AMA Editorial Director Mitch Boehm on helping Malcolm Smith conceive, assemble, write and publish his acclaimed autobiography
10 AMA INSIDER
AMA Marketing and Communications Director Joy Burgess on the absolute joy of actual, real-world motorcycling
12 GREATLY EXAGGERATED
AMA Contributing Editor John Burns on the peculiar affliction known as TWS, aka Testbike Withdrawal Syndrome
14 BACKFIRES
Membership feedback on recent issues and happenings
16 BACK IN THE DAY
Where the photos are blurry but the memories are clear!
20 “MOTORCYCLE MARY” MCGEE
Remembering the life of AMA Motorcycle Hall of Famer and motorcycling trailblazer Mary McGee
24 GOVERNMENT RELATIONS REFRESH
Reviewing legislative and regulation movements of 2024, and previewing the challenges for 2025
30 GAME CHANGER
Suzuki’s radical 1975 Suzuki RM125 pushed rearwheel motocross suspension to new heights
32 GOODBYE, MALCOLM
Celebrating the life and times of AMA Motorcycle Hall of Famer Malcolm Smith, American motorcycling’s favorite son
70 AMA GARAGE
Tips, tweaks, fixes and facts: The motorcycle ownership experience, explained
ON THE COVER:
Malcolm Smith, American motorcycling’s favorite son and a man who single-handedly inspired millions of first-ride experiences, is gone after a nearly 30-year fight with Parkinson’s disease. But thanks to the example he set in racing, in business and personally, along with his starring role in Bruce Brown’s epic On Any Sunday moto-documentary, he will never, ever be forgotten. The story begins on page 32.
EDITORIAL
Mitch Boehm Editorial Director
Todd Westover Chief Creative Consultant
Keaton Maisano Managing Editor
Kerry Hardin Senior Graphic Designer
John Burns Contributing Editor
Aaron Frank Contributing Editor
Contact the Editorial Team at: submissions@ama-cycle.org
Michael Kula Business Development Manager (949) 466-7833, mkula@ama-cycle.org
Alex Boehm Sales and Events Specialist (614) 729-7949, aboehm@ama-cycle.org
All trademarks used herein (unless otherwise noted) are owned by the AMA and may only be used with the express, written permission of the AMA.
American Motorcyclist is the monthly publication of the American Motorcyclist Association, which represents motorcyclists nationwide. For information on AMA membership benefits, call (800) AMA-JOIN or visit AmericanMotorcyclist.com. Manuscripts, photos, drawings and other editorial contributions must be accompanied by return postage. No responsibility is assumed for loss or damage to unsolicited material.
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American Motorcyclist magazine (ISSN 0277-9358)
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Ididn’t know Malcolm Smith all that well when I asked him when — and not if — he was going to do an autobiography. I just felt — like many motorcyclists worldwide surely did — the subject needed to be broached, and I’m absolutely sure it wasn’t the first time he’d heard it. I even handed him one of those early digital voice recorders to get him started.
“I don’t care who you do it with,” I told him, “but you've gotta do one, Malcolm! Everyone will want to read it!”
“I know,” he said with a sheepish grin and a shake of his head. “I’m such a procrastinator sometimes.”
At AMA Vintage Motorcycle Days a year or so later, Malcolm and his wife Joyce asked me to join them for lunch, and at a nearby restaurant got right to the point: “Mitch,” Malcolm said, “Joyce and I want you to help me with my book. It’s time to do it.”
Whoa. The invitation froze me, but after I regained my ability to speak and realized they were serious, I agreed to help. I mean, how else do you respond to a request that momentous?
It took us a while to get going, and the better part of three years to get it done. Of course, there were some serious obstacles we both had to deal with during the process.
Malcolm was wrestling with the ups and downs of Parkinson’s disease and the medications taken to control it, which increasingly affected his ability to function. And my son Alex, at the time a junior in high school and a football standout, was diagnosed with a malignant brain tumor, which was quickly followed by an eight-hour surgery to remove most of it, four months of chemotherapy, and a solid month of radiation every day to kill it. Somehow, the kid dealt with it all like a trooper,
PERSPECTIVES THE BOOK OF MALCOLM
BY MITCH BOEHM
Above: Malcolm and me at an industry event back in 2011 or 2012, when we first talked about the need for a book. Right: Reviewing and tweaking one of the book’s chapters at Malcolm’s home, me on a laptop and him with a hard copy. We did this for every section of the book, and it was a fascinating process.
never once complaining of the pain, nausea, all-day infusion sessions and the baldness that came with it all.
Malcolm and I did most of the interviews, research and writing over a 20-month period, and the process went pretty much like this: First, we’d get together at his home in Riverside, Calif., for many several-hour talks about a specific period of his life. To keep track of it all while we went along, we’d write down the main items on a large dry-erase board, listing events and life experiences under specific-year headers scrawled across the top of the board.
I’d record all of these chats on my iPhone, and once we’d done enough for the chapter we were working on, I’d take a week or two to transcribe it all and slowly but surely weave it all into a written chapter, which Malcolm and I would then review word-byword in person, me on my laptop and him with a printed version.
We’d tweak the text and add this or that, and after I returned home and made those edits, we’d review it again until each chapter was, in Malcolm’s words, “just exactly perfect.”
Once a chapter’s words were done, we’d send ’em over to our own Todd Westover, who’s responsible for the beautiful look and layout of the book (and this magazine, too), and someone I’ve worked closely with for decades. Todd was the perfect man for the job, mostly because he’s incredibly talented and creative, but also because he’s an old motocrosser himself, having raced Suzuki RMs back in the day.
Helping Malcolm Smith conceive, research, write and publish Malcolm! The Autobiography was an honor I can’t even begin to describe. To say it was an amazing journey might be the understatement of a lifetime.
So thanks again, Malcolm, for the opportunity. I know you’re listening or reading this somewhere, my friend.
To get a copy of Malcolm’s 400page autobiography, you can visit malcolmsmith.com, or themalcolmbook.com.
Mitch Boehm is the Editorial Director of the AMA and a long-time member.
MARK KARIYA
Someone sent me a link the other day that allows you to create original music with Artificial Intelligence (AI). You can write the words with a little help from ChatGPT, and then use Suno AI to put it to music. Just choose whatever style of music that suits your fancy.
My first thought — especially from a marketing perspective — was, “Wow, you can write a song with AI!” But then I thought… “Oh…you can write a song with AI.”
AI has major upsides, of course; aside from creating actual “art” with it (I use that term loosely so I don’t offend my true artist friends) and the ability of kids to do their homework with it (not what you want, really), AI has many benefits…enhanced efficiency and productivity, automation, decision-making, human-error reduction, and a multitude of others.
But to me it’s equal parts brilliant and sad in a lot of ways. Stories, music and art that come deep from the heart and soul and that communicate our human experience in profound ways seem in danger of being lost. What if we strip away what makes us human, until all that’s left is a shell of our existence?
People worry about what AI means for their jobs, but I worry about what it means for humanity. And that’s when I realize how thankful I am that I know how to ride a motorcycle, because as long as we humans are riding motorcycles, there’s hope.
No video game, virtual reality device or AI-enhanced experience will ever take the place of the visceral experience we enjoy when we throw a leg over a motorcycle and head out onto the road or dirt. No feel-good drug can provide the Zen that comes with leav-
INSIDER FINDING THE REAL ON TWO WHEELS
JOY BURGESS
ing your troubles behind as you shift through the gears and let the wind surround you. No doctored video will ever take the place of seeing the world up close and personal from behind a handlebar at speed.
In a world where kids are inundated by things that aren’t real, where everything is photoshopped, where half the images you see are AI enhanced, and
fire about riding their motorcycle. I hope they find the real on two wheels.
And if you’re looking for a perfect opportunity to get them involved in our wonderful sport, start planning to get involved with the AMA’s Take a Kid Dirt Biking Month in May. Today’s kids are the future, so let’s get them involved in something real for a change.
As part of the AMA’s mission to pro-
where seeing is no longer believing, I hope to God that more people will teach their kids to ride motorcycles, so that somehow in this world of trickery they will have the chance to find and feel something that’s real.
If you’re a parent or grandparent, I hope you realize that the future of motorcycling and the AMA depends on what you choose for your child or grandchild right now. If you teach them young and they get the bug early, there’s a lot of hope. But if they never get the taste of riding a motorcycle and get pulled into a world where nothing is real, the future looks a whole lot scarier.
So I hope you get your kids riding early. I hope they set aside their tablet or phone and head out into the fresh air and dirt. I hope they sit with friends and tell stories of their riding or racing adventures. I hope they take photos or create art surrounding two wheels. I hope they play a song around a camp-
mote the motorcycle lifestyle and protect the future of motorcycling, AMA Take a Kid Dirt Biking Month is our nationwide campaign that focuses on cultivating the next generation of passionate riders by giving them a chance to learn new skills, boost confidence and grow appreciation for the sport.
Last year, with the help of partners, organizers, parents and grandparents, we had more than 2,000 kids from all over the country get involved in the program, and we’re aiming even higher for 2025. The AMA also debuted the very first edition of American Motorcyclist for Kids magazine in 2024 (stay tuned for more on that!).
Want to learn more about AMA Take a Kid Dirt Biking Month? Email jburgess@ ama-cycle.org for more information.
Joy Burgess is the AMA Director of Marketing and Communications
Kids at a Middle Atlantic Motocross Association (MAMA) event taking part in Take a Kid Dirt Biking Month in May 2024. More than 2,000 kids were involved in the AMA’s 2024 month-long campaign.
HALL OF FAMER BROC GLOVER ASKS YOU TO SUPPORT THE AMA HALL OF FAME
Being inducted into the AMA Motorcycle Hall of Fame in the class of 2000 was an honor and a thrill, but that’s only part of the reason I’m such a big supporter of the AMA Motorcycle Hall of Fame.
The Hall’s mission — to preserve and promote the heritage of American motorcycling — is alive, well and vitally important.
visionaries were lost to history? What if their very important achievements were forgotten? Would tomorrow’s riders chase their motorcycling dreams if they had no one to inspire them?
That’s not something I’d like to chance, and I’m certain you’d agree, so here’s my question:
But what if our greatest racers, riders, ambassadors and
But what if our greatest racers, riders, ambassadors and
$0-$49: Decal
$50-$74: Decal and Pin
$75-$149: Decal, Pin, Calendar
$150-$399: Decal, Pin, Calendar, Tumbler
Will you please make a financial contribution to the AMA Hall of Fame? Thank you! —Broc Glover
$400-$999: Decal, Pin, Calendar, Tumbler, Hat, Jacket
$1000-$2499: Decal, Pin, Calendar, Tumbler, Hat, Jacket, HOF Days Experience
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$7500+: Decal, Pin, Calendar, Tumbler, Hat, Jacket, HOF Days Experience, VMD VIP Experience, Broc-signed Motocross Helmet
Until two years ago, and for most of the last few decades, I was almost literally the kid in the candy store, with a bottomless and rotating supply of new motorcycles in my garage. Sometimes the overflow had to sleep rough in the side yard behind a lantana bush I let go wild, specifically for cover and concealment (a good test for ADV bikes).
No more than a week went by, since about 1988, when I didn’t hop on one of those borrowed bikes to meet my coworkers/mates for a ride to test or photograph or video one or a bunch of them. There were usually four or five new-model press launches per year all over the world. After a couple decades, the constant parade of exotic junkets actually began to feel like work. Oh jeez, another new Ducati in Gran Canaria? Why me, Lord?
Then they downsized me (again), and it all came to a screeching halt. Actually, not screeching, thanks to Editorial Director Boehm throwing me this American Motorcyclist lifeline, but a very heavy-braking halt. That was okay, too, because like I said, it all had become a bit of a job, especially all the battling through SoCal traffic to get to “work” in the snaking mountain roads that surround the megalopolis.
Having a friend you’ve known and worked with for many years get killed doing what we do has a way of chilling your need to ride for a while (RIP, Evans Brasfield), but being sent on an Edelweiss Tour for a week restores your faith in all kinds of things, as does blasting through fall leaves on Honda’s new Transalp 750, or roosting with Hall of Famer Jeff Stanton and my offspring around Michigan.
My new-to-me, 21-year-old Burgman 650, which I wrote about earlier
here, became my go-to daily transpo’ and a reasonable facsimile of a motorcycle ride. I love that thing, but my failure to perform due diligence on vehicles and other things has been a lifelong problem. When the Burgie suddenly decided it didn’t want to shift past second gear a few months ago, I was surprised how many people had no interest in working on it. So I dug in myself, only to realize only a fool has himself for a Burgman 650 mechanic. I’ll eventually get to the bottom of it, but there’s always something more pressing in the escalating battle against entropy.
My 2000 Yamaha R1 is still in the garage, but you know how it is. You want something fresh after 25 years, don’t you? And now that I’ve gotten used to ABS and traction and cruise controls, I’m not sure I trust myself without them; getting more cautious is
part of getting older, too.
