Editorial Director Mitch Boehm on the goodness of open-class two-strokes
10 FROM THE PRESIDENT AND CEO
AMA President and CEO Rob Dingman on why the AMA offers much more than racing
12 BACKFIRES
Membership feedback on recent issues and happenings
14 BACK IN THE DAY
Where the photos are blurry but the memories are clear!
16 AMA SUPERCROSS CHAMPS CROWNED
From Cooper Webb (450SX) to Haiden Deegan (250 West) to Tom Vialle (250 East)
24 MUSEUM MINUTE
A last call to see an exhibit dedicated to the first American ISDT
26 THE QUEST
A deep dig into 1982 500cc World Champion Brad Lackey’s stellar career
40 COVER STORY: INTO THE DANGER ZONE
Close calls and lessons learned on a Rocky Mountain trail ride gone badly wrong
54 DO YOU KNOW MOTO MORINI?
For the first time, the legendary Italian brand has an official U.S. importer
64 AMA CALENDAR
AMA-sanctioned rides, races and events you just can’t miss
72 AMA GARAGE
DR-Z4S: Suzuki redesigns its middleweight dual-sport in fine fashion
ON THE COVER:
When AMA member Jack Snider took off on a supposed eight-hour Rocky Mountain trail ride with his buddy Carter, little did he know the pair would get lost and bogged down with handfuls of fallen trees to cut or drag their bikes under…and then spend the night at snow level without a tent or warm clothing. Read all about this unexpectedly intense journey beginning on page 40.
EDITORIAL
Mitch Boehm Editorial Director
Todd Westover Chief Creative Consultant
Keaton Maisano Managing Editor
Kerry Hardin Senior Graphic Designer
Bob Griffith Contributing Editor
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.
Makenzi Martin Membership Event and Program Manager
Kristina Duong Marketing Manager
Lauren Kropf Marketing and Communications Specialist
MEMBER SERVICES
Tiffany Pound Member Services Manager
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INFORMATION TECHNOLOGY & OPERATIONS
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American Motorcyclist magazine (ISSN 0277-9358) is published monthly (12 issues) by the American Motorcyclist Association, 13515 Yarmouth Drive, Pickerington, OH 43147. Copyright by the American Motorcyclist Association/American Motorcyclist 2021. Printed in USA. Subscription rate: Magazine subscription fee of $39.95 covered in membership dues.
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Members who join or renew their AMA membership from Jan. 1, 2025, through Dec. 31, 2025 are automatically entered to win one of these awesome motorcycling prizes!
MONTHLY DRAWINGS
•
•
• Bohn Armor Skull Cap
• AMA T-Shirt
• nelson-rigG cover
• Butler Motorcycle Maps
• ASV set of three y handle socket tools sockets not included
QUARTERLY DRAWINGS
• Bohn Armor Pant & Shirt Set
• Strider Sport 2-in-1 Rocking Bike • ASV set of f4 Dirt or f3 Street Levers • chatter box Bit 2 hands-free • Mimi & Moto Children’s Books
• Slacker V5 and a Wireless Remote Display
• Third Eye Design inView Wireless Brake and Turn-Signal Light
Many of the younger generation don’t really understand what a huge deal the 500cc motocross class was,” six-time AMA national champion Broc Glover told me at some point during our Vintage Motorcycle Days event in July of last year, “and that’s mostly because it’s been gone for so long — with 1993 being the last year professionally here in America, and 2002 on the world championship circuit.”
“But 500s were the absolute ultimate in terms of brutal, physical difficulty and international prestige,” he added. “There’s a reason [Roger] DeCoster, who won five 500cc world championships, and [Heikki] Mikkola, who won three, are held in such awe.”
Glover would know. The Southern California motocross legend and AMA Motorcycle Hall of Famer won three AMA 500cc National Championships in his career (’81, ’83 and ’85), and racked up a record number of wins and titles in the class.
It’s no secret why 500cc (and 490cc, 465cc, 450cc, 390cc, and 360cc) two-strokes went the way of the Jofa mouthguard and Scott Face Mask; they made even more power in the ’90s thanks in part to water cooling, which scared a lot of racers off (and led to dwindling sales). You had emissions concerns, too, which would eventually lead to most two-strokes being phased out in favor of thumpers.
But the fact remains: 500s were the top-dog class in motocross, the “King’s Class” according to the Europeans, who honored and appreciated them more than anyone else — despite the fact they could hurt you faster than anything on two wheels.
I know a little something about this, having raced two-stroke open bikes a bit over the years. And while it was
PERSPECTIVES OPEN-CLASSERS: FIT FOR A KING
BY MITCH BOEHM
often thrilling, I feel the effects every morning when I get out of bed.
For the ’84 season, after a super-fun and injury-free year campaigning an ’83 Kawasaki KX250, I bought an ’83spec Honda CR480, considered at the time to be the top of the heap in terms of production-spec open classers. It was fun having that much power on tap, but you always knew bad juju could happen at any moment…and it did, too, when I broke my wrist, radius, and collarbone on the thing pretty early in the season.
I bought another CR480 years later for vintage racing (you’d think I’d have learned my lesson, right?), which landed me in a trauma center for several days with four badly broken ribs, a punctured and collapsed lung, another broken collarbone and something very special called a “chest tube,” which I wouldn’t wish on my worst enemy.
Watching video of those epic Carlsbad GP races, and seeing Glover, Sun, Chandler, Wolsink, Moates, Lackey, and others rip around what had to be one of the most harrowing racetracks in history on open-class two-strokes, remains a total mind-blower to me. I simply can’t conceive how fast those guys went on that nasty, concrete-esque racetrack, but there it was. Epic in so many ways.
Open-class two-stroke motocross is epic, and that’s a lot of the impetus for a special race dreamed up by Mr. Glover that’s scheduled to happen at this year’s AMA Vintage Motorcycle Days event at Mid-Ohio Sports Car Course July 25-27.
Broc is calling it the “King’s Cup,” and it’ll be a one-moto highlight race on Sunday featuring air-cooled open-class two-strokes…bikes like the aforementioned CR480, Yamaha
YZ465/490, Maico 490, Husky 390, etc. The winner will take home a very special trophy, one presented by Glover himself — and maybe by Grand Marshal and ’82 500cc World Champ Brad Lackey, too. There will be a one-moto, winner-takeall 125cc Cup race, too, on Saturday, which Broc is calling the “Golden Cup” for all the obvious reasons. It’ll feature air-cooled, two-stroke, non-linkage and non-disc-braked 125s, much like the bikes Glover raced in the late ’70s, and on which he notched three 125cc National Championships. Bikes like late-’70s Suzuki RM125s, Honda CR125s, Yamaha YZ125s and Kawasaki KX125s.
A-level or ex-pro/expert racers are invited to compete in both classes, and starting slots are limited to first-come, firstserved. Get more information by going to VintageMotorcycleDays.com.
And who knows…Broc might even jump on the super-sano CR125 he raced at VMD last year and bang a few bars in the Golden Cup race. Stranger things have happened. See you there!
Mitch Boehm is the Editorial Director of the AMA and a longtime member.
AMA Hall of Famer Broc Glover attacking the Carlsbad terra firma on his Team Yamaha 500 while there was still a little moisture available.
RIDING AHEAD S3
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In celebrating the history of the AMA as it turned 100 years old last year, we talked a lot about how the organization was founded by the motorcycle industry to give people something to do with their motorcycles.
Most folks probably think of AMA-sanctioned racing activities when considering the opportunities presented by the AMA for people to enjoy motorcycling, but it’s important to remember that the AMA sanctions hundreds of non-competition events as well, for both road and off-highway vehicle enthusiasts.
On the on-road side, there are AMA-sanctioned events such as poker runs, field meets, scavenger hunts and charity rides like the Pediatric Brain Tumor Foundation’s Ride for Kids. The Ride for Kids and the Pediatric Brain Tumor Foundation were founded by AMA Motorcycle Hall of Famers and the late Mike and Dianne Traynor and have raised tens of millions of dollars to be used for childhood brain-tumor research. AMA members are incredibly generous, participating in charity rides and giving to charitable causes.
There are lots of AMA-sanctioned road rides throughout the United States, as well, and there’s even a national series called National Gypsy Tours. These tours are usually held in conjunction with a larger rally or event and typically go to locations with historical and/or motorcycling significance. The first AMA-sanctioned Gypsy Tour was held in 1925, making this series one of the oldest and proudest AMA traditions.
Believe it or not, there’s also something called a Road Enduro, in which road riders travel a preset course while maintaining a specific time schedule where speed is not
From the President and CEO
WE’RE MUCH MORE THAN RACING
BY ROB DINGMAN
the determining factor. Such rides require strategy as riders pass through a series of checkpoints where the minute of arrival is recorded with the goal of arriving at the precise minute, sometimes requiring slower rather than faster travel.
For more info about AMA-sanctioned road riding opportunities, please visit the AMA website at https://AmericanMotorcyclist.com/ riding/on-road-riding/. Or just click the QR codes.
There are many opportunities for off-highway and dual-sport enthusiasts as well. Many local AMA clubs regularly organize AMA-sanctioned trail rides throughout the year, offering a great way to learn about new riding areas and meet new riding buddies. In addition to numerous AMA-sanctioned trail rides, there are also some national series in which AMA members can participate.
The Beta AMA National Dual Sport Series has been around for a long time. I have ridden a few of these events and most recently had the opportunity to ride in one last fall when I participated in the LBL200, which takes place in the Land Between the Lakes National Recreation Area in the Dover, Tenn./Golden Pond, Ky., area.
This two-day event is hosted by Thomas Brothers Promotions, formerly known as KT Riders, which was recognized as the 2019 AMA Recreational Riding Organizer of the Year. Jesse Thomas, who started KT Riders, was also posthumously awarded the Dud Perkins Award, the AMA Board of Directors’ highest honor, in 2023. This stop on the national dual-sport series had been a bucket list item for me since I heard about it in the 1990s. And when I finally had the chance to
ride it last year, it did not disappoint.
A newer addition to the AMA national recreational series lineup is the Triumph AMA National Adventure Riding Series. I was fortunate enough to participate in this series more recently when I rode my title-sponsor-appropriate Triumph Tiger in the Devil’s Creek event, organized by DixieDualSport Inc. in Brooksville, Fla.
The ride was enjoyable, and DixieDualSport President Robert “Swampy” Frey was a great host. This event, like many others in the series, is held in conjunction with a Beta AMA National Dual Sport Series event on the same weekend. I hope to make it back to Devil’s Creek to ride the Dual Sport event as well.
For more information about AMA-sanctioned off-highway and dual-sport activities, please visit https://AmericanMotorcyclist.com/riding/off-road-riding/.
Another way to find riding opportunities is to join an AMA-chartered club.
For information about finding a chartered club in your area, please visit https://AmericanMotorcyclist.com/ organizers/charter/chartered-organizations-list/.
These are just a sampling of the things the AMA offers people to do with their motorcycles. The best way to get the most out of motorcycling is by being a member of the AMA — and getting your friends to join as well. Thank you for being a member!
Rob Dingman is the President and CEO of the AMA, and a Charter Life Member.
WATER BUFFALO
BACKFIRES
I was surprised to see the article on the 1972 Suzuki GT750 water buffalo in the May edition. It brought back a lot of memories. After owning several bikes — a Honda 305 Dream, Suzuki B120 and Harley Topper — in ’72 I bought the first of many new motorcycles…a ’72 Suzuki GT750. I rode that bike all over the U.S., and loved it. It was trouble-free for about 10 years and had about 80,000 miles on it. I bought it for long-distance touring, and it fit the bill. It was comfy and dependable. I had such good luck with it, my next three bikes were Suzukis. In ’82 I bought a GS850, but because I liked it so much, I did not trade in the GT. Later that year my brother-inlaw wrecked my GT; he survived but the bike did not. The GT led me to the GS1100GK, and then to a Cavalcade, and all because I had such good luck with the GT750. Now at 84, I ride a Gold Wing trike. Thanks for the article and memories.
John Putnam Dodge City, Kan.
I think the Brits called the GT750 the “kettle.” From the photo of the fuel tank, you can see the celebrated “nad snatcher” gas cap, popular (or not!) back in the day. Thanks for the excellent story about a very memorable bike.
Al Pickering Somewhere on the Coast of Maine
Great article on the GT750. Quiet, smooth, powerful and reliable. Came out of Yakima, Wash., on a smoking hot summer day and took Highway 82 over to Ellensburg, a long, fast, uphill freeway climb. Throttle pinned, engine in its sweet spot, great exhaust note and enough exhaust smoke to let you know it’s a two-stroke. That climb would have melted an H1 or H2 trying to keep up. The GT’s temp needle never moved from straight
up. The bike seemed to love it. A real fond memory.
