American Motorcyclist December 2023

I know I’m alive.

WHEN I RIDE, EVEN the FAMILIAR SEEMS STRANGE and GLORIOUS. The air has weight.

AS I PUSH THROUGH IT, ITS TOUCH is as INTIMATE as WATER TO A SWIMMER.

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DECEMBER

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26

2023

VOLUME

77,

NUMBER

12

8 PERSPECTIVES Editorial Director Mitch Boehm on the AMA’s fast-approaching 100-year anniversary

52 INTERCEPTOR! How Honda’s V45 Interceptor revolutionized the sportbike landscape

10 AMA INSIDER Marketing and Communications Director Joy Burgess on the importance of supporting the AMA

68 EVENT CALENDAR AMA-sanctioned rides, races and events

12 BACKFIRES Membership feedback on recent issues

72 AMA GARAGE Tips, tweaks, fixes and facts: The motorcycle ownership experience, explained

14 BACK IN THE DAY Where the photos are blurry but the memories are clear!

74 LAST PAGE Some snapshots of all the festivities during AMA Hall of Fame Days 2023

18 SAFER TOGETHER The Connected Motorcycle Consortium’s work to develop lifesaving technology for motorcyclists 26 COVER STORY: AMA HALL OF FAME DAYS 2023 Recap of the reimagined Hall of Fame celebration 40 CHALLENGE ACCEPTED! The Edelweiss Alps Challenges I & II lived up to their name in 2023

ON THE COVER: For a four-day stretch in September, motorcycling’s greatest stars and enthusiasts converged on the AMA campus in Pickerington, Ohio, to celebrate the induction of five new AMA Motorcycle Hall of Famers as part of the first-ever AMA Hall of Fame Days. In this issue, read about all that went down during this signature event.

AmericanMotorcyclist.com Published by the American Motorcyclist Association

EDITORIAL

AMA BOARD OF DIRECTORS

Mitch Boehm Editorial Director Todd Westover Chief Creative Consultant Keaton Maisano Managing Editor Kerry Hardin Senior Graphic Designer John Burns Contributing Editor Aaron Frank Contributing Editor

Contact any member of the AMA Board of Directors at americanmotorcyclist.com/ama-board-of-directors

Russ Ehnes Chair Great Falls, Mont.

Gary Pontius Vice Chair Westfield, Ind. Brad Baumert Assistant Treasurer Louisville, Ky. Mark Hosbach Executive Committee Member Franklin, Tenn.

Contact the Editorial Team at: submissions@ama-cycle.org Michael Kula Business Development Manager (949) 466-7833, mkula@ama-cycle.org Alex Boehm Sales and Events Specialist (614) 729-7949, aboehm@ama-cycle.org

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. For information on AMA membership benefits, call (800) AMA-JOIN or visit AmericanMotorcyclist.com. Manuscripts, photos, drawings and other editorial contributions must be accompanied by return postage. No responsibility is assumed for loss or damage to unsolicited material.

Copyright© American Motorcyclist Association, 2021.

Hub Brennan E. Greenwich, R.I. Christopher Cox Greenville, Ohio Steve Drewlo Bismarck, N.D. Clif Koontz Moab, Utah

Maggie McNally Albany, N.Y. Shae Petersen Greenville, S.C. Tom Umphress Jordan, Minn.

Faisel Zaman Dallas, Texas

(800) AMA-JOIN (262-5646) (614) 856-1900 AmericanMotorcyclist.com @AmericanMotorcyclist @ama_riding

AMA STAFF EXECUTIVE

MARKETING & COMMUNICATIONS

Rob Dingman President/Chief Executive Officer James Holter Chief Operating Officer Jeff Wolens Chief Financial Officer Donna Perry Executive Assistant to President/CEO Danielle Smith Human Resources Manager/Assistant to COO

Joy Burgess Marketing & Communications Director Joe Bromley Program Development Manager Makenzi Martin Membership Event and Program Manager Lauren Kropf Marketing and Communications Specialist Bob Davis Program Volunteer Specialist Jack Emerson Corporate Communications Specialist

RACING AND ORGANIZER SERVICES Mike Pelletier Director of Racing Bill Cumbow Director of International Competition Michael Burkeen Deputy Director of Racing Ken Saillant Track Racing Manager Michael Jolly Racing Manager Jeff Canfield Racing Manager Connie Fleming Supercross/FIM Coordinator Olivia Davis Racing Program Manager Jensen Burkeen Sanctioned Activity Coordinator Damian George Sanctioned Activity Coordinator

MEMBER SERVICES

Paula Schremser Program Specialist Ricky Shultz Museum Clerk Kobe Stone Museum Clerk

Amanda Donchess Director of Membership Lynette Cox Membership Manager Tiffany Pound Member Services Manager Pam Albright Member Fulfillment Coordinator Carolyn Vaughan Member Fulfillment Representative Stephanie McCormick Member Services Representative Vickie Park Member Services Representative Charles Moore Member Services Representative Kelly Anders Member Services Representative Sarah Lockhart Member Services Representative John Bricker Mailroom Manager

GOVERNMENT RELATIONS

INFORMATION TECHNOLOGY DEPARTMENT

Nick Haris Government Relations Director/ Western States Rep. Zach Farmer Government Relations, Washington Rep. Nick Sands Government Relations, Central States Rep. Shayna Fritz Government Relations, Eastern States Rep.

Shaun Holloway Director of Information Technology Jarrod Gilliland Application Developer Ed Madden Systems and Database Analyst Rob Baughman Support Technician

MUSEUM

American Motorcyclist magazine (ISSN 0277-9358) is published monthly (12 issues) by the American Motorcyclist Association, 13515 Yarmouth Drive, Pickerington, OH 43147.

Copyright by the American Motorcyclist Association/American Motorcyclist 2021.

Printed in USA. Subscription rate: Magazine subscription fee of $39.95 covered in membership dues.

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

Periodical postage paid at Pickerington, Ohio, and at additional mailing offices.

4

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7

PERSPECTIVES

YOU KNOW YOU’RE GETTIN’ ON WHEN...…

BY MITCH BOEHM

Y

ou know you’re gettin’ on when you realize you’ve been an AMA member (on and off) for half of the AMA’s 100 years of existence. Half!

That’s 50 years for the math-challenged among us.

It’s an amazing factoid for this old guy, who still often sees the motorcycle world with the wide-eyed fascination of a 15-year-old dirt racer.

I realized all this while rummaging through some old motorcycle prints and Polaroids, and stumbled onto one of those translucent, onion-skin card receipts you’d get back in the day when a race promoter (or retailer) would run your AMA card (or credit card) through a card machine. (Remember those?)

The receipt was dated June ’74 and came from an Ohio racetrack called Amherst Meadowlarks, an AMA-sanctioned club and track for some years, and one of the first I raced at when I got into motocross and hare scrambles that year.

The year 1974, of course, is basically smack dab in the middle of today and 1924, when the American Motorcyclist Association came into being as a rider-centered offshoot of the Motorcycle and Allied Trades Association (M&ATA), which was established in 1916 to support manufacturers, distributors and the aftermarket.

The manufacturer-centric M&ATA knew it needed a riders’ association element to help keep motorcycling vibrant (and sales strong) by giving enthusiastic riders all over the country a sense of community and things to do with their motorcycles after the original riders’ organization, the Federation of American Motorcyclists (or FAM, formed in 1903), went out of business during WWI. Smartly, the M&ATA began signing up riders and clubs in 1919, and after 8

registering about 10,000 members, proposed at a meeting in May of 1924 in Cleveland, Ohio, to create the “American Motorcycle Association” as a division of the M&ATA. This new entity would handle rider registration and activities, issue sanctions for events, etc. Registered M&ATA riders were transferred as AMA charter members, and dues were set at $1 per year. The AMA was ratified and began its work in August of that year — 100 years ago this coming August.

Membership growth was a key to the AMA’s success early on. “Plans are underway…to build up the AMA to a live and active fighting organization for the benefit of the motorcycle riders of America,” claimed the organization.

“Instead of the 10,000 members now registered, it is expected that the AMA will have a membership of 50,000.”

Early on, the new organization was managed by AMA Motorcycle Hall of Famer A.B. Coffman, who’d previously worked for the FAM and M&ATA. But when other duties made it impossible for him to continue, E.C. Smith — also a Hall of Famer — was appointed as the new secretary of the AMA. Smith would keep the job for decades, and introduced or amplified all sorts of new and existing elements

AMERICAN MOTORCYCLIST • DECEMBER 2023

to the organization, including direct communication with members via the magazine, a focus on good citizenship and noise limits for riders vis-à-vis the general public, organized road riding and events such as Gypsy Tours, amateur and professional competition, government relations, and much more.

Being relatively new to the organization (at least officially), I find it interesting how that initial mission of supporting enthusiasts first and foremost remains a top priority for today’s AMA. And I’m struck by the words used in those very early years to describe that mission, and how nicely they apply today: A live and active fighting organization for the benefit of the motorcycle riders of America.

Along with promoting the motorcycle lifestyle and protecting its future, that’s what the AMA does for today’s motorcyclists, and especially our 200,000-plus members — that’s you! — who make all this possible. So thanks for supporting the AMA, and happy 100th birthday to all of us! The anniversary celebration kicks off next month.

Mitch Boehm is the Editorial Director of the AMA and a long-time member.

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INSIDER

STRONGER TOGETHER JOY BURGESS

“

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upporting the AMA is essential to preserving the positive growth of motorcycling and the powersports industry.” —Eigo Kona, President & CEO of Kawasaki Motors Corp., U.S.A. Promoting the motorcycle lifestyle and protecting the future of motorcycling is what the AMA is all about.

Together, individual AMA members — supported by staff — further that mission every day. But to truly advance motorcycling, and take our opportunities and freedoms to new levels, it’s important that the industry put its full weight behind our efforts.

Looking back at 2023, it’s been exciting to see the significant increase in sales, partnerships and positive PR for the AMA, and we’re already seeing evidence that 2024 — our 100th anniversary — will be even better.

These successes, which are key to helping us fund the promoting and protecting the AMA does day-in and dayout, have a lot to do with the changes we made in our sales team in the middle of 2022, which began with Business Development Manager Michael Kula leading our sales team, and assistant Alex Boehm coming aboard in May. The high-quality magazine you hold in your hands also plays a significant part in why advertisers want to be part of the AMA and its media offerings.

For fiscal year 2023, magazine and digital advertising sales were up over 2022, and sponsorship sales saw a significant increase year-over-year, as well, providing a direct benefit to members by increasing the amount of engaging content that AMA members love to read. For example, the December 2020 issue was just 56 pages, while this issue (December 2023) is 76 pages. This increase in revenue has also supported our work to build an 10

entirely new website, which will go live in 2024.

At AMA Vintage Motorcycle Days we packed the infield with partners and vendors, right to the point we were scraping for every spare foot of open grass to fit people in.

Our recent AMA Hall of Fame Days, which you can read more about on page 26, saw a huge outpouring of

On that note, the AMA has revamped its Business Member Program for 2024. Not only has the program been overhauled to offer far more value to businesses at every level, but we’ve added a Business Member level for motorcycle dealerships, as well.

Our Business Members are critical to supporting the AMA’s mission,

Looking back at 2023, it’s been exciting to see the significant increase in sales, partnerships and positive PR for the AMA, and we’re already seeing evidence that 2024 — our 100th anniversary — will be even better. industry support this year from partners like IronLilly.com, the National Powersports Dealer Association, Dealernews, Yamaha, Bromley Motorsports, Feld, Hall of Famer Broc Glover, MX Sports and KTM. We also saw a significant increase in positive PR for the AMA in 2023, with much of it surrounding Hall of Fame Days. Before the Hall of Fame Induction Ceremony, Dealernews magazine featured the ceremony on its cover, and dedicated a significant portion of the magazine to the Class of 2023, Hall of Fame Days activities, and encouraging dealerships to support the AMA. Dealernews owner Bob Althoff wrote in the issue, “As a Dealer, here is what each of us might do to support the AMA: One, become a Life Member; Two, educate your new-to-sport buyers about the importance of the AMA; encourage them to join; Three, consider buying the first year membership for each of your new bike buyers so that they might see firsthand the work of the AMA and enjoy that monthly print magazine.”

Excellent advice! Thanks, Bob!

AMERICAN MOTORCYCLIST • DECEMBER 2023

and Business Members can expect a variety of benefits that help build a better business climate and boost their bottom line (depending on membership level). These include exposure in American Motorcyclist magazine, discounted ad rates, consumer data, AMA reports from events and consumer activities, magazine copies, and more.

Want to learn more about the Business Member Program? For more information contact Michael Kula at mkula@ama-cycle.org or Alex Boehm at aboehm@ama-cycle.org.

From partnerships to Business Memberships to ad sales, industry investment in the AMA results in a stronger organization. That means more effective lobbying, more AMA activity, more people riding, more consumer activity in motorcycling and, ultimately, greater profits and longevity for the industry. We truly are stronger together!

Joy Burgess is the AMA Director of Marketing and Communications

BACKFI R E S ORIGIN OF THE SPECIES Many thanks to the AMA’s Jack Emerson for “Royal Roots,” the fascinating story of the 1901 Royal Enfield re-birth. I loved the reproduction of the full-page advert, especially the price — tucked away at the very end — of £50. This was $250 USD at the time, and made me think of the enormous difference in real costs between those early primitive machines and the wonderful bikes we ride today. Enfield is still making bikes, of course, and my son rides a 350 Bullet, priced around £4,000 ($5,000 USD today). A quick look at wages for the two periods maybe puts this into perspective.

Back in 1902 the average British wage was (nice coincidence) £50 a year, so it took 52 weeks wages to buy a 1.5-horsepower, belt drive, pedal assisted Royal Enfield. Today’s average wage of £33,000 a year means a British worker can now buy a 350 Bullet — disc brakes, electric start, ABS, a 5-speed box, 20 horsepower and 70-mph performance — with only six weeks wages. I’m guessing similar figures would apply in the U.S. — around ten times the spec for a tenth of the price. Do modern motorcyclists know how lucky they are?

Rick Wheaton Exeter, England When I see the work that the Royal Enfield engineers did in the making of the replica of Enfield’s first model, I have to seriously think about what body part I’d give up to have that kind of expertise. No existing examples, no detailed manufacturing prints, nothing more than pictures from ads previously run back in 1901. Well done, gentlemen! One caveat for Royal Enfield, though…they might not want to run ads today worded quite like the old ad reprinted on page 51, as unfortunately, a number of states 12

today would take issue with a motorcycle that’s “Made like a gun.”

Chuck Williamson, Life Member Mechanicsville, Va. WHAT THE DR. ORDERED Welcome, Mr. Boehm, to life as an old geezer like me on a DR650 — a useful and versatile bike I bought during the pandemic to ride once I retire at the end of this year. My new hero is Neil Fergus, and wondered if a story on the modifications to his bike might be a boon to all of us in the dual-purpose fraternity. Info on his

unique exhaust would be interesting, for sure. Thank you and the AMA for providing me with an actual magazine to hold and read!

Jim Smith AMA Life Member Do you have any information about the muffler Neil Fergus has on his DR650 in the June, 2023 issue of American Motorcyclist?

Aaron Rubin According to Duke Lambert, who authored the Fergus piece, it’s off a

LETTER OF THE MONTH THE “OLD ANKLE BREAKER”

njoy the stories in the magazine and the AMA organization, as well.

E I am a 25-year-plus member and just love motorcycles and the fun

one can have on them. Being 80 years old and still riding off road on my Yamaha XT250, I need to tell you about the Suzuki DR650 I had. It was heavy and powerful, and my wife called it the “Old Ankle Breaker” because it broke my ankle when I was old. Now that I am older still, I like the lighter and less-powerful XT250. Keep it going, and ride on!

Sam Elbe You’ve got me by 20 years, Sam, and while I’m loving my new-to-me DR650 (see above), I have a feeling I’ll be taking your advice on my bike of choice when I’m 80! So thanks, be safe out there, and glad to hear you’re keeping on two wheels! —Ed. Letters to the editor are the opinions of the AMA members who write them. Inclusion here does not imply they reflect the positions of the AMA, its staff or board. Agree? Disagree?