The long and short of it is that I’m experiencing serious testbike withdrawal syndrome…TWS.
The question now is…what motorcycle befits the aging urban curmudgeon? I think we mentioned once or twice that fifth-generation Honda VFR800 with gear-driven cams was the greatest sport-touring bike of all time. But then we’re back to pre-ABS and cruise control. I’m also a big fan of Honda’s NC750X, which doesn’t have quite the storage capacity of the Burgman but at least has some — and Honda even calls it an ADV bike, which seems somehow cooler. I seldom buy new (not since 1987), but Triumph’s new Scrambler 400X we reviewed a few months ago (see the April 2024 issue) was a hoot, and even I could swing $5,600.
Let’s face it, though. The best motorcycle is the borrowed motorcycle, the “test unit.” The pages of American Motorcyclist are packed with great content every month, but surely the readers of this publication want more reviews of bikes like the new Moto Guzzi Stelvio, or Suzuki’s 2025 DRZ4S — or maybe a BMW scooter?
Just know that I’m here for all of you, willing to do the heavy lifting it takes to wheedle testbikes from manufacturers and put pixel to paper in support of all “motorcycledom.” It only takes pennies a day to support me. Why not write the editor today (submissions@ama-cycle.org) and demand more bike reviews before I get old because I quit riding? God bless us, everyone.
John Burns is an AMA member and irreverent commentator on all things motorcycling
Here we are in Spain a few years ago trying to keep a stiff upper lip on an English motorcycle — all in a day’s work.
BACKFIRES
MORE NAME GAME
When living in Isla Vista, Calif., and attending Brooks Institute of Photography in 1968, a student loan check arrived, one that I had applied for years before and was astonished to receive, having given up on it entirely. It was for a grand. Jumping in my roommate’s VW, we drove to LA, where I bought a 1964 BSA 650 Thunderbolt, which cost precisely one grand. The Thunderbolt name meant it had one carb, the twin-carb model being named the Lightning. When I innocently asked the dealer what BSA stood for, he replied, “Birmingham Small Arms.” Hmmm, I thought, that’s a serious-sounding name. “You mean my bike was made by an English gun manufacturer?” Becoming addicted to British bikes came to so many of us American kids in the 1970s, and when walking into the Brit bike shop in Corte Madera years later, I spied a 1970 Norton Fastback. It was so sleek and purposeful looking, and I asked the salesman what it was called. “Oh, that’s a Norton 750 Commando,” he said. It was one fast, big twin for its time, with legendary handling, and it looked good in British racing green. I just had to have one, didn’t I?
Brian Halton San Francisco
I was catching up on some back issues of American Motorcyclist over
the weekend, and particularly enjoyed the Editor’s The Name Game column in the November edition, which discussed alpha-numerics vs. sales names for motorcycle models. Names matter! They give a bike an identity, and suggest connection, emotion and legend when done right. Some of my favorites start with my first bike, a 1973
Honda CT-70H (“H” means I paid $10 extra for the four-speed manual!), but known worldwide as the Trail 70. Senior year at the Naval Academy brought me the 1979 RD400F we know as the Daytona Special, and I still have my first Ducati, a 1993 900SL that’s real name is Superlight. These names are etched into my
LETTER OF THE MONTH
ALASKA, THE LONG WAY
I
pretty much confine my adventures to the lower 48, and maybe a province or two, so I really enjoyed Whitney Meza’s Alaska and Back…Almost piece in the December issue. It takes true grit to make it to the Arctic Circle, and even more to do it from Southern Florida. My helmet’s off to her for picking up the pieces (literally) after her crash in Montana, and not losing heart. This kind of stuff makes the trip — and the story itself — even more of a success. Well done!
Rick Kamrath Torrance, Calif.
Thanks, Rick. We’ll pass along your thoughts to Whit. While we’re on the subject, what’s your next trek? (Kamrath wrote our two-part Harley-Davidson Homecoming feature back in 2023. You can find them in the March 2024 and May 2024 editions.) – 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.
Norton 750 Commando
brain because they mean something special to me. Thanks for the memories!
Russ Bartlett Mineral, Va.
Readers should know that Bartlett is a combat-experienced Naval aviator (Desert Storm) who would go on to become the Commander of the legendary Blue Angels, and who’s also a veteran rider and racer who’s got a helluva collection of new and vintage street and dirtbikes in his garage. His big mistake in life was inviting this Editor to take an hour-long backseat ride in an F-18 Hornet for a magazine story sidebar, which, luckily, didn’t end up soiling the inside of the cockpit. Let’s just say the Hornet was a little different than the Cessna 152 I’d trained in. Thanks, Russ! – Ed.
One of the all-time best bike names has to be Ducati’s Monster, eclipsed only by Vincent’s Black Shadow.
Greg Chandler Orlando, Fla.
MORE HOF CONGRATS
Congratulations to Mike Lafferty for his induction into the AMA Hall of Fame. Every year I ride the AMA Hammer Run dual sport event in South Jersey, and it seems like
every year on the tightest single track I hear a big thumper coming up behind me…and sure enough it’s Mike Lafferty on a big KTM ADV machine with his wife on the back, passing me like I’m a noob.
Drew Biordi
I’m sure you’re not alone in that way, Drew! – Ed.
MORE DANDELION THERAPY
B. Jan Montana’s Dandelion Therapy column in the November issue really touched my heart. Epictetus is right: Life isn’t a contest. I’m reminded of that as my wife is in a battle with cancer. We could learn a lot from people like Danny. They live and love more than normal folks. Sometimes it makes me wonder who’s handicapped, us or them? I think it’s us, as many of us worry about things in life that don’t really matter, while ignoring things that really do. I think most motorcyclists are a lot like Danny; we notice God’s creation so much more than the average person. I hope Jan was able to reconcile with his father. As a father, I know I have made huge mistakes, as well. Thanks for a great column; I’ll be watching for more.
Sam Phillips
THE “IRRESPONSIBLE” EDITOR
I’m replying to the Editor’s December-issue column Evening the Score Shame on you, Mr. Boehm! Scaring those poor drivers whose blind spot detectors probably didn’t even have time to react as you sped past. And over a nefarious double yellow, to boot! Giving all motorcyclists a black eye, I see. Mr. Officer was very kind
to take your weak excuses under consideration and dismiss you with a warning. If only I could (ever!) get that lucky.
Rich Palmer Mayer, Ariz.
Thanks for the concern, Rich, honestly! But without really knowing the specific situation, and not being there when it happened, this sounds a little more like you-got-lucky-and-Ididn’t jealousy to me! – Ed.
The Editor’s encounter with law enforcement reminded me of a fortunate encounter of my own. A number of years ago I had spent a few days at Daytona Bike Week to race and enjoy the usual events, including trying out the latest motorcycle test rides offered by the manufacturers. A couple weeks later I was blasting down a local rural road when the unmistakable lights and bleating horn came up behind me. I stopped and popped off my helmet (same as Mitch, grayish hair and beard, and hoping the officer would see I wasn’t a crazed teen on his first bike). As the officer approached, I noticed he looked familiar. He took my license, looked at me and said, “Weren’t you in my test ride group in Daytona?” I was! We talked about bike week, the races, the Ducati I was riding and motorcycles in general, and after a few minutes of conversation he told me to keep my speed down, as there are always a lot of officers watching. We shook hands, I rode off, and he left…no ticket, no warning, just two motorcycle enthusiasts stopping for a chat. I’ve always had respect for police officers and the difficult job they have, and even more so after this encounter.
Dennis J. Bell Life Member
Good on you, Dennis. There are bigger things for our wonderful police to worry about in this world, I’d venture, and I’d think most of them would agree. – Ed.
Mike Lafferty on the gas.
BACK IN THE DAY
Where the photos are blurry but the memories are clear!
This is me around 1974 on a 1973 Kawasaki F12MX. The photo was taken at Dave and Rita Coombs’ Appalachia Lake motocross track near Morgantown, W.V. It was a good year, as we won the AMA District 7 Open A MX class championship. I think I swapped out the original black fenders for the 1974 KX450 white ones. The bike weighed around 205 pounds and had a 450cc two-stroke, and it tended to pull wheelies a lot. It was a bear to keep the rear wheel behind the front! My sponsor at the time was Texas Ted Britt Kawasaki of Chantilly, Va. Great times! I went off to college the next year, and it was 1994 before I started riding again in the Virginia Championship Hare Scrambles series, which I’m still riding.
Eddie Hornick
6The photo is of my father, Alden “Babe” Ames, in 1962, racing the twin-engine Ocelot Scrambler (9T). A note of thanks to AMA district referee Reggie Pink for getting provisional approval to race the limited-production bike. My dad still rides motorcycles but hasn’t gotten the hang of email, so I submitted this on his behalf!
Rachel Wardwell
4This is me with my 1976 Honda 400 Super Sport, pictured here in 1990 after a makeover. I rode this bike during college in the ’70s, and I sold it to a friend in 1980. I bought it back from him 10 years later for $300, and brought it back to life!
Ed Trotta
3This picture was taken before the start of the Elsinore Grand Prix in either 1968 or ’69. These are all original Triumph desert sleds. Left to right, that’s Bruce Stewart, Al Holley with his son (a very young Jim Holley) and me when I was 13 or 14 years old. When we sent in our entries, we’d go to the post office and wait until midnight to get our entries postmarked so we would get a front-row start. Amateur number plates had green backgrounds, and experts had white. This was an amazing time to be racing dirt bikes as the two-strokes were developing quickly and the big 40-inchers were slowly being replaced. We had so many options riding and racing in Southern California in the late ’60s and early ’70s. We’d race a desert race in the morning out in Mojave and catch a scrambles or TT on the way home off Highway 14 in Acton or Adelanto. Would not trade those memories for a million dollars!
Robert Hansen
I started out converting a Schwinn bicycle into a motorbike and a centrifugal clutch when I was 13 years old, then moved to an old Allstate scooter a year later. When I turned 16 in 1963, I convinced my mother to let me buy a real motorcycle — an early ’50s Harley-Davidson 125 three-speed that would top out at 45 mph. The Harley is shown in the first photo in front of my parents’ house back in Carmel, Ind. This bike was modeled after the German DKW RT125, which Harley was able to build due to the reparations imposed on Germany after WWII.
The second picture is of my wife and I on my ’82 Honda CBX, which could get very hot when riding in the SoCal summer. My wife, our two sons and I toured Yellowstone, Cody, Wyo., Moab, Utah, the Grand Canyon, and Prescott, Ariz., in 1991 (the boys had their own bikes). I had numerous bikes after that, but the best trip was with our sons. I am now 76 years old and don’t ride anymore, but I always loved the sense of freedom I had when out on a long ride.
Tom Niblack
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The best riding in the world! Ride the Alp Stop dreaming-make it hapr,en. With the Beachs do it your way. Your st Your pace. Your dailY schedule. Your unforgettable vacation!
6My first real bike was a 1971 Bultaco 250 Matador. Over many years I used it for street riding, trail riding, observed trials, motocross and my favorite…snow/mud scrambles. It excelled at the scrambles because of the low-end torque and manageable power. In later years, I purchased a used 1973 Bultaco 350 Alpina. I continued to compete in snow events; the snowy picture is from one of those events around 1974 at Owego, N.Y. All my snow riding was before screws in the tires were popular to get traction, and it was quite a task to keep the bike upright while going fast. I was also fortunate to buy the first Bultaco M199B Sherpa that was shipped to the U.S. for the 1981 World Trials at Watkins Glen, N.Y. My dealer was the closest to Watkins Glen, so he prepped the machine, and after the event, I bought the bike! Still enjoying trials in central Florida on my 2014 Sherco 250. Gary Brodock
BACK IN THE DAY
6When this picture was taken, I’d already had a Cushman scooter, and then I got a Honda 50. I stepped up to this Triumph in 1965 shortly before going into the Air Force. In Guam it was a 250 Honda Scrambler before a series of BMWs in Germany. I started racing sidecars in Germany, and continued racing when I returned to the U.S. in 1973. Three AMA championships and many land-speed records later, I was inducted into the AMA Motorcycle Hall of Fame in 2010. My passion for motorcycling led to a career in sales and marketing in the aftermarket industry, and it also allowed me to represent American sidecar racing at racetracks around the world. Larry Coleman
The old photo is me with my buddy Steve “Mo” Morrison, and it was taken by his mom in the mid 1970s. We rode those Honda CT70s as often and as hard as we could. It was amazing what we put those bikes through, and how they kept running! We went on to enjoy a lifetime of off-road motorcycle riding. Today we live in the same rural development outside of Bishop, Calif., and we both have CT70s again that we ride to visit each other. I think we enjoy those 70s as much now as we did then! I sure enjoy all the old pictures and similar stories as mine growing up in the On Any Sunday generation.
