Minnesota Motorcycle Monthly - March 2016

#172 FREE

The BMW K1200 LT Then The BMW K1200 LT Now

Inside: BMW K1200 LT Comparison • Movie and Gear Reviews • Don’t Tell My Wife • Interviews

SPRING OPEN HOUSE Saturday, April 2nd • 8:30 am to 4:00 pm

The “Official” Start of the On-Road Riding Season The Moon Motorsports Spring Open House has been held on the first weekend in April for years! We offer demo rides* on the latest bikes, grill tasty hot dogs and save you big money on any accessories or clothing you may need to get your season off to a good start!

We Look Forward To Seeing You!

*Demo rides available on select models. Must be at least 18 years old and have a valid motorcycle endorsement and proper riding apparel.

Moon Motorsports reserves the right to cancel or deny any demo ride for any reason. Additional restrictions may apply, see dealer for details.

20% Off Most Accessories Including Special Orders!

Factory Reps will be on hand!

Sport. Tour. Adventure.

3613 Chelsea Road W. • Monticello, MN 55362 • 763.295.2920 • www.moonmotorsports.com

Minnesota Motorcycle Monthly® #172 March 2016

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Minnesota Motorcycle Monthly®

Table of Contents March 2016 3

PUBLISHER

From The Hip

Victor Wanchena

MANAGING EDITOR

4

Bruce Mike

All The News That Fits

COLUMNISTS Thomas Day

5

Geezer With A Grudge Being Customer Hostile Calendar

CONTRIBUTORS Aaron Amborn Paul Berglund Gus Breiland Benjamin Goebel David Harrington Harry Martin Sev Pearman Tammy Wanchena

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Photo By Victor Wanchena

From The Hip

WEBMASTER Julie S. Mike Minnesota Motorcycle Monthly® is published nine times a year by: Hartman Press, Inc. 7265 Balsam Lane North Maple Grove, MN 55369 Phone: 763.315.5396 email: bruce@mnmotorcycle.com www.mnmotorcycle.com Subscriptions are available for $14.00 a year (U.S. funds).

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Copyright 2016

by Hartman Press, Inc. All rights reserved.

Tales From The Road Don’t Tell My Wife

By Bruce Mike

E

arlier this winter I discovered a way to ride year-round in a fairly warm environment. It’s called indoor motocross. There is a track in Wisconsin owned by Cedar Lake Speedway. They call it The Sandbox, I don’t think it has anything to do with sand. I’m pretty sure it has everything to do with it being a place for kids, big and small, to play. When I say I discovered it, I mean I went there to watch some friends race, one of them being the publisher of this paper. I realize this track has been in operation for a long time and is quite popular with local motocross riders.

I have an off-road bike but I have no interest in riding in a motocross race. I think when I was younger I would have loved it but at my age healing takes a long time. My friends who were racing are not that much younger than me but they have stronger off-road skills and less fear of hurting themselves. All of them rode really well and without incident. While my reason for being there was to see my friends race, I had a lot more fun watching the 4-8 year olds race. You would see a mom holding a sleeping kid in the lounge area and 15 minutes later that little girl was racing around the track. I’ve never seen riding gear that small. Some of those kids got more air than the adults I came to watch.

As I watched I could only imagine the expense for the parents of these young racers. I get it, if you want to have a family activity you need to find something you can all do together and if mom and dad are into motocross, that’s what you’re going to be doing. With my kids, it was skiing. They had many lessons and many trips to Colorado. It was great fun as I’m sure off-road riding with your kids is. I always figured anything to do as a family in the winter would be better than my kids playing hockey. I wish I would have looked into motocross. I’m sure it wouldn’t have cost any more than skiing and snowboarding and we could have done it year-round.

7

Movie Review Dhoom 2 Gear Review Leatt Dual Axis Knee Guards

8-9

Bike Review The BMW 1200LT — Then and Now

10-11

Feature Interview With Mike Crane Interview With Kevin Schwantz Interview With Kevin Cameron

None of my kids have developed my obsession for motorcycles. They grew up around bikes. When they were younger, they rode mini-bikes around the yard and neighborhood, and when they were old enough they rode with me. My oldest son got his motorcycle endorsement when he was 17 and my stepson got his before he was 21. My daughter had an interest after high school but it faded and my youngest son has never had an interest. We provided bikes for the older boys when they got licensed but they didn’t ride much. I got my first street bike when I was 17 and I’ve been hooked ever since. I rode mini-bikes and dirt bikes when I was younger but the obsession didn’t start till I got that street bike.

Next week I’ll be heading to Moab, Utah for a week of trail riding. I went last year and had a great time.

I’m sure the same will happen this year. I’m planning on this being my last trail riding trip on my Honda CRF 250L. It’s a great bike but I’ve recently come to the conclusion that I’m not nearly as passionate about off-road riding as my friends are. Don’t get me wrong, I love screwing around on off-road bikes.

Spending a day at the OHV park in Gilbert is one of my favorite things to do. It’s like going to a playground as a little kid.

While my CRF is a great on and off-road bike, I only rode it four times last year and only one of those times was on the street. In my quest to own only bikes I ride, I’m selling it and getting a Ural. I have to believe a two-wheel drive Ural will be tons of fun in Gilbert and I know I’ll ride it on the street. Another upside is my daughter is very excited to ride in a sidecar. I’ll get these kids hooked one way or another.

12-13

Feature You Already Knew This

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Random Scootering MotoChic Gear — The Lauren Cover photo Provided by Victor Wanchena

MMM

Je Suis Charlie

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Minnesota Motorcycle Monthly® #172 March 2016

All The News That Fits

Photo Coutesy of Victory

Victory World Record Attempt A Swiss rider, Urs Pedraita, will be attempting to beat the world record for riding all six continents this March. Riding a Victory Cross Country Urs, better known as Grizzly, will leave from Daytona Bike Week at 1 pm Friday March 11th. His goal is not simply to circle the globe, but actually ride across six of the seven continents in under 100 days. He also plans to touch a wheel in Antarctica, though it appears that visiting the seventh continent is not required for the record attempt. According to Victory the current record stands at 120 days, though a search of Guinness World Records did not immediately reveal who holds that record.

Urs is no stranger to endurance feats having ridden a Cross Country 9,000 miles in 37 days during a winter. His strategy is to keep moving at a steady pace to minimize stops. His Cross Country has been outfitted with a few extras to help cope with the long hours and big miles including a 7.5-gallon fuel tank, a custom seat, and extra lights. His goal date means he needs to return to Daytona by June 17th, 2016 to hit the 100-day mark.

You can follow his progress on his website www.grizzly-adventure.ch or by using the Grizzly Tracker app which shows where Grizzly is at any time during the attempt available from the same site.

Buell Liquidation It is reported that Erik Buell Racing’s remaining assets were sold in January to Liquid Asset Partners of Grand Rapids, Mich. Liquid Asset

has a history in the motorcycle industry, working with major manufacturers and distributors to sell assets and intellectual property.

According to a press release from Liquid Asset Partners they plan to find a buyer who is willing to continue manufacturing EBR motorcycles. They also plan to sell excess assets of EBR to streamline operations. It is unclear what the assets are.

They reportedly paid $2 million for the EBR manufacturing assets as part of bankruptcy proceedings.

Ice Wheelie Two riders are reported to have set the world record for the fastest motorcycle wheelie on ice. Jason Farrell and Cecil “Bubba” Myers chose February 7, that’s right Superbowl Sunday, for their attempt to break the Guinness record for motorcycle wheelie on ice. To qualify for the Guinness World Record the wheelie must be maintained for over 100 meters.

