American Motorcyclist April 2022

WHERE R WORLD MEETS YOURS.

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Editorial Director Mitch Boehm on ’Ol Malcolm

Managing Editor Joy Burgess on distracted

Where the photos are blurry but the memories are

The latest in countrywide lane-splitting legislation

The Lambretta: Malcolm’s first bike

AMA Supercross backstories, from champions to privateers to contenders 46

Dr. Bedolla and medical students keep riders safe

50 UNCHARTED PEAK

John Koester’s record-breaking 11th

AMA Pro Hillclimb title

56 DAN KLEEN

AMA Dud Perkins Lifetime Achievement Award winner

70 AMA GARAGE

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

74 LAST PAGE

Daytona, the way we were

ON THE COVER:

The 2022 AMA Supercross season is rockin’, and we’re featuring some of the cooler backstories in what is the world’s premier motocross race series. And who bigger than Malcolm Stewart, who’s leaner, stonger and faster than ever — and looking for his first win in the 450SX division? Read all 8 storylines starting on page 30!

COMMUNICATIONS AND EDITORIAL

Mitch Boehm Editorial Director

Todd Westover Creative Director

Joy Burgess Managing Editor

Kali Kotoski Editor-at-Large

Keaton Maisano Communications Associate

Chad Fulton Graphic Designer

Alice Sexton Graphic Designer submissions@ama-cycle.org

Steve Gotoski Director of Industry Relations and Business Memberships (951) 491-1910, sgotoski@ama-cycle.org

Forrest Hayashi Advertising Manager (562) 766-9061, fhayashi@ama-cycle.org

Lynette Cox Marketing Manager (614) 856-1900, ext. 1223, lcox@ama-cycle.org

All trademarks used herein (unless otherwise noted) are owned by the AMA and may only be used with the express, written permission of the AMA.

American Motorcyclist is the monthly publication of the American Motorcyclist Association, which represents motorcyclists nationwide. For information on AMA membership benefits, call (800) AMA-JOIN or visit AmericanMotorcyclist.com. Manuscripts, photos, drawings and other editorial contributions must be accompanied by return postage. No responsibility is assumed for loss or damage to unsolicited material. Copyright© American Motorcyclist Association, 2021.

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 Smith 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

Erek Kudla Off-Road Racing Manager

Ken Saillant Track Racing Manager

Alexandria Kovacs Program Manager

Connie Fleming Sanctioned Activity Coordinator

Olivia Davis Sanctioned Activity Coordinator

Bob Davis Sanctioned Activity Coordinator

OPERATIONS

Steve Austin Director of Operations

John Bricker Mailroom Manager

Rob Baughman Operations Specialist

ACCOUNTING

Karen Esposito Accounting 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.

Gary Pontius Vice Chair

Westfield, Ind.

Byron Snider Assistant Treasurer

Newbury Park, Calif.

Jerry Abboud Executive Committee Member

Thornton, Colo.

Brad Baumert

Louisville, Ky.

Hub Brennan

E. Greenwich, R.I.

Christopher Cox

Florence, S.C.

Mark Hosbach

Franklin, Tenn.

Robert Pearce Amherst, Ohio

Tom Umphress Jordan, Minn. Faisel Zaman

Dallas, Texas

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

AmericanMotorcyclist.com @AmericanMotorcyclist @ama_riding

GOVERNMENT RELATIONS

Michael Sayre Director of Government Relations

Nick Haris Western States Representative

Tiffany Cipoletti Government Relations Manager, On-Highway

Peter Stockus Government Relations Manager, Off-Highway

Erin Reda Grassroots Coordinator

MUSEUM

Daniel Clepper Collections Manager

Paula Schremser Program Specialist

Ricky Shultz Clerk

MARKETING AND MEMBER SERVICES

Amanda Donchess Director of Membership Marketing and Services

Holly Bennett Membership Fulfillment Coordinator

Serena Van Dyke Marketing and Volunteer Coordinator

Lauren Kropf Marketing and Advertising Coordinator

Tiffany Pound Member Services Manager

Joe Bromley Program Development Manager

Pam Albright Member Fulfillment Coordinator

Stephanie McCormick Member Services Representative

Vickie Park Member Services Representative

Charles Moore Member Services Representative

Kelly Anders Member Services Representative

Carol Vaughan Member Fulfillment Representative

INFORMATION TECHNOLOGY DEPARTMENT

Shaun Holloway Director of Information Technology

Joey Brown Application Developer

Ed Madden System Support Specialist

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 $19.95 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.

s I write this column

A

it’s been exactly a year since I joined the AMA team and took over the editorial duties here at American Motorcyclist. Obviously, when you find yourself entrusted with something as foundational and historical as the AMA’s in-house magazine — which has roots reaching back to the early 1900s — you want your very first issue to be as compelling and memorable as possible…something that’ll move people emotionally, make ’em sit up and take notice.

To do that I went with a person who’s about as foundational, historical, compelling and memorable as you’ll find in our sport — the one and only AMA Hall of Famer Malcolm Smith. And based on the reaction to that issue, featuring Malcolm in that first cover story was a pretty good choice. Because when it comes to a person who maybe best encapsulates the joy, freedom and fun of motorcycling, you really can’t do better than — as the late Hall of Famer Bruce Brown used to call him — Ol’ Malcolm.

Malcolm Smith turned 81 in March, and despite the nasty effects of Parkinson’s and the many debilitating injuries he’s suffered over the last 70 years (it’s quite a list!), along with a bout with pneumonia a month or two ago, the old guy just keeps on chugging along, spending a lot of quality time with his family and grandkids, traveling to his and his wife Joyce’s beach home in Baja, and fiddling with stuff in his garage.

“Mitch,” he texted me a couple of weeks ago, “I am much better now! Been out in the garage working on our new Honda Talon four-seater. We’re sending it to Baja, and then

PERSPECTIVES OL’ MALCOLM

BY MITCH BOEHM

we’ll head down there and do a whale-watching trip across the peninsula. Last time there were hundreds and hundreds of whales in the lagoon…”

I have a lot of great memories of Malcolm, but some of the best are the ones generated during the two-plus years we spent on his 2015 autobiography, titled Malcolm: The Autobiography. During the initial fact-finding phase of the project, which took about a year, we’d get together once a week at his home in Riverside, Calif., and spend several hours talking about a specific period in his life. I’d record those discussions, take detailed notes on my laptop, and put events on a dryerase board under the year that they happened so we could easily see the larger picture.

Once we got enough material for one of the chapters we’d sketched out, I’d write up a rough draft, which we’d then go through together, line by line, Malcolm reading a printout and me typing on my laptop. We’d tweak and modify and revise, and a week later, after I’d worked those changes into the text, we’d go through it again and again until it was just exactly perfect — and then we’d move on to

The author and AMA Legend Malcolm Smith, reviewing a chapter of his acclaimed autobiography in his sitting room sometime in 2014. For a copy of the 400-page tome, check out themalcolmbook.com or malcolmsmith.com

the next chapter.

Malcolm has lived a thoroughly fascinating life, from his adventurous parents and early childhood days in the Pacific Northwest and San Bernardino, to his golden years of late…and to hear it all in such detail — and be fortunate enough to chronicle it for fans and motorcyclists everywhere — was a thrill I still can’t get my arms around.

We’re bringing you snippets of his story in our new — and monthly — Malcolm’s Moments segments (see page 24), but to get the full impact of the Malcolm Smith story you’ll need to (Spoiler alert…Blatant pitch ahead!) read the book, which is available at either themalcolmbook.com or at our own Motorcycle Hall of Fame Museum. It’s big and heavy and 400 pages; it contains nearly 500 photos from Malcolm’s personal archive, and was designed by our own Todd Westover, who makes American Motorcyclist look so good every month.

So thanks, Malcolm, for 81 years of doing what you do. And Happy Birthday, old friend!

Mitch Boehm is the editorial director of the AMA

TODD WESTOVER

2022 MEMBER

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• Liberty Sport Eyewear

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QUARTERLY DRAWINGS

• Bohn Armor Pant & Shirt Set

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Members who join or renew their AMA membership from Jan. 1, 2022, through Dec. 31, 2022 are automatically entered to win one of these awesome motorcycling prizes!

SWEEPSTAKES

Every time I see that Chevy Equinox Taco Truck commercial I cringe. Maybe you’ve seen it…

A couple is driving along, trying to decide what to eat — that classic back and forth. The guy is driving and the woman is looking at food options on her phone. But the driver keeps looking at her and, by all appearances, at her phone. And then outta nowhere…Bang! There’s a huge taco truck. Chevy Safety Assist with automatic emergency braking stops them just in time, and it’s decided…tacos for dinner!

That commercial makes me jump every time I see it. Why? Because if that were a real scenario (and it’s coming, if not already here), I wonder what would’ve happened to me or

Cringe-Worthy Commercials

JOY BURGESS

this make it seem like it’s okay to drive while distracted. “Don’t worry! You can be a goon! Technology will save you! Beta technology is the answer to distracted driving!” — well, that’s what vehicle manufacturers seem to be saying.

And then there’s the GMC Sierra “We Will Rock You” commercial. The one where everyone — including the driver — is clapping. “The new GMC Sierra with hands-free driving,” the voiceover says.

Eyes off the road. Clapping. Again, more distracted driving…but GMC’s got this, right?

The facts don’t lie. Distracted driving and inattentive driving behaviors — like those I’d argue we see in these commercials — are a significant contributor to motor vehicle crashes. In fact, according to a National

The facts don’t lie. Distracted driving and inattentive driving behaviors are a significant contributor to motor vehicle crashes.

some other enthusiast if we and our motorcycle had been the taco truck. Would Chevy Safety Assist have saved the day? Has Chevy and all those other manufacturers taken into account a motorcycle’s much smaller footprint? Have they done the research? Do we know for sure? Or are we all guinea pigs in this autonomous-vehicle party we’re having?

I don’t know all the answers to those questions. But for me it’s a pretty sobering reminder of how serious this all is, and how big a problem distracted driving really is in this country.

Now, I’m not anti-technology at all, but it scares me that commercials like

Highway Traffic Safety Administration (NHTSA) report, “Driver inattention is the leading factor in most crashes and near-crashes … Nearly 80 percent of crashes and 65 percent of near-crashes involved some form of driver inattention within three seconds before the event. Primary causes of driver inattention are distracting activities, such as cell phone use, and drowsiness.”

I can’t help thinking that all this new technology is simply a band-aid for distracted driving. Let’s not push against the practice or penalize it more severely. Let’s let technology handle it, and in the meantime indirectly encourage more of it.

When I drive my car with my son in

Nearly 80% of crashes involve some form of driver inattention. Not good.

the passenger seat, I want my car to be as safe as possible. But I’m not going to trust in technology that’s being beta tested on the road to keep us safe. I prefer to be as in-control as possible, which is likely why I continue to drive a standard transmission vehicle…call me a control freak.

But as much as I want every possible option to be safe in my car, I can’t stop thinking about that taco truck. If that distracted driver would have hit that truck, it probably wouldn’t have damaged the truck too badly — though the car’s occupants might have sustained injuries. But what if that’d been been me on my motorcycle or, God forbid, me with a passenger? Distracted driving could have possibly cost me/us our lives, or at least led to serious injuries.

The AMA stands against distracted driving and supports legislation that includes enhanced penalty options for a reason. Those of us on two wheels are far more susceptible to the consequences of distracted driving than the taco truck’s backside.

I hope vehicle manufacturers get that message. Distracted driving is never okay! We all deserve to come home to our loved ones in one piece.

Joy Burgess is the managing editor of the AMA

BACKFIRES

MALCOLM’S MOMENTS

I have thoroughly enjoyed your magazine and am especially enjoying the excellent Malcolm’s Moments pieces that are written by Malcom Smith himself. I was amazed when he wrote of his dad, who, Malcolm wrote, was 80 when Malcom was born. That is just amazing in itself, but then he topped it in the March edition by writing that his mom and dad divorced when he was only 13 years old. That would mean that his dad was 93 when they divorced. I have to ask you, how old was his dad when he passed?

Ron Hall

Elizabeth City, N.C. Malcolm’s father, Alexander “Sandy” Smith, died at 99 years of age in a San Jose, Calif. hospital after surgery — and after doctors discovered that he, sadly, had bone cancer. Malcolm was just 18 at the time. “While sad,” Malcolm told me, “at nearly 100 years old, he’d had a good run.” —Ed.

MORE ON SURVIVING THE RIDE

A couple more comments on Perry King’s February column on

survival. I agree…take responsibility for EVERYTHING. On a motorcycle, it doesn’t matter who’s at fault: the car, the truck or the deer. Plain and simple, you lose. Anticipation has kept me alive more times than I can count. That driver on the cell phone? Make room. You just know they’re gonna invade your space. Anticipation helps you stay away from the careless, the inattentive and even those trying to hurt you. A motorcycle instructor told me once, “drive like you’re invisible.” And a fellow student had the corollary: And if by chance they can see you, they’re trying to kill you. Words to stay alive by.

Mark

Engel, 38-year member

AMA #302398

Although I totally agree with the theme of Perry King’s piece (I, too, had a hard encounter with a leftturning automobile), I found myself wishing he’d included some specific tips on helping avoid left-turn crashes. [Space limitations, basically. —Ed.] It is critical to know that drivers, generally, really don’t see motorcycles during daylight hours. Bikes just kind of blend into the background,

even if you have your headlight on. Then know that nighttime hours make it almost impossible for a driver to see one headlight amongst all the others, thereby tripling (or more) the odds against you. Another consideration: an oncoming driver is terrible at judging how fast (to them) you’re traveling and will almost always think they have time to turn in front of you. (And sometimes

LETTER OF THE MONTH

FINDING #49

Props to author Keith Geisner for going “all chips in” to resurrect that factory HarleyDavidson MX250 in your February issue. And what a job he did! How cool is that being Kudalski’s? That old works bike won the lottery, similar to stray dogs and cats that are lucky enough to find their forever homes. I’m humbled by Keith’s effort, and it should be plenty of motivation for the rest of us with vintage bikes to get to wrenching! It did it for me, working on my old YZ465 now, between typing.

Ron DeFonce, St. Louis, Mo. AMA #144047

Letters

it’s just a lack of patience on their part.)

One thing I’ve always advocated for is to install a headlight modulator that changes the intensity of the light (daytime). It catches the oncoming driver’s attention and betters the odds of him or her seeing you. (Unfortunately, that doesn’t guarantee they’ll not turn left in front of you.) Just wanted to add my two cents.

Jim (Jim-Jim) Bigger

I taught myself to ride in L.A. traffic, starting in 1947 at 14 years of age. Perry King packed a lot of wisdom in his one page. I can add that we must learn to think like motorcyclists as in recognizing our many advantages for avoiding catastrophe, and applying them habitually. Options for escape exist that car drivers will never have.

Bill Brokaw, La Veta, Colo.

AMA #59850

In response to Perry King’s column, I try to teach and impress upon my grandkids, as they begin to drive and ride, the words “observation” and “anticipation.” Constantly watch what

is going on around you and as far as you can see down the road and anticipate what is going to happen. The anticipation part is difficult for new drivers/riders but do the best you can while you gain experience. I believe that many drivers know only what is happening with the nearest vehicle in front of them.

Tom

Spangler Charter Life Member

Long-time desert rat, ’92 Honda CR500, XR600 dual-sport and a bunch of others in the mix. At 59 years and too many surgeries, mostly due to sports from my past, I had to give up the dirt. Three years ago my wife suggested I take up street riding. To which I would reply, “no way, too many moving rocks.” Well, I did anyhow, and picked up a 2009 Triumph Tiger 1050, and I’ve been commuting from Orange County to Pasadena daily. Perry King’s column hit so close to home that I had to respond in the affirmative. In my short time on Interstate 5, I have unfortunately been a witness to a few fellow riders who had to do 60 while the cars were doing 10. I always signal

and move aside. And I have caught up to them as they are crawling on the ground…or not crawling. And yes, I have had those “Wow, that was close” moments, and it’s true it’s usually when I’m feeling cocky or think that “Hey, I’m good at this!” If there is one thing that has saved my bacon it’s the dirtbike experiences I’ve had. In my opinion, all riders could benefit from some time in the dirt.