Hans Bertelsen AMA Life Member
Really enjoyed the Water Buffalo piece in the May 2025 issue. I have been riding two-strokes since the early ’70s, and have always had one available over the years. The comparison to the H1 and H2 was spot on, as I’ve been riding H2s since the late ’70s and have had my current H2 since ’85. I always wanted a Buffalo to complement the H2 and finally bought one about 10 years ago. It sports a set of Higgspeed Expansion
chambers, which really change the bike’s character. I am often asked which bike I like better, and I always answer, “Both, equally,” as they are unique in their own ways…followed up by, “The Buffalo is built for comfort
LETTER OF THE MONTH
SCREAMIN’ YELLOW BANSHEE
bought my 1975 RM125 brand-new for around $740, which was a ton of money for a 15-year-old kid and a debt I’m not sure I fully paid off to my father. I have owned more than 100 motorcycles over the years, and can say without hesitation that this was the bike that had the biggest impact on me. I had owned a few bikes before this, but it was this little yellow bike that got me hooked on motorcycles. Suzuki has always had a special place in my best-memories category. Richard Weslow
IYou are not alone, Rich. That first RM, which was in many ways a hotted-up TM125 with laid down shocks and a wildly ported
engine (the B-model in ’76 was even better), changed a lot of lives, and changed the motocross landscape as well, introducing radically laid-down shocks on a production bike, just like the works bikes of guys like Roger DeCoster, Tony DiStefano and Gerrit Wolsink. We’ll be celebrating Suzuki’s RMs at AMA Vintage Motorcycle Days this July in the infield’s Hall of Fame Fanzone, so be sure to check it out. – 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.
and the H2 is built for speed. Which one I ride depends on my mood.”
Rich Simmons Fort Worth, Texas
To Mitch: The disc brake upgrade kit for the GT750 was indeed a factory kit. It contained the whole front end with triple clamps and headlight ears. It was offered to dealers at far less than the value of the included parts so they could move their first-year drum-braked bikes. My local dealer sold me a kit, which bolted right onto my T500 Titan, needing only GT550 headlight and springs from a very early GT750 for a perfect conversion. The mass of the two thick, solid discs was like driving a cement mixer, so I took one off.
Ted Crum
Thanks, Ted, for that background info. Much appreciated! – Ed.
I was one of many owners of this wonderful bike. I put a Vetter Windjammer II fairing and some used
saddlebags on the GT750 and rode it from Seattle to Bangor, Maine; down to Miami; over to San Diego; and back home again. It had 120,000 miles on it when I sold it in Germany, as the military wouldn’t ship a bike as household goods. Only thing it needed to be a top-line sports tourer was a sixth-gear overdrive.
Dave J.
ROOM TO MOVE
We all go through de-cluttering moments in our lives, and Craigslist is our friend. At the beginning of 2024, I made two resolutions: The first was to clean my garage and yard so I could park the family Suburban inside. I sold my trusty Yamaha 125 dirt bike and its trailer, a race-car trailer, two antique tractors, a plow, a shop crane, a sandblasting booth, and a 12-ton press. They were all parts of an earlier phase of my life, and I had moved on. The Suburban now sleeps in the garage. I hope you don’t miss the Porsche too much. My second resolution was to lose weight, but we
don’t need to talk about that.
Claude Leglise Portola Valley, Calif.
I don’t really miss it, Claude, and that’s a good thing. The garage project is coming along, btw, albeit slowly, so there is hope! – Ed.
HONDA DREAMIN’
I am a member of Zem Zem Shriners Motor Corps in Erie, Pa. We ride ’66–’67 Honda Dreams in parades and other functions. As you can imagine, they are getting worn and are in need of some restoration help. I am looking to find a repair manual, and any suggestions for finding parts for the Dreams. We also have several Dreams in rough shape that we are looking to sell.
We are open to any help we can get. Thanks!
Dave Arnemann
If anyone has info for Dave, send it to submissions@ama-cycle.org and we’ll pass it along. – Ed.
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Bike photo by Stephen Anderson
BACK IN THE DAY
Where the photos are blurry but the memories are clear!
These are my grandparents, Brip and Barbara duPont, on their XL500S in the 1990s. They were in their 70s at the time and put 50,000 miles on that Honda! We enjoyed taking family motorcycle trips on dirt roads, often in Vermont.
5My father, Noel P. Freyberg, from Mankato, Minn., was 16 years old when the U.S. entered WWII. He was too young for the Army, but he had heard the Merchant Marines were not real big on background checks at that time. Without permission or formal notice he left home and boarded a train for New York, where he enlisted in the
John Light
Merchant Marines and went through training. He served on Liberty ships in the Pacific and Atlantic, hauling equipment and supplies for the military. All of his paychecks were sent to his mother, who saved them for him. After the war, it was time for a motorcycle. There were Harleys and Indians, even an Indian four with a sidecar for winter use. His favorite was the 80-inch Harley flathead, which he always referred to as “the 80.”
When he met my mother, the bike was sold and replaced with a 1936 Ford Coupe. They were married, raised a family and ran a successful business. When I was 10 or 11, he put an old two-stroke motor in a bicycle frame with no brakes and a push-pull choke cable for a throttle…who could ask for anything more? I was hooked and still am today. One more example of why they call them “the Greatest Generation.” Lynn Freyberg
6This is 18-year-old me on my 1967 250cc Yamaha YDS3 Catalina, about to set off on my first real road trip. I was going to ride nearly 300 miles from my home in Marion, Ohio, to visit my sister at her college in Bourbonnais, Ill. This was in early May and the weather was still pretty cool in Ohio, as you can tell by the “hightech” cold weather gear I have on. I made the trip without incident or problem, except for the rain and cold on the return trip. Fortunately, I had wet weather gear with me. The gear consisted of only a plastic rain jacket from the local department store that was ripped to shreds by the time I pulled into my home driveway. I was so cold and anxious to get home that I rode those 300 miles straight through with only one gas stop, and I filled my tank without even getting off the bike. I was so cold when I got home that my fingers wouldn’t even move enough to untie the duffle bag on the back. I went right into the house and got into a bathtub of water as hot as I could stand. The really neat thing about that bike is that I still have it, after being the original and only owner since it was new in 1967 — 58 years ago!
Floyd Hoffman
Glad you made it, Floyd, but it looks like a rather large Golden Retriever jumped onto your pillion for this photo! – Ed.
Submit your Back in the Day photos and stories to submissions@ama-cycle.org. High-rez images are preferred, and please understand we have quite a backlog, which means it may be months before your submission — if acceptable — makes it into the magazine. Thanks!
My much-older brother used to bring me motorcycles when I was a kid, but none of them ever ran. The Yamaha my niece is sitting on in this photo is an example. I’m not sure if he expected a 10-year-old to fix them, but they pretty much just sat in the barn at our Ohio farm…until I got the 1969 Penton 125 I’m sitting on. This was my first motorcycle, and since no one taught me to ride it, I was a little confused about that pesky clutch. Push starting it for the first couple of weeks eliminated the problem of having to start out using the clutch smoothly. I was also a bit nervous about shifting into second gear using the clutch, so I rode it around in first gear for way too long. I decided I didn’t really need the clutch to shift, so I just chopped the throttle, shifted, and twisted the throttle again. Wow! I immediately wanted to do that again. After becoming a bit more proficient on the bike, I quickly realized my Penton performed much better off road than my neighbors’ on/off-road bikes of the time. I didn’t have the bike very long, but the memories are forever. I’m still riding 50 years later.
Wes Wasson
This blurry photo is of me riding my 1984 KTM MX125 at a place known as Colony Hill on Long Island, N.Y. It was a great place to ride, but like every other open piece of land on Long Island, it has since been developed. I now live in Cave Creek, Ariz., where I ride my 2021 KTM 300 XC-W. Paul Wohllebe
6When I started riding in the early ’70s, Marty Smith was my inspiration. A local photographer would often come take pics at our riding area, which was a large iron ore mine tailings pit in Atikokan, Ontario. Everyone with a dirt bike would come and ride there. There was no track, though, and it was mass confusion with bikes going everywhere in all directions, sometimes resulting in collisions.
By the mid-’70s, we held our first race, which we staked out in the natural terrain, and spectators could literally high-five the racers as they passed by. Today, at more than 66 years old, we still ride at the same site, and it is now a dedicated motocross track run by a group of us dedicated volunteers. Our fine red dirt is unique, and it stains everything and there’s no getting it off. We laugh at newbies when they show up with a white bike and white gear, or moms wearing white clothes and sneakers…we say ride here once and it will stain you for life. Reading motocross magazines back then made it my dream to ride/ race in California, which I finally got to do some 45 years later when I competed at the 39th Glen Helen World Vet. So, dreams can come true… Gordon Martin
up to speed
News, notes, insight and more from the motorcycling universe
SUPER SEASON!
AMA Supercross completed a competitive and entertaining 2025 campaign
BY KEATON MAISANO AND JACK EMERSON PHOTOS BY GARTH MILAN AND RYNE SWANBERG
The 2025 AMA Supercross season did not disappoint, with wire-to-wire action highlighted by a 450-class finish that was the tightest in nearly two decades.
Entering the final round of action at the University of Utah’s Rice Eccles Stadium in Salt Lake City, Monster Energy Yamaha Star Racing’s Cooper Webb held a nine-point advantage over Red Bull KTM Factory Racing’s Chase Sexton. Despite a valiant effort from Sexton in the main event finale, Webb’s fourth-place finish kept him just two points up in the final 450 standings, the narrowest margin of victory since AMA Motorcycle Hall of Famer Ricky Carmichael’s two-point win over fellow Hall of Famer James Stewart in 2006.
The 450 AMA Supercross title was Webb’s third of his career, with the previous two coming in 2019 and 2021. He became just the seventh racer to win at least three titles in the
450 class.
“[This third championship] means everything,” Webb said. “You don’t know how many nights I’ve woken up just wanting to get this again. And I never thought I’d be here again, so never give up on yourself. Never cut yourself short. I’m not maybe the
best, but man, when you put your mind to something [then] you get it done…I knew I wasn’t done after those [previous] two [championships]. This feels freakin’ awesome, man. Never give up on yourself, kids!”
Webb’s championship ended a stretch of two consecutive titles by Honda HRC racers, while marking Yamaha’s first class win since Eli Tomac claimed the 450 title in 2022.
The 250 East title race was a dead heat throughout the season, with three racers battling for the crown while enduring week-to-week changes at the top of the class standings. Entering the final round, Red Bull KTM Factory Racing’s Tom Vialle, Monster Energy/Pro Circuit Kawasaki’s Seth Hammaker and Rockstar Energy Husqvarna Factory Racing’s RJ Hampshire were separated by only three points. Vialle ultimately claimed the title with a third-place finish during the East/West Showdown in Salt Lake City.
COOPER WEBB
Vialle finished the season with 180 points, while landing on the podium six times — including one win.
“I had a great start,” Vialle said. “My first five or six laps were actually really good. I was feeling good, and I was like, ‘Okay, this is mine.’ And [then] I started to make a few mistakes and Seth and RJ got me. They got a little gap, and my only chance was that…if something happened to [Hammaker and Hampshire], and that’s what happened tonight. I feel like that
was all year, the whole Championship has been up and down, and I could capitalize tonight, and I’m really pumped.”
The 250 West class previously wrapped up in Round 16, as Monster Energy Yamaha Star Racing’s Haiden Deegan secured the title with a win in Denver.
Deegan captured his first-career AMA Supercross 250 title behind a Round 16 victory in Denver to claim the class trophy. Deegan led the series for most of the season and clinched the championship with 221 points and four wins across 10 races.
“This [Championship] means a lot to me because people doubted me all the way,” Deegan said in Denver. “They [were] telling me I was all hype coming into [AMA] Supercross and motocross…We’re the champ now, and let’s go, baby!”
Monster Energy Yamaha Star Racing’s Cole Davies, who was named Rookie of the Year in the 250 classes, finished third in the 250 West standings, accumulating 171 points on the year. The highlight of Davies’ season came in the Seattle round when he collected his first 250 West victory of his career. Two weeks later, he rode the momentum to a victory at the Philadelphia 250 Showdown.
“The 2025 AMA Supercross season was unlike any other, with a trio of intense championship races and incredible racing action throughout the series,” AMA President and CEO Rob Dingman said. “All of us at the AMA congratulate the 2025 AMA Supercross champions — Cooper Webb, Haiden Deegan and Tom Vialle and their respective teams for an outstanding season of competition.”
Right: Cooper Webb catching air and putting the finishing touches on his 2025 450 AMA Supercross title. The win marked the third of Webb’s career (2019, 2021, 2025).
TOM VIALLE
HAIDEN DEEGAN
up to speed
ADV BIKES AND PITBIKES AND CRUISERS, OH MY!
AMA Motorcycle Hall of Fame Spring Bike Night, plus a full day of riding, brings in hundreds
Each year, AMA Motorcycle Hall of Fame Spring Bike Night takes place to raise money for the Hall of Fame while offering an evening of fun for the moto community surrounding the AMA campus. This year saw a full day of fun with ADV-X Time Trials in the morning, pitbike practice sessions in the
afternoon and a bike night stretching into the evening, which included a bike show, plenty of vendors, music, food trucks, silent auction and more. Nearly 500 enthusiasts showed up from Ohio and surrounding areas, and the AMA appreciates everyone who attended to support the AMA Hall of Fame!
–
Joy Burgess
The day was packed with ADV-X time trials, pit-bike practice and a bike show. Da winna? That’d be the red Moto Guzzi Daytona in the upper left photo.
JESSICA DANIELS
JESSICA DANIELS
Rights ROUNDUP
INHERENT RISK LEGISLATION GAINS TRACTION
Arkansas leads the way with Act 312, which protects event organizers
For years, the concept of “inherent risk” — the natural risk and danger associated with an activity — has benefited operators of skiing and equestrian recreation facilities.
