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JANUARY 2013

AMA Motorcyclist Of The Year Jon-Erik Burleson Safety Tech: Predicting The Streetbike Of Tomorrow

THE JOURNAL OF THE

For more than 25 years, Al Holtsberry has supported the AMA. Now we’re offering something special for him and all other AMA Life Members.

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NAVIGATION

Cover

Jon-Erik Burleson’s life has revolved around motorcycles.

Now this lifelong rider is leading KTM out of one of the worst recessions the motorcycling industry has ever seen.

Read how starting on page 34.

Photo: Scott Hirko

Navigation Photo

The Kiwi Indian Motorcycle Co. created this stunning, streetable boardtrack racer and is now working its magic on a 1943 Indian 741, which is being raffled by the AMA Motorcycle Hall of Fame. For details, see page 33.

Photo: Courtesy of Kiwi Indian Motorcycle Co.

8. LETTERS You write, we read.

10. ROB DINGMAN Motorcyclist of the Year: Jon-Erik Burleson

12. RIGHTS What street motorcyclists will be talking about in 2013.

18. RIDING Dispatch from West Virginia, AMA Member Tested: Cortech Super 2.0 Backpack.

American Motorcyclist magazine (ISSN 0277-9358) is published monthly by the American Motorcyclist Association, 13515 Yarmouth Dr., Pickerington, OH 43147.

Copyright by the American Motorcyclist Association/American Motorcyclist 2012.

Printed in USA. Subscription rate: Magazine subscription fee of $10 covered in membership dues; $15 a year for non-members.

Postmaster: Mail form 3579 to 13515 Yarmouth Dr., Pickerington, OH 43147.

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January 2013 Volume 67, Number 1 Published by the American Motorcyclist Association 13515 Yarmouth Dr. Pickerington, OH 43147 (800) AMA-JOIN (262-5646) www.americanmotorcyclist.com

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25. RACING The good, the great and the unpredictable in AMA Supercross racing.

30. HALL OF FAME 1969 Kawasaki Mach III, and Hall of Famer Will Davis.

34. MOTORCYCLIST OF THE YEAR The motorcycle industry is making a comeback, and KTM’s Jon-Erik Burleson is helping lead the charge.

40. SAFETY TECH New motorcycle safety technologies should make riding much safer in the future.

44. GO RIDE What to do, where to go.

50. ANTHONY MICHAEL ALONSO Dream big.

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All trademarks used herein (unless otherwise noted) are owned by the AMA and may only be used with the express, written permission of the AMA. American Motorcyclist is the monthly publication of the American Motorcyclist Association, which represents motorcyclists nationwide.

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Copyright© American Motorcyclist Association, 2012.

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Send your letters (and a high-resolution photo) to submissions@ama-cycle.org; or mail to 13515 Yarmouth Drive, Pickerington, OH 43147.

LETTER OF THE MONTH LONG LIVE THE KING I’m a small business owner, lifetime motorcyclist and resident of Cottonwood, Ariz., for the past 20 years. Recently, I had a customer bring a printer to our shop for service. His name was Frank Domokos.

With such an unusual name, I had to ask if he knew of the Wheelie King—Doug Domokos. He did and, in fact, Frank is his father. He allowed me to take his picture (with me grinning like a little kid).

Frank is 82 and very proud of his son. His sadness is profound and that was painfully obvious when he told me of the accident that took the life of Doug, an AMA Motorcycle Hall of Famer.

Doug Meyer Cottonwood, Ariz.

SHARE THE BURDEN Regarding the article in the November issue on healthcare discrimination against motorcyclists, I would like to offer a counterpoint. Insurance is all about risk. The greater the risk, the greater the potential cost for coverage. If you are a member of an insured group that contains many members that engage in demonstrably risky behaviors yet you do not, you will in effect be subsidizing the risky behavior of others.

I think the essential issue is either assigning a premium to all risky behavior or if there can be no consensus about

Each month, a lucky AMA member wins a Bike Bandit gift card worth $100. Didn’t win? No worries. You can still take advantage of your 10% AMA member discount at BikeBandit.com.

Kenneth Winston Metairie, La.

Doug Meyer

the extent of risk, you would be forced to assign the premium to none. This could mean higher rates for those in the group that smoke (this is already the situation in many cases), those that are morbidly obese, those who fail to take appropriate medical care for known conditions, etc.

All of these examples would need to be backed up by facts demonstrating the increased level of risk. If motorcycling was demonstrated to be a more risky behavior, I say, bring on the increased premiums right after the premiums are increased for all of the other risky behaviors.

Once people realized that nearly everyone would have some basis for increased rates, the idea of discriminating against one small segment (that is, motorcyclists), would die a quick death.

Now for the idea that insurance should cover an individual who was engaged in illegal activity, that’s just ridiculous!

Thanks for reading. I’m a proud member of the AMA and am glad that you folks have our backs on these types of issues.

David Beauvais Pittsburgh, Pa.

David Beauvais

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a motorcycle. The Motorcycle Safety Foundation stated that we should “park toward one side of the space (in a parking lot) to leave room for another bike.”

What planet do they live on? On this planet, if parked anywhere other than as close to dead center as possible, a car, truck or SUV “shares” my space. Big road machine or the scooter, makes no difference. I have been told off, had notes left on the bike, even been vandalized, for taking a car’s spot!

In a perfect world, consideration for others would be the rule. I advise all of us to park in the center until then.

DON’T SHARE THE SPACE Regarding the “Ask the MSF” article in the November issue, the article was about proper techniques for parking

CONTROLLING IMAGE Image is everything. Many urban residents have been convinced that distant deserts are fragile environments— that only a footprint can cascade into catastrophic destruction of sensitive ecosystems. They believe the last vestiges of open spaces have to be preserved by legal protection before they disappear forever. Many of them believe it’s their moral responsibility to work to maximize the amount of federal land in Wilderness designation to protect what’s left before it’s all gone.

Anti-access groups have long realized the power of image to influence the decisions of people who have no firsthand knowledge of the matter they are about to decide. They depict themselves as intelligent, unselfish public-spirited people working for a greater good. On the other hand, we’re depicted by them, at best, as good but simple-minded folk unable to comprehend the harmful impacts of our selfish pursuits. Therefore, the anti-access groups argue, it’s up to the rest of America to protect America’s public lands from us.

When the credibility of environmental groups was tarnished by radicals, they recreated themselves as public employee whistle blowers exposing environmental mismanagement or as backcountry sportsmen speaking out against OHVs. Their new term is “consumptive use” vs. “non-consumptive use.” We are consumptive users. They are nonconsumptive users. Back to image. What a powerful image these words project.

To keep federal public lands open, the image OHVers have to project is one of stewards of public lands. We must acknowledge our responsibility to protect natural values. We must take the time and make the effort to learn how to protect natural values. We must step up and work

as partners with government agencies and legitimate environmental organizations for the conservation of public lands for our future use, other users, and future generations. America’s public lands must benefit from our being there.

Public lands do not need to be put in unreasonably restrictive Wilderness designation to protect natural values.

Forests, grasslands, and their ecosystems are healthier by good management. Wilderness designation prohibits good land and wildlife management practices. Wilderness designation is bad economic policy. It causes economic hardship in nearby communities and rural counties by closing public lands to managed, sustainable commercial uses that provide jobs and goods. OHV sport and recreation is compatible with natural values, sustainable and a legitimate activity

by American families that belongs on America’s public lands.

Robert Adams Pahrump, Nev. AMA FOR ALL In the August issue, Rob Dingman explains that the AMA “is working diligently to become more representative of all motorcyclists.” His column mainly addresses attracting more recreational riders, in addition to the competition riders. However, as an AMA member I have been increasingly alienated by AMA positions that are more accurately described as libertarian (or antigovernment) than pro-motorcycle.

We can all agree that passing laws that protect children from lead and other deadly toxins without banning youth ATVs and motorcycles is a success story for our community. But the AMA is wrong to think that the repeal of universal helmet laws, which began in 1996 and continues to be a centerpiece of AMA’s legislative platform, is pro-motorcycle. The days of arguing about whether helmets save lives are over—just like the decades of attacks against the health effects of tobacco.

I work hard to protect my personal liberties and when people’s actions only affect themselves, I don’t care what they do. From a political point of view, the problem is not the preventable deaths of thousands of riders, it’s that often helmetless riders don’t die, resulting in higher insurance costs and increased government health care expenditures.

From a human point of view, shame on AMA for deflecting honest discussion of mandatory helmet laws with slight-of-hand sermons calling for accident prevention.

Wayne Allard, AMA’s vice president of government relations tells us, “Your freedom to ride is under constant threat from federal officials.” This attitude might be good on a campaign trail, but it isn’t good for motorcyclists on our trails OR on the road.

Matt McMahon Washington, D.C. Thanks for the note, Matt. However, one major point of correction: The repeal of universal helmet laws is not a centerpiece of the AMA legislative platform. We favor voluntary adult choice. There is a big difference. Indeed, the AMA strongly encourages helmet use by all riders at all times regardless of the laws in their state.

For a more detailed explanation of where the AMA stands on this issue, see www. americanmotorcyclist.com > Rights > Position Statements.

ABS WORKS It has been demonstrated that a competent rider can stop a motorcycle in a shorter distance without ABS than with ABS. This is the case on dry pavement only. Tests have shown that on wet

The Road

pavement ABS always wins.

I saw one report that said traction on dry asphalt can vary as much as 800 percent. That means the poorest surfaces only have 1/8th the traction of the best.

As far as stopping better without ABS, this no doubt requires numerous practice runs over the same surface. In a panic stop, you get one shot. No practice runs, no re-tries. In a panic stop you are virtually always on a new and unfamiliar surface.

Even on a familiar road, one side of a lane may have different traction characteristics than the other... In addition, the skill level of even a competent rider will vary depending on whether the rider is tired, cold, preoccupied, etc. Put all of these factors together, and no rider can be spoton 100 percent of the time.

I currently have five motorcycles varying from 125cc to 1,250cc that I ride regularly.

Only one has ABS. It has kicked in only once in 40,000 miles when a driver in cross traffic ran a red light. I came to an abrupt, controlled stop and am still alive.

I credit the ABS and feel it was a good investment. I’m still riding!

Mark Hoover Winnetka, Calif.

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America

VIEWPOINT

2012 MOTORCYCLIST OF THE YEAR As the motorcycle industry continued to battle back from its worst downturn in history in 2012, one individual’s innovation and leadership have put him and the company he leads at the forefront of the industry’s resurgence. The 2012 AMA Motorcyclist of the Year is Jon-Erik Burleson.

Burleson is the president of KTM North America. During 2012, KTM’s off-road model sales grew significantly over 2011, while

By Rob Dingman industry-wide off-road model sales have dropped. The success that KTM has enjoyed under Burleson’s leadership is, however, only part of the equation.

The AMA Motorcyclist of the Year is not a lifetime achievement award; rather it is recognition for the profound impact that an individual has had on motorcycling over the last year. It is also important to recognize Burleson’s lifelong passion for, and commitment to, motorcycling in order to understand what has made him so successful in the motorcycle industry.

The mission of the AMA is to promote the motorcycle lifestyle and protect the future of motorcycling. The words “motorcycle lifestyle” frequently conjure up images of some of the worst motorcycling stereotypes. The use of the word “lifestyle” in the context of our mission statement is intended to embrace a broad range of responsible motorcycling interests, from riding clubs to motocross families and everything in between.

The motorcycle lifestyle is often something passed from one generation to the next. Jon-Erik Burleson exemplifies the motorcycle lifestyle. He was raised in a motorcycle racing family and has been around motorcycling his whole life. His passion for motorcycling is like a family heirloom passed from his father to him that he is now passing on to his kids.

Jon-Erik is not only passionate about motorcycling, but he is also passionate about the AMA. When I became president of the AMA at the end of 2006, Jon-Erik was serving on the AMA Board of Directors. There are always a variety of interests represented on the AMA Board. The line between the business or personal interests of board members and what is in the best interest of the AMA and its membership has historically been somewhat blurry. Jon-Erik not only proved himself very capable of taking his KTM hat off and putting his AMA hat on when in the AMA boardroom, he was instrumental in holding other board members accountable to do the same. Jon-Erik approached every issue, not from the perspective of a corporate member, but from the perspective of someone who has been an individual AMA member since he was a little kid and is in the process of passing his passion for motorcycling and the AMA on to his kids.

The AMA Board of Directors functions much differently today than it did before Jon-Erik joined the board. Burleson served as chairman of the Finance Committee of the Board of Directors. In that capacity, he helped the AMA improve its fiscal management. As a member of the board’s Executive Committee, he helped to bring about the

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Photo Scott Hirko

Jon-Erik Burleson

many improvements made to your association over the last several years. While he has left the AMA Board, reflecting his commitment to term limits, Burleson currently serves on the Board of Directors of the American Motorcycle Heritage Foundation, which oversees the AMA Motorcycle Hall of Fame.

Jon-Erik has his famous father, Dick Burleson, to thank for getting him involved in motorcycling and a former KTM president, the late Rod Bush, to thank for giving him a job in the motorcycle industry.

Jon-Erik’s accomplishments give his father reason to be proud, and they honor the memory of Rod Bush. It is fitting that Jon-Erik Burleson be named AMA Motorcyclist of the Year for the same year that Bush was recently inducted into the AMA Motorcycle Hall of Fame.

While the achievements of Jon-Erik Burleson in 2012 are impressive, I think he would be the first to tell you that the impact motorcycling has had on his life is every bit as profound.

Rob Dingman is president and CEO of the AMA.

“

During 2012, KTM’s off-road model sales grew significantly over 2011 while industry-wide off-road model sales have dropped. The success that KTM has enjoyed under Burleson’s leadership is, however, only part of the equation.”

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RIGHTS TOMORROW’S ISSUES TODAY

What Street Riders Will Be Talking About In 2013

By Imre Szauter, AMA government affairs manager

With winter approaching, the cooler weather calls for warm foods. As I was staring into a big bowl of minestrone soup, I couldn’t help but notice the white alphabet pasta, wondering whether the letters were signaling to me as a street motorcyclist some of the things I should think about in 2013.

Here’s what the soup might spell out: ABS: Antilock Braking System. We evaluated several motorcycles equipped with ABS at the Bosch Proving Ground in Flat Rock, Mich., in June and came away impressed. I’ve said this before and I’ll say it again: Testing the limits of one’s ability to safely stop a motorcycle is a life skill every rider should practice.