Carlos Magallanes

AMA #3450946

STURGIS AND TYPOS

’R’ US

Quite a few folks are going to be disappointed if they attend Sturgis on the dates that you noted in your March issue! They need to go in August if they want to get in on all the fun stuff, not September! Lol.

Tim Campbell

Our parents always told us to “slow down and take your time,” and with good reason: Hurrying breeds mistakes, and we made a doozie last month! As our staff — and everyone else — knows, Sturgis happens August 5-14. Thanks, Tim, for setting the record straight! —Ed

THE RIGHT TOOLS

RBACK IN THE DAY

Where the photos are blurry but the memories are clear!

iding under the watchful eye of my father — who died Dec. 2021 in a motorcycle accident at 80 years old — I was about 4 years old in this picture, riding a Montesa Cota 25…a kids’ trials bike. As you can see, there’s no way I’m touching

the ground, so dad put the training wheels from my first bicycle on the Montesa. Full disclosure, I couldn’t do the mental math for a clutch at the time. This became my dad’s pit bike during his road racing phase, though it was stolen off his trailer in a hotel parking lot during a weekend trip to Road America. Fortunately, he found a Suzuki JR50 shortly after that I really took to, and I started whizzing around on that. It’s been two wheels ever since!

Steven Kohlscheen

My first bike was a modified Honda Trail 90 in the early ’60s. This photo would be circa ’68.

Steve Bauerkemper

Submit your Back in the

In 1968 I found an old engine in an alley and carried it home. My father taught me about four-cycle engines and helped me rebuild it. The front fork came from my sister’s bicycle, which I sawed off to use (got in big trouble for that!). Found scrap metal and welded up a frame with a friend’s Dad’s buzz box. Couldn’t find his welding mask, so we taped a bunch of sunglasses together and put them on a piece of carboard with a hole cut in it. Don’t remember where the wheels came from. I still have the forks and centrifugal clutch hanging in my shop. Must have liked the project, because after 50-plus years later I’m still an avid “American Motorcyclist.”

Drew Gatewood

Thanks, Drew! Is your sister still mad? —Ed

My first bike was a ’71 or ’72 Yamaha 60. That’s me and my little brother on board.

My first bike was a 1955 Allstate motor scooter around ’73 or ’74 when I was 13 or 14 years old. Had a string running under the brake pedal and back to the carb since the throttle cable was broken. Took it down the gravel road in front of my house, which had a sharp turn. Did fine going down, but on the way back the string got snagged, so I blew through the curve. First ride; first wreck.

Joey Cocanougher

My first bike was a 1981 GS1100, which I bought used in about 1986. Bracket raced it for years!

Davey Jenkins

I’d just turned 15 and could ride with a beginner’s license, and my first bike was a ’63 Yamaha YG1. Here I’m on my way to my summer job.

Barry Ferris Note the old 1955 Pontiac Pathfinder in the background! —Ed.

Borrowed $50 from my parents to buy this bike in 1975 and learned how to pay off a loan and ride. Paid for it by doing chores like mowing lawns, etc., and recycling cans and bottles. Priceless days!

Darrell Riley

It all started on toys, wearing dresses and leather jackets. And the toys just kept getting bigger! Nowadays the toy is a Gold Wing.

Bonnie Bower Sheffe

Bought my grandpa’s 1962 BMW R27 — pictured on it here when I was younger — when I turned 16.

Mark Hutchins

Donald Coffel

I think my dad put this minibike together. On my first ride I whiskey throttled into the chicken-wire fence.

Sherry Soliz

up to s peed

News, notes, insight and more from the motorcycling universe

UPDATE LEGISLATION

Lane Filtering

With Utah set to extend its legislation for five more years, Arizona makes progress — while Washington and Virginia hit speed bumps

BY KALI KOTOSKI

When Utah passed its lane-filtering legislation in 2019, it set off a wave of advocacy and legislative efforts to see if some form of the legislation could become more commonly adopted around the nation.

Until Utah’s successful push, led by state Rep. Walt Brooks (R-St. George), the notion of lane sharing, lane filtering or lane splitting (definitions of which vary by regional nomenclature and various legal understandings) was solely a California thing, for better or worse and with misconceptions abounding. Montana soon successfully followed suit with a similar version of Utah’s legislation, while Oregon last year

had its version vetoed by the Governor at the last minute despite garnering the largest bipartisan support yet.

While California’s lane splitting policy is viewed as the most liberal interpretation of the practice (and works quite well in practice), Utah’s 2019 legislation is much more conservative, as it doesn’t have to contest with the gridlock of Los Angeles.

In Utah, the law allows motorcycles to move between stopped vehicles on roads with a posted speed limit of 45 miles per hour or less. The motorcycle must be traveling 15 miles per hour or less when doing so and the maneuver must be able to be

performed safely.

By design, the law allows motorcyclists to move to the front of the line at stop lights and between vehicles when traffic is stopped, mitigating the chance bikes will be rear-ended, an experience Brooks had personally encountered before leading the charge on the legislation.

The law originally included a threeyear sunset period, a concession made to placate Utah’s Department of Public Safety and to gather the data needed to justify the safety promises of the law, Brooks explained to American Motorcyclist. But now, pending the Governor’s signature, Utah is poised to extend that period for five years, with the hope of permanently enshrining the

KEVIN

law as soon as the data comes in.

“We were expecting to make the law permanent this year,” Brooks said. “But COVID really messed up the ability to gather data despite things looking very well.”

At first glance, the data looks wildly positive in reducing motorcycle fatalities. According to some data sets, the first year the law took effect, motorcycle fatalities on roads less than 45 mph were reduced by half, with additional declines resulting in a cumulative total reduction in motorcycle fatalities of 75 percent in three years.

Brooks’ intention is to not only make lane-filtering legislation permanent in Utah, but to also produce a clean, scientifically driven data set that can be used by other states to push for similar legislation.

“Politicians love to throw out those numbers, but I really want to ensure that this is a good and safe policy, and initially it is very much looking that way…but there could be other factors in the decline in fatalities and that is what we are trying to figure out,” he said. “I don’t want any opponents to this to find any loopholes in our data on the safety benefits.”

With the five-year extension, the metrics have changed to measure the impact of lane filtering more accurately, he said.

Nevertheless, a data-driven method to crafting legislation is something Brooks believes other states should follow, especially seeing how bitterly divided politics have become, with few signs of hostilities abating.

To even get the lane filtering legislation to the floor, Brooks relied heavily on the often-cited University of California-Berkeley study that shows the benefits of the practice for motorcyclist safety, as well as an Australian two-year lane-filtering trial that resulted in setting lane-filtering speed limits.

“Amazingly, I think we did a good job presenting the available data in 2019, and despite the initial hesitancy, every year that goes by I see less and

less apprehension to the law,” Brooks said.

Legislative efforts typically involve playing the long game, and one thing Brooks had to work hard on in Utah was dispelling misconceptions. In some circles, lane splitting is used as a blanket phrase that encompasses lane sharing, lane filtering and according to critics, includes reckless behavior at high speeds, and this has proved problematic depending on regional understandings, especially when the California model is the first that comes to mind.

According to the U.S. Department of Transportation’s publication that addressed the Motorcyclist Advisory Council’s recommendations, lane splitting occurs when a motorcyclist overtakes another vehicle within the same lane or between lanes. Lane filtering is generally thought of as a subset of lane splitting, and describes a motorcyclist lane splitting under a condition where the surrounding vehicles have either stopped moving or are moving slowly. As an example, a motorcyclist might lane filter through traffic to reach the front of the queue on a road where traffic is stopped at a red light. Lane sharing is simply the idea of a motorcycle and another vehicle occupying the same general space in a single lane, thus “sharing” it.

“For most representatives, and people in general, when they hear a brand-new idea their immediate reaction is no,” Brooks said. “So for advocates, the education aspect of particular legislation for benefitting motorcyclists and public safety really has to be the focus.”

What is needed for legislators, he said, is mainly to educate vocal opponents of the legislation to dial down their rhetoric.

“If you can educate ardent opponents to dial down by one degree, those lawmakers in the middle will dial down by two, and they are the moveable object needed to get things like lane filtering passed,” he said.

Besides Utah, California and Montana having lane-filtering legislation successfully on the books, Arizona is attempting to get its version passed this year. Senator Tyler Pace and Representative Frank P. Carroll are leading the charge and have introduced Senate Bill 1273, which would allow motorcyclists to lane filter under certain circumstances. At presstime, it’s not clear how this effort will shake out. But the good news is that it has already been approved by the Senate and will soon be considered by the House.

Meanwhile, early promise in Washington state has faltered, with their bill failing to make it out of committee, while Virginia — which the AMA has been heavily involved with in guiding their Department of Motor Vehicles study on the practice — has pulled their bill.

Regardless, support for lane filtering is growing, and the AMA’s outreach and policy efforts are starting to move the needle thanks to lawmakers that understand the benefits and having well-informed motorcycle advocates raising grass roots support.

To stay up to date on the latest developments in lane-sharing legislation, subscribe to the AMA’s Action Alerts at AmericanMotorcyclist. com/subscribe-rights.

Utah state Rep. Walt Brooks (R-St. George) — who rides and has been rear-ended while riding in traffic — was instrumental in getting lanefiltering legislation passed. He hopes Utah’s law can serve as a model for other states.

up to speed

Wayne Rainey To Ride Again At Goodwood!

BY KALI KOTOSKI

hree-time 500cc World Champion and AMA Motorcycle Hall of Famer Wayne Rainey will be reunited with his Yamaha YZR500 at the Goodwood Festival of Speed in West Sussex, England, in late June.

TThe Festival of Speed will put Rainey back in control of a racing bike for the first time in 29 years, following the accident at the 1993 Italian Grand Prix that left him paralyzed from the chest down. Rainey’s exploits at the Festival of Speed follow his first return to riding in 2019 on a production-based YZF-R1 in Suzuka, Japan.

“I’m incredibly excited to not only be attending my first Goodwood Festival of Speed this summer, but to be riding my 1992 Yamaha YZR500 up the famous hillclimb,” Rainey said

in a release. “It’s truly a once-in-alifetime opportunity and one that I just couldn’t pass up. I want to thank the Yamaha Motor Company for preparing my 1992 YZR500 and adapting it for me to ride, MotoAmerica for helping make the entire project fly, and The Duke of Richmond for really making this a reality. I can’t wait to meet the fans who come from all over the world for the Goodwood Festival of Speed.”

Rainey’s 30-year-old Yamaha YZR500 has been reconfigured by Yamaha Motor Company so it can be ridden using handlebar controls alone. Rainey has cemented his legendary status through a career in motorsport spanning four decades, first as a three-time World Champion, then as a team manager, and current-

ly as President of MotoAmerica. With a total of 82 500cc Grand Prix starts, Rainey won 24 races and took 64 podiums during his career, many of them fending off arch-rival Kevin Schwantz. He was inducted into the AMA Motorcycle Hall of Fame in 1999.

PHOTOS COURTESY OF YAMAHA

AMA-Sanctioned Esports Competition

The AMA recently partnered with Init Esports, launching the World’s Fastest Motorcycle Gamer Challenge. While all the racing is virtual, participants get the chance to claim real AMA national titles.

“The AMA’s mission includes promoting the motorcycle lifestyle,” said AMA Chief Operating Officer James Holter, “and that extends to the digital universe.”

The street bike simulation game, RiMS Racing, by NACON and Italian studio RaceWard serves as the platform for the digital competition. Players also need an AMA esports digital license to compete.

“We created the digital competition license to encourage accountability in the gaming world,” Said Init Esports Founder and CEO Stefy Bau. “My hope is to provide a safe and fair environment that stimulates more diversity and inclusion in motorsports and gaming.”

Competitors will virtually race at Laguna Seca, Silverstone, the Million-Dollar Highway and the Great Victoria Desert Road. Along with winning the AMA esports championship, the victor will receive the chance to experience two days with a U.S. Superbike team.

While Phase 1 of the competition is nearly over, Phase 2 begins April 10. Learn more at InitEsports.gg.

—Joy Burgess

RACER SPOTLIGHT

MF KTM Factory Racing’s Ben Kelley, who won the 2021 AMA Grand National Cross Country (GNCC) XC1 Open Pro Championship, started 2022 strong in his push towards a second championship, winning the season opener at Big Buck in Union, S.C.

The 25-year-old Connecticut native has been riding since he was five, starting out riding off-road in the woods, and soon dove into cross country racing. “I love cross country the most,” Kelly told American Motorcyclist, “because of the variety. I like riding all different types of terrain and the challenge of having to be a good rider in all different areas is what keeps it fun.”

While Kelly previously talked to us about last-year’s struggles and injuries, starting the 2022 GNCC season with a win felt good. “I’m super happy,” he said. “I was able to put a comfortable gap on the pack and manage the lead to the checkers! I was thrilled to come out swinging with a solid result.”

—Joy Burgess

malcolm’s moments

An Italian scooter opens my eyes to the wonderful world of motorcycling

BY MALCOLM SMITH

It is easily the great irony of my life…the story of me wanting that very first motorcycle to fix but not actually to ride, as I had no real interest in riding at first. Folks simply can’t believe I got into motorcycles for mechanical and not adrenaline-based reasons.

It all happened one afternoon as I walked home from school and passed a house that had what looked like a

basket-case scooter sitting next to a box of parts in the driveway. It was a Powell scooter: American-made and sorta clunky, with a four-stroke engine and centrifugal clutch…probably a collector’s item now. And so, intrigued by the idea of making that carcass actually function, I asked the guy working in the garage about it.

He wanted $50, and I set about earning the money as fast as I could, mowing lawns, selling painted cattails,

whatever I could do. A couple weeks later I went back with money in hand, but he’d changed his mind, which nearly crushed me.

Mom, of course, came to the rescue, taking me to a shop called Valley Cycle in San Bernardino, where we spied a 125cc Lambretta scooter that’d been on the floor a while and was discounted to about $300, if I remember correctly. That was a lot of money back then, and I still don’t remember how she was able to afford it.

Once the manager discovered I was a rookie rider he rolled the bike into the alley, put me on the front seat, sat behind me, and showed me the basics. He rode me around for a while, and then let me try it. I got the hang of it pretty quickly, and soon we were on our way home with the Lambretta in the trunk of our ’49 Lincoln sedan.

For me, everything changed the minute we pulled into the driveway. Suddenly, making something run wasn’t as big a deal for me; suddenly, I could go places. And on my own! Looking at that Lambretta in the driveway, I got that feeling, one all riders know and remember, especially at the very beginning of their motorcycling career — a feeling of freedom. Now I could visit all those interesting places I could see from my house. I didn’t need a ride to get there, or to ride my bicycle, or hike it. It was all out there, waiting for me to discover.

I’d always loved the mountains, the hiking and fishing and camping and exploring, and now I could experience it all firsthand, on my own schedule, and in my own way. Suddenly, everything had opened up for me. I was very, very excited, even if my mother’s friends weren’t.

“Betty,” they asked, “you got him a motorcycle?” She seemed ok with it, even though she never really talked much about her motorcycling son until after On Any Sunday came out years later. I, of course, was completely over the moon.

I remember that first trip into the mountains like it was yesterday. Just behind our house was a trail that led to a floodcontrol dike, which in turn led to other trails that ran high into the foothills.

The Lambretta made it up there pretty easily, and within ten or fifteen

Above: Scooters and go karts opened up a new world for me and my friends, and we did just about everything we could on and to and with them — and much of it was dangerous in the extreme. But eventually we lusted — me especially — over what we called real motorcycles like Mike Christensen’s BSA (top). That’s me on the trash can.

minutes I was a couple of miles and a few thousand feet above the valley, looking down on my neighborhood. I was King of the Valley!