Matt Weaver
Bought my first bike in 1968, and I became an AMA member in 1970. I participated as a competitor in AMA-sanctioned hillclimb and motocross events throughout the Northeast.
The first picture shows me topping a hill on my 1970 R5 Yamaha, modified specifically for hillclimb events. It was a 350cc bike typically run in the 500cc class. The second picture is of my wife and I posing with the R5 and a 500-class second-place trophy following a fun day with competitors, who also were friends. I’ve competed at AMA Vintage Motorcycle Days in the Vintage MX 60+ class on a 1973 250 MX Yamaha. At age 76, I surely regret selling my R5 years ago, but I’m surely happy my wife is still with me!
Larry Matheney
Keep on keepin’ on, Larry! – Ed.
up to speed
News, notes, insight and more from the motorcycling universe
“MOTORCYCLE MARY” MCGEE
Remembering the life of AMA Motorcycle Hall of Famer and trailblazer Mary McGee
BY KEATON MAISANO
PHOTOS: MARY MCGEE ARCHIVE & WILLIE BROWNING
In more ways than one, Mary McGee’s journey to the AMA Motorcycle Hall of Fame — and into the storybooks of motorcycling — was an unlikely one.
Born in Juneau, Alaska, on Dec. 12, 1936 (back when Alaska was just a territory), McGee began her life more than a 3,000-mile drive from the AMA and the Hall of Fame she would be immortalized in 82 years
later. Add in the fact that professional motorcycle racing was exclusively a male endeavor at the time, and it is easy to see how the cards were stacked against McGee.
But for those who got to know her, or maybe just know of her story and career, Mary McGee was born to be a motorcyclist, and motorcycling is all the better for it. And while motorcycling lost McGee on Nov. 27, 2024, her impact is alive and well in
the countless women she inspired to race and ride motorcycles.
“Mary McGee devoted her life to promoting the motorcycling lifestyle to women throughout America, and did so with unrelenting passion and spirit,” AMA President and CEO Rob Dingman said. “Her contributions to motorcycling will never be forgotten, and her legacy within our sport will live on forever.”
McGee was faced with adversity
early in life when she (just 5 years old at the time) and her 9-year-old brother Jim were put on a train to their grandparents’ house in Iowa, a safe distance from the potential dangers of World War II. While afraid and away from her mother, it was during this time that McGee credited her brother with instilling a sense of resilience and calm in her, traits that would help her navigate her trailblazing career later in life.
A year later, with McGee’s mother reunited with the children, the family would move to Arizona.
McGee’s introduction to the world
of motorsports came years later thanks to Jim’s involvement racing cars out West. While she greatly enjoyed the sport as a spectator, the itch to race would become undeniable after Jim took her for a ride around the racetrack in his Porsche race car. In the time trial race that followed, McGee would sit behind the wheel of Jim’s car for her first race ever…a race she would ultimately win.
Her performance caught the eye of Porsche racing team owner Vasek Polak, who asked her to race one of his Porsche Spyders. McGee
Mary McGee (No. 102) at speed. Below: McGee (left) smiling after signing a Motorcycle Mary movie poster at 2024 AMA Hall of Fame Days.
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After years on the asphalt, McGee shifted to dirt racing in 1963, competing in an AMA District 37 enduro. McGee would race for the final time in 2011, and her final trail ride would come six years later in 2017.
“The deal on women (at the time) was that they’re second class...They need to stay home and cook and raise the kids. I didn’t pay any attention to it because I was having too much fun.” MARY MCGEE
seized the opportunity, and in her first race for Polak, McGee won the women’s class at the Santa Barbara, Calif., race. And winning became the norm for McGee on four wheels as she continued to race despite how it conflicted with the gender norms of the 1950s.
“The deal on women (at the time) was that they’re second class,” McGee said in the Motorcycle Mary film. “They need to stay home and cook and raise the kids. They’re not supposed to be out having fun with the guys. I didn’t pay any attention to it because I was having too much fun.”
Riding the momentum from her car-racing success, McGee looked to break through on two wheels after Polak suggested she get into motorcycle road racing. New to the sport of motorcycling, McGee learned to ride on a little Triumph Tiger Cub she bought from a friend.
she called the American Federation of Motorcyclists (AFM) to see if she could race motorcycles.
Ultimately, they told her she would have to take a test for the right to race. While she admitted this tryout was the one time she had butterflies
felt really good about that. And what I wanted when I started racing was to have other women come in, because I was the only one and it was lonesome. It was just me and the guys.”
Obstacles would continue to be thrown McGee’s way, from the on-track drama of being forced down to the 50cc class because she was a woman (despite having raced in the 150cc class for years) to graver news of her brother’s passing in a racing accident.
in her career, McGee rose to the occasion, passed the test and became the first woman to hold an FIM license in the United States.
But McGee kept going, from the pavement to the dirt and, eventually, to the sand, when she began racing the Baja 500 in 1967, becoming the first woman to ever race in the competition. In 1975, McGee became the first person to finish the Baja 500 solo, despite having crashed into a cactus because of a busted right shock that occurred early in the race.
Like much of McGee’s career, she was entering uncharted territory, so
“I was hoping I would start a trickle and then a roar of women racing,” McGee said. “Women have told me, ‘If you can do it, I can do it.’ I
“If I’m starting a race,” McGee said. “I’m going to finish.”
Nearly 50 years after her incredible accomplishment at the Baja 500, McGee attended the 2024 AMA Motorcy-
cle Hall of Fame Induction Ceremony in October to personally induct AMA Motorcycle Hall of Famer Debbie Matthews. With her racing number plate donning her walker and an infectious smile on her face, McGee’s love of life and motorcycling shined bright even in a room full of motorcycling royalty.
“I’m hoping I’m not only an ambassador to the sport, but an inspiration to women who are riding,” McGee said when interviewed ahead of her own induction in 2018. “I would like to see more women — and more younger women — get involved.”
Spending her later years as a stout ambassador for motorcycling and women motorcyclists, McGee successfully finished the race of life, leaving behind an indelible mark on those who knew her personally and those who were inspired by her story.
In the days after her passing, the motorcycle world offered an outpouring of tributes and fond memories of McGee. But McGee transcended motorcycling, and this fact was evident in the media coverage she received from news outlets that don’t typically cover motorcyclists or motorcycling.
“It’s a wonderful journey,” McGee said. “It’s not whether you finish first, second or last. It’s the struggle to finish. It is the journey of your life.”
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AMA GOVERNMENT RELATIONS REFRESH
Reviewing 2024 legislative and regulation movement, and previewing the challenges for 2025
BY KEATON MAISANO AND THE GRD STAFF
The AMA’s Government Relations team, now numbering six and all having a range of motorcycling experience, tackled an array of issues in 2024, and are primed to continue making a positive impact for AMA members and motorcyclists nationwide in 2025. Here’s a review/ preview of what they’ll be focusing on in the coming season.
RIGHT TO REPAIR
H.R. 906, more commonly known as the REPAIR ACT, provides flexibility for consumers to diagnose, maintain, repair and modify their vehicles. Since the House Energy and Commerce Committee held a hearing and markup of H.R. 906 in 2023, the AMA and other stakeholders invested in its passage worked with members of the committee to resolve differences and move toward a version that could pass.
The committee has had several opportunities to refer the bill to the House floor for a vote, but committee leadership opted against this due to manufacturer opposition that argues that the advanced systems in modern vehicles should only be serviced by a licensed dealer. They’re also concerned with protecting proprietary information, and that aftermarket products could lack the safety of the
original equipment.
The AMA and 24 other organizations in 2024 lobbied both the Federal Trade Commission and Congress in support of right to repair, and while legislation concerning H.R. 906 will be reintroduced in the 119th Congress, challenges await due to hesitancy from House Energy and Commerce Committee leadership sparked by concerns raised by manufacturers. There is no foreseeable resolution ahead.
This means motorcyclists’ right to repair their own vehicles is still very much in jeopardy. With the issue yet to reach its conclusion, the AMA remains steadfast in protecting motorcyclists’ right to repair their own motorcycles or seek out the services of an independent shop.
AMA members can go to AmericanMotorcyclist.com/rights/rights-resourc-
es/action-center/ to learn more and have their voice heard. Also stay in the loop by signing up for AMA Action Alerts at AmericanMotorcyclist.com
CONSUMER CHOICE
With the rise in popularity of electric, hybrid and alternative-fuel vehicles, there is less certainty around gas-powered vehicles and their availability moving forward.
The advances in technology have
come with efforts to limit the sale of gas-powered vehicles and favor an all-electric future, which would limit a motorcyclist’s options in purchasing a new vehicle. While recognizing the recent advances in technology, the AMA is against potential gas-powered vehicle restrictions that would limit a motorcyclist’s ability to choose the
right vehicle that fits their needs.
While consumer choice is still in danger, there is positive momentum, as several states have passed gas-powered preservation legislation.
At the federal level, the Preserving Choice in Vehicle Purchases Act — which prohibits the direct or indirect limiting of sales of vehicles with internal combustion engines — will be considered again in 2025 with a higher chance of being signed into law. The legislation previously passed in the House and received strong support from Senate Republicans, who now hold a position of power after the latest election cycle.
The AMA will continue to monitor
in Washington state. AMA CEO and President Rob Dingman said the tragedy was “another reminder that the AMA’s call to include motorcycle recognition and reaction in Federal Automated Vehicle Policy has gone unanswered.”
Also in April, the National Highway Traffic Safety Administration (NHTSA) issued a final rule requiring Automatic Emergency Braking (AEB) on light-duty vehicles by 2029. NHTSA noted that it “does not have data on how AEB systems would respond to other vehicle types such as heavy vehicles or motorcycles.” The AMA encouraged NHTSA to develop testing procedures to require this technology in August 2024.
this piece of legislation — and others at the state level — in an effort to protect your right to choose a vehicle that best fits your needs.
AUTONOMOUS VEHICLES
According to a survey of the AMA’s 215,000 members, distracted and inattentive driving as well as automated vehicles are their top two issues of concern.
Since the beginning, the AMA has sounded the alarms on issues surrounding autonomous vehicles (AV) and the shortcomings in their development and regulation. These shortcomings threaten the safety of motorcyclists, who are often left out of necessary testing of AV technology.
In April of 2024, a fatal collision occurred between a Tesla vehicle in autopilot mode and a motorcyclist
The AMA will continue to advocate at a federal level to include motorcyclists in any legislation on autonomous vehicles. Rulemaking and testing on AVs must ensure motorcyclists are protected, and the AMA supports and will advocate to promote advisory committees, consumer education, safety evaluation
potential changes in the AV space to happen. The AMA will be involved in making sure the change is one that benefits motorcyclists and increases their safety on the roadways.
Members from both parties in Congress have called for a more proactive response from the Department of Transportation when it comes to addressing the dangers of AV systems, consumer privacy and inadequate safety data. The issue of privacy will likely be a hot-button issue going forward, and the expectation is that legislation Congress has considered for several years to address safety, privacy and incident reporting will be reintroduced.
With new congressional leadership on the House and Senate committees with jurisdiction over AVs as well as throughout the legislative and executive branches, momentum on the AV issue could be created, opening the door for the AMA to better advocate for motorcyclists.
LANE FILTERING
The AMA supports legislation that reduces a motorcyclist’s risk exposure in heavy stop-and-go traffic conditions, and 2024 saw two states pass lane
reports and accurate crash reporting related to autonomous vehicles.
It’s worth noting that there will be a new Republican leader — Brett Guthrie (R-KY) — on the House Energy and Commerce Committee, which has jurisdiction over AV legislation. The change in leadership will likely mean a change in focus and agenda for the committee, thus opening the door for
filtering legislation that will help protect motorcyclists moving forward.
Colorado became the fifth state — joining California, Utah, Montana and Arizona — to legalize lane filtering when Gov. Jared Polis signed SB24079 into law on April 4, 2024. The law, which went into effect on Aug. 7, 2024, allows riders to filter through stopped traffic at 15 miles per hour or less.
Just over a month later, Minnesota Gov. Tim Walz (D) signed HF 5247 into law on May 24, making Minnesota the sixth — and easternmost — state to legalize lane filtering. Taking effect on July 1, 2025, the law will allow motorcyclists to filter through traffic “at not more than 25 miles per hour and no more than 15 miles per hour over the speed of traffic in relevant traffic lanes.”
HF 5247 also added punishments for drivers that impede motorcyclists on the open road, stating that “an operator of a motor vehicle must not intentionally impede or attempt to prevent the operation of a motorcycle” when filtering. The legislation’s success was in part due to AMA member and BMW MOA Treasurer Phil Stalboerger, who told his story of being rear-ended on a motorcycle while in traffic to several legislators who wanted to find a way to prevent further accidents from happening.
In Oklahoma, HB3582 passed through the House Committee on Transportation, but the bill to allow lane filtering ultimately failed on Third Reading in the House by a vote of 33-62.