The record run was reported to have taken place at Lake Koshkonong in Wisconsin.

Meyers was using a Kawasaki H2 and Farrell a Kawasaki ZX10R both with the heavily studded tires. Myers claimed practices were at speeds in the 136 to 140 mph range. The previous Guinness record was 128.06 mph by Robert Gull of Sweden in Årsunda, Sweden, in February 2015 using a BMW S1000RR. Despite the gusty the winds that day the new record is reportedly now 134.8 mph. According to messages posted to social media ”So today was the day for the record books... Fastest wheelie on ice and longest stoppie. I believe the new wheelie record is 134.8mph and longest stoppie is 252 feet.”

According what was reported Myers set a new record for the wheelie at 132 mph and Farrell answered back with the 134.8 mph run. A third rider, Ryan Suchanek, is reported to have set the longest stoppie on ice record. Guinness officials were reported to have been on hand to validate the record attempts, but have not officially posted either of these records yet.

2016 AMA Ice Race Grand Championship Postponed Thanks a lot El Nino. The 2016 American Motorcyclist Association Ice Race Grand Championship originally scheduled for Feb. 13-14 in Waterford, Mich., has been rescheduled for Feb. 27-28 at Mitchell State Park in Cadillac, Mich. “We have moved the race location nearly 175 miles northwest of the original location, where temperatures have been colder and the ice should be safe to race on,” said AMA Track Racing Manager Ken Saillant. “Bundle up, bring your bikes and ATVs, and we’ll see you out there.”

The event schedule calls for competitors to battle for AMA National No. 1 plates in a variety of classes on the oval track on Saturday and the grand prix on Sunday. On Saturday night, a non-championship rubber-tire enduro race will be run under the lights.

An AMA specialty award for Ice Racer of the Year and Youth Ice Racer of the Year titles are on the line for this event. The AMA Ice Racing Grand Championship features classes for riders from 4 years old to 50-plus competing on bikes that range from lightly modified off-road machines to full-on, purpose-built ice racers.

For more information about this event, visit www.whitelakeracing.com.

Save the Salt MMM has a long time love of the Bonneville Salt Flats one of the last bastions of grass roots racing in America. Unfortunately, the salt is in trouble. According to the U.S. Bureau of Land Management the Salt Flats are in a threatened condition and could cease to be usable in the future without action.

In 2015 all events were canceled because of the poor condition of the salt and because of wet weather. The natural track, which once was 13 miles long has been reduced to just 8 miles and isn’t long enough for the fastest jetpowered cars. The AMA is working with the Save the Salt Coalition, the Utah Alliance and other groups as well as government officials to devise a plan to save the Salt Flats.

During a September meeting, representatives of the BLM, Intrepid Potash mining company, land speed racers, geologists, engineers and government officials identified ways to restore the salt flats and protect the area from future harm. The group is conducting engineering

studies and plans to bring all findings and recommendations together into a Land Speed Racing Position Statement.

Key to saving the racing area is protecting it from mud runoff from nearby mountains, and additional salt brine must be pumped into the area. Steve Salisbury, AMA government affairs manager for off-highway issues, says the immediate goal is to restore a 3- to 5-mile section of very high-quality salt. The AMA plans to continue lobbying for more preservation efforts in Washington.

Monument Designation Will Penalize Off-Road Riders President Obama’s designation of three new national monuments in California penalizes off-road riders by eliminating existing trails and riding areas in the Mojave Desert, the American Motorcyclist Association reports.

“The American Motorcyclist Association is calling on all off-road enthusiasts to press Congress for the restoration of lost riding areas,” said Wayne Allard, AMA vice president of government relations. “We cannot allow our responsible access to public lands to be further eroded.”

The president designated the Mojave Trails, Sand to Snow and Castle Mountains national monuments, using his authority under the American Antiquities Act eliminating 142,000 acres of off-highway-vehicle recreation areas.

U.S. Sen. Dianne Feinstein (D-Calif.) has pushed bills in Congress to obtain monument status for the land. And U.S. Rep. Paul Cook, whose district encompasses the area, introduced a similar bill. Both bills also would have protected OHV areas already in use. However, when her efforts proved unsuccessful, Feinstein petitioned the president to use his authority under the Antiquities Act. Feinstein’s political maneuvering came at the behest of national environmental lobby groups determined to include the largest swath of land possible in the monument designation.

Feinstein pledged Friday to introduce new legislation in Congress that would provide permanent protection for five off-highway recreation areas covering about 142,000 acres within the new monuments. She said protection of the OHV areas could not be included in the president’s action.

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MMM

Minnesota Motorcycle Monthly® #172 March 2016

5

Being Customer Hostile

Geezer With A Grudge

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By Thomas Day

o sport works harder to be spectator-hostile than US observed trials. If you aren’t a big mile hiker, you might as well stay home since you have no hope of enjoying more than 20% of a typical trials event. If you aren’t an expert puzzle-master, forget about deciphering the “spectator map” typically handed out at these events. If understanding the rules to the sport you’re watching is important, forget about that, too. After a few minutes of watching any US observed trials, you’ll quickly come to the conclusion that there are no real rules to this sport.

After watching the dismal performance of US riders and the terrible spectator turnout at the absolutely amazing 2004 and 2005 World Championships in Duluth, I took a hiatus from the sport. We, clearly, suck at this as a nation. If there were 100 riders competing in a world event, our riders would be in the last dozen finishers, consistently.

Usually, US riders don’t even have the balls to compete in world rounds, at all. This year, for example, Pat Smage was the only US pro rider in the Trials Training Center event at Sequatchie, Tennessee in the first US World Round event since 2008. Smage finished 12th and 11th of 13 riders. Pat scored well over 100 points in each day while the top 3 riders had less than that his point count, collectively. Points are a bad thing in trials.

A perfect score is zero; think “zero errors.”

When our guys try to take on the world-level competitors, it’s pretty obvious that trials isn’t even a third-tier motorsport in the US. I suspect if there is a Hoverround Mobility

Scooter Olympics, it gets a better participant and spectator turnout than trials. The last time we didn’t suck at the international level was 1979, King Bernie might be our only trials accomplishment; ever.

numbered sections are side-by-side with the “understanding” that spectators should know that if the section start is roped off it is a Sunday section, although on Sunday the Saturday sections were still open and unmarked. I walked by more than a few frustrated spectators on the Saturday event who were patiently waiting for riders who wouldn’t come for another 24 hours. When I mentioned them to one of the checkers, he muttered something about “fuckin’ rubes” and went back to examining his navel until the first batch of riders arrived. When I walked my dog back to the stranded spectators and told them the real section was just a couple hundred yards down the trail, they decided it would be more productive to head back to the Aerostich rally and watch a few of the presentations in the air conditioned chalet. To be honest, I had some of the same inclinations after waiting for an hour and a half for the expert and pro riders to get to sections 4 & 5. I’ve been putting up with the rock and roll star character of observed trials for 40 years and the prim donna attitude toward spectators still gets to me. ( Just like waiting until 9:15 for an 8:00 show to start will remind me of why I rarely spend much money to watch a rock show in my impatient old age.)

“If there were 100 riders competing in a world event, our riders would be in the last dozen finishers”.

Part of our poor showing in the sport is that, nationally, the sport is not well promoted; and never has been.

