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Inside: H arley-Davidson Street 750 • Road Rash

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Minnesota Motorcycle Monthly® #168 August 2015

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Minnesota Motorcycle Monthly®

Table of Contents August 2015 3

From The Hip

PUBLISHER

4

Victor Wanchena

All The News That Fits

MANAGING EDITOR

5

Bruce Mike

Geezer With A Grudge Two Approaches to Aging

EDITOR Guido Ebert

6

Tales From The Road Part II: Pain and Scorn

COLUMNISTS Thomas Day

7

CONTRIBUTORS

Road Rash

Photo By Bruce Mike

Paul Berglund David Harrington Harry Martin Christy Quiner

From The Hip

8-9

Bike Review Harley-Davidson Street 750

By Bruce Mike

10-11

F

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or a number of years early August was synonymous with Sturgis Motorcycle Rally for me.

I’ve attended five times, three consecutively. I have some great Buffalo Chip stories and It was always fun, but after riding all the roads there are to ride, I just haven’t found the desire to go back again. I enjoy motorcycle related events and I attend a lot of them. Sturgis just isn’t on my list anymore.

Something else I really enjoy is live music. My wife and I recently attended the Eaux Claire Music Festival. I had never been to one of these multi-day festivals so I thought it would be fun to check it out. When I was younger, I went to a number of Grateful Dead concerts at Alpine Valley and Red Rocks and a few other outdoor venues. I’ve also been to a couple of small Bluegrass festivals.

None of these compared to Eaux Claire.

When I initially suggested we go to the festival my reasoning was, there were a few bands in the lineup I wanted to see. I had no idea it was going to be as big of a deal as it was. We ordered our tickets and got a hotel room. As I get older camping has become more of a last option than a fun idea at these kind of events. I like sleeping on a bed in an air-conditioned room. Same goes for motorcycle trips. As it turned out, they sold out pretty much all of the available hotel rooms in town as well as all the campsites. They ended up renting dorm rooms at UW Eau Claire. When you take a town of 60,000 and add 22,000 concert goers, it has quite the impact.

This is where it got interesting for me. I realized I have certain expectations at these kind of events. I’m sure they are all based in my rally experiences. I figure when you put 22,000 people in a fairly small area, with live music, alcohol and warm weather, a certain level of debauchery will be reached. This didn’t happen. I was somewhat shocked. In two solid days of music and wandering around the venue from one stage to another, I saw one kid who was stumbling drunk, just one. I say kid because I figure the average age of attendee had to be around 26. Yes, my wife and I were definitely at the high end of the age range.

As I was standing in line for things and sweating my butt off, I couldn’t help but compare where I was to being at Sturgis or Daytona. The differences were dramatic. I realize the average age of the folks attending bike rallies is probably around 35 but when it comes to maturity the music festival kids win hands down. I have to admit one of my favorite things at bike rallies is watching people do crazy, stupid things and as hard as I tried, I couldn’t find any of that at this festival. That’s not to say it wasn’t going on but I guess people were being discreet and respectful of others. Even the Dead shows I went to weren’t as calm and peaceful as this festival was.

On my way home on Sunday I kept thinking about the kids I had spent my weekend with. They gave me a lot of hope for our society. I can fall quickly into the negative thinking of “kids these days” but what I saw over the weekend was anything but negative. My daughter attended the festival and if these are the kind of people she’s spending her time with, I have little to worry about.

Now, if we could just get them all to start riding motorcycles and attending bike rallies.

Special Section Cruiser Bikes

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Collector’s Corner Meet Chip Miller Calendar

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Motorcycling In Minnesota Detroit, Otter Tail & Pelican Lakes Loop

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Random Scootering “I Didn’t See You”… the Vespa GTS 300 ABS

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Feature My First Motorcycle Trip…

And I Rode Cover photo Julie S. Mike Harley-Davidson Street 750 Provided By: St. Croix Harley-Davidson 2060 Highway 65 New Richmond, WI 54017 715.246.2959 stcroixhd.com

MMM

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Minnesota Motorcycle Monthly® #168 August 2015

All The News That Fits Harley’s Fat Boy Turns 25

“potentially” find its way into a “mid-size bike, almost 1200cc” bike in 2016 as an early release 2017 model.

- Polaris intends to go AMA Flat Track racing with the Indian brand in “late 2016 or early 2017.”

Bid on Erik Buell Racing Assets

Josh Sheehan. Each candidate was selected by a panel, voting was done online.

Hibbert congratulated his fellow Minnesotan with a “#MNproud” tweet.

Lane-Splitting Still Not Legal in California California legislation that would make it clear that motorcyclists can split lanes of traffic has been tabled for the year, several weeks after it passed the Assembly with bipartisan support.

Lane splitting is illegal in every state but California, which does not expressly allow or prohibit the practice. Rider groups say the bill is too restrictive in its guidelines.

Assemblyman Bill Quirk, D-Hayward says he will continue to work with stakeholders to resubmit the bill in 2016.

The assets of Erik Buell Racing (EBR) are expected to be going up for auction any day now as this issue of MMM goes to press.

Your Feel Good Story of the Day …

EBR is based in a 54,000 square-foot facility in Worthington resident Denny Anderson, a East Troy, Wis. The enVietnam veteran, recently donated his Yamatire business, including ha V Star 650 touring cruiser to a serviceman the brand as well as a from Indiana. substantial inventory of Once an avid rider who says he “just wasn’t into tooling, components and it any more,” Anderson had the bike listed on completed bikes, will be the Nobles County Swap Facebook page. included in the bidding.

A woman named Toni quickly made contact, Buell, in an interview with The year 2015 marks the 25th anniversary of Harley-Davidson’s iconic Fat Boy ($17,699-$18,649) cruiser. telling Anderson that she wanted to purchase Powersports Business, says the bike for her husband currently deployed Designed to recall a classic “hardtail” look with the hidden comfort of a modern “softail” bike, the he’s hopeful that whichin Afghanistan. There was a problem, though Fat Boy was introduced in 1990 as H-D attempted a market rebound following years of intense ever investor purchases – Toni had mistakenly utilized the Nobles competition from foreign motorcycle manufacturers. the company will make it County swap site rather than that of her local an ongoing business, pickThe Fat Boy quickly became one of H-D’s most popular models and its high demand helped H-D Noblesville, Ind. ing up the production line once again become the sales leader in the heavyweight (over 750cc) U.S. motorcycle market.

When the phone call ended with the realizawhere it ended in April tion that they didn’t live in close enough vicinIn fact, the bike proved so successful that it subsequently garnered many imitators from the when the company filed ity to complete the transaction, Denny said he foreign manufacturers from which it helped regain market share (we’re looking at you Yamaha V for receivership. could hear the disappointment in Toni’s voice, Star and Honda Shadow).

“Fundamentally it’s turnand he also felt some pangs of remorse. key,” Buell told the trade Today the Fat Boy is available in standard configuration as well as in a slammed Fat Boy Lo So Anderson called Toni back and said he was magazine. “We could lit($17,499-$18,449) version. giving the motorcycle to her husband, Isaiah, erally be shipping bikes and would arrange for it to be transported to out of the building the Indiana at his own expense. same day somebody turns with Brammo in 2011 and ultimately purCycling Deaths Spike the switch back on.