Let us know. Send letters to submissions@ama-cycle.org or mail to American Motorcyclist Association, 13515 Yarmouth Drive, Pickerington, OH 43147.

Letters may be edited for clarity and brevity.

AMERICAN MOTORCYCLIST • DECEMBER 2023

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Velocette. “Neil had it in his garage for years,” Lambert reports, “and stuck it on the DR. It’s been on there as long as I’ve known him.” – Ed. MORE GARAGE GEAR It was really helpful to hear about the Baxley front wheel stand and the Malcolm Smith straps in your September 2023 issue. I just ordered a Toyota Tacoma with a 6-foot bed to haul the bike, and am wondering about the best loading ramps and different methods of loading. All this would be really helpful for guys who aren’t teenagers anymore but find themselves thinking about riding all the time and needing to know the best methods for loading and securing. Love the magazine, btw, and read it cover to cover each month.

Keep up the good work.

Robert Pizzo Bike loading and securing is great subject matter for a future Garage piece, Robert, so thanks for the nudge.

—Ed. Excellent advice in previous issues.

I would definitely recommend a bright portable LED light, Vernier calipers (for measuring stuff) and a small torch.

Bob Hammaker Harrisburg, Pa. I have a tire changer because, like you, I got tired of installation fees.

My NoMar tire changer gets bolted to the floor using big lag screws into the concrete, and when I’m not using it, I unbolt it and hoist it onto a large shelf so it doesn’t take up so much space.

Just find a spot where you have plenty of room to maneuver around it and use four big lags and flat washers to attach it to the floor. Blow the dirt out of the holes before screwing it down. Put the lags and washers in Ziploc bag taped to the tire changer so they don’t wander off. Space saving and easy!

Ken Fritz I don’t do a lot of wrenching on my bike, but I do have two additions to add that are helpful for the simple

and routine job of changing the oil.

They are a torque wrench (so I don’t over-tighten the drain plug) and an oil filter wrench — the steel-band type that takes a square ratchet drive — for both loosening and tightening the filters. Keep up the fine work on the magazine. Please. I look forward to every issue.

Bruce Thayer Issaquah, Wash.

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MORE AUSTRALIA I have been a member for many years, but this is the first time I’m writing in to comment on an issue. I have read all of Rick Wheaton’s articles/ stories over the years, which have entertained and inspired me, and had to read the entire story of his cross-Australia trip in one sitting, as I could not put the magazine down once I started reading. He’s not only an excellent writer, but an inspiring motorcyclist!

Cheers to Rick for continuing to ride and travel around the world into his 80s; here’s hoping he can stay on two wheels as long as he can.

Jim Matson San Jose, Calif.

Thanks to Rick Wheaton for his coast-to-coast OZ piece. After a couple of trips riding in eastern Australia and the Great Ocean Road (including a trip through the Melbourne wildfires to embark on the “Spirit of Tasmania” boat to ride the island of Tasmania), I had put a ride from Sydney to Perth on my to-do list. Unfortunately, this will no longer happen due to a crash during a trip with my wife on the back to Utah’s Zion and Bryce National parks caused by a drunk driver at 8:30 a.m. in the morning. After many months I have recovered, but my wife never will and needs constant care.

Your detailed story of your experiences in Australia brought back many memories of my “OZ” rides, and at least provided some wonderful imagery of what an Australian coast-tocoast trip would have been like.

Dale Gretzinger El Dorado Hills, Calif.

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13

BA CK IN TH E D A Y

Where the photos are blurry but the memories are clear!

S

omehow I talked my grandad into buying me a 1974 Honda XL125. I think it cost right around $600, and I couldn’t believe it when he said yes. I got my Arkansas motorcycle permit at 14 years old, and later, when I moved to Ohio, he took me to get my Ohio permit at 16. I kept the XL all the way up until I got orders to go to Okinawa, Japan, in 1990 when I was in the Air Force. Like a big dummy I sold it because I didn’t want to put it in storage. Boy, what I would give to have it today. It would look nice sitting beside my Suzuki C90T, Triumph Bonneville Bobber, Ural CT and Suzuki V-Strom 650.

Mitch Kuster A 17-year-old me on my first motorcycle, a Honda CB160, next to Dad’s Tri-power 4-speed Pontiac Bonneville. I put 52,500 miles on the 160 in two-and-a-half years, once following the Bonneville on a 2,300-mile vacation trip.

Norman Gaines Hopefully you still have �em both, Norm!

– Ed. In the summer of 1965 my family spent six weeks vacationing in Grand Bend, Ontario. My mother was born in Canada, so we would travel there every summer from Michigan to enjoy the 20-mile Grand Bend beach on Lake Huron. When I was 14 years old, my older brother got a new Zundapp Super Sabre 250cc motorcycle. I was too young to get a bike that big, but a hardware store in Grand Bend was renting new Honda step-through 50s for 25 cents an hour, or five hours for one U.S. dollar! That summer I rode every road in that sleepy vacation town dozens of times, and even ventured onto the main road into town.

It was the beginning of my 55-year journey with motorcycles!

Roger Smith

This is a photo of my older brother John, circa 1972-’73, on his Husky 450WR at the conclusion of an enduro somewhere in the Western Penn./Eastern Ohio area. As you can see he was a big guy (6’4”) and needed the full power (and the tall bars!) that bike had to offer. The bike in the photo was the last in a series of Huskies he owned, and it can still be found in his son Jake’s garage in Portland Oregon. By this point he was an expert rider competing in the full circuit of local enduros, and even took a shot at a few 2-day qualifiers while part of the crew racing for Ron Bohn’s shop outside of Pittsburgh. For me, this image so typifies that period...the bike, leather pants, Hi-Point boots, Belstaff jacket, and Bell helmet with the duct-taped duckbill visor. John is 15 years my senior and was a bigger-than-life hero to me on a motorcycle as a kid growing up, and this image is a powerful reminder of how he inspired my love of riding. “Here’s to you, older brother!”

Fred Benz

Submit your Back in the Day photos and stories to submissions@ama-cycle.org. Feel free to expound! Hi-rez images are preferred!

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AMERICAN MOTORCYCLIST • DECEMBER 2023

After getting out of the Navy in 1969, I was able to attend graduate school at Florida State University thanks to the GI Bill. At that time, my younger brother worked at the Triumph & BSA shop in Daytona Beach during his summer vacation from college. He built this custom 1965 BSA 350 Enduro Star for me to ride to class at FSU in Tallahassee, Fla. I started riding motorcycles when I was 14 years old and still enjoy riding them today at age 78. Lots of miles covered and memories made over the years.

Bruce Langford The top photo is me pushing my 1980 Suzuki DR400 out of a riverbed near my home in West Tennessee at the age of 17. I worked two jobs to help pay for that bike and used it for transportation to school and work, and also competed in hill climbs and motocross on it. (Yes, MX. With a Terry kit and air caps in the fork and S&W ’stroker dual rate springs shocks in back, it did the job.) I joined the Air Force and took the bike with me to Sawyer AFB in the upper peninsula of Michigan, and finally sold it in 1987 with a family and 2-year-old to support. I raced D14 and D16 enduros and hare scrambles through the ’90s, and still do today on a 2017 KTM 300XCW. In 2016 I found my original bike in a Craigslist ad 20 miles from my house near Marquette, Mich! (It still had the S&W shocks and air caps!) It was in poor shape and I ended up buying a parts bike to help restore it. Bottom picture is from an AMA Vintage Motorcycle Days hare scramble in 2018 where, once again, I raced the same bike! I have quite a few old dirt bikes now and try to never miss an AMA VMD event, and I can’t wait until July!

Marvin McCorkle Good on ya, Marv! Anyone else find a long-lost motorcycle from their youth? If so, let us know the story at submissions@ama-cycle.org. – Ed.

Thanks for your service, Bruce!

– Ed.

During the Vietnam war my friend Tomas Roman and I were crew chiefs on C-130 aircraft stationed at Clark Air Base in the Philippines. Our duties included regular temporary duty assignments (TDY) to Vietnam, where our crews carried out airlifts of cargo and evacuations of injured and KIA soldiers and Marines throughout the country in 1967-’68. When our missions were completed we returned to Clark for scheduled maintenance before returning to the war. During our time in the Philippines, Tomas and I rode our Honda 250 and 305 Scramblers on Luzon and had many wonderful adventures. Tomas has remained my dearest friend for 56 years. He went on to a career in broadcasting as a reporter with Channel 7 in San Francisco and I spent 27 years with the Los Angeles Police Department. We still ride our BMWs and make it a point to speak regularly and ride together when time and the ailments of our advanced age allow.

Ralph McComb Thanks to both of you for your service, Ralph! – Ed. AMERICAN MOTORCYCLIST • DECEMBER 2023

15

B A CK I N T H E D AY This was in 1978, when I had just graduated from college at the University of Florida. I sold my car, bought this Suzuki GS1000 and promised myself I would ride for as long as my money held out. This particular picture was taken near Key West, Fla. I guess they hadn’t invented panniers yet, that’s a lot of bungee cords.

I would usually “pirate camp” for three or four nights in a row, riding down dirt roads without recent tire tracks and cooking a can of something for dinner. On the fourth night, I’d check into the cheapest hotel I could find, so I could take a shower and wash my clothes and cooking gear in the tub after it filled up.

I mainly rode backroads and a few highways for about six months, ultimately ending up in Aspen, Colo., where I ran out of money and had to get a job. During all those months of riding and camping, I never once was hassled or bothered by anyone,

except by a cop in Shreveport, La., when I was sitting on a curb in a gas station trying to figure out where to go next. Sporting mirrored sunglasses, he walked up with what looked like a giant pistol in a holster and said,

“Son, don’t let me see you around here when the sun goes down.” He didn’t, because I was 100 miles from that place when the sun went down.

Now I’m 66 and still riding...and loving it.

Don Gentry

Me on my ’64 Panhead and Cap on a ’70 shovel. We were heading to Ocean City, Md., to play in the ocean with our ladies, who were off camera packing. Those were the days.

Mark Blackstone

Growing up in a house where my parents said, “There will be no motorcycles as long as you are living here,” I was a late bloomer, buying my first motorcycle — a 1982 Suzuki GS650G — at the age of 33. I bought it from my high school buddy for $350 and then put about $1,500 into it, making it safe and near pristine. Wanting to be as badass as possible, my jeans, jacket, shirt and gloves had to be black. Thankfully, I survived and got wiser as I got older.

Ed Apelian 16

AMERICAN MOTORCYCLIST • DECEMBER 2023

I bought my third bike, a 1974 Suzuki Titan 500, in 1974. I was discharged from the U.S. Navy in July of ’74 and rode this bike from Port Hueneme, Calif., to Port Angeles, Wash., and ended up in Minnesota. This photo was taken after my threeweek ride in Minnesota.

Keith Dibb

AMERICAN MOTORCYCLIST • DECEMBER 2023

17

up t o spe e d

News, notes, insight and more from the motorcycling universe

Safer Together

The Connected Motorcycle Consortium demonstrates new technology for improved rider safety

B Y K E AT O N M A I S A N O

M

ost motorcyclists know this, and study after study have confirmed it, but it bears repeating, as it affects street riders just about every time they climb aboard a motorcycle: The most dangerous place to be on the street is an intersection, and the biggest cause of two-vehicle crashes (and a huge chunk of motorcyclist fatalities) is a vehicle turning left into the motorcycle’s path.

Whether from negligence or vision issues or the physical size of the motorcycle or a lack of headlight or excess speed on the part of the rider or any one of several other factors, the intersection and the left-turning vehicle are a lethal combination.

But what if technology was able to cancel this substantial threat to a motorcyclist’s well-being?

Well, that’s a reality the Connected Motorcycle Consortium (CMC) is trying to create. The CMC is a collaboration between manufacturers, 18

suppliers, researchers and associations to make motorcycles and powered scooters part of the future connected mobility.

The non-profit organization was established by key motorcycle makers — BMW Motorrad, Honda and Yamaha — in 2016 to develop Cooperative Intelligent Transport Systems (C-ITS) and Advanced Driver Assistance Systems (ADAS) that increase the safety for those riding motorcycles and scooters. With previous technology being developed without motorcycle-specific safety aspects in mind, the CMC’s goal is to make sure motorcycles are part of C-ITS and connected mobility.

All efforts fit under the CMC’s goal of digital conspicuity, which involves the recognition of motorcycles and other powered two-wheelers by means of exchanging messages with other vehicles. This action ensures drivers are aware of motorcycles in the vicinity, thus reducing dangerous

AMERICAN MOTORCYCLIST • DECEMBER 2023

situations and bad outcomes.

To showcase the progress made in the past seven years and across its first two phases of development, the CMC performed a demonstration of its technology Sept. 14-15 in Germany.

The demo event tested C-ITS features that aim to help motorcycles and cars communicate with one another and cut down on accidents — such as ones caused by the dreaded left-turn situation. ADAS features — which use camera, radar and lidar to sense motorcycles — were also used to show its capabilities in preventing crashes with motorcycles.

Throughout the demonstration — which included features such as Left Turn Assist (LTA) and Do Not Pass Warning (DNPW) — the CMC showed how an early exchange of information can prevent dangerous situations that have plagued motorcyclists.

For example, the demo presented the classic situation: a car turning left to cross over a lane occupied by a

The CMC demo event, which highlighted some of the advanced safety technology on the motoring horizon, took place Sept. 14-15 at the Lausitzring in Northeast Germany. Photos courtesy of the CMC.

a motorcycle. This sender informed other vehicles of a motorcycle’s whereabouts in each scenario throughout the tests, making the motorcyclists safe from other drivers who might not see them.

While this all remains in the testing phase and an ocean away, motorcycle. Instead of solely relying on the driver’s ability to see the motorcycle clearly — which can fail because of the driver simply missing the motorcyclist or by way of an obstructed view — C-ITS presents the driver with an alert that makes a noise and shows the motorcycle’s positioning on the car’s display.

This alert works similar for motorcycles with a display, detecting stationary or turning cars that may pose a threat to a motorcyclist.

Even motorcycles without displays could benefit from the technology based on the demo, which showed a small sender that could be fitted to

the demo is proof that progress is being made toward increasing the safety for motorcyclists on the road.

This directly combats a trend of autonomous-vehicle development that fails to include motorcyclists

in its testing, creating potentially dangerous situations for motorcyclists on the road.

The CMC moves into its third phase in 2024. This next step includes further research on key factors that will help reduce motorcycle accidents.

In addition, the CMC will revisit and revise its “Basic Specification” — a combination of research, tests, guidelines and more formed in 2020 to help motorcycles connect and “talk the same language” with other vehicles and infrastructure by means of wireless communications — as a result of further learnings and development.

The CMC foresees cooperation with infrastructure stakeholders and continued collaboration with vehicle makers as the project nears deployment.

To learn more and watch videos from the demonstration, visit www. cmc-info.net.

AMERICAN MOTORCYCLIST • DECEMBER 2023

19

RiGHTS ROUNDUP

u p t o s p eed FRITZ JOINS AMA’S GOVERNMENT RELATIONS DEPARTMENT

ver the past few months, the American Motorcyclist

O Association has restructured its government

relations department while maintaining the ability to protect motorcycling effectively at all levels of government.

The AMA further addressed the department’s makeup in September, bringing in Shayna Fritz to serve as the eastern states representative. The Wauconda, Ill., native joined a talented government relations staff alongside Government Relations Director/Western States Representative Nick Haris, Central States Representative Nick Sands, and Washington Representative Zach Farmer.

“We have taken another leap forward in our government relations efforts with the addition of Shayna,” Haris said. “Her expertise in the legislative field will mesh perfectly with our mission to ensure that the rights of motorcyclists are protected across the nation.”

Fueled by a passion for politics, Fritz completed a bachelor’s degree in political science from Ohio State

University in 2017. Since then, Fritz has worked in various government positions, including in a gubernatorial campaign, a pair of state legislatures and a non-profit organization.

“I think this passion grew from me realizing that so many people want to ignore politics with this idea that it’s convoluting and evil,” Fritz said. “While it can be complicated, what happens in government affects your daily life and it’s important to be engaged so your voice can be heard.”

Fritz added that she’ll be able to lean on her past government experience in her new role with the AMA. “I believe my time in two state legislatures and another non-profit organization will be extremely beneficial to my new position because I’ve seen both sides of the process,” said Fritz. “This has allowed me to know the most effective way to communicate with our state legislative officials and know how to get bills passed in their legislatures.

