Editorial Director Mitch Boehm waxes nostalgic on his first monoshock MX machine — circa 1975
10 GREATLY EXAGGERATED!
Contributing Editor John Burns gives much-needed love to his ’95 Ford Ranger, aka El Trucko
12 BACKFIRES
Membership feedback on recent issues and happenings
14 BACK IN THE DAY
Where the photos are blurry but the memories are clear!
16 TWO-WHEELIN’ THROUGH WASHINGTON, D.C.
AMA government relations staff hosts leaders from Congress and industry for 2025 Ride to Work Day
24 FLASHBACK
Revisiting the iconic pic of the Jammer and Tony D. bangin’ bars at the 1974 Ohio 500cc National
26 COVER STORY: AMERICAN IRON
The H-D Sportster S takes on the Indian Scout 101 in a rematch of classic tariff-beating beasts
38 ADVENTURES WITH BUBBA
AMA member John Chicoine and his fiancée’s 18-day, coast-to-coast odyssey aboard a ratty, 1972 Moto Guzzi Eldorado sidecar rig — all while pulling a trailer
52 THE FIRST MONOSHOCKER
Looking back on the 1973 Yamaha YZ637, the bike that launched the single-shock, long-travel revolution
72 AMA GARAGE
Right vs. Left: Selecting the proper line in corners for safety rather than speed
74 LAST PAGE
Introducing the AMA Motorcycle HOF’s Class of 2025
ON THE COVER:
Call it domestic bliss at its most, well, blissful, as two homegrown, all-American cruisers — Harley-Davidson’s updated Sportster S and Indian’s new Scout 101 — go head-to-head in a battle for sub-Big Twin supremacy. What we found aside from a lot of functional and stylistic differences is that these two are definitely not your father’s American Iron cruisers. Kevin Wing got the shot.
TOURS
EDITORIAL
Mitch Boehm Editorial Director
Keaton Maisano Managing Editor
Bob Griffith Senior Editor
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Kerry Hardin Senior Graphic Designer
John Burns Contributing Editor
Aaron Frank Contributing Editor
Contact the Editorial Team at: submissions@ama-cycle.org
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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.
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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.
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MONTHLY DRAWINGS
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QUARTERLY DRAWINGS
• Bohn Armor Pant & Shirt Set
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• Slacker V5 and a Wireless Remote Display
• Third Eye Design inView Wireless Brake and Turn-Signal Light
I’m a bit biased, of course, but this month’s feature mix is pretty strong.
You’ve got a current-model cruiser piece featuring two American-built bikes with storied histories; a cross-country adventure by a couple on an old Moto Guzzi sidecar rig who also pulled a trailer (what could go wrong?); and a historical feature on motorcycling’s first real monoshock-equipped machine, a 1973-spec Yamaha factory motocrosser that really did launch the whole single-shock revolution.
The fascinating Monoshocker piece is particularly near and dear, as it time-capsuled me right back to my very first race bike…the Honda XR75 I wrote about a couple of issues ago.
After a couple years on a Honda SL70, the first-year XR my dad brought home in the trunk of his car was a revelation — lighter, faster and way cooler than the SL. That XR just begged to be raced, and finally, in late ’74, we jumped in.
Of course, we didn’t know much about racing, or what it took to do it right. So over the winter, when we decided to modify the bike, all we considered was power: a camshaft, big-bore kit, and megaphone exhaust.
When the spring of ’75 rolled around and we headed to local racetracks like Smith Road, Grand Prix International, Lexington, Amherst and Ravenna, we definitely had a faster motorcycle…but we were also running the worn-out stock tires, stock sprockets, chain and gearing, and cheesy stock suspension. Heck, we didn’t even change the from-the-factory “fish oil” in the fork tubes over the winter! Typical newbie doofuses.
We’d learn, though, and quickly, and especially about suspension when we traveled to the old Mid-Ohio Moto Park track in Lexington, Ohio (a few miles from Mid-Ohio Sports Car Course,
PERSPECTIVES
MONOSHOCK MANIA
BY MITCH BOEHM
Hard to believe, but this was 12-year-old me on my XR75 monoshocker 50 years ago this month. The aftermarket kit was crude, but it worked pretty well.
where VMD is held), and I crashed hard after getting pitched over the bars in the three roller jumps right behind the starting gate. Ouch.
Somehow, my dear ol’ dad happened upon an ad in one of the magazines (probably Mini Cycle Action) for a doit-yourself XR75 monoshock kit from a company called Powerband Products out of Norfolk, Va., and somehow found a way to send along the $129 — a third of the cost of the bike — for one to be shipped our way.
I was all for this, of course, having become quite the moto-mag groupie and being wildly impressed with any two-wheeler with a single shock in back…Yamaha’s new YZ125 being the most obvious. (I even developed a “plan” to turn my Schwinn Sting Ray into a monoshocker by cutting the swingarm off just behind the crank assembly, adding a pivot, and welding an upper shock mount to the downtube. Super clueless, but that was me!)
Anyway, we had a local welder attach the monoshock assembly to the swingarm and the upper shock mount to the XR’s downtube…and BAM! Instant monoshocker. It wasn’t pretty, with ugly welds, and then more ugly-weld bracing added later on when the struts began to
bend from the strain, but it was still cool.
Of course, we had no clue about the shock. “Spring rates? Damping settings? What were they?” We figured someone in the know knew what they were doing. All we knew was that it worked better than the chrome shocks and 4 inches of wheel travel of the stocker, and that a third of the way through the 1975 motocross season, we were racing a monoshock-equipped XR with a built motor and 6 inches of rear wheel travel. Whoa, baby!
It helped, too. Despite the old rounded-knobby tires and stock gearing, I now had a mini racer with semi-competitive power…and a chassis that worked better, at least in back. I began to win some races with it, and when we’d pull into the paddock in our old brown Ford window van with orange curtains (honest!) and set up our pit, some of our mini competitors would come by to check out the bike. It's weird to look back on it now. For as backward and dumb as my dad and I were about motocross and horsepower and chassis setup and proper maintenance in those early days, it’s wildly ironic that, for much of that 1975 season, we had what you might call a pretty advanced motorcycle. Funny, that.
I use this borrowed phrase all the time in my life, as it applies more often than I’d like…but it fits perfectly here: Even a blind squirrel finds a nut once in a while. We definitely found one that season, and it led the way to a few more years on monoshock-equipped Yamaha motocrossers — and loads of great experiences with them.
Enjoy the issue. And I hope you’re enjoying your motorcycling summer.
Mitch Boehm is the Editorial Director of the AMA and a longtime member.
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SCAN TO LEARN MORE
e go on month after month about great motorcycles, but the hauler that makes it all possible gets no love. That needs to change.
WI was trying to remember the last time I changed the coolant in my ’95 Ford Ranger as I “untwiddled” the wingnut drain plug at the bottom of the radiator while supine once again beneath it. Probably at the old Costa Mesa house, so at least 10 years. As the chilly green coolant made its stealthy way a foot or two along the channel atop the Twin I-Beam suspension and directly into my right nostril, it all came instantly back to me.
As I rolled over gasping and trying to snort the liquid from my lungs, I remembered the exact same thing had happened last time I’d drained the coolant, and I remembered having the same thought that time, courtesy of my old desert racer pal, Ron Griewe. He told me a story about condors dying from drinking antifreeze. The stuff is poisonous. Ron said, “Hey, if anything’s dumb enough to drink antifreeze, it probably doesn’t deserve to live.” Well, I’ve done it twice now.
I lived. And I hope I extended the old Ranger’s life a bit, too. She’s showing 189 thou on the odometer, but the odometer stopped working…ahhhhh…back when we still lived at the Costa Mesa house. I might fix it, but it’s fun to watch the guy at the smog check station be all confused every two years.
El Trucko doesn’t get driven nearly as much as it used to when the kid needed to get to the motocross park every weekend with a series of ever-angrier two-stroke dirtbikes and his little buddy Rylan, when both of them fit fine in the little jump seats. The ding in the door is from Rylan’s clutch lever when he leaned his bike there. Not the brightest
greatly exaggerated! EL Trucko
BY JOHN BURNS
bulb. The dents in the bed rail are from sportbikes coming loose on the way to Willow Springs, taking the sporty route over Angeles Forest Highway instead of the freeway.
Now it’s mostly Home Depot runs. But every time I climb in, I remember all the good motorcycle times we had in here. For an interim period there, maybe during the W administration when monster trucks and overcompensation were becoming a thing, I was kind of embarrassed to be seen in the Ranger. The poor thing had barely seen the inside of a garage and was already showing its age.
All this California sunshine isn’t the best for paint; it’s a good thing the wife talked me out of purple. Did they use a different paint on the hood? It’s still pretty shiny, and that’s mainly what you see when you’re driving, so… A $10 Mexican blanket covers the rip in the seat and adds a festive touch. The headliner was saggy and shot full of holes from snowboards being wedged in there; the bare metal actually looks much better and, surprisingly, isn’t even noticeably louder.
I used to flirt with the idea of trading for something newer and bigger, but now that those five years of crushing $250 payments are 25 years behind us, what the heck?
My longest relationship is with my ’95 Ford Ranger, the most reliable constant in my life for the last 30 years. I’ll no doubt regret committing this to print, and probably ensuring a massive mechanical failure…
This is the only four-wheeled vehicle I ever bought new, so I’m kind of attached to it. Now she’s so old she’s cool again, and what was faded paint and spots of rust are now patina. Regular maintenance consists of fresh antifreeze every 15 years or so (it never freezes here). Synthetic oil every 5,000 miles before we stopped counting; now every couple of years. I’ve done the front brakes a few times, and I tried to do the rear drums once but couldn’t get them off, so? Spark plugs once. I’ve been contemplating fresh differential oil for about a decade. I squirt grease into zerk fittings sometimes. After I did the driver’s side power window regulator, the passenger side one was relatively easy when it died a while later. When some nocturnal vehicle knocked off the driver’s side mirror, I was shocked to find the whole power mirror assembly was 35 bucks. The AC’s been out for a while, so when it’s hot I take the car and put off whatever task I needed the truck for. Win win.
Never in the field of moto events have so many owed so much to one vehicle. Thank you, El Trucko. Let me treat you to a quart of oil.
John Burns is an AMA member and irreverent commentator on all things motorcycling
RUPP LOVE
BACKFIRES
Thank you for the feature on Rupp minibikes in the June edition, as it brought back many happy memories. My first motorized two-wheel experience was on my Uncle Jim’s Rupp minibike, and I was hooked from the first ride. From there, I learned on his Honda Trail 90, and then my very first bike, a ’72 Honda SL125 I bought with money made shoveling snow and mowing lawns. Now 66, I’m still riding, and owe it all to Rupp and my Uncle Jim. Thanks again!
Marc Luoma Pittsboro, N.C.
I was enjoying your June edition and came across the Rupp Roarin’ minibike article. On page 35, in the left lower corner, is an advertisement for a Columbia Rambler trail bike. I thought the young woman in the ad looked familiar, and lo and behold, it’s my wife! Her father had been the art director for some of the Columbia products at a Cleveland-area ad agency, and he offered my wife and a few of her friends several modeling opportunities during their late teens. She finally took a riding class when she was in her 50s and actually got her motorcycle endorsement. Thank you for your informative and enjoyable publication.
Steve Navarre
My Rupp minibike was a gateway to 55 years of motorcycling. I bought it when I was in sixth grade with money borrowed from my aunt. I paid her back with money I made delivering newspapers, six days a week, rain or shine, through western New York winters. The papers cost 10 cents each and not much of that went to me, so it took a while to pay off the $175.
One rule about riding what my mom called “that machine” was that I couldn’t ride it unless she or my dad were home. So, I’d knock out my paper route and wait for them to get home from work. Lately, I’m onto trials, where here in western New York there’s a vibrant
riders’ community. I can’t imagine growing up and growing old without these machines, and all those I’ve met riding them.
Marty Stucko
I very much enjoyed learning about Rupp. My brother Andy got a Rupp Roadster for Christmas in 1970; it was under the tree when he woke up that morning. He was 12 years old. I had already been enjoying the freedom of a Honda CT90 for three years, and he was often left behind. That Rupp instantly brought him the freedom and independence I already knew. He would fill the tank from the lawn mower gas can, and then also fill up a U.S. Army surplus canteen
he wore around his waist. Off he’d go for the entire day, riding the backroads near our northeast Texas home. When the tank ran dry, he simply topped it off from the canteen and continued on. I miss him now and wish I could ask him where he went and what he found on those roads.
LETTER OF THE MONTH
MORE BACKYARD NIRVANA
IStephen Ligon
was fortunate to have a childhood — and childhood home — much like Editor Boehm’s. When I was 3 years old, my parents moved from the city to what was then a small town adjacent to the city. There was an inactive sand pit abutting our property. My father, who had never ridden a motorcycle, bought me my first bike, a Honda CA110, and let me loose in the sand pit. That Honda was followed by many other bikes. I would meet up with a friend who rode and lived on the other side of the pit. My father even bought a bike for himself to ride with me. My sister had a horse that she would ride in the pit. My father taught me to target shoot there, and it was a great place to walk the dogs. The pit is now a Home Depot, and there’s now a Target where the house was. I’m blessed that I got to grow up there, with parents who allowed and encouraged me to pursue my dreams. We lost Mom last September and Dad earlier this May. I will be forever thankful to them.
Mark Steers AMA Life Member
We know the feeling, Mark! Thanks for sharing. – 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.
I really enjoyed the Rupp Roarin’ piece in the June edition. Back in the day we had a Rupp Black Widow. As one of five kids, I found it hard to get enough riding time in. The oldest, my only sister, used to keep quart jars of gasoline under her bed so the boys wouldn’t burn it all up! Yes, we’re all still alive. Ahhhh …those were the days!
Mike Friedler
Ontario, N.Y.
The June edition, with the Wiseco and Rupp stories, was great! I grew up racing karts with my dad. We’d show up at Wiseco regularly; Mrs. Wiseman and her daughter ran the front counter. Tom Kipp (Sr.) was their machinist, and he’d sometimes come up front to offer advice. Dad and I would race around northeast Ohio and make special trips to Mansfield to race at Dart Kart Speedway, behind Mickey’s factory. Tom Kipp would show up with a C-Open class kart and two McCullough 125cc engines running three pumper carbs and fueled with a Klotz/alcohol/nitro mix; he was blazing fast! Great memories and
lessons learned as I switched to two wheels to get around town and still enjoy twisting wrenches with the experience gained from all that. Thanks again for a pair of great articles.
Ron Farkas
MOTOR COMPANY CRUCIBLE
Chick Hancock’s June issue column brought back memories of Harley-Davidson’s 20th-century escapades, as I ordered a new 1973 FX1200 Super Glide in the dead of winter of ’72 from Charlie and Marilyn Fischer at Fischer’s Harley-Davidson on East Chicago Street in Elgin, Ill.
My expectation was to be riding it come spring 1973. At the end of the summer, still apologizing for taking so long, Marilyn called to tell me they had just come back from Milwaukee with the last FX they would receive for the year. It was not Ember Red Sunglow, but blue. If I wanted it, I could have it, but if not, I would have to shift my order to a 1974 model and wait again, as production was moving to the new plant in York, Pa.
After work I drove to the dealership to look at the bike, still unassembled in the crate. What a sight! The bike was filthy, with rusty nuts and bolts, and the blue was not anything I imagined. Seeing my reaction, Charlie said, “Let me get it put together and cleaned up, and you can let me know then if you want it. If you don’t, don’t worry; you can have a 1974 for the same money if you want. I just can’t promise when.”