Bikes and engines are “I told her to consider it a gift from one vet to chased the motorcycle portion of the company The MN Department of Public Safety says 37 lined up on the production line, sitting there another,” he said, shrugging off the idea that his in early 2015. motorcyclists had been killed on state roads with plastic covers over them.” gesture deserves any sort of recognition. “Sure, Steve Menneto, Vice President of Motorcycles by mid July – more than double the number I can buy stuff, but there’s nothing I really need, for Polaris Industries Inc., all but confirmed Dungey Picks Up ESPY for the same seven-and-a-half-month time and how long does that last? I’ll remember this the production plan in a recent interview with period in 2014.

Supercross Champion and Belle Plaine nathe rest of my life.”

Cycle News.

To July 22, 201 people lost their lives in traftive Ryan Dungey was last month awarded an All Anderson asked of Toni was that once her Menneto says there are currently three asfic crashes, a 21 percent increase over the same ESPN ESPY (Excellence in Sports Perforhusband returns home, she send him a photo of sembly lines in Spirit Lake – a separate Indian period in 2014. mance Yearly) Award for Best Male Action the two of them on the back of the motorcycle.

Chief line, a separate Indian Scout line, and a Sports Athlete.

The DPS says the 361 people who died on - Worthington Daily Globe separate Victory line. A fourth line would be Minnesota roads in 2014 signified the lowest Dungey was up for the award against Minadded, but presents additional logistical issues number of fatalities since 1944. nesota-born snocross racer Tucker Hibbert, since the existing three already run through a MMM skateboarder Nyjah Huston, snowboarder double shift.

Motorcycle Task Force Appointments Mark McMorris and freestyle motocrosser “One of the great challenges we have at Spirit MN Department of Public Safety CommisLake is that we employ a high percentage of the sioner Mona Dohman has reappointed, Frank Ernst, Charles Fletcher, Natonia Johnson, local working community. So when we look to expand our shifts we have to spread the radius Mark Koon, Dwight Smith, Jon Smith, Susan Dr. to find people to staff them,” Menneto said.

Tabor, Tim Walker, and Geoffrey Wyatt, and “We’re now running buses from 40 miles out MUDSPRINGER appointed new members Debra Heisick, MerYour Neighborhood Motorcycle Accessory Store Spring Lake Park, MN to draw on a further pool of partners.” edith McQuaid, Shane Murphy, Monte Ohlrogge, Bob Swenson, and David Weeres to the “Brammo will allow us to explore the opportuMotorcycle Safety Advisory Task Force. Their nities in an electric powertrain for motorcycles, appointments run through June 30, 2017. and we think it’s going to be an important area The Motorcycle Safety Advisory Task Force, as we go forward,’ Menneto said. “Volume-wise it’s not so big right now, but where we want to which advises and provides input to the DPS go with it in the Victory line is that we want it on motorcycle safety issues and operation of the Minnesota Motorcycle Safety Program, to be more performance focused. It’s not about basic transportation from A to B with an elecis set to focus on three areas: motorcycle rider training, motorcycle rider testing and licensing, tric motorcycle – we don’t want to do that with our brands. It’s much more about having fun and public information and media relations. with an electric motorcycle.”

Polaris to Build Electric in Iowa Other highlights of the interview: Polaris intends to soon begin production of - The engine powering the Victory Project 156 performance oriented electric Victory motor8465 Plaza Boulevard NE, Spring Lake Park, MN 55432 Pikes Peak bike serves as a prototype for a new cycles at its assembly facility in Spirit Lake, production engine that, Menneto said, could 763.785.2191 www.DrMudspringer.com Iowa. You’ll recall Polaris began partnering

Dr. Mudspringer

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Minnesota Motorcycle Monthly® #168 August 2015

Geezer With A Grudge

C

By Thomas Day

oincidentally, I had two very different conversations about motorcycling in the same week with over-60 riders who had pretty strong opinions about their future in motorcycling. This may seem like a pretty pointless subject, especially if you are under 40, but motorcyclist demographics are rapidly aging and our mode of transportation and recreation is coming to some sort of turning point in the United States and a few other first world nations.

The average age of U.S. motorcyclists is increasing by 2-4 years every 5 years (depending on who’s statistics you believe). According to the journal Injury Prevention, riders 60-and-older are 250% more likely to end up with serious injuries than their 20-to-30year-old counterparts. “Middle-aged” riders don’t fare much better – 40-60 year-old riders, were 200% more likely to suffer serious injuries than the younger group.

There are a variety of suspected reasons for these dismal statistics, including deteriorating skills, vanishing physical capabilities, inexperience and overconfidence, and the fact that older riders too often pick motorcycles to enhance their fading self-image rather than for practical and realistic motivations.

Regardless of “why,” older motorcyclists are less safe for a variety of reasons than younger riders and there are a whole lot fewer young riders than in previous moments in motorcycling’s history. That decision day is coming for us all and this past week made that uncomfortably clear to me.

First, one of my oldest friends called and started the conversation with, “Do you know anyone who wants to buy a Goldwing?”

Thinking he was giving up on being a ship captain and had decided to return to a nor-

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Two Approaches to Aging mal motorcycle, I made a joke about the question. His reply was, “No. I’m serious.

I’m done.” After more than 40 years on two wheels, he had made the decision to pack up his riding gear and move on to other pursuits. All of his reasons were sound: three

tional acts, which suddenly put me with the enemies of motorcycling on the “other side.”

No problem, I have spent my whole life on the wrong side of every argument; depending on who I’m arguing with, I seem to be on every side of every argument humans have. I am the most radical liberal-conservativemiddle-of-the-road person most of my acquaintances know.

“The average age of U.S. motorcyclists is increasing by 2-4 years every 5 years (depending on who’s statistics you believe)”. years of shoulder surgeries had reduced his upper body strength and confidence below his comfort level, his wife no longer wanted to ride with him, he wasn’t riding enough to maintain his skills, his local riding friends had all cashed in their Harley’s for boats, planes and RVs. Other than admitting that I would regret not having taken more advantage of our years of riding together, I had no valid counter-argument. I put feelers out for anyone who might be in the market for a well-maintained Goldwing and that is that.

Another friend, who has been riding fewer years and tends to ride bikes that are more vintage than competent, came by the house a few days later to show off his new, current-technology ride.

On the way to my place, he’d had a couple of near-misses and was pretty agitated about the state of Minnesota driving skills. An ABATE member, he went on a rant about how right-of-way laws still needed to be more aggressive “to get the dumbasses off of the road.” I expressed my dislike for the concept of prison sentences for uninten-

So, the two schools of aging motorcycle thought appear to be “it’s time to quit” and “the world needs to be a safer place for me.”

I totally sympathize with the first group and am amazed at the second.

Oddly, the “safer for me” crowd often sees itself as being all-American, tough guy, independent individuals. They are brand-conscious, pirate-posing, antiAGAT (or any real motorcycle gear), and group-riding characters whose self-image is practically the polar opposite of what the rest of the world sees when they lumber past, deafening anyone within a couple of miles of their parade. As best I can tell, their riding defense system consists of a whole lot of denial. Old people (me included) are famous for denial tactics, but reality has a nasty habit of putting a mirror to anything you try to ignore too long.

Deteriorating riding skills, lost physical capability, and arrogance are a poor combination on the road.

erating speeds. I have been riding since the mid-1960s and I have nothing left to prove as a motorcyclist to myself or anyone else.

I have no delusions about where my skills are going or where my physical capabilities have gone. I past the “it’s all downhill from here” moment about twenty years ago, optimistically, or thirty-five years ago, practically.

I can’t remember when I last believed that I could “do anything I want to do.”

I’m pretty much at the point of being happy just to be able to do an occasional thing more-or-less the way I wanted to do it.

