Inland Northwest Show biggest ever

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Northern Rockies Rider
Volume 1, Number 2 • May, 2012 • A Continental Communications Publication • contcom@qwestoffice.net • 406-498-3250
Inland Northwest Show biggest ever
By Cole Boehler
Enough bling for ya? This entry in the Inland Northwest Motorcycle Show was just
dazzling in its red, white and chrome livery. Cameron Glass Photography, Spokane, Wash.
attendees, over 100 vendors, and
90,000 square-feet of Spokane Country
Inland northwest motorcycle riders
Fairgrounds and Expo Center space to
all watch the weather forecasts and
work with.
look for other signs that another riding
Decent weather didn’t hurt. By
season is here.
contrast, in it’s first year,
Nesting robins,
the show was conducted
insect hatches,
downtown in 30,000 feet
daffodils blooming
of space at the Spokane
and days with
Convention Center. It saw
temperatures
attendance at 5,000, despite a
reaching into the
Valentine’s Day blizzard.
60s – maybe even
DelCreek Productions,
70s! – are reliable
Inc. is the outfit behind this
indicators, just
regional event, and Steve
Hey little Harley Dude, your
time is coming. Cameron Glass Cody is the pivot at Del
as is the annual
Photography, Spokane, Wash.
arrival of the
Creek. The company has been
Inland Northwest
producing enthusiast shows
Motorcycle Show in Spokane, Wash.
for 24 years, beginning with a January
In its ninth iteration, the March
RV show that continues today.
9-11 show reached a new apex: 11,000
See Inland Show, Page 3
Northern Rockies motorcycle sales outpacing nation
By Cole Boehler
people, overall economic uncertainty is leading us to
predict we’ll have fewer sales in 2012.”
Even though the Motorcycle Industry Council
However, Buche said in the release, the MIC
(MIC) is predicting modest declines for new U.S.
forecast assumes the same amount of sales and
motorcycle sales in 2012, Northern Rocky Mountains marketing efforts on the part of manufacturers and
dealers appear to be more optimistic, though
distributors. They can influence and increase sales
guardedly so in some cases, depending upon brand
through production increases, through price changes,
line-ups.
and things such as special promotions and captive
Harley-Davidson dealers who spoke with
financing programs, the MIC said.
Northern Rockies Rider in mid-April reported strong
The release continued, “While new bike sales
sales improvements in 2011 and the first quarter of
remained virtually flat last year, there was positive
2012 and said they were expecting to finish 2012 with news within other aspects of the industry. Spending
a significant upswing.
on maintenance and repairs has been rising since
Dealers in European brands also reported
April 2010, suggesting that the market for consumers
relatively strong sales and positive expectations,
taking care of bikes they’ve long owned, or
whereas the Asian brand dealers had the weakest
improving used bikes they’ve recently purchased,
sales and outlooks.
could continue to improve.
Canadian dealers who spoke with NRR noted the
“Recent tire sales also reflect this trend, as well as
Canadian economy never felt the severe jolts their
data confirming that owners are putting more miles
southern counterparts experienced beginning in 2007, on their motorcycles. The MIC’s Motorcycle Tire
so they’re not having to climb out of as deep a hole.
Sales Report shows that replacement tire purchases,
Instead sales have been steadily
among eight
improving and they say they expect
leading
“The interest in motorcycling is
that to continue.
brands, rose
healthier than ever. That’s good news
Irvine, Calif.-based MIC
9.6 percent
is a U.S. non-profit business
for our industry over the long term and in 2011.
association of motorsports dealers.
“We’re
this bodes well for retailers”
In a March 15 news release, the
seeing strong
– Tim Buche of MIC indications
council said 2011 motorcycle sales
across the dozen-brand spectrum
that
were up just 0.3 percent.
riders are
MIC President Tim Buche said, “While our market continuing to maintain their current motorcycles or
stayed essentially flat last year, unemployment
upgrading ones they bought used, and we’ve recorded
numbers and stagnant incomes are making consumers an increasing number of miles being ridden on
more cautious about large purchases. Even with low
American roads over the past decade,” Buche said.
interest rates making this a great time to buy for many
“The interest in motorcycling is healthier than
Change service requested: 914 Holmes Ave., Butte, MT 59701
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ever. That’s good news for our industry over the long
term and this bodes well for retailers,” he concluded.
Regionally, potential sales are seen in a generally
brighter light.
Jamie Rodriguez, High Desert HarleyDavidson, Meridian, Idaho
NR Rider first talked to Jamie Rodriguez, General
Sales Manager for High
Desert Harley Davidson in
Meridian, Idaho, near Boise.
He said sales in 2011 were
gangbusters and that he has
seen a great start to 2012 and
is expecting an equally strong
finish.
Rodriguez said sales on
new bikes in 2011 topped
Jamie Rodriquez
2010 by 35 percent.
“This year” so far “we’re
about the same,” he said, adding that the used bike
category has also been seeing improvement. “Overall
sales are better. We’re up 60 percent the last two
years.”
Apparently this is one of the top Harley stores in
the U.S. Rodrigues said it ranks 20th in the nation for
new bike sales and 11th in used sales. High Desert
HD is number two in sales in the western region.
“A lot of dealers aren’t looking at the new
horizons. We do things differently,” Rodriquez said.
“Harley comes to us and asks us what we’re doing.
We focus on volume and sales,” he said, although that
doesn’t translate to price cutting. “We’re an eventdriven business and that contributes greatly to our
See Motorcycle Sales, Page 2
Woman riders
do things
“differently”
St. Joe River
Road Scenic
Byway
Page 8
Page 16
Northern Rockies Rider - 2
May 2012
Motorcycle Sales
from page 1
success.”
For example, High Desert had just
completed a “garage party” event that
focused exclusively on women.
“We had 70 people attend,” said
Rodriguez. “That’s unprecedented! It
takes a lot of marketing, digital and
social, to build that turnout. We’re
seeing big sales increases in (rider)
minority groups – women, Hispanic,
African American.”
“We’re also very dedicated to
customer service – it’s a business
process. We look very carefully at
everything we do. We are thorough,
everything has a lot of thought and
effort put into it. We rely heavily on our
referral program.
“We’re aggressive, but we
understand this is a relationship
business. We strive to provide
everything a customer may need, and
so we draw from a large region.”
Jim Boltz, owner, Cycle
Barn stores in Lynwood and
Smokey Point, Seattle metro
area, Wash.
Cycle Barn in Lynwood has
Triumph, Piaggio, Vespa, Zero
Motorcycles
and KYMCO.
The Smokey
Point store
has Suzuki,
Yamaha,
Honda,
Kawasaki,
Husqvarna and
Polaris.
Jim Boltz
Boltz said
he saw a significant sales uptick late in
2011 – “the best in over three years”
– in November and December, a trend
which he said has continued into 2012,
and a trend which he anticipates will
continue deep into the year.
Though sales increased substantially
“across the board” in both his stores, he
noted sales of metric bikes, the hardest
hit by the recession, were sharing in the
rebound.
“January we were up 10 percent,
February up 30 percent and March
between 7 and 8 percent,” Boltz said of
the Asian brands.
Yet he acknowledges the general
economy remains difficult with
escalating gasoline prices adding to
consumer concerns. However, he
said he believes some consumers are
beginning to accept the state of the
economy, and gasoline prices, for what
they are.
“A lot of people are returning to
(motorsports) recreation for their fun
times,” he said.
Boltz said street bikes were showing
strong sales as are the dual-purpose
models, and when it comes to his
individual brands, Kawasaki has been a
notably strong performer – “Kawasaki
is building some really nice, leadingedge machines” – with Yamaha sales
growing almost apace. Boltz said
Honda and Suzuki were the class sales
underperformers.
The Triumph brand has been
holding its own, Boltz said, noting
it is a “niche” brand that has been
“building some exciting products.”
He said they have developed “a
store within a store” for the scooter
department at the Lynwood Cycle
Barn, now dedicating an entire floor
to scooters and related products. In
addition, scooter sales are particularly
strong at this point, Boltz said.
As for the future, Boltz said he
is confident the industry has “gone
through the worst of it,” though he
remains concerned some individual
dealers that were leveraged with debt
to begin with, or accumulated it during
the recession, may now find the hole
that was dug “may be too deep to get
out of.”
“Some dealers are still in jeopardy;
it’s a sad situation. Those without a lot
of debt will be all right. The general
trend is of increasing sales, in the Puget
Sound area and across the state.
“But it’s going to take a couple of
years to get back to whole. And the
‘gasoline crisis’ will not be over in our
lifetime.
“People are more aware now,
though, that motorcycles are
economical and practical, whether for
vacation, recreation or commuting.”
Kendell Kroecker, general
manager of Casper
Mountain Motorsports,
Casper, Wyo.
Casper Mountain Motorsports is a
Yamaha, Honda, Kawasaki, Suzuki and
KTM dealer.
“We’re
not going to
get back to
2006-07-08
for awhile,
but things are
better . I’m
optimistic.” So
said Kendal
Kendell Kroecker
Kroeker at
Casper Mountain Motorsports in
Casper, Wyo.
“The first quarter of 2012 compared
to 2011, we were up just slightly. Sales
for 2009 through 2011 were pretty
flat,” Kroeker continued. “But we were
down 60 percent from the peak.
“Parts, accessories and service is
up some. Demand is a lot stronger
than in previous years. Our service
department is a little overwhelmed,
but we’re short-handed, too. Tire sales
have always been strong, consistently,
even during the down. We promote the
lowest tire prices in Wyoming.
“I don’t know; it just feels a lot
more positive than the last three years.
“Wyoming is known for its
continuing strong resourced-based
economy, so the hit to recreational
motorsports in this area is a little
baffling. But gasoline prices seem
to affect consumer confidence and
spending no matter what the general
economy is doing,” Kroeker said.
In that regard, he expects sales of
small displacement machines to lead
the way.
“We just added the Genuine brand
of scooters,” he said. “If gas prices go
like 2008, we’ll sell everything we can
get our hands on.”
Casper Mountain’s Honda
and Yamaha brands have always
contributed heavily toward sales but
Kroeker noted Kawasaki is beginning
to come on, posting bigger increases
than the other brands. Suzuki hasn’t
introduced much new product and
availability is somewhat limited,
he added. The KTM line remains
“consistent,” he said.
As far as categories go, Kroeker
said Casper Mountain moves a pretty
healthy mix of cruisers, sport and
touring machines.
“We’re doing real well with
dual-sport,” he said, “especially the
Kawasaki KLR. It’s been our best seller
across all lines for the last eight to 10
years. We sold 36 of them in 2008.”
As far as motorcycle tourism goes,
Kroeker said it is hard for him to get a
feel for it and hasn’t seen any reliable
numbers to compare.
He does know the motorcycle
industry is emerging from some of the
toughest years since the early 1980s.
“A huge number of dealers went out
of business. Some say as many as onethird. When sales pick up, there should
be a lot for the surviving dealers;
should be plenty to go around,” he said.
“It should let us who are here take very
good care of our customers.
“But motorcycles are one of those
things; people wanting to get into the
business are not always rational,” he
said. “If they love motorcycles...”
Pat Doyle, sales manager,
Pacific Motorsports,
Vancouver, B.C.
Pacific Motorsports is a BMW,
Triumph, Aprilia, Moto Guzzi and
Husqvarna
dealership
where Pat
Doyle is the
sales manager
and has been
in the business
25 years.
Doyle and
his company
Pat Doyle
bring a
uniquely European perspective to the
marketplace.
He says sales in his market have
been better than what he’s seen
happening south of the border.
“The recession has affected us,”
Doyle said, noting they had a staff
reduction as business costs continue to
escalate.
“But we’ve not mirrored our friends
in the U.S. Sales across the board were
down, but not as much as in the U.S.,”
he said. In addition, “European brands
have mostly been holding their own or
growing. It appears the Japanese brands
have been affected most” by the world
recession, whereas “Harley-Davidson
has been up and down,” he said.
He noted BMW is the store’s
“cornerstone” brand and that BMW has
shown continued growth in the face of
tough economic times. The company
continues to roll out new models that
are proving very popular with riders,
especially new pure sport models,
sport-tourers and adventure-tourers.
“The (BMW) S 1000 RR (openclass sport bike) was a massive
homerun, and it has massive potential,”
he said. Additionally, BMW is
developing a line of scooters that have
been a “huge success in Europe,”
and now will be coming to Pacific
Motorsports and which can provide
even more sales momentum for the
business.
Pacific Motorsports just added the
Triumph line last year but it is showing
sales gains year-over-year, Doyle
reported. The Moto Guzzi line fills a
specific enthusiast niche, he said, yet
also has seen steady sales, “gaining a
foothold for us.”
He said their line of Aprilia scooters
has proven a popular consumer choice
with its “superior technology and
quality.”
Doyle said the first quarter of 2012
appears to have surpassed the same
quarter in 2011 with gains in the parts
and accessories departments adding
significantly to sales revenues while the
service department is steady.
“It looks like bike sales are seeing
an upswing; we’ve had a positive start
to the year despite terrible weather,” he
said.
“I’m looking forward to a marked
improvement in 2012 sales over 2011,
especially given we just added the
Triumph, Guzzi and Aprilia lines – a
bonus. We have high expectations” for
the new lines.
“BMW and Ducati are the
European prime brands, but others are
gaining brand recognition and public
awareness.
“You have to be positive,” Doyle
said. “We have to project positivity.
We’re proud of our brands and store.
People catch on to that. We want our
customers to get that positive feeling,
too. This business is all about fun!
“Motorcycle retailers in Canada
today are probably the most stable
they’ve ever been. Those who keep at it
every day are doing well.”
Barry Usher is the owner of
Beartooth Harley DavidsonBuell and High Mountain
Motorsports in Billings,
Mont.
This business, obviously, carries
Harley-Davidson products, but the
motorsports
division features
Seadoo, Skidoo,
Can AM (ATVs
and side-bysides) and
Bombardier’s
Spyder threewheelers.
Right out of
Barry Usher
the chute Usher
disputes predictions of contraction or
decline for 2012.
“I don’t think so. (A decline) would
not be a correct assessment regionally,”
he stated pointedly.
Then Usher offered some history:
“Our district (Eastern Washington,
Idaho, most of Utah and Montana) saw
a big downturn in 2008. In 2009 sales
crashed. And 2010 was down from that.
“But we were up in 2011 and are
up significantly more in 2012. Four of
the five Harley dealers around me are
cranking, not up to ‘06 or ‘07 levels,
but definitely up over last year,” Usher
said. “Our March was 50 percent over
last year. On bikes alone, we are up
15 percent this year over (the same
quarter) last year.
“Our problem right now is we can’t
get enough inventory. I’ve got 16 new
May 2012
Motorcycle Sales
from page 2
on the floor; that’s it.”
The motorsports division, retailing
personal watercraft, sleds, ATVs,
side-by-sides and Spyders, has seen
mixed results, according to Usher. The
personal watercraft aren’t moving yet,
the sleds moved hardly at all due to
almost no snow this past winter, he
said. ATV sales are up and so are the
three-wheeled Spyders, he added.
Usher noted the Billings area
economy hasn’t seen much of a
recession, with the exception of general
retail sales. “Consumers were just
sitting on their money. But I think they
are feeling ‘frugal fatigue’ – they’ve
given up on sitting on the sidelines and
are starting to spend again.