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However, not many riders find the right conditions under which they’re willing to experiment.

Advanced rider training and track days provide some riders this opportunity, but adding technology such as ABS may increase a rider’s confidence in his or her ability to safely handle an emergency.

That said, there are still some nagging questions I’m sure motorcyclists will be talking about in 2013, including ABS cost, availability, whether the federal government will mandate that all streetbikes be equipped with ABS, and consumer acceptance of the technology.

CDC: Centers for Disease Control and Prevention. “Motorcycle crashes create a burden to society,

consuming public funds for emergency response, emergency room costs, and insurance premiums.” These are the words of the federal agency, not mine, from its recent publication: “Motorcycle Safety— How to Save Lives and Save Money.”

You can check it out yourself at www. cdc.gov/motorvehiclesafety/pdf/mc2012/ MotorcycleSafetyBook.pdf.

Opponents of motorcycling trot out this tired “social burden theory” quite often, and it’s sure to be argued again in 2013.

While I won’t go into all the arguments used to debunk this theory, it’s important to know that studies have shown that motorcyclists are just as likely to have private health insurance as any other road user.

In fact, if you take a close look at the CDC quote you could easily replace the word “motorcycle” with “car” and the statement would be just as inappropriate.

EPA: Environmental Protection Agency.

This is the federal agency that approved E15—a gasoline formulation that contains up to 15 percent ethanol by volume—for use in model year 2001 and newer cars, light trucks and medium-duty passenger vans.

The problem is that E15 isn’t approved for use in anything else that burns gas, so your motorcycle, all-terrain vehicle, chain saw, personal watercraft, outboard motor and more are off-limits for this fuel.

Besides, even unintentional misfueling may void your warranty.

So not only do motorcyclists and ATV riders need to be careful so they don’t put E15 in their machines, but remember that the EPA is requiring that all consumers buy at least four gallons of gasoline from blender pumps dispensing different fuel blends (including E15) through the same hose.

That’s so that any residual E15 left in the hose from a previous user will be diluted.

As more gas stations start selling E15 in 2013, more motorcyclists will be talking about it.

ITS: Intelligent Transportation Systems. A 3,000-vehicle pilot study under way in Michigan is just the latest research to evaluate ITS as a tool for reducing traffic crashes.

ITS involves technologies such as devices in cars to sense other cars to avoid crashes.

Could ITS change the future of motorcycling? Yes, especially

RIGHTS HONDA, BMW DEMONSTRATE INTELLIGENT VEHICLE TECHNOLOGY OEMs Participate In Intelligent Technology World Congress

Honda and BMW were among the companies that participated in the 19th World ITS Congress in Vienna, Austria, Oct. 22-26, to showcase their efforts to make riding and driving safer through intelligenttransportation-system technology.

That involves vehicles communicating with each other, as well as with roadway systems such as traffic signals.

if motorcycles aren’t included in vehicle and infrastructure design. Which means, for example, those so-called smart cars won’t sense motorcycles. The AMA is hard at work trying to get the ITS community to factor in motorcycles in everything it considers. For more on this topic, see “Safety Tech” on page 56.

NHTSA: National Highway Traffic Safety Administration. This federal agency is spending your tax dollars to fund state-run motorcycle-only checkpoints. Allegedly this is being done to improve motorcycle safety and reduce crashes.

Are there better ways to reduce traffic crashes involving motorcycles? You bet there are! Those include more rider education opportunities and a real effort to curb distracted and inattentive motor vehicle operation.

U.N.: United Nations. Remember global harmonization? That’s the U.N. effort to standardize motorcycles so they can be sold in any market worldwide.

Well, its impact was recently felt with the release of new motorcycle braking standards “…to add and update requirements and test procedures and to harmonize with a global technical regulation (GTR) for motorcycle brakes.”

The AMA is keeping a close watch on the global harmonization efforts to ensure that American motorcyclists’ interests are represented.

AMA: The American Motorcyclist Association. The AMA, as well as other motorcyclists’ rights organizations, protects the rights of street riders and deserve your support to help protect the future of motorcycling.

With the elections over, there are newly elected politicians nationwide who are unfamiliar with our issues and need to hear from our community. This is where you can really make a difference—join or renew your membership and make your voice heard.

Maybe a big bowl of soup is just what we need to remind us of the challenges that lie ahead.

Honda used an NC700X motorcycle and Insight car to demonstrate vehicleto-vehicle communication, as well as communication with roadside ITS stations that provide information about such things as road hazards and traffic light timing.

Honda also discussed its research into an electronic rear view system for motorcycles that is augmented with advanced sensing technologies.

Some of the warnings provided the rider with the technology include broken-down vehicle ahead, road work ahead, traffic jam ahead and bad weather.

BMW showcased its intelligent-

transportation-system technology for cars called BMW ConnectedDrive, and for bikes called BMW ConnectedRide.

To read more about intelligent transportation systems technology for motorcycles, see the “Safety Tech” article on page 56.

NINA’s AN orIgINAl.

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RIGHTS 2011-2012 ON-HIGHWAY SUMMARY

Washington, D.C., and took action when necessary. Those actions included informational mailings to AMA members, news releases, testimony before lawmakers and providing information to key legislative committees. Here’s a breakdown of the on-highway legislation

The AMA Government Relations Department monitored 1,339 pieces of state legislation related to on- and off-highway riding in all 50 states and

tracked during the 2011-2012 legislative sessions around the country through Oct. 23. Distracted driving issues are broken out further. Note that legislation may address more than one issue, so a single bill may be counted in multiple topic areas below.

DistraCteD/inattentive vehiCle operation (241) Cellphone usage Restricting or prohibiting use (107) Bans Text messaging, internet use, drowsy driving (46) hanDs-free Use of cellphone (41) DistraCteD/inattentive Driving (22) restriCting viDeo Displays (10) after Crash Police reports to include distracted-driver info, enhanced penalties (15) traffiC offenses Vehicular assault/homicide, right-of-way and related violations, seizure, banning motorcycles from public roads, parking, riding two abreast and stunt riding (92)

equipment Sound, exhaust systems, lighting, emissions, fuels and alcohol interlocks (50) safety Rider education programs, safety and awareness, and mandatory training (69)

misCellaneous Definition of a motorcycle, discrimination, lead, traffic calming, congestion, traffic management and study committees (94) helmets (54) vehiCle laws Rebuilt vehicles, registrations, lemon laws, inspections, high-occupancy-vehicle lanes, titles, lane splitting and right to repair (59) liCense plates Special plates and vertical mounting (134) taxes Registration and titles, taxes on miles traveled and fuel-efficient vehicles (115) mopeDs (33) liCensing, enDorsements anD permits (37) tolls (56) passengers Age restrictions (8) insuranCe Vehicles, liability and denial of medical benefits (27) traffiC-aCtuateD signals (16)

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AmericanMotorcyclist.com

30

60

90

The State-by-State Guide to Motorcycle Laws continues to be a popular item for our members. Print copies are free to AMA members. Guides are also available online at AmericanMotorcyclist.com. Also included on the website is the State-by-State Guide to Off-Highway Motorcycle and ATV Laws and Regulations and the AMA’s Position Statements on various issues.

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OFFICIALS IN CITIES PLAN TO SEIZE DIRTBIKES

Photo ©iStockphoto.com/Forest Woodward

Philadelphia, New Haven, Conn., Look At Seizures

From Philadelphia to New Haven, Conn., to Trenton, N.J., officials are cracking down on illegal dirtbike and all-terrain vehicle riding on public roads.

In Philadelphia, police have the authority to confiscate and even destroy dirtbikes and ATVs under a bill approved Oct. 25 by the Philadelphia City Council.

The bill restricts dirtbikes and ATVs from operating, parking, stopping, placing or standing on sidewalks or public property, including parks and recreation centers, unless authorized by law.

Violators will have their vehicles confiscated or will face a $2,000 fine if they can prove the vehicle’s value is more than $2,000. The bill also gives police the authority to destroy confiscated vehicles.

Riders, who are the subject of reckless riding complaints from residents, say they have no legal place to ride. Councilwoman Blondell Reynolds Brown, who sponsored the bill on behalf of the city administration, says she will work with riders and others to try to find a way to create a riding park.

The Philadelphia Inquirer favors the crackdown on illegal riding but is wary

of the idea of a riding park.

“Making any ATV not parked on private property subject to seizure would give cops a powerful tool in their periodic sweeps,” the newspaper said in an Oct. 9 editorial.

“Less feasible, though, is the proposal raised at the hearing that the cash-strapped city set aside parkland as an ATV park, where riding the vehicles would be legal. Apart from the cost and difficulty in shielding nearby neighborhoods from the noise and dust, there’s the fact that, for too many riders who seek thrills from riding illegally, a park might not be attractive,” the editorial said. “Stronger enforcement offers the best hope of keeping city streets safer.”

In New Haven, officials believe they already have laws on the books to seize dirtbikes and ATVs being ridden illegally on public roads, but the city lawyer is still analyzing the laws.

Police also indicated there are a few things they need to work out before they can start seizing the vehicles, such as where they would be stored.

In Trenton, police are mum about the steps they will be taking to crack down on illegal dirtbike and ATV riders.

But they say they are putting together a strategy.

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Members of the Ohio Air National Guard received advanced rider training from Jason Pridmore’s STAR advanced riding school at Mid-Ohio Sports Car Course in Lexington, Ohio.

“The set up couldn’t have been any better,” says Lt. Col. Bernard Willis, a safety officer with the 178th Fighter Wing at the Springfield Air National Guard Base in Ohio. “Temperatures were in the 60s. It was a beautiful track. The riders brought their own bikes, including three Harley-Davidsons. There were riders on sportbikes, and everyone learned something.

“They were all very taken by how downto-earth the instructors were and how they broke things down into simple parts and explained them so that they felt confident they could perform what was expected,” Willis says. “The event came off great.”

Willis organized the Oct. 1 event to provide for advanced rider training for area Air National Guard personnel.

Unlike the Army and Marine Corps, the Air National Guard doesn’t require advanced rider training, but Willis feels it’s important.

“When we looked at reports from previous years, there’s so much data about how our military personnel have accidents, what they’re riding, wearing, etc.,” Willis says. “There are so many narratives that the rider lost control.

“After taking an advanced course, it’s nice to know that if you’re presented with a bad situation you have better control of your motorcycle to get out of a bad situation,” he says.

“The whole progression of going from being a pilot to a fighter pilot takes a lot of steps and training,” Willis says. “Jason [Pridmore] and Greg [White, the STAR instructors] said that’s how we should attack motorcycle training.”

The STAR school hosts several National Guard Days paid for by the Army National Guard around the nation each year. If the 60 open spots in each class aren’t filled

by Army Guard personnel, then Air Guard personnel are allowed to fill the remaining slots.

Willis hopes that soon the Air National Guard will require advanced training beyond the basic rider course now required.

Photos Training: Imre Szauter; High-occupancy lanes: 495 Express Lanes, Campbell: Mack Trucks

Jason Pridmore’s STAR School Teaches Advanced Riding Skills

STATE RANKINGS FOR MOTORCYCLE THEFTS IN 2011 Where Does Your State Rank?

The National Insurance Crime Bureau says there were 46,667 motorcycles reported stolen nationwide in 2011 compared with 49,791 in 2010, for a decline of 6 percent.

Here is a state-by-state ranking compiled by the bureau, including the number of thefts per state.

1. Calif. 5,927 2. Texas 3,950 3. Fla. 3,927 4. N.C. 2,466 5. Ind. 2,114 6. S.C. 1,727 7. Ga. 1,512 8. N.Y. 1,460 9. Pa. 1,455 10. Md. 1,445 11. Wash. 1,275 12. Va. 1,268 13. Ohio 1,097

14. Mo. 1,047 15. Ark. 1,005 16. Mich. 966 17. Ariz. 945 18. N.J. 907 19. Mass. 862 20. Ill. 817 21. Tenn. 803 22. Colo. 756 23. Nev. 753 24. Ky. 731 25. Ala. 717 26. Okla. 646

MOTORCYCLISTS RIDE FREE ON HIGH-OCCUPANCY TOLL LANES But That May

Change In The Future

As cash-strapped states and cities look for ways to stretch their taxpayer transportation dollars, more and more are turning to High-Occupancy Toll lanes, known as Express Lanes.

The latest to open are the 495 Express Lanes on the Virginia side of the Capital Beltway in the Washington, D.C., area. They opened Nov. 17, giving riders and drivers a new option for faster trips on I-495 from the Springfield Interchange to just past the Dulles Toll Road.

High-Occupancy Toll lanes are essentially High-Occupancy Vehicles lanes but with single-driver vehicles having the option to use the lane for a fee. That is, HOV users are able to

27. La. 638 28. Conn. 555 29. Miss. 541 30. Kan. 455 31. Ore. 405 32. P.R. 400 33. Wis. 367 34. N.M. 359 35. Minn. 329 36. Utah 255 37. Iowa 241 38. W.Va. 198 39. Del. 189

40. Hawaii 180 41. D.C. 138 42. Neb. 128 43. Idaho 126 44. R.I. 107 45. N.H. 83 46. Maine 82 47. Mont. 78 48. Alaska 63 49. Vt. 62 50. S.D. 46 51 Wyo. 43 52 N.D. 21

continue to use the lane for free.

In the case of the 495 Express Lanes, which eventually will involve 14 miles of lanes, motorcyclists don’t have to pay a toll. And motorcyclists don’t need an E-ZPass to ride the 495 Express Lanes. But if you enter the Express Lanes with an E-ZPass on your motorcycle, the Express Lanes system will detect your motorcycle and won’t charge a toll. For more information, go to www.495expresslanes.com.

Motorcycles were banned from HOV lanes when those lanes were created decades ago. The AMA and others fought for, and won, the right for motorcyclists to use them as taxpayers whose funds helped build them.

The AMA continues to work to ensure free motorcycle access to HOV and HOT lanes as jurisdictions consider changing HOV lanes to toll Express Lanes.

L-R: John Walsh, Mack vice president of marketing, Ben Nighthorse Campbell and Wayne Stehle of Mack Defense.

FORMER U.S. SEN. BEN NIGHTHORSE CAMPBELL TRUCKS NATIONAL CHRISTMAS TREE Tree Went From Colorado to Washington, D.C.