Things like brushing my teeth or putting on laced boots or lowering myself into a chair without falling the last few inches are on that list. I do not have any delusions that my presence on the highway creates an obligation for the rest of the world. They aren’t out to get me. They don’t even acknowledge I exist. The weaker, fatter, slower, dumber, blinder, and shorter I get, the more clearly I can anticipate hanging up the helmet and going shopping for a Miata convertible.

I hope to not repeat my father’s model and stay on the road until someone has to take responsibility for me and forcibly revoke my driver’s license. I hope I’m as smart as my friend and start purging the motorcycle collection and equipment before I wind up in a hospital bed. I’ll keep you posted on how that all works out.

I can feel that “No. I’m serious. I’m done” moment creeping up on me at accel-

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Minnesota Motorcycle Monthly® #168 August 2015

Tales From The Road

T

By Paul Berglund

he next day I awoke at sunrise. I was in Nebraska. How many thousands of people realized this and still had the will to get out of bed? Soon I would be on my motorcycle crossing this feeble treed obstacle. The people who dwell here would toil all day, listening to their horrible radio stations and return to their Nebraskan beds.

I felt lucky, ignoring the creaks my body made as I got out of bed. 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-tome KTM Super Duke R. While I put on my helmet and gloves, I looked over to the West. There was a gas station at the entrance to the freeway. I knew I was almost out of gas. Beyond the gas station, less than a mile away was a solid green & black wall of clouds and it 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.

I made it 20 miles before the light came on. I was a good ten minutes ahead of the wall of misery that was pursuing me across the desolate landscape of Nebraska. I just

Part II: Pain and Scorn needed a gas station to appear with quick and easy freeway exit and entrance ramps.

Sixteen miles later (I know this because when the low fuel warning light comes on, the odometer switches to zero and starts counting how many miles you’ve ridden since the light came on) a gas station appeared. I pulled in and gassed up. At my ultra illegal speed it was now clear that I could outrun the storm on this arrow-straight freeway.

worries about my safety, not what bike I’ve chosen. It’s painfully obvious to me that I’ve bought a fantastic bike that’s ridiculously uncomfortable. Making a poor decision is bad, having to explain it to your wife is worse. I would have to remain silent about the suffering this asinine seat inflicts or hear about this $7,000 mistake every time I mentioned a motorcycle. The four of us would have to live together, my wife, the cruel bike, my bad judgment and me. So silence it would be. I would speak the truth when I talked about the performance, the handling and the orange-ness of the Duke R. I just wouldn’t mention the sadistic seat made by the loveless Austrians.

“Stupid corn.

Stupid bike.

Stupid Paul with your ass on fire”.

I made good and painful progress all day.

I had to bank enough time on the storm so that it wouldn’t broadside me on the long trek north from Des Moines to Saint Paul. Super Dukes are naked bikes and I leaned hard into the wind that traveling 85 mph will bring. In my heart, my personal storm was fueled by the pain in my bum. The regular Super Duke is a joyful thing. The “R” version was more powerful but harsh. Would I bond with a beast that was so flawed? In my lust I had chosen the crazy sexy girl who was indifferent to what I wanted, not the fun loving well adjusted girl who liked me. This bike was an athlete, with a brutal training regiment. I just wanted someone nice to go to the game with.

What about my wife? She can’t tell one bike from another. All she knows is that I flew to Denver to buy a motorcycle and ride it back to our home in Saint Paul. She

I think riding across Nebraska and somber go together. Yes, you can look forward to leaving Nebraska but that doesn’t lessen the time spent droning across it. Nebraska simply exists to be endured. Then I reached Iowa. Has anyone been happy to reach Iowa? Oh look! Four hundred more miles of Corn between me and home. I was in more pain now. It wasn’t just my butt cheeks that cried out for mercy.

The storm driven speed was taking it’s toll on my body, too. Like Kwai Chang Caine I tried to release my pain. I tried to dissipate it like smoke. I tried to give it to the mocking corn that filled the fields all around me.

Stupid corn. Stupid bike. Stupid Paul with your ass on fire.

Minnesota greeted me with more corn.

Corn, greedy corporations use it as a poor substitute for the real ingredients that make up our lives. The food we eat has less and less of the things we need and more corn.

The gas that powers the motorcycles we love is now contaminated by gas tank melting corn ethanol. Corn, I now called it scorn.

And who at KTM thought this was an acceptable seat for a motorcycle? The world was descending into madness as I ascended towards Saint Paul.

My wife was filled with joy when I returned to her. She still loved me. Her world was retuned to normalcy. I never told her about the bike. To friends and family all was well. I waited a year to sell it. The guy who bought it said he was a mechanic by trade. He walked over and twisted off the radiator cap immediately after the test ride. Hot antifreeze sprayed all over my garage and me.

A perfect match, I thought as I wiped the burning green liquid off my face. This bike couldn’t happen to a nicer guy.

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Minnesota Motorcycle Monthly® #168 August 2015

The All-New HarleyI

By Bruce Mike

picked the Street 750 up on a Saturday morning from our friends at St. Croix Harley-Davidson. On this particular day, St. Croix was hosting a ride so the parking lot was packed with bikes. They rolled the 750 out for me and my first thought was, this bike is tiny. The bike was parked amongst a bunch of baggers and big twins which had something to do with it. It also has a 17” front wheel and a 15” rear so it is pretty small.

As I walked around the bike I was approached by a number of folks who had an interest and questions about the bike. While I couldn’t answer all their questions, having not ridden the bike yet, I took it as a good thing that there was so much interest. What I found when checking out the bike’s aesthetics was somewhat disappointing. There was exposed wiring, unfinished welds and a horn that looked like an afterthought. It was obvious that Harley held to a specific cost when manufacturing this bike.

Harley-Davidson hasn’t had a new bike platform in 12 years. That all changed in 2015 with the Street 750 (XG750) and Street 500 (XG500) whose prices start at $7,499 and $6,799, respectively. I think we all know the Harley owner demographic is aging and they need to do something to attract the younger market. These bikes may do it. HD hasn’t had a “starter” bike since the Buell Blast and while the 883 Sportster may be considered a starter, it’s several hundred dollars more than the 750 Street. Personally, I’m hoping they sell a million of the Streets and they expand this platform.

The all-new powerplant, which Harley calls the “Revolution X”, is a V-twin, but it’s a 60-degree V instead of the familiar 45.

It’s liquid-cooled and fuel-injected which is something I look for in a new bike. The motor has a max horsepower of 57 at 8000

Photo by Julie S. Mike

Black, black and more black. rpm. Torque is 43 ft-lbs at just under 3,800 rpm. I forgot to check it but Harley claims fuel economy at 41 mpg combined. That seemed about right. It doesn’t sound at all like your stereotypical Harley but it does sound like a nice solid V-twin. Traditional Harley folks won’t like this bike but they aren’t the target audience.

Riding this bike was both really fun and sometimes not fun at all. The ergonomics were not good. I’m a short guy and the pegs and seat made feel like I was too tall.

The brakes were not going to stop me on a

dime and the rear brake pedal kept getting in my way. I believe some of these things could have been adjusted for a better fit but others needed upgrades or replacement. The mirrors were worthless which may be a problem specific to me. I had to change out the mirrors on every Harley I’ve owned. I put close to 150 highway miles on this bike and with the stock seat, bars and pegs, it was not without discomfort.

The fun part of riding this bike was the way it handled. The liquid-cooled motor gives it great power and quick acceleration. It cruised along nicely on the interstate at 70 mph and didn’t feel like I was pushing it at all. It’s quicker than an 883 and with a 455 lb curb weight it’s more agile. The suspension was good for riding around town which is where I would ride this bike. I dragged the heat shield in tight right turns which threw up some pretty good sparks.