Usually it’d take an hour or more to get this high, hiking or pushing a bicycle with my buddies. But here I was, in just a few minutes…and suddenly, the whole motorcycling thing made sense. I’m sure I became a lifelong rider in that moment. Freedom. Adventure. Amazing! Up until a few years ago I used to ride up there occasionally to poke around and find some of my old trails. I enjoyed seeing where it all started for me. I still think about what I might have done with my life if I hadn’t gotten into motorcycles.

Very soon had a partner in crime, too — my buddy John

MALCOLM’S MOMENTS

“Bony” Moreland, who lived a few blocks away, and whose parents had gotten him a Lambretta much like mine. Suddenly, it was on. Moreland and I rode everywhere together, and raced each other everywhere we went, the testosterone flowing like snow melt down the hillsides. Every trip to the dikes was a sprint race; every run through the orange groves a TT; every run up into the hills a motocross or hillclimb.

We rode fast and crazy — and at times even a little out of control. But little by little we learned the skills of throttle control, traction feel, balance, body English and effective braking. We’d race each other on the fire roads up in the foothills, each of us cutting down between the switchbacks to gain an advantage over one another.

We discovered we could launch our scooters from ramps and fly into the air, just as we’d done on our bicycles. And once we learned that the only tires we could get for the Lambrettas at the time were street tires (no one made small versions of the knobbies we so admired on real off-road motorcycles), I figured out a way to attach screw-in discarded football cleats on our tires without puncturing the inner tube. The cleated tire was almost totally devoid of traction on pavement, but on soft dirt they were magic!

Once, while riding through an orange grove with Moreland in tow, I hit a wire that had been strung between

This isn’t the exact Lambretta I owned, but it’s identical in year, spec and color. My son Alexander picked it up for me years ago, and I love looking at it these days. Above: Cousins Genevieve and JoAnne would visit during the summer.

two trees, obviously by an orchard owner who didn’t like the idea of two crazy kids using his grove as a makeshift TT course. I wasn’t going all that fast at the time, and luckily, the wire didn’t catch me on the neck, which could have crushed my larynx and killed me. It yanked me off the bike in an instant. Still, it was a good lesson: Not everyone was as crazy about motorcycles as we were. And it was about to get even crazier. More to come next month…

LIVE THE LIFE YOU PROMISED YOURSELF.

THE NEW SCOUT ROGUE. BE PART OF SOMETHING BIGGER.

THE ARAI DIFFERENCE

At Arai, not only the management, but its owner also knows the mission to protect riders and continues learning how a helmet works to protect the wearers against riding impacts.

Witnessing how severe and unpredictable some impacts can be, the consistent pursuit of gains in protection continues to be Arai’s focus for helmets bearing our family name.

Arai pursues a round smooth shape. Why? There is a limit to how much energy any helmet can absorb. For the sake of supplementing that limitation, a round smooth shape is indispensable for glancing off to try and avoid as much impact energy as possible.

Malcolm Stewart 2.0 — leaner, stronger and ready to win!

MOOKIE ON THE

BRINK

SUPERCROSS AMA STORIES

PHOTOS: JEFF KARDAS, SIMON CUDBY AND ALIGN MEDIA

I “

know for a fact I’m better than a fifth place!” Rockstar Energy Husqvarna 450SX rider Malcolm Stewart says in the team’s new video series, Grit and Grind. And he’s come out to prove that from the very first gate drop of the 2022 AMA Supercross season.

At the opener at Anaheim — with a new team, Team Rockstar Energy Husqvarna, and after spending the off-season training with Aldon Baker at Baker’s Factory in Clermont, Fla. — Stewart qualified fastest, and the internet was abuzz.

Stewart has always been beloved by the fans, but early in the season it became clear…this is a Malcolm Stewart we haven’t seen before. Beyond qualifying fastest at Anaheim 1, he’s raced to a couple of heat wins and got his career-best 450SX finish (as of press time) at Glendale, Ariz. with a second-place overall performance.

“I’ve got Mookie [Stewart’s nickname —Ed] fever!” Monster Energy Kawasaki’s Adam Cianciarulo exclaimed trackside during the Minneapolis round, as Stewart laid down fast laps near the front. And AC’s not alone, either. Stewart’s been checking goals off what he calls his “racing bucket list,” and the next one is his first 450SX win.

What’s responsible for Stewart’s reenergized racing and improved results in 2022? Part of it has to do with being on a new team this year.

“[Rockstar Energy Husqvarna] has been one of the teams I wanted to ride for my entire career,” Stewart told American Motorcyclist, “and at the start I was nervous and excited. You don’t know how it’ll work and what the chemistry will be. But I’ve felt like this has been one of the most fun teams I’ve been around in my career.

Nathan Ramsey, who’s the new team manager, was my manager back in 2012 on a different team, and just everything’s fallen into place.”

on every rider’s bucket list — that felt great! Checked that one off the bucket list. I also got a heat race win, and that checked off another thing on the list of 2022 personal goals. [But] I have a lot more goals to achieve.”

Obviously, one of those is taking his first 450SX win, and when I asked him if that win was coming, he had no doubt.

“It is!” Stewart exclaimed. “It’s coming! It’s gotta be the right place and the right timing, and when it does happen it’s gonna be so good. I feel like it’s right there…every weekend that’s the goal. You start with a good practice, putting yourself in a position to win the race. A lot of things have to happen to win, and I’ve been checking off all those boxes.”

“I’ve got a lot of fans, friends and

family behind me on all this taking the journey with me,” he continued, “I’m just happy about how it’s all going this season. Anyone who’s watched me knows that this is the best I’ve looked so far. So I’m not going to change anything…gonna keep staying in the fight.”

While 29 years old might seem like the “golden years” of AMA Supercross racing, Stewart says he’s not even thinking of retiring at this point. “The future is always in the back of your mind,” he said, “but to me, I don’t have a set day for retirement. I’d love to race another five years. I’m gonna race as long as I can and be in the fight!”

When he’s not training hard or racing, Stewart enjoys spending time riding his personal V-twin motorcycle

with his dad. But even more important to him is time spent fishing.

“Most people know I’m into fishing,” Stewart told me, “and it’s always in my heart. While we were on the West Coast for races I couldn’t fish out there, and as soon as I landed in Florida I went to the pond and started fishing. Something about it is very relaxing to me, and it’s good to have that separation from your job. It calms me down, and I get some time to appreciate life and nature.”

There’s definitely a lot for Stewart to appreciate when he slows down and heads to his favorite fishing hole. A new team, great teammates, heat wins and podiums. Soon…that’s all likely to lead to that first 450SX win. And when that happens, I think we’ll all have Mookie fever! —Joy Burgess

Stewart celebrates after a podium finish at the Glendale round.

He’s focused on the next goal now…his first 450SX win.

rom the moment

FTeam Honda HRC’s Lawrence brothers — Hunter and Jett — came on the American racing scene, the boys from Australia garnered an explosive following. And win or lose — it doesn’t matter — the crowd goes wild for these two.

The brothers are young — Hunter’s 22 and Jett is just 18 — yet they’ve racked up an impressive handful of championships around the world, including Hunter’s MX2 Motocross of Nations win in 2017 for Team Australia, and Jett’s 65cc Motocross World Championship in 2014, and AMA Pro Motocross 250 Championship in 2021.

But despite all that success, the road to American AMA Supercross hasn’t been easy for them or their family.

The two got their start in Australia on a Yamaha PW50 — Hunter first, then Jett followed in his tracks. “We

FAMILY MATTERS

Australian dynamic duo looks to tag-team the AMA 250SX-class titles

JETT LAWRENCE

started riding in our back yard,”

Hunter told American Motorcyclist. “We had an acre and a little track that was basically just a stick in the ground with pink ribbon that marked out a little track.”

The pair soon began racing in Australia, and just as Hunter was planning to go Pro in Australian MX, the door opened for them to go to Europe. And that was a crazy ride.

“We felt like we needed to go to Europe to do our ‘internship,’”

Hunter told us.

“Many riders went through Europe and then to America, so we felt we had to do that...Our parents sold our house in Australia, and our mom and dad were using that house money to live on.”

“The money side of things,” Jett chimed in, “…just trying to afford to eat our next meal was challenging.”

“The weather, culture and lifestyle

“We’ve definitely got a bit of competition in us when riding the same tracks,” Jett said with a laugh. “It’s good…cause realistically no one wants to be the ‘worser brother!’ We can push each other to the limit and still come in after riding and be fine with each other.”

They learn a lot from each other, too. “There’s never a day when we don’t learn from each other when we train,” Hunter told us.

“It’s crazy,” Jett added. “Sometimes it’s so tiny, maybe our foot position in a turn or how we’re standing on the pegs in the whoops. Others don’t have this brother connection. You both wanna help each other out and see each other do well because it’s good for your family.”

“And I don’t think anyone in the sport has a stronger team than Jett, our father, and me,” Hunter said. “When we’re training, there’s no BS. We’re blood…so it’s different.”

“Our father,” Jett continued, “is a lot more involved than I think any other father in the sport. He points a finger at you and makes you work and do 100 percent each time. He does 100 percent for us, and it makes us want to be 100 percent for him. He’s our best coach!”

And speaking of family…family

is huge for the Lawrence brothers. When I asked if their racing program is a family thing, “It is for sure!”

Hunter exclaimed. “Even our team members…we look at them as family and we treat them that way and work with them passionately like that.”

“It’s never ‘you work for us,’” Jett added. “It’s ‘you work with us’ to get to where we all wanna go. It’s more a family than a team.”

While the brothers are inspiring a whole new generation of future riders and racers themselves, we wanted to know who inspired them. Who have they looked up to?

“When we were younger,” Jett told me, “I wanted to be like Ricky Carmichael or Ryan Dungey, but now I’m setting my own path. I don’t want to be like Ricky Carmichael, I wanna

beat Ricky!”

“For me it was always Villopoto,” Hunter said, “he was my childhood hero. But now I want to be someone else’s hero.”

And they have become “someone else’s hero,” inspiring kids — and people of all ages — by being real and true to themselves.

“Everything we do, it’s just us,” Hunter said. “We’re real, and true to ourselves, and that happens to inspire kids. When we do nice things for our fans, it’s not a pain or we’re not doing it because it’s going to look good. It’s genuine.”

“People are looking for more real in the world,” he continued. “There’s so much fake stuff. The more real you are the more people can have a personal connection and feel like that dude is so real he’s just like a normal person…”

“Younger kids can see that that ‘oh, he’s a normal person who put the work in to get to that level’,” Jett added. “Hopefully it’ll get the younger generation to work harder to get to where they want to be and be real, not fake.”

“All you’ve gotta do is work hard,” Hunter said. “[Success is] closer than you think!”

—Joy Burgess

THE FUTURE

Ryder DiFrancesco racks up AMA Supercross Futures wins on the road to the 250SX class

SUPERCROSS AMA STORIES

Ryder DiFrancesco may have lost the signature long blond hair from his early childhood, but that is about all he’s lost during a racing career in which winning has become second nature for the 17-year-old phenom.

The Bakersfield, Calif., native knew the spotlight well before racing in the country’s biggest stadiums, winning at Loretta Lynn’s at the age of 5 — the youngest to ever to do so. With a father who raced flat track and speedway, DiFrancesco’s early success was in part due to his early exposure to motorsports.

“I was pretty much born into riding,” DiFrancesco told American Motorcyclist. “My dad got me a little 50. [We] went out behind the house and we used to ride from sunup to sundown, and I think that’s where I found it so fun and that’s why I do it today.”

A member of Kawasaki’s Team Green for nearly a decade, DiFrancesco showed his potential in 2020 when he went six-for-six at the AMA Amateur National Motocross Championship at Loretta Lynn’s.

Coming off a broken femur in 2021, he took on a new challenge in

2022: AMA Supercross Futures, which offers a pathway for racers to earn points towards their AMA Supercross license. DiFrancesco exploded onto the scene with four consecutive wins (at presstime) to open the season and lap times that rivaled some of the pros.

With a taste of the AMA Supercross experience, DiFrancesco said his hunger to race the sport professionally has only increased.

“With another round of off-season prep and some more maturity,” DiFrancesco said, “I think I’ll be a lot better next year…and that’ll be fun.”

—Keaton Maisano

THE MEDIC RIG

When riders go down, the Alpinestars Mobile Medical Unit steps up

Rewind a couple of decades if you will, back to 1998 and before, and the only medical help riders had at AMA Supercross and AMA Pro Motocross races — beyond traditional ambulance services — was a physician on site with their medical bag in hand.

Some physicians — like Dr. John “Doc” Bodnar — routinely volunteered at Pro events, but there were still plenty of national-level races where there wasn’t a physician trackside at all.

Tom Carson, retired pro racer and safety advocate, had a vision of providing emergency care for riders at the track. It started small, a sponsor, then Innovations Sports, making sure a doctor was present at each AMA Supercross and AMA Pro Motocross event. And by 2006 it’d evolved to a full medical trailer called the Asterisk Mobile Medical Center.

“Our partnership with Asterisk lasted over 15 years”, Carson told American Motorcyclist. “When we required more resources we formed a separate company, The Medic Rig, bought a truck and custom trailer, and welcomed Alpinestars as our primary sponsor.”

Today, the rig functions as a mini ER. “We don’t have the big machines like a CAT scan or MRI,” Carson said, “But we have everything else. Dr. Bodnar — who is AMA Supercross Medical Director and Medical Director of the Alpinestars Mobile Medical Unit — understands the types of injuries that potentially happen, so we have most of the medical equipment needed to take care of those situations.”

For Dr. Bodnar, the dream of treating racers has been there for decades. “Way back when I started my residency in 1992,” Dr. Bodnar told us, “I was already planning on doing something like this. I’d been a flagger for nearly 10 years at AMA Supercross and raced off-road myself in California. When I got out of medical school I was a few blocks from Anaheim Stadium. I realized that while they had an ambulance crew, there was no continuity of care week after week.”

But that’s all changed now with the Alpinestars Mobile Medical Unit and the procedures in place when riders do go down. Regarding those procedures, Dr. Bodnar told us this:

“We’re on the track at every race, and in radio communications with the AMA throughout the race. We have a dispatcher in the tower in Race Control as well. Between the tower and the AMA officials and medical personnel on the track, we can see when someone goes down. That’s announced on a radio.”

“Every race day,” he continued, “we have a track walk just like the riders do, positioning our people around the track in the right areas so we’re able to get to riders as quickly as possible. You’ll see someone on our medical crew with a rider as soon as he goes down. For the decision to stop a race, that’s decided between myself — I’m the Chief Medical Officer (CMO) — and AMA Director of Racing Mike Pelletier. A red flag is a joint decision between the AMA and medical staff.”

What kind of injuries do they see most often at AMA Supercross? It’s pretty varied, Dr. Bodnar told us. “In AMA Supercross and motocross,” he said, “the most common injuries are to arms and legs, just because they’re the most fragile parts of the body. We also have a concussion program that’s been in place nearly 10 years where riders are evaluated if there’s a concern for concussion and placed on a protocol for back-to-ride status.”

One critical thing that makes this entire team so successful, according to both Carson and Dr. Bodnar, is the fact that most of the medical team members are riders.

“One key to the success of this program,” Carson said, “is that I’m an ex-pro racer. We didn’t have this back when I raced. Almost everybody on our team has a motorcycle, rides a motorcycle, or has ridden a motorcycle. That’s a big key because they have the passion for the sport and the knowledge on the medical side.”

“Riding makes you understand the mentality of the riders so much better,” Dr. Bodnar told us. “Most riders are used to being told they should find a different activity that’s not so dangerous. We understand their passion and their drive to do well in the sport.”