“It also has allowed me to teach the most effective advocacy techniques to those who want to utilize the skills

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they learn from me and apply them to other facets of their life to become more engaged with their state legislatures and make meaningful changes and contributions to their communities,” she continued.

As the Eastern states representative, Fritz will work within the state and local levels of government across the Eastern U.S. in order to efficiently carry out the AMA’s mission to safeguard the rights of motorcyclists.

The sport of motorcycling is near to Fritz’s heart, as several members of her family and friends are enthusiasts. In her new role, Fritz looks forward to interacting with motorcyclists across the region while advocating for their right to ride.

“My goal as an eastern states representative is to continue amplifying the voices of motorcycle enthusiasts throughout the country,” said Fritz, “whether through helping them with best practices for engaging with state legislatures, or advocating for or against policy initiatives.”

– Jack Emerson MOTORCYCLIST ADVISORY COUNCIL ESTABLISHED FOR TWO-YEAR PERIOD he National Highway Traffic Safety Administration

T (NHTSA), Department of Transportation (DOT)

announced the formation of the Motorcyclist Advisory Council (MAC) for a two-year period.

The MAC will advise and work with the Secretary of

Transportation, the NHTSA Administrator and the Federal Highway Administration (FHWA) Administrator on the following motorcycle-related issues: motorcycle and motorcyclist safety; barrier and road design, construction, and maintenance practices; and the architecture and implementation of intelligent transportation system technologies.

The MAC will be comprised of 13 members appointed by the Secretary of Transportation. The appointment will be for a single term of up to two years, and the MAC will strive to have a membership made up of experts in motorcycling, motorcycling safety, highway engineering and safety analysis.

While MAC members will be unpaid, they will receive reimbursement for travel expenses.

In addition to this announcement, NHTSA is welcoming nominations for appointment to the council. Applicants can send a resume or curriculum vitae as well as letters of recommendation.

To apply or (use only overnight mail) send your application to one of the following: • Mail to U.S. Department of Transportation, National Highway Traffic Safety Administration, Office of Safety Programs, Room W44–308, 1200 New Jersey Avenue SE, Washington, DC, 20590 • Email MotorcyclistAdvisoryCouncil@dot.gov.

– Keaton Maisano

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AMERICAN MOTORCYCLIST • DECEMBER 2023

21

Riding ROUNDUP

A Groovy Gathering

Midwest Women Riders Get Your Groove On event empowers and entertains

BY DEBI WILDER

hat event has plenty of tie-dye and two-wheel fun? The Midwest Women Riders Get Your Groove On event, of course!

The first time I attended the Midwest Women Riders Get Your Groove On (GYGO) moto event in 2021 in Woodstock, Ill., I felt as though I stepped back in time to the ’70s, with women dressed in every conceivable variation of tie-dye, fringe, headbands, and dangly hoop

W

earrings, along with an assortment of leather jackets.

GYGO — a three-day event put on by the AMA chartered Midwest Women Riders — brought together approximately 600 female riders from all over the country to enjoy a weekend of sisterhood, mentorship, workshops and getting their groove on.

“Gather 600 women together on motorcycles and you get something incredibly powerful,” attendee Bridget

Beta USA Returns as Title Sponsor for Beta AMA National Dual Sport Series

22

AMERICAN MOTORCYCLIST • DECEMBER 2023

Krupka said. “Everyone comes from different walks of life, with different ideas and experiences. That’s what makes this event unique!”

Promoting community, friendship and empowerment, 2023 GYGO offered workshops, guided rides and hosted inspirational female figures — including AMA Motorcycle Hall of Famers Gloria Struck and Cris Sommer-Simmons.

GYGO celebrates women who ride while raising significant funds

S Beta USA has been a steadfast

ince 2015, motorcycle manufacturer

supporter of the AMA National Dual Sport Series as the title sponsor for the year-long recreational riding event.

Fueled by its admiration of the series, Beta USA will remain in the title sponsor role until 2026 after agreeing to a three-year extension in September.

“Beta USA is proud to once again partner with the AMA National Dual Sport Series for three more years,” said Beta USA Marketing Manager Bryan Wunsch.

EJ RODRIQUEZ PHOTOGRAPHY

up t o s p eed

for local charities. Dream Riders and the Crystal Lake Food Pantry were two charities receiving cash Alpinestars,SIDI, Gaerne, Fox and more! donations in 2023.

ALSO FACTORY RESOLE OF TECH 3, 7, & 10 BOOTS Ellie Rains is the creative captain behind GYGO and the founder FREE Return Shipping of Midwest Women Riders, a grassroots community created in 2008 to support the emerging growth of women riding their own motorcycles.

“Back in the day women had to prove themselves to ride a www.mxbootrepair.com motorcycle, but not anymore!” attendee Jeanette Russel said.

“It’s always such a beautiful sight BC_047460_DRI0416P.indd 1/11/16 to see women riding their own Anthony's benefit logo.indd 1 1 7/28/16 3:13 3:04PM PM long distance, short distance, with a group, and solo. GYGO is an amazing accomplishment of supporting one another, learning from each other, helping each other conquer fears and at the end, we can all say, ‘I did the damn thing!’”

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The 2024 event runs May 2-4, 2024, and details can be found by visiting midwestwomenriders.com.

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“We have witnessed the series grow each year, which makes supporting the series a no-brainer for us. Engaging in this partnership allows our company to promote our Beta Dual Sport motorcycles directly to those active in the sport.”

Entering its 37th year of operation in 2024, the Beta AMA National Dual Sport Series brings together riding enthusiasts and allows them opportunities to complete challenging, multi-day rides through stretches of country road and single-track trails.

– Jack Emerson

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23

u p t o s p eed

The U.S. Supermoto of Nations team from left to right: Sean Butterman, Nicky Reimer and Bronson Pearce

Racing Roundup What’s what in the world of AMA amateur competition

Back on the World Stage Team USA finishes 10th in first FIM Supermoto of Nations appearance since 2014

BY JACK EMERSON or the first time since 2014, the United States sent a team to the FIM Supermoto of Nations event, which took place in Castelletto di Branduzzo, Italy, on Oct. 15, pitting the U.S. against the world’s best in the sport.

The team was comprised of Sean Butterman, Nicky Reimer and Bronson Pearce, three of the most accomplished Supermoto riders in America, and carried the goal of bringing the United States to the pinnacle of the Supermoto scene.

Ultimately, Team USA finished 10th in the international competition, with France earning its ninth-straight gold medal in the event while Italy and Spain rounded out the top three.

As Team USA made its return to the Supermoto of Nations this year, Reimer hopes it will signal the United States having a consistent presence at the event on a yearly basis.

“I’m really excited to have a USA Team in SMoN again,” Reimer, a

F

24

native of Rossmoor, Calif., said. “I hope this team will help build an opportunity for the up-and-coming generation of AMA racers to compete worldwide.”

While the team’s impact is felt throughout the nation, Butterman, an AMA Supermoto veteran and native of Rio Rancho, N.M., relished the personal opportunity to compete against the world’s stiffest competition as a member of Team USA. “I’m honored to be on team USA and represent my country, and the AMA, for the Supermoto of Nations,” Butterman said. “Supermoto is such a unique, yet universal style of racing

AMERICAN MOTORCYCLIST • DECEMBER 2023

filled with some of the most talented motorcycle racers in the world.”

Pearce was already wellacquainted with the difficult competition in Europe, racing in the FIM S1GP during the 2023 season — while competing on the American Flat Track and AMA Supermoto circuits.

Although Pearce had already competed in Europe, the opportunity to represent his country on this stage was a dream come true.

“This has been a lifelong dream of mine to not only represent Team USA but to come to Europe to race the fastest supermoto racers in the world!” Pearce said.

RUML REDEMPTION

Max Ruml outlasts fierce competition for his second title in three years

BY JACK EMERSON or the second time in his 15-year racing career, Max Ruml stood alone atop the AMA Speedway National Championship standings, completing his run to the title with a strong showing in the third round of the 2023 season at the Fast Fridays Motorcycle Speedway in Auburn, Calif.

After missing out on the 2022 title by just one point, Ruml left little to chance during the 2023 campaign. Ruml held a six-point lead over Broc Nicol entering the final round of competition thanks to a second-place finish and a victory in the first two rounds. In the final leg of the circuit, Ruml rode mistake-free through qualifying and ultimately claimed second place in the race, capping off his title run.

“The AMA congratulates Max Ruml on his second national championship,” AMA Track Racing Manager Ken Saillant said. “Max has been on quite the roll the past few seasons. With two titles in the last three years, Max has elevated himself to the top of the sport while competing against great competition.”

F

In all, Ruml finished the season with 59 points — 12 more than Nicol, who finished in second place — while scoring at least 19 points in each of the three races.

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From induction ceremony to museum reception to bike show to bike night to rec and racing meetings to pit bike exhibitions, autograph signings and more, AMA HOF Days belongs on your bucket list

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AMERICAN MOTORCYCLIST • DECEMBER 2023

2 0 2 3 a m a h a l l o f f a m e D AY S

BY JOY BURGESS

PHOTOS: WILLIE BROWNING, KTM, JEFF KARDAS, DENISE KIGER, RACERX AND RED BULL

F

or the first time in the history of

flashed across the big screens with the photos,

the AMA Motorcycle Hall of Fame,

videos and voiceovers of Hall of Famers through

the annual induction celebration

the years, you couldn’t help but feel the power

— the IronLily.com AMA Hall of Fame

of the moment and, later, a sense of hushed

Days presented by the National

reverence as the room honored the

Powersports Dealer Association

Hall of Famers who’d recently passed

(NPDA) — spanned four days…

with a moment of silence.

R YA N D U N G E Y

reporter Laurette Nicoll and star of

Along with the Induction

stage and screen and former AMA

Ceremony, Hall of Fame Days also

and Hall of Fame board member

included a sanctioned adventure

Perry King, the evening lauded the

ride, cocktail reception, bike night,

five new members of this hall of

AMA member meeting, AMA

legendary individuals.

commission meetings, pit bike

While acceptance speeches

riding, bike show and more.

brought some tears along with plenty

While there was lots to do, the

of laughter, a feeling of celebration

event centered around the induction

dominated the evening…not just

of the Class of 2023, which included

for the outstanding people who

Rita Coombs, Ryan Dungey, Barry

made up the Class of 2023, but for

Hawk, Grant Langston and Travis Pastrana.

With this year’s extraordinary class of inductees, the industry was clamoring to be

the amazing history surrounding the sport of motorcycling.

The lyrics of “Hall of Fame” sum it up perfectly:

involved and attend, with legends and industry

Standing in the hall of fame.

leaders flying in from across the country for

And the world’s gonna know your name.

the festivities.

‘Cause you burn with the brightest flame,

As the lights dimmed and the song “Hall of Fame” played as the Hall of Fame intro video

G R A N T L A N G S TO N

R I TA C O O M B S

Pickerington, Ohio.

Hosted by noted motorsports

BARRY HAWK

Sept. 14-17 at the AMA Campus in

And the world’s gonna know your name.

And you’ll be on the walls of the hall of fame.

T R AV I S PA S T R A N A

AMERICAN MOTORCYCLIST • DECEMBER 2023

27

rita coombs R

ita Coombs’ tireless efforts within motorcycle racing have impacted the sport in a monumental way, so much so that her own induction into the Hall of Fame wasn’t her first one to attend.

She’d been by her husband’s side back in 2000 when he was inducted into the Hall of Fame, and had recently attended with the late Loretta Lynn’s family when Lynn was inducted back in 2021.

But this time was different…it was her moment in the spotlight, something everyone who knows her says she shies away from as much

28

AMERICAN MOTORCYCLIST • DECEMBER 2023

as possible, to the point it’s tough to find many photos of her.

Her story is pretty amazing. She and husband Dave Coombs Sr. were inspired by the timeless moto-documentary On Any Sunday, which led them to start promoting their own AMA events in 1973. Soon they opened a track of their own — Appalachia Lake MX Park — in Bruceton Mills, W. Va. With the help of Paul Schlegel, the couple created the AMA Amateur National Motocross Championship at Loretta Lynn’s Ranch in Hurricane Mills, Tenn., in 1982, which is now the premier amateur motocross

According to son (and RacerX founder) Davey, Rita Coombs is notoriously camera shy, but he dug deep for us with these images. Above, with fellow HOFer Jeremy McGrath. Left and below with late husband Dave Sr., also an AMA Motorcycle Hall of Fame inductee.

race in the world.

Later, they were responsible for forming the AMA Grand National Cross Country Series, which has grown to welcome thousands of racers on any given weekend during the season.

“That series has been to 80 different locations,” Coombs said, “and we can only do 10 to 12 a year because it’s like moving a circus from place to place, but it’s still in business.”

Even after Dave Sr. passed away in 1998, Rita continued running the family business with her children, Carrie Jo, Davey and Tim. “We’ve done what [Dave] would have wanted us to do,” Coombs said, “and that is to continue to grow and help other people be organized and do safe racing. We’ve been through some hard times, of course, but we always manage to get on top of things.”

Perhaps the most striking thing about Coombs was her gratitude. When she walked into the ceremony rehearsal Thursday morning with her daughter Carrie Jo Russell, she shook my hand, and while patting my hand said, “I just want to thank you so much for all of this. We know how much work it takes to put on an event like this, and we’re just so grateful to you all.”

Unsurprisingly, the entire event was emotional for her, and she was overwhelmed more than once during the ceremony…and even beforehand when Managing Editor Keaton Maisano interviewed her.

After being presented with her Hall of Fame ring and golden jacket, gratitude was once again her theme as she wrapped up her speech. “I am forever grateful,” she said, emotion coloring her voice. “I just want to thank all the riders and our fans who come see us every weekend and who love racing as much as we do!”

AMERICAN MOTORCYCLIST • DECEMBER 2023

29

R YA N DUNGEY R

yan Dungey’s induction into the AMA Motorcycle Hall of Fame likely came as no surprise, especially to AMA Supercross and motocross fans.

Dungey had one of the most successful 10year runs in AMA Supercross and Pro Motocross history, claiming four AMA Supercross 450SX titles and three Pro Motocross championships in the 450 class between 2007 and 2017.

But despite his significant accomplishments, finding out he was going to be inducted into the AMA Motorcycle Hall of Fame felt like a dream.

“It was kind of a surreal moment,” he said. “You don’t really think about all that stuff. Then, all of a sudden, you kind of go back to when you’re younger, and you’re thinking, ‘Oh, man, if I could just win a race or I could win a championship, that would be cool!’ But then years later, to be along with some of the greatest guys to ever do it, it’s a huge honor.”

Dungey first started riding at 5 years old, sharing his first bike — a Yamaha PW50 — with his older brother. His introduction to AMA Supercross came a few years later, long

30

AMERICAN MOTORCYCLIST • DECEMBER 2023

before he made any noise as an amateur, when he took part in KTM’s junior racing program, which allowed young racers to enjoy a full factory rider experience at an AMA Supercross event.

“Being at that race and feeling like a factory rider for a day as part of KTM’s Junior Racing program was the experience of a lifetime,” Dungey told American Motorcyclist in November 2022, “and a chance to forge a connection with KTM. Racing on an actual AMA Supercross track lit a spark in me as a kid and resulted in a love for racing that fueled my 11-year career.”

While Dungey signed his first pro contract with Suzuki, he soon switched to KTM, tallying a long list of wins, podiums and championships, including three-straight Motocross of Nations wins on Team USA for the brand.

It was especially fitting that AMA Motorcycle Hall of Fame Legend Roger

Ryan Dungey’s pro career is literally the stuff of legends, which makes his AMA Motorcycle Hall of Fame first-ballot induction a total no-brainer. Top, with wife Lindsay, and right, with KTM team manager, five-time world champion and fellow HOFer Roger DeCoster.

DeCoster, who also heads up KTM’s U.S. racing efforts, was the one to induct Dungey into the Hall of Fame. “[He’s] one of the best ever,” DeCoster said with a rare show of emotion before presenting Dungey with his Hall of Fame ring.

“And the cool thing about Ryan is that he did it in a gentleman’s way. We’re really proud of you and honored to have worked with you all these years.”