The paint on this bike was black, black and more black. There was no chrome. I like no chrome because I tend to not wash my bikes very often. The Harley-Davidson badging on the bike was understated which fit it’s overall look nicely. I think this bike is meant to look clean and simple and it does that very well.

good things for an older guy like me.

Harley isn’t alone in building a bike like this.

Pretty much every Japanese manufacturer has a bike similar to the Street 750 so if the Harley-Davidson brand isn’t important, check out your options. I will guarantee you this though, if brand matters, nobody does motor clothes like Harley does.

Whenever I ride a new bike, after I drop it off at the dealer, I ask myself, would I own one?

In this case, yes. It would remain stock as long as it took me to get it in my garage and start taking it apart. For me, that is the greatest thing about this bike. It’s a blank canvass.

I currently have a ‘72 Ironhead chopper. The most fun I had with it was building it with my brother and nephew. It is horrible to ride.

I think the Street 750 would make a great Street Tracker and it would be tons of fun to ride. It is liquid-cooled and fuel-injected and that beats the heck out of air-cooled and carburated all day long.

Special thanks to St. Croix Harley-Davidson for loaning us this bike. Check out their website stcroixhd.com or just stop by, 2060 Highway 65, New Richmond, WI 54017.

When in doubt,

RIDE RIDE

MMM

As I get older my preference is leaning towards lighter and more agile bikes. While I will always have some kind of touring bike I really want a different bike for riding around town.

Everybody seems to think the Street 500 and the Street 750 is Harley’s way of targeting a more younger demographic. I wonder if maybe older folks may be the ones who buy Confidence-inspiring tools, equipment, these bikes. Why not? they and gear for commuting and traveling. are simple, easy to ride, easy to maintain and they’re built ©2007 800.222.1994 FREE CATALOG www.aerostich.com ©2007 800.222.1994 FREE CATALOG www.aerostich.com in Kansas City. These are all

When in doubt,

©2015

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

Photo by Julie S. Mike

I think clean and minimal were the design goals.

aero when in doubt ride MMM 0415.indd 1

4/1/15 1:16 PM

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Minnesota Motorcycle Monthly® #168 August 2015

9

- D a v i d s o n S t re e t 7 5 0 C

By Mark Descartes

ongratulations! You’ve passed your MSF class, got your license, bought some good gear and a used motorcycle. After a year and a few thousand miles, you are ready for your first new machine.

You want fuel injection, disc brakes and reliability. It has to have some style and, now that you are all popular, room for a passenger. A bike from an American manufacturer would be a bonus.

You sold your first bike to your friend and have been saving your nickels. With a budget of $8,000, a lap around the internet directs you to the Harley-Davidson Street 750.

Let’s ignore the brand name for a minute and simply look at the bike. What you have is an all-new machine, from the wheels up.

The Street 750 runs a modern, 60º liquidcooled V-twin with 4-valves per cylinder, SOHC and EFI. It churns out a measured 57 rear-wheel hp at 8,000 rpm. Peak torque is an impressive 43 ft-lbs at 3,750 rpm. This is no wheezy, shaky pushrod 883.

Sit on the bike and notice the low 28” seat height. Foot controls are thankfully standard bike placement, below your knee. I had no problem with the seat/tank/foot peg triangle with my 32” inseam. Those of longer leg can run an optional seat or install foot forward controls. The handlebar is black and wide with a mild rise and pull back. Steering effort is light with generous steering stops.

The bike is very easy to maneuver at slow speeds or when parking. Like most cruisers, the Street 750 scrapes parts at low lean angles, but an owner would quickly adapt.

Clutch is cable-actuated as a concession to cost but has a light pull. Neither extended

city riding nor a 100-mile jaunt on the interstate were uncomfortable. The cockpit and clutch are friendly for new, returning and/or smaller riders.

What about that motor? You have to spin the Street 750 to unleash the horsepower.

Unwind it to 4,000 rpm to harness 30 of the available 57 horses. Max hp is at the 8,000 rpm redline. The good news is that the Street 750 makes good torque across the rev range. From 2,000 rpm on up, it makes 35 to 42 ft-lbs. It is a fun, tractable motor that blends low-end torque for quick launches with top end horsepower. There is no tach on the Street 750 (available from the H-D catalog). Using my seat-of-my-pants tach, I found it most rewarding to run each gear to 5,000 rpm before shifting.

The low seat height and tight seating are design choices and are good. H-D shrunk the rear wheel to 15” to keep the seat height low but retain suspension travel. This allows the Street 750 to run a generous 5.5” of travel up front and 3.5” in the rear. You combine the sprightly motor with real-world suspension and a better-than-average 489-pound curb weight and you have a fully modern cruiser that you will want to keep riding. This bike wants to party.

The all-black paint isn’t my first choice and some of the brackets look like shop class afterthoughts but all sins are forgiven when underway. The Street 750 hides its weight well. At all speeds, the wide bars and low center-of-gravity make the bike a joy to ride.

Swerves are easy. There is no leaden steering. Mid-corner line changes are easy. The suspension travel is longer than that of the competition and the Street 750 is better for

it. For a mid-weight cruiser, the Street 750 rides well. Finally - a cruiser that handles!

Let’s talk about that brand name. For some riders, there is only one brand to ride and that is Harley-Davidson. The closest cousin to the Street 750 is the Iron 883. Comparing the two, the Street has an MSRP of $7,499. The 883 will cost you an additional $900 (MSRP $8,399). The liquid-cooled, 8-valve Street 750 makes more horsepower and torque than the pushrod Sportster engine. The Street 750 is quicker 0-60 and has a lower quarter-mile time that the 883.

Most telling, the Street 750 is a whopping 80 pounds lighter than the Iron 883. Some riders may turn up their nose to the newest H-D family member and that is too bad.

There are other models that fill the bill. But for the rider that wants a faster, lighter, better handling Harley V-twin, the Street 750 is the clear choice.

I put on almost 200 miles of mixed urban and highway riding. The Street 750 makes an excellent city bike. The torquey engine, lower mass and light handling make it a delight to launch from lights and negotiate corners and traffic. It is easy to park and fun to ride.

The all black paint was too much for me. I felt it looked cheap. I would spring for the optional Mysterious Red Sunglo paint. It greatly softens the lines of the machine.

To be sure, Harley-Davidson will offer a bewildering number of items to customize your new Street 750. Having said all that, I would seriously consider a Street 750 as my first bike, a city bike or my only bike. The Motor Company wisely started with a clean sheet and has truly built a better machine.

Couple that with a sub-$8,000 price and that it is built in Kansas City, and you have a winning combination.

Wife’s First Reaction®: “Its very…um… black”.

PROS Modern motor delivers the goods.

Exceptional handling.

15” rear wheel lowers seat height while retaining rear suspension travel.

CONS Cruiser-esque seating position.

Fit and finish reflect price point.

15” rear wheel limits tire choices.

MMM

SPECIFICATIONS 2015 Harley-Davidson Street 750 MSRP: Warranty:

$7,499 24-mos, unltd miles

ENGINE Type: Bore x Stroke: Displacement: Compression Ratio: Valve Train: Fueling:

Cooling:

60º V-twin 85.0 x 66.0mm 749cc 10.5:1 SOHC, 4-valve/cyl Mikuni EFI 38mm throttle body Liquid-Cooled

PERFORMANCE (rear-wheel) Horsepower: 57 hp @ 8,000 rpm Torque: 43 ft-lbs @ 3,750 rpm DRIVE TRAIN Transmission: Final Drive: CHASSIS Front Suspension:

Rear Suspension:

Front Brake:

Rear Brake:

Front Tire: Rear Tire: DIMENSIONS Seat Height: Wheelbase: Rake: Trail: Curb Weight: Fuel Capacity:

It handles great but things will drag in a tight turn.

