the Dunlop motorcycle tire business in North America, Sumitomo will have rights to sell Dunlop-brand tires to Japanese vehicle manufacturers in the U.S., Canada and Mexico.

Suzuki to Offer GSX-S1000 Suzuki plans to offer three GSX models in 2016, the GSX-S1000 ($9,999), GSX-S1000

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MMM

Minnesota Motorcycle Monthly® #167 July 2015

Geezer With A Grudge

I

5

Tires Make the Man

By Thomas Day

The guys who almost never pose as anything but themselves are real Touring riders. With 100,000 miles on the odometer, they know the only thing they can’t scrimp on is their tires. A Gold Wing will putter along with watered-down Canadian gas with an occasional ping or two, but a flat tire in Shit Creek, Wyoming is downright life-threatening. These guys will tape a Dollar Store cupholder to their handlebars, but the only money they save on tires comes when they install the skins themselves. There is nothing funny about getting stuck in Whitehorse with a wrecked tire. You won’t make it back out of town for less than $600 and you might spend twice that again on a motel bill while you wait for the shop to get around to installing your tire.

am officially retired as of this summer. “No more pencils, no more books, no more rules, no more teacher’s dirty looks.” Ok, the dirty looks came from me, but I’m done with that too. The next time I hear some kid complaining about how hard school is, I’m just going to laugh at the pampered little cell-phone addict. I, officially, do not have to care any longer.

One of the best things about being retired is giving up on all pretense of concern for dress codes. “What are you going to do, fire me?”

The people who mismanage America’s businesses solidly buy into the old adage that “clothes make the man.” I have spent most of my career ignoring dress codes or pushing their boundaries closer to my own comfort zone. Starting this summer, my comfort zone will creep closer to full nudity. Avert your eyes or don’t sneak into my backyard uninvited.

In the motorcycle world, our suits are on the wheels. Your tires say a lot about what there is to know about you as a rider. Your bike could be a cluster of vintage bits cobbled together with gaff tape and pipe clamps, but if your tires are good you’re officially well dressed. On the other (and more typical) hand, your bike may be a shining example of everything Cruiser Magazine says is “all the rage” or a plastic-fantastic full-race liter bike that Cycle World calls “all pimped out,” but if your tires are bald you are undressed. If a motorcyclist looks at your tires and mutters “chicken stripes,” you’ve been outed as a poser and the kind of rider who crawls through corners and blasts down the block as if he were being chased by Barney Fife (look him up, youngsters). On the other hand, some tires say nothing but good things about your sterling character.

Sport Bikers have a tendency to be proud of balled up bits of rubber clinging to the outer edges of their tires. If you are a racer, that’s just expected. You can’t successfully race anything on two wheels without pushing the boundaries of traction at all possible angles.

If you are a street biker, you are a goofball who likes to push traction to the limits’ edge and are probably about as fun to ride with as a wasp trapped in the helmet. There aren’t a lot of places on the street where leaning a bike over far enough to touch a knee to the ground can be called anything but “reckless.”

The sad fact is that almost every Sport Bike

Being “well dressed” on a 10,000 mile tour means having brand new tires on the bike and a second set wrapped and ready to dropship in the garage; postage pre-paid so your wife or best friend can just fill out the shipping label and drop the tires off with UPS. Photo by My Ride Blog

sold is over designed for any practical street application and that probably explains why so many of those motorcycles fall into the “less than 1,500 miles per year” category. Off of the racetrack, they are just rich kid toys with no more practical use than a plastic Star Wars laser sword. The tires tell that story repeatedly.

Cruiser owners generally have more concern with the polish of their white sidewalls than traction or lean angle. In fact, Cruiser lean angle is about topped out where the sidestand puts the bike when it’s parked in front of the local bar. You can’t blame these guys for chicken stripes, since straight-up is about the only way to ride a cruiser. However, a lack of concern when the tire wears down the inevitable center says a lot about the owner of an already-disabled vehicle.

Motorcycles with marginal suspension, cumbersome maneuverability, and as much mass as a Prius can’t afford an on-the-road tire failure. When you’ve given away every advantage a motorcycle has in the road warrior battles, you can’t blow off swapping out that bald rear tire because it’s a hassle. Tires are a more important piece of clothing on a Cruiser than chrome.

Purpose riders sometimes make a big deal out of their off-road worthiness. Seeing a KLR parked in front of a coffee shop shod in full non-DOT knobbies with narry a scuff on the side knob sprue nubs and the soft middle of the tire worn down to a bump is always good for a laugh. You might as well paint “dirt” onto the bike as imagine that other motorcyclists are going to be impressed with your tales of off-roading. Any trials rider knows that a pretty mild tire pattern can carry the average motorcycle through some seriously rugged stuff. You don’t need knobbies for the occasional dirt road. But you’d know that if you ever rode that thing away from pavement.

I might be naked in the backyard, but my bike is always well dressed and there are two complete sets of replacements in the back of the garage waiting for the next big motoring social event. You never know when you might be invited to go somewhere and do something cool. Wouldn’t want to violate the only dress code I’ve ever honored.

At the other end of the style spectrum, Dual

Every issue 1996 thru 2015 — www.mnmotorcycle.com

MMM

6

Minnesota Motorcycle Monthly® #167 July 2015

Tales From The Road

Part I: He Chose Poorly

I

By Paul Berglund

’ve mentioned before that I have a weakness for a brand of motorcycles that are mainly Orange. I’ve owned several now. My first KTM street bike was a 950 Supermoto. I loved that bike. It was pure fun to ride. But, after MMM did a road test on the 990 Super Duke, I found myself lusting after the Duke. I started to watch Craigslist for a used Super Duke. Only one turned up locally all summer. I went to look at it and it was trashed. Over the winter I broadened my search. I had a perfectly good motorcycle, so I didn’t NEED another bike, but the thought still haunted me. Then, in June of the following year, I found the Holy Grail of Super Dukes: the 990R Super Duke. I wasn’t sure exactly what the “R” stood for, but I did know it put out 20 more horsepower than a standard 990 Duke. It was the same price as the crapped out Duke that was still for sale on Craigslist. My problem? The “R” was for sale in Denver.

Photo by Paul Berglund

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I called the guy who ran the ad. He was selling it for a friend. (Run away! a voice said.) It was in excellent shape with low miles. I looked up what the airfare was to Denver. It was pretty cheap and the flight was short.

My wife dropped me off at the airport on her way to work and I was standing and looking at the bike by 10am. It was awesome. I finally met the bike’s owner and he was truly eccentric.

