American Motorcyclist June 2025 by American Motorcyclist Association

WHERE R WORLD MEETS YOURS.

2025 YZF ®-R7

A new generation Supersport with Yamaha’s legendary styling combines an advanced CP2 engine with an ultra-thin and lightweight chassis to provide torquey performance on both the track and the street. YamahaMotorsports.com

8 PERSPECTIVES

Editorial Director Mitch Boehm on the backyard nirvana of his youth

10 MEGAPHONE

Longtime AMA member Chick Hancock on his time as a Harley-Davidson dealer

12 BACKFIRES

Membership feedback on recent issues and happenings

14 BACK IN THE DAY

Where the photos are blurry but the memories are clear!

20 AMA FTGC PREVIEW 2025

All you need to know about this year’s AMA Flat Track Grand Championship in June

22 AMA RIGHTS ROUNDUP

Various legislative news from the AMA’s Government Relations Department

28 MUSEUM MINUTE

AMA Motorcycle Hall of Famer Leo Payne’s high-speed Turnip Eater

30 COVER STORY: RUPP ROARIN’

The late Herbert “Mickey” Rupp and his Rupp Industries’ success in the 1960s and early ’70s

42 BHUTAN: THE HAPPY KINGDOM

A motorcycle trip through the Himalayas on Royal Enﬁeld’s Himalayan dual-sport

52 FORGING

SUCCESS

Ohio-based Wiseco has spent the last eight decades as a staple in aftermarket performance

72 AMA GARAGE

Owen Bishop’s Moto41 Restoration shop gives the inside scoop on proper restorations

ON THE COVER:

At the end of the 1950s, Herbert “Mickey” Rupp began building go-karts in the basement of his Ohio home. Just over a decade later those humble beginnings had blossomed into Rupp Manufacturing, which sold all sorts of recreational vehicles, including its ever-popular minibikes. The story of Rupp Manufacturing’s meteoric rise in the 1960s and early 1970s can be found on page 30.

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.

AMA STAFF

EXECUTIVE

Rob Dingman President/Chief Executive Officer

James Holter Chief Operating Officer

Jeff Wolens Chief Financial Officer

Donna Perry Executive Assistant to President/CEO

Danielle Yodock Human Resources Manager/Assistant to COO

RACING AND ORGANIZER SERVICES

Mike Pelletier Director of Racing

Bill Cumbow Director of International Competition

Michael Burkeen Deputy Director of Racing

Ken Saillant Track Racing Manager

Logan Densmore Off Road Racing Manager

Jeff Canfield Racing Manager

Jermey Albrecht Technical Manager for Racing

Connie Fleming Supercross/FIM Coordinator

Olivia Schlabach Racing Program Manager

Emily Doane Sanctioned Activity Coordinator

Jensen Burkeen Sanctioned Activity Specialist

Michael Galiher Sanctioned Activity Coordinator

MUSEUM

Paula Schremser Program Manager

Sarah Moell Collections Coordinator

Ricky Shultz Museum Clerk

Kobe Stone Museum Clerk

GOVERNMENT RELATIONS

Nick Haris Government Relations Director/ Western States Rep.

Max Colchin Government Relations, Eastern States Rep.

Zach Farmer Government Relations, Washington Rep.

Nick Sands Government Relations, Central States Rep.

Bob Davis Grassroots Manager

AMA BOARD OF DIRECTORS

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

Russ Ehnes Chair

Great Falls, Mont.

Brad Baumert Assistant Treasurer

Louisville, Ky.

Hub Brennan Executive Committee Member

E. Greenwich, R.I.

Christopher Cox

Greenville, Ohio

Steve Drewlo

Bismarck, N.D.

Clif Koontz

Moab, Utah

Chandler McCallum

Traverse City, Mich.

Maggie McNally

Albany, N.Y.

Jessica Noaeill Hammond, Wis.

Ryan Pollow

Southlake, Texas

Tom Umphress

Jordan, Minn. Faisel Zaman Dallas, Texas

(800) AMA-JOIN (262-5646) (614) 856-1900

AmericanMotorcyclist.com @AmericanMotorcyclist @ama_riding

MARKETING & COMMUNICATIONS

Joy Burgess Marketing & Communications Director

Jack Emerson Communications Manager

Joe Bromley Program Development Manager

Makenzi Martin Membership Event and Program Manager

Kristina Duong Marketing Manager

Lauren Kropf Marketing and Communications Specialist

MEMBER SERVICES

Tiffany Pound Member Services Manager

Pam Albright Member Fulfillment Coordinator

Carolyn Vaughan Member Fulfillment Representative

Nevaeh Lutz Member Services Team Lead

Charles Moore Member Services Representative

Kelly Anders Member Services Representative

Morgan Secoy Member Services Representative

Sarah Lockhart Member Services Representative

INFORMATION TECHNOLOGY & OPERATIONS

Shaun Holloway Director of Information Technology

Jarrod Gilliland Application Developer

Ed Madden Systems and Database Analyst

Leah Mattas Web Manager

Zack Smith Business and Data Analyst

Rob Baughman Support Technician

John Bricker Mailroom Manager

American Motorcyclist magazine (ISSN 0277-9358) is published monthly (12 issues) by the American Motorcyclist Association, 13515 Yarmouth Drive, Pickerington, OH 43147. Copyright by the American Motorcyclist Association/American Motorcyclist 2021. Printed in USA. Subscription rate: Magazine subscription fee of $39.95 covered in membership dues.

Postmaster: Mail form 3579 to 13515 Yarmouth Drive, Pickerington, OH 43147. Periodical postage paid at Pickerington, Ohio, and at additional mailing offices.

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

Conceiving, researching, writing and editing an edition of this magazine is always a thrill for me, despite the deadlines and stress that often go with this sort of work.

But this issue was especially satisfying, and most of that goodness came from the Rupp story, which took me back to my earliest motorcycle days while growing up just west of Cleveland, Ohio…which was only about 65 miles from the town of Mansﬁeld, where Mickey Rupp did his thing.

The motorcycles I was exposed to when I ﬁrst noticed them buzzing the ﬁelds behind our home in North Ridgeville in 1970 were a funky bunch: a Honda Mini Trail or two, but also a weird little Benelli two-stroke, a wacko Jawa, a Bridgestone street bike that ended up on its side quite often, a couple of tube-frame minis and, lo and behold, a Rupp.

At the time, the Rupp looked perfect; aggressively styled, not too big, with suspension at both ends, and seemingly plenty of power. None of us had yet seen the mechanical wonder that was a Honda SL100 (which debuted in late ’70), so this hotted-up Rupp seemed to be a Top Dog contender. And writing this story brought me right back to those bikes… and those ﬁelds and trails.

Our home at the intersection of Route 20 and Lear Nagle Road was perfect for a youngster like me. I give my late father a lot of credit here, because he often told me he bought it for exactly one reason. He had no idea motorcycles would become such a big deal for me, but he did recognize that boys craved Huck Finn-style adventure, and that adventure would absolutely await me back there, with trails and ponds and rafts and trees

PERSPECTIVES Backyard NIRVANA

BY MITCH BOEHM

Industrial Park was heaven on earth for us kids, especially when a local news photographer showed up to snap some photos…

and maybe a Daisy BB gun, too.

Our home backed right up against a hundred acres of open ﬁelds; just ride 30 yards and you were in heaven. Two hundred yards away was a line of high-tension wires, with a two-track trail below it that we called the “main trail.” It ran for miles each way, and had all manner of drop-offs and jumps, as it was built on a ridge. The drop-off was about 45 degrees and maybe 10 feet, but it felt like a supercross track to us on our SL70s and TC90s.

But the big attraction was an area called Industrial Park just across Center Ridge Road, about 400 yards from home. Basically a 20-acre dirt parcel that would eventually house a self-storage facility, Industrial Park had one of those long, narrow hills of excavated dirt with steeply sloping sides that a bulldozer could drive over from one end to another.

I’m sure the guys operating the earthmovers that shaped that mound had no idea what they were inviting,

but that area formed what amounted to a motocross track. We’d ride there every single day for months on end, and while the police drove by and watched once in a while, they never bothered us.

One day in April 1975 while riding my just-boredand-piped XR75, a guy with a camera walked onto the mound and asked if he could shoot me getting a bit of air over the ledge I’d been launching off. I wasn’t about to tell him no, especially after he identiﬁed himself as Jeff Bishop of the local Elyria Chronicle Telegram newspaper.

A few days later his article made the paper, complete with my parents’ names and our address. Now everyone knew who was making all that noise, and the police knew where I lived, too! (Just kidding…they already knew, and no one seemed to care. Which is lovely.)

Just as Mickey Rupp praised his father for urging him to do his best, I’d like to thank my late mom and dad during these Mother’s and Father’s Day times for moving to that particular house on LuAnne Drive. But most of all for letting me ride motorcycles as a kid. Not everyone is that lucky.

Mitch Boehm is the Editorial Director of the AMA and a longtime member.

RIDING AHEAD

Discover more

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• SMART: pre-wired for SC2 plug & play communication system

• SILENT: Only 85 dB(A) at 62 mph on a naked bike

So there I was, in May of 1985, with a seized-up Triumph TSS four-valve, a dealer who told me I was on my own (as Triumph had just gone bankrupt), and an urge (maybe) for a Harley-Davidson motorcycle, which had just introduced the new Evo-engined Sportster.

The Albuquerque, N.M., dealer, Jake Alcon, had been trying to sell his dealership for years. He’d sell a new bike and wait for the phone to ring. The crates of new bikes in his warehouse had been torn open as he tried to find parts to keep the new bikes on the road.

He knew I was a banker and liked bikes, and after accepting my deposit for the Sporty, asked, “How’d you like to buy the dealership?” I got into my car and drove 10 miles in the wrong direction. Rumors were flying about Harley’s finances, but nobody on the outside really knew, as the then-privately-owned company’s finances were, well, private.

I wanted to see the financial statements before committing myself, so I flew to Milwaukee to speak to two of the owners. To the first, Jeff Bleustein, I said, “I’m thinking of buying the dealership in Albuquerque. I’d like to see the financial statements.”

“We’re doing fine,” Bleustein told me, “but go in the next office and speak to Rich Teerlink, our CFO.” I went in. The phone was ringing, he was surrounded by piles of papers, and he looked harried. I’d find out why later. I told him I wanted to buy the Albuquerque dealership, but added, “I’m an MBA and know what I’m looking at. I’m about to bet the ranch on this deal. I won’t tell anyone. Give me 30 minutes with the financial statements?” He slid them across the desk.

MEGAPHONE

20 YEARS IN THE MOTOR CO. CRUCIBLE

BY CHICK HANCOCK

They showed that four years after the buyout in 1981 they were making a small profit.

Jeff and Rich each went on to become CEO, and said I was the first dealer to interview them instead of them interviewing me. (The reason Rich looked so harried, by the way, was because Citibank, who’d financed the buyout, had just told Harley, “Pay us off by 5:00, Dec. 31, or we start liquidating.” Harley made the deadline by two hours.)

So, pledging all my meager assets, I got a loan, bought the dealership and named it Chick’s Harley-Davidson, using my nickname. Picture my first day. My customers, a wild-looking bunch, looked at me in my banker suit pants and Madras shirt and asked, “Who are you?”

A new Wide Glide was wheeled out onto the floor. A pool of oil spread underneath it. I thought, “What have I done?”

You know the rest. Harley designed reliable Evo engines and factory customs, and the generation of people to whom the idea of rebelling was irresistible bought in. Sales soared.

The following things were very important to me: My office in my first and much grander second dealership was right inside the front door. I would wave to or greet every customer, pretty rare for an owner. We had rides every month. They were very popular…150-plus bikes on each. I led them and bought lunch. All brands were welcome.

More importantly, during a six-plusyear period when demand exceeded supply, I was the only dealer in a very large radius that sold at MSRP. The market price was $2,000 to $5,000 more, which means I left a lot of money on the table. So, 600 bikes a

year times, say, $3,000 a bike, times six years…do the math. But that’s how I was raised.

After 20 great years, Harley looked at my market and said I needed to put in another dealership, and they were going to put in a third. The market at the time justified that, but I was worried about the future. When I looked out into my showroom, all I saw was gray hair. It was the same with every Harley rider I met on the road. I sold the dealership.

These days, I often run into my customers, who thank me for being fair. I have 14 motorcycles — two are yard art, two are in the living room, and the rest I ride. An XR750 engine sits on a stand in the hall.

Through the years, my favorite Harley has been the Shovelhead Electra Glide. Obsolete when introduced, slow and heavy. But when I ride my 1981 in the mountains of New Mexico, I go 55 miles per hour, watch the stripes on the road go by, and think of my years as a Harley dealer.

I’ve never taken a risk like that, worked so hard…and enjoyed myself so much.

New Mexico-based Chick Hancock owned a HarleyDavidson dealership for two decades, and is a longtime AMA member.

BACKFIRES

RIDING WITH MALCOLM

This photo was taken at the top of Taylor Pass on a Colorado 500 charity ride in 1999. That’s me on the left and my veteran/sponsor Glenn Graham on the right. Malcolm was always gracious to us fans. At the final evening rider’s banquet, I asked Malcolm if he would sign a Memphis Motorcycle Club T-shirt for our club to auction off in support of our favorite local charity, St. Jude Children’s Hospital. And since our club motto, “On Any Sunday Since 1928,” was on the shirt, he was especially thrilled to do it. A local shop bid $300 to win it. I also rode with Malcolm while liv-

ing in Denver in the early ’90s in a senior-division enduro event. In one of those races, and unbeknownst to me, my start time was a few minutes ahead of Malcolm, and in about every section I was passed by a guy on a white Husky…and I would then move back ahead of him at the resets. He never roosted me when passing and always waved thankyou. I figured out it was Malcolm only as I pulled up to the finish line, and an announcer with a microphone and

LETTER OF THE MONTH

MORE DOGS ON HOGS, PLEASE!

I

enjoyed the Dog on a Hog piece in the March 2025 edition, and was reminded of the late Marla Garber, who wrote stories for a custom motorcycle magazine. I talked with her a few times at events, and when I asked how many miles Skooter had traveled with her, she paused, thought a moment, and said, “about 2,000.” I’d say Marla deserves a story in American Motorcyclist.

Robert Gittinger

According to our friend — and esteemed photographer — Michael Lichter, who snapped this photo of Marla and Skooter, Miss Garber “was a free spirit that would crisscross North America from rally to rally to meet a friend or just have a meal. Life was an adventure for this one-of-a-kind Canadian. She was a great rider that lived life from her bike, with everything she needed packed on board, including her dog Skooter. It was said that in her short but full life she had ridden 750,000 miles. I imagine if she were alive today, she would have more than two million miles under her and be sharing her amazing

ESPN cameraman stepped up to interview him.

Hermann AMA Life Member Plus

stories daily with countless devoted followers on social media rather than once-a-month as she did in print…but this wasn’t to be. Marla died in a 1995 crash in Connecticut at the too-young age of 37, but boy did she live in those 37 years. Skooter miraculously survived and lived out the rest of her life in California with Marla’s good friend LJ. While I didn’t know Marla well, I would run into her all over the place, and every time I’d see her it would bring a smile to my face. I wish I could sit and chat with her now to hear her stories. They were compelling then, and would certainly be inspiring to young riders today. This photo is from the Laconia Rally in 1988. Marla had just turned 30, and you could tell she was loving life.” – 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.

Gary

OF MECUMS AND DRs

Thanks for the “extra fine” April issue, in particular the Mecum auction and Suzuki DR650 articles. I had the good fortune to attend last year’s Mecum auction, and loved it so much I attended this year, as well. I did not go with the idea of purchasing, but rather as attending a museum…and I was not disappointed! Thank you for recognizing this event.

Regarding the DR: Every article I’ve read, and anyone I’ve known who had one, has had nothing but good things to say about this all-around bike. In today’s world of cosmetics,

electronic gadgetry, and futuristic looks and shapes, the DR brings it all back to the basics. And who couldn’t love the follow-up mention of Neil Fergus! Who couldn’t be envious of a guy who is still loving the ride at his age! I’ve shared that article with many others, as it is so heartwarming. Keep up the great work you all do at the AMA. It keeps us in the know and keeps up the fight to enjoy this great adventure we call motorcycling!

Larry Norton

JT RACING JUGGERNAUT

Thanks for the article on JT Racing in your April 2025 issue. The photo of the company’s V2000 chest protector really caught my attention, as I spent countless hours riding and racing in the woods wearing one. It is long-re-

tired now, but prominently displayed in my garage.

Tom Kintner Vestal, NY

BETTER LATE THAN NEVER!

A belated kudos to the women of the successful teams at the ISDE 2024! The article by Rachel Gutish (January 2025 issue) with Mary Rinnell’s photos made me one proud old woman. I’m an off-road rider from way back, and it’s wonderful to see the success of these ladies, written and celebrated by them. Taking Kari’s “Head on a Stick” along showed humor, inclusion, dedication and concern for team. Each woman and her motorcycle created a competitive unit. Great job, ladies! Mona Ehnes AMA Motorcycle Hall of Fame, Class of 2009

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Bike photo by Stephen Anderson

BACK IN THE DAY

Where the photos are blurry but the memories are clear!

y grandma didn’t like the sound of my 1970 Yamaha RT-1, even though it was fitted with a Whispering Smith muffler…but she did like riding around the neighborhood. The RT-1 was sold to a collector in 1983, a year after my son was born, and I didn’t ride again until 2001 when I bought a new BMW R1150GS. The transition from the RT-1 to the big, heavy GS was startling! It was like going from a sports car to a high-speed dump truck, but I love the GS. Ken Fritz

5In the mid-1960s, the GLENCO Corp. of Fort Wayne, Ind., made “Little Gen” minibikes. You could buy one already completed, or you could buy the kit, which was made up of a pre-bent frame, tires, tubes and wheels, a rear sprocket, and a brake band that wrapped around the centrifugal clutch. I took my hard-earned money and bought the kit, which I think cost $75.

The first engine I used was a West Bend go-cart racing engine. It would run up to 45 mph. I eventually installed a five-hp Briggs, which slowed my top speed down to 30 mph but was a lot more reliable.