Former Colorado U.S. Sen. Ben Nighthorse Campbell, a member of the AMA Motorcycle Hall of Fame, got behind the wheel of a Mack truck the first week of November to haul the nation’s 2012 U.S. Capitol Christmas Tree from Colorado to Washington, D.C. “It is a privilege to drive the tree for the U.S. Capitol from Colorado this year,” said Campbell, who was inducted into the AMA Motorcycle Hall of Fame in 2001. Campbell, an avid motorcyclist, served in Congress representing Colorado from 1993 to 2005.

Choose Outdoors, a national nonprofit coalition for outdoor recreation, coordinated the 2012 Capitol Christmas Tree tour with the White River National Forest, where the 73-foot-tall Colorado Engleman spruce tree was harvested.

The almost-four-week-long trip began in Meeker, Colo., where the tree was harvested from the White River National Forest, which is in the heart of the Rocky Mountains. On the way to Washington, D.C., the tree was scheduled to stop in cities and towns in Colorado, Oklahoma, Texas, Missouri, North Carolina, Pennsylvania and Virginia.

The AMA urged motorcyclists along the route to greet Campbell and the tree during the journey.

The custom-decorated Mack truck used to haul the tree was fitted with a special cradle to support the tree’s branches.

January 2013

17

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Once a year for the past 12 years, I have met up with several other motorcycle enthusiasts who travel from as far away as Illinois, Ohio, Tennessee, Pennsylvania, Georgia and New York to spend a weekend riding through the mountains of West Virginia. The last weekend of September has been the date of choice to hit the highpoint of color in the mountains. Nine out of 10 times, this has worked out perfectly.

Say what you want about other parts of the country—and don’t get me wrong, there are some amazing places to ride— but it’s difficult to beat the quality of West Virginia riding, not to mention how well the state’s residents treat motorcyclists.

Many of the roads in West Virginia were built in the 1920s and ’30s to accommodate large trucks hauling heavy materials. Because of this and the very steep roads (declines up to 10 percent aren’t uncommon) the byways had to be built to last, and last they did. The roads are perfect for motorcyclists’ affections

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for curves and banks.

But be warned: When they post a sign that says 15 mph, they mean it.

You also need to be careful about unannounced changes in road conditions.

They say there are two places on Earth that have not had a drought in recorded history—one being Nicaragua and the other West Virginia. Being bone dry in one hollow does not mean the next 1,000 feet will be the same. This is another reason to resist speeding around that curve!

Finding a choice ride in West Virginia is just a quick Internet search away. (Ed.— As an AMA member, you also can check out the Great Rides Database at www. americanmotorcyclist.com > Riding.)

In fact, don’t sweat it too much finding a route. Typically, you can just pick a byway and enjoy, particularly in one of my favorite areas: the Seneca Rocks/Elkins region.

Simply find a route heading into Petersburg, then follow the roads to Seneca Rocks. Pick up Route 33 to

Elkins. The trip up Route 33 to Elkins is worth an entire weekend. The valley views and roads are all good and safe.

If you’re looking for a place to stay in Elkins, consider the Econo Lodge. It has a great location, amenities and price.

The staff is amicable and helpful. Maybe you’ve heard of a custom bike builder from New York named Indian Larry.

Rumor has it that the late Indian Larry rode through here on his trips to Florida, and the folks at the Econo Lodge have plenty of stories to tell about the wellknown biker.

One of the secrets of West Virginia is the Snowshoe Ski Resort—another great stop on this mini-tour. It is high atop the mountains and open all year for tourism. In an area so remote, it is odd to see a heliport and Starbucks on top of a mountain. The state prides itself on remote independence, and this quality is clear at Snowshoe. Almost as nice is the food at the Wild Cat Restaurant, which we enjoy after a ride up to Snowshoe.

The ride from Elkins to Wild Cat at Snowshoe takes us about 1.5 hours and is about 50 miles. The views are spectacular and are a must to see.

Another great place to eat is the Alpine Lodge off Route 33 in Bowden, W.Va. They also have rooms available, but the big draw is the food and the atmosphere.

The knotty pine interior and the relics from years gone by give the lodge a real backcountry feel. You won’t mistake this

for any big-city restaurant, and that’s a good thing.

Further down the road from Elkins is the Cass Railroad (www.cassrailroad. com). For a small fee, you can load onto the old steam engines used for logging and take trips from two to four hours up the sides of the mountains. There’s also a lot to explore around the station, where you’ll find many things to do and see.

While in the area, stop at the Green Bank Telescope (https://science.nrao. edu/facilities/gbt/). It is one of the largest radio observatories in the world. You have to see the size of this thing to believe it!

The reputation of the state has grown the last dozen years. I have met guys from Sweden, Denmark, Germany and France who have shipped their bikes over or leased them on location simply to tour the state.

The area also holds many other roads and routes for more adventuresome souls, such as the Dolly Sods, a rough road going up the mountains to an area that is air-space restricted. It is isolated and massive, with views of many miles surrounding you. Touring bikes may have trouble in this area due to the large type of gravel used on roads, so travel with care.

There is no question, though.

Regardless of where you ride in West Virginia, it is sure to be an adventure.

Steve Stoyke is an AMA member from the Washington, D.C., area.

RIDING

Want to be an AMA tester?

E-mail submissions@ama-cycle.org for an application.

Cortech Super 2.0 Backpack Color: Black MSRP: $104.99 Info: www.cortechperformance.com The Super 2.0 Back Pack from Cortech is loaded with useful motorcycle specific features—all this plus it holds 18 liters of stuff you can’t leave home without.

The first thing I noticed about the Super 2.0 was its shape. The pack has EVAbacked structural panels in the front and back that act like a skeleton to support the pack and, more importantly, the contents.

That skeleton is wrapped in 1680 ballistic polyester and trimmed with stylish, yet functional, Phoslite reflective piping.

The shoulder straps are fully adjustable, have nice padding and even include a chest strap to prevent any unwanted movement. There is also a handy drinking tube clip on the left shoulder strap just low enough so you can find it with your helmet on.

Another great feature is just the right amount of padding under the breathable mesh back panel, which helps keep you cool and sweat free. Zippered pockets on either side with attractive red lining can hold a standard-sized water bottle and also provide storage for the waist straps.

M E M B E R T E S T ED

One of the best features is a hidden helmet house that folds out of the bottom of the pack for when you’re walking around off the bike. It secured my size large full-face helmet.

This is way more Gordon Comerford convenient than hand carrying your helmet all over the place.

You will immediately notice the red fleece-like lining when you pull the locking zippers tabs. The zippers are heavy duty and operate smoothly, revealing a spacious main compartment with various sized pockets to hold everything from an ink pen to a laptop computer.

Speaking of laptops, there is a lined pocket with a Velcro hold-down strap that will accept a wide variety of laptop sizes.

My laptop was well protected and did not move a noticeable inch during transit. An additional top compartment collocated with a zippered, waterproof pouch capable of holding a 100-ounce bladder easily held my wallet, sunglasses, two cell phones and a couple of snacks.

After commuting with the Super 2.0 for a month in the Las Vegas heat, I found

the pack to be durable, capable and, for the most part, comfortable. (The shoulder straps could be a little wider to disperse the weight of a full pack a bit better.) The pack fit my back comfortably and rode high enough that it did not contact the motorcycle’s seat.

American Quality. American Pride.

Bringing jobs back to America is long overdue. So Gerbing’s has opened a new factory in the U.S. First we’ll make our Jacket Liners, Pant Liners and Vests here. Eventually, every Gerbing’s product will be made here... by your fellow Americans. And we’ll source every fabric, zipper, plug and every thread from American suppliers, too. Our goal is 100% Made-in-America, from the initial idea to the last stitch.

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You deserve it this good.

I wouldn’t say the Super 2.0 is waterproof, but it did a good job of keeping my things dry when I got caught out in a freak Nevada thunderstorm.

If you are looking to upgrade your doit-all backpack to a motorcycle specific pack, the Cortech Super 2.0 is a good choice. It is well made, has lots of storage and is jam packed with features. This backpack holds its shape for easy loading and unloading, stays put at road speed and looks great.— Gordon Comerford

Nomad 7/Guide 10 Adventure Kit There was a day when motorcycling meant casting off the ties that bind and just freewheeling with the wind in your hair—the destination not nearly as important as the journey itself, and you packed as light as possible.

Now we stuff our bags with high-tech rain gear, electrically heated garments and, of course, the plethora Jim Sendecke of electronic gadgets that keep us connected to job, loved ones, destination and other entertainment interests.

GPS units, cell phones, LED flashlights, digital cameras and MP3 players have all become cycling necessities. The bad news is that they need power, and it usually comes in the form of some kind of battery.

Know when those batteries lose power?

Just when you really need them.

So Goal Zero (www.goalzero.com) comes along and offers a solution: Nomad 7 and the Guide 10 adventure kit. It is a packable/portable set of solar panels that use sunshine to recharge either that dead battery or the pack of rechargeable batteries included. It can charge most USB and 12-volt devices and comes with cables to do so.

Measuring about 6-inches by 9-inches by 1-inch folded, expanding to about 17-inches wide and 0.1-inch thick, the Nomad 7 will recharge a set of up to four AA batteries in about two hours of continuous sunshine. The Nomad 7 solar panels and Guide 10 battery pack performed as advertised with the recommended amount of direct sunlight bringing the four AA batteries to full life. It can take between

one and three hours to recharge your cell phone or music player and between two and four hours for smart phones, GPS units or a camera with a USB port.

The system requires no real set up, and the directions are simple and straightforward. It is weather–resistant so a little rain or snow won’t hurt it, but it is not waterproof. While it folds neatly into a small case, it is a solar panel, so you don’t want to smash it to the bottom of your saddlebags.

It is important to note that the system will not charge your iPad or any tablets, so just leave them at home or plan on charging them conventionally during overnight stops that have electrical outlets. Its maximum 12-volt output is rated at 13-15 volts at 0.2 Amps 3W, probably not enough to recharge a dead battery on your bike, either.

If you stop at destinations for a relatively long period of time, during sunny daylight hours, or you are headed off the grid for an extended riding/camping experience, this product makes a lot of sense. If, on the other hand, you are on a mission to get somewhere, the ability to use the system may only be possible if you ride in a straight line with the sun behind you and have the panels mounted on your back when crossing South Dakota, Iowa or Nebraska.

Either way, secure the system to something substantial or someone else may be tempted to try it out.—Jim Sendecke

RIDING

AMA LONG RIDER PROGRAM Credit Where Credit’s Due You live to ride, and we want to recognize your dedication to two wheels.

For 2013, the AMA is bringing back the popular AMA Long Rider program to take note of your miles on the road.

The AMA Long Rider program will help members memorialize their riding accomplishments.

The goal is simple: We want to encourage riders (that’s you!) to earn mileage awards for time on the bike.

The program will include mileage awards based on odometer readings.

Annual awards will recognize achievements in a single year; lifetime awards will recognize lifetime riding experience.

Interested? Great! We’re happy for any and all suggestions regarding the new and improved AMA Long Rider program.

Just drop us an email at dhembroff@ ama-cycle.org.

NEW HONDAS ROLL OUT While You Weren’t Looking…

IT’S NOT

ABOUT POWER

It started with the 2011 CBR250R, continued with 2012’s NC700X and CRF250L dual-sport bike, and now kicks into high gear with the new CB500s.

It’s Honda’s shift away from premierclass machines that target the high-end of traditional size and displacement categories to do-it-all utilitarian machines that appear to emphasize practicality

The CB500F loses the full fairing and offers a bit more of an upright seating position. Both the standard and ABS versions are $500 cheaper than the CBR. Finally, there’s the CB500X—what Honda calls the adventure bike of the lineup. While you’re certainly not going to start (well, finish) many enduros on this bike, it definitely appears gravelroad capable. It has an adjustable compact windscreen, roomier ergonomics and a larger-capacity fuel tank. Price TBA.

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and, yes, value on their own terms.

It’s quite the change, and it’s one that’s perhaps best captured by these new 500s— the CBR500R, the CB500F and the CB500X. All the bikes are powered by the same fuelinjected 500cc parallel-twin DOHC engine.

The CBR500R is the sportbike of the group. It features a full fairing, Pro-Link single-shock rear suspension, a 41mm fork, 17-inch wheels and available ABS. It can be yours for $5,999 ($500 more for ABS).

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A DIFFERENT PERSPECTIVE View From The Cage

By Cathy Seckman

My husband, Randy, and I were talking to long-time biker friends Deb and Craig. We all have many years of riding experience, but Deb and I have also logged thousands of miles as passengers, so I addressed my next comment to her.

“When you’re a passenger,” I said, “you have responsibilities, too.”

She nodded. I had been telling them about a dangerous car-bike interaction I’d been involved in while behind the wheel.

An older man and a teenager left a store in front of me on a classic Gold Wing. I assumed they were Grandpa and Grandson. Grandpa wore a ball cap, t-shirt, shorts and ancient tennis shoes.

Grandson wore a t-shirt, shorts and flip-flops. Both had sunglasses. Neither had a helmet. About a quarter-mile down the road, I was in the left-most of two left-turning lanes at a red light. Grandpa and Grandson were beside my car, in the other turning lane.

Grandpa was bopping his head to the beat from his radio. Grandson was playing with his phone. Neither showed any interest in the surrounding traffic. I was extra careful when the light turned green and we started to make our turns.

Sure enough, Grandpa cut his turn too sharply and drifted toward me. By the time our turns were complete, I had slammed on my brakes and Grandpa was in front of me in my lane. I laid on the horn. Grandpa looked nonchalantly in his side mirror and kept on driving. Grandson turned his attention from his phone long enough to give me a dirty look.

Here’s what I wanted to say to Grandpa: It’s a 4,000-pound car! Did you not notice me in the lane beside you? If I had rear-ended you, what would have happened to your grandson and his unprotected body? He could have been killed. What would you have said to your family? “Oh, we were just a couple miles from home, we didn’t need any gear.” You need to have more respect for yourself, your fellow drivers, and every passenger you carry. Be better than this.

Here’s what I wanted to say to Grandson: You are not bulletproof, and you are not without responsibility. There are more important things in life than your phone, and staying alive is one of them. You should have been monitoring

traffic. If I had rear-ended the bike, your grandfather could have been killed. What would you have said to your family? “Oh, I didn’t see a car, I was playing with my phone.” Be better than this.

Time off the bike provides a different perspective on your responsibilities to yourself and others while on it. Be aware of your surroundings, always, and please wear appropriate safety gear regardless of how far your travels take you.

Cathy Seckman is a long-time AMA member from East Liverpool, Ohio.