Snow skiing has obvious risks associated with it, and participants may be injured through no fault of the operator. Thanks to legislation in several states that outline these inherent risks, ski resorts are protected from liability for injuries that fall under the scope of inherent risk. And while this does not remove operators’ responsibility for mitigating risks within their control, it does shift some responsibility onto the participants, protecting operators from uncontrollable circumstances that may
lead to legal — and financial — hardship down the road.
While ski resorts, equestrian recreation and other activities have benefited from inherent risk protections, off-road motorcycling activities have been neglected, although a landmark piece of legislation in Arkansas may help quell insurance issues that have plagued the off-road motorcycle indus-
try in recent years.
On March 18, Arkansas Gov. Sarah Huckabee Sanders (R) signed Act 312 into law, which established inherent risk for off-road motorcyclists and enhanced protections for event organizers throughout the state.
“Act 312 will create a more sustainable liability landscape for event organizers throughout Arkansas,” AMA Central States Representative Nick Sands said, “as it ensures a smoother legal process in the case of injury for all involved in off-road events in the state. We’re encouraged to see this legislation pass in Arkansas, and hope to see similar laws continue to progress throughout the country.”
– Jack Emerson
up to speed RACING ROUNDUP
2025 U.S. ISDE TEAMS ANNOUNCED
ISDE to run Aug. 24-29 in Bergamo, Italy
BY JACK EMERSON
hirty-one riders will represent the United States and reach for their own slice of glory at the 2025 FIM International Six Days Enduro (ISDE), which is set to run Aug. 24-29 in Bergamo, Italy.
TWith the U.S. Women’s Trophy Team defending its crown and the World Trophy and Junior World Trophy teams securing podium finishes at the 2024 FIM ISDE, there is ample momentum and expectations for the Stars and Stripes heading into the 99th FIM ISDE.
“New year, same goal, and nearly the same team as 2024,” said ISDE Team Manager Antti Kallonen, who is also KTM’s Director of Off-Road Racing. “I’m really happy to continue working with nearly the same riders as last year.”
Eyeing a return to the top of the podium in 2025, the 2025 U.S. World Trophy Team will include Johnny Girroir, Cody Barnes, Josh Toth and Dante Oliveira.
“Our Trophy team stays unchanged from last year,” Kallonen said. “These riders have continued their progress in sprint enduro style racing and Cody switching to 450 this year has made a big difference in his speed. I feel very good about our Trophy Team’s overall speed now.”
Going for its third-straight ISDE crown, the 2025 U.S. Women’s World Trophy Team will return the dominant trio of Rachel Gutish, Brandy Richards and Korie Steede.
“Our Women’s Team is solid despite Brandy Richards being currently sidelined with an injury [so far this season], but she is scheduled to be
back on the bike well before we head to Italy to lead the team for another successful Six Days,” Kallonen said.
With its sights set on an ISDE championship, the 2025 U.S. Junior Trophy Team will consist of Grant Davis, Cooper Jones and Mateo Oliveira.
“Our Junior team is seeing a slight last-minute rider line-up change as Jason Tino, who was slated to be on the team, got sidelined with an injury,” Kallonen added. “Luckily, we have a deep pool of talent to choose from, and our riders will be fighting for that top step of the podium again.”
The AMA’s East and West Coast qualifiers resulted in the qualification of 21 U.S.-represented club team riders.
For the full club roster and more information on the event, go to AmericanMotorcyclist.com/ama-announces2025-us-isde-teams/.
MARY RINNELL
2025 U.S. TRIAL DES NATIONS TEAM SET
Event to take place in Italy, Sept. 20-21
BY JACK EMERSON
In May, the AMA announced the outstanding men and women selected to represent the United States at the 2025 FIM Trial des Nations, which will take place Sept. 20-21 in Tolmezzo, Italy.
Representing the United States at the FIM Trial des Nations will be Josh Roper, Alex Myers and Will Myers on the men’s team, while Maddie Hoover, Kylee Sweeten and Abigail Buzzelli will compete for the women’s team.
The AMA will also send a pair of riders to the Trial des Nations Challenge, which is a special competition that allows younger riders to compete for an FIM Championship. The U.S. TdN Challenge Team will include Ryon Land and Kylie Glueck — who competed in the competition in 2024.
“Representing the United States on the world stage is an incredible honor — not just for our riders, but for everyone in the American trials community who supports this journey,” USA Trial des Nations Team Manager Daniel Blanc said. “We’re building a team rooted in talent, commitment, and a deep love for the sport, and we’re ready to show the
world what we can do. Visit Mototrials.com/tdn to see how you can support the team.”
As the premier international trials event, the FIM Trial des Nations is the ultimate competition. With each competing nation fielding two teams, a men’s and women’s team each consisting of three riders, riders battle for international glory for their home country.
Each year, Team USA is tasked with raising money for the trip to the event. Donations are greatly appreciated, and those looking to support the U.S. riders can do so by visiting www.mototrials.com/tdn.html.
Fans can stay engaged with the team by going to Team USA’s Trial des Nations official Facebook page.
Team USA at the 2024 FIM Trial des Nations event in Spain.
up to speed RIDING ROUNDUP
WHEELIN’ WITH WINNIE
Family bonding and the healing power of motorcycles for 90-plus-year-old Winnie Defrisco
BY KEATON MAISANO PHOTOS COURTESY OF JOHN RUFFNER
ongtime motorcyclist and AMA member John Ruffner had a lot to say about his mother-in-law Winnie, but what he had to share went against every stereotype surrounding in-laws.
L“I don’t know many people who brag about their in-laws,” John said, “but I’m probably one of the few who have a mother-in-law like mine.”
With John and his wife Sue riding motorcycles together for nearly 50 years, their trips sometimes took them to Sue’s parents’ home in Jamestown, N.Y. While there, John would wake up early to go out for a ride, but a squeaky screen door and bell hanging at the top of the door made quietly sneaking out impossible.
“I would get up, try to sneak out, and [Sue’s mom Winnie] would hear me, be at the door, and say, ‘Can I go too?’” John said. “We would go for a donut and coffee, and ride around Lake Chautauqua in Jamestown, N.Y., which would be about an hourand-a-half ride.”
“I’ve been into motorcycles all my life,” John added, “and the fact that
she liked to go for rides, I thought that was awesome. I was happy to take her.”
Winnie’s first motorcycle ride came with her husband Sal, who briefly had a motorcycle as the result of a trade in return for service at his collision shop. From there, Winnie enjoyed the early morning rides with John, as they made her feel closer to nature.
Those rides were first taken on John’s Honda CB750 and then his
Gold Wing, which Winnie loved.
“If it was raining,” Sue said, “she would tell [John], ‘You owe me one.’”
After Sal passed away, Winnie lived alone in a senior living facility, so John and Sue — as well as Sue’s sister Sally and her husband Gene —
would take Winnie on camping and riding trips.
However, Winnie’s riding career was seemingly brought to a close when she broke her hip in her early 90s. Despite the significant injury and her advanced age, Winnie was determined to get back to those riding trips, telling the doctors they needed to fix her up good so she could go on a riding trip the family had planned.
But while on the road to recovery, Winnie fell and broke her hip a second time.
“She’s in her 90s, she broke her
John and Winnie heading out for breakfast. Main (left to right): John, Gene, Winnie and Sally. Bottom left: Winnie riding with Gene.
hip twice,” John recalled thinking. “There’s no way she’s going to recover, and she will probably never ride again.”
Winnie remained steadfast in getting back into good enough health to go on another trip with the family. Even with success in physical therapy, it was clear Winnie would never be able to lift her leg high enough to ride on John’s Gold Wing.
Gene’s Gold Wing trike, however, had running boards, making the leg lift more manageable. After discussions with the physical therapy office, Gene’s Gold Wing was taken to the office where Winnie could practice getting on and off the bike safely.
“The anticipation of [the trip] made her want to work harder,” Sue said. “I told the doctors, ‘I know you think she’s too old to do this, but my thing is, it’s about quality. Isn’t it all about quality? And if she wants to go, dammit, I’m taking her!’”
Against all odds, Winnie was able to go on the family camping trip to Bedford, Pa., where they took one or two rides every day for a week. With Sue on her 650 Suzuki, Sally on the back of John’s Gold Wing and Winnie on the back of Gene’s Gold Wing trike, the trip was enjoyed by all.
“I mean, she enjoyed the hell out of it,” John said. “She loved coming back home and telling all her 90-year-old friends, ‘Oh yeah, we went on a motorcycle trip, and I rode every day.’”
While the trip unsurprisingly improved Winnie’s spirits, the physical therapy office was amazed to find out she had physically improved on the trip…once again proving the power of motorcycle therapy.
Unfortunately, a fractured neck and osteoporosis ultimately brought Winnie’s riding days to an end, but not before she was able to squeeze as much out of the motorcycle experience as she could.
Now 97 years old, Winnie still lives independently in the senior living facility. A life lived to the fullest and one that certainly warrants a son-in-law like John singing its praises.
MUSEUM MINUTE
CAPTURING THE MEN, WOMEN AND MACHINES OF THE AMA MOTORCYCLE HALL OF FAME
SIX-DAYS IN SEPTEMBER OF ’73
Paying homage to the first United States ISDT
BY KEATON MAISANO PHOTOS: AMA ARCHIVE
On the bottom floor of the AMA Motorcycle Hall of Fame Museum resides an exhibit that honors a significant moment in American motorcycling history, but time to see it for yourself is quickly running out.
Curated by the Penton Owners Group (POG), the “Six-Days in September of ’73” exhibit is chock-full of motorcycles, images and artifacts from the first International Six Days Trial to be held in the United States. Within the friendly confines of the Berkshire Hills near Dalton, Mass., the U.S. team — composed of AMA Motorcycle Hall of Famers Malcolm Smith and Dick Burleson, as well as Ed Schmidt and Ron Bohn — snagged the Silver Vase for the first time in the country’s history. (You can read more about this team’s impressive feat in the Malcolm’s Moments section of the November 2023 issue.)
Marking its fourth victory in what ended up being a fiveyear streak, Team Czechoslovakia grabbed that year’s International Trophy.
The exhibit itself is home to several bikes, including the 125cc Penton displayed at the forefront of the exhibit. The bike was maneuvered to a gold medal at the 1973 ISDT by Doug Wilford.
Unlike their green counterparts sold by Penton dealers, the 125cc Pentons used by Team Penton during the ’73 ISDT were fitted with blue fuel tanks, airboxes and center stands at the KTM factory per the request of AMA Hall of Famer and Penton founder John Penton. Wilford altered his Penton even further, dismantling it to the bare frame and prepping it for the more than 1,000mile competition. Along with packing spare clutch, throttle and front brake cables in case a quick switch was needed,
Gold medal winning Doug Wilford’s 125cc Penton. Below: Silver Vase-winning team of (left to right) Ed Schmidt, Ron Bohn, team manager Jack Lehto, Malcolm Smith and Dick Burleson.
Wilford bolted a third shock absorber to the bike as a replacement if needed. That third shock can still be seen attached to the motorcycle.
Beyond the two-wheel relics are plenty of images, posters, decorations, and an only-recently-discovered wheel with quite a backstory — and much more!
July is the last month to check out this breathtaking
Bottom
display for yourself, so plan your trip by going to AmericanMotorcyclist.com and clicking on “Hours and Information” under the “Hall of Fame” tab. The AMA Motorcycle Hall of Fame Museum is located just 70 minutes south of AMA Vintage Motorcycle Days at MidOhio, so if you’re partaking in the vintage fun in July, don’t hesitate to visit us!
Top left: HOFer Dave Mungenast’s 1973 Triumph TR5T Trophy Trail.
right: The British DOT (Devoid of Trouble) motorcycle HOFer Al Eames used to lay out some ISDT trail sections.
BY NORM DEWITT
PHOTOS: DAVID DEWHURST, BRAD LACKEY ARCHIVE
his runs the risk of sounding a bit wonky to younger generations, but American motocross riders haven’t always been at or near the top of the world’s motocross food chain.
TWe know…[insert tonal, tonguein-cheek sarcasm here] it’s a bit of a shocking admission.
But it’s true. Before the Chase Sextons and Eli Tomacs of the world came the Damon Bradshaws, the Jeremy
McGraths and Jeff Stantons. And before them, the David Baileys, Broc Glovers, Johnny O’Maras and others. Many a champion there, for sure.
But before them came what you could correctly call breakthrough pioneers of the sport, the American racers of the late ’60s and early ’70s who first established some snippet of the American dominance that would take hold in the late ’70s and early ’80s.