Sections are designed to be obscure and confusing to the uninitiated; i.e.. spectators. “If you don’t care enough to know the codes, you aren’t welcome” is the message broadcast loud and clear to every new visitor to an observed trials event. For example, identically

The worst-riders-first order of events is super rider-friendly, but makes for long, boring periods for spectators. Mixing experts and pros with the intermediates, support riders, and other classes would make waiting a section more rewarding and would force the pros and experts to be more creative in their route planning, since they wouldn’t be able to make a committee decision on the test route for a section.

I fear this is all pretty academic judging from the current state of decline in US observed trials. There were a single handful of “pro” riders and not that many more expert riders in Duluth for the last two events of the 2013 NATC/AMA championship season.

The people participating seemed as dedicated to the sport as ever, but their numbers are depressingly small. I heard factory guys complain of bare bones support for their riders and it’s pretty obvious that the incredibly costly commitment pro riders take on to ride the US series isn’t even close to a paying venture. Trials has become a motorsport of the bored rich, at the national level. That is never a good thing for a sport that pretends to want to become popular, just ask polo players about that, if you doubt my opinion.

MMM

Calendar Ongoing

March 5, 10:00 am. – GLMC Popcycle

2nd Monday of the month, 7:00pm Vintage Japanese Motorcycle Gathering

Fireside Lounge, 37540 Goodhue Ave, Dennison, MN 55018 glmc.org Timed road enduro around the Dennison,MN area. Sign up at 10am, first bike out at 11am.

Diamonds Coffee Shoppe, 1618 Central Avenue Northeast, Minneapolis, MN. Not Necessary To Be a Member to Attend Gathering.

Every Tuesday, 5:45-9:00pm Ride To Sir Bendicts

Sir Benedict’s Tavern on the Lake, 805 E Superior St, Duluth, MN 55802 Have dinner, talk bikes.

1st Thursday of the month, 5:00 pm Dulano’s Pizza Parking Lot Party 607 W Lake St, Minneapolis, MN

Hang out, eat pizza, show off your bike, watch the variety of humanity.

3rd Thursday of the month, 6:00 pm Blue Cat Motorcycle Third Thursday

460 Prior Avenue North, Saint Paul, MN, bluecatmotorcycle.com Two wheel block party.

The action starts at 6:00 PM.

Apr 02, 8:30 am - 4:00 pm – Moon Motorsports SPRING OPEN HOUSE 2016!

Moon Motorsports, 3613 Chelsea Road West, Monticello, 55362 The Official Start of Spring Riding! Moon Motorsports annual Spring Open House! Gear deals, demo rides, food, coffee, & conversation - The official start of spring riding since 1985!

April 2 - 3 – Donnie Smith Bike & Car Show 29th Annual

St. Paul River Centre. Biking enthusiasts from all over the country will be flocking to the 2016 Donnie Smith Bike & Car Show, the largest custom bike show in the Midwest. Bike Show - Huge Swap Meet - Vendors - Food & Drink Tickets available at a www.ticketmaster.com or at the box office the day of the event.donniesmithbikeshow.com

Apr 9 – Defrost Your Nuts Run North Hudson, WI

Apr 16, 8:00 am – Spring Flood Run The Beach Bar, 2030 St. Croix Trail S, Lake

St. Croix Beach, MN floodrun.org The Flood Run has been a charity run since the original 12 bikers rode the 90 miles to Winona and threw sandbags helping in the 1965 floods.

April 29 - 30 – Vintage Torque Fest

14569 Old Highway Road, Dubuque, Iowa 52001 vintagetorquefest.com The Only Traditional Hot Rod, Custom, Vintage Cycle Show in Iowa. Pre ’75 Choppers, Bobbers, & Kustoms. Foreign bikes welcome – no crotch rockets. All Stock bikes that are pre ’65 – WELCOME. Independent bikes welcome. Featuring Flat Track MN Motorcycle Exhibition, Vintage Flat Track Motorcycles.

dor spots, Registration $ 5.00/ Bike. Trophies Awarded at 2:30PM. Reverse Raffle, Lots of prizes, Food and Beverages.

May 21, 11:00 am – Annual Combat Wounded Veterans Benefit Ride

Winona Veteran Park, Minnesota Sponsored by Winona Purple Heart Veteran Group and Winona VFW. The fee is $15.00 per person. The ride will end with door prizes, a silent auction, and food. For more information call (507) 689-4175 See the most current event listings on our website mnmotorcycle.com. Hosting an event? MMM will list your motorcycle event for free as a service to our readers. Email bruce@mnmotorcycle.com

May 7, 8:00 am - 3:00 pm – 3rd Annual Ride In and Show Motorcycle Show Winona American Legion 302 E Sarnia St. Winona, MN 55987 facebook.com/ events/1739982299564563/ Proceeds go to Veteran and community programs.

Trailered or Push ins are welcome. FAMILY FRIENDLY, $30.00/ Ven-

Every issue 1996 thru 2016 — www.mnmotorcycle.com

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Minnesota Motorcycle Monthly® #172 March 2016

Tales From The Road

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Don’t Tell My Wife Motocross tracks are set up in a way that it’s difficult to go slow. You can’t putt putt around.

You have to gas it and go. The steepness of the ramp up means the speed you need to make it to the top, guarantees that you’ll be airborne when you get there. I made three crude laps and pulled off the track. I had only been riding a few minutes, but it felt like three hours of trail riding. The skills are similar but you expend ten times the energy. I’m not exaggerating. Motocross riding is a total body work out. I did fall down twice, but no harm was done in the fall. It was the riding that was pounding me into submission. We’d ride a few laps and take a break. This went on for about two hours. After 15 laps or so, we were spent. No one wanted to be the first to give up. Luckily, one of us crashed and broke his clutch lever mount. My eyes were filled with tears when he announced he couldn’t ride any more and suggested we go get pie. We all whimpered quietly as we struggled to load our bikes on the trailer.

By Paul Berglund

uys do stupid things. That never changes. I would imagine women do stupid stuff too, but if I would listen to my wife, guys do the majority of it.

It used to be we could hang around with our friends, so stupid things and the only proof of it would be the stories that our friends would tell. That and scars. Things have changed, we all have cameras with us. So when I wipe out on my dirt bike, you can whip out your phone and have a picture of the crash scene posted on Facebook before I even pick my bike up.

Don’t do that.

Yes, you can take a picture, and yes you can show it to the other guys we are riding with, but what happens on the trail should stay on the trail. Dirt bikes can be expensive, medical bills are much more costly. Your need to twitter and post about my lack of skill jeopardizes my freedom to ride. I must live with She Who Angers Easily. If you show her proof of my stupidity, she will question why a 56 year old man should be riding a dirt bike. I don’t want my wife to look at my bike dripping mud and swamp juice on the garage floor and see a threat to her husbands well being. I need her to see my dirt bike as just another thing I do that annoys her. Not something that endangers my life.

I’ve worked hard at not limping, not grimacing when I lift my arm higher than my waist or whimpering of any kind when my wife comes out to watch us unload the trailer after a ride.

I’ll tell her that the ride was great (it was) and we had a great time (we did). She doesn’t need to hear all the details. She will sleep better at night knowing that I’m out having fun and getting some much needed exercise. Hearing who crashed into what or how epic that jump was just starts her thinking down the wrong path. Keep the stories light and happy boys.