An engineer by trade, and that was the sum total of his personality.

A brief ride around the parking lot and I pulled $7,000 out of my backpack. The bike was mine. Almost. In Colorado if you sell a vehicle the seller keeps the license plate. The buyer must go to the Colorado DMV and transfer the title and get a temporary license plate.

I got back on the seat of pain and rode to the nearest Waffle House. It was in Longmont, Colorado. I ordered one of every thing and devoured all that they brought me. The booth was made of formica clad plywood and was void of all comfort. I got back on the punisher to ride on. Just up the freeway was Loveland, Colorado, and Highway 34.

Hwy 34 is a winding mountain road that runs up to Estes Park. I took a detour. The road is fantastic. This bike was made for just such a ride. However the interface between the bike and my behind was brutal and lacking in all human kindness. KTM was as indifferent to my suffering as Garmin is to the suffering of those who try to use their GPS programs.

My butt feeling was that I had bought the wrong Duke. The regular Super Duke is 100% user friendly. A bike I would recommend to anyone. This bike, the “R” version, was “technically” better in a cold cruel Teutonic way. The people who made this Duke wore lab coats and didn’t get enough hugs from their mothers when they were little. They used their skill at motorcycle engineering to pack the anger and resentment of their mothers into this very bike. Now I must ride it back to Minnesota. Not the kind of revelation you want so far from home.

“I got back on the seat of pain and rode to the nearest Waffle House.

It was in Longmont, Colorado”.

The DMV I go to here in Minnesota can be quite hectic. A lot of people that are new to our country and don’t speak English very well tend to go to that DMV. I get frustrated at the long wait, but the chairs are comfortable, the cultural spectacle is entertaining, and it’s never more than an hour to get my business done. How bad could the Denver DMV be? It was a lot worse. I got a number and was told to have a seat on one of the large wooden church pew like benches. Hours went by. My butt was sore from the brief stint on the KTM perch of pain. The wooden pew was softer than the wickedly cruel seat on the “R” but my buns were failing fast. Time slowed to a crawl.

My hands started to feel shaky. I was very hungry. The last time I ate was at the MSP airport seven hours ago. Finally, at 3:00 pm, a disgruntled government worker handed me a piece of paper she called a license plate and shooed me away.

Before I got back to the freeway, I stopped at a hardware store. I made a license plate bracket out of some plexiglass I found in the parking lot and the TSA mandated plastic bag from my backpack. We were legal now. With grim determination I set off. It started to rain lightly. Hwy 25 merged onto I-80 in Wyoming and the rain tapered off. A few miles into Nebraska, I stopped at a hotel. Too tired to gas up the bike, I slunk to my room and slept face down on the bed.

The next day I got up at sunrise. My room faced east and I could see clear blue sky and the freeway stretching out all the way to the big orange ball of the sun. I dressed, ate a granola bar and walked out to my new bike. While I put on my helmet and gloves, I looked over to the West. A solid green & black wall of clouds was fast approaching.

I wouldn’t even have time to gas up before the churning vortex would envelope me and my wickedly cruel bike. But the Duke “R” is fast and, to a lesser extent, so am I. The two of us were on the freeway and speeding East in minutes. Like Edith Lot, I looked back to see the hotel swallowed up by the storm. Super Dukes don’t have a fuel gauge.

A feeble orange light comes on when you are about to run out of gas. I watched for cops and I watched for the little orange light and I watched my mirrors as the storm raged behind me.

Every issue 1996 thru 2015 — www.mnmotorcycle.com

MMM

Minnesota Motorcycle Monthly® #167 July 2015

Gear Review

7

Viking Cycle Motorcycle Jacket

By Bruce Mike

I

have a lot of riding jackets and if you ask my wife she’ll tell you I don’t need anymore.

I can’t help myself. I like jackets. So when The Motorcycle House contacted me to review one of their Viking Cycle Skeid Brown Leather Motorcycle Jackets, I quickly agreed.

I’m very picky about riding jackets and with a price point of around $100, I figured this jacket would not meet my requirements. I was wrong. It is a really nice jacket.

It is made of thick Buffalo Hide that is soft and pliable and I imagine it will break in to being even softer. They call the color brown but it is so dark it looks black.The stitching and zippers are appropriate to the weight of the leather. All the zippers are sewn into leather so they aren’t going to fray and get stuck on a nylon liner.

There are vents and stretchable panels in all the right places and enough pockets to do your grocery

shopping. The pocket entry points are surrounded in leather so you don’t have to worry about tearing them at the edges. The pocket liners are made of really heavy nylon so they aren’t going to rip or tear from the things you carry in them.

There is light armor/padding in the elbows, shoulders and back. Not race-worthy but certainly adequate for normal riding. It has a snap in liner that was warm enough for me at 45 degrees. Any colder than that and I’m putting on heated gear anyway. I strongly prefer snaps to velcro and I was kind of surprised to see them in this jacket. There is a padded soft edge on the collar where it comes in contact with your neck that I thought was really nice and well thought out.

I’m not a stylish guy so I like my jackets to be clean, simple and timeless. This jacket achieves that. It’s not flashy or overdone and thank God it has no tassles. It does have leather zipper pulls that work great when you’re wearing gloves.

The only fault I could find with this jacket is it is kind of snug in the sleeves, so wearing heated gear with the liner in may not work. At the same time I prefer snug sleeves on long rides because it seems to reduce fatigue.

Overall, I would and will recommend this jacket to anyone. To get this kind of quality these days for around $100 is unheard of. If you are looking for a good all-around jacket you might want to get one quick before they run out or raise the price.

For the full line of Viking Cycle jackets visit www.motorcyclehouse.com

MMM

Movie Review

On Any Sunday: The Next Chapter Directed by Dana Brown Red Bull Media House, 2014 90 minutes

F

By Tammy Wanchena

inally, a sequel worthy of “On Any Sunday”.

“On Any Sunday: The Next Chapter” is worth the price of admission, even though the cost of a ticket is about $12 more than you would have paid to see the original on the big screen. Dana Brown has the ability to create the same tension and excitement as his dad Bruce did in the original by showing us the world of motorcycling on a grander scale than mere commuting.

impairment or having been in bad crashes. It always amazes me how so many riders are able to brush themselves off and hop back on what’s left of their bikes. Watching Jake McCollough race the Springfield Mile with a mechanical arm made by Mert Lawill touched my heart and set the stage for the stories to follow.

I drink far too much caffeine to not be filled with close to the same level of anxiety that Amy Maddison must have felt watching her husband Robbie do a 375-foot jump off a ski hill-long jump ramp.