At that time, you could get an Indiana license plate on homemade minibikes. You called the state, and they would send you a VIN number to stamp in the frame. After being inspected by a state trooper, you could get a license plate… no headlight, no brake light, no taillight, no turn signals. My first plate was issued in 1965, and I rode that bike everywhere. After I was drafted into the Army in 1968, my brother rode it. When I returned from Vietnam in 1970, I started buying from-the-factory bikes.

Steve Ault

I am still riding today, and I’ve always said that learning to ride on that short wheelbase, solid-frame minibike made me a much better rider today. When I ride it now, I wonder how I ever survived. My grandson now rides it just like I used to do…as fast as it will go.

4This was taken during the summer of 1977 at the short track race in Greenville, Ohio, with the Treaty City Motorcycle Club. The photo is of me — on a stock-engined Honda SL175 four stroke — passing Jamie White (200cc Yamaha) and Quintin Gunther (200cc Carabella) in the ever-popular 200cc class. It was a fast, wide and well-groomed track. Please note the smile on my face, the position of my right wrist, the fork fully extended and baseball shin guards in place for some rough-and-tumble racing. I still have four motorcycles, one of which is a Ducati flat tracker…hmmm, just maybe? Those were memorable times with a lot to be thankful for.

Bill Jay McKeever

5This is a photo of me as a high school senior in 1971 next to my first rideable motorcycle, a 1966 Harley-Davidson Sprint H. I did everything on this bike, from cow trailing on our farm to hare scrambles. I used to pretend I was racing Grand National Flat Track in the field beside the barn; I would also street ride and jump Sewer Hill at my high school in Ridgeway, Ohio. This bike and those experiences are why I joined the AMA. I eventually sold it to a friend, who ended up selling it to another friend. Four decades later, that friend gave me the bike on my last day of work as a retirement gift. Best gift ever. Dick Seiler

Best remember that friend’s birthday, Dick! – Ed.

This is my dad Tom Hunter on his 1977 Yamaha TT500 in 1979 on the shoreline of Lake Michigan! Tom has since retired his amateur career of hill climb, TT and hare scrambles racing. As he nears his late 60s he continues to ride his Triumph Thunderbird. His love and support for the AMA will never end. Proud to call him Dad!

John Hunter

5Along with this photo, the memory is also blurry. Yes, this is me, barefoot power-sliding in 1969 on my third bike, a Kawasaki 90 in my hometown of Wrightwood, Calif. (Teenagers...right?)

Two years later, at 17, I would take off on a Honda CB350 for the entire summer, circling the U.S. and Canada before starting college. My first bike was a well-used 1962 Lambretta scooter I bought for $50 in 1967. (I could afford it by selling both of my bicycles.) It was also pretty much a dirt bike as the lone local sheriff warned me to keep it off the streets or else! (Hey, I was 13!) These days, I design and maintain dirt-bike trails locally for the USFS in Truckee, Calif., in the summer, and in the off-season, I ski most days. I can’t complain, unless someone gets me going on my overused and abused body. The other photo was taken just before starting a five-hour ride to Mammoth Mountain in the late spring of 1971 for a weekend of skiing each day and boonie camping near Hot Creek each night. Bob Lynn

BACK IN THE DAY

5Introduced to the Blue Ridge Parkway in 1994 by a great friend named JG, I was captivated by the simplicity of the road, the sheer beauty of the landscape and the technological achievements accomplished during its construction. Now, 30 years (and 30 years of marriage) later, I had a chance to ride the BRP again with my lovely spouse. The bikes have changed as technology advanced. CV carbs have given way to fuel injection and sophisticated engine-management systems. Dual front discs with two-finger pull have migrated to single-application ABS and, in some cases, two wheels have become three. (Some of us just cannot give up our tricycle childhood memories!) But the road has remained the same. That 460-odd miles of two-lane, slow-paced tunnels and awesome views is still there waiting to be enjoyed. I’m happy I’m still able to do it and add to the memory bank. Carr Estes

5My first bike was a 1966 Yamaha YJ2 (60cc) bought in 1971. My mother hated motorcycles, so I was only allowed to ride mine while delivering newspapers or on a graded lot near my neighborhood. I removed the ugly front fender for that. That bike died an ignoble death when a friend ran it out of gas. He grabbed the first gas can he found in our shop, didn’t pay attention to the big “V” painted on the can and put a gallon of Varsol solvent in the tank. It didn’t run for long. I didn’t buy another bike until 1979, when I bought a Triumph Trident (seen here at a rally in 1987). Despite rumors to the contrary, a properly sorted British triple with electronic ignition can be a very reliable machine. I now own a 1972 Triumph Bonneville and a 1972 Triumph Trident. David Patterson

5Pictured is the little motorcycle that started it all, a 1975 Honda XL125 that I bought new in April 1975 just before high school graduation. I rode it for a year, and traded it in for another bike, which was traded in for another bike, and so forth until I got my first touring bike — a new 1983 Honda Gold Wing GL1100I. Since the summer of 1983, I’ve owned five Gold Wings in total, and I’m currently riding a 2008 Honda Gold Wing GL1800 with almost 130,000 miles. The summer of 2024 marked my 50th summer of motorcycle adventures and pushed my total mileage over the 500,000-mile mark, having ridden in 46 states within the lower 48 along with four Canadian provinces. Eric Larson

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News, notes, insight and more from the motorcycling universe

DIRT TRACK

DOUBLE TROUBLE

Cunningham twins take professional leap the same way they’ve navigated life…together

BY KEATON MAISANO PHOTOS COURTESY OF THE CUNNINGHAMS

Since their birth back in 2007, Tyler and Dylan Cunningham have done everything together.

And ever since the boys’ first birthday when their father, Jason, gifted each a PW50, the twins have done everything together on two wheels

With a background in racing himself, Jason watched his boys grow up at the track, first as fans and eventually as racers.

“As soon as I had boys,” Jason told us, “I kind of threw them under my wing and brought them along to all the races with me. They played in the dirt while I was out on the track racing.”

Unlike their father, who didn’t get into racing until he was 18 years old, Tyler and Dylan started young, with the pair of Cunningham boys racing flat track at Pagoda Motorcycle Club’s track at just 4 years old.

As the boys aged, they participated in all sorts of racing, from East Coast flat track racing to MiniGP road racing.

The pursuit to give the boys the best

so they could be their best did not come cheap. Whether it was the monetary cost or the countless hours racing required, a lot went into navigating the racing landscape with twins. In addition to the help the racing community provided the Cunninghams, Jason said he wasn’t afraid to go the extra mile to make sure the boys could realize their dreams.

“I was used to it from the beginning,” Jason said. “I really had no choice, so I just went to work. If I had to make double the money, I just had to work double as hard, and I just kept digging until we got what we needed.”

Eventually, right before they were about to become teenagers, Tyler and Dylan worked their way back to the familiar discipline of flat track after their road-racing hiatus, and the pair has been fully committed to the dirt ever since.

“I’ve always dreamed of becoming a professional flat track racer,” Dylan said. “Even when we were road racing for a bit, I still wanted to become a

“I’ve always dreamed of becoming a professional flat track racer. Even when we were road racing for a bit, I still wanted to become a professional flat track racer like [AMA Hall of Famer] Nicky Hayden.”

DYLAN CUNNINGHAM

professional flat track racer like [AMA Hall of Famer] Nicky Hayden.”

“I fell in love with it ever since I started noticing I could bring home 4-foot-tall trophies when I was on PWs,” Tyler added. “I just loved going to the track and loved racing.”

While in lockstep throughout their racing careers, Dylan and Tyler agreed their relationship is largely supportive, and the competitive nature that existed early on has faded. What remains is a bond in which both brothers hope the other is the best version of himself on the track.

This bond and support extend beyond the track as well, with both boys saying they remain in sync in everything they do.

“We kind of do everything together,” Dylan said. “After school and after work, we go play basketball together, we go to the gym together. We’re kind of never doing much different. We’re always kind of on the same

day. Regardless of the result, both boys showed promise in the milestone moment.

“It was kind of surreal seeing them up there with all the guys that you kind of idolized and see being professionals,” Jason said. “I know [the boys] are capable, and as soon as they settle down and focus, there’ll be no problem, and everybody will see what I see.”

Tyler and Dylan now have several professional rounds under their belts, and with more experience comes more understanding of what it takes to succeed at the professional level.

schedule with each other. He kind of gives [me] like a permanent friend.”

With a wealth of similarities and shared experiences, it came as no shock that when it came to taking the professional leap to American Flat Track (AFT), the Cunningham boys once again did that together.

“It’s like you’re going in it, but you’re not going in alone,” Dylan said on what helped ease the nerves of the transition.

With their professional debut at AFT Round 1 on March 6 at Daytona, the boys said there were undeniable nerves leading up to the event. However, this did not stop Tyler and Dylan from setting their sights high, with goals of having fun and making the main event.

When the day finally arrived, the boys took test day in stride, with Tyler even posting the fourth fastest time, a result that helped ease the nerves.

“That definitely helped my confidence a lot,” Tyler said, “especially seeing all the top names I was up there with.”

Both Tyler and Dylan qualified for the heat races, but qualifying for the main event was not in the cards on that

“I definitely think learning the importance of staying calm and not letting you get in your own head is a big factor,” Tyler said. “I’m definitely trying to keep focused and make sure I can actually go out there and do what I’m there to do.”

As for what’s next for Tyler and Dylan? Well, it’s hard to say anything for certain, but there is a good chance the pair will embrace whatever’s in store as they always have…together.

Lead image: Dylan (5), grabbing the holeshot over brother Tyler (2) at Cory Texter’s 2024 Winter Throwdown. Above, L to R: Tyler, baby sister Callie Mae, and Dylan at Square Deal Riders MC three years ago.

RYAN HENDERSON

DRAGAN

HARBOV

up to speed

Grand Championship Flat Track

Preview 2025

Get ready for a magical week of dirt track racing in Du Quoin, Ill.

BY JACK EMERSON

rom June 29 to July 5, the Du Quoin State Fairgrounds in Du Quoin, Ill., will host the best and brightest up-and-comers in flat track racing for the 2025 Roof Systems AMA Flat Track Grand Championship.

FWith racing in four disciplines, Short Track, TT, Half-Mile and Mile, the AMA Flat Track Grand Championship is the only amateur flat track event where one can earn AMA National No. 1 plates.

country,” said Roof Systems of Dallas owner and CEO, and ex-racer, Jerry Stinchfield. “This is a special event to us, and we are overjoyed to support all of the excellent competitors during the weeklong event.”

“The AMA Flat Track Grand Championship is an outstanding event that brings together some of the best amateur racers across the

Established in the mid1970s, the AMA Flat Track Grand Championship blossomed into a significant event on the AMA’s racing schedule with hundreds of racers flocking to Du Quoin to compete at the highest level of amateur flat track racing.

There is no better setting in flat track than the Du Quoin State Fairgrounds, which is home to the

renowned “Magic Mile.” In addition to the famed mile track, the Fairgrounds also contain a beautiful half-mile track, an indoor shorttrack and a TT course, providing riders with a wide range of challenging racing opportunities.

The Fairgrounds also include a vast camping area, with plenty of space for outdoor activities. A Rider Cookout sponsored by OTB Racing LLC and Vinson Construction will also take place during the event, as an expression of the AMA’s — and key supporters’ — gratitude to the hundreds of competitors that race during the week.

On July 5, a round of the American Flat Track series will also run on the famed Magic Mile.

PRE-REGISTER AND SAVE MONEY!

Pre-registration for the 2025 Roof Systems AMA Flat Track Grand Championship is now open, and it’s an excellent opportunity to compete at a low cost.

In addition to expedited checkin speeds, pre-registered riders pay a discounted entry fee of $80 per class — which is $20 less than the regular entry price. Racers who pre-register before June 2 will also have their names printed on the special edition 2025 Roof Systems AMA Flat Track Grand Championship T-shirt.

Competitors may also purchase wristbands for gate entry on-site or online for $25 per day

or $75 for the entire week. Pit bike passes will also be $20, and both can be purchased online prior to the event.

AMA FTGC SPECIAL AWARDS

EVENT CLASSES

Group 1: Youth/Vet

• 50cc Production Chain Drive (4-8)

• 50cc Production Shaft Drive (4-8)

• 65cc Production (7-11)

• 65cc Modified (7-11)

• 85cc Modified (9-11)

• 85cc Production (9-13)

• 85cc Modified (9-13)

• Veteran (30+)

• Senior (40+)

• Super Senior (50+)

• Masters (60+)

Group 2: Amateur

• Women 122cc and Up (12+)

• 250cc Production

• 250cc Modified

• 250cc — Open Singles (12+)

• 450cc Production

• 450cc Modified

• Open Heavyweight

EVENT

SCHEDULE

• Saturday, June 28 — Rider Registration

• Sunday, June 29 — Youth/Vet/Sr. Half-Mile

• Monday, June 30 — Amateur Half-Mile

• Tuesday, July 1 — Youth/Vet/Sr. TT

• Wednesday, July 2 — Amateur TT

• Thursday, July 3 — Youth Half-Mile, Amateur/Vet/Sr. Short Track

• Friday, July 4 — Amateur/Vet/Sr. Mile

• Saturday, July 5 — Youth Short Track, AFT Mile

As champions will be crowned in 18 classes during the weeklong event in Du Quoin, the most outstanding individuals will be recognized for their racing prowess and professionalism both on and off the track.

The Nicky Hayden AMA Flat Track Horizon Award honors the life and memory of AMA Motorcycle Hall of Famer Nicky Hayden by celebrating the racer who most exemplifies Hayden’s professionalism and

racing acumen during the weekend. This award stands above the rest, as it’s presented to the rider who shows the necessary potential to compete at a high level in the professional ranks. Previous winners include AFT stars Jared Mees, Briar Bauman, Dallas Daniels and Kody Kopp.

The Bill Werner AMA Fast Brain Award recognizes the racer who displays speed on the racetrack and intelligence in the classroom. The award is decided based on the rider’s performance at the event as well as official school transcripts provided to award decision makers.

The AMA will also award the AMA Vet/Senior Racer of the Year and the AMA Youth Racer of the Year during the event.

up to speed Rights ROUNDUP

Federal bills provide two paths to protect combustion engines

BY ZACH FARMER

W PRESERVING RIDER CHOICE

hile electric vehicle momentum has brought about some uncertainty regarding internal-combustion powerplants and the engine-type landscape of the future, a pair of congressional bills look to protect combustion engines and thus preserve riders’ ability to choose.

The genesis of an environment where rider choice is in question can be traced back decades, well before the federal government began regulating emissions standards. Air quality challenges were an issue in California, prompting the state to start its own state emissions control program. The California Motor Vehicle Pollution Control Board, now known as the California Air Resources Board (CARB), created the first emissions standards in 1966.

When Congress passed the Clean Air Act in 1970, it recognized that California had an active vehicle emissions regulatory process and created an exception in the Clean Air Act that allows only California to apply for a waiver of federal vehicle emissions standards. The Clean Air Act allows other states to adopt a California emissions standard, but they cannot apply for their own waiver.

As of 2025 — 17 states and the District of Columbia, collectively known as the CARB states — have adopted the California standards. This represents about 35 percent of the country and about 40 percent of the U.S. auto market, giving California and the CARB states significant influence over the emission standards of manufacturers.

In 2022, California finalized an Advanced Clean Cars policy, which

requires all new vehicles to be zero-emission by 2035. If the Environmental Protection Agency (EPA) grants a waiver for that plan, the CARB states could adopt a similar policy eliminating combustion engines and creating a de facto national standard that was never passed by Congress.

To stem the tide, two complementary bills in Congress aim to prevent the EPA from granting waivers that ban or restrict internal-combustion engines.

The Preserving Choice in Vehicle Purchases Act (S.996 and H.R.346) amends the Clean Air Act to prohibit the EPA from granting waivers to any state, while the Automobile Retail Sales Act (S.990 and H.R.2165) blocks the EPA from granting waivers that restrict the sale of new

combustion engine vehicles.

The AMA supports both bills, and views each as a win for the rider-choice issue.

The motorcycling community is composed of commuters, enthusiasts and racers who depend on a range of vehicles. As exciting as new technology may seem, riders and racers know an all-electric future is still far away. Motorcyclists deserve the right to choose, and the ability to purchase, the vehicle that best fits their needs.

Mandates from elected officials in California that push combustion engines off the road threaten both access and affordability. This is not a one-size-fits-all solution for the rest of the country, especially for motorcycles where existing electric vehicle technology and infrastructure is lacking.

The AMA believes electric vehicle progress must respect individual freedom. The market should be allowed to evolve based on demand, innovation and rider preferences, rather than removing choice through regulation.

To stay in the loop on this issue, visit AmericanMotorcyclist.com/rights/ rights-resources.

HARLEY-DAVIDSON LIVEWIRE KTM 375 DUKE

up to speed Rights ROUNDUP

RIGHT TO REPAIR BILL INTRODUCED IN SENATE

S.1379 joins REPAIR Act in building federal momentum

Making it further than ever before, right to repair legislation was introduced in the U.S. Senate on April 9.

S.1379 is a bill that looks to ensure consumers have access to data relating to their motor vehicles and critical repair information. Additionally, the bill will provide consumers with choices for maintaining and repairing their motor vehicles.

Co-sponsored by Sens. Ben Ray Lujan (D-NM) and Josh Hawley (R-MO), the bill was referred to the Committee on Commerce, Science, and Transportation.

“After nearly two years of negotiating in the House, including the AMA defeating an effort to exclude motorcycles from this legislation, it is encouraging to see the Senate take the first step in this process,” AMA Washington Representative Zach Farmer said.

The introduction of S.1379 comes on the heels of H.R.1566 — better known as the Right to Equitable and Professional Auto Industry Repair Act (REPAIR Act) — being reintroduced in the House of Representatives in February. Rep. Neal Dunn (R-FL-02) had originally proposed the REPAIR Act in early 2023, and after negotiations between legislators and stakeholders — including the AMA — language allowing the right to repair motorcycles was successfully protected in the bill’s reintroduction.

The AMA advocates for motorcyclists’ right to repair their own motorcycles or utilize the services of independent shops, so the AMA supports legislative efforts like the REPAIR Act and S.1379 as they aim to preserve freedom and accessibility for riders.

Beyond the momentum at the

federal level, the right to repair issue has been prevalent at the state level, with more than 20 states introducing or signing into law proposals that support one’s right to repair.