“Agriculture has been good and
we’re seeing some positive residual
effect from the Bakken (oil field
booming to the east),” Usher said. “The
medical industry is huge here and that
is very strong. The three oil refineries
are at capacity and tourism has been
steady, up 20 percent in 2011 over
2010.”
Usher said the effects of rising
gasoline prices on tourism and the
general economy “is hard to predict but
overall I’m feeling pretty good. As long
as this coming election goes right, we’ll
continue to go up. Will taxes go up?
Can we keep our health care program
for employees? That’s the unknown.
We need government out of the way.
“All in all, I’m optimistic,” Usher
concluded.
Peter Kosiorowski is the
sales manager at Pro-Am
Motorsports in Calgary,
Alberta.
The company has mainstream
Yamaha and Kawasaki, but also carved
out niches in the
chopper/custom
market carrying
Iron Horse, Big
Dog, Saxxon,
Bourget’s and
Orange Country
Choppers. They
took on Italy’s
Benelli but are
Peter Kosiorowski
dropping that
brand.
Kosiorowski said the economy in
Alberta and Calgary remains relatively
robust with oil development leading the
way. He said his business is counting
on at least 10 percent growth in 2012,
and was up 20 percent in January and
February, though sales flattened in
March.
“We’re expecting a good year,”
Kosiorowski said. “We have very well
known and proven products. Other
dealers I’ve talked to are also expecting
improvements in 2012.
“The Canadian market is better than
the U.S.; we had no housing crisis. Oil
is what’s helping us. Young people are
working and making good wages. They
are our customer,” he said.
Kosiorowski related an interesting
account of an occurrence that heavily
damaged their chopper business,
though we could find no news
accounts of the incident. He said a
party imported 150 choppers from the
Inland Show
from page 1
“We’re selling out of exhibitor space every year
and have a waiting list,” Cody said after the show.
“We filled four building spaces this year and have
U.S. that were not in compliance with
Alberta and Canadian law.
A lot of bad publicity was generated,
he said. In addition, the bikes flooding
the market were sold at 50 cents on the
dollar, clipping Pro-Am’s chopper sales
of 15 to 20 pieces a month to three to
five.
On the upside, Kosiorowski said
his shop has been busy converting the
illegal choppers to legal status for the
duped buyers.
Doug MacRae is sales
manager at Blackfoot
Motorsports in Calgary.
Blackfoot has three of the four
Japanese brands –Yamaha, Kawasaki
and Suzuki – as
well as BMW,
Triumph,
Piaggio and
KTM. They
had Honda but
the motorcycle
franchises were
all turned over
to the Honda
Doug MacRae
auto dealers.
“We had the crap kicked out of us
the last few years,” MacRae began.
“We were down 50 percent from the
‘07-’08 peak. There has been severe
shrinkage. When we lost Honda, that
was 1,500 units a year – bikes, ATVs,
power equipment.
“But we’re far more optimistic this
year. We had no snow this winter to
speak of, so we’re seeing more sales
and earlier,” he said.
“The Japanese brands are still slow
but the European makes are moving,”
MacRae said. “A lot of Canadian
dealers had big inventories (of Japanese
bikes) at the collapse and it’s taking
a lot of time to clean out. Now the
manufacturers are reluctant to bring in
more.
“We’re starting to rebound, but
may not ever get back to the peak
where it was four years ago. We were
doing 4,000 units at the peak. We
did 60 units in one day! Then, it was
almost out of control. It was a feeding
frenzy. Customer service and customer
relations suffered.
“But we’ve had a couple of 30-unit
Saturdays recently,” MacRae said.
He noted the U.S. economic woes
do impact Canada’s economy, “but the
oil economy is a positive thing for us.
It is strong and profitable.
“We feel good about this year,” said
the 42-year industry veteran. “You
have to be positive or you poison the
business.
“We’re seeing more traffic and a
more qualified consumer. It’s up to us
to get a bigger piece of the pie. Canada
(motorcycle pricing) is still fairly
inexpensive compared to the rest of the
world.
“We are having trouble getting
European product. There is a high
demand for it,” MacRae said. And
given shifts in exchange rates,
“There is really no spread in price
anymore between Japanese brands and
European. You can get a Yamaha R1
for $17,000C, and you can get a BMW
S 1000 RR for $17,000C.
“But Kawasaki is really coming on.
It is the number one Japanese brand in
Canada for the first time. They are on
fire.”
The 2012 show
Top finishers were: first place, Shane
kicked off on Friday,
Hyde, 2008 Road King named “Oculus”;
March 9 at 2 p.m.
second place, Dale Kayser, 2006 Yamaha
and ran until Sunday
“Calvary Crosses” and third place, Tom
at 4 p.m. Long lines
Peacock, 1975 Harley-Davidson with a
formed each day prior
“peacock” paint job.
to the show’s opening,
Toyota and Monster Energy Drinks
and considering it
are the chief event sponsors. Toyota was
cost just 10 bucks a
giving away $100 worth of gasoline every
head for the whole
two hours.
weekend, the lines were
Cody said the net result was drawing
understandable. Parking
people from all over Washington,
– and there’s plenty of
Oregon, Idaho and Montana as well
it – is free.
as from Canada, many who arrived on
The High Ridaz dazzled everyone with
The show featured a their mad skillz.
motorcycles.
broad list of activities
“We had hundreds and hundreds of
Cameron Glass Photography, Spokane, Wash.
including indoor
bikes in our motorcycle parking lot,” he
performances by the
said. Exhibitors came from as far away as
High Ridaz stunt team, and touring seminars by
California.
Sound Rider. The Longhorn Barbecue fed the throngs
“We can hardly wait for 2013,” he said.
while the Budweiser
Biker Bar, operated
as a fund-raiser by the
Combat Vet Riders, was
open the duration. Four
We Are Riders!
motorcycle riding schools
Manager Rochelle
continuously conducted
Schultz and husband
Rob welcome you!
rider training classes.
The Northwest
• Motorcycle Friendly
Classic Motorcycle
• Lowest Prices in Butte area
Club arranged a 30-bike
• Adjacent to C-Store, Fuel, Casino,
display and there was a
Restaurant & Lounge
show for custom-built
• Free Wi-Fi, Coffee & Cable
bikes. The top 20 customs
• Very Clean with
from the KKZX Bike
Friendly Staff
Off, an on-line voter• Smoking Rooms
driven competition,
Available
were on hand for public
• Laundromat
ogling while owners
Facilities
earned trophies and gift
I-15/I-90 Interchange at Rocker - Exit 122
certificates from Westside
406-782-5678
• motel6.com - then search Butte
Motor Sports.
Motel 6 of Butte
Pre-opening lines were long as folks wanted to be
through the doors early. Chris Cody photo
already added a fifth for next year.
“This show is a great social event with a lot
of shopping and educational opportunities. We
emphasize the buying opportunities so our vendors
come prepared to do some wheeling and dealing.” In
a post-show survey vendors indicated they sell more
merchandise at the Inland show than any other they
attend, Cody said.
Anyone who bought a bike took a shot at the
cash machine, then converted the captured bills
to dealership gift certificates. Ten dealerships had
exhibits.
If you know the
odds, you can
reduce the risks
Bad things happen to people and motorcycle
riders do not get a pass.
Most of us try to reduce the odds of a bad
outcome by logically weighing the factors that
may contribute to it.
By understanding the factors that create the
potential for danger, we have a better chance of
avoiding it.
We are, to a certain extent, numbers geeks.
Studies and statistics intrigue us for what they
may reveal, for what we may learn from them.
Thus we’ve consumed numerous reports
over the years that summarize and analyze
motorcycle crash statistics in order to better
understand how crashes happen and why they
happen.
We do know that studying the statistics has
altered the way we ride. For example, knowing
that the first 10 minutes of the ride is the most
dangerous has encouraged us to consciously
pay utmost attention at the beginning of a ride
when our head may not otherwise yet be fully in
the game.
Somewhat controversially, we have
concluded that almost all motorcycle crashes
could have been prevented by the bike operator.
Even where a mechanical failure, such as
a tire blowout, causes the crash, in many of
those cases neglect by the owner/operator is
responsible. Even striking sharp debris in the
roadway can often have been avoided with
increased attention, or with training in making
rapid avoidance maneuvers or preventing “target
fixation.”
The National Highway Traffic Safety
Administration is one source for interesting and
revealing motorcycle crash statistics. An eightpage October 2011 report (DOT HS 811 389)
comparing accident data from 2000 through
2009 is worth study.
First, some “macro” stats.
Motorcycle fatalities nearly doubled from
2000 to 2008, then fell off rather sharply in 2009;
motorcycle registrations nearly doubled, too,
during this time, but also increased substantially
in 2009 over 2008 when fatalities fell.
Interestingly, fatalities per 100,000
registrations have remained relatively constant
over the decade with a gradual increase from
66.66 in 2000 to a high of 73.48 in 2005,
then down to 68.52 in 2008 before dropping
significantly to 56.27 in 2009. Why?
Of course, a more pertinent analysis arises
from comparing fatalities to miles traveled.
Registration stats only reveal ownership rates,
not use rates.
Motorcycle miles traveled did not change
much between 2000 and 2005 (10.47 million in
2002 and 10.45 million in 2005) but moved up
significantly in 2006 (12.05 million), then made
an incredible gain in 2007 (21.40 million) and
then remained near constant in 2008-2009.
Yet motorcycle accident fatalities per million
miles – the fatality rate – built steadily from
27.67 fatalities per million miles driven in 2002
to 2005’s 43.77, even while miles traveled
remained almost static. Curious.
Even more curious, as miles traveled leapt
in 2006-2007 and remained at peak levels
through 2009, the fatality rate fell from the 2005
peak of 43.77 to a decade-low of 21.45 in 2009!
Indisputedly, riders were becoming safer ... and
twice as safe as in 2005! Comparing injuries to
fatalities reveals a comparable trend.
Very good news, eh?
Opinion
However, for a little perspective, car and truck
fatalities were down during the same period
by even greater percentages when measured
against vehicles registered and miles driven.
From 2001 to 2009, passenger car fatalities v.
registration declined 41.01 percent, and declined
33.61 percent v. miles driven, whereas for
motorcycles, the declines were 15.59 percent v.
registrations and 22.48 v. miles driven. Hmm, we
may have more work to do.
In 2009, 48 percent of motorcycle fatality
accidents involved another vehicle. Of those,
75 percent involved the motorcycle being struck
in the front (or striking from the front?). Of the
48 percent of motorcycle accidents involving
another vehicle, 40 percent of those were the
result of the other vehicle turning left. A picture is
emerging.
Also in 2009, 24 percent of motorcycle
fatalities involved the motorcycle colliding with
a fixed object. By comparison, that figure for
passenger cars was 20 percent.
Motorcycle fatalities were related to speeding
in 35 percent of the accidents, compared to 23
percent for passenger car fatalities. Maybe we
should slow down?
Here’s an interesting tidbit: in 2000, 41
percent of fatalities were 40-and-older riders. In
2009, it was 54 percent, but probably simply a
case of more older riders.
Another curiosity: Logically, bikes with smaller
engines are involved in fewer fatalities. However,
the largest displacement machines are involved
in fewer fatalities than the mid-sized bikes of
601-1000 CCs. This is likely explained by the
relative number of registrations, and vehicle
miles driven, for these displacement categories.
Sometimes, without substantial crossreferencing, reports like these spawn more
questions than answers.
Here’s one that’s downright disturbing: Of
the 4,462 bike fatalities in 2009, 22 percent did
not have valid motorcycle licenses. That is the
minimum requirement for getting into the sport.
Can’t we do the minimum?
Motorcycle riders involved in fatal crashes
also had significantly higher incidences of
previous accidents, speeding and DWI citations
and license suspensions. Conclusion? If you are
a proven dangerous driver, you are more likely
to die on your bike, end of discussion.
Weekends produce significantly more
dangerous riding than weekdays. The report
showed 53 percent of motorcycle fatalities
occurred 6 p.m. Friday to 6 a.m. Monday; the
May 2012
rest – less than half – between Monday morning
and Friday evening.
Undoubtedly the most miles ridden are also
during weekends. Still, let’s take extra care on
weekends and never ride after drinking.
Blood alcohol content for motorcycle fatalities
was also significantly higher than for other
vehicle drivers, 29 percent at .08 or higher for
bikes v. 23 percent for cars and light trucks.
But here are the kickers: 42 percent of the
1,903 riders who died in single-vehicle crashes
in 2009 had a BAC of .08 or more; 63 percent
(ouch!) of riders who died in single-vehicle
crashes on weekends were legally drunk; riders
killed at night were three times as likely to be
drunk as those killed during the day.
Rates of impaired rider fatalities vary widely
by state. In D.C., 75 percent of riders killed were
legally drunk; second worst was Delaware at 71
percent. The lowest rates were North Dakota
and Alaska (their low populations introduce
statistical anomalies), but some larger states
with low rates were Utah - 10 percent, Georgia
- 15 percent, New Mexico - 16 percent and
Massachusetts and west Virginia - 18 percent.
How did we fare regionally?
To my shame but not surprise, Montana is
among the worst in the nation - 49 percent (right
up there with Kansas - 54 percent, and D.C. and
Delaware).
The rest were better but not good: Wyoming 21 percent, Idaho - 32 percent and Washington
- 38 percent.
We didn’t really want to wade into this
quagmire (we’re always for freedom of choice),
but the report, quite logically, showed in states
with mandatory helmet laws, the great majority
of riders killed were wearing helmets. What’s
surprising, though, is even in helmet-law states
a surprising number of fatalities were unhelmeted.
In states with no helmet requirements,
usually, and logically, a relatively small
percentage – 10-30 percent – of fatalities wore
helmets.
But those statistics are relatively useless
without knowing what percentage of riders in nohelmet states nevertheless use helmets.
Montana is a no-helmet-law state. Of the 21
rider fatalities in 2009, 14 percent wore helmets,
86 percent did not. Similarly, Wyoming is nohelmet and 25 percent of 2009’s 12 fatalities
were helmeted, 75 percent were not. Idaho has
no helmet requirement and 38 percent of its 29
See Know the odds, Page 5
Opinion
Motorcycles: You’ve got to love them
May 2012
By Cole Boehler
Editor and Publisher
Editor’s note: I’ve often marveled
at the tribalism that characterizes
the motorcycle nation. We intend,
however, to keep this periodical
non-denominational. So, no brands
specified here.
In my 34 years of riding, I have
owned a couple of dozen bikes, but
just seven that I’ve considered my
“main ride.”
Every time
I’ve sold one
of these, I’ve
had regrets
... well, with
the possible
exception of
one of them.
I’m sure
I’m not alone when I say I get very
emotionally attached to my rides.
They all represent some of the
finest memories of my life; each of
these sold bikes could tell a part of
my life story.
In 2003 I found the bike that was
and is nearly perfect for me. It does
everything I need and does it well.
I got it at a great price with 1,350
miles on the clock.
It is comfortable, provides
reasonable weather and windblast
protection, is good looking (in my
opinion), is very powerful, has great
brakes (non ABS), corners like
it’s on rails, has multi-dimensional
adjustable suspension front and
rear, has integrated hard side cases
and will haul a lot of stuff, gets good
gas mileage (42-46 MPG), takes
87 octane, and is dead reliable (a
blown fork seal in 75,000 miles).
Know the odds
from page 4
fatalities wore helmets while 62
percent were bare.
