NRR March 2014 - Northern Rockies Rider

Transcription

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Northern Rockies Rider
Volume 2, Number 10 • March 2014 • A Continental Communications Publication • nrrider2@gmail.com • 406-498-3250
Has Indian built a better Harley?
inaugural iteration is
intriguing, impressive
By Cole Boehler
We were visiting my wife’s kin in Arizona
and had agreed to meet her aunt and cousin for
lunch.
When we pulled into the restaurant parking
lot I saw the cousin, Eugene Kuhn, wheeling a
big bagger into a parking slot. I thought, “Hey,
he bought another Harley!”
A half-second later I did a double-take.
“Nope, that’s the new Indian!”
Best yet, Eugene had informed me he was
ready to take a day for riding and would supply
the bike.
“You ready to go on Saturday?” Eugene asked.
“You can ride the Chieftain.”
Really!? Whoa! Hell yes!
See Indian, Page 12
Lew Wendt takes a trike to
the extreme ... with ‘attitude’
By David Fletcher
NR Rider Contributing Writer
Lew Wendt with his ground-up three-wheeled build. Actually, this one is art. Everyone should have a
400-horsepower ride.
Faulty or preconceived notions
may hold us back from trying new
adventures.
We may form opinions based
on what we’ve heard or seen, but
seldom from personal experience.
For me, I had put three wheeled
“motorcycles” – trikes – into that
box of preconceived notions and
never tried to think outside of it
...that is, until I caught up with Lew
Wendt of Twin Bridges, Mont.
Lew ripped that box wide open!
Lew is a designer by heart and
not afraid to think outside the
box. I’m talking about conceiving,
designing and building a
400-horsepower trike!
PAID
Permit No. 93
Livingston, MT
See Trike, Page 2
Going-to-theSun is a little
like going to
Heaven.
Caledonians,
haggis, Hodakas
and Wombats:
that’s what Athena
is all about
Page 8
Page 22
Change service requested: 914 Holmes Ave., Butte, MT 59701
PRSRT STD
U.S. POSTAGE
Lance Lerum, a friend of mine,
learned I was headed to Twin
Bridges to check out a trike with
a V-8 engine and a whole herd of
horses on tap, so he asked to go
along.
I figured it was a good idea since
Lance is much more mechanically
inclined than I am. Changing the
oil, lubing the cables, fixing a flat
and filling the bike with fuel just
about sums up my mechanical
know-how. I was glad for the
company.
We met Lew at his residence
located next door to his business,
“Your Antique and Collectables
Store.” It is indeed a time-travel
experience.
The store has everything from
Northern Rockies Rider - 2
March 2014
Trike
for additional information before
proceeding. He knew he had to start
with the frame, so he contacted Steve
from page 1 Speidel of “Wildman Trikes” located in
Homosassa, Fla. If you go to their web
page at <wildmantrikes.com> you won’t
a leather Indian Motorcycle Club jacket
be disappointed.
to an Evel Knievel lunch box. One could
Lew mentioned to Steve that he
easily spend hours looking through the
intended
to use a small-block Chevy
store and going home with some great
engine
and
a turbo 350 tranny with a
motorcycle memorabilia.
Jaguar rear end.
Lew also specified
what size neck and
what degree angle
he wanted for the
steering head.
Basically, the
frame sandwiches
the engine
between two
racing plates and
makes the engine,
transmission and
rear end structural
components of the
frame.
Wendt runs a unique emporium on Main Street in little Twin
It took Steve
Bridges in southwest Montana. The store has motorcycle related
Speidel
about a
collectibles, too.
month and a half
to pull together
The store, like Lew’s shop, is spotless,
what Lew had in mind. With the frame
extremely well organized and well
in place, Lew proceeded to build the
thought out. I believe Lew, like me, may
brackets, running boards and all the
be a tad obssesive-compulsive
other essential mountings to the frame.
Lew became interested in trikes at the
When Lew was finished, the spec
age of 14 when the local high school shop
sheet
read more like something from
class built a V-8 trike. It was the first time
a
dragster
than a trike. Lew did not go
Lew saw one, he related.
“soft” on anything.
“It was a rather boxy looking thing,”
With Lance along to help me keep
said Lew, “but I decided then and there
everything straight, it came together in
my head: The engine
– the soul – Lew
selected was a brand
new 355 cubic-inch
Chevy blueprinted
engine with a build
dyno sheet that
stated 400 hp and
425 feet-pounds of
torque.
It has aluminum
202 heads and a 10:1
compression ratio,
an HEI distributor
and a dual-plane
intake with a
Edelbrock 600 fourbarrel carburetor.
The exhaust is a
Zoomie style that is
ceramic coated with
Blueprinted 355 c.i. Chevy small-block. Loud pipes save lives.
that someday I was going to build one.”
During Thanksgiving dinner in 2012,
one of Lew’s friends said, “You know
Lew, I’ve heard your story about building
a trike too many times. I don’t believe
you’re really going to do it.”
Lew said he looked at his wife, Lela,
for permission ... or perhaps help.
She replied, “Lew, whatever.”
Her response put Lew into a trike
rampage. You see, he had plans for a
special trike floating around in his head
for the last 15 to 20 years and now he
was resolved to actually go forward with
them.
There was one thing he knew for sure,
he said, and that was his design was not
going to look like a “boxy” truck frame.
Instead, his design “was going to be out of
the park. No one walking down the street
will walk away without going over to take
a look.”
After that Thanksgiving meal, Lew
immediately started to put his ideas
together.
First he looked around the internet
The design, engineering and craftsmanship are all first class. Lew Wendt spared no expense
when it came to components. Ready to go to Sturgis?
eight baffles, one in each tube.
and the air filter is a shotgun style with
Lew gets all that power to the ground
“evil” eyes.
through a TH350 transmission with a
Last but not least, the tail lights are
Hughes stall converter with a mid-plate
from a 1939 Lincoln Zephyr and, yes,
upgrade.
they are L.E.D.
The rear end is from a 1986 Jaguar
This one-off super-trike hosts two fuel
XJS with independent rear suspension,
tanks that are dual aluminum spun, have
inboard disc brakes
with new rotors and
calipers on a seveninch power booster
and four coil-over
shocks.
The rear rims
are Corvette Z06
that are 11 inches
wide by 19 inches in
diameter. The tires
are Goodyear Eagle
run-flat directional
285/35ZR19s.
It was nice to see
that Lew had given
equal consideration No, its butt does not look fat. The trike does have a wide rear profile.
to bringing his
machine to a stop as he had to bringing it a capacity of seven gallons each and are
up to speed.
located under the prominent rear spoiler.
Need I say more? Ok, I will.
Lew mentioned that the wing is not
The cooling system starts with a
likely to be effective under 100 mph. It
custom-built double-core, double-pass
certainly does a good job balancing the
aluminum radiator by Saldana Racing
essential profile front to rear. To top it all
mounted horizontally under the rear
off the headlight is from a Harley Fat Boy.
wing so as to not visually impact the
Lew is exactly right: this machine
design with a big rectangle hanging out
certainly is “over the wall” and yes, it gets
front.
plenty of double-takes from passers by.
The two 12-inch electric fans and
After explaining all the design
relays are Spal high-profile which push
features, Lew got the key and touched
air through the radiator. The remote
off that V-8. The baffles weren’t in the
water pump and engine filler neck are
exhaust so it was nice and loud, but
by Aerospace Components. Get this, the
probably not much more than many bikes
water pump puts out a maximum of 37
on the road.
gallons-per-minute.
After a warm-up Lew ran her up and
All the cooling lines are stainless steel
See Trike, Page 3
Knows
Roads
➥
Knows
the Best
➥
ROADS
You need both.
GPS is terrific for telling you where you are . . . and where you’ve been. But
what about “the best” way to get to where you’re going? The twistiest,
most dramatic roads . . . the roads you brag to your buddies about!
Butler Maps fills in where your GPS falls short. We show you every great
road and rank them based on how good they are from a motorcyclist’s
perspective. We also know that ending your ride in a neat town with a
cold beer and hot meal is important so all of
our maps have QR codes to hook you up with
our recommendations. The next time you
want to explore the best roads in America . . .
don’t ask your GPS.
www.butlermaps.com
BUTLERMAPS
butlermaps.com
March 2014
Trike
from page 2
down the street in front of the shop,
shooting up gravel and stirring up great
clouds of dust and as he went booming
down the street.
I suspect that after many years of
building wild machines, all the residents
of the little town of Twin Bridges knew
exactly who it was that was making all
that noise!
Lew finished building the trike
Lew Wendt, bike builder extraordinaire,
dedicated Patriot Guardsman.
second is accomplished through legal and
non-violent means.
While interviewing Lew for this
article, his cell phone rang. The caller
asked if Lew could participate in an
upcoming funeral and bring his trike.
The funeral was for one of our departed
service men.
So please, if you’re traveling through
Twin Bridges this summer, stop by and
check out Lew’s trike at the Antique and
Collectible Store, if it’s still around. Lew
does have the trike for sale though so you
best not wait too long. As of this writing,
it could beseen at < montana.craigslist.
org/mcy/4325839659.html>.
Or if a trike like this is on your bucket
list, you owe it to yourself to check this
one out.
As you leave, shake his hand and
thank him for his support and respect of
our service men and women, regardless
of the rain, snow or good old Montana
sunshine.
If you’re interested in additional
information regarding the Patriot Guard
activities in your state, go to the Internet
and type in Patriot Guard and “your
state.” Chances are good there is a chapter
close to you that you can hook up with.
Personalized plate says it all.
just before the 2013 Evel Knievel Days
celebration and parade and by the time
summer ended he’d put on over 1,300
miles. Many of those miles were in
support of our veterans.
Lew is an avid member of the Patriot
Guard of Montana. This is a diverse
group of riders from across the state
that have one thing in common besides
motorcycles: they have an unwavering
respect for those who risk their very lives
for America’s freedom and security.
Their main mission is to attend the
funeral services of fallen American heroes
as invited guests of the family. Each
mission the Patriot Guard undertakes
has two objectives: one, they show their
sincere respect for our fallen heroes, their
families, and their communities and, two,
they shield the mourning family and their
friends from interruptions created by
any protester or group of protestors. The
Contact one of these regional Indian dealers today!
Lynnwood Motoplex
Ride to Work Day
is June 16th, 2014
ridetowork.org
425-774-0505
17900 Hwy. 99
Lynnwood, Washington
<www.MotoplexNW.net>
Indian Triumph
of Fargo
701-277-4584
2745 Main Ave.
Fargo, North Dakota
<www.indiantriumphfargo.com>
Reno Cycles & Gear
Mies Outland
775-355-8810
1-800-324-8269
Reno, Nevada
Watkins, Minnesota
3445 Kietze Lane
<www.renocycles.com>
720 Hwy. 55 W.
<www.miesoutland.com>
Editorial
Opinion
March 2014
‘I didn’t see the motorcycle!’ Not our fault...or is it?
Opinion by Cole Boehler
Riding motorcycles is dangerous
– approximately 10 times more
dangerous than driving a car. Only an
ostrich would see it otherwise.
Roughly half of motorcycle
accidents are single-vehicle which,
obviously, means the other half are
multiple-vehicle – collisions between
the motorcycle and another vehicle.
About half of multi-vehicle collisions
involve a driver turning left across the
path of the motorcycle. A significant
number of collisions also entail the
rider being struck from behind.
In many, perhaps most, multivehicle collisions involving motorcycles,
the offending driver will say they did
not see the motorcycle.
It is clear that a lack of motorcycle
conspicuity – being invisible to other
drivers – is a grave danger to riders
resulting in damage, injury and death.
“Be Aware of Motorcycles”
campaigns are a good idea and
may in fact lead to fewer motorcycle
accidents. A far better idea is to
increase our visibility – our conspicuity
– to other drivers on the road.
Studies show that lighting can play
a significant role in increasing visibility.
Back in 1978 manufacturers
all designed bikes to run with the
headlights lit on low beams at all times.
Surely this increased awareness of our
presence. Running on high beams will
add to the effect.
However, so many vehicles are now
factory-equipped with daytime running
lights, the positive effect of motorcycles
running headlights-on has certainly
diminished.
A headlight modulator – causing
headlights to rapidly alternate between
high and low power – will likely do the
most to increase visibility to oncoming
traffic. Other drivers are more likely
to see you and will see you sooner,
research shows.
These simple devices range in
price from about $65 to $100. Many
riders are qualified to install modulators
themselves, while others would have
a shop do it, likely for about $75-$100
labor. That’s pretty cheap insurance.
Some studies show that multiple
frontal lights, particularly in a triangular
configuration, also allow drivers to pick
up our presence more quickly from
greater distances.
Many new bikes feature arrays of
L.E.D. running lights which may serve
more as cool bling rather than adding
to conspicuity, but they may help.
Consider adding driving lights –
halogen, H.I.D. or L.E.D. – perhaps
below the main headlight and spaced
as widely as possible.
Another way to increase your frontal
visibility is to wear brightly colored
clothing and/or a brightly colored
helmet. Studies show black apparel
and helmets are the least visible to
other drivers, while dark blue (denim) is
only marginally better. Of course, bright
yellow, is the most visible.
The same phenomena apply to
drivers trailing motorcycles. Actually,
brightly colored clothing adds more
to visibility from the rear than front,
though be aware that top cases,
tour packs, sissy packs, T-bags and
passengers will diminish the effect.
If being seen by other drivers is
important to you, bright apparel will
be key. If the “fashion factor” is more
imperative, stick with black. Drivers
will more readily see a brightly colored
bike, too.
Riders who are struck from behind
are often slowing or stopped and are
also usually “not seen” by the offending
driver. Brake light modulators, which
cause brake lights to rapidly strobe,
can certainly raise visibility to trailing
drivers.
Brake light modulators can be
a separate add-on lighting device,
usually L.E.D., that flashes while
brakes are applied, or can be wiredin to modulate factory brake lights.
Simple modulators will run $35-$50
while modulating illuminators may run
from $100 to $150; labor extra if the
shop does the installation.
Brake and tail lights mounted higher
are more visible. If you run with a top
case, consider auxiliary lighting for it. If
you are considering ordering one, ante
up the extra for the integrated lights.
Here’s an idea from Stacy “Ax”
Axmaker, director of Idaho’s STAR
motorcycle safety program and regular
NR Rider contributor: the Vololight
(<vololights.com>).
This trick device not only indicates
you are braking, but flashes at a rate
indicating how rapidly you are slowing:
rapid pulsing indicates rapid braking;
slower flashing is slower braking. This
device will also warn trailing drivers
that your are slowing with downshifts
even if you don’t touch your brakes.
Multi-vehicle motorcycle collisions
are much more likely in an urban
environment. Since we ride primarily in
a rural environment, visibility is less of
a concern, correct?
Well, not really, according to the
research we’ve seen. Urban drivers are
more likely to see a motorcycle, and
see them from a greater distance, than
rural drivers. Exactly why is not clear
but the difference may lie in the relative
degree of attention being paid.
Presumably drivers in city traffic
are paying more attention simply
because there is so much more traffic
to pay attention to. Rural drivers may
more readily get lost in reverie and so
attention wanders.
Incidentally, our research showed
younger drivers will see a motorcycle
sooner than older drivers and,
gratifyingly, other riders will see you
sooner than car drivers.
As we age, mature and gain
experience – perhaps we’ve had a
collision or witnessed one, or we’re
more dedicated to research and
study – we get smarter and pay more
attention to safety. Maybe it’s an
increasing appreciation of our mortality.
We have added two powerful L.E.D.
driving lights that we run on low power
in the daytime which clearly enhance
our frontal visibility, besides producing
a much enhanced nighttime field of
light.
We have some brightly colored
apparel and helmets but should have
more. Most of our apparel and gear
now carries highly reflective materials,
too. My passenger has even taken to
wearing one of those high-vis vests
road construction workers must wear.
So, if you care about being seen,
and until the factories include them as
standard, consider adding headlight
and taillight modulators.
Then give the high-vis versus lowvis nature of your riding apparel some
thought.
None of these measures, though,
will guarantee you will be seen; they
will merely enhance your chances.
Ultimately, avoiding that collision, from
the front or rear, will depend on you
and your awareness.
High-vis may not be cool, but it
is effective ... and it’s a relatively
inexpensive ticket to enhanced safety.
Published ten times annually - Jan./Feb., March-Oct., Nov./Dec.
A Continental Communications Publication
914 Holmes Ave., Butte, MT 59701
406-498-3250 • <nrridercole@gmail.com>
Editor and Publisher - Cole D. Boehler • <nrridercole@gmail.com>
Business and Sales Manager - Dani M. Collins-Rollison
<nrrider2@gmail.com> 406-490-8472
Wyoming Correspondent - Dottie Rankin
<nrriderdottie@gmail.com> 307-660-5171
Graphic Design - Rocky Mountain Inspired - Joel & Steph Martens
406-333-2824 • <tribal_artist@bresnan.net>
If you would like direct home mail delivery, send your name, mailing address,
telephone number, e-mail address and $25 to Northern Rockies Rider,
914 Holmes Ave., Butte, MT 59701, or contact us at <nrrider2@gmail.com>
Back issues are available for $5.
Postmaster: Please send address change requests to Northern Rockies Rider,
914 Holmes Ave., Butte, MT 59701.
All rights reserved by the publisher
March 2014
Personal column
Opinion
Nothing like a January ride to kick off a new year
By Cole Boehler
Editor and Publisher
miles without seeing another vehicle.