Most of my riding friends live in Saint Paul like I do. All the trails we ride are north of Hinckley or south of Red Wing. That’s a two hour drive back from the trail which ever way we go. Use that time to get all your story telling out of your system. Show all the pictures you

The pie shop was closed when we got there.

We silently ate hamburgers in the bar next door. Mr. Broken Lever asked if anyone had some Advil. No one did. Our fries were extra salty that day as we wept over our lunch. I had to drive his truck as Mr. Broken Lever tried to sleep on the way home. His bruised limbs twitched like a dog dreaming of squeals as he lay in a fetal position in the back seat. The Instigator of this mayhem, sat mute and motionless next to him. He had brought this upon us.

Photo by Paul Berglund

want, because when we get to my house, you’d better have only nice things to say. If you squeal on me, you won’t be invited back.

are those among us who must excel. Must strive ever forward and push the envelope.

That’s great when you’re young.

Trail riding isn’t all that dangerous. You can go about it at a slow pace and watch the beautiful scenery roll past. If you remain up right, the worst you’ll bring home is a sun burned nose or a stiff muscle or two. Don’t call attention to broken bits on your body or bike and things at home will remain serene. We will keep our bikes, bandage our bruises and ride on. There

We are not young, and we had a traitor among us. He had been watching motorcycle videos on U-Tube and discovered Motocross. His passions where inflamed. We had to ride on a motocross track! Fine. “I’ll go with you.” I grimly told him.

The skill set for motocross is similar to trail riding with the terrifying addition of jumping.

My wife did not see our sad return. She was in the house and didn’t see me hobble to unload my bike or wobble to park my trailer. She didn’t see Mr. Broken Lever take two attempts to get back into his truck. She didn’t hear the Instigator’s phone call to his chiropractor. We had gotten away with it. I sat in our recliner all evening. I waited till she went to bed before I dragged my failing legs up the stairs.

My only mistake was while reaching for my second helping of Tylenol. I accidentally asked, “Honey, do we have any morphine?”. She didn’t hear me over the TV.

Photo by Paul Berglund

Every issue 1996 thru 2016 — www.mnmotorcycle.com

MMM

Photo by Paul Berglund

Minnesota Motorcycle Monthly® #172 March 2016

7

Dhoom 2

Movie Review Directed by Sanjay Gadhvi Yash Raj Films, 2006 152 Minutes, Not Rated

By Tammy Wanchena

L

ess than five minutes into Dhoom 2 the Queen of England’s Crown has been stolen from a moving train.

Less than ten minutes in and we have a sexy Bollywood Hip Hop Dance Off. Less than fifteen minutes in a Suzuki Bandit 1200 jumps aboard a moving ship to conduct a cocaine sting. More than two and a half hours long, there is no doubt this movie is action packed. Unfortunately, I am bored silly.

I started out fast-forwarding the musical numbers, of which there are many, and wound up fast-forwarding through the entire film. Nonetheless, I got the full gist of it.

Attractive Jai and Ali are two cops in Mumbai. They dance and sing. Jai’s wife, Sweetie, is pregnant and a bit of a shrew.

She challenges Jai to have an affair, insisting no other woman could ever want him, Mr. Grumpypants that he is. Enter Shonali, a smoking hot female cop he danced with back in the day. They dance and sing. Shonali helps Jai and Ali to capture

Gear Review

the criminal mastermind who stole the Queen’s crown. They dance and sing. Surprise, surprise, the thief is also a sexy man in need of a sexy woman to dance with. Enter Sunehri, a smoking hot female thief turned narc. They dance and sing.

Midriffs are bare. Sexy people are sweating profusely. Multiple costume changes. Action. Snarky quips. They dance and sing.

Would you believe I normally love musicals? Bollywood musicals do not appeal to me for some reason. They remind me of a teenage angst, dancing in the streets movie like “Step Up” and I am way too old to relate. And the Dhoom 2 action is simply too much. Like an hour long Jackie Chan karate match, I lose interest quickly. You know how each fight is going to end two minutes in so why drag it out? And as far as the dialogue goes, this film has more cheese than a box of Velveeta. In two hours you will see a lot of motorcycle action.

Unfortunately, it’s all the impossible stunts that have riders groaning and non-riders confused. And I am told that Dhoom 1 and Dhoom 3 also have a ton of motorcycle fun. But I am seriously hoping someone else gets the pleasure of reviewing them as life is far too short.

Leatt Dual Axis Knee Guards The attachment clips are nice because once you get the straps adjusted where you like they’ll fit the same each time.

The venting is okay. They wear a bit cooler, but more noticeable is the lack of a full sweaty soaking after a good hard ride. They do hold some heat and moisture, but feel better than the average hard cup knee guard.

They fit nicely under most pants thanks to their slim fit. I can easily wear them under normal jeans or off-road pants. The articulation of the dual axis felt natural and kept the protection in place regardless of my knee’s position. Only at extreme bend angles does the thigh portion start to lift away from your leg, but it wasn’t a normal position for me when on a bike.

Photo Courtesy of Leatt

K

By Victor Wanchena

nee protection is one of those pieces of gear that often gets overlooked until you get hurt. As a rider who’s had his share of spills both on and off road, I am abundantly aware of the need for good knee protection.

This month’s gear review is of the Leatt Dual Axis Knee Guards. For those not familiar with the Leatt brand, they are a South African company known for producing heavily researched protective gear. They are best known for the their neck braces, but have recently begun branching out into other pieces of protective gear.

The Dual Axis Knee Guards derives its name from the two pivots on the knee cup, which allows the guards to mimic the natural motions of the leg. The outer

MMM

shell is a hard plastic that covers the shin, kneecap, and the lower thigh. Beneath the hard shell is CE certified padding to absorb impacts. They are slim enough to fit easily inside boots and have some ventilation built in.

The guards have medium soft lining (read not super plush) and three adjustable straps which secure using plastic clips. They are anatomically fit to your legs, so there’s a left and a right. Leatt offers three sizes, S/M, L/XL, and XXL, and they weigh in around two pounds for the pair in size XXL. I bought these originally for off-road, but have started using them for sporty road riding. I found them to be very comfortable and easy to get on and off. The straps are Velcro adjustable and have a wide backing to them so they don’t dig into your legs.

My only gripes are the attachment clips and the lining. The clips feel a bit fragile; careless handling could break them.

Replacements parts are available, but I’d

prefer a couple spare clips included or beefier clips. The less than plush lining is a little rough for extended wear. Their fine for a short ride directly on your leg, but if wearing them all day I like a guard liner under them to limit chaffing.

Overall these are great knee guards.

They protect wonderfully, preventing the invariable bumps, scrapes, and whacks that happen, especially off-road. True to our mission I threw myself to the ground on an MX track to test them and came away unharmed. To get more protection than this you’ll need full medical grade knee braces.

The best compliment I can pay them is once on I forget I’m wearing them.

The Leatt Dual Axis Knee Guards retail for $89 per pair. A premium price for sure, but for that you get a quality bit of protection.

MMM

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8

Minnesota Motorcycle Monthly® #172 March 2016

The BMW K1200LT

By Victor Wanchena with Gus Breiland and Sev Pearman

for aftermarket accessories, but most of the common pieces are still out there.

M

otorcycling publications often get away with murder. We test a bike for a handful of miles, write a few words about our impression, and then move on. Even MMM, with its high journalistic standard (cough) has committed this sin.