Photo by Julie S. Mike

Colors:

Every issue 1996 thru 2015 — www.mnmotorcycle.com

6-speed Toothed belt 37mm fork, 5.5” travel Twin shocks, adj. preload; 3.5” travel Single disc, 2-piston caliper Single disc, 2-piston caliper 100/80 R17 140/75 R15 28” 60.4” 32º 4.5” 489-lbs 3.5-gals, inc. reserve Black, Black Denim or Mysterious Red Sunglo

10

Minnesota Motorcycle Monthly® #168 August 2015

Cruiser Bikes

Special Section

Cruisers For The Masses

By Guido Ebert While Harley-Davidson – the largest supplier of motorcycles in the United States – is once again experiencing growth in sales, and the overall stateside motorcycle market continues to realize single digit expansion, sales of traditional Cruiser motorcycles – those standard chromeclad, bag-less V-twins – appear to be slipping in popularity.

How can H-D and the general motorcycle market experience growth while Cruiser sales decline? 1) Sales of new Metric Cruiser motorcycles – those offered by Foreign manufacturers – have been on a downswing as consumers find a glut of lightly used offerings that were a part of the bike-buying boom of the mid 2000s. 2) More than 45% of H-D’s annual sales are tagged as Touring models rather than counted as traditional Cruiser models.

Lets look at the numbers.

While total sales of new motorcycles in the U.S. in 2014 tallied 430,670 units, up approx. 3.5% from 2013, sales of traditional Cruisers (non-bagged) in the United States in 2014 fell approx. -7.5% from 2013, according to Minneapolis-based research firm Power Products Marketing.

The top 10 best-selling Cruiser models in the U.S. last year were all Harley-Davidson models: the Iron 883, Dyna Street Bob, Breakout, Forty-Eight, Softail Slim, Dyna Low Rider, Softail Deluxe, Dyna Fat Bob, Dyna Wide Glide and Switchback, the research firm notes.

MMM

DUCATI

Photo Courtesy of Ducati

Ducati’s Diavel Carbon ($21,395) was a best seller in 2014 alongside the Diavel ($18,295) and Diavel Strada. For 2015, Ducati also offers the Diavel Titanium ($27,995).

HARLEY-DAVIDSON

Photo Courtesy of Harley-Davidson

HONDA

Photo Courtesy of Honda

Honda’s Cruiser sales last year were led by the Rebel ($4,190), Shadow Phantom ($7,499) and Fury ($9,999). Other Cruisers in the current Honda line include the Valkyrie ($17,999), Sabre ($9,999), Stateline ($9,999), Interstate ($10,999), Shadow RS ($7,499), Shadow Aero ($7,499) and Shadow Spirit 750 ($7,499) and CTX700N ($6,999).

Photo Courtesy of Harley-Davidson

H-D ‘s top sellers last year were the Iron 883 ($8,399), Dyna Street Bob ($13,449) and Breakout ($18,599).The 2015 H-D line-up also includes the SuperLow ($8,249), 1200 Custom ($10,649), FortyEight ($10,749) and Seventy-Two ($10,849) Sportsters; the Low Rider ($14,199), Fat Bob ($15,699) and Wide Glide ($15,799) Dyna models; the Slim ($15,899), Fat Boy Lo ($17,499), Fat Boy ($17,699) and Deluxe ($18,099) Softail models; and the V-Rod Muscle ($16,149) and Night Rod Special ($16,549).

MOTO GUZZI

Moto Guzzi’s California 1400 Custom ($15,490) is joined in 2015 by the sexy new Eldorado ($15,990) and Audace ($15,990) – both based on the architecture of the California.

INDIAN KAWASAKI

Photo Courtesy of Kawasaki

Kawasaki’s best-sellers in 2014 included the Vulcan 900 Classic ($7,999), Vulcan 900 Custom ($8,499) and discontinued Vulcan 1700 Classic. The non-bagged line-up for 2015 also includes the new 650cc Vulcan S ABS ($7,399).

Photo Courtesy of Moto Guzzi

Photo Courtesy of Indian

Indian’s growing sales were last year led by the Chief Classic ($18,999) and the early release Scout ($10,999). Introduced as an early release 2016: the Chief Dark Horse ($16,999).

Every issue 1996 thru 2015 — www.mnmotorcycle.com

Minnesota Motorcycle Monthly® #168 August 2015

11

Cruiser Bikes

Special Section

Harley-Davidson By The Numbers

By Guido Ebert arley-Davidson dealers in 2014 sold 267,999 new H-D motorcycles worldwide, up 2.7% compared to 260,839 motorcycles moved in 2013. Retail unit sales were up 1.3% in the U.S., 11.8% in the Asia Pacific region, 6.4 % in the EMEA region, 2.1% in the Latin America region and down 10.8% in Canada compared to full-year 2013.

H SUZUKI

Photo Courtesy of Suzuki

Suzuki’s best-sellers in 2014 were the Boulevard S40 ($5,499), C50 ($8,199) and M50 ($8,599). The 2015 Boulevard Cruiser line also features the M109R BOSS ($14,999), C90 BOSS ($12,389) and M90 ($11,199).

Sales through the first six months of 2015 are down, however, with H-D dealers selling 145,592 motorcycles worldwide compared to 147,633 motorcycles sold during the first half of 2014. Retail unit sales were down 0.7% in the U.S., up 7.8% in the Asia Pacific region, down 7.7% in the EMEA region, down 1.2% in the Latin America region and down 4.8% in Canada.

H-D says those results are in line with expectations following the company’s decision in April to lower motorcycle shipments from initial projections for 2015 in light of currency-driven competitive pressures in the U.S., increased levels of aggressive competitive discounting and an ultimate need to manage supply with demand.

H-D delivered 270,726 motorcycles globally in 2014, up 3.9% compared to 260,471 global deliveries in 2013. Deliveries stateside totaled 173,994 units, up 4.2%.

Photo Courtesy of Triumph

TRIUMPH Triumph’s top-selling Cruiser models last year were the America ($8,399), Speedmaster ($8,399) and Thunderbird ($13,499).

Those best-selling models are offered alongside the Rocket III Roadster ($15,499), Thunderbird Commander ($15,999) and Thunderbird Storm ($14,999).

The Motor Company initially expected to deliver 282,000 to 287,000 units worldwide in 2015, but now expects to ship 276,000 to 281,000 motorcycles to dealers and distributors – an approximate 2 to 4% increase from 2014.

“We are confident in the strength of our business and the strategies we have in place to maintain our industry leadership and grow our business over the long term,” says Matt Levatich,

Photo Courtesy of Harley-Davidson

President and Chief Executive Officer, Harley-Davidson, Inc. Critics suggest one way for H-D to “grow its business” is to expand its branding to other consumer markets rather than remain dependent on an aging population of its brand enthusiasts.

H-D says it is doing that, claiming U.S. retail sales of new Harley-Davidson motorcycles to its “outreach” customers (young adults 18-34, women, African-Americans and Hispanics) in 2014 grew at more than twice the rate of sales to “core” customers (Caucasian men, ages 35-plus).