The AMA’s Government Relations Department will continue to monitor bills at the federal and state levels, and ensure motorcycles are included in any legislative efforts.

To learn more and stay in the loop on the right to repair issue, go to AmericanMotorcyclist.com/rights/ rights-resources

AMA SOUND METER GRANT PROGRAM 2025 APPLication Process OPEN

The AMA’s annual Sound Meter Grant Program — which aims to help event organizers, riders, crews and fans better understand and implement acceptable sound levels according to AMA guidelines — is open for 2025 applicants.

Run by the AMA’s Government Relations Department since the program’s inception in 2005, the Sound Meter Grant Program provides kits to test motorcycle sound levels. (Pictued are the Trail Riders of Southern Arizona using their 2024 kit.) These kits include a Type 2 sound meter, a tachometer, training materials, a spark-arrestor probe, personal protective equipment and a storage case.

The GRD team works tirelessly to ensure motorcyclists are not singled out when it comes to sound pollution enforcement. The sound meter program allows motorcyclists to see quantitative data that falls within legal levels, helping prevent further prejudice against motorcyclists. Those looking to apply can do so by scanning the QR code and ﬁlling out the online form.

up to speed RACING ROUNDUP

OFF-ROAD RACING TRIFECTA

AMA adds three new off-road racing series

BY JACK EMERSON

PHOTO BY STEPHANIE VETTERLY

Not one, not two, but three new off-road racing series will bring more opportunities and action to the 2025 AMA racing schedule.

The three additions to that sched-

ule include J Day Off Road, Grassroots Off Road Series, and American Woods Racing Championship Series.

“The additions of J Day Off Road, Grassroots Off Road Series and the American Woods Racing Champion-

STARS AND STRIPES SNAG SILVER

Team USA takes second at FIM Oceania Women’s Motocross Cup

BY JACK EMERSON

fter a weekend of fierce competition at the Wonthaggi Circuit in Australia, Team USA registered a second-place finish at the FIM Oceania Women’s Motocross Cup.

AThe team, consisting of Jamie Astudillo, Jordan Jarvis, Kyleigh Stallings, Lachlan Turner and Mikayla Nielsen, battled hard but fell just two points shy of Australia — which claimed the title with 77 total points on the weekend.

“We are incredibly proud of our team’s performance at the FIM Oceania Women’s Motocross Cup,” Team Manager Christina Denney said. “Each of our five riders gave their best, and it was inspiring to see how much we learned about racing together as a team. Representing the USA, the AMA, and women in motorsports is an honor, and this experience has only fueled our passion for the sport. We

ship Series make our racing efforts even stronger as we enter the bulk of our 2025 schedule,” AMA Off Road Racing Manager Logan Densmore said. “We are delighted to introduce these three outstanding series to our calendar and cannot wait to continue growing our partnership with each series.”

J Day Off Road, based in New York and the New England region, will serve as the brand-new AMA East Regional Grand Prix Championship.

As a new AMA Featured Grand Prix Series, the Grassroots Off Road Series is one of the largest off-road series in Nevada, Idaho and Utah.

The American Woods Racing Championship Series services racers in Pennsylvania and Ohio, with 10 rounds between the two states — as well as a grand prix event on Oct. 18.

For more information on the AMA’s off-road racing schedule, visit AmericanMotorcyclist.com/racing/off-road/.

are excited for what’s to come and look forward to the next chapter in our racing journey.”

It was essentially a two-team race throughout the weekend, with third-place New Zealand and fourth-place Africa pacing behind Australia and Team USA, scoring 174 and 243 points, respectively.

Australian rider Charli Cannon (1-1-1) swept the motos to claim individual honors, while U.S. racers Turner (2-3-2) and Jarvis (3-3-3) also landed on the podium, finishing second and third, respectively. Nice work, ladies!

Team USA from left to right: Jordan Jarvis, Jamie Astudillo, Team Manager Christina Denney, Kyleigh Stallings, Lachlan Turner, Mikayla Nielsen.

FIM

OCEANIA

A HALL OF FAME IMPACT

he AMA Motorcycle Hall of Fame and its museum protect the history of motorcycling and immortalize those that helped make the sport of motorcycling what it is today.

And while only a select few can be an AMA Hall of Famer, any motorcyclist can make a lasting difference to the sport they love through planned giving to the American Motorcycle Heritage Foundation (AMHF), a 501(c)(3) created to cultivate, secure and perpetuate funding for the AMA Motorcycle Hall of Fame. Planned giving can be done in many ways, including charitable bequests (money given in a will or trust), retirement plans, estate planning and much more. One form of giving comes from required minimum distributions (RMDs), which are the minimum amounts of money that must be withdrawn from retirement accounts each year (usually kicks in at age 73). This money can be designated to 501(c)(3) organizations like the AMHF as the partial, sole or contingent beneﬁciary, and these IRA distributions are not taxed in the way they would be if given to an individual.

The AMA Motorcycle Hall of Fame has benefited and continues to benefit from the generosity of the motorcycling community, and gifts both small and large are important. If you are in a position to help the Hall of Fame and want to give, talk to your plan administrator or estate planning attorney about how to name the Hall of Fame as a beneficiary.

Thank you for helping preserve the history of the sport we all love!

MUSEUM MINUTE

CAPTURING THE MEN, WOMEN AND MACHINES OF THE AMA MOTORCYCLE HALL OF FAME

THE TURNIP EATER

A run-of-the-mill Harley-Davidson Sportster destined for high speeds

BY KEATON MAISANO PHOTOS: AMA ARCHIVE

Despite an inconspicuous beginning to its life as a regular ol’ HarleyDavidson Sportster, this motorcycle made a name for itself by traversing asphalt and salt at ridiculously high speeds.

The legendary bike’s journey began when dealer Mike Wilson sold the bike to Leo Payne in 1957. Both men would go on to become AMA Motorcycle Hall of Famers.

Wilson and Payne modified the bike’s cylinders, heads, carburetors and chassis, transforming the Sporty from a mild-mannered 883cc streetbike into a nitromethaneburning, 1,474cc terror that ran quarter miles in about nine seconds — amazingly quick times for the era.

Payne rode the Harley to

numerous titles and set many records, and amid its run dominating the drag strip, the bike earned the nickname “Turnip Eater” because of its appetite for Triumphs.

In 1969, Payne and his Turnip Eater had an appetite to go even faster, so they turned to a place that was equipped to satisfy that hunger — the Bonneville Salt Flats. It was at Bonneville, a place where machines have traveled across the otherworldly landscape at breathtaking speeds for decades, that Payne’s Turnip Eater became the first non-fully-streamlined machine to surpass the 200-mph threshold when it hit 202.379 mph. The bike tallied an average speed of 196.512 mph.

To accomplish the feat, the bike was towed up to 70 mph before Payne sparked the machine to life. Weight was saved by using a singlespeed transmission, but that meant Payne was forced to slip the clutch up to around 110 mph.

Payne raced the Harley into the 1970s before eventually retiring it. The Hall of Famer remained involved in racing through the ’80s, helping young riders get their start in drag racing.

Upon Payne’s death in 1991, Wilson acquired the Turnip Eater again. After taking time to restore it, he donated the Harley to the AMA Motorcycle Hall of Fame Museum. While the Turnip Eater spent many years of its life traveling at blurring speeds, it can now be found resting within the halls of the museum.

Back in 1959, a recently unemployed Herbert E. “Mickey” Rupp began building go-karts for himself and a few friends in his Mansfield, Ohio, basement.

A little over 10 years later, the former U.S. Marine’s efforts had become Rupp Manufacturing, a recreational vehicle dynamo that churned out karts, minibikes, snowmobiles and all manner of threeand four-wheel conveyances, employed over 400 people, built (and sold) some 75,000 minibikes in ’71 alone, and

recorded sales of nearly $30 million.

“At 33,” wrote noted motorsports journalist Brock Yates in 1969, “Mickey Rupp is a rising tycoon — a man they talk about in Cleveland and Columbus as one of the hottest young industrialists in the state of Ohio, and a powerful trend-setter in the booming [powersports] business.”

Not bad for a decade’s worth of work.

Credit Mickey Rupp’s drive, entrepreneurship and engineering skills for the marketing and manufacturing eruption that created Rupp Manufacturing, and what

RUPP INDUSTRIES FOUNDER HERBERT “MICKEY” RUPP PASSED AWAY IN 2023. BUT DURING THE 1960S AND EARLY ’70S HIS MINIS RULED THE MINIBIKE ROOST, TURNING TUBE-FRAMED MINIBIKES INTO MINICYCLES

BY MITCH BOEHM

PHOTOS: RUPP ARCHIVE, PAUL ZISSER, JIM KISE, BUDDY BAKER, RUSS ROCKNAK

became known as Mickey’s Mansfield Minibike Militia. But a primary catalyst of all that growth and success, at least in the very beginning, was an old, prickly German who co-owned and ran a successful pump company in Mansfield…Mickey Rupp’s father, Herbert.

“Our dad was a tough ol’ German,” Rupp told a video interviewer a decade or so ago, “but we learned more from him about basic engineering than we did in school. If you made something, he would ask, ‘Is that the best you can do?’ and if you said no, he had a vein in the middle of his forehead [that] would pop out, and he’d be totally upset. ‘Why waste your time if you’re not doing the best you can?’ he’d say. ‘It’ll give you pride and self-confidence. Always try to do your best.’ And I found that to be totally true.”

RUPP ROOTS

The foundation of Rupp’s Mansfield-based powersports powerhouse took shape in the late 1950s, when Rupp was working for a go-kart company out of California.

“I was a dealer for the Go Kart Co. of California in the summer of ’58,” he told the interviewer, “and I got laid off. Dad would stop over and ask if I had a job. I said, ‘No, not right now,’ and he would refuse to talk to me!”

“So I put together a go-kart with a ‘step’ frame. Took it out to the Johnny Appleseed shopping center, and there were four light posts we used to race around out there. One day a bunch of us took our karts out there, and lo and behold with the step frame, [I] beat everybody with the same type of engine. So, by the end of the day I had orders for three of them. Then a fellow by the name Reggie from Toledo called. ‘I

heard about the go-karts you’re making,’ he said, and he wanted five of them. When Dad and Mother stopped over the next time, I had orders for 26 of them. So that’s how I started in the go-kart business.”

FROM KARTS TO MINIS

From the basement to the garage to the corner of one of his father’s industrial buildings and finally to his first dedicated manufacturing facility, it wasn’t much of a stretch from building tube-frame karts to building minibikes.

“Doc Tawse [Dr. Robert Tawse, M.D. from Mansfield, 1922-2006] stopped in,” Rupp remembered, “and he had a Beechcraft Bonanza with a large baggage door. He wanted to know if we could put together a little scooter of some kind and fold the handlebars down so he could put it

in the back of the Bonanza. So we came up with the idea of this little minibike, and built two…one for Doc, and the second one, we played with it a little bit.”

“In the spring there was a race at Mid-Ohio [Rupp was an active USAC racecar driver during the mid-1960s, once finishing sixth in the Indy 500 –Ed.],” Rupp told this author back in 2012, “and while the race was going on I rode the thing around the pits all weekend, and people were all over it! I had 20-plus orders by the end of the weekend, and that’s when I figured I should get into the minibike business.”

THE MINIBIKE STORY

From its humble beginnings in WWII as a lightweight “quick-escape” two-stroke to the DIY doings of returning veterans and enthusiasts in the late ’40s and ’50s with surplus engines and arc welders, the traditional “minibike” became a huge deal in the 1960s.

Baby boomers began hitting their teens early that decade, and the type of freedom and fun represented by a little motorized two-wheeler was way too strong to ignore for millions of kids and teens of the era. If you had a Bonanza or a Rupp or a Taco, or any of the hundreds

Rupp’s first production mini was the Dart Cycle, which resulted from Mickey Rupp’s interaction with a local doctor who wanted a minibike to haul around in his airplane. As an early brochure says, the Dart Cycle has “uses galore.” Seems Rupp was onto something. He’d eventually supply the Dart Cycle to Sears, Roebuck and Co. for its catalog.

of models available during the decade, you were “King of the Neighborhood”…and if you didn’t, you lusted after one and probably bugged the heck out of your parents until you did. Pity the boy or girl who heard the words “there will be no motorcycles in this household!”

And for most of the decade, up until 1968, really, when Honda debuted the axis-altering Z50 Mini Trail, we’re talking minibikes here…tube-framed, single-speed, friction-braked and Tecumseh- or Briggs & Stratton-powered torque-converter minibikes, the ones you saw advertised in the back of Boys Life magazine, built yourself from a kit using an old lawnmower engine, or bought at a local hardware store to terrorize the neighborhood on.

THE MODELS

Rupp’s early minis, which it began building in about 1960, were basic, no-frills machines like the simple, aforementioned units: hardtail frames of steel tubing, four-stroke pull-start engines and tiny wheels — the standard formula during the ’60s. Rupp built a thousand units that first year, and two years

“At 33, Mickey Rupp is a rising tycoon — a man they talk about in Cleveland and Columbus as one of the hottest young industrialists in the state of Ohio, and a powerful trend-setter in the booming [powersports] business.”

BROCK YATES

later was supplying Sears with its Dart Cycle mini, which Sears sold in its popular catalog in 1963.

“The all-NEW Dart-CYCLE,” says an ad from 1962, “is rugged yet beautifully designed. For fun, sport or any handy-economical transportation. Weighs just 69 lbs. Carry it in your car, plane or boat…use it anywhere. 2.25 HP, 4-cycle Lauson engine gets you away and keeps you going. Fairbanks-Morse clutch gives you perfect control and 5” Internal Expanding brake assures maximum safety. Only $199.50.”

The ad doesn’t mention the Dart’s admittedly crude telescopic fork, a rarity for minis in those days. But the use of actual front suspension in that early machine set the tone for Rupp’s later mini offerings, as over the next several years the Rupp lineup would feature some serious innovation. In 1963, for instance, came the unique Ridge Runner, which featured belt drive and dual fuel tanks. In 1965, Rupp’s Continental Custom featured rear suspension and full lighting, and was, according to Rupp, “Larger than a minibike, smaller

than a motorcycle.”

Rupp continued to innovate over the years, adding front and rear suspension to certain models and, later, going to larger wheels and more powerful Tecumseh engines, which vaulted bikes like the Hustler, Enduro, Roadster, Roadster/2 and famed Black Widow into real minibike territory, where they would compete quite well versus more advanced Japanese minis like Honda’s CT and SL70, and Yamaha’s Mini Enduro.

THE ROADSTER/2

The best-selling head- and taillightequipped Roadster morphed in similar fashion over the years, going from a small-wheel/smallframe mini to a larger-framed, larger-wheeled machine in 1970 and then again in ’71, when it gained the Roadster/2 designation and even larger wheels. Marginally street-legal, the Roadster/2 was Rupp’s top-of-the-line minibike, eclipsed only by the rare and dirt-worthy Black Widow, which was available only in ’71 and which featured more power and a

“In the spring there was a race at Mid-Ohio, and while the race was going on I rode the thing around the pits all weekend, and people were all over it!”

“MICKEY” RUPP

trick del Orto carburetor and straight exhaust.

“The Widow was the Holy Grail of minis,” remembered Rupp friend Buddy Baker. “If you had one, you were on top of the world!”

“The Roadster/2 really was the Cadillac of minibikes,” said Jim Kise, co-owner of blackwidowmotorsports.net, a Rupp parts and restoration business, “and Rupp sold many, many thousands of the things. They were pretty advanced minis, and kids and adults all over the country

scooped them up. Rupp did a good job marketing them, too. The company sold them through a wide variety of outlets…snowmobile dealers, hardware stores, tractor lots, etc. And you could get parts anywhere.”

“There was good brand recognition from the use of Michigan’s Tecumseh engines, too,” Kise added. “Folks knew and trusted that brand, and it rubbed off. Guys our age are way into the nostalgia thing these days, and these bikes bring it all back. They’re not terribly expensive, either. For a couple-three grand you can buy an old Rupp and restore it. While parts can be pricey, it’s much cheaper than, say, a muscle car project!”

Technically, the Roadster/2 is a relatively simple design despite its semi-roadgoing pretentions. The steel frame is a single downtube/top-tube design that incorporates a beefy swingarm and steering stem. Dual shocks out back and an

Rupp’s early ’70s promotional materials were attractive and effective; Rupp sold some 75,000 units in ’71 alone. Right: the 1960s were minibike crazy.

internal spring telescopic fork up front garnered a “heavy duty” description from Rupp copywriters, while drum brakes laced to chromed, 12-inch wheels — fitted with semiknobby “trials” tires — slowed things down. The 172cc Tecumseh four-stroke routed its four horsepower to the rear wheel through a torque converter — dubbed “TC-1” by Rupp — and a dual-sprocketed jackshaft.

A chromed muffler with spark arrestor exited beneath a Naugahyde-covered saddle that cozied up to a small steel fuel tank. Both body (tank and rear fender) and frame got brightly colored paint — purple, red, blue or green for 1971 — while a chrome handlebar, headlight and front fender provided some sizzle. All in all it was a good-looking and sturdy little package, and all for about $300.

financial mismanagement and bankruptcy (Mickey Rupp sold the company in ’73 to Joe Hrudka of Mr. Gasket fame), remembered those early ’70s years well.

“We lived close to the plant in Mansfield,” Baker said, “and I’d visit the factory pretty often with my dad. I remember the smells of the manufacturing and assembly areas like it was yesterday. It was crazy then; I remember my dad mentioning they were doing everything they could to get bikes out the door, and that demand was huge. ‘Ass crazy’ is how he described it. With all the advertising they were doing, all the magazine stories that were appearing, all the word-of-mouth from owners along with the general excitement around motorcycling at the time, Rupp sold everything it could build. It just took off.”

“This is the feature-packed top-of-the-line Rupp for 1971,” claimed the ’71 full-line brochure for the Roadster/2. “Designed for the Rupp rider who likes to stay out front both in looks and performance, the Roadster/2 has about everything you could want in a compact cycle.”