That is the equivalent of an eighteen and a half story building!

“I love when a movie stirs up strong emotions in me, and this movie truly delivers.”.

I would love to tell you that the first thing that comes to my mind when I think “On Any Sunday” is motorcycling, but the truth is, the first thing that comes to my mind is the cheesy theme song that played throughout. I am happy to report we were spared that this time around until the credits rolled.

I love when a movie stirs up strong emotions in me, and this movie truly delivers. The anxiety of watching stunts and crashes. The compassion for the riders and their stories. And above all else, the desire it creates to get out and ride. I hope “On Any Sunday: The Next Chapter” inspires this generation the way the original inspired us so many years ago.

MMM

What I loved most about this film were the inspiring stories of people who ride in spite of physical

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8

Minnesota Motorcycle Monthly® #167 July 2015

Moto Guzzi V7 Stone —

By David Harrington

Goldilocks Picks TiramisuFlavored Porridge.

I

probably shouldn’t work on motorcycle articles when I’m hungry. Still, “just right” porridge and hazelnut/chocolate Italian deliciousness are apt, as the motorcycle I’m writing about is the Moto Guzzi V7.

Established as a business in 1921 (the first motorcycle prototype was produced in 1919) Moto Guzzi has been building motorcycles for quite some time. Ownership has changed several times over the years and since late 2004 Moto Guzzi has been part of the Piaggio group – the same people who bring us Aprilia motorcycles and Vespa scooters. I had owned a couple of Moto Guzzi in the 1970s and 80s (Lemans, 1000S, that sort of thing) and was very happy to see the V7 come back (unveiled in Milan in 2007). I’m a fan of standard motorcycles, from Brit bikes to UJMs (Universal Japanese Motorcycles) to BMWs. Upright seating, neutral handling, relatively light weight, good performance and considerable customization possibilities have pulled me to standard motorcycles for decades (more decades than I’ll admit to). Having recently moved from the “big house” to a townhouse and, more importantly, moved from a two-and-a-half car garage with a workshop AND a cement two-car carport to a MAYBE one-and-a-half car garage, I had to trim the two-wheeled collection a bit. I needed one motorcycle that could handle everything from parkway cruising to weekend touring.

I gave serious thought to finding a nice older Honda CB750, or maybe a mid-90s Nighthawk 700. Thoughts of yet another BMW airhead twin or even a newfangled oil-head came and went. I wanted reliability with minimum maintenance. I wanted fuel injection. I wanted lightweight and nimble handling. The new Honda CB1100 looked great on paper,

but it was too big and heavy in the flesh. Triumph’s Bonneville (especially the T100) looked like the best choice for a do-everything standard, and then I took a close look at the Moto Guzzi V7. Some research to verify that the new V7 really was reliable, a chat or two with Sev Pearman (he’s very fond of his V7) and a visit to Bob Hedstrom’s showroom and I was hooked.

The V7 is even lighter than the Bonneville, and I found it more comfortable. The tough part was settling on one of three V7 models.

The Moto Guzzi V7 came in basic (Stone), classic (Special) and factory café (Racer) versions. I could eliminate the Racer tight away. It’s GORGEOUS, but clip-ons, rearsets and the accompanying riding position were not what I wanted. Stone or Special, Stone or Special…. The Special has breathtaking spoke wheels and tank graphics that take me right back to the early 1980s, but it’s mechanically identical to the basic Stone with cast wheels and $800 more expensive.

That $800 would go a long way toward getting the accessories I wanted, so the basic Stone, in glossy white, it was.

The V7 Stone is powered by a 744cc 90-degree V-Twin that makes about 50 horses and 43 foot-pounds of torque. It’s fed via WeberMarelli fuel injection and meters power to the rear wheel through a dry single plate clutch, five-speed transmission and shaft final drive.

Handling duties are covered by a 40mm tel-

Seating is perfectly Standard, and as comfortable as sitting on the commode. escopic front fork in the front with an 18-inch 100/90 tire and an alloy swing-arm with two adjustable Bitubo shocks in back with a 17inch 130/80 rubber. Brembo disc brakes front and rear (320mm and 260mm respectively) with a four-piston caliper up front scrub off speed with efficiency and no drama. Wheelbase is 57 inches, seat height is 31.5 inches or 30.5 with the optional OEM lowered gel seat (which I have on my bike). The bike weighs 395 lbs. dry. Yeah, that was a biggie for me. You might think your 480-lb. Bonneville is light and nimble, but you’d be amazed the difference 85 lbs. can make.

As alluded to above, my new Moto Guzzi V7 went out the door from Mill City Motors/ Scooterville with the optional lower gel seat from Moto Guzzi. That was the only change from dead stock for the first few months. During the first few hundred miles, the ONLY niggling mechanical issue was a slightly noisy transmission that was a little rough, especially between 2nd and 3rd. Otherwise I experienced (dare I say it) Honda-like reliability and functionality. The V7, fuel injection notwithstanding, is a touch cold blooded, but warms up quickly and anything you thought was a rough idle disappears. Speaking of disappearing, the transmission was smoother and glitch-free after about 300 miles. I’ve been getting about 50 miles-to-the-gallon of fuel, which is what I expected. A lot of my urban riding and commuting over the past several years has been on scooters, so I was a spoiled by my 70 – 90 MPG averages, still 50 MPG is acceptable to me for this bike.

Photo by Guido Ebert

I went with the 40-liter sized bags and they’ve held what I need them to, lock on securely and look great on the bike. Though the V7 looks GREAT naked, I decided to add a small front screen to take some of the wind blast off my torso. A nice medium-sized Givi did the job.

I’ve got my comfy gel seat, hauling capacity, and a little wind deflection. Sounds like it’s time for some Wisconsin back-road time to me.

The V7 had been performing admirable in Twin Cities commuting duty and it gobbled up I-94 into Hudson, even flitting around the inevitable heavy truck traffic with ease. Exit at Carmichael Road and head more or less south.

Twisty two-lanes with sudden changes in elevation are what the V7 exists for. The V7 takes and holds a line in the corners with minimal shaft-rise felt from changes in throttle input.

The brakes are responsive, easy to modulate and create no surprises. 50 horses don’t seem like a lot, but on a 395-lb. bike they are enough.

No, I didn’t set any new personal speed records or grind away the pegs, but that’s not what I wanted to do. I’d call my pace brisk and the ride exhilarating. This is what I wanted – a standard bike light enough to be effortless around town and with sufficient performance and comfort for light duty touring and rewarding weekend runs. The Italian Tiramisu flavor is just a bonus.