Three days later I went back to the dealership, and there it was, sitting on the showroom floor, looking much better. With oil dripping from the primary cover, Charlie agreed to install a fresh gasket and have it ready to go the next day. I still have the Cool Blue Pearl Super Glide to this day, bone stock with 6,800 miles on it. Thank you again for a wonderful collection of stories in the June issue!
Kevin Waspi AMA Life Member Plus
We’ll bet you’re pretty happy you still have it, eh, Kev? What a classic that Super Glide has become! – Ed.
BACK IN THE DAY
Where the photos are blurry but the memories are clear!
Reading about Suzuki RMs in the featured marque section of the AMA VMD preview brought back a lot of memories. As a teenager, I thought about how the 1970s were the time of my life. I still remember every track I raced on. The photo of me catching air was taken in ’74 at Pleasure Valley Raceway in Pennsylvania. The picture of me sitting on my bike was taken that same year.
Craig Cernic
5Bill Walter’s December 2024 BITD photo from 1967 at Keesler Air Force Base brought back memories. At that time, with the turnover of servicemen going and coming, there were a lot of interesting motorcycles in Biloxi, Miss. Not only was I there at the same time,
5My dad, Richard C. Saar (19262002), grew up in a racing family. My paternal grandfather, Charles J. Saar (1900-1992), had a Harley-Davidson dealership in Ottawa, Ill. The photo is of my father (right) and a man I wish someone could help me identify. My father often spoke of a man named “Soterstrum.” (I may have the spelling wrong.) He talked about racing with him and Winn Young. Any assistance would be appreciated!
Jan Saar Langlois
but I also enjoyed riding with others serving our country. I have tried to reconnect with one guy nicknamed “Da” (think HonDA), who unfortunately has a mirror in his face in the photo. The guys in the beach photo from left to right are Bill, Birdman, Da, Dave/Batman, Doug
and Acky. (My Big Bear Scrambler is sitting unaccompanied.) Motorcycles were not allowed on base, so we rented storage space in the showroom of the old Triumph dealership with a new shop across the street. Thanks to all those who served! Mark Ellison
Submit your Back in the Day photos and stories to submissions@ama-cycle.org. High-rez images are preferred, and please understand we have quite a backlog, which means it may be months before your submission — if acceptable — makes it into the magazine. Thanks!
I enjoyed motorcycling at our summer home near Blairstown, N.J., growing up. I made many friends there over the years and kept in touch with a few. I decided about 10 years ago to start looking for a 1972 Suzuki TS185 Sierra, which was my dream bike back in the day. My buddy Warren had one, and he was the man. When I found one in decent original condition last June, I bought it and have been enjoying it ever since.
Warren, who lives out West, was coming back to Jersey for his 50th high school reunion in Blairstown, and I had a thought, “Why not meet him at my old summer place and re-enact a photo that was taken in 1972 of myself, Warren and another riding friend with Warren’s Suzuki at the exact same location on the property”? Warren was excited about doing it. I had not been in touch with the other person in the photo for many decades, but after tracking him down through social media, I unfortunately discovered he passed away some years ago. I met Warren in June at my old summer house and brought the TS185. I know the owners, and they were as welcoming as anyone could be and let us stay for hours, take pictures and reminisce. It was a wonderful day. Warren rode the bike up and down some of the roads we spent so much time riding on as youngsters. Who
5Every summer we’d go down to Southern Ohio and ride around the strip mines and climb hills. We even created a flat track to ride on. Pictured is me with Shelly, the closest thing to a sister that I would have. I had an Indian ME100, and the toughest part was keeping gas in it!
Rob Baughman
Baughman is an AMA
up to speed
News, notes, insight and more from the motorcycling universe
TWO-WHEELIN’ THROUGH WASHINGTON, D.C.
AMA hosts leaders from Congress and industry for 2025 Ride to Work Day
BY JACK EMERSON
PHOTOS: RACHEL WALKER AND U.S. HOUSE PHOTOGRAPHER
The AMA government relations staff brought together lawmakers, congressional staff, industry stakeholders, manufacturers and motorcycle rights advocates to highlight the importance of the motorcycling lifestyle and culture during a Ride to Work Day on Capitol Hill event on June 9.
The D.C. event took place the day before Ride to Work Day, which was launched as a promotional happening and ethos way back in 1992 by Aerostich’s Andy Goldfine, and which has gone mainstream in the decades since. Ride to Work Day on Capitol Hill received strong support from the
Congressional Motorcycle Caucus, with attendance by Reps. Tim Walberg (R-MI-07), Troy Balderson (R-OH-12) and Derrick Van Orden (R-WI-03). Reps. Mike Bost (R-IL12), Mike Collins (R-GA-10), Warren Davidson (R-OH-08), Claudia Tenney (R-NY-24) and Don Bacon (R-NE-02) also attended.
“As Chairs of the Congressional Motorcycle Caucus, it was an honor to host the second annual Ride to Work Day at the U.S. Capitol,” Walberg said. “Whether it’s on a Harley, Buell, BMW, Indian, etc., millions of Americans from all walks of life rely on motorcycles as a means of transportation or recreation, and we’re
proud to celebrate this tight-knit community.”
“The Ride to Work Day is a great opportunity to highlight motorcycle interests at the national level, and we’re grateful to the U.S. Park Police and all the members and riders who participated in the event,” Walberg continued. “As we ride past the historic sites in Washington, D.C., we’re proud to advocate for motorcyclists’ freedom to responsibly enjoy the open road or off-road trails.”
A welcome addition this year was the attendance of BMW, Buell Motorcycle and Indian Motorcycle. These manufacturers joined Har-
ley-Davidson, and all four provided demo bikes for attendees.
Attendees were given the opportunity to ride demo motorcycles from these manufacturers early in the evening. Following legislative work on Capitol Hill, members of the Congressional Motorcycle Caucus and event attendees gathered at the American Legion for an escorted ride through Washington, D.C., into Virginia, arriving at George Washington’s Mount Vernon. The ride was escorted by officers from the United States Park Service.
Also in attendance were individuals from the Motorcycle Riders
Foundation (MRF) and the Motorcycle Industry Council (MIC). Alongside the AMA, these organizations advocate for rider rights and support policies that expand the motorcycling community.
A special thank you to American Legion Post 8 in Washington, D.C., for hosting multiple events for the AMA — including the reception on behalf of the Congressional Motorcycle Caucus in February (read more about this event in the April and May 2025 editions of American Motorcyclist) — as well as their positive impact on the local community and support for our veterans.
“Ride to Work Day in Washing-
ton, D.C., provides an opportunity to bring together decision-makers at the highest level and discuss issues impacting motorcyclists,”
AMA Washington Representative Zach Farmer said. “We are fortunate to have elected officials in Congress who are motorcycle enthusiasts and continue to support the AMA. The addition of BMW, Buell and Indian providing demo bikes this year — alongside Harley-Davidson — is a product of the AMA taking initiative and creating these opportunities.”
For more information regarding the AMA’s legislative mission, visit AmericanMotorcyclist.com/rights/
Lead photo (left to right): Reps. Balderson and Bill Huizenga; Buell CEO Bill Melvin; Reps. Walberg, Tenney, Van Orden, Harriet Hageman, Bacon, Davidson and Bost; and staffers Paul Johnson and Lee Lonsberry.
Below, starting third from left (left to right): Reps. Collins, Bost, Walberg, Davidson and Balderson with members of the U.S. Park Police.
up to speed Rights ROUNDUP
RIGHTS REPORT
The catch-all for the latest news throughout the rights landscape
BY AMA STAFF
The AMA’s Government Relations Department (GRD) tirelessly works to stay on top of the latest developments and represent the best interests of motorcyclists from coast to coast. Check out the latest news below…
MICHIGAN LANE FILTERING
Sen. Jonathon Lindsey (R-MI-17) of the Michigan Legislature introduced the state’s first-ever motorcycle lane filtering bill on June 5, 2025.
If enacted, this bill would permit operators of two-wheeled motorcycles to filter between traffic that is stopped or traveling at less than 15 mph in the state of Michigan.
This legislation came together, in part, through a multitude of efforts at the state and national levels, with support from Congressional Motorcycle Caucus Co-Chair Tim Walberg (R-MI-07) and Sen. Lindsey.
“The introduction of this legislation is a huge step in the right direction in making Michigan’s roadways safer for motorcyclists,” Eastern States Representative Max Colchin said. “A huge thank you to State Sen. Jon-
athan Lindsey and his staff for their hard work and willingness to follow in the direction of other states, such as Colorado, Minnesota and Arizona, in enacting this life-saving legislation.”
DOT MEETING
The AMA’s GRD team met with members of the United States Department of Transportation (DOT) on June 10 to discuss issues that impact motorcyclists nationwide.
During the meeting, AMA GRD reps met with Transportation Secretary Sean Duffy’s Senior Advisor Team and discussed the National Agenda for Motorcycle Safety, agency regulations that impact motorcyclists, rules surrounding autonomous vehicles, the Recreational Trails Program and other pressing topics affecting motorcyclists.
NHTSA SURVEY
The National Highway Traffic Safety Administration (NHTSA) took a step recently toward including motorcyclists in rulemaking and procedures regarding safety innovation.
In August 2024, the AMA submitted comments to NHTSA regarding a Motorcycle Crash Avoidance Technology Survey that the agency is working to conduct. The comments raised concerns about the survey’s methodology and a failure to include questions that help describe and more fully represent the diverse riding community.
The AMA provided written feedback pointing out that conducting this survey of motorcyclists and their opinions on crash avoidance technology requires additional information. If NHTSA fails to include questions that accurately identify motorcyclists, responses could skew the results of this survey in favor of additional regulation and mandatory safety features.
Heeding the AMA’s
The AMA GRD team (left to right): Bob Davis, Max Colchin, Nick Haris and Zach Farmer.
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Bike photo by Stephen Anderson
feedback, NHTSA released a revised version on April 20, 2025. The new survey incorporates a broad range of questions and criteria proposed by the AMA, including questions related to the number of years riding, annual mileage, engine displacement and history of safety training.
These changes will provide more well-rounded responses on rider experience with anti-lock braking, lane departure and forward collision warning systems, and stability control technology.
While many riders embrace the cost and maintenance related to these new crash avoidance technologies, a onesize-fits-all solution does not work for every motorcyclist or motorcycle. Even riders who support this technology may find it challenging to purchase a new motorcycle if there is a substantial cost increase brought about by the
up to speed Rights ROUNDUP Rights
gress to advance priorities for motorcyclists in the 2025 Surface Transportation Reauthorization bill.
NEW YORK SAFETY TRAINING
After a nearly two-month gap in available training courses in the state, the New York State Department of Motor Vehicles (NYSDMV) awarded a contract to resume state-approved motorcycle safety training.
technology being required.
The AMA appreciates the changes made to the survey and the continued effort by NHTSA to make our roads safer without raising the barrier of entry to new riders.
STAKEHOLDER FEEDBACK
The AMA submitted priorities to the House Transportation and Infrastructure Committee regarding the 2025 Surface Transportation Reauthorization bill. This submission was limited to programs at the DOT that are included in the reauthorization.
Submitted topics included Recreational Trails Program reauthorization, autonomous vehicle technology, support for the Motorcyclist Advisory Council and concerns about the Highway Trust Fund.
The AMA’s GRD team looks forward to working with our supporters in Con-
With more than 11,000 AMA members in New York, the AMA strongly criticized the situation as a serious risk to rider safety and a threat to the economic stability of the state’s rider training community. The delay left schools unable to plan schedules, hire instructors or serve new riders at the beginning of the spring riding season.
During the lapse, the AMA urged members in New York State to contact the NYSDMV to demand immediate action and highlight the consequences of this delay. Many training schools faced severe financial stress, and some were at risk of closure. Rider coaches, who are typically seasonal employees, were left in limbo without employment opportunities during a critical time.
“This outcome reinforces the importance of rider advocacy,” AMA Director of Government Relations Nick Haris said. “We thank our members for taking action and will continue to monitor the situation to ensure motorcycle safety
NORTHEAST, SOUTHWEST REGIONS TO HOLD AMA BOARD
Individual members can apply to run
BY DONNA PERRY
AMA members in the Northeast and Southwest regions of the United States may apply to run in an election for the AMA Board of Directors.
The Northeast seat is currently held by AMA Board member Hub Brennan; the Southwest seat is currently held by
AMA Board member Clif Koontz.
AMA members who live in Maine, New Hampshire, Vermont, Massachusetts, Rhode Island, New York, New Jersey, Connecticut, Pennsylvania, Ohio, Delaware, Maryland, the District of Columbia or West Virginia are eligible to apply to run for the Northeast Region.
AMA members who live in Southern California, Nevada, Arizona, New Mexico, Colorado, Utah, Wyoming and Hawaii are eligible to apply to run for the seat representing the Southwest Region.
The deadline for applications is Sept. 1, 2025. The election will be held Dec. 15 through Jan. 15, 2026.
training is restored statewide without further delay.”
OUT AND ABOUT
While constantly working to defend motorcyclists’ rights, the AMA’s GRD team is not afraid to roll up their sleeves and get out in the community.
In April, AMA Grassroots Manager Bob Davis joined AMA-chartered Hocking Valley Motorcycle Club and the newly formed Ohio Off-Highway Motorcycle Association in a trail-maintenance effort at Wayne National Forest in Ohio.
To the east, Colchin participated in the New York ABATE Freedom Rally in Upstate New York. The May event included
board meetings and a ride to the state capital in Albany, where riders met with legislators to advocate for key pieces of legislation supported by ABATE. Those looking to learn more and stay in the loop can do so by going to AmericanMotorcyclist.com/rights
BOARD ELECTIONS
For application information, email elections@ama-cycle.org or call (614) 856-1900.
The AMA Board of Directors includes 12 members — six elected by individual members, four elected by business members, and two at-large members appointed and ratified at the annual national AMA member meeting.
AMA Board Member Maggie McNally (far left) and GRD staffer Max Colchin (second from left) with New York ABATE members.
up to speed Riding ROUNDUP
NINETY IN NEW YORK
New York’s Wayne County Motorcycle Club celebrates 90 years as a chartered club
BY KEATON MAISANO
Everybody knows about the little blue building on [New York State] Route 31.”
Club historian Jim Mills said that of the old construction shack, which the Wayne County Motorcycle Club now calls home. While the statement is somewhat hyperbolic, Wayne County MC is certainly known in and around the Newark, N.Y., community it has impacted and called home for more than 90 years.
“We’re just a modest, small little club,” Wayne County MC President Jerry Bulman said, “but we’re still kicking.”
First chartered by the AMA in 1935 under charter No. 130, Wayne County MC was started by a group of motorcyclists who simply enjoyed riding together. Today, the club — which boasts about 40 active members and caters to both on- and off-road riders — will host an open-house event to celebrate 90 years since the club was first chartered.
gest-running enduro in the country (just behind Michigan’s Jack Pine Enduro). Ever since the event went away in 2007, the club has built up a catalog of other engaging events for club members and motorcyclists from all over to enjoy.
Welcoming 300–350 riders each year, the flagship event for the club is the annual Monkey Butt Two Day, a dual-sport ride that goes beyond what a traditional dual sport looks like and includes around 140 miles of trail maintained by the club.
Scheduled for Aug. 3, the anniversary celebration will showcase the club’s memorabilia and welcome vendors and those looking to participate in an open swap meet.
“Just a fun day,” Bulman said. “This club being as old as it is, and I’m involved in it now, it makes me proud, so that’s why I try to keep it going and keep it going healthy.”