THE CRAZY YEARS

Buddy Baker, whose father worked for Rupp from 1967 until the company closed for good in ’78 due to

As Rupp owner and collector Paul Zisser of Branchburg, N.J., told me years ago, “They’ll have to bury me with my Rupp Roadster when the time comes!” Zisser probably wasn’t serious, but after speaking with him for a few minutes about his favorite subject — a beautifully restored 1971 Rupp Roadster/2, the purple one pictured on page 38 — I suddenly wasn’t quite so sure.

“When I was 11,” he told me, “I fell in love with the things, right up until I got my first car. Then, for the next 25 years, nothing — until I found an old Roadster and restored it. I love looking at it, riding it, being near it. The look and sound have

Images taken from an early ’70s promotional film focused on Rupp’s easy-to-ride and -maintain minis, its capable engineering and well-earned durability, and Mickey Rupp’s literal hands-on approach to assembly-line production, which wasn’t bluster. The guy was involved.

a powerful hold on me!”

Zisser’s not alone, of course. There are thousands of likeminded enthusiasts out there, guys and gals who grew up during the ’60s and ’70s and lived through the crazy decade of the 1960s.

Zisser’s purple Roadster/2 has been restored using a good number of NOS parts and some careful repainting and refurbishing. “Everything’s as it should be,” said Zisser, “though you can see that the left side engine cover decals are a little worn. I left them like that intentionally because very few restored bikes have originals; they were in pretty good shape and I wanted a little something to remind

everyone that this bike is more than 50 years old!”

“In 1972 I was a 9-year-old kid playing with Hot Wheels and riding a Schwinn Sting-Ray living in Maine,” Rupp enthusiast and collector Russ Rocknak told me recently. “Our family had property that extended down to a lake, and in those days my parents didn’t expect to see me again until dinner time. And then one of my friends got a minibike…and it changed our whole world. Next thing you know, I was doing more odd jobs to hopefully get one for myself; my dad even offered to pay for half of it.”

“Soon I found a well-used 1970 Rupp Enduro,” Rocknak added. “It had flat tires and a bad clutch, but it was mostly there so we bought it. My dad used it as my early introduction to the mechanical world and said, ‘I can help you fix it, and when it breaks again — and it will — you’ll know what to do.’ We got that bad boy running and off I went — 365 days a year. I would ride it all year long, even on the lake when it froze in the winter. I loved that Rupp.”

“These days I restore and collect Rupp minis and presently have eight of them. To me it’s like looking at my old

Hot Wheels cars — they make me feel young again. I’m just not a 70-pound 9-year-old anymore! Still, my 1969 Roadster will do a nice wheelie when shifting from first to second. So thanks for everything, Mickey Rupp! You put a lot of highoctane fuel in the veins of kids due to your inspiration.”

THE BEGINNING OF THE END

The year 1971 was a peak season for Rupp, when the company was selling tons of karts, snowmobiles and minibikes…some 75,000 minis that year alone. But a year later things began to slide. A mild winter piled up snowmobile

Mickey Rupp did a lot more than build karts, snow machines and minis; he raced at Indy and in P51 Mustangs, as well.

inventory at the factory and at dealers, which caused revenue shortfalls. A ban on snowmobile use on public lands hurt, too, as did an import duty on snowmobile engines Rupp was importing from Asia.

Rupp shrank its minicycle product line in ’72 and ’73 to help save money, but a bigger blow came when Rupp himself was forced to sell the company — which had gone public in 1970 — by the banks and financiers, who sold it to Joe Hrudka of Mr. Gasket fame. Feeling it needed to compete with the Japanese in terms of larger bikes (the Japanese were flooding the market with superb dirt bikes and streetbikes by this time) but not realizing the company was completely outclassed from design, engineering, production, distribution and marketing standpoints, Rupp’s new owners teamed with Fuji and built a range of two-stroke dirt and dualsport machines…all of which failed badly in the marketplace.

“Those guys had no clue about the powersports business,” Rupp told me more than a decade ago. “And once my great R&D, marketing, and factory people left, which only took a few months, the new owners were left with nothing.” The owners tried to keep things going, but the bad product decisions put the writing clearly on the wall; Rupp was in its death throes, which would last until 1978, when it closed its doors for good.

LEGACY

Rupps — Roadsters, Black Widows, TT500s, Enduros, MX-80s, etc. — and a whole range of minibikes from back in the day are in some ways the purest form of time capsule for many baby boomer motorcyclists. Whether we owned and rode them or simply saw and lusted after them as they were ridden in the back trails or around the neighborhood or campground, they imprinted in our adolescent minds as strongly as anything in our lives.

“Mickey Rupp built and sold the things of every

adolescent boy’s most fervent dreams,” wrote Craig Fitzgerald for Hemmings Motor News in 2009. “Go-karts, snowmobiles, and, what paid the freight for Rupp almost every year of its existence, minibikes. Between 1968 and 1971, Rupp was a phenomenally successful company, and in that time sold nothing with an engine displacement larger than about 200cc. At the time, it was a brand to be reckoned with.”

RUPP REMEMBERS…

When I spoke to Mickey Rupp about his life and time with Rupp Manufacturing more than a decade ago, he’d recently sold his successful fishing outrigger business to his son and son-in-law, and had moved back to Mansfield with his wife and kept busy refurbishing an old family farm. I asked if he was surprised about the renewed attention his minis have generated over the last several years.

“What’s surprising,” he told me, “is what some people will pay for a nicely restored Rupp minibike! It’s amazing. Yeah, the whole Rupp thing flew by. It was fast and furious. They were great years, and we took it all for granted. What kept us going was the great crew we assembled; we hired smart folks! In the beginning, I ran the company. But once we took it public and I was flying to New York, dealing with financial people and analysts, the company ran me!”

Fast and furious, for sure, but there’s no doubt that guys like Baker, Kise, Rocknak and Zisser — and thousands of other Rupp fans — are still very, very happy that Herbert E. “Mickey” Rupp decided to launch his kart and minibike business 66 years ago…and that the vein in his father Herbert’s forehead popped out in anger once in a while! AMA

Rupp restorer Russ Rocknak with his immaculately re-worked ’68 Rupp TT500. “These were top-of-theline bad boys,” he said, “with the big-block five-horse Tecumseh and innovative, two-speed clutch.”

“When I was 11, I fell in love with the things, right up until I got my first car. Then, for the next 25 years, nothing — until I found an old Roadster and restored it. I love looking at it, riding it, being near it. The look and sound have a powerful hold on me!”

PAUL ZISSER

BHUTAN THE HAPPY KING DOM

CRUISING THE MAGICAL HIMALAYAS ON — WHAT ELSE? — ROYAL ENFIELD’S HIMALAYAN DUAL-SPORT

BY DICK SCHULZE

BY THE AUTHOR AND BHUTAN TUSK TOURS

fter eight summers and well over 100,000 miles of cruising the USA (every state except Hawaii) and Canada (every province except Northwest Territories and Nunavut) on my Triumph Rocket III, I was ready for a new adventure. Inspiration came from the award-winning 2019 movie, Lunana: A Yak in the Classroom.

AThe movie, set in the “magical kingdom” of Bhutan in the Himalayas, tells of a young Bhutanese schoolteacher who dreams of a career as a professional singer in Australia, but is sent to the remote yak-herding village of Lulana to teach in a one-room, dirt-floor schoolhouse so devoid of instructional materials that it has only scraps of paper (not glass) covering the window openings. At first, he is miserably unhappy in his primitive surroundings — he has to burn yak dung in the stove to keep warm at night and there’s not even enough electricity to charge his iPod! — but he develops such affection for the people of Lulana, especially the children, that in the end he seems ready to give up his Australian dreams and continue teaching in the village.

The movie had so captured my heart that I wanted to visit this magical place. An online search led me to Bhutan Tusk Motorcycle Tours (bhutantuskmotorcycle.com), and thus began one of the most amazing motorcycle adventures of my life.

Bhutan is a small Buddhist kingdom (about the size of Massachusetts and Connecticut combined) east of Nepal, sandwiched between India and Tibet. The Himalayas form a series of steep northsouth ridges through the country. It has exactly one east-west highway, which is two lanes wide in the more-developed west, but which

PHOTOS

AT DINNER THAT EVENING, KHANDU BRIEFED ME ON ROAD CONDITIONS: SPEED LIMIT COUNTRY-WIDE IS 30 MPH, WHICH SEEMS SLOW UNTIL YOU FIND THAT THERE AREN’T VERY MANY ROADS WHERE YOU COULD GO MUCH FASTER EVEN IF YOU TRIED.

narrows to little more than 1.2 lanes in the east — just wide enough for a motorcycle to squeeze past an oncoming car with inches to spare.

The highway switchbacks its way down one ridge and up the next for some 435 miles. Twisty-curvy? Oh, my goodness! Tail of the Dragon, move over! Bhutan claims to be the happiest kingdom on earth. Well, for sure it’s home to what must be the world’s happiest motorcycles!

I signed up for a motorcycle tour of the country. My guide was Khandu (pronounced “Can Do”), owner of Bhutan Tusk Motorcycle Tours, and a mechanic as well as a tour guide. He guides groups of bikers who are traveling together, but he won’t form groups out of strangers, so I became a “group” of one.

Cost was about $6,500 for 15 days, including the full-time services of Khandu and his assistant, Mr. Chin, driving the support car; rental of a Royal Enfield “Himalayan” 411cc bike; three full meals per day; hotels; and Bhutan’s “Economic Development Fee” (a tax on visitors) of $100 per day. My only other expenses were tips and evening drinks at the bar.

I flew from San Francisco to Singapore, and after a three-day layover to visit friends and adjust to crossing nine time zones, on to Bhutan’s international airport in the city of Paro on a Royal Bhutan Airlines Airbus. Khandu and Mr. Chin met me on arrival and took me to my hotel, where I quickly found that the promised “three-star” hotels were actually more like four stars. Not only were they modern and spacious, but I was treated like royalty by hotel staff everywhere. I actually had to get used to not carrying my own luggage!

At dinner that evening, Khandu briefed me on road conditions: speed limit country-wide is 30 mph, which seems slow until you find that there aren’t very many roads where you could go much faster even if you tried. And they drive on the left. Except in the capital city of Thimphu, traffic is very light, although every now and then you’ll encounter a traffic jam of Himalayan proportions. And be sure to avoid the cowpies — they are every bit as wet and slippery as they look!

The tour began at the hotel in Paro the next morning. Despite being accustomed to my heavy cruising bike back home, I’d spent many happy days in bygone years riding 400cc or so Hondas and Kawasakis all over Singapore and Malaysia and even a rickety old Royal Enfield 500 through the streets of Delhi (a different kind of motorcycle adventure best told over a beer at the end of the day), so I felt right at home on the much lighter and smaller Royal Enfield Himalayan.

From Paro, Khandu and I headed east on our Enfields, skirting the capital city of Thimphu up to the Dochula Pass (elevation 10,302 feet). Between Paro and Thimphu, the

highway carries heavy traffic, especially slow trucks, but fortunately no semis as even the main highway is too twisty for such vehicles. I was not loaded down with any baggage (it was all in the support car), so the Enfield’s 400cc’s gave ample passing power. Continuing eastward from Thimphu, the traffic eased up and the ride became a beautiful, twisty-curvy scenic cruise through the mountains (think Blue Ridge Parkway on steroids). At the summit of the pass is a war memorial consisting of 108 chortens (Buddhist shrines) honoring Bhutanese soldiers killed in a 2003 battle against insurgents who were using Bhutan as a base to attack northern India.

of the driveway from the road to the Gangtey Tent Resort was about the roughest rock-strewn road I had ever ridden anywhere, but the Enfield handled it with ease. I was glad not to be on my Rocket III! While my “tent” had canvas walls, it was a permanent structure complete with queen-size bed, heated floor, and first-class bathroom, and the resort had a luxurious dining room where I sampled locally distilled K5 whisky. Yum!

Later, we left the highway at the village of Nyelsa and took a back road, paved but little more than one lane wide, up to an altitude of 11,024 feet to the village of Gangteng and the Black-Necked Crane sanctuary in the Phobjikha Valley. The last kilometer

forest

the

The next day, I got a beautiful view of the dzong (fortress) at Trongsa on the way to the Yotongla Pass at an altitude of 11,273 feet. All along the route, the mountains were blanketed with green forests. Within the space of an hour, we would ride from a valley floor with lush, subtropical vegetation including palm trees, to a pine forest high on a mountain ridge. We stopped overnight in the town of Jakar and the next day took a day off from riding to travel 18.6 miles in the support car over a nasty unpaved road to the Ogyen Choling Museum. Among the exhibits was a set of wooden masks symbolizing saints, sages, protective deities

Left to right: One of the many spectacular dzongs — aka Buddhist temples — we saw along the way. A Bhutanese bovine standoff. The view out over the Phobjikha Valley. Our Royal Enfield Himalayan steeds, bedded down for the night. The “driveway” up to the Druk Deothjung Resort.

and

The highway switchbacks its way down one ridge and up the next for some 435 miles. Twistycurvy? Oh, my goodness!

Tail of the Dragon, move over!

and legendary personalities. While traveling along this road, I watched a maintenance crew repairing potholes by using sledgehammers to break rocks into baseball-size chunks, which they would fill the potholes with and then cover with dirt. No power tools or grading machines in sight.

Bhutan is a Buddhist country. The dzongs and many of the other important structures are actually Buddhist temples. My first of several temple visits occurred when Khandu, a religious man, took me into the temple adjacent to the museum to observe while he performed his prayers of the day. Respectful dress is required in the temples (for men, long-sleeved shirts and long pants). Shoes must be removed before entering. Unfortunately, photography isn’t allowed in the temples, which prevented me from taking pictures of the many incredibly ornate and beautiful works of art such as statues of the Buddha.

Archery is Bhutan’s national sport. I watched some Bhutanese archers at practice and was amazed at their accuracy over long distances. I tried it myself, but over a much shorter distance. Out of about 40 shots, I actually

managed to hit the target three times!

We continued eastward over a 12,467-foot pass to the city of Mongar. The road was cut into the side of a cliff for several kilometers — it was a bit scary looking down into the void from the road! A storm in the Bay of Bengal hundreds of kilometers to the south resulted in a thorough drenching, although the weather was warm enough that I wasn’t shivering with cold. My spacious room that evening in the lovely Trogon Villa Hotel gave me plenty of space to spread out my soaked heavy jacket and other riding gear to dry overnight. The hotel was located on the highway, and despite the rain the visibility was good, so the riding was no more difficult than riding on wet pavement anywhere else.

We rode a secondary road, intermittently paved and not paved but manageable on the Enfield, the next day to the village of Khoma, where people work at hand looms weaving magnificent, multi-colored fabrics for which Bhutan is famous. From there, we rode to the 147.6-foot statue of

Guru Rinpoche, a central figure in bringing Buddhism to Tibet and Bhutan in the 8th century. That night we stayed in guest quarters of the monastery that adjoins the impressive statue.

I was getting more used to unpaved sections of highway, which we encountered more often the further east we rode. I managed the half-mile rocks-and-gravel section of the side road from the monastery back to the highway with ease. The highway was a delight as we twisty-curvied up and down ridges to the town of Trashigang, ending at the Druk Deothjung Resort. Khandu navigated the mud-and-gravel driveway up from the highway to the resort on his Enfield with ease, but this

called for real off-roading skills, of which I had essentially none prior to my arrival in Bhutan. Riding up this rocky, muddy drive was a struggle with much slipping and sliding from side to side, but I didn’t fall over and my luxurious room more than made up for the bouncy, grimy ride.

From Trashigang, it was a day ride round trip to the nomad village of Merak. Merak is as far east as you can go by road. Less than a mile before we got there, cruising along at about 20 mph, my engine quit and I ground to a sudden halt in the middle of the road. I couldn’t restart it. Mr. Chin, who arrived a moment later in the support car, couldn’t restart it. Khandu, who was in the lead and out of sight, realized something was wrong and turned back to find me. Despite his experience as a mechanic, he couldn’t restart it, either. Two hours, one new spark plug, one cleaned-out fuel line, and assorted other

Left to right: Rockand gravel-strewn switchbacks were abundant. Seeing my wounded bike off. Bhutanese archers at play. Post-ride R&R. Cruising through a particularly dramatic valley. Making friends with the locals.

tweaks later, it still refused to start.

We loaded the bike into the support car, and I enjoyed a beer during the last bit to Merak. Well…not really! I made no attempt to ride the bike once it was strapped into the car. The photo on the opposite page was taken in the hotel car park.

The yak, a common farm animal in nomad villages such as Merak, is kind of like a cow with long black hair. It produces milk, and with that butter and yummy cheese, and generally serves its nomadic herders much as cows would. I tried to take a selfie with one, but it unfortunately shied away.

The following day, Khandu called home to Thimphu to arrange a replacement bike for me. Two of his young associates rode bikes for 12 hours through a driving rainstorm to meet us. Meanwhile, he gave me his Enfield to ride for the day and he traveled in the support car along with Mr. Chin. This was the only time on the tour when Khandu was not leading the way on his Enfield. We retraced our route from Trashigang back to Mongar, where Khandu’s associates met us at the hotel. They gave me one of the two bikes they had traveled on, and the next morning the two of them

FROM CHHUZOM, WE RODE A SECONDARY ROAD — WHICH WAS PAVED IN PLACES AND UNDER CONSTRUCTION (UNPAVED) IN SEVERAL LONG, MULTI-KILOMETER SECTIONS. BY THIS TIME, I WAS USED TO UNPAVED GRAVEL ROADS. MY ENFIELD PERFORMED WELL AND HAD PLENTY OF POWER, DESPITE THE ALTITUDE.

boarded the other one to return home. If that isn’t service, I don’t know what is!

Tandir Wangchuk, who has since left Bhutan to attend college in Victoria, British Columbia, guided me through Punakha’s beautiful dzong, which was built in 1637-38 by Ngawang Namgyal, founder of Bhutan, at the confluence of the Pho Chhu (“Father River”) and Mo Chhu (“Mother River”). The dzong dominates the Punakha Valley and is spectacularly lit up at night.

This time, instead of skirting around Thimphu, we rode right into the center of the city, including a ride along the only four-lane highway in the country. Roads in the city were good, no mud or gravel, and traffic was about what

you would expect in any modern city. Only there are no traffic lights in Bhutan! In one of the busiest intersections, I encountered a sight that used to be common in the U.S. when I was little: a white-gloved traffic policeman in the middle of the intersection directing traffic.