When in doubt,

RIDE RIDE

MMM

When in doubt,

Photo by Julie S. Mike

Nothing fancy but highly functional.

Confidence-inspiring tools, equipment, and gear for commuting Confidence-inspiring tools, equipment,and traveling.

©2015

After the V7 was broken in, I started adding to it. First up was some luggage. After a lot of research, I went with the Hepco & Becker hard luggage and chrome mounting system.

and gear for commuting and traveling.

©2007

800.222.1994 CATALOG 800.222.1994 FREEFREE CATALOG www.aerostich.com www.aerostich.com

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aero when in doubt ride MMM 0415.indd 1

4/1/15 1:16 PM

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Minnesota Motorcycle Monthly® #167 July 2015

9

A Wo n d e r f u l C o m m u t e r

By Guido Ebert

Moto Guzzi’s V7 Stone Rolls Nicely I’m going to start with my summation of Moto Guzzi’s V7 Stone: It would make for a wonderful commuter. It’s light, nimble, and with enough torque to squirt you through traffic. Add to that useful accessories like the windscreen and bags that we had on this test bike, and its good for most things you ask of it.

It’ a perfectly modern bike, but its performance and overall feel very much reminded me of a bike from the 70s and 80s – thus, I suppose, a “Modern Classic.”

The V7 Stone is one of three V7 models offered by Moto Guzzi, a Piaggio-owned brand. Also available are the V7 Special ($9,290) and V7 Racer ($10,990). All three offer the same mechanical make-up but offer vast differences in packaging.

The fuel tank and fenders offer the only opportunity for color on the Stone.

The chassis, engine and alloy wheels are black and allow the chrome silencers, headlight ring, instrument cluster profile, mirrors, shocks and cylinder cooling fins to prominently contrast.

Swing a leg over the V7.

The first thing you notice is how slim the bike is – despite the engine jugs jutting out from either side.

Up top, hand controls on either end of the wide chrome bars are standard configuration. The ignition is offset to the left, just

beyond the bar clamps. There’s an analog speedometer and tachometer, and small digital windows within the two gauges that offer mileage/trip meter and engine temp/ time. Above the gauges are indicator lights for high beam, neutral, turn signal, low fuel, low engine oil and service.

42.7 ft. lbs. of torque don’t feel inadequate moving this 430-lb. package.

Fire the V7 up.

The Stone felt well-damped. Already easily maneuverable because of its size, the bike’s 40mm stanchions and handlebar set-up offer a lightweight feel and its dual chrome shocks deliver minimal feedback through the seat. Surprisingly, given the engine’s shaking, there wasn’t much vibration coming through the handlebars.

Like corn popping on the stovetop, the bike sounds docile at idle or when it’s air-cooled engine isn’t under a lot of strain. Twist the grip, though, and the chrome exhaust emits a deep baritone bark, leaving folks around you wondering if that audacious sound truly just came out of that humble looking twowheeler.

Seating is perfectly Standard, and as comfortable as sitting on the commode. At 5’9” and inseam-challenged, I utilized the balls of my feet during two-footed stops. Alternatively, I was able to stand flat-footed with a single-foot stop.

There were a couple of issues here, though.

First, the location of the engine jugs relative to the rubber-mounted foot pegs may have your leg positioned between the two.

When starting off, remember to raise those feet. Second, I found my seating position to be quite far forward. I realized this after the inseam of my jeans continuously got caught up in the small gap between the seat and the fuel tank. Taller riders may feel like a bear on a bicycle.

Once on the road, the fuel-injected 744cc V-twin spun up nicely. Typically, oversquare engines such as this produce a lot of power for their displacement and rev high at the expense of low-end torque. The 50 hp and

The engine spins 3,100 rpm at 50mph in 5th (top) gear, 4,200 rpm at 70mph, and 4,900 rpm at 80mph. Maximum torque comes on at 5,000 rpm, all of the horses are unbridled at 6,200 rpm.

Rolling stock comes in the form of sixspoke alloy wheels shod in Pirelli Sport Demon tires, 100/90 R18 fore and 130/80 R17 aft – a lot of rubber that adds to the bike’s smooth operating character.

Braking with the single 320mm front disc, 260mm rear disc and Brembo calipers felt progressive and linear.

The one most obvious mechanical drawback I found came with the transmission.

Well, not the transmission per say, but how the shifter engages. Whereas the engine is Modern, the shifter is long-throw Classic.

It doesn’t like to be rushed, but instead responds best to slow, deliberate foot action – which, when I come to think of it, really serves as another summation of the entire bike. It isn’t a model to be rushed, but instead asks for easy rider inputs that are rewarded with equally smooth output.

As for the actual transmission, the shaftdrive – hidden behind the exhaust – is barely visible at a glance. Surprisingly small, it’s

nearly indistinguishable from the opposite side swingarm. And that’s perfect, because there’ll likely be no need to service it for many thousands of miles.

As for those miles, Guzzi says a full 5.8 gallons of fuel will get you a range of 310 miles – or, a trip from Minneapolis to Duluth and back.

Once parked, it was always endearing to watch how the bike shook itself to sleep when the power was cut.

Ultimately, I thoroughly enjoyed my time on the Moto Guzzi V7 Stone, a bike that’s perfect for around-town riding and, together with bags & windshield, could comfortably handle some light touring duty.

Editor’s Note: The Moto Guzzi V7 Stone prof iled is a 2013 model that retailed for $8,390.

The latest iteration of the V7 Stone is dubbed the V7 II Stone ABS ($8,990) and comes with a new six-speed gearbox, a revised clutch offering softer action and a more even release, anti-lock brakes and electronic traction control, revised engine position for improved weight distribution, lower footpegs to better accommodate taller riders and a new rear light cluster.

MMM

2013 Moto Guzzi V7 Stone Specifications MSRP:

$8,390 (2013)

Engine:

744cc

Bore x Stroke:

80 x 74mm

Compression Ratio: Output:

10.2:1 50 hp @ 6,200 rpm 42.7 ft. lb. @ 5,000 rpm

Transmission:

5-speed

Clutch:

Dry, single plate

Drive: Compact Reactive Shaft Drive (C.A.R.C.)

It just looks like a great urban commuter.