In true gentlemanly style, Dungey started his speech by congratulating the other members of the Class of 2023.

“First and foremost,” he said from the Hall of Fame podium, “congratulations to Grant, Barry, Rita and Travis. It’s an honor to be up here being inducted into the Hall of Fame with all of them. Just being up here is a dream come true…I’m grateful for all the people in my life who helped me get here, and this one’s for you guys. You deserve all the credit!”

AMERICAN MOTORCYCLIST • DECEMBER 2023

31

BARRY HAWK B

arry Hawk knew he’d been nominated for the AMA Motorcycle Hall of Fame, but he never thought he’d actually be inducted as part of the Class of 2023.

“You’re joking!” was his response when he got the call from a member of the AMA Board of Directors telling him he was going to be inducted.

“It gave me goosebumps,” Hawk told us, “and I just stopped and tried to wrap my head around it. I knew I was supposed to keep it quiet until the official announcement, but 15 minutes later my son came over — he’s 18 years old — and I said, ‘Man, I gotta tell you something!’”

Whether on two wheels or four, Hawk displayed a racing ability few could emulate. He’s an eight-time AMA Grand National Cross Country Champion, and one of the greatest off-road competitors the sport has ever seen.

A native of Pennsylvania, Hawk was introduced to riding at a young age, quickly falling in love with the sport.

“I remember my dad always had dirt bikes,” Hawk mentioned, “And when I would hear that dirt bike start up, I would immediately drop what I was doing and run down there.”

After starting on two wheels, he also delved into the world of ATVs after a neighbor got him riding quads.

He started racing at local county fairs — his first time racing quads was taking over for another boy who got stage fright at the last second — but went

pro in 1990, winning his very first GNCC race. He went on to win his first GNCC ATV Championship just three years later, following that with six more titles, with a stretch of seven consecutive championships from 1993 to ’99.

Hawk also was the 2023 GNCC Bike Champion, which made him the only rider to ever win GNCC Championships in both ATV and motorcycle classes.

Hawk even competed in AMA National Enduro and the ISDE in 2003, as well.

But despite all those accomplishments, it never crossed his mind during his racing days that he’d one day be inducted into the Hall of Fame.

“It’s such an honor,” he told AMA Corporate Communications Specialist Jack Emerson. “When I was a kid just riding my bike or whatever was running, I just wanted to ride and have fun. I never thought in a million years — it never crossed my mind — that I’d be in the Hall of Fame.”

It still hadn’t quite hit home when Hawk took the stage at the induction ceremony.

“Wow, just wow!” Hawk exclaimed. “I am so honored and thankful to be here. Thank you to everyone here, thank you to everyone that voted for me…and thank you to all the great people who have helped me through the years. It truly means a lot.”

It’s one thing to win a championship in a single category, whether two wheels or four. Just ask a champion. But it’s quite another to do both, which the Class of 2023’s Barry Hawk was able to do during his illustrious off-road racing career.

Amazing stuff.

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“I remember my dad always had dirt bikes, And when I would hear that dirt bike start up, I would immediately drop what I was doing and run down there.”

BARRY HAWK

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G R A N T L A N G S TO N t the 2023 AMA HOF Induction Ceremony, Grant Langston had the honor of being the first member of the Class to be inducted.

“It’s always nice to be first; I’ll be the first one to cry,” he said from the podium before burying his face in his hands, needing a moment to regain control before continuing.

His impressive career as the only racer to win a World MX title, an AMA Pro Motocross Championship, and both AMA Supercross Regional Championships in the 125/250cc divisions led to the moment he slipped on his Hall of Fame ring.

Langston hails from Durban, South Africa, and it was quite a journey to that moment on stage.

“Being from South Africa and growing up doing amateur racing in my home country, you don’t really get to know the magnitude of the AMA, which I discovered when I moved to the U.S.,” Langston said.

“I was fortunate enough to be in Ohio in 2010 and a friend and I went and saw the AMA Hall of Fame. From that day on, I was like ‘Wow, it would be a true honor to be in here.’”

Grant began riding aboard a Yamaha PW50, falling in love with motocross while he was young. He remembers getting last place in his first race.

“I think it was finally my fourth race that I won,” he said. “I don’t remember exactly what drove me, but I think between liking motorcycles and then the feeling of victory, motocross consumed my life.”

At 15 years old, Langston moved to Europe to pursue racing professionally, securing the 2000 FIM 125cc World Motocross Championship just two years later. That led to a deal to compete on the AMA Supercross circuit in 2001.

In 2003, Langston claimed the AMA 125 National Pro Motocross Championship — the very first one for the KTM team — taking regional 125/250cc AMA Supercross Championships in 2005 and 2006. A year later, aboard a Yamaha, he clinched the AMA 450cc Pro Motocross Championship, breaking AMA Motorcycle Hall of Famer Ricky Carmichael’s sevenyear hold over the series.

Sadly, Langston’s career was cut short when

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he started having vision problems during the 2008 season.

Doctors found a cancerous tumor, and though successfully removed, his vision never completely recovered.

“Because of how my career ended, it wasn’t anything planned, I had no exit strategy,” Langston told us. “It was a tough pill to swallow.”

Langston started a new chapter, opening his own multi-brand motorcycle dealership called Langston Motorsports in Perris, Calif. And he gets his fill of racing as a race commentator for NBC Sports’ coverage of the Lucas Oil AMA Pro Motocross Championship.

Late Friday morning Langston came back to the Hall of Fame Museum, wandering through the displays with his son. He wanted to take it all in again before he left.

“Motocross has brought me so much,” he said.

“It brought me here to this country...it brought me here. I’m very humbled, very thankful…I’m lost for words. I’m stoked to have my name as a part of the legacy of the Hall of Fame!”

Like fellow competitor Ryan Dungey, World Motocross champ, AMA Pro MX champ and AMA Supercross regional champion Grant Langston was a shoe-in for the AMA Motorcycle Hall of Fame.

“I was fortunate enough to be in Ohio in 2010 and a friend and I went and saw the AMA Hall of Fame. From that day on, I was like ‘Wow, it would be a true honor to be in here.’”

GRANT LANGSTON

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T R AV I S PA S T R A N A

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Arguably one of world’s most famous motorcyclists (and motorsports personalities), Travis Pastrana is yet another first-ballot AMA HOF inductee.

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rguably the most recognizable name in all of motorcycling today, Travis Pastrana has captivated audiences on the motocross track, at the X Games, as part of Nitro Circus, at the Motocross of Nations, and while shattering a trio of records that were originally set by Evel Knievel.

You’d expect a guy like Pastrana to show up with an entire entourage of people in his wake, but it was just him and his wife Lyndsey — famous in her own right as a professional skateboarder — that arrived for rehearsals and the ceremony later.

He’s remarkably blasé about all his accomplishments, telling a story about being the “runt” in his family, during the ceremony.

“I was the runt of my family,” he said with a chuckle, “because everyone else in the family was golden gloves, boxing, wrestling, lacrosse, and football. So I got beat up a lot and I found out I was super durable, and I realized the only way to keep up with them was twisting a throttle.”

Twisting a throttle worked out pretty well for him. At 16 years old in 1999, Pastrana became the then-youngest racer to claim an AMA Pro Motocross title after winning the AMA 125cc National Pro Motocross Championship.

He added the 2001 AMA Supercross 125cc East title to his resume before setting his sights on the X Games, winning 17 medals, including 11 golds.

Pastrana was the first rider to land a double backflip

on a motorcycle in competition, and he wasn’t limited to competing on two wheels, either. He competed in rally car racing as well as the NASCAR circuit over his long motorsports career.

“I woke up every morning and was like, ‘What do I love to do’” Pastrana said. “I thought to myself, ‘I’m a showman.’ Yes, I love racing, but what I love more than racing is just riding my dirt bike with my friends.”

Pastrana found a niche outside of competition, completing many stunt shows and shattering a trio of records set by Evel Knievel by jumping over 52 cars, 16 buses and the fountain outside of Caesar’s Palace across three separate jumps in Las Vegas, Nev., on July 8, 2018.

In 2003, Pastrana founded Nitro Circus, an action sports group that went on to create TV shows, movies and host live performances while growing into a massive brand within the motorsports industry.

Despite all the fame and accolades — including 2018 AMA Motorcyclist of the Year — Pastrana remains grounded.

“Racing is hard,” Pastrana said in his acceptance speech at the induction ceremony. “Racing takes a lot of people and a huge sacrifice from everybody. To get to be the best is amazing…It means so much to me that the [AMA Motorcycle Hall of Fame] would think to honor me here tonight, and this is something I’ll remember and appreciate for the rest of my life.”

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H O F D AY S F U N

Starting this year, the AMA’s Hall of Fame Days is much more than an induction ceremony

T

hough the “main event” of the IronLily.com AMA Hall of Fame Days presented by NPDA was the Hall of Fame Induction Ceremony, the four-day event was packed with many other activities that allowed for plenty of fun, laughter and excitement.

The Induction Ceremony kicked off the event on Thursday, Sept. 14, and afterwards the Cocktail Reception let everyone mingle and relax in the Hall of Fame Museum. While people were packed in elbow to elbow, nobody seemed to mind as they listened to the new inductees talk about the Class of 2023 museum exhibit.

Friday, the AMA Heritage Adventure Ride got started at the Hall of Fame Museum, heading off through miles of Southeast Ohio countryside for a full day of riding.

Meanwhile, AMA Commission Meetings, both racing and recreational, were taking place on the AMA campus, bringing commission members from across the country together.

Saturday morning started with an AMA Member meeting, and then it was all about pit bike riding on the AMA’s pit bike track. From 5 years old to 50-plus, “kids” of all ages enjoyed the chance to spend some time on two wheels.

Late Saturday afternoon, the rumble of motorcycles was the first sign of bikers coming in for the Hall of Fame

Days Bike Night, complete with a Hall of Fame Bike Show judged by new Hall of Famer Grant Langston.

While a number of great-looking bikes entered the bike show, it was a 1992 Honda NR750 owned by Jan Ringnalda that won the Hall of Famer Choice Award. “Those bikes were badass back in the day,” Langston said about why he made his choice.

Sunday included an AMA Road Captain Workshop as well as an on-site Fédération Internationale de Motocyclisme Mobility Commission Meeting.

Whether a recreational rider, racer or fan of motorcycling history, there was something for everyone at the inaugural Hall of Fame Days. And the best part? We’ll be doing it even bigger and better in 2024, the AMA’s 100th anniversary.

Special thanks to all the sponsors of the 2023 Hall of Fame Days, including Title sponsor IronLily.com, presenting sponsor National Powersports Dealer Association, and Livestream Sponsor Dealernews.

We’d also like to thank Yamaha for sponsoring the Cocktail Reception, Bromley Motorcycles for being the Ring Sponsor, and Hall of Famer Broc Glover for being our Hall of Fame Jacket Sponsor this year.

We also greatly appreciate all the event’s table sponsors, including MX Sports, Feld Entertainment and KTM. See you all next year!

Bikes of all shapes, sizes, colors and genres lined up around the circular drive of the AMA Motorcycle Hall of Fame for the HOF Bike Show during the weekend’s Bike Night. The winner of the Hall of Famer Choice award, chosen by Grant Langston? Jan Ringnalda’s oval-pistoned Honda NR750 (opposite page, middle right). From the ADV Ride to the Pit Bike Exhibition and everything in between, the HOFD weekend had something for everyone.

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After 2,400 km, 27 Alpine passes, 38 cappuccinos, 11 plates of pasta, 39 beers, 69 gallons of gas, 32 attendees, five tour guides, a bum knee and one badly herniated spinal disc, the “Alps Challenge” moniker holds up

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ack in the 1990s when Edelweiss founder Werner Wachter (1943-2021) and I ginned up the idea to hold annual Alps-region tours with Motorcyclist magazine readers, we felt the Alps Challenge name

was a winner…as “challenging” is exactly what the tours would be.

High-Alpine passes, switchbacks all week long, narrow roads (some without guardrails), corners galore, great food and drink (you’re gonna gain weight!), always some rain, and sometimes even a little snow. Basically, no pussyfooting around. All this would ensure great group camaraderie, energized post-ride bar and dinner bench racing (and plenty of lies), colorful memories and, best of all, Epic Riding Every Day — forever known as ERED.

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3 R D A N N UA L A M A A L P S C H A L L E N G E TO U R S I & I I

BY MITCH BOEHM PHOTOS BY THE AUTHOR AND E D E LW E I S S B I K E T R AV E L

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We did a handful of these tours at Motorcyclist, and when I joined the AMA one of the first calls I made was to current Edelweiss honcho Rainer Buck, seeing if he and owner Tobias Wachter (son of Werner) would be interested in renewing them. They were, and we did, with this year marking year No. 3 of the tours.

EARLY CHALLENGES My plan for this year, where we’d — I’d — co-host all three tours (we did No. 1 in ’21, Nos.1 and 2 in ’22, and all three this year), was solid, if ambitious…and probably too ambitious: Fly to Munich for Tour 1, and then, when that group headed back to Munchen on the final day, ride south to Milan to meet Tour 2.

And instead of heading back to Milan on Tour 2’s final day, I’d angle west to Nice, France, to meet up with Tour group 3.

But instead of heading back to Nice from the French Alps at the end of that seven-day trek, I’d pull a long one and get myself and my KTM 1290 Adventure loaner back to Munich for the trip home.

In all it would be 30 days, with 24 or so of those in the KTM’s saddle. I knew that getting all of my magazine and web work done during the month (squeezed into mornings, evenings and betweentour days) would be a serious challenge, and that my swollen, meniscus-torn knee (suffered at the hands of a way-better-than-me Beta 300 a month prior) wouldn’t help. But for some reason I figured it’d all be fine.

My know-it-all male ego aside, Tour No. 1 — Munich to Lienz, Austria, to Bolzano, Italy, to Livigno, Italy, to Solden, Austria — started off on a positive note, with 20-plus interesting and excitable attendees, many of whom got to our Erding, Germany, base hotel a day or two early…so by the time of our initial meet-’n’-greet the night before leaving for Austria, we were all reasonably acquainted.

COLD RAIN AND SNOW The following morning began as they always do on this tour, the group heading south via rolling country roads into 42

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Inset photos, L to R: Edelweiss tour guide Henning, previewing Day One at Hotel Henry. My KTM 1290 Super Adventure… an AMA Superbike in ADV-bike clothing. Tour guide Dominik outlining the day’s route at breakfast. And the seemingly ever-present pasta meal; delish, and challenging to resist.

In all it would be 30 days, with 24 or so of those in the KTM’s saddle. I knew that getting all of my magazine and web work done during the month (squeezed into mornings, evenings and between-tour days) would be a serious challenge...

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Tour group No. 1 at the top of the Passo di Gavia, easily one of the most thrilling and memorable (some would say scary) passes on our tours. Lying between Bolzano and Livigno, it begins (from the South) in switchback-infested forest (some sections barely wide enough for a car) and morphs into faster and above-the-treeline pavement that often has no guardrail…so a mistake would likely be fatal. Not everyone enjoys Gavia for obvious reasons, but reaching the Rifugio Bonetta at the summit for a cappuccino and a photo is always cause for celebration regardless of what camp you’re in.

southern Germany and the teeth of the Alps, though you don’t see them immediately even though they’re only 50 or so miles away. But when you do, and our awesome tour guides Wim D., Dominik N. and Henning S. made sure it was a thoroughly dramatic moment via our route (crest a particular hill where the tree line opens up and wham!... there they are!), it’s one of those “Ahhhh” moments you won’t quickly forget.

Unfortunately, rain and cold temperatures dampened things once we got into Austria and the Alps proper, with snow at higher elevations (in August, even), so we couldn’t sample one of the best elements of Tour No. 1 — the famed Grossglockner, one of the region’s highest peaks (at nearly 12,500 feet), and its High Alpine Road, which winds spectacularly through the pass.

Later in the day came the heaviest rain we’d see, and while our two groups of 10 bikes each got through it all without issue, I had a couple of self-inflicted challenging moments on the KTM thanks to me riding too fast for the sloppy conditions, 44

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hydroplaning and losing front wheel traction at about 60 mph. My feet flew off the pegs at one point, and the sight was something ex-roadracer Joe B. — who was following me — and I laughed about that evening over a beer during our first overnighter in Lienz.