Then: Pearman said, “Of

course, all locks are keyed to match the ignition. One key does it all here. Both clutch and front brake levers are adjustable. The LT has onebutton 4-way hazards, and MMM asks again, “Why don’t all motorcycles come with this cheap and practical feature?” A 6+ gallon tank coupled with 43-odd mpg gives a respectable 250+ mile range, including reserve.”

Sure, we hang on to the bikes we test from time to time. The Kymco People 250 scooter we torture tested for 24 hours impressed us enough to buy it, but more often the test bikes are like buses, we just hop from one to the next. But one bike has hung around the MMM stables in one form or another, the BMW K1200LT.

So to answer the question were our reviews accurate we looked back at our old reviews. Did our impressions hold true? In an attempt to offer a fact check of our own work, we bring you a review of our reviews. We will show what we wrote then and what we think now. We got plenty right and some stuff wrong, but still love the big LT. Although no longer in production and growing older by the day, they represent a tremendous value in a touring motorcycle.

Model History Then: Pearman said, “The LT evolves from the

4-valve K-bike family. Initially offered in standard, sport and sport-touring varieties, they have proven to be solid machines. Riders demanded a touring platform to equal that of the mighty Goldwing, and no doubt BMW craved a slice of the lucrative touring bike pie. The result? The awkward and frumpy K1100LT. Even though the touring K1100LT was introduced just before the sport-touring K1100RS in 1993, both bikes were developed on the same platform. The factory took their excellent sport-touring K1100RS platform and saddled it with touring amenities. While a good bike on its own, it didn’t have the refinement of the then-new 1500-6 Goldwing. Wing riders weren’t swayed by the BMW’s performance, and BMW riders didn’t appreciate the added weight and expense of the touring equipment.

In addition, the stereo sucked. Sales of the K11LT were lukewarm.

Back to the drawing board and BMW set out to make the best touring bike, period. The K1200LT is that bike. Released in 1999, the LT has rocked the motorcycle world. American riders have cautiously accepted the new uber-tourer. The LT has the touring amenities to keep Mr. and Ms. Americade happy, and still delivers riding performance to please the BMW faithful.”

Now: Looking back through hindsight, the first

generation of K1200LT redefined touring for BMW. It may not have drawn in many from the Goldwing crowd, but certainly fired a big shot across Honda’s bow.

This has remained true over the years. For the most part BMW riders have remained so and

Now: I still couldn’t agree

more. A single key, adjustable levers, standard easy to use hazards are simple equipment that makes any motorcycle easier to use and safer. Fuel range is another point we still agree on. Small tanks are no fun.

Photo Provided by Victor Wanchena The LT provides excellent It’s a touring bike. Go touring. range with a reasonable size tank. Traveling by bike Goldwing riders have done the same. There has don’t be nervous about high-miles. is always simpler when fuel been some cross-over both directions, but each range isn’t a concern. The LT has that nice Amenities bike appeals to a particular type of rider. Honda blend of performance and economy that can answered BMW’s warning shot with the 1800 Then: Wanchena said, “The LT is replete with be lacking modern mega-touring machines.

Wing, which is still in production, while the enough gadgets to satisfy even Batman. The list LT was only around from ‘99-‘09 and was suBrakes of standard and optional equipment is tremenperseded by the K1600GTL a vastly different dous. Standard equipment includes: electronic Then: Breiland mused, “With a hand full of machine. cruise control, a driving computer, heated grips, brake I was now being introduced to the servo a full gauge package, a stereo with weather assist brakes. Full braking power is only availEngine band and CD player, a hydraulically deployed able with the key in the “Run” position or while Then: Wanchena wrote, “Developed in the ear- center stand, reverse gear and the list goes on. the bike is running. Limited braking power is ly eighties, the K motor has seen continued to The optional equipment list is just as full with a available without the key on but I was in need be one of the main stays in the BMW line. Ensix-disc CD changer, a GPS navigation system, of full power and under my circumstances parlarged to 1173cc and reworked to produce 100 heated seats and an intercom to name a few. tial was not enough. There lies a K12LT. My horsepower at the crank, this newest version of ego is bruised, my neighbor is concerned and The gauge and radio display were redesigned the K is a wonderful motor that balances power the bike is scratched. Crap. Luckily BMW enfor 05 and integrated together in a very atwith fuel economy while being ultra smooth. gineers in their wisdom actually placed cheap tractive package. I only wish The K12 motor has 4 valves per cylinder and the speedo was marked more COMBAT TOURING BOOTS dual overhead cams. Then combines fuel injecprecisely. BMW seems to think tion, a catalytic converter and Bosch Mototrowe only travel in multiples of nic engine management and you have a power 20 mph. The intercom system plant that runs clean, smooth and strong. Like adds the capability to pipe in to run a lot of gadgets or want the absolute bigall other devices to the bike, gest driving lights money can afford? The LT including: cell phone, CB, FRS come with a 60-amp alternator that puts out or Ham radio, for the uber con840 watts. For those fuzzy on what numbers nected geeks in the crowd.” like that mean, my first car had only a 30-amp Now: Even today the LT conAfter 5 years, 50,000 Miles alternator and many modern cars use 60-amp tinues to be one of the betteralternators. “ equipped machines on the ©2007 800.222.1994 FREE CATALOG www.aerostich.com Now: The original configuration K motor is no market. I really wanted to hate more. BMW has moved on to newer designs, the power center stand on my which inherited the K designation. It had a current LT, but the damn thing aero CombatTouring MMM 1015.indd 1 10/1/15 2:49 PM good run of 25 years in production, which is is very convenient and actually KLR like in its longevity. The K12 version did helps the cornering clearance receive a decent power boost in 2005, but othby eliminating the low hangerwise remained unchanged. ing arm.

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We first tested the big LT in 2002 and were impressed, so much so that we tested the revised model in 2005. Since then members of the MMM extended family have owned an impressive six K12’s, and I have personally racked up close to 200,000 miles on K12’s. That’s a level of faithfulness to one bike never seen in a group that changes bikes like dirty socks.

They have continually proven themselves to be very long-lived machines. 150,000 miles is nothing to get out of one, though I was never able to keep my LT’s uncrushed to that mile mark. Their power delivery and smoothness are comparable to any modern machines and their only failing was being heavy. Routine maintenance is all they ever seem to need. If buying a used machine,

None of the standard or optional equipment is needed, but it all helps make your ride more comfortable and pleasant.

There is a reason why the LT is so easy to do big miles on and this is part of it. A buyer of an LT today will have less choices

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Minnesota Motorcycle Monthly® #172 March 2016

9

T — Then and Now LT makes me want to ride more. We could nit pick away at it or wander down internet thread rabbit holes about perceived flaws, but the reality for us is we like riding the old fella.

Conclusions Now: Dang it, we still like it. At a time when I

love to talk myself into a newer different machine, I still keep coming back to the LT. It offers tremendous value on the market right now.

Especially true ever since it’s replacement, the K1600GTL, is showing up on the used market.

Clean examples of the LT routinely show up for $4-5,000. Expect to pay more for the revised ‘05 and newer or fully optioned models. That’s a hell of a deal when compared to the equivalent new machines which start north $20K. Despite it’s age the LT holds it’s own with bikes two generations newer. It has aged well and that’s a testament to how well it was originally designed.

MMM Photos Provided by Victor Wanchena and The Internet

The cockpit, then (2001) and now (2005). parts in the tip over zone rather than stainless steel this and carbon fiber that.