By contrast, Washington, a
mandatory helmet state, had 62
fatalities of which 85 percent wore
helmets and 15 percent didn’t.
One minor downside: It weighs
650 pounds fully fueled.
I wasn’t really planning on selling
it but my brother-in-law and sister
wanted to get back into riding – on
a limited budget – so I made them a
very nice deal, about $2,000 below
book value. In addition, I know the
maintenance history of this machine
and its condition so can send them
on their way with a high degree of
confidence.
But, man, it hurt to see the tail
light disappear down my driveway
with
someone
else at
the bars! I
Cole Boehler
loved that
motorcycle,
the best one
I’ve ever
owned.
Of
course, I’d like to still have my
first bike. It wasn’t very practical
and vibrated worse than a ... well,
vibrator. But it could pull a fine first
gear wheelie and had this very cool
“arrest me red” paint job. Puppy love
to be sure, but love nevertheless.
The second one I owned ... that’s
the one I wouldn’t care to have
back. It was a torture rack with the
worst seat I’ve ever experienced –
think proctologic exam.
I sold it to a friend and he sold
it to another mutual friend who
crashed it at 85 miles per hour. He
lived to tell about it but the recovery
was long and painful. I learned that
bad road rash is treated just like
third-degree burns.
The third bike, another one with
dazzling red paint and custom gold
pin-striping, served me well, but I
sold it to my brother. I loved that
Draw your own conclusions.
Still, NHTSA concluded that
helmets saved the lives of 1,483
riders in 2009, whereas another
732 lives might have been saved if
all had been wearing helmets.
Understanding all these statistics
leads to easy conclusions:
Get licensed (or get some
training), expect other vehicles to
Your passenger needs security!
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bike, and especially remember the
way it seemed to pull like a catapult
in second gear.
So why did I sell it? I had the
means to purchase the fastest
production bike made. I really didn’t
need more power and speed; I just
thought I did.
I rode that fourth one three years
and posted 25,000 miles. It went
down the driveway without me after
The Boy was born and there was no
time (or money) to ride. That broke
my heart. I was no longer whole
without a two-wheeler handy.
Three years later I bought one
almost identical to the one I’d sold
(different paint) and rode it for the
next 10 years. This was when our
son was growing up so I only put
33,000 miles on that one since
riding opportunities involving any
distance were rare.
It was air-cooled and the old girl
began using oil, about a quart every
500 miles. Then I could see a very
small oil leak developing near the
head gasket. Rebuild or replace?
Again with a heavy heart, I
replaced it with a modern watercooled beast that also was the
fastest production bike made – but
for only its first year of production.
This was an awesome machine
that took good care of me while
delivering incredible fun. We toured
extensively, yet only got one ticket
–a minor miracle! Some of the high
jinx could have landed me in the
slam.
But because of the bike’s
ergonomics and my aging body
and arthritic vertebrae, even with
bar risers, it had to go, too. Another
lost love. A friend bought it, which
was nice. He even let me ride it
occasionally. Unfortunately, I did not
know Ed was a manic-depressive
basket case. He finished his own life
at the end of a rope in his garage.
I bought it back from his estate
(kind of like remarrying the spouse
you had divorced), then eventually
sold it to my nephew. I think several
years later it was then traded on a
new bike. I wish I still had it, if only
to go out and do the occasional
hooligan high-speed rip, to really get
the adrenalin flowing.
That brings me to the bike my
sister and her husband now own.
Yup, another red one. I don’t name
my motorcycles, but this one was
an exception: Mahtowin Duta.
That’s Lakota Sioux for “Red Bear
Woman.”
I’d loosely estimate my wife and
I spent 1,500 hours in Red Bear
Woman’s saddle, maybe 200 days.
Yes, a true and trusted friend who
never let me down, just did exactly
what I expected at all times. I loved
that bike!
But, ahh, I found a blue one of
the same model that is two years
newer and has 54,000 fewer miles.
I picked her up in early March. I
think this may be the beginning of
another love affair. Mahtowin Toh?
Blue Bear Woman? I don’t think so.
As my late father reached his
upper years, when he’d purchase
an item of quality and durability, he
would often lament, for example,
“Well, that’s probably the last pair of
boots I’ll need to buy.”
I’m thinking, “Well, this is
probably the last motorcycle I’ll
need to buy.” Maybe the last bike I’ll
love?
Ya think?
Nah!
– Ride hard, ride free, ride well,
ride safe.
cause crashes, slow down, do not
drink and ride, be more cautious
than ever on weekends and
weekend nights, and we are more
prone to alcohol-related crashes in
the Pacific Northwest than in some
other regions. And, yes, riders
should consider – by their own free
will – wearing a helmet.
Finally, just recently, we are
getting safer and that’s worth
celebrating!
Published “Almost Monthly” (nine times annually) - Feb., April-Oct., Dec.
A Continental Communications Publication
914 Holmes Ave., Butte, MT 59701
406-498-3250 • <nrridercole@gmail.com>
www.northernrockiesrider.com (site not yet live)
Editor and Publisher - Cole D. Boehler • <nrridercole@gmail.com>
Business and Sales Manager - Dani M. Rollison <nrrider2@gmail.com>
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P.O. Box 1851, Livingston, MT 59047
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telephone number, e-mail address and $20 to Northern Rockies Rider,
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Reprints of articles and back issues are available for $10.
Postmaster: Please send address change requests to Northern Rockies Rider,
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All rights reserved by the publisher
Opinion
May 2012
Old School: This rider lives the Lobo’s life
My time in the saddle is about
obviously not about freedom?” Is it
freedom from life’s crap. Blowing
the safety or security of the herd?
down the road, wind roaring
Does the herd empower them? Will
through me and the bike, focusing
the stragglers or the broken down
on the next turn... It flushes all of
be attacked by predators?
the toxins out of my mind.
The opposite of the spectrum is
I like to ride alone mainly, but
the weekend “Bar Hopper” group,
occasionally
genus
with a good
“Bikeus
friend or two
Assouticus.”
at most. I
I think
Steve
“Big
Daddy”
Kelley
hate to ride
the word
Guest Columnist
in traffic,
“hopper”
and avoid
could refer
it whenever
to their
possible. I
resemblance
am definitely
to a swarm
not a herd animal. That is why I
of locusts, flying from field to field,
cannot understand the concept
laying waste to the land.
of “group riding” in any of these
Alcohol has its place and I am by
various forms.
no means a saint, but if I recall, the
The first is genus “Bikeus
most uttered last words in America
Timidicus.” At least thirty bikes in
are “Hold my beer.” Scary!
formation, with their own set of
Odd thing is, I think they still
hand signals just so they won’t pile
need the affirmation and safety of
up at every stop or scenic turnout.
the herd. It’s easy to be badass if
“Left Right Left Right, Companeeee the herd’s behind you. You can’t
... Halt!” Heaven help them if one
show off if nobody’s watching.
might get a bee in the helmet!
“Dude, that was sick!” But single
Half of them have bling on their
them out, and they still get attacked
bikes proudly stating some slogan
by predators. Poetic justice, I say!
about freedom. Kind of makes you
Then there’s the “Posers,”
think, “Why do this when it’s so
genus “Bikeus Smallwillicus.”
FREE
Volume 1, Number 1 • April, 2012 • A Continental Communications Publication • contcom@qwestoffice.net • 406-498-3250
Free to readers
These guys only ride as far as the
designated meeting place, parking
lot or latte stand, to show off their
glittering jewels. Strutting around
in their Minnie Pearl leathers, (tag
still attached), in a game of oneupmanship to see who outspent the
other, all in hopes of attracting a
female?
Given their “condition,” it seems
anti productive but that’s nature.
Again, affirmation and safety of the
herd is necessary. Singled out, they
would most definitely get attacked
by a predator.
I am a biker, not a herd animal.
Maybe I’m a predator. It’s a Lobo’s
life for me.
Editor’s note: Columnist Steve
Kelley has been riding 40 years and
has been astride American V-twin
iron most of that time. We think he
may be genus “Bikeus Originalus.”
Or perhaps, as a self-confessed
Lobo (lone wolf), he is genus “Canis
Lupus.” We also asked Steve for
a bio since we like his tongue-incheek style enough to consider
future “Old School rants.” Here it is:
Hey Cole,
I am bouncing a few different
Take an Advanced RiderCourse
• Bethebestrider
youcanbe
• Takeyourabilities
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• Knowwhatyouand
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2012-13 Production Schedule
(Subject to change as events and contingencies arise)
Edition
Print
Date
8 a.m. Thurs.
April 2012
May
June
July
August
September
October
March 14
April 11
May 16
June 13
July 11
August 15
September 12
March 22
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May 24
June 21
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December
November 14
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February 2013
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April
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See Old School, Page 7
Quit riding like a kid!
Look for it at your local motorcycle and
motorcycle-friendly businesses, and
thank them for carrying it!
Editorial and
Ad Deadline
5 p.m. Wed.
approaches off you to find a fit. I
was going with the curmudgeon
style on a couple, and obviously the
“Lobo” piece had an edge to it.
I recall the Dennis Miller rants
in which he would rip into a subject
or somebody and end with, “That’s
just my opinion, I could be wrong.”
(By the way, my wife does that to
me and it drives me crazy).
As to my creds’... First bike was
a early ‘50s(?) 350 BSA thumper.
I was 14 years old. Being a motorhead, I got it running and learned
a lot about motorcycles in the
process. Second bike – Honda
CB160. I’d just gotten my drivers
license and tore up the road with
that little guy; loved it.
Graduated to a Honda 250
Scrambler; loved the dirt. Then a
BSA 441 Victor, learned all about
torque in a hurry – great climber.
My cousin was a Hodaka rider and
mechanic, so I had fun with them as
well as a Husqvarna racer he had. I went to the University of
Montana in the late ‘60s so time on
wheels was limited by schedule,
but I was given a surplus U.S. Army
Harley to play with, as my friend
was off to Vietnam. It was my first
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The Advanced RiderCourse is for riders who want to get the most
out of their bike. Using techniques developed by sportbike riders,
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as well as obstacle avoidance. The enhanced techniques and skill
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Group and club rates available
For more information
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May 2012
Old School
from page 6
experience with the V-Twin world.
It had a vibe to it. It reminded
me of my dad and my uncles, and
their stories. It was like a tractor
compared to my previous bikes. I
mean slow,
a bugger
to start
sometimes,
and the
hand
shifter
took some
getting
used to.
When I look back on it I
have to laugh, a young hippie
on a U.S. Army Harley in the
late 60’s... Loved that old bike,
though.
Life, family, work meant taking
some years away from bikes.
Money was tight, I traveled on the
road playing music much of the
year. Finally I settled down, found a
used CB750 I could afford and rode
it ragged. Great bike!
I got a lot of gigs playing for
Harley-oriented clubs, ABATE, etc.
rallies which led to biker-oriented
concerts. I kind of got immersed in
the culture, and the old memories of
the U.S. Army flathead came back. Before I knew it, I was on the
way to being a Harley
rider. It just fits my
personality, I guess.
I am not prejudiced
in any way; I like all
bikes.
I do feel there is a
difference between
real avid bikers and
recreational riders.
Not that I scoff at anyone willing to
try riding; I just think there is more
to it than dressing for the part, you
know?
Life-time miles? Man, who
knows. Somewhere in the sixfigure world I’m sure. Never really
kept a running tally. Besides, most
of my early rat-bikes didn’t have
odometers!
I am a biker, not a
herd animal. Maybe
I’m a predator. It’s a
Lobo’s life for me.
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May 2012
Women riders do things...‘differently’
By Karen K. Thomson, Owner
AVID MotoTours
Snohomish, Wash.
ing up a dropped
bike. Dropped
bikes can happen to
anyone and using
What is it like being a woman motorcyclist?
the right technique
It’s different!
can make the task
As a woman touring by motorcycle alone I am of- of righting it posten asked, “You riding that big thing all by yourself?” sible.
As a female I’ve learned to do things differently
Once I was
than men.
leading a test ride
I was a tomboy growing up and wanted to do what at Americade and
the boys did. I liked to play cowboys and Indians or
came upon a guy
army, play with toy trucks and climb trees. (Am I
who had dropped
dating myself?) No one could tell me I couldn’t do
his new bike at a
something because I was a girl, though many people
stop sign. He was
tried.
facing toward the
It wasn’t until much later in life I figured out that,
bike, bending over
though I could do most of the things that guys could,
and attempting to
I went about it a little differently.
pick the bike up in
Women don’t have the brawn men do so we have
front of him. He
to figure out how to accomplish the same tasks in a
wasn’t getting anydifferent way. We have to use techniques to overcome where and I imagour lack of brute power. Women are generally more
ined him straining
Karen Thompson, an accomplished rider and tour company operator.
sensitive, intuitive and open to learning different
his back with his
ways of doing things. We can use these characteristics attempts.
changed a great deal in the 36 years since I started
to help us accomplish tasks.
I stopped my group, got off my bike and backed
riding. I learned that if I picked the right style, I could
I learned early in my motorcycling career that I
bodily up to his motorcycle’s seat. I turned the hanneeded to make my own decisions. Since men and
dlebars so the front wheel was pointing to the ground, usually find something that fit me in men’s sizes for
boots and gloves; sometimes even jackets and pants.
women do things differently, when I tried to folgrabbed the handlebar on one side, the seat on the
Some women aren’t so fortunate, but now there
low by the men’s example, I would get myself into
other and used my legs to lift the bike. I handed his
are
many manufacturers who make female-specific
trouble.
bike back to him and rejoined my group, his mouth
lines.
For example, at times they would park in town
gaping.
To fit men’s boots, I used inserts to take up the
with their front wheels into the curb. This tilted the
Learning to be self-sufficient and self-directed is
extra
space and make them comfortable. I could find
bike forward due to the slight slope down to the curb. part of why I love being a motorcyclist. It’s also the
My legs are a little shorter than most men’s so I can
biggest reason why my friend, Alisa Clickenger (Mo- gloves in small men’s sizes that would fit if the manufacturer had the right cut.
rarely flatfoot on a motortorAdventureWhen I was younger and had more of a shape,
cycle. It’s near to imposGal.com),
and
I
It
wasn’t
until
much
later
in
life
I
I
needed
a waist cut for a woman, but I found they
sible to reverse when you
have put together
figured out that, though I could do
were often cut too short. Now, I find that sometimes
only have your toes on the
“Women’s Emmen’s pants fit me fine and the length is closer to
ground.
powerment Momost
of
the
things
that
guys
could,
I
what I need. Jackets were harder to fit in men’s sizes.
I learned to choose my
torcycle Tours.”
own spot and back into the
went about it a little differently.
In addition to There were a few women’s jackets available, though
curb, using the slight slope
the usual mixed- hard to find, in leather.
I’m glad there is now a wonderful array of womto my advantage. Then
gender tours,
when it was time to leave, I’d be ready to pull out.
together we have created “teaching” tours for women en’s sizes and styles available through many more
manufacturers.
If I’m on a flat and need to reverse sometimes it’s
only. These tours give women a chance to learn from
easier to get off and balance the bike with my hip
women who had to figure it out on their own. Women
Editor’s note: Karen Thomson has been riding
while pulling it backwards with hands on the handledon’t always learn the best when they have their partsince 1976 and has ridden more than 300,000 miles.
bars and using leg strength.
ners there to distract them (good or bad). We keep it
She has been leading motorcycle tours since 1996 in
Other times I’m not too proud to ask for help.
all women because of the different learning dynamic
North America and Europe. Her company is AVID
Even when I’m traveling alone, there is usually a
it creates.