Up to Suzuki for rolling out the new GW250—a liquid-cooled, fuel-injected standard that should offer new-rider appeal.

Down to prosecutors for dropping charges against a driver who was “clearly inattentive” and killed a motorcyclist at a Phoenix stoplight.

Up to the Los Angeles Fire Department for its new motorcycle response unit.

And a big thumbs up to Kawasaki for loaning the bikes that are then outfitted with defibrillators, fire extinguishers and various medical supplies.

Down to the management of Albright Cemetery in Kokomo, Ind., for reportedly retroactively enforcing new rules with respect to a previously erected motorcycle-themed memorial bench—and removing it.

Up to you for helping motorcycle industry sales stabilize in what has been one of the toughest periods in history. According to the Motorcycle Industry Council, the third quarter of 2012 saw a 1.3 percent year-over-year gain in motorcycle sales.

The best routes, roads and twotrack, mapped by local experts. A great challenge with like-minded riders. A full weekend’s activities, with camping, campfires, food and prizes.

For more information visit AmericanMotorcyclist.com/Riding.

THE ADVENTURE is out there

comteit Ge

Ask the MSF

EMERGENCY KIT Q: What items do you recommend I store on my bike as an emergency roadside kit—e.g., tools, first-aid, safety, etc.?

A: Some motorcycles are equipped with a good set of basic tools, while others have poor-quality tools or no tool kit at all.

The recommendation for what tools and other emergency items you should carry depends on how complete your bike’s tool kit is, how much room you have for an emergency kit, and how far you’ll be venturing from civilization.

Between your bike’s tool kit and your supplemental kit, consider having, at a minimum, the following items.

Tools: • Open-end wrenches (millimeter or inch sizes, depending on your bike) • Spark plug socket and wrench • Phillips and regular screwdrivers • Regular pliers and/or locking pliers • Needle-nose pliers • Specialty tools for your particular bike (allen wrenches, for example) • Spare spark plug • Spare fuses and bulbs • Electrical tape • A few feet of electrical wire • Cable ties • Flashlight Medical: • Several sizes of adhesive bandages • Adhesive tape • Gauze pads (four inch squares) • Alcohol wipes • Small scissors • Tweezers • Aspirin and/or ibuprofen • Rubber gloves Other: • Small bottle of water (for drinking or washing out a wound) • Energy/trail mix bar

Sponsored by Yamaha Motor Corporation, U.S.A.

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We’ll assume that you always have your cell phone with you, too. Consider taking a first-aid course so you’ll be ready to help yourself or others in an emergency.

Photos Plugs: ©iStockphoto/Okea; Fuses: ©iStockphoto/aguirre_mar; Wrenches: ©iStockphoto/Stephen Newman

©iStockphoto/Linda Macpherson

High Adventure. No Hassle.

Left to right: Ryan Dungey, Ryan Villopoto and James Stewart

THE GOOD, THE GREAT AND THE UNPREDICTABLE AMA Supercross Heads Into 2013 With Big Questions And Bigger Expectations Story and Photos By Jeff Kardas

Following one of the most exciting—yet simultaneously anticlimactic—seasons in the history of AMA Supercross, the 2013 rendition of the most-thrilling motorsport on Earth promises to provide even more drama and uncertainty during its 17 rounds.

After Monster Energy Kawasaki’s Ryan Villopoto re-claimed his AMA Supercross title with a few rounds to go in the 2012 season, the intensity of the remaining rounds never waned, even after Villopoto’s season-ending knee injury in Seattle.

Coming back with a vengeance this January in Anaheim, Calif., Villopoto and

his No. 1 Kawasaki KX450F should jump right in where they left off: at the front. Following intensive rehabilitation and a recovery that will have lasted nearly nine months, Villopoto has already shown he has the speed he had after winning the title, displaying it most recently in the first main event of the 2012 Monster Energy Cup in Las Vegas.

Villopoto wasn’t the only superstar of the sport to be sidelined last season by the injury bug. In fact, a plethora of top riders fell victim to the torrid pace out front, yet every one appears poised to pick up his speed and precision in 2013 in an effort to dethrone Villopoto.

RACING

Who heads the charge is open to debate, but Red Bull KTM’s Ryan Dungey, himself a former AMA Supercross champ and the newly crowned 2012 Motocross champion, has earned top-challenger billing. Dungey comes in with a solid year of racing on a bike designed for him, and his mind and body are certainly race-tuned as well after a long summer of competition.

Second overall at the Monster Energy Cup wasn’t a bad start, either.

In the same breath as Dungey are several front-runners, including TwoTwo Motorsports Honda’s former multitime champ Chad Reed. One of the elite few last season who was able to match or beat Villopoto’s speed stride-for-stride, Reed was forced out of the championship chase after crashing hard while riding the ragged edge. Reed looks as strong and hungry as ever and has a much more experienced race team behind him for the new season.

You can’t count out a refreshed and rejuvenated James Stewart, who is also a multiple-time champion. After a tumultuous

January 2013

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Eli Tomac

RACING

2012 that saw him rack up a few wins, Stewart stuttered mid-season, eventually pulling out with an injured hand and, apparently, an injured relationship with his team.

This year, likely as the lone member of the Yoshimura Suzuki factory squad, Stewart should be fully healed, rested and at ease with his new arrangement. A happy Stewart is a fast Stewart, and a fast James Stewart can be the fastest Supercross racer on the planet.

There are several up-and-coming stars with the potential to make a splash instantly, including Muscle Milk Honda’s Justin Barcia. A two-time Lites East champ, Barcia came away from his first professional AMA Supercross on a 450— the Monster Energy Cup—with the overall win. “Bam Bam” will keep the veterans of the 450SX class honest.

Another threat to win is Barcia’s Muscle Milk teammate Trey Canard. A career fraught with injuries spiked with brilliant speed (not to mention a couple of championships), Canard’s fast-and-fluid style translates particularly well to both 450-class bikes and the tight, technical style of Supercross. Coming off a serious injury last season, Canard is a wild card who has the potential to set the pace if he’s healthy.

Dean Wilson, the 2011 250cc outdoor champion, will make his debut on the factory Kawasaki-supported Jeff Ward Racing KX450F. Wilson, who also took the summer off to heal, has serious Supercross skills and he’s widely considered one of the sport’s top talents.

Just outside this group of expected front runners are a slew of great riders who could crack the leaderboard—Geico Honda’s Kevin Windham, Rockstar Suzuki’s Davi Millsaps, Ricky Carmichael/Carey Hart team rider Josh Hill, Moto Concepts’ Mike Alessi, the Joe Gibbs Racing Toyota Yamaha duo of Josh Grant and Justin Brayton, and Villopoto’s teammate and another former 250SX champ, Jake Weimer.

No doubt, this AMA Supercross season and its 17 rounds of highflying, edge-of-your-seat action may feature the deepest field ever. It’s definitely something you’ll want to see in person if you can. You can buy tickets at www.supercrossonline.com.

For the rounds you can’t see in person, follow live timing at www. amasupercross.com, either online or using the AMA Supercross app, available in the Apple app store or on Google Play. In addition, 11 rounds will be broadcast live on Speed.

Details are at www.speedtv.com.

250SX Frontrunners Just as stacked as the premier class, the 250SX East and West regional series also pack a wallop of talent on both sides of the country.

While it’s often not decided who is riding which series until a couple of weeks before the season begins, there are some safe bets on who will be up at the front regardless of where they end up.

At the top of that list is the sole defending 250SX champion returning to the class for 2013: GEICO Powersports Honda’s Eli Tomac, the 2012 West champion.

Tomac comes in with a truckload of momentum after an outstanding motocross season and a main event win (on a 450) at the Monster Energy Cup. Tomac’s GEICO teammates are also expected to be running at the front, as well. Perhaps the most intriguing is Zach Osborne, who’s returning to U.S. competition after several successful seasons racing the FIM MX2 World Championship series.

You can never count out the Monster Energy Pro Circuit Kawasaki team riders, including 2012 AMA National 250MX Champion Blake Baggett. Not particularly

Blake Baggett

known for his Supercross skills, Baggett is certainly no slouch.

Another front-runner will be Darryn Durham. While reports had him missing the season due to a recent Achilles tendon injury, Durham has gone on record stating he will be ready to roll on whichever coast team owner Mitch Payton pegs him for.

A new member on the powerhouse Pro Circuit squad is seasoned veteran Martin Davalos. Making the jump from Rockstar to Monster—and from Suzuki to Kawasaki— Davalos has never lacked the speed to land on the podium.

Other contenders include Red Bull KTM teammates Ken Roczen and Marvin Musquin. Also on a KTM, riding for the satellite JDR-JStar squad, is Malcolm Stewart, whose steady improvements over the past two years indicate he’ll be a regular in the top five.

KLIM STOW AWAY JACKET Photo Rider: Kevin Foley

Perfect Cover Colors: Black, grey Size: XS-3X MSRP: $199.99 Info: www.klimusa.com What’s worse than getting caught 40 miles into a 100-mile enduro in a sudden downpour on a 52-degree day? Sweating your butt off in a full-on riding jacket for those entire 100 miles when a rainy weather forecast proves wrong.

That’s why you need the Klim Stow Away Jacket.

This little gem packs into its own integrated pouch and is complete with handy straps that securely attach it to just about anything—a backpack, handlebars, hydration pack, riding belt, etc. It weighs effectively nothing, and you’ll probably forget you even have it along—until it starts to rain, that is.

Then, you just detach it, unzip the pouch, turn it right side out and slip it on.

A thin hood that you can wear under a helmet unzips from the collar.

Klim isn’t the first gear company to come out with a jacket that has its own self-storing pouch. But where the Stow Away distinguishes itself is in the construction and fit of the jacket itself.

The Stow Away has a Gore-Tex waterproof shell and a moisture-wicking polyester liner. In typical KLIM fashion, the jacket is well constructed. It’s tough. As long as it’s not abused, the Stow Away will last several seasons without a whimper.

This is, of course, not an armored jacket.

It’s designed to be svelte, not sturdy, and stop rain, not rocks.

The design is typical for KLIM, understated and business like. If flashy graphics are your thing, this probably isn’t your jacket. If

you’re more concerned with function than something that will be out of style six months from now, it probably is. It does have a small amount of flash, if you can call it that: The sleeve logos are reflective for some extra safety when a transfer section takes you out on the open road.

Fit is excellent. In my experience, KLIM gear runs a little big, but the Stow Away fits as advertised. The sleeves, though, are generously long, which is just how you want them. Unless you can buckle your boots without bending over, you shouldn’t have a problem with the adjustable cuffs easily covering your wrists.

The jacket’s lining is comfortable, with a soft micro-fleece inner collar. Comfort is also enhanced by armpit vents that can be opened on those hot or humid rainy days.

Like most KLIM stuff, the Stow Away isn’t going to lead the market on pricing.

Its $199.99 retail price is definitely on the high end for a non-armored jacket. That said, also like most KLIM stuff, it doesn’t compromise. It fits great, does exactly what it advertises and will last for years.— James Holter

RACING

JUSTIN BARCIA CASHES IN AT MONSTER ENERGY CUP Brings Home $100,000 For Overall Win Muscle Milk Honda’s Justin Barcia, of Greenville, Fla., had one of the biggest paydays of his life on Oct. 20 when he won the second-annual Monster Energy Cup at Sam Boyd Stadium, collecting $100,000 for his efforts.

Josh Grant, who rides for Joe Gibbs Racing Toyota Yamaha, kicked off the first

main event with the holeshot ahead of Red Bull KTM’s Ryan Dungey and Monster Energy Kawasaki’s Ryan Villopoto.

Villopoto took over the lead on the next lap ahead of Dungey, who fell back to third after breaking his shifter.

In the next main event, Villopoto took the holeshot, but crashed while leading.

Dungey again had shifter problems, and Barcia moved into the lead. With Barcia’s win, he had a two-point lead over Dungey going into the third and final moto.

Moto Concepts’ Mike Alessi pulled the holeshot ahead of Dungey and Barcia.

Alessi crashed, while Dungey and Barcia swapped the lead until GEICO Honda’s Eli Tomac moved out front. Tomac held on for the win, Barcia finished second, and Dungey finished third.

RUSSELL BOBBITT WINS FINAL 2012 NATIONAL ENDURO KTM Rider Gets Some Gobblers MAKING YOUR LIFE EASIER

Posse Chain Breaker $22.95

Posse Double Helmet Hook Silver or Black $24.95

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Russell Bobbitt closed out the 2012 AMA Rekluse National Enduro Series with his first win of the year at the season finale in Maplesville, Ala., on Nov. 4. He held off a late charge by Husaberg’s Nick Fahringer to take the win by a 24-second margin.

After suffering through what he described as a “tough” year, Bobbitt turned it all around at the Alabama race, winning three of the last five tests after getting off to a relatively slow start in the opening test. With the win, the FMF/ KTM rider finished third in the season standings.

“It feels good to finally get the win,” Bobbitt said after the race. “We made several changes to the bike and I think it made a difference. I felt better on the bike and I was able to flow through the sections a little better.”

Fahringer won two tests en route to a second-straight runner-up finish, and ended the season on a high note after

struggling all year to match his three-win performance at the end of 2011.

“Obviously, I’m disappointed that I didn’t get a win this year, but I felt like I proved myself at the end of the year,” Fahringer said. “The pressure was off today and I just went out and had a good time and I ended up riding a good race.”

Brad Bakken edged Husaberg’s Michael Lafferty by 14 seconds to claim the final podium spot. The Obermeyer Yamaha/Offroadvikings/Raines Racingbacked rider capitalized on a quick start that saw him win the first test of the day.

Newly crowned series champ Stu Baylor broke his collarbone in a practice crash on the Thursday before the Alabama race and ended up watching the race from the sidelines.

In the 2012 final standings, Baylor finished the year with 242 points, with Lafferty in second with 207. Bobbitt was third overall with 167 points.

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RACING

Arenacross racers will compete under a new format in 2013.

AMA ARENACROSS RE-TOOLS FORMAT Dual Main Events Highlight Changes

A number of format changes are designed to make the 2013 AMSOIL AMA Arenacross National Championship Series the most exciting in history.

Beginning this season, a new championship points structure will be used. Points will be awarded in one-point increments with a main event winner earning 16 points. Each successive

finisher earns one point less per position through the remainder of the field.

Each event will include two 12-lap main events, each paying separate championship points. Gate selection for the first main event will be based on heat race results. Gate selection for the second main will be based off the finishing order from the first main event, but with a twist.