I was fascinated by Himalayan wildlife. One morning, sunning myself on the deck outside my hotel room before the day’s ride, I watched a tiny spider maybe 3 millimeters across spinning her web. Suddenly, another spider approached, climbing along one of the web’s support threads. The spinning spider stopped her work, ran out along the support, and attacked the newcomer, knocking it to the ground.

It’s the first time I’ve ever seen a spider fight! Riding along the highway a few days later, I suddenly stopped for a macaque family out for a

Left to right: Khandu atop Bhutan’s highest pass. My quite plush lodgings were amazing. Looking out over the Wang Chhu River. The takin, Bhutan’s official animal. Children in traditional costumes. Main image: Chortens (Buddhist shrines) can be found everywhere.

Sunday stroll. And just a short ride out from Thimphu is an animal rescue center, where I saw Bhutan’s official animal, the takin, a wild animal nearly as big as a cow and said to be bad-tempered. I didn’t get close enough to find out!

About half an hour’s ride out of Thimphu, we visited a famous 164-foot statue of Buddha, then continued west on the main highway to a junction at Chhuzom. At this point several years ago, an Indian construction company built a new bridge over the Wang Chhu River, but the bridge collapsed less than a week before its scheduled opening, tragically killing several construction workers. There are remnants of the new bridge today, but the partly paved, partly gravel old road and old bridge is what’s still in use.

From Chhuzom, we rode a secondary road — which was paved in places and under construction (unpaved) in several long, multi-kilometer sections — to the beautiful Haa Valley. By this time, I was used to unpaved gravel roads. My Enfield performed well and had plenty of power, despite the altitude as we crossed Bhutan’s highest mountain pass where Khandu is shown pointing out the altitude — 13,084 feet. We stayed overnight in the valley and the

next day rode another twisty, but well-paved, road over the mountains to our hotel in Paro, where Mr. Chin took back the motorcycle. After 14 days of riding adventure, I hated to part with “my” Enfield!

The next day, my last in Bhutan, I hiked up a foot path to Taktsang Palphug (Tiger’s Nest), a Buddhist temple built into the side of a cliff in the 17th century nearly 3,280 feet above Paro. One last night in the hotel in Paro and it was off to the airport for my flight home the next day. My magical motorcycle tour of the Magical Kingdom of Bhutan was over, and words can’t describe how happy I was (and am) for doing it. Many thanks again to Lunana: A Yak in the Classroom for the inspiration!

Postscript: A week later, Khandu told me that the valve in my first bike had broken into four pieces; the timing chain was also broken, and the piston was damaged, necessitating a total engine rebuild! AMA

FORGING success

BORN IN OHIO MORE THAN 80 YEARS AGO, WISECO HAS BECOME MUCH MORE THAN A PISTON COMPANY

BY AARON FRANK PHOTOS: COURTESY OF WISECO

ver since Clyde and Jeanette Wiseman founded Wiseco in their cramped, two-car garage on Cleveland’s east side way back in 1941, the Wiseco name has been synonymous with racing and performance.

EAt that time, Clyde was a competitive outboard motorboat racer who just wanted to go faster. In those days, before any aftermarket even existed, if you wanted performance parts, you had to make them yourself.

So, the Wisemans went to work. Clyde taught himself how to cast big-bore pistons in his residential garage and, shortly after that, he began winning races — lots of races. Soon, other racers began asking him to make pistons for them and, just like that, an American highperformance legend was born.

Eight decades later, Wiseco remains one of the most prominent names in aftermarket performance, on two wheels and four. Even though the company has since expanded into every aspect of

“Wiseco has never wavered from recognizing the importance of doing all the manufacturing in-house and keeping everything under our own control.”

KEVIN BAILEY

engine performance — offering crankshafts, connecting rods, valvetrains, complete engine rebuild kits, clutches, gaskets, and even thermal-protection components — Wiseco is still best-known for forged pistons that are 100-percent Made in the USA.

“Every single Wiseco piston is made at our facility in Mentor, Ohio,” explained Kevin Bailey, marketing manager at Race Winning Brands, Wiseco’s parent company. “And every single piston we make is forged in-house,” Bailey added. “We don’t offer any cast pistons at all — that’s a common misconception.” The dedicated forging process, which both increases the density and realigns the grain flow of the base aluminum alloy to make forged pistons

you look at a typical piston from as recently as the 1980s, its profile is not unlike that of a soup can: a full-round design with a long skirt that likely extends around the entire circumference, topped by a tall crown with minimal valve reliefs (for fourstroke engines, anyway) and a thick top ring.

Compare that to a modern piston: The modern design likely features an extremely short skirt with massive side reliefs, and only the smallest contact patches remaining on just the major and minor thrust sides. Modern piston rings are very thin, and complex valve relief patterns also improve combustion efficiency. There’s a significant difference in design between then and now, and an equally significant difference in power output and efficiency.

the ultimate in strength and durability, makes Wiseco’s pistons among the best in the world.

a big name in go-kart racing —

Though Clyde Wiseman got his start racing boats, he quickly expanded his business in terrestrial directions immediately after WWII, becoming one of the first movers in the emergent high-performance aftermarket that was developing in the late ’40s and early ’50s. Wiseco quickly became a big name in go-kart racing — hugely popular in California during that period — followed by an expansion into the motorcycle and then snowmobile industries in the 1960s, as those markets grew.

When strength and light weight are prioritized, as when racing motorcycles, forging is the manufacturing method of choice. Wiseco transitioned to all-forged pistons in the early 1990s, when it purchased and installed its massive main forging press that remains in use today.

Wiseco was still casting pistons at that time — the company didn’t build its ISO 9000-certified forging facility until the 1990s — and its ability to quickly improve designs and rapidly develop different bore sizes for racers looking to increase performance soon made Wiseco an indispensable aftermarket partner for racers across the country.

Quite a bit of the innovation in piston design, particularly over the past 40 years, has been initiated by Wiseco. If

mechanical monster that looks like something straight

“That forging press is so impressive,” Bailey said. “It’s a giant mechanical monster that looks like something straight out of the industrial revolution. It was so big that when it was first installed, we had to dig a pit and pour an entirely new foundation inside the building and use a massive industrial crane to drop the press through an opening in the roof. It’s amazing.”

Everything from forging to final machining is done under the same roof at Wiseco’s 150,000-sq.-ft. facility in Mentor, a process that Wiseco calls “Bar-to-Box.” First, an aerospace-grade section of aluminum bar stock is cut to precise lengths to form piston slugs. Next, the slugs are pre-heated and moved into the forging press, where the rough piston shape is formed.

Everything from forging to final roof at Wiseco’s 150,000-sq.-ft. facility in Mentor, a process that Wiseco calls “Bar-to-Box.” First, precise form and the

Once the forging is complete, the piston slugs are heattreated to relieve stress and provide the desired surface hardness, and then CNC-machined to create the final shape.

Forged pistons typically require significantly more final machining than cast pistons, which is the main reason why forged pistons are usually much more expensive.

“Wiseco has never wavered from recognizing the importance of doing all the manufacturing in-house and keeping everything under our control,” Bailey said. “We have our own in-house engineering team, our own manufacturing line, we use many proprietary processes and systems, and even many specialized tools that we’ve built ourselves. Everything we do is done to the highest level, and this is what keeps Wiseco on the cutting edge of performance development.”

Wiseco has been rooted in racing from Day 1, and its singular goal — to help customers win more races — remains one of the company’s driving forces, even today.

“The majority of the people who have worked at Wiseco in engineering and product development have always been racing enthusiasts,” Bailey said. “Most of our employees ride

every weekend and usually race, too, and a lot of our best products were developed by employees having a need of their own to solve. These folks are the same as our customers, and that’s one of the big keys to our success.”

Wiseco clutch baskets are a perfect example: “The clutch project started internally because an employee wanted a clutch basket that was more durable than a conventional billet piece,” Bailey said. “Since we control all our forging in-house, it was relatively easy for us to start forging clutch baskets, too. Our clutch baskets actually come with a lifetime warranty because they’re so durable. It’s just one example of a natural expansion driven by an employee need.”

Wiseco’s consistent commitment to high-level development has resulted in some very high-level partnerships for the company over the years. Wiseco has worked with some of the best motorcycle racers in the world across many categories, including AMA Motorcycle

From forging to finishing to final packaging, every single Wiseco piston is made at the company’s 150,000-sq.ft. manufacturing facility in Mentor, Ohio. Far left, above:

Wiseco’s Cleveland-garage roots, and the man — Clyde Wiseman — who made it all happen. Below: a very trick Honda/HRC piston.

Hall of Famers Scotty Parker in AMA flat track and Terry Vance in NHRA Pro Stock motorcycle drag racing. Wiseco even ran an in-house AMA Superbike team, supported by the Yamaha factory, with rider Tom Kipp in the early 1990s.

Such high-level collaborations continue today through Wiseco’s partnership with Honda/HRC, supporting Jett Lawrence and the rest of the factory Honda riders in AMA Supercross competition. Bailey called this arrangement a “big win and a big milestone” for Wiseco.

“Our engineering and development team in Ohio interacts directly with HRC’s engine department,” Bailey explained, “bringing in staff from Honda Japan on an as-needed basis. When there’s a new design to try, they’ll come to us with ideas or dimensional changes, and we’ll make those parts. We’ll test run the new parts on our in-house engine dyno and then share and compare data and help them create exactly what they need to win championships.”

High-level racing collaborations not only increase engineering and technical knowledge inside Wiseco, but also increase company morale — especially in a

Wiseco has always backed top-level racers, including NHRA champion drag racer

Terry Vance (left) and fellow HOFer and AMA flat tracker Scott Parker (above). These relationships provide realworld performance data that improves those products.

workplace where so many workers are rabid racing enthusiasts themselves.

“When a Supercross team wins a championship with our parts, or a supported racer accomplishes a big goal and sends us a No. 1 plate, we always share that with everyone across the company,” Bailey said. “We want them to know they’re

not just pushing buttons all day. Everyone at Wiseco knows that their work translates directly to race wins and championships.”

And it’s not just racing at the professional level; Wiseco also actively supports motorcycle racing at the grassroots level. Each year the company sponsors hundreds of amateur and professional racing events and series, including the AMA Grand National Cross Country (GNCC) Series, Loretta Lynn’s AMA Amateur National

“Most of our employees ride every weekend and usually race, too, and a lot of our best products were developed by employees having a need of their own to solve.”

KEVIN BAILEY

Motocross Championships, the Wiseco 2-Stroke MX World Championships, and many more.

“Everything started for Wiseco by supporting grassroots racers,” Bailey said, “and we’ll never move away from that. Grassroots racing is what keeps the industry pumping. Racing with factory Honda is awesome, but that doesn’t have nearly as big of an impact on our business as the many thousands of people racing on a grassroots level. That’s who we do it for, and that’s who we are, ourselves. We never want to stop supporting grassroots racing.”

A pillar of Race Winning Brands’ 20-brand portfolio, Wiseco retains near total autonomy, a unique market position, and a devoted customer base. This command

position allows Wiseco to remain committed 100 percent to its Made-in-America, Bar-toBox philosophy, even in the face of always-changing business challenges.

As is the case for all American manufacturers, it remains a challenge to attract the engineering and manufacturing talent required to produce such worldclass results.

“Finding workers who have the skill set, and who are interested in the racing culture, can be a challenge,” Bailey said, “especially since COVID.” The company has relationships with local technical colleges, and it has also had success recruiting engineering students who are interested in racing and performance through various Formula SAE programs. It can be a challenge to find those workers, Bailey said, but when they do find the right people, they tend

The Mentor facility isn’t only for manufacturing. Wiseco’s in-house engineering team operates there, along with its racing department — partnered with Factory Honda/HRC — that develops and tests new piston designs that help Jett Lawrence (right) and other Honda Supercross riders win races.

“Our engineering and development team in Ohio interacts directly with HRC’s engine department, bringing in staff from Honda Japan on an as-needed basis.”

KEVIN

BAILEY

to stay at Wiseco for a very long time. Wiseco has an unusual number of employees who have worked at the company for two, three and even four-plus decades, a situation increasingly unheard of in our modern economic environment. Such longevity lends weight to Wiseco’s internal motto: “Quality People Building a Quality Product.”

Another big challenge, Bailey adds, is just staying ahead of OEM piston design. “OEM pistons just keep getting better and better,” Bailey said, “so we have to challenge ourselves and work harder with even more R&D and more testing to produce even small improvements and results. There’s been so much OEM improvement, especially over the past few years. It keeps getting tougher, for real.”

Whatever other challenges might arise in the future, one thing that won’t waver is Wiseco’s continued commitment to race-winning performance and American-made quality. When it comes to pushing the performance envelope, there is always more to discover. With an enthusiastic workforce that remains deeply engaged in the industry and in racing culture, Wiseco is uniquely positioned to stay on the cutting edge of high-performance development for the next 80 years — and beyond. AMA

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AMA CALIFORNIA

SANCTIONED COMING EVENTS

Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.

AMA GEORGIA

Desert Scrambles June 1. Johnson Valley. Meltdown 34, Racers Under the Son, Inc., (949) 689-5078, Ruts@ruts.org, Ruts.org

Speedway June 7. Industry. Industry Hills Speedway, Industry Racing LLC, 949-274-0836, kelly@industryhillsspeedway.com, industryhillsspeedway.com

Motocross June 14 - 15. Rancho Cordova. Midwest Youth/Amateur Regional, 2xp LLC dba 2xpromotions, 740-297-6686, info@2xpromotions.com

Flat Track: TT June 14. Lodi. 2025 D36 Dirttrack Championship, Lodi Motorcycle Club, (209) 368-7182, www.lodicyclebowl.com

Dual Sport June 14. Inyokern. Dash to the Piute’s, Lost Coyotes MC, Inc., (661) 803-3179, fastdesertdude@gmail.com, https://lostcoyotes.org/ Motocross June 21 - 29. Mammoth Lakes. Mammoth Motocross, 2xp LLC dba 2xpromotions, https:// www.2xpromotions.com/events/category/road-tomammoth/

Adventure Ride June 21. Big Bear Lake. Big Bear Run, Big Bear Trail Riders, Inc., (818) 391-3031, miguel.burgi@gmail.com, www.bigbeartrailriders.com

Dual Sport June 21 - 22. Big Bear Lake. Big Bear Run, Big Bear Trail Riders, Inc., (818) 391-3031, miguel.burgi@gmail.com, www.bigbeartrailriders.com

Hare Scrambles/Cross Country June 21 - 22. Norden. Donner Challenge, Garrahan Off Road Training, (408) 857-5884, brian@garrahanoffroad.com, www. amad36.org

Extreme Off-Road June 21 - 22. Norden. Donner Challenge, Garrahan Off Road Training, (408) 8575884, brian@garrahanoffroad.com, www.garrahanoffroadtraining.com

Speedway June 28. Industry. Industry Hills Speedway, Industry Racing LLC, 949-274-0836, kelly@ industryhillsspeedway.com, industryhillsspeedway. com

Road Race June 8. Pueblo. Motorcycle Roadracing Association (MRA), Motorcycle Roadracing Association, john@racepmp.com, racepmp.com

AMA COLORADO

Motocross June 14. Colorado Springs. 37th Annual Pikes Peak Supercross, Black Diamond Promotions, (970) 545-0763, mark@blkdiamondpromotions.com, www.pikespeaksupercross.com

Observed Trials June 22. Canon City. RMTA Series #5, Rocky Mountain Trials Association, (719) 2391234, chris.hertrich@state.co.us, rockymountaintrials. org

Flat Track: Short Track June 27 - 28. Brighton. Adams County Flat Track, Black Diamond Promotions, (970) 545-0763, mark@blkdiamondpromotions.com, www.rockymountainﬂattrack.com

Flat Track: TT June 27 - 28. Brighton. Adams County Flat Track, Black Diamond Promotions, (970) 554-0763, mark@blkdiamondpromotions.com, www. rockymountainﬂattrack.com

Motocross June 29. Lakewood. RMRA Motocross, Colorado Motorsports Promotions LLC, (303) 9097003, denjump@gmail.com, www.tvmx.net

AMA DELAWARE

Flat Track - Short Track June 21. Seaford. Bash at the Beach, Heart and Soul Racing, 443-553-0897

Dual Sport June 7 - 8. Suches. The ‘Hooch’ Dual Sport Ride, Georgia Recreational Trail Riders Association, (770) 517-8358, straitarrow_john@yahoo.com, www.gartra.org

Road Ride/Run June 13 - 14 Hiawassee. British in the Blue Ridge, Greater Atlanta British Motorcycle Association, (404) 394-7708, gabmanewsletter@gmail. com, www.gabma.org

AMA IDAHO

Enduro June 1. Idaho City. Idaho City 100 Enduro, Boise Ridge Riders, (208) 994-5785, info@boiseridgeriders.org, www.boiseridgeriders.org

Hard Enduro June 12 - 14. Kellogg. Silver Kings Hard Enduro, Inside Enduro, (406) 219-1788, admin@ insideenduro.com, www.silverkingshardenduro.com

Motocross June 21 - 22. Preston. RMX Championship Series - Rnd 5, Grassroots MX, LLC, (801) 540-8625, grassrootsmx1@gmail.com, GrassrootsMX.com

AMA ILLINOIS

Trail Ride June 1. Belleville. BET Open Ride Day, Belleville Enduro Team, (618) 277-3478, bellevilleenduroteam@gmail.com, bellevilleenduroteam.com

Motocross June 1. DuQuoin. Indian Hills MX Reved up Series & Mid America Series, Indian Hills MX LLC, (618) 571-0348, indianhillsmx55@gmail.com, indianhillsmx.com

Trail Ride June 1. Ottawa. Egg Hunt, Variety Riders Motorcycle Club Inc, (815) 434-3669, Varietyriders@ yahoo.com, Varietyriders.com

Motocross June 7 - 8. Casey. Thor Showdown Series, Lincoln Trail Motosports, (217) 932-2041, info@ ridelincolntrail.com, ridelincolntrail.com

Motocross June 7. Mendota. Megacross Shootout Series, Moto Pro Inc., wardy@mtco.com, www. megacross.com

Flat Track: Short Track June 14. Macomb. Short Track, Lamoine Ramblers, (309) 837-9436, lamoineramblers@gmail.com, Lamoineramblers.net