THE
These are the guys who a) realized the Europeans had us outclassed in terms of skills and physical
conditioning; and b) did the hard work to raise themselves onto that level, with the commitment, conditioning and skill development it took to do so. We’re talking about guys like AMA Motorcycle Hall of Famers Mark Blackwell, Gary Jones, the late Jimmy Pomeroy…and America’s first world champion, Hall of Famer Brad Lackey. “The Europeans taught us that we needed to take our training much more seriously,” 1982 500cc World Champion Lackey told us some years ago, “and I took that to heart. From the beginning, I knew I wanted to go
AMA HALL OF FAMER BRAD LACKEY’S DECADELONG EFFORT TO WIN A WORLD CHAMPIONSHIP — AND THE SEARCH FOR, AND REACQUISITION OF, THE SUZUKI RN500 HE WON IT ON
A young Brad Lackey with his factory CZ mechanic Zipec — who also tuned teammate Gaston Rahier’s bike — somewhere in Europe during the ’71 Grand Prix season, one in which Lackey competed in six 250cc GPs. Right page, clockwise from top: Lackey, in green jersey, with Mike Runyard (43) and the late Jim West (60) at a Trans-AMA event in ’72. Rugby-jersey-wearing Lackey (7) ripping with Jimmy Weinert at the Carnegie Trans-AMA in ’72. Famous Lackey poster image.
“The Europeans taught us that we needed to take our training much more seriously. From the beginning, I knew I wanted to go to Europe and compete against the top riders at that time.” BRAD LACKEY
to Europe and compete against the top riders at that time.”
And there it was, physical conditioning, the linchpin — along with a burning desire to race against the world’s best — that would help secure American competitiveness for decades to come…and help Lackey
National Championship in its first season as an independent series. Prior to ’72, the top American finisher in the Trans-AMA series determined AMA motocross champions (with Blackwell taking 500cc honors in ’71 by a single point over Lackey, who only rode in six races), but by ’72 the
become America’s only 500cc world champion.
LACKEY ROOTS
Lackey’s rise from local California scrambles racer to world champion motocrosser began pretty conventionally…right until he won an Inter-AM support race at the young age of 16 in ’69, got support from a CZ dealer in 1970, and was invited to Czechoslovakia by the CZ factory in ’71 to train with the company’s racers, where he’d experience firsthand how the Euros did things.
While there, Lackey was entered in half a dozen Grand Prix events, and it was there his desire to achieve a world championship was branded forever into his psyche.
Back in America for the ’72 season and now on a factory Kawasaki, Lackey put his training and focus to good use, winning the AMA 500cc
AMA National series had evolved into a series of its own.
Lackey was dominant, winning five of the eight races, and putting Team Green firmly on the American motocross map in the process. Lackey rode a wildly trick bike that year, one he helped develop — a hand-built
prototype rumored to weigh just 198 pounds via liberal use of magnesium. The frame was of Kawasaki design and welded up by C&J.
“I was Kawasaki’s test rider in late ’71 and ’72,” Lackey said, “and that engine was perfect for me — lots of torque.”
“We bought a Maico, CZ and Husky during testing that year,” said the late Steve Johnson, a veteran of Kawasaki’s R&D and race teams, “and noted what Brad liked and didn’t like. We took the good stuff and integrated it into that bike, and the results were awesome.”
Lackey was also the top American in the Trans-AMA the same year, that factory Kawasaki becoming a lethal weapon in the hands of the young Californian. Lackey led much of the first moto of the ’72 USGP at Carlsbad, too, with 45,000 spectators cheering wildly as, wearing his American ISDT team helmet with an
American flag on his chest protector, he outstripped the world’s best. But when Lackey killed the engine after a near crash, the USGP moto win U.S. fans wanted so badly would remain seven years distant until the Marty Moates miracle in ’80.
A GRAND PRIX PERSPECTIVE
Lackey raced the ’73 500cc GP season on a version of that Kawasaki with Johnson at his side, but with the Kawasaki factory not fully engaged, his results weren’t especially notable. In ’74, Lackey got his first legitimate
chance at world championship glory riding for Husqvarna, though the bikes were warmed-over production 400s he less than affectionately called “sleds.”
The 360s that came later were better, but they still left Lackey short of his championship goals.
“The problem was that the Swedes didn’t really like motorcycles,” said Everett Brashear, Husky’s general manager at the time.
great deal about Finnish rider — and three-time world champion — Heikki Mikkola.
From 1974 through 1976, Lackey’s focus was clearly on the world championships, though he would run AMA nationals and Trans-AMA events when possible.
“With most revenues coming from chainsaws and sewing machines, they weren’t keeping up with engine and chassis technology.”
Husqvarna simply wasn’t the sharpest tool in the paddock while Lackey was there, which says a
“In ’75, the AMA 500cc National Series was only five events,” Brad said. “I missed the first two due to world championship conflicts, but made the last three, and that title went down to the wire.”
Lackey’s close friend and AMA Hall of Famer Jimmy Weinert grabbed the title at that final — an extremely hot and humid race in New Orleans —
along with a little bit of help from Lackey. Five riders had the chance to win the title that day, and after a ton of crashes, DNFs and drama — and a little bit of payback to AMA Hall of Famer Pierre Karsmakers for a bit of dirty riding the week before courtesy of Lackey — the Jammer came through for the big win. The series and that final race is captured spectacularly in the One Chance to Win documentary produced by Todd Huffman of The Motocross Files fame.
“By ’76,” Lackey said, “the Japanese bikes had improved dramatically. We had plenty of mechanical problems at Husky, though I did get my first 500cc world championship moto win at Luxembourg that year. Honda approached me about riding for them in ’77 and ’78, so I made the jump.”
Suddenly, Lackey became a consistent threat for the world title,
“The problem was that the Swedes didn’t really like motorcycles. With most revenues coming from chainsaws and sewing machines, they weren’t keeping up with engine and chassis technology.”
EVERETT BRASHEAR
Goggles and mouthguard flapping in the breeze, Huskymounted Lackey at speed on the U.K.’s legendary Farleigh Castle circuit during the ’74 Grand Prix season. Inset: Heikki Mikkola and Lackey. Right, top to bottom: Brad cleaning goggles with — what else? — tighty-whitey undies; it’s how things were done in the day. Brad and wife Lori. Brad explaining proper line selection to Roger DeCoster. Right…
and his desire to win the USGP at Carlsbad was tempered a bit due to this higher priority.
“Those last few years [at Carlsbad], I was trying not to let anything go wrong,” Lackey said. “Not like earlier, when I was sixth or seventh in points. There’d be three or four GPs left, way past halfway, and you’d want to keep
your points lead.”
Grabbing his first-ever overall GP win at the British round in 1977, Lackey proved he was indeed a contender. He finished second to Mikkola in the ’78 world championship and garnered another runner-up spot in the ’80 500cc series riding once again for Kawasaki.
Lackey still dabbled in U.S. events as time permitted, but when AMA Hall of Famer Danny “Magoo” Chandler almost landed on him during practice
at the San Diego Supercross, Lackey confronted him and said, “Kill anyone you want, but not me!”
SUZUKI BOUND
Suzuki returned to world championship motocross competition in ’81 with Lackey as its main rider. Throughout the year, Lackey developed the RN500 into a winner, and by 1982 the bike was as good as anything in the class. In preseason testing, Lackey experimented with a unique fork assembly, an inverted setup designed by Steve Simons.
“Suzuki didn’t like it at all,” Lackey recalled. “When I showed up with that fork on my bike, they said, ‘Take that thing off; you’ve gotta run these [forks].’ I said no. They had a fit, but that’s the way it was gonna be. In
Europe, you’re riding in ruts all the time, and when you’d steer out of them, standard forks would twist and flex. But the Simons fork was strong and rigid; you’d turn the bar and the bike would climb right out. On giant jumps they’d never bottom, and they weighed about the same.”
Lackey’s greatest competition as the 1982 title chase intensified came from his Belgian teammate, Andre Vromans. European fans often get involved in such late-season matters, and going into the final round in Luxembourg, Lackey expected the worst.
England’s Graham Noyce got the holeshot with Vromans behind,
“SUZUKI DIDN’T LIKE IT AT ALL. WHEN I SHOWED UP WITH THAT FORK ON MY BIKE, THEY SAID, ‘TAKE THAT THING OFF. YOU’VE GOTTA RUN THESE [FORKS].’ I SAID NO.”
BRAD LACKEY
It’s no stretch to say that the Steve Simons-designed inverted fork on Lackey’s factory Suzuki played a significant role in Lackey’s 500cc title. “The patent hadn’t yet been granted when Brad won his championship,” Simons said. “There were a few tough years of development, and we weren’t sure we’d be able to license it. KYB and Showa were interested, with KYB putting it into production in ’88. When I informed them there was a patent, they agreed to pay royalties — just as Paoli, WP and Öhlins did later on. I’m grateful and lucky it worked out the way it did.”
DAVE HAWKINS
Lackey at Carlsbad in ’83 on the number-one-plateadorned Yamaha. PR shot with an old Montesa. Testing the ATK thumper at Carlsbad. Previous spread, top to bottom: Lackey on a Honda at Farleigh Castle in ’78; aboard the Kawasaki at Carlsbad, circa 1980; on the gate at Carlsbad in ’82.
“THAT 1982 SEASON WAS WONDERFUL FOR ME, OF COURSE, BUT ALSO FOR SUZUKI. THE COMPANY FINISHED FIRST AND SECOND IN THE 500CC WORLD CHAMPIONSHIP THAT YEAR AFTER NOT HAVING A 500CC GP TEAM FOR SIX YEARS.” BRAD LACKEY
but after a spectator broke Noyce’s hand with a stick, Vromans inherited the lead, eventually giving it up to Haaken Carlqvist. Realizing his likely fate if he were to pass Vromans, Lackey waited until the last lap to make his move, blasting into second at the flag. The late-moto move completely demoralized Vromans, and in the final moto Lackey beat
Vromans handily to take the title.
More than a decade after leading the first Carlsbad USGP on his CZ, Lackey had become America’s first world motocross champion — and remains America’s one and only 500cc world motocross champ. Within the week, America solidified its stranglehold on international motocross with AMA Hall of Famer Danny LaPorte’s 250cc world title.
“That 1982 season was wonderful for me, of course, but also for Suzuki,” Brad said. “The company finished first and second in the 500cc world championship that year after not having a 500cc GP team for six years, last winning with [AMA Hall of Famer] Roger Decoster in ’76. Suzuki also won the 125cc world championship that season. There were big changes in development of the bikes between ’76 and ’81, and to
“I ask him how he knows it’s mine. And he says simply, ‘It’s a four-speed.’ Bingo! My bike was the only one with a four-speed; all the others had five-speed trannies.” BRAD LACKEY
win so quickly was very impressive, and showed Suzuki’s commitment to the 500cc world championship!”
FINDING THAT SUZUKI
Lackey always coveted owning that title-winning ’82 RN500, and in the late ’90s began actively searching for it. “I wasn’t finding anything, not even a tidbit,” Lackey said. “Everyone said it’d been crushed. In ’01, I went to Europe and got hold of Sylvain Geboers, Suzuki Belgium’s team manager. He said, ‘I know a guy in Holland who might have the swingarm or frame from your ’82 bike.’”
mechanic who was my teammate Jean-Jacques Bruno’s mechanic.”
“He says to me, ‘Hey, Braddy! Did you see your bike?’ And I’m thinking, ‘What bike?’ And he says, ‘It’s right over there’ — and there it was, though without the correct fork, fender and seat cover.”
“When I got there, we hopped in Sylvain’s car and headed for Holland. When we arrived at the shop, I noticed an ex-Gaston Rahier ParisDakar BMW in the window, with mud still on it — a good sign. Suddenly, out of the back room, comes a tall
The mechanic told Lackey the shop owner had purchased it from Harry Everts. Turns out the bike went back to Suzuki Belgium, Everts having ridden it at the MX des Nations that year. It never made the crusher, and Everts sold it to this dealer.
“So, I ask him how he knows it’s mine. And he says simply, ‘It’s a fourspeed.’ Bingo!” said Lackey, with a gleam in his eye. “My bike was the only one with a four-speed; all the others had five-speed trannies.”
There was no longer any doubt.
After passing through a few hands, the
left) ended up in a nondescript shop in Holland, where Lackey found it with help from Sylvain Geboers — and eventually bought it after some creative haggling with the owner.
Left, above: Lackey, in later years, with his mid-’70s Husky, which he also owns.
This was Brad Lackey’s world championship-winning Suzuki. Negotiations were difficult. “The owner didn’t speak English,” Lackey recalled, “so he and Sylvain talked in Flemish. I didn’t know what was going on. The owner’s telling Sylvain there’s an English collector faxing to buy the bike right now and is offering big money.”
Lackey on the gas on the factory RN500 in one of the final rounds of his 1982 championship season, the “Good As Gold” moniker on his pants ringing true as he snatched the title from teammate Andre Vromans at the very last race in Luxembourg.
bike (bottom
“They’re having this giant discussion, and I’m just wondering what’s going on. Then the owner gets a weird look on his face. I ask Sylvain what he said, and he says, ‘I told him if he doesn’t do the right thing and sell you this bike for a fair price, he’s out — meaning no more factory parts or bikes.’ That did it. I bought the bike and had it shipped home.”
For a few years, Lackey’s restored RN formed a centerpiece of the Motorcycle Hall of Fame Museum’s “Motocross America” exhibit at AMA headquarters in Pickerington, Ohio. But it eventually ended up in Lackey’s Bay Area home, where it belongs.
“I have a museum at home,” Lackey told us, “with about 10 bikes in
it, including my ’75-season Husky. I had the perfect spot for that Suzuki.” A perfect capper to a perfect championship season.
Brad’s championship-winning Suzuki will be on display at this year’s AMA Vintage Motorcycle Days event at Mid-Ohio Sports Car Course. AMA
SUZUKI INTELLIGENT RIDE SYSTEM (S.I.R.S.)