While there currently isn’t a ton of momentum, Massachusetts, which had S.2238 introduced by Sen. Barry Finegold in 2023 at the request of AMA member Paul Cote, has potential legislation that would allow, in specific situations, motorcyclists to use a breakdown or access lane or split travel lanes.
It is important to note that the issue of lane filtering is one that is driven by each individual state and how that state perceives the practice. This is why lane filtering legislation looks slightly different in each state, and why some legislation is successful while other bills fall short.
While it is strictly a state-by-state issue, the momentum is positive and moving east. Texas and Michigan are two more states to keep an eye on moving forward, and it is important for the conversation to continue in states that have yet to pass legislation in favor
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of lane filtering.
There are studies — specifically a 2015 SafeTREC study — and data from states that currently allow lane filtering that prove the practice improves safety for motorcyclists by decreasing congestion and situations where motorcyclists can be hit from behind. That being said, the AMA won’t trade motorcyclists’ rights (i.e. mandatory helmet laws) to get lane filtering legislation passed.
For members on the fence of utilizing lane filtering in states that allow it, it is important to remember that the practice is completely voluntary.
MOTORCYCLE CAUCUS
The Congressional Motorcycle Caucus plays an important role in connecting and creating alliances among lawmakers. The caucus offers members of Congress an avenue to quickly communicate and shape a position on issues concerning motorcyclists. The caucus provides a layer of authenticity on Capitol Hill to motorcyclists’ issues, and the caucus can communicate in a way that individuals or organizations might struggle to on their own.
Additionally, caucus members hold senior congressional positions, including co-chairs on the committees with jurisdiction over transportation and commerce.
Throughout 2024, GRD staffers in Washington, D.C., worked to reorganize and reenergize the Congressional Motorcycle Caucus. This work was evident when several GRD staff members joined the chairs of the Congressional Motorcycle Caucus and other motorcycle industry leaders on June 12 to celebrate Ride to Work Day in Washington, D.C. The event, which looks to expand in 2025, was held to raise awareness for motorcyclists on the open road in hopes of increasing motorcyclist safety.
In addition to Ride to Work Day, the caucus plans to host a meet-and-greet event and a safety roundtable in 2025.
COALITION BUILDING
GRD staff did not waste time making connections on behalf of motorcyclists in 2024, participating in, presenting and hosting workshops at a variety of events and annual conferences in a continued effort to work with organizations throughout the country. Leading these conversations and bringing other groups in and on the side of motorcyclists, can better equip the AMA — and motorcycling as a whole — to create a better future.
On the off-highway front, the AMA continued to work with the Coalition for Recreation Trails (CRT) group tasked with reauthorizing and increasing funding for the Recreational Trails Program (RTP). The AMA also worked with the Americans for Responsible Recreational Access (ARRA) and the National Off Highway Vehicle Conservation Council (NOHVCC), whose annual conference AMA staff presented at. Additionally, the AMA attended the Utah Outdoor Summit and worked with the Legacy Trails Grant Program.
For on-road safety and policy, AMA staff attended the Lifesavers Conference as well as the State Motorcycle Safety Association (SMSA) National Motorcycle Training Summit in Denver. The AMA also had a presence at the National Conference of State Legislatures (NCSL) Legislative Summit and the Motorcycle Stakeholders Briefing held by the Pennsylvania Department of Transportation.
Back in the AMA headquarters’ home state of Ohio, the AMA had a presence on the Ohio Traffic Safety Council, and thanks to the AMA’s recommendation, Ohio is creating a Motorcycle Safety Working Group.
2024 saw headway made in the state of Colorado between the work with groups and individuals involved in the Colorado lane filtering legislation. In November, Scott Bright (R) — an AMA Life Member — was elected to the Colorado Senate. With an eye on improving motorcycle-friendly trails, Bright has discussed an interest in building coalitions of motorized trail user groups to collaborate on needed changes to state statutes, with the goal to develop an understanding of gaps within Colorado Parks & Wildlife’s governing statute and other inefficiencies in Colorado’s public land-management practices.
The AMA is always looking for riders to participate and create a dialogue, so don’t hesitate to get involved in the conversation and help motorcycling better position itself going into the future.
AMPAC
The American Motorcyclist Political Action Committee (AMPAC) is the AMA’s bipartisan entity used to financially support candidates who are champions for motorcycling, and those in leadership positions on committees that have jurisdiction over legislation that impacts the motorcycling way of life at the federal level.
This election cycle, every AMPAC-supported candidate was elected in 2024. The candidates included chairs and ranking members of key committees with jurisdiction over transportation infrastructure and safety funding, autonomous-vehicle legislation, funding for recreational trails, access to public lands and more.
AMPAC selected events during this past election cycle that provided AMA staff in Washington, D.C., the opportunity to network with candidates in one-onone or small group settings. This allowed for the support of candidates who champion motorcyclists, and also a chance to build professional relationships with
candidates and their staffs. AMPAC contributions helped to reaffirm to members of Congress that the AMA is the leading voice for motorcyclist rights in Washington, D.C.
Thank you to all AMA members who contributed to AMPAC and helped make this election season a success!
NAMS: NATIONAL AGENDA FOR MOTORCYCLE SAFETY
An updated National Agenda for Motorcycle Safety (NAMS) will be
published in 2025 after a review by NHTSA. Last updated in the early 2000s, NAMS aims to enhance and improve motorcycle safety. The AMA has participated in monthly NHTSA Community of Practice meetings with stakeholders from the safety community to provide valuable input on NAMS revisions and ensure the needs of riders and common-sense solutions are not ignored in favor of additional burdensome regulations. The AMA is one of the few participants that is
TOURING CENTER ALPS
specifically rider focused.
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The NAMS will examine trends, demographics and effectiveness of current approaches to provide guidance to those seeking to enhance safety at the national, state and local levels. Topics of the NAMS include impaired riding, safety gear, training and education, licensing and other motorcycle specific laws, speeding, risks, attitudes, culture, motorist awareness, roadway design, infrastructure, and maintenance. A NAMS update will be provided in an upcoming issue of American Motorcyclist
OUTDOOR RECREATION
The AMA and the Coalition for Recreation Trails (CRT) are striving to reauthorize the Recreational Trails Program (RTP) — which essentially distributes a portion of federal gas tax money in the form of grants given out to help fund trails programs — in 2025. This reauthorization effort will hopefully increase funding for RTP, which hasn’t seen a funding increase since 2009. As of publication, the Recreational Trails Program Full Funding Act of 2024 (SB.5583) was introduced in December by Sens. James Risch (R-ID), Amy Klobuchar (D-MN) and Ted Budd (R-NC).
While RTP currently pulls $84 million from the federal fuel tax, the bill aims to increase this funding to $281 million. This money is critical, especially in states that mostly or solely rely on the granted money to fund their OHV programs.
While an increase in funding would mean more money for trail projects that would benefit motorcyclists, it is import-
ant to note that the onus would be on motorcyclists and motorcycling groups to step up and apply for projects. Looking to fund a project for a trail near you? Visit AmericanMotorcyclist. com/rights/rights-resources/grants/ to learn more and apply.
As of 2023, the program has awarded over $1.6 billion to over 25,000 trail projects across the United States during the three decades of the program. Off-highway vehicle enthusiasts have paid nearly $9 billion in gas tax during the same period.
One of the difficulties facing RTP is the education process for elected officials who either view it as solely benefitting OHVs or see it as a tax. In reality, the program is a tax refund that benefits motorized and non-motorized users looking to enjoy public lands. An additional obstacle is the revenue of the federal fuel tax has been shrinking as a result of better gas mileage and the advent of hybrid/electric vehicles.
The AMA will provide updates on the reauthorization process and how SB.5583 fares throughout the year.
EXCESSIVE SOUND
Many U.S. cities — including New York City and Washington, D.C. — have begun implementing pilot programs that use a combination of noise-detection devices, video cameras and automated ticketing to cut down on vehicles with purposely loud or bad mufflers.
There is also potential legislation, specifically in Michigan and Vermont, that would increase civil fines or allow police to impound/tow vehicles from public or private places that
have an exhaust that exceeds statutory noise limits.
This trend of increased detection and enforcement is expected to continue throughout the country, especially with studies suggesting that prolonged exposure to noise levels exceeding the EPA’s guidelines can
result in cognitive problems over time. While the AMA acknowledges that motorcyclists are often unfairly singled out when it comes to noise regulation, the AMA holds that “motorcyclists have a responsibility to be part of the solution by being sensitive to community standards and respectful of their fellow citizens.” The AMA will continue to monitor developments in the excessive sound space.
E15 FUEL
During his first administration, President Donald Trump received criticism from biofuel producers for changing the blending requirements under Renewable Fuel Standard. Trump, along with many congressional Republicans, support the year-round sale of E15 fuel — which has been shown to damage carbureted and fuel-injected motorcycles, decrease gas mileage and reduce the shelf life of gasoline. This fuel is often illegal for
the AMA holds that “motorcyclists have a responsibility to be part of the solution by being sensitive to community standards and respectful of their fellow citizens.”
use in motorcycles.
It is also important to note that new Senate Majority Leader John Thune (R) is from South Dakota, a state known for corn and ethanol production. South Dakota is also the home of POET, a company which produces one-fifth of U.S. ethanol.
Of course, E15 fuel has proponents on both sides of the aisle, making the AMA’s fight for consistent labeling at the gas pump a complicated one.
With inconsistent and unenforced labeling at the gas pump opening the door for confusion, the AMA has and will continue to call for clear labeling of E15 fuel to protect motorcyclists and their motorcycles.
CHEVRON DEFERENCE
On June 3, 2024, the Supreme Court overturned the so-called “Chevron deference” in a landmark case that will restrict the ability of government regulators to act outside of Congressional or
federal judiciary oversight, likely altering the scope and power of regulations impacting motorcyclists, from off-highway access to right to repair.
Chevron deference, which dated back to a 1984 Supreme Court decision, referred to the directive that federal courts accept the judgement of regulators regarding relevant law and resulting regulations. This made challenging rules, such as land closures impacting motorcyclists, difficult in the courts.
The AMA has engaged in issues with agencies who potentially benefitted from
Chevron deference over the years. Specifically, the AMA has fought the Environmental Protection Agency (EPA) on multiple occasions, including working against noise regulations that would have cost individual motorcyclists thousands of dollars. The AMA also took on the Internal Revenue Service, getting it to rewrite its regulations to allow proper sales tax deductions for motorcycles.
While acknowledging it is largely an unknown landscape, the GRD staff anticipates that the overturning of Chevron deference will provide more leeway to fight on behalf of motorcyclists. The AMA will provide updates related to this ruling and its impact as things become clearer.
PFAS REGULATIONS
On Jan. 1, 2025, several regulations and requirements befell perfluoroalkyl and polyfluoroalkyl substances (PFAS), which have strong, water-repellent capabilities but negatively last in the environment for thousands of years.
With an eye on protecting the environment, New York and California banned PFAS in textiles and apparel at the beginning of the year. In California, outdoor apparel designed for severe wet conditions containing PFAS must disclose that the product was “Made with PFAS chemicals.” In 2028, California will ban outdoor apparel containing PFAS chemicals. Similarly, Colorado prohibited the sale of outdoor apparel for severe wet conditions that do not contain a PFAS disclosure. It is anticipated that more states will follow suit and impose PFAS restrictions.
What makes these bans problematic is the lack of clarity around them, thus leaving manufacturers to interpret the bans in different ways. Manufacturers are then susceptible to not providing products they interpret as prohibited (i.e. certain rain gear) which will result in motorcyclists hav-
ing fewer options.
Minnesota’s PFAS ban has already brought about a response from the motorcycle industry, specifically KTM, which announced it would stop the sale of KTM youth bikes in Minnesota due to the state’s restrictive regulations. As of publication, KTM planned to roll out their new policy at the beginning of 2025.
While PFAS chemical bans and restrictions continue to develop, the AMA will monitor how this impacts motorcycling products and gear throughout the country.
MOTORCYCLE RIDER TRAINING
The AMA has been involved in helping update the Model National Standards for Entry-Level Motorcycle Rider Training (Content Standards). The Content Standards Community of Practice (CoP) began work on the NHTSA document at the beginning of 2024 and met monthly through August. The work will be developed into a draft document that the AMA is scheduled to receive by the end of February. The AMA will have a month to review and comment, and a final report is scheduled to be submitted by the end of June.
HOW CAN YOU MAKE A DIFFERENCE?
AMA members can make a difference by staying informed on local, state and national issues. Sign up for action alerts at AmericanMotorcyclist.com/action-center/ to stay in the loop. Motorcyclists can also utilize the AMA’s State Laws Database by going to the “Rights” tab on AmericanMotorcyclist.com
Feel free to reach out to appropriate government officials or the AMA’s GRD staff to bring attention to issues that impact motorcyclists. The AMA will remain steadfast in its protection of the motorcycling lifestyle in 2025 and beyond, and the pages of this magazine will keep you informed regarding the various issues facing motorcyclists.