I did see one other bike up on I-15 as
I cruised the “old highway” frontage
road. We exchanged an enthusiastic
I got out on the bike for the first
and understanding wave.
time in 2014 January 19. It was about
The sky was blue with some pretty
28-degrees
mare’s-tail
as I was
clouds, the
preparing to
countryside
leave and
brown in its
Cole Boehler
forecasts
winter slumber.
Editor and Publisher
were
Patches of
predicting
snow were
a high of
everywhere
around
that was
48. That’s
heavily
downright
shaded.
tropical. (The Climate Change
The air was crisp and clean and
adherents predict we will be able to
invigorating.
grow grapes here in 20 or 30 years.)
I had last been on my bike seven
I simply removed the cover,
weeks earlier, and last been on
disconnected the Battery Tender
any bike one month before, but my
lead and rolled it out the door into the
reflexes and skills seemed hardly
sunshine. I checked tire pressures
atrophied. I just felt good. The bike felt
(very close to lay-up PSIs front and
good. The ride felt good!
rear), then put the key into the ignition
A Northern Rockies ride in January
and switched on the power, observing
is a rare blessing and one we would
the gauges cycling.
never take for granted. What a fine
beginning to a
new year!
*****
potent KTM in our April issue, weather
allowing.)
*****
Sam Park, the owner of the new
KTM, and I did get out for a day-ride
Jan. 25. We rode 220 miles of some
of our favorite back roads. It was
about 26 degrees when we departed.
We saw 30 at our first stretch break,
40 at lunch, and 50 about 2:30 in an
adjacent mountain valley.
The KTM did attract a lot of
attention when we stopped at a
crowded small-town brewery.
This day we found plenty of de-icer
and one shaded canyon was a little
slushy/icy. The bikes were a mess
when we rolled into my driveway. Out
came the hose. We sprayed off the
muck, probably magnesium chloride,
then toweled them dry.
I hate to see any motorcycle coated
in corrosive de-icer, but it was almost
painful to see the goop smeared on
that week-old KTM. Oh well, that’s
simply the price you pay for a January
ride in the Northern Rockies.
And as I write, a low of -36 was
posted Feb. 6 and we’ve been dealing
with a foot of new snow. The bikes will
stay under blankets for awhile more.
Just for jollies, I found a wind-chill
calculator and punched in -36 air temp
and 70 mph wind, as though riding.
That’s a wind chill factor of -110.
Yup, too cold to ride. I think even the
snowmobile hard-core will be staying
home.
But... I see 40 degrees in the
forecast next week!
I hauled
a riding pal
to Missoula
Saturday,
Jan. 18,
to pick up
his new
KTM 1190
Adventure.
Though the
weather and
*****
I-90 road
conditions
I see where two competing outfits
In old west historic town Virginia City January 19. It got into the upper
would have
are vying to be the first to jump the
40s.
allowed him to Snake River Canyon near Idaho Falls,
ride it home,
close to where Evel Knievel tried it and
I hit the starter and the engine
he hadn’t arranged insurance yet so
failed in 1974.
turned over, stiffly, three or four times,
we took the trailer.
The only thing this stunt has to do
then lit cleanly on all four cylinders.
After we unloaded it and stowed it
with motorcycles is that one of the
Perfect. I love Sea Foam gasoline
in his garage, he said he was going
“daredevils” is said to be a motorcycle
additive-preservative. I
stuntman. That was about
was ready to roll.
the case in 1974, too.
I had to solo since
They plan to “jump” the
wife Marilyn is healing a
canyon on a rocket, not a
broken foot unrelated to
motorcycle. Basically, they
motorcycles (this time).
are arranging to be shot
Despite not having my
or launched across the
favorite companion
canyon. Shoot it up and
along, the ride was utterly
over, deploy parachute,
blissful. I had dressed
drop to the ground on the
very well: not too warm,
other side. Not a big deal.
not cold at all. The heated
Let’s not waste our time
grips were appreciated.
or money.
The roads were
completely dry (we had
*****
almost zero snow in
Okay, one more Dumb
January...until the end
Club entry, this one also
of the month). I did not
mine.
see any frost, nor fresh
Marilyn and I were set
de-icer, nor melt, nor ice,
Sam Park, left, at Big Sky Motors working with dealership owner Nate
for a little day-ride. This was
excepting about 10 feet
Bertland.
probably 1990. I needed
of ice in the street at the
to change the oil before
end of my driveway. There
we headed out. In a hurry, I spun off
was very little sand, either. Only a
into the house to get a chair, then sit
the old filter and in spinning on the
few stretches were windy, maybe 30
and stare at his new bike.
new one, it seemed to develop a little
minutes of it.
I understood, but suggested
tension prematurely. It just didn’t feel
This was a Sunday, and the
he rather get a sleeping bag and
normal. But I started the bike and let it
Sunday of the NFL playoff semi-finals,
pillow and sleep with it, girlfriend
idle for a bit and observed no leaks.
which may account for the dearth of
notwithstanding.
Off we went. Over the first pass
traffic. In places I rode for up to 10
(Watch for an evaluation of the uber
the back felt just a tad loose (sand?),
and further down the road in some
sweepers I noticed that feeling again.
I thought the rear tire might be going
down. I pulled over at a C-store and
that’s when I discovered the entire rear
of the bike, including and especially the
rear tire, was bathed with motor oil.
The Dumb Club qualifier (actually,
there are several): When I removed the
old filter, its gasket stuck to the engine
block. I installed the new filter with its
own seal over the old seal. Dumb Club!
At idle there was evidently not
enough oil pressure to put drips on the
floor. At speed there was enough to
create a small gusher. Lesson: after
servicing, take it for a brief urban test
ride before heading for the open road.
When I first felt something
“wasn’t right,” I should have stopped
immediately and inspected all carefully.
I did not. Dumb Club!
We got the mess wiped up and the
crankcase refilled (it took about 2.5
quarts of the total four-quart capacity).
Not only could I have killed my wife
and I, I could have destroyed the
engine. Or had a massive fire at 70
mph.
But we learn.
I will never replace an oil filter again
without inspecting the one removed
and the block where it seats.
I will never again not stop
immediately when I feel “something
isn’t right.”
This lesson I had to learn twice. On
a different trip, I noticed the back end
felt a bit sloppy as we rode through and
beyond fresh chip seal. I attributed it to
the new surface.
We stopped at a C-store and when
we finished our water and prepared to
leave, I had a flat tire. Apparently it had
been going down for a while. A rock
chip, shaped like a small arrowhead,
had penetrated and sliced the tread.
Dumb Club!
Correction
In our editor’s note printed with Ralph
“Teach” Elrod’s essay on the bikers and
brotherhood in the Jan./Feb. 2014 edition
of NR Rider, we stated “Teach” was
president of the Baron’s Motorcycle Club
for “nearly two decades.” In fact he joined
the Barons in 1969 and was president
throughout the 1970s.
Home of Burnout Wednesday
august 6, 2014
(307) 283-2575
braedoll@yahoo.com
111 North 3rd Street
P.o. Box 1408
SuNdaNce, WyomiNg 82729
Opinion
March 2014
Women making an impact on the motorcycling world
By Dottie Rankin
NR Rider Columnist
was there and she is such an
inspiration to me. She grasps life as
if there is no tomorrow (and we all
There were five of us sitting
know there are no guarantees). But
around the table in Applebee’s, all
she does it with grace and caring
women and all motorcycle riders. Of
that is second nature to her.
course motorcycles dominated the
She rides with gusto and a
conversation.
freedom of spirit that is a joy to
Georgette, Mary E., Mary P,
watch. She has made epic solo
Cindi and I decided to meet to talk
journeys of thousands of miles.
about the
Control her
upcoming
you cannot,
Sweeties on
but you can
Wheelies
count on
Dottie Rankin
ride (June
her without
Gillette, Wyo.
20-22)
hesitation.
Wyoming Correspondent
and ended
She is the
up talking
first to jump
everything
in and help
motorcycle
wherever she
and how it
is needed
relates to the life of a woman.
and she takes the time to help me,
Now I know that a biker is
or anyone who needs it, through
considered to be anyone who
tough times. She is also a police
rides a motorcycle. However,
officer with the Gillette (Wyo.) Police
riding a motorcycle when you are
Dept. and has 11 years in the law
a woman is a whole different ball
enforcement field.
game. Physically it is different, but
“George” and all the women
perhaps the biggest difference is the around that table are wonderful
emotional one.
examples of women who ride. I
The fastest growing segment in
have found that women who ride are
the motorcycle world is women who
special with an extraordinary attitude
own and ride motorcycles. The five
and a true brand of courage. We are
of us sitting around that table all
women who create our own paths
understood why that is. Most of us
and shape our own calling.
view our motorcycles as extensions
Eventually the conversation
of our personalities; riding has given
turned to the reason we were all
us a place where we belong.
there – to plan the 2014 Sweeties
We agreed that women
on Wheelies ride, for the first time to
start riding for many reasons
originate in Gillette, Wyo.
including empowerment, followed
Known as Chick’s Run, then
by excitement, freedom, selfChrome Cowgirls and now known
reliance and maybe even a little
as Sweeties on Wheelies, this is
enlightenment.
a group of women riders raising
Riding has certainly made a
money for good causes.
difference in my life. Time alone on
Mary England, Mary Pearson and
my bike is liberating and more often
Cindi Long from Casper are heads of
than not makes me define certain
the non-profit Sweeties on Wheelies
truths and find a solution for certain
and obviously love what they do.
questions.
Georgette is heading up the event
The five around the table were
this year.
women who not only love to ride, but
The Sweeties ride has helped
for whom riding is part of who we
many different charities over the
are, what we do and how we live.
years: the Self-Help Center in
Some of us were first-generation
Casper, the Humane Society, the
riders, and some came from families Seton House, the Hemry Home and
who ride.
various other charities.
Cindi’s mom rode 50 states in
This is an event for women,
50 days and celebrated her 50th
designed, implemented and run by
birthday in the middle of the ride!
women. We are your wives, your
mothers, sisters and
aunts. Our roles in life
are greatly varied but
we share one thing: a
love of the open road
and the freedom that
riding affords. Each of
us has found something
inside that either we
had forgotten existed or,
in my case, didn’t know
existed.
A lot of the women
who are involved in the
Sweeties run are also
Motor Maids, including
Georgette Hoffman, left, with other Motor Maids.
me. Motor Maids
requires an application
Cindi would love to repeat her
and yearly dues. The organization
mom’s ride on her own 50th birthday. is divided into districts so no matter
I am cheering you on Cindi! You can
where you live you fall within a Motor
do it.
Maids district.
My friend, Georgette Hoffman,
To be a Motor Maids member
Ev joined in
1954 and for
many years a
motorcycle was
her only means
of transportation.
Ev’s daughter,
Terri, has
memories of riding
behind her Mom
when she was
only three yearsold.
Back then,
after work on most
Fridays, Ev would
Fellow Motor Maids, from left, author Dottie Rankin, Laura Klock,
put Terri on the
Mona White (the day she and her motorcycle were reunited) and
back and head the
Cindi Black.
150 miles to her
family’s home in
you are required to own and
Lovell, Wyo. They would arrive at the
operate your own motorcycle or the
foot of the Big Horn Mountains late
motorcycle of a family member and
in the night and Ev and Terrie would
you are required to be an active
pull the bike over, spread a blanket
rider. If a woman rides as a Motor
on the ground in a barrow pit and
Maid in a sanctioned event she must
sleep until daybreak.
wear the Motor Maids uniform.
That is the kind of woman Motor
There is an annual Motor Maids
Maids consists of and the kind of
convention held in a different part of
woman I strive to be.
North America each year and hosted
The Motor Maids Annual
by a different district.
Convention 2014 will be in Texas. I
According to the Motor Maids
will not be able to attend but I will be
constitution and by-laws, “It shall
at the 2015 convention. It will be in
be illegal to pull your motorcycle
Moncton, New Brunswick, Canada in
on a trailer to or from a Motor
July. I will be reporting on it and I will
Maid sponsored event.” That is an
see you there!
inspiration and a call to all women to
As special as is one woman who
ride!
rides, you bring a group of rider
New members are encouraged
women together and you have an
to find a “MMM” (Motor Maid Mom).
extraordinary and unique group that
This is a special member with some
won’t be held down, won’t be held
tenure within the organization who
back, and you can bet that you won’t
will help you form special bonds as a
miss us!
Motor Maid.
As a school principle I see a lot
I have become friends with Mona
of different people and see many
White who moved from Florida to
different attitudes and experiences.
Wyoming in January 2013. She left
However, nowhere do I see the
her bike in Florida and was trying to
same thing as I see in women who
figure out how to get her bike to her
ride. They are exuberant, successful,
new home.
spiritually inclined, tenacious, risk
Various Motor Maids got it from
takers and creative. We are a
Tampa Bay to Daytona, then to
diverse group but mostly we are a
Mitchell, S.D., then Rapid City, then
community.
into the hands of Mona.
We are a growing nationwide
Rapid City is also home to
force to be reckoned with and we are
another Motor Maid, Ev Straight.
here to stay. There is an unspoken
Ev is a Golden Life Member. To
camaraderie, an unspoken code
attain that status one must have 50
of support that just isn’t found
consecutive years of active riding
elsewhere.
membership with no inactive status,
I am proud to be a card-carrying,
and 10 conventions attended.
hard-core woman who rides.
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Opinion
March 2014
Old School
Improvisation, innovation, spontaneity and freedom; cool and fast
By Steve Kelley
NR Rider Columnist
Every year the motorcycle industry introduces
some new innovation sparked by creative,
adventuresome souls stretching the limits of
When my sons were little nippers they all
design and engineering.
seemed to march to a different drummer.
This winter I have been reading a lot of bike
They liked some commercially available toys
rags and, man, there is no end to what these
but were often soon bored with them. After a
dudes come up with: enduro bikes fitted with
while I stopped
snowmobile tracks, a snowmobile
spending money
with stretched springer forks and a
on such things
ski out front...
because they
Baggers with 32-inch front
Steve “Big Daddy” Kelley
were having more
wheels and dropped rear ends,
NR Rider Columnist
fun making their
sport bikes that look like Star Wars
own.
gear, the Bat Bike, Harleys that
For example,
look like sport bikes, trikes from
my oldest was
dungeons and dragons, and much
fascinated by the
more.
Electrolux drag-behind vacuum cleaner. He would
It’s like “bike jazz.” Bits of mad genius fused
ride it like a bike for hours, and loved to plug in
with art and craftsmanship.
the hose and attachments. He is now an electrical
Why? Because they have to...and can! They
engineer, street biker and father of two sons.
can’t help it. Since the first time an engine was
My youngest son was the same except he
mounted on a bicycle, the drive has been there.
would come up with a concept and mock it up,
These maniacs are the leading edge of what is
then go “test” it. Usually these contraptions had
possible.
wheels and went fast, like the two-by-four trike
Now, I do like the spontaneity, innovation,
with no brakes.
improvisation and musical freedom of jazz, but
The kid was fearless, and gave me most of
being a simple man, I also like blues and rock,
my gray hairs. He ”modified” everything – cars,
so my taste is usually a bit more “gritty,” shall we
motorcycles, boats... you name it. These days he say.
modifies houses and computer programs as well.
These days I like to ride more than I like to
build, so I want power and dependability and
the taste of bugs in my teeth. If I spend my hard
earned coin it will be to those ends, not jazzy
bling.
My buddy Scoops has a saying that sums it
up: ”If it don’t make it go, don’t spend the dough.”
That’s pretty much stripped down rock-and-roll
and blues “Old School” in a nutshell.
Ol’ Scoops said many times, ”Hell, we invented
Rat Rods. We made do with the materials that
were available and affordable. The stuff we made
wasn’t pretty, but it was cool...and fast. Screw the
paint job; let’s see what she’ll do! Build it, break it
and build it again...better.”
I guess we were maniacs but the spirit of
adventure ran hot and the thrill of success was
still sweet.
Apparently my kids got the Old School gene. I
certainly hope so, and I hope they pass it on.
I’ll revisit this topic in a few years to see what
the grandkids come up with.
I bet it’s cool and fast.
Editor’s note: We can relate. Our rat bike at
age nine: Grandpa-rescued from the city landfill,
frame brush-painted in sky blue, fenders gone,
brakes gone, big 26-inch balloon tires... In today’s
parlance, probably a “naked street fighter” and
fearsome to behold ripping down a city hill at
30-plus miles-per-hour with a bug-eyed, whiteknuckled, grimacing nine-year-old at the bars.
From NR Rider readers...
To NR Rider contributing writer
David Fletcher,
Thank you so much for the fine
article (Frank Flynn profile, Jan./
Feb. 2014 NRR). Actually brought
back some memories that had been
“stored away” for a long time.
I really enjoy the paper. My son
Chuck subscribes and I always read
his but I’m sending in my check so I
can have my own copy.
Especially enjoyed the article on
the Little Belts (route review Jan./
Feb. 2014 NRR). I think that’s a ride I
could do (less the gravel) and plan to
do it next summer.
Frank Flynn
Helena, Mont.
*****
Hi Dani (NR Rider business and
sales manager),
riding in that area. Check out a place
called Julian, Calif., which is famous
for it’s apple pies.
Best regards,
Michael Campbell
Calgary, Alberta
Editor’s note: Michael Campbell
graciously assists NR Rider with our
Calgary distribution.