“It’s been great,” Dr. Bodnar continued, “working with AMA Racing over the past 20 years. We’ve seen continuous improvement in AMA Supercross and motocross racing. We’re striving to keep our riders and motocross family safe, and we welcome and appreciate all the assistance the AMA has provided us all these years.” —Joy Burgess

Left: AMA Supercross Chief Medical Offer and Medical Director of the Alpinestars Mobile Medical Unit Dr. John Bodnar. Above: The inside of the Medic Rig functions like a mini ER. It doesn’t have big machines like a CAT scan or MRI, but it’s got everything else needed to treat the AMA Supercross riders on site.

SUPERCROSS AMA STORIES

THE PRIVATEERS

Ohio fast boys Jeremy Hand and Logan Karnow epitomize the term

Webster’s defines privateer as an “armed, private ship licensed to attack enemy shipping,” and, right alongside it, “a sailor on such a ship.” In racing, the latter def fits pretty nicely, with high-power motorcycles replacing keels and sails — and Ohio’s Jeremy Hand and Logan Karnow epitomizing the term pretty nicely, as well.

I began following the pair a few years ago while watching AMA Supercross on TV, and the reason is pretty simple: I raced with their fathers and uncles (and even Karnow’s mom!) in Ohio in the 1970s. So when I saw “Hand” and “Karnow” listed on the screen, I figured they had to be connected. And they were.

Hand’s father Carl was a hot-shot Ohio pro, as was his uncle David, Carl’s younger brother. They and their families rebuilt and ran Ohio International Raceway in Ravenna, Ohio, for over a decade, and ran it well. It’s where young Jeremy spent a lot of time as a kid (as did I). Karnow’s family was into Ohio motocross, too. His father Kenny raced (he and I battled on minis in ’75), as did Logan’s mom Lana.

In addition to their ages (Karnow is 27, Hand 24) and Ohio roots, there are plenty of similarities. Both grew up racing minibikes and graduating to the AMA Amateur National level at Loretta Lynn’s. Both are up-and-

comers in the 250 division, though each rides a 450 on occasion, Hand in outdoor nationals once the 250 East series ends, and Karnow in Supercross when the 250 West division is off.

Both have a long list of sponsors, though not quite the top-tier, factoryoriented ones most of these guys aspire to. Both are engaging, funny and work hard to stay in shape. Both have driven coast-to-coast more times than they care to remember and have scraped by on very little money. And both recognize the spectacle and intensity that is modern AMA Supercross.

But there are some differences, too. For one thing, despite riding a 450 in AMA Supercross on occasion, Karnow isn’t overly fond of the big-bores. “When I hit third gear at full throttle on a 450,” he told us with a laugh, “I’m a little scared!”

Karnow doesn’t enjoy riding the outdoor AMA Nationals as much as Hand, either. “I don’t do ’em,” he told us. “You make about half the money, Supercross events are way more fun to me, and I really do enjoy spending my summers at home in Ohio. Plus I’m more of a technical rider. Not sure why Jer likes them so much!” [laughs]

“The two bikes are really different,” agrees Hand, “but I do like riding 450s. I’d like to eventually ride ’em in AMA Supercross; plus, a 250 is more expensive to race than a 450. You for sure gotta ride them differently, too; a 250 you ride pretty much wide open all the time. You can’t do that on a 450.”

All that aside, Hand and Karnow are looking to make the jump into the top ten, with the pair ranked 16th and 17th currently in their respective 250SX divisions as of this writing — and eventually into the 450SX class.

“That’s always been the goal,” says Hand, with Karnow echoing, “It’s what many young motocrossers aspire to, right?”

Exactly. Hang in there, guys.

—Mitch Boehm

EL HOMBRE ON FIRE

AMA Supercross champ Jason Anderson jumps camps — and is having a monster season

Imagine, for a moment, you are a top-level AMA Supercross rider. You worked your butt off over the years to get that elusive factory ride, you became intimately familiar with the bike and team and culture there during seven years, and you won what’s arguably the highest accolade in the world of motocross — a 450SX title, in 2018.

And then, suddenly…Bang! You move to another team. A totally new bike. A new mechanic and crew. A new team manager. New PR people. A new OE, and the sometimescultural change that comes with that. Basically, a new way of doing things. It’s a lot to deal with.

Given all that, you’d expect the learning curve to be as steep as the face of a triple. And you’d be

SUPERCROSS AMA STORIES

right, much of the time. Many have struggled when moving to a new team and bike. But there are exceptions, and Monster Energy Kawasaki’s Jason Anderson is one of them.

Anderson, who spent seven years at Rockstar Energy Husqvarna and won an AMA Supercross title there in 2018, made the move to Team Green in the off-season and has exploded onto the scene so far in 2022. At press time, Anderson had won 3 of 8 Main Events, and currently sits a close second to ex-champ and series leader Eli Tomac, who also moved to a new team this year — Star Racing Yamaha — and who is also an exception to the rule.

I asked Anderson recently about making the transition to a new team. Here’s what he said:

“For sure, it’s a new team and a

new bike and there’s obvious risk with all that. Going in, you don’t really know that you’ll gel with the bike or the team. But the whole Kawasaki team has been great for me, and I’m feeling really good about it — and I think our performance over these first handful of rounds backs that up.

“I feel really close to the crew. The communication is good, everyone’s open and transparent, and it all seems to be working. For me, the change of scenery has been a breath of fresh air. I’m more motivated than ever to work and train and get those good results. There are still obstacles…there always are. This is

a tough sport, with lots of challenges. And the field is deep! Get a bad start and it’s really hard to make up time. The front of the pack, the top ten guys, really, are all so good. Anyone can win on a given night. Whether it’s Mookie [Malcolm Stewart] or Eli [Tomac] or Marvin [Musquin] or Ken [Roczen] or whoever...the talent just gets deeper every year, and it keeps us all on our toes.”

I asked Anderson about the differences in machinery, too.

“The bike is pretty different. I mean, you have a Japanese vs. a European manufacturer, and each has a different way of thinking. One has a steel frame [Husqvarna], the other an alloy one. It took some time to get used to the Kawasaki this summer, and I was hurt for a while, too, which didn’t help. But it seems to fit me pretty well. We are still learning ideal settings, but that’s pretty typical, and because Broc Tickle is not only a key test rider for Kawasaki, he is also my training coach, and that works out really well.”

Finally, I asked him if there was any extra motivation coming into this season, or if anything had reinvigorated him.

“Not really. I just feel really good this year! And hey, getting a few

wins makes everything right, right? [Laughs] Stuff is always gonna happen, ups and downs. I’m older now, and I think I handle things a bit better; take the good with the bad and just deal with it. Ya can’t get frustrated. Just stick to the plan, wake up every day, get more fit, get faster, and try to simplify.”

Anderson is making it all look easy this year. But as we can imagine, it ain’t.

—Mitch Boehm AMA

BY JOY BURGESS

PHOTOS: ANDREW WHEELER AND DELL MEDICAL SCHOOL

Dr. Bedolla and his medical students turned trackside medics help keep riders safe when crashes happen

Whether it’s MotoGP, AMA Supercross or flat track, there’s a visceral reaction that happens when a rider goes down…a collective gasp from the fans in the stands or virtual viewers jumping off the couch upon impact.

But whatever the reaction, the main question on everyone’s mind is this: is the rider okay?

For me — as someone who spent time working in a Level 1 trauma center before leaving the medical field for the motorcycle industry — my initial reaction to a rider crash is to

MOTOGP

MEDICS

start mentally triaging the rider from what I can see on the screen. I just can’t seem to help myself!

Airway, Breathing and Circulation are the ABCs of first response medicine, but when it’s a motorcycle racer who’s gone down at well over 100 mph, most people wonder, how many bones did they break? Did the impact result in internal injuries that can’t be seen? Or is the rider going to jump up and be okay even after what looked like a horrific impact?

Because of my own adrenaline-packed, 12hour nightshifts helping treat all manner of traumatic injuries, I’ve always been curious about the medical professionals who deal with elite motorcycle racers. It’s emergency medicine on a whole different level, and the stakes are high when working to keep riders

safe while ensuring the world-wide, live-broadcasted show goes on.

To get a behind-the-scenes look, I sat down with Dr. John Bedolla, who’s been the Chief Medical Officer (CMO) for all the events at the Circuit of the Americas (COTA) since 2020, including the 2021 COTA MotoGP round.

Bedolla — Assistant Professor of Emergency Medicine and Assistant Director of Research Education

DR. JOHN BEDOLLA

(specifically Emergency Medicine Residency) at Dell Medical School at the University of Texas — has been around medicine his entire life and always dreamed of being a doctor.

“My parents ran a free clinic in Mexico,” Bedolla told American Motorcyclist, “and I really cut my teeth in medicine when I was very young. I moved to the U.S. to go to college and medical school, riding motorcycles a lot while in college, then went on to do both a surgical residency and an emergency medicine residency.”

After becoming a doctor, Bedolla had the chance to be a crash response physician for Formula 1, and he soon became very interested in how motorcyclists race…how they negotiate corners, and what happens when they’re involved in either high-side or low-side crashes. His fascination led to him write the only medical research paper ever written on those two types of corner crashes, quantifying the number of injuries and

severity of injuries based on the type of crash.

“Through my work,” Bedolla said, “I got to know the Dorna Sports, Fédération Internationale de Motocyclisme (FIM) and AMA folks. When the opportunity came up at COTA to become the Chief Medical Officer I was a natural choice, and I’ve been the CMO for all events at COTA since 2020.”

But becoming a CMO at FIMsanctioned events isn’t easy. It requires training to receive an Official’s License from the FIM, and

astronauts,” Bedolla said. “And it’s such an honor and privilege to be chosen as the CMO. It comes with great responsibility, and I love that.”

Great responsibility is an understatement. The CMO is the liaison between the Dorna and FIM medical team and the local medical facility, and Bedolla’s also responsible for recruiting volunteers and other paid personnel, training them, ensuring their performance during the event, managing the medical center, and coordinating with local hospitals.

“It’s a big undertaking,” Cumbow

Zane Cook

first year medical student

D“I love seeing my students get thrilled because they’re getting hands on with motorcycle riders and helping them. And most of all, I love keeping the riders safe and making the sport safe.”

that’s only the beginning.

“Once doctors have the Official’s License,” AMA Director of International Competition Bill Cumbow told us, “the next step — for working major events like a MotoGP or MX of Nations or World Superbike event — is to also have what’s called a Super License. To get that, they usually need to attend a seminar in Geneva once a year, and it’s a fairly involved training and licensing process.”

Very few people in the world hold an FIM Super License. “There are likely fewer people in the world who can do my job than there are

DR. JOHN BEDOLLA

said. “Bedolla coordinates travel, time, ambulances and individuals in fast cars. There are usually 25-26 medical posts around the track, and each requires three people: one must be a paramedic and two are stretcher bearers. There’s also a communicator in the post who has a radio and headset.”

The event requires around 75 — or more — volunteers on the medical side alone, and many of those volunteers at COTA are medical students from Dell Medical School who are part of a very special internship program Bedolla developed.

ell Medical School is the only one that has a partnership with a racetrack of this caliber. Being a part of Dr. Bedolla’s internship program is an incredible opportunity to get a glimpse into a niche field of medicine that students rarely get to experience. With over 100,000 people in the stands and motorcycles coming by you at nearly 200 mph, everything is amped up and exciting. The training we went through learning how to respond to a crash that happens at 180 mph was eye opening and expanded my understanding of the flexible way emergency medicine can be adapted.

Allison Pryor

first year medical student

Iwas a pediatric ICU nurse before going back to medical school. More than anything, Dr. Bedolla’s internship program has taught us how to quickly triage riders — even when riders have all their gear on —then relay that information back to race control so they can make the right decisions.

What Happens When a Rider Falls?

hat happens when a rider falls at MotoGP — specifically at COTA? How do the student interns respond?

We asked COTA Chief Medical Officer Dr. Bedolla.

1. Make sure the motorcycle has stopped moving.

2. Run out, but only up to the paint unless you have permission from race control. Riders are basically assessed. Are they uninjured, slightly injured, or unconscious?

3. Uninjured riders are escorted off without touching them, ensuring they get out safely beyond the barrier and picked up by the rider transport crew.

4. Slightly injured riders are put on a stretcher if they can’t walk and an ambulance takes them to the medical center.

5. Unconscious riders are not moved. Interns call for help, the race is red flagged, and one to two physicians are sent via BMW safety cars to further assess the rider.

“I thought it would be great for students — and COTA — to have medical students learn how to be ground medics,” Bedolla said. “Not just ground assists, but medics in charge of making the rider rescue and learning how to make calls quickly. I thought it would be great for their training to see something special, participate in making quick clinical calls, and lead a team. It’s a way to bring together the medical school and COTA, getting speciallytrained people on the racetrack with specific, extensive training on rider fall rescue.”

“It’s extremely popular with medical students,” Bedolla continued. “They’re eager and engaged, and have to go through two months of training and take a test before they’re able to be a part of this program. They learn about different types of crashes, do a bunch of simulations beforehand,

“When I see a fall on my screen in Race Control,” Dr. Bedolla told us, “I’m judging visually whether I let the race continue, yellow flag it, or red flag it. A red flag stops everything, and it’s usually reserved for riders who can’t move off the track. We must make sure that there’s no one on the racing surface unsafely, and the race is stopped until they can be moved. This is the riders’ careers though, and we don’t want to stop the race unless necessary, but safety comes first. The goal is to resume as quickly and as safely as possible.”

and they’re trained in how to treat the riders. Elite riders like to be engaged in a certain way. If they don’t need to be touched, they don’t like to be touched. Students have to capture that middle point of helping them when it’s clear they need help or leaving them alone when their body language communicates that they don’t require assistance.”

These medical students get trained in caring for riders speeding around at nearly 200 mph, Bedolla added. And this program isn’t just a one-time deal; it’s a fully developed internship program. Students not only do MotoGP, but they’re involved in Formula 1, NASCAR and every other race that happens at COTA.

“Every type of racing has its special skillset,” Bedolla noted, “and students will be trained in all of these disciplines at the end of the internship. Where do we get the people to do this 20-30 years from

now? From these learners!”

Between all the responsibilities that come with being the COTA CMO and running this one-of-a-kind internship program, there’s a lot on Bedolla’s shoulders. But he relishes it.

“I love high-stakes responsibility,” Bedolla said. “I like being in situations where what I do makes a big difference, and I don’t mind if I have to make calls that are difficult. I have skin the game. This is a great position for someone who likes responsible leadership. I love seeing my students get thrilled because they’re getting hands on with motorcycle riders and helping them. And most of all, I love keeping the riders safe and making the sport safe.”

That visceral reaction still happens when we see a crash. But knowing folks like Dr. Bedolla and his cadre of medical students turned volunteers are on the scene makes a huge difference…for everyone! AMA

In a racing discipline measured by seconds, 31 years is an eternity.

For more than three decades, hillclimbers have dashed up Midwestern hills in hopes of shaving off seconds and tallying titles to eclipse AMA Motorcycle Hall of Famer Earl Bowlby’s then-record 10 AMA Pro Hillclimb titles.

While many tried, it wouldn’t be until four years after Bowlby’s 1990 retirement that the rider equipped

to topple the record would even be born. John Koester, a 27-year-old hillclimber from Hornell, N.Y., reached legendary status in October when he claimed his record-setting 11th AMA Pro Hillclimb national title — placing him on hillclimb’s summit.

To accomplish the feat, Koester stared up at Devil’s Staircase in Oregonia, Ohio — about a two-hour drive from where Bowlby was born — with an opportunity no other rider in the history of AMA Pro Hillclimb

Uncharted

had seen before: a chance to win an 11th title. Koester understood the magnitude of what he could accomplish, but he remained calm and seized the opportunity.