Things cleared up the following day on our way to Italy’s amazing Dolomites and the beautiful Alpine crossroads city of Bolzano, and that would pretty much be the end of crappy weather.

THE ROAD TO LIVIGNO After a rest day in Bolzano (folks can sightsee, shop or rest, but most did a day trip on the bikes, while I caught up

My feet flew off the pegs at one point, and the sight was something ex-roadracer Joe B. — who was following me — and I laughed about that evening. on work) we were off to my favorite location of this tour — the summer/winter sports town of Livigno, Italy, which sits in a picturesque valley with ski lifts, hiking and biking trails everywhere you look…and that yummy pizza place I wrote about two years ago on our first trip there. (“Pineapple on your pizza, Domenico?”)

But before we settled into the sumptuous Hotel Lac Salin with its insane views and superb bar and restaurant, we had what was for me the best riding day of the entire tour. It all began on the Mendelpass, which leads out of Bolzano and offers truly wood-rasp pavement and corners that feel more like racetrack than mountain pass. There’s a lot of that in the Alps, but the Mendalpass ranks as one of the best — and several of us took, ahem, full advantage on the way up.

and hooking up from perfectly orchestrated (but sudden) power and max braking applications all the way to the summit. We laughed and laughed at the top, and while that road definitely challenged us, I’m pretty sure we won.

CRAZY JOE Up top there’s a little 2.5-mile-long road that splits off and leads to the Hotel Penegal and its spectacular deck overlooking the entire Bolzano valley.

It’s narrow, tree-lined, seriously bumpy and packed with tricky, decreasing-radius corners, but that didn’t stop roadracer Joe and I from heading off on our own ahead of the group and literally going bonkers on our way to the top — me on my KTM and he on his big BMW RT tourer. We just needed to get it out of our systems, I think, after all the rain and tiptoeing around the previous day.

Now, I have witnessed some crazy $&!# in my nearly 40 years of magazine work and testing, and ridden with some really talented riders who could do unreal things on two wheels, but I have to say I have never seen a big touring bike ridden that hard and that fast over such a tight, twisty, bumpy and pine-needle-sprinkled mountain road. It was more motocross than street ride, and from 30 feet back I had a ringside seat to Joe’s RT sliding and wallowing

some of the group did not like Gavia at all, and a couple were even a little freaked out by it.

One of the ladies remarked at some point that the walking trails near their home were wider than some of Gavia’s route. It’s a fair point.

After a second rest day in Livigno (I worked, while the group did an epic day trip on the bikes), Day 6 found us headed back toward Munich to Solden, Austria, where we’d summit the infamous Passo de Stelvio, a favorite of Euros and foreigners alike for its dramatic views, serpentine switchbacks and sheer Alpine majesty.

CRAZIER GAVIA An even bigger challenge — for some, anyway — came later that day when we summited Passo de Gavia, which in my mind is the most challenging pass of any of the tours. It starts in a lush valley, runs up into thick forest where the roads narrow to barely the width of a car, and then above the tree line it’s all dramatic cliffs and, in many spots, no guardrails.

It’s sketchy, scary, challenging and thrilling at once, and just like last year and the year before,

THE PAIN GAME Last year I’d headed south to Milan and Tour No. 2 from Livigno, which is a two-hour shorter haul than the Solden-to-Milan trek, but I was having such a good time that I figured I’d stick around for an extra day and enjoy the camaraderie. Which I did, right up until the following morning when, while hefting my big Klim gear bag onto the KTM’s pillion and tail rack in anticipation of my all-day AMERICAN MOTORCYCLIST • DECEMBER 2023

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ride to Milan, I wrenched my lower back in a bad way…and immediately knew I was in trouble.

Those of you unlucky enough to have disc herniations know exactly what I mean (mine’s at L4/L5), but when you tweak your back it’s always severely debilitating. Once those muscles spasm and lose the ability to support that area, the pressure from that protruding disc material on those bundles of nerves running from the spine to various lower-body areas causes intense pain, and there have been times over the last 20-

some years when I could barely get myself to the kitchen or bathroom.

So there I was, standing in the parking lot with the rest of the tour folks as they loaded their bikes and got ready to ride back toward Munich, feeling the pain build and knowing I was in for an ugly and very challenging day. I thought about maybe sticking around for a day or two, but since these spasms typically last several days at a minimum, I knew I would be just putting off the inevitable.

So I said goodbye to my new friends, somehow wriggled into my gear, and rode the nearly 400 kilometers to Milan, gritting my teeth pretty much the whole way. And despite two full days of downtime at the hotel before Tour No. 2 began (where I was able to get more work done), my physical situation wasn’t any better the morning our group of 10 met for breakfast and reviewed the map for the day’s destination of Pontresina, Switzerland. I would simply have to eat ibuprofen and gut it out…just one more challenge in, so far, 10 days of them.

CREEPING BIG-BROTHERISM From Milan, Tour No. 2 would head northwest 46

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L to R: Cell phones and GPS aside, it’s pretty hard to get too lost in the Alps.

Dominik and Greg C. digging in during a meal in Bolzano.

Morning or afternoon espressos in the Alps?

Priceless.

AN EVEN BIGGER CHALLENGE CAME LATER THAT DAY WHEN WE SUMMITED PASSO DE GAVIA...IT’S SKETCHY, SCARY, CHALLENGING AND THRILLING AT ONCE, AND JUST LIKE LAST YEAR AND THE YEAR BEFORE, SOME OF THE GROUP DID NOT LIKE [IT] AT ALL, AND A COUPLE WERE EVEN A LITTLE FREAKED OUT BY IT.

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into Switzerland, and eventually nip at the beautiful and majestic French Alps before heading back toward Milan.

The Swiss are famous for staying neutral in conflict, but it’s their billions of speed cameras and, even worse, their criminal fines for those that dare to go faster (how horrible!) than their ridiculously low posted limits that put a damper on riding there, especially in the mountains.

The roads and geography there invite the occasional out-of-town high-speed mountain rip, but keeping things under those silly limits to keep from being busted and having to pay a four-figure fine (it happens) or having your bike confiscated (it happens) is a challenge.

CHOP-CHOP Despite that and the pain radiating from my back, the ride to Pontresina was epic, and started with a summit of Italy’s Passo del Vivione, a high-alpine road built during WWI to supply troops. It’s very narrow and severely

Above, L to R: Tony and Tammy doing the fondue thing. Our lunch stop atop Passo del Vivione. Tour group No. 2 at dinner in Andermatt, about to sample the yummy Bobotie.

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challenging, and has a nice refugio and lake at the summit where we stopped for lunch. Among the 40 or so bikes parked there that Sunday (traffic was pretty thick), a guy pulled up on a radically raked Harley chopper, and even had his girlfriend on the back. Riding an adventure bike or sportbike up that road was challenging enough, so…yeah, two-up on that thing on that road? Mucho respect.

Later on we summited Passo Aprica, which is part of the Giro de Italia bicycle race route, and then Switzerland’s Bernina pass, which connects the uppity ski town of St. Moritz with the Val Poschiavo valley and was an important trade route over the Alps during the middle ages. Big

brotherism aside, Swiss roads have a reputation for being near-perfect just about everywhere, and there’s good reason for that reputation.

CALORIC OVERLOAD And that’s pretty much how it goes on these tours…amazing pass after amazing pass, nearperfect asphalt everywhere, and lovely little picture-perfect towns in each valley, with cappuccino and strudel stops spaced strategically between great continental breakfasts, yummy regional lunches, and of course wonderful dinners at night. The dinnertime beer and wine isn’t bad, either.

Some folks can eat and drink like this and not gain an ounce (I hate them with a passion), but if you’ve got metabolism like mine this is dangerous culinary territory, and yet one more challenge to overcome…though I didn’t even come close on this one.

ANDERMATT, HERE WE COME From Pontresina we headed mostly Westerly to a double overnighter in beautiful Andermatt, Switzerland, and to get there we summited a dizzying list of simply breathtaking passes, including the Julier Pass, the Splugenpass, Passo San Bernardino and the legendary St. Gotthard, with roots to the 13th century. My lower back was on fire all day, and getting on and off the bike was really difficult, but the grandeur and sheer immensity of the geography kept me from letting it ruin what was an amazing day.

I took the following day off and worked while the rest of the group did a day trip with tour guides Wim D. (who helped guide Tour No. 1) and Michael G., a veteran guide who rides like the wind (another ex-racer), plays guitar and sings (he played one evening in Andermatt), and is about as solid as you can get guide-wise. We had one of the best dinners of the month that final evening at

that’s pretty much how it goes on these tours...amazing pass after amazing pass, near-perfect asphalt everywhere, and lovely little picture-perfect towns in each valley.

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the Gasthous Tell, which served up a wonderful currylaced South African stew called Bobotie. Wim, who’s spent a lot of time in S.A., had chosen the restaurant for that very reason, and hit it out of the park with the gastro choice.

FRENCH CONNECTION The group would head to the French Alps and the ski town of Chamonix and the Mont Blanc region the following morning for three more days of great riding, epic sightseeing (Mont Blanc being the Alps’ highest peak at nearly 16,000 feet) and world-class cuisine, but for me it was time to head back to Munich and, eventually, back home. My back was getting worse being on the bike so much, and my outlook and attitude were deteriorating, as well.

I’d become a party pooper and just couldn’t hack it anymore, so I packed up my stuff, had breakfast with the group and said goodbye to new friends Wim and Michael, 30-tour Charlie, John, Tony and Tammy, Dave and Billie, Tekeshi and Hisako, and Kaz and Noriko, and headed out of Andermatt toward Austria and, eventually, Munich and the airport.

SOLO TRAVELER I’ve always enjoyed striking out on my own in the Alps, and it’s happened a lot over the years, my schedule rarely matching that of the other tour participants. I’m either joining the group a day late, traveling alone to a new base hotel between tours, or leaving a day or two early, and so it was this year.

Leaving by your lonesome on a motorcycle in a place you don’t know very well (or at all) in another country is what I call an attractive challenge, and I’ve found there’s plenty of satisfaction to be had when you get where you’re headed…even if your back is effed up in a big way.

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I snapped this as I left Andermatt on my way to Munich on Day 17 of 30. Bittersweet, for sure. Left: Tour guide Michael, toasting the group after serenading them with some James Taylor tunes. Below: Tram rides near Mont Blanc. Right, below: Arriving at Hotel Henry after that painful (but beautiful) ride from Andermatt.

I left cozy little Andermatt and headed east on the immediately twisty Oberalpstrasse road, turning north into Lichtenstein briefly before resuming my eastward trek toward Edelweiss headquarters in Mieming, Austria, where I’d have a quick meeting and coffee with Edelweiss’ Tobias, Rainer and Sarah, who brilliantly handles a ton of the details that go into the company’s 100-plus tours each year. From there it was a few more hours north to our Munich-suburb base hotel — Hotel Henry — where I’d have Note: Look for a a day to recover and work feature on Alps before catching a flight back Challenge Tour to the U.S. #3 (attended by John Burns in my absence) in an upcoming issue.

FINAL CHALLENGE The 10-hour trip was pretty uneventful despite

I’ve always enjoyed striking out on my own in the Alps, and it’s happened a lot over the years, my schedule rarely matching that of the other tour participants.

being in pain sitting in the KTM’s comfortable saddle, but the weather was perfect — cool and sunny — and I had plenty of time to reflect on the past 16 days and consider one big additional challenge that comes with Alpine touring.

It’s so obvious it almost doesn’t need to be mentioned, but maintaining focus is a key to not dying an ugly death while riding in the Alps, or in just about any other on-road circumstance, really.

I was reminded of it in a big way while ripping along a fast and curvy mountain road an hour or two out of Andermatt; while taking in the incredible morning light on the mountains and daydreaming about how nice the entire scene was — back pain notwithstanding — I found myself drifting wide in a left-hander and nearly running into an ugly stretch of rusty guardrail with a several-hundred-foot

drop just a foot or so over the edge. Higher speeds don’t help when this happens, as you’re covering a lot of ground in a hurry. It could have been very ugly, and I remember thinking after the butterflies subsided how close we motorcyclists come to disaster, and how often it happens.

And I wondered…Is the possibility of disaster part of the allure with all this? Is danger why many of us are so attracted to motorcycles?

Riding motorcycles has its risks, for sure, and some feed on that. But I suspect it’s deeper than risk and danger alone. I think it’s more about challenge, and the satisfaction of beating the challenges present in motorcycling…and of overcoming, whether you’re riding to the 7-11 or from Andermatt to Munich.

Achievement. Overcoming challenges. Werner and I had it right, I think. AMA AMERICAN MOTORCYCLIST • DECEMBER 2023

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WHEN HONDA NEARLY LOST ITS DOMINANT MARKET-SHARE POSITION TO YAMAHA IN THE EARLY 1980S, IT RESPONDED WITH GUNS A BLAZIN’, INTRODUCING 30 ALL-NEW MODELS BETWEEN ’82 AND ’84 HEADLINED BY THE REVOLUTIONARY V45 INTERCEPTOR, WHICH BLEW MINDS AND ALTERED THE SPORTBIKE LANDSCAPE FOREVER

BY MITCH BOEHM PHOTOS BY RICH COX, JEFF KARR, BOEHM ARCHIVE

INTERCEP M

ore than 40 years have passed, but it’s a moment American Honda’s Wayne Toyota will never forget. “It was just after our 1982 dealer meeting,” Toyota told me some years ago, “and Mr. Shimizu, an upper-level R&D guy, asked how I thought the dealers responded to the debut of the thennew V45 Sabre that weekend. When I 52

told him that dealers seemed plenty excited, he said conspiratorially, ‘Wait till next year!’ and walked away with a grin.”

Shimizu wasn’t kidding. For in exactly one year’s time at its 1983 dealer meeting in the fall of ’82, American Honda launched what would become one of the most important sporting motorcycles in history, one

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nearly as important to Honda’s legacy — and motorcycling’s future — as the CB750 of 1969.

That motorcycle was the 1983 VF750F, a.k.a. the V45 Interceptor, which celebrates its 40th anniversary this year.

Sleek, spar-framed, sprayed in glossy red, white and blue paint, powered by a version of the

P TO R ! newfangled V-four that Honda had introduced a year before in the Sabre and Magna, and sporting a Superbikespec 16-inch front wheel and a framemounted half-fairing, the Interceptor didn’t just break new ground in motorcycling. It broke the mold of what street-going motorcycles had been, and shined a high-tech, liquidcooled light in the direction they were

headed. Then and there, the modern race-replica motorcycle was born.

Dealers were wowed. Magazine editors swooned. AMA Motorcycle Hall of Famers Freddie Spencer, Mike Baldwin and David Aldana went one-two-three at Daytona. The buying public grabbed its checkbooks. And all the other manufacturers knew, suddenly, that the sportbike game had

changed overnight in a profound and fundamental way.

POWER-CRUISER ROOTS It’s interesting to look back on it with 20/20 hindsight, and the irony is hard to fathom, but much of the Interceptor’s root system was sown in, of all things, the rise of the American cruiser market. To

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understand the genesis of the first truly race-replica motorcycle, you must first examine the changing U.S. market of the 1970s, which morphed from one based primarily on dualpurpose (and off road) bikes in the early ’70s to one with much more of a larger-displacement streetbike makeup.

Baby boomers, who’d fueled the explosive rise of the U.S. motorcycle market by buying cheap yet reliable dirtbikes, dual-purpose bikes and minibikes by the hundreds of thousands in the late 1960s and early 1970s, were beginning to age, the first wave of boomers hitting age

version of its venerable XT650 twin, which became an instant best-seller.

Yamaha followed that up with the XS11 Special, Midnight Special and Maxim 650 fours, and by 1980 these Japanese customs were flowing through dealers’ showrooms like free Schlitz at Sturgis.

Honda wasn’t nearly as plugged in to the cruiser wave. In typical Honda fashion, it did things its own way, introducing the funky CX500C transverse twin custom in ’79, and not getting around to producing increasingly popular UJM inline customs until 1980, with the CB750C and CB900C. It was too little, too

a percentage point or two of us by about 1980.”