*****
To the editor,
Cole, I obtained your colorful
publication at the Yamaha/KTM shop
here in the greater Olympia area. Your (story of the) trip to the
Southeast U.S. was doubly
interesting. Five years ago, if memory
is not deficient, I returned to the
South to visit the Barber Motorcycle
Museum. If you go again, as it seems
you might, I would encourage you to
make that side trip out of Atlanta or
maybe start there. My other comment is on your
rental since I succumbed to the
sport-tourer lure in 2011 by trading a
perfectly useful Bandit 1250/ABS for
a Concours 1400.
I have ridden several iterations
of the FJR1300 (including a 2013
Just a quick note to thank you for
sending the Jan./Feb. edition of the
newspaper. Needless to say, winter has had
it’s icy grip on Calgary this year and
we won’t be riding bikes for awhile
yet. We had nice couple weeks in
mid-January where we saw some
real good melting and drying of the
roads which caused a few brave
souls to fire-up and go for
a ride.
www.NorthernRockiesRider.com (not yet live)
FREE
I look forward to my
“Your Northern Rocky Mountain Riding Authority”
regular fix of the NRR,
and dreaming of warmer
days to come.
However, I’m pleased
to report that my wife and
I did a nice 225-mile loop
Look for it at your local motorcycle and
around the Palm Springs,
motorcycle-friendly businesses, and
CA area on New Years
thank them for carrying it!
Day this year. Some great
Volume 1, Number 1 • April, 2012 • A Continental Communications Publication • contcom@qwestoffice.net • 406-498-3250
Free to readers
example) and
was leaning in
that direction since I had
and still have a Seca
900 – rode it today, as
a matter of fact – and
a V-4 cruiser of similar
vintage. My Kawasaki dealer
shrewdly encouraged
me to take an
unsupervised test ride
and I was sold. I have
few regrets at this time
although I do believe
the FJR is slightly more
Pat Halstead with his 900 Seca.
nimble and I am slow
to embrace proximity
temptation to return to Montana.
keys. I hope you’ll get a few miles on
Last time I was there it was for a
a Connie. corporate meeting 15 years ago (and
Maybe you’ll find the Columbia
since retired).
River Gorge appealing with a side trip
to Mt. St. Helens? Pat Halstead
Thanks for the good read and the
Tumwater, Wash.
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ROUTE REVIEW
March 2014
Going-To-The-Sun
is a little like going to
Heaven
Going-To-The-Sun is more about the surreal, otherworldly
experience than the actual riding, which is slow.
By Cole Boehler
there.
There are two good reasons to
experience the Sun Road as late in the
season as possible: the bulk of the tourists
are gone, and the colors will really be
popping, especially the sun-yellow aspen
and larch, especially in October.
The east end of the road, from Logan
Pass to St. Mary, would be closing for the
year Sunday, Sept. 22 due to a scheduled
and long overdue roadway construction/
maintenance campaign. We reasoned
the Park would be jammed with “last
conscious that the sun sinks early this
time of year, maybe dark by 8 p.m. So
we hustled to Seeley Lake about two
hours northwest via I-90 frontage roads,
little Hwy. 271 between Drummond and
Helmville, then Hwy. 200 to Clearwater
Junction where we picked up Hwy. 83
north 15 miles into Seeley – about 150
miles total.
We did take one stretch break at a
favorite roadhouse where we’ve been
stopping for years, the Copper Queen
right off Hwy. 271 in tiny Helmville, run
by friend Tammy for
over 20 years, where you
can get a drink, fuel,
food and friendship.
Once at Seeley, we
checked into our motel,
then arranged to have
dinner with dear old
friends, Ted and Kay
Lockwood.
When Cabin Fever starts to become
unbearable, we Northern Rockies riders
need to cast our memory hooks back in
time, hopefully not too far back. Six months
ought to do it.
The 2013 season was growing late. The
opportunities for “long weekend” tours
were diminishing. We knew we’d better
take a shot while Mother Nature was
distracted.
We discussed the potential for three
days on the
road: where to
go?
It took just a
few seconds to
decide: Glacier
Park’s Going-ToThe-Sun Road.
We realized
the last time
we were on the
fabled route was
The Swan
2003, 10 years
previous!
Valley
My first trip
This pretty and
through Glacier
remote valley runs
on this Wonder
about 85 miles from
Clearwater Junction
of The World
to Bigfork. At the west
roadway was
flank is the magnificent
in 1971. Five
Mission Mountains
young guys in a
range and Mission
Mustang (I was McDonald Lake at the west end of the GTTS Road is a great place to take that first stretch
Mountains Wilderness.
just 15). Maybe and to burn some camera memory.
To the east lies the
not the best
Swan Range and three
transportation
wilderness areas: The Great Bear, The Bob
arrangement, the tour was nevertheless
weekend” crusaders so decided Friday
Marshall and the Scapegoat.
incredible in every aspect, doubly so for a
would be better than Saturday or Sunday.
I hunted the west slope of the Swans
boy raised out on the prairie.
with Ted for over a decade and got my
I’ve since done the Going-To-The-Sun- Getting there is
first elk up Blind Canyon.
Road at least a dozen times more, almost
very good, too
The Clearwater River drains Salmon,
all of those on two wheels. We once lived
We left our home in Butte, Mont.,
Seeley, Inez and Lindburg Lakes to the
within an hour of the west entrance so
about 5 p.m. Thursday night, as soon as
south and into the Blackfoot River. Over
could go almost on a whim. Nowadays, it
we could break away from our desks,
a low divide to the north, the Swan River
takes us five hours of steady riding to get
drains the valley into Swan Lake, which in
turn drains into Flathead Lake.
As you would expect, the valley is
home to great numbers of wild ruminants,
not to mention bears, including ursus
horribilis – the grizzly – close to 900 of
them.
I cannot remember a run up or down
the valley where deer were not seen,
and they are often very close to, or on,
the road, day or night, but especially at
Looking southwest from The Loop, the first big sw
earnest.
dusk and dawn. You may spot moose, elk
and bear here as we have on numerous
occasions.
Watch for four-leggeds!
This early Friday morning as we
headed for the Park, we rounded a left
curve and there in the left lane was a doe,
March 2014
stepping out of the shadows, heading for
in recent years. This 32 miles is now in
the centerline and our lane.
excellent condition all the way from the
Like a video clip, in a few optical
west entrance to the 6,646-foot summit at
frames I visualized striking the creature,
Logan Pass.
probably at 40 mph after hopefully
It was along this stretch in 1985, with
scrubbing off 25 mph before impact. I
wife Marilyn perhaps seven-months
knew it was going to be bad.
pregnant, that we spotted a yearling
At the last split second she wheeled
bear at roadside. We slowed to a crawl
and headed back whence she’d come,
to admire the bruin when he decided he
leaving me rather shaken as we slowed
wanted to check us out.
and let our hearts slow, too.
Up out of the ditch and onto the
Always cover your
brakes in this valley; always
scan your 10-to-two. If you
appreciate these necessities,
your chances of having a
beautiful ride are much
improved.
The valley has a few sets
of fun corners but also some
long, hilly straights with
timber lining the roadside.
Aside from critter vigilance,
this can be a serene and
relaxing cruise, very popular
as a loop leg for day-riders
out of the Flathead/Kalispell
Country and out of Missoula.
Pavement quality varies
from excellent to in need of
resurfacing.
We passed through widespot Condon, then Swan
Lake, skirting Bigfork further
north. Hwy. 206 brought us
into Columbia Falls and to
Hwy. 200, which we took
Looking southeast from the upper axis of The Loop.
northeast to West Glacier,
Alpine scenery is stunning in every direction all along
stopping in Hungry Horse
The Sun Road. Then, as we near Logan Pass, looking back
for an early lunch.
west from whence we’d come.
She’ll probably kill me,
but... Wife Marilyn was able,
for the first time, to use her senior citizens roadway he clambered, trailing us by
pass to gain us free entry into Glacier.
10 or 20 yards at a lope. Marilyn began
There are privileges...
hammering my back and yelling, “Go!
GO!” as I observed the youngster in my
rear-views, chuckling in my helmet.
The west end of GTTS
(This was before the days of “objects in
is pretty good
the mirror are closer than they appear.”)
He soon lost interest and we rolled
I was surprised at the smooth surface
away, thankful for the experience which
of the still-narrow pavement along
we both recall vividly today.
McDonald Creek and then stunning Lake
The 18-mile east side stretch of the
McDonald. Some tens of $millions have
GTTS Road, from Logan to St. Mary,
been invested in this historic roadway
is another matter altogether: beat all to
hell with numerous patches of rough
gravel! No wonder a major construction
campaign had been slated for that stretch.
On the west side, for once the 40 mph
speed limit seemed reasonable. It is just
25 mph in the alpine section. The serenity
and natural beauty tend to force a mellow
mood and approach to riding. The balance
of the traffic – very light for Going-ToThe-Sun – caught the same vibe: slow
down, look around, soak it all in, smile,
thank our god we are where we are.
This third week of September the
aspens were starting to swap their lush
green clothes for those of a more golden
hue, but I knew in two weeks time it
would be a full-dress show. The larch was
just thinking about it.
We paused for a break at The Loop, a
parking area with vaulted restrooms at
the first 180-degree switchback. As we
took some snaps, we noticed perhaps half
the license plates were local, yet many
witchback that signals the ascent has begun in
were from Washington,
Idaho, Wyoming, North
Dakota and Canada with
a smattering scattered
from throughout the
balance of the states.
Relatively speaking, Park
visitors from neighboring
states and provinces are
practically “locals.”
At the visitors center at
Logan Pass at
the summit, we
also noticed
at the ends
With motorcycles constituting 6 to 7 percent of the vehicles,
of designated
it is wise to designate otherwise wasted row-end space
vehicle parking exclusively for two-wheeler use.
rows were
areas posted
scenery still overwhelms, especially along
and signed “Motorcycle
St. Mary Lake.
Parking Only.” Not exactly
advanced thinking but about
See Going-to-the-sun, Page 10
time.
Our cruise down the east
slope of GTTS was more
intense than the ascent due to
the battered pavement, but the
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There’s a reason
Going-To-The-Sun is
two kinds of landmark
The Going-To-The-Sun Road
is the only paved route across
Glacier National Park, 53 miles.
Construction began in 1921
and was completed in 1932. It
is a National Historic Landmark
and a Historic Civil Engineering
Landmark, both deserved
designations.
The summit at Logan Pass can
receive up to 80 feet of snow, so
you can imagine the magnitude of
the 10-week task plowing this out
in the spring!
Plowing typically begins April
1. With luck, the GTTS Road can
be opened in early June, though
in 2011, an exceptionally heavy
snow year, it did not open until
July 13. It is often closed by
early September but sometimes
stays open as late as the end of
October.
Avalanches of snow and rock
damage the roadway every year.
Thus it seems to be in a perpetual
state of repair.
In 2003, 13 percent of the
park’s land – 136,000 acres
– was ravaged by wildfire. The
scars are still visible everywhere.
No fire-year in the park’s history
compares. By September, the
Park Service had spent $68
million trying to save the forests.
Wildflowers, waterfalls, 1,000foot rock faces and numerous
tunnels – and up to 7,000
vehicles daily – characterize the
route. About 6 to 7 percent of
the traffic is motorcycles, which
could mean 400-500 bikes per
day. July sees highest traffic
volumes with August a close
second. June slightly exceeds
September. Weekday traffic
is only marginally lighter than
weekend volumes.
Twice I have gone through the
Park on the last day of the season:
both days it was raining and we
knew what was coming. Once I
missed the closing by 24 hours
as a rock slide near Logan closed
the road the night before I was to
run it.
It is gnarly-tight and steep.
These days rigs are limited to 21feet in length. Back in the day,
longer units used to occasionally
jam and stick in the tight corners,
causing interminable delays.
Always do your research into
current conditions before heading
up the Sun Road: things can
change by the minute. There is no
fuel sold along the route.
March 2014
Going-To-The-Sun
from page 9
Outside the Park,
the riding gets better
Once to the east entrance (exit?) at St.
Mary, we headed south on little Hwy. 89
14 miles to Kiowa Jct. This has improved
over the last couple of decades but is
still a narrow and serpentine piece of
tricky roadway without many modern
engineering and construction standards,
though it does sport a high-friction
surface. It slices over, around and through
very rugged foothills and is all turns of
varying degree.
While it can be a blast, as it was
on this Friday afternoon, it requires a
rider’s full attention in keeping your
bike where you want it, but to also be
on the defensive for large motor homes
whose drivers are on the verge of panic,
or flatlanders who don’t understand
mountain driving, i.e. curves. Best to run
it in the off-season, as we were.
About 10 years ago, a riding
companion missed one of those turns
and took an abbreviated detour through
the groves of quaking aspen, inflicting
major cosmetic damage to his BMW RS
and minor damage to his body.
Also be cognizant that you are (a) on
The quaking aspen forest of the Blackfeet Reservation, looking back toward the park.
here, though, and the rough and broken(missing)-in-places pavement is worth
taking. Just stay sharp! The grade is
carved into the west flank of a steep
mountain ridge which appears to be
trying to slough the road bed into the
Two Medicine River Valley below.
Back west or head south?
Once to East Glacier, take a break,
stretch, hydrate, munch and fuel, then
make a decision: Hwy. 2 back west along
the south side of Glacier Park, over
Marias Pass and back toward Kalispell, or
east to Browning, then east on Hwy. 2 or
south on Hwy. 89.
We relish the route south for its grand
mix of prairies, foothills and magnificent
views of the Rocky Mountain Front
including the Chinese Wall, the dominant
geologic feature of the Bob Marshall
Wilderness. Its name implies its reality:
a stunning vertical granite escarpment
that rises 1,000 feet and runs
for perhaps 20 miles north and
south, indeed forming part of
the Great Continental Divide.
Winds along this route can
be terrific, especially in spring,
occasionally, rarely, gusting
to over 100 miles per hour.
But on a relatively calm day
the cruising is superb: good
pavement, rugged and rolling
foothills with some sweepers,
very light traffic and stunning
contrasts in topography.
Between Bynum and
Dupuyer (pronounced like
“doo-poo-yer”) there used to
be an exhilarating and fun set
of curves where a little heat
produced good adrenalin but,
alas, someone determined
the curves had to go so a new,
straighter grade has been cut
through the middle of the
ridges and coulees. That was
under construction all year in
2013 and was not likely to be
finished before winter brought a
halt to construction.
See Going-to-the-sun, Page 11
East of the Continental Divide, the splendor continues.
the Blackfeet Indian Reservation and (b)
riding through designated “open range.”
This means livestock is unrestrained, will
roam anywhere and always has the rightof-way. If you hit a beef or horse, you
will pay for it and, if necessary, it will be
adjudicated in tribal court. Be aware of
the implications.
From Kiowa to East Glacier is Hwy.
49, a nasty, technical, rough little stretch
of pavement (mostly) where you best be
on your game. Naive tourists, ignorant
of conditions, often select this “shortcut”
between St. Mary and East Glacier. Just
12 miles, the roadway and pavement
are somewhat primitive, like a good
logging road with asphalt applied as an
afterthought.
Scenic vistas into the Park and of
Two Medicine Lake are dramatic from
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March 2014
Going-To-The-Sun
from page 10
There is a little mercantile, and a
saloon and eatery in Dupuyer, and a
great roadhouse, loaded with character
and somewhat famous, in Bynum called
JD’s Wildlife Sanctuary, formerly Katy’s
Wildlife Sanctuary. Legend says the
Going-To-The-Sun Road usually takes
two to three hours, especially if you do
the full tourist gig including the many
unparalleled photo opps.
From Choteau a rider can generally
head 52 miles southeast into Great Falls,
a city of 60,000 where all amenities are
available including three bike shops, or
stay rural by continuing 26 miles south
on Hwy. 89 to Augusta, which is what we
did. We like to make a point of grabbing
a burger at the Buckhorn Bar there (this
A grand mix of prairie and rugged Rocky Mountains.
The Rocky Mountain Front as seen between Augusta and Choteau puts things in
perspective.
colorful previous, now late, proprietor,
Katy Rash, once gambled away her
prosthetic leg in a poker game. Yeah, you
guessed it: she lost that leg in a mid-80s
bike wreck.
This day we were headed for lodgings
in Choteau (pronounced like “showtoe” or “doe”). There was a big event in
town that weekend – the Teton Antique
Steam and Gas Threshing Assoc. Show –
and we were lucky to snag a room at an
inexpensive south-end motel.
If you like engines, take in one of
these shows sometime: great single- and
twin- cylinder engines that you can
watch operate close-up, turning maybe
a couple hundred RPM at max. Chuff...
chuff...chuff... chuff-chuff-chuff. Actually
a fascinating and informative review of
“technology” from 100 years ago.
Choteau is a pretty little town of 1,700
population situated in a picturesque
valley where the Teton River and Deep
Creek converge. Hwys. 89, 287 and 221
also converge. There are several dining,
drinking and lodging options. We
immensely enjoyed a fine “home-cooked”
dinner with excellent service at the Log
Cabin Cafe on the town’s south side.
We’d covered about 275 miles between
our launch at Seeley Lake in the morning
to where we rested our bodies that
evening in Choteau. That’s not “high
mileage” but consider the 51 miles of the
outfit’s burgers rival any other anywhere),
but opted for a good breakfast at the Lazy
B Bar and Cafe instead.
A rider can head back to civilization,
i.e. a city and the Interstate, heading
south out of Augusta and Hwy. 287. It
intersects Hwy. 200 after 19 miles of easy,
hilly cruising on good pavement with
light traffic.
At the junction there is an option:
continued 40 miles on 287 to little Wolf
Creek astride I-15 (food, fuel and limited
lodging), or drop south on Hwy. 200
for 10 miles, then snag Hwy. 434 down
to Wolf Creek. We prefer this choice as
traffic will be almost nonexistent and
there is a pretty little run with a decent
set of twisties into the cottonwood and
willow lined Wolf Creek bottom.