A random drawing will determine whether zero, eight or 16 competitors will invert their gate selections.

“Changing from the traditional 25-lap main to two 12-lap mains will add strategy, increase parity and add unprecedented

excitement to the revamped program,” says Todd Jendro, vice president of twowheel operations for AMA Arenacross promoter Feld Motor Sports. “The random drawing after the first main event could have a dramatic affect on the second main event’s results.”

Also new, AMA Arenacross will showcase head-to-head bracket racing this year. The top four finishers from Arenacross class heat races will have a chance to win an additional championship point by racing their way through an eightrider bracket in two-lap matchups.

The 2013 season will feature the first Race to the Championship. The Race to the Championship will begin at the seventh round of the season in Little Rock, Ark., on Feb. 16 and will run through the final four rounds and five nights of action that conclude in Denver on March 16.

For the first time in the sport’s history, the top 10 riders leading into the Race to the Championship will be the only competitors eligible to claim the AMA Arenacross championship. The Arenacross Class point standings will be reset to reflect those competing for the title.

Amateur support classes will continue to be a key feature of AMA Arenacross.

For a full class list and series supplemental rules, see www.arenacross.com.

As a card-carrying AMA member you’re elite among motorcyclists.

Now, proclaim your pride even more with a themed AMA card showing that you are a hard-core KTM rider, Kawasaki enthusiast or are among the growing ranks of women riders.

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HALL OF FAME

1969 KAWASAKI 500 H1 MACH III The Giant Killer In the late 1960s in America, muscle cars were the rage and motorcyclists wanted the same thing as their car brethren: high-performance, blazing fast machines.

Kawasaki delivered, creating the 1969 Mach III, also known as the H1, which quickly earned the muscle bike label. It also became known as a giant killer for

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outperforming the heavy four-stroke bigger bikes of the day.

The heart of the Mach III was its aircooled, 499cc, two-stroke engine. Six main bearings and six small flywheels designed to reduce vibration necessitated a long crankshaft and extra-wide cases.

The three cylinders were slightly inclined forward, and each cylinder breathed

through its own 28mm Mikuni carburetor.

The Mach III also featured the first electronic ignition system on a massproduction motorcycle. As with any new design, it met with mixed success. Spark plug wear was reduced and cold-weather starts were fast and easy. But electrical short circuits reportedly led to a few damaging fires.

But it was easy to overlook such things with such a powerful engine. Riders instantly fell in love with the machineâ&#x20AC;&#x2122;s performance. Kawasaki claimed a top speed of 118 mph with 12.2-second quarter-mile timesâ&#x20AC;&#x201D;astonishing performance for its day.

With a claimed 60 horsepower, the Mach III had lightning-quick acceleration but it

also stressed the frame and suspension, making spirited rides quite entertaining.

The Mach III had a five-speed transmission, weighed 383 pounds dry and cost just $995.

This bike is just one of the historic machines at the AMA Motorcycle Hall of Fame. For more information, go to www. motorcyclemuseum.org.

Photos T. Paul Miller Photography/ www.tpaulmiller.com The AMA Motorcycle Hall of Fame in Pickerington, Ohio, features the people and machines that have defined the sport, lifestyle and business of motorcycling in America. The Hall of Fame is a 501(c)3 non-profit corporation that receives support from the AMA and from the motorcycling community. For info and directions, visit www. motorcyclemuseum.org, or call (614) 856-2222.

January 2013

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HALL OF FAME Hall of Famer

WILL DAVIS A Fan-Favorite Champion Dirt-track racer Will Davis was a perennial frontrunner in the AMA Grand National Championship Series with 31 career victories.

The good-natured Davis was a fan favorite on the Grand National circuit, and he was also a five-time champion of the Motorcycle Asphalt Racing Series (MARS).

Davis was born Nov. 14, 1964 in Goldsboro, N.C. He began racing as a youth around the age of 9. He earned his first AMA National win in 1989 on the halfmile track at Lima, Ohio.

Davis was runner-up for the Grand National Championship title in 1997 and 2000, and was a top contender in the 2001 series with three wins, including his third career victory at the Daytona Beach, Fla., short track. By 2001 he was ranked

seventh on the AMA Grand National alltime win list.

Davis was also recognized for his offtrack efforts. In 2000 he was honored with the AMA Professional Sportsman of the Year Award for his work with terminally ill children.

Davis died on Aug. 25, 2001, after a multi-rider accident on the first lap of the AMA Grand National Championship race at Sedalia, Mo. Will Davis was inducted into the AMA Motorcycle Hall of Fame in 2002.

To learn the fascinating stories of other members of the AMA Motorcycle Hall of Fame, visit the Hall of Fame at AMA headquarters in Pickerington, Ohio, or go to www.motorcyclemuseum. org.

Put yourself in the AMA Motorcycle Hall of Fame Museum

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JON-ERIK

BURLESON The KTM president’s innovation and leadership have put his company at the fore of the resurgence of the motorcycle industry—an industry that is fighting back from its worst downturn in history.

I

n 1996, Jon-Erik Burleson was recently married, working his way toward a bachelor’s degree and living in his parents’ basement.

He was getting by, but not by much.

That’s when KTM President Rod Bush, who had met Burleson on rides with Jon-Erik’s famous dad and AMA Motorcycle Hall of Famer Dick Burleson, called. Bush liked Jon-Erik and wanted to give him a shot. Bush offered him an entry-level position— one where the 22-year-old could prove himself. If that wasn’t enough, it also included a bike to race and a modest support package.

Burleson said no.

“Really?” Bush asked. “Let me talk to your wife.”

Burleson said thanks but no thanks.

Then Burleson hung up the phone and talked to his wife.

Two days later Burleson called Bush.

“I’ll take it,” he said.

B

urleson’s hesitation to accept Bush’s offer would have been easier to understand in 1996. At the time, the future of KTM was murky.

Although Bush, who passed away in 2005 and is a member of the AMA Motorcycle Hall of Fame,

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AmericanMotorcyclist.com

had the company moving in the right direction, that direction was not necessarily clear to those on the outside. To many, KTM was still an obscure European motorcycle company with moderate penetration in the off-road market. In motocross, it was at best considered the quirky alternative to the Japanese brands.

Today, thanks to Bush’s early direction and Burleson’s efforts as he rose through the ranks to become president of KTM North America, the story is much different.

KTM is now viewed as a premium brand, with the premium MSRPs to match. Its motocross bikes are known for aggressive power delivery and sharp handling—a stark contrast to their reputation in the 1980s and ’90s as slow-handling woods bikes with number plates. And, perhaps most distinguishing, KTM continues to sell large numbers of two-stroke motorcycles—a market that much of its competition essentially abandoned five years ago.

The turnaround evidence isn’t just anecdotal. From 2009 to 2012, KTM sales bucked the declining trend in the industry, increasing almost 20 percent. Much of that growth occurred in the last year, when the industry was essentially flat.

“Product is key to everything we

Photo Simon Cudby

By James Holter

“Product is key to everything we do.

Where other manufacturers may have two, five or six models, we have about 29 off-road motorcycles. We really try to build product for each individual consumer’s need.”

January 2013

35

A “I don’t think our company could be what it is if we weren’t a company of people who go out and race. To understand those micro-niches, you have to go out and do it,” says Burleson, shown here competing in an off-road race.”

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AmericanMotorcyclist.com

s the son of an off-road racing legend, Burleson’s personal sports-oriented roots were a foregone conclusion.

“My dad being a racer, motorcycles were always around,” Burleson says. “I don’t remember the first motorcycle I saw. The first motorcycle I rode was with [former factory off-road racer] Ron Ribolzi, sitting on his tank riding around the pits at a national enduro. Motorcycles were part

Photos Off-road racing: Joe Bonello; Top left: Hoppenworld.com; Top right: Jacqueline Frenzel; 1190 Adventure and 1190 RC 8: H. Mitterbauer; 300 XC: Christy Brosius

do,” says the 38-year-old Burleson from his Murrieta, Calif., office. “Where other manufacturers may have two, five or six models, we have about 29 off-road motorcycles. We really try to build product for each individual consumer’s need.

We build products that can be raced in Supercross, woods, desert. We focus on the micro-niche to capitalize on what the consumer wants.”

KTM also has branched into street, with its large-bore Adventure line developing a dedicated following of former enduro racers and street riders looking for more backroad capability. The sportbike market has proven tougher to crack, but KTM continues to offer a number of asphaltonly models, including the RC8 Superbike, a 1,195cc 75-degree V-twin available in both street and race trim.

“I’m pretty happy where we are today [with the street line], but that doesn’t mean we’re where we want to go,” Burleson says. “To say ‘street’ is misleading.

Where we have the most success is in our Adventure motorcycles… We have an almost cult-like following with that motorcycle.”

Burleson acknowledges the same approach won’t work on-road as off-road.

“The biggest difference between street and off-road is we have a much bigger product selection [off-road],” Burleson says. “While we go to a dealer with 29 different off-road models, we go to them with 10 to 12 street models.”

Another difference is the lack of a true entry-level street model.

“On the street side, we don’t have that entry-point product,” Burleson says. “I guess that’s the biggest missing component: the micro-niche approach that works on the off-road side. As you can imagine, all the tech and the R&D can’t be done overnight.”

However, Burleson says that doesn’t mean KTM will necessarily build that entry-level motorcycle.

“For some customers, price point is very important,” he says. “We’re never going to have product that is going to be the low-price leader. We’re just not going to be able to play in that segment. We have to stick to our roots. We’re a sportsoriented brand.”

KTM is a race-on-Sunday-sell-on-Monday motorcycle company, and Burleson says that philosophy crosses all disciplines, from off-road to AMA Supercross.

“Whether it is desert racing or the renewed interest in an American team doing well in Six Days, there’s so much exciting stuff going on.”

of everything we did. It was like eating. It was just there.”

He got his first motorcycle for his eighth birthday, a Honda Z50R. At the time, the Burlesons lived near Columbus, Ohio, and Jon-Erik would simply go out riding on his own, mostly on land owned by a family friend. He started riding with his dad a few years later and, at 13, participated in his first race.

“All of a sudden, I was riding a big bike, a 350 KTM two-stroke at an AMA District 11 hare scrambles,” Burleson remembers.

“I had a nice little stand so I could kick this left-side KTM two-stroke. I started it and looped it out immediately.”

Things improved from there—for a while.

“I was signed up in Open A,” Burleson says. “I came close to winning a trophy, except my dad ran out of gas on the last lap, and I had to give him my gas. He was lapping me, and I just came down a hill and there he was waving me over. My only regret is my dad didn’t bring me back any gas after the race, and I had to push my bike back.”

The running-out-of-gas incident notwithstanding, Burleson is more than pleased with his childhood.

“I got to be around guys you wouldn’t normally be around,” he says. “I grew up around guys like [factory off-road racers] Kevin Hines and Mark Hyde. That’s not a normal life.”

Motorcycles weren’t everything for Burleson, however.

“As I got older, I got it in my head that all I wanted to do was surf, and I moved out to Hawaii and basically didn’t ride a motorcycle for an entire year,” he says.

“I went to junior college in Michigan and saved up as much money as I could and applied to every college that was in every surf-friendly location I could find. I got accepted to UH and met some amazing friends.”

Soon, though, Burleson felt like he was leaving something on the table.

“I started thinking to myself that I have all of this amazing opportunity [in motorcycling], and I’m not doing anything with it,” he said. “I called my dad and said that I want to be more closely linked to motorcycles.”

Burleson moved back to Michigan, went on some trail rides with his dad and met Bush, striking up the acquaintance that set up that fateful phone call.

“I started working for KTM in August

of 1996,” Burleson says. “I really was a lost kid trying to do something, and Rod saw something in me that I didn’t see in myself. I make that link from motorcycles to dad to Rod and what we are trying to accomplish on a daily basis. I have always felt an enormous obligation for those guys to be proud of me.”

Burleson’s professional education is in finance. That direction was also charted by a casual conversation with Bush.

“I was sitting in a deli with Rod, and he asked me what I wanted to do when I was done with school,” Burleson remembers.

“I said, ‘Shoot, Rod, I want your job.’ He said, ‘Well, that’s kind of interesting.’ I was a stupid enough kid to say that. But he told me that I would never be able to run a business unless I could master the financial side of it, and he convinced me to go back and get my MBA.”

C

ompanies do not re-invent themselves over a calendar year period. The foundation for fundamental shifts is set over years, if not decades. Burleson goes out of his way to insist that several hands helped lay the foundation for KTM’s recent surge. Two of those hands obviously belong to Rod Bush, a man Burleson

In addition to off-road models, KTM also has branched into street, with its large-bore Adventure line developing a dedicated following of former enduro racers and street riders. The sportbike market has proven tougher to crack, but KTM continues to offer a number of asphalt-only models. Shown below, left-to-right, are 1190 Adventure, 1190 RC8 R, and 300 XC.

January 2013

37

credits with the vision and foresight to build the team that runs the company’s North American division today.

“I don’t think our company could be what it is if we weren’t a company of people who go out and race,” Burleson says. “To understand those microniches, you have to go out and do it. To understand the difference between, say, an enduro bike and a hare scrambles bike, you have to race hare scrambles and enduros.”

Burleson makes his point by recounting the invention of the XC line—KTM’s cross-country lineup that bridges the gap between its off-road models and its closed-course motocross bikes.

“In typical KTM fashion, the idea to have the XC line was created at a dinner table,” he says. “A couple members of our sales team, Rod Bush, myself and Mark Hyde were there.”

Hyde is a former AMA hare scrambles national champion who currently runs KTM’s in-house demo program.

“We were talking about the growth of cross-country racing and how we need to be behind it with a specific product,” he says. “I still have the original bar napkin

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with the specs of what an XC motorcycle should be.”

The discussion was more than just wishful thinking.

“Our notes from that meeting were the first ideas of our micro-niches,” he says.

“It’s amazing how close our actual models have come to those original ideas. Our XCs and EXCs—from a units perspective, dealer-margin perspective and customersatisfaction perspective—are the best performing.”

The micro-niche approach also plays into another strategy: KTM’s efforts to target customers who are “not so vaguely committed to motorcycling,” as Burleson puts it. Burleson says these riders know

K

eeping things in perspective is important for Burleson, who has four kids himself.