IT’S WAR! Emboldened by sales success and its takeover of the No. 1 sales position in Europe, Yamaha began to see itself as the new No. 1 in America, and said as much as it announced the V-twin Virago cruiser in ’81, violating what Honda felt was a gentleman’s agreement between the Japanese marques to not build longitudinal, Milwaukee-style V-twins (which explains Honda’s development of the transverse vee in the CX-series bikes).

With its 1981 Virago, Yamaha broke a gentleman’s agreement among the Big 4 to not build longitudinal V-twins, which angered Honda and led to the development of a range of V-fours in ’82, the V65 Magna most prominent.

30 in 1976. They were becoming increasingly streetbike-oriented, and the Japanese manufacturers, who could react much more quickly than Britain or Milwaukee, responded in kind, offering a wider variety of bikes in larger displacements throughout the ’70s — from Z1s and H2s, to RD350s and 400s, to two-stroke GTs and four-stroke GSs, to CBs and CLs. As the standard-spec metric streetbike — or UJM, the Universal Japanese Motorcycle — became dominant, the natural hot-rod/custom element of the American motoring psyche began to assert itself, and the first Japanese cruisers were the result. Kawasaki started things off with the first LTD in 1976, a custom-tinged KZ900 with a stepped seat, pullback bar and extended fork. Yamaha followed in ’78 with the 650 Special, a custom-flavored 54

late, at least on the custom side of the ledger, and the dearth of customs helped erode Honda’s market share.

Traditional-design streetbikes, touring bikes and even the ’79 CBX’s Starship Enterprise wow-factor weren’t enough to keep Honda in a dominant position on the streetbike sales side. The streetbike tide had not only swelled, it had diverged into two distinct flows — standard-spec UJMs and production customs — and Honda had but a single canoe.

The result of this cruiser mania was a significant boost in sales and a corresponding rise in market share for Yamaha, which offered more customs than any other metric maker.

“Yamaha was definitely on a roll,” longtime Honda man Jon Row told me. “They were kicking everyone’s ass in the custom segment in the late ’70s, and had gotten to within

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“When Yamaha announced the Virago and basically declared war on Honda at about the same time,” said Row, “we were shocked. Our product research group had been hearing rumors about the bike for some time.

But when we conferred with our Japan R&D staff prior to the Virago launch they had only minor concerns.

They figured any Japanese OE vee engine would be like our CX500 or a Guzzi, since they believed an ‘understanding’ existed between the Japanese OEs not to build an HDstyle twin.”

“This was a big deal with Yamaha,” Row added. “They went to their suppliers and unions and asked for concessions that would allow them to up production to the level it would take to surpass us.”

“We made some huge gains in the late ’70s and early ’80s,” remembered

Unfortunately, camshaft-oiling and high-wear issues plagued the early V-four engines, including the more standard-spec Sabre’s and, later, the Interceptor’s.

Yamaha’s Ed Burke, the father of “It seemed obvious that Honda was market-share superiority. Honda the 650 Special and the guy who focusing more on its automotive had led the Japanese onslaught of spearheaded much of the research efforts, and we simply took the U.S. market from the beginning, and new-model development during advantage, upping our production and corporate pride dictated that it this time. “We were signing up Honda potential to the 2 million level, which could not lose its leadership position. dealerships that had been exclusive is about where Honda’s potential “The Honda/Yamaha relationship,” for years, our remembered Row, sales numbers “was very Hatfield “The Honda/Yamaha relationship, was very were looking good, and McCoy. No Hatfield and McCoy. No love lost. Honda could stand love lost. Honda we were actually ahead of Honda could stand to be to be beaten by Italy or Milwaukee, but not in market share in beaten by Italy or another Japanese company.” some states, and Milwaukee, but not our volume and another Japanese HONDA’S JON ROW revenue were at company.” Soichiro their highest points ever. All of this was. Of course, this had disastrous Honda, not formally in charge at definitely bothered Honda.” consequences later, but we couldn’t the time but still plenty influential, Burke pooh-poohs the notion see the market softness of the mid would’ve undoubtedly agreed. that Yamaha attacked Honda on and late 1980s at the time.”

Suddenly, a sense of urgency a personal level. “We were simply Honda, of course, was neither filled the veins of the entire Honda going after a segment of the market happy nor comfortable with Yamaha’s motorcycle organization, and things that was booming, and one Honda rising fortunes, the new Virago, or the began happening quickly. “The R&D was in many ways ignoring,” he said. company’s bold claims of eventual team came to American Honda and AMERICAN MOTORCYCLIST • DECEMBER 2023

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“Everyone was excited to have the thing on the floor – technicians, parts and sales guys, everyone. Uncrating the first one was intense. Everything else was now passé. Inline fours? Forget ’em.

This was a whole new world.”

HONDA’S ANDY DEVOE

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held meetings to talk about Honda’s response to all this,” said Row. “Under the leadership of Mr. Irimajiri — the father of Honda’s unreal ’60s GP bikes, the famed CBX, and others — they presented concept drawings of several attractive-looking V-twin designs, ones they could execute quickly. Everyone agreed, and the plan was approved.

“But two weeks later,” Row added, “R&D suddenly came back with a completely new plan. They’d spent time reviewing the situation at the highest levels and decided that a V-twin, no matter how innovative and stylish, would be seen as just matching or countering Yamaha. And that was not acceptable. Then R&D stunned us by proposing an entire line of V4s! Our product planning group, myself and the late Bob Doornbos and Dirk Vandenberg, were amazed. We simply didn’t believe it could happen in a timely fashion. But then the R&D guys told us that Honda management had negotiated with the unions that a state of war existed with

Yamaha, and there would be special union concessions regarding overtime, etc. to make it happen.”

But why a V4? “Honda had always been a leader,” said Row, “and the company very much wanted to distinguish itself — which helps explain the V4s. So, the company made a bunch of directional changes to make it happen. V4s were to be Honda’s ‘thing.’

They were more expensive and much more difficult to produce. But Honda felt up to the task. It was almost a challenge: ‘Think we can’t do it? Watch this!’ It was right up their alley.”

It was in that subsequent meeting that Row and his colleagues first saw

the Interceptor concept, along with the two bikes that would precede the sporty new V4 — the more-standardspec Sabre and custom-esque Magna.

“The styling guys had done a great job with the various V4 concept drawings,” Row said, “and we could not believe the bombshell sketches they showed us. The original concept drawings were intense; Mylar overlays, different colors It looks a bit chopperesque relative to today’s hard-core sportbikes, but in 1983 nothing on the street came close to the V45 Interceptor’s NR750/FWS racebike look. Packaging was tight and maintenance wasn’t always easy, but those looks and that dominating performance — class-leading V-four power, above-average handling from a perimeter frame and 16-inch front wheel, and even a good amount of comfort — won the day.

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If dealers lacked some enthusiasm for the Interceptor, sportbike-loving magazine editors made up for it in spades, featuring it on their Winter-edition covers and again in early Summer editions once testbikes arrived. and tank shapes, all interesting stuff.”

Word of the new direction spread quickly throughout Honda’s top echelon, with president Tetsuo Chino telling staff at a national sales meeting that Honda would not only remind Yamaha and the industry who the true leader was, but that Honda would “decimate” its competition. The war was on, the Magna and Sabre — introduced at the

Only this time there was much more on the line: More money and more prestige, but much more to lose, as well.

BUILDING THE PERFECT BEAST Honda R&D planned a one-year development schedule for the Magna and Sabre, an unbelievably short time for a full-sized motorcycle

Asao Yamanaka, Large Project Leader (LPL) for the Interceptor, Magna and Sabre design teams (and who spearheaded the DOHC CB750F and CB1100R projects earlier), remembered those years well. “We had to keep the No. 1 position,” he told this author, “so everyone worked extra hard. We chose the V4 engine for its character and originality, as other manufacturers were all building inline-4 engines. We wanted

The media loved the Interceptor, and American Honda’s advertising was strong, as well. That’s American Motorcyclist contributor Thad Wolff (far right) bringing the world to its knees.

1982 model-year dealer meeting in late ’81 — forming the first volley of 16-inch shells, and the more difficultto-produce Interceptor forming the second wave a year later.

And it wasn’t just streetbikes, though there were plenty of new ones at the time. Over the course of the ’82, ’83 and ’84 model years, Honda introduced more than 30 entirely new motorcycles, a shocking number by any standard — today’s or even the heady days of the early ’70s, when numerous new launches were common.

The giant had indeed been awakened, and in some ways it was 1969 and the CB750 all over again.

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that borrowed nothing from the parts or engine bins. New bikes typically take 24 months from start to finish, the quickest usually 18 months, so this would be uncharted territory even for a design and manufacturing powerhouse like Honda.

“The Magna and Sabre went from concept to production in less than a year,” remembered Row, “an unbelievable record for Honda at the time. Because of its more ambitious objectives, and that fact that the Interceptor engine was significantly different than the Magna’s and Sabre’s, the VF750F took another year.”

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to be different.”

“We began with the Magna and Sabre,” he added, “because we felt the more general and cruiser style was more important to sales in the U.S. market at the time. As for the Interceptor, our goals were to build the best-performing sportbike available anywhere, which is why we used so much racing technology: perimeter frame, liquid-cooled V4 engine, 16-inch front wheel, etc.” Yamanaka doesn’t mention Honda’s brutally fast, V4-powered, liquid-cooled and spar-framed FWS Formula One racebike, or the roots of Honda’s original foray into the

multi-cylinder Vee concept – the ovalpiston, V8-esque NR500 of ’79-’82 and its legendary engineering father, Takeo Fukui. But they absolutely affected how the street-going Interceptor concept was approached by engineers.

American Honda’s Mike Spencer got involved with the Interceptor project immediately after joining Honda’s product testing team in early 1982 after his racing career ended.

“I first saw the Interceptor during my initial trip to Japan,” the ex-Team Honda AMA Superbike pilot told me, “a two-and-a-half-week development/ testing trip for a handful of new bikes.

use. Quarter fairings were a big deal at the time, Kawasaki’s GPzs and Suzuki’s GS1000S being the best examples. One group felt the halffairing was too radical, too extreme for the day. The other felt strongly it was the coming thing, and that buyers would embrace the racier look. In the end they picked the right style. Much [of the decision] had to do with performance, actually. The handling characteristics of the halffairing bike were night and day better than the cockpit-fairing version thanks to superior aerodynamics; it made a big difference at speed.”

Spencer remembered well the

team’s powerplant and chassis goals: “The goal for engine power was twofold: make more of it than any other 750, and make that power more usable than any other sportbike available. And it worked… Privateers on bikes with pipes and carbs did reasonably well on the track in ’83.

And power delivery on the streetbike was really good; not peaky, with power across the rev range.

“The 16-inch front wheel,” Spencer added, “which we’d used on our Superbikes in ’82, worked like power steering. Nineteens and 18s couldn’t compete functionally or aesthetically.

Having that smaller wheel made the

There was so much testing going on at the time, on-road stuff at [Honda’s] Tochigi [test center], racetrack testing at Suzuka, ATV and dirt stuff, all of it.

I remember breaking a V65 in half at Suzuka in the rain when I crashed in a high-speed right-hander; the bike hit the Armco barrier hard and just came apart. Luckily, I slid through a gap in the Armco, unhurt.”

“While there, we tested final-spec V45 prototypes,” Spencer added, “and there were two versions — one with a small cockpit fairing and another with the half-fairing the bike ended up with. There were big discussions about which fairing to AMERICAN MOTORCYCLIST • DECEMBER 2023

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bike look so serious. The Sabres and Magnas had some serious handling challenges during development, but the Interceptor basically had none.

They were night and day. The narrow engine allowed the perimeter frame to wrap around it, racebike-style, and the frame was as rigid as anything around. It was steel, but a good design. The progressive Pro-Link suspension, the anti-dive fork… there was a ton of technology on that thing. I didn’t care for the drone of the 360-degree crank layout… the 180-degree setup on the VFRs had a much sweeter sound. But the bike was so much better than anything else at the time. There wasn’t tons to do on the development side; they got it right early on, and we just refined what they’d done.”

After years of primarily alphanumeric bike names, the Interceptor moniker was a bit of a change. “I came up with the name,” said Row, “as I’d always loved it after hearing gas pump jockeys talk about Ford’s police cars with ‘Interceptor’ engines in the ’50s and ’60s. Kawasaki had an Interceptor snowmobile at one point, but when they got out of snowmobiles

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[the name] became available and we grabbed it. I had become American Honda’s ‘name guy’ in those days and recommended using a cubicinch designation instead of cc IDs to further distinguish the V4s – thus the ‘V45’ thing. Irimajiri’s R&D team was enamored with military jet designs for instrument clusters and such, and they

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loved the idea of a ‘V45 Tomcat,’ but we couldn’t secure it. My ‘Interceptor’ idea worked, and we went with it.”

LAUNCH TIME The Interceptor debuted in late ’82 at Honda’s annual dealer meeting, and though it created a buzz in the hall, response was tempered by the amazing crush of all-new bikes announced that

evening. “1983 was the year of the V65 Magna,” Row told me, “and it sort of stole the show. Remember, ’83 was the heroin high point for new model releases, and dealers were like junkies. I doubt most were able to fully fathom the significance of the Interceptor since there were so many other new models — 16 allnew bikes, and 56 total! — diverting their attention: The Interceptor and big-bore Magna, CB1100F, 750 and 500 Shadows, 650 Turbo, GL650 Interstate, new Nighthawk 650 and 550s, V-twin Ascot, XR350, more new CRs, upgraded ATVs and more… it was unreal.”

The intense response to the big Magna was understandable, as a vigorous cruiser market and a

ready supply of immediate customers already existed. The Interceptor, on the other hand, represented a new genre of sorts — the racereplica supersport. Dealers knew more narrowly focused sportbikes were a coming thing, but weren’t as comfortable with the new genre as they were with Japanese customs.

“Still,” remembered Wayne Toyota, “the room that night was electric.”

If dealers lacked some enthusiasm for the Interceptor, sportbike-loving magazine editors made up for it in spades, featuring it on their Winteredition covers and again in early Summer editions once test bikes arrived. The road tests were hugely positive, staffers writing glowingly of the VF’s technical credentials and

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highly functional on-road abilities, of which there were many.

“The Interceptor can do it all,” wrote Cycle in its May 1983 issue. “As a sport bike it’s nearly perfect – always there, more than ready, anticipating your every move. When it’s time for hard charging the VF750F excels in every area: engine performance, steering, suspension action, [cornering] clearance, brakes and tires. But [the Interceptor] is not…a narrow purpose machine demanding concessions from the rider. Rather, the riding position is one of the best available, engine vibration is well controlled, and a wide range of suspension adjustability allows for a surprisingly comfortable freeway or sporting ride. The V45 makes for a wonderful profiler’s platform, [it is] an honest workaday commuter, and all-day rides and extended trips are a pleasure.”

Motorcyclist and Cycle Guide proclaimed the Interceptor the Bike of the Year for 1983, Guide actually chroming an example for its cover photo. And the VF won Cycle World’s 750-class shootout. It was the quickest, fastest and most powerful of the 750s, and testers to a man raved about its stellar all-around abilities.

Still, not all was hunky-dory in Interceptor land. The bike was 62

criticized for being heavy, and at 550 pounds full of fuel it was some 20 pounds heavier than Kawasaki’s GPz750 and nearly 30 more than Suzuki’s GS750. It also, like most all V4 Hondas over the years, delivered a somewhat vague and disconnected feel to riders during aggressive riding.

And while they eventually learned to

to figure out and one that nearly beheaded the entire V4 project, was premature camshaft wear brought on by mismatched cam bearing surfaces and tolerances, not enough oil flow to the affected area, and thusly too much heat. The problem affected Sabres and Magnas at first, especially once miles began HOFer Mike Baldwin on the HRC V45, and fellow HOFers (right) Freddie Spencer (middle) and David Aldana (right) alongside him at Daytona in 1983.

trust the front end and chassis while boogeying the backroads at speed, that remote feeling never quite went away. Also, valve adjustments were more difficult than normal; the bike tended to stand up while trail-braking toward the apex; the TRAC anti-dive system made fork action a bit harsh; and the VF was more expensive than its competition.

But the biggest problem of all, one that took more than a year

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roll up on odometers, and Honda wasn’t able to fix the problem before Interceptors began rolling off the lines in early 1983.