At Wolf Creek a rider can head south
36 miles along I-15 to the state capital of
Helena, or north 50 miles and into Great
Falls.
So, this makes Glacier Park and the
world class Going-To-The-Sun Road
accessible and doable in a single day from
five major Montana population centers:
Missoula, Kalispell/Flathead, Great Falls,
Helena and Butte. If you pushed it hard,
you could do it from Bozeman, too,
though Billings would be very tough,
especially dealing with summer tourist
traffic.
It is also just a day from Calgary,
Spokane and Boise, two days from
Edmonton, Casper or Seattle. Work this
into your 2014 riding calendar.
Whatever, it ought to be done, any
time during the season, at least once by
all serious touring riders. It ranks with
the Beartooth Highway and some of the
riding around Deal’s Gap in Tennessee.
And let me say, doing it with your
significant other aboard a capable sporttour bike beats the hell out of five young
guys tripping through the Park in a
Mustang 42 years ago. It was incredible
in 1971 and it still filled me with awe in
2013.
As citizens, more so as riders, we
must always give thanks to our forbearers
who had the foresight to preserve such
a natural wonder, then had the vision
to conceive of, and fortitude to actually
construct, such an astounding piece of
roadway.
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March 2014
Indian
from page 1
I rolled up to Eugene’s place in
Florence at 8 a.m. sharp. In the drive
was the gleaming Indian streamliner and
Eugene’s 2013 Yamaha FJR, along with
his pal, Bill Blecker, and his CTX Honda.
Eugene’s 100K-mile-plus Gold Wing
would stay garaged this day. The temp
was around 40 degrees.
Eugene gave me the rundown on
controls, all straight forward and
intuitive, with the exception of one of
those proximity fuses...er, proximity
sensors that will allow the bike to be
lit only when the driver is within a few
feet of the machine. Then it’s a matter of
pushing two buttons, one to activate the
electrical system, the other to spin the
big mill.
Apparently Indian, the brand
acquired and re-launched by Polaris
Industries, has used advanced
technology in terms of computer
management of systems. For example,
just touch the starter button and release
it immediately; let the ECU initiate
and complete the start-up process,
automatically engaging the starter motor
just long enough to obtain fire in the
holes.
When it comes alive, the Indian
emits a nice baritone thumping and
pleasant thrum through the seat, bars
and floorboards, yet there is virtually
no shaking in components such as the
Heavily bundled up with many layers, it was about 40 degrees when we hit the road. The
Indian Chieftain is all about style, harking back to the early 1950s. Inset: First 1,901 copies
off the assembly line get special emblems, 1901 being the birth date of the Indian brand.
This is #365, sold in Chandler, Ariz. Photo by Eugene Kuhn.
fenders, the ribbed tappet covers (which
used to be actual air cooling ribs on the
old flathead/side-valve motors of the
1940s and 50s), even the lighted Indian
head ornament on the front fender.
The 2014 iteration is true to that
classic visual motif, even if it lacks the
traditional “tractor” seat.
Style: Talk about tradition, an
earned “A+”
Winter run through Saguaro National Park west unit not far from Tucson. The beefy
Chieftain calmly handles pretty much whatever the rider dishes out. Photo by Eugene Kuhn.
front wheel or mirrors. The crankcase
balancers do their job.
Grading the 2014
Indian Chieftain
How about fit and finish? Oh my!
Glistening chrome everywhere and paint
layered deep. Yes, it is a looker, or as said
in the vernacular, “a head-turner.”
Indeed, as we found out, the bike
attracts attention in parking lots,
especially from the cruiser traditionalists
who are full of good questions, the last
usually being, “And, uh, what did you
pay for it?” This one went near $24k with
the sport windscreen, engine crash bars
and passenger backrest and pad.
Indian is certainly proud of its
creation and they want everyone to
know it. The company logos – “Indian”
in script and the “flying headdress”
graphic – are everywhere the eye rests.
Polaris Industries paid good money
for the Indian trademark and rights.
With the mark comes an image: classic
styling cues such as fully valanced
The alternative
to moving the lower
torso back is pulling
the upper torso
forward. There was
room in the seat to
slide forward several
inches, but that put
a tighter bend in my
knees, shoulders and
elbows – not really
a viable long-range
posture alternative,
but providing temporary relief.
The powered windscreen moves
through perhaps three or four inches
of adjustment travel. This is said to be a
first for a fork-mounted fairing screen.
Eugene was already customizing the
Chieftain to fit his own frame...which is
somewhat vertically challenged. Thus, he
had installed a lower windshield. I think
the factory standard version would have
worked better for me and would have
sent windblast cleanly over my head,
allowing more comfort if sitting further
See Indian, Page 13
As a serious touring rider who favors
300-400-mile days, ergonomics and
rider comfort are all-important to me.
This top-of-the-line Indian, the
Chieftain, has a low 26-inch seat height
with a stepped bucket, wide pull-back
bars, far-forward foot controls and
running boards, and a power-adjustable
windscreen.
Here’s how it worked over 260 miles
for my 58-year-old, 5-foot-10-inch, 32inch inseam frame: pretty well. At day’s
end I had some moderate soreness, none
of it remotely warranting deal-killer
status.
I found myself adopting the “flying
‘C’” riding posture which implies a
certain curve to the spine. As that angle
began to become uncomfortable midafternoon, I kept pushing my butt back
in order to straighten the vertebrae,
bumping into the steep saddle cantle.
WYOMING CENTENNIAL SCENIC BYWAY
PATH OF THE PRONGHORN
ICONIC SKYLINE DRIVE TO ELKHART PARK
March 2014
Indian
inches of travel
with no adjustment
(H-D is 4.6; Victory
is 5.1). More
suspension travel
amounts to a wider
range of compliance
with surface
irregularities, i.e. a
better ride. It also
implies a higher
gross loaded weight
is achievable (1,385
from page 12
forward on the seat.
With the lower screen in place,
airflow management was still adequate,
even though in its uppermost position
I could still see over the lip with easily
another two or three inches to spare.
Wind coming around or under the forkmounted bat-wing fairing was calm and
hardly noticeable. Altogether a pleasant
air pocket.
Neither hand nor foot controls
are adjustable. Heated grips are not
standard. Soon?
The floorboards are long, about 1.5
times the length of my size-10 shoe. A
rider has plenty of choice when it comes
to a foot resting position, allowing ankle,
knee and hip angles to vary, avoiding
long-term pain and fatigue.
The 5.5-gallon fuel tank is wide at the
front and narrows considerably toward
the crotch. Perhaps this explains why
my knees seemed to be naturally tucked
out of the wind, never requiring me to
muscle them inboard. I never felt the
Ergos: I rode without meds, a
solid “B” grade
Air management: windblast
was not a significant issue, a “B+”
The Chieftain comes standard with
a radio and I reaffirmed my personal
distaste for this intrusion ... er, accessory,
though I did groove a couple of minutes
to Tommy Tutone’s “867-5309/Jenny.”
Most others will appreciate it.
It also has standard cruise control,
which I did not fiddle with; the type of
riding that day was a lot of start/stop.
The integrated tire pressure monitoring
system is an important safety feature and
Ahhhh...the Pend Oreille!
photo by Eugene Kuhn.
screen and get an “A”
With many cruiser aficionados,
it is all about “the look.” With us, it’s
more about function. We’ve covered
ergonomics so that leaves handling and
performance.
The Chieftain incorporates an airassisted and -adjustable single rear shock
with over 4.5 inches of quite substantial
travel, superior to its American
competitors at Harley-Davidson (2.1)
and marginally less than the Victory
baggers (4.7). A hand pump allows a
rider to adjust air pressure, in effect,
spring pre-load.
At the bow the Indian offers 4.7
“a perfect ride”
Stunning mountain, forest, river and lake scenery?
Remote, peaceful riding with few cages? Good asphalt
with tons of turns? Roadways designed by engineers
who knew what they were doing? Small communities
with all the amenities? Businesses with character run
by characters? Affordability?
In certain light conditions, the info screen
between analog gauges was difficult
to read. Otherwise, the controls and
indicators were well laid out, easy to
manipulate and intuitive. Inset: Switches
and buttons on the left control pod look
complicated but are easily learned. Inset
a nice touch.
Okay, let’s get the chief (pun
intended) complaint out of the way:
the dashboard digital information
display. In our
pre-launch
rundown,
Eugene said,
“You’re not
going to like
this.”
He was
right: it was
only readable
about half
the time,
depending
on ambient
light. Riding
into the sun in
the morning,
I couldn’t
decipher the
information.
For a “clean sheet” design, Indian engineers by and large got it right. It
How can this
mostly fit the author’s body well. A few minor mods would have made it
be?
perfect.
Frankly,
I wondered
left-side air cleaner with my knee, either. if the problem was specific to this
Here’s an unequivocal opinion:
machine, though that seems unlikely. In
vibration was never an issue.
my reading and research on the Indian,
When we returned to Eugene’s at 5
including checking numerous blogs, I
p.m., I reported a moderate ache in my
could only find one similar complaint
back, shoulders and tailbone. Eugene
reference, so I wonder...
pointed out I had taken no pain meds
The analog speedo, tach and fuel
all day, whereas he knew it was my usual gauge were functional and elegant,
drill to drop a couple of tabs of ibu prior reminiscent of Detroit’s heyday.
to beginning a ride, then repeat dosages
Eugene also said fueling needs to be
as needed.
done carefully. Indeed, a pump nozzle
Good point, I thought. Had I
will just marginally penetrate the tank
indulged in my usual OTC pain
inlet. He warned me to allow the pump’s
medication regimen, I’d probably have
automatic shutoff to work, then slowly
been perfectly comfortable. Besides, I
withdraw the nozzle until the hose is
told him, every body adapts to every
drained. There is no “topping off ” in the
bike to some extent. Chances are I would usual sense.
also eventually adapt well to the riding
Functionality: “B”; fix the info
posture of the Indian.
What’s your definition of...
pounds).
The Indian ride is supple yet
controlled, the result of nicely integrated
and calibrated spring and damping rates.
The front end was highly compliant as
was the rear.
Only once, when dropping into a
virtual sink-hole, did the rear come near
to bottoming. And only once, when
well heeled over in a tight right-hand
curve, did tires feed back some chatter
when covering a rippled, chewed and
choppy surface. We were not sure what
air pressure the rear shock (or tires for
that matter) carried and had no time (or
See Indian, Page 14
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March 2014
Indian
the Chieftain handles high-speed
sweepers.
from page 13
inclination) to mess with it.
Steering: Also a qualified “B+”
(for the category)
If a bike goes, it needs to stop, too.
And bringing 848 pounds of fueled
mass, plus a rider
and gear to a sure
halt, means you’d
better have some
potent binders.
Dual discs with
four-piston calipers
at the front, and a
single disc with a
twin-piston caliper
at the rear, seemed
to easily arrest the
forward motion of
our rolling halfton-plus without
any undue drama,
though we never,
even in simulation,
attempted an
Saguaro National Park, west unit, is a great place to ride anytime,
emergency-grade
but wonderful in December when temps approached 70 degrees.
stop. ABS is
Some might mistake the 2014 Chieftain for a ‘53 Chief.
standard.
Pressure required
to activate the brakes seemed relatively
light and completely progressive.
Cousin-in-law Eugene is a lifetime
The lofty and vertical position of
rider with a half-million miles under his
the
rear brake pedal will soon have
belt. He can ride and was pushing it a
your
ankle and calf muscles tiring if
little in some of the turns leading up to
you
intend
to ride with it covered, as
7,000-foot Kitt Peak, then later through
we
sometimes
feel compelled to do in
Saguaro National Park, both just west of
particularly crittery country (a deer
Tucson.
did bound across the tarmac a hundred
While I was not about to determine
yards ahead).
Suspension: A qualified (for
this category) “B+”
The Chieftain is a “head-turner” and got plenty of parking lot
attention and a lot of friendly inquiries from folks mounted on
Harley-Davidsons and metric cruisers.
interactions, and the requisite throttle
blip, I was often able to effect a silent and
silky shift. This will get even better with
miles.
Clutch pull was fairly light and
engagement predictable and progressive.
The bike’s massive torque lets you pull
away from a stop with practically zero
throttle. I actually started in second and
third gears a couple of times (doh!); no
biggy, just give it some gas and go.
Presumably, the belt final drive will
exhibit bullet-proof durability, rare need
for adjustment and continued quiet,
clean operation.
Drive train: Good and likely to
get better, “B+”
We’ve saved the best for last: the
engine.
If Grandpa had put a supercharger
on that John Deere Model B two-lunger,
then fed it nitro methane, it might have
made the torque this “Thunderstroke”
49-degree V-twin pounds out. With a
lugged rear tire, the
Indian would rip up
native prairie pulling
a four-bottom plow.
It displaces 111
cubic inches (1,811
CCs) with 3.9-inch
(101mm) bores and
4.45-inch (113mm)
strokes. It has two
overhead valves per
head actuated by
three cams driving
parallel pushrods
via hydraulic
lifters (never need
adjustment). Even
with just 9.5:1
compression,
91 octane fuel is
specified.
Both connecting rods ride on a
single crankpin, ala Harley-Davidson,
and pistons are cooled with oil jets.
Both cylinder intakes are fed by a single
throttle body managed with throttleby-wire. Wisely, crank and transmission
cases are integrated in a single unit and
are split vertically.
Yadda, yadda... What does she do?
Well, 119.2 pounds-feet of claimed
crankshaft torque, for starters.
One would think, stoplight to
stoplight, the Indian will probably eat
alive just about anything else out there.
Not necessarily true.
Cycle magazine (Jan. 2014) reported
that Harley-Davidson’s 103 will best the
Indian 111 by a hair in the quarter-mile
(13.29 sec. at 97.32 mph versus 13.43 at
96.34) as well as in 0 to 30, 0 to 60, 0 to
90 and 0-100. This is where horsepower
plays.
See Indian, Page 15
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The big Chieftain exhibited genteel handling manners no matter the type of roadway,
keeping up with the sportier bikes and railing the turns with light effort. This is on the way
to Kitt Peak, all curves. Photo by Eugene Kuhn.
the maximum lean angles of the
$23,000-plus loaner with 400 miles on
the clock, I nevertheless kept Eugene in
sight. The Indian ate up the curves with
a calm lope, keeping nerves at bay and
adrenalin squirts to a minimum. At one
point in a hard left I thought I heard
a minor “tching” but we later found
no evidence of rash on the muffler or
floorboard.
The Chieftain has a steeper front end
rake (25 degrees) and shorter trail (5.9
inches) than the other Indian models
– the Chief “Classic” and the “Vintage”
(29 degrees and 6.1 inches). With the
wide bars, this means the Chieftain has
lighter, if not quicker turning.
Once tipped in and on its cornering
line, the Chieftain railed rather
effortlessly with just the tiniest nudge
at the grips required to keep it tracking.
The beast was downright fun in the
twisties!
We had no chance to find out how
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Several times there seemed to be a bit
of a low-frequency disc/pad hum as we
rolled to an easy stop. Probably needs
more break-in.
Brakes: light and progressive,
“A-”
The six-speed transmission and
drive train are exemplary, but one
would expect this considering Polaris
Industries’ experience with its mid1990s roll-out of the Victory with
its not-yet-ready-for-primetime
transmission.
The Indian gearbox, even at just 400
miles, always shifted very positively: you
knew you had changed a gear, whether
up or down; no missed shifts, no false
neutrals. Lash (slop) was minimal.
Sometimes it was clunky, especially
in the lower gears, but I found that as
I became more familiar with engine/
clutch/transmission/final drive
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March 2014
Indian
from page 14
Yet the Cheiftain virtually stomped
the H-D in roll-ons: from 40 to 60, 5.1
seconds for the Indian, 7.0 seconds for
the H-D; 60 to 80, 6.0 seconds for the
Indian, 7.6 for the H-D. Here is where
torque is king.
Top speeds were almost identical,
112 and 111 mph respectively. The tested
H-D Street Glide Special is 47 lbs lighter.
Cycle’s dyno run showed the
torque.
We did some open road passing and
there was usually enough zoot to leave it
in top gear. In tighter circumstances, I’d
drop a cog.
At one point we let ‘er out a bit,
pinning it in sixth until we saw 100
MPH on the clock. It pulled hard
and fast to 85 or 90, but it was clearly
running out of oomph as it approached
100.
Engine heat during this 40 to
70-degree day was not a factor. We saw
41-42 miles-per-gallon, which should
The Indian is at home whether on the Interstate, the rural secondaries or in the mountain
curves. Photo by Eugene Kuhn.
Thunderstroke producing rear-wheel
maximum torque of 107.87 pounds-feet
at 2,860 RPM, and 76.5 horsepower at
4,160 RPM, illustrating usual drive train
losses. Torque is up 10 percent over the
H-D Street Glide Special 103-inch, but
horsepower is virtually even at 76 and
77.
Regardless, above 2,000 RPM, whack
the Chieftain twistgrip and you take off
like a cannonball blasted from an eightinch howitzer! Hang on! It feels like
the Thunderstroke may utilize a lighter
(than H-D) crankshaft and/or flywheel
improve somewhat as break-in is
complete.
Big cruisers are always about style,
so Indian stylists got a crack at doing
the retro treatment on the engine,
too: massive parallel pushrod tubes,
diagonally finned faux cylinder heads,
down-shot exhausts, all standard Indian
styling cues dating to the 40s and 50s.