MMM

Polaris Pursues Growth With Indian & Victory

By Guido Ebert olaris’ Motorcycle Division in 2014 earned sales revenue of $348.733 million, up an incredible 59% compared to revenue of $219.819 million in 2013 as the Indian brand experienced strong retail demand and Victory motorcycles sales climbed in the mid-single digit percent range.

P Photo Courtesy of Victory

VICTORY Victory sales in 2014 were led by the Vegas 8-Ball ($12,499), High-Ball ($13,349) and Gunner ($12,999). Also in the 2015 line-up: the Hammer 8-Ball ($14,999).

Polaris’ push into the two-wheeler market continues this year. For the first six months of 2015, Polaris’ Motorcycle business sales revenue came to $299.539 million, up 65% compared to $181.995 million during the same period in 2014.

That astonishing growth is not without its pains, however.

While the Indian brand has been leading Polaris’ Motorcycle Division expansion this year with the Scout, Roadmaster and the new Dark Horse, Victory brand sales proved off target as deliveries of the new Magnum and Magnum X-1 baggers were hung up due to paint capacity constraints at the production facility in Spirit Lake, Iowa.

Scott Wine, Polaris’ Chairman and Chief Executive Officer, says the company is undergoing “significant cost pressures and delayed shipments” related to continued difficulties with the new motorcycle paint system.

YAMAHA

Photo Courtesy of Yamaha

Yamaha’s most popular models in 2014 proved to be the Stryker ($11,690), V Star 250 ($4,340) and V Star Custom ($6,990).

Yamaha’s big Star line for 2015 also includes the VMAX ($17,990); Raider ($14,990), Raider S ($15,790) and Raider Bullet Cowl ($15.390); Stryker Bullet Cowl ($12,090); Bolt ($7,990), Bolt R-Spec ($8,390) and Bolt C-Spec ($8,690); V Star 950 ($8,690) and V Star 1300 ($11,290).

“We pulled out all the stops to increase throughput in an effort to meet the growing demand for our Indian, Victory and Slingshot customers, accepting the substantial costs commensurate with that push,” Wine says. “Although production still cannot keep pace with demand, we are confident in our plans to further increase our motorcycle throughput in the second half of the year.”

“Our biggest challenge has been meeting demand, so we invested heavily in infrastructure to meet future growth,” Steve Menneto, Polaris’ Vice President of Motorcycles, said in an annual

Photo Courtesy of Indian

report. Menneto says Polaris’ motorcycle division R&D spending in 2014 was the highest it’s been in 10 years, and says the division doubled its employee headcount and added more than 100,000 square feet to the Spirit Lake plant in addition to the installation of the new paint system.

While Indian has been firing on all cylinders, Polaris expected Victory sales to decline in 2014 given several competitive product launches. “But Victory only lost 0.5% market share,” Menneto points out. “There’s still strong demand for the brand. Now that we’ve upgraded Victory’s manufacturing lines and added capacity, we’re back investing in product. We also refocused the brand more precisely on what customers truly want from it: modern American muscle. Between quality and bold modern American styling, we’re well positioned for solid growth in Victory.”

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MMM

12

Minnesota Motorcycle Monthly® #168 August 2015

Meeting Chip Miller

Collector’s Corner

By Ben Goebel

MMM: How old were you when you got your first bike?

Chip Miller: 17 and it was 1968.

MMM: What was your first bike?

Miller: Start with as complete a bike as you can find.

MMM: Favorite Minnesota motorcycle event?

Miller: The Vintage Japanese Motorcycle Club (VJMC) Show at the fairgrounds.

Miller: A Yamaha YDS3, 250

MMM: Favorite motorcycling road in Minnesota?

hooked on motorcycles?

Wisconsin. But my favorite Minnesota road, I would have to say is the River Road.

MMM: When did you know that you were Miller: Ahhh, 1968.

MMM: How many motorcycles do you have?

Miller: 28

MMM: Of any bike at all, not just the models you have, what is your favorite and why?

Miller: Suzuki GT 750. It’s smooth, powerful and reliable, and you can ride it all day.

MMM: Any advice to someone starting a

Miller: Actually, my favorite roads are in

MMM: If you were starting out riding again what would you do differently?

Miller: I wouldn’t have so many motorcycles.

They don’t deserve to be left sitting around.

MMM: Why are motorcycles so important in your life?

Miller: Because it’s a tie-in to my youth.

MMM.

motorcycle collection?

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.

August

Aug 3 - 9 — Sturgis Motorcycle Rally Need we say more.

August 8 — Keep Calm Ride ON Riverside Bar & Restaurant, 126 Lewis Avenue South, Watertown, MN. Benefit for James and Shelly McCormick Aug 14 — Bike N Trike Rally American Legion Riders- Long Prairie, MN. For more info: bikentrikerally.com Aug 15 - 16 — MS River Road Run Savage, MN. For more info: msmotorcycleride.com

Aug 16 — 13th Annual Children’s Ride For School Supplies Indian/Triumph Twin Cities, 2967 Hudson Road, St Paul. For more info: indiantwincities.com/ Aug 21 - 23 — Fly Racing Morapalooza Ride Weekend For more info: https://www.facebook.com/ events/678140915626006/

Aug 21-23 — Northern Thunder Mystic Lake Casino Hotel, Prior Lake, MN For more info: roadshowsreno.com/ northern_thunder.php

Tim’s Custom Exhaust Exhaust for any machine.

Old bikes warmly welcomed.

763.422.6720 • www.timscustomexhaust.com

September Sep 10 - 13 — Adventure Motorcycle Rally In The Minnesota Northwoods For more info: northshoreshindig.com Sep 11 - 12 — Mississippi Mayhem La Crosse Interstate Fairgrounds N4985 County Road M West Salem, WI 54669 For more info: mississippimayhem.com Sep 12 - 10:00 am - 4:00 pm — 12th Annual East Central Iowa Sidecar Rally National Motorcycle Museum, Chamber Drive, Anamosa, IA. For more info: John at Sidecars Unlimited 319-846-2619, iowasidecar@aol.com Sept 19 — Fall Flood Run For more info: floodrun.net Sept 26 — 7th Annual Cruise For Troops Running Aces Casino & Racetrack 15201 Running Aces Blvd, Columbus, MN For more info: cruisefortroops.com

Sept 20 — Viking Chapter Fall Swap Meet MN State Fair Grounds (North Parking Lot) Sept 26 - 27 — Bobs Cycle Trailpalooza Huntersville State Forest

October

Oct 4, 10:00 am — Slimy Crud Café Racer Run For more info: slimeycrudrun.com/

November

Nov 1, 8:00 am —22nd Annual Minnesota Swan Ride Fury Motorcycle, 740 North Concord Avenue, South St. Paul, MN 55075 For more info: mnswanride.com 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

Join us for our Ride Night on August 19th!

Tires – Best prices in town!

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Every issue 1996 thru 2015 — www.mnmotorcycle.com

Minnesota Motorcycle Monthly® #168 August 2015

Motorcycling In Minnesota

13

Detroit, Otter Tail & Pelican Lakes Loop

DISTANCE: 102 miles TIME: 2 hours 18 minutes DIRECTIONS Exit Detroit Lakes south on MN-34W/US59S. Travel 7.1 miles to Hwy 17. Turn left (south) and travel 7.1 miles into Vergas.

Exit Vergas at the southwest via Hwy 4S. Travel 0.6 mile to Hwy 35S/Pelican Avenue. Turn left (south) and travel 10.8 miles to MN-108W. Turn right (west) travel 0.1 mile to 1st Ave. N. Turn left (south) travel 0.3 mile to CR35/Main St. Turn right (southwest) travel 1.6 mile to slight left on Hwy 44. Travel 5.3 miles to Hwy 14.