Things were especially bad in Europe, where bikes are typically ridden much more often — and at higher speeds and for longer periods — than in the U.S. “The V45 was tainted by the cam problems of the Sabre cruiser,” noted British motojournalist Alan Cathcart. “Honda

made things worse by first denying the thing on the floor — technicians, “I’d moved to advertising in ’81,” there was a problem. This essentially parts and sales guys, everyone. said Row. “Mr. Shimizu knew we killed the V45 in the U.K., and it Uncrating the first one was intense. were going to get big money in ’82 was only after Joey Dunlop began Everything else was now passé. and ’83 and wanted someone with winning races on the TT F1 race Inline fours? Forget ’em. This was product knowledge there. We spent version that sales picked up. Still, a whole new world. I mean, we’d it all, too, and in many areas. Most it was never the semi-cultbike here gone from a tube-framed, air-cooled, folks will remember the Superbowl that it was in the U.S.” inline-4-powered CB900F in ’82 to a TV spots and the 4-page “Bring the Despite all this, the world to your knees” Interceptor sold well gatefold ads in all the RACING HELPED, AS WELL, TEAM HONDA TAKING in the U.S., selling bike magazines, and HRC-PREPPED INTERCEPTORS TO A RUNAWAY VICTORY also in large-circulation out quickly on a wholesale level and AT DAYTONA AND SCORING SEVERAL MORE VICTORIES mainstream pubs such doing quite well in the as Life. The budgets of DURING THE SEASON. showrooms. “I’d gone the day were huge and to the dealer meeting never again exceeded.” and had seen the Interceptor’s futuristic-looking, liquid-cooled, V4Racing helped, as well, Team debut,” said longtime American powered future-bike in just one year!

Honda taking HRC-prepped Honda veteran Andy Devoe, “so I Customers were buzzing, too. It was Interceptors to a runaway victory at had an idea of what to expect. But a great, great time to be involved at Daytona and scoring several more the response at the dealership I the dealer level.” victories during the season. Despite worked for at the time — I was the A major league marketing effort the Rainey/Muzzy/Kawasaki effort service manager for Pacific Beach helped amplify that buzz, of course, grabbing the Superbike title that Honda in San Diego — was pretty Honda spending millions on TV and year on an air-cooled and thoroughly cool. Everyone was excited to have print advertising for their 1983 lineup. old-school GPz750, the Interceptor AMERICAN MOTORCYCLIST • DECEMBER 2023

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Superbikes and the promotion surrounding them made Team Honda the center of attention in the paddock, in the press and in the minds of racing enthusiasts everywhere — even with Freddie Spencer in Europe on a mission to win the 500cc world title.

a landmark motorcycle, one that pushed motorcycling in general and the sportbike category specifically to new levels both technically and aesthetically. But the struggle with Yamaha that spawned the V45s and Honda’s ’82, ’83 and ’84

The Interceptor momentum carried into 1984 with 500 and 1000cc versions debuting early that year and helping expand Honda’s presence in the sportbike market. Not everyone was swayed with Big Red’s newfangled engine design, however, despite the revolutionary changes its chassis engendered; Kawasaki launched the superb Ninja 900 that same year, and Suzuki debuted the lightweight GSX-R750 a year later.

So, the inline four was clearly far from dead. And while Honda totally revamped the Interceptor in ’86 with the beautiful, legendary and deadreliable VFR750F, the 600 and 1000cc Hurricanes of 1987 confirmed for good Honda’s commitment to the inline-four engine, a powerplant that had brought such accolades in the 1960s and which had made Honda the pinnacle engine company in the world.

lineups helped cause disastrous consequences for the entire industry, ones almost no one recognized at the time. Honda and Yamaha, locked in a battle of market-share superiority and corporate ego, overproduced in a substantial way, flooding the market with motorcycles. (Kawasaki and Suzuki contributed, but in a smaller way.) Continued strong demand

20/20 HINDSIGHT Honda’s V45 Interceptor was 64

would’ve obviously absorbed all these units, but when the market began a pronounced contraction in about ’84, one largely caused by baby boomers leaving motorcycling to pursue family and work responsibilities (along with, later, the U.S. dollar’s devaluation vs. the Yen), the flood took on Katrinalike proportion.

Dealers and distributors were left with hundreds of thousands of unsold motorcycles, which were heavily discounted over the years — sometimes by more than 50 percent — in order to sell them.

This caused significant monetary and reputational devaluation of all Japanese motorcycles, non-current and new alike, and it wasn’t until boomers began returning to the market in the early ’90s that the tide turned. It’s interesting to note that this massive devaluation helped open the door to Harley-Davidson, which capitalized brilliantly with its $3,995 883 Sportster of the mid 1980s — a trade-in price Milwaukee literally guaranteed if buyers moved up to a Big Twin — and Evolution-engined Big Twins that were worlds better than previous designs. But that’s a different story altogether.

Oversimplified history aside, the bottom line remains obvious: The late 1970s and early 1980s were truly magical years to be a motorcyclist.

And it’s no stretch to say that Honda’s first Interceptor was a key element of that era’s brilliance. AMA

The VF1000F (left) and VF500F (right) of 1984 helped round out the Interceptor range, with the 500 quickly becoming the darling of magazine editors and weekend sport riders everywhere for its sublime handling and sweet demeanor. Top: The V45 didn’t change for ’84, and didn’t need to.

AMERICAN MOTORCYCLIST • DECEMBER 2023

H A L F - L I T E R H E AV E N Honda’s 500 Interceptor literally changed this author’s life

BY MITCH BOEHM

O

f all the motorcycles I’ve owned, and the number is probably 50 or 60 (I really should make a list one day to be sure), the one that affected my life’s trajectory the most — other than maybe my SL70 or XR75, my first two bikes — is undoubtedly my 1984 Honda 500 Interceptor.

I didn’t own it very long, just over a year, which is ironic considering the impact it had on me, but I did put about 16,000 miles on it, which is a lot for 15 months of ownership.

frame painted red to give the thing a custom touch.

All that experience helped me snare one of those once-ina-lifetime opportunities in mid 1985 — an editorial position at Motorcyclist magazine alongside my buddy Nick. Being poor, knowing I wouldn’t be making much money (I didn’t care one bit), and understanding I’d have access to just about any new bike I wanted at the magazine, I sold my VF500F shortly after then-Editor Art Friedman called to offer me the job.

I bought it during college while working the parts counter at a local shop called Perry Bros. Honda, though because they wanted top-dollar for their units (can’t really blame them) I had to travel 80 miles south to Nephi, Utah, to find one. I’d wanted red but they only had a blue unit, and in the end I was pretty happy, as the blue is much more striking.

My previous streetbikes were seriously old-school: A thrashed mid-’70s Yamaha XS650, a lovely 1980 Suzuki GS1000S and, after I totaled the GS riding way over my head in the local canyons, a very nice Kawasaki GPz550 monoshocker.

But the Honda, despite being not very powerful inherently, and especially so at Salt Lake City’s 4,500-feetplus elevation, was a revelation… light, flickable, stable at speed and phenomenally feedback intensive, something the heavier VF750F and VF1000F were not.

In many ways it was the perfect bike to learn on, and I don’t mean learning basics, as by that time I had 12 years of riding experience, including six years of motocross and four on the street.

Because it handled it helped me learn optimal corner entries, exits and lines.

Because of the feedback it helped me creep up to the limit of traction without blowing past and crashing. And because it wasn’t fast it taught me how to maintain momentum.

So while that particular marriage was short and sweet, that motorcycle in several ways paved the way for a job that turned into a career, one that led to a family of my own alongside a larger family of motorcyclists, inside the industry and out. And for that I am fortunate beyond words.

Ahhhh, yes, college glory days of ’84/’85.

If the bike doesn’t date things, my VW Rabbit certainly does.

(Pretty sano red frame, eh?) Below: Big-time squidliness in Big Cottonwood Canyon.

In short order I got pretty good on it, and even did a club roadrace in Las Vegas at the old (and seriously scary, and now defunct) Speedrome track. Our group, which included my longtime friend Nick Ienatsch, would go riding whenever we could, doing months and months of Saturday- and Sunday-morning rides, riding to Laguna Seca for the ’84 AMA National, and all over the state of Utah. I even had the AMERICAN MOTORCYCLIST • DECEMBER 2023

65

MAKE IT

YOURS

The AMA offers a variety of card types and designs for members. In addition to our standard card, we offer a number of themed cards that identify you as belonging to a specific group or speak to your passion as a motorcyclist.

Call (800) AMA-JOIN

800-262-5646 to request an affinity card at any time, at no additional cost.

66 A M E R I C A N M O T O R C Y C L I S T • D E C E M B E R 2 0 2 3 2 A M E R I C A N M O T O R C Y C L I S T • M AY 2 0 2 3

DEALS AND DISCOUNTS THE

Watch this space for updates about your valuable benefits as an AMA member.

ESSENTIALS

Lodging

Save 15% at participating Choice Hotels Properties.

Up to 10% off at Motel 6.

Use code: M64AMA 20% discount off available rates, call (800) REDROOF and use the code VP+ 503343. To make reservations online use code: VP+ 503343 in the field labeled “VP+/ID#”

PRODUCT ADVMoto

20% discount.

Use code AMADV20

AMA Motorcycle Hall Of Fame

Free admission to the AMA Motorcycle Hall of Fame in Pickerington, Ohio.

AMA Supercross Tickets

Save $5 on up to 8 tickets at supercrosslive.com Use code 4AMA5

Anthony’s Leatherworks

Car Rentals

Up to 25% off at any Avis or Budget. Avis Code: D388100 Budget Code: Z942000 Find patches, pins, T-shirts, hats and more.

EagleRider

AMA members enjoy 15% off all BugSlide® cleaning products.

Use code AMA2023

Butler Maps

AMA members receive a 20% discount at butlermaps.com.

Use code AMAMEMBER

California Dual Sport Riders

Members save 50%. Use code AMA. Visit cdsr.us to learn more.

Cardo Systems

20% discount online with valid AMA membership card.

Use code AMA20

Colorado Motorcycle Adventures

10% discount with valid AMA membership card.

The Dirt Bike Academy

10% exclusive discount on instruction. Learn more at thedirtbikeacademy.com Use code TDBAAMA10

Dowco Powersports

20% discount.Use code AMA20

Cycle Trader

MAD Maps

Rider Magazine

Save 15%.

Use code AMA15

For Club EagleRider AMA members receive 2 free rental credits. Use code AMACLUBER

Matrix Concepts

10% discount on the BEST package.

Use code AMA10

AMA members receive a discount on a 1-year subscription.

Riders Share

AMA members save on standard bike tour. Use code 21AMA-EBT03 at checkout.

AMA members receive a 25% discount on most products for shop, garage & track necessities at matrixracingproducts.com Use code AMA25

Evans Cooling System

Medjet

Risk Racing

Edelweiss

25% discount on Evans Coolants and Prep Fluid.

Use code AMAFUN at evanscoolant.com.

EVS Sports

Gryphon Moto

Bugslide

For details visit jonesbirdsong.com/ramp

DISCOUNTS

Blendzall

10% AMA Member Exclusive Discount. Visit bohnarmor. com and use code AMAD22 at checkout.

Rider Accident Medical Plan

Motorcycle Shippers AMA members receive $50 off each bike one way or $100 off round trip or $50 each, multiple bikes, same addresses.

AMA Gear

10% discount and free shipping on all orders.

Use code AMAEVS20

Bohn Body Armor

Call Federal Companies at (877) 518-7376 for at least $40 off standard rates.

Roadside assistance coverage for eligible members.

10% discount on repair order Use code AMADISCOUNT

AMA members can save 20% at blendzall.com. Use code AMA20 at checkout.

Motorcycle Shipping

AMA Roadside Assistance

AMA members receive a 15% discount on Gryphon Moto orders at gryphonmoto.com.

Use code AMA at checkout.

Haynes

Save an additional 15% on all Haynes & Clymer print and online repair manuals.

Use code AMA15

Heli Bars

Use code AMAM2020 for a 10% AMA Member Exclusive Discount at helibars.com.

Helix Racing Products

®

Air medical transport and travel security protection – visit Medjet.com/AMACycle or call 1.800.527.7478, referring to American Motorcyclist Association. Annual rates reduced by 20% and start at $235.

MotoAmerica

20% off 2-day and 3-day passes at select MotoAmerica events. Use discount code AMA20

Motool

AMA members can save 10% at motool.co. Use code AMASAVE20 at checkout.

MX Boot Repair

10% discount.

Use code AMADISCOUNT

MX Mounts

10% off on our mounts Use AMADiscount at checkout

MYLAPS

AMA members save 20 on all products at helixracingproducts. com. Use code AMA20 at checkout.

20% discount off MSRP or current sales price on weborders or orders coordinated by the AMA. Use code AMA-789HJK

Helite Moto

Nationwide Pet Insurance

AMA members get 15% off every order at helitemoto.com.

Use code HELITEAMA

HertzRide

AMA members save 10% on rentals in all locations globally at hertzride.com/us/ promo/American-motorcyclistassociation-1065 or use code AMA10

Legacy Track Dayz 15% discount on Legacy Track Dayz events.

Use code AMARideLTD

Liberty Sport Eyewear

30% discount on all “motorcycle collection” frames.

Discount code AMA30.

AMA members save on pet insurance at petinsurance.com/ americanmotorcyclist

Nelson Rigg

20% AMA Member Exclusive Discount on all products!

Use promo code AMA-NR20

The Quail MC Gathering

AMA members recieve a discount on tickets using the code AMA2023

Quin Design Helmets 10% off crash detection, SOS beacon, Bluetooth communication & more with your new intelligent helmet.

Use code AMAQUIN10

AMA members receive a 10% discount on all bookings with discount code AMA2023

15% off products at riskracing.com. Use code AMA15

Rlink

Rlink offers AMA Members 25% off industry leading GPS Security Systems.

Use code ama2020rl

Rockwell Time

Save 20% on select products. Rockwelltime. com. Use code AMA20

Spot LLC

Exclusive service credit on SPOT Gen3, SPOT Trace or SPOT X device

STKR Concepts

15% off products at stkrconcepts.com. Use code AMA15

Street Skills

10% discount on online courses at StreetSkills.net.

Use code AMACCOC.

Third Eye Design

10% discount on inView, a wireless brake and signal light. Use code AMA at thirdeyedesigninc.com

US Chrome

$30 discount on cylinder plating and dealer pricing on Wiseco, Wossner, ProX and Vertex piston kits.

Warm & Safe 20% discount.

Use code AMA

XcelerateTV

50% discount on first year’s subscription. Use code XTVAMA50 at XcelerateTV.com.

Zerofit

AMA members save $63 on Head-to-Toe Heating this winter. Use code AMA500

For more information and the most recent listing of AMA Member Benefit Partners and discount codes visit americanmotorcyclist.com/deals-and-discounts

COMING EVENTS

Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations. ­­CALIFORNIA Road Ride/Run: Dec.2. San Jose. December Club Ride, BMW Motorcycle Club of Northern California, 408-464-8094, safetydirector@bmwnorcal.org, bmwnorcal.org/events Observed Trials: Dec. 2 - 3. Lake Isabella. Southern California Trials Association, Southern Sierra MotoTrials Club, southern-sierra-mototrials.org Dual Sport: Dec. 9 Lucerne Valley. QCC, California Dual Sport Riders, 805-540-8179, CaliforniaDualSpor-

tRiders@gmail.com, https://cdsr.us/quarterly-clubcruise/ Desert Scrambles: Dec. 9. El Centro. Christmas Classic, Roadrunner Off-Road Racing Club, 619-7875502, fentonrace@aol.com GEORGIA Motocross: Dec. 2. Union Point. Durhamtown MX Series, Durhamtown Off Road Park, 706-486-0091, robin@durhamtown.com, www.durhamtown.com Motocross: Dec. 3. Union Point. Durhamtown MX

MEMBER DEALS AND DISCOUNTS!

americanmotorcyclist.com

MISSED THE AMA TOURS? FIND THEM IN THE NEW EDELWEISS TRAVEL PROGRAM!