I didn’t especially take to the crinkle
finish between the fins; personal taste.
Big cruisers are also about sonics and
the Chieftain’s Thunderstroke exhaust
does not disappoint. Big bores and big
torque make big booms. We wonder
Polaris reports record 2013
fourth quarter and full-year results
Fourth quarter highlights:
– Net income increased 23
percent to $108.7 million...with
sales increasing 20 percent to
$1,083.7 million, both fourth
quarter records.
– Off-road vehicle sales
increased 16 percent; motorcycle
sales increased 94 percent;
parts, gear and accessories
sales increased 33 percent; and
international sales increased
46pecent.
– Gross profit margins
expanded...to 29.3 percent in the
fourth quarter due to higher selling
prices and lower product costs.
Full year highlights:
– Full year 2013 net income
from continuing operations
increased 22 percent to a record
$381.1 million...with record sales
of $3,777.1 million, an increase of
18 percent from 2012.
– 2013 gross profit margins
improved 90 basis points
compared to 2012.
– North American retail sales
increased 10 percent for 2013.
– All product lines increased
sales for the full year 2013.
“2013 marked Polaris’ fourth
consecutive year of greater than
15 percent growth in both revenue
and earnings,” said Scott Wine,
Polaris’ Chairman and Chief
Executive Officer.
“Sales and net income have
more than doubled since 2009,
testifying to the strength of our
strategic plan that has served
as a roadmap over the past five
years as well as our relentless
execution of its core principles.
The plan keeps us focused on
investing for organic growth in our
principal powersports businesses,
expanding our global footprint,
diversifying into market adjacencies
and enhancing operational
efficiencies.”
According to company
communications, motorcycle
division sales, which include both
Victory and Indian motorcycles,
increased 94 percent in the 2013
fourth quarter, mostly due to
$68.8 million initial shipments of
the new model year 2014 Indian
motorcycles.
Consumer retail demand for the
Polaris motorcycle division was
up over 100 percent with strong
initial retail sales for the three allnew 2014 Indian Chief models
and continued strong demand for
Victory motorcycles with retail
sales up in the mid-single digits
percent range in North America.
Fourth quarter North
American industry heavyweight
cruiser and touring motorcycle
retail sales were up low-teens
percent over 2012, driven by an
unprecedented number of new
product introductions in 2013,
which includes three new Indian
Motorcycle models.
The Indian Motorcycle relaunch plan continued during
the 2013 fourth quarter as an
increasing number of dealers
began retailing the brand new
motorcycles, production volume
accelerated at the Spirit Lake,
Iowa, manufacturing facility and
aggressive marketing generated
exceptional exposure and attention
for the brand.
Indian Motorcycle is building
momentum in its quest to reestablish the brand’s legacy in
the motorcycle industry. Sales
of Polaris motorcycles outside
of North America increased 52
percent in the fourth quarter of
2013 as compared to a year ago.
For the full year 2013, Polaris
motorcycle sales increased 12
percent compared to the prior
year.
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Eugene Kuhn of Florence, Ariz., bought the Chieftain in December. It had about 400 miles on
the clock when we headed out, over 650 when we got back.
to achieve this eye-popping snappiness.
The engine keeps delivering until it
begins to run out of steam at around
4,500 RPM.
Its pull is fun and exciting. But you’ve
got to keep it working between 2,500
and 4,000 RPM to capitalize on that big
how Indian finessed that exhaust basso
profondo past the EPA noise hawks. Not
obnoxious yet completely satisfying, a
rider is tempted to twist the grip just to
hear the throaty thunder. We’d leave it
stock.
A couple of engine nits to pick:
See Indian, Page 16
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March 2014
Indian
Specifications
from page 15
there is some minor valve train clatter
at low-speed and steady throttle
openings reminiscent of a well oiled
Singer sewing machine at full treadle;
and fuel injection algorithms or the
throttle position sensor needs further
refinement to eliminate on-off surging
that is present when the throttle is barely
cracked in downhill or low-speed street
situations.
Engine: Torque, “A”;
horsepower, “B”; soul, “A+”
Conclusion:
Polaris Industries has the financial
and engineering wherewithal to pull
off this monumental challenge and
they are off to a very good start. They
will compete strongly with HarleyDavidson, which is already responding
with its “Project Rushmore” round of
engineering upgrades.
Where the Polaris Victory brand
fits into the market remains to be seen,
although it has already positioned itself
as the “un-Harley” of the heavyweight
American cruiser segment, whereas
Indian appears poised to go more
directly head-to-head with the H-D
monolith.
Harley will maintain its “heritage”
and “tradition” and “mystique” edges
over all comers, but there are probably
a significant number of consumers who
want to be real individualists in the
cruiser world. Indian, for them, could
be the alternative.
The bottom line: we are not
particularly attuned to big, expensive
cruisers, but the Indian Chieftain we
rode is quite impressive from many
angles. Indian will find buyers and
will thrive, only getting better. Perhaps
we might even see the basic platform
become more diverse over time.
A few considerations:
is just 22 inches wide, so an equally
compact four-cylinder could be just 14.5
inches end-to-end. Yeah, that could be
snugged into a frame lengthwise.
– It also appears some Internet
surfers are pining for a new-version
Indian Scout which, in the day,
was a lightweight, stripped down
naked version of the Chief. Build it
inexpensively and perhaps there’s a new
market demographic, the same segment
now targeted by Harley Davidson’s new
Street 500 and 750 – youth, new-tosport and females.
– It is logical for Indian to take aim
at its primary American competitor,
Harley-Davidson. But Indian has a more
varied heritage that also includes an
in-line longitudinal four-cylinder. We
wonder if Indian engineers already have
one such layout on the drawing boards,
ready to add more distinction to the
marque.
BMW’s new 1,600 CC six-cylinder
g
Motorcyclin
Montana First Edition
sive
Comprehen
y
ng the Big Sk
Guide to Ridi
– Buyers may want to consider the
limited, but rapidly expanding dealer
network. Apparently some, but not all,
Victory dealers will also deal Indians.
The target was 130-140 dealers by the
end of 2013.
– Warranty: Included in the purchase
price, an unprecedented one-year
limited, five-year extended service
contract with $50 deductible available.
That’s got to assuage worries about firstyear production issues.
– The Indian is manufactured in
Spirit Lake, Iowa, U.S.A., by non-union
contract labor, at least for the present.
– Dealer financing is available.
Indian Chieftain MSRP: $22,999
As ridden: $23,700
Dealer prep, set-up, shipping, taxes,
license and document fees may add
more and may be negotiable
Satisfaction rating
Perfect gift for any motorcyclist!
$34.95
FREE shipping
in the
United States
A comprehensive guide to two-wheel touring of Big Sky Country
Perfect for the motorcycle enthusiast...
• 512 full-color pages • Over 350 photos • 120 map excerpts • Spiral bound • Convenient, compact 8.5 x 5” format
How to order:
• E-mail: <motorcyclingmontana@gmail.com>
• Phone us: 406-498-3250 (for shipping information outside of U.S.)
• Write us: Motorcycling Montana, 914 Holmes Ave., Butte, MT 59701
• Online: www.motorcyclingmontana.com or www.amazon.com
Included with book purchase:
Free copy of “Top Tours” magazine, most recent issue of Northern Rockies
Rider, and Montana Highway Map.
Or go to www.motorcyclingmontana.com
March 2014
PRODUCT REVIEW
The inexpensive solution to
luggage needs: expandable textile
By Cole Boehler
We’ve considered hard storage
panniers for our adventure-touring
(ADV) bike, but can’t get past the sticker
shock: $700 to $1,000 and more for
plastic or aluminum boxes, $300-$500 for
a top case. Then add $300-$500 or more
for the mounting brackets and hardware...
Fully equipped and accessorized, it’s
easy to drop well over a couple of $K.
Sure, if you’re planning an aroundthe-world tour, or just a sprint across
Siberia or a traipse from Algeria to the
Cape of Good Hope, such an investment
in high-end lockable luggage makes
sense.
If, on the other hand, you like to
occasionally seek out a stretch of local
gravel or area pavement, or string several
days together in such pursuits, a less
onerous investment may suffice and is
easily justified.
That means textile luggage that simply
straps to the bike or is held in place with
magnets.
When I did my first overnight or
multi-day tours more than 30 years ago,
a duffle bungeed to the pillion was my
having them repaired and professionally
cleaned for use as backups and loaners,
and to discover if such investments are
feasible. See the sidebar.
For the new saddle packs we called
our friends at Firstgear, a Tucker Rocky
brand, and explained our intended
mission: multi-day two-up adventure
tours, which implies large capacity,
durable construction, convenient exterior
pockets for ready-at-hand items and easy
mounting.
With Firstgear guidance, we ordered
up a set of their Onyx expandable
saddlebags, model 10-7237 in their
catalog (<www.firstgear-usa.com/
images/Spreads-2014FGCatalog.pdf>),
competitively priced at a manufacturer’s
suggested retail of $159.95.
Coincidentally, we have owned and
enjoyed for five years an expandable
Tucker Rocky textile tail pack marketed
under the River Road brand. The same
bag is now available as a Firstgear piece
(Onyx expandable tail bag, model 107238). This has been exemplary in its
construction, durability and function.
In their expanded mode, the
saddlebags have a capacity of 2,500 cubic
Ready to ride January 25. The Firstgear Onyx saddle bags seem roomy, sturdy and of robust
manufacture.
inches each; the expanded tail pack is
2,240. Add in a tank bag and between the
four pieces we have over 5.5 cubic feet
of stowage, which
compares quite
favorably to most
stock pannier setups.
Yes, Honey, there
should be room
for an extra pair of
shoes.
We ordered
Tuesday and the
luggage arrived
Friday. We had them
mounted and out
on the road the next
day in a rare January
weather window,
though restricted to
pavement. We’ll run
some gravel with
them later.
First
impressions:
The Firstgear Onyx bag is made of heavy 1000-denier nylon. From past experience, we
expect them not to fade much. The shape is tapered to accommodate upswept mufflers.
“luggage.” In inclement weather, a heavyduty garbage bag served as the rain cover.
As the tours grew longer and came to
involve a passenger, the duffle was not
sufficient so I invested in good (at the
time) textile saddle bags and a tank bag.
These originals long since went down the
road as “closers” with sold bikes or simply
wore out.
Our most recent set of textile
saddlebags, often referred to as “soft”
luggage, have been in use since 1999
– 14 years! Those saddlebags are from
Tourmaster.
We’ve gotten our money’s worth,
but it is time for replacement as small
failures, mostly related to zippers, began
to accumulate. We’ve also lost the rain
covers.
Finally, we loaned the saddlebags to
a relative who carried a quart of oil in
one of them. The container leaked and
we’ve tried virtually everything to get out
the oil residue to no avail; ride in gravel
and the dust will soon reveal where the
residual oil remains.
However, we decided to investigate
added for extra strength.
The bags have plenty of features,
almost verging on being over-featured:
Some features shown: light colored interior, cargo straps, zippered
mesh pocket in the lid.
The bags are made of sturdy material,
a 1,000-denier nylon, heavier than some
(most?) competing brands. Stitching and
piping (with reflective material) appears
to be robust. At high-stress points near
handles, weight-bearing strap attachment
points and D-rings, riveting has been
both exterior and interior pockets
of mesh and solid material, interior
cargo straps to hold your stuff in place,
shoulder carry straps, exterior quickrelease straps for securing items such
as jackets to the bags, an extra set of
See Review, Page 18
March 2014
Review
from page 17
bungees and more.
Here’s a neat feature: an interior lining
of light grey which makes it easier to see
inside when rummaging through your
gear. Even the exterior side-pockets have
the high-viz material inside.
As one would expect of soft luggage
of heavy material, they are stiff initially.
The bags come with plastic support
panels held in place inside with fabric
pockets and sleeves to give the bags form
and stiffness. You will wrestle with these
when installing them, but the end result
is entirely satisfactory. They fit and fit
snuggly. Be patient.
The bags each have four exterior
D-rings which can be used with multiutility. They are anchors for the shoulder
carry straps or can serve as mounting
points for anchoring the bags to the bike,
though owners will have to contrive
those anchors themselves since none are
included.
Our old saddlebags had neoprene
pads on the bike-side walls and they
With the bags expanded, our ADV bike had a wide rear profile. We had stuffed them but not
completely; they could have taken more, perhaps adding another two to four inches of total
width. Note how the bags ride on the passenger grab rail fore and top, and turn signal pods
and muffler heat shields middle and aft.
rode directly against the exhaust heat
shields on our Suzuki DL-1000 V-Strom.
The neoprene was likely meant as a
paint-saver but is also an extra layer of
insulation between bags and bike.
The Onyx bags don’t have such pads,
but do feature a tough-looking coating
of some rubberized
material on the
bike-side wall. I may
explore acquiring
and trimming some
neoprene to serve as
pads and affixing them
with hook-and-loop.
Which brings up
a concern with all
textile saddle bags:
keeping them clear
of components hot
enough to damage
the bags. How many
textile bags have
you seen with a hole
Bike-side of the bag has a tough-looking rubberized material that
melted in the bottom
should stand up to contact with motorcycle parts, probably not a
hot muffler, though. Note the rivets at high-stress points – mount from contact with a
hot pipe? Exactly.
anchor D-rings and mount straps. Carry handles are also riveted.
Do these bags make my butt look fat?
With our V-Strom application, we wound
up with a pretty hefty rear profile with the
bags expanded.
While they rode on the exhaust
heat shields, they also rode against the
passenger grab rails at the top. Altogether,
the bike profile, with expanded bags and
stuffed side-pockets, was 47 inches wide
– almost four feet! –
enough to warrant
extra caution and consciousness if lanesplitting.
We also mounted them on a 2014
KTM 1190 Adventure. The over-the-seat
straps fit nicely under the KTM’s openended grab rails, but had to be mounted
quite high on the right side to avoid
contact with the upswept muffler.
The bags do come with rain covers,
but these will necessarily only wrap five
of the six exterior surfaces (think of a
cube). Some moisture is likely to get
inside on a wet day. Pack waterproof drybags for your contents if you anticipate a
long run in substantial rain.
One thing we really appreciate with
The way the Onyx bags mounted – up
against the heat shields – worked but the
interior and contents will get quite warm.
We’d re-think putting
chocolate bars inside!
In that vein, the
bottom profile of the
bags actually tapers
upward about three
inches toward the
rear, designed to clear
some of the more upswept exhausts. You
would be wise to get
out a measuring tape
and do some initial
calculations.
The bags can be
mounted with the
tops level with – even
Something we appreciate: robust zippers with metal blocks, pulls
a couple of inches
and pull attachment points.
higher – than the
seat surface, and
the Onyx bags from Firstgear: the robust
far enough toward the stern to actually
zippers. Failed zippers have led to early
ride outboard of the turn signal pods,
retirement of several of our soft luggage
incidentally leaving plenty of room for a
passenger’s calf and foot to clear.
See Review, Page 19
Is repair worthwhile?
It comes down to personal judgment
Our 14-year-old Cortech tank bag’s main zipper
which closes the lid had worn out. The plastic teeth
no longer held fast. In addition, the zipper block –
the piece that draws and latches the teeth together
– on the left side-pocket had lost the metal loop to
which the pull attaches. Otherwise the bag was in
relatively good shape and highly functional.
We got the name of a local sewing pro who also
teaches sewing at the junior high. She assessed our
situation, determined the zippers could be replaced,
and offered several zipper replacement options:
metal, plastic or coiled waterproof plastic.
While the notion of waterproof had some appeal,
the coiled example we saw was of a lighter gauge
that we feared would not hold up to the stresses we
commonly induce by over-packing.
We opted for a heavy-duty plastic zipper,
reasoning the original held up for 13 years, so the
replacement might be just as durable.
The zippers themselves are relatively inexpensive
so most of the repair cost would represent labor.
First, the original zippers have to be removed,
carefully, then both halves of the new zipper will need
to be stitched in. The entire bag and new zippers will
be wrestled with under the sewing machine needle,
surely a clumsy, and probably frustrating and timeconsuming, operation no matter how deft the zipper
setter.
Labor and materials to repair the main lid zipper
were estimated at $35; the side-pocket zipper would
be $20.
So, $55 to make useable once again a 14-yearold tank bag that retailed at around $100 those years
ago? Does that make financial sense? It comes down
to a personal judgment call, but in our estimation it
does make sense, though just marginally.
If the cost to replace the bag with something
similar is now $125 (likely), repair is practical. If the
bag repair now holds up indefinitely, it is doubly so.
Most may be inclined to simply trash the old bag
and go with something brand new. Our philosophy
is to first explore the potential for repair and if that
route is determined to be reasonable, do it!
In the same vein, our old economy textile
saddlebags (about $120) from Tourmaster had also
provided 14 years of reliable service (and abuse).
Just last year the zipper(s) that closed the top on the
left bag wore out and would no longer close and stay
closed reliably.
Our stitcher said that zipper could be replaced
for $20. Why not? We used the same reasoning as
cited above. Now we have a good set of back-up
and loaner saddlebags. We’ll have to try dry-cleaning
them to get rid of that aforementioned motor oil
residue.
The bottom line: for $75 we now have $220
worth of useable soft luggage, rather than more
landfill. We can use them, have them for back up and
as loaners, give them away to riders in need or even
sell them.
As they say out west, we think “that pencils out.”
One additional experience with zippers: I’ve got an
old leather motorcycle jacket with much sentimental
value that I acquired new in 1983 for $145. My son
tells me with its “patina” it would fetch upwards of
$350 on today’s second-hand hipster market.