Grand Prix June 14. North Utica. Fox Valley Off Road Series, Moto Pro Inc., 815-431-9913, wardy@mtco. com, foxvalleyoffroad.com

Hare Scrambles/Cross Country June 15. North Utica. Fox Valley Off Road Series, Moto Pro Inc., 815431-9913, wardy@mtco.com, foxvalleyoffroad.com

Hillclimb June 15. Oregon. hillclimb, Rock River Riders, 815-914-1915, RRR.MC.org

Motocross June 21. Mendota. Megacross Shootout Series, Moto Pro Inc.,, wardy@mtco.com, www. megacross.com

Observed Trials June 21. Loran. Loran Trials Event, NITRO-Northern Illinois Trials Riders Organization, (815) 703-6555, warrenlange@yahoo.com, www. nitrotrials.com

Observed Trials June 22. Loran. Loran Trials Event, NITRO-Northern Illinois Trials Riders Organization, (815) 703-6555, warrenlange@yahoo.com, www. nitrotrials.com

Trail Ride June 22. Ottawa. Poker Run, Variety Riders Motorcycle Club Inc, (815) 434-3669, Varietyriders@ yahoo.com, Varietyriders.com

AMA INDIANA

Family Enduro June 7. Matthews. Matthews Family

Enduro, Muddobbers MC Inc, 765-998-2236, dougspence43@yahoo.com, muddobbersmc.org

Hare Scrambles/Cross Country June 15. Columbus. Stoney Lonesome MC Round 2, Stoney Lonesome Motorcycle Club, 812-342-4411, info@stoneylonesomemc.com, stoneylonesomemc.com

Trail Ride June 21 - 22. Columbus. Stoney Lonesome MC Public Family Trail Ride Weekend, Stoney Lonesome Motorcycle Club, (218) 791-7793, trailride@ StoneyLonesomeMC.com, StoneyLonesomeMC.com

AMA IOWA

Hare Scrambles/Cross Country June 1. Logan. Logan Hare Scramble, Iowa Enduro Riders Association, (402) 598-0950, aceglasscb@gmail.com, www. iera22.com

Hillclimb June 1. Anamosa. Anamosa Hillclimb, Midwest Hillclimbers Association, (319) 560-2301, shillclimber@gmail.com

Motocross June 1. Shell Rock. New Hartford Racing MX, New Hartford Racing Association, Inc., (319) 885-6469, newhartfordracing@gmail.com, newhartfordracing.com

Hare Scrambles/Cross Country June 8. Selma. Selma Hare Scramble, Iowa Enduro Riders Association, (641) 799-6571, roquetshop@gmail.com, www. iera22.com

Grand Prix June 22. Logan. Logan GP, Iowa Enduro Riders Association, (402) 598-0950, aceglasscb@ gmail.com, www.iera22.com

Observed Trials June 28 - 29. Manchester. District 16 & 17 MotoTrials, CMJ Raceway LLC, (608) 220-6853, cmjmx1@yahoo.com, cmjraceway.com

AMA KENTUCKY

Motocross June 8. Leitchfield. 2025 Mini Wars, NXT LVL Sports LLC South Fork Motoplex, 270-230-2005, nxtlvlsports@yahoo.com, www.southforkmotoplex.com

AMA LOUISIANA

Enduro June 14 - 15. Forest Hill. Cajun Classic Enduro, Acadiana Dirt Riders, Inc., (337) 706-5100, acadianadirtriders@gmail.com, www.acadianadirtriders.com

AMA MARYLAND

Motocross June 21 - 22. Mechanicsville. ATV MX

National Championship - Round 7, Pro Ready Racing LLC, 443-223-9171, ezra@buddscreek.com, www. buddscreek.com

AMA MICHIGAN

Motocross June 1. Portland. Portland Trail Riders MX Race, Portland Trail Riders, 989-745-1064, portlandtrailriders@gmail.com, portlandtrailriders.com

Hare Scrambles/Cross Country June 1. Crystal Falls. Hungry Cow Harescramble, Valley Raceway, (906) 281-5476, ericuren711@gmail.com, Valleyracewaymx.com

Observed Trials June 8. Whitmore Lake. MOTA Championship, Michigan Ontario Trials Association, (517) 610-9521, mcdowell2320@gmail.com, motatrials.com

Enduro June 8. Copemish. Twisted Trails Sprint Enduro, Michigan Sprint Enduros, (517) 581-2488, michigansprintenduros@gmail.com, michigansprintenduro.com

Flat Track: Short Track June 14 - 15. Midland. D14

Flat track, Polka Dots M/C, (989) 832-8284, Correycolthorp@yahoo.net, Polkadotsmc.net

Drag June 20. Grant. Ironman, Muskegon Motorcycle Club, (616) 299-2171, muskegonmc1920@gmail.com, muskegonmotorcycleclub.com

Family Enduro June 21. Olivet. Bent Wheels Farm Boy Squids Family Enduro, Bent Wheels Competition Club, Inc., (231) 629-0677, bentwheels.com

Hillclimb June 21. Grant. Ironman, Muskegon Motorcycle Club, (616) 299-2171, muskegonmc1920@ gmail.com, muskegonmotorcycleclub.com

Drag June 21. Grant. Ironman, Muskegon Motorcycle Club, (616) 299-2171, muskegonmc1920@gmail.com, muskegonmotorcycleclub.com

Hare Scrambles/Cross Country June 22. Olivet. Bent Wheels Farm Boy Squids Sprint Enduro, Bent Wheels Competition Club, Inc., (231) 629-0677, bentwheels. com

Observed Trials June 22. Metamora. MOTA Championship, Michigan Ontario Trials Association, (248) 495-5862, bjaherne2@gmail.com, motatrials.com

Hillclimb June 22. Grant. Ironman, Muskegon Motorcycle Club, (616) 299-2171, muskegonmc1920@ gmail.com, muskegonmotorcycleclub.com

Motocross June 28. Millington. Baja Acres Motocross Race, Baja Acres, (989) 871-3356, ride@bajamx.com, bajaacres.com

Motocross June 28. Crystal Falls. Crystal Clash, Valley Raceway, (906) 281-5476, ericuren711@gmail. com, Valleyracewaymx.com

Motocross June 29. Millington. Baja Acres Motocross Race, Baja Acres, (989) 871-3356, ride@bajamx.com, bajaacres.com

Observed Trials June 29. Flushing Twp. MOTA Championship, Michigan Ontario Trials Association, (248) 797-3568, orcasa.canellas@gmail.com, motatrials.com

Motocross June 29. Crystal Falls. Crystal Clash, Valley Raceway, (906) 281-5476, ericuren711@gmail. com, Valleyracewaymx.com

AMA MINNESOTA

Motocross June 1. Brook Park. Berm Benders Gold Cup Series, Berm Benders Incorporated, (320) 279-2238, bermbendersraceway@outlook.com, www. bermbendersraceway.com

Motocross June 1. Mankato. KCC ATV Motocross, Kato Cycle Club, (507) 381-1951, Katocycleclub@ gmail.com, https://katocycleclub.com

Motocross June 1. Little Falls. D23/Northstar MX Series, MotoCity Raceway & Recreation, Inc., (218) 894-2826, motocity-rnr@hotmail.com, MotoCityRaceway.com

Motocross June 7 - 8. Millville. North Central Amateur Regional, Spring Creek Motocross Inc, 507-753-2779,

Motocross June 8. Cambridge. 70’s Series Round 3, BCMX Adventure Park, (651) 280-8939, bcmxllc@ hotmail.com, www.bcmxadventurepark.com

Roadracing June 13 - 15. Brainerd. Central Roadracing Association, Central Roadracing Association, (612) 332-4070, info@cra-.com, www.cra-.com

Hillclimb June 14. Mankato. KCC Hillclimb, Kato Cycle Club, (507) 381-1951, Katocycleclub@gmail. com, https://katocycleclub.com

MotocrossJune 15. Brook Park. Berm Benders Gold Cup Series, Berm Benders Incorporated, (320) 279-2238, bermbendersraceway@outlook.com, www. bermbendersraceway.com

Hillclimb June 15. Mankato. KCC Hillclimb, Kato Cycle Club, (507) 381-1951, Katocycleclub@gmail. com, https://katocycleclub.com

Hare Scrambles/Cross Country June 21 - 22. Brookston. RRMC / Brookston Hare Scramble, Range Riders MC, (218) 391-8422, amberlund26@yahoo. com, http://echovalleymotocross.com

Observed Trials June 21. Theilman. UMTA 2025 Events, Upper Midwest Trials Association, (507) 2910645, rlorentz60@gmail.com, umta.org

Motocross June 22. Cambridge. Mid Minnesota challenge Pro Am-70’s series round 4, BCMX Adventure Park, (612) 280-2939, bcmxllc@hotmail.com, www. bcmxadventurepark.com

SANCTIONED COMING EVENTS

Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.

Observed Trials June 22. Theilman. UMTA 2025 Events, Upper Midwest Trials Association, (507) 2910645, rlorentz60@gmail.com, umta.org

Flat Track: Short Track June 28 - 29. Faribault. Faribault Harley Races, Faribault Harley Davidson, (507) 334-5130, info@faribaulthd.com, www. faribaulthd.com

Observed Trials June 28 - 29. Mankato. KCC Trail Ride, Kato Cycle Club, (507) 381-1951, Katocycleclub@gmail.com, https://katocycleclub.com

Motocross June 29. Brook Park. Berm Benders Gold Cup Series, Berm Benders Incorporated, (320) 279-2238, bermbendersraceway@outlook.com, www. bermbendersraceway.com

AMA MISSOURI

Enduro June 7 - 8. Cherryville. Flying W Ranch, Flying W Ranch, (636) 634-0188, mjwaldrop23@ gmail.com

AMA NEBRASKA

Observed Trials June 1. Nehawka. Trials National Round 6, Midwest Trials Association, (308) 293-0416, https://www.mwta-trials.com/home

New Mexico Trail Ride June 6 - 7. Grants or Red River. 2025 NMOHVA Multi-modal Trail Ride, New Mexico Off Highway Vehicle Alliance (NMOHVA), (575) 770-9371, prez@nmohva.org, www.nmohva.org

AMA NEW HAMPSHIRE

Adventure Ride June 7 - 8. Belmont. MVTR Adventure Ride for CF, Merrimack Valley Trail Riders, (603) 235-1087, Boxstock60@gmail.com, MVTR.org

Hillclimb June 17. Laconia. 2025 Tower Hill Climb, United States Classic Racing Association, (516) 8517508, dougdonelan82@gmail.com, www.race-uscra. com

Flat Track: Half-Mile June 21. Rochester. AMA Vintage National Series, SOS Racing Promotions Inc., (978) 798-2889, sosracingpromotions@gmail. com, superovalracing.com

Roadracing June 21- 22. Loudon. 2025 FIM North America Vintage Road Racing Championships, United States Classic Racing Association, (516) 8517508, dougdonelan82@gmail.com, www.race-uscra. com

AMA NEW JERSEY

Motocross June 1. Millville. D2/D6 Shootout, Field of Dreams MX, LLC, (215) 907-8566, alex@njmpfod. com, njmpfod.com

Trail Ride June 21 - 22. Millville. Ormond Farms Fun Day, Competition Dirt Riders, (609) 319-7496, davebostrom@comcast.net

AMA NEW MEXICO

Road Race June 7 - 8. Deming. ASMA Roadracing, Arroyo Seco Motorcyclist Association, 575-494-4794, roger@asmaracing.com, asmaracing.com

AMA NEW YORK

Observed Trials June 1. Dalton. D4 Observed Trials, District 4 Trials Committee, 585-749-4632, pm_murphy27@hotmail.com, d4mototrials.weebly.com

Motocross June 1. Johnsonville. MSC Championship MX Series AMA District 34, Metropolitan Sports Committee, 518-221-2062, chris@bandofbrotherhood.net, www.mscmotocross.com

Hare Scrambles/Cross Country June 7 - 8. Har-

pursville. NEXC Series Round 3-Sunset Lake, NEXC Series, (585) 297-3013, nexcseries24hr@gmail.com, nexcseries.com

Motocross June 8. Harloff. Battle of New York Series, AREA 51 MOTOCROSS, (585) 345-7433, chris@ area51motocross.com, www.area51motocross.com

Motocross June 8. Coeymans Hollow. MSC Championship MX Series AMA District 34, Metropolitan Sports Committee, 518-727-0311, sflach@camppinnacle.org, www.mscmotocross.com

Trail Ride June 8. Dale. Fun Trials Ride, Niagara Trials Riders, 716-930-0766, NTRclub@yahoo.com, http://ntrmototrials.weebly.com/

Flat Track: Short Track June 13. Port Crane. SDR Vintage National, Square Deal Riders M/C, (607) 7253069, WilliamsRacing12@yahoo.com, squaredealriders.com

Flat Track: Short Track June 14. Port Crane. SDR Vintage National, Square Deal Riders M/C, (607) 7253069, WilliamsRacing12@yahoo.com, squaredealriders.com

Motocross June 15. Central Bridge. MSC Championship MX Series AMA District 34, Metropolitan Sports Committee, 845-554-8717, jslaughter@diamondbackmotocross.com, www.diamondback-motocross.com

Hare Scrambles/Cross Country June 21 - 22. Newark Valley. NEXC Series Round 4 @ Beaten Trails, NEXC Series, (585) 297-3013, nexcseries24hr@gmail. com, nexcseries.com

Motocross June 21- 22. New Berlin. Northeast Amateur Regional, Unadilla Enterprises, LLC, 607-9658450, info@unadillamx.com

Observed Trials June 22. Alma. D4 Observed Trials, District 4 Trials Committee, 585-610-5424, trialnut@ hotmail.com, d4mototrials.weebly.com

Motocross June 29. Middletown. MSC Championship MX Series AMA District 34, Metropolitan Sports Committee, 845-342-2573, mgurda@yahoo.com, www. mscmotocross.com

Trail Ride June 29. Eden. Fun Trials Ride, Niagara Trials Riders, 716-930-0766, NTRclub@yahoo.com, ntrmototrials.weebly.com

Motocross June 29. Granville. CNYMRA D3 Motocross Race, Paradox MX, (203) 597-7136, paradoxmx@yahoo.com, https://paradoxmx.com/ AMA OAKLAHOMA

Grand Prix June 7 - 8. Jacksonville. OMRA Timber Mountain Race, Motorcycle Riders Association, 541-621-3710, mra@motorcycleridersassociation.org, www.motorcycleridersassociation.org

Trail Ride June 7 - 8. Maupin. Tee Pee Run, MT Scott Motorcycle Club, (503) 432-7579, mtscottmc@gmail. com, www.mtscottmc.com

Enduro June 22. Tillamook. OMRA 2025 Enduro Series/ Devils Head ISDE, MT Scott Motorcycle Club, (503) 432-7579, mtscottmc@gmail.com, www. mtscottmc.com

Road Rally June 26 - 28. Athena. Hodaka Days, Hodaka Club, (971) 246-0687, info@hodakadays.org, hodakaclub.org

Observed Trials June 28. Athena. Hodaka Days, Hodaka Club, (971) 246-0687, info@hodakadays.org, hodakadays.org

Motocross June 29. Athena. Hodaka Days Vintage

MX, Hodaka Club, (971) 246-0687, info@hodakadays. org, hodakaclub.org

AMA OHIO

Adventure Ride June 1. Logan. 2025 Dennisville Adventure Ride, Hocking Valley Motorcycle Club, (614) 216-0908, jskeeny@att.net, www.hockingvalleymc. com

Enduro June 1. McConnelsville. Morgan’s Trail Enduro / ACES round 2, Ohio Woods Riders, (614) 204-1438, kory@ohiowoodsriders.com, www.ohiowoodsriders.com

Motocross June 7. Blanchester. Dirt Country Saturday Night MX, Dirt Country, (513) 625-7350, cking288@ fioptics.com, www.dirtcountrymx.com

Dual Sport June 7. Toronto. Ohio Valley BSA Owners Club Spring Rally, Ohio Valley BSA Owners Club, (724) 945-6018, kubenab@atlanticbb.net, www. ohiovalleybsaownersclub.com

Flat Track: Half-Mile June 13. Harpster. Mission Foods CTR Flat Track series, Cory Texter Racing, LLC, (215) 859-8711, ctex@promosbyctex.com, corytexterpromotions.com

Motocross June 14 - 15. Nashport. Mid-East Youth Regional, Briarcliff Motocross, LLC, 740-763-0935, josborn@briarcliffmx.com

Flat Track - Half-Mile June 14. Harpster. Mission Foods CTR Flat Track Series, Cory Texter Racing, LLC,, ctex@promosbyctex.com, corytexterpromotions. com

Dual Sport June 21 - 22. New Plymouth. baby burr, Enduro Riders of Ohio, (740) 508-2547, ktmdan350xcf@yahoo.com, www.enduroriders.com

Enduro June 29. Wellston. Little Raccoon Enduro, Appalachian Dirt Riders, Inc., (740) 357-0350, mattkemp417@gmail.com, ADROHIO.org

AMA PENNSYLVANIA

Motocross June 1. Burlington. Burlington Motor Park, Burlington Motor Park, https://www.facebook.com/ isbelltractor/

Flat Track - Short Track June 1. Birdsboro. Pagoda MC ST, Pagoda Motorcycle Club, 610-582-3717, pagodamc@gmail.com, pagodamc.org

Hare Scrambles/Cross Country June 7 - 8. Centerville. AWRCS, American Woods Racing Championship, (412) 607-0960, AWRCS.COM

Motocross June 7 - 8. Seward. Northeast Youth Regional, Pleasure Valley Raceway, 814-317-6686, jeffcernic@gmail.com

Hare Scrambles/Cross Country June 14. Tamaqua. RORR Hare Scrambles/ECEA Hare Scrambles Series, Reading Off Road Riders, 844-440-rorr, jsks2@ verizon.net, www.rorr.org

Flat Track - TT June 15. Parkersburg. Piston Poppers Father’s Day TT, E PA Piston Poppers MC Inc, 484336-9160, pistonpoppersmc@hotmail.com, pistonpoppersmc.com

Motocross June 15. Mt. Morris. High Point Pro National Weekend, Racer Productions, Inc., 304-2840084, info@racerproductions.com, www.racerproductions.com