“At the top of the hill I didn’t know it was the winning ride,” Koester said. “When I got back down, the first person I saw was my dad, and he just gave me a big hug and said, ‘You did it!’ and we both kind of broke down. All these years just came crashing into a 7-second ride, and everything

Uncharted Peak

John Koester hit legendary status with his record-breaking 11th AMA Pro Hillclimb title

BY KEATON MAISANO PHOTOS: INDIAN MOTORCYCLE

we’d worked for was right in front of us.”

Koester’s hillclimbing journey started at Poags Hole Hillclimb in New York, about 15 minutes from where he grew up. Koester’s exposure to the sport came by observing his father and current crew chief Gordy Koester

dragging riders off the hill when they didn’t make it over.

Years later at that same hill, 16-year-old Koester tried out his new professional license aboard a Suzuki RM-Z450 and got hooked on hillclimb.

“It’s the sudden rush,” Koester said on what attracted him to the sport.

“Our rides are anywhere from 7 seconds to 20 seconds at the longest hill, and while that doesn’t sound like much, it’s pretty exhilarating on a bike that makes 300 horsepower and

you’re doing everything you can just to hang on.” Koester added that the camaraderie and friendships of the sport also fueled his desire to keep racing.

According to Rob Redmann, series manager for AMA Pro Hillclimb, Koester’s greatness and impact on professional hillclimb go beyond his collection of No. 1 plates. “John is just an all-around good guy,” Redmann said. “He’s not afraid to help somebody set their motorcycle

up if he sees them struggling, so he’s a champion in all aspects. He’s also mentally strong; if he has a bad ride, he regroups and changes the bike if he has to. All the horsepower in the world doesn’t matter if you can’t make the bike work.”

The New York native said Bowlby’s record was never really a focus until later in his career, and specifically the 2018 season, when the hillclimb stars aligned and he became the first rider to claim all three AMA Pro Hillclimb titles — 450 Pro, Extreme and Unlimited — in a single season. The unprecedented season gave him eight championships, tying him with Tiger Strank, and within two titles of

Bowlby’s 10 championships.

Still, Koester said that new proximity to Bowlby’s record negatively impacted his mindset.

“I knew Bowlby’s record was in reach with just three more [titles] to get to 11,” Koester said. “And then, a little bit of pressure set in. It played with my head a little bit, and I just had to go out and try to win and not think about trying to beat his record.”

Despite entering the 2021 slate with a refreshed mindset, the season did not come easy to Koester. A rough start in the 450 Pro and Twins classes made the Premier class his only route to the 11th title in the 2021 season.

John Koester at a local motocross track in Cohocton, N.Y., in 2006. A younger Koester (left) with his father, Gordy, at the same track in the early 2000s. AMA Motorcycle Hall of Famer Earl Bowlby (upper left), whose record of 10 titles Koester broke, is shown shredding a hill back in his heyday.

The ability to compete in multiple classes was not an option when Bowlby was blistering up hills. Only for the past decade or so have riders had the opportunity to earn multiple AMA Pro Hillclimb titles in the same year — an opportunity Koester seized in 2018.

While the rule change led to Bowlby’s record being broken sooner, it also created a newfound appreciation for what Bowlby did during his era of racing. “[Bowlby] was an innovator,” Redmann said, “and his legend will live on forever even though his record has now been beaten.”

Bowlby was born in Hocking County, Ohio, in 1933, and he could

be seen delivering papers on a Whizzer motorbike in the 1940s.

Starting in drag racing in the late ’50s, Bowlby didn’t earn his professional license in hillclimb until 1966 at the age of 32.

While it may have taken Bowlby twice as long as Koester to begin racing professionally, the Ohioan wasted none of his 25-year career, stating he had two focuses going into each race: have fun and win.

On the back of his modified BSA hillclimbers, his career ended with more than 80 AMA national hillclimb wins, 10 AMA Pro Hillclimb titles and six national titles in Canada. Ending his career in 1990 with another title, Bowlby — like Koester for most of his career — said setting a record was not on the front of his mind while he raced. “I really wasn’t looking at records until maybe the last year,” Bowlby told American Motorcyclist Bowlby remained a fan of hillclimb after his retirement and said that his record — like all records — was

made to be broken. Although he admitted he wished his record would have been broken by 11 titles won in a single class, Bowlby was quick to point out the impressive feat Koester had accomplished.

“Any way you can get more than 10 titles is impressive,” Bowlby said. “[Koester] had to have a lot of

success to do that. I’d like to shake his hand one day.”

Despite Koester’s record-breaking career, his 11 titles are not as safe as Bowlby’s 10 were back in the ’90s. With the evolved speed, competition and rules, Redmann said several riders could potentially catch Koester.

“John will always be a legend, but

John Koester’s Indian FTR750 hillclimber takes shape at S&S Cycle in 2020. The long-wheelbase racer had its custom exhaust system fabricated from scratch and was dyno-tuned at S&S, as well.

I think in the next couple of years he’s going to have his hands full with these young guys,” Redmann said. “That’s just history. That’s progression.”

A wide variety of machinery is used successfully in Pro Hillclimb, and Koester had a hand in resurrecting a dormant-but-once-great brand in the hillclimb community in 2020 –Indian Motorcycle, which had been gone from the sport for more than 80 years. “Indian reached out to me in 2020 and I [gave] them three names,” Redmann said, “and John was selected.”

In 2021, Koester competed in the Twins class on Indian’s FTR750 — a street-going flat track replica of sorts. And while some sort of partnership with Indian could continue going forward, Koester will likey ride a Yamaha/Honda hybrid in the Twins class for 2022 – a combination of a Yamaha MT-07 engine and Honda frame. He’ll also ride a CBR600powered ’climber in the Premier class. Koester says he and his father do most of the work building the bikes he competes on these days, and his crew members — Tom “Pickles” McMichael and Paul “Dumpy” Kennedy — handle most of the raceday adjustments and maintenance. Fine-tuning his hillclimbing

machines to help him win and break records — all while having fun — Koester has accomplished a lot in his career. While he dashes up hills by himself, Koester credits his team, family and girlfriend, Brittany, for his success.

“Having that support system at every race means the world to me,” he said. “If I have a bad day, they pick me up and say, ‘We’ll get them next time.’ I’m lucky to have that support.”

Despite his accomplishments, there’s still more racing in 27-yearold Koester’s future. “I kind of take it

From left to right: Paul Langley (thenPresident of S&S Cycle), Dean Young (S&S Race Team Manager), Gordy Koester (John’s father), John Koester, Gary Gray (Vice President of Racing Technology at Indian) and Paul Kennedy (Koester’s team mechanic).

year by year now,” Koester said. “I’m gonna do it as long as I’m still having fun, and same thing with my team. I can’t do it on my own, so if they decide they’re done, I’ll either have to find someone else or just be done. But I don’t see them doing that, so it’s up to me. As long as I’m having fun, I’m going to keep racing.”

And that means going for No. 12 in 2022. AMA

“Our rides are anywhere from 7 seconds to 20 seconds at the longest hill. when you’re on a bike that makes 300 horsepower and doing everything you can just to hang on, it’s pretty exhilarating.”

JOHN KOESTER

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AWARD WINNER DUD PERKINS DAN KLEEN

BY KALI KOTOSKI

PHOTOS: KLEEN ARCHIVES AND DAVID HALSEY

When Dan Kleen first got into off-road riding advocacy and organization work in the 1980s, his home state of Iowa had virtually no legal places to ride, as the state ranks 47th in the nation in availability of public land. The few places with trails were congested, and the overall amount of riding land fell woefully short of demand.

“We learned very early on that there was a need to get organized,” Kleen told American Motorcyclist. “If we were going to build and maintain riding areas, we would have to find ways to pay for it ourselves, because the state of Iowa wasn’t interested in giving us any property.”

For his work as the outgoing Chairman of the Board of Directors for the National Off-Highway Vehicle Conservation Council (serving as chairman for the past 21 of 24 years), helping to establish the Iowa Off-Highway Vehicle Association in

1987, forming the Iowa Motorsports Coalition, and being part of Iowa’s Federal Recreational Trails Program’s advisory committee for more than 25 years, Kleen has been awarded The AMA Dud Perkins Lifetime Achievement Award.

The award is the AMA’s top honor acknowledging the highest level of service towards the organization’s core mission in any area of activity.

“Dan Kleen is a role model for all riders for his advocacy and organization efforts for off-road riding,” said AMA Board of Directors Chairman Russ Ehnes. “The entire off-road community is grateful for his longtime stewardship and ongoing dedication to the sport. His work will

continue, and the AMA looks forward to continuing to assist and celebrate his endeavors.”

While Kleen’s most visible impact to off-road riding in Iowa is helping establish eight OHV parks spanning thousands of acres, five of which are currently operational and three that are being cleaned up after devastating floods and freak storms, a lot of his work has been dealing with grassroots efforts and legislative matters, things many riders fail to recognize or appreciate.

When Kleen got involved, some of the first steps to organizing in Iowa was setting up a registration system for funds, and building relationships with agencies like

the Iowa Department of Natural Resources, Forest Service, and Bureau of Land Management. These relationships created a vital conduit for collaboration and problem-solving, as well as securing federal funds from the Recreational Trails Program and holding the state accountable for its use of registration funds.

“The partnerships with the agencies have been very positive because before, nobody knew where to go if there was a problem or an idea,” said Kleen. “It has given us a legislative voice.”

And that voice has been heard, even though the battles were — and are — not always easy. One of battles in the early 2000s was fighting the state to give back registration funds that had been pilfered to balance the state budget.

“It took six years,” Kleen said. “They didn’t want to do it, afraid that it would set a precedent of returning funds, but finally the state did the

honest thing.”

Another behind-the-scenes legal hurdle that was successfully overcome, was that if a landowner wanted to hand over land for an OHV park, they couldn’t because they would still be on the hook for liability, according to Iowa state law. Through legislative maneuvering and advocacy, an exemption for OHV parks was cemented into law.

Similar to private companies or landowners that had now-closed mining operations, whereby state law required them to perform reclamation that typically involves millions of dollars, an exemption was also carved out for OHV parks.

“It has always taken grassroots to establish something special,” Kleen said. “If it wasn’t for grassroots, we wouldn’t have any places to ride in Iowa, and new riders really need to know that because if we don’t keep on fighting, everything we have done over the last 30 years could vanish.”

Kleen warns of the worrying trend that has accelerated over the last five years in Iowa, with fewer and fewer volunteers to perform regular park maintenance and upkeep. Despite surging sales of off-road vehicles, there is a lack of volunteers to keep operations going.

“Too many people take it for granted that they just bought this pricey piece of equipment and just want to ride, not get involved to protect the areas we have,” he said. “Now is not the time to lose ground, and people should become educated and join organizations to keep things going.”

Kleen, who was partially paralyzed following a diving accident in the 1980s, continues to be a leading figure for getting those with disabilities out on the trails. He has set up hundreds of rides and hunting outings with those with disabilities, especially with veterans’ groups. Those rides have provided him with indelible experiences. He also helps

Dan Kleen has been a vital advocate for off road riding in his home state of Iowa, working to establish OHV parks in a state that has virtually no public land. Despite being paralyzed in the 1980s, he has also helped countless people get back out on the trails.

“The

entire offroad community is grateful for his longtime stewardship and ongoing dedication to the sport.”

RUSS EHNES

get disabled riders set up with hand controls on their vehicles so that they can enjoy the trails.

“The things that they, and we, take back from those experiences means a lot. There is always a way to get around the challenges people face,” Kleen said.

For Kleen, the Dud Perkins Lifetime Achievement Award came as a deeply felt, and surprising, honor.

“No way did I think I would be in the category of those that have been presented with this award in the past,” Kleen said. “I just never expected that, but I couldn’t be more pleased to

receive it.”

“Through the off-road community and organizations in Iowa and the AMA,” he added, “I have met wonderful people and have been blessed to see a lot of beautiful country that I would never have been able to access if it wasn’t for riding.” AMA

MAKE IT YOURS

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

Call (800) AMA-JOIN (2625646) to request an affinity card at any time, at no additional cost.

DEALS AND DISCOUNTS

THE ESSENTIALS

Lodging

Save 15% at participating Choice Hotels Properties.

Up to 10% off at Motel 6. Use code: M64AMA

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

PRODUCT DISCOUNTS

ADVMoto

20% discount. Use code AMADV20

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

AMA Supercross Tickets

10% discount on tickets at supercrosslive.com Use code 5AMASX

Anthony’s Leatherworks 10% discount. Use code AMADISCOUNT

Blendzall

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

Bohn Body Armor

10% AMA Member Exclusive Discount. Visit bohnarmor. com and use code AMA18 at checkout.

Butler Maps

AMA members receive a 20% discount at butlermaps.com. Use code AMAMEMBER

Cardo Systems

20% discount online with valid AMA membership card.

Colorado Motorcycle Adventures 10% discount with valid AMA membership card.

The Dirt Bike Academy 10% exclusive discount on instruction. Learn more at thedirtbikeacademy.com

Dowco Powersports 20% discount. Use code AMA20

EagleRider For Club EagleRider AMA members receive 2 free rental credits

AMA Roadside Assistance Roadside assistance coverage for eligible members.

Car Rentals

Up to 25% off at any Avis or Budget. Avis Code: D388100 Budget Code: Z942000 Motorcycle Shipping Call

AMA Gear Find patches, pins, T-shirts, hats and more.

Edelweiss

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

Evans Cooling System 25% discount on Evans Coolants and Prep Fluid. Use code AMAFUN at evanscoolant.com.

EVS Sports 10% discount and free shipping on all orders. Use code AMAEVS20

Haynes

Save an additional 15% on all Haynes & Clymer print and online repair manuals. Use code AMA15

Heli Bars

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

Helite Moto AMA members get 15% off every order at helitemoto.com. Use code HELITEAMA

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Save on advanced adult oneday general admission. Use code AMA20

Legacy Track Dayz 15% discount on Legacy Track Dayz events. Use code AMARideLTD

Liberty Sport Eyewear 30% discount on all “motorcycle collection” frames. Discount code AMA30.