Back in 1989 the zipper failed. I took the jacket to
a saddle maker in town who said he could replace the
zipper, and he did so with a replacement more sturdy
that the original; no problems since the repair and the
jacket is still in regular motorcycling use. I think the
cost was $25.
I learned that this leather “artiste” actually only ran
his needle through the original stitching holes in the
leather. Wow! That’s a perfectionist!
March 2014
Review
our decision to acquire the Onyx
saddlebags from Firstgear. The utility and
quality seem first rate. The price is fair,
from page 18 too.
When he’d reached his late-60’s, my
pieces in the past.
now deceased father used to say, when
While the teeth are of plastic (nylon?) he’d acquired something of expected
they are of an uncommonly heavy
durability such as boots, “Well, those are
gauge, and the zipper blocks and pull
probably the last boots I’ll need to buy.”
attachments are of sturdy metal. Good
Given I’m now in my late 50s, I’m
for Firstgear! In our experience, these
inclined to say of the Firstgear Onyx
should stand up a long while to our use
bags, “Well, those are probably the last
and occasional abuse as we sometimes
textile saddlebags I’ll need to buy.”
over-stuff our textile luggage.
Let’s hope I can give you a durability
As far as “fit and finish” goes, the
update within a dozen years or so!
Onyx bags exhibit even, straight and
uniform stitching throughout, though we
Satisfaction rating:
did clip off a few loose thread ends. They
are built in Singapore.
We believe, from experience with our
tail bag of the same material, the colorfastness and fade-resistance of the black
Onyx expandable saddlebags, #10exteriors should be excellent. We have
7237 - $159.95 from Firstgear
had other, lower quality bags, that soon
• RoadTex 1000-denier nylon with
take on a distinctly grey hue as they sunPVC
coating and UV-protection •
and weather-fade.
Heat-resistant
base to protect bag from
All of our current soft luggage is
accidental (momentary) contact with
expandable, and for good reason: it is
exhaust • Convenient carrying handles •
an exceptionally handy feature. If I’m
Reflective piping and logo on each bag •
soloing or we’re out for just a day or
Sidewall and base reinforced for strength
two, we’ll keep the bags in their compact
and shape retention • Light colored
form; two-up and multi-day trips, unzip
lining for easy visual access of contents
the expansion panels and gain almost
• Right and left side compartments with
30 percent capacity. That’s functionality
zippered pouches • Internal zippered
you’ll enjoy with the Onyx bags.
pockets - mesh pocket in left saddlebag
I’ve had to stretch a little to find
anything to be critical of. If I could make and lined pocket in right saddlebag •
Two quick-release buckle straps inside of
one change, though, I would build in
bag to hold cargo securely • Bag comes
another inch or two of zipper travel on
with two bungee cords, two shoulder
the bottom of the main bag opening.
straps and rain covers • External
On the other hand, that may allow more
adjustable straps with quick-release
water seepage through zippers.
buckles on top of the bags to secure
The bags were shipped to us in handy
load • Non-slip material on side walls •
Firstgear shipping/storage tote bags with
Limited lifetime warranty • Dimensions:
snap-close tops and large, clear plastic
18”L x 9”W x 12”H - 1,940c.i.; expanded:
panels so the contents within are visible.
18”L x 12”W x 12”H - 2,500c.i.
At this point we are delighted with
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businesses claim to be motorcycle
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and the team at Northern Rockies
Rider, did the work, built the ad
and Motel 6 is seeing the results. I
say, “Put Your Ad Out There”!
-Rochelle Schultz, April 2012
If you want to get results contact Dani Rollison
at 406-490-8472 or email at nrrider2@gmail.com
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A comprehensive guide to two-wheel touring of Big Sky Country
Perfect for the motorcycle enthusiast...
• 512 full-color pages • Over 350 photos • 120 map excerpts
• Spiral bound • Convenient, compact 8.5 x 5-inch format
Wholesale quantity discounts available!
Book retails for $34.95
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How to order:
• E-mail: <motorcyclingmontana@gmail.com> • Phone us: 406-498-3250
• Write us: Motorcycling Montana, 914 Holmes Ave., Butte, MT 59701
Learn more: Go to www.motorcyclingmontana.com
March 2014
Grandma soars alone
Elfving rides the west in her second year on her second bike
By Mette Helena Elfving
For NR Rider
Milwaukee, where I was literally “high”
from being where the adventure started
110 years ago.
I had not looked at the map on
going home. I figured I would just turn
around a little further north and go
by Sturgis to get a T-shirt. (I had
to ship home two boxes of T-shirts
along the way).
hot tea, so I stopped and took pictures
and found some more clothes from the
saddle bag.
Kickstand ultimately down in Reno,
8,000 miles in eight weeks. Big smile,
the season was over.
These rides were unbelievably
comfortable and my visits to Olympic
Forrest, Glacier Park, Yellowstone,
California coast and Sequoia National
Park left me
with awe and
gratitude.
Editor’s note:
Mette Helena
Elfving of
Reno, Nev., is a
Northern Rockies
Rider subscriber
and sent us this
update on her
riding adventures.
She inspires us
for taking up
our passion in
her sixth decade.
Doing a little shopping in Custer, S.D. Scored a new sheepskin for the seat.
She says she’s
considering
Alaska this year. You go, girl! She is a
U.S. transplant from Norway for whom
English is a second language. We helped
with some editing but allowed her
colorful use of English to shine through.
Two years ago, I purchased a 2006
Harley-Davidson 1200 Sportster XL as
my first-ever motorcycle.
I passed the Rider’s Edge training
course. My teacher said I “hated it” (I
have performance anxiety – whew!).
I then took 10
private lessons on my
bike with the teacher
and he said, “Now
you’re good to go.”
By the end of that
summer, I went to
Crater Lake, Ore., and
zig-zagged most of the
eastern Sierra mountain
passes – 10 days, 2,200
wondrous, wonderful
miles alone.
Since I was about to
turn 66 (summer 2013),
I studied Route 66
much of the winter and
was ready to go by the
end of April. An inner
Mette up on 11,000-foot Beartooth Pass near
voice worriedly asked,
the Montana-Wyoming border.
“How are you going to
Ms. Elfving at Dead Indian Pass on the Chief
Joseph Scenic Byway, Wyoming.
Mette must like the mountain passes, here at Lolo Pass at the Montana-Idaho
border.
do this?”
So I looked at the map and had this
inner dialogue: Reno-Carson City?
Easy! Have done that 100 times. Next is
Minden? No sweat, been there lots, too.
And guess what? The rest of the way is
just the same – a piece of road a mile at
a time.
I can do this! (The last sentence has
come to mind frequently – it works! “I
can do this!”)
My buddies were right. This was not
a trip for a Sportster ! But I did it!
Alone, but never lonely. Ah, you
know, all the hand greetings, the kind
words, the practical exchanges, the
sharing of maps and scenic routes, the
hugs and the smiles...! This is bliss!
Due to tornados, I detoured north
in Kansas and loved every flat, green,
waving mile of it.
I went from Chicago to “The Cradle,”
Visiting the dealerships was like
seeing family. Besides, I needed to get
advice, service the bike and buy new
tires.
My only map was the Harley Owners
Touring Handbook, which probably
wasn’t accurate or detailed for serious
planning. But I did not “get lost” since
my agenda was to be right here, right
now. Which I was!
Thanks to many good suggestions
for scenic loops and byways, I got to
enjoy places I’d never found otherwise.
Black Hills spoke to me. I stayed an
extra day.
Hwy. 50 through Nevada was my last
leg. I was worried about that part. It is
called “The Loneliest Road in America.”
I did not like the word “lonely.”
Sometimes reality exceeds
expectations. Hwy. 50 was a blast!
Chilly with few places to stop for gas or
Ph: 307-685-4452 or
307-685-8100
100 Ross Ave., Ste. A,
Gillette, WY 82716
marlinsmotorcycles.com
Ride in...Ride out Oil Changes. No appointment necessary!
chest out.
I wondered if I needed
a hip replacement, but
my doctor said I had an
inflammation after all the
sitting. It took me three
weeks to heal and to buy a
2004 Softtail Heritage. I put
12,000 miles on her before
Some NR Rider readers may be jealous of this
sexagenarian’s chutzpah (gumption).
March 2014
Idaho STAR slates three spring events around the state
The Idaho STAR motorcycle safety
program “Spring Openers” have been
set for March 29, April 19 and April 26
in Meridian, Idaho Falls and Lewiston,
respectively.
gift certificate and vendors’ merchandise.
There will also be coffee, hot chocolate
and lots of bikers sharing stories.
“These events are a great opportunity
to get ready for the new riding season,
training class.” According to STAR Communications
Manager Maria Ortega, this will be the
third annual running of the events.
“The goal of the events is to welcome
the riding season and to remind riders of
the importance of being prepared to ride
again,” Ortega said. “We share crash data
and information on how to prevent and
survive crashes.
“Our riding demos show how training
can help you put your bike where you
want, when you want it, every time, and
we also show the benefits of anti-lock
brakes by showing maximum braking
through sand with an ABS equipped bike
and one that is not ABS,” she said.
The events are free and open to the
public.
– Treasure Valley Spring Opener:
High Desert Harley-Davidson, 2310 E.
Cinema Dr., Meridian, Sat., March 29,
1-3 p.m.
– Idaho Falls Spring Opener:
Action Motorsports, 1355 East Lincoln
Rd., Idaho Falls, Sat., April 19, 1-3 p.m.
– Northern Idaho Spring Opener:
North Lewiston Training Ctr., 1920 3rd
Ave. N., Lewiston, Sat., April 26, 1-3 p.m.
For more information, contact Maria
Ortega at <maria@idahostar.org> or 208639-4544 or visit the websites <http://
idahostar.org>. For the Meridian event,
also visit <www.highdeserthd.com>.
So, it doesn’t pay to advertise?
Riding demonstrations are always a popular item on the Spring Opener programs.
d
meet other riders, and at the same time
learn more about the things we – as
riders – can control on the road to
prevent and survive crashes,” said Stacey
“Ax” Axmaker, Idaho STAR program
director.
“Things like wearing good quality
protective gear, being visible, riding
sober, practicing our emergency skills
to keep them sharp and taking a rider
r
l fo you!!
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Butte
Dillon
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and got 21 bookings at the Sage and Sand Motel in Saratoga, Wyoming.
Our next door neighbor,The Country Store, saw an increase
in their business, as well!”
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The events will include riding
demonstrations, handouts, giveaways
and information about the factors
involved in Idaho’s motorcycle
crashes. The focus will be on what riders
can do to better control their bikes and
avoid crashes.
Program officials said they want to
get acquainted with more riders while
prospects enter to win a STAR course
Helena
Idaho Falls
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Columbus
Conrad
Great Falls
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Belgrade
March 2014
Caledonians, haggis, Hodakas and Wombats:
That’s what Ath
By Ben Getz
NR Rider Contributing Writer
celebrity speakers in the world of offroad riding.
If not interested in slices of either of
“Athena, hand me my kilt and go
those pies, there is another sweet side
saddle the wombat!”
to Athena that certainly endears it to
Now there’s a visual for you; straight
many – excellent roads for two wheeled
from a late-night, over-spiced, Haggisexploration.
gone-bad perhaps?
So exploring we go, striking east
No, merely a line possibly heard in
from Athena and crossing SR-11,
the small Oregon township of Athena
bound for nearby Weston as we carve
during the sweaty days of summer.
out a 190-mile loop astride my trusty
Every second weekend in July
2005 Kawasaki ZX-10R “nekkid”
since 1976, Athena hosts the annual
hybrid.
Caledonian Games, an entire
Boasting notoriety as the third
oldest township
in Oregon,
Weston has
some interesting
restored historic
buildings to gaze
upon, yet do not
tarry long as SR204/Weston–Elgin
Highway lies but
one turn away.
Riders will
rail steeply
eastward on a
fast and forested
Celtic dancers mesmerize as they twirl to the piper’s call while
climb across
competing under the shade at Athena’s “Caledonian Games” in July.
Tollgate Pass, the
increased elevation
weekend of all things Scottish (<www.
punctuates itself with a steady drop in
athenacaledoniangames.org>). Perhaps ambient air temperature with every
tartan and pipes are not your bag, but
curvaceous mile ascended. One can
if one has never experienced this type
leave mid-90s in Athena and see
of clan gathering, it really must be tried refreshing 70s at the summit, yet this
once.
also means that early or late in the
Additionally, two weekends before
season snow and ice can lurk in the
the games you will be treated to another shaded corners, so use caution.
important event, the annual Hodaka
Near the summit, for adventuresome
Days celebration (<www.hodakadays.
dual-sport riders or those who don’t
org>).
mind rattling loose a part or two from
This is the brand that gave the world their street bikes, a short side jaunt to
a model line-up sporting nameplates
Jubilee Lake might be an option.
such as “Combat Wombat,” “Road
Enduring eight miles in on
Toad” and “Dirt Squirt.” It was based
washboard gravel, riders can visit this
here in tiny Athena.
cerulean alpine lake and camping
With a rich history and rabidly
area. Motorized boats are not allowed
strong owner/fan base, Hodaka wholes
which only adds to a restful, idyllic
and parts are now sought-after items
atmosphere while one takes a break
around the globe. This event brings
from summer’s heat.
aficionados from far abroad to see and
Continuing southeast on 204 and
hear the machines, and often to hear
finishing off Tollgate, you pass through
Many derelict buildings still stand in Athena, this one a service station from back when
cars were “new fangled.”
another diminutive Oregonian colony,
Elgin, to pick up the turn southward
onto SR-82. Running from Elgin to
Highway” that are accessible. However,
while much twistier and with much less
traffic, it can be heavily patched and
Clockwise starting above: (1) The Hamley family and their immaculate stores and eateries
historic mahogany and other exotic wood bars at Hamley’s that traveled halfway around t
some of it hundreds of years old, Hamley’s reeks of old-west, high-end charm. (4) Speciall
LaGrande on rather sedate asphalt, it
eventually bisects the latter town and
allows easy access to I-84/US-30.
Now, I am not one for
recommending freeways at all unless
absolutely necessary; however the
next 30 miles are actually some very
enjoyable “Interstate.”
Roiling quickly away from the
flatter terrain around LaGrande, it
climbs playfully while surrounded
by tall pines on fast, sweeping turns
through national forest. Dodging a few
semis and their hazardous leavings of
separated retreads, its wide lanes and
pleasant scenery quickly transport you
to Cabbage Hill Summit.
Also known as Emigrant Hill, there
are sections of the “Old Emigrant
A delightful entryway of arching asphalt greets
travelers headed to Jubilee Lake off SR-204 but,
alas, it ends a few miles in and turns to gravel,
yet the destination is worth it. (Inset) Cool,
clear water under azure skies greets visitors to
Jubilee Lake, a quiet respite and short side trip
on the ride over Oregon’s Tollgate Pass.
March 2014
hena is all about!
potholed enough that you may prefer
staying on I-84.
Another side foray option is afforded
A historical marker attests to the fact
that on July 3, 1923 Meacham was the
“Official Capitol of the United States”
From the rather battle worn conditions of the scenic Old Emigrant Highway, travelers cast
their eyes across a terrain much less imposing than it must have seemed 150 years past.
s occupy nearly an entire city block in “old” downtown Pendleton. (2) One of two
the earth to get here, graces the Slick Fork Saloon. (3) Swathed in wall-to-wall oak,
ly commissioned L. Ghiglieri art stands larger than life in Hamley’s Steakhouse.
at the exit to Meacham,
where a few miles of
nicely laid curves deposit
you in this historic
pioneer hamlet where
you may or may not find
food, fuel or lodgings…
these amenities are
transient.
when President Warren G. Harding
stopped for a day. (I’d wager they had
food then!)
Heading north again on I-84 we
are treated to an exciting plunge into
the Pendleton Valley. Though short
lived, more sweepers combined with
a 6 percent grade make the downhill
slalom nerve-racking for 18-wheelers,
but giggle-inducing for two-wheelers…
and did I mention the temperature
rises with each yard of travel? A cool
respite is soon available as you roll into
Pendleton, famed home of fine woolen
products and the infamous Pendleton
Round-up Rodeo.
“Old” downtown Pendleton is a
charming place to visit and holds a
few surprises for all, even non-cowboy
types. In a rather “you have to see it
to believe it” way, Hamley’s (famed
maker of saddles for rides of the one
horsepower variety since 1883) tops
the list. (<www.thehamleysteakhouse.
com>).
Between the amazing art collection
and period authentic décor, to state-ofthe-art wine cellar and 500-seat Slick
Fork Saloon, the entire establishment is
a real jaw-dropper.
Tearing oneself away from the visual
and gastronomic treats of Hamley’s,
there are still a few tarmac treats in
store.
Steering north toward the Pendleton
airport and onto SR-37, settle in and
hold on for a splendid panorama
of rolling wheat fields as you climb
steadily up the Pendleton-Cold Springs
Highway. Always warming to my
heart, the “Cold Springs” road bucks
and romps while its smooth asphalt
stimulates the pleasure center of the
brain; a road so nice you’ll want to ride
it twice.
Ending at the Columbia River’s Hat
Rock State Park, there is ample turn
around room; after doubling back you
should look for the signage onto local
roads back to Athena via Helix, or if
you miss that, a few miles later proceed
straight through on the AthenaHoldman Highway.
Either route, though mostly straight,
playfully rise and fall across the
agrarian terrain through mixed fields of
wheat and fragrant mint interspersed
with signs declaring this an “Escape
Route.” Indeed!