“I’m a moto-dad for sure,” he says. “We ride at least once a week, a lot of moto. I have one son who would ride every day if I

“I’m a moto-dad for sure, ” says Jon-Erik, seen here with his dad, Hall of Famer Dick Burleson, and oldest son, Kieran. “You really don’t get that in any other sport where a 38-year-old dad and his 8-year-old son can be at the same sporting event where they are both spectating and participating.”

Photos Penton: Simon Cudby; Dad and son: Jacqueline Frenzel; KTM group: Simon Cudby

“There is no KTM without John Penton (left). Mr. Penton is why KTM in Austria really decided to focus on performance.”

exactly what they want and contends that as a company made up mostly of racers, KTM knows what to give them.

“If you look back over a 10- or 20-year period, the core group of motorcyclists has always been there, and we built up around that,” he says. “Now we are taking the same concept to new segments, such as the SXS line [higher-end minicycle models]. With the success of the XC line, we have the confidence from Austria that if we can come up with the spec, they will give us the opportunity to sell it.”

KTM continues to be a race-on-Sundaysell-on-Monday motorcycle company, and Burleson says that philosophy crosses all disciplines, from off-road to AMA Supercross.

“Whether it is desert racing or the renewed interest in an American team doing well in Six Days, there’s so much exciting stuff going on. It’s a business decision to invest in and capitalize on that,” Burleson says.

Arguably KTM’s most high-profile title came this year when KTM factory rider Ryan Dungey won the 2012 AMA Motocross Championship. The title was KTM’s first for the premier class and capped the company’s long journey into the motocross mainstream.

“As amazing a step as this was for our brand, we only see it as a first step,” Burleson says. “There wasn’t a sigh of relief. It was more of a sense that we can’t wait for what’s coming next.”

Despite the business success and the motocross title, however, Burleson’s perspective is directed as much to the past as it is to the future when asked about his highlight for 2012.

“The best thing about 2012 for me, personally, was hearing that Rod Bush was going to be inducted into the AMA Motorcycle Hall of Fame for all of his accomplishments and what he brought to motorcycling,” Burleson says.

“What motorcycling is depends on who you are,” Burleson says. “It’s a hobby to some. It’s a sport to some. It’s a career to some. To me, it’s everything.”

gave him a chance. I really don’t go riding very often without my kids anymore.”

Like many in the industry, Burleson’s “grown-up” rides are tied to work.

“I race some industry races,” he says.

“My No. 1 event is Surfercross.”

Although Burleson’s excitement about competing is still obvious—particularly when he goes on about Surfercross, a Southern California event that combines a day of surfing and a day of motocross that draws significant industry and enthusiast participation from both sports—he’s insistent that his kids are his focus now.

“I want to give them what someone gave me,” he says.

Burleson says he sees the biggest growth in his daughter.

“She’s gained the most from riding,” he says. “It’s a sense of independence and confidence, and as a father of a now-14year-old daughter, that’s one of the main things I wish for her. It’s a character of strength that’s really important.”

He says his sons approach the sport differently.

“My sons are already pretty aggressive, and they’re just excited to go out and do something in a sport and do it in a very individual way,” he says. “For one son,

he just wants to make me proud. I have two other kids who want to follow in the footsteps of Ryan Dungey.”

Regardless of their individual goals, Burleson says all of his kids benefit from the broad appeal of motorcycle racing.

“When I go to my son’s football games, I’m a spectator and he’s a player,” Burleson says. “When we go racing, we’re racing together. That Sunday, that Saturday and that Friday night, we’re all racing together. You really don’t get that in any other sport where a 38-year-old dad and his 8-year-old son can be at the same sporting event where they are both spectating and participating.”

As for grandpa, Burleson says it’s a long way from the days when his dad left him in the woods with an empty gas tank.

“He’s really involved,” Burleson says.

“He’s an excellent grandfather, and my mom’s an excellent grandmother. “He’s very active with my kids and my sisters’ kids. When I was growing up, my dad was really busy, and now he has the time to spend with them.”

That, of course, extends to motorcycles and, Burleson predicts, will stretch to another generation as well.

“Maybe my daughter starts a family in 10 or 12 years, and if you know my dad much, you know there’s a very high likelihood that when he’s 70, he’ll still be racing,” Burleson says.

“In typical KTM fashion, the idea to have the XC line was created at a dinner table. I still have the original bar napkin with the specs of what an XC motorcycle should be.”

K

TM’s recent success and Burleson’s long-term growth in motorcycling are connected by the realization that motorcycling is more than a business. It’s a passion with multidimensional influence, from the practicality of commuting to the thrill of competition to the sense of freedom and excitement.

“What motorcycling is depends on who you are,” Burleson says. “It’s a hobby to some. It’s a sport to some. It’s a career to some. To me, it’s everything. But I’m not special in that way. Motorcycling has a way of weeding out those who aren’t committed. The first time you sit on one, you have to balance it. That gives motorcycling an inherent ability to weed out those who aren’t engaged enough to get beyond that initial fear.”

Understanding the extent of that engagement is key to selling motorcycles to those inherently engaged consumers, Burleson says. He says that the corporate commitment to that understanding predates even Bush’s influence.

“There is no KTM without John Penton,” Burleson says.

Penton, also a member of the AMA Motorcycle Hall of Fame, founded the Penton line of motorcycles that became KTM in the 1970s.

“Mr. Penton is why KTM in Austria really decided to focus on performance,” Burleson says. “It’s the foundation of where we are—the product innovation that Mr. Penton brought to the company and the philosophy that we continue to work with today.”

It’s also the philosophy that drives Burleson’s own motorcycling passion, from cross-country racer to Surfercrosser to moto-dad, and anchors his unwavering belief that racing forward well requires a lasting appreciation of where you are racing from.

January 2013

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SAFETY TECH

BY BILL KRESNAK

PHOTOS BY BMW

Imagine you’re in your driveway, sitting on your motorcycle of the future, ready for a Sunday ride. Thanks to a number of new technologies now in the pipeline and discussed later in this article, that future Sunday ride could be vastly different, and potentially safer, than similar rides today.

But those new technologies also

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TODAY’S RESEARCH COULD LEAD TO SAFER MOTORCYCLING TOMORROW

could introduce Big Brother into our lives so motorcylists will debate whether to embrace these new technologies now and into the future.

You fire up your bike of the future, click it into gear with your left toe and ease out the clutch, looking forward to a ride out of town and into the countryside.

You’re now on the main street heading toward downtown. You don’t see any speed limit signs, but your bike tells you that the speed limit is about to drop from 45 mph to 30 mph. You ease up on the throttle and your heads-up display tells you that you are now cruising at 30 mph.

In the business district, cars are parked in every spot on both sides of the street.

Suddenly your bike alerts you to a small child obscured by the parked cars running from the sidewalk toward the street, directly into your path. Since the child is 60 feet away you easily brake as the child runs into the street, grabs a dropped ball cap and then runs back onto the sidewalk.

As you’re riding, your motorcycle communicates with the traffic signals ahead and suggests you ride at 27 mph so that you hit every green light.

Then, your bike alerts you that a motorist up ahead is about to make a left turn directly into your path. Your headlights and the lights on your mirrors start pulsing to alert the car driver that you are there. But the driver still whips the steering wheel hard to the left to turn in front of you. A crash is imminent. Or is it?

Suddenly, the car stops moving and you ride safely by. The car of the future sensed your motorcycle, and the impending collision, and triggered the car’s brakes.

Continuing on your ride, your motorcycle lets you know that an ambulance is approaching from behind.

It’s still some distance back, but you decide to pull over anyway.

Now through town, you’re riding on the freeway at 65 mph—one small motorcycle in a long line of cars and semis. Far ahead, a car suddenly brakes hard and your motorcycle alerts you so that you can also brake or change lanes. As you switch lanes you see that a mattress had fallen off the roof of a car in your previous lane.

Finally in the countryside, you enjoy a couple of hours of riding before heading toward home. On the way, your bike lets you know that there is a violent thunderstorm 30 miles ahead. You see no alternate route so you motor on, looking for a place to pull over out of the storm.

Along the way, you come across a car that has veered off the road and hit a tree because of the storm. You stop and decide to call an ambulance.

But you don’t know where you are.

You rush over to your bike and push a button, which triggers a signal to emergency responders communicating that there’s been an accident and pinpointing the exact GPS location.

The ambulance is on the way.

Once the ambulance arrives, you head home. A short time later you pull into your driveway, another ride complete.

“SMARTER ON THE WAY’

For five days in October—Oct. 2226—some of the most-dedicated, safety minded engineers and policy makers on the planet gathered in Vienna, Austria, for the 19th ITS World Congress to discuss the latest trends, policies and technologies related to intelligent transportation systems. Guided by the conference theme of “Smarter on the Way,” participants discussed and showcased all aspects of future transportation systems including complex information and communication systems, advanced navigation systems, safety, ecology and more.

Most ITS efforts focus on cars and trucks, but at the ITS World Congress BMW not only presented information on its world-class efforts related to cars, but motorcycles as well.

The German manufacturer showcased what it calls BMW ConnectedDrive for its cars, which the company says “provides the occupants of the vehicle and the vehicle itself with an intelligent network to connect them with the outside world.

This network offers customers more safety, comfort and infotainment, whether it is through driver assistance systems, navigation options or personalized entertainment.

“The network permits innovations for urban mobility that make interaction with city traffic even safer, more efficient and more convenient,” BMW says.

The company is also trying to redefine the future of motorcycling through its BMW ConnectedRide, which is the motorcycle and scooter equivalent of BMW ConnectedDrive.

Officials discussed the BMW Advanced Safety Concept bike, which is a BMW

K 1600 GT with various safety features including camera-based rider information and assistance systems, and the Urban Safety Concept bike, which is a BMW C 650 GT scooter.

“The research project’s Left Turn Assistant, Traffic Light Assistant and the Lane Change Warning were implemented in the scooter,” says Felix Deissinger, who is responsible for strategy and vehicle concepts at BMW Motorrad, which makes BMW motorcycles.

Researchers also integrated a headsup display that positions information such as current speed, collision warning, traffic sign recognition and traffic light information on the scooter’s windscreen.

Officials also discussed the BMW C evolution—a prototype electric scooter.

“It has been designed as a commuting vehicle for traveling to work between the suburbs and city center so that development focused specifically on two requirements: ride characteristics comparable with those of a Maxi Scooter powered by an internal combustion engine, and long range under normal conditions of use,” BMW says.

CARS AND BIKES THAT TALK At the heart of intelligent transportation systems research is communication between vehicles as well as between vehicles and different parts of the road system, known as Car-to-X communication.

“Car-to-X communication greatly extends the anticipation horizon and will, in the future, allow drivers to look far into the distance, see things that are hidden, and even peer around several corners,” says Karl-Ernst Steinberg, manager of

Projects IT Drive at BMW Group Research and Technology.

Car-to-X communication means networking vehicles and infrastructure with one another electronically, enabling a direct exchange of information between both the vehicles and between vehicles and the traffic infrastructure, such as traffic light systems, BMW says. This makes Car-to-X communication a comprehensive messaging network that every road user can be involved in, the company says.

FIELD TESTING NOW UNDER WAY To research Car-to-X communication, BMW is collaborating with automotive and telecommunications companies as well as German government and university researchers on a project called sim TD, which is a German abbreviation for Safe Intelligent Mobility — Testing Ground Germany.

BMW says this four-year, $92 million research project, which began in September 2008, has just started field testing to explore the functionality, everyday practicality and effectiveness of Car-to-X communication under realistic conditions for the first time.

Some 120 test vehicles are involved, including 20 BMW cars and five BMW motorcycles.

“Besides applications for BMW Group cars and for protecting pedestrians and cyclists, integrating motorcycles into the system of reciprocal networking, too, is an especially important aspect of Car-to-X communication,” BMW says. “One of the project’s key elements centers on the development of rider assistance systems on the basis of Car-to-X communication,” BMW says. “Motorcyclists have to contend with dangers out on the road other than motorists. Certain situations, such as fog, slippery roads or heavy rainfall, pose far more of a challenge for motorcyclists. Also, other drivers, unfortunately, often fail to see motorcycles due to their slim outline.

“So, it can be of great benefit to motorcyclists if they receive advance notification of specific situations,” BMW says. “It is often the cars which play a crucial role here, by acting as the warning triggers, as it were: switching on fog lamps, activating the fastest windscreen wiper setting or intervention by the car’s DSC [dynamic stability control] system during normal driving can all point to adverse conditions at a particular spot.

“This information is relayed to the motorcycle to keep its rider fully informed of what’s ahead,” the company says.

January 2013

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MOTORCYCLE SAFETY SYSTEMS NOW BEING TESTED Various rider and driver assistance systems based on Car-to-X communication are now being tested on BMW motorcycles and cars.

“By getting traffic light systems to transmit information on their phase times, for instance, a driver assistance system can either indicate the ideal speed for catching all the lights on green or warn drivers before they drive through on red,” BMW says.

Also, by transferring specific data about traffic levels, the state of the road surfaces, as well as other factors, it’s possible for a vehicle to issue advance warnings of accidents, traffic jams or black ice to other road users in the vicinity.

“It is further possible to calculate the risk of a collision on the basis of the transmitted vehicle data, meaning that drivers can be alerted to possible crashes at road junctions, for example,” BMW says.

Some of the motorcycle-related technologies being tested by BMW include: eCall: The BMW Motorrad eCall/ACN (Emergency Call/Automatic Collision Notification) system is already available as a standard feature on BMW cars, and a system specifically for motorcycles is being developed.

If a rider arrives at an accident scene on a bike fitted with BMW Motorrad eCall, the rider can use the eCall button to trigger an emergency call. The accident details and exact location with GPS data are then transmitted to a BMW call center that passes on the information to the nearest emergency response center.

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If a rider of a BMW motorcycle fitted with eCall is involved in an accident, this is registered through a sensor system and an automatic emergency call is triggered. This establishes a connection with the BMW call center, enabling the transmission of information such as location and more detailed information on the nature of the accident.

Camera-based assistance: A camerabased rider information system monitors the environment. For example, the system provides feedback on speed limits by means of road sign detection and graphic display on the bike’s instrument panel.

The camera is also capable of detecting objects, for example, enabling automatic detection of obstacles on the road. A warning is given if there is a risk of a collision.

“For the first time in a motorcycle, a system actively detects danger and is capable of triggering secondary measures,” BMW says. “These include generating a visual signal which draws the motorcyclist’s attention to the object detected, for example, and also preparing the brake system for imminent intervention.