Photo by Guido Ebert

Front Brakes:

Single 320mm floating disc, four-piston Brembo caliper

Rear Brakes:

260mm disc

Front Suspension:

40mm telescopic hydraulic fork, 5.1 in. travel

Rear Suspension:

Die-cast light alloy swing arm with two fully adjustable Bitubo shock absorbers, 4.6 in. travel

Front Tire:

100/90 R18

Rear Tire:

130/80 R17

Seat Height:

31.6 inches

Wheelbase:

57 inches

Dry Weight:

395 lbs.

Fuel Tank:

5.8 gallons

Warranty:

Two-year warranty One year roadside assistance

Every issue 1996 thru 2015 — www.mnmotorcycle.com

10

Minnesota Motorcycle Monthly® #167 July 2015

Touring Bikes

Special Section

Touring Models to Eat Up the Miles

By Guido Ebert ales of Touring-flavored motorcycles accounted for 28.5% of the total motorcycle market in the U.S. last year.

S

Twelve major motorcycle manufacturers in 2014 sold approx. 129,000 “Touring” bikes in the U.S., up from nearly 123,000 bikes in 2013, according to Minneapolis-based research firm Power Products Marketing.

The top five best selling Touring models all came from Harley-Davidson and included the Street Glide, Electra Glide Ultra Ltd, Ultra Classic Electra Glide, Road King and CVO Road Glide Custom. In fact, Harley-Davidson says Touring bikes last year accounted for 45% of its motorcycle shipments compared to 33% Cruisers and 22% Sportsters.

Best-selling Sport Touring bikes in the U.S. last year were the BMW R1200RT, Yamaha FJR1300A/ES, Kawasaki Concours 14, Triumph Trophy SE and Ducati Multistrada Touring.

MMM

Photo Courtesy of Honda

Touring & Sport Touring Models for 2015

By Guido Ebert

APRILIA Aprilia offers a two-in-one touring option via its Caponord 1200 Travel Pack ($15,499) and Caponord 1200 Rally ($15,699).

BMW BMW for 2015 offers the R 1200 RT ($17,705), K 1600 GT ($21,650), K 1600 GTL ($23,995) and K 1600 GTL Exclusive ($29,995). The R 1200 RT served as the best seller in 2014.

Photo Courtesy of Aprilia

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Photo Courtesy of BMW

Minnesota Motorcycle Monthly® #167 July 2015

11

Touring Bikes

Special Section DUCATI

INDIAN

Ducati’s 2014 Touring line-up included the Multistrada 1200S Granturismo and second bestselling Hyperstrada. This year the Hyperstrada ($13,795) returns alongside the Multistrada S ($19,695), for which you can purchase the optional Travel Pack hardware.

Indian offers three Touring models, with sales led by the Chief Vintage ($20,999) with soft bags and including the Chieftain ($22,999) bagger and Roadmaster ($26,999) tourer.

Photo Courtesy of Ducati

HARLEY -DAVIDSON As mentioned, H-D’s Street Glide ($20,599) served as the best-selling Touring model in the U.S. in 2014. For 2015, the Street Glide and Street Glide Special ($22,899) join the returning Road King ($18,449), Road Glide ($20,899) and Road Glide Special ($23,199), Electra Glide Ultra Classic ($23,249) and Electra Glide Ultra Classic Low ($24,399), and Ultra Limited ($26,099) and Ultra Limited Low ($26,999).

Photo Courtesy of Indian

KAWASAKI TKawasaki’s Sport Touring Concours 14 ($15,499) last year outsold the Vulcan Voyager ($17,399), Vaquero ($16,699) and Nomad. For 2015, Kawi added the Versys 650 LT ($8,699) and 1000 LT ($12,799).

Photo Courtesy of Harley-Davidson

HONDA Honda’s Gold Wing ($23,999) was the brand’s best-selling Touring bike in the U.S. in 2014, with sales further buoyed by the F6B ($20,499), CTX700/D ($7,499), Interstate ($10,999), CTX1300 ($15,999) and ST1300 ($18,230). This year, the NM4 ($10,999) joins the Touring offerings.

Photo Courtesy of Honda

Photo Courtesy of Kawasaki

MOTO GUZZI Moto Guzzi’s California 1400 Touring ($18,490) last year outsold the Norge GT 8v ($16,290) and Stelvio 1200 NTX ($15,990).

Photo Courtesy of Moto Guzzi

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12

Minnesota Motorcycle Monthly® #167 July 2015

Touring Bikes

Special Section SUZUKI

VICTORY

Suzuki’s Touring highlight last year came in the form of the V-Strom 1000 Adventure ($13,999), with sales followed by the V-Strom 650 Adventure ($10,049), C50T ($9,399) and C90T ($12,899). Check out the 2015 V-Strom 650XT ($10,399).

Victory’s seven-model Touring line last year was led by sales of the Cross Country/Tour ($18,999/$21,999), Vision Tour ($20,999), Cross Country 8-Ball ($17,999), Cross Roads, Cross Roads 8-Ball, Hard-Ball and Magnum ($21,999). While the Cross Roads and Hard-Ball are gone for 2015, Victory this year also offers the Ness Magnum ($22,999) and Magnum X-1 ($24,499).

Photo Courtesy of Suzuki Photo Courtesy of Victory

TRIUMPH Triumph’s Sport Touring Trophy SE ($19,499) last year outsold the Thunderbird LT ($16,999), America LT ($9,799) and Rocket III Touring ($17,499). All four return for 2015.

YAMAHA Yamaha customers last year chose the V Star 950 Tourer ($9,790) as their go-to long-haul bike, with sales far eclipsing the FJR1300A/ES ($15,890/$16,890) Sport Tourer, the classically styled V Star 1300 Tourer ($12,390) and V Star 1300 Deluxe ($13,790), Stratoliner S ($16,990) and Stratoliner Deluxe ($17,240), and Road Star Silverado S ($14,990).

Photo Courtesy of Yamaha Photo Courtesy of Triumph

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Minnesota Motorcycle Monthly® #167 July 2015

Motorcycling In Minnesota

13

The Northern Triangle Ride

DISTANCE: 570 miles TIME: 10 hours 35 minutes DIRECTIONS Exit Duluth via MN-61 north and travel 186 miles to Arthur St. in Thunder Bay, Ontario, Canada. Be sure to have your passport for the Pigeon River U.S./Canada border crossing at the 151-mile point.

Exit Thunder Bay west on Dawson Rd./ON102W. Travel 9 miles to Trans-Canada Hwy/ ON-11W/ON-17W in Sistonens Corners.

Turn right (north) travel 13 miles to TransCanada Hwy/ON-11W in English River. Turn left (west) travel 175 miles to Central Ave./ ON-71S in Ft. Frances. Turn left (south) and continue over the International Bridge U.S./Canada border crossing. Be sure to have your passport & toll money ready. Exit International Falls south on US-53. Travel 159 miles to W Central Ave. in Duluth.