Throughout a good portion of its history, Wayne County MC hosted the Newark Enduro, which was the second-lon-
“They look forward to our Monkey Butt,” Bulman said. “It’s supposed to be a dual sport, but it’s a little more than a dual sport. It’s actually a lot of our old enduro trails, a lot of it. A lot of guys get that enduro ride again. A lot of guys that ride the dual sport rode the Newark Enduro.”
Since the event’s inception in 2009, the Monkey Butt has grown in popularity with people coming from nearby states and Canada to participate. The 2025 event is set to run Sept. 20–21.
Add in an adventure tour, sprint enduro and Laurel House Ride — which raises money for an end-of-life care facility in Wayne County — and the club is plenty busy having fun and giving back to the community. Over the years, the club has donated to the Wayne County Humane Society, given food to a local food pantry and more to be a positive participant in the community.
For more information on Wayne County MC, visit the club’s website at waynecountymc.com.
Below: Wayne County MC’s blue clubhouse was originally used as a construction shack to build New York State Route 31.
FLASHBACK
PICS, PEOPLE AND HAPPENINGS FROM THE SPORT’S GLORY DAYS
THE JAMMER AND TONY D.
Hillsboro, Ohio, August 1974
hen it comes to iconic motocross images, you really can’t do much better than longtime motojournalist Charlie Morey’s legendary shot of AMA Motorcycle Hall of Famers Jimmy Weinert and Tony DiStefano bangin’ bars — and elbows, and side panels, and shins, and a whole lot more — at the 500cc AMA National in Hillsboro, Ohio, in August 1974.
W“It was my first photojournalist job for Cycle News East,” Morey told us, “and this race would determine the season’s 500cc national champion. I’d been shooting Tony D. in this particular corner, and through the lens I saw a split-second blur. I hit the shutter and saw the Jammer slam into Tony. Of course, those were the days of film, and you never quite knew what you’d gotten until the film was processed.”
“I was trying to pass Tony on the inside,” Weinert told me years ago, “and he came down a bit and we got close. I fell over in that same corner [after we bumped] but got back up. And when I came around again, there he was in that same corner, all sprawled out! I thought, ‘Oh boy, this isn’t good!’ I ended up winning that day, but there weren’t any hard feelings between us. It’s not like it is nowadays; that was common riding, ya know? You needed to use someone as a berm now and then.”
When that photo came out, I got a print from Charlie and made a couple of really big blowups, and gave one to Tony. So, it was really cool to see it again on the cover of Racer X awhile back.
The Jammer went on, of course, to win that season’s 500cc AMA National Championship over DiStefano. “That was a great bike,” Weinert said of the 400cc factory Kawasaki. “It made so much torque you just shifted and it kept pulling.”
Great photo. Great bike. Great class. And a great memory. Thanks again to Charlie Morey, and to the guys for handling modeling duties. – Mitch Boehm
HARLEY-DAVIDSON SPORTSTER S
VS.
BY JOHN BURNS PHOTOS: KEVIN WING
Iwas a big fan of Harley-Davidson’s radical new Sportster S when it got here in 2021, with its powerful new Revolution
Max 1250T V-twin. Which was a little surprising, as I was pretty much an un-fan of the old Sportster that preceded it.
Unfortunately, it had one fatal flaw: 2 inches of rear suspension travel. When we learned that the big change for 2025 was 60 percent more rear travel — for a whopping 3.2 inches! — we had to revisit.
The Motor Co. folks also say the seat height is the same 28.9 inches as before, which makes you wonder if they also shortened the kickstand, since the Sportster now rests on it at an almost alarming angle. Seems the rear is a tad higher, which should further sweeten the deal with quicker steering and more lean angle. Win win.
SCOUT
A REMATCH OF TARIFF-BEATING DOMESTIC OFFERINGS PROVES THAT THESE TWO ARE NOT YOUR FATHER’S SPORTSTER AND SCOUT
INDIAN HAS BUILT A HI-PERF VERSION OF A TRADITIONAL AMERICAN CRUISER, WHILE H-D HAS PRODUCED A RADICAL DEPARTURE — A MOTORCYCLE THAT FEELS LIKE IT HAS JUST AS MUCH IN COMMON WITH SOMETHING
LIKE A DUCATI MONSTER 1200 AS IT DOES WITH THE PREVIOUS SPORTSTER.
The fact that Indian gave its Scout a massive overhaul for 2025 was all we needed to recreate, once again, one of the classic battles of American motorcycling: HarleyDavidson Sportster versus Indian Scout.
(Well, OK, not really, since the Scout was long gone by the time the Sportster got here, but you get the idea.)
Both companies make less expensive versions of their lightweight cruisers. We chose the top-o’-the-line models because we could — the $15,999 Sportster S and the $16,999 Scout 101. That designation is kind of an important one for Indian, as the original 101 that ran from 1928 to 1931 was a serious performer that gained the old Springfield, Mass., company quite a reputation.
And the Sportster has been the Sportster since 1957, a sub-brand as famous as Harley-Davidson itself.
On the spec chart, the Scout and Sportster almost couldn’t be more similar. On the road, our task is made easier by the fact that the two bikes have completely different characters. Indian has built a hi-perf version of a traditional American cruiser, while H-D has produced a radical departure — a motorcycle that feels like it has just as much in common with something like a Ducati Monster 1200 as it does with the previous Sportster, and something closer, really, to Indian’s flat track-inspired FTR1200 (discontinued for 2025).
That radical departure may not have been the savviest
Speaking of hot air, you wouldn’t expect the Sportster’s high-mount exhaust to put out less heat than the Indian…but it does. Even on a warm day it’s not bad. Milwaukee’s less-expensive Nightsters match up more closely to the Scout aesthetically, but they use the lowerdisplacement (975cc) Revolution Vee for motive power.
move in terms of sales volume so far, but riders who use the words performance and Harley in the same sentence really should appreciate the new Sportster. They really did put the Sport back in.
PUSHRODS ARE PASSÉ
Both bikes are powered by double-overhead-cam, eight-valve, 60-degree V-twins, and each has a radiator for cooling. Both displace 1,250 cubic centimeters, and both send power rearward through six-speed transmissions and belt drives. Both are suspended by 43mm inverted fork assemblies of Japanese origin. Moving rearward, we begin to see differences. For
The Scout is way more the traditional cruiser, with a seat nearly 3 inches lower and a couple inches farther from the grips. Longer-armed, taller people prefer its more armpitairing ergos.
2025, Indian gave the Scout a new hybrid aluminum frame with steel downtubes up front. The Sportster retains the monocoque frame it was born with in 2021; like an exotic Italian, it has front and rear steel tube assemblies bolted directly to its engine for rigidity, compactness and serviceability. What service? We’ve retained hydraulic valves, which need no adjusting.
ONE SHOCK OR TWO?
Indian uses a pair of piggyback shocks out back, cantilevered at a steep angle and wrapped in dual-rate coil springs to achieve a bit of rising rate through 3 inches of wheel travel. The Sportster, on the other hand, tucks a single linkage-mounted shock under its seat, which controls a 22-inch long swingarm through 3.2 inches of wheel travel.
For handling, a long swingarm is better. The Harley’s swingarm pivot snugs right up against the rear of the engine cases; Indian’s 19-inch swingarm pivot is a few inches rearward. Mass centralization is a thing: One shock close to the middle of the bike beats two of them way out back. Specs say the Sportster is only 1.7 inches shorter of wheelbase; it feels like more when it’s time to change directions.
ERGOS
Where the rider sits, of course, is another huge part of how a motorcycle works. Before you sit on it, the Sportster’s solo seat is 31 inches high according to my yardstick (H-D says it’s 29.8 “laden”), and when you do laden it and grab the handlebar, you can see the fat front Dunlop’s Beldar Conehead profile peeking from below the
front fender. The Sportster’s flattish handlebar pulls you slightly forward and into an attack position. My 5-foot-8 self remembers much preferring the optional mid-mount footpegs on the S I rode before, but taller people mostly prefer the forward mounts.
With the forward pegs on this test unit, the bike enforces only a slightly clamshell riding position, and the ride is way better than before thanks to the extra suspension travel softening the bumps, which go straight to your tailbone with the forward-mount pegs; 1.2 inches more travel makes a big difference. The seat’s not thick, but it’s wide-ish. If you need to bring a passenger, you’ll have to go shopping in the accessories catalog.
The Scout is way more the traditional cruiser, with a seat nearly 3 inches lower and a couple inches farther
from the grips. Longer-armed, taller people prefer its more armpit-airing ergos. Shorter ones, like me, do not, but nearly anybody can flat-foot the Scout at stops. Indian also offers mid-mount footpegs. Again, the no-passenger seat might be a good thing, depending on one’s marital status, but Indian also sells optional rear seating (along with, like H-D, tons of other accessories).
From that almost recumbent low saddle, the view is mostly triple clamp, big round info display, and the back of the bikini fairing. Like the Harley, the paint, fit and finish are everything you expect from a bike in this price range. In fact, this Indian and its cool graphics outshine the Harley’s, and YouTubers with angle grinders will appreciate that the Indian’s fenders are real steel to the Sportster’s plastic ones. Claimed wet weights say the Harley is 47 pounds lighter, at 502 pounds.
The Scout 101 bristles with the best components Indian can muster, including fully-adjustable suspension, five extra ponies from its 1,250cc V-twin and a full suite of electronics.
Riding the Sportster is like grabbing a domesticated bull by the horns. It’s stubby and powerful and solid between your thighs, and getting it to turn at higher speeds needs a bit of effort.
ABOARD THE SPORTSTER
The stroke of the Harley’s 1,250cc twin is only 1.6mm shorter than the Indian engine, but it feels immediately revvier and quicker to respond as soon as you let out the light clutch lever. The Hog’s variable valve timing is probably responsible for that, basically expanding the bike’s fat torque curve low into the rev range. Riders accustomed to big American twins might feel the response is a tad flaccid right off idle. By 2,500 rpm, they realize they’re in for a completely different experience, more of a high-winding, sporty-bike one. Still, the RevMax 1250T, compared to the 1250 in the Pan America ADV bike, is tuned for greater low-rpm power. Seems like plenty, all the way up to and way past the “can I see your license and registration?” point.
You’ve got three ride modes — Rain, Standard and Sport — but Sport is the only one you need (unless it’s raining). In it, the engine runs perfectly clean from idle to the 9,500-rpm redline, but you never need to rev it that hard: Max torque happens around 6,000 rpm, and max power about 1,500 rpm later, according to reputable Dynojet charts online.
If it is raining, it’s nice to know there’s a six-axis IMU directing the bike’s lean-sensitive ABS and tractioncontrol functions; TC is adjustable to three levels in each mode, or you can turn it off. Turning it off also deactivates the wheelie control, which keeps you from looping out, which is embarrassing. Heck, you’ve even got Cornering Enhanced Drag-Torque Slip Control System (C-DSCS), which is like an electronic slipper clutch.
MODERNITY
Other electronic niceties include onboard navigation you can link to your phone (there’s a USB-C port right up front)…and then have either a map or turn-by-turn instructions displayed on the 4-inch round TFT. Use the buttons on the left switchgear to control your music and incoming spam. They’ve actually gotten better at this stuff; I’m now able to reset the tripmeter pretty consistently. You also get heated grips, one-button cruise control, tirepressure monitoring, onboard diagnostics, etc. $16K is a lot, but you get the entire cutting-edge enchilada.
Riding the Sportster is like grabbing a domesticated bull by the horns. It’s stubby and powerful and solid between your thighs, and getting it to turn at higher speeds needs a bit of effort, thanks to that fat front tire and quite a bit of trail — 5.8 inches of it. But the same front tire’s pointy
profile does let the bike lean into turns swiftly enough, and now that the rear of the bike is a bit higher than before, it’s got even more cornering clearance than the quite a bitfor-a-cruiser it had before. Once banked over, big contact patches provide solid grip at both ends.
The torquey beast of an engine is more than willing, and if the shifter is a bit vague, you never have to shift much, anyway. Now that there’s a reasonable amount of suspension travel at the rear, the stiff monocoque/long swingarm chassis reveals itself to be the sportiest thing ever to come out of Milwaukee. Unfortunately, the rear spring is — or has to be, given the limited travel — on the stiff side. On smooth pavement, all systems are a go. When the going gets bumpy, hang on to your molars. Still, it’s better than before. One Brembo disc up front activated by a Brembo master cylinder provides more stopping power
The Sportster is a dense-packed and single-shocked chunk of sporty/cruiser funk. It’s some 40 pounds lighter than the Scout, and angrier and more powerful, too.
than I hope you’ll ever need. Again, it feels more like a modernized Monster 1200 than a Sportster, and for a lot of us, that’s not a bad thing. Others? Maybe not so much.
As an urban trawler/profiler and part-time, cornercarving sportbike, I could live happily ever after. The rider triangle seems okay, and would be even better for 5-foot-8 me with mid-mount footpegs — which would also mitigate the stiff spring by letting my legs help absorb some of the blows. One 6-foot tester says he could only ride the Sportster for an hour. “The seat looks like it might have an inch or so of padding, but it wasn’t uncomfortable at all for a short blast around town. I wouldn’t want to be on it for more than an hour, though.”
THE SCOUT 101
It’s not a complete change of pace, but it’s a big change of pace from the Sportster. From every angle it says traditional cruiser, and that’s what Indian has brought to market, even if it’s a traditional cruiser with a high-revving, liquid-cooled, 1,250cc V-twin. Indian calls that engine “the all-new 1250 SpeedPlus,” but it looks a lot like the original 2014 Scout motor with 5mm bigger bores and updated internals, including a lightened crankshaft, which bumps it to a claimed 111 horsepower and 82 ft.-lbs. of torque (10 hp and 11 ft.-lbs. less than Harley’s claims).
for many traditional American cruiser riders, but if you’re into riding the Dragon or the Angeles Crest, the Scout will cry uncle before the Harley.
It’s a great engine, but it doesn’t have quite as wide a power spread as the Harley’s VVT motor, and it doesn’t spin quite as eagerly. The Scout’s extra weight doesn’t help it any in any outright acceleration contest, either.
In terms of vibes and feel, the Scout feels maybe 20 percent more “traditional American” than the Sportster. Both engines use internal counterbalancers; Indian left in a bit more vibration, just enough to feel but never enough to be bothersome. Also, the Harley’s crankpins are offset 30 degrees. I’m no Kevin Cameron, but combined with a 60-degree V angle, I think that makes it a 90-degree V-twin. Which is why we get the strong Ducati vibe.
The Scout is physically bigger, longer and lower than the Harley. Longer-armed people over six feet will appreciate its more spread-out ergos. With its really low seat, the optional mid-mount footpegs, which moves them 6 inches rearward, may or may not be a viable option for even shorter-legged riders. Then again, there are optional seats to move the rider up and to the rear.
Wherever you place your pegs, they’ll be scraping pavement before the Harley’s in corners, but both bikes have more clearance than you might expect. You’ll be going at a reasonably respectable clip before you begin wearing out the Indian’s feelers. That’s another non-issue
Like the Sportster, the rest of the Scout package is totally on board for riding like a maniac. The motor’s not quite as potent as the Harley’s but it’s close; the chassis is no slouch, either, with the full-adjust inverted fork and shocks, and the triple Brembo discs are also fine — though definitely not as nice and modulable as the Sportster’s front brake, which also gets an adjustable lever, which the Scout lacks. Skinnier tires than the Harley, along with a 19-inch front and a 16-inch Metzeler Cruisetec out back, have the Scout responding quick and light enough to handlebar inputs. But when the going gets sporty, the whole package feels a little flexy and vintage compared to the Harley’s compact, stiff structure and more sophisticated rear suspension.