Turn right (south) travel 6.5 miles to Hwy 1. Turn left (southwest) travel 2.2 miles to Hwy 74. Turn right (northwest) travel 6.3 miles to CR35. Turn right (north) travel 4.1 miles to Hwy 41. Turn left (north) travel 5.9 miles to MN-108W. Turn left (west) travel 9.2 miles, veer left, travel 3.5 miles into Pelican Rapids. Exit Pelican Rapids at the north via North Broadway. Travel 0.6 mile to Hwy 9. Turn left (north) travel 5.4 miles to MN-34E. Veer right (east) travel 0.5 mile to Hwy 9. Turn left (north) travel 4.6 miles to Zorbaz on Pelican Lake. Exit Zorbaz and travel north on Hwy 5N for 7.1 miles to Hwy 6. Turn right (east) travel 5.6 miles to Hwy 15. Turn left (north) travel 0.5 mile to Hwy 6. Turn right (east) travel 4.7 miles to W. Lake Drive. Turn left (north) travel 1.1 miles to Zorbaz on Detroit Lake.

By Guido Ebert

SCENERY Detroit Lakes, located approx. 205 miles northwest of the Twin Cities and 40 minutes east of Fargo, boasts more than 400 lakes within a 25 miles radius. This is a 100-mile excursion. Discover the “412 lakes” region as you roll past lakeside stops from rustic to modern, between fields of beans and corn, and through hardwood forest.

Photo By MinnesotaMiranda.com

ROAD QUALITY

Dent

This route traverses county highways curving around lakes, lonely four-way stops and quick straights through fields.

Smooth but cracked asphalt typical of “B” roads. Watch for blind turnouts, tar snakes, soft shoulders, slow-moving tourists, ag equipment and wildlife.

Dent named after a variety of corn called Northwestern Dent Corn, was platted in 1903 and incorporated in 1904. However, because of its location on the Soo Line railroad, the community’s post office was established in 1900. Population: 193

NEED ASSISTANCE?

Maplewood State Park, established in 1963, is located 7 miles east of Pelican Rapids on Hwy 108.

Closest area motorcycle specialists include Seaberg Yamaha Ski-Doo, DL Bike Shop, Foster Cycle and Full Throttle Cycle & Machine of Detroit Lakes, Hi-10 Sports Center of Hawley, and Harley-Davidson of Fargo, Indian Triumph of Fargo and Wheels Inc. of Fargo.

ATTRACTIONS Detroit Lakes The community was founded by Colonel George Johnston in 1871, became the Becker County Seat in 1877, and by 1884 had hotels, a bank, newspaper, opera house and a county courthouse. The city currently has a population of about 8,600 inhabitants but swells considerably in the summer months, when the economy is driven largely by tourism.

Numerous works of architecture and engineering in Detroit Lakes have been added to the National Register of Historic Places – the Detroit Lakes Carnegie Library, Amtrak Depot, the Homer E. Sargent House on Lake Avenue, The Edgewater Beach Cottages, and the Holmes Block (also known as the Opera House Block) that includes multiple downtown commercial buildings.

Among the summer highlights are an Independence Day celebration on the mile-long public beach and the WE Fest music festival in August.

Vergas Located at the junction of Hwy 4, Hwy 17, and State Highway 228, Vergas (pop. 330) claims it is home to the World’s Largest Loon, actually a 20-foot-high sculpture that overlooks Long Lake. The community was platted in 1903 as Altona, but the name was changed to appease the Soo Line railroad. The Vergas community motto: “We are small enough to know you, but big enough to serve you!”

Maplewood State Park

Amid the farmlands that surround the park, Maplewood encompasses approx. 10,300 acres atop a series of high tree-covered hills near the eastern edge of the Red River Valley. The highest hills in the park approach 1,600 feet, with changes of about 300 feet in less than a mile.

Visitors are rewarded with striking vistas of eight major lakes, hardwood forest, and an abundance of wildflowers and grasses.

Enjoy the sandy beach and picnic area at Lake Lida, set up camp at one of 71 sites, or enjoy a drive along the one-way scenic route to observe wildlife.

Pelican Rapids Divded by the Pelican River, the city of Pelican Rapids (pop.

2,465) is home to Pete, the “world’s largest pelican.” Pete is located in the center of town at the base of the Mill Pond Dam. Hop off of your bike for a photo op, walk the nearby pedestrian suspension bridge, and check out the historic city hall built in 1900.

The first settlers arrived in the Pelican Rapids area in 1867 to locate and establish trading posts for the British Northwest Company, which was interested in trading with Chippewa Indians living in the area. Two years later, the first cabins were built on the Pelican River, one near each of the two rapids that are about a half-mile apart. By 1872, the village was platted, a dam had been built on the Pelican River and water power was running a saw mill and flour mill.

Pioneer expansion westward brought professionals (doctors, blacksmiths, businessmen) to the town by 1881, the railroad arrived in 1882 and the city was incorporated in 1883.

MMM

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14

Minnesota Motorcycle Monthly® #168 August 2015

“I Didn’t See You”… the Vespa GTS 300 ABS

T

By David Harrington

here aren’t all that many brands that have managed to make their product name representative of an entire product line in the minds of the North American consumer (think Kleenex for facial tissue), but Piaggio’s Vespa is certainly one. Even the scooter-haters of the powered twowheeled conveyance world (you know who you are) at least acknowledge the presence of “Vespa” and for many ordinary people “Vespa” is synonymous with “Scooter”.

Until the introduction of the modern large-frame Vespa in the form of the Gran Turismo 200 in 2003, Vespa scooters were predominantly 150cc or less and all were air-cooled. In 2006, we saw the introduction of the Vespa GTS 250 – large frame, liquid-cooled and fuel injected. As it happens, I have a GTS 250 in my garage so I am not without experience when it comes to modern Vespa. The company upped the game again for North America in 2009 with the GTS 300 (well, to 278cc) and now in 2015 we are getting Anti-Lock Braking Systems (ABS) along

with an enhanced front suspension design.

Bob Hedstrom of Scooterville generously made a brand spanking new white Vespa GTS 300 Super available to me. “Don’t crash it,” he said as I pulled out of Scooterville’s lot on a sunny summer day.

The first thing I did was top off the fuel tank and attached my GPS unit to complete some testing. For those of you who care about such things, the speedometer is mildly optimistic – indicating about 6% faster than actual speed. The top end I saw was 77 mph. Fuel economy was a very good 72 miles per gallon.

I then enlisted the assistance of my friend John, who recently purchased a Piaggio BV350 from Scooterville. I consider the BV350 to be the best “do-everything” scooter currently on the market and John has a lot of experience with (mostly) motorcycles though he recently owned a Vespa GTS 250 scooter to complement his Star bagger. Switching between the two scooters, we rode a nice chunk of the Grand Rounds on that gorgeous day. John appreciated the bump in performance the GTS 300 offered as compared to his older 250. The Piaggio BV 350 is a big-wheeled scooter (16 inch up front 14 inch in back) that is relatively lightweight with true highway capabilities.

After a good bit of riding, John summed things up nicely. “The Vespa is a wonderful ride and is obviously a scooter, the BV350 is more of a hybrid between scooter and motorcycle.”

Oh yes, Bob’s words proved prophetic. While I was in line in the right-turn lane at a stop near Minnehaha Falls, the young lady in the automobile in front of me mistook the “R” for a “D” on her automatic transmission and backed into me. The rubber side stayed down and the front fender was the only casualty. The young lady had full insurance coverage and was quite apologetic, muttering the requisite “I didn’t see you” when she got out of her car. Why she was going backwards was never fully addressed.