By Guido Ebert

SCENERY Work your way up Minnesota’s spectacular Lake Superior North Shore, past numerous rivers and waterfalls, state parks and the Superior National Forest. Once in Ontario, you’ll see thick boreal forests, lakes and bogland spreading across valleys between hills. The density of residences surrounding the highway rapidly decreases as you travel westward out of Thunder Bay.

ROAD QUALITY MN-61 is among the state’s roadway jewels. Although well traveled, the Trans-Canada Hwy/ON-11W crosses remote regions of Ontario. There are several settlements along the route, but the distance between gas stations can exceed more than 100 miles. From International Falls, US-53 is two-lane to Virginia, then turns into a four-lane expressway to Duluth.

NEED ASSISTANCE? Closest motorcycle dealerships include North Country Cycle & Sports, Excalibur Motorcycle Works and Thunder Bay HarleyDavidson, Five Seasons Sports Center in Eveleth and RJ Sport & Cycle in Hermantown. Much of this route traverses desolate country. Bikes with smaller fuel tanks may need an extra jerry can.

Photo By Guido Ebert

State Park and its High Falls of the Pigeon River (on the Canadian border).

The Duluth–Superior seaport, a major transportation center for the shipment of coal, taconite, agricultural products, steel, limestone and cement, is the largest and farthest-inland freshwater seaport in North America – a distinction that became possible with the 1855 opening of the Sault Ste. Marie Canal and the 1959 opening of the St. Lawrence Seaway.

Thunder Bay & Dawson’s Trail Thunder Bay (pop. 108,360) takes its name from the French term “Baie du Tonnerre” (Bay of Thunder). As the largest city in Northwestern Ontario, it is the region’s commercial, administrative and medical center.

You’ll be leaving Thunder Bay on Dawson Rd., also known as the Old Dawson Trail and a remnant of the first all-Canadian route that linked the Great Lakes with the Canadian prairie.

While you’ll be motoring along various sections of the trail that are now a part of the Trans-Canada Highway, much of it was abandoned in the 1880s after the completion of the railroad.

Trans-Canada Highway A transcontinental federal-provincial highway system that travels through all ten provinces of Canada between the Pacific and Atlantic oceans, the 4,990-mile Trans-Canada Highway is claimed to be one of the world’s longest national highways. The system, recognizable by its distinctive white-on-green maple leaf route markers, was approved by the Trans-Canada Highway Act of 1949 and completed in 1971.

Sistonens Corners Located about 20 miles northwest of Thunder Bay, Sistonens Corners (also called Shabaqua Corners) is a dispersed rural community at the intersection of ON-11 & ON-17. It is located on the northeast bank of the Shebandowan River (which flows to Lake Superior) as well as on the Canadian National Railway – originally called the Canadian Northern Railway, established in 1899 to connect the western prairies with Lake Superior.

English River

ATTRACTIONS

A Hudson’s Bay Company trading post between 1894 and 1911, the unincorporated settlement of English River is located at the English River’s confluence with the Scotch River – just south of where ON-11 & ON-17 split.

Duluth

Atikokan

Leave Duluth (pop. 86,125), the gateway to the North Shore, via MN-61N and pass Gooseberry Falls State Park, Split Rock Lighthouse State Park, Tettegouche State Park, Temperance River State Park, Cascade River State Park, and Grand Portage

Located 129 miles west of Thunder Bay, Atikokan (pop. 2,785) grew through the 1900s on mining and forestry, but today serves as one of the main entry points into Quetico Provincial Park and promotes itself as the “Canoeing Capital of Canada”.

Fort Frances Located on the U.S./Canada border, Fort Frances (pop. 7,950) is connected to International Falls, MN, by the International Bridge – a toll bridge.

Ft. Frances was established in 1731 with the creation of Fort Saint Pierre as support for the fur trade with native peoples. In 1817, following the War of 1812 and a redefinition of borders between Canada and the U.S. the Hudson’s Bay Company built a fort here and named it after Lady Frances Simpson, wife of then Hudson’s Bay Company leader.

International Falls Promoted as the “Icebox of the Nation,” International Falls (pop. 6,420) has a temperature below 32°F. for more than 100 days per year.

Although the International Falls area was known to explorers and missionaries as early as the 17th century, it was not until 1895 the community was platted by a representative of the Koochiching Company who named the community Koochiching. The village was incorporated in 1901 and two years later underwent a name change to International Falls in recognition of the river’s role as a border between the United States and Canada.

Virginia The history of Virginia (pop. 8,715) began in 1890 with the arrival of the first settlers lured by the uncovering of iron deposits.

The settlement was incorporated into a city in 1895 – at which time it already had 3,000 inhabitants.

By the 1930s, with mining activity in full mode, Virginia was ranked the 5th largest city in Minnesota and labeled “The Queen City of the Iron Range.”

Want to play the part of tourist? The “Mineview in the Sky” – located along Hwy 53 – gives visitors a panoramic view of the area’s mining history and the city. It is open May-October.

Eveleth As in Virginia, the economy of Eveleth (pop. 3,720) has always been tied to the iron ore mining and processing that occurs in the area. This economic activity peaked during WWII but declined through the second half of the 20th Century. If you’re a hockey fan, you’ll already be thinking about a stop at the United States Hockey Hall of Fame.

Cotton On the bank of the Whiteface River, Cotton is an unincorporated community generally considered the halfway point between the cities of Virginia and Duluth.

MMM

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14

Minnesota Motorcycle Monthly® #167 July 2015

The Three Types of Scooter Touring

By David Harrington

I

n my experience, there are three kinds of scooter touring: 1) Two-wheeled touring that happens to occur on a scooter meant for the task, 2) Touring on a scooter that most would consider too small for the task, and 3) Touring on a scooter that most would view as insanity.

Insanity scooter touring happens more often than one might think.

Hmmmm, I wonder what that says about scooterists in general. In July of 2006, local scooterist Dave Marquis rode a Genuine Stella Fireball from the Twin Cities to the AmeriVespa rally in Denver and back again. That’s a boatload of miles on a ten-inch-wheel & two-stroke scooter. Into the mountains, no less. There have been numerous instances of people touring continents on old school Vespa. I don’t imagine this is the sort of thing that normal riders would do. Of course Dave Marquis is to all outer appearances a perfectly normal guy, so … you just never know.