COMFORT
Last year the Scout would’ve won the coveted comfort crown easily. Now, the Sportster makes it a contest with the extra rear-wheel travel. Both bikes still send plenty of bumps directly to your coccyx thanks to their feet-forward ergos, but the Scout somehow serves up a cushier ride, and doesn’t bottom quite as harshly as the Harley over the bigger bumps. Most riders, again particularly taller ones, will find the Scout comfier for longer rides — a thing neither bike is optimized for.
The Harley, with its newfound suspension travel, is a way sportier motorcycle than any Sportster that has come before, way sportier than anyone, including yours truly, expected Harley to make.
Heat can be another sore point with big-engined cruisers. Counter to the looks, Harley’s done excellent work insulating the Sportster’s high pipes. You don’t wanna be wearing shorts, but the exhaust puts considerably less heat into your right leg than the Scout.
For a conservative guy so attached to his old Super Glide and Brylcreem, AMA staffer Michael Kula likes the whole Sportster package: “Looks good, very aggressive, and a 25-year-old me would have loved this thing. It’s more street tracker/naked bike than traditional cruiser, and I like how it’s styled.”
The Indian offers all the same Bluetooth/diagnostic functions as the Harley, and even adds onboard navigation in its 4-inch round Ride Command-equipped pod. The pod’s even got a touchscreen that works, mostly, with a gloved finger. The Harley sees all that and raises the Scout standard heated grips, and even backlit switchgear. Also, a dedicated grip heater button. Trying to find the grip heater adjustment by toggling through the Indian’s menus through dark controls on a chilly evening will require practice.
AT THE END OF THE DAY…
…We’re back where we began. The Harley, with its
newfound suspension travel, is a way sportier motorcycle than any Sportster that has come before, way sportier than anyone, including yours truly, expected Harley to make…and as a result way more thrilling to ride. Its modern electronics also make it safer, easier and more comfortable — though shorter hops are more its intended application. Both have too-small gas tanks, but both at least turned in better mpg than we expected — around 45 mpg. You can do 130 miles on the Harley, maybe 150 before the Scout runs dry.
The Scout offers less performance, but in a design language that’s more intelligible to North American motorheads weaned on 100 years of motorcycling heritage handed down to them by Harley and Davidson, Indian, Smith & Wesson, and all the rest of them. Iconic forms. The Scout is sporty, but not as sporty as the Harley. Part of that is the Scout’s greater weight and mass, and those are both things that might make it preferable for longer rides and longer people, particularly ones who ride through more corn fields than mountain passes.
HAS THE MARKET SPOKEN?
Sort of, but maybe there’s still hope for the Sportster. Sales have so far been, ahhhh, not so good. The high-water mark for Sportster sales was 2007, when H-D shifted 72,036 of
Pick your poison: One’s a stylish, high-perf Traditional American Cruiser, the other’s a radical departure that wants to blur the line between Milwaukee and Bologna.
It’s really, really hard to break the mold when it comes to designing new motorcycles for the traditional American motorcycle consumer, especially if you’re going to name it Sportster.
the things out of 330,619 total sales. After the Great Recession, it was tough for all manufacturers. Then came the COVID bounce-back of 2021/22; in the last year for the previous-gen XL Sportster (2022), 33,894 Sporties were sold out of 193,527 total sales. In 2024, H-D financials say it sold just 4,535 Sportsters of 148,862 bikes total. Word on the street is the new Sportster is what’s behind much of the boardroom strife at H-D.
Meanwhile, Indian’s taking advantage of the situation, wittingly or un-, with a really nice performance cruiser that colors within the lines. Despite its recent woes, the Motor Company remains the 800-pound gorilla, and sold about six times as many bikes as the 25,000 or so units Indian moved last year.
But the Polaris mothership says Indian had its first year of profitability in 2023, and that Indian’s global market share increased from 2 percent in 2014 to 13 percent in 2023 — much of it on the back of the Scout. Indian sold 100,000 Scouts from 2014 to 2024.
VERDICT
What’s the lesson, then? It’s really, really hard to break the mold when it comes to designing new motorcycles for the traditional American motorcycle consumer, especially if you’re going to name it Sportster. When you make the attempt, you better be sure you have picked up every stitch. Harley did most of that with the latest Sportster S, but not until four years after its debut.
The Scout’s a really nice performance cruiser despite the fact that we feel the Sportster S does a better job in terms of performance, styling and attitude. It’ll be a shame if it can’t climb out of the hole it really doesn’t deserve to be in…But feel free to hold two contradictory thoughts in your brain at once. Bottom line? You’ll be happy as a bivalve with the Scout 101 if it’s the one that pushes your buttons. Hats off to Indian for bringing the fight and improving the breed. AMA
SPECIFICATIONS
PRICE
ENGINE
BORE X STROKE
CLAIMED POWER
FRONT SUSPENSION
REAR SUSPENSION
BRAKES
TIRES
WHEELBASE
RAKE / TRAIL
CLAIMED WET WEIGHT
SEAT HEIGHT
FUEL CAPACITY
OBSERVED FUEL ECONOMY
2025 HARLEY-DAVIDSON SPORTSTER S
$15,999
76.4 cubic inch (1,252cc) liquid-cooled DOHC 60-degree V-twin, VVT, 4 V/cylinder; 12:1 compression ratio
Question for ya,” asked my buddy Don, who hailed from Northern California and was a regional rep for the Moto Guzzi National Owners’ Group (MGNOG) I’d gotten to know over the years.
“Interested in Bubba, my old Eldorado/Watsonian sidecar rig? I just don’t have the time or energy to deal with it, and thought you might want it…free of charge!”
Now, Don and I live on opposite coasts, he in NorCal and I in Massachusetts, so we’d be talking about some serious cross-country trek-ism here if I were to accept
his generous offer. I also had a bum shoulder to deal with, with a reasonably major surgery on my horizon, along with a busy life and a new fiancée…
Still, the legendary motorcycles from Mandello del Lario on the shores of Northern Italy’s beautiful Lake Como were near and dear to my heart. I’d owned several Guzzis over the years — Ambassadors, Eldorados, a V700, etc. — and loved them, so I really couldn’t say no, could I?
“Absolutely!” I heard myself say into my cellphone. And we proceeded to talk turkey over the following
ADVENTURES BUBBA WITH
COAST-TO-COAST IN 18 DAYS ON A SIGHT-UNSEEN, JUSTACQUIRED AND ROUGHAROUND-THE-EDGES MOTO GUZZI ELDORADO SIDECAR RIG – AND A TRAILER, TOO! WHAT COULD GO WRONG?
months, with me figuring out what the Eldorado/Watsonian rig needed to be cross-country ready, and my fiancée Lee Dawn working out trip logistics.
A two-week window was all we could muster, though it would give us just enough time to see a few highlights along the way: Oregon’s alkali lakes, Idaho’s Craters of the Moon, Wyoming’s Grand Tetons and Jackson Lake, Sturgis, the Badlands, and our friends, Jeff and Jodi. Onward, then!
DAYS 1–3: ELDORADO PREP
We flew to Oakland, Calif., and set up shop at the storage unit near
Two full workdays were planned, and I was shocked how filthy the bike was; just touching it led to blackened hands. As I worked on it I realized Don had just kept it Running, But he was 82, so...
Don’s place in American Canyon where the bike was located. I’d previously shipped a bunch of stuff to Don: a fork leg I had for the twin double-leading-shoe brake, a Volvo horn, an off-road H4 headlight bulb, a correct handlebar switch, relays to handle the headlight and horns, my metric socket and wrench sets, miscellaneous hardware, electrical tape, a soldering iron, spare fuses, etc. Once there, I bought zip ties and more to fix the bike and trailer wiring.
Two full workdays were planned, and I was shocked how filthy the bike was; just touching it led to blackened hands. As I worked on it, I realized Don had pretty much just kept it running, but he was 82, so I could understand his letting stuff go. As mentioned, the wiring was a mess. I had never intended to take the trailer, but realized we had to in order to carry all our stuff. While it had a wire
harness, it too was nonfunctional. Like they said on The A Team, “Even a poor plan executed with enough force will succeed!”
DAY 4: LAUNCH TIME
Our planned 7 a.m. departure didn’t happen, as the trailer wiring had to be completed, but by 4:30 p.m. we were finally ready to go. Don and I posed for the official handoff-of-thekeys photo. After Bubba was fueled, Don led us to the outskirts of Napa, where we said our goodbyes. The day was beautiful; Route 128 took us past Lake Berryessa, and within a few miles I was in the groove.
Bubba was running OK. Just some spark knock on takeoff, which was a little disconcerting. Equally so were the three times the bike cut out completely. The first two times for a second or two, then for four seconds before the engine came back to life.
Come on, Bubba. Don’t do this to us! Suddenly, the bike became hard to handle, so we drifted off the road near an avocado grove. The rear tire was flat. Once the rear wheel was removed, I discovered that four spoke nipples had broken, with two of them seized in the hub, ruling out a roadside repair. Fortyseven miles of progress and we were stuck.
Numerous bikes went by, indifferent to our plight. A guy named Barry pulled up in a car, and said we were welcome to come to his house for dinner and spend the night. Lee was convinced he was a serial killer. We declined his offer, hired a private tow truck and finally got to our hotel in Davis, Calif., just after midnight.
DAY 5: NORCAL
Thanks to Don calling in a favor, club member Howard Robinson showed up the next morning with a replacement rear wheel, a floor jack and compressed air…
and at 1 p.m. we were back on the road. Bubba was running great, and it felt good to run at speed along flat, open roads.
As Route 36 led us into Susanville, we stopped for gas and a snack. It was 7 p.m. We decided to go for Alturas, a little over 100 miles away. Lee called and booked a room. The manager told her the office closed at 10 p.m. and he’d charge her card even if we didn’t show up.
Somehow, I managed to go south on Route 395, costing us precious time. Once headed north, we were on a mission. A sign appeared for Alturas: 98 miles. The road was dark and desolate except for the occasional mammal that shot through my headlight beam. The smell of wild sage permeated the night air. Minutes and miles passed. 82 miles…65…53…and the temperature kept dropping. Fatigue engulfed me,
and the fingers on my right hand went numb. As if a mirage, lights appeared on the horizon. After a long, gradual descent into town, I pulled Bubba in front of the Hacienda Motel office. It was 9:55 p.m.
DAY 6: OREGON
Once into Oregon, a quick stop at Lake Albert for pictures seemed mandatory, as the alkali lakes are beautiful. At Riley, we turned east, taking Route 20 into Burns for lunch, and from there we rode Route 78 to Route 95 toward Boise, Idaho.
Along the way and very suddenly, the sidecar’s cheap windshield exploded in our faces from the windblast from a passing semi, probably due to it becoming brittle over time, with a piece becoming trapped against my face by the windblast. It only took a few seconds to deal with it, and we were able to toss the offending plastic to the wind.
Arriving in Rampa, Idaho, at 9:30 p.m., our dinner consisted of premade sandwiches, a bag of chips and an IPA from a nearby gas station. A better option, in my opinion, than Lee’s recommendation of the Denny’s across the street.
DAY 7: IDAHO
The morning was clear and chilly. Before leaving I topped off the oil and rerouted the crankcase breather hose. The day before, a car had flagged us down, thinking the smoke
Opposite: Me, working on wiring at Don’s, prelaunch. Above: Lee and Don, hanging; Don and I doing the key hand-off. Here: The finished product, much later.
We rounded a curve and began a relatively steep descent, and suddenly an antelope appeared on the opposite side of the road and was coming right at us.
coming off the exhaust was due to an onboard fire! Bubba also burned oil, adding to the smoke.
Shortly after joining Route 78 East, the road descended to a valley floor, and at the bottom we crossed the Snake River for the first of several times. From Grand View, Route 167 took us to Mountain Home, and it was hot. Back on Route 20 East, we entered the Craters of the Moon National Monument…an otherworldly place.
As we approached Idaho’s Palisades Recreational Area, the road weaved and bobbed along the edge of the mountain. We rounded a curve
and began a relatively steep descent, and suddenly an antelope appeared on the opposite side of the road and was coming right at us. I braked hard and hit the horn button, and the racket caused it to make an abrupt 180. Disaster averted. That made all the wiring headaches worth it.
As we continued downhill, I realized that the bike was dead. I found neutral and coasted down the hill and into the mouth of a road intersecting from the right.
The tools came out, and within minutes Lee was holding the fairing while I opened up the headlight. Just as I’d hoped, a blown fuse. The entire
stop was less than 15 minutes. The sun was setting on the western hills as we rolled into Jackson, Wyo., around 7 p.m., just in time for an actual dinner.
DAY 8: WYOMING
Waking up, I realized just how beautiful our lodgings, aptly named The Elk Refuge Inn, were. Lee was doing a fantastic job working the maps, keeping us on route and finding us a place to stay each night. When I woke up, my head was pretty foggy, and I was sore. Calluses had formed on my left hand, and I had pressure cuts on two fingers from the handlebar force needed to keep the rig on the road.
Bubba was equally bad off, its front covered with bug remains, yellow streaks with wings stuck in them.
Heading north toward Yellowstone, the land was flat and nondescript. Eventually, the Tetons appeared in the distance, and within the hour we arrived at Jackson Lake, a truly beautiful place.
Along the way we encountered a traffic jam caused by a herd of bison hanging out in the road. “We’re sitting ducks,” Lee said, adding almost sarcastically, “woman gored by bison dies doing what she loved!” It was
a little sketchy, with folks getting out of their cars and taking photos, so I dismounted, walked to the passenger window of the car ahead of us, and asked the driver, “Will you please just drive forward slowly? The animals will move…otherwise, we’ll be here forever.” Thankfully, the driver complied, and the animals slowly moved out of the way.
As we started climbing higher into the Teton range, the damage from previous fires was extensive. We drove through Silvan Pass at 8,530 feet and then descended to the valley floor and into Buffalo Bill State Park. It was 3:38 p.m. when we entered
Cody. “Let’s get BBQ,” Lee said. And how could we not, especially with a joint named Bubba’s beckoning us in?! An hour later we waddled out, clutching our to-go boxes.
A sign appeared on Route 14 East, saying something like, “Gravel stretches in 38 miles, motorcyclists advised to take alternate route.” Alternate routes are for wimps! As we descended into a narrow canyon, the Eldo began to run poorly, and I pulled over and looked down. The right plug wire was pulled from the distributor cap!
Eventually, gravel took pavement’s place, and the road began a steep
Main image: Lake Albert in Oregon. Left: Howard, with a replacement wheel and tire. Lee, toasting, at Crittendon Hotel in Coudersport, Pa. Our Bison buddies.
Alternate routes are for wimps! As we descended into a narrow canyon, the Eldo began to run poorly, and I pulled over and looked down. The right plug wire was pulled from the distributor cap!
drop. Deer appeared on both sides of the road, and we passed a semi that was barely moving. Even with Bubba in third gear and the throttle closed, I had to brake. The smell of hot brakes filled the air. The state of hypervigilance required was exhausting. Just shy of 8 p.m., we rolled into Sheridan for another gas station dinner.
DAY 9: THE DAKOTAS
The day was another beauty, only warmer. We blasted eastward, the land flatter than the ups and downs of the previous day, with long straights and sweeping turns. The majority of the time, fifth gear was fine as Bubba jetted along at an indicated 80 mph.
Exiting Gillette, Wyo., onto Route
DAY 10: MAINTENANCE
I got up early, put on some work clothes and rolled the bike close to our hotel door. When I checked the oil and wiped off the integral dipstick, it broke off in my hand, a victim of metal fatigue. Then I found one of the air cleaner elements lying on the battery tray. Man, Bubba just kept on giving! After screwing it back in, I wrapped a bungee cord around the generator and hooked each end to the adjacent carburetor clamp.