While the ABS servo assist brakes are a wonderful thing, it also is my only real complaint about the bike. I want brakes if the engine is on or off, period. The tip-over lesson was informative in the sense that I was able to test the lifting of this massive bike from a tip-over position. While it is large, I was able to lock the bars to the left and plant my butt up against the seat. Grabbing the bars and the saddlebag handle, I walked the bike to its preferred upright position. While difficult, it is nice to know it can be done.”

Now: We’re sticking to our guns on this one.

The servo brakes have continued to be a love hate affair for me. They have several quirks, like the minimal braking when powered off, and the braking isn’t very linear. The original version of them was very grabby taking minimal lever travel to go from off to ABS engaged.

They do work to haul the big LT down from speed in a hurry and they do that well. But the weird delivery of the braking power doesn’t promote good feel or inspire fine braking control. Stopping quickly is all they do well. The

early LT’s (99-01) didn’t have the servo brakes and the revised 05 and later bikes servo units were more linear than the early models. We weren’t sad to see this feature disappear on the newer models.

The ABS does work wonderfully and we continue to have zero complaints about it. We were amazed to see this first hand in an Experienced Riders course, which had us working the ABS hard during quick stops. It performed perfectly even with the bike leaned way over and nailing the servo brakes from hell. No full lock ups, no dropped bikes.

Handling and Ride Then: Wanchena said, “The riding manners

of the LT are quite nice for a bike of this size.

Weighing in at 850 pounds ready to ride, it is not a small bike. The center of gravity is rather high and that is felt at slow speeds. Once up to speed, any ponderous feelings disappear.

Nimble is not a word usually used in the same sentence as touring but it applies here. The nickname “Light Truck” is very un-deserved.

The LT is not a sport bike by any stretch of the imagination, but it will satisfy the sporting urges of all but the hard-edged road racers. The suspension is fantastic with the patented TeleLever front end and more fancy geometry giving a very stable ride.

It has a natural anti-dive characteristic that is really appreciated under hard braking.”

Then: Breiland wrote, “I

Photo Provided by Victor Wanchena

The Servo brakes are quirky but they will bring the big LT to a stop quickly.

know that road yacht is a silly term and jokingly this is a sedan with only 2 wheels. Realistically, the K12LT is a comfortable, extra large touring bike with all the county crossing amenities that one would want while winding through the alphabet roads of south

west Wisconsin or bee-lining across Nebraska.

The BMW designers even gave you 40 degrees of lean angle to keep up with your friends on Sunday afternoon rides. Of course your bike will be playing Bluegrass music, while theirs just turn.”

Now: I still enjoy the handling of the LT once

it’s moving. Maybe it’s my age, or maybe it’s that I have tasted the forbidden fruit, but the massive weight of the LT can be annoying. The weight of the LT does lessen once moving over 15 mph, but below that it’s readily apparent and at 853 lbs before luggage or riders it can be a handful. Coming to a stop requires more forethought than I’m used to or care for. Some riders don’t mind, as the extra girth makes the LT track straight and true like a locomotive even in a strong cross wind. Frankly, I’d love the LT more if it shed 150 pounds, which BMW did when they designed its replacement the K1600GTL. We got this one wrong back then.

As good as the handling is, it still weighs a ton.

Overall Impressions Then: Wanchena wrote, “The best compliment

I can pay the LT is that it makes me want to ride more. Any bike that does that is number one in my book. If you are in the market for a touring bike the K1200LT certainly deserves your consideration.”

Then: Pearman said, “Two tankfulls was hardly

enough to explore both the touring capability and performance envelope of this remarkable machine. It is arguably the finest touring platform available today, as well as a surprisingly capable sport-tourer. If you are in the market to replace your ST1100, Concours or BMW RS/ RT, test ride this motorcycle. If you are looking at an FLH Ultra or the new 1800-6 Wing, check out the K1200 LT. You may come away with a different motorcycle.”

Now: We still feel the same way. Sure the LT is

heavy and the servo brakes are goofy, but they aren’t the whole picture. The LT does what it was designed to do really well; run cross-country with comfort and performance in one package. My thoughts back then still hold true, the

Specifications BMW K1200LT Engine:

DOHC, 4-cylinder

Displacement:

1172cc

Bore/Stroke:

70.5 mm/75mm

Compression Ratio: Induction: Valves:

11.5:1 Fuel Injection

4 valves-per-cylinder

HP (claimed): 100 hp @ 6,750 rpm

(99-04) 116 bhp @ 8,000 rpm (05-09) Torque (claimed): 85 lb.-ft @ 4750 rpm (99-04) 88.5 ft/lbs @ 5250 rpm (05-09) Cooling:

Liquid cooled

Ignition:

Electronic

Starter:

Electric starter

Gear Box: Clutch:

Five speed w/ reverse gear Single disc dry

Final Drive:

Shaft Drive

Front Tire:

120/70 - 17

Front Brakes: Dual disc ABS (99-01) fully integrated w/ power assist (02-09) Front Suspension: Telelever front forks Rear Tire:

160/70 - 17

Rear Brake: Single disc ABS (99-01) fully integrated w/ power assist (02-09) Rear Suspension: Paralever Mono-shock Frame:

Aluminum bridge type

Wheelbase: 64 in.

Rake/Trail:

27˚ / 4.6 in.

Seat Height:

30.3 / 31.5 in

Weight: (wet) 834 lbs (99-04) 854 (05-09) Fuel Capacity:

6.3 gal

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10

Minnesota Motorcycle Monthly® #172 March 2016

Interview With Mike Crane

Feature

By B.P. Goebel

MMM: When did you get your first bike?

you or whatever. The nice thing is, there is a motorcycle collection out there for everybody with any budget.

Mike Crane: 1974

MMM: Favorite Minnesota road?

MMM: What was your first bike?

Mike Crane: I like the road from Chaska to Henderson.

Mike Crane: It was a Sears minibike.

MMM: When did you know that you were hooked on motorcycles?

Mike Crane: When I rode my friends 1971 Z-50 Mini Trail (Honda), when I was eight.

MMM: How many motorcycles do you have?

Mike Crane: 40 MMM: Of any bike, what is your favorite and why?

Mike Crane: Well, for me its my 1947 Indian Chief.

It’s my regular rider. I’ve done 13k miles on it in the last four years and its been very reliable. It’s great to share it with people. Any where you bring it, people love it.

MMM: Any advice to someone starting a motorcycle collection?

Mike Crane: Go after what you love. And for whatever

Actually, you know what, I’m going to say HWY 1, from Lake Superior to Ely.

MMM: Favorite motorcycle rider alive or dead?

Mike Crane: Joey Dunlop.

MMM: If you were starting out riding again what would you do differently?

Mike Crane: I don’t think I would do anything

differently. Started out on dirt bikes, and I think to be a good road rider, starting out on dirt bikes is the way to go.

MMM: Why are motorcycles so important in your life?

Mike Crane: Just, I don’t know, loved ‘em since I was a

kid, and just, I don’t know. The free feeling that you get when your ridin’. I was feeling it today-I was out on my Indian today.

MMM

reason that is. If it’s some technical thing like a connecting rod driven overhead cam like the NSU’s or the in-line four cylinder Indians look great to

Photo by B.P. Goebel

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Minnesota Motorcycle Monthly® #172 March 2016

Moto GP

By B.P. Goebel

MMM: How old were you when you got your first bike?

Kevin Schwantz: Three.

MMM: What was your first bike?

Kevin Schwantz: Bonanza mini bike, had a 3HP Briggs & Stratton engine.