Every year members of local scooter group TNR (Tuesday Night Ride) participate in the Blister Run. They ride north (to Duluth, maybe Canada) on mostly 125–150cc scooters, with a healthy mix of Stellas usually in the group. Not insane, but a trip on scooters that most would consider too small for the task.

Lora Murtha (emeritus Scooterville faculty) has even made the Blister Run to Canada run on my Genuine Blur 150. There are at least a couple of people who have ventured all over the USA on Genuine Buddy 125cc scooters. Small wheels and small displacement make touring challenging, but not impossible.

A sub-set of this “middle” sort of scooter touring involves the 200350cc class. People unfamiliar with scooters would likely view these machines as too small for “serious” touring. They’d be sadly mistaken. For single-person touring, they are my favorite and I’ll go a bit deeper as to “why” in just a bit.

The most common form of scooter touring takes place on maxiscooters. The behemoths of the scooter world include machines like the Honda Silverwing, the Kymco Xciting and even bigger Kymco MyRoad, the BMW C650GT and the King of them all, the Suzuki Burgman. I have personally racked up some miles on a Suzuki Burgman 650 Executive and can attest to its utter suitability as a touring mount.

I’ve owned and ridden Gold Wings, BMW air-heads and oilheads, and big baggers. A good maxi-scooter is the touring equal of

any of them. In some ways, the maxi-scooters are even better in my opinion. I added a 50-liter hard topcase to my Burgman and also utilized a semi-rigid extra case in the passenger position when riding solo. In combination with the massive underseat space and glove boxes on the Burgman, I never wanted for luggage capacity. The 650 has more than enough oomph to haul me AND my wife anyplace we wanted to go. At over 600 pounds, the Burgman is a true heavyweight in the scooter world and that size gives it a great deal of stability and smoothness at highway speeds.

Compared to the well over 900 lbs. a Gold Wing weighs, the Burgman is feather-light.

Ergonomics and shelter are what pushes maxi-scooters out in front in my book. The step-through design means the rider isn’t straddling the fuel tank (real or faux) when mounted and that one needn’t swing a leg over in order to mount. Laugh all you want, this becomes increasingly important with age. The number of small adjustments to the seating position that are possible on a maxi-scooter add to the all-day comfort capabilities.

Just like many touring motorcycles, the OEM seat may not be optimum for touring comfort, but there are many well-known names providing cures for that. Check Corbin or Day-Long among others. The full front end and floorboards inherent in the maxi-scooter design give seamless coverage to the rider helping to keep interference from road dirt and weather to a minimum.

Yes, a good maxi-scooter can make for a great touring mount. So that’s what I ride most often for trips, right? Well… I’ve put more miles on my Kymco People 300 GTi than on my Burgman. Before that, I racked up tens of thousands of miles on a Kymco People 250 – including some iron-butt events. My People 300 has taken me to distant rallies and back. When it’s just me, it’s my go-to

Photo by SR GPS City

choice. With 16-inch wheels, true 90 mph capability, excellent ergonomics and rock solid reliability, the People adds an element of “closeness” to the trip that a bigger machine can’t match.

Most of my touring includes more time on county roads, city streets, and state highways than on freeways. When I rode down to Lake Geneva for a rally, I took I-94 and US-12 the whole way down. Around six hours of freeways and the People handled it just fine. After riding all around the Lake Geneva area for several days, I went home via a series of backroads that had been recommended to me. Wow, what a great trip. It took a LOT longer to get home that way and I couldn’t have cared less.

Yes, touring on a scooter can be very similar to motorcycle touring, but there are advantages and options a scooter can provide that you might not have considered.

Twin Cities scooterist David Harrington owns and operates JustGottaScoot.com MMM

Calendar Ongoing 2nd Monday of the month, 7:00pm Vintage Japanese Motorcycle Gathering Diamonds Coffee Shoppe, 1618 Central Avenue Northeast, Minneapolis, MN. Not Necessary To Be a Member to Attend Gathering.

1st Thursday of the month, 5:00 pm Dulano’s Pizza Parking Lot Party

607 W Lake St, Minneapolis, MN Hang out, eat pizza, show off your bike, watch the variety of humanity.

3rd Thursday of the month, 6:00 pm Blue Cat Motorcycle Third Thursday

460 Prior Avenue North, Saint Paul, MN, bluecatmotorcycle.com Two wheel block party.

The action starts at 6:00 PM.

July

Jul 10 - 12–President’s Vintage Bike Ride and Rally Third Annual Ride In Rally.

Money Creek Campground, Houston MN. For more info: 612-559-9595

Jul 11–5th Annual Crusin’ for St Jude The Village Sports Bar, 3600 Hoffman Road, White Bear Lake, MN. For more info: (612) 803-6288 Jul 11– Noon - 4:00 pm Zuhrah Motor Heads Motor Corps Bike Show. The Joint Bar, 913 Cedar AVE, Minneapolis, MN. For more info: 952-882-8867 Jul 11–9:00 am - 4:30 pm 3rd Annual Sgt Matthew Harmon Ride Ruffled Grouse Roadhouse 5 miles south of Lengby, MN July 11 - 12–26th Annual Hawgs for Dogs Motorcycle Run Blaine Harley Davidson, 1441 85th Avenue NE, Blaine, Minnesota For more info call Steve at (818) 822-6573.

July 11 - 12–SSB Summer Cycle Fest Dakota County Technical College, 1300 145th St E, Rosemount, MN www.simplystreetbikes.com/summercyclefest Jul 17 - 19–The British Biker Cooperative

35th Annual Motorcycle Rally & Show Eagle Cave Natural Park, 16320 Cavern Lane, Blue River, WI 53518 www.britishbiker.net Jul 18– Noon to 2:00 am Bearded Lady Motorcycle Freak Show 331 Club, NE Minneapolis. www.beardedladymotorcycleshow.com/ Jul 18– 11:00 am - 2:00 pm Lorem Ipsum 518 Walnut St, Viroqua, WI 54665 www.facebook.com/ events/1596400693905518/

Jul 18–4th Annual Fight Like A Girl Motorcycle Run for Ovarian Cancer Research Kountry Kettle, 1683 Wall Avenue, Bock, MN For more information call (763) 221-9985 Jul 18–13th Annual Rev It Up For Charity Stillwater Eagles Aerie 94, 13523 North 60th Street, Stillwater, Minnesota For more info call (651) 430-2048.