Advanced rider aids, including multiple power modes and adjustable Traction Control with Gravel Mode and TC OFF.
FULLY-ADJUSTABLE SUSPENSION
New KYB components improve handling for strong performance on all types of terrain.
SWITCHABLE ABS
The first Suzuki production model that lets you turn front and rear ABS OFF for varying riding surfaces.
UNRIVALED ON-AND OFF-ROAD PERFORMANCE. NO LIMITS.
What happens when a legend is updated for the modern world? It changes what you’ll expect from a DualSport motorcycle. With all-around advancements and a relaxed, natural riding feel, the all-new 2025 DR-Z4S is READY 4 ANYTHING.
ALL-NEW CHASSIS
New twin-spar frame and detachable aluminum subframe improve chassis rigidity.
THOROUGHLY UPDATED ENGINE
398cc single-cylinder engine with electronic fuel injection for enhanced real-world
Close calls, near-frozen extremities, dehydration and lessons learned on an AMA member’s springtime Rocky Mountain trail ride gone badly wrong
INTO THE
DANGER
STORY AND PHOTOS BY JACK SNIDER
Never have I felt so tired…so utterly exhausted after riding more than 15 hours that I could barely stand. Not to mention the cold; my wet socks were steaming as I hung my nearly frozen feet over the log we’d set ablaze between the two of us.
ZONE
Heck, my buddy Carter and I were lucky we’d even been able to make a fire in the dead of night after riding all day. And good thing, too, because we were now facing an unplanned night of sub-freezing temperatures with no tent, no sleeping bag…and dressed only in our thin and still-damp riding clothes. Not good. It was almost like I’d unwittingly signed the two of us up for a crash course on how to prepare — and not prepare — for the scenario we all assume will never happen: getting lost in the mountains. But I’m getting ahead of myself here. Let’s rewind the tape and I’ll tell you just how Carter and I got into this off-road predicament…
TIME TO RIDE
If you’ve ever ridden in the northern U.S. Rocky Mountains between April and June, you know it’s unpredictable at best. The receding winter snowpack leaves behind a mess of deadfall trees, overgrowth, puddles and eroded trails.
But after being off the bike for the long winter, all we want to do is hop on our motorcycles and go explore as soon as a sunny day pops into the forecast, right?
Right. And in the case of this story, it was mid-June; the weather was perfect, the rivers were rushing, and every part of the mountains aside from the snowcapped peaks were green with fresh plant growth. A new riding season had begun, and I was in heaven.
So, after getting a couple trail rides under my belt to dust the cobwebs off both myself and my 2022 Husky FE501s dual sport, I called my riding partner and pal Carter to see if he’d
like to help me discover a remote trail I’d been told about during the offseason. Carter had just picked up a GasGas 300 and was just as eager as I was to begin exploring.
“Hey, Carter,” I’d said, “wanna check out a gnarly trail I found? We’ll probably be the first to do it this year, but we’ll need your chainsaw. Still got it?”
“Yep,” he replied, adding, “think I can make it?”
“For sure,” I answered. “You’ve
been riding well lately, and I know where this trail begins and ends. You’ll be fine.”
Carter was getting back into dirt bike riding, but he was an expert mountain bike rider and had been around dirt bikes for much of his life…and he’d been riding really strong in recent rides, so I had faith that if I felt I could ride the trail, then he could, too.
ONE TECHNICAL TRAIL
From what I’d heard and then learned about this trail, it was a challenging
It wasn’t long into the ride that we came across this mammoth log. Some can be more dangerous to cut than go under, so we took the latter route. Below: Carter, early on, when spirits were higher.
WE’D
BE SOME OF THE FIRST TO CUT OUR WAY THROUGH THIS RUGGED TERRAIN THAT SEASON, AND I THINK THE TWO OF US TOOK PRIDE IN THAT. LITTLE DID WE KNOW OUR EIGHT-TO-10-HOUR “MARATHON” WOULD BECOME A 30-PLUSHOUR ORDEAL.
15-mile, ultra-narrow singletrack that cut through the mountains. There were supposedly a few stretches of extreme exposure, and we were to expect rough conditions, as the trail saw minimal traffic during the season and absolutely zero over the winter.
We’d be some of the first to cut our way through this rugged terrain that season, and I think the two of us took pride in that. Little did we know our eight-to-10-hour “marathon” would become a 30-plus-hour ordeal, one
without nearly enough water, very little food, mechanical problems and potential hypothermia at 8,000 feet as we slept on the ground next to our motorcycles.
Ahead of the ride, I packed my Klim vest with my usual tool kit, Garmin In-Reach Mini 2, flashlight, camera gear, four liters of drinking water (three in the water bladder and another in an extra water bottle), some snacks, my Garmin Zumo XT2 GPS, and a lighter.
WE GRADUALLY BEGAN TO FEEL BURNED OUT. OUR PRIDE IN BEING THE FIRST TO “BLAZE” THE TRAIL HAD VANISHED, AND EACH DOWNED LOG NOW FELT LIKE A CRUEL PUNISHMENT.
I had my camera drone in my tank bag and all my spare batteries in my handlebar bag, so they could charge from the dual USB charger I have mounted on the bars. I also filled my 3.2-gallon desert fuel tank to the brim.
Carter packed similarly (aside from the camera gear), bringing water, snacks, tools, an Oxbow light unit, and a 2-liter soda bottle filled with
premix for both the chainsaw and his two-stroke GasGas.
As for the chainsaw, we decided I’d carry the body on my rear fender, and he’d carry the bar and chain…and do the cutting when needed. For a day ride in perfect weather, the plan was foolproof. Or so we thought.
TIME TO LAUNCH
The next morning, we met at the edge of the national forest where the road became dirt and began our trek from there. We’d have to ride fire roads for an hour or so before reaching the trailhead, marked by a barely visible sign, and making our way onto the singletrack.
The next few hours went as expected, as the trail was littered with deadfall and overgrowth. Some logs we cut, some we lifted out of the way, and others we jumped over. There were moments of full-on pucker factor, but we were able to make it through without any issues.
There were also some seasonal stream crossings from the freshly melted snowpack, along with chunky
Main image: Carter navigating one of the many highexposure sections of the trail. Above: Carter maneuvering over some fallen trees, and him helping me drag my Husky back up onto the trail after I’d gone over the side.
rock gardens we had to pick our way through. It was slow going and brutal in places, but we were mostly having a blast.
But then, we gradually began to feel burned out. Our pride in being the first to “blaze” the trail had vanished, and each downed log now felt like a cruel punishment. We’d unpack the saw, assemble it, cut the log, toss the pieces, and then reverse the process…only to find another two dead trees a tenth of a mile farther down the trail. It felt like some kind of twisted joke the forest was playing on us.
was pounding from the heat and lack of water, and I began riding really sloppily. I’d somehow been able to resist the urge to drink straight from the river flowing right next to us for an hour, but eventually I gave in, parking my bike, bushwhacking my way to the water, and relishing in the river’s fresh-tasting, ice-cold water.
There was a very distinct shift around that point where we went from enjoying ourselves to just begging for the trail to be over around the next bend. For me, that moment hit when I took my last two gulps of water and heard the signature gurgling of my water bladder…which signaled an abrupt end to my hydration supply.
WHERE’S THE WATER?
It’s remarkable how fast dehydration can set in when you’re humping like this. Suddenly, I found myself drenched in sweat, my head
Giardia, a water-borne parasite, is always a risk when drinking straight from a wild water source, which is why they recommend filtering or boiling (or both) the water. That said, it takes several days for the parasite to establish itself in your body, so in some ways it’s better to quench your thirst and deal with the parasite nuisance with medication later. At least, that’s what I told myself.
For some unknown reason, I didn’t fill up my water bladder with the stuff; I somehow convinced myself that our trek would be over soon, and that I didn’t need the water, parasites or not, because we’d be home that evening. Carter agreed.
As the afternoon rolled into early evening, my riding was getting progressively worse. I was struggling to stand while I rode and was less
attentive to the obstacles ahead of me. My sloppy riding ultimately led to me clipping a rock with my handlebar, which sent me and my bike down the side of a hill.
It took the two of us 40-plus minutes to get my bike back onto the trail — and it was a miracle we were able to, considering how soft the dirt was. Then, of course, we had even more logs to get up and over. We were beginning to reach the point of trying to jump, rather than cut, more logs, so we could save our saw fuel.
After a few more hours, the sun was beginning to sink, and with us
Midway through the day we’d reached parts of the trail that were severely rocky (main image) and eroded (right). I was definitely wishing for a trials bike right about then.
WE REACHED WHAT WOULD BECOME THE CRITICAL POINT OF THIS TREK — AN UNMARKED, UNLABELED “Y” IN THE TRAIL. I STARED AT IT IN SHOCK — IN ALL MY RESEARCH, THERE’D BEEN NO MENTIONS OF ANY FORKS IN THE TRAIL! BUT THERE IT WAS.
being at the base of the ravine by the river, not much direct sunlight was making it down to us. Temps were beginning to drop, too, but with it being June, sunset was around 10 p.m., so at least we’d still have a bit more daylight to work with.
We crossed a river that cut through the middle of our trail, and, in the process, I soaked the inside of my boots. I felt it was better to deal with wet boots and have my
feet ready to support myself in the water than risk dropping my bike and flooding the engine.
CRITICAL JUNCTURE
Not long afterwards, we reached what would become the critical point of this trek — an unmarked, unlabeled “Y” in the trail. I stared at it in shock — in all my research, there’d been no mentions of any forks in the trail! But there it was.
With 30 minutes of daylight left, I pulled out my GPS and placed it onto the bar-mounted charger. Our options were to go left and continue following the river…or turn right up into the mountain. My GPS told me to head right, so that’s what we did. A bit of blind, electronic trust, really.
What I neglected to realize was that while both routes would take us back to civilization, the one we chose was the longer of the two: an
Main image: When we were jumping logs instead of cutting them to save on chainsaw fuel. Below: Carter’s face when my battery died tells the tale. Right: Pulling out my battery, and buttoning things back up.
HERE WE WERE, IN ONE OF THE MOST REMOTE PLACES WE’D EVER BEEN, AND AT NIGHT WITH TEMPERATURES DROPPING AT ALTITUDE, AND SUDDENLY MY MOTORCYCLE — THE ONLY TOOL, OTHER THAN MY LEGS, TO GET ME HOME — WAS DEAD.
entirely new trail that ran parallel to the one we had been on, but on the far side of the mountain — and in the opposite direction.
By now it was dark, and the trail was taking us up the mountainside. I was thankful we were no longer alongside the river, as my last crash had nearly sent me into it, but the new trail was no less challenging
than the one we’d been on. Worse, Carter’s 300 had no headlight and was reliant on the Oxbow light unit he’d brought with him.
Thankfully, I had replaced my Husky’s stock headlight with the Baja Designs XL80, which cast a massive amount of light. It was tough going, but we were making it work. Leaving behind the river also meant we’d be leaving the most reliable water source in the area. So, as we passed seasonal creeks into the night, we filled our spare water bottles and drank through our shirts to filter any sediment. Giardia be damned.
As we continued to ride higher, we were coming closer to the snow line, which meant we were also encountering remnant bogs from snow that had melted and pooled in parts of the trail. I, of course, managed to get myself stuck in one. We succeeded in yanking my bike free of the mud, but when I went to restart it, it cycled a few times…and then the battery died.
POWER LOSS
And that’s when Carter gave me a look I’ll never forget. Here we were,
in one of the most remote places we’d ever been, and at night with temperatures dropping at altitude, and suddenly my motorcycle — the only tool, other than my legs, to get me home — was dead.
Bump-starting was off the table, given that we could barely push my bike in this bog. Heck, bump-starting a 510cc four-stroke would be difficult
on a hard-packed trail, and there weren’t any of those around.
What had happened as we rode along this slow-speed mountain trail is that I’d totally overloaded my little stator and drained the battery using my aftermarket headlight while simultaneously charging my camera gear and my Garmin GPS.
If Carter and I were going to make it out of here, we were gonna have to get creative. “We don’t really have a choice,” Carter said. “We have to fix this. Do you have a jump starter?”
“No,” I mumbled, as I unplugged all my electronics.
Carter is pretty resourceful in tricky situations. He’s comfortable in the backcountry, doesn’t panic, and is solution oriented. Without a jumper cable (how could I forget that?), he devised a plan whereby we’d tear into our bikes to get access to our batteries, after which we’d remove the GasGas’s battery, and then touch the two batteries terminal to terminal. I was able to pull my battery out just enough to expose the terminals while still leaving it wired in, and Carter was able to touch them as planned.
There was a small spark — and my
bike came to life! In that moment I’m not sure which was louder, my bike or Carter and me cheering in equal doses of excitement and relief! I let my bike idle for half an hour while we packed our things.
Just like that we were back on the ride, though it wouldn’t last too long as, somewhere between midnight and 1:30 a.m., we finally called it quits after having spent hours riding in the dark and jumping or cutting logs on the trail. We were near the top of the mountain we’d spent the whole night climbing, and we figured we’d reach the 8,000-foot summit in the morning…and if we were lucky, maybe see a fire road from there.