With the proximity to the west of
both the Hanford Nuclear Reservation
and Umatilla Chemical Munitions
Depot, (supposedly decommissioned),
these runway-like back roads were
deemed as potential salvation for tens
of thousands of local residents needing
to beat a hasty retreat in a worst-case
scenario.
For riders rolling back into Athena
however, they provide a much less
ominous “escape from reality” route,
one that never fails to bring a smile to
the lips.
Twisting and turning through fields fallow and fertile, SR-37/Cold Springs Highway weaves a
tapestry of two wheeled pleasure through this portion of Oregon.
March 2014
Pirelli Angel GTs may be our new favorite sport-touring tire
By Cole Boehler
conditions, that was statistically
The Pirellis never caused a pucker,
insignificant.
though once I felt the front squirm a
When Northern Rockies Rider and
Everywhere the asphalt had a
little, but I may have hit a small pebble
Sam Park decided to enter the Big Sky
coarse surface that provided maximum
that deflected the tire momentarily.
motorcycle endurance rally – “Into The
traction. We
They just flat out stuck while the bike
Unknown” – we knew we’d want fresh
strafed highwent exactly where I intended.
rubber.
speed sweepers
In some of the curves where we had
We were working with Matt Krsul
at 80 milesextra margin, I intentionally induced
at Two Wheelz, a motorcycle sales and
per-hour and
some fairly radical line changes, as
service business in Butte, Mont. Matt
wore away
contacted Larry Hamilton, the area
the chicken
rep for Western Power Sports (WPS),
strips in turns
a wholesaler based in Boise, Idaho.
marked at 20
Hamilton, with the concurrence of the
mph, which
Pirelli brand manager at WPS, Mark
we may have
Smith, produced a set of Pirelli Angel
taken at 35 (or
GTs for our rally effort.
so), foot pegs
Matt spooned them on a week before
and boot soles
the rally, just in time to try them out on
touching down
an all-night shake-down test ride.
occasionally.
We needed a 180/55/17 rear and
We even
a 120/70/17 front. Manufacturer’s
dealt with
suggested retail pricing from Pirelli
gravel smears
is as high as $300 for rear tires, $195
where unpaved
With 3,500 miles, the front Pirelli
for fronts, but they can be had from
roads dumped
Angel GT showed little degradation
some sources for considerably less,
onto tarmac.
and performed like new...
approaching $300 per set.
In short, every
hours of a particularly black
As always, we recommend shopping
condition
Montana night, which happened
your local dealer first where you will get
excepting rain
... and at 4,900 miles.
to include a heavy downpour
warranty service as well as mounting
or ice.
with wind and lightning from
and balancing, not to mention fresh
We had
about 3 to 6 a.m.
rubber rather than dated or with
been running Michelin Pilot Road 2s
He had nothing but good things
and 3s with quite satisfactory results in
Typically chewed and distorted with other
to say about the tires’
terms of handling characteristics and
brands, the shoulder rubber and tread
performance – overall
siping of the Angel GT rear appears to be
longevity – dual-compound tires with a
handling of the bike and
almost pristine at 4,900 miles, with just
harder mix down the centers for better
sure-footedness in the wet.
a little wear at the tread blocks’ leading
wear, and a softer compound at the
This was with 36 poundsedges, no flaring at the trailing edges.
shoulders for better grip.
per-square-inch (PSI)
My initial impression of the Pirelli
pressure in the bow and 38
Angel GTs was that somehow the
though maneuvering away from debris.
in the stern. We probably
bike had miraculously shed 50 or 75
The Angels responded nimbly and
could have run them softer
pounds. It sure as heck wasn’t me and/
predictably, inspiring more confidence.
for better one-up wet
or passenger!
Clearly, these tires would handle
performance.
anything we could throw at them, given
He added 1,750 miles
the inherent cornering limitations of
(in under 32 hours) when
our riding hardware and the driver’s
he rode the actual rally,
skills.
stretching from Pompey’s
With the
grave in Oregon to Pompey’s
Michelin PRs,
Pillar east of Billings,
after hard
Mont. This included riding
running in
everything from 97 degrees
the twisties,
in the Idaho desert, to rain
especially on
Pirelli Angel GT rear on the balancer at Two Wheelz.
through Yellowstone Park, to
course asphalt
28 degrees with ice at the top
on a hot day,
of Beartooth Pass at 1 a.m.
blemishes.
the edges
Park said the tires were “incredible,”
We read up on the Pirellis – “W”of the tread
always providing feedback from the
rated for speeds of 168-plus mph – and
blocks on the
surface through the bike to the rider. He
found the Angel GT (Gran Tourismo)
shoulders
said grip was superb, even enabling him
rear was dual-compound but the front
would tend
to keep the bike up while gently gliding
was mono. The GTs replace Pirelli’s
to flare or
and sliding through ice-coated hairpins
previous “ST” series.
“paddlewheel.”
on the Beartooth. How’s that for an
The company says: “The GTs are
In fact my last
extreme tire test!
the ideal tire for travelers using the bike
PR 3 rear wore
Most NR Rider readers won’t run
for long road trips, with side bags and
to the cords at
these tires 1,750 miles in just over a
passenger, looking for safety on wet,
the shoulder
Rear profile is showing a slight
day, or on ice at 11,000 feet at night, so
flattening down the center two
stability and mileage ... bringing the
before in the
we put them to a more real-world trial
inches at 3,500 miles....
sporty attitude to a wider range of usage
center, perhaps
right after the rally.
conditions and for longer distances.”
indicating
This time it was two-up-and-loaded
That describes our riding style to a
Don’t get me wrong; the
a too-soft
touring on the twistiest mountain roads
... and at 4,900 miles, still looks
“T.”
Michelins I am used to are very
compound
we could reach in four days, including
good, perhaps another 1,000 to
In addition, the GT tire profile has
stable and give good feedback,
outboard.
U.S. Hwy. 12 over Lolo Pass and down
2,000 miles left?
been altered to provide a larger contact
but they require a little more
Two up and
the Lochsa River, snakey and technical
patch for better traction and wear
effort at the bars to get the
loaded in hot
P1 from Orofino to Kendrick, Idaho,
uniformity – now wider and shorter –
650-pound sport-tourer and its load to
weather along the gnarliest curves we
some of the Palouse Country of eastPirelli says, and tread siping is designed
turn, especially after 4,000 or so miles
could find while pushing the bike to its
central Washington, then a chunk of
for confidence-inspiring “efficient water
of wear.
limits, the Angels showed no tendency
the White Pines Scenic Byway and all of
dispersal.”
The Angels, on the other hand, made at all to exhibit strange wear patterns
the St. Joe River Road in Idaho on our
That sounds like standard marketing
aiming the beast almost effortless, yet
– no flaring, no cupping. In fact the
return leg – 1,200 miles in total.
claims. We’d find out for ourselves.
the bike did not tend to wander or hunt, rubber at the edges didn’t even have
We had 40-degrees and fog in
Our nighttime rally test ride
even when the surface was somewhat
that bubbly, chewed gum texture – still
Montana’s Big Hole Valley and
consisted of 750 miles in all types of
irregular. Once leaned over hard and
essentially smooth.
97-degrees along the Clearwater River
conditions, including a few miles on
carving toward the apex, the Angels
The ride the Angels delivered seemed
in Idaho. We ran 39 PSI in the front,
Interstate, but mostly chip-sealed rural
tracked seamlessly and stayed on the
to be supple, but that’s a little hard to
41 in the rear. After three days, both
two-lane.
line with zero steering input, whereas
tell since we re-tuned suspension for the
were down a pound, but given ambient
See Pirelli, Page 25
Our rally rider, Sam Park, rode 10
the Michelins like to be nudged a little.
March 2014
Book review from a passenger’s perspective
Passengers and riders can learn from, and enjoy, “Two Up”
By Marilyn Irey
somewhat alone, aspect of
dating Cole almost 35 years ago.
riding as a passenger.
It should be noted Lynda was a
Although some – I’m
Marriage and Family Therapist so she
It was about a month ago when my husband, Cole,
generalizing about guys
equates several of their experiences to
brought home a package for me.
here – may find too many
past relationships
“Here’s an early
passages in the book about
that had not been
anniversary gift,” he
the Lahmans’ relationship,
ideal. But that
said.
it is an integral part of the
spawned one of
It was a copy of
Marilyn Irey
story since this directly
their relationship
Lynda Lahman’s book,
Contributing Writer
relates to their success as
ground-rules: as
“Two-Up: Navigating
a two-up endurance team.
a couple, “sit on
a Relationship 1,000
Hey guys, maybe have
the curb to figure
Miles at a Time.”
more appreciation for what
it out” – a useful
This 204-page book
your passenger brings to
technique in all
is a quick day’s read,
the enjoyment of riding,
things, not just traveling together.
so I had an entertaining Saturday project since I’ve
or at least you could gain
Other areas I could relate to in
been home-bound a lot due to a broken foot. No, Cole
insight into how to make the
terms of a couple were different
didn’t drop a motorcycle on it ... this time!
experience more rewarding
learning styles, personality traits and
At first I was a bit dubious about the main topic:
for your passenger, indeed for
the small Author Lynda Lahman
endurance/rally
both of you (“Momma ain’t
behaviors
motorcycling.
happy, ain’t nobody happy”).
that signal
However,
There are also practical insights regarding the
what’s going on with the
Lahman’s telling
world of long-distance riding. The event participants
other person. The author
made the subject
are competitors, but still a “happy family” of friends
mentions noticing Terry
intriguing.
with a passion for the same challenge. In fact, the real
getting irritable when
In addition, I
competition seems to be focused on bettering their
he’s hungry, just as I can
related very well
last performance.
expect Cole will often be
to the secondary
Being a puzzle solver and planner by nature, I truly
cranky at the end of a ride
subject,
enjoyed the details of preparing for a long-distance
in hot weather.
developing a
rally ride as well as the insights about the bonuses that
And Cole tells me he
relationship while
can be earned with successful planning and execution.
reads my subtle body
riding thousands
I’m convinced we would not tackle an endurance rally,
language to know when
of miles under
but I now think it would be worth the challenge to try
I’m in need of a break,
pressure and twoa 1,000-mile/24-hour “Saddle Sore” ride.
or when I’m drowsy and
up. My husband
As a former English teacher, I can appreciate the
falling asleep!
and I have
quality of the writing, editing and proofreading. Copy
These may seem
probably spent
errors are jarring to me and thankfully Lahman’s text
like trivial matters, but
200,000 miles
is clean.
awareness can do a lot
– close to 600
The book is functionally organized with 27
to forestall a conflict or
days! – sharing a
chapters, a prologue, epilogue and acknowledgements,
disagreement that can
motorcycle seat;
though no table of contents. It carries 10 photographs
ruin an otherwise lovely
mostly wonderful
with acceptable reproduction quality, though
day.
but occasionally
most of these modern self-published books could
As one half of a riding
stressful.
use improvement in this aspect – better contrast,
couple, Lahman skillfully
Many of
sharpness and resolution.
points out the significant
her insights
The paperback book is “perfect bound” – book
– indeed useful – role
resonated with
spine and cover are glued – with a nice gloss finish
a passenger can play by
me as in, yes,
being an active participant and full color on the front and back. The text type
that’s what I
appears to be an easy-to-read 11.5-point and Times
instead of just sitting on a
think, but had
face.
seat or being “eye candy.”
been struggling
I would recommend this book to both men and
Granted, we passengers
to put the
women who ride together as well as anyone interested
do get a lot of time for
thoughts and
in endurance riding.
admiring scenery and
feelings into
Cover art graphically begins the telling of this fascinating tale.
“Two-Up: Navigating a Relationship 1,000 miles
thinking, but the pillion is
words.
at a Time,” copyright 2012, 205 self-published pages,
really a key contributor in
For example,
available from Amazon.com, list price $12.95. Author
a ride, especially, I learned, in competitive endurance
early in her dating of Terry she recognized she had
Lynda Lahman also writes a regular column for Iron
rides.
to enjoy motorcycling in its own right instead of
Butt Magazine called “Pillion’s Perspective.” She and
I decided I would really like the author, should I
merely going along for his sake, or it would eventually
her husband, Terry, have completed an Iron Butt rally
meet her in person, and would have a lot in common
become a point of conflict.
of 11,000 miles in 11 days as well as numerous other
with her. She points out in her book that she, too, has
That really rings true for our relationship as well,
tried riding her own bike, but prefers the together, but motorcycling events and endurane hallmarks.
but I already knew I loved motorcycles when I started
Pirelli
from page 24
rally. We never got to (had to?) test their
stopping traction under emergency
conditions, but are confident they
would deliver in the pinch.
After 2,500 miles of rally conditions,
then 1,200 in full sport-touring mode,
the Pirelli Angel GTs exhibited a slight
flattening at the centers, while tread
depth front and rear looked to be
about 55-60 percent. That was very
encouraging.
We then rode another 1,800 miles
in a wide variety of conditions and
certainly more wear was seen, but at
just short of 5,500 miles they appeared
to have another 1,000 in them, maybe
more. We won’t know until spring when
we get to finish them off.
Incidentally, we had the bike out
Nov. 17 for 240 miles, then again on the
day before Thanksgiving for 140 miles,
running in temps from 30-45 degrees.
By then the local pavement had been
sanded more than once so we took it
easy, but the Angel GTs never acted
nervous – or made us nervous! – on
the cold asphalt, though we reduced
pressures to 36 PSI front and 38 rear.
We had the bike out again Jan.
19 and 25 for a combined 480 miles.
Again, in temperatures ranging from
26 degrees to 50 degrees, the tires were
exemplary.
We even ran a set of curves downhill
through a shaded canyon where de-icer
had been sprayed over ice which made
for sloppy, slushy going. In second gear
at 20 mph, throttle barely cracked, no
brakes, we never felt the wheels slew
or lose grip in any way. We did feel our
heart rate accelerate a bit.
We’re not sure what all has gone
into this new design, but it has been
reported Pirelli is using a lower
percentage of silica on the edges and
higher in the centers, apparently a good
move.
If the rear will go past 6,500 – how
about 7,000, a new record for me? –
the Angels will easily be our new tire
of choice! (Late in 2013, Michelin
announced a Pilot Road [PR] 4 that
some say is a direct response to the
Angel GTs, so we will try to do a
comparison this summer).
The only downside: the front
produces a pronounced hum at speed,
more so when leaned over, but far less
than the PR 3s. Again, my sport-tour
bike has a large windshield which
tends to reflect road/tire noise into the
cockpit. It’s not really annoying; maybe
just reassuring that the tire is stuck to
the surface, doing its job.
The moto press has been giving the
Angel GTs high marks and so have
numerous consumers. Add us to the
chorus.
Satisfaction rating
(at 5,400 miles)
March 2014
Riders need to know of proper
‘accident scene management’
By Stacey “Ax” Axmaker, Director
Idaho STAR Motorcycle Safety Program
accidentscene.org>) and was put on locally
by Ride Safe Idaho (<http://ridesafeidaho.
org>).
The idea behind the class is that the first
people on the scene of a motorcycle crash
will likely be fellow motorcyclists, and that
what happens between the time of the crash
and the time professional help arrives (EMS,
life flight, etc.) can make a
huge difference in survival
and degree of injury.
An additional
consideration is that
many of us ride in rural
areas where emergency
services (or even cell phone
What if you are the first responder to a
crash? Do you know what to do?
– How do I prevent further injury?
– How do I secure the scene?
– When should I remove the rider’s
Photo courtesy of Vicki Sanfelipo and Accident Scene
Management, used by permission.
The “longboard” is now considered a
critical apparatus for proper accident victim
handling. Photo courtesy of
coverage) may not be close
by.
Crashing – and
the injury that often
accompanies crashing – is
not something that most
A student practices “jaw-thrust rescue breathing.” Photo
riders like to dwell on. But
courtesy of Vicki Sanfelipo and Accident Scene Management, used by
the reality is that crashes
permission.
and injuries do happen to
helmet? When should I leave it on?
riders; most of us have either been injured
– If I do need to remove their helmet,
in a crash or know someone who has.
how do I do that?
This class helped me to feel more
– What first aid supplies should I carry
confident and capable to care for a fellow
on my bike?
rider in the event of a crash. Just as
I recently attended (and highly
important, some of the people I ride with
recommend) “A Crash Course for the
also took that class and knowing that they
Motorcyclist” that answered these questions know what to do is also a plus.
and more. This course is one of several by
I hope we never have to use these skills,
Accident Scene Management U.S.A (<www. but I’m glad we now have them.
Learn how to “Ride your Ride” like a pro!
Take an Advanced RiderCourse
• Get the most out of your bike
• Maximize turning and braking
abilities
• Obstacle Avoidance
• Make safety a priority in your ride
Group and club rates available
For more information
1-800-922-BIKE
http://motorcycle.msun.edu
Registration opens
March 3, 2014
MSUN ARC Ad.indd 1
7/28/11 9:20 AM
Take a Basic RiderCourse
Quit Dreaming, Come Ride!
This class is appropriate for all riders and
is ideal for riding groups and clubs. Here is
where you’ll find a short video of the person
who created the class, Vicki Sanfelipo, RN/
EMT, summarizing the basics during a
presentation at Sturgis: <www.youtube.
com/watch?v=siNMuMgvfpl>.
None of us want to, or plan to, crash and
it is our hope that it doesn’t happen. But we
know that it could happen, either to us, or
to one of our fellow riders.
If it does happen, how prepared are you
to assist your fellow riders? How prepared
are they to assist you?
Learn more about these courses at the
web sites cited above.
Ride safe – Ride lots.