Jul 18–2015 Lucas Oil Pro Motocross Championship - Spring Creek National Spring Creek MX Park, 63633 298th Ave,

Milville, MN www.mxsportsproracing.com/ event/spring-creek-national

Jul 19–Jesse Garcia III Bike Run & Benefit Yarussos Restaurant, 635 Payne Ave, St Paul, MN Kickstands up at noon.

Jul 19–Minnesota Ride for Kids Jimmy’s Event Center, 1132 County Rd E, Vadnais Heights www.curethekids.org/events/ ride-for-kids/ Jul 24 - 25–Dough 4 Joe 10th Annual Motorcycle Run 21756 County Highway 22, Fergus Falls, MN www.dough4joe.com/ Jul 25–Bring Out Your Dead vintage rally.

Sir Benedicts Tavern on the Lake, 805 East Superior Street, Duluth, MN 55802,

See the most current event listings on our website mnmotorcycle.com. Hosting an event? MMM will list your motorcycle event for free as a service to our readers. Email bruce@mnmotorcycle.com

Every issue 1996 thru 2015 — www.mnmotorcycle.com

Minnesota Motorcycle Monthly® #167 July 2015

Feature

C

15

Exploring Minnesota’s Northwest Angle

By Jesse Walters

uriosity got the best of me. I had been staring at a map of Northern Minnesota all winter, intrigued by the isolated sliver of land on the northwestern shore of Lake Of The Woods. The Northwest Angle or “The Angle” as it’s called by the locals, is a piece of Minnesota few riders have been to – 120 square miles of USA surrounded by water and Canada. What is life like up there?

They’re Minnesotans on paper but how much Canadian influence is there? Do they root for the Wild or the Jets? Do they order Canadian bacon on their pizza or ham? Over the long winter, I had many important questions that needed answering. When the snow melted this spring, I knew I’d have to check it out.

First a little background. Minnesota’s Northwest Angle is a relic of surveys, cartography and treaties that evolved over time. The Angle as it sits today, is a result of border treaties dating back to 1793, as well as an incorrect assumption the Mississippi river ran northwest of the Lake of The Woods. It has the distinction of being the most northern US land in the lower 48 States, it uniquely resides north of the 49th parallel. The only land route is via Manitoba, Canada, and riding there requires a Passport or MN Enhanced Driver’s License.

Without a Passport or Enhanced License, you must travel within the continental USA, which requires boat or aircraft in the summer.

With the long Memorial Day weekend fast approaching, my riding buddy, Blake Freking, and I decided it was the perfect time to make the trip. With Blake’s Buell Ulysses and my KTM Adventure packed with camping gear, we hit the road and made our way from Finland, MN towards Warroad, MN. Jimmy Buffett said “The best navigators don’t know where they’re going until they get there”, that was the spirit we took as we headed northwest.

We rode through International Falls and

headed west on Minnesota Highway 11 towards Warroad, watching the deep canopy of Superior National Forest give way to hints of farm country. John Deere implements sat proudly along the highway and Grumman Ag Cat aircraft dive-bombed the fields, reminiscent of southwestern Minnesota where Blake and I grew up.

That evening we settle on the Beltrami Island State campground about 20 miles southeast of Warroad, a clean campground with hand pump well water and an outhouse. You can imagine how surprised we were to find no other campers when we arrived. It was Memorial Day weekend mind you. We setup camp, collected some dead jack pine and made a nice campfire followed by Mountain House freeze-dried food. Marginal coffee over the smell of the campfire never tasted so good. It was about that time when we realized why no other campers were present. Trains. Lot’s of CN trains running parallel to Highway 11 all night long. Fortunately the sound of snoring and earplugs helped drown out the sound of 5,000 tons gliding by every hour.

The next morning, on the outskirts of Warroad, we turned right off Highway 11 onto Highway 313. Highway 313 led us to the international border. The border crossing into Canada was uneventful, Highway 313 turned into Manitoba 12. It was a quick 14 miles from the Canadian border crossing to the town of Sprague where we turned right and headed north on Highway 308 towards The Angle. As we neared The Angle, Highway 308 turned to gravel where my DOT knobby tires really paid off. Blake was running street tires and had no problem keeping pace, but a planted front end, thanks to my Continental TKC 80, is always welcome.

About 10 miles later, we approached the border between Manitoba and The Angle, but there was no Customs Agent to greet us. Instead, road signs instructed visitors to

Highway 11 between International Falls and Warroad.

The phone had two buttons, one for USA and one for Canada. use the U.S. Customs phone at Jim’s Corner another 8 miles ahead to call the authorities upon arrival. Jim’s Corner was nothing more than a taxpayer funded phone booth and parking lot. The phone had two buttons, one for USA and one for Canada. Call the country you are about to enter. Simple and straight forward.

Photo Jesse Walter

After calling the U.S. Customs, we rode over to Young’s Bay at the eastern edge of The Angle. There, we stopped at Jerry’s Bar and Restaurant where we were greeted by friendly staff.

The bartender was born and raised in the Northwest Angle and clued us in to the last operating single-room school house in Minnesota, located on the other end of The Angle. From there we headed for the western edge of The Angle to the town of Angle Inlet, MN, where we found the single-room school house and chatted with the gas station attendant at J&M Company gas station. We learned many long distance riders stop in at J&M Station for bonus points on various Iron Butt Rallies. Being near the northern most point in the lower 48, as well as being

Photo Jesse Walter

the only gas station in the area, they are quite familiar with LD riders and their log book requirements when they come to town.

After chatting with the gas station attendant for a while, we cruised around Angle Inlet, impressed by how well kept the remote town was.

We came, we saw and we still hadn’t made a plan on where we were going next. The Pinawa Dam three hours northwest sounded intriguing, but required a 4-hour detour around Lake of the Woods. Instead we chose to save the Pinawa Dam for another trip. We had no plans to head home that afternoon, but we slowly made our way south towards Ely, the weather was beautiful and roads were clear so we kept riding. The lack of traffic on Highway 1 south of Ely allowed us to use our auxiliary headlights, providing ample light to spot kamikaze moose and deer resulting in a very enjoyable night ride at a relaxed 45mph. It was 10PM when we approached The Knotted Pine in Isabella and it was Saturday night, so we stopped in for another marginal coffee and chips. Great culmination to a 750-mile, 32-hour ride!

I never found out which NHL team is predominate at The Angle, but from what I gather, Angle residents are proud Minnesotans and even prouder of the little sliver of land they call home. l bet they root for Suter and Parise like the rest of us. Maybe a little more route preparation could have netted a visit to the Pinawa Dam on this trip, but as far as Jimmy Buffett’s concerned, our navigation and preparation was spot on because we eventually got there.

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