“At the same time, the motorcycle enhances its visibility so as to provide a warning,” BMW says. “If there is a risk of collision, the headlight beam is modulated, the intensity of the headlight is enhanced and the LEDs integrated in the mirrors and turn indicators are activated so as to widen the motorcycle’s silhouette.”

Cross-traffic assistant: This analyzes road users approaching an intersection, who has priority and the probability of a collision. A display in a car indicates the traffic law to the driver, for example, in the case of a potential failure to yield the right of way.

If the driver doesn’t respond appropriately, the driver is warned of the

risk of a collision. On the motorcycle, the headlight is gradually modulated, the light intensity increased and additional LED strobes at the side of the motorcycle are activated to widen the silhouette of the bike, hopefully increasing visibility. If a collision is imminent the motorcycle horn automatically sounds.

Traffic light phase assistant: This allows the traffic signal system to communicate with the bike. If the traffic lights are set to turn red when the motorcycle arrives at the intersection at an unchanged speed, the rider receives this information early enough through the instrument panel to be able to brake gently. The assistant is also able to display a speed at which the rider can reach the traffic signals when they are green.

Bad weather warning: This gives the motorcyclist a visual indication on the instrument panel and, as an option, a voice message in the BMW Motorrad communication system, providing an early warning of a route section with weather conditions such as fog, rain, snow or black ice.

The assistant also gives details about

when the rider can expect to encounter these conditions. To trigger the warning, researchers are considering, for example, when a certain number of vehicles switch on their fog lamps. This information, combined with the exterior temperature of those vehicles, can be used to infer snow or hail.

Other sources of data include rain sensors and regulatory systems such as dynamic stability control that helps cars remain stable when they run into adverse driving conditions.

Obstacle warning: This system communicates to the rider through a visual signal on the instrument panel as well as an optional voice message that an obstacle is to be expected on the road.

This might be oil or gravel on the road, or a disabled vehicle on the side of the road.

The warning also notes how far away the obstacle is.

A vehicle or vehicles ahead could transmit the warning and location of the danger to vehicles behind.

behind it. This may result in a delayed reaction, which can cause rear-end collisions.

To inform traffic to the rear as early as possible that a vehicle up ahead is braking hard, this information is communicated to other road users though vehicle-to-vehicle communication as part of the electronic brake light system. The information is communicated to the rider through the instrument panel and the communication system.

Left-turn assistant: This takes into account the potential risk of a vehicle turning left in front of a motorcycle.

Additional LEDs in the rear mirror casings and automatic high beam activation make the motorcycle more visible to traffic turning left.

Calculation of the collision risk is based on data transmitted by vehicle-to-vehicle communication. If there is an acute risk of collision, simultaneous and automatic braking by the car prevents it from turning left.

Overtaking assistant: This makes a motorcycle passing another vehicle more visible to other road users. The passing maneuver is detected by a system of sensors. If the vehicle to be passed moves out to overtake a vehicle at the same time that the motorcyclist does, the motorcyclist is in danger.

So additional LEDs in the turn indicator are used to intensify the signaling, making the motorcycle more visible within the car driver’s peripheral vision. This increases the probability that the driver will notice the motorcycle before it disappears into the driver’s blind spot.

Daytime riding light: Seeing and being seen is important on a motorcycle. For this reason, the LED parking light technology of the two lighting rings that was standard on the BMW K 1600 GT was refined for the Advanced Safety Concept BMW K 1600 GT to demonstrate the technological possibilities of daytime riding lights.

The light intensity in the lighting rings was enhanced to ensure the motorcycle can be detected early and more clearly in traffic.

Cooperative transponder technologies: While not specifically motorcycle related, this project, known as Ko-TAG, would provide protection for vulnerable road users, such as pedestrians or bicyclists. It involves the pedestrian or bicyclist carrying a transponder that communicates with vehicles.

The transponder answers a query pulse from a vehicle by sending an identification message. This response is evaluated by the vehicle to note the type of road user, location and movement.

The system operates up to a distance well in excess of 100 yards in the country and 20 yards in built-up areas.

“Even without direct visual contact, this means that the driver receives information at an early stage, for example that a pedestrian is standing close to the road behind a vehicle being parked and they are moving quickly towards the road,” says Andreas Rauch, project manager Ko-TAG at BMW Group Research and Technology.

The rider or driver is able to assess the situation and react early.

Emergency vehicle warning system: This provides a visual display on the instrument panel that gives the rider an early indication of an approaching emergency vehicle. A symbol on the instrument panel and voice message warn the rider and give the distance.

Electronic brake light: The idea behind this system is the fact that the brake lights of a vehicle subjected to sudden, heavy braking may be hidden by the vehicles

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GO RIDE

A few of the hundreds of AMA-sanctioned events this month, detailed on the following pages.

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January 19, 2013 Columbus, Ohio

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Will Ryan Villopoto be able to hang on to his AMA Supercross crown this season? Catch the early action with the season opener Jan. 5 at Angel Stadium in Anaheim, Calif., followed by events on Jan. 12 at Chase Field in Phoenix, Jan. 19 at Dodgers Stadium in Los Angeles and Jan. 26 at the OaklandAlameda County Coliseum. For the full schedule, see page 45.

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There’s still time to get tickets for one of the grandest celebrations of the year honoring racers—the 2012 AMA Championship Banquet, Jan. 19 at the Aladdin Center in Columbus, Ohio. The top three finishers in AMAsanctioned motorcycle and ATV national championship competition in various disciplines will be recognized. Info: www. americanmotorcyclist.com.

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The Madison Motorcycle Club is hosting its annual New Year’s Day Ride on Jan. 1 in Madison, Wis. The club says: “This is the MMC signature event, a poker run with a long

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history filled with colorful stories. The whims of Mother Nature always make this ride interesting: Sometimes ‘great day for a ride’ interesting, and sometimes ‘I can’t believe I’m out here’ interesting. Either way, there is big fun to be had.” Info: www. madisonmotorcycleclub.org.

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The Family Riders will host a dualsport ride Jan. 12-13 in Ehrhardt, S.C. Interested? Call (843) 708-0886.

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The AMA Arenacross Series features four rounds in January, and this season promises to showcase some of the closest racing action ever. Catch the action Jan. 4-6 in Worcester, Mass., Jan. 11-13 in Baltimore, Jan. 18-20 in Grand Rapids, Mich., and Jan. 26-27 in Tulsa, Okla.

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The gladiators of the AMA Mid-South Cross Country Winter Championship Series head to Maplesville, Ala., to battle on Jan. 6 in the Southeast Cross Country Shootout, and then on Jan. 27 in Greensburg, Ky. For the full schedule, see page 47.

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Feed your motorcycling jones this winter by visiting one of the Progressive International Motorcycle Shows in Washington, D.C., Jan. 4-6; Minneapolis, Jan. 11-13; New York Jan. 18-20 and Cleveland Jan. 25-27. Info: www.motorcycleshows.com.

COMING UP Grab your cold-weather gear and head out to the lake. The hottest action on ice happens at the AMA Ice Race Grand Championships set for Feb. 9-10 in Cadillac, Mich. Info: www.naactionsports. com.

JANUARY EVENTS ARIZONA COMPETITION

FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

HARE SCRAMBLES

HARE SCRAMBLES

JAN 5-6: BUCKEYE: 2-DAY EVENT, ARIZONA CYCLE PARK/CMC ARIZONA RACING LLC, (623) 853-0750, ARIZONACYCLEPARK.COM

JAN 6: CHARLOTTE HALL: MARYLAND COMPETITION RIDERS, MDCOMPRIDERS.ORG

CALIFORNIA

MASSACHUSETTS COMPETITION

JAN 27: (Includes ATVs) HARPURSVILLE: SQUARE DEAL RIDERS M/C, (607) 6932634, SQUAREDEALRIDERS.COM OKLAHOMA COMPETITION ARENACROSS JAN 26-27: TULSA: 2-DAY EVENT, FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

COMPETITION

ARENACROSS

DESERT SCRAMBLES

JAN 4: WORCESTER: FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS. COM

RECREATIONAL

JAN 5-6: WORCESTER: 2-DAY EVENT, FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

JAN 12-13: EHRHARDT: 2-DAY EVENT, FAMILY RIDERS, (843) 708-0886

JAN 13: (Includes ATVs) RIDGECREST: JACKRABBITS MC, (949) 493-3551 ENDURO JAN 19-20: (Includes ATVs) LUCERNE VALLEY: 2-DAY EVENT, UNITED MOTORCYCLE CLUB, (714) 381-9944

MICHIGAN

GRAND PRIX

COMPETITION

JAN 19-20: RANCHO CORDOVA: 2-DAY EVENT, POLKA DOTS MOTORCYCLE CLUB, (916) 606-5108, POLKADOTSMC. COM

ARENACROSS

HARE & HOUND JAN 26-27: (Includes ATVs) LUCERNE VALLEY: 2-DAY EVENT, DESERT MOTORCYCLE CLUB INC, (626) 2050121, DESERTMC.COM

JAN 18: GRAND RAPIDS: FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS. COM JAN 19-20: GRAND RAPIDS: 2-DAY EVENT, FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

SOUTH CAROLINA DUAL-SPORT RIDE

COMPETITION HARE SCRAMBLES JAN 26: WEDGEFIELD: SUMTER ENDURO RIDERS MOTORCYCLE ASSOCIATION, (803) 481-5169, SERMACLUB.COM JAN 27: WEDGEFIELD: SUMTER ENDURO RIDERS MOTORCYCLE ASSOCIATION, (803) 481-5169, SERMACLUB.COM

MINNESOTA

WISCONSIN

HARE SCRAMBLES

RECREATIONAL

RECREATIONAL

JAN 13: (Includes ATVs) EL CENTRO: OVER THE BELT RACING, INC, (619) 5897067, OTBRACING-D38.NET

ROAD RALLY

POKER RUN

JAN 1: BLOOMINGTON: TEAMSTRANGE AIRHEADS, (678) 772-8945, TEAMSTRANGE.COM

JAN 1: MADISON: MADISON MOTORCYCLE CLUB, (262) 424-9361, MADISONMOTORCYCLECLUB.ORG

MARYLAND COMPETITION

NEW YORK

ARENACROSS

COMPETITION

JAN 11: BALTIMORE: FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS. COM

MUD & SNOW SCRAMBLES

JAN 12-13: BALTIMORE: 2-DAY EVENT,

JAN 13: (Includes ATVs) HARPURSVILLE: SQUARE DEAL RIDERS M/C, (607) 6932634, SQUAREDEALRIDERS.COM

COMPETITION ICE RACE JAN 20: CAMPBELLSPORT: SOUTHEASTERN SHORT TRACKERS LTD, (414) 303-1331, THESTEELSHOEFUND.ORG

2012/2013 EVENTS HALL OF FAME EXHIBITS AND EVENTS AMA MOTORCYCLE HALL OF FAME MOTORCYCLEMUSEUM.ORG The AMA Motorcycle Hall of Fame is on the AMA campus in Pickerington, Ohio, and is open 9 a.m. to 5 p.m. seven days a week. Closed: Easter, Thanksgiving, Christmas and New Year’s Day. Main Hall: AMA Motorcycle Hall of Fame: Recognizing those who have made

significant contributions to all aspects of motorcycling.

Dirt-Track! All-American Motorcycle Racing: Celebrating the storied history of the men and machines who battle on the dirt oval.

30-Year Ride: Honda’s Ohio-made Motorcycles: Gold Wings aren’t the only bikes that Honda produced at its plant in Marysville, Ohio. This exhibit showcases the 30 years of production, from the

CR250 to the Rune.

Founder’s Hall: Honoring the AMA Motorcycle Hall of Fame’s generous contributors.

AMA PRO RACING MONSTER ENERGY AMA SUPERCROSS SERIES AMASUPERCROSS.COM

Jan. 5: Anaheim, Calif.: Angel Stadium Jan. 12: Phoenix, Ariz.: Chase Field

January 2013

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2012/2013 EVENTS Jan. 19: Los Angeles: Dodger Stadium Jan. 26: Oakland, Calif.: O.Co Coliseum Feb. 2: Anaheim, Calif.: Angel Stadium Feb. 9: San Diego: Qualcomm Stadium Feb. 16: Arlington, Texas: Cowboys Stadium Feb. 23: Atlanta: Georgia Dome March 2: St. Louis: Edward Jones Dome March 9: Daytona Beach, Fla.: Daytona International Speedway March 16: Indianapolis: Lucas Oil Stadium March 23: Toronto, Canada: Rogers Centre April 6: Houston: Reliant Stadium April 13: Minneapolis: Metrodome April 20: Seattle: CenturyLink Field April 27: Salt Lake City: Rice-Eccles Stadium May 4: Las Vegas, Nev.: Sam Boyd Stadium AMA ARENACROSS CHAMPIONSHIP ARENACROSS.COM

Jan. 4-6: Worcester, Mass.: DCU Center Jan. 11-13: Baltimore: 1st Mariner Arena Jan. 18-20: Grand Rapids, Mich.: Van Andel Arena Jan. 26-27: Tulsa, Okla.: BOK Center Feb. 1-3: Cedar Park, Texas: Cedar Park Center Feb. 8-10: Wilkes-Barre, Pa.: Mohegan Sun Arena Feb. 16-17: Little Rock, Ark.: Verizon Arena Feb. 23-24: Wichita, Kan.: INTRUST Bank Arena March 2-3: Kansas City, Kan.: Sprint Center March 15-17: Denver: Denver Coliseum AMA PRO SUPERBIKE CHAMPIONSHIP AMAPRORACING.COM

March 14-16: Daytona Beach, Fla.: Daytona International Seedway

46

Aug. 2-4: Tooele, Utah: Miller Motorsports Park

AMA EAST HARE SCRAMBLES AMARACING.COM

Aug. 16-18: Indianapolis: Indianapolis Motor Speedway (Harley-Davidson XR1200)

Jan. 27: Wedgefield, S.C.: Amateur and Youth, Johnny McCoy, SERMA; (803) 481-5169; SERMAClub.com

Aug./Sept.: TBD

Feb. 23: Elko, Ga.: Amateur and Youth, Bruce Douglas, High Point Hare Scramble; (478) 808-4131; rbdouglas47@ yahoo.com