MMM: When did you know that you were hooked on motorcycles?

Kevin Schwantz: Well, my parents owned a motorcycle

dealership and they got a yamaha franchise in 1964 which is the year I was born. So I think I kinda, maybe I, rode out of my mom on a motorcycle. Both parents worked there, it was a family run business. Everyday after school that’s where I went. So growing up around a motorcycle shop, I always knew I loved them and enjoyed the people that were around motorcycling.

MMM: How many motorcycles do you have?

Kevin Schwantz: Oh, I probably have 25-30. But the

couple that are in the garage right now one are a Suzuki V-strom 650, a Triumph Steve McQueen and a 1964 R69S. Oh, and my OSSA trials bike.

MMM: New OSSA or an old OSSA?

Kevin Schwantz: No, its a new one. Fuel injected 280. First

competition I ever rode was observed trials. My dad was a big trials rider.

MMM: Do you still get out and do Trials?

Kevin Schwantz: Oh, absolutely. I Love it. I have probably 4-5 Gas Gas, I have the OSSA now and I’m chompin’ at the bit for one of those 300 Montesa’s!

MMM: So what is it about Trials that you like so much?

Kevin Schwantz: Just how much you can learn about

how to control a motorcycle goin’ so slow. You know it’s unbelievable the things I learned trials ridin’ that translate to how to be a better road racer, dirt tracker, motocross rider, everything.

Moto GP

By B.P. Goebel

11

Interview With Kevin Schwantz MMM: Of any bike, what is your favorite and why?

Kevin Schwantz: You know if I had a favorite race bike it would definitely be my 93 championship bike (Suzuki RGV500- 500cc 2-stroke V4-less than 300lbs)

MMM: How would you describe what it feels like to be in a state of Flow, The Zone, “In the groove”?

Kevin Schwantz: The best description I can think of

is when you’re out runnin’ at the front of a race and you’re doin’ it, you’re ridin’ away from people, it just seems like everything is happening in slow motion.

The bike is setup so good that you’re that far in front of the motorcycle with your visual awareness that that chicane coming up just goes whhooosshhh! You know, just happens. When shits’ not workin’ right and you’re starin’ back at the front tire of the motorcycle and you get in the corner and (looping wheelie pantomime) aaaaayyyyuuuuggggghhh- Every things a ******* hurry.

But yeah, slow motion is probably the best description.

MMM: Is there a way that you found to access it quickly?

Kevin Schwantz: NNNyeahh. It’s just sumpthin’ ya know

and it’s somethin’ that I’ve learned, I think I’ve started to realize even more so since I quit racin’. I wish I could have thought of it or could have figured it out when I was racin’ without “I’m not tryin’ hard enough-I gotta go faster-I gotta try harder. Which means, everything then just gets faster and shittier and worse.

MMM: If you were starting out riding again what would you do differently?

Kevin Schwantz: Ya know I think I’d be smarter. I think

I’d realize that points mean prizes, its not all about winnin’ every race out there. You know saying that, if I had my entire career to do over again? Yeah, there’s some races I’d like to have back. You know I liked the reputation, I liked my ridin’ style, I liked the, I mean I had to ride the Suzuki the way I had to ride the Suzuki. That was me, that was the bike, that was what we were together.

MMM

Interview With Kevin Cameron

MMM: How old were you when you got your first bike?

Kevin Cameron: I guess I was 18.

MMM: What was your first bike?

Kevin Cameron: It was a testosterone destroying BSA

up against the radiator. So there’s that TZ that I spent 10 years with, pretty much 1974-84, lot of familiarity with that motorcycle, but I have absolutely no nostalgia for it. Because there’s nothing as uninteresting as last years race bike.

MMM: When did you know that you were hooked on

find so undyingly appealing?

Bantam D1, making just under 5 HP at 4500 RPM. motorcycles?

Kevin Cameron: Well, I don’t know that I am. I’m sort of

a technology guy and motorcycles make a nice christmas tree that I can hang all these other things on; Having to do with, you know, like rubber technology, materials, all that kind of stuff.

MMM: How many motorcycles do you have?

Kevin Cameron: I have one. It’s a 1965 Yamaha TD-1 B 250 road racer.

MMM: Of any bike, what is your favorite and why?

Kevin Cameron: Oh... there couldn’t be one because the

things are so rapidly evolving, that, well for instance, at one point I had in my shop, and this would be more than twenty years ago, a Yamaha TZ750 and some latemodel sport bike. And you could see, that the late-model sportbike, which might have been an early nineties, had a far superior chassis and suspension and instead of having the engine back against the back tire, which was pretty much what Yamaha did in 1972, 73 and 74, it was

Photo Courtesy of The Internet

MMM: What is it about motorcycle technology that you Kevin Cameron: Well, I don’t actually know. But when

I was a boy I liked my parents to read to me from the encyclopedia articles on the motor car, the aero-plane and the motorboat. I was frightened by, but loved steam locomotives which were still in service when I was a tiny boy. I think... its that technology can be so impressive and you can use it in a variety of ways. The Allies developed millimeter radar. The Germans knew they couldn’t possibly have developed millimeter radar because they themselves had not. And so, submarines were just cleaned out of the North Atlantic. Not over night, but very rapidly. The Germans withdrew the rest, because of that radar. So technology... think of the first person that managed to get on a horse and go. Suddenly instead of these pitiful little legs and problem ridden knees, you have this... look at a horses’ ass! It’s just bulging with muscles. The thing just throws you on your way. You can crash it too, but it multiplies you. That’s what technology does.

MMM

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12

Minnesota Motorcycle Monthly® #172 March 2016

Feature

You Already Knew This Everything started out so well, 80 degrees in Minnesota, Iowa and the bulk of Missouri. But, we quickly learned that southern Missouri, Oklahoma and Texas are very hot in August. So upon getting into this hot weather I needed to get rid of my heavy riding gear that was literally killing me slowly.

So in my infinite wisdom I decided that shorts and a T-shirt would help to keep me cool. Of course when the temperature gets to 110 degrees and the blaring sun causes skin to blister, you just need to accept that it’s just plain hot, and leave the clothes on.

But, you already knew that. So, after several hours of riding, burning and dehydrating, we stopped to fill up the tanks. My brother was not dealing with the heat so well and we decided to find a hotel room (or hospital) and call it a day. We had our 800 miles by this point anyhow.

Photo by Victor Wanchena

I

By Aaron Amborn

don’t know if you would consider me new to riding motorcycles, I’ve been riding motorcycles for 30+ years. What I admittedly am, is new to cross country, or, distance riding. The bulk of my experience comes from riding back and forth to work or the occasional cruise of 150 miles. In any case I have always enjoyed the solitude that

comes with it. I tend to think of my current bike, a BMW K1200LT, as an 800-pound valium. It relaxes me and helps to gain perspective. No noisy phones, no computers, no schedule, nothing to interrupt me in my happy place.

I absolutely love planning a motorcycle ride, but always seem to set-up my rides in a way that is more than I can actually ride,

and that held true for the first real long ride I planned. I was headed for Big Bend National Park in southern Texas. I only had 5 days to get there and back so I knew I would have to ride hard.

It’s almost 4200 miles there and back by the route I had planned, and doing the math I realized that 800-mile days would be mandatory. That’s O.K. I thought. But, there are many things I did not consider. Such as, my brother Todd coming along. I was really looking forward to going alone, however my wife wanted somebody with me. He has a Honda VTX 1800. It’s a really nice bike with a lot of aftermarket stuff that makes the bike very comfortable. What it didn’t have was decent range, and unfortunately needed gas every 140 miles, and that gets old. I want to put some miles behind me!