Backtracking a bit, we entered Badlands National Park, which was beautiful, but I was anxious to get to Mark’s, a guy I’d met via eBay. Now, after 15 years of calls, emails and texts, we were going to meet in person. Spotting what had to
51, pine trees began to appear as we turned towards Devil’s Tower. Leftovers from Bubba’s were eaten in the shade behind the sign at the outlook. Sturgis, S.D., felt a lot like a tourist trap, but I bought a T-shirt anyway. Arriving in Wall at 6:30 p.m., we had a nice, relaxing dinner in a real restaurant. What a concept!
For days I’d heard an intermittent noise coming from the front of the engine and finally checked it after dinner. The generator was moving fore and aft, the pulley hitting the belt cover. The list of things to do at my buddy Mark’s place just east of Rapid City was growing!
be his rig at a gas station, I pulled in. Mark explained how he had to rescue a stranded biker friend during the night and was operating on one hour of sleep. Lee, the food coordinator extraordinaire, found a Mexican place nearby using her phone. It was beyond fantastic.
It was just past 7:30 p.m. when we rolled up Mark’s drive. He showed me where his oil drain pan was, showed us our accommodations and headed to bed.
DAY 11: MARK’S
In the morning, Mark had coffee made and was working on a skillet full of hillbilly omelet, and after breakfast I
View from the sidecar, somewhere west of Boise, Idaho. Right: Bubba and trailer parked at my home after unloading.
When I checked the oil and wiped off the integral dipstick, it broke off in my hand, a victim of metal fatigue. Then I found one of the air cleaner elements lying on the battery tray.
went at Bubba with a vengeance. Seat off, tank off, generator out, topping off the battery and securing it with a bracket Don had given me, cleaning the distributor cap and rotor, sanding the points, fixing a turn signal light, adjusting the headlight, and replacing the bald rear tire. Two attempts at replacing the sidecar windshield by cutting down old windshields Mark had lying around failed, as they were too brittle.
DAYS 12–14: ELECTRONIC HELL
After breakfast, Mark escorted us down secondary roads to bypass the city, and within minutes after saying our goodbyes, we crossed the Iowa border, and Lee resumed her navigational
duties. Heading east on Route 6, Bubba began to backfire and lose power, and the generator light was flickering. To my left I saw a small house with barns behind it, hit the turn signal and pulled in.
“You can’t just drive up to a stranger’s house,” Lee protested. “Well,” I said, “I just did!”
Warren was a fairly stoic man seven years my senior. He was also in the Air Force and rode a dual sport. He let me use his tools while Lee went to grab a voltage regulator. I needed tools because my socket set disappeared while the rig sat in Mark’s driveway. New voltage regulator installed, and the generator
light went out. The points were also gapped, something I neglected to do the day before. All was good…or so I thought.
The sun was dropping when the sign for Route 34 appeared — our final leg of the day. Mile after mile ticked by, and then the generator light began to flicker again. I kept telling myself to focus on the road, not the on-and-off light. Eventually, lights appeared off to our right and the hotel exit came into view. A Super 8 never looked so good.
I awoke the next morning thinking about generators and voltage regulators, and what followed were two days of frustration, with me wondering about loose ground wires; reading instructions
about polarization jumping across terminals, a multimeter showing a charging — and then not charging — battery, then a dead battery; purchasing a second voltage regulator, and finally a battery charger, a 50foot extension cord, and then finally realizing that, if I were to get anywhere, I’d need to run without a headlight and stop and charge the battery as often as I could.
Back on Route 24 East, Bubba, now an Italian hybrid, was switched to velocity mode.
East of Reynolds, Ind., I had to switch to reserve. There were no gas stations selling high test in view, but a hardware store with an equipment repair business attached to it looked like a good place to fuel up and check the battery.
Manager Mike was great, and he liked Bubba. He told me to pull up to the second open overhead door and plug in. After lunch, the charger read 86 percent. I emptied one of the fuel jugs into the tank. Lee went back to the restaurant to fill our water bottles, and when she came back, the charger read 93 percent. Time to make tracks for Ohio.
12:15 a.m. when I got back to our room. Nightly work sessions and updating our blog made late nights the norm.
DAY 15: POWER TRIP
The day dawned gray with light fog. Route 30 was lightly trafficked, and visibility was decent. It was also fast, allowing us to cover miles efficiently. At 11:30 a.m., we arrived at a Marathon station/store in Wooster,
“We don’t do that here,” she said, “and you should have asked.” Well, I’m a firm believer in asking forgiveness, not permission, so I apologized and went back outside. The charger remained plugged in. While waiting for the battery to charge, I checked the valves, and as I was reinstalling the right valve cover, a slim woman with glasses walked up. “You’ve been here two hours using our electricity,” she said. “How
Entering Ohio was a huge psychological boost. It proved that we having covered around 140 miles. After topping off the tank, I filled the depleted gas jug and, seeing an electrical outlet on the side of the building, plugged the bike in and checked the oil. I entered the store to clean up, and as I exited the washroom, a large woman approached me and asked, “Is that your motorcycle out there with an extension cord running to it?”
“Yes,” I replied.
could get the mileage in by stopping every 100 miles or so to charge the battery. The day was fading, so Lee booked us a room in Delphos. From the hotel we walked about a mile to Cabos for Mexican. The food was great, and two cold pints were a welcome treat.
After dinner, I pulled the valve covers and set the valve clearances. It was
much longer do you plan to stay?”
“We’ll be gone in less than 20 minutes,” I replied.
I believe I also reminded her that we’d bought gas, bought lunch and had purchased snacks in her store. Lee, seeing my blood pressure rising,
took over the conversation, assuring the woman that we were there by necessity, not desire.
After blowing through Canton, Route 30 reverted to a tight twolaner dotted with numerous towns. It was slow, but pretty. Eventually, we intersected Route 11 and headed
Below, left to right: Kenny and his dog along Route 6 in Pennsylvania. Replacing the sidecar tire at Pro Cycle. Parking for dinner with Mark.
north, once again traveling at speed. Past Youngstown, we exited and entered Cortland. It was getting close to 5 p.m. Lee and I discussed our destination and decided to stop in Meadville, 44 miles away. Crossing into Pennsylvania had us believing we were actually going to get Bubba to Massachusetts!
DAY 16: THE KEYSTONE STATE
Our plan was to make the leisurely 250-mile drive to see our friends Jeff and Jodi in Keuka Lake, N.Y. While doing my daily preflight inspection, I noticed the sidecar tire was looking a lot like a racing slick.
“I need to deal with that,” I thought.
Eventually, Route 6 appeared, but within minutes of being on it, the bike got squirrelly. “Oh, lovely,” I said out loud, “a flat tire, and it’s the rear! How wonderful!”
Numerous bikes rode past indifferently; some even honked and waved.
Lee walked across the parking lot to a Bar and Grill to see if we could use some power. They said yes, so Lee put the battery on the charger.
Back in the room, we got online and started making calls. A scooter tire nine miles south at a place called Pro Cycle was the best we could find. Matt at Pro Cycle was great. His dad was one of the original partners when the shop opened in the mid-’80s. With the morning vaporized, Lee guided us to Route 86, bypassing a lot of congestion.
The jack Don had donated to the cause had been giving me trouble, and this time it failed completely, so Lee retraced her steps to the bar and asked for one. At this point, the jack was pinned under the Watsonian’s frame. Luckily, Jessie from the bar came over in his Volvo and loaned us his jack.
A gent named Ken rolled up on his
Harley and asked if we needed help. “A tank of compressed air would be great,” I replied. “I’ll be back in 20 minutes,” Ken replied. We had a compressor, but using it would drain the all-important battery.
Lee grabbed salads with grilled chicken, so a lunch break was taken. As we finished eating, Ken returned as promised, and we fixed the flat. It was now 3:30 p.m. and we’d progressed all of 21 miles!
Lee routed us toward Pennsylvania’s Allegheny National Forest, and upon reaching Coudersport, we stopped for gas and plugged in. It was 6:30 p.m., and daylight was waning. We’d covered 130 miles. Lee went to work and found us a room at
Eventually, Route 6 appeared, but within minutes of being on it, the bike got squirrelly. “Oh, lovely,” I said out loud, “a flat tire, and it’s the rear! How wonderful!”
the Big Oak Motel two miles out of town. With little time to spare, a taxi transported us to the Crittenden Hotel for dinner. It was a time capsule, with wonderful food. Lee ate healthily, while I inhaled a pulled pork sandwich and fries.
DAY 17: HEADING HOME
Once again, the Lord blessed us with a beautiful day. Two miles down the road, we stopped at Fezz’s Diner for breakfast. Minutes after being seated,
Lee exited the restaurant to eat some of the cinnamon bun she’d bought from Wendy, a neighbor of Big Oak Motel, before we left. Returning, she pushed a balled-up napkin across the table. I opened it and inserted its contents into my mouth. “Wow, amazing.”
Wendy knows how to make cinnamon buns!
Route 6 out of Coudersport was
smooth, with a 55-mph limit on much of it. The flat tire yesterday had me spooked, so it took me a while to relax. Mansfield Route 15 took us past Corning, N.Y., to the exit for
Bath. And after picking up some groceries, we worked our way through Hammondsport and headed up the lake.
It was approximately 2:30 p.m. when we arrived at Jeff and Jodi’s. They, along with Ray, a new Guzzi rider, and two other riders welcomed us. After chatting for a while, Jeff led me to an extension cord and told me to plug in. Wood-fired pizzas were served…and devoured.
We’d picked up supplies to wash Bubba and the trailer in Bath, and I’d planned on other maintenance tasks as well. Once I sat down to relax, doing more work totally lost its appeal.
Jeff walked us up the hill to see
Hillbilly Henge, a life-sized recreation of the real Stonehenge…but using car tires. Back at the house, we unloaded, settled in and caught up over a bottle of Riesling.
DAY 18: THE FINAL STRETCH
Sunday morning and another gorgeous day. After breakfast, we packed to leave. Lee gave me the last of the cinnamon bun from Coudersport. Our time with Jeff and Jodi was cut
a day short by all the problems we’d encountered. Saying farewell wasn’t easy, but there were many miles to cover before dark.
Route 54 wound its way through Hammondsport, and as we needed fuel, we stopped at a Sunoco. Before fueling up I checked the side of the building, locating an accessible receptacle behind the ice freezer. Once
Main image: Our friend Mark, leading the way to his home in South Dakota.
Above, left to right: Ramptruck rescue, east of Davis, Calif. “Hillbilly Henge” near Jeff and Jodi’s. Thai food... yummy! Grain elevator in Witten, S.D.
The sights, smells and sounds were an ever-evolving reward for traveling on secondary roads. And the weather... wow...18 beautiful days in a row!
Main image: Entering Idaho, early in the trek. Far left: Lee at Badlands National Park. The Snake River, on the way to Jackson, Wyo. Bidding Mark farewell. Pennsylvania…getting closer to home!
fueled, Bubba was ridden around the building and strategically parked. The charger read 72 percent.
Lee suggested we continue to Oneonta for lunch. There was no available parking on Main Street, so I circled the block and spotted a dirt bike parked behind a business. After parking the rig, I entered the open door by the bike. Inside, Jennifer was super friendly and let us plug in while we ate lunch at Simply Thai. The food was exceptional.
Back on board by 2 p.m., we chose Route 23, passing through the last of upstate New York before crossing the Hudson River. Just past the Taconic Parkway, we hit a cloudburst, the first rain of the entire trip. My pants got soaked, but I didn’t care. We were almost home.
In Great Barrington, Mass., we exited Route 23, opting for a less
demanding route, realizing all the while that our journey was coming to an end. Fun fact: We never saw another sidecar rig on the entire trip until one went by in the opposite direction two towns from home!
AND IN THE END…
The trip was wonderful, with so much to be thankful for despite the difficulties. Great memories, and great people. Having a third week would have been a game changer in reducing my stress level and providing us with some downtime. But the friendly generosity of the many people who offered help counteracted this and kept us moving. Even the triggered lady at the Marathon station in Wooster, Ohio, shook my hand and wished us safe travels.
The constantly changing beauty of the West was incredible. The
sights, smells and sounds were an ever-evolving reward for traveling on secondary roads. And the weather… wow…18 beautiful days in a row!
There’s no way I could have pulled off this trip without Lee’s partnership. She put in so many hours poring over maps and working her phone to plan our route; she guided me on the fly, found shortcuts, reserved places to stay as events evolved, called for parts, went after parts, made sure we had plenty of water and snacks, located restaurants, took most of the pictures, picked me up when I was discouraged, always asked what she could do to help, and spent many hot hours in “the can.” The list goes on…
And to Don: Thanks, buddy. I’m pretty sure I’m glad I said yes to your sogenerous offer!
For the full story, visit our blog at: motoguzzieldorado.com. AMA
It’s easy to take the advanced single-shock rear suspension systems of today for granted, and assume they’ve been around forever.
Wait…monoshockers actually have been around forever! The first of the monoshocker breed appeared in the early 1900s on bikes such as the ASL, BAT, NSU and Perry
YAMAHA’S 1973 YZ637 WORKS BIKE DID MORE THAN SIMPLY WIN A 250CC WORLD CHAMPIONSHIP WITH HAKAN ANDERSSON ABOARD; IT LAUNCHED THE SINGLE-SHOCK, LONG-TRAVEL REVOLUTION
BY MITCH BOEHM AND TERRY GOOD PHOTOS
COURTESY OF TERRY GOOD
Vale, with Flying Merkel, Matchless and, most famously, Vincent using a single-shock system in the 1940s and 1950s.
But the truth is, those early systems were aberrations; half- or quarter-baked rough drafts of a mechanical concept that held promise but wasn’t really necessary for the times — or developed enough to pay
functional dividends.
A rigid frame or, later, two shocks working in conjunction with a swingarm, worked just fine.
But as engine performance blossomed in the ’60s and ’70s, and
especially in off-road and motocross competition, more wheel control and travel were needed, and two shocks just weren’t cutting it.
THE EYE-OPENER
A decade and a half ago, while interviewing AMA Hall of Famer and five-time
motocross world champion Roger DeCoster for a feature I was writing on the 1973 Carlsbad USGP, Roger and I got to talking about the now insanely rare works/factory bikes of the time and, more specifically, Yamaha’s monoshock design.
I’d always assumed Yamaha designed the revolutionary singleshock setup, probably because
I’d ridden and raced Yamaha monoshockers throughout the midand late 1970s.
Not so, Roger told me.
“My friend Lucien Tilkens originally designed the monoshock,” Roger said. “Suzuki had a chance to buy the rights to the design, but we couldn’t
get the engineering side to buy into it, and so it went to Yamaha.”
I had no idea of this, and that revelation eventually led me to chat with works-bike collector extraordinaire — and the man behind the International Motocross Museum effort — Terry Good, who owns the first successful iteration of a monoshock-equipped motocross bike: the 1973 Yamaha YZ637 on which Haken Andersson won the 1973 world motocross championship.
Here’s
Good’s take on all this…
TERRY GOOD EXPLAINS THE CONCEPT
The significance of the motorcycle featured here is twofold. First, it is Yamaha’s first world championship motocross bike — quite an achievement, as ’73 was only Yamaha’s second GP season. It’s also the very first monoshock motocross bike — the motorcycle that launched the long-travel revolution.