MotoTours, LLC. She can be reached at e-mail <karkind stranger that will help a woman in need. Most
Riding gear is another thing that is very different
en@avidmototours.com> or at 360-481-2927. See
men don’t realize these little things can be a chalfor men and women motorcyclists.
her website at <www.AVIDMotoTours.com>.
lenge for us.
The availability of women’s riding gear has
Another place I’ve learned to use my
own discretion is when pulling up to a
fuel pump or into a parking lot.
It never failed that the pump the
boys picked to use would be off-camber
or have an uneven surface that would
wreak havoc with me and my tall bike
due to my relative lack of stability induced by less leg-length.
Now I always scope out the pumps
as I’m pulling into a fuel station and
pick the best one that has a good, clean
surface and is on the proper side (for
me, left of the bike).
I couldn’t count on the guys to avoid
stopping in front of me when pulling
into a parking lot either, so I learned to
create the margin I need when maneuvering in a group.
I still practice slow-speed balancing
and maneuvering whenever I am on the
bike. After all, if you can balance the
bike at slow speeds with your feet up,
the reach to the ground is not a problem.
Learning riding techniques is imporwww.butlermaps.com
tant for both women and men. Take, for
instance, the proper technique for pick-
Dream.
riDe.
Extra! Extra!
May 2012
FREE
Take one home!
Read
All
About
It...!
Volume 1, Number 2 • May, 2012 • A Continental Communications Publication • contcom@qwestoffice.net • 406-498-3250
Inland
Northwest
Show
Second
edition isMotorcycle
off the press!
By Cole Boehler
Published ‘almost monthly’
attendees, over 100 vendors, and
90,000 square-feet of Spokane Country
Inland northwest motorcycle riders
Fairgrounds and Expo Center space to
all watch the weather forecasts and
work with.
look for other signs that another riding
Decent weather didn’t hurt. By
season is here.
Nesting robins,
insect hatches,
daffodils blooming
and days with
temperatures
attendance at 5,000, despite a
reaching into the
60s – maybe even
Inc. is the outfit behind this
indicators, just
Hey little Harley Dude, your
time is coming. Cameron Glass Cody is the pivot at Del
as is the annual
Photography, Spokane, Wash.
arrival of the
Creek. The company has been
Inland Northwest
Motorcycle Show in Spokane, Wash.
for 24 years, beginning with a January
In its ninth iteration, the March
RV show that continues today.
show reached a new apex: 11,000
See Inland Show, Page 3
April-October, December & February
Free to readers
Or subscribe for convenient home delivery - Just
$20! Call 406-498-3250 or e-mail nrrider2@gmail.com
How to be an advertiser Contact Dani Rollison
at 406-490-8472, nrrider2@gmail.com; or Cole Boehler,
406-498-3250, nrridercole@gmail.com
Look for it at your local
motorcycle and
Northern Rockies Rider is dedicated to
motorcycle-friendly
Northern Rockies motorcycle
salesand
outpacing
serving the interests
needs of allnation
bikers
businesses, and
who live or ride in the Northern Rockies
region. Be a reader, be a contributor.
thank them for carrying it!
Enough bling for ya? This entry in the Inland Northwest Motorcycle Show was just
dazzling in its red, white and chrome livery. Cameron Glass Photography, Spokane, Wash.
By Cole Boehler
people, overall economic uncertainty is leading us to
predict we’ll have fewer sales in 2012.”
Even though the Motorcycle Industry Council
However, Buche said in the release, the MIC
(MIC) is predicting modest declines for new U.S.
forecast assumes the same amount of sales and
motorcycle sales in 2012, Northern Rocky Mountains marketing efforts on the part of manufacturers and
dealers appear to be more optimistic, though
distributors. They can influence and increase sales
guardedly so in some cases, depending upon brand
through production increases, through price changes,
line-ups.
EE
and things such as special promotions and captive
FR
one home!
live)
Harley-Davidson dealersTake
who spoke with
financing programs, the MIC said.
sRider.com (not yet
www.NorthernRockie
ority”
Auth
g
Mountain Ridin
“Your Northern Rocky
Northern Rockies Rider in mid-April reported strong
The release continued, “While new bike sales
sales improvements in 2011 and the first quarter of
remained virtually flat last year, there was positive
2012 and said they were expecting to finish 2012 with news within other aspects of the industry. Spending
on maintenance and repairs has been rising since
98-3250
qwestoffice.net • 406-4
Publication • contcom@
nental Communications Dealers in European brands also reported
April 2010, suggesting that the market for consumers
• May, 2012 • A Conti
Volume 1, Number 2
relatively strong sales and positive expectations,
taking care of bikes they’ve long owned, or
whereas the Asian brand dealers had the weakest
improving used bikes they’ve recently purchased,
rs, and
attendees, over 100 vendo
sales
and
er outlooks.
ne Country
could continue to improve.
Cole Boehl
By
90,000 square-feet of Spoka
to
space
r
and Expo Cente
Fairgrounds
cycle riders who
Canadian
dealers
spoke
with NRR noted the
“Recent tire sales also reflect this trend, as well as
northwest motor
Inland
with.
work
sts and
all watch the weather foreca
t weather didn’t hurt. By
Decen
Canadian
economy
felt
the severe jolts their
another ridingnever
data confirming that owners are putting more miles
look for other signs that
cted
here.
condu
season is
the show was beginning
southern
counterparts experienced
in 2007, on their motorcycles. The MIC’s Motorcycle Tire
Nesting robins,
hatches,
at the Spokane
insectthey’re
of space
so
not having to climb
out
of
as
deep
a
hole.
Sales Report shows that replacement tire purchases,
saw
It
r.
Cente
ntion
daffodils blooming
Conve
ea
and days with sales have been steadily
attendance at 5,000, despit
Instead
among eight
temperatures
reaching into the and they say they expect
improving
leading
this
behind
outfit
the
60s – maybe even
is
Inc.
“The interest in motorcycling is
e
70s! – are
that
toreliabl
continue.
brands, rose
your
Hey little Harley Dude,
is the pivot at Del
indicators, just
Cody
Glass
n
Camero
g.
comin
time is
ny has been
the annual Calif.-based
as isIrvine,
MIC Creek. The compaiast
Wash.
9.6 percent
Photography, Spokane,
shows
healthier
than
ever.
That’s
good
news
enthus
cing
arrival of the
produ
with a January
Northwest
isInland
a U.S.
non-profit
business
in 2011.
for 24 years, beginning
Wash.
ne,
Spoka
in
today.
Motorcycle Show
RV show that continues
March
on, the
Page 3our industry over the long term
association
motorsports
dealers.
In its ninth iteratiof
“We’re
See Inland Show,
for
Show was just
d a new apex: 11,000
Northwest Motorcycle
reache
Inland
show
the
in
9-11
entry
e, Wash.
Enough bling for ya? This
n Glass Photography, Spokan
In a March 15 news release, the
seeing strong
and chrome livery. Camero
dazzling in its red, white
and this bodes well for retailers”
council said 2011 motorcycle sales
indications
the long
news for our industry over
across
the
dozen-brand
spectrum
good
that
That’s
ever.
to
rs,” he concluded.
retaile
uncertainty is leading us
for
mic
well
econo
l
bodes
this
overal
,
term and
people
are seen in a generally
sales in 2012.” just 0.3 percent.
riders are
Regionally, potential sales
By Cole Boehler
predict we’ll have fewer were up
MIC
the
e,
releas
the
However, Buche said in
brighter light.
and
Industry Council
t of sales
amoun
MIC
President
Tim Buche said, “While our market continuing to maintain their current motorcycles or
Even though the Motorcycle
forecast assumes the same
of manufacturers and
t declines for new U.S.
part
modes
the
on
ting
predic
efforts
is
ting
(MIC)
marke
Desert Harleyse sales
, High
ce and increa
Northern Rocky Mountains
stayed
essentially
flatie Rodr
last iguez
year,
unemployment
upgrading ones they bought used, and we’ve recorded
Jam
motorcycle sales in 2012,
distributors. They can influen
es,
optimistic, though
ses, through price chang
, Meridian, Idaho uez, General
dealers appear to be more
through production increa
Davidson
captivestagnant
numbers
incomes
are
making consumers an increasing number of miles being ridden on
depending upon brand
l promotions andand
Jamie Rodrig
guardedly so in some cases,
NR Rider first talked to
and things such as specia
MIC said.
Sales Manager for High
line-ups.
financing programs, the more new
son inwith low
bike sales about large purchases.
Even
American roads over the past decade,” Buche said.
e cautious
s who spoke with
Desert Harley David
Harley-Davidson dealer
The release continued, “Whil
year, there was positive
in mid-April reported strong
ed virtually flat last
remain
of
r
ing
were for many
quarte
interest
rates
making
this
a
great
time
Spend
2011buy
“The interest in motorcycling is healthier than
and the first
sales into
s of the industry.
He said
sales improvements in 2011
with news within other aspect
iggest ever
b
w
o
Sh
t
es
w
h
rt
o
N
d
n
Inla
ever. That’s good news for our industry over the long
term and this bodes well for retailers,” he concluded.
Regionally, potential sales are seen in a generally
brighter light.
Rodriguez, High Desert Harley-Davidson,
Feel free to contact the Jamie
editor
with your
Meridian, Idaho
NR Rider first talked to Jamie Rodriguez, General
suggestions or contributions.
Sales Manager for High Desert Harley Davidson in
We’re seeking:
He said sales in 2011 were
gangbusters and that he has
seen a great start to 2012 and
finish.
new bikes in 2011 topped
2010 by 35 percent.
Jamie Rodriquez
about the same,” he said,
adding that the used bike
category has also been seeing improvement. “Overall
sales are better. We’re up 60 percent the last two
years.”
Apparently this is one of the top Harley stores in
the U.S. Rodrigues said it ranks 20th in the nation for
new bike sales and 11th in used sales. High Desert
HD is number two in sales in the western region.
“A lot of dealers aren’t looking at the new
horizons. We do things differently,” Rodriquez said.
“Harley comes to us and asks us what we’re doing.
We focus on volume and sales,” he said, although that
doesn’t translate to price cutting. “We’re an eventdriven business and that contributes greatly to our
success.”
• Your reviews and pictures of your favorite routes
• Profiles and pics on dedicated and expert riders
• Illustrated articles on widely various subjects related to
riding in the Northern Rockies
• News and pics of new products of value to riders
n
cle sales outpacing natio
cy
or
ot
m
ies
ck
Ro
n
er
North
has
expecting to finish 2012
s has been rising since
gangbusters and that he
2012 and said they were
on maintenance and repair
and
the market for consumers
seen a great start to 2012
April 2010, suggesting that
also reported
owned, or
care of bikes they’ve long
Dealers in European brands
taking
,
sed,
Change
service
requested:
tations
purcha
positive expec
finish.
they’ve recently
bikes
used
ving
relatively strong sales and
impro
dealers had the weakest
ve.
whereas the Asian brand
could continue to impro
as well as
topped
trend,
2011
in
this
bikes
reflect
new
also
ks.
sales and outloo
“Recent tire sales
with NRR noted the
s are putting more miles
2010 by 35 percent.
Jamie Rodriquez
Canadian dealers who spoke
data confirming that owner
felt the severe jolts their
MIC’s Motorcycle Tire
Canadian economy never
on their motorcycles. The
enced beginning in 2007,
ement tire purchases,
experi
replac
adding that the used bike
that
rparts
said,
he
”
shows
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same,
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about the
among eight
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improvement. “Overall
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so they’re not
category has also
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Instead sales have been
sales are better. We’re up
ling is
brands, rose
they expect
“The interest in motorcyc
”
improving and they say
years.
t
9.6 percen
the top Harley stores in
’s good news
that to continue.
Apparently this is one of
for
healthier than ever. That
in 2011.
it ranks 20th in the nation
Irvine, Calif.-based MIC
long term and
the U.S. Rodrigues said
“We’re
High Desert
ss
for our industry over the
sales and 11th in used sales.
is a U.S. non-profit busine
bike
new
strong
.
lers”
seeing
dealers.
in sales in the western region
two
this bodes well for retai
r
numbe
association of motorsports
is
HD
g at the new
e, the
– Tim Buche of MIC indications
In a March 15 news releas
“A lot of dealers aren’t lookin Rodriquez said.
that
cycle sales
ntly,”
council said 2011 motor
horizons. We do things differe
riders are
um
what we’re doing.
y comes to us and asks us
across the dozen-brand spectr
“Harle
or
gh that
cycles
current motor
and sales,” he said, althou
were up just 0.3 percent.
continuing to maintain their
ed We focus on volume
said, “While our market
. “We’re an eventt used, and we’ve record
cutting
bough
price
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to
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MIC President Tim Buche
transla
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upgrad
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See Motorcycle Sales, Page
numbers and stagnant incom
American roads over the
g is healthier than
purchases. Even with low
more cautious about large
“The interest in motorcyclin
a great time to buy for many
River
Joe
interest rates making this
St.
Woman riders
Butte, MT 59701
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May 2012
Soft spoken ‘wild man’ puts
life experiences to good use
Meet Rick ‘Fly’ Brod
By Cole Boehler
“You meet the nicest people on a
Harley.”
Well, that famous ad slogan
originally applied to another brand
back in the 1960s, but those who ride
know it could describe the riders of any
and all brands.
We met one such self-described
“old biker” in April. He’d contacted
Northern Rockies Rider to see if we’d
list his cancer fund raiser motorcycle
poker run in our coming edition (of
course we would).
The soft-spoken personality of
the gentleman on the other end of the
line was certainly a contrast to the
the years gradually restored it more
toward original and even upgraded
some systems such as adding disk
brakes.
“I rode that around the country
several times,” he says. “Rebuilt it a
couple of times, too. Had it stroked.
“I had that bike for 33 years,” Fly
continues in his quiet voice.
We felt a story of regret coming, so
popped the question: Do you wish you
hadn’t sold it?
“Well, sometimes ... until I get on
the new one (2005 Softail Deluxe).
There’s just no comparison!”
He barely missed the Viet Nam draft
as it was winding down, but confesses
he and the military would have been a
Last year the Cancer Fun Run raised $17,000 and has raised over $100,000 in 16
years.
Hollywood “hard-core” image of the
rough and tough and gruff “biker.”
“First,” Rick Brod told us, “no one
will know who you are talking about if
you refer to me as ‘Rick.’ I go by ‘Fly’
and that’s how everyone knows me.”
Fair enough, Fly.
It turns out Fly Brod leads a fairly
simple life, content to earn a wage
that provides a comfortable home
and groceries on the table ... Oh, and
enough money to keep fuel in the tank
of his current main ride and to allow
him to continue the re-restoration of his
‘53 Harley-Davidson “Panhead.”
The Cody, Wyo., resident grew up
north of Chicago and claims to have
raised a little hell as a youth. He’s 58
and graduated high school in 1971.
Right after graduation, he got hold
of his first motorcycle, a Honda CB
450 twin which was quite quick in
its day. Of course, in the spirit of the
times, he chopped it right away – “just
to be cool.”
But he knew he needed a Harley
to be part of the authentic American
biker scene, so quickly let the Honda
go a year later in favor of a 1968 FLH
“Shovelhead.”