We were up and at it the next morning early rehydrating and scraping away the copious amount of burnt flesh off my legs and my brother’s face. We quickly dispatched with the remainder of Oklahoma and got into northern Texas. We stayed on interstate until we could shoot straight south to Big Bend. Another lesson we learned is to make sure you have plenty of gas when you jump off the interstate on to state highways. Apparently there are long stretches of road that do not have gas stations, but, you already knew that. While my bike can go upwards of 280 miles between fill ups Todd can go about 140 miles. So after a few hours of either no towns with gas stations or all towns being closed for some reason, we were very relieved to find an open station to fill up at.

Now we had enough petrol to make it. Except we forgot one relatively important detail… Where are we going to stay? After driving through the endless beauty of Big Bend we needed to find a room. I found that hotels/motels are virtually non-existent in this national park. Of course, you already knew that. Luckily, we happened across another rider who informed us of the Chisos Mountain Lodge in the park and we were lucky that they had a room available. The road up to the lodge was phenomenal. We got another good night sleep and got up the next day to ride Hwy 170 to Presidio.

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Photo by Victor Wanchena

I’ve heard this road is fantastic. So we went in to Study Butte for breakfast and the locals asked if we are going in to Mexico. We stated that we were not because we did not bring our passports. The helpful lady stated that all we needed was a driver license to get in. I didn’t know that, but of course you did.

The road to Presidio from Study Butte (170) is everything they say it is, windy and hilly and a pure blast. In Presidio we decide to fill up before going over. One of the locals stated that the Mexican town of Ojinaga was not a tourist town but rather a poor border town, and that we needed to be careful to not go off the main road. I guess I have always been a believer that when it’s your time, you’re gone. My brother does not necessarily believe in that, and I wanted to see the local area.

So after 30 minutes of touring the border town of Ojinaga we decided to taste some

local cuisine and knock back a few cervazas.

The beautiful Mexican waitresses did not speak English and I don’t speak Spanish so we just gave them $20.00 each for the meal and the beverages and went on our way. Come to find out that we gave them about a $25.00 tip. I guess it’s a good idea to know the exchange rate prior to going out of country, but you already knew that.

The next day is the day we need to start our way home. My brother needed to get back faster than I did, and I wanted to take back roads home. So he followed me to the interstate and said see you back in Minnesota.

When you go on a trip as two you should really stay together for many obvious reasons, but, you already knew that.

merous small towns enjoying little cafes serving the best food I have ever had. The people were friendly, warm and inviting; and very curious to hear of my travels. I saw the real “lay of the land”. The kinds of views that you don’t get from the interstate.

I love the rolling hills, mountains, green pastures and fields. I took all back roads

from central Texas to Iowa where I eventually jumped back on the interstate and made tracks home. I was exhausted from the ride and eager to see my wife and kids. Somehow, no matter how much you want to go on a ride, it seems to feel equally as good to get home… for about 2 days.

MMM

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For me the trip was just beginning, I love the path less traveled so I set my GPS to keep me away from interstates and highways. I wound my way north through nu-

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Minnesota Motorcycle Monthly® #172 March 2016

MotoChic Gear — The Lauren

D

By David Harrington

ebra Chin, founder of San Francisco based MotoChic Gear, borrowed her boyfriend’s backpack to use on a ride.

It didn’t fit her very well and looked too masculine so she designed her own intended for use by women. The result is “The Lauren” (named for Lauren Hutton) which first gained exposure through a successful Kickstarter campaign. The Lauren is intended to be utilized as BOTH a backpack and a tote - making the transition from riding to off-motorcycle/scooter functionality. MotoChic was kind enough to send a Lauren to us for review.

OK, looks like a cool idea. Now I like to think that I’m comfortable enough with my masculinity to test a “women’s” backpack and tote, but that wouldn’t be the point. This product is made for women who ride, NOT full-figured old men who ride. Yes, I admit to trying it on in the privacy of my office and can tell you The Lauren is not just a shrunken men’s backpack. The sizing and fit of the shoulder strap and waist belt is suited to the female form. Luckily, local scooterist Karrie agreed to check out The Lauren for us. Karrie has been riding a Genuine Buddy scooter for many years as regular transportation and has a fine sense for fashion and design.

The Lauren is made from polyester fabric and leather with corrosion resistant YKK zipers.

The bottom of the bag is reinforced with 1000 denier polyester. It’s 16 inches tall, 12.5 inches wide and expands to about 5 inches deep (exterior dimensions) and has an interior capacity of 915 cubic inches or about 15 liters. Karrie is an ardent vegetarian and environmental activist and was, as such, not happy about the leather utilized in making The Lauren. The water-resistant lining has a motorcycle pattern. The storage pockets are well thought out and include a compartment large enough to accommodate a 13 inch laptop or a piece of additional protective padding/armour. The MSRP is $325. I thought this was high but most every woman I mentioned it to (especially my wife) laughed at me. Apparently a good Tumi backpack/business

tote runs about $675. Yes, more verification of my cluelessness.

There are some clever design features of The Lauren - both the shoulder strap system and tote carry straps hide away when not in use so the bag looks like whatever it is configured for.

The water-resistant cover has a reflective logo on it and also tucks away when not in use. I only had a couple of issues with the bag: the tab for the cover unraveled right away and the bonding of the two tote strap materials was rough and uneven. I’d suggest a sealed end on the tab and piping or other edging on the straps.

The MotoChic backpack/purse is attractive, durable, has concealed reflective material and is the perfect size to fit my 13” laptop into the inner side compartment. In addition it can hold a lunch, blanket and the multiple zipper compartments fit everything a purse would carry so you can eliminate an extra bag. The tote straps are hidden until you need them and the backpack straps tuck nicely inside their own pocket.

The side open pockets can hold a reusable water bottle on one side and your cell phone in the other or a compact umbrella. I had fun discovering all of the places to hide my belongings.

The waterproof attached cover is ingenious.

It is easy to pull over the bag and fits nicely in a bottom secret compartment that closes with Velcro. It stays attached to the backpack at all times so there is no chance of it falling off. There are even clips on strings so you can attach your keys to avoid loosing them in the spacious bag.

The interior motorcycle print is a fun highlight.

The shoulder straps are very comfortable. I love that the bag snaps together at the top to collapse slightly for smaller loads. The MotoChic is the perfect size for those of us that want to be prepared for any scenario. It is not too small and not so large that you don’t want to carry it into a restaurant.

The only drawbacks I have found is that the

Photo By David Harrington

straps to carry it like a purse are not nylon on both sides and should be thicker. They feel flimsy as is. I had difficulty adjusting the waist and chest straps to make them smaller. Also, it is made with leather and I will only purchase Vegan items. I would love a vegan version in black and a white version for the hot summer days.

From just about everything I see in the powersports industry, female riders are a rapidly growing segment of the market. I believe there is an

existing and growing need for riding accessory products specifically designed for women like The Lauren by MotoChic Gear. If you are looking for a good do-it-all storage accessory that will fit your motorcycle/scooter needs, check out MotoChic Gear at www.motochicgear.com Twin Cities scooterist David Harrington owns and operates JustGottaScoot.com

Photo By David Harrington

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Photo By David Harrington

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