Adventure Ride June 18 - 22. Portersville. Allegheny Backcountry Adventure Loop Guided ADV Tour, Appalachian ADV-Adventure & Dual Sport Motorbiking LLC, (330) 272-4186, Kane@AppalachianADV.

com, https://www.appalachianadv.com/store/p5/ ABAL_Guided_Tour.html

Dual Sport June 21. Shippensburg. DVTR Michaux Dual Sport, Delaware Valley Trail Riders, (732) 8019248, DVTrailRiders@gmail.com, DVtrailRiders.org

Enduro June 22. Barnesville. HMDR Shotgun Enduro, High Mountain Dirt Riders, (484) 347-2012, hmdr@hmdr.org, hmdr.org

Hare Scrambles/Cross Country June 28 - 29. Reynoldsville. AWRCS, AMERICAN WOODS RACING CHAMPIONSHIP, (412) 607-0960, AWRCS. COM

Motocross June 28 - 29. Shippensburg. MAMA and D6 Series, Doublin Gap Motocross, Inc., 717-5715824, doublingap@gmail.com, www.doublingap.com

Hare Scrambles/Cross Country June 28 - 29. Good Springs. OXBO / SKIP STONER MEMORIAL HS, South Penn Enduro Riders, (717) 385-6014, dashughart@aol.com

AMA TENNESSEE

Observed Trials June 27 - 29. Sequatchie. 2025 Eastern Youth & Womens Regional, NextGen Mototrials Corporation, (937) 308-5212, adam@ nextgenmototrials.com, https://www.nextgenmototrials.com/

AMA TEXAS

Road Race June 14. Cresson. Texas Mini Cup, Texas Mini Cup, 682-529-7227, texasminicup@ gmail.com, www.texasminicup.com

Motocross June 14 - 15. Kemp. South Central Amateur Regional, Underground MX Park, LLC, 903498-4659, info@ugmxpark.com

AMA UTAH

Supermoto June 1. Grantsville. USBA SuperMoto / MiniMoto National Qualifier, Utah Sport Bike Association, (801) 580-6814, Board@UtahSBA.com, https:// utahsba.com/

Road Race June 14 - 15. Grantsville. USBA Masters of the Mountains Race Series, Utah Sport Bike Association, 801-580-6814, Board@UtahSBA.com, https://utahsba.com/

Supermoto June 22. Grantsville. USBA SuperMoto / MiniMoto National Qualifier, Utah Sport Bike Association, 801-580-6814, Board@UtahSBA.com, https:// utahsba.com/

AMA VIRGINIA

Hare Scrambles/Cross Country June 1. Windsor Peninsula Classic, Virginia Competition Hare Scramble Services, 757-663-8869, greeroffroad@ gmail.com, www.vchss.org

Motocross June 14 - 15. Axton. Southeast Amateur Regional, Lake Sugar Tree Motorsports Park, 434441-6108, lakesugartree@gmail.com

Motocross June 28. Axton. AMA District 13 - Parts Unlimited, Ultra, Thor Mega Series & NCMX, Lake Sugar Tree Motorsports Park, www.lstmx.com Adventure (600cc and above) School June 29. Middletown. Intro to Adventure, DC Dirt Camp, 202-618-1318, info@dcdirtcamp.com, https://www. dcdirtcamp.com/adventure-bike-class-calendar

Motocross June 29. Axton. AMA District 13 - Parts Unlimited, Ultra, Thor Mega Series & NCMX, Lake Sugar Tree Motorsports Park, www.lstmx.com

AMA WASHINGTON

Motocross June 7 - 8. Washougal. Northwest Youth/ Amateur Regional, Washougal MX Park, LLC, 360601-5347, rh112@washougalmxpk.com

Dual Sport June 14. Leavenworth. LWRC Dirty Face Dual Sport Ride, Lake Wenatchee Recreation Club, (206) 930-4757, lakewenatcheerecclub@gmail.com, lakewenatcheerecclub.org

Adventure Ride June 26 - 29. Plain. Touratech Rally, Touratech-USA, (206) 323-2349, sales@touratechrally. com, www.touratechrall.com

Roadracing June 27 - 29. Shelton. Super Hooligan with Moto America, Roland Sands Design, (562) 4935297, info@rolandsands.com, www.superhooligan. com

AMA WEST VIRGINIA

Hare Scrambles/Cross Country June 14 - 15. Burlington. Hillbilly, Virginia Competition Hare Scramble Services, 304-788-0598, wythetech@gmail.com, www. vchss.org

Hare Scrambles/Cross Country June 20 - 22. Snowshoe. Grand National Cross Country Series, Racer Productions, Inc., 304-284-0084, https://gnccracing. com/event/snowshoe

Motocross June 21. Hedgesville. Masters of Motocross, Tomahawk MX, LLC, 304-582-8185, tomahawkmotocross@gmail.com, tomahawkmx.com

Road Rally June 24 - 26. Davis. Women On Wheels® International Ride-In™, Women On Wheels, Inc., (304) 866-4121, reservations@canaanresort.com, WomenOnWheels.org

AMA WISCONSIN

Observed Trials June 1. Sturgeon Bay. Door County Moto Trials, Wisconsin Observed Trials Association, 608-379-3045, patdoll91@gmail.com, www.wisconsintrials.org

Enduro June 7 - 8. Princeton. Mecan River Outfitters Closed Course Enduro, South Eastern Wisconsin Enduro Riders, (920) 295-3439

Adventure Ride June 7 - 8. Wabeno. Ride for Re-

COMING EVENTS

Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.

search, Wisconsin Dual Sport Riders, (920) 350-2030, bigwoods200@hotmail.com, www.widualsportriders. org

Dual Sport June 7 - 8. Wabeno. Ride for Research, Wisconsin Dual Sport Riders, (920) 350-2030, bigwoods200@hotmail.com, www.widualsportriders.org Motocross June 8. Lake Mills. Motocross, Aztalan Cycle Club, Inc., aztalanmx.com

Hillclimb June 15. Kewaskum. KMSR The Motorcycle Hillclimb, Kettle Moraine Sport Riders Inc, 262-2248001, blackbearded@hotmail.com, www.kettlemorainesportriders.com

Flat Track: Short Track June 21. Lake Mills. Flat Track, Aztalan Cycle Club, Inc., (000) 000-0000, aztalanmx.com

Hare Scrambles/Cross Country June 21. Hixton. District 16 Harescrambles, CMJ Raceway LLC, (608) 220-6853, cmjmx1@yahoo.com, cmjraceway.com

Hillclimb June 21 - 22. Hixton. District 16 & 23 Hillclimb, CMJ Raceway LLC, (608) 220-6853, cmjmx1@ yahoo.com, cmjraceway.com

Motocross June 21 - 22. Tigerton. North Central Youth Regional, Fantasy Moto LLC, 920-419-2863, scottyb@fantasymoto.com

Grand Prix June 29. Lake Mills. GP, Aztalan Cycle Club, Inc., aztalanmx.com

Flat Track: TT June 7. Burnett. D16, Beaver Cycle Club, Inc., (920) 319-6889, mikeschwarzenbacher@ gmail.com, Facebook/beavercycleclub

AMA WYOMING

Observed Trials June 14 - 15. Midwest. 307 MotoTrials - Midwest Trials, Wyoming Motorcycle Trials Association, (307) 258-4178, 307trials@gmail.com, WMTA.online

MOTOCROSS

FIM Motocross des Nations mxonusa.com

Oct. 2-5. Crawfordsville, Ind. 2025 Pro Motocross Championship Promotocross.com

Round 3: Jun 7. Lakewood, Colo. Thunder Valley Motocross Park

Round 4: Jun 14. Mount Morris, Pa. High Point Raceway

Round 5: Jun 28. Southwick, Mass. The Wick 338 Round 6: Jul 5. Buchanan, Mich. RedBud MX

Round 7: Jul 12. Millville, Minn. Spring Creek MX Park

Round 8: Jul 19. Washougal, Wash. Washougal MX Park

Round 9: Aug 9. Crawfordsville, Ind. Ironman Raceway

Round 10: Aug 16. New Berlin, N.Y. Unadilla MX

Round 11: Aug 23. Mechanicsville, Md. Budds Creek Motocross Park

SUPERMOTOCROSS

2025 SuperMotocross Championship supermotocross.com

Sept. 6. Concord, N.C. zMAX Dragway at Charlotte Motor Speedway

Sept. 13. St. Louis, Mo. The Dome at America’s Center

Sept. 20. Las Vegas, N.V. The Strip at Las Vegas Motor Speedway

PRO-AM EVENTS

Mammoth Motocross: June 20-29. Mammoth Mountain. Mammoth Lakes, Calif.

Mid Minnesota Challenge ProAm-70’s Series Round 4: June 22. BCMX Adventure Park. Cambridge, .

RedBud MX ProAm: July 4. RedBud MX. Buchanan, Mich.

AP7 Classic: July 9-13. CTMX. Chillicothe, Ohio.

AMA Tennessee State Championship: July 13. Muddy Creek Raceway. Blountville, Tn.

MSC Championship MX Series AMA District 34 Championship: July 20. Diamondback Motocross. Central Bridge, NY. jslaughter@diamondbackmotocross.com

Maine Event: Aug. 24-25. MX 207. Lyman, Me. Baja Brawl: Aug. 29-Sept. 1. Baja Acres. Millington, Mich.

Yamaha All-Star AMA ProAm Featured Event: Sept. 6-7. Doublin Gap Motocross. Shippensburg, PA. doublingap@gmail.com

Aztalan Motocross: Sep. 13-14. Aztalan Cycle Club. Lake Mills, Wi.

2 Stroke Shootout Weekend ProAm: Sept 14. Sleepy Hollow. Fredericksburg, PA. swarr4@aol.com

Xmas @ Pineridge Raceway: Sept. 20-21. Pineridge Raceway. Athelstance, WI. johnanets@yahoo.com

Beast In The East: Sept. 21. Field of Dreams MX. Millville, NJ. info@njmpfod.com

Megacross Shootout Series – ProAm: Sept 27. Megacross. Mendota, Ill.

Travis Pastrana Pro Challenge: Sept. 27-28. Pleasure Valley Raceway. Seward, PA. Jeffcernic@ gmail.com

Georgia State Championship ProAm, MEGA, BIG, Dirty South: Sept 28. LRMX. Dalton, Ga. Raceway Park 49th Annual Race of Champions

Presented by Kawasaki: Oct. 3-5. Old Bridge Township Raceway Park. Englishtown, N.J.

The Bonnie & Clyde Shootout: Oct. 11-12. 4-State Moto Complex. Neosho, Mo.

D2 Series ProAm: Oct. 12. Pagoda Motorcycle Club. Birdsboro, Pa.

Top Gun Showdown: Oct. 12. Muddy Creek Raceway. Blountville, Tn.

D6 Henrietta Series: Oct. 19. Dutchmen MX. Pine Grove, Pa.

MSC Championship MX Series AMA District 34 ProAm: Oct. 25-26. Walden Motocross. Wallkill, N.Y.

Halloween Bash: Nov. 1-2. Lake Sugar Tree Motorsports Park. Axton, Va.

5th Annual Come and Take It: Nov 9. Irondog MX. New Ulm, Texas.

AMA South Carolina State Championship: Nov. 9. SOBMX. Hamer, S.C.

The Clash Scholarship Race: Nov. 15-16. GPF. Cairo, GA. Joshwoods126@aol.com

Annual USA MX Championship: Nov. 29-30. Cycle Ranch. Floresville, Texas.

FEATURED EVENTS

Baja Brawl: Aug. 29-Sept. 1. Baja Acres. Millington, Mich.

Yamaha All-Star AMA ProAm Featured Event: Sept 6-7. Doublin Gap Motocross. Shippensburg, PA. doublingap@gmail.com

Travis Pastrana Pro Challenge: Sept 27-28. Pleasure Valley Raceway. Seward, PA. Jeffcernic@ gmail.com

Top Gun Showdown: Oct. 12. Muddy Creek Raceway. Blountville, Tn.

The Clash Scholarship Race: Nov 15-16. GPF. Cairo, GA. Joshwoods126@aol.com

Oklahoma Roots Tour - https://www. motoplaygroundrootstour.com

June 29-29. AMBUCS dba ABC Racing Association, Inc. Ponca City, Okla.

July 12-13. Sweet 16. Muskogee, Okla.

Aug 16-17. Elk City Motocross Track. Elk City, Okla.

Sept 13-14. Sweet 16. Muskogee, Okla.

Sept 27-28. Oklahoma Motorsports Complex. Norman, Okla.

Oct. 3-5. Old Bridge Township Raceway Park. Englishtown, N.J.

Oct 25-26. AMBUCS dba ABC Racing Association, Inc. Ponca City, Okla.

Nov 8-9. Reynard Raceway. Wellston, Okla.

REGIONAL EVENTS

Northeast Area Regionals

Youth: June 7-8. Pleasure Valley Raceway. Seward, PA.

Amateur: June 21-22. Unadilla MX. New Berlin, NY. Southeast Area Regionals

Amateur: June 14-15. Lake Sugar Tree Motorsports Park. Axton, VA.

Mid-East Area Regionals

Youth: June 14-15. Briarcliff MX. Nashport, OH. North Central Area Regionals

Youth: June 21-22. Tigerton MX. Tigerton, WI. Amateur: June 7-8. Spring Creek Motocross Park. Millville, .

Northwest Area Regionals

Youth/Amateur: June 6-8. Washougal MX Park. Washougal, WA.

MAJOR EVENTS

Mammoth Motocross

June 21-29. Mammoth Mountain. Mammoth Lakes, Calif.

STATE CHAMPIONSHIPS

Montana State Championship: July 6. Dream Chasers: Shepherd, MT. dreamchasersracing@gmail.com

D14 Motocross: July 13. Polka Dots MC. Midland, Mich.

Tennessee State Championship: July 13. Muddy Creek Raceway. Blountville, Tn.

AMA Maine State Championship: July 13. MX 207. Lyman, Maine.

Nebraska State Championship: Aug 4. PTown MX. Pleasanton, NE. ptownmx@yahoo.com

District 13, Ultra & Mega & NCMX VA cmp: Aug. 9-10. Lake Sugar Tree Motorsports Park. Axton, Va.

High Voltage Hills MX: Aug 9-10. High Voltage Hills MX. Greig, N.Y.

Wyoming State Championship: Aug. 16-17. Sweetwater Events Complex. Rock Springs, Wy. Grassrootsmx1@gmail.com

NJ State Championship, RPMX & D2MX Points: Aug. 17. Old Bridge Township Raceway Park. Englishtown, N.J.

NY State Quad Championship: Aug. 17. Paradox MX. Granville, N.Y.

Nebraska State Championship: Aug 24. Pleasanton Motocross Grounds. Pleasanton, Neb.

UP State Championship: Aug. 24. Valley Raceway. Crystal Falls, Mich.

Idaho State Championship: Aug. 30-31. Rupert MX. Rupert, Id. Grassrootsmx1@gmail.com

Utah State Championship: Sep. 13-14. Bunker Hill MX. Delta, Utah. Grassrootsmx1@gmail.com

D14 State Race Weekend: Sept 14. RedBud MX. Buchanan, Mich.

Portland Trail Riders MX Race: Sep. 14. Portland Trail Riders. Portland, Mich.

2025 AMA Kentucky State Championship: Sep 14. South Fork Motoplex. Leitchfield, KY.

GA State Championship: Sept 20-21. Matt Walker Enterprises. Lizella, Ga.

Pennsylvania State Championship: Sep. 20-21. Pleasure Valley Raceway. Seward, PA. jeffcernic@gmail. com

COMING EVENTS

Be sure to check the event website or call the organizer for the latest information, including postponements or cancellations.

2025 Kansas State AMA Championship: Sep. 20-21. Bar 2 Bar MX. Maize, KS. bruce@bar2barmx.com

Beast In The East: Sep. 21. Field of Dreams MX. Millville, NJ. info@njmpfod.com

Maryland State Championship: Sep. 20-21. Budds Creek Raceway. Mechanicsville, Md. ezra@ buddscreek.com

WV State Championship “Civil War”: Oct. 18-29. Tomahawk MX. Hedgesville, W.V.

Bulldog Riders MC: Sept 28. Bulldog Riders MC. Millington, Mich.

Georgia State Championship ProAm, MEGA, BIG, Dirty South: Sept 28. LRMX. Dalton, Ga. 15th Annual 2025 AMA Texas Statewide Championship Final: Nov. 1-2. 3 Palms Action Sports Park. Conroe, Texas.

South Carolina State Championship: Nov. 9. SOBMX. Hamer, S.C.

FEATURED EVENTS

The AP Classic: July 12. CTMX. Chillicothe, Ohio. www.chillitownmx.com

The Maine Event: Aug. 23-24. MX 207. Lyman, Maine.

Raceway Park 49th Annual Race of Champions Presented by Kawasaki: Oct. 3-5. Raceway Park. Englishtown, N.J.

Halloween Bash: Nov. 1-2. Lake Sugar Tree Motorsports Park. Axton, Va.

RECREATION

National Adventure Ride: June 7-8. MVTR Adventure Ride for CF. Belmont, New Hampshire. Merrimack Valley Trail Riders. 603-235-1087 boxstock60@gmail. com.