That one he chopped, too, then over
mismatch anyway.
“I was too wild for the military,”
he says. “I was running with bikers,
raising hell ... the way it used to be.
“But my wild days are behind me. I
had some good times that taught me a
lot.”
His wanderings took him to Florida
for awhile but his wild ways were
catching up to him.
“I needed to get out of there, go
where things were a lot calmer,” he
recollects.
He met up with a couple of his
brothers who also rode and they made
a two-month sojourn that took them the
long way to Wyoming, via Maine. One
brother was living in Cody and that’s
where Fly wound up.
The urban-to-rural transition was an
easy – and welcome – one for this biker
intent on mellowing out.
He says, “I settled down but still
always rode.”
“Cody is much more laid back and
relaxed,” he says. “The people here are
very friendly. This is home.”
Besides, he continues, “There’s no
better riding than here in Wyoming.
We’ve got the Beartooth (Highway),
the Big Horns (Mountains)...”
Three years
ago Fly rode to
Deals Gap at
the border of
Tennessee and
North Carolina
just to ride the
legendary “Tail
of the Dragon”
with its 318
curves in 11
miles. Sounds ‘Fly’ Brod: ‘Just an old biker, just me.’
like a man
filling his bucket list.
says he feels lucky to have landed a
“I just wanted to ride it,” he says.
position as a custodian for the county,
“The riding here in Wyoming is better.” though the nighttime work shift doesn’t
When he got to Cody, he found
agree with him.
work as a “master blaster” at a local
“It’s brutal for an old guy. I worked
gypsum mine. He was the guy who
days all my life. But I can’t complain,”
drilled the holes, stuffed them with
he says. “I’ve got a job.”
dynamite, then set off the blast. He says
What Fly doesn’t have anymore is
since he still has all of his hands and
his wife of 12 years, Laurie. Cancer
feet, he must have done his job well
took her away 15 years ago. Shortly
enough.
after, Fly started his annual Cancer Fun
But he’s always been a woodworker, Run which has raised over $100,000
too, and after the blasting job worked
used toward helping cancer victims
16 years building “high-end” custom
with expenses related to their illness.
furniture for the moneyed class moving Last year’s total was $17,000, and “all
into Cody.
of the money is put to use right here in
“But the bottom fell out of that
the community,” Fly says.
market” when housing crashed in 2008
“It sure wasn’t easy” going through
and he found himself without a job. He
See Rick ‘Fly’ Brod, Page 11
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May 2012
Rick ‘Fly’ Brod
from page 10
Laurie’s illness with her, Fly says. All
the doctor visits, the chemo... “She
wasn’t supposed to die. They said she
had a good chance – 60 percent – of
beating it. It just didn’t work. My life
changed again. I went from being a big
family man to ... nothing.”
Plenty of folks would evidently
disagree with that humble selfassessment.
“We get fed at three stops (along
the run) and have free pizza at the end.
That’s when we have a live auction.
Last year we had a very fine original
drawing of a ‘40 Knuckle that went for
$2,200!
“I tell people I organize this like a
poker run I’d like to go on.”
So far the poker run has been
relatively mishap free: one incident
with a blown tire and one other time
a stop sign was missed resulting in an
accident; “never any liquor problems,”
says Fly.
On top of the world on Wyoming’s epic Beartooth Highway.
So what’s in store for this “old
biker” who’s been riding 41 years and
has been a member of ABATE and the
Motorcycle Riders Foundation since
1983?; this “hard-core” who admits
he once took a vacation in a car “and
hated it”?
“Well, I’m planning a trip to the
Oregon coast around the Fourth of
July, head down to the California
redwoods.”
What other activities interest Fly?
“I do a lot of stained glass work.
‘Fly’ and his ride in southern Montana.
“I felt I had to do something” to
pay back all the help the community
provided during Laurie’s struggle, Fly
says.
The Cody Cancer Support Group
needed help raising funds. “I thought I
could do better than selling candy bars”
to raise money, he says with a chuckle.
“So I put together the first Cancer
Fun Run 16 years ago. I thought I’d do
it one time. Now we’re getting ready
for our 16th annual. It gets bigger every
year.
“Last year we had 274 bikes and
368 people participate,” he says, his
voice indicating rising enthusiasm for
this subject.
“I head it up but work with my
group of a dozen or so volunteers.
The communities around here love the
event. They are very supportive, very
generous.
“We have no major sponsors, just
local businesses who donate money and
door prizes. They are happy to help. We
have a lot of stuff we give away free,
but some nice prizes, too, like a DVD
player, barbecue grill, and this year a
42-inch TV still in the box.
“We hope you never have to use it”
I used to hunt and fish a lot, but I’m
getting old and things change. I’m redoing my ‘53 Panhead again.
“These days I just like to ride my
bikes, work on them ... and try to
survive, just like everybody else. I’m
trying to have a good time, enjoy my
good friends, ride my motorcycle.
“It doesn’t matter what you ride;
just get out and ride!
“Riding is not a hobby with me. It’s
a way of life. I’m just an old biker, just
me.”
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Rescuer Safe actions. These actions need to be learned,
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actions can save lives, decrease pain and suffering, and help
speed an injured rider’s recovery.
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May 2012
A first aid kit for your motorcycle
Do you bring a first aid kit with you when you
might need in an emergency, you can go to your local
go for a
Home Depot or Lowe’s hardware store and
ride on your
get a couple of free wooden paint stirrers to
motorcycle?
use for an emergency splint.
If not, what
I got my kit at the Red Cross on-line
Roger Caron
do you do
store at <http://www.redcrossstore.org>. It
Guest Column
when you have
is item #329165.
or encounter an
This Red Cross first aid kit contains
accident where
essential supplies to treat cuts, scrapes,
someone,
pain, swelling, and more. All 73 pieces of
maybe you,
this kit are latex-free and are packaged
needs emergency first aid?
in a soft pack with clear pocket
It is always a good idea
organization for quick access and use.
to have a kit with you when
It is relatively small and light,
you ride.
considering the comprehensive
There are a plethora of
contents. It is 9 inches tall, 7.5 inches
prepackaged first aid kits
wide, 2.5 inches thick and weighs .88
at your local drug stores
pounds.
and auto parts dealers. The
This kit is perfect for the home or
internet has a wide variety
on-the-go. Consider one
Interior of the first aid kit.
of kits available in a variety
for your car or truck also. of price ranges.
Safe riding and let’s
It is also possible to put your own kit together by
hope you never need it!
shopping at a discount store or your local drug store.
A prepackaged kit is nice as it comes with a case
Roger Caron currently
to store all the needed items and is quite well thought
rides a Gold Wing and has
out. The one I have (shown) sells for under $17 and
been riding for 46 years.
seems to contain most items you might need for
He is a regular contributor
roadside emergency first aid repair.
to his local Gold Wing
There is, however, one missing item that you
Road Riders Association
should have with you and that is a splint.
Kit exterior: 9 x 7.5 x 2.5 newsletter.
While it is impossible to carry everything you
inches.
It contains:
– 3 Triple antibiotic ointment packs, 0.5g each
– 4 Antiseptic cleansing wipes (sting free)
– 1 Hydrocortisone pack, 0.9g
– 2 Hand sanitizer packs, 0.9g each
– 2 Chewable aspirin tablets, 81 mg each
– 20 Plastic adhesive bandages, 3/4” x 3”
– 10 Plastic adhesive bandages, 1” x 3”
– 2 Elbow and knee plastic bandages, 2” x 4”
– 5 Junior plastic bandages, 3/8” x 1-1/2”
– 1 Knuckle fabric bandage
– 1 Fingertip fabric bandage
– 3 Patch bandages, 1-1/2” x 1-1/2”
– 1 Instant cold compress
– 1 Triangular sling/bandage
– 1 Trauma pad, 5” x 9”
– 4 Gauze dressing pads, 3” x 3”
– 2 Gauze dressing pads, 4” x 4”
– 1 First aid tape roll, 3/4” x 5 yds
– 1 Gauze roll bandage, 3”
– 1 CPR one-way valve face shield, latex-free
– 1 Thermometer, one-time use
– 2 Latex-free exam-quality vinyl gloves
– 1 Scissors
– 1 Plastic tweezers
– 1 American Red Cross Emergency First Aid Guide
– 1 Zippered clear-pocket soft pack
Target fixation: the good, bad and ugly
By David Wendell
Motorcycle Safety Instructor
If you ride, you’ve probably heard
the term “target fixation,” and you may
have been told that it is a bad thing.
But that’s not necessarily true.
Target fixation was first documented
by the U.S. military shortly after
World War II. Flying the propellerdriven aircraft of the 1930s and 40s
involved a lot of skill, but generally
pilots could get themselves out of a
personally induced jam on their own
with relatively quick responses.
However, the advent of the jet
engine, and the subsequently higher
speeds of which those aircraft were
capable, brought some new issues
to light that hadn’t been much of a
problem before.
Hand-eye coordination was a
known phenomenon and exploited
in many types of physical training
prior to WWII. However, the newly
formed U.S. Air Force re-discovered
the importance of it when the higher
speeds of jet fighters were employed.
They discovered something that
most motorcyclists already know – that
the vehicle we’re attempting to control
has a tendency to go wherever we
happen to be looking. A quick glance
at something isn’t usually enough to
pull you off your chosen trajectory,
but a longer “stare” at something will
likely cause you to veer towards it.
This became a problem for jet pilots
when they came out of a cloud bank
and found themselves heading for a
mountain. If they couldn’t get their
eyes off the mountain, they generally
sent the aircraft straight into it.
Motorcycles and motorcyclists
react the same way. When we suddenly
find ourselves going faster than we’d
planned in the middle of a curve, and
possibly heading towards the edge of
the road, the natural tendency is to
stare at that road edge hoping that it
doesn’t get any closer.
Unfortunately, staring at it almost
always has the opposite effect of our
intention: we tend to move toward it,
and generally faster than we’d like to
believe. The outcome is almost always
one with negative consequences.
Most entry-level motorcycle safety
classes at least touch on the subject of
target fixation, and generally caution
us that target fixation is trouble, and
that we should not focus on the thing
we want to avoid, like the outside
edge of the curve, or the pothole that
we’d like to avoid hitting, or the slick
spot on the pavement that we can see
coming up.
The expert trainers tell us to “get
our eyes up” and looking ahead to
where we want to go.
Examples of this are taught in every
basic motorcycle class when turning
is introduced: look to the exit of the
curve, or at least as far through the
curve as you can see; as more of the
curve becomes visible, keep shifting
your eyes to the farthest point.
Why? Because the motorcycle will
generally go wherever you look due
to the effect of instinctive hand-eye
coordination.
Look at this from another
perspective, though. Aren’t we still
using a form of target fixation when
we follow the advice to “look through
the curve”? Aren’t we simply selecting
a more desirable target?
Instead of focusing on the thing(s)
we want to avoid, we’re simply
moving that focus to something
we want to hit – that perfect line
through the curve or the clear patch of
pavement around the pothole! These
are the sections of the road we want to
target with our tires.
Most advanced-level motorcycle
training utilizes some form of target
fixation, even if they don’t call it
that: track schools are constantly
hammering on looking to the next
curve before you even finish the one
you’re currently in; the Motorcycle
Safety Foundation’s Advanced
RiderCourse™ (ARC) includes an
exercise that teaches swerving in the
middle of a curve; the instructors (or
RiderCoaches, depending on what
state you live in) continually stress the
value of looking far enough ahead to
plan for that upcoming swerve – all
forms of good “target fixation.”
Another exercise in the ARC
involves decreasing radius curves.
One of the key evaluation points for
the instructors to look for and coach is
that the student is constantly looking
ahead to the next gate. Every level of
MOST Concepts’ On-Street Course™
focuses on looking far ahead in order
to properly set up for what you’re
approaching and to be ready to respond
to a hazard if necessary. Again, more
of the good kind of target fixation.
In fact, Level II of the On-Street
Course (MORE Advanced™) is all
about looking far enough ahead to read
the “signs” that will tell you where
the road is likely to go by looking at
features like the terrain and power
David Wendell of Pacific
NorthWest Motorcycle Safety, Inc.
lines.
Target fixation can be a good
thing if used correctly – with careful
consideration of what targets you pick
out.
Target fixation is clearly a bad thing
if you focus too long on whatever it is
you’re trying to avoid.
Target fixation can be a downright
ugly thing if you simply can’t stop
staring at whatever it is you don’t want
to ride into.
Getting your eyes up and looking
for the right targets can and will save
your life.
Dave Wendel has been a motorcycle
safety instructor for 25 years and
currently owns Pacific NorthWest
Motorcycle Safety, Inc. out of
Poulsbo, Wash. He can be contacted
at 360-779-6378, or go to <www.
pnwmotorcyclesafety.com>.
May 2012
PRODUCT REVIEW
Joe Rocket Ballistic:
Durable and warm but
colors fade and run
By Cole Boehler
this “feature-creep”
to often be less than
Practical? Parsimonious? Frugal?
desirable. I don’t want
Cheap?
to endlessly fiddle.
Whatever, I was taught to stretch
This jacket has
a dollar. So I often search for and
plenty of features, but
purchase like-new used apparel and
not too many. It has two
accessories. I can usually get topexterior hand pockets
quality goodies this way for 40-50
and two breast pockets,
cents on the dollar.
all closed with zippers
I bought my Joe Rocket Ballistic
under fabric hook-andjacket used in 2003. It had just one
loop weather flaps.
season on it and was in perfect
There is one interior
condition. I paid $100 and believe, at
breast pocket. The coat
the time, these sold for about $180 new. has a double-zippered
The 10-year-old Joe Rocket Ballistic ain’t purty anymore (colors have faded and bled), but
Made in Korea, it has probably seen
front, with the interior
structurally it has held up very well. The design is fairly well thought out with the exception of the
80,000 to 90,000 miles of use over nine zipper then covered by (non) ventilation system.
years.
a fabric storm flap.
There are hook-and-loop-sealed
I’m glad I cannot comment on its
The jacket has evolved substantially
There is doubleflaps at the bicep which, upon opening, effectiveness in a crash, but suspect it
over the decade. The Joe Rocket
snap closure across the bottom of the
reveal another zipper and a mesh fabric would protect well in all but the longest
models are designated by numbers with zipper and another at the neck. The
that is intended to allow air flow but
slides and most brutal impacts.
decimals points, so mine is probably
collar is a little stiff and can chafe the
It is highly functional with a couple
a 1.0 or 2.0. In 2005 Joe Rocket was
skin, especially after a close shave, but not bug or debris flow. Apparently a
user is supposed to fold the hook-andof relatively minor shortcomings.
marketing a Ballistic 4.0, whereas
is better than some that use hook-andThis one deserves credit for durability
currently the jackets are apparently in
loop material here which can make skin loop flap back on itself to maintain the
and warmth, a Bronx Cheer for colortheir eighth iteration, now designated
raw and damage helmet straps. There is opening. These are a struggle to work
and the intended air flow to the jacket
fastness and ventilation.
the 8.0.
no neck opening adjustment.
interior
is
minimal
to
zero.