TIME FOR A FIRE
Exhausted, we decided to make camp for the night in a rut that had formed in the trail from snowmelt runoff. It’d be a great spot for a fire, and with temperatures quickly
dropping into the 20s, we’d need one badly. The plan was to get a fire going and then build it into a long, 5-to-6foot pit so it could warm the lengths of our bodies as we lay next to it.
“I’ll find some sap,” Carter said, “and you start collecting whatever you can that’s dry.”
In a pinch, you can use pine sap/ resin as a fire-starting material. It is highly flammable when you have access to a direct flame from a
lighter (which, fortunately, I had). So, as I collected twigs and branches, Carter checked the trees for sap. Before long, we had a small fire going in the middle of the trail… it was a much-needed opportunity to warm ourselves and rest — and hopefully not generate dual cases of hypothermia.
As Carter tended the fire, I communicated with family back home with my Garmin In-Reach Mini 2, a lifesaving communication tool that isn’t reliant on cell service. With it I can call a rescue helicopter/ground team, send messages, and use it as a navigation tool. It is arguably one of the most useful tools I have in my possession, and despite not having packed other useful items — like, say, a water filter or a jump starter and cable — I pack the Mini 2 every time.
My family had reported the two of us missing, and local Search and Rescue (SAR) had our coordinates,
but unless one of us was bleeding out, we’d have to wait until morning for rescue if we chose that option. I was reasonably confident we’d be able to self-rescue, but having a line of communication with SAR gave me peace of mind.
As we sat next to the fire, I hung my wet feet over the flames to dry them out…and watched steam rise from my socks. We needed to sleep but didn’t get much, really, aside from dozing
THERE WAS A SMALL SPARK — AND MY BIKE CAME TO LIFE! IN THAT MOMENT I’M NOT SURE WHICH WAS LOUDER, MY BIKE OR CARTER AND ME CHEERING IN EQUAL DOSES OF EXCITEMENT AND RELIEF!
off for 30 minutes or so at a time. We took turns gathering wood when needed, but each time one of us would step away from the fire, we’d begin shivering from the cold.
If there had been any rain in the forecast, it surely would have snowed on us, and we were also incredibly fortunate there were no heavy winds — either of which could have easily put us at severe risk for the dreaded hypothermia. With the
Carter going through his tool bag after we’d started a fire in the cold darkness, and (right) later on the following morning.
fire, we were just warm enough to make it through the night, but had it been any colder, things would have been far worse.
The beautiful orange glow of the rising sun was a relief unlike any I’d felt in a long time, and I knew it wouldn’t be long before it started warming up…and we could continue our journey.
I launched my drone, as it still had some battery left, and scanned
the area. We needed to know the situation…
HOMEWARD BOUND
The drone confirmed we were near the snow line and just below the crest of the mountain. Remarkably, neither of us had run out of fuel, though Carter had emptied the rest of his premix bottle into his gas tank. Unless absolutely necessary, using the chainsaw was out; all fuel
reserves needed to be devoted to Carter’s motorcycle.
As we reached the peak above us, I felt my heart sink into my stomach. There was nothing but an abyss of mountain landscape ahead of us, and no sign of a fire road or any semblance of civilization. Still, my GPS told us to proceed. We’d have to ride over some remaining snowpack, and we’d have to do it fast; the frigid temps from the previous night had left
the snow firm and ridable, but in an hour or two it would become slushy — virtual quicksand for our bikes.
We slowly but surely made our way through the snow, give or take a crash or two, and eventually made our way off the mountain. It wasn’t much of a trail, but it was enough.
Between intermittent streamside water breaks, I messaged my family to get confirmation that the trail we were on was leading us toward a fire road, as my GPS was acting up and not giving me a clear picture of the geography.
They confirmed we were headed in the right direction, so we pushed on and, hours later, the singletrack trail ended…and we were, finally and thankfully, on the fire road we’d started on a day and a half earlier — albeit a handful of miles from where
Carter had parked his truck.
Once we reached Carter’s truck, we looked at each other and, probably more out of sheer relief than anything, couldn’t help but crack a few jokes. We recounted the experience for a bit, but more importantly took stock of mistakes made — and lessons learned. Live and learn, right?
I let Carter know how grateful I was for him being such a tremendous riding partner. And I knew it wouldn’t be long before we hatched our next adventure together.
Only next time we’d be better prepared. AMA
KEY TAKEAWAYS FROM THIS “ADVENTURE”
• When you ride in challenging places, plan for 24 hours…and not just for the day
• Pack a water filter (or a way to filter water)
• Pack a GPS device
• Pack a paper topography map
• Pack a fire starter (preferably more than one for redundancy)
• Understand that stator output will be limited at slow speeds, and that electronics may discharge
• Pack an emergency bivy or space blanket
• Always have a saw in the early season. Handsaw, chainsaw or otherwise
• Pack extra fuel
• Pack energy chews and/or electrolyte powder for emergency energy
• Pack a jump starter. E-starts are nice but they can also fail
• Pack first-aid equipment
• Know what’s in your tool kit
We were very lucky the snow was firm enough to ride across from the cold temperatures the night before. Left: On our way home, finally! Want to check out the video of our adventure? Simply go to YouTube and visit the Madjack Media channel.
Our view from the mountain summit, showing the curved ridge we’d have to navigate to make it to where the trail began to descend back into civilization.
DO YOU KNOW MOTO MORINI?
FOR THE FIRST TIME, THE LEGENDARY ITALIAN BRAND HAS AN OFFICIAL U.S. IMPORTER. WHAT’S THAT LIKE?
BY JOHN BURNS
PHOTOS COURTESY OF MOTO MORINI
ou sent me out on that limb one too many times, sang the late, great Nanci Griffith, you should’ve known I’d learn to fly.
YThe Japanese and other manufacturers have been cranking out quality motorcycle components for quite some time in China; they should’ve known the Chinese would figure out how to build their own topshelf motorcycles at some point.
That point feels like now. After being bought by Zhongneng Vehicle Group (ZNEN) in 2018, Moto Morinis are now built in that company’s 2.5-million-square-foot Tier 1 factory in Taizhou, China, where ZNEN has been churning out motorcycles, scooters and things for 27 years.
The first Chinese bikes it was easy to write positive reviews about arrived courtesy of CFMoto a few years ago. Now, here’s Moto Morini,
which began importing new bikes into the U.S. just two years ago. They like to point out early and often that Morinis are designed in Italy, and built in China, and in spite of the politics, anybody with a Ducati or an iPhone knows that’s not necessarily a bad thing.
Moto Morini has been absent from the U.S. for decades, and never really had an official U.S. importer anyway, but Morini has
been semi-uninterruptedly building great motorcycles for other markets (mostly Europe) since its founding in 1937. And like so many Italian motorcycle companies, it’s been dancing on the edge of financial viability for a large part of its life. So, when Morini needed money and production capacity, ZNEN, which sells its wares in over 120 countries worldwide, wised up and realized for real success it needed what money can’t buy (or can it?): a rich cultural
motorcycle heritage. And a brand. (See also “Indian”).
Moto Morini, as we mentioned, never had an official U.S. importer. It does now, with headquarters in Irvine, Calif. Western Regional Sales Manager John Griffin tells us that ZNEN has almost doubled the size of MM’s design and engineering team in Milan, Italy.
“The capital ZNEN brings to MM has allowed the Italian engineers to finally bring to life many bikes
Far left: Walter Tassinari won the Italian championship on a Sette Bello (beautiful seven) 175 in 1956. Left: Second-gen motorcycle guy Chris McGee (middle) is Moto Morini USA’s new COO. Zhongneng Vehicle Group now builds Morinis in its 2.5-million-square-foot factory in Taizhou, China.
of their dreams, including the upcoming V-twin X-Cape 1200, Corsaro GT, Corsaro Sport, Corsaro, 3½ Sport, and Rumble, in addition to our new X-Cape 700 and Vettore 450. ZNEN really seems to love the Moto Morini heritage as well as its engineering prowess and design capabilities.” For now, a tried-andtrue 650 parallel twin that began life powering Kawasakis makes it all possible.
IN THE BEGINNING
Alfonso Morini’s finest racing moment, Wiki tells us, came 10 years before the start of Moto Morini, in 1927, when his MM 125 (named after his mentor, Mauro Mazzetti) took six world records at Monza during the Grand Prix of Nations. In ’33, he set a new world speed record for 175cc motorcycles of 162 km/h (100.6 mph).
Once the actual Moto Morini company was founded in ’37, it built three-wheeled work vehicles, and didn’t get around to building its first motorcycle until 1946. An inexpensive two-stroke 125 was what post-WWII
remember, a sexy 350cc six-speed V-twin that appeared in ’75.
Not long after, Morini disappeared from the U.S. market. When Alfonso Morini died in 1969, his daughter Gabriella took over management and remained in control until ’86. In ’87, Cagiva acquired the company, which was then taken over by Texas Pacific Group (who’d also bought Ducati). Alas, TPG had more important things to deal with. Morini Franco Motori, a company founded by Morini’s nephew in ’54, snagged the rights back in ’99. In ’05, the new Corsaro 1200 was introduced, an 1187cc V-twin naked
Italy needed, but the very next year Alfonso’s racing itch flared up, and the same 125 became the Turismo Sport, with a bump in power to almost 6 hp and a top speed of almost 50 mph.
By ’49, MM had a four-stroke 125 that made 16 hp and won the company its first GP, at Monza. By 1965, the Corsaro ZZ and other Morinis were being fed into the gaping U.S. motorcycle maw, where their names were changed to attract the innocent: Pirate, Thunder Chief, Jaguar, and Twister. The 3½ is, Morini riders of a certain age
bike more than reminiscent of the hugely successful Ducati Monster. It sold okay, but there were problems. The company went into liquidation in 2010, restarted production in 2012, sputtered again…and then…
ZNEN TO THE RESCUE
Enter ZNEN. Five years after the 2018 ZNEN deal, Moto Morini USA made it official at AIMExpo 2023, where it started signing up dealers, and shipped its first bikes to them that April.
Griffin said, “Moto Morini USA leaned on the excellent success
and supply chain Moto Morini had established in Europe and around the world: Nearly 10,000 of these three models (Seiemmezzo STR, SCR and X-Cape) had already been sold around the world by the time the U.S. HQ started offering motorcycles.” So far in the U.S., the new Calibro is MM’s best seller.
Chris McGee, COO, seems to have his heart invested in the business, too. His first motorcycle, at age 4, was a Moto Morini Bambino (sold with Indian badging in the U.S. when Floyd Clymer owned that brand). “I have literally been a fan of Moto
Morini almost my whole life.”
McGee is a second-generation motorcycle person. His dad, Don McGee, was head of engineering at American Honda and later designed the Scott motorcycle goggle. His mother was AMA Hall of Famer Mary McGee, the famous pioneering woman racer who passed away last November.
“So I’ve been on Moto Morini my entire life. When they were looking for someone to head up the operation and bring the brand to the U.S. — I had heard through an industry colleague that the
brand was looking to establish an operation here — I reached out and began a dialogue. Now, I’m feeling really happy to be part of the innovation and evolution of the brand.”
Is America ready to accept Chinese motorcycles?
“We’re bridging that gap, I think, with savvy consumers who want best-practice products from around the world,” McGee said. “So whether they’re U.S. products or products made somewhere else, the uniqueness about Moto Morini is that they’re all still designed,
manufactured under best-practice manufacturing quality, and we’re able to provide that to the American audience, and the global audience, at a great price. We also offer a unique portfolio of bikes, whether it’s the Calibro bagger or the X-Cape you rode. We’re really occupying categories unfilled by other OEMs. So the dealers are really resonating with the brand.”
What’s the hardest part about starting up the business? Griffin: “A big challenge is trying to get to dealers and consumers all across the U.S., to grow the staff along with
“whether they’re U.S. products or made somewhere else, the uniqueness about Moto Morini is that they’re all still designed, developed and engineered in our state-of-the-art R&D center in Milano, Italy.”
CHRIS MCGEE
developed and engineered in our state-of-the-art R&D center in Milano, Italy. You’re getting all that tangible Italian quality, style and performance you expect from Italy. Sourcing some of the best components (Brembo brakes, Bosch electronics, Pirelli, KYB, Marzocchi), assembling them in our proprietarily owned Tier 1, clean room, fully automated factory in China…It is, you know, for all intents and purposes, an Italian-spec bike
Sprinter vans and fleets of demos to get to everyone. But once dealers and consumers see and ride a Moto Morini, they instantly know the motorcycles are great. They admire the beautiful design, paint quality, fit and finish, and quality components. We continue to grow our team, and we’re conducting demo tours all around the U.S. at dealer and consumer events. You can track the schedule at our website: https:// www.motomoriniusa.com/events.”
Tiny two-strokes evolved into high-performance four-strokes, like the Sette Bello Giacomo Agostini (No. 55 here) got started on in 1961. The classic Morini 3½ V-twin, like these police units (below Ago), appeared in 1973. ZNEN’s factory is a state-of-the-art Tier 1 facility.
X-CAPE 650 MOTO MORINI
or a while there, the Suzuki Bandit 1200 was the motorcycle of choice for every exmotojournalist — a great do-it-all bike you couldn’t break that wouldn’t break the bank.