Designated YZ637, this would be Yamaha’s last works YZ, as Yamaha would go to an OW designation for its works bikes the following year. By 1973, the Japanese factories were focusing on chassis performance, building less flexy forks and dampers with more oil capacity. Still, no one had given much thought to increased travel. Prior to ’73, GP motocross bikes offered roughly 7 inches of wheel travel up front and just short
Aside from early- and mid-20thcentury designs (above), Lucien Tilkens’ orange-framed CZ prototype of the early 1970s — which used a shock from a Citroën car — is the bike that legitimately kicked off the single-shock revolution. Yamaha’s first monoshockers largely mimicked this design, with the shock running through the frame’s backbone.
of 5 inches in back. Suspension and handling improvements came primarily by reducing unsprung weight and from shock damping and spring-rate adjustments. The suspension revolution actually got underway completely by accident.
A Belgian named Lucien Tilkens had an idea: By transferring suspension loads from the rear wheel to the steering head instead of to the rear of the chassis, the bike would/ could handle better in the rough stuff. The idea came to him while watching his son Guy in an amateur motocross riding Sylvain Geboers’ works CZ.
Convinced it was the way to go, Tilkens converted the CZ into what would be the first monoshock motocrosser. The design was similar to that of Vincent road bikes, but with a shock that connected the modified cantilever swingarm to the steering head. The shock Tilkens used was gas-pressurized and came from a Citroën car.
Sylvain Geboers tested the oddlooking CZ at a rough sand track in Belgium. The results were shocking: The CZ tracked better than Sylvain’s works Suzuki. Convinced Tilkens was onto something, Sylvain told teammate Roger DeCoster about it,
monoshock’s superiority. But Tilkens could not prove, mathematically, to the Japanese why his theory of transferring the rear suspension load to the steering head instead of the rear subframe was better.
The special Suzuki was then sent to Japan for further evaluation. And even though both DeCoster and Geboers tried to convince Suzuki to buy the patent, Suzuki declined.
the pair deciding to supply Tilkens with a spare works Suzuki frame so he could build a Suzuki-powered monoshocker.
Once the prototype was complete, family friend and factory Suzuki rider
After Tilkens completed the bike, Suzuki engineers were sent to investigate, and a secret test session was scheduled. When testing began, results proved yet again the
Amazingly, nobody noticed the increased rear suspension travel.
Tilkens then went to Yamaha’s Torsten Hallman, who’d been hired by Yamaha in the spring of 1971 to develop its YZ bikes into GP winners. For 1972, he had already made significant improvements to the original 1971 YZ637 works bike.
Enter the monoshock.
Roger DeCoster, take it from here…
ROGER DECOSTER’S TAKE
At the end of 1971, Sylvain Geboers and I had been working with our mutual friend Lucien Tilkens on this monoshock project with a 1971 works Suzuki chassis. For
“My friend Lucien Tilkens originally designed the monoshock. Suzuki had a chance to buy the rights to the design, but we couldn’t get the engineering side to buy into it, and so it went to Yamaha.”
ROGER DECOSTER
Suzuki had the chance to secure the rights to Tilkens’ design but passed on it, even after Sylvain Geboers (here) and teammate Roger DeCoster (right) proved the goodness of the concept with faster lap times during testing. Interestingly, no one seemed to notice the system offered a bit more wheel travel.
some time, Tilkens had been talking to us about this idea he had about transferring the force of the rear shock horizontally instead of vertically to make the rear suspension better. He built a prototype of his idea on one of Sylvain’s old works CZs, and Sylvain had tested the bike and told me about it and said it worked better.
Sylvain and I decided to give Tilkens a works Suzuki frame and let him make a monoshock Suzuki for us to test. We were both afraid the Japanese would find out about this, but we were also afraid to tell them about it until we had tested it and were sure it worked. He converted the frame to the monoshock design and then we put it together with some works Suzuki parts and had a bike.
to test it. Mol was a very rough sand track, and there were pine trees on each side of a very rough and narrow straight. We always backed off there because, if the bike swapped, you could easily hit one of the trees.
“Sylvain and I told TaMaki, ‘it works better, and we can go faster.’ TaMaki was standing there scratching his head, trying to figure things out, but mathematically, he could not be convinced.”
ROGER DECOSTER
When we ran the initial test laps on the monoshock, we discovered immediately that the bike was much better on the rough track. Going down the rough straight with the pine trees on each side we were wide open, not backing off at all, and the bike was tracking straight.
Sylvain and I took the bike to Mol
Sylvain and I were convinced this
was better, and we knew we needed to convince Suzuki to go for it. Tilkens had a patent on the monoshock and wanted to sell it, so we arranged a meeting between Tilkens and Mr. Tamaki, Suzuki’s chassis designer. Tilkens was trying to sell the idea to Suzuki based on the directional change of the shock force. When Tamaki arrived, we went to the test track to show him how good it was. On the track, the bike once again performed fantastically, but Tilkens could not convince Tamaki that this was due to his idea of changing the force direction. Tamaki kept shaking his head and saying, “That is not the reason, and theoretically it doesn’t make sense.” He argued that it didn’t matter which direction the shock is angled.
Hearing this, Sylvain and I told Tamaki, “But it works better, and we can go faster.” Tamaki was standing there scratching his head, trying to figure things out, but mathematically, he could not be convinced. So, Suzuki declined to buy the idea.
What we all overlooked was that the bike had over 50 percent more suspension travel than a conventional bike. But nobody noticed this! It was amazing that we all were staring at this bike and nobody understood why it was so much better. It was kind of hard to tell because the bike looked
different without conventional rear shocks, but still, it’s funny to look back on that.
To this day, I’m still not sure if Tilkens realized at the time the increased travel was what made his suspension work so much better.
TORSTEN HALLMAN WEIGHS IN
In June 1972, we received an experimental bike with a special rear suspension converted from one of our ’72 works bikes. It was built by a man named Lucien Tilkens. It was
the first single-shock rear-suspension motocrosser. This system had already been offered to Suzuki, but they turned it down. We tested the new bike in northern Belgium, near Mol, for months. The tracks there are very rough. The test sessions were secret, and no team riders knew about them; I was the only one.
Yamaha had flown 25 engineers over from Japan to help with the evaluation, and I couldn’t understand why. Years later, I learned the engineers were all from different departments. If the testing went well,
they planned to use the design on many different products — street bikes, mopeds, snowmobiles, etc.
We tested the bike for several months, and all kinds of data were recorded. The original test bike was heavy, but lap times were good, and it seemed better than the standard bike. Yamaha left the decision up to me on whether to buy it or not. There was tremendous pressure on me, with all the engineers and attention the project got. After many laps, meetings and evaluation, I decided Yamaha should buy the patent from Tilkens.
Once Yamaha owned the monoshock, it built a much lighter test bike than the original Tilkens prototype, which was nearly 20 pounds heavier than our standard bike. We then arranged another secret test session.
Hakan Andersson was the star of our team, and having just taken second in the 1972 world championship behind Joël Robert, he was riding very well. The session was again on a very rough track, and the advantage for the monoshock bike should have been clear. It had more wheel travel and was more rigid than the standard bike.
After Hakan’s initial ride, he said he didn’t like it, that he preferred the twin-shock bike. I could not believe it! The lap times were good, and I thought for sure the monoshock was better. Hakan was a conservative guy and didn’t like change.
This put me in a bad position. Here I was, after Yamaha had spent all this money to buy the design and go through this whole ordeal, and their No. 1 rider didn’t like it. He didn’t even test it that much at first. I think his mind was made up before he even sat on it.
The Japanese were confused. They just spent all this time and money on this new suspension system, and they were getting mixed reviews. I was now asking myself, “What have I done?” I went to Hakan in private and explained
While Yamaha factory star Hakan Andersson (here, and opposite) would go on to win the 1973 250cc World Championship on the newfangled Yamaha, he didn’t begin the season on it, as it took the factory team a while to get the shock’s spring rate and damping sorted.
the situation, that it did not look good for him or me not to be using it. I practically begged him to use it, and he agreed to test it further.
At first the bike was too stiff for his riding style. We did a lot of work on the shock to correct this and finally got the shock working better. In the meantime, the ’73 GP season had started, with Hakan riding the first
two rounds on the twin-shock bike; the shock on the monoshocker was still an issue. The bike got better and better with more testing, and lap times showed the results. By the third round at Wuustwezel, Belgium, it was decided to debut the monoshocker in its first GP.
I was very nervous the day of the Wuustwezel GP due to all the
“Here I was, after Yamaha had spent all this money to buy the design and go through this whole ordeal, and their no. 1 rider didn’t like it.”
TORSTEN HALLMAN
pressure, and the Japanese were not shy about reminding me they’d gone this direction on my recommendation. As this would be the first time the public and press would see the factory Yamaha team with this new suspension, the bike received a lot of attention, and everybody had their eyes on Hakan. The world would soon find out how this system stacked up against all the other factory bikes. The stakes were very high. When it was over, Hakan had won the overall! I was so relieved. I knew it was a good system, but with all the pressure and controversy, you just never know. It felt so good to have
the pressure off. The team was also excited, and it was decided this bike would be used in the remaining GPs. Hakan went on to dominate the season and was crowned world champion with three Grand Prix events remaining.
This was the start of the longtravel suspension revolution.
HAKAN ANDERSSON REMEMBERS
I first saw the monoshock in February of ’73 at a remote track in the woods in northern Belgium. The Japanese chose the secluded place because the project was top
secret, and they were very careful not to be seen.
I was skeptical about the bike when I first saw it, and it felt strange and uncomfortable to me after riding it. It was very harsh in the rear and the seat kept hitting me every time I hit a bump. The shock had too much compression and no rebound at all.
I was surprised that my lap
The factory left the final decision up to me, and for the first two GPs I used the standard bike while development continued with the monoshock. It took about two months of testing nearly every day to get shock compression and rebound right — and also find the right spring rate, preload setting and gas pressure. The Yamaha engineers and my friend and mechanic Eije Skarin did a great job sorting out the
glimpse of the new bike. When I was out on the track, everybody wondered where the shock was, and the other teams’ engineers were running around taking pictures during practice.
The track was very rough, which worked to my advantage. The monoshock was clearly better on a rough track, and when the day was over, I’d won the overall. The
“When I was out on the track, everybody wondered where the shock was, and the other teams’ engineers were running around taking pictures during practice.”
HAKAN ANDERSSON
times were about equal to those on the twin-shock bike. Still, the bike needed a lot of development. The Japanese wanted me to start the GP season on the monoshock bike, but I felt it wasn’t ready yet. In the Grand Prix, every moto counts, and I was not convinced the new bike was reliable and something I’d have confidence in. I was second in the world championship the year before and felt I would be a contender for ’73, so I didn’t want to take unnecessary chances. I wanted to be sure the bike was good and reliable.
problems. Looking back, I still think we made the right choice waiting until we had the settings right.
At the third GP in Belgium, I felt the bike was ready. We picked Belgium for the monoshock’s debut because the track at Wuustwezel was similar to the one we’d tested on for so many months — a calculated and wellthought-out decision. The bike was working well that day, and I was riding well, too.
The Japanese kept the bike in a tent while in the paddock to keep everyone guessing. People gathered around our pit to try and get a
bike performed superbly! Yamaha was very happy, and we decided to use the monoshock for the rest of the season. The next GP was at Payerne, Switzerland, and I won both motos there.
Between GPs, we tested all the time at whatever track was similar to the upcoming GP — and set the bike up accordingly. We basically had a different shock for each Grand Prix. We had our only mechanical failure in Yugoslavia. The frame broke near the swingarm pivot. Eije welded the frame between motos (neither of us
thought it would last, but it did), and I went on to win the second moto. Two Japanese engineers traveled all over Europe with us, and after every race or test, they’d contact the factory in Japan. Every detail was reported, and parts were being changed, updated, and flown over all the time. The bike was changing every week, and improving, too, as Yamaha was serious about winning.
guys like Broc Glover, Bob Hannah and Rick Burgett.
and I was riding at my best. It was then that I thought I had a real good chance of being world champion. Going into Finland with three GPs to go, I had enough points to possibly clinch the title that day. When it was over, I’d won both motos and was crowned world champion. My lifelong dream had come true. At the time, I had no idea we were making history. But when I
look back now, I realize it was Yamaha and myself and Eije Skarin and, of course, Torsten Hallman, who started the whole suspension revolution more than 50 years ago. I believe this was the single most important advance in motocross. All the bikes today now use a single-shock rear suspension, similar to the one I used, only improved. AMA
MOTOCROSS HISTORY MUSEUM
Story co-author, works-bike collector and motocross historian Terry Good is on a mission to bring the story of our sport — and especially the standout machines, riders and memorabilia — to the masses via a permanent home in the Chicago area.
Dubbed the International Motocross Museum, Good’s effort is still in the planning and fundraising stages, but he’s hoping to get rolling on site acquisition and actual construction sometime in 2026.
Good says the museum will be one-of-a-kind, with Smithsonian-level exhibits featuring his 35-bike-strong collection of pedigreed works machines, memorabilia and MX imagery. “The museum will have more genuine historical content than any motorsport museum in the world,” Good said, and given the authenticity of the actual and ultra-rare works machines he’s collected over the last four-plus decades, it’d be hard to dispute that claim.
From the 1960 Monark/Lito to the 1981 Mugen/Honda 125, and from a range of Roger DeCoster and Joel Robert Suzukis, Bob Hannah-spec Yamaha OWs and those red-framed, red-engined RC Honda works bikes of the late 1970s and early ’80s, the collection is nothing short of mind-blowing, and seeing it live and in-person will be a treat for any motocross enthusiast.
For more information or to donate to the cause, dial up internationalmotocrossmuseum.org. – Mitch Boehm
The other factories were now playing catch-up, and in France we got our first counterattack. Adolph Weil showed up with forwardmounted shocks on his factory Maico. That day in the first moto, I started dead last and worked all the way to second on the last lap. One more lap and I would have won for sure. The FIM officials didn’t believe it was possible to come from behind like that without being under the influence, and they forced me to take a drug test!
After that race, we had so much momentum. We had the best bike
unlike any in the world, with hand-built factory specials from an array of manufacturers ranging from the early 1960s to the early 2000s.
By the late 1970s and into the ’80s, Yamaha had built its monoshockequipped production motocrossers into sales-floor powerhouses, along with help from
Top: Good with ’73 World Champ Hakan Andersson. Good’s collection of pedigreed works machines is
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SANCTIONED COMING EVENTS
Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.