There is a right way and a wrong way when it
comes to helmet removal at an accident scene.
Vicki Sanfelipo and Accident Scene
Management, used by permission.
Don’t ride like a kid!
– About Stacey “Ax”
Axmaker: He is the director
of Idaho STAR and publishes
a web site and blog at <www.
RideMoreCrashLess.com>
(“Ride More – Crash Less”).
He has worked as a mentor
instructor since 1994 and served
as the Operations Manager for
the TEAM OREGON motorcycle
safety program from 1997 to
2002. He also was the STAR
Program Training Manager
from 2006 through 2008. “Ax”
serves on the Idaho Traffic Safety
Commission and is chair of the
Idaho State Highway Safety Plan
Motorcycle Safety Committee.
“Ax” currently rides a 1997
Honda Valkyrie tourer.
• For riders with little
or no
experience
• Refresh your skills if you
have experience
• Motorcycles provided
• Helments provided
Group and club rates available
Registration opens March 3, 2014
For more information
1-800-922-BIKE
http://motorcycle.msun.edu
MSUN ARC Ad.indd 1
MSUN ARC Ad.indd 1
MSUN ARC Ad.indd 1
7/28/11 9:20 AM
March 2014
Events Calendar
National
• Feb. 28-March 9 - Daytona Bike Week,
Daytona Beach, Fla., <officialbikeweek.com>
• April 23-27 - Laughlin River Run,
Laughlin, Nev., <laughlinriverrun.com>
• June 2-7 - Americade, Lake George, NY,
518-798-7888, <americade.com>
• June 14-22 - Laconia Motorcycle Week,
Laconia, N.H., <laconiamcweek.com>
• June 16 - Ride Your Motorcycle To Work
Day, <ridetowork.org>
• July 2-5 - GWRRA Wing Ding, Madison,
WI, Alliant Energy Center, 1919 Alliant
Energy Center Way, 1-800-843-9460,
<customerservice@gwrra.org>, <gwrra.com>
• July 20-Aug. 2 - Hoka Hey Motorcycle
(endurance) Challenge, Key West, Fla.
to Homer, Alaska, Beth Durham,
605-890-0386, <hokaheychallenge.com>,
<beth.durham@hokaheychallenge.com>
• Aug. 4-10 - 74th Annual Sturgis
Motorcycle Rally, Sturgis, So. Dak.,
<sturgismotorcyclerally.com>
• Oct. 15-19 - American International
Motorcycle Expo, Orlando, Fla., Orange
Co. Convention Center, 855-527-4697,
<aimexpousa.com>
2015
• July 23-25 - BMW Motorcycle owners of
America national convention, Billings, Mont.
Alberta
• March 13-16 - Edmonton Boat
& Sportsmen’s Show, Northlands,
Edmonton Expo Centre, Laurie Paetz,
403-245-9008, <paetz@sportshows.ca>,
<edmontonboatandsportshow.ca>
• March 30 - Red Deer MC Swap Meet, Red
Deer, Agricenter Westerner Fair Grounds,
4847 A 19 St., Scott, 403-350-2585,
<scott_markham@gentek.ca>
• April 5 - SE Alberta MC Swap Meet,
Redcliff, Harmony Hall,
<darwin@midnightrider.ca>
• April 5 - Edmonton MC Swap Meet,
Edmonton, 3840 76 Ave., 780-435-7739,
<george@edmontonmotorcycleswapmeet.com>,
<edmontonmotorcycleswapmeet.com>
• June 20 - Hillbilly Hammerdown MC
Rally, Ashmont
• July 3-5 - Sea to Sky Western
Regional (B.C., AB, SK) H.O.G. Rally,
Squamish, B.C., Executive Inn &
Suites, Len Bowman, <seatosky2014.com>,
<assistantdirector@
vancouverbccanadachapter.com>
• July 11-14 - Hawg Flatts Annual Pig Roast
& Bike Rally, Athabasca, 780-675-1987,
<reds.1@hotmail.com>, <hawgflatts.com>
• July 12 - Motorcycle Madness,
Drumheller, <motorcyclemadness.ca>
• July 12 - Boars and Beavers MC Rally,
Castor, Last Chance Saloon, 402-882-2916,
<vulcanrider@live.ca>
• July 25-26 - Border Bike Rally,
Lloydminster, Exhibition Grounds,
5521 49th Ave., <lloydbbr.com>
• Aug. 1 - Heartland Bash, Andrew,
<heartlandbash.com>
British Columbia
• March 2 - Victoria MC Swap Meet,
Langford, 1040 Marwood Ave., Dan,
250-743-6611, <poor-boy@shaw.ca>
• March 30 - MC Parts Swap Meet,
Vancouver, PNE Agrodome, Hastings &
Renfrew, 604-367-1409
• April 6 - Coombs Swap Meet, Coombs,
Arrowsmith Hall, 1014 Ford Rd., 250-954-3332
• April 27 - Classic & Vintage MC Swap
Meet and Show ‘n’ Shine, Tsawwassen,
South Delta Recreation Center,
1720 56th St., 604-299-0020,
<info@classicbikeswapmeet.com>
• May 31-June 1 - Rock Start Energy Drink
Motocross Nationals, Nanaimo, Wastlands,
Weigles Rd., 250,661-9374, <info@
nanaimomomx.com>, <nanaimomx.com>
• July 3-5 - Sea to Sky Western
Regional (B.C., AB, SK) H.O.G. Rally,
Squamish, Executive Inn & Suites,
Len Bowman, <assistantdirector@
vancouverbccanadachapter.com>,
<seatosky2014.com>
• July 3-6 - Horsethief Hideout
Memorial MC Rally, Invermere,
8250 Westside Rd., Gary Oja,
250-347-6407, <horsethirfhideout.com>,
<horsethiefhideout@gmail.com>
• July 17-20 - Summer Stomp & Burnout,
Sicamous, Main Street, 250-517-8090
<summerstomp.ca>
• July 25-26 - Ride Into History, Fort
Langley, National Historic Site,
604-514-7375, <rideintohistory.ca>
• Aug. 1-4 - Boogie Bash, Rock Creek,
Fairgrounds, 250-306-4562,
<dalnewfie@hotmail.com>, <aiminteriorbc.org>
• Aug. 9-10 - Cumberland MC
Roundup, Cumberland, 250-336-8746,
<camerons_salon@hotmail.com>,
<cumberlandmotorcycleroundup.com>
• Aug. 14-17 - WITW Canadian
National Rally, Barkersville & Prince
George, <bikermomma@hotmail.com>,
<witwsaddlebags-ca..webs.com>
• Aug. 21-24 - Sturgis Canada, Merritt,
<sturgiscanada.com>
• Sept. 13 - Port Alberni Toy Run,
Glenwood Center, 250-731-4728,
<dpwiwchar@gmail.com>, <patoyrun@
gmail.com>, <members.shaw.ca/toyrun>
• Sept. 21 - Salmon Run MC Rally,
Vancouver, Trevor Deeley Motorcycles,
1875 Boundary Rd., <bcsalmonrun@gmail.com>
Idaho
• March 29 - Idaho STAR Motorcycle
Safety Training Treasure Valley Spring
Opener, Meridian, High Desert H-D,
2310 E. Cinema Dr., Maria Ortega,
208-639-4544, <maria@idahostar.org>,
<idahostar.org>, <highdeserthd.com>
• April 19 - Idaho STAR Motorcycle Safety
Training Idaho Falls Spring Opener,
Action Motorsports, 1355 E. Lincoln
Rd., Maria Ortega, 208-639-4544,
<maria@idahostar.org>, <idahostar.org>
• April 26 - Idaho STAR Motorcycle Safety
Training Northern Idaho Spring Opener,
Lewiston, North Lewiston Training
Center, 1920 3rd Ave. N., Maria Ortega,
208-639-4544, <maria@idahostar.org>,
<idahostar.org>
• April 26 - IWMC Swap Meet, Boise,
Maple Grove Grange, 11692 President Dr.,
208-250-0851
• April 27 - Sweet-Ola Ride-Auction-BBQ,
Sweet, Triangle Inn, 208-867-9105
• June 6-8 - ABATE of No. Idaho Spring
Opener, Kingston, Alberts ‘s Landing,
418 Old River Road, Jack, 208-676-9169,
<jack.clark4@yahoo.com:>
• June 28 - Bring Bowe Back Rally, Hailey,
Debbie Oneill, 208-450-9687 or
208-578-2233, <debyoneill@aol.com>
• July 12-14 - Rally in the Valley, Twin Falls
(Murtaugh Lake), Jeff Olson,
208-539-2699, <snakeriverbros@hotmail.com>
• July 24-27 - Tri-State (ID, WA, OR)
H.O.G. Rally, Spokane, 19011 E. Cataldo Rd.,
<lonewolfhog.com/pnw-hog-rally-information>
• Aug. 21-23 - Big Guys Mountain
Rendezvous, Garden Valley, Riverpond
Campground, 853 Middle Fork Rd.,
208-250-8507, <lonnyrwillis@clearwire.net>
• Sept. 11-14 - Roads and Trails Rally Series
(Christian), Kamiah, Lewis-Clark Resort,
4243 Hwy. 12., <cmafastlanetalk.org>
• Sept. 12-14 - Big Nasty Hill Climb,
Payette, 4933 Big Willow Creek Rd., Rob,
208-573-4255, <bignasty@cableone.net>,
<bignastyhillclimb.com>
Montana
• May 3-4 - Spring Classic Motocross
Race, Billings, 3630 Old Blue Creek
Rd., 406-656-9960, 406-860-7893,
<billingsmotorcycleclub.us>
• May 17 - Spring Scramble race, Billings,
3630 Old Blue Creek Rd., 406-259-6032,
• June 5-7 - Northern Rockies Chapter
Antique MC Club of America Annual
Meting and Missouri River Road Run, Great
Falls (meeting June 6 at Hampton Inn),
John Rummel, 406-452-8129,
<johnrummel@bresnan.net>
• June 13-14 – Nitro National Pro
Hillclimb, Columbus, Don Beer,
406-321-0000, <www.nitronationals.com>
• June 27-29 - Big Sky Challenge
Pro Hillclimb, Billings, 3630 Old Blue
Creek Rd., 406-656-9960, 406-860-7893,
<ridethebigsky@yahoo.com>,
• July 3-6 - Montana State H.O.G. Rally,
Billings, Beartooth H-D, 6900 S. Frontage
Rd., Collette, 406-252-2888,
<chaun@beartoothharley.com>
• July 10-12 - GWRRA District Convention,
Big Sky, Huntley Lodge, <gwrra-mtdistrict.org>
• July 18-20 - Beartooth Rally, Red Lodge,
Bonedaddy, 888-827-2663,
<beartoothrally.com>, <beartoothonline.com>
• July 24-26 - Evel Knievel Days, Butte,
<info@knievelweek.com>, <knieveldays.com>
• July 25-27 - Great American
Championship Motorcycle Hill
Climb, Billings, 3630 Old Blue Creek
Rd., 406-656-9960, 406-860-7893,
• July 26-Aug. 1 - Best of Montana 1,000
ADV ride, Troy, <advrider.com/forums/
showthread.php?t=944818>
• July 30-Aug. 5 - Testicle Festival, Rock
Creek Lodge (20 miles east of Missoula
on I-90), Matt Powers, 406-825-4868,
<testyfesty.com>
• Aug. 14-17 - Beartooth Rendezvous, Red
Lodge, Lions Beartooth Mountain Youth
Camp 10 miles south of Red Lodge,
Phil Mortenson, 208-221-4580,
<registrar@beartoothbeemers.org>,
<beartoothbeemers.org>
• Aug. 26-27 - Night Time Hill
Climb, Billings, 3630 Old Blue Creek
Rd., 406-656-9960, 406-860-8001,
• Sept. 13 - Four-Stroke Singles National
Owners Club Thumpercafe, Ingomar,
Jersey Lilly, Jack Robinson, 620-663-1869,
<fssnocthumpers@yahoo.com>, <fssnoc.org>
South Dakota
• June 19-21 - So. Dak. State H.O.G. Rally,
Watertown, <2014sdhogrally@gmail.com>,
<sdstatehogrally.com>
• July 11-13 - Hot Harley Nights, downtown
Sioux Falls, 605-334-2721,
<jl@jl-harley.com>, <hotharleynights.com>
• Aug. 4-10 - 74th Annual Sturgis
Motorcycle Rally, Sturgis, So. Dak.,
<sturgismotorcyclerally.com>
• Aug. 5 - AMA Pro Flat Track Racing,
Rapid City, Black Hills Speedway, 2467
Jolly Ln., 386-492-1014,
<amaproracing.com/ft/events/>
• Aug. 7-8 – Nitro National Pro Hillclimb,
Sturgis, Buffalo Chip Campground, Don
Beer, 406-321-0000, <www.nitronational.com>
Washington
• March 1-2 - Euro Moto Show, Lynnwood,
Lynwood Convention Center, 3711
196th St. SW, <euromoto-northwest.com>
• March 14-16 - Inland NW MC
Show, Spokane, Spokane Co. Fair
& Expo Center, Chris Cody,
<info@spoakanemotorcycleshow.com>,
<spokanemotorcycleshow.com>
• April 5-6 - Nuclear Cowboyz Freestyle
Motocross Tour, Tacoma, Tacoma Dome,
2727 E D St., <nuclearcowboyz.com>,
<webmasternuclearcowboyz.com>
• April 12 - Monster Energy Supercross,
Seattle, CenturyLink Field, 800 Occidental
Ave. S, <webmaster@supercrossonline.com>,
<supercrossonline.com>
• April 26 - WVM Vintage MC Show
& Swap, Mount Vernon, Skagit Co.
Fairgrounds, Mark Cattarin,
360-223-3190, <marcuscc@comcast.net>,
<washingtonvintagemotorcyclists.org>
• May 16-18 – Northwest Nitro Nationals
Pro Hillclimb, Sunnyside, Jeff Snipes,
208-819-7508, <www.nwnitronationals.com>
• May 23-25 - Touchet River Outdoor
Roundup Pig Roast (chemical-free),
Waitsburg, Fairgrounds,
<headpig@snafubar.com>, <snafubar.com>
• June 12-15 - ABATE Spring Opener,
Easton, Silver Ridge Ranch, 1892 Silver
Ranch Rd., 253-475-4944, <springopener.com>,
<coordinator@abate-wa.org>
• July 19 - AMA Pro Flat Track
Racing, Elma, Grays Harbor Raceway,
32 Elma McCleary Rd., 386-492-1014,
<amaproracing.com>
• July 24-27 - Tri-State (WA, ID, OR)
H.O.G. Rally, Spokane, 19011 E. Cataldo Rd.,
<lonewolfhog.com/pnw-hog-rally-information>
• July 24-27 - Sun & Surf MC Run, Ocean
Shores, convention center,
<webmistress@sunandsurfevent.com>,
<sunandsurfrun.com>
• July 24-29 - Washington State BMW
Riders MC Rally, Republic, Ferry
County Fairgrounds, Alana, 206-930-1074,
<ccr2013@wsbmwr.og>, <wsbmwr.org>
• July 25-27 - Hog Wild, Ocean Shores,
Quinault Beach Resort Casino, 78 St. Rt.
115, 775-329-7469, <roadshowreno.com>
• July 26 - Lucas Oil Pro Motorcross
Championship, Washougal, MX Park,
40912 NE Borin Rd., <promotocross.com>,
<motocross@allisports.com>
• Aug. 1-2 - Tumbleweed Rally (H.O.G.),
Kennewick, Clover island Inn,
<info@tumleweedrally.com>,
<tumbleweedrally.com>
• Aug. 2 - AMA Pro Flat track racing,
Castle Rock, Race Park, 386-492-1014,
<amaproracing.com>
• Aug. 15-17 - Washington State Trike-In,
Montesano, 360-923-0133,
<elusivetriker@yahoo.com>, <btw-trikers.org>
• Aug. 15-17 - Motorcycle Rodeo &
Swap Meet, Clayton, Fairgrounds,
509-294-1249, <gmcglasson1@msn.com>,
<nwclassicmotorcycleclub.com>
• Aug. 15- 17 - Tenino Antique & Classic
MC Swap Meet & Show, Tenino City Park,
360-264-4210, <mikeandshaun@me.com>,
<evergreenamca.org>
• Aug. 22-24 - Springdale Motorcycle
Rodeo, Springdale, Rodeo Arena, Hwy.
231, 509-710-0883,
<calderwoodliz@yahoo.com>,
<frontierdaysrodeos.com>
• Sept. 14 - Speed & Sport National
Vintage Trials Series, Fairfield, Rattlers
Run, <dlamberth@ahrma.org>,
<dev.ahrma.org>
• Sept. 28 - Oyster Run, Anacortes,
360-435-9103, <info@oysterrun.org>,
<oysterrun.org>
Wyoming
• May 23-25 - Cruizin’ With The
Oldies, Casper, 1700 Fairgrounds Rd.,
<larry.kloster@raymondjames.com>,
<cruizinwiththeoldies.com>
• June 21 - Sweeties On Wheelies charity
ride, Gillette to Casper, Georgette Hoffman
• July 9-12 - Wyoming State H.O.G. Rally,
Alpine, Eric Keyes, 306-421-0067,
<eric.keyes@emeraldmaterials.com>
To have your event listed here for free, send the information to Dani Rollison at <nrrider2@gmail.com>.
We only can list the days(s) and name of the event, the city and location of the event, a contact person’s name, e-mail address, phone number or web address.
March 2014

NRR March 2014 - Northern Rockies Rider

Transcription

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