FLately, as pickings became slimmer, the Kawasaki Versys 650 became a go-to; there’s still a well-
BY JOHN BURNS
BY
RYAN BURNS
used one in circulation among my colleagues as they filter in and out of real jobs. Sometimes we’d conjecture what a great bike the Versys could be if it went upscale; then again, the price hike would defeat the whole Versatile System purpose, wouldn’t it?
Maybe not. This lovely Moto Morini X-Cape 650 is powered by the same friendly CFMoto-sourced 649cc twin
that’s powered countless Kawasakis since we rode dinosaurs, but it’s wrapped in Milano’s latest designer fashion, and turned out with rolling gear the poor Versys could only dream of: a fully adjustable Marzocchi fork up front with 50mm tubes and a rebound-adjustable KYB shock out back (6.9-inch F/6.5 R-travel), triple Brembo brakes with toggleable ABS,
MOTO MORINI’S LATEST ADV BIKE VERSYS THE WORLD
PHOTOS
How cool is that knobbie tacho (lower left) in Off-Road mode? The only accessory on our test unit was handguards, but for $1,800 more, the SE comes with aluminum panniers, skid plate, etc.
19- and 17-inch tubeless Akront rims with Pirelli Scorpion tires — even tirepressure monitoring displayed on the 7-in. TFT display. The ride is sublime, easily cushioning bad pavement, and not bad at all on dirt roads, either.
Other niceties include a heightadjustable windscreen, steel-braided brake lines, backlit switchgear, LED lighting, dual USB outlets and adjustable hand levers. It seems like a lot for $8K, and it’s all put together with Japanese precision in China.
For my 30-inch inseam, the 33.2inch seat height is just short of too tall, but worth the tiptoeing for 7.5 inches of ground clearance. Not that you have to go “off-roading”; a major appeal of adventure-styled bikes is that their comfy, lumbar-friendly ergos make them great street bikes.
The X-Cape’s firm, wide seat has long rides covered, and its windscreen adjusts just high enough to poke a calm hole in the air for my 5-foot-8 self. The passenger seat’s good, too, with big grab handles and a luggage rack perfect for bungeeing stuff to. (If bungeeing isn’t your style, there’re a bunch of accessories on offer,
including aluminum panniers, skid plates, higher and lower seats, etc. Or just order the X-Cape SE; for $1,800 more, it comes with all that stuff.)
The X-Cape’s sister ship Calibro gets the 4mm stroker version of this engine, 693cc and the difference in midrange power is easy to feel, but the old 649cc twin is no slouch, either, especially since the Bosch EFI is perfectly dialed: 60-claimed hp at 8,250 rpm isn’t berm-exploding power, but it feels like plenty most of the time, and the claimed top speed of 105 mph seems about right. The front engine mounts are rubber-insulated, there’s a counter-balancer in the engine and the package remains 96 percent buzz-free at all times. Just like the Calibro, 6,000 rpm on the tach gets you about 85 mph in sixth gear. At around 50 mpg, the 4.8-gallon tank gives well over 200 miles of range.
Mid-sized ADV bikes like the Yamaha Ténéré
700 are all the rage, and for good reasons. That bike has a bit more power, off-road performance, and less weight than the X-Cape, but the Morini is a better street ride. Guess it all comes down to where you’re going? Aprilia’s Tuareg 660 is 10-to-20 percent better than the Morini in many ways and 100 percent better in electronic cruise control, but it’s over 50 percent more money.
Cruise control and lean-sensitive ABS and traction control are nice to have, but plenty of people remain electronics-resistant (a big part of the Ténéré’s appeal, apparently) and won’t miss what they never had. Sadly, many of the same people are China-resistant, and won’t give the Morini a chance. That will also be a shame. The X-Cape feels like a lot of ADV bike for $7,999, and like all the Morinis, it even comes with a three-year warranty.
CALIBRO MOTO MORINI
CAN A JAPANESE TWIN FIND HAPPINESS IN AN ITALIAN BAGGER MADE IN CHINA?
BY JOHN BURNS PHOTOS BY RYAN BURNS
If your first glance of the Calibro has you thinking Honda Rebel 500, riding one immediately reveals a completely different animal. There’s a bunch more performance from the 693cc twin, and a bunch more refinement as well.
Suspension is better than you’d expect, with a nicely damped 5.5 inches of travel inside those fork
gaiters, and 4 inches from the dual preload-adjustable shocks out back. I’ve never heard of Timsun tires, but the 18/16-inch combo gets the job done, and the 180 rear tells the world “well endowed.”
Put that power, six-speed gearbox, quick-enough handling (trail is 4.8 in.) and strong brakes all together, and you find yourself not riding the Calibro like the wheezy beginner bike you
expected, but flogging it like the bargain hi-po bagger it surprisingly turns out to be. Only 459 pounds of claimed curb weight (which includes four gallons of 87-octane) reinforces the sporty feel. Heck, there’s even a slipper clutch that lets you bang downshifts like Toprak. Matter of fact, sources tell us the parallel twin that powers the Calibro (and X-Cape) is produced by CFMoto, whose factory is only 24 miles from the
Zhongneng one that produces Moto Morinis — and who built this engine for years for Kawasaki. It was a fun, feisty little 650 in a bunch of CFMotos we rode a few years ago (and many Kawasakis before that), and it’s even better now that it’s been stroked 4mm to a full 693cc for the Calibro. That also bumped compression ratio to 11.6-to-1. At 83 by 64mm, it’s more revver than chuffer, but still plenty torquey and able to punch the “Cali bro” past 100 mph with ease. The claim is 68 horsepower at 6,500 rpm. A single gear-driven counterbalancer (and rubber-mounted aluminum handlebar) keeps things smooth nearly all the time, and gives the Calibro an 85-mph happy place at 6,000 rpm in sixth gear. The six-speed gearbox shifts fine, blade-style hand levers only need a light pull to operate clutch and brake, and the big 320mm disc provides excellent stopping power by cruiser standards, and not bad feel:
The 10,000-rpm tachometer should’ve been your first clue this isn’t your typical bagger. MM says the 693cc twin makes 68 horses at 8,500 rpm… and 50 ft-lbs torque at 6,500.
Standard Bosch ABS has your back, anyway.
Seat height is a smidge higher than the typical cruiser at 28.3 inches, but it takes the form of more padding, and the slightly crowned and widish saddle is pretty dang comfortable for 5-foot-8 me, with ergonomics that nicely split the difference between laid-back cruiser and standard. If you’re thinking of hitting the open road, you’ll have to do something about that low, blustery windscreen, and find an old-school throttle lock, since there’s no cruise control. Other than that, you should be fine. For the banging-around town most riders will probably use the Calibro for, it’s good to go right out of the crate. Cheap commuter? Hard to beat.
In addition to being way more fun than you expected, you also get two locking saddlebags with liners that don’t hold a lot but are eminently better than no bags at all, and a cool batwing fairing with two rear storage compartments, held closed by magnets, for small items. There’s belt final drive, and the first valve adjustment isn’t due until 25,000 miles. There’s also a super-accessible USB port, adjustable foot lever tips, passenger seat and pegs, and 50-plus mpg on 87-octane fuel economy. Don’t forget the three-year warranty.
For $6,799, the only competition is pre-owned — and knock off another $800 if you don’t want the bags or batwing. Overall, this is a stupid-fun sleeper of a motorcycle, with a level of quality and put-togetherness we’ve come to expect from other countries of origin. Things change.
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SANCTIONED COMING EVENTS
Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.
Speedway July 4. Auburn. Speedway Points Series, Fast Fridays Speedway, 530-878-7223, fastfriday@aol.com, fastfridays.com
Speedway July 11. Auburn. Speedway Points Series, Fast Fridays Speedway, 530-878-7223, fastfriday@aol.com, fastfridays.com
Roadracing July 11 - 13. Salinas. Super Hooligan with Moto America, Roland Sands Design, (562) 493-5297, info@rolandsands.com, www.superhooligan.com
Flat Track: Short Track July 12. Lodi. 2025 D36b Dirttrack Championship, Lodi Motorcycle Club, (209) 368-7182, www.lodicyclebowl.com
Speedway July 19. Auburn. Speedway Points Series, Fast Fridays Speedway, 530-878-7223, fastfriday@aol.com, fastfridays.com
Road Ride/Run July 19. Oakland. Three Bridge Run, Oakland Motorcycle Club, (415) 534-6222, hello@oaklandmc.org, www.oaklandmc.org
Road Riding School (Conducted on parking lot) July 20. Sanoma. Hawk Mazzotta Moto Camp - Sanoma School, Hawk Mazzotta Moto Camp, (831) 402-0337, hawkmazzotta@gmail.com
Roadracing July 20. Sanoma. Mission Moto America Mini Cup National Qualifier presented my Tyler OHara and Hawk Mazzotta Moto Camp, Hawk Mazzotta Moto Camp, (831) 402-0337, hawkmazzotta@gmail.com, hawkmazzottamotocamp.com
Speedway July 25. Auburn. Speedway Points Series, Fast Fridays Speedway, 530-878-7223, fastfriday@aol.com, fastfridays.com
Speedway July 20. Industry. Industry Hills Speedway, Industry Racing LLC, 949-274-0836, kelly@industryhillsspeedway.com, industryhillsspeedway.com
Flat Track - Short Track July 19. Peoria. Mission Foods CTR Flat Track Series, Cory Texter Racing, LLC, ctex@promosbyctex.com, corytexterpromotions.com
Motocross July 19 - 20. Casey. Thor Showdown Series, Lincoln Trail Motosports, (217) 932-2041, info@ridelincolntrail.com, ridelincolntrail.com
Grand Prix July 19. North Utica. Fox Valley Off Road Series, Moto Pro Inc., 815-431-9913, wardy@ mtco.com, foxvalleyoffroad.com
Hare Scrambles/Cross Country July 20. North Utica. Fox Valley Off Road Series, Moto Pro Inc., 815-431-9913, wardy@mtco.com, foxvalleyoffroad. com
Motocross July 20. Byron. Nuclear Sunset Power Series, Motosports Enterprises LTD, (815) 2342271, motobyron@mac.com, motobyron.com
Hillclimb July 26. Oregon. Hill Climb, Rock River Riders, 815-914-1915, RRR.MC.org
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Enduro July 26 - 27. Hedrick. Fremont 2 Day Enduro, Iowa Enduro Riders Association, (641) 7996571, roquetshop@gmail.com, www.iera22.com
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Motocross July 27. Southwick. METROPOLITAN SPORTS COMMITTEE, The Wick 338 Promotions LLC, (781) 582-5491, INFO@THEWICK338.COM, www.thewick338.com
Motocross July 11. Millville. FXR Super Series Rd 6 sponsored by Dunlop, Spring Creek Motocross Inc, (507) 802-9300, springcreekmxoffice@gmail. com, www.springcreekmotocross.com
Motocross July 13. Millville. FXR Super Series Rd 7, Spring Creek Motocross Inc, (507) 802-9300, springcreekmxoffice@gmail.com, www.springcreekmotocross.com
Off-Road/Trail Riding School July19 - 20. Mansfield. Clinics with Rachel Gutish, OAO Productions LLC dba Over And Out, (908) 303-1582, https:// www.hardwoodhillsranch.com
Off-Road/Trail Riding School July 28 - 31. Everton. Fuel Ministry Missouri Camp, Fuel Ministry, (417) 323-2227, possumhollowmx.com
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Motocross July 6. Shepherd. Montana State Championship, Dream Chasers Racing, 406-5983943, dreamchasersracing@gmail.com, dreamchasersracing.org
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Motocross July 12. Englishtown. Saturday Night Lites, Pit Bike & STACYC Series, Old Bridge Township Raceway Park, (732) 446-7800, racewaypark1965@gmail.com, www.RacewayPark.com
Motocross July 13. Englishtown. RPMX, D@MX & MSC D34 Shootout w/ Series Points, Old Bridge Township Raceway Park, (732) 446-7800, racewaypark1965@gmail.com, www.RacewayPark.com
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Hare Scrambles/Cross Country July 19 - 20. Farmington. Choke Cherry Scramble, Glade Runners MC, (760) 464-3024, gladerunnersmc@gmail. com, gladerunnersmc.com
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Motocross July 6. Johnsonville. MSC Championship MX Series AMA District 34, Metropolitan Sports Committee, 518-221-2062, chris@bandofbrotherhood.net, www.mscmotocross.com
Motocross July 13. Palmyra. King of the Hill, Palmyra Racing Association, (585) 236-0060, hogbacksecretary@gmail.com, www.palmyramx.com
Enduro July 13. Pine City. STER Barbed Wire Enduro, Southern Tier Enduro Riders, (607) 731-5981
Dual Sport July 19. Berkshire. Ithaca Dirt Rider Dual Sport, Ithaca Dirt Riders Inc., (607) 216-5466, john@jacarson.com
Hare Scrambles/Cross Country July 19 - 20. Pitcher. NEXC 24 HOUR BIKE CHALLENGE, NEXC Series, (585) 297-2742, fullactioncycles@ yahoo.com, nexcseries.com
Observed Trials July 20. Cuba. Cuba NY, District 4 Trials Committee, 585-472-2577, grbrinkw@gmail. com, d4mototrials.weebly.com
SANCTIONED COMING EVENTS
Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.