GAME CHANGER
THE MOTORCYCLES (AND MEN AND WOMEN) WHO CHANGED OUR SPORT
SUZUKI RM125
The year 1975 was pretty significant in terms of rearsuspension technology, Yamaha debuting a productionspec monoshock YZ125, and Suzuki its very first RM, the RM125. And while the now-50-year-old RM was in many ways a re-worked TM125 Challenger with laid-down shocks, what a pair of shocks they were — big, beefy Kayabas angled so severely that the bike’s side panels had big bulges in them. The RM looked like a four-fifthsscale version of what Gerrit Wolsink and Hall of Famers Roger DeCoster and Tony DiStefano were riding, and it gave the all-conquering Elsinore 125 plenty of competition. Look for more on the RM125 in a future issue. — Mitch Boehm
BY MITCH BOEHM PHOTOS: MALCOLM SMITH ARCHIVE
“I got the call today I didn’t want to hear, but I knew that it would come…” The Heart of the Matter, by Don Henley
he call came at around 4 p.m. on Nov. 26, a couple of days before Thanksgiving, while my son Alex and I were driving to Los Angeles for turkey and stuffing.
TOn the line was Alexander Smith, son of Malcolm Smith, bearing the unbearably sad news of Malcolm’s passing earlier that day and a request to help draft an announcement for the family that would let the world know that one of the world’s legendary motorcyclists had, after 83 years and nine months, breathed his last breath.
Depressing stuff, for sure.
When my phone buzzed,
CELEBRATING
THE LIFE AND TIMES OF MALCOLM SMITH, AMERICAN MOTORCYCLING’S FAVORITE SON, AND DISCOVERING THE MAN BEHIND THE LEGEND
Goodbye, Malcolm
Alex and I were threading our way down the lower quarter of Southern California’s Cajon Pass, right around the Glen Helen Raceway area and just a few miles from San Bernardino, Calif., which butts up against the San Gabriel Mountains in the Los Angeles Basin’s eastern end.
As I grappled with the news — which I wasn’t altogether surprised to hear due to Malcolm’s health issues but was still incredibly saddened by, as millions
of motorcyclists would be in the following days — I mentioned to Alex that our location at the time was totally fitting. The high desert we’d just driven through, the Cajon Pass that had just funneled us into the L.A. Basin, and San Bernardino’s nearby Del Rosa neighborhood — where Malcolm’s parents had moved the family to from his birthplace in British Columbia, Canada, when Malcolm was just a youngster — was really where it all started for Malcolm Smith, at least relative to the man he would become and the two-wheeled experiences that would form the foundation of his life.
Nearby Riverside would, of course, eventually become his home and the location of his storied shops, distributorship and dealership in later years. But San Bernardino really was ground zero for Malcolm in a motorcycle sense.
As we drove past Glen Helen and the freeway split for San Bernardino (where Malcolm had played and ridden
as a kid before the freeways were built) and headed west toward the beach cities, I took a few seconds and mouthed a short prayer for a man who was arguably the most influential motorcyclist in history…and a guy I had been so fortunate to get to know over the years, especially while helping him conceive, write and publish his acclaimed autobiography Malcolm!
The Autobiography between 2013 and 2015.
Death, of course, is inevitable, but for a few pretty powerful reasons, losing Malcolm Smith seemed positively surreal…and somehow wrong. How could a man that affected so many people so positively be gone from this
“Mom and Dad taught me to be rugged and resourceful, even at 5 years old. But they also taught me to be generous and kind to others, and by example.”
MALCOLM SMITH
world? We all know the answer, but as I write these words two weeks after his passing, it all remains a bitter pill.
American motorcycling’s patron saint and favorite son was gone. Damn.
“You had a helluva run, big guy,” I thought. “Thanks for what you did for motorcycling, and for your friendship.”
THE BIG PICTURE
Actually, “a helluva run” doesn’t even come close to describing Malcolm Smith’s life and times, not to mention the fact that he’d probably never have said such a thing,
as I don’t think I ever heard him swear. There were just too many milestones, achievements, adventures, challenges, setbacks and compelling human experiences during his nearly 84 years for his life to be normal…or boring.
You hear the words “multi-talented” ascribed to a lot of people, but Malcolm Smith really did do it all: Rider. Racer. ISDT gold medalist. Baja winner. Shop tech. Service manager. Repair shop owner. Retail store owner. AMA Hall of Famer. Aftermarket distributor. Tour guide. Actor. Sponsor. Philanthropist. Motorcycling advocate. Husband. Father. Grandfather. Friend. And more.
Five-year-old Malcolm Smith and the family dog at the U.S./Canada border with the family’s trailer and canoe in tow during the move to Southern California. That’s Malcolm’s 85-year-old father Alexander “Sandy” Smith (middle) chatting with some other travelers.
But over and above all that, Malcolm Smith was everyman’s motorcyclist, an enthusiastic and funloving but fairly quiet and very humble example of what motorcycling could do and be for the everyday enthusiast — and how our wonderful sport could affect our lives in unimaginable ways
And he lived it, too; it was not for show, or effect. Malcolm Smith was the genuine article, and genuinely authentic. And people knew it…could feel it.
And despite the accolades, fame and legend status he earned over the years, Malcolm was as grounded, good-natured and friendly as they come. The stories of him meeting strangers at his store and taking them on a spur-of-the-moment tour of the place are legendary, as was his penchant for taking time to connect with strangers and fans who approached him at the races or events or on rides. Those stories are simply too numerous to count.
The late AMA Hall of Famer Bruce Brown’s On Any Sunday moto-documentary, of course, was the lynchpin for much of Malcolm’s impact on — and
adoration by — the motorcycling public. At book signings and at AMA Vintage Motorcycle Days in 2016 where we hawked the autobiography when it debuted, I remember folks lining up in really long lines to get a signature and chat with Malcolm…and I swear, 90 percent of the discussions began with these exact words: “Malcolm, I first saw On Any Sunday as a kid, and it literally changed my life...”
But if you met the guy for the first time, you’d never know he was arguably one of the most famous and well-known motorcyclists on the planet. Humility definitely ruled the day with Malcolm.
Did he appreciate the exposure the film afforded him? Absolutely. He took advantage of that with his many business ventures as any good entrepreneur would, but never in a cheap or inauthentic way. And as far as folks thanking him for getting them hooked on motorcycling, which happened a million times in the years since 1971, he’d always say this: “So many people tell me that On Any Sunday made them fall in love with motorcycling. They thank
Clockwise from upper left: Sandy Smith, corresponding via typewriter during his Yukon Territory days. Malcolm and his mom during a camping trip in the San Gabriel mountains. Malcolm crabbing the oldfashioned way during a trip back to Salt Spring Island. Bicycles got it all started for a young Malcolm Smith.
me for creating a desire to become involved in the sport, and for what I have done for motorcycling. I usually thank them right back, and say, ‘It’s done a lot more for me than I’ve done for it.’”
That was Malcolm.
AMA President and CEO Rob Dingman, who knew Malcolm pretty well, said this the day following Malcolm’s death: “Malcolm Smith embodied so much of what’s good about motorcycle enthusiasts and the sport of motorcycling. Not only did he excel in riding, racing and business, but Malcolm was also a great example of how to get the most out of motorcycling and give back and support our sport, which he did during much of his life — and always with a grin.”
The grin we know all about. But Rob was also spot-on
From bicycles came push and powered (above) karts, some without brakes! Then came a Lambretta scooter (upper left), which led to the Matchless 500 single (opposite page) and the horrific trail-riding crash that almost lost Malcolm his leg. Cast-and-gurney movement was a months-long and itchy/smelly deal.
about the giving back and supporting our sport elements of Malcolm’s life and efforts over the years. His support of the “lead law” mini motorcycle revolt to save youth motorcycling — which could easily have landed him in jail — is a perfect example of that.
That was Malcolm, too.
During the last year or so, Malcolm hadn’t gotten out much or been very social. The debilitating effects of Parkinson’s and the medications he had to take to control it made walking, talking and just doing everyday things pretty difficult. While we’d kept in touch in the years following the release of the autobiography in 2015, doing shows and book-signings early on, and then seeing each other at occasional events, we mostly kept in touch via text, and I could tell through his messages that he was
slowing down and being impacted pretty severely by it all.
“Not doing so good,” he wrote in one of the last messages we shared. “The stages of Parkinson’s just keep getting worse; movements, balance, speaking, forgetting names, losing the correct word. I went to see Joel (Malcolm’s oldest son) and family recently, and everything got worse. Luckily, I have a great wife, but she can only do so much. I just freeze up and can’t move. To text, I have to peck with one finger and, old girl, I forget where the letters are. They say it’s not dementia.
Or going senile. I have gained some weight, so I’m now at 108 pounds (He was at 96 pounds at one point), and Alexander and Ashley (Malcolm’s son and daughter) are doing great with the motorsports store.”
When we profiled Malcom turning 80 in our April 2021 edition of American Motorcyclist, he was moving slowly but keeping busy, riding watercraft at his beachside vacation home in Baja, piloting his UTV around the peninsula, and very much enjoying his family, especially his younger grandkids, 2-year-old Amelie — daughter of
“I REMEMBER HAVING THAT FEELING, ONE ALL RIDERS KNOW AND REMEMBER, ESPECIALLY AT THE VERY BEGINNING OF THEIR MOTORCYCLING LIVES — A FEELING OF FREEDOM.” MALCOLM SMITH
his daughter Ashley — in particular. The two were known to hang out in Malcolm’s garage, which was filled with all sorts of wheeled conveyances, along with a long workbench where the two would sit on stools and work on a wide range of bits and pieces and parts.
At the time, his Parkinson’s was a bit easier to handle than it would become in these last couple of years, though Malcolm was still recovering from an agonizing golf cart incident in 2019 that nearly killed him. He was standing behind an electric cart when a fellow golfer got in, pushed the accelerator and literally ran Malcolm over, breaking his hip badly. Turned out the cart was left in reverse, and the back-up buzzer wasn’t working, and when the accelerator was pushed, the thing lurched backwards violently, pinning Malcolm underneath it. He ended up in surgery, and a week or two later in a rehab hospital. Definitely not what his 78-year-old body needed. Still, he was in pretty good spirits in 2021, and able to do quite a bit despite his physical and medical challenges.
“The Parkinson’s didn’t hit me too severely until about two years ago,” Malcolm told me at the time. “It affected my balance so much that I had to stop riding my off-road motorcycle. My left knee is basically bone-on-bone, my lower back is a mess, and the golf cart incident didn’t help. I switched to a side-by-side to get my thrills and be able to get into the backcountry and explore. Baja has lots of primitive trails and roads, and today’s side-by-sides work surprisingly well off-road.”
Malcolm’s trademark humor was intact, as well. “Eighty sneaks up on you really quick,” he added with a grin. “When I think back on all the crazy stuff I did as a kid and while growing up, and even as an adult, I never figured I’d live this long.”
ROOT CAUSES
It is often said that humans are products of their environments, and to understand the man behind the legend in a deeper sense, and to realize what made
Malcolm Smith became a racer while working for Rush “Pappy” Mott, who owned a small shop in San Bernardino. Mott’s head technician George French tuned the shop’s sponsored riders’ Matchless singles, and offered Malcolm a ride. He did well, and the rest is history.
“Exploring Southern California was plenty exciting. I rode anywhere and everywhere I could, constantly looking for new places to visit. I rode that Matchless till the tires were bald, and then rode it some more.”
MALCOLM SMITH
Malcolm Smith tick, you must first know a bit about his parents, who — along with the British Columbia/SoCal regions he lived in and was exposed to as a child, teen and young adult — clearly had a hand in forging him into the inquisitive, kind-hearted and adventure-seeking person he became.
Malcolm was born on March 9, 1941, in a small rural hospital in the village of Ganges, on Salt Spring Island, British Columbia, Canada, to Elizabeth “Betty” Beesley and Alexander “Sandy” Smith, who were in some ways the
most non-traditional couple imaginable.
Betty grew up in Provo, Utah, and was educated at the University of Utah to be a schoolteacher, which isn’t extraordinary except for the fact that, on an excursion to Alaska, she met and married the very next day Sandy Smith, a Yukon Territory adventurer, gold miner, oilfield discoverer, Siberian explorer and Klondike region expedition leader originally from Inverness, Scotland, with a penchant for extreme adventures.
The kicker? Sandy Smith was 80 years old at the time.