MAD Maps

Save 15%. Use code AMA15

Matrix Concepts

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

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

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ARIZIONA

COMING EVENTS

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

INDIANA

Road Race: April 2-3. Wilcox. ASMA Championship Series. Arroyo Seco Motorcyclist Association, roger@asmaracing. com,asmaracing.com

Enduro: April 9-10. Prescott. RJ Russo Camp Wood ISDE Qualifier. Arizona Trail Riders, 480-318-5504, tberger1970@ centurylink.net, www.amraracing.com

CALIFORNIA

Trail Ride: April 1-3. Delano. Over and Out Productions LLC., 908-303-1582, info@overandoutmoto.com, overandoutmoto.com

Motocross: April 2. Porterville. Porterville OHV Park Midwest Area Qualifier. 2X Promotions LLC, 559-500-5360, www.2xpromotions.com

Off-Road: April 2-3. 29 Palms. NGPC Grand Prix. Hilltoppers MC, Inc., 714-747-1211, plumrdy@aol.com, amadistrict37.org

Motocross: April 3. Porterville. Porterville OHV Park Southwest Area Qualifier. 2X Promotions LLC., 559-5005360, www.2xpromotions.com

Off-Road: April 9-10. Ridgecrest. AMA District 37 Hare & Hound Series. Southern California Motorcycle Club, socalmc.com

Motocross: April 15-17. Pala. AMA California Classic. 2X Promotions LLC., 559-500-5360, www.2xpromotions.com

Motocross: April 23. Tulare. DT-1 MX Park Midwest Area Qualifier. 2X Promotions LLC., 559-500-5360, www.2xpromotions.com

Hare Scrambles/Cross Country: April 23-24. Doyle. Fort Sage Hare Scrambles. Cross Country Promotions LLC., 916-837-7713, ccp_racing@yahoo.com

Adventure: April 23-26. Borrengo Springs. West 38 Moto. California Training School,. 970-581-7402, dusty.wessels@ west38moto.com, https://west38moto.com

Motocross: April 24. Tulare. Road to Mammoth Round 4. 2X Promotions LLC.,559-500-5360, www.2xpromotions.com

FLORIDA

Adventure Ride: April 9. Cocoa. Wild Bear Adventure Ride. Apollo Motorcycle Club. 321-537-4770, info@ apollomotorcycleclub.com, apollomotorcycleclub.com

Dual Sport: April 10. Cocoa. Wild Bear Adventure Ride. Apollo Motorcycle Club. 321-537-4770, info@ apollomotorcycleclub.com, apollomotorcycleclub.com

GEORGIA

Motocross: April 16-17. Washington. AMA ATV Motocross National Championship Series. Aonia Pass MX, 762-9946721, aoniapassmx@yahoo.com

Motocross: April 16. Hampton. Supercross Futures Premier Qualifier. Feld Entertainment, Inc. supercrossfutures.com

Dual Sport: April 29-May 1. Union Point. Scull Shoals National Dual Sport Ride. GA Dual Sport Riders. 770-2652448, admin@gadualsporter.org, http://scullshoals.com Adventure Ride: April 29-May 1. Union Point. Scull Shoals National Dual Sport Ride. GA Dual Sport Riders, 770-2652448, admin@gadualsporter.org, http://scullshoals.com

IDAHO

Grand Tour: April 1- Sept. 30. Tour of Honor. 208-740-0899, admin@tourofhonor.com

Trail Ride: April 9. Murphy. TVTMA Fun Run. Treasure Valley Trail Machine Association, 208-484-4980, verrickbach@gmail.com, www.tvtma.org

ILLINOIS

Motocross: April 2-3. Washington Park. Archview MX Park North Central Area Qualifier. Archview MX Park, LLC., 618-719-3438, pdub481@yahoo.com, www.archviewmxpark.com

Motocross: April 16. Mendota. Megacross Shootout Series. Moto Pro Inc., 815-539-9021, wardy@mtco.com, www.megacross.com

Trail Ride: April 24. Ottawa.Variety Riders Motorcycle Club Inc., 815-434-3669, varietyriders@yahoo.com, www.varietyriders.com

Motocross: April 2-3. Rossville. Wildcat Creek MX MidEast Area Qualifier. Wildcat Creek MX, 765-379-2482, wildcatcreekmx@hotmail.com, www.wildcatcreekmx.com Enduro: April 24. Lake Village. Sand Goblin Enduro, Grand Kankakee Trail Riders, 708-269-9754, kdxdoc@yahoo.com, gktrailriders.com

IOWA

Motocross: April 16. Winterset. Iowa Moto Championship Series. Riverside Raceway LLC., 515-360-9738, tonywenck@gmail.com, www.riversideraceway.net Motocross: April 23-24. Winterset. Iowa Moto Championship Series. Riverside Raceway LLC., 515-3609738, tonywenck@gmail.com, www.riversideraceway.net

Motocross: April 23-24. Winterset. Riverside Raceway North Central Area Qualifier. Riverside Raceway LLC., 515360-9738, tonywenck@gmail.com, www.riversideraceway.net

KANSAS

Road Ride/Run: April 1-2. Coffeyville. April Fools Rally 2022. Gateway Regional Retreads, 870-620-0025, gwregion@gmail.com

Motocross: April 16-17. Maize. Bar 2 Bar MX North Central Area Qualifier. Bar 2 Bar MX Park, LLC., 316-744-5283, bruce@bar2barmx.com, www.bar2barmx.com

LOUISIANA

Enduro: April 23-24. Forest Hill. Cajun Classic Enduro, Acadiana Dirt Riders, Inc., 337-519-2520, cornerstoneglass70506@yahoo.com, www.acadianadirtriders.com

MARYLAND

Motocross: April 23-24. Mechanicsville. MAMA MX Series, Middle Atlantic Motocross Association, Inc., membership@ mamamx.com, www.mamamx.com

MASSACHUSETTS

Motocross: April 16-17. Southwick. The Wick 338 Northeast Area Qualifier, The Wick 338 Promotions LLC., 781-582-5491, info@thewick338.com, www.thewick338.com Motocross: April 23. Foxborough. Supercross Futures Premier Qualifier, Feld Entertainment, Inc., www.supercrossfutures.com

MICHIGAN

Motocross: April 3. Millington. District 14 Motocross Series, Bulldog Riders Motorcycle Club, Inc., 810-241-7740

Motocross: April 23-24. Buchanan. RedBud MX Mid-East Area Qualifier, RedBud Recreation, Inc., RedBud MX, 269695-6405, info@redbudmx.com, www.redbudmx.com

MINNESOTA

Motocross: April 3. Cambridge. BCMX Motocross - Kick Off, 612-280-8939, bcmxllc@hotmail.com www.bcmxadventurepark.com

Motocross: April 24. Brook Park. Berm Benders Raceway Motocross, 612-919-0993, bermbendersraceway@outlook. com, www.bermbendersraceway.com

Observed Trials: 4/24. Faribault. UMTA 2022 Events, Upper Midwest Trials Association, 651-261-5977, bobbywarner@gmail.com, umta.org

MISSOURI

Off-Road: April 3. Bixby. Hare Scrambles/Cross Country. Midwest Trail Riders Association, 314-434-5095, ridemtra@ hotmail.com, ridemtra.com

NEW JERSEY

Motocross: April 3. Millville. Deep Dirt Dance/NJ Championship Series. Field of Dreams MX, LLC., NJ Field of Dreams, 856-765-3799, info@njmpfod.com, www.njmpfod.com

Motocross: April 16. Englishtown. Raceway Park Motocross, 732-446-7800, rtrevelise@racewaypark.com, www.etownraceway.com

NEW YORK

Motocross: April 3. Wallkill. MSC Championship MX Series, Walden MX,. admin@waldenmx.com, www.waldenmx.com

NEVADA

Trail Ride: April 8-10. Caliente. Nevada 200 Trailride. Harden Offroad, 951-491-1819, scot.harden@hardenoffroad.com, www.harden-offroad.com

NORTH CAROLINA

Motocross: April 3. Sanford. AMA North Carolina State Championship. Devils Ridge Motocross, 919-776-1767, drmotox@yahoo.com, www.devilsridgemotox.com

OHIO

Enduro: April 10. Shade. ACES (Appalachian Championship Enduro Series). Lost In Lodi Enduro Group LLC., kmbarr821@gmail.com, www.lostinlodi.com

OKLAHOMA

Motocross: April 23-24. Ponca City. Ponca City South Central Area Qualifier. MPG Creative Group LLC., 816-5824113, layne@mpgcreativegroup.com, www.poncamx.com

OREGON

Enduro: April 9. La Pine. Fire Mountain Sprint Enduro. Great Escape MC., 503-476-4584, greatescapemc@gmail. com, https://www.facebook.com/greatescapemc/ Off-Road: April 10. La Pine. Smokey Hollow Grand Prix. Great Escape MC., 503-476-4584, greatescapemc@gmail. com, https://www.facebook.com/greatescapemc/

PENNSYLVANIA

Road Ride/Run: April 2. Oley. Dice Poker Run. Reading Motorcycle Club, Inc., 610-987-6422, ggritt@gmail.com, readingmc.com

Flat Track - Short Track: April 2. Shoemakerville. Short Track. Shippensburg MC, 717-796-0294, candybaer@ comcast.net, baermotorsports.com

Motocross: April 3. Shippensburg. Doublin Gap – PAMX. Doublin Gap Motocross, Inc., 717-571-5824, doublingap@ gmail.com, www.doublingap.com

Flat Track - Short Track: April 9. Delta. Delta Short Track. Mason Dixon Fair M/C.,443-553-0897, masondixonfairmc@ gmail.com

Observed Trials: April 10. Elizabethtown. Candytown Modern Trials, 717-919-4458

Motocross: April 10. Hanover. MDRA Series. Happy Ramblers MC., 717-554-2783, happyramblersmx@gmail. com, www.happyramblersmx.com

Motocross: April 10. Birdsboro. District 6 Henrietta Classic Series. Pagoda Motorcycle Club, 610-582-3717, pagodamc@gmail.com, www.pagodamc.org

Flat Track - Short Track: April 16. Gettysburg. Short Track. 717-796-0294, candybaer@comcast.net, baermotorsports.com

Motocross: April 23-24. Birdsboro. Pagoda MX Northeast Area Qualifier. Pagoda Motorcycle Club, 610-582-3717, pagodamc@gmail.com, www.pagodamc.org

Motocross: April 24. Mount Morris. PAMX Spring Championship, Racer Productions, Inc.,304-284-0084, info@racerproductions.com, www.highpointmx.com

Observed Trials: April 24. Valley View. Tricky Tryalers MC, Rausch Creek Trailriders, 570-682-1075. custsvc@ rauschcreekracing.com, www.rauschcreekracing.com

SOUTH CAROLINA

Off-Road: April 9-10. Society Hills. GNCC Camp Coker Bullet. Hare Scrambles/Cross Country Racer Productions, Inc., 304-284-0084, info@gnccracing.com, gnccracing.com

Motocross: April 10. Fairfax. Paradise Series. Paradise Moto Club, 609-618-5565, paradisemotocross@gmail.com, www.paradisemotoclub.com

Motocross: April 17. Donalds. Carolina Elite Series. The Shoals MX, 864-230-5074, stewardbaylor514@gmail.com

Motocross: April 23-24. Hamer. South of the Border MX Southeast Area Qualifier. Victory Sports Inc., 423-323-5497, jane@victory-sports.com, www.victory-sports.com

TENNESSEE

Observed Trials: April 2-3. Sequatchie. NATC/AMA MotoTrials Series, Southeastern Trials Riders Association, 423-942-8688, ttcstaff@trialstrainingcenter.com, trialstrainingcenter.com

Motocross: April 9-10. Blountville. Muddy Creek Southeast Area Qualifier. Victory Sports Inc., 423-323-5497, jane@victory-sports.com, victory-sports.com

TEXAS

Motocross: April 2-3. AMA ATV Motocross National Championship Series. Lone Star Quad Racing, 936-3218725, info@threepalmsesp.com, www.3palmsasp.com

Motocross: April 2-3. Kemp. Underground MX South Central Area Qualifier. Underground MX, 903-4984659, undergroundmx@icloud.com, www.ugmxpark.com

Road Ride/Run: April 29-30. Irving. 2022 Heart of Texas Rally. Lone Star Long Riders, 214-250-1340, paultong971@gmail.com, www.heartoftexasrally.com

UTAH

Hare and Hound: April 9. 61st Annual Cherry Creek NHHA. Sugarloafers MC., 435-660-1811, sugarloafers.usra@gmail.com

VIRGINIA

Motocross: April 2-3. Disputanta. MAMA MX Series. Middle Atlantic Motocross Association, Inc., membership@mamamx. com, www.mamamx.com

WASHINGTON

Motocross: April 9-10. Richland. Horn Rapids Motorsports Complex Northwest Area Qualifier. HRMC, Inc., 509-4962958, info@hornrapidsmx.com, www.hornrapidsmx.com

WISCONSIN

Motocross: April 10. Lake Mills. Aztalan Cycle Club Motocross. Aztalan Cycle Club Inc., 414-265-1582, aztalancycle@gmail.com, www.aztalanmx.com

Observed Trials: April 24. Mauston. Smagical Rock. Wisconsin Observed Trials Association, 319-330-8016, nursehuber@aol.com, wisconsintrials.org

WEST VIRGINIA

Motocross: April 16-17. Hedgesville. MAMA MX Series. Middle Atlantic Motocross Association, Inc., 304-582-8185, info@tomahawkmx.com, www.tomahawkmx.com Motocross: April 23. Hedgesville. Masters MX Series .Tomahawk MX, LLC., 304-582-8185, tomahawkmotocross@ gmail.com, tomahawkmx.com

SUPERCROSS

2022 Monster Energy AMA Supercross supercrosslive.com

Round 13: April 9. St. Louis, Mo. Dome of America’s Center Round 14: April 16. Atlanta, Ga. Atlanta Motor Speedway Round 15: April 23. Foxborough, Mass. Gillette Stadium Round 16: April 30. Denver, Colo. Empower Field at Mile High Round 17: May 7. Salt Lake City, Utah. Rice-Eccles Stadium

Raceway Park. (732) 446-7800. etownraceway.com

ChilliTown Classic: July 6-10. Chillicothe, Ohio. ChilliTown MX. (513) 266-2866. chillitownmx.com

Wisconsin’s Southern Cup: July 9. Hillpoint, Wis. Sugar Maple MX. (608) 425-8643. sugarmaplemx.com

Aztalan Cycle Club Pro-Am: July 10. Lake Mills, Wis. Aztalan Cycle Club. (414) 265-1582. aztalanmx.com

Washougal Amateur Days: July 21-22. Washougal, Wash. Washougal MX Park. (360) 837-3975. washougalmxpk.com

Baja Brawl: Sept. 2-5. Millington, Mich. Baja Acres. (989) 871-3356. bajaacres.com

MSC Championship MX Series: Sept. 3-4. Carlisle, N.Y. Diamondback MX @ The Ranch at Carlisle. (845) 554-8717. diamondback-mx.com

Yamaha All-Star Pro-Am/Cobra Cup: Sept. 10-11. Shippensburg, Pa. Doublin Gap MX Park. (717) 571-5824. doublingap.com

Megacross Shootout Series: Sept. 17. Mendota, Ill. Megacross. (815) 539-9021. megacross.com Beast in the East/New Jersey Championship Series Pro-Am: Sept. 18. Millville, N.J. NJ Field of Dreams. (856) 765-3799. njmpfod.com

Sunset Ridge MX Pro-Am: Sept. 18. Walnut, Ill. Sunset Ridge MX. (815) 379-9534. sunsetridgemx.com

AMA Georgia State Championship/MEGA/SAS/BIG Series *DOUBLE POINTS: Sept. 25. Dalton, Ga. Lazy River MX. (706) 278-2868. lazyrivermx.com

46th Annual Kawasaki Race of Champions: Sept. 30Oct. 2. Englishtown, N.J. Raceway Park. (732) 446-7800. etownraceway.com

The Motoplayground Race at Ponca City: Oct. 6-9. Ponca City, Okla. Ponca City MX. (815) 582-4113. poncamx.com

Top Gun Showdown: Oct. 9. Blountville, Tenn. Muddy Creek Raceway. (423) 323-5497. victory-sports.com

Big Bucks Pro-Am: Oct. 9. Birdsboro, Pa. Pagoda MC. (610) 582-3717. pagodamc.org

MSC Championship MX Series: Oct. 16. Middletown, N.Y. Orange County Fair Motocross. (845) 342-2573. orangecountyfairspeedway.net

Travis Pastrana Pro-Am Challenge: Oct. 22-23. Seward, Pa. Pleasure Valley Raceway. (814) 317-6686. pvrmx.com

AMA South Carolina State Championship: Nov. 13. Hamer, S.C. South of the Border MX. (423) 323-5497. victory-sports.com

Thor Mini O’s, presented by Pro Circuit – SX: Nov. 19-22. Alachua, Fla. Gatorback Cycle Park. (321) 689-3461. unlimitedsportsmx.com

Thor Mini O’s, presented by Pro Circuit – MX: Nov. 23-26. Alachua, Fla. Gatorback Cycle Park. (321) 689-3461. unlimitedsportsmx.com

STATE CHAMPIONSHIPS

AMA North Carolina State Championship: April 3. Sanford, N.C. Devils Ridge Motocross. (919) 776-1767. devilsridgemotox.com

AMA Virginia State Championship: June 26. Wytheville, Va. Pro Sport MX. (423) 323-5497. victory-sports.com

AMA Tennessee State Championship: July 10. Blountville, Tenn. Muddy Creek Raceway. (423) 323-5497. victory-sports.com

AMA New Jersey State Championship: Aug. 21. Englishtown, N.J. Raceway Park. (732) 446-7800. etownraceway.com

AMA Indiana State Championship: Aug. 28.Crawfordsville, Ind. Ironman Raceway. (304) 284-0101. mxsports.com

AMA Georgia State Championship: Sept. 25. Dalton, Ga. Lazy River MX. (706) 278-2868. lazyrivermx.com

AMA West Virginia State Championship: Oct. 9. Hedgesville, W. Va. Tomahawk MX. (304) 582-8185. tomahawkmx.com

AMA Kentucky State Championship: Oct. 16. Sebree, Ky. Echo Valley MX LLC. (270) 339-6704. evmxllc.com

AMA South Carolina State Championship: Nov. 13. Hamer, S.C. South of the Border MX. (423) 323-5497. victory-sports.com

TRACK RACING

COMING EVENTS

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

AMA Vintage Flat Track National Championship Series americanmotorcyclist.com/flat-track-racing/

Round 12: Buckwheat 100 – Oct. 8-9. Newburg, W. Va. CJ Raceway.