Motocross July 20. Central Bridge. MSC Championship MX Series AMA District 34 ProAm, Metropolitan Sports Committee, 845-554-8717, jslaughter@diamondback-motocross.com, www. diamondback-motocross.com
Motocross July 20. Granville. CNYMRA D3 Motocross Race, Paradox MX, (203) 597-7136, paradoxmx@yahoo.com, https://paradoxmx.com/ Road Ride/Run July 27. East Meadow. Life Ride, Alliance MC, (516) 509-8143, corette27@gmail. com, Alliance MC
Motocross July 27. Batavia. empirestatemx &CNYMRA, AREA 51 MOTOCROSS, (585) 345-7433, chris@area51motocross.com, www. area51motocross.com
AMA OHIO
Family Enduro July 5. Cutler. The Athens Motorcycle Family Enduro, Athens Motorcycle Club, 740629-1155, jarvisxcracing@gmail.com, jxcracing.com
Hard Enduro July 5. Racine. Yellow Bush Hard Scramble/ Bash at the Bush, Yellow Bush Offroad, (740) 416-6470, jaytillis@gmail.com
Enduro July 6. Cutler. The Athens Motorcycle Mike Run, Athens Motorcycle Club, 740-629-1155, jarvisxcracing@gmail.com, jxcracing.com
Dual Sport July 12. Richmond. Hardwoods Dual Sport, Ohio Valley Dirtbikers, (216) 513-1297, lumberjackenduro@yahoo.com
Motocross July 12. Chillicothe. The AP Classic, Race Ohio MX, (513) 266-2866, s.plessinger@ yahoo.com, www.chillitownmx.com
Hare Scrambles/Cross Country July 19 - 20. St. Clairsville. AWRCS, AMERICAN WOODS RACING CHAMPIONSHIP, (412) 607-0960, AWRCS.COM
Observed Trials July 19. Tippecanoe. AMA/NATC National Trials - Tippecanoe, OH, Trials Inc, (740) 229-1313, lightningraceway@gmail.com, mototrials. com
Observed Trials July 20. Tippecanoe. AMA/NATC National Trials - Tippecanoe, OH, Trials Inc, (740) 229-1313, lightningraceway@gmail.com, mototrials. com
Off-Road/Trail Riding School July 26. Uhrichsville. Fuel Ministry Ohio Camp, Fuel Ministry, (330) 3659022, www.crowcanyonmx.com/
Motocross July 26. Blanchester. Dirt Country Saturday Night MX, Dirt Country, (513) 625-7350, cking288@fioptics.com, www.dirtcountrymx.com
AMA PENNSYLVANIA
Motocross July 6. Burlington. Burlington Motor Park, Burlington Motor Park, https://www.facebook. com/isbelltractor/
Motocross July 13. Shippensburg. MDRA Series, Doublin Gap Motocross, Inc., 717-571-5824, doublingap@gmail.com, www.doublingap.com
Motocross July 19 - 20. Seward. AMA ATV National Championship, Pleasure Valley Raceway, (814) 317-6686, jeffcernic@gmail.com, pvrmx.com
Enduro July 20. Blain. DVTR Foggy Mountain Enduro/ ECEA, Delaware Valley Trail Riders, (732) 801-9248, DVTrailRiders@gmail.com, DVTrailRiders.org
Observed Trials July 27. Marysville. District 6 Moto Trials, Tricky Tryalers MC, 717-979-4691, holman220@aol.com
AMA RHODE ISLAND
Observed Trials July 11 - 13. Exeter. FIM TrialGP USA 2025, Rhode Island Trials Club, (203) 2132949, Support@TrialGPUSA.com, www.trialgpusa. com
AMA TENNESSEE
Motocross July 12. Blountville. Mega Series, Victory Sports Inc, 423-323-5497, jane@victory-sports. com, victory-sports.com
Motocross July 13. Blountville. Tennessee State Championship, Victory Sports Inc, 423-323-5497, jane@victory-sports.com, victory-sports.com
Motocross July 29 - Aug. 2. Hurricane Mills. Amateur National Motocross Championship, MX Sports, Inc., 304-284-0101, info@mxsports.com, www.mxsports.com
AMA TEXAS
Road Race July 19. Cresson. Texas Mini Cup, Texas Mini Cup, 682-529-7227, texasminicup@ gmail.com, www.texasminicup.com
AMA UTAH
Road Race July 19 - 20. Grantsville. USBA Masters of the Mountains Race Series, Utah Sport Bike Association, 801-580-6814, Board@UtahSBA.com, https://utahsba.com/
AMA VIRGINIA
Hare Scrambles/Cross Country July 12 - 13. Callway. Highland Farm Hare Scramble, Virginia Competition Hare Scramble Services, 540-4343037, edmonsons1@yahoo.com, www.vchss.org
AMA WASHINGTON
Road Ride/Run July 8 - 10. Spokane. Motor Maids, Inc 2025 Convention, Motor Maids, Inc., (260) 4449119, mmsafteyofficer@gmail.com
Dual Sport July 24 - 27. Naches. PNW Dual Sport Camp: Summer 2025 @ Whistlin’ Jack’s, Jesse Felker, (208) 760-3259, jesse@jessefelker.com, pnwdualsport.com
AMA WEST VIRGINIA
ATV July 5 - 6. Hedgesville. ATV Quad National & District 6, Tomahawk MX, LLC, 304-582-8185, tomahawkmotocross@gmail.com, tomahawkmx. com
AMA WISCONSIN
Motocross July 6. Hillpoint. Sugar Maple MX D16 Points Race, Sugar Maple MX Park LLC, (608) 425-8643, sugarmaplemxpark@gmail.com, www. sugarmaplemx.com
Flat Track: Short Track July 12. Burnett. D16, Beaver Cycle Club, Inc., (920) 319-6889, mikeschwarzenbacher@gmail.com, Facebook/Beavercycleclub
Enduro July 12 - 13. Mountain. Motosplat at Mountain, South Eastern Wisconsin Enduro Riders, (262) 339-6090, sewermcmoto@gmail.com
Flat Track: Short Track July 19. Lake Mills. Flat Track, Aztalan Cycle Club, Inc., (000) 000-0000, aztalanmx.com
Nov. 1-2. Howlin’ at the Moon. Prescott Valley, Ariz. Arizona Trail Riders. 602-692-9382. the1phxman@ gmail.com
Nov. 1-2. Hammer Run. Port Elizabeth, N.J. TriCounty Sportsmens Motorcycle Club Inc. 856-2653911. epolhamus@comcast.net
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Garage
Tips,Tweaks, Fixes and Facts: The two-wheeled ownership experience, explained
2025 SUZUKI DR-Z4S
After nearly a quarter-century of stalwart service, Suzuki’s DR-Z is finally redesigned and now “Ready4Anything”
BY AARON FRANK PHOTOS: KEVIN WING
Compared to motocross machines, which are revamped almost annually to eke out even the smallest performance advantages, dual-sport evolution is glacially slow. Most dual-sport riders run out of nerve or ambition long before they run out of performance, and so it’s not unusual for dual-sport designs to linger decades without significant updates.
Case in point is Suzuki’s DR-Z400. Launched to great acclaim way back in Y2K, this machine revolutionized the dual-sport segment with its compact, liquid-cooled, four-stroke engine and motocross-inspired chassis design. Twenty-four years later, however, the DR-Z400S remained
essentially unchanged and decidedly out-of-date: Same chunky fuel tank. Same blocky headlight. Same stoneage carburetor. Same floppy rubber fork gaiters. Same, same, same.
Not anymore. After a quarter-century of soldiering along, Suzuki has finally revised its premier dual sport — now rebranded the DR-Z4S — with an ambitious makeover that propels this ever-popular machine straight into the modern age.
SAMPLED
injection plus ride-by-wire throttle, multiple drive modes, traction control, switchable ABS, and more. Even the old fork gaiters are gone, no longer compatible with the new fully adjustable KYB inverted cartridge fork. Welcome to Z future, DR lovers.
Gone is the retro bodywork, replaced with sleek and modern motocross-looking plastics, complete with an exotic LED projector headlight. Gone too is the old-fashioned Mikuni carburetor, replaced by electronic fuel
Everything on this all-new bike looks more modern, and it feels it, too. The new twin-spar steel frame (with aluminum subframe) is substantially narrower between your knees, and now holds a low-profile fuel tank that still delivers a 155-mile range. Meanwhile, the revised rider triangle has been expanded to allow more athletic riding, with a one-inchhigher handlebar, wider rider pegs
that are set slightly further back, and a slightly lower seat with a shape that has been optimized for comfort.
There’s plenty of GSX-R technology inside the comprehensively revised, 398cc, four-valve, DOHC single, all to boost power and counteract the new (and massively restrictive) dual-catalyzer exhaust system required to conform to stringent Euro5+ emissions standards. This model redesign was motivated as much by
Everything on this allnew bike looks more modern, and it feels it, too. The new twin-spar steel frame (with aluminum subframe) is substantially narrower between your knees.
regulatory forces as market forces, but the bike has benefited in so many more ways than just a cleaner tailpipe.
Rapping the right grip produces a racy report, as the 42mm throttle body — 10mm wider than the old carb — and 10-hole injector blasts fuel past new titanium intake valves operated by higher-lift cams and through reshaped intake ports. There the fuel mixture is now ignited by dual sparkplugs situated above a flatter piston, before exiting past hollow sodium-filled exhaust valves.
Despite these upgrades, peak power remains the same as before — Suzuki didn’t provide figures but expect that number to sit just shy of 40 hp. The bike feels much peppier than before, however, thanks to significant increases in both low- and high-rpm power and a flatter spread of torque across a wider rev range. There’s plenty of power for any trail scenario you might encounter, and enough to cruise confidently above 80 mph too — if not exactly comfortably, as a slight vibration creeps into the footpegs at higher revs. You might wish for a sixth gear that still isn’t there.
Motocross-inspired plastics add off-road cred. Two colors are offered: Suzuki’s iconic Champion Yellow/Special White, or a stealthy Solid Iron Gray. The 398cc liquid-cooled single has been comprehensively revised to achieve Euro5+ emissions compliance. ABS is switchable at both ends.
The new-and-improved power is easier to access and exploit thanks to a full suite of genuinely helpful electronic assists. The old DR-Z was as analog as an Amish hammer; this one has more acronyms than a CIA brief, starting with SIRS, or “Suzuki Intelligent Ride System.” The SIRS system includes the Suzuki Drive Mode Selector (SDMS) that offers three different power delivery profiles from gentle to aggressive (all three modes deliver the same peak power).
The four-mode Suzuki Traction Control System (STCS) is related to the V-Strom system but tuned here to be less intrusive with a much higher spin threshold. The off-road-intent G mode (for “Gravel”) is surprising-
ly useful. With such instant throttle response across a flat torque curve, a skilled rider has little trouble maintaining traction even with the STCS set to “off.”
Selecting G mode, however, still allows some wheelspin — and even small wheelies — with an extra buffer of safety. A major advantage for novice riders, G mode allows the bike to tractor up even very steep and loose slopes without spinning out and losing momentum, greatly increasing capability — and fun.
Switchable ABS — built by Bosch — is equally impressive off-road. Three modes — Full On, Front On/ Rear Off, and Full Off — are available, and even in loose off-road con-
GARAGE
ditions, the rapid-response system maintains a great balance of braking and traction. The 50/50 IRC GP-410 tires (on 21-inch front/18-inch rear wheels) are a mandatory compromise, and keeping the front planted when you push the pace on loose single track can be tricky, but mashing the front brake lever and just trusting the algorithm to locate the precise traction limit is a surprisingly effective technique here.
All this added technology inevitably adds pounds — the fuel injection componentry adds 15 lbs. alone, and the ABS system adds another 7 — and so the DR-Z4S tips the scale at 332 lbs., or a 16-lb. increase versus to the outgoing model. You hardly notice the added weight, though, because the new design feels so much more compact between your knees, and the new chassis rebalances and distributes that weight so well. The bike truly feels light, nimble and very fun to ride both on road and off road.
Despite all those new acronyms, fully adjustable suspension front and
rear that works remarkably well out of the box, titanium valves, and all the rest, the price remains rational at $8,999 — an $1,800 increase over the old version that sold for $7,199. That might seem rich for a street-legal 400cc single, but it’s reasonable for such a high-tech and high-quality, made-in-Japan machine — especially one that works this well on road and especially on the trail. The DR-Z’s
It’s always risky to update an icon, even a dinosaur as ancient as the DR-Z400S. But don’t worry, DR fans: Suzuki nailed this update, maintaining the do-everything versatility that defined the original and adding an off-road performance edge that significantly extends the capability of the old machine. The DR-Z4S is so good it just might last another 25 years!
Say bye to the old big-block headlight, replaced here with an LED projector that can light up any trail. Aluminum skid plate is standard; a more substantial one is available through Suzuki Genuine Accessories, along with a low-profile seat, cargo rack, handguards, a power outlet, and more.
DOWNFORCE MEETS PURE FORCE
Precision-tuned for performance — the 2025 BMW S 1000 RR is a superbike built to lead. New winglets generate up to 50 lbs of downforce, keeping you planted at high speeds, while the quick action throttle delivers razor-sharp acceleration from its 205 hp four-cylinder engine. Riding Modes Pro with Slip/Slide Control fine-tunes every corner, maximizing stability and control. Because at this level, the difference isn’t seconds — it’s fractions of one.