“My mother was at the port of Skagway just after debarking from the freighter she’d gotten passage on,” Malcolm told me during the book-writing process, “and met a gentleman — my father — who was waiting on a friend he thought had taken the same boat north, but hadn’t. They talked, went for a hike overlooking the bay and, amazingly, got married the very next day. My father was 79 or 80 at the time, but in such good shape he easily passed for 50, which is about how old my 30-something mother thought he was until she learned his real age, right about the time she learned she was pregnant with me.”
The couple talked about buying and running a hotel in Palm Springs, Calif., but without the ability to move his money out of Canada — via a banking law passed during WWII — Sandy Smith instead bought a sheep farm on Salt Spring Island, B.C., and settled in with Betty and, eventually, Malcolm.
“Although very young,” Malcolm told me, “I remember a lot from those early years: the ocean in front of our house; the natural springs; the wildlife; the winter weather; and having the freedom to run, explore and play as I wished. We’d go crabbing, fish, dig for clams, build tree forts, take canoe trips, etc.”
Living there wasn’t without danger, however. Malcolm nearly drowned one day next to a boat dock before learning to swim, and there were cougars on the island that preyed on sheep, and he often found himself walking through the brush alone.
“Mom and Dad taught me to be rugged and resourceful,” Malcolm recounted, “even at 5 years old. But they also taught me to be generous and kind to others, and by example. When a Canadian Air Force plane crashed in the woods near our home one winter, the soldiers sent to protect the sensitive radar system until the plane could be recovered had to live in the woods in tents. My father invited them to stay in our home when not on duty, and fed them with our meager WWII-mandated rations. We went hungry a little and neighbors called us crazy, but my mother and father made it work with help from a few of our sheep. ‘We can’t just
“AFTER
CATCHING ME SCROUNGING FOR PARTS A FEW TIMES, PAPPY ASKED IF I WANTED A JOB. ‘YOU’RE ALWAYS HERE,’ HE SAID, ‘SO YOU MIGHT AS WELL CLEAN UP.’ I LIKED THE IDEA AND STARTED WORKING FOR — I THINK — 50 CENTS AN HOUR.”
MALCOLM SMITH
leave them in the woods,’ I remember them saying.”
“Going out of your way for others; that stuck with me.”
HELLO, SOUTHERN CALIFORNIA
Malcolm’s adventures and life lessons got a boost once the family moved to Southern California and the aforementioned working-class Del Rosa neighborhood in San Bernardino. With the Palm Springs hotel idea now abandoned due to high real estate prices (the family wasn’t well off by any stretch), Betty got a job teaching elementary school, and Sandy, in his mid 80s, found work at a local military base, though he got into scrapes with younger employees by out-working — and embarrassing — them.
“Southern California was pretty close to heaven on earth for me,” Malcolm told me. “The other side of the geographical coin compared with the Pacific Northwest.
Instead of the ocean right outside the door, and the weather cold and wet much of the time, there were mountains — big ones! — right in our back yard, and the weather was usually warm and dry. We didn’t have a lot of money, but there was a lot there to experience: Foothills. Canyons. Flood-control ponds and culverts. Bamboo thickets. Fire roads. Lakes. Snowy peaks in winter and, beyond, the amazing California desert, which I’d come to know and love intimately in the coming years.”
Malcolm’s “heaven on earth” quote is apropos, too, as the experiences he’d have over the next decade on foot, on bicycles, in go-karts (and bulldozers!) and — eventually — on motorcycles with friends, would go a long way into creating the man the world would come to know and love in later years.
During Malcolm’s elementary school days (they’d
Malcolm’s racing (#327R) hit a new level after meeting K&N Air Filter founders Kenny Johnson and Norm McDonald, and then going to work for them in their Riverside, Calif., service shop.
moved when he was in kindergarten), he and his friends did the things kids do at that age…exploring, building rafts, fishing the streams, canoeing the spring-runoff flood-control ponds, playing little league baseball — and all of it outside. “I pretty much lived outside in those years,” Malcolm told me.
By the time Malcolm was 10 or so, vehicular pursuits became a much bigger part of both his and his friends’ lives. “Bicycles came first,” remembered Malcolm, though there was quite a bit of go-kart experimentation and silliness, as well. “My friends and I had fat-tire, coasterbrake, one-speed bikes, which, although not glamourous or high tech, could take a lot of abuse. One day my friend John Moreland — we called him ‘Bony’ because he was all skin and bones — asked me to check out something he’d discovered. We took our bikes down to a berm about two feet high along the edge of the road. Bony said, ‘When I ride over the berm, see if my wheels get off the ground.’ I watched, and sure enough, both wheels got airborne for an instant before he landed with a thud. We had never seen that before, and got really excited in the way boys
Malcolm learned the goodness of lightweight two-stroke motorcycles while racing Greeves machines, but when motocross godfather Edison Dye (bottom) offered him Husqvarnas to sell and race, he jumped at the opportunity.
do. I pedaled up the hill to get a good run at the jump, came sailing down, and sure enough, flew into the air… with both wheels!”
“We immediately wanted more,” Malcolm added. “More air, more speed, more distance. We built a jump at Moreland’s house that got us 10 feet of distance, and then, wanting more, found nirvana on a flood-control area jump that gave us a 20-footer! We ended up breaking our bike frames on that one.”
Malcolm quickly learned that friends, friendships and two-wheelers — and all the interesting things you could do on and with them — went amazingly well together, and
with satisfying and memorable results. It was knowledge he’d hold dear for the rest of his life.
THE BIG SHIFT
When Malcolm was about 13, the trajectory of his life was altered forever, although not for the reason you’d expect. While walking home from junior high school, Malcolm spied a box in a neighbor’s driveway filled with what looked like a scooter carcass and assorted parts. Fascinated with mechanical things on the heels of all those bicycles, go-karts and lawnmowers he’d messed with and tweaked with friends, he got up the nerve to ask the guy in the garage if he could perhaps buy it.
“The guy said, ‘Sure kid, $50,’ and of course I was really excited,” Malcolm told me. “Mostly I wanted to see if I could get it running; it wasn’t about riding at all, at least at first! No one can ever believe that when I tell them, but it’s true. Anyway…I set about earning the money as fast as I could, mowing lawns, selling cattails, whatever. A couple weeks later I went back with the money, but he’d changed his mind, and didn’t seem to care how I felt about it. I was crushed, and went home really depressed.”
“Mom, of course, came to my rescue. After all, I was an only child, and a reasonably spoiled one despite the fact we didn’t have
“SOUTHERN CALIFORNIA WAS PRETTY CLOSE TO HEAVEN ON EARTH FOR ME, THE OTHER SIDE OF THE GEOGRAPHICAL COIN COMPARED WITH THE PACIFIC NORTHWEST. THERE WERE MOUNTAINS — BIG ONES! — RIGHT IN OUR BACK YARD.”
MALCOLM
SMITH
“Baja is tough on equipment,” Malcolm said of this image. “I rode 200 miles with a flat and broken spokes, stopping often to tighten the spokes enough to keep the wheel together.”
a lot of money. It was a Saturday, and she took me to Valley Cycle in San Bernardino to see what they had. We walked in, and right off the bat saw a Lambretta scooter, a ’53-spec 125cc standard model that had been on the floor for a year or so. Being a leftover, it was cheaper than the new bikes…$320, I think. That was quite a bit of money back then, and I still don’t remember how she was able to afford it. She may have bought it on credit…”
“The salesman said, ‘Let’s see if you can ride,’ and rolled the bike into the alley, put me on the front seat, sat behind me, showed me where the controls were, what they did, how to shift, all that. It was a three-speed, with a rotating left grip that shifted gears, and a clutch lever on
the same bar end. He showed me how to let the clutch out just so, so the bike wouldn’t stall, and to use both brakes smoothly. He rode me around for a while, and then let me try it solo. I got the hang of it pretty quickly, and rode up and down the alley a handful of times, with he and my mother watching. ‘I think you’re all set,’ he said after a while, and we loaded my very first motorcycle into the trunk of our ’49 Lincoln sedan, with cardboard lining the trunk’s edges so we didn’t scrape the car’s (or the scooter’s) paint.”
“For me, everything changed the instant we pulled into the driveway. I still wanted to know how things worked mechanically, but suddenly, I could go places, and on my own! We pulled the Lambretta out of the trunk, and as I stood back and took it all in, I looked out across the flood-control plains and dikes, and then up into the mountains at the fire roads snaking across the hillsides… and I remember having that feeling, one all riders know and remember, especially at the very beginning
of
“Eighty sneaks up on you really quick. When I think back on all the crazy stuff I did as a kid and while growing up, and even as an adult, I never figured I’d live this long.”
MALCOLM SMITH
their motorcycling lives — a feeling of freedom.”
When Malcolm said that, I flashed on one of the final scenes of On Any Sunday, where Malcolm and fellow AMA Hall of Famers Mert Lawwill and Steve McQueen are riding those trails three abreast, and Bruce says, “There’s something about going riding with your friends…a feeling of freedom, a feeling of joy…” Goosebumps, for sure.
“Now I could visit all those interesting places I could see from my house,” Malcolm continued. “I didn’t need a ride to get there, or to ride my bicycle, or hike it. It was all out there, waiting for me to discover. I’d always loved the mountains, the hiking and fishing and camping and exploring, and now I could experience it all firsthand, on my own schedule and in my own way.”
“I remember that first trip into the mountains like it was yesterday,” Malcolm said. “The feelings are as crisp today as they were that afternoon. Just behind our house was a trail that led high up into the foothills. The Lambretta made it up there pretty easily, and within 10 or 15 minutes I was a few thousand feet above the valley, looking down on my neighborhood and San Bernardino proper. I was King of the Valley! Usually it’d take an hour or more to get this high, hiking or pushing a bicycle with my buddies. But here I was, in about 15 minutes…and suddenly, the whole motorcycling thing made complete sense. I’m sure I became a lifelong rider in that moment. Freedom. Adventure. It was an amazing feeling.”
“Suddenly, everything had opened up for me, bigger and better than ever. I was very, very excited, even if my mother’s friends weren’t. ‘Betty,’ they’d ask, ‘you got him a motorcycle?’ She seemed okay with it, even though she never really talked much about her motorcycling son until after On Any Sunday came out years later. I, of course, was completely over the moon.”
In his later years, Malcolm would ride up into those foothills, poke around and search out some of his old trails. He very much enjoyed visiting where it all started for him.
“I still think about that first day,” he told me during book research, “and what I would have done with my life if I hadn’t gotten into motorcycles.”
Shudder at the thought.
And so, Malcolm began riding, and exploring his suddenly larger world. And he soon had a partner in crime
Malcolm used a copy of the Lower California Guidebook (top) to help ready himself for the grueling Baja events, highlighting and committing to memory a good portion of the content. It helped.
“Not only did he excel in riding, racing and business, but Malcolm was also a great example of how to get the most out of motorcycling and give back and support our sport, and always with a grin.” AMA PRESIDENT AND CEO ROB DINGMAN
— his buddy John Moreland, aka Bony, who lived nearby, and whose parents had gotten him a Lambretta much like Malcolm’s.
“Suddenly,” Malcolm remembered, “it was on. Bony and I rode everywhere together, and raced each other everywhere we went, the testosterone flowing like snow melt down the hillsides. Every trip to the dikes was a sprint race; every run through the orange groves a TT; every run up into the hills a motocross or hillclimb. We rode everywhere together, usually fast and crazy, and at times even a little out of control. But little by little we learned the skills of throttle control, traction feel, balance, body
English and effective braking. And trust me, we rode every single day, as much as we possibly could.”
“I don’t remember crashing in those first nine or 10 months. I fell over at slow speeds a few times, but never had a higher-speed crash until one day on a fire road up in the hills while trying to impress some guys we’d met who were out riding, too. I hit a rain rut at speed, did a couple of big tank-slappers, and got pitched over the bars, hard. I had no helmet on, just jeans and boots and a T-shirt, so I was black and blue and scraped up for two weeks afterward. Luckily, I didn’t break anything, but I learned a good lesson, slowed down a little after that and paid more attention to the terrain. But over the next six or eight months, Moreland and I began to think and talk more
and more about real motorcycles — bigger, faster and more traditional bikes.”
It wouldn’t be long before he knew exactly what that felt like.
MATCHLESS…AND MORE
On yet another trip home from school, this time from Pacific High and aboard his Lambretta, Malcolm spied the machine that would put him on a path to a lifetime of motorcycling that would end up affecting both himself and literally millions of people in a substantial way.
It was a Matchless 500 single, chained to a telephone pole, with a big ol’ 21-inch front wheel and knobbies front and back. To Malcolm it was a real motorcycle, and it was for sale, too, for just $175. He sold the Lambretta for that exact amount, took the tired old Matchless home, and suddenly his world expanded yet again, the 500cc single allowing him to explore much farther from home than the scooter allowed.