AMA IDAHO
Road Race Aug. 2 - 3. Munford. WERA Talladega Grand Prix, WERA Motorcycle Roadracing, Inc., wera@wera.com, wera.com
AMA CALIFORNIA
Speedway Aug. 1. Auburn. Speedway Points Series, Fast Fridays Speedway, 530-878-7223, fastfriday@aol. com, fastfridays.com
Speedway Aug. 2. Industry. Industry Hills Speedway, Industry Racing LLC, 949-274-0836, kelly@industryhillsspeedway.com, industryhillsspeedway.com
Road Ride/Run Aug. 2. San Jose. Annual Dam Run, San Jose Dons MC, (408) 205-8434, SanJoseDonsMC@gmail.com, www.sanjosedonsmc.com
Speedway Aug. 8. Auburn. Speedway Points Series, Fast Fridays Speedway, 530-878-7223, fastfriday@aol. com, fastfridays.com
Off-Road/Trail Riding School Aug. 9. San Jose. FirstRides Beginner Motorcycling for Kids, First Rides, (415) 515-0395, ridesfirst@gmail.com, http://www. firstrides.org
Speedway Aug. 9. Industry. Industry Hills Speedway, Industry Racing LLC, 949-274-0836, kelly@industryhillsspeedway.com, industryhillsspeedway.com
Road Ride/Run Aug. 9. Richmond. Richmond Ramblers Poker Run, Richmond Ramblers MC, (510) 759-0276, motormech@msn.com
Speedway Aug. 10. Industry. Industry Hills Speedway, Industry Racing LLC, 949-274-0836, kelly@industryhillsspeedway.com, industryhillsspeedway.com
Speedway Aug. 16. Auburn. Speedway Points Series, Fast Fridays Speedway, 530-878-7223, fastfriday@aol. com, fastfridays.com
Flat Track: Short Track Aug. 16. Lodi. 2025 D36 Dirttrack Championship, Lodi Motorcycle Club, (209) 368-7182, www.lodicyclebowl.com
Speedway Aug. 23. Industry. Industry Hills Speedway, Industry Racing LLC, 949-274-0836, kelly@industryhillsspeedway.com, industryhillsspeedway.com
Speedway Aug. 30. Auburn. Extreme Sidecar National Championship + AMA Youth National 250cc and 150cc, Fast Fridays Speedway, 530-878-7223, fastfriday@aol. com, fastfridays.com
AMA COLORADO
Observed Trials Aug. 16 - 17. Del Norte. RMTA Ute Cup, Rocky Mountain Trials Association, (719) 2391234, chris.hertrich@state.co.us, rockymountaintrials. org
Dual Sport Aug. 17 - 22. Snowmass Village. Colorado 500, Colorado 500, (970) 927-4010, janet@colorado-500.org, www.colorado-500.org
Road Race Aug. 17. Pueblo. Motorcycle Roadracing Association (MRA), Motorcycle Roadracing Association , john@racepmp.com, racepmp.com
Flat Track: Short Track Aug. 30. Durango. Four Corners Motorcycle Rally Flat Track Race, Four Corners Motorcycle Rally, Inc., (970) 403-5329, heather@ fourcornersmotorcyclerally.com, https://fourcornersmotorcyclerally.com/
AMA GEORGIA
Road Race Aug. 30 - 31. Braselton. WERA Road Atlanta, WERA Motorcycle Roadracing, Inc., wera@ wera.com, wera.com
Observed Trials Aug. 9 - 10. McCall. The Shank Trial/Conquer the West, Treasure Valley Trials, (208) 571-9860, mwebbidaho@gmail.com, treasurevalleytrials.com
Motocross Aug. 30 - 31. Rupert. Idaho State Championship, Grassroots MX, LLC, (801) 540-8625, grassrootsmx1@gmail.com, GrassrootsMX.com
AMA ILLINOIS
Flat Track: Short Track Aug. 2. Macomb. Short Track, Lamoine Ramblers, (309) 837-9436, lamoineramblers@gmail.com, Lamoineramblers.net
Motocross Aug. 2. Mendota. Megacross Shootout Series, Moto Pro Inc., wardy@mtco.com, www. megacross.com
Motocross Aug. 9. Utica. Megacross Shootout Series, Moto Pro Inc., wardy@mtco.com, www.megacross.com
Observed Trials Aug. 9. Lena. Lena Trials Event, NITRO-Northern Illinois Trials Riders Organization, (815) 703-6555, warrenlange@yahoo.com, www. nitrotrials.com
Motocross Aug. 10. Utica. Megacross Shootout Series, Moto Pro Inc., wardy@mtco.com, www. megacross.com
Observed Trials Aug. 10. Lena. Lena Trials Event, NITRO-Northern Illinois Trials Riders Organization, (815) 703-6555, warrenlange@yahoo.com, www. nitrotrials.com
Motocross Aug. 16 - 17. Casey. Thor Showdown Series, Lincoln Trail Motosports, (217) 932-2041, info@ ridelincolntrail.com, ridelincolntrail.com
Motocross Aug. 17. Byron. Nuclear Sunset Power Series, Motosports Enterprises LTD, (815) 234-2271, motobyron@mac.com, motobyron.com
Grand Prix Aug. 23. North Utica. Fox Valley Off Road Series, Moto Pro Inc., 815-431-9913, wardy@mtco. com, foxvalleyoffroad.com
Hare Scrambles/Cross Country Aug. 24. North Utica. Fox Valley Off Road Series, Moto Pro Inc., 815-4319913, wardy@mtco.com, foxvalleyoffroad.com
Observed Trials Aug. 24. Ottawa. Trials, Variety Riders Motorcycle Club Inc, (815) 434-3669, Varietyriders@yahoo.com, Varietyriders.com
Hillclimb Aug. 30. Neoga. Neoga Hillclimb, Central Illinois M/C, 217-246-7154, hopper54p@yahoo.com
Motocross Aug. 30. Mendota. Megacross Shootout Series, Moto Pro Inc. , wardy@mtco.com, www. megacross.com
AMA INDIANA
Hare Scrambles/Cross Country Aug. 3. Columbus. Stoney Lonesome MC Round 4, Stoney Lonesome Motorcycle Club, 812-342-4411, info@stoneylonesomemc.com, stoneylonesomemc.com
Enduro Aug. 9. Roselawn. Summer Bummer/ Enduro, Hill & Gully Enduro Riders, (847) 826-8537, dryan@ inttb.com, www.midwestenduro.com
Observed Trials Aug. 9. North Butlerville. Trials Inc, Trials Inc , scoring@dabtracker.com, www.trialsinc.org
Enduro Aug. 10. Roselawn. Summer Bummer/ Enduro, Hill & Gully Enduro Riders, (847) 826-8537, dryan@inttb.com, www.midwestenduro.com
Motocross Aug. 10. Crawfordsville. Ironman Pro National Weekend, MX Sports, Inc., 304-284-0101, info@mxsports.com, www.mxsports.com
Observed Trials Aug. 10. North Butlerville. Trials Inc,
Hillclimb Aug. 24. Middlebury. Summer Hill Climb, Goshen Iron Horsemen, (574) 849-5524, jdcole15@ yahoo.com, Facebook.com/Goshen Ironhorsemen
AMA IOWA
Enduro Aug. 2 - 3. Dayton. Gnarly Hills Enduro, Central Iowa Enduro Riders, (515) 298-2402 , iera22.com
Trail Ride Aug. 9 - 10. Shell Rock. 2025 New Hartford Family Fun Weekend, New Hartford Racing Association, Inc., 319-885-6469, newhartfordracing@gmail. com, newhartfordracing.com
Motocross Practice Aug. 9 - 10. Shell Rock. 2025 New Hartford Family Fun Weekend, New Hartford Racing Association, Inc., (319) 885-6469, newhartfordracing@gmail.com, newhartfordracing.com
Hare Scrambles/Cross Country Aug. 24. Corning. Brooks Hare Scramble, Iowa Enduro Riders Association, (712) 254-2598, dennis@nishnavalleycycle.com, www.iera22.com
AMA MAINE
Observed Trials Aug. 10. Berwick. NETA Championship Trials round 4, ROCK AND ROLL TRIALS CLUB, (207) 604-2323, fulltilt@proton.me, rockandrolltrials. com
Motocross Aug. 23 - 24. Lyman. The Maine Event, SSMX, LLC dba MX207, (339) 793-1393, Dstuartmx207@gmail.com, www.mx207.com
AMA MARYLAND
Flat Track: Short Track Aug. 1. Westminster. Dirt Track, District 7, (443) 987-5320
Motocross Aug. 22. Mechanicsville. Amateur Supercross Series, Pro Ready Racing LLC, 443-223-9171, ezra, www.buddscreek.com
Motocross Aug. 24. Mechanicsville. Budds Creek - King of the Cake Amateur Day, Pro Ready Racing LLC, 443-223-9171, ezra@buddscreek.com, www. buddscreek.com
AMA MASSACHUSETTS
Hillclimb Aug. 24. Monson. Colin Krenzul Memorial HillClimb, Quaboag Riders Inc, (413) 267-4414, QRMC1944@gmail.com, MONSON.MONSTER
AMA MICHIGAN
Hillclimb Aug. 1 - 3. Muskegon. Thunder on the hill, Kyle Jerls Mac Attack for Suicide Awareness, Muskegon Motorcycle Club, (616) 889-0192 , muskegonmotorcycleclub.com
Observed Trials Aug. 3. Applegate. Michigan Ontario Trials Association, Michigan Ontario Trials Association, (248) 628-4541, lwm248@gmail.com, motatrials.com Hare Scrambles/Cross Country Aug. 3. Midland. D14 Harescramble, Polka Dots M/C, (989) 832-8284, Correycolthorp@yahoo.com, Polkadotsmc.net
Flat Track: TT Aug. 8. Deford. Lucky Thumb Motorcycle Club, Lucky Thumb Motorcycle Club, Inc., (810) 7107778
Flat Track: Short Track Aug. 9. Deford. Lucky Thumb Motorcycle Club, Lucky Thumb Motorcycle Club, Inc., (810) 710-7778
Family Enduro Aug. 16. Lake City. Pine Cone Family Enduro, Lansing Motorcycle Club, (231) 267-9534, lansingmotorcycleclub@gmail.com, lansingmotorcycleclub.org
Motocross Aug. 16. Buchanan. Vet Race, RedBud Recreation, Inc., (269) 695-6405, info@redbudmx.com, www.redbudmx.com
Motocross Aug. 23. Crystal Falls. Valley Raceway, Valley Raceway, (906) 281-5476, ericuren711@gmail.com, Valleyracewaymx.com
Hare Scrambles/Cross Country Aug. 24. Grant. Raymond’s Revenge, Muskegon Motorcycle Club, (616) 299-2171, muskegonmc1920@gmail.com, muskegonmotorcycleclub.com
Hare Scrambles/Cross Country Aug. 24. Grant. Raymond Revenge Hare Scramble, Muskegon Motorcycle Club, (616) 886-2282, muskegonmotorcycleclub1920@ gmail.com, https://muskegonmotorcycleclub.com/
Motocross Aug. 24. Crystal Falls. UP State Championship, Valley Raceway, (906) 281-5476, ericuren711@ gmail.com, Valleyracewaymx.com
Enduro Aug. 9 - 10. akeley. District 23, Paul Bunyan Forest Riders, (320) 290-8393, curtisp@blattnerenergy. com, Paul Bunyan Forest Riders
Motocross Aug. 10. Little Falls. D23/Northstar MX Series MotoCity Raceway & Recreation, Inc., (218) 8942826, motocity-rnr@hotmail.com, motocityraceway.com
Motocross Aug. 10. Millville. FXR Super Series Rd 8, Spring Creek Motocross Inc, (507) 802-9300, springcreekmxoffice@gmail.com, www.springcreekmotocross. com
Road Ride/Run Aug. 16. Lakeville. MS River Road Run, MS River Road Run, (612) 423-4192, msrivrdrun2013@ gmail.com, www.msmotorcycleride.org
Enduro Aug. 16 - 17. Ovitt. tiger creek enduro, Ridge Runners Enduro Team of Mississippi, (601) 527-5019, carsten.cagle@gmail.com
AMA NEBRASKA
Roadracing Aug. 22 - 24. Hastings. Central Roadracing Association, Central Roadracing Association, (612) 332-4070, info@cra-mn.com, www.cra-mn.com
Motocross Aug. 24. Pleasanton. Nebraska State Championship, Pleasanton Motocross Grounds, (308) 627-2695, ptownmx@yahoo.com, Facebook.com/ ptownplayground
AMA NEW HAMPSHIRE
Roadracing Aug. 9. Canaan. 2025 Canaan TT, United States Classic Racing Association, (603) 477-2728, cmcdriverperformance@gmail.com, https://www. canaanmotorclub.com/
Road Rally Aug. 14 - 17. North Haverhill. DirtDAZE, Americade, (518) 798-0858, kim@americade.com, dirtdazerally.com
AMA NEW JERSEY
Motocross Aug. 16. Englishtown. Saturday Night Lites, Pit Bike & STACYC Series, Old Bridge Township Raceway Park, (732) 446-7800, racewaypark1965@ gmail.com, www.RacewayPark.com
Motocross Aug. 17. Englishtown. NJ State Championship, RPMX & D2MX Points, Old Bridge Township Raceway Park, (732) 446-7800, racewaypark1965@ gmail.com, www.RacewayPark.com
Motocross Aug. 30. Englishtown. Saturday Night Lites/ STACYC Series w/ T-Bolt Pit Bike Series, Old Bridge Township Raceway Park, (732) 446-7800, racewaypark1965@gmail.com, www.RacewayPark.com
AMA NEW MEXICO
Observed Trials Aug. 8 - 10. Vadito. 2025 Western Youth & Womens Regional, NextGen Mototrials Corporation, (937) 308-5212, adam@nextgenmototrials.com, https://www.nextgenmototrials.com
AMA NEW YORK
Dual Sport Aug. 2 - 3. Hancock. Quarry Run, Bear Creek Sportsmen, (201) 450-5814, bearcreeksportsmen@yahoo.com, https://bearcreeksportsmen.com/
Hare Scrambles/Cross Country Aug. 2 - 3. Richford. NEXC Series Round 5 @ Broome Tioga South, NEXC Series, (607) 206-2795, nexcseries24hr@gmail.com, nexcseries.com
Motocross Aug. 3. Johnsonville. MSC Championship MX Series AMA District 34, Metropolitan Sports Committee, 518-221-2062, chris@bandofbrotherhood.net, www.mscmotocross.com
Motocross Aug. 9 - 10. Greig. High Voltage Hills MX, High Voltage Hills MX, (315) 725-0368, nzielinski74@ gmail.com, Highvoltagehillsmx.com
Hare Scrambles/Cross Country Aug. 9 - 10. Morris. NEXC Series Round 6 @FULL Throttle Ridge, NEXC Series, (585) 297-3013, nexcseries24hr@gmail.com, nexcseries.com
Trail Ride Aug. 10. Dalton. Fun Trials Ride, Niagara Trials Riders, 716-930-0766, NTRclub@yahoo.com, ntrmototrials.weebly.com
Motocross Aug. 10. Middletown. MSC Championship MX Series AMA District 34, Orange County Agricultural Society, Inc, 845-342-2573, mgurda@yahoo.com, www.mscmotocross.com
Motocross Aug. 15. New Berlin. WMX, Unadilla Enterprises, LLC, (607) 965-8450, info@unadillamx. com, www.unadillamx.com
Observed Trials Aug. 17. Locke. D4 Observed Trials, District 4 Trials Committee, 315-497-3268, mike@ tryalsshop.com, d4mototrials.weebly.com
Motocross Aug. 17. Granville. NY State Quad Championship, Paradox MX, (203) 597-7136, paradoxmx@ yahoo.com, https://paradoxmx.com/
Hare Scrambles/Cross Country Aug. 23 - 24. Pitcher. NEXC Series Round 7 @ Slate Ridge Hare Scramble, NEXC Series, (585) 297-3013, nexcseries24hr@gmail. com, nexcseries.com
Trail Ride Aug. 24. Medina. Fun Trials Ride, Niagara Trials Riders, 716-930-0766, NTRclub@yahoo.com, ntrmototrials.weebly.com
Motocross Aug. 24. Walkill. MSC Championship MX Series AMA District 34, Walden MX, (862) 220-6505, waldenplayboysmx@gmail.com, wwwmxwalden.com
Road Ride/Run Aug. 24. Hopewell Junction. 2025 Joe Cool Memorial Poker Run, Yonkers Motorcycle Club, (845) 531-1490, fatswag@gmail.com, yonkersmotorcycleclub.org
Motocross Aug. 30. Batavia. CAN AM AIR- Canada vs America Amateur International Motocross Race, Area 51 Motocross, (585) 345-7433, chris@area51motocross.com, www.area51motocross.com
AMA OHIO
Dual Sport Aug. 2 - 3. Logan. Copperhead Dual Sport, Hocking Valley Motorcycle Club, (614) 679-5743, lwright@hockingvalleymc.com, hockingvalleymc.com
Roadracing Aug. 15 - 17. Lexington. Super Hooligan with Moto America, Roland Sands Design, (562) 4935297, info@rolandsands.com, www.superhooligan.com
Motocross Aug. 30. Blanchester. Dirt Country Saturday Night MX, Dirt Country, (513) 625-7350, cking288@fioptics.com, www.dirtcountrymx.com
Adventure Ride Aug. 6 - 10. North Bend. Explore The PA Wilds Four Tour, Appalachian ADV-Adventure & Dual Sport Motorbiking LLC, (330) 272-4186, Kane@ AppalachianADV.com, https://www.appalachianadv. com/store/p6/Explore_The_PA_Wilds_Four_Tour.html