2022 MotoAmerica Superbike Championship motoamerica.com

Round 2: April 8-10. Austin, Texas.

Circuit of the Americas

Round 3: April 22-24. Atlanta, Ga. Road Atlanta

Round 4: May 20-22. Alton, Va. Virginia International Raceway

Round 5: June 3-5. Elkhart Lake, Wis. Road America

Round 6: June 24-26. Shelton, Wash.

The Ridge Motorsports Park

Round 7: July 8-10. Monterey, Calif. Laguna Seca Raceway

Round 8: July 29-31. Brainerd, Minn. Brainerd International Raceway

Round 9: Aug. 19-21. Wampum, Pa.

Pittsburgh International Race Complex

Round 10: Sept. 9-11. Millville, N.J.

New Jersey Motorsports Park

Round 11: Sept. 23-25. Leeds, Ala.

Barber Motorsports Park

AMA Pro Hillclimb amaprohillclimb.com

Round 1: June 5. Jefferson, Pa.

White Rose Motorcycle Club.

Round 2: June 12. Freemansburg, Pa.

Bushkill Valley Motorcycle Club.

Round 3: Aug. 7. Muskegon, Mich.

Muskegon Motorcycle Club.

Round 4: Sept. 17. Jefferson, Pa.

White Rose Motorcycle Club.

Round 5: Sept. 25. Freemansburg, Pa.

Bushkill Valley Motorcycle Club.

Round 6: Oct. 9. Oregonia, Ohio. Dayton Motorcycle Club.

Progressive American Flat Track americanflattrack.com

Round 4: April 23. Odessa, Mo. I-70 Motorsports Park. Half-mile.

Round 5: May 28. Lexington, Ky. The Red Mile. Mile.

Round 6: May 29. Lexington, Ky. The Red Mile. Mile.

Round 7: June 11. Loudon, N.H. New Hampshire Motor Speedway. Short Track.

Round 8: June 25. Lima, Ohio. Allen County Fairgrounds. Half-mile.

Round 9: July 2. Weedsport, N.Y., Weedsport Speedway. Short Track.

Round 10: July 16. Port Royal, Pa. Port Royal Speedway. Half-mile.

Round 11: July 30. Peoria, Ill. Peoria Motorcycle Club. TT.

Round 12: Aug. 6. Rapid City, S.D. Black Hills Speedway. Half-mile.

Round 13: Aug. 13. Castle Rock, Wash. Castle Rock Race Park. TT.

Round 14: Aug. 20. Sacramento, Calif. Cal Expo. Mile. Round 15: Sept. 3. Springfield, Ill. Illinois State Fairgrounds. Mile.

Round 16: Sept. 4. Springfield Ill. Illinois State Fairgrounds. Mile.

Round 17: Sept. 24. New Richmond, Wis. Cedar Lake Speedway. Short Track.

Round 18: Oct. 15. Barberville, Fla. Volusia Speedway Park. Half-mile.

NATIONAL CHAMPIONSHIPS

AMA Vintage Road Race Grand Championship amavintagemotorcycledays.com

July 23-24: Lexington, Ohio. Mid-Ohio Sports Car Course.

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

July 7-13. Du Quoin, Ill. Du Quoin State Fairgrounds.

Round 4: May 1. Gratz, Pa. Gratz Fairgrounds (Half Mile). (717) 796-0294. baermotorsports.com.

Round 5: May 14. Duanesburg, N.Y. Electric City Raceway (Short Track). (518) 727-0311.

Round 6: May 15. Duanesburg, N.Y. Electric City Raceway (Short Track). (518) 727-0311.

Round 7: June 17. Harpursville, N.Y. SDR Raceway (Short Track). (607) 725-3069. squaredealriders.com.

Round 8: June 18. Harpursville, N.Y. SDR Raceway (Short Track). (607) 725-3069. squaredealriders.com.

Round 9: June 24. Greenville, Ohio. Darke County Fairgrounds (Half Mile). (937) 518-5044. darkecountyfair.com.

Round 10: June 26. Greenville, Ohio. Darke County Fairgrounds (Half Mile). (937) 518-5044. darkecountyfair.com.

Round 11: July 9. Du Quoin, Ill. Du Quoin State Fairgrounds (Mile). (614) 856-1900.

Round 12: July 23. Ashland, Ohio. Ashland County Fairgrounds (Half Mile). (614) 856-1900. amavintagemotorcycledays.com.

Round 13: Sept. 1. Springfield, Ill. Illinois State Fairgrounds (Short Track). (270) 442-7532.

Round 14: Sept. 17. Cuddebackville, N.Y. Oakland Valley Race Park (Short Track). (845) 219-1193. tristateclub.net.

Round 15: Sept. 18. Cuddebackville, N.Y. Oakland Valley Race Park (Short Track). (845) 219-1193. tristateclub.net.

AMA Land Speed Grand Championship bonnevillemst.com

Aug. 28-Sept. 1. Tooele, Utah. Bonneville Salt Flat. AMA Supermoto National Championship Series drtracinginc.com

April 1-3: Anthony Hart Memorial Race –Stateline Supermoto Challenge. Prime, Nev. June 9-11: Republic of Texas Motorcycle Rally. Austin, Texas.

Aug. 9: Jackpine Gypsies MX Track. Sturgis, S.D. Aug. 12-14: TBD

Nov. 4-6: Musselman Honda Circuit. Tucson, Ariz.

FEATURED EVENTS OR SERIES

AMA All-Star National Flat Track Series stevenaceracing.com

April 16: Half Mile. Ashland, Ohio. Ashland County Fairgrounds.

July 4: Half Mile. Frederick, Md. The Great Frederick Fairgrounds.

Sept. 2: Short Track. Springfield, Ill. Illinois State Fairgrounds.

OFF-ROAD

NATIONAL CHAMPIONSHIPS

Grand National Cross Country gnccracing.com

Round 5: Camp Coker Bullet – Apr 9-10. Society Hill, S.C. Moree’s Sportsman’s Preserve.

Round 6: Hoosier – May 7-8. Crawfordsville, Ind. Ironman Raceway.

Round 7: The John Penton – May 21-22. Millfield, Ohio. Sunday Creek Raceway.

Round 8: Mason-Dixon – Jun 4-5. Mount Morris, Pa. Mathews Farm.

Round 9: Snowshoe – Jun 25-26. Showshoe, W. Va. Showshoe Mountain Resort.

Loretta Lynn’s – eMTB Only – July 30. Hurricane Mills, Tenn. Loretta Lynn Ranch.

Round 10: The Mountaineer – Sept. 10-11. Beckley, W. Va. Summit Bechtel Reserve.

Round 11: Burr Oak – Sept. 24-25. Millfield, Ohio. Sunday Creek Raceway.

Round 13: Ironman – Oct. 22-23. Crawfordsville, Ind. Ironman Raceway.

AMA National Enduro Championship nationalenduro.com

Round 2: Dragons Back National – May 1. Arrington, Va. (757) 357-5665 oakridgeestate.com

Round 3: Lead Belt National – May 15. Park Hills, Mo. (636) 639-6373 momudders.com

Round 4: Cherokee National – June 12. Greensboro, Ga. (678) 572-7260 cherokeeenduroriders.com

Round 5: Rattlesnake National – July 24. Cross Fork, Pa. (610) 883-7607 ber.us

Round 6: Grassman National – Aug. 21. Chandlersville, Ohio. (614) 204-1438 ohiowoodsriders.com

Round 7: Loose Moose National – Sept. 18. Marquette, Mich. (906) 250-3616 upsandstormers.com

Round 8: Muddobbers National – Oct. 2. Matthews, Ind. (765) 998-2236 muddobbermc.org

Round 9: Zink Ranch National – Oct. 16. Sand Spring, Okla. tulsatrailriders.com

Round 10: Gobbler Getter National –Nov. 6. Stanton, Ala. (205) 340-4298 perrymountainmotorcycleclub.com

AMA National Hare and Hound Championship nationalhareandhound.com

Round 3: April 9. Jericho, Utah.

Round 4: April 30. Jericho, Utah

Round 5: May 28-29. Ridgecrest, Calif.

Round 6: Sept. 10. Panaca, Nev.

Round 7: Oct. 8-9. Lovelock, Nev.

Round 8: Oct. 22-23. Lucerne Valley, Calif.

AMA National Grand Prix Championship ngpcseries.com

Round 4: April 2-3. 29 Palms, Calif.

Round 5: April 23-24. Primm, Nev.

Round 6: May 14. Delta, Utah

Round 7: Aug. 20-21. Preston, Idaho

Round 8: Oct. 1-2. Ridgecrest, Calif.

Round 9: Oct. 29-30. Blythe, Calif.

Round 10: Nov. 12-13. Havasu, Ariz.

AMA/NATC National MotoTrials Championship mmototrials.com

Round 1: April 2. Sequatchie, Tenn. Trials Training Center.

Round 2: April 3. Sequatchie, Tenn. Trials Training Center.

Round 3: May 14. Wilseyville, Calif. Sactopits.

Round 4: May 15. Wilseyville, Calif. Sactopits.

Round 5: May 21. Canon City, Colo. RMTA.

Round 6: May 22. Canon City, Colo. RMTA.

Round 7: June 11. Gilbert, Minn. UMTA.

Round 8: June 12. Gilbert, Minn. UMTA.

AMA Extreme Off-Road Grand Championship tennesseeknockoutenduro.com

Red Bull Tennessee Knockout: Aug. 12-14. Sequatchie, Tenn. Trials Training Center.

AMA Vintage Hare Scramble Grand Championship amavintagemotorcycledays.com

July 22. Lexington, Ohio. Mid-Ohio Sports Car Course.

AMA Vintage Observed Trials Grand Championship amavintagemotorcycledays.com

July 24. Lexington, Ohio. Mid-Ohio Sports Car Course.

REGIONAL CHAMPIONSHIPS

AMA West Hare Scramble Championship westharescramble.com

Round 3: May 21-22. La Pine, Ore.

Round 4: June 18-19. Bellingham, Wash.

Round 5: July 9-10. Washougal, Wash.

Round 6: Oct. 15-16. Boise, Idaho

Round 7: Nov. 5-6. Toutle, Wash.

Round 8: Nov. 19-20. Wilseyville, Calif.

AMA East Hare Scramble Championship amaeastharescrambles.com

Round 4: May 14-15. Eagleswood, N.J. MCI.

Round 5: May 29. Lisle, N.Y. NYOA.

Round 6: July 31. Millville, N.J. NJFOD.

Round 7: Sept. 18. Bath, N.Y. Full Action Cycles.

AMA US Sprint Enduro Championship ussprintenduro.com

Round 5: April 2-3. Charlotte Hall, Md. Old Mill Farm.

Round 6: April 23-24. Fairmont, W. Va. Track 93.

Round 7: May 28-29. Dilliner, Pa. High Voltage.

Round 8: June 18-19. Bristol, Va. Harleywood

AMA Extreme Off-Road Championship amaextremechampionship.com

AMA US Hard Enduro West Championship

Round 2: May 1. Billings, MT

Round 3: June 11. Norden, Calif..

Round 4: June 18-19. Kellogg, Idaho.

AMA US Hard Enduro East Championship

Round 1: May 21-22. Spraugville, Iowa.

Round 2: May 28-29. Little Hocking, Ohio.

Round 3: July 2-3. Tamaqua, Pa.

Round 4: July 16-17. Sugarloaf, Pa.

Round 5: Aug. 6-7. Taylorsville, N.C.

AMA ISDE QUALIFIER SERIES americanmotorcyclist.com/isde

AMA West ISDE Qualifiers

Round 2: April 9-10. Campwood, Ariz.

Round 3: April 30-May 1. Blackfoot, Idaho

AMA East ISDE Qualifiers

Round 3: April 23-24. Vasar, Mich.

AMA/NATC Eastern Youth MotoTrials Championship mototrials.com

July 1-3. Sequatchie, Tenn. Trials Training Center.

AMA/NATC Western Youth MotoTrials Championship mototrials.com

Aug. 12-14. Kingman, Ariz. Central Arizona Trials.

FEATURED EVENTS OR SERIES

AMA Florida Enduro Championship Series floridatrailriders.org

Round 7: June 5 Greensboro, Ga. Cherokee Enduro Riders (678) 572-7260

AMA Sprint Cross Country Championship Series sprintcrosscountryseries.com

Round 4: April 2-3. Charlotte Hall, Md. Old Mill Farm.

Round 5: April 23-24. Fairmont, W. Va. Track 93. Round 6: May 15. Burlington, W. Va. Whispering Willow.

AMA Mid East Racing Championship Series mideastracing.com

Round 4: April 2-3. Laurens, S.C.

Round 5: April 16. Laurens, S.C.

Round 6: April 30-May 1. Union. S.C.

Round 7: May 14-15. Martinsville, Va.

Round 8: May 28-29. Boonville, N.C.

Round 9: June 18-19. Fountain Inn, S.C.

Round 10: Aug. 20-21. Union, S.C.

Round 11: Sept. 17-18. Union, S.C.

Round 12: Oct. 1-2. Woodruff, S.C.

Round 13: Oct. 15-16. TBA.

Round 14: Oct. 29-30. Hickory, N.C.

New York Off-Road Championship Series nyoa.net

Round 1: May 1. Dreamriders.

Round 2: May 15. Berkshire Hills.

Round 3: May 29. Broome-Tioga.

Round 4: June 19. Seneca Highlands.

Round 5: July 10. Knobby Acres.

Round 6: July 24. The Ditch Banger.

Round 7: Aug. 7. Black Sky.

Round 8: Aug. 21. Baldwin Trail Riders.

Round 9: Sept. 4. Twisted Fence.

Round 10: Sept. 18. Full Action Cycles.

Round 11: Oct. 2. TBA.

STATE CHAMPIONSHIPS

AMA Arizona Off-Road State Championship Series amraracing.com

Round 4: April 9-10. Camp Wood. ATR.

Round 5: May 14. Kelly Canyon. Coconino.

Round 6: May 21. Lynx Creek. PTR.

Round 7: Page. Rock Stars MC.

Round 8: Nov. 12. Oracle. XMC.

Round 9: Dec. 10. TBA. Off-Camber.