Soon he was venturing over the San Gabriels into the
Malcolm Smith starred in Bruce Brown’s epic moto-documentary On Any Sunday, which opened the world of motorcycling up to millions of nonriders, and paved the way for unseen-before popularity during the 1970s. Ironically, he turned down Brown’s offer at first.
high desert, and riding up into Arrowhead and Big Bear to watch his hero Bud Ekins compete in the legendary Big Bear Run.
“Exploring Southern California was plenty exciting,” Malcolm said. “I rode anywhere and everywhere I could, constantly looking for new places to visit. I rode that Matchless till the tires were bald, and then rode it some more.”
Problem was, the Matchless wasn’t reliable, and Malcolm often found himself fixing things alongside the trail, and poaching used parts from the trash bins of a local dealer named Rush “Pappy” Mott, as Malcolm had very little money with which to actually buy stuff.
“After catching me scrounging for parts a few times,” Malcolm remembered, “Pappy asked if I wanted a job. ‘You’re always here,’ he said, ‘so you might as well clean
Malcolm deftly negotiating a paved left-hander during the 1970 Elsinore Grand Prix, which figured prominently in On Any Sunday. Interestingly, the so-called “final results” posted weeks later due to scoring confusion had Malcolm not winning, even though he clearly did.
up.’ I liked the idea and started working for — I think — 50 cents an hour. My mother wasn’t happy; Pappy’s guys weren’t the types of people she wanted me associating with; they had naked girlie magazine pictures hanging in their work bays. In the 1950s, motorcyclists weren’t a particularly savory lot, and my mother shared that view.”
Malcolm learned a lot of lessons about motorcycles and shop ownership from the eccentric Pappy Mott during
that time; the value of hard work, doing a good job and following through, and getting along with others who aren’t like you…such as Pappy’s gruff and sometimes crude mechanics. All of this would pay dividends in the coming years, but one lesson stood out in bold relief.
“Pappy had thrown away some old accessory catalogs during his annual office clean up,” Malcolm told me, “and I grabbed a few to read. What I saw in the Webco catalog’s
More Elsinore GP action. Most folks don’t know this, but the following day in the weekend’s Open class event, Malcolm hit a woman who’d tried to run across the track, injuring her and himself when he tumbled. She sued the race promoters, but nothing ever came of it.
dealer price sheets shocked me. ‘Pappy,’ I half-jokingly said to him the next day, ‘you’re a crook!’ He didn’t seem to understand what I meant, so I continued. ‘You buy a part for $10, and you sell it for $20!’”
“He laughed, said, ‘Come into my office, son,’ and began to write on a sheet of paper: ‘Price of part: $10.’ Then, with dollar numbers next to each entry: ‘Rent. Labor. Utilities. Freight. Shop supplies.’ And so on. At the end, he figured he made 86 cents on that part. Suddenly, I understood the concepts of margins and overhead. They’ve stayed with me since!”
Malcolm, 17 or so at the time, was riding a lot and getting better every day, so it wasn’t a surprise when he began to race while working for Pappy, the shop’s head mechanic George French greasing the skids by allowing the up-and-coming Malcolm to race the shop’s sponsored rider Jack Thurman’s bike in the novice divisions in hare scrambles and desert events. He crashed big time in one of his first races, but after figuring out that riding smart and being smooth and in control was better than WFO, did better over the next handful of months, winning in his third outing and just getting better and smoother from there.
“It was at this point that we found out my dad was very ill. He was 99 at the time, and staying
with a friend who was the caretaker of a large house in Los Gatos. (Malcolm’s mom and dad had divorced years earlier.) Dad got out of bed one morning and felt his leg buckle and break. Doctors found that he had bone cancer, which had spread throughout his body. This was right after I’d bought a new G80 Matchless, so when I heard he was in bad shape, I rode it up to Los Gatos, which is near San Jose, to see him. I’m glad I did, too, because he passed away shortly after I left to ride home. It was very sad, but ol’ Sandy Smith had a good, long life, which helped dull
my pain a little.”
More life lessons: Nothing lasts forever. And pain? There would be more.
TO HELL AND BACK
As Malcolm got faster and began racing with the local fast guys, he began to think he might end up being a professional motorcycle racer, and possibly a good one. Things were lining up nicely, and his confidence was high.
A day after a big race in which he got second overall in a great effort in front of a packed grandstand, Malcolm went riding with some friends in the local hills. When one of his buddies didn’t show up when they stopped to re-group, Malcolm headed back to see what had happened.
road I was about to jump.
“We couldn’t have smacked into each other more perfectly if we’d planned it. Mike’s bike hit me directly on my left side, shattering my leg and hitting me so hard it bent my Matchless nearly in half. I flew into a pepper tree on the side of the trail, while Mike tumbled nearby, bruised but unhurt.
“My friend Bob took off first to see where Mike was,” Malcolm told me, “and I followed. But when Bob stalled on a hill, I went by him and tore off toward a jump I always cleared. Problem was, Mike was on his way back to us, coming toward me at speed on a 90-degree angle on the
“I was very disoriented, and when I could finally focus, I looked down and saw the bottom of a boot laying on my chest, with the sole facing toward my head, and wondered, ‘Why is Mike laying on me with his leg on my chest?’ I had no idea, so I asked him: ‘Mike, can you get your leg off my chest, please?’”
“I’ll never forget his answer: ‘Malcolm,’ he said from several yards away, ‘that’s not my leg. It’s yours.’”
“My good luck, it seemed, had finally run out.”
Malcolm was hurt, and badly. When doctors learned he’d shattered his tibia and fibula, and also compoundfractured his femur, they initially wanted to amputate his leg…but his mother Betty was having none of that. While
“school and engines and aeronautics and flying were nothing like the thrill of riding and racing. I didn’t have to work at riding, racing and fixing bikes; it was just natural.”
MALCOLM SMITH
doctors worked to get him and the internal bleeding stabilized over the next week or so, Betty found a doctor at UCLA who specialized in a new process called bone grafting (this was 1959)…and over the course of four surgeries — one to insert a rod in his femur, three more to do the bone-grafting procedures — he pieced Malcolm back together and slapped what amounted to a half-bodycast on him while it all healed.
In all, Malcolm spent six weeks in the hospital, and many more months in that cast, which splayed his legs apart and went halfway up his torso, on a rolling gurney and having to be pushed around. When summertime came, he sweated profusely, and the cast became stinky, itchy and gross pretty early on.
In the wake of those horrific injuries, Malcolm’s life changed dramatically, at least for a while, and he ended up learning a lot about dealing with adversity, and what, in the end, was really important in life.
First off, he swore off motorcycles forever, and was firm about it. When he could walk again, he enrolled in aircraft and engine school at a local junior college, which would teach him a valuable technical trade. He got back into cars, buying a 1956 Mercury, which he modified pretty
Malcolm’s speed, consistency and bike-prep skills netted him eight FIM gold medals in ISDT competition…achievements he considered his most special. Upper right: Malcolm posed Mark Spitz-like for a magazine centerfold during that gold medal run. He was initially embarrassed about the exposure, but appreciated it as he reached his 50s, understanding the depth of the accomplishment.
dramatically. He took a job at a local auto parts store (right next to Pappy Mott’s shop, interestingly) to pay for all the gas he was burning with his friends at night.
Pappy wanted him back, but Malcolm knew working there would be too tempting, so he paid attention to the retail parts trade and padded his knowledge of how business works. He left the store to work at a nearby airport, repairing airplane wings, and took some time off to do a lap of the American West in the family car with a few friends when his mom and her new husband Ray King (who would become a father-figure for Malcolm) went to Europe on vacation.
“By my second year of college I was feeling much better physically,” Malcolm told me, “and little by little the idea of riding motorcycles began to creep back into my mind. The airplane and engine work was interesting, and I enjoyed the people and the mechanical aspects. I even liked flying, which I did a little of, despite the fact that I got airsick just about every time I went up.”
“But when I really thought about it, school and engines and aeronautics and flying were nothing like the thrill of riding and racing. I didn’t have to work at riding, racing and fixing bikes; it was just natural. It was part of me, part of who I was. Bikes had saturated my entire being over the last seven or eight years, and the more I thought about it, the more I realized that I’d been actively ignoring bikes — and for a long time, too. I’d tried to keep away from them…I really had. But they were like a drug. And I was addicted.”
More lessons learned: Adversity and pain are part of life; deal with them as best you can. And, do what you enjoy
A LIFE WELL-LIVED
From here, many of you probably know the high points of the Malcolm Smith story. The meet-up with Kenny Johnson and AMA Hall of Famer Norm McDonald, the guys who eventually sold Malcolm their Riverside-based service shop and went on to found K&N Air Filters. The move put Malcolm on a path to major dealership and distributorship success with Malcolm Smith Motorsports and Malcolm Smith Gold Medal Racing Products. His connection with AMA Hall of Famer Edison Dye, Husqvarna’s U.S. distributor, who blessed him with new Huskys to sell and a trip to Europe and the ISDT, a competition Malcolm would excel at.
Malcolm Smith was everyman’s motorcyclist, an enthusiastic and fun-loving but fairly quiet and very humble example of what motorcycling could do and be for the everyday enthusiast.
Malcolm excelled in world rally-type events later in his racing career, though his business efforts — including his successful and ever-growing retail store and his MSR distributorship — took the majority of his professional time.
His friendship with Brown and fellow AMA Hall of Famer Steve McQueen that turned into a starring role in On Any Sunday, which made Malcolm a household name worldwide.
His Baja and world rally successes; his two marriages, and his four children; his motorcycling activism (especially his “lead-law” revolt leadership, which could have landed him in jail); his orphanage in Baja; a Parkinson’s diagnosis; etc. The list is long, and hopefully the images in this piece have helped tell the story.
Malcolm Smith really was bigger than life. But not in person. In person he was humble and friendly. He made folks feel good to be around him.
Yes, he’s gone, and it’s a terribly sad thing. But it’s pretty hard to see Malcolm’s legacy and the memories we all have of him fading anytime soon. As we just recounted, there’s just too much really good Malcolm Smith stuff left for us to remember and savor.
And of course there was that grin. The man simply loved motorcycles…and the people that rode them. Pure and simple.
Grateful Dead guitarist Jerry Garcia once said this: “Don’t be sad because it’s over. Be glad ’cause it happened.” And boy, are we glad Malcolm “happened.” Thank you, Sandy and Betty Smith!
In the final scene of On Any Sunday, when Malcolm, Mert and Steve are doing donuts on the beach and riding off into the sunset, you hear Sally Stevens sing the following words:
On Any Sunday, like the tail of a kite Flying and dancing in the wind
I’d like to break the string and dance out of sight I may not pass this way again
I’m flying…
Malcolm Smith won’t pass this way again. But we are all better off for him having hung around for these last 83 years.
Godspeed, Malcolm. It was a great ride. AMA
Aside from his intense love of motorcycling, Malcolm Smith loved people…his family first, of course, but also his friends (that’s fellow HOFer Mert Lawwill riding with Malcolm) and the children from his orphanage in Baja, Mexico, which his family still supports in a big way through malcolmsmithmotorsportsfoundation.org. Please help if you can.
MALCOLM SMITH REALLY WAS BIGGER THAN LIFE. BUT NOT IN PERSON. IN PERSON HE WAS HUMBLE AND FRIENDLY. HE MADE FOLKS FEEL GOOD TO BE AROUND HIM.
...AND SAVE MONEY!
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Air medical transport and travel security protection – visit Medjet.com/AMACycle or call 1.800.527.7478, referring to American Motorcyclist Association. Annual rates reduced by 20% and start at $235.
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AMA ARIZONA
SANCTIONED COMING EVENTS
Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.
Round 10: Feb. 7. Prescott Valley, Ariz. Findlay Toyota Center.
Round 11: Feb. 8. Prescott Valley, Ariz. Findlay Toyota Center.
Round 12: Feb. 28. Daytona Beach, Fla. Ocean Center.
FEATURED EVENTS
Kings Cup: Feb 8-9. Echeconnee MX. Lizella, GA. www.echeconneemotox.com
The Abe W/ Motoplayground: April 19-20. Lincoln Trail Motosports. Casey, IL. info@ridelincolntrail.com
AMA Dylan Slusser Memorial ProAm: May 17-18. Pleasure Valley Raceway. Seward, PA. jeffcernic@ gmail.com
Yamaha All-Star AMA ProAm Featured Event: Sept 6-7. Doublin Gap Motocross. Shippensburg, PA. doublingap@gmail.com
Travis Pastrana Pro Challenge: Sept 27-28. Pleasure Valley Raceway. Seward, PA. Jeffcernic@gmail.com
The Clash Scholarship Race: Nov 15-16. GPF. Cairo, GA. Joshwoods126@aol.com
Northeast Area Qualifiers
March 8 - 9. Mechanicsville, MD. Budds Creek MX
March 29 - 30. Sutherlin, VA. Birch Creek Motorsports Park
April 5 - 6. Shippensburg, PA .Doublin Gap MX Park
April 26 - 27. Southwick, MA. The Wick 338
May 3 - 4. Wallkill, NY. Walden MX
May 10 - 11. Hedgesville, WV. Tomahawk MX
May 17 - 18. Englishtown, NJ. Raceway Park
May 24 - 25. Carlisle NY Diamondback Motocross Northeast Area Regionals
Youth: June 7-8. Pleasure Valley Raceway. Seward, PA.