TRACK RACING

FIM Land Speed World Records www.bonnevillemst.com

Aug. 23-28. Bonneville Salt Flats, Utah

2025 MotoAmerica Superbike Championship Motoamerica.com

Round 4: June 27-29. Shelton, Wash. Ridge Motorsports Park

Round 5: July 11-13. Monterey, Calif. Weathertech Raceway Laguna Seca

Round 6: Alton, Va. VIRginia International Raceway

Round 7: Aug. 15-17. Lexington, Ohio. Mid-Ohio Sports Car Course

Round 8: Sept. 12-14. Austin, Texas. Circuit of the Americas

Round 9: Sep. 26-28. Millville, N.J. New Jersey Motorsports Park

2025 Progressive American Flat Track americanflattrack.com

Round 6: June 7. Midwest. TBA. Half-mile

Round 7: June 27. Lima, Ohio. Allen County Fairgrounds. Half-mile

Round 8: June 28. Lima, Ohio. Allen County Fairgrounds. Half-mile

Round 9: July 5. Qu Quoin, Ill. Du Quoin State Fairgrounds. Mile

Round 10: Aug. 4. Sturgis, S.D. Jackpine Gypsies. Short Track

Round 11: Aug. 5. Sturgis, S.D. Jackpine Gypsies. Short Track

Round 12: Aug. 10. City of Sturgis, Downtown. TT

Round 13: Aug. 16. Peoria, Ill. Peoria Motorcycle Club. TT

Round 14: Aug. 30. Springfield, Ill. Illinois State Fairgrounds. Mile I

Round 15: Aug. 31. Springfield, Ill. Illinois State Fairgrounds. Mile II

Round 16: Sept. 13. Eldon, Mo. Lake Ozark Speedway, Short Track

American Hillclimb West Schedule www.americanhillclimb.com

Round 3: June 28. Soda Springs, Idaho. Lloyd’s Performance Nitro National I

Round 4: June 29. Soda Springs, Idaho. Lloyd’s Performance Nitro National II

Round 5: Sept. 13. New Plymouth, Idaho. Nitro National I

Round 6: Sept. 14. New Plymouth, Idaho. Nitro National II

2025 American Hillclimb East Schedule www.americanhillclimb.com

Round 2: June 1. Spring Grove, Pa. White Rose I, White Rose Motorcycle Club

Round 3: June 8. Freemansburg, Pa. Freemansburg I, Bushkill Valley Motorcycle Club

Round 4: Aug. 2. Muskegon, Mich. Mount Garfield

National, Muskegon Motorcycle Club

Round 5: Sept. 6. Wathena, Kan. Over The Hill National

Round 6: Sept. 20. Spring Grove Pa. White Rose II, White Rose Motorcycle Club

Round 7: Sept. 28. Freemansburg, Pa. Freemansburg II, Bushkill Valley Motorcycle Club

2025 AMA Pro Racing American Hillclimb National Championship (East/West) www.americanhillclimb.com

Round 1: Oct. 11. Oregonia, Ohio. Devil’s Staircase, Dayton Motorcycle Club

Round 2: Oct. 12. Oregonia, Ohio. Devil’s Staircase, Dayton Motorcycle Club

NATIONAL EVENTS

2025 AMA Flat Track Grand Championship americanmotorcyclist.com/flat-track-racing

June 29-July 5. Du Quoin, Ill. Du Quoin State Fairground

AMA Hillclimb Grand Championship pioneermotorcycleclub.com

Aug. 8-10. Waterford, Ohio.

AMA MotoAmerica Mini Cup National Championship motoamerica.com

Aug. 8-10. Elkhart Lake, Wis.

AMA Extreme Sidecar National Championship + AMA Youth Speedway National Championshipfastfridays.com

Aug. 30. Auburn, Calif.

AMA Vintage Flat Track National Championship Series americanmotorcyclist.com

Round 8: June 13. Harpursville, N.Y. Short Track

Round 9: June 14. Harpursville, N.Y. Short Track

Round 10: June 21. Rochester, N.H. Half Mile

Round 11: July 26. Ashland, Ohio. Half Mile

Round 12: Aug. 23. Salem, Ohio. Short Track

Round 13: Aug. 28. Springfield, Il. Short Track

Round 14: Sep. 19. Accord, N.Y. Short Track

Round 15: Sept. 20. Accord, N.Y. Short Track

Round 16: Sep. 27. York Haven, Pa. 4/10 Mile MAJOR EVENTS

Mission Foods CTR Flat Track Series corytexterpromotions.com

June 13. Triangle Motorcycle Club. Harpster, Ohio.

June 14. Triangle Motorcycle Club. Harpster, Ohio.

July 18. Peoria Speedway. Peoria, Il.

July 19. Peoria Speedway. Peoria, Il

Sept. 19. Mid Carolina Speedway. Neeses, S.C.

Sept. 20. Mid Carolina Speedway. Neeses, S.C. FEATURED EVENTS

Colorado Dirt Track Championship

Rounds 1 & 2: June 28. Brighton, Colo. Black Diamond Productions.

Rounds 3 & 4: Sep. 20. Greeley, Colo. Mile High Showdown.

STATE CHAMPIONSHIPS

AMA Old Goats Racing Alabama State Championship Series:

Round 3: Sep. 20. Snake Hill Speedway. Elkmont, Ala.

Round 4: Oct. 18. Snake Hill Speedway. Elkmont, Ala.

Round 5: Nov. 15. Elkmont Speedway. Elkmont, Ala.

OFF-ROAD

FIM Motorcycle Trials World Championship trialgpusa.com

July 11-13. Exeter, R.I.

NATIONAL CHAMPIONSHIPS

AMA Grand National Cross Country Series gnccracing.com

Round 9: June 20-22. Snowshoe. Snowshoe, W.V.

Round 10: Sept. 5-7. Buckwheat 100. Newburg, W.V.

Round 11: Sept. 19-21. The Mountaineer. Beckley, W.V.

Round 12: Oct. 10-12. The John Penton. Millfield, Ohio.

Round 13: Oct. 24-16. Ironman. Crawfordsville, Ind.

AMA National Hare and Hound Championship Series nationalhareandhound.com

Round 7: Sept. 20. Caliente, Nev.

Round 8: Sept. 27-28. Ridgecrest, Calif.

Round 9: Oct. 18-19. Lucerne Valley, Calif.

AMA Grand National Enduro Championship Series nationalenduro.com

Round 4: June 8. Cherryville, Mo.

Round 5: June 29. Wellston, Ohio.

Round 6: July 27. Cross Fork, Pa.

Round 7: Sept. 14. Sand Springs, Okla.

Round 8: Oct. 4. Mathews, Ind.

Round 9: Nov. 2. Stanton, Ala.

AMA/NATC National MotoTrials Championship mototrials.com

Rounds 7-8: July 19-20. Tippecanoe, Ohio.

AMA National Grand Prix Championship Series ngpcseries.com

Round 6: June 13 - 15. Marysville, Calif.

Round 7: Oct. 3-5. Ridgecrest, Calif.

Round 8: Oct. 24-25. TBD.

Round 9: Nov. 14-15. Lake Havasu, Ariz.

AMA EnduroCross National Championship Series endurocross.com

Round 1: Oct. 18. Prescott Valley, Ariz.

Round 2: Oct. 24. Idaho Falls, Idaho.

Round 3: Oct. 25. Idaho Falls, Idaho.

Round 4: Nov. 8. Redmond, Ore.

Round 5: Nov. 15. Redmond, Ore.

Round 6: Nov. 22. Everett, Wash. FEATURED EVENTS

AMA Enduro Championship Series floridatrailriders.org

Jun. 8. Greensboro, Ga. Cherokee Motorcycle Club.

COMING EVENTS

(678)572-7260.

Grassroots Off-Road Racing grassrootsmx.com

Round 3: Sep. 6. Preston, Idaho.

Round 4: Sep. 7. Preston, Idaho.

Round 5: Sep. 27. Delta, Utah.

Round 6: Nov. 22. Mesquite, Nv.

Mid-East Hare Scramble Series mideastracing.com

June 7-8. Charner’s Run. Union, S.C.

June 28-29. TBA. Kittrell, N.C.

Aug. 16-17. Gobbler. Union, S.C.

Aug. 30-31. Welborn Farms. Boonville, N.C.

Sept. 13-14. Hillbilly Smash. Morganton, N.C.

Sept. 27-28. Harris Bridge. Woodruff, S.C.

Oct. 18-19. Water Wheel. Shelby, N.C.

Nov. 1-2. Wilson Memorial. Hickory, N.C.

New York Off-Road Racing Association Championship Series nyoa.net

Round 4: June 15. Odessa, N.Y.

Round 5: July 13. Homer, N.Y. Knobby Acres.

Round 6: July 27. Cortland, N.Y. Ditch Banger.

Round 7: Aug. 17. Lowman, N.Y. Baldwin Trail Riders.

Round 8: Aug. 31. Moravia, N.Y. Twisted Fence.

Round 9: Sept. 14. Berkshire, N.Y. Hemlock Hills at Brinks Farm.

Round 10: Sept. 28. Newark Valley, N.Y. Rolling Oaks at Spook Hill Farms.

REGIONAL CHAMPIONSHIPS

AMA US Sprint Enduro Championship Series ussprintenduro.com

Round 7: June 14-15. Bristol, Va.

AMA East Grand Prix Regional Championship Series jdayoffroad.com

Round 5: June 14. Johnsonville, N.Y.

Round 6: June 22. Baldwinville, Maine.

Round 7: July 6. Lyman, Maine.

Round 8: July 26. Minot, Maine.

Round 9: Aug. 24. Baldwinville, Mass.

Round 10: Sep. 14. Lempster, N.H.

Round 11: Sep. 28. Burrilville, R.I.

Round 12: Oct. 19. Lanesborough, Mass.

Round 13: Nov. 2. Southwick, Mass.

AMA West Hare Scrambles Championship Series westharescrambles.com

Round 5: June 7-8. Mt. Shasa, Calif.

AMA US Sprint Enduro Championship Series ussprintenduro.com

Round 7: June 14-15. Bristol, Va.

AMA/NextGen Central Youth/Women’s MotoTrials Championship mototrials.com

June 8. Tulsa, Okla.

AMA/NextGen East Youth/Women’s MotoTrials Championship mototrials.com

June 29. Sequatchie, Tn.

AMA/NextGen West Youth/Women’s MotoTrials Championship mototrials.com

Aug. 10. Sipapu, N.M. STATE CHAMPIONSHIPS

AMA Arizona State Championship amraracing.com

Round 6: Oct. 4-5. Flagstaff, Ariz.

Round 7: Nov. 8. Laughlin, Ariz. AMA NATIONAL RECREATIONAL

June 7-8. Ride for Research. Wabeno, Wis. Wisconsin Dual Sport Riders. 920-350-2030 bigwoods200@

June 7-8. MVTR Adventure Ride for CF. Belmont, New Hampshire. Merrimack Valley Trail Riders. 603-235-1087. boxstock60@gmail.com.

June 21-22. Big Bear Run. Big Bear Lake, Calif. Big Bear Trail Riders, Inc. 818-391-3031 miguel.burgi@ gmail.com

Sept. 12-14. TCTR Finland, Adventure Ride. Finland, Minn. Twin Cities Trail Riders. 612-965-8618 tom@tnkent.com

Sept. 13-14. Buffaloe 500. Columbus, Ind. Stoney Lonesome Motorcycle Club. 218-791-7793 klassen. tyler@hotmail.com

Sept. 27-28. Big Woods 200. Wabeno, Wis. Wisconsin Dual Sport Riders. 920-350-2030 bigwoods200@hotmail.com

Oct. 4-5. Cross Florida. Ormond Beach, Fla. DixieDualSport, Inc. 727-919-8299 president@ dixiedualsport.com

Oct. 18-19. Green Ridge Moto Adventure. Little Orleans, Md. Maryland Competition Riders. 717515-4220 Marylandcompriders@gmail.com

2025 Beta AMA National Dual Sport Series americanmotorcyclist.com/ national-dual-sport

June 7-8. Ride for Research. Wabeno, Wis. Wisconsin Dual Sport Riders. 920-350-2030. bigwoods200@hotmail.com

June 21-22. Baby Burr. New Plymouth, Ohio Enduro Riders of Ohio. 740-508-2547. ktmdan350xcf@yahoo.com

June 21-22. Big Bear Run. Big Bear Lake, Calif. Big Bear Trail Riders, Inc. 818-391-3031. miguel. burgi@gmail.com

Aug. 2-3. Copperhead Dual Sport. Logan, Ohio Hocking Valley Motorcycle Club. 614-679-5743. lwright@hockingvalleymc.com

Sept. 6-7. LBL 200. Dover, Tenn. Thomas Brothers Promotions. 270-350-6324. ktriders@gmail.com

Sept. 13-14. Buffaloe 500. Columbus, Ind. Stoney Lonesome Motorcycle Club. 218-791-7793. klassen.tyler@hotmail.com

Sept. 27-28. Big Woods 200. Wabeno, Wis. Wisconsin Dual Sport Riders. 920-350-2030. bigwoods200@hotmail.com

Oct. 4-5. Shenandoah 500. Mt Solon, Va. Washington Area Trail Riders, Inc. 619-243-9630. info@ watr.us

Oct. 11-12. Wolverine Dual Sport. Boyne Falls, Mich. Tomahawk Trail Riders. 517-242-1142. glennie. tomahawktrailriders@yahoo.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

RESTO TECH

RESTORATIONS DONE RIGHT

Owen Bishop’s Moto41 tells us how and provides some basics to consider…

STORY & PHOTOS BY JOHN BURNS

e stumbled into Owen Bishop’s Moto41 Restoration shop recently in search of a bit of retro-bike restoration perfection, and ended up coming away with an even greater appreciation of the mechanical arts.

WNot more than five miles from my humble abode, you’ll find transplanted Englishman Owen Bishop practicing his craft in one unit of a large SoCal industrial mall — a unit showing all the signs of a highly regimented mind, including a really clean bathroom. Up front, in

the customer lounge with the espresso machine, sit a few of the motorcycles Owen’s restored that were winners at the esteemed Quail Motorcycle Show, where good enough doesn’t even come close.

Owen shared lots of good information with us, including how important felt washers on throttle shafts are when making old Gold Wings run like new ones, but not the exact process he uses to give the Suzuki GT750 water buffalo’s engine cases that perfect Goldilocks satin shininess. That’s proprietary information.

In fact, everything about the Japanese class-winning Suzuki GT750 is perfect except for the things that weren’t perfect originally. Having just been to the huge Mecum motorcycle auction, I now have a more well-defined knowledge of what separates a really nicely restored motorcycle from a run-of-the-mill one, and Bishop has a keen sense of how to put together the former. I also have a more well-defined idea of how competitive things like the Quail have become. Owen was kind enough to share some of his knowledge, and if you’re thinking of restoring some old beater, he’s a very good person to listen to. Here’s some free advice:

• Decide how far you want to go with your project, and how much your budget is, before you start. Do

you want concours perfection, a solid reliable runner, or a modded custom classic? Decide and stick to your plan. Then research, research, and do some more research before you buy your dream bike or project. Buying that rare, one-year-only bike may quickly blow your budget if you don’t learn the price of spares for rare, one-year-only bikes until after you’ve bought it.

• If buying a non-runner, always do your best to make the bike run properly before you take it apart and restore it. It’s so much easier to work/wrench on an old bike when you’re not worried about removing, scratching or damaging newly refinished/restored parts. It’s also good to know the thing ran before you took it apart, so it should run when you have restored it and put it back together.

• Try and buy the most complete bike you can find, and preferably a running one, even if it’s running badly. Buying missing parts adds up quickly, and often the missing parts (surprise!) are the expensive parts to source. Original factory motocross/ enduro exhausts are a good example: Most were taken off, replaced with performance upgrades, and the originals were often thrown away.

• Only rarely do the $500 Craigslist/ Marketplace cheapies make good restoration candidates. But do look at those bikes as potentially great sources for original parts, and sometimes the best way to get all the pieces missing from your restoration bike.

• NOS (New Old Stock) parts are a lifesaver and great for hardware, mirrors, tanks, seats, engine cases,

etc., but try to avoid NOS perishable items like seals and gaskets. Try to find newer, good-quality bearings, seals and gaskets. If a complete engine gasket seems really cheap, it is usually made from cheap materials! Try your dealer first or use an OEM online parts finder; you’ll be surprised how many of the parts you need are still being made by the OEM and are cheaper than inflated online prices.

• Cross-reference part numbers and extend your search for higher, longer production-run models. On eBay, for example, you might not find the stator you need when searching for your make, model and year. But sometimes that part was also used on several other machines from the same OEM, and might be easier to find by changing the search title/keywords.

Clockwise from above: This Suzuki GT750 LeMans took first prize in the Japanese class at the 2022 Quail Gathering. Rider instructions! TruFuel is pricey, but it’ll keep your carbs happy while your bike sits. A set of GL1000 carbs, dismantled. Corrosion is a killer. Botton left: Owen Bishop, hisself.

GARAGE

The OEM online parts finder will often tell you what else that part fits.

• Experts: The internet is a brilliant place and a great resource for information, but…It’s also full of “armchair keyboard experts” who have amassed a little knowledge, have never attempted what you are doing, and can’t wait to tell you what you’re doing wrong. Try to find a guru who has actually restored the bike you are working on and ask for their help. Search for blogs or restorers who post their projects online, where you can see their work. They are typically more trustworthy.

• Don’t be afraid to try projects yourself. A factory workshop manual is essential and is one of the best investments you can make for specs, torques, measurements, etc. — and you will enjoy not receiving the standard armchair expert answer of “go buy a workshop manual” when you ask a reasonable sounding question online.

• Document your disassembly/ restoration; photograph all of your steps. Workshop manuals are great for specs, torques and how to disassemble your bike, but they can’t show you which way around that thrust washer faced the bearing, how

deep into a case the bearings were pressed, etc., etc. Besides having the satisfaction of seeing before and after photos of your restoration, there’s nothing better than looking back at images you took to jog your memory. For myself, I can almost guarantee two months down the road (or longer) from disassembly, I will forget where something went. Oh look, here’s a pic in my phone…how convenient.

More sound advice: “It all depends what people want to do. I don’t think anything is right or wrong,” Bishop said. “I love concours bikes, love to build them, but if somebody wants

a concours bike with a gold chain and over-polished cases, go for it. That’s up to you. It’s supposed to be fun. I meet so many guys that are so serious, and so obsessed with, you know, trying to win, that they miss the point…”

“If you want perfection, if you want something that could potentially win the Quail, we can build it — but we’re also happy to do an oil change on a DT125. We love our customers, we understand them, and we understand vintage bikes. So…I’m never going to be rich, but I love what I do every day.”

Owen’s ’68 Yamaha YAS1C took second in the Japanese division in 2018, and might be his favorite resto. Turns out, yellow paint was covering what was originally the same pearl white as on a Yamaha electric guitar of the era. It’s a beautiful little bike.

The founder of Arai Helmet was the man who created the first motorcycle helmet in Japan to protect his own head, and as a result, launched the Japanese motorcycle helmet industry.

Arai continues to pursue gains in higher levels of protection, using the harsh reality that the helmets are made for as a source of inspiration.

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.