AMA Florida State Hare Scramble Championship Series floridatrailriders.org

Round 10: April 2-3 TBD. Apollo Motorcycle Club (321) 794-0993

Round 11: April 16-17 TBD. Big Scrub Trail Riders (386) 679-8201

Round 12: April 30-May 1 TBD. River City Dirt Riders (904) 509-4383

RECREATIONAL NATIONAL

AMA National Adventure Riding Series americanmotorcyclist.com/nationaladventure-riding

April 29-May 1. Scull Shoals. Union Point, Ga. GA Dual Sport Riders. 770-265-2448. scullshoals.com

May 21-22. Berkshire Big Adventure. Colebrook, Conn. Berkshire Trail Riders. (203) 725-8439 mudslinger.org

April 30-May 1. Yosemite Adventure Tour. Buck Meadows, Calif. Family Off-Road Adventures. (209) 993-7306. familyoffroadadventures.com

June 4-5. Durty Dabbers Great Adventure. Lock Haven, Pa. Durty Dabbers. (570) 748-9456 durtydabbers.com

June 11-12. Ride for Research. Wabeno, Wis. Wisconsin Dual Sport Riders. (920) 350-2030 widualsportriders.org

June 25-26. Big Bear Run. Big Bear, Calif. Big Bear Trail Riders. (818) 391-3031 bigbeartrailriders.com

Sept. 10-11. Blue Ridge. Pineola, N.C. AppalachianTrail Riders. (704) 309-3271 carolinadualsporters.com

Sept. 17-18. Buffaloe 500. Columbus, Ind. Stoney Lonesome Motorcycle Club. (812) 342-4411 stoneylonesomemc.com

Sept. 24-25. Show Me 500. Bixby, Mo. Midwest Trail Riders Association. (314) 434-5095 ridemtra.com

Sept. 24-25. Big Woods 200. Wabeno, Wis. Wisconsin Dual Sport Riders. (920) 350-2030 widualsportriders.org

Oct. 1-2. Perry Mountain Tower Run. Stanton, Ala. Perry Mountain Motorcycle Club. (334) 327-5086 perrymountainmotorcycleclub.com

Oct. 22-23. Cross-Florida Adventure. Saint Augustine, Fla. Dixie Dual Sport. (727) 919-8299 dixiedualsport.com

Nov. 25-26. L.A. – Barstow to Vegas. Palmdale, Calif. District 37 Dual Sport. (626) 446-7386 labarstowvegas.com

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

April 29-May 1. Scull Shoals. Union Point, Ga. GA Dual Sport Riders. 770-265-2448 scullshoals.com

June 4-5. Durty Dabbers Great Adventure. Lock Haven, Pa. Durty Dabbers. (570) 748-9456 durtydabbers.com

June 11-12. Ride for Research. Wabeno, Wis. Wisconsin Dual Sport Riders. (920) 350-2030 widualsportriders.org

June 11-12. Ozark 200. New Blaine, Ark. Arkansas Dirt Riders, Inc. (501) 539-3361 arkansas-dirt-riders.spruz.com

June 25-26. Big Bear Run. Big Bear, Calif. Big Bear Trail Riders. (818) 391-3031 bigbeartrailriders.com

July 16-17. Copperhead. Logan, Ohio. Hocking Valley Motorcycle Club. (740) 385-7695 hockingvalleymc.com

Aug. 6-7. Mountain Madness. Flagstaff, Ariz. Coconino Trail Riders. (602) 391-8107 coconinotrailriders.org

Sept. 10-11. Baby Burr. New Plymouth, Ohio. Enduro Riders of Ohio. (740) 972-4214 enduroriders.com

Sept. 10-11. LBL 200. Golden Pond, Ky. KT Riders. (270) 350-6324 lbl200.com

Sept. 17-18. Buffaloe 500. Columbus, Ind. Stoney Lonesome Motorcycle Club. (812) 342-4411 stoneylonesomemc.com

Sept. 17-18. Yosemite Dual Sport Adventure. Groveland, Calif. Family Off-Road Adventures. (209) 993-7306. familyoffroadadventures.com

Sept. 24-25. Show Me 200. Bixby, Mo. Midwest Trail Riders Association. (314) 434-5095 ridemtra.com

Sept. 24-25. Big Woods 200. Wabeno, Wis. Wisconsin Dual Sport Riders. (920) 350-2030 widualsportriders.org

Oct. 1-2. Perry Mountain Tower Run. Stanton, Ala. Perry Mountain Motorcycle Club. (334) 327-5086 perrymountainmotorcycleclub.com

Oct. 1-2. Shenandoah 500. Natural Chimneys, Va. Washington Area Trail Riders. watr.us

Oct. 7-9. Eastern Sierra Dual Sport. Lone Pine, Calif. Family Off Road Adventures. (209) 993-7306. familyoffroadadventures.com

Nov. 5-6. The Hammer Run. Port Elizabeth, N.J. Tri-County Sportsmen M.C. Inc. teamhammer.org

Nov. 5-6. Howlin’ at the Moon. Payson, Ariz. Arizona Trail Riders. (602) 692-9382 arizonatrailriders.org

Nov. 25-26. L.A. – Barstow to Vegas. Palmdale, Calif. District 37 Dual Sport. (626) 446-7386 labarstowbegas.com

COMING EVENTS

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

AMA Trademarks

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

(800) AMA-JOIN® • AMA Dragbike® • AMA Endurocross®

AMA Motorhead® • AMA Pro Grand National Championship®

AMA Pro Racing® • AMA Race Center™ • AMA Racer®

AMA Racing® • AMA Racing Land Speed Grand Championships®

AMA Supermoto® • AMA Supercross® • AMA SX Lites®

AMA National Gypsy Tour. americanmotorcyclist.com/gypsytour

Laconia Motorcycle Week. June 11-19. Laconia, New Hampshire

AMA Vintage Motorcyle Days https://vintagemotorcycledays.com/page/racing

AMA Vintage Motorcyle Days July 22-24. Lexington, Ohio

AMA Grand Tours https://americanmotorcyclist.com/grandtours

Great Lakes Cabot Trail Tour. Jan.15 - Nov. 30. Southern California Motorcycling Association, 330-857-8131, cabottrail@sc-ma.com, sc-ma.com

USA Four Corners Tour. Jan.15 - Nov. 30. Southern California Motorcycling Association, 805-889-5220, usa4c@sc-ma.com, sc-ma.com

Best 15 US Roads Challenge. Jan.15 - Nov. 30. Southern California Motorcycling Association, 330-857-8131, best15us@sc-ma.com, sc-ma.com California Adventure Series. Jan.15 - Nov. 30. Southern California Motorcycling Association, 330-857-8131, adventures@sc-ma.com, sc-ma.com Motorcycle Grand Tour of Texas. March 1-Nov. 15. MC Grand Tour of Texas, LLC, 210-777-1434, davidcanada@ mcgttx.com, www.mcgttx.com Tour of Honor. April 1- Nov. 30. Tour of Honor, 208-740-0899, admin@tourofhonor.com, tourofhonor.com.

AMA U.S. ISDE Team™ • AMA U.S. Jr. Motocross Team™

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

Garage

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

Emergency Braking 101

Even the best riders get surprised, so here’s how to optimize your stops

BY MITCH BOEHM

In March we covered the scan technique, which nearly everyone does, though not always as optimally as they could. Doing it right will keep you out of most iffy situations out there on the mean streets, but even the best rider/scanners can get surprised by a sudden-left-turner (or sudden-lanechanger) — and then you’ve gotta decide what to do, and almost always in a split second.

Basically, your options are brake, accelerate or swerve, or some combination thereof, and none are easy or a guarantee of success, especially given the short time frame. We’ll deal with emergency braking here, as getting slowed down quickly can give you more time and space to react and deal with the situation — and slower speeds are often helpful

if you do end up being punted by an errant four-wheeler.

First off, emergency braking on the street is totally different than braking on the track despite the fact that both demand technique and skill to do correctly. Unlike on the track,

pull off a perfect braking application (if braking is your best choice).

The big issue with street-going emergency braking is that, while you can practice the actual braking part (we’re getting there, trust me…), you can’t practice the decision-

your options are brake, accelerate or swerve, or some combination thereof, and none are easy or a guarantee of success, especially given the short time frame.

where repetitive laps allow you to plan, practice and revise your braking acumen over and over, emergency braking on the street almost always happens suddenly and out of the blue, which leaves you little time to a) come up with the right reaction (brake, accelerate or swerve?) and b)

making element. Success there only comes with experience — or luck, unfortunately.

Most of you know this, but it bears repeating: The majority of stopping power comes via your bike’s front wheel, though unlike on the racetrack, where the front brake rules

STREET SAVVY

the roost, a proper mix of front and rear brake will stop you faster and with more control and stability than the front brake alone. (Note: We’re talking conventional braking systems here, not ABS or linked systems.)

The keys here are twofold. The first is getting that optimal braking mix right, that proper level of frontlever and rear-pedal pressure. This ideal mix will vary a little based on the motorcycle you’re riding and the traction situation at hand, but my fourplus decades of street-riding, roadtesting and roadracing experience tell me a 70-front/30-rear ratio — and a 60/40 one for heavier and/or longerwheelbase bikes — works best.

The key there is to practice this as often as you can, preferably on a clean and dry section of pavement. Start with medium-intensity stops, and slowly work your way up to higher-intensity ones, varying the level of front vs. back lever/ pedal pressure so you can feel the differences in stopping power — and

Practicing your emergency stops as often as possible is a big help for when you need one in an ugly traffic situation. But the real key to successful emergency braking is doing the right thing on a moment’s notice — and that’s just not an easy thing to practice.

learn what it feels like through the lever and handlebar when one (or both) wheels begin to lock up and slide. You want to become familiar with those particular sensations, and brake just hard enough with both wheels to remain just below that threshold. Ideally, you’ll practice often enough that stopping quickly and emergency-like becomes second

nature, almost a muscle-memory sort of thing.

Getting to that point will help with the second key, which is the more difficult of the two by far: Achieving that ideal front-to-back braking mix suddenly, and without warning, and without thinking about it. And that is what will get you stopped most effectively in an emergency situation.

KEVIN WING

Garage

Springtime Drive-Chain Maintenance

Check, adjust, clean, lube, ride — and repeat

BY MITCH BOEHM

ou’ve got shaft- and chainand belt-drive systems out there driving the rear wheels of a lot of motorcycles, and while the three are totally different in makeup and maintenance needs, many riders treat them the same, which ends up being, basically, “just run ’em until something bad happens.” Obviously, not smart.

YChain drive remains the most predominant design out there, especially given all the off-road machines in use, so we’ll concentrate on it this month, with a look at proper cleaning, lubrication, tension and adjustment.

INSPECT

First, if your bike has a centerstand, use it. It’ll make things much easier. If not, use a rear-wheel stand, as you’ll want your rear wheel

off the ground and straight up and down so you can spin the wheel by hand as you inspect, adjust, clean and lubricate.

Now do a quick inspection of the chain and sprockets. Does your bike’s chain look reasonably clean and serviceable, or is it a rusty, cruddy and greasy mess? Is there excess side-to-side play (grab the lower run and move it side to side). If there’s more than a tiny bit of movement, it’s time for replacement. Is your chain an endless variety, or is there a master link with a clip? If the latter, inspect the master link and be sure the clip is secure and the link is serviceable.

Now check the sprockets. Are the teeth troughs symmetrical, or are they misshapen, with pointy, sharktoothed (or missing) teeth? Putting a new chain on worn-out sprockets is

a quick way to ruin a perfectly new chain and flush your dollars down the drain.

CLEAN

If your chain is overly dirty, greasy or grungy you’ll want to clean it, and for that you can choose between a commercially available chain cleaner (such as Maxima’s CleanUp spray-on cleaner) or regular old kerosene, both of which are kind to O- and X-ring chains, which seal grease in the chain and keep a lot of muck and dirt out. Maxima recommends hosing off mud and larger debris with a steady stream of water first, then spraying on the CleanUp, allowing it to work for a minute or two, then rinsing. Note: Do not succumb to the temptation of starting your bike, putting it in gear and letting the

engine spin the wheel while you clean and lube your chain! Many a finger have been lost this way, and it’s simply not worth the risk.

If you’re using kerosene, use a spray bottle and soak the chain liberally as you spin the rear wheel by hand. You want to flush as much of the crap and grunge from between the rollers and pins as you can. Once you’re done and there’s a nice puddle of dirty kerosene on the floor of your garage, wipe off the excess with a rag.

TENSION CHECK & ADJUST

First, find out what your bike’s manufacturer says about proper chain tension. Typically it’s between

Do not succumb to the temptation of starting your bike, putting it in gear and letting the engine spin the wheel while you clean and lube your chain! Many a finger have been lost this way, and it’s simply not worth the risk.

(one per side) a quarter-turn at a time, being sure the adjusters are in the same position as one another by syncing them with the marks on the swingarm. This ensures proper rearwheel alignment.

As you tighten or loosen the adjusters (depending on whether you’re loosening or tightening the chain), they’ll pull the axle rearward, or push it forward. If you’re loosening the chain (by loosening the adjusters), you’ll want to push the rear wheel (and axle) forward with a mild push or kick from the back — but be careful to not push your bike off the stand. Adjust until the chain tension is at the

25mm and 40mm, but check the manual or the sticker on your bike’s swingarm to be sure. Next, check your bike’s current tension, measuring it in the middle (midway between the sprockets) of the bottom run. Grab the chain, push it to its upper and lower limits, and measure the distance with a ruler or tape measure.

If it’s too loose or too tight, an adjustment is needed. Too loose and the chain can jump and damage teeth, not to mention add driveline lash and wear things out prematurely. A too-tight chain can restrict suspension movement and also cause extra wear.

To adjust things, break the axle nut loose just enough to allow axle movement; a turn or two is usually plenty. Then, depending on the design of your axle adjusters, loosen the locknuts and turn the adjusters

it. First, find out if you’re dealing with an old-fashioned, plain-style chain or a now-common O-ring (or X-ring) chain, which has rubber O- or X-rings between the plates to seal grease in and keep dirt out.

Generally speaking, if it’s an old-style chain, almost any type of chain lube product will suffice, and you can feel free to douse the chain with the stuff, wiping off the excess later. If it’s an O-ring chain, much of the lubrication is already being handled by the grease hiding under the O-rings, so what you’re looking to do here is add lighter application of lube that is designed for O-ring chains, such as Maxima’s Chain Wax product.

When checking slack (left) and lubricating it’s important to do both jobs along a chain’s lower run.

minimum limit, then tighten the axle nut and locknuts. Recheck tension after you’ve tightened everything up, but understand that doing so can sometimes affect the axle’s position, so you might have to repeat this process until things are just exactly perfect.

LUBRICATION

Now that your chain is clean and properly adjusted, it’s time to lubricate

Most lubes will go on liquidy and then firm up, so keep that in mind. Also, where you apply the lube matters. Don’t think just spraying it on the outside of the rollers and plates (from behind the bike, for instance) will be good enough; not much will penetrate between the plates, and when you ride and the chain heats up, much will just fling off.

So, be sure to spray the lube, using the supplied straw if possible, on the top of the chain (to both sides) along the bottom rung. This will allow the lube, as you spin the wheel (again, by hand only!) or actually go riding, to penetrate between the plates via centrifugal force. Feel free to give the outside of the chain (at the top of the sprocket run, for instance) a light coating of lube, as well. Wipe off any excess and you’re ready to roll!

After decades of motorcycle racing on the famed beach course, Bill France’s Daytona International Speedway began hosting the Daytona 200 in 1961 — a race won by AMA Hall of Famer Roger Reiman who, ironically, lost his life there in a Legends-race practice crash in the ‘90s. Daytona Beach proper may have lost the excitement of beachfront competition in the early 1960s, but it soon turned into the place to be and party and relax in March, which you can get a sepia-toned glimpse of in this quaint image from the AMA archives. You can almost hear the conversations…“Harriet, let’s go get us some coffee at the Seaside Inn….“‘

this 1975 in the AMA’s Hall Of Fame Retro Raf e!

$5 per Ticket $20 for Five

Such a deal on such a classic motorcycle! Raffle tickets not only give you chances to win this restored, retro-classic Monza-blue Boxer, it benefits the AMA Motorcycle Hall of Fame and Museum – where motorcycle legends live! A winner will be drawn next July at AMA Vintage Motorcycle Days 2022 at Mid-Ohio Sports Car Course. Don’t miss your chance!

https://AmericanMotorcyclist.com/raffle-bike/