Amateur: June 21-22. Unadilla MX. New Berlin, NY.
Southeast Area Qualifiers
Feb. 8 - 9. Maysville, NC. JWTF MX
Feb. 15 - 16. Alachua, FL. Gatorback Cycle Park
Feb. 22 - 23. Lizella, GA. Echeconnee MX
March 15 - 16. Blountville, TN. Muddy Creek Raceway
April 12 - 13. Henderson, NC. NC Motorsports Park
April 26 - 27. Donalds, SC. The Shoals MX
May 3 - 4. Tallassee, AL. Monster Mountain MX Park
May 10 - 11. Dalton, GA. Lazy River MX
Southeast Area Regionals
Youth: May 31-June 1. South Of the Border MX. Hamer, SC.
Amateur: June 14-15. Lake Sugar Tree Motorsports Park. Axton, VA.
Mid-East Area Qualifiers
March 29 - 30. Rossville, IN. Wildcatcreek Mx
April 5 - 6. Millington, MI. Baja Acres
April 12 - 13. Leitchfield, KY. South Fork
April 19 - 20. Bronson, MI. Log Road MX
April 26 - 27. Chillicothe, OH. ChiliTown MX
May 3 - 4. Buchanan, MI. RedBud MX
May 10 - 11. Martinsburg, OH. Route 62 MX
Mid-East Area Regionals
Youth: June 14-15. Briarcliff MX. Nashport, OH.
Amateur: May 24-25. Ironman Raceway. Crawfordsville, IN
North Central Area Qualifiers
March 22 - 23. Casey, IL. Lincoln Trail Motosports
March 29 - 30. Washington Park, IL. Archview MX Park
April 5 - 6. Neosho, MO. 4-State Moto Complex
April 12 - 13. Maize, KS. Bar 2 Bar MX
April 26 - 27. Walnut, IL. Sunset Ridge MX
May 3 - 4. Garwin, IA. Oak Ridge MX
Introduced in 1969, Kawasaki’s 500cc two-stroke H1 Mach III spun the big-streetbike world on its axis. It was a straight shot of raw, unadulterated performance — a light, loud, smoky and fast two-wheeled hot rod, and the undisputed dragstrip and stoplight-to-stoplight king of its day.
The H1 established its legend status almost instantly, and remains one of the most coveted and collectable Japanese motorcycles in history. And you can own it by participating in the AMA’s 100th Anniversary Raffle!
Get your tickets — $10 per, or five for $40.
COMING EVENTS
May 10 - 11. Little Falls, MN. Little Falls Raceway
May 17 - 18. Lake MIlls, WI. Aztalan Cycle Club
North Central Area Regionals
Youth: June 21-22. Tigerton MX. Tigerton, WI.
Amateur: June 7-8. Spring Creek Motocross Park. Millville, MN.
Feb.15-16. Ormond Beach, Fla. Daytona Dirt Riders. (386) 615-0722.
Mar. 15-16. Dade City, Fla. Nature Coast Trail Blazers. (813) 731-0619.
Apr. 12-13. Punta Gorda, Fla. Old School Dirt Riders. (941) 650-1473.
AMA NATIONAL RECREATIONAL
2025 AMA Triumph National Adventure Riding Series americanmotorcyclist.com/ national-adventure-riding To Be Announced
2025 Beta AMA National Dual Sport Series americanmotorcyclist.com/ national-dual-sport To Be Announced
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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®
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• AMA Pro Racing® • AMA Race Center™ • AMA Racer® • AMA Racing® • AMA Racing Land Speed Grand Championships® • AMA Supermoto® • AMA Supercross® AMA SX Lites® • AMA U.S. ISDE Team™
• AMA U.S. Jr. Motocross Team™ • AMA U.S. Motocross Team™ • Amateur National Motocross Championships®
• American Motorcyclist Association® Arenacross® • ATV Hare Scrambles National Championship Series®
• ATV Motocross National Championship Series® • Flat Track Grand Championships™ • Grand National Enduro Championship® • Gypsy Tour® • Hare & Hound National Championship Series® • Hare Scrambles Championship Series® • Hare Scrambles National Championship Series® • Kids Just Want To Ride® • Motorcycle Hall of Fame® • Motorcycle Hall of Fame Museum® • Motorcyclist of the Year® • Motostars® • National Adventure Riding Series® • National Dual-Sport Series®
• National Enduro Championship Series® • Protect Your Right to Ride® • Protecting Your Right to Ride® • Ride Straight® • Rights. Riding. Racing.® • Road Race Grand Championships® • Vintage Grand Championships® • Vintage Motorcycle Days® • Vote Like A Motorcyclist®
Tips,Tweaks, Fixes and Facts: The two-wheeled ownership experience, explained
A SPEEDIER TWIN
Triumph Speed Twin 1200 and 1200 RS. All-new. Thoroughly modern. But still retro. And better than ever.
BY AARON FRANK PHOTOS: TRIUMPH MOTORCYCLES
It’s been nearly 25 years since the introduction of the original Bonneville 800 way back in 2001, so it seems almost silly to refer to any of Triumph’s extensive lineup of retro-styled street standards as “Modern Classics.”
And perhaps that’s why Triumph has updated both the appearance and performance of the premier Speed Twin 1200 for 2025…to provide even sharper separation from the rest of the more traditional, Bonneville-based Modern Classic lineup.
Call this new Speed Twin Triumph’s first “Post-Modern Classic,” then.
Triumph says it has sold almost 20,000 Speed Twin 1200s since 2019, and sales continue to increase for this model as more and more experienced riders abandon pure sportbikes and hyper-nakeds in search of more practical and usable — but still fast and fun — motorcycles. The goal here was to increase the Speed Twin 1200s performance and enhance its contemporary design without sacrificing any of its authentic character — a goal the company has accomplished exceedingly well.
TESTED
standard version ($13,595) and an RS version ($15,595) with a more focused sporting edge. (A 900cc Speed Twin is also available at $9,995.) Component upgrades for the RS version include fully adjustable suspension at both ends (a Marzocchi fork and Ohlins rear shocks), Brembo front brakes, Metzeler Racetec RR K3 tires and an electronic quick shifter — the first quick shifter ever fit to a Modern Classic machine.
Triumph will offer two versions of the Speed Twin 1200 for 2025: a
Speed Twin styling has been sharpened to further differentiate from the more retro, Bonnie-based models. The fuel tank is slimmer and smaller,
max torque is a healthy 82.6 lb-ft at 4,250 rpm.
The standard bike offers two available ride modes — Road and Rain — while the RS adds a Sport mode tuned for sharper throttle response. Sport mode also dictates less-restrictive settings for the lean-angle-sensitive traction control, and even allows small wheelies, too. (TC can also be switched off entirely if you like living dangerously.)
With a wide, low handlebar, a firm, flat saddle and medium-high footpegs, the Speed Twin feels more like a naked musclebike than any retro cruiser. The reach to the handlebar is slightly longer on both bikes compared to last
year, and the RS riding position is allaround more aggressive, with that bar positioned 16.2 mm lower and footpegs positioned 6.5 mm higher and 40 mm farther back. Rearset footpegs on the RS not only increase (already adequate) cornering clearance, but also make room for the quick shifter that is not compatible with the standard Speed Twin 1200.
with more pronounced knee cuts, and sleek side panels with screened vents replace the Bonnie bikes’ rounded, faux-oil-tank side covers. The engine cases have likewise been reprofiled with more angular lines, powder-coated surfaces and machined edges. The result is a more contemporary profile, and a bike that feels more compact from the saddle, as well.
Both new models are powered by the same 1,200cc, liquid-cooled, parallel-twin with a 270-degree, low-inertia crankshaft that revs ferociously and sounds great, too. Peak horsepower increased to 103.5 hp at 7,750 rpm — up 5 hp from before — and
We rode both models on Mallorca, a rugged, mountainous island off the coast of Spain crisscrossed with tight and twisty two-lane roads that seem made for a motorcycle like this. Mallorca’s abundant mountain passes seemed perfectly suited for the Speed Twin 1200’s impressively flat torque curve, with well over 70 lb-ft of torque essentially everywhere from 3,000 to 7,000 rpm. Short shifting between second, third and fourth gears to keep the revs near the torque peak rewards with surprising acceleration and forward speed, more than enough to entertain anyone on public roads.
The Speed Twin
The white bike is the standard Speed Twin 1200; the orange bike is the up-spec RS edition.
The 1,200cc parallel-twin is identical on both bikes, as is the new digital instrument display that replaces the old analog gauges.
GARAGE
The Speed Twin 1200 RS costs $2,000 more than the base model and nets you meaningful upgrades, including excellent Brembo Stylema front brakes and fully adjustable Ohlins rear shocks, which pair just fine with the fully adjustable Marzocchi fork.
chassis is equally ready for anything you might throw its way. Damping on the base model has been softened slightly in both directions, for a smoother ride without sacrificing control, while the more expensive RS gets firmer damping at both ends along with fully adjustable components to allow you to tune it precisely to your own individual preferences. Riding the RS at factory settings revealed quick turn-in, unexpected agility (credit the relatively smallish 160/60-17 rear tire) and excellent roadholding, with only the slightest bit of pitchiness over rough pavement.
the very excellent — and transparent — cornering ABS. Traction control is somewhat less transparent, at least in Road mode where it sometimes blunts acceleration sooner than desired, seemingly more in reaction to lean angle than actual tire slip. This is not the case on the RS model with its additional Sport mode tuning, giving aggressive riders another good reason to spend more for the premium model.
TFT digital display and an integrated USB-C port for onboard charging of phones and action cameras.
Seemingly every surface has been upgraded, too, especially on the RS that features brushed-aluminum fenders and an elegant, suede-like saddle insert. There’s even a full line of genuine Triumph accessories available for both bikes, including low-profile, clip-on handlebars and a color-matched passenger seat cowl that together create an instant café racer replica to replace the popular Thruxton RS model that was retired in 2024.
The upgraded Brembo Stylema front brakes on the RS model are equally up to the task, allowing effortless, one-finger braking right up to the point that you start triggering
In addition to the component and tech upgrades, there are countless detail differences to discuss, too. The headlight is all new this year, featuring super-bright LED technology with a stylish, X-shaped integrated daytime running light (DRL). The previous version’s old-school dual analog clocks are gone, replaced here by a single, large-format gauge with a full-color
The result is an outstanding and very satisfying sporting standard, always fast and thrilling without ever feeling overwhelming. The unique combo of killer style, loads of character and more power and performance than most will ever need makes a strong argument for this bike. Triumph has done it again, creating yet another great bike that is somehow even more modern and more classic than before. A Post-Modern Classic indeed.
Harley-Davidson has been the industry standard for motorcycle fans for over 100 years. Now, we’ve assembled hard-to-find Harley-Davidson collectibles into one easy-to-collect series — The American Legend Rolls On. Each 2-piece edition includes an iconic Harley-Davidson motorcycle and a pickup truck to match!
“The First of Legends,” your Premier Edition, includes:
1:24-Scale 1958 Harley-Davidson
Duo-Glide Motorcycle
The first rear-suspension Harley!
• Precise, injected-molded design
• Chrome Panhead engine, forks, spoke wheels, and exhaust
• Smooth-rolling rubber tires
1:24-Scale 1948 Ford F1
Die-Cast Pickup Truck
Ford’s first F1-series pickup!
• Sturdy, die-cast metal construction
• Polished, high-gloss paint finish
• Crystal-clear acrylic window
• Smooth-rolling rubber tires
Reserve now with our 100% money-back guarantee!
“The First of Legends” is yours for two payments of $29.99 (plus a total of $13.00 for shipping and service, and sales tax; see HamiltonCollection.com). Only your first payment is billed prior to shipment. You’ll then receive future 2-piece bike and die-cast truck editions in the collection as released. Collect them all or cancel any time.
Presented by
SEND NO MONEY NOW!
❑YES! Please reserve The American Legend Rolls On collection as described in this announcement.
“Park” your Harley in the truck bed, or display them side by side!
Scan Code to Shop
THE ROAD LESS TRAVELED IS RARELY PAVED.
The V-STROM 800DE’s new 776cc parallel-twin engine with Cross Balancer technology delivers smooth, torque-rich power, while the fully adjustable long-travel suspension and 21” spoked front wheel let you attack the toughest terrain. Add the exclusive Suzuki Intelligent Ride System (S.I.R.S.) with Traction Control features like Gravel Mode, and you get the most capable V-STROM ever.
Follow any path that calls to you on the new V-STROM 800DE.