Design and materials have been
It also has a very warm zip-out
There is another zippered and hookimproved so my 10-year-old doesn’t
quilted inside liner that is secured
Satisfaction rating
and-loop-sealed opening at the lower
much resemble the same model of
by loops and snaps at the end of the
backside of the jacket that must have
today, which has a manufacturer’s
sleeves. It has only been used once or
been conceived of as an exhaust vent.
suggested list price of $269-$289 but
twice as it is a little bulky, so stowage
Neither does it contribute to cooling.
probably carries a lower actual price in can be problematic. I also prefer to
The jacket simply does not breathe,
retail settings.
wear several lighter layers under the
which is fine in all but the warmest
My jacket has armor in the
coat to allow a gradual reduction (or
weather. Then I’ve taken to riding with
shoulders and elbows and padding in
increase) of insulation as weather
the jacket open in front; not wise at all.
the lower back. The exterior material
conditions and temps change.
The jacket is comfortable up to
is a heavy and apparently tough nylon
Sleeves at the inside of the elbows
about 80 degrees, then becomes a
weave. The outer shell is created of
have snapped elastic straps to take
virtual sauna. Granted, my usual
up the bunched
fabric and prevent touring rig has a large windshield that
cuts down on frontal windblast and
flapping in the
wind, and there are surely impedes cooling, but even with
the shield down, I can never get this
short adjustable
jacket to flow air. As a result, it needs
belts at the side
to be cleaned occasionally as a sweaty
of the waist to
funk will build up.
allow the wearer
It is advertised as waterproof but in
to get a close fit to
prevent wind from long, wet sessions, the bottoms of the
forearms have become soaked inside –
infiltrating. Cuffs
cold and uncomfortable. The rest of the
are snugged tight
garment seems to seal out water well.
with hook-andSoon after the jacket was exposed to
loop closures.
rain, I noticed black dye was bleeding
There is an
into the bright yellow fabric portions
interior zipper
and white highlights as well. The
across the lower
thing looks dingy and grubby, even
inside back with
after freshly laundered. I will always
which to attach
take function over form, but if you’re
compatible riding
narcissistic, you wouldn’t be seen in
pants. Both the
public wearing this. And the black is
jacket and my
Alpinestars leather also sun-fading toward dark maroon.
The coat, while a little bulky and
pants came with
fairly heavy, is not stiff so does not
both halves of
bind at the elbows and shoulders,
the zippers but
were of a different allowing free movement of your arms.
• Butte
• Great Falls • Big Timber
It conforms well to my torso and
design and gauge,
The only structural failure is a minor one: a seam in the elbow
• Dillon
• Hamilton
• Columbus
appendages
and
is
quite
comfortable.
so I replaced one
• Shelby
• Havre
• Conrad
armor pocket is coming unraveled.
All in all, the Joe Rocket Ballistic is
of them to make
holding up remarkably well with nary a
the jacket and
structural failure with the exception of
yellow and black panels so earns some
pants zippers compatible. However,
unraveling stitching at one elbow pad
points for visibility.
I’ve never actually zipped them
Helena
Miles City
pocket. Zippers still work easily and
Manufacturers, designers and
together.
the tangs are intact, while the hookmarketing types tend to equate “more”
That’s about it for features except
(US & CAN) 800.442.4667
and-loop closures are still fresh and
with “better” when it comes to product one that is critical, and this one is a
townhouseinnsofmontana.com
adhere like new.
features. However, I’m one that finds
failure: the ventilation system.
May 2012
TARGET YOUR CUSTOMERS!
gets results!
Rochelle Schultz at Motel 6 in Butte, MT did!
“My ad in Northern Rockies
Rider is paying for itself in my
first month of advertising! The fact
that my ad actually has bikes in
front of Motel 6 helps a lot! Some
businesses claim to be motorcycle
friendly, but my ad proves it! Dani
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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PRODUCT REVIEW
May 2012
Power Trip ‘Dakotas’ are
excellent in cold weather
By Cole Boehler
of rain.
There is a gel insert
in the palm which helps
damp out bar vibration
and keeps hand numbness
at bay. They have a
drum-dyed leather outer
but some of the leather
swatches have sun-faded
almost to Navy gray.
The “Dakota” gloves
feature an ample gauntlet
that slips easily over
jacket cuffs, then is
I purchased a pair of Power Trip “Dakota” gloves
in 2004 and am still wearing them today. I believe
I paid $59 and see they are now advertised on the
Internet for as low as $62.99. They are available in
SM-3XL.
They have been an excellent value.
They are my “cold weather” glove and are the
heaviest I own. I wore them one morning on a 125mile trip to a meeting when the temperature was 24F
degrees. And yes, by the time I arrived, my fingers
were cold, but then so were my toes! The mid-layer
of Thermolite insulation works as well as I expected
for the price point.
We rarely ride when
it’s that cold, so I still
rely on these for cold
mornings, days and
evenings. In 2012 we left
for our first ride of the
The Power Trip ‘Dakota’ cold-weather gloves are holding up well and represent an
season in early March
excellent value.
with the temperature
pegged at 36F. Even
though I added hand
secured with a flap and
without bunching up of material in the palm.
guards to my touring bike
quality hook-and-loop
The polyester lining in soft and comfortable and
last year, and they make
material that is still fresh
stays in place when the hand is withdrawn.
a difference, my hands
and sticky, creating a nice
I need to wear an XXL glove because my palms
didn’t even get chilled.
seal against cold wind.
are quite large, but my German peasant fingers
Without hand guards
Additionally, a small
are more like stubby but plump sausage links. So
or heated grips, these are
hook-and-loop-secured
sometimes gloves that fit my hands do not fit my
probably adequate for 40
adjustment strap across
fingers. However, the Power Trip “Dakotas” fit like
degrees and up. Using
the back of the wrist
they were made for me with just the right dimensions,
silk glove liners would
would keep these gloves
if just a little loose overall, which is fine because I
probably make them
in place in a get-off.
may use silk liners on the very coldest mornings.
good for 30 degrees. I
There is a two-inch
These are made in made in China, so one wouldn’t
The extra layer of fabric on the index fingers frayed
find them too warm when and has now worn through.
rain wiper “squeegee” on
necessarily expect durability. Yet all the stitching
ambient temps exceed
each thumb that actually
– and it is abundant – has held up almost perfectly.
75F.
works well to clear a face shield after the rain stops.
Only one small separation has occurred, and that is at
The “Dakotas” feature a waterproof Dry Tech liner
An extra layer of suede-like leather is sewn to the
the edge of the gauntlet where the lining is stitched
which has lived up to its claim: the gloves have yet to outside of the index fingers, presumably for extra
in. It happens that this is precisely where the glove is
leak ... and they’ve been thoroughly soaked in hours
durability where the gloves rub the grip ends and
repeatedly grasped to tug it on. The separating seam
control pods, or for use in wiping water
in not structurally significant.
away like a chamois. The same material
Happily I cannot tell the reader how these hold
also covers the palm and the high-wear area up to pavement abrasion, or gravel or dirt, for that
of the upper palm just below the fingers.
matter.
On my left glove, more so that the
While the Power Trip Dakotas are not the ultimate
right, that soft material along the index
cold weather glove, they are warm enough for most
finger began to get “furry” and frayed from
sane riders; otherwise, go to electric.
friction, and now has worn completely
For the price, these are exceptionally durable,
through, exposing the leather underneath.
comfortable and functional. And they are good
No biggy.
looking enough, though conservatively styled.
There is an articulated band across the
The “Dakotas” have protected my hands over
knuckles that enhances flexing in this area
probably 50,000 miles of cool-weather riding and
that, on other such unenhanced gloves, is
are one of the best values I’ve found in my entire
often too tight. All of the second knuckles
assortment of riding gear.
are also covered with stitched slots to allow
They may outlast me. If not, I’d spring for another
for more articulating flex.
pair in a second.
Given the top of the gloves are designed
to stretch and flex, the palms can be made
Satisfaction rating
smaller, shorter and tighter, giving the
gloves an almost “pre-formed” fit that
Just one inconsequential seam separation has occurred where
accommodates wrapping around a hand grip
the liner is stitched to the gauntlet.
FREE
Take one home!
com (not yet live)
ider.
www.NorthernRockiesR
g Authority”
ern Rocky Mountain Ridin
“Your North
ental Communications
m@qwestoffice.net •
Publication • contco
406-498-3250
cycle Show
Inland Northwest Motor
Volume 1, Number 2
• May, 2012 • A Contin
s, and
attendees, over 100 vendor
e Country
90,000 square-feet of Spokan
space to
Fairgrounds and Expo Center
riders
ycle
motorc
Inland northwest
with.
work
and
ts
all watch the weather forecas
weather didn’t hurt. By
Decent
riding
another
look for other signs that
season is here.
Nesting robins,
insect hatches,
daffodils blooming
a
and days with
attendance at 5,000, despite
temperatures
reaching into the
this
even
behind
maybe
outfit
–
the
60s
Inc. is
your
Hey little Harley Dude,
at Del
indicators, just
Glass Cody is the pivot
time is coming. Cameron
been
as is the annual
Wash.
Creek. The company has
Photography, Spokane,
arrival of the
a January
Inland Northwest
24 years, beginning with
for
Wash.
e,
Spokan
today.
Motorcycle Show in
RV show that continues
March
3
In its ninth iteration, the
See Inland Show, Page
just
11,000
est Motorcycle Show was
show reached a new apex:
entry in the Inland Northw
aphy, Spokane, Wash.
Enough bling for ya? This
livery. Cameron Glass Photogr
chrome
and
white
red,
its
in
dazzling
By Cole Boehler
Don’t Miss a Single Issue...
Subscribe Today!
If you would like direct home mail delivery, send your name, mailing address, telephone number, e-mail address and
$20 to Northern Rockies Rider, 914 Holmes Ave., Butte, MT 59701, or contact us at <nrrider2@gmail.com>
cycle
Northern Rockies motor
sales outpacing nation
s leading us to
ever. That’s good news for
our industry over the long
he concluded.
Route REVIEW
May 2012
Idaho’s St. Joe River Road Scenic Byway
Technical, twisty, remote and stunningly beautiful
By Cole Boehler
smoothly graded and amply
graveled. Curves are numerous
but they are broad, constantradius and easy to negotiate.
The only time the gravel
segment was problematic for
us was when we rode it right
after it had been graded. The
top inch or three was loose and
the front tire tended to slew and
hunt. You know it isn’t going
to get away but, dammit, it
feels like it and your reflexes
demand that you react. That
time I needed a break at the
border where the pavement
begins to relax my cramping
arms.
Gravel, schmavel: whatever...
The paved 89 miles from the
summit and border down to St.
Maries makes every bit of the
Montana discomfort, dust and,
yes, rock chips, clearly worth
it.
Much of the St. Joe route is through enclosed canyons and rugged terrain.
To make this run from the
A serious fisherman seldom reveals
his hot trout hole, and elk hunters won’t
discuss that particular drainage where
they find the big bulls every fall. If they
did, those spots would soon be fished
and hunted out. Maybe access would
be lost.
So it’s almost with a sense of
reluctance that we publicize this
absolute gem of a motorcycle road.
However, we doubt that double or
triple the number of bikes here – unless
the accident rate makes a steep climb
and attracts patrols – would do much to
diminish the quality of this resource.
When riding the Northern Rockies,
we invariably seek out roads with
maximum turns and scenery and
minimum traffic. Scoring those criteria
on a one-to-ten scale, this honey is a
9.5.
We’ve run the Idaho Panhandle’s
St. Joe River Road Scenic Byway
numerous times from both east and
west. From our home base in Butte,
Mont., the one minor downside is
you have to run 183 miles of I-90
– or the many adjacent two-lane
alternatives – to get to the east end of
the byway.
St. Regis, Mont., lies 63 miles
west of Missoula and sits along the
Interstate. This is our usual jumpoff when heading west. St. Maries,
Idaho, is the logical west-end
terminus of this extraordinary 105
miles of riding joy.
Given its incredible attributes, twowheeled traffic is remarkably light.
We suspect that is because the east
end, from the Bitterroot Mountains
summit at the Idaho-Montana line
to St. Regis, is almost 14 miles of
gravel. Some can’t stand a little dust
while others would never risk the
increased chance of a rock chip.
I’ll say, though, the Montana gravel
is exceptionally well maintained,
The roadway is all about curves, from switchbacks to good sweepers.
There’s 14 miles of “good” gravel on east end of the route in Montana.
east, get off I-90 at St. Regis,
proceed to the traffic light
and take a left. You’re headed
northwest on the Old Mullan
Road. Continue maybe a mile
and be looking to your left,
west, for Little Joe Road. The
first couple of miles are paved,
then the gravel begins.
The Bitterroot Mountains
pass 14 miles later is around
6,000 feet so you’ll find snow
up here in May or September. It
isn’t plowed during the winter.
We used to be able to get
through in late April or early
May. We tried that in 2010 and
were told the county hadn’t the
money in its road fund to plow
it open. Apparently it was left
to melt itself out. You might
check before you plan this trip.
As you roll down from the
summit you’ll drop into a fairly
tight and steep canyon and see
Gold Creek, a St. Joe tributary.
You don’t actually start running along
the St. Joe until eight or 10 miles
later. The creek, then river, have been
carving that canyon for several millions
of years and the river and roadway run
in erratic tandem along the bottom.
The top section, say the first 15 Idaho
miles, is quite technical. It is all turns
descending a steep grade. Curves are
sometimes unmarked and can surprise
you with their small radius. Many
should be taken at 25 miles per hour,
maybe less, depending upon skills,
equipment and tires.
There are just a few bona fide
180-degree switchbacks but there
are dozens that I would describe as
“hairpin.” Most are banked and banked
properly, but don’t necessarily count
on it.
The paving is fairly crude asphalt
with a bumpy, choppy surface, the
result of repairs and patches over the
years. Subsurface faults will loft you
or bottom your suspension, often in the
middle of a tight turn. While two cars
can meet and slip past each other, there
isn’t much room to spare. Shoulders?
Nah...
Often the grade runs well above the
river, cut into the canyon flank, leaving
a steep drop to one side and a rock face
or scree slope to the other.
If run with zest, the top dozen or 15
miles can be a lot of work, especially if
doing it downhill and especially doing
it on a heavy bike; “work” like extreme
whitewater rafting is “work.”
You’ll be scrubbing off a lot of
speed at the turn entries and the front
suspension will be substantially
compressed, reducing front end
compliance. You’ll need to stay very
focused, even while the stunning
timbered scenery tends to distract.
My brother and I strafed this
downhill a few years ago. He was in
the lead and got burned in a hard righthand turn marked at 25 mph, I recall.
There was a jersey wall on the outside
See St. Joe, Page 17
May 2012
St. Joe
from page 16
of the turn, a mountain face on the
inside.
I saw his brake light come on ... and
stay on. His bike stood up, he crossed
the line, then the oncoming lane and
was headed for the concrete barrier,
nearing a skid.
He got it slowed and turned a couple
of feet short of impact.
In retrospect, when he believed he
burst of pink mist.
Up on the flank of the pass, traffic
will be very thin, a few sportsmen or
hikers. Further down the watercourse,
you’ll begin to encounter the
occasional fisherman, their rigs
parked in one of numerous turnouts.
I understand the St. Joe fishes well
with good populations of several trout
species.
The further you descend down
river, the more recreationists you’ll
encounter. Still, they’re never much
of a factor or impediment to your
Events
Calendar
USA National
• June 9-17 - 89th Annual Laconia Motorcycle Week, Laconia, N.H.
www.laconiamcweek.com/
• Aug. 6-12 - 72nd Annual Sturgis Motor Classic, Sturgis, So. Dak.
www.sturgismotorcyclerally.com/
Alberta
• Aug.17-19 - Alberta Motorcycle Rally for Women, Drumheller.