Hare Scrambles/Cross Country Aug. 9 - 10. Clintonville. AWRCS, American Woods Racing Championship, (412) 607-0960, AWRCS.COM
Motocross Aug. 9 - 10. Shippensburg. D6 and PAMX Series, Doublin Gap Motocross, Inc., 717-571-5824, doublingap@gmail.com, www.doublingap.com
Enduro Aug. 10. Three Springs. Three Springs Enduro, Green Marble Enduro Riders, (717) 554-4480, gmerenduro@gmail.com, GMER.us
Flat Track - Short Track Aug. 17. Gettysburg. District 6 Short Track, Baer Racing, 717-503-8030, candybaer@ comcast.net
Hare Scrambles/Cross Country Aug. 23 - 24. Plymouth. Down by the River, Back Mountain Enduro Riders, 570-675-2623, iroth19@epix.net
Flat Track - Short Track Aug. 23 - 24. Birdsboro. Pagoda MC ST, Pagoda Motorcycle Club, 610-582-3717, pagodamc@gmail.com, pagodamc.org
Grand Prix Aug. 29. Mt. Morris. Red Bull Day in the Dirt, Racer Productions, Inc., (304) 284-0084, info@racerproductions.com, www.highpointmx.com
Hare Scrambles/Cross Country Aug. 30 - 31. Sigel. AWRCS, American Woods Racing Championship, (412) 607-0960, AWRCS.COM
Motocross Aug. 30. Burlington. Burlington Motor Park - RACE TO WIN, Burlington Motor Park, https://www. facebook.com/isbelltractor/
Trail Ride Aug. 30 - 31. Sugarloaf. Wallow in the Hallow, High Mountain Dirt Riders, (484) 347-2012, hmdr@hmdr. org, hmdr.org
Grand Prix Aug. 30. Mt. Morris. Red Bull Day in the Dirt, Racer Productions, Inc., (304) 284-0084, info@racerproductions.com, www.highpointmx.com
AMA SOUTH DAKOTA
Road Ride/Run Aug. 3. Rapid City. Medicine Wheel Ride in Sturgis, Medicine Wheel Ride, (808) 276-7709, lisa.rivera@medicinewheelride.org, www.medicinewheelride.org
AMA TENNESSEE
Extreme Off-Road Aug. 8 - 10. Sequatchie. 2025 Tennessee Knockout, Trials Training Center, (423) 942-8688, larryb@trialstrainingcenter.com, tennesseeknockoutenduro.com
Motocross Aug. 17. Blountville. Mega Series, Victory Sports Inc, 423-323-5497, jane@victory-sports.com, victory-sports.com
Road Race Aug. 9 - 10. Grantsville. USBA Masters of the Mountains Race Series, Utah Sport Bike Association, 801-580-6814, Board@UtahSBA.com, https://utahsba. com/
Grand Prix Aug. 22 - 23. Cedar City. Battle of the Borders/ UMORA, Southern Nevada Jackrabbits MC, (435) 590-7089, jackrabbitsclub@gmail.com, https:// jackrabbitsmcracing.com/
Land Speed Aug. 23 - 28. Bonneville Motorcycle Speed Trials, Deliciate Promotions LLC, (530) 263-7276, info@ bonnevillemst.com, bonnevillemst.com
AMA VIRGINIA
Motocross Aug. 9 - 10. Axton. District 13,Ultra & Mega & NCMX VA Cmp, Lake Sugar Tree Motorsports Park, (276) 650-1158, lakesugartree@gmail.com, www.lstmx. com
Hare Scrambles/Cross Country Aug. 16 - 17. Glen Lyn. Kairos, Virginia Competition Hare Scramble Services,
Motocross Aug. 30 - 31. Sutherlin. AMA Summer Shootout District 13 & Victory Sports Shootout, Birch Creek Promotions LLC, (434) 253-0505, birchcreekmx@gmail.com, birchcreekmotorsportspark.com
Hare Scrambles/Cross Country Aug. 30 - 31. Rural Retreat. Coyote Run, Virginia Competition Hare Scramble Services, 276-613-1239, ruralretreat@ hotmail.com, www.vchss.org
AMA WEST VIRGINIA
Motocross Aug. 3. Hedgesville. District 2, Tomahawk MX, LLC, 304-582-8185, tomahawkmotocross@gmail. com, tomahawkmx.com
Motocross Aug. 16. Hedgesville. Masters of Motocross, Tomahawk MX, LLC, 304-582-8185, tomahawkmotocross@gmail.com, tomahawkmx.com
Motocross Aug. 30 - 31. Hedgesville. MDRA / MAMA Shoot-Out, Tomahawk MX, LLC, 304-582-8185, tomahawkmotocross@gmail.com, tomahawkmx.com
AMA WISCONSIN
Motocross Aug. 3. Hillpoint. Sugar Maple MX D16 Points Race, Sugar Maple MX Park LLC, (608) 425-8643, sugarmaplemxpark@gmail.com, www. sugarmaplemx.com
Motocross Aug. 10. Lake Mills. Motocross, Aztalan Cycle Club, Inc., (000) 000-0000 , aztalanmx
Hare Scrambles/Cross Country Aug. 10. Cornell. FDXC Racing, Four Wheeler Dirtbike Cross Country (FDXC), (920) 360-4405, fdxcr.wi@gmail.com, fdxcr. com
MotocrossAug. 15. Lancaster. Grant County Fair MX Race, CMJ Raceway LLC, (608) 220-6853, cmjmx1@ yahoo.com, cmjraceway.com
Flat Track: Short Track Aug. 16. Lake Mills. Flat Track, Aztalan Cycle Club, Inc., (000) 000-0000 , aztalanmx.com
Dual Sport Aug. 16. Ellsworth. Valley Springs Dual Sport Ride, Valley Springs Motorcycle Club, Inc., (715) 821-9087, valleyspringsmc@gmail.com, https://vsmc. clubexpress.com
Flat Track: Short Track Aug. 9. Burnett. D16, Beaver Cycle Club, Inc., (920) 319-6889, mikeschwarzenbach@gmail.com, Facebook/Beavercycleclub
AMA National Hare and Hound Championship Series nationalhareandhound.com
Round 7: Sept. 20. Caliente, Nev.
Round 8: Sept. 27-28. Ridgecrest, Calif.
Round 9: Oct. 18-19. Lucerne Valley, Calif.
AMA Grand National Enduro Championship Series nationalenduro.com
Round 7: Sept. 14. Sand Springs, Okla.
Round 8: Oct. 4. Mathews, Ind.
Round 9: Nov. 2. Stanton, Ala.
AMA National Grand Prix Championship Series ngpcseries.com
Round 7: Oct. 3-5. Ridgecrest, Calif.
Round 8: Oct. 24-25. TBD.
Round 9: Nov. 14-15. Lake Havasu, Ariz.
AMA EnduroCross National Championship Series endurocross.com
Round 1: Oct. 18. Prescott Valley, Ariz.
Round 2: Oct. 24. Idaho Falls, Idaho.
Round 3: Oct. 25. Idaho Falls, Idaho.
Round 4: Nov. 8. Redmond, Ore.
Round 5: Nov. 15. Redmond, Ore.
Round 6: Nov. 22. Everett, Wash.
FEATURED EVENTS
Grassroots Off-Road Racing grassrootsmx.com
Round 3: Sep. 6. Preston, Idaho.
Round 4: Sep. 7. Preston, Idaho.
Round 5: Sep. 27. Delta, Utah.
Round 6: Nov. 22. Mesquite, Nv.
Mid-East Hare Scramble Series mideastracing.com
Aug. 16-17. Gobbler. Union, S.C.
Aug. 30-31. Welborn Farms. Boonville, N.C.
Sept. 13-14. Hillbilly Smash. Morganton, N.C. Sept. 27-28. Harris Bridge. Woodruff, S.C. Oct. 18-19. Water Wheel. Shelby, N.C. Nov. 1-2. Wilson Memorial. Hickory, N.C. New York Off-Road Racing Association Championship Series nyoa.net
Round 7: Aug. 17. Lowman, N.Y. Baldwin Trail Riders.
Sept. 27-28. Big Woods 200. Wabeno, Wis. Wisconsin Dual Sport Riders. 920-350-2030 bigwoods200@hotmail.com
Oct. 4-5. Cross Florida. Ormond Beach, Fla. DixieDualSport, Inc. 727-919-8299 president@ dixiedualsport.com
Oct. 18-19. Green Ridge Moto Adventure. Little Orleans, Md. Maryland Competition Riders. 717515-4220 Marylandcompriders@gmail.com
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®
2025 Beta AMA National Dual Sport Series americanmotorcyclist.com/ national-dual-sport
Aug. 2-3. Copperhead Dual Sport. Logan, Ohio Hocking Valley Motorcycle Club. 614-679-5743. lwright@hockingvalleymc.com
Nov. 1-2. Howlin’ at the Moon. Prescott Valley, Ariz. Arizona Trail Riders. 602-692-9382. the1phxman@ gmail.com
Nov. 1-2. Hammer Run. Port Elizabeth, N.J. TriCounty Sportsmens Motorcycle Club Inc. 856-2653911. epolhamus@comcast.net
• AMA Dragbike® • AMA Endurocross® • AMA Motorhead® • AMA Pro Grand National Championship®
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Garage
Tips,Tweaks, Fixes and Facts: The two-wheeled ownership experience, explained
RIGHT VS. LEFT
Selecting the proper lines in corners for safety rather than speed
BY MITCH BOEHM PHOTOS: KEVIN WING
I’d set the 2021 BMW R1250GS I’d bought just a couple days earlier into the medium-speed left-hander like I’d done two or three hundred times earlier on that Sunday afternoon ride on my local go-to curvy road — and expected nothing unusual.
But this time, just as I hit the apex and began to pick up the throttle a little, I felt that mushy, vague feedback being communicated through the front end and into the handlebar, and knew the GS’s front tire was a-pushin’
The bike, to me, at least, was brand new, with only 8,000 miles on the clock, and I’d not even registered it yet. And while it was insured, I’m pretty sure I whispered a quiet little Oh, sh&%t into my helmet when it happened.
The push didn’t last long, maybe
a second-and-a-half, and it wasn’t enough to cause my semi-clenched glutes to harvest any German seat foam. But it did surprise me a little, as I didn’t notice anything funky visually in the admittedly late-afternoon shadows as I approached the bend…so, once I got things gathered up, I did a U-turn to check out the offending corner’s asphalt, just for fun.
drop-off and gravel waiting for me if I made a mistake and ran a little wide, that wasn’t an ideal choice.
STREET TECHNIQUE
Sure enough, there it was — a bit of light sheen on the outer half of my lane. Whether it was oil, tranny fluid, antifreeze or pig poo from the back of a farm truck, it didn’t matter. All I knew was that it was a bit slick, and I’d ridden right through it.
Could I have missed it, even if I’d managed to actually see it? Well, yeah, maybe. I could have navigated the corner by riding on the far-right edge of the lane, but with a 6-inch
I could have moved to the far inside of the lane and snuggled up against the double-yellow, too, where there are rarely ever any offending lubricants (thanks to the centrifugal forces that tend to fling them to the outside), but then I’d have been within smackdown distance of any errant four-wheelers (or two-wheelers, even) coming the other way and running wide. Hey, it happens.
Neither of those options were good ones (especially the latter), so I did what most experienced riders do in this situation (even when they’re not doing it consciously) and engaged what I call the “default” position; I backed off on the speed a little, and kept to the middle of my lane, and
Whether it was oil, tranny fluid, antifreeze or pig poo from the back of a farm truck, it didn’t matter. All I knew was that it was a bit slick, and I’d ridden right through it.
ladled on an extra helping of mental and physical focus through the bars and pegs.
Most of the time that works fine, but sometimes, you can find yourself skating.
And that sorta encapsulates the issue with left-handers…and why, for street riders, lefties are trickier and sometimes quite a bit more threatening than right-handers.
Over the years when riding in a group, I’ve always tried to communicate this cornering conundrum to any newer riders that might be present; I repeat it on the Edelweiss Bike Travel tours we do each year, too, and more
than once I’ve had an attendee tell me later that being prepared for that exact situation helped keep them out of trouble.
Right-handers, I always tell folks, are easy; given the dangers of errant, over-the-line cars and trucks, and slippery fluids being tossed toward the middle of the lane, it’s almost always best to stick to the inside half (or inside third) of the lane. Doing so keeps you away from the dreaded slippery slime, while the same centrifugal force that helps fling that slime toward the middle of the road helps keep you from dropping off the extreme inside of the corner, into that drop-off or gravel…or worse.
On left-handers, here’s a small caveat versus the default strategy outlined in the seventh paragraph: If you can see through the corner (and confirm no one’s coming from the opposite direction), it’s often better
to move left and hug the inside, and get closer to the white or yellow line; this way you’ll keep away from the slimy stuff and, because you’d confirmed that no one was coming the other direction, not get blasted by an errant over-theline driver.
But if you can’t see through the corner, which is often, do what I did on the GS this past weekend: Reduce your cornering speed below what you’d normally consider “safe”; pay close attention to the surface conditions entering the corner (if you’re able to actually see the asphalt); and stay in the right half of the lane.
This strategy has helped keep me out of danger for decades, and hopefully it’ll work for you, too. Be careful out there this summer!
Many assume the strategies for successful out-of-harmsway cornering and line selection are the same for left- and right-handers. But the realities of motoring slime (oil, antifreeze, etc.), combined with centrifugal force and over-the-doubleyellow offenders, make them quite a bit different and challenging to deal with.
AMotorcycle Hall of Fame class of 2025
s fall draws closer, so does the celebration to honor the induction of the next class of motorcycling greats into the AMA Motorcycle Hall of Fame.
After a month of voting by previous Hall of Fame inductees, members of the AMA and AMHF Board of Directors, members of the AMA Motorcycle Hall of Fame Category Selection Committees, and AMA Life Members, the Class of 2025 was selected and announced in June. The Class of 2025 consists of Dana Bell, Chris Carter, Colin Edwards, Joe Kopp, Chad Reed and Ryan Young.
Both Dana Bell (Leadership & Rights) and Chris Carter (Ambassadors & Industry) were named inductees under the non-competition areas of influence.
The remaining four inductees fall under the competition
categories: Colin Edwards (Road Racing), Joe Kopp (Dirt Track), Chad Reed (Motocross & Supercross) and Ryan Young (Specialty Competition).
The AMA Motorcycle Hall of Fame Induction Ceremony will take place Oct. 23, 2025, at the Violet Township Event Center in Pickerington, Ohio. The ceremony will be followed by a cocktail reception at the AMA Motorcycle Hall of Fame Museum and is part of the four-day AMA Hall of Fame Days celebration, which runs Oct. 23–26 and includes a bike night, bike show, pitbike racing, and more! Tickets and more information about the event can be found by scanning the QR code (right) or by visiting AmericanMotorcyclist.com and clicking “Induction Ceremony” under the “Hall of Fame” tab. Details on AMA Hall of Fame Days can be found under the “Events” tab.