Sept. 13-15: Millville, N.J.: New Jersey Motorsports Park Sept. 26-28: Monterey, Calif.: Mazda Raceway Laguna Seca AMA NATIONAL CHAMPIONSHIP SERIES AMA NATIONAL ENDURO NATIONALENDURO.COM Feb. 17: Greensboro, Ga.: Tom Cufr, Cherokee Cycle Club; (770) 540-2891, SETRA.org March 3: Salley, S.C.: Rhonda Dennis, Columbia Enduro Riders; (803) 788-4220 March 24: Blackwell, Texas: Joseph Roberts, Ross Creek Trail Riders; (325) 669-8866, RossCreekTrailRiders.com April 14: Forest Hill, La.: Tracy Barstow, Acadiana Dirt Riders; (337) 519-2520, AcadianaDirtRiders.com April 28: West Point, Tenn.: Paul Traufler, NATRA; (256) 683-4129, NATRA. DirtRider.net June 9: Marquette, Mich.: Nick Zambon, UP Sandstormers; (906) 2287010, UPSandstormers.com June 23: Blain, Pa.: Jim Landvater, Susquehanna Off Road Riders, (717) 926-6035, sorrmc.org July 28: Cross Fork, Pa.: Peter Burnett, Brandywine Enduro Riders; (610) 3687332, ber.us Sept. 15: Lynnville, Ind.: Gil Jochem, IN, IL, KY Enduro Riders; (812) 624-0344, blackcoal.org Oct. 20: Oklahoma City: Chuck Howard, Oklahoma Dirt Riders; (405) 249-6702, okiedirtriders.com AMA INDOOR DIRT TRACK STEVENACERACING.COM Dec. 29: Du Quion, Ill.: ST, Steve Nace, Steve Nace Racing; (270) 442-7532

April/May: TBD

Dec. 30: Du Quion, Ill.: ST and TT, Steve Nace, Steve Nace Racing; (270) 442-7532

May 31-June 2: Elkhart Lake, Wis.: Road America

Jan. 12: Du Quion, Ill.: ST and TT, Steve Nace, Steve Nace Racing; (270) 442-7532

July 12-14: Lexington, Ohio: Mid-Ohio Sports Car Course

Feb. 9: Du Quion, Ill.: ST and TT, Steve Nace, Steve Nace Racing; (270) 442-7532

July 19-21: Monterey, Calif.: Mazda Raceway Laguna Seca

Feb. 23: Du Quion, Ill.: ST and TT, Steve Nace, Steve Nace Racing; (270) 442-7532

AmericanMotorcyclist.com

March 23: Berwick, Pa.: Amateur and Youth, Duane Fisher, Evansville MX Park; (570) 759-2841; EvansvilleMXPark. com April 27: Plainview, Ill.: Amateur and Youth, Ron Whipple, WFO Promotions; (309) 314-3343; WFOPromotions.com May 4: Battle Creek, Mich.: Amateur and Youth, Dax Campbell, Battle Creek Motorcycle Club; (269) 729-9691; BattleCreekMotorcycleClub.com May 18: Valley View, Pa.: Amateur and Youth, Tiffany Tobias, Rausch Creek Powersports; (570) 682-4600; RauschCreekRacing.com June 8: Virgil N.Y.: Amateur and Youth, Ken Rose, Greek Peak Trail Riders; (585) 297-2742; GreekPeak.com AMA WEST HARE SCRAMBLES AMARACING.COM Jan. 5, Youth; Jan. 6, Amateur: Buckeye, Ariz.: Beverly Howard-White, Arizona Cycle Park; (623) 853-0750 ext.

4; ArizonaCyclePark.com Feb. 16, Youth; Feb. 17, Amateur: Salinas, Calif.: Richie Mendez, Salinas Ramblers; (831) 444-7870; SalinasRamblersMC.org Feb. 23, Youth; Feb. 24, Amateur: Globe, Ariz.: Ben Hutchinson, Rock Stars Motorcycle Club; (480) 216-2588; AMRARacing.com April 13, Youth; April 14, Amateur: Shasta Lake, Calif.: Karl Hankins, Redding Dirt Riders; (530) 953-7272; ReddingDirtRiders.com June 8, Youth and C Amateur; June 9, Pro, A and B Amateur: Elkton, Ore.: Toni Bamford, ETRA Inc.; (541) 968-1664; ETRA.net Aug. 24, Youth; Aug. 25, Amateur: Big Sky, Mont.: Jamey Kabisch, Lone Peak Racing; (406) 223-0478; BigSkyXC.com AMA HARE & HOUND AMARACING.COM Jan. 26, Youth; Jan. 27, Amateur: Lucerne Valley, Calif.: Rick Nuss, Desert Motorcycle Club, Inc.; (626) 2050121; DesertMC.com

2012/2013 EVENTS Feb. 9, Youth; Feb. 10, Amateur: Spangler Hills-Ridgecrest, Calif.: Richie Wohlers, Four Aces Motorcycle Club; (805) 358-2668; FourAcesMC.org March 23, Youth; March 24, Amateur: Murphy, Idaho: Bill Walsh, Dirt Inc.; (208) 459-6871; DirtIncRacing.com April 13, Youth; April 14, Amateur: Lucerne Valley, Calif.: Justin Shultz, SoCal Motorcycle Club; (949) 981-6776; SoCalMC.com April 27, Youth; April 28, Amateur: Lucerne Valley, Calif.: Steve Williams, Vikings Motorcycle Club; (310) 490-4575; VikingsMC.com May 4, Amateur and Youth: Jericho, Utah: Talisa Flitton, Sage Riders; (435) 660-0430; SageRidersMC.com May 18, Amateur and Youth: Jericho, Utah: KC Bogue, Sugarloafers Motorcycle Club; (435) 864-8305; SugarLoafersMC.com July 13: McCarran, Nev.: Erek Kudla, Get-Xtr-Eme; (805) 236-5866; Get-XtrEme.com Aug. 24, Amateur and Youth: Panaca, Nev.: Zach Livreri, Silver State Trailriders; (702) 645-2506; desertracer24p@gmail. com Oct. 12, Youth; Oct. 13, Amateur: Lucerne Valley, Calif.: Ryan Sanders, 100’s Motorcycle Club; (949) 584-9395; 100sMC.org AMA ATV HARE SCRAMBLES AMARACING.COM Feb. 24: Elko, Ga.: Bruce Douglas, High Point Hare Scramble; (478) 808-4131; rbduglas47@yahoo.com March 24: Berwick, Pa.: Duane Fisher, Evansville MX Park; (570) 759-2841; EvansvilleMXPark.com April 28: Plainview, Ill.: Ron Whipple, WFO Promotions; (309) 314-3343; WFOPromotions.com

MSXC.COM

FIM-LIVE.COM

Dec. 15-16: Vanleer, Tenn.: Hazzard Hill

Sept. 8-9: La Chatre, France

Jan. 6: Maplesville, Ala.: Southeast Cross Country Shootout (Bikes only)

FIM MOTOCROSS OF NATIONS FIM-LIVE.COM

Jan. 27: Greensburg, Ky.: Russell Creek

Sept. 29: Teutschenthal, Germany

Feb. 17: Bucksnort, Tenn.: Foxhollow

FIM IINTERNATIONAL SIX DAYS OF ENDURO FIM-LIVE.COM

March 3: Gardendale, Ala.: Cornerstone Ranch March 23-24: McEwen, Tenn.: Tumbling Creek AMA AMATEUR CHAMPIONSHIPS AMA AMATEUR NATIONAL MOTOCROSS MXSPORTS.COM July 29-Aug. 3: Hurricane Mills, Tenn.: National Championship, Loretta Lynn’s Ranch

May 25-26: Wellston, Ohio, East Qualifier: William Depue Jr.; Appalachian Dirt Riders; (740) 384-6379; ADROhio.org June 1-2: Idaho City, Idaho, West Qualifier: Peter Reynolds; Boise Ridge Riders; (208) 384-5141; ADROhio.org Sept. 30-Oct.5: 2013 ISDE: Sardegna, Italy AMA PREMIER TOURING SERIES

AMA ICE RACE GRAND CHAMPIONSHIPS NAACTIONSPORTS.COM Feb. 9-10: Cadillac, Mich.: naactionsports.com INTERNATIONAL COMPETITION: U.S. ROUNDS FIM ROAD RACING WORLD CHAMPIONSHIP GRAND PRIX FIM-LIVE.COM April 21: Austin, Texas: Circuit of The Americas July 21: Monterey, Calif.: Mazda Raceway Laguna Seca Aug. 18: Indianapolis: Indianapolis Motor Speedway FIM WORLD SUPERBIKE CHAMPIONSHIP WORLDSBK.COM Sept. 29: Monterey, Calif.: Mazda Raceway Laguna Seca FIM TRIAL DES NATIONS

AMERICANMOTORCYCLIST.COM AMA NATIONAL GRAND TOURS AMERICANMOTORCYCLIST.COM Jan. 1-Dec. 31: Polar Bear Grand Tour, AMA District 2 of New Jersey, (609) 8942941, PolarBearGrandTour.com AMA NATIONAL EXTREME GRAND TOURS AMERICANMOTORCYCLIST.COM Jan. 1-Dec. 31: USA Four Corners Grand Tour, Southern California Motorcycle Association (SCMA), (949) 246-4941, USA4Corners.org Jan. 1-Dec. 31: Best US 15 Roads Challenge Grand Tour, Southern California Motorcycle Association (SCMA), SC-MA.com

May 5: Battle Creek, Mich.: Dax Campbell, Battle Creek Motorcycle Club; (269) 729-9691; BattleCreekMotorcycleClub.com May 19: Valley View, Pa.: Amateur and Youth, Tiffany Tobias, Rausch Creek Powersports; (570) 682-4600; RauschCreekRacing.com June 9: Virgil N.Y.: Amateur and Youth, Ken Rose, Greek Peak Trail Riders; (585) 297-2742; GreekPeak.com AMA FEATURED SERIES AMA MID-SOUTH CROSS COUNTRY WINTER CHAMPIONSHIP SERIES

January 2013

47

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January 2013

49

GUEST COLUMN DREAM BIG I started riding motorcycles when I was 5 years old, and I started racing the next year. Unlike most kids who start in the dirt, I jumped right into racing on pavement. My first bikes were pocketbikes, and then I moved up to an NSR50R and an NSR65R. After a few years, I was on a Honda RS125, which I started racing full time in 2011. Every race increased my confidence, and this year I finally got to the point where I now understand the bike. Racing has been fun, but it also has unlocked some incredible opportunities. This past summer, I got a chance to do something I had always dreamed about.

At the MotoGP race at Laguna Seca in July, our friend Iain Hutton brought up the idea of racing in the British Superbike Motostar Championship. Iain used to live in the United Kingdom, was involved in the BSB series and knows a lot of people there. At first, I didn’t think that would be possible, but after a few weeks—and with the support of Bud from BayAreaRidersForum.com, my current sponsors and Iain—we realized we could do it.

My trip over to the United Kingdom was crazy.

Just getting out of the country was a thrill. The weekend before we left, I had a race at CalSpeed in Fontana, part of the WERA West series. Then I went to school on Monday and then my dad and I were off to London that evening. We got to England on Tuesday afternoon and drove to Mallory Park on Wednesday to try out the bike.

The bike was an RS125, like mine, but it was different. It had more power and used different tires and suspension. I spent the afternoon getting used to it, mainly the shifting point, because that bike made power all the way up to 14,000 RPM, where mine stops at 13,000.

From Mallory Park we drove to Silverstone for my first BSB race.

I spent a lot of time watching videos from Silverstone, but when I got there I realized how huge it was. I did well at Silverstone for my first time—I qualified 17th. I finished third in the Motostar Cup (for kids 13 to 16) and sixth overall. This was the first time I ever got on a real podium, above people, with champagne and a big, heavy trophy. I was so happy to get on the podium, but what I enjoyed the most was the racing. I had never had such an intense race in my life.

Everyone was fighting for position. I was passing people, and they were passing me. It was awesome!

We got a one-week break after Silverstone, giving me a chance to do my school work, but we still found time to sightsee. Iain took us to London and the Brooklands Museum.

We traveled to Spain the next weekend to try out for the RedBull MotoGP Rookies Cup. This year it was held in the Circuito Monte Blanco, close to Seville. Seven Americans came this year. Four of us made it to the second day, and I was lucky to be invited to the 2013 RedBull MotoGP Rookies Cup. Next year they will be using Moto3 bikes, and I’m very excited to try them because I have never raced a four-stroke bike in my life.

Then it was back to the United Kingdom for the final round of the BSB Motostar Championship at Brands Hatch. If Silverstone is like Buttonwillow, then Brands Hatch is like Laguna Seca—always going up or down and there are no real straights, everything is curved.

Friday practice was tough because the first session was wet, so I could not understand much about the track. In Saturday’s morning qualifying I crashed in the fastest section of the track and lost half of that session. We got the bike fixed and ready to go for the afternoon qualifying session, but BSB cancelled that session because of a problem on the track, so I was stuck with my position from the morning—28th.

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AmericanMotorcyclist.com

I pushed hard in the race to make up positions and had a blast passing people. I climbed up to 10th place in the Motostar Championship, and 12th overall. I also went 6 seconds faster than I had gone all weekend, and had a lot of fun racing people.

We left Britain the following Tuesday and I went back to school on Wednesday.

I really enjoyed going to Britain. It was a really nice place, especially London. We went on the London Eye and even saw Big Ben. And don’t believe everything you hear. The food was great. My favorite were the burgers.

But more important than all that, I learned a lot of things that can help me in the long run. In terms of technique or things I need to improve, the biggest lesson was the level of aggressiveness on the track. I need to be more aggressive so that I can get through the groups quicker.

Another difference was in the race format. They are very structured.

BSB sticks to the schedule very closely. They are very professional with everything—from tech, to registration, to parc ferme, to awards ceremonies. In general it was awesome. I liked that they didn’t consider my race, the Motostar Championship, just another race, but I felt they respected us.

It was an amazing experience. I got to try out new food, meet new people and learn from them. I also made new friends. When it comes to racing, the Europeans are really into it. Most people knew about the BSB championship, even the customs agent when we entered the United Kingdom. It just seems to be part of their culture. I would recommend that if anyone ever has the opportunity to do it, they should try it.

Ever since I was little, my dad and I would race and practice, thinking of racing the European kids. We’ve always known they are very fast and I always knew that if I really dedicated myself and did my best, that I could race them. I still have much to learn, and I cannot wait to continue learning. One day I hope to be in MotoGP and hear the United States national anthem play—in Europe.

Anthony Michael Alonso, 14, is an AMA member from Fremont, Calif.

Photos Studio819/Brandon Bones

Racing Into The Future

By Anthony Michael Alonso

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