Karen Hamerton, desert_dolls@hotmail.com
British Columbia
• July 13-14 - 2nd Annual Monster Run endurance run.
www.quesnelbiker.com/monsterrun
• Aug. 11-12 - Cumberland Motorcycle Roundup.
www.cumberlandmotorcycleroundup.com
Idaho
At the Bitterroot Mountains summit and the Montana-Idaho border,
pavement changes to gravel. Expect snow here until well into May.
had too much speed and grabbed all
his brakes, I believe he fixated on the
jersey barrier and that’s why he headed
for it; you know, “you go where you
look.”
No kidding! I had fixated on his tail
light and nearly followed him into
the concrete! I got my 650-pound ST
turned when almost two feet over the
center stripe. We cooled our jets ... just
a little, after that.
After 20 minutes of this intensity,
I’d recommend a break to rest, hydrate
and let the adrenalin dissipate. I love
running a long set of good turns, but
there comes a time when you’ve had
enough of that extreme concentration
and laser focus. It’s exhausting!
Once things begin to flatten out,
the roadway improves, too. Corners
exhibit a little more radius, the asphalt
is a little wider, but the curves keep on
coming, one after another, though less
brake is required in dealing with them.
Most of these can be run at 35 to 45
mph, maybe even a little faster. Here,
too, a pilot can begin to take in more of
the splendid river scenery.
We also like to take a break at tiny
and historic Avery, a former Milwaukee
Railroad whistle-stop about 35 miles
below the pass. There is lodging and
a small store that can provide cold
drinks. Further along is Big Eddy, a
funky resort with rooms, a full bar with
Kokanee on draught and a restaurant.
One day while enjoying a cold
beverage there, we heard the highpitched yowl of three Japanese fourcylinder sport bikes at full throttle
pulling maybe 13 or 14,000 RPMs and
doing at least a buck-ten. As the squids
screamed past, several of the locals –
they looked to be loggers – shook their
heads in disbelief and dismay.
“Don’t them boys know there’s deer
on that road?” one of them asked.
Yes, I thought, it would just be a brief
fun. Mid-week traffic will be lightest;
Friday evening, early Saturday
morning and Sunday evening will have
the heaviest traffic. Some will be big
camping and boating rigs. Most of
the public campgrounds are along the
lower stretches.
Weekdays the log trucks begin
running at daybreak and go until dark.
Watch for them!
If you like exhilarating sport riding,
the higher you go, the better it gets.
If you want to lope lazily along, the
bottom stretch as you proceed toward
St. Maries will suit you better.
The terrain gradually opens up and
flattens out past Big Eddy. The valley
floor gets swampy in areas so expect
moose. You’ll also see where the river
frontage has been sold off and is lined
with camp trailers during the summer.
Closer to St. Maries the permanent
residences are found. Still, the traffic
remains light, except for pokey school
buses on weekday mornings and
afternoons.
To access this awesome specimen
of superb motorcycle riding from St.
Maries, proceed north out of town on
Hwy. 3 and cross the river. Be looking
for the St. Joe River Road to your right
in about a half mile.
If you are short on experience, or
your companions are, set a leisurely
pace. Continue to dial it back as you
leave civilization behind and begin to
gain altitude. The riding will become
increasingly demanding until you hit
the Montana border. Then it’s an easy
cruise on good gravel down to St.
Regis and I-90.
I’ve probably ridden this route a
half-dozen times. I hope to be able
to ride long enough to do it at least a
dozen more. It’s one of those that you
annually put on your summer riding
calendar and anticipate with relish.
Give it a try. You’ll be back!
• June 9 - Biker Rodeo +, Council. American Legion Riders Post 72,
councilbikerrodeo@gmail.com
• July 20-22 - Hawg Wallow Biker Bash, Warm Lake.
info@cycleaddictionidaho.com
• July 26 - Cruisers Annual Mini-Sturgis, Post Falls. Larry Herberholtz,
509-998-5489, lherberholz@roadrunner.com, cruisersstateline.com
• Aug. 9-11 - Idaho State H.O.G. Rally, Meridian. Scott Beale, 208-250-1198,
idstatehogrally@gmail.com
Montana
• May 19 - Serious Motorcycle Enthusiasts Group (S.M.E.G.)
Motorcycle Show, Flathead Co. Fairgrounds, Kalispell. Steve Kelly,
smeg406@yahoo.com
• July 20-22 - Beartooth Rally, Red Lodge. Bonedaddy’s, 1-888-827-2663
• July 26-28 - Evel Knievel Days, Uptown Butte. Chad Harrington,
chad6066@yahoo.com
• July 26-29 - Montana State H.O.G. Rally, Butte. 406-544-3027
• Aug. 1-5 - Testy Festy, Rock Creek I-90 Exit 126 east of Missoula.
Matthias Powers, matthiaspowers@yahoo.com
• Aug. 13-16 - International Assn. of Fire Fighters (IAFF) Motorcycle Group
6th Annual National Motorcycle Rally, Butte. Rick Ryan,
rynoff@bresnan.net, 406-498-5842
• Aug. 16-19 - Beartooth Beemers Rendezvous, Red Lodge.
Bob and Anne Clement, bnaclement@aol.com
• Aug. 24-25 - Motorcycles and Miracles, Jim’s Bar, Butte. Tammy Shannon,
406-491-5176 or Dick McLeod, 490-2234
• Aug. 24-25 - Glocca Morra-sponsored rally, poker run, pig roast,
bike rodeo, etc., Sweetgrass. Danny Campanian, 406-335-2850,
ussurplus@northerntel.net
Washington
• May 17-20 - Chelan Sidecar Rally, Chelan. info@chelanrally.com
• May 25-27 - Touchet River Outdoor Roundup, Waitsburg.
headpig@snafubar.com
• July 26-29 - Sun & Surf Run, Ocean Shores. 208-250-1198
• Aug. 23-25 - Washington State H.O.G. Rally, Okanogan. Vincent Danner,
travelweary@excite.com
• Dec. 16-18 - Progressive International Motorcycle Show, Washington State
Convention Center, Seattle. www.motorcycleshows.com/seattle
Wyoming
• June 2 - 16th Cancer Fun Run, Cody. Rick “Fly” Brod, 307-587-9744,
flyman53@msn.com
• June 5 - Bikers for Education 5th Annual Poker Run, Cheyenne.
Melonie Jones/Gloria Smith, bikersforeduction@gmail.com
• June 28-30 - Wyoming State H.O.G. Rally. Laramie. 307-399-3310
To have your event listed here for free, send the information to
Dani Rollison at <nrrider2@gmail.com>.
We only will 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.
May 2012
Riding Techniques
Curves demand skills
By Terry Funk
Riding Safety Trainer
For many motorcyclists, dealing
with curves can be the most
challenging skill to develop ... and the
most rewarding.
When a rider negotiates a curve
in a smooth, controlled arc there is a
satisfying sense of balance between the
rider, the bike and the road. Upset that
balance and the accompanying “adrenal
rush and flush” can drain a rider’s
confidence in their bike and their skills.
Misjudging a curve, then failing to
make proper adjustments, is a leading
cause of serious motorcycle accidents.
There are multiple factors that
determine the how well a rider will
negotiate any particular curve:
– Rider skill and experience
– Type of bike and available lean
(cruiser/sport/standard/dual sport)
Cruisers are designed with a low
profile that hugs the road and yields
a low saddle height. The downside:
hard parts of the bike will contact
pavement with a significant lean angle.
Floorboards are meant to fold upward
so dragging a board should not induce
panic. Rather, a rider should get used
to it.
Sport bikes were designed with
curves and speed foremost in intent.
Thus, they have terrific lean angles and
very high-mounted foot pegs. Exhausts
and other hard parts are tucked in and
out of the way.
Likewise, dual-sports are meant to
be ridden off pavement or in rugged
terrain. They usually have superior
clearance underneath and to the sides.
Standards, by their very nature, are
the ultimate compromise so potential
lean angles are, too, a compromise.
– Bike, tire and rider condition
(tired/fresh/distracted)
Suspensions will also vary with
the type of machine. Stiff sport bike
suspensions will yield the least in
hard leans, especially when a dip is
encountered mid-turn. Dual-sports have
long suspension travel but may be soft
or springy. The standards or cruisers
may have the least capable suspensions
when it comes to cornering prowess.
Many modern machines have
suspension adjustability that,
depending on settings, will improve
or decrease cornering capabilities.
Know the settings and how they
work (that is another entire article
for another day), but also know worn
suspension components will adversely
and dangerously affect handling and
control, especially in turns.
Most modern motorcycle tires
feature a round profile with plenty
of tread and adhesion out toward the
edges where we ride while in a turn.
Most folks I know wear out the centers
far quicker than the edges. Fresh tires
are best and properly inflated tires are
a must.
A rider’s ability to concentrate and
correctly execute a turn will be affected
by his or her physical state. Fatigue is
dangerous.
– Weather and time of day
(shadows on roadway/lighting)
Weather conditions don’t need much
explaining: wet is potential trouble and
will substantially reduce tire adhesion
so slower speeds are called for; ice or
snow are ingredients for disaster.
Be aware in mountain riding, sand
from highway operations may be found
in turns, especially early in the season,
and may wash onto the surface after
rain showers.
Your visual input is primary when
making the instant mental calculations
that are required of successful
cornering.
When the sun is in your eyes vision
is reduced, and when bright light
alternates quickly with shadows, such
as the strobing effect tall roadside
timber can create, your eyes cannot
adjust quickly enough and vision will
be impaired.
– Possible wildlife in area
Riders can reduce the potential
for wildlife collisions by recognizing
likely big-game habitat and game
travel corridors, then introduce an extra
measure of caution.
– Entry speed
DOT gives you a hint with signage
graphically indicating a recommended
speed. Yes, these recommendations can
be relative, but will provide valuable
insight into a curve’s characteristics
and your ability to deal with it.
– Visibility throughout the curve.
Can you see the exit? If there is a
surface problem, debris or a critter, can
you stop or otherwise avoid it? Are you
over-riding your line-of-sight? If you
couldn’t stop or avoid a “surprise,” you
are taking a too large risk.
– Traffic
Oncoming vehicles are a major
corner hazard. They may be near or
encroaching on your lane and you must
be ready to make the adjustments to get
out of their way. Vehicles ahead of you
can affect your speed, lane position and
ability to see through the curve.
– Roadway surface, corner camber
and degree of arc
Debris, tar snakes, pot holes, water
or ice and so on are always potential
hazards, but far more dangerous when
encountered in turns.
Regarding camber, or degree of
surface slant, you want the roadway to
be banked toward the inside of a turn,
not the outside. Think Daytona.
Sometimes though, the surface
camber will change mid-turn, which
will change your line. When a turn
goes off-camber (banked to the
outside of the turn) far more lean
angle and steering input may suddenly
be required to negotiate the corner’s
radius.
The best engineered turns exhibit a
“constant radius” or a degree of arc that
does not change from the entry through
to the exit of the turn.
However, especially on older and
more rural roads, poor engineering may
have produced increasing radius turns
– the degree of arc increases, allowing
more speed to be introduced after the
turn apex – or maybe it’s a decreasing
radius turn where the degree of arc
tightens up and where more steering or
reduced speed will be required.
– Type of turn
It’s a fact, some riders handle left
Rider Coach Trainer Terry Funk on the 11,000-foot Beartooth Pass.
turns better, others the opposite. Riders
need to work at executing both equally
well. In addition, some curves come in
multiple sets – “S”-curves – where a
rapid transition from one corner exit to
the next corner entrance is called for.
Obviously a rider has to process
a great deal of information in order
to negotiate a curve. As we get more
experience riding, we get better at
processing the information, making
decisions, using our skills and
executing smooth, controlled curves.
Most riders are familiar and
comfortable with single or multiple
curves with gradual or continuous arcs.
Let’s look in more depth at a curve that
some riders fail to recognize before it
develops into a problem: the decreasing
radius.
Again, this is where the degree
of arc of the curve becomes tighter.
These are oftentimes found at off- or
on-ramps to Interstate highways,
switchback curves on mountain roads
and roadways with dated engineering.
Some riders consider decreasing
radius curves to be “tricky” or
“sneaky” because they don’t notice that
the curve is getting tighter until they
are deep into it.
In these situations the rider has
set an entry speed and lane position
for what they thought was a normal
“constant” radius curve. As the curve
surprisingly tightens, however, they
find themselves at a speed too great for
the lean angle they have set and they
are being pulled wide in the curve.
The familiar task of riding a curve
has suddenly become a very real
problem with severe consequences.
There are a number of techniques the
rider can apply to correct their error
and negotiate the curve successfully.
– If the rider is not dragging a
foot peg or floorboard, more lean
is available. Increase lean angle by
applying more pressure on the inside
handlebar while looking further
through the curve and maintaining a
steady throttle. Simply put, feed in
more steering.
– If parts are already dragging, a
rider can shift body position to gain
more clearance. The rider should bend
forward toward the handlebar and
inward toward the inside of the curve.
This position, sometimes known as
“hanging off,” will help minimize the
machine’s lean angle.
– A skilled rider can decrease speed
by straightening the bike and braking
while in a straight line, if time and
space permits. This technique requires
practice to develop.
– Even more skill is required if the
rider chooses to apply light braking
to reduce speed while simultaneously
increasing lean angle and steering
force. This is a technique that requires
practice to prefect before using in an
emergency situation.
Riding curves well requires that the
rider give full consideration to all the
information their senses can gather well
before entry into the curve.
Avoid the “adrenal rush and flush” –
ride well!
Terry Funk has been an avid
motorcyclist for many years. He
became a certified RiderCoach in 2000
and a RiderCoach Trainer in 2006.
Motorcycling has been an integral part
of his life and he enjoys introducing
others to the sport by teaching the
Basic Rider and Advanced Rider
courses. He also trains new Rider
Coaches for the Montana Motorcycle
Rider Safety program. Terry says,
“Motorcycling may not be my whole
life but it does make my life whole.”
He and his family currently reside in
Billings, Mont.
AAA Approved Diamond rated
hotel located on US Highway 89/12, the
shortest, most scenic route between Glacier
and Yellowstone National Parks.
Air conditioned Rooms/Suites, Museum,
Golf, and Stay/Ski Packages, Giant Hot tub,
Wi-Fi, Guest Laundry, Comfortable Lobby
with Fireplace, Meeting room, and Continental breakfast. Short Walk to Restaurants.
Motorcycle Rags Available.
Great Place for Bike Groups, Family
Gatherings, Business Meetings!
All Seasons Inn & Suites
8083 Ave SW • White Sulphur Springs
877-314-0241
May 2012
“Motorcycling Montana”
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 $29.95
– an obvious value –
– 2,350 distributed and only 250 copies left –
How to order:
• E-mail: <motorcyclingmontana@gmail.com>
• Write us: Motorcycling Montana
• Phone us: 406-498-3250 or go to
www.motorcyclingmontana.com
May 2012
Crash Scene Safety
What needs to be done
By Rick Wallace, Owner
Crash Scene Safety Instruction, LLC
Anacortes, Wash.
from an EMS provider.
This care is given
in the street, during a
time that can be more
When riding along enjoying the road, the scenery,
chaotic than rush hour
and spring scents, either alone or with your sweetie
traffic. These are low
on the back, it is a real shock to the soul when
frequency, but high risk
coming around the corner and discovering a bike and events.
riders down.