SCAN ME

www.edelweissbike.com 68 A M E R I C A N M O T O R C Y C L I S T • D E C E M B E R 2 0 2 3

Series, Durhamtown Off Road Park, 706-486-0091, robin@durhamtown.com, www.durhamtown.com IDAHO Motocross: Dec. 1 - 2. Nampa. AMA Arenacross Championship Series, AX Promotions, 208-468-1000, arenacrossusa.com MARYLAND Family Enduro: Dec. 8. Timonium. BCTRA/Dist 7 Family Ride Night, Baltimore County Trail Riders Assoc., 443-619-0104, hpbybrettfriedel@gmail.com, www.amadistrict7.org MICHIGAN Ice Race: Dec. 2. Flint. Big Brothers & Big Sisters Indoor Ice Race, Flint Motorcycle Club, 810-7440580, www.dortfinancialcenter.com NEW MEXICO Observed Trials: Dec. 3. San Ysidro. NMTA #15, New Mexico Trials Association, 505-780-2551, newmexicotrials.com TEXAS Road Ride/Run: Dec. 3. Houston. NW San Jacinto High Rollers Toy Run, San Jacinto High Rollers - NW Houston, 832-348-7604, UnoMas@nwsjhr.com, NWSJHR.com SUPERCROSS 2024 Monster Energy AMA Supercross Championship supercrosslive.com Round 1: Jan 6. Anaheim, Calif. Angel Stadium Round 2: Jan 13. San Francisco, Calif. Oracle Park Round 3: Jan 20. San Diego, Calif. Snapdragon Stadium Round 4: Jan 27. Anaheim, Calif. Angel Stadium Round 5: Feb 3. Detroit, Mich. Ford Field Round 6: Feb 10. Glendale, Ariz. State Farm Stadium Round 7: Feb 24. Arlington, Texas. AT&T Stadium Round 8: March 2. Daytona Beach, Fla. Daytona Int’l Speedway Round 9: March 9. Birmingham, Ala. Protective Stadium Round 10: March 16. Indianapolis, Ind. Lucas Oil Stadium Round 11: March 23. Seattle, Wash. Lumen Field Round 12: March 30. St. Louis, Mo. The Dome at America’s Center Round 13: April 13. Foxborough, Mass. Gillette Stadium Round 14: April 20. Nashville, Tenn. Nissan Stadium Round 15: April 27. Philadelphia, Pa. Lincoln Financial Field Round 16: May 4. Denver, Colo. Empower Field at Mile High Round 17: May 11. Salt Lake City, Utah. Rice-Eccles Stadium 2024 Supercross Futures AMA Championship supercrossfutures.com Supercross Futures Premier Qualifying Events: Round 4: Jan 27. Anaheim, Calif. Angel Stadium Round 8: March 2. Daytona Beach, Fla. Daytona Int’l Speedway

THE REVZILLA AMA NATIONAL ADVENTURE-RIDING SERIES GREAT ROUTES, MAPPED OUT BY LOCAL EXPERTS A GREAT CHALLENGE WITH LIKE-MINDED RIDERS A WEEKEND OF ACTIVITIVES, WITH CAMPING, FOOD AND PRIZES

AMERICANMOTORCYCLIST.COM/NATIONal-ADVENTURE-RIDING A M E R I C A N M O T O R C Y C L I S T • D E C E M B E R 2 0 2 3 69 #AMAADV

COMING EVENTS Round 12: March 30. St. Louis, Mo. The Dome at America’s Center Round 13: April 13. Foxborough, Mass. Gillette Stadium Supercross Futures AMA National Championship Round 17: May 11. Salt Lake City, Utah. Rice-Eccles Stadium MOTOCROSS

THE BETA AMA NATIONAL DUAL-SPORT SERIES SOME OF THE COUNTRY’S BEST DUAL-SPORT RIDES, INCLUDING MILES OF CHALLENGING, WELL-MARKED TRAILS CONNECTED BY SCENIC BACK-COUNTRY ROADS

AMERICANMOTORCYCLIST.COM/NATIONal-DUAL-SPORT #AMADUALSPORT SUPPORTING SPONSOR

70 A M E R I C A N M O T O R C Y C L I S T • D E C E M B E R 2 0 2 3

Pro Motocross Championship Series promotocross.com Round 1: May 25. Pala, Calif. Fox Raceway at Pala Round 2: Jun 1. Sacramento, Calif. Hangtown Classic Round 3: Jun 8. Lakewood, Colo. Thunder Valley Motocross Park Round 4: Jun 15. Mount Morris, Pa. High Point Raceway Round 5: Jun 29. Southwick, Mass. The Wick 338 Round 6: Jul 6. Buchanan, Mich. RedBud MX Round 7: Jul 13. Millville, Minn. Spring Creek MX Park Round 8: Jul 20. Washougal, Wash. Washougal MX Park Round 9: Aug 10. New Berlin, N.Y. Unadilla MX Round 10: Aug 17. Mechanicsville, Md. Budds Creek Motocross Park Round 11: Aug 24. Crawfordsville, Ind. Ironman Raceway NATIONAL CHAMPIONSHIPS AMA Arenacross National Championship Series arenacrossusa.com Round 3: Jan 5-6. Loveland, Colo. Budweiser Events Center.

Round 4: Jan 12-13. Grand Island, Nebraska.

Heartland Events Center.

Round 5: Jan 19-20. Guthrie, Okla. Lazy E Arena.

Round 6: Jan 26-27. Guthrie, Okla. Lazy E Arena.

Round 7: Feb 2-3. Prescott Valley, Ariz. Findlay Toyota Center.

Round 9: Mar 8. Fayetteville, N.C. Crown Complex Arena.

Round 10: Mar 15. Salem, Virginia. Salem Civic Center.

Round 11: Mar 22-23. Denver, Colo. Denver Coliseum.

Round 12: Mar 29. Las Vegas, Nevada. Orleans Arena.

TRACK RACING 2024 MotoAmerica Superbike Championship Motoamerica.com March 7-9: Daytona Beach, Fla. Daytona 200, Daytona International Speedway Round 1: April 19-21. Braselton, Ga. Road Atlanta Round 2: May 17-19. Birmingham, Ala. Barber Motorsports Park Round 3: May 31-June 2. Elkhart Lake, Wisc. Road America Round 4: June 14-16. Brainerd, Minn. Brainerd International Raceway Round 5: June 28-30. Shelton, Wash. Ridge Motorsports Park

Round 6: July 12-14. Monterey, Calif. Weathertech Raceway Laguna Seca Round 7: August 16-18. Lexington, Ohio. Mid-Ohio Sports Car Course Round 8: Sept. 13-15. Austin, Texas. Circuit of the Americas Round 9: Sep. 22-24. Millville, N.J. New Jersey Motorsports Park

m a r k etp l a ce

OFF-ROAD FEATURED EVENTS OR SERIES AMA Florida Enduro Championship Series floridatrailriders.org Feb. 25. Richloam, Fla. March 7. Favoretta, Fla. June 9. Greensboro, Ga. STATE CHAMPIONSHIPS AMA Florida State Hare Scrambles Championship Series floridatrailriders.org Jan. 6-7. Brooksville, Fla. Jan. 20 -21. Okeechobee, Fla. Feb. 3-4. Indiantown, Fla. Feb. 17-18. Ormond Beach, Fla. March 16-17. Dade City, Fla. Apr. 13-14. Punta Gorda, Fla.

Order your HOLIDAY HALL OF FAME CARDS at amahofcards.com

Visit the AMA Motorcycle Hall of Fame americanmotorcyclist.com/hall-of-fame

Buying or selling residential or commercial real estate ANYWHERE in the United States?

Learn how it can benefit the AMA Hall of Fame at NO COST to you!

AMA Trademarks The following represents active, registered trademarks, trade-marks and service marks of American Motorcyclist Association, Inc. (AMA). Usage of any AMA trademark or registered trade- mark without our permission is prohibited. Please contact jholter@ama-cycle.org for more information or assistance, (800) AMA-JOIN®.

• AMA Dragbike® • AMA Endurocross® • AMA Motorhead® • AMA Pro Grand National Championship® • AMA Pro Racing® • AMA Race Center™ • AMA Racer® • AMA Racing® • AMA Racing Land Speed Grand Championships® • AMA Supermoto® • AMA

Info: Kristi at (951) 704-6370.

Supercross® AMA SX Lites® • AMA U.S. ISDE Team™ • AMA U.S. Jr. Motocross Team™ • AMA U.S. Motocross Team™ • Amateur National Motocross Championships® • American Motorcyclist Association® Arenacross® • ATV Hare Scrambles National Championship Series® • ATV Motocross National Championship Series® • Flat Track Grand Championships™ • Grand National Enduro Championship® • Gypsy Tour® • Hare & Hound National Championship Series® • Hare Scrambles Championship Series® • Hare Scrambles National Championship Series® • Kids Just Want To Ride® • Motorcycle Hall of Fame® • Motorcycle Hall of Fame Museum® • Motorcyclist of the Year® • Motostars® • National Adventure Riding Series® • National Dual-Sport Series® • National Enduro Championship Series® • Protect Your Right to Ride® • Protecting Your Right to Ride® • Ride Straight® • Rights. Riding. Racing.® • Road Race Grand Championships® • Vintage Grand Championships® • Vintage Motorcycle Days® • Vote Like A Motorcyclist®

AMERICAN MOTORCYCLIST • DECEMBER 2023

71

Ga r a ge

Tips,Tweaks, Fixes and Facts: The two-wheeled ownership experience, explained

HALL OF FAME READS Whether for you or as gifts for the holidays, these HOF-flavored moto books will satisfy

W

hen you think of motorcycle-focused printed matter, magazines register a little more strongly than books for all the obvious reasons. You

just can’t beat the numbers and frequency elements of periodicals — American Motorcyclist, for sure, but also Racer X, Dirt Bike and the like.

But while books are just a fraction of our sport’s paper-and-ink offerings, the best of them make up for the numbers gap with truly compelling content and storytelling…and for this special Hall of Fame

edition of American Motorcyclist we thought we’d bring a few of the newer ones (and one old favorite) to your attention. Christmas, after all, is just around the corner.

— Mitch Boehm

RIDE Free MA Motorcycle Hall of

A Famer Willie G. Davidson — whose grandfather was one of the founding members of the Motor Company, and whose father was company president from ’42 to ’73 — is synonymous with the Harley-Davidson brand for good reason.

During the course of his 49-year career there (1963 to 2012, though he continues as Brand Emeritus today at age 90) he presided over — or had a strong hand in — the look and texture of all of the significant Milwaukee-made motorcycles from the 1960s to the 2000s, a period of absolutely monumental change in our sport as well as within the Motor Company itself.

It’s easy to argue that there’s probably no one on earth with that level of perspective and insight into a single motoring brand, which is why his new memoir Ride Free is such an informative read.

Throughout the nearly 300 pages, Davidson gives us a whirlwind view of not only his life but that of the company, which launched in the earliest days of the 1900s from a desire of 20-somethings and HOFers Arthur Davidson and Bill Harley to 72

AMERICAN MOTORCYCLIST • DECEMBER 2023

motorize a bicycle and, in Willie G.’s words, “build a motorcycle powerful enough to climb a steep hill without pedal assist.”

From their very first production machines in 1903, through two world wars, to the crazy 1960s and ’70s, to the buyout from AMF of the early 1980s, the explosion of H-D’s fortunes afterward and the baby-boomer-vs.-youth challenges of today, Davidson gives us a fascinating ringside seat to a historical overview of motorcycling you simply won’t want to miss. $24.95 at williegdavidson.com and, in 2024, at Harley-Davidson dealerships

MALCOLM! THE AUTOBIOGRAPHY t’s not a stretch to say that motorcycle fans waited a long time for AMA Motorcycle Hall of Famer Malcolm Smith to write his autobiography. After all, Malcolm had become a household name by the middle 1970s thanks to his involvement in Bruce Brown’s epic moto-documentary On Any Sunday, but in typical Malcolm style he just kept on keepin’ on, winning a handful of ISDT gold medals and launching a massive parts and accessory business, all while expanding his Riverside, Calif., motorcycle store into a retail powerhouse.

It finally happened in 2015 after Malcolm invited AMA Editorial Director Mitch Boehm to help him organize and write it, a process that took the duo two and a half years to finish.

But the end result — a 400-page, 100,000-plus-word coffee-table-hardback tome featuring 450 images — was surely worth the wait, as it covers Malcolm’s entire life, from his adventuresome parents, to his younger years and early racing days, to his ISDT adventures and On Any Sunday experience with fellow HOFers Brown, Mert Lawwill and Steve McQueen, to his business exploits and family and much more.

If that doesn’t get your motor running, best check your pulse!

— Joy Burgess $49.95 at themalcolmbook.com or malcolmsmith.com

I

WHEN HONDA WENT DIRT TRACK RACING ou can look all you want, but you will not find a book

Y that delves into its subject matter more deeply and

comprehensively than Chris Carter and Gerald Foster’s amazing When Honda Went Dirt Track Racing, which covers Honda’s decade-long infiltration into professional dirt track racing during the 1980s and early 1990s, and the head-to-head matchup with Harley-Davidson and its legendary XR750.

The 560-page hardback is heavy (nearly 8 pounds) and literally jam-packed with photos (700+), interviews (60+, some with AMA HOFers) and Cycle News clippings from the era on the players and races of the time. The book is a veritable who’s who and what’s what from that crazy decade, with a level of detail that is simply stunning. Only 1,000 have been printed, so if you’d like a bonified piece of motorcycle history for your coffee table or bookshelf, you cannot go wrong here.

It’s quite expensive ($225), but worth every penny if you’re a dirt track fan. And if you purchase before January 15, 2024, and use the promo code BOOKAMA10 when ordering from Motion Pro, you’ll save 5 percent, get pre-paid shipping to the continental U.S.…and you’ll ensure that Motion Pro will donate 10 percent of the price to the AMA Motorcycle Hall of Fame. Can’t beat that. Grab yours at Motionpro.com.

UNLIMITED: THE FRED FOX STORY I

f you’re a motorcyclist who attends events or watches racing live or on TV, you see the Parts Unlimited logo just about everywhere…but you may not know much about the guy who created and built what’s become the largest distributor of aftermarket accessories in the powersports industry — AMA Motorcycle Hall of Famer Fred Fox. Fox, who passed away in February of 2023 and was inducted into the AMA Motorcycle Hall of Fame in 2011, was truly a pioneer and innovator in the world of product distribution, developing Parts Unlimited and Drag Specialties to better serve the needs of metric and American dealers, respectively. Over the years, Fox bought and optimized brands such as Thor and Moose Racing, and built others from scratch, such as Icon. The company also “supported the sport” through its immense sponsorship of a wide range of racing types and racers themselves.

Unlimited. The Fred Fox Story by Don Emde is a 324-page hardbound book with 700+ images. $75 at Emdebooks.com AMERICAN MOTORCYCLIST • DECEMBER 2023

73

LAST PAGE hall of fame

Induction:

Behind the scenes

he AMA’s annual Hall of Fame Induction ceremony is always a star-studded and very special eve-

T ning. But this year’s celebration, which coincided with an entire weekend of two-wheeled fun on the

AMA’s Pickerington, Ohio, campus, seemed to set the bar a notch or three higher, with not only a wonderfully deserving HOF class, but a presentation and vibe on stage — and at the cocktail reception afterward – that was hard to miss. Here are a handful of behind-the-scenes snaps.

74

AMERICAN MOTORCYCLIST • DECEMBER 2023

Feeling lucky? Looking to win a true two-wheeled legend? This special-edition, 1997-spec KTM 200 Jackpiner raffle bike — built to celebrate the 30th anniversary of the first Penton motorcycles sold back in the late 1960s and named after the Penton 175 that used the first full-sized engine KTM built — will absolutely do the trick.

Only 133 were built, and to make the package even more special, each is numbered and has a John Penton-signed sticker on the front fender.

Get your tickets — $5 per, or 5 for $20.

Don’t miss this!

AMERICAN MOTORCYCLIST • DECEMBER 2023

75

www.americanmotorcyclist.com/raffle-bike

KISKA.COM

Photo: R. Schedl

MAKE LIFE

ADVENTURE

Routines are only boring if you allow them to be. Equipped with spoked wheels, the new KTM 390 ADVENTURE is ready for more challenging terrain. Now you can sneak in a little offroad action and inject some adrenaline into your daily commute. #DARETOADV

FIND OUT MORE AT KTM.COM

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

A DARING