Photo By David Harrington

The new front suspension design and the ABS brakes also make a noticeable change from the older GTS 250 scooter. The single sided swing arm remains on the front end (no conventional forks for Vespa) and the lower shock mount is now hinged. The older version was a rigid mount directly on the trailing arm. The new set-up allows the front suspension to maintain the correct

Photo By David Harrington

geometry with no lateral flexing. The ABS and traction control work well. The added electronics take up about half of the glove box, but the result is strong, drama-free braking in most every condition. I did notice that more effort is required of the rider at the brake levers as compared to the older GTS 250 scooter.

Acceleration is more than adequate (brisk even) from a stop up to about 70 mph. Beyond that it takes a bit to wring out the top speed. Roll-on from 30 mph – 60 mph is very nice. Handling is quick, nimble, and still smooth – smoother than the BV350 in fact – with the 12-inch front and rear tires offering quick response to inputs while being more stable at higher speeds than the 10-inch rubber typically found on a lot of scooters.

The ergonomics are outstanding. I cannot think of any other scooter in this class that is as comfortable for such a wide range of riders. Those with lesser inseams (myself included) won’t be able to flat-foot at stops, but the center of gravity is so low that a mild lean to one side is not an issue at all. Taller riders will likely find more than enough room on the seat/floorboards to accommodate them and the upright riding position and easy reach to the controls feels just right.

Underseat storage is OK, though too narrow to take my XXL full-face helmet. There are many choices for luggage racks front and rear and all manner of rear topcases to expand the carrying capacity of the Vespa.

Ultimately, I cannot think of a metro area riding experience that wouldn’t be enhanced aboard the new Vespa GTS 300 Super. It can easily handle some freeway time and is an absolute joy on surface roads. If you’re in Minneapolis, you owe it to yourself to swing by Scooterville and have a look at the new large-frame Vespas. With an MSRP in the $6,000 range, they aren’t inexpensive, but you’ll not find a better combination of new technology and gorgeous Italian design at any price.

Oh yes, Bob forgave me for the front fender damage after I completed all the insurance paperwork and called the adjuster.

Twin Cities scooterist David Harrington owns and operates JustGottaScoot.com

Photo By David Harrington

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Minnesota Motorcycle Monthly® #168 August 2015

Feature

My First Motorcycle Trip… And I Rode

By Christy Quiner

I

15

’ve been attending the Hiawatha BMW Rally since I was three months old. And I’ve been driving a dirt bike since I was eight years old. My Dad, having taught MSF dirt bike safety classes, is the best teacher ever for my little sister Hannah and me, and the three of us like to trailer the dirt bikes and ride around the campgrounds of the different motorcycle rallies we attend.

Many bikers my family and I know tour the countryside near a motorcycle rally, then after the scenic ride, go to the rally itself. Touring all sorts of twisty roads, seeing deer on the ride (hopefully from a safe distance) … it all sounded like a bunch of fun! But I never got to say that I rode my own motorcycle to the rally.

That is, never before this spring of 2015.

Planning A Trip I earned my motorcycle permit after I earned my automobile driver’s license. Because I’m only 16, I needed to go through a classroom training session before I was allowed to take the motorcycle permit test. And after doing that, I was able to ride my new Honda 250 enduro legally on the road!!!

Now that I had my permit and road-legal dirt bike, we were almost ready for my first motorcycle trip as an operator. I was super excited for the big day, and a little nervous.

Because I only held a motorcycle permit, not a full license, I had a few restrictions. One was that I could not drive on any interstate.

Not that I wanted to right away, but that made planning a route down to Houston, Minn. a bit of a challenge. Thankfully a motorcycle friend of ours, who has gone to the

Hiawatha rally too (thanks Tim!), gave us a route that excluded any interstate travel. It was also very pretty.

Dad and mom each had an Aerostich waterproof motorcycle suit, and I would be able to wear mom’s. I’m a bit taller than she is, but it fit me just great. I also wore mom’s flip up full coverage helmet, and brought along some of dad’s water resistant gloves. Which unfortunately turned out to be a good thing. Add my elk skin biking gloves, sunglasses, and hiking boots, and I was ready to go!

Finally the day came.

Dad rode his motorcycle with my sister Hannah (whom I call “Banana”) on the back, I rode my 250 (that I named “Middle Red”) and mom drove the truck with all our gear and rally equipment.

Dad turned his motorcycle on. I did too. Middle Red sputtered, then burst into life. Squeezing the clutch in and pressing down on the gearshift lever, I put my dirt bike into first gear.

I looked to dad.

“Are you ready?” He asked. I nodded. “I’m ready!” I was born ready! And just like that my adventure began!

Soggy Shifting We rode through some towns and some beautiful twisty roads. But not too long into our journey, little drip drops of water started appearing on my helmet shield. The three of us pulled over so we could get our rain gear on.

A few miles later, just as we got into a fast food restaurant for lunch, it poured. But, by the time we were done, the rain was less intense and we were on our motorcycles again. The rain’s

Photo Provided By Christy Quiner

intensity would vary. Some moments it was misting, some it was pretty hard. But thankfully it was never as hard as outside the restaurant.

We didn’t have much traffic, and the road was very pretty. It took us in and out of small towns, up small hills, and right next to farm fields.

At one point, I slid my left foot under the gearshift lever, preparing to up-shift. Slosh.

My sock was suddenly wet and cold. I realized then that my hiking boots were not as waterproof as I thought them to be.

A Second Colorado As we neared our destination, the landscape started to change. Instead of farm fields, we were riding on twisty roads with rocky walls bordering huge hillsides of grass and trees.

We rode into the little town Rushford. But just as we got there, it started to pour again.

Super hard. So we stopped at a sandwich shop to wait out the rain. We ate a sandwich, had some hot chocolate, and dad and mom stepped outside to call the campground to see if it was raining there.

Photo Provided By Christy Quiner

The weather cleared up, so we hopped on our bikes and took off. Just out of town, the road and landscape become like a second Colorado – the hills were huge with bits of rock scattered here and there, thick trees stood tall, and the road

weaved up, down and around the bluffs. Middle Red and I leaned through the twisties.

I’m sure the view was pretty good in a car, but it was even more so on a motorcycle. It was spectacular. I didn’t just see the landscape; I was in it!

Surprise!

Before I knew it, dad and I were riding into the Money Creek Haven campground. With dad’s awesome training, and God’s protection, we had all made it to the Hiawatha rally. Sure we were a little wet, but we had covered 200 miles.

Then, riding down the road to get to the registration building, people started yelling and a cowbell clanged. A group of people were holding a sign and shouting by the road to our right.

The sign said, “WAY TO GO CHRISTY! We are proud of you! BMWMOCM 39th Annual Rally 2015” Dad pulled over by them, and I followed, surprised. Everyone whooped and clapped. A big grin swept across my face as I looked at my fellow smiling motorcyclists. Dad suggested I hop off and hug them, and I quickly did.

I hadn’t even dreamed I’d have a welcoming committee! I was so happy!

I was later told that way before the rally, some people e-mailed dad and mom asking if they could welcome me to the first rally I rode to.

My parents thought that was super nice, and so do I! Better than nice!

Sure, the ride wasn’t perfect. Maybe it was a little windy, I was momentarily blinded by rain splashing on us from semi-trucks and I got puddles in my boots, but I got to ride my motorcycle to a rally for the first time ever. And I wouldn’t trade that experience for the world.

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