A rider can prepare
What needs to be done?
by taking courses that
A lot, and quickly!
focus on:
Rick Wallace owns Crash Scene Safety Instruction. His screaming red ride would asDo you have training, equipment and a plan to
– How to improve
sure high visibility at any scene.
draw on? The actions you take will be vital for you
your safety at a crash
and those injured.
scene
the road. Make sure your kickstand is down and will
I do not believe the adage, “There are two kinds
– The types of injuries to expect, and how to treat
not sink. If your bike goes down you may not have
of riders: those who have gone down and those who
them
ready access to your scene safety and trauma care
will.”
– What information is needed to “make the right
kits. And if you have to ride for help, righting the
But I’ll
call” to 911 to get the right
bike is an added frustration and delay.
offer a real
response
If there are others riding with you, they need to
truism: “It is
– What patient information
clear the scene so that they are not vulnerable to
not if but when
will help the EMTs, and the
being struck from behind. Each rider can, if willing,
you come
hospital provide the best care
be utilized to help with scene safety, patient care or
across a crash
– What you can do to assist
communications.
scene where
EMS providers upon their arrival
Knowing our bike and its condition will let us
help will be
at the scene
know if we can use it as a warning device. Airneeded.”
We also need tools that are
cooled, oil-cooled, and bikes with an iffy battery can
And what if
specific, compact, and readily
be damaged if not cared for or utilized properly.
it just happened?
accessible to accomplish these tasks:
Alerting others to the dangers ahead requires
Here there is a need for clear, quick, decisive,
– A scene safety kit to enhance our visibility and
conspicuity, a non-threatening appearance, awareness
rescuer-safe actions. These actions need to be learned warn traffic of the dangers ahead
of stopping- and sight-distances so that we can have
and practiced on a regular basis, just like riding skills.
– A trauma care kit to treat the life threatening
a safe buffer between the crash scene an oncoming
“Be prepared to care for others as you would hope injuries motorcyclists can expect to encounter
driver’s awareness of the situation.
others would be prepared to care for you.”
There is a lot to learn and it takes more than the
Conspicuity: Put on a florescent vest and gloves if
Bystander, or pre-EMS care is critical in the first
standard five-and-a-half- to six-hour combination first
your
riding gear is not conspicuous. Use an LED road
four to eight minutes prior to Emergency Medical
aid and CPR class.
flare.
Services (EMS) arrival. These are response times
Let’s talk about scene safety
Be non-threatening: Take your helmet off, remove
you would expect in an urban setting. In rural areas,
Who is the most important person at the scene?
ear plugs and think about removing dark glasses
where the twisties are, you can expect it to take
significantly longer for help to arrive and the care you You are! And if you become injured you become part initially. Act in a calm manner. Use both arms to
of the problem. Use the skills you practice every time indicate the need to slow or stop. A one arm wave can
can render to be even more vital.
you hop on your bike: employ a 360-degree sphere of be perceived as just that – a wave.
Rapid, careful treatment to maintain an airway,
Speed and sight distance: As a rough guide, use
assist breathing, stop bleeding, and treat for shock are awareness.
What is needed to protect yourself, your co-riders
five times the recommended speed in MPH, then
crucial for stabilizing an injured rider prior to help
and those who are
convert to feet (60 MPH x 5 = 300 feet) or a fivedown?
second sight-distance as a start. This should give even
First you need to
a distracted driver a little extra distance to recognize
take a deep breath
the problem and respond correctly.
and think about what
Remember, never turn away from oncoming
needs to be done.
traffic.
There have been a
Encourage the biggest vehicle to become a
few professionals
roadblock for the scene. Try to create an extra lane to
and many more
protect the injured and care givers.
bystanders that have
Remember, you are not a law enforcement officer
been hurt because
so may not issue orders. You need to ask others for
they did not take
help and have them volunteer to assist.
the time to look
Here are some things riders need to remember
a situation over
before they resume their ride.
and make the safe
Adrenalin: You just had a powerful and traumatic
choices.
experience. Take at least 20 minutes to drink water,
What type of road
have something nourishing to eat, no sweets, no
are you on and what
caffeine. Realize that you will become very tired 20
are the speed and
to 45 minutes after helping at the crash scene.
sight-distance you
Talk about what each rider needs; this is not a time
need to be aware of?
to be macho, this is a time to care for each other so
This will help you
that there are no additional crashes.
determine where to
Plan to stop and re-evaluate a short distance down
park and how far out
the road, possibly a place to sit and eat. Remember,
you need to go to
no alcohol. Even a BAC of 0.01 percent increases
effectively alert traffic your chance of having a crash.
of the danger ahead.
When talking about the scene you just helped
Everyone involved with, remember two things:
needs to have a route
Share feelings and talk about what was done well
to a safe location in
or could be improved upon the next time.
case someone blows
Avoid re-describing the visual details of the scene.
through the crash
This can concretize images and cause emotional
scene.
stress later.
When you do park,
And finally, a saying from the Talmud: “When one
Rick Wallace was at the March Euro Moto Show in Lynnwood, Wash., where he made
find a stable spot off
presentations to riders.
See Crash Safety, Page 21
Who is the most important
person at the scene? You are!
And if you become injured you
become part of the problem.
May 2012
Crash Safety
from page 20
saves a life it is as if they have saved the whole
world.”
Be ready to save someone’s world.
Rick Wallace has worked as a fire fighter/
paramedic for 35 years. He has taught and
coordinated courses for EMT’s and Paramedics.
He has also taught CPR, First Aid and
Community Emergency Response Team (CERT)
courses for the public.
As a paramedic, he saw first hand how vital the
actions of bystanders were to the survival and well
being of those they helped.
Rick created Crash Scene Safety Instruction,
LLC, and developed the Motorcycle Crash Scene
Safety (MCSS) Course because he saw a need
for training that provides a comprehensive,
systematic approach to dealing with a motorcycle
crash scene from the time a rider decides to put
his kickstand down and help, to the time the rider
puts his kickstand up to resume the ride. The 20hour MCSS course is rich in content and hands-on
practice.
Rick enjoys teaching people skills that
will allow them to protect themselves, and to
be confident and comfortable while assisting
others with traumatic injuries. To check for
class availability and/or set up classes for
your organization, contact Rick at <rick@
crashscenesafety.com> or 360-202-3106.
Rick is a member of the BMW MOA, AMA,
WSBMWR and Skagit Motorcycle Touring Group.
He earned an Iron Butt 2000/48 certificate and
completed the SCMA Four Corners Tour.
Current rides: a ’05 BMW K1200LT for two-up
touring and a ’04 Honda VFR800 for commuting
and one-up touring.
It’s Here
Setting up the first-ever pressrun of Northern Rockies Rider at the Livingston Enterprise commercial web
printing operation in Livingston, Mont., March 15, 2012. The “baby” was born.
Take a ride back in time...
visit a complete and authentic mining camp buildings
with artifacts!
ke a ride over
back50
inunderground
time... filled
mine
tours!
t a complete and authentic mining camp - over 50 build-
All roads lead to...
filled with artifacts! underground exhibits and tours!
time...
ning camp - over 50 buildround exhibits and tours!
6
5
7
4
1
3
VISIT THE WORLD MUSEUM OF MINING
WHERE HISTORY TELLS A STORY.
VISIT THEwww.miningmuseum.org
WORLD MUSEUM
MINING
/ 155OF
Museum
Way, P.O. Box 33, Butte, Montana 59703
Phone: 406-723-7211
WHERE HISTORY TELLS A STORY.
miningmuseum.org / 155 Museum Way, P.O. Box 33, Butte, Montana 59703
Phone: 406-723-7211
Best
Montana
St.north
Exit on
offMontana
I-90/I-15upatthe
Butte,
route: Montana St.
Exitroute:
off I-90/I-15
at Butte,
hill tonorth
Park on Montana up the hill to Park
St., left
on Park
straight
the Montana
Tech
campus, then watch for the sign.
t on Park and straight
through
theand
Montana
Tech through
campus, then
watch for the
sign.
2
BOZEMAN
BILLINGS
3. 2505 W. Main St.
406-587-9323
BILLINGS
4. 2900 Harrison Ave.
406-494-2490
1. 765 S. 20th St. West
406-656-6640
2. 825 N. 27th St.
406-248-8320
MISSOULA
BUTTE
6. 2275 N. Reserve St.
406-543-3330
HELENA
7. 1285 N. 1st St.
406-363-0140
5. 1803 Cedar St.
406-442-5757
HAMILTON
May 2012
Tech Talk
Tires need attention
By Matt Krsul, Owner
Two Wheelz, Butte, Mont.
about prevention, and that begins with
inspection.
Modern motorcycle tires incorporate
Motorcycles, two wheels ... Two
state-of-the-art materials, design and
things to think about: brakes and tires.
technology. They are light-years ahead
Everyone knows tires keep your
of what was available 10 or 20 years
motorcycle off the ground, make it way ago in terms of longer life, and better
easier to push your motorcycle out of
adhesion and handling characteristics,
the garage and, of course, tires keep
not to mention safety.
your wheels from getting scratched!
It is very important to match the
Then there are brakes.
correct tire to your bike. Not only size
We all understand that if we don’t
but load rating as well as speed rating
have brakes, we will smash into the
are critical. Lets just say there is a
wall when we drive our bike into
reason tires are more expensive today
the garage or, worse, we could hit
... they are worth it.
the wife’s car. Try this … push your
What is the best way to prevent tire
motorcycle across a level surface with
failure?
a flat tire. Let me know how that works
First, make sure you are rolling on
for you.
modern rubber, “quality” tires if you
We are fairly sure we understand
will. If you’re dusting off and putting
the problems associated with
back into service that early ‘80s classic,
malfunctioning brakes, bad tires or
or putting a restoration back on the
bent wheels or a total tire/brake failure: road, replace the tires whether they
running off the road and/or collision.
appear to be fine or not. Humans fail
Or, worse yet, pull into the driveway
with age ... so do tires! Looks can be
with no brakes and run through your
deceiving. Change is good.
wife’s flower bed. Either way the
Old tires feature old designs that
results could be catastrophic.
don’t work nearly as well as modern
First and no less critical to your
tires. More over, the chemical solvents
safety and riding enjoyment are your
that keep rubber soft, sticky and
tires. Actually, when you think about it, compliant dissipate with time, making
brakes and tires must work in tandem.
old tires brittle and unsafe. They will
crack along the
sidewalls and in the
tread channels. Aged,
cracked and leaking
rubber is... Well, let’s
stick to tires!
Aged, stiff
rubber also lacks the
adhesive qualities
we need to keep the
bike stuck to the
asphalt, so a slide
– maybe a low-side
(if you are lucky) –
becomes more likely,
especially in a corner.
Even straight-line
stopping ability is
significantly reduced.
By closely,
visually inspecting
your tires at the
beginning of every
ride – and as often
as you can during
the ride – you will
greatly increase the
A nail pulled from the tire and evidence of a ‘sticky odds of avoiding a
flat.
string’-type plug job.
If you’re really
anal, spritz some
On your car or truck, a sudden tire
soapy water on your tires and wheels,
failure can also be a catastrophe, but
especially if you’re cleaning the bike
more likely it just produces a scare
anyway. Pay close attention to valve
when it happens totally and at speed.
stems and valves and watch for bubbles
After all, you have three more tires to
anywhere, especially along the bead.
help you get safely stopped. Usually a
Bubbles, of course, indicate a leak,
flat on your four-wheeled rig is merely
and simply any leak must be rectified
an inconvenience.
before you hit the road.
Not so on a motorcycle, especially if
In my experience, a valve stem
it happens at speed!
failure is as likely as a tire failure from
A flat tire – especially a sudden and
a puncture. It is my recommendation
total loss of pressure – can result in
to replace valve stems every time you
lost control and a quick get-off. We’ll
replace your tubeless tire and replace
let someone else, another time, explore your tube every time you replace your
riding techniques to deal with tire
tube-type tire.
failure at speed, so for now we will talk
During your pre-ride inspection
Matt Krsul at the parts counter at his Two Wheelz store and service
center.
(you are doing a pre-ride inspection,
aren’t you?) you need to put your bike
on the “main” or center stand so you
can rotate the wheels and look for
nails or other debris struck in the tread,
perhaps piercing it. Even sharp gravel
chips can create a puncture.
If your bike doesn’t have a main
stand, roll your bike forward or back a
foot or two to inspect segments of both
the front and rear tires.
If during your inspection you find a
foreign object and decide to pull it, be
prepared to lose air pressure rapidly.
Inspect both tires for any damage
like cuts, punctures or tears. Pay
close attention to wear patterns also.
Compare tire tread to tread wear
indicators. Yes, every tire has them.
Give your local tire professional a call
if you are unsure.
Any motorcycle tire damaged in this
way should be replaced, though I know
of plenty of folks who have patched
them, conventionally or with “sticky
string”- and “mushroom”- type plug
repairs, and have ridden them to the
end of the tread life.
Be advised that tire manufactures
recommend that any tubeless tire
repaired in any way should never be
driven over 70 miles per hour. Not sure
about you, but I can’t ride my RC51
at 70 mph! Repaired tires do not have
the integrity of an undamaged tire. I
personally had to buy two $300 tires
for my Gold Wing within 3,000 miles
because of punctures. I feel your pain,
but my wife (and my life) is worth it.
Let me say this now: motorcycle
tires will not last as long as car tires.
Sorry. Motorcycle tires are more
important than car tires. I drove my car
on a flat tire. I am fine. I drove my bike
on a flat tire. My elbow still hurts.
I had a family in the store last week
and both their sons had $150 tennis
shoes on. Made my motorcycle tires
seem very reasonable!
Yes, motorcycle tires have gotten
expensive! Buying a set and getting
them mounted and balanced can set
you back almost $500. And many riders
won’t get 4,000 miles out of even a
high quality rear! But, I must say, some
tires are good for over 10,000 miles.
Obviously it pays to maintain these
expensive items, especially since your
life literally depends on it. Every owner
needs to keep a tire pressure gauge
with the bike. I recommend checking
pressures before every ride, and it’s a
good idea to do it, too, at the end of
your ride.
If pressure is too high, traction
and wear will suffer. Too low and the
bike will handle poorly while the tire
carcass flexes excessively, heats up and
wears abnormally and rapidly. Keeping
pressures right will save you money
and maybe your life. Always check
your owners manual for proper tire
pressures.
Pay attention to your tires. Pay
attention to your bike. Simply put,
anything that “doesn’t look right”
or doesn’t feel right or causes you
to pause, needs to be assessed by an
experienced tire dealer.
Also, pay attention to the way your
bike “feels.” Get to know your bike.
That machine will talk to you ... if you
listen to it! A wobble could indicate
a lost wheel weight and a state of
imbalance which will affect tire wear
as well as your enjoyment, or it may
mean a belt has shifted and the tire
needs immediate replacement.
In short, if something doesn’t “feel
right,” it means something isn’t right!
I know of a rider who didn’t get
a new oil filter on tightly enough. At
speed, the engine developed enough
oil pressure to cause a substantial leak.
This rider told me “something didn’t
feel right.” When he stopped to check,
the entire rear of his bike – including
the tire – was thoroughly coated in
motor oil! The engine was down 2.5
quarts!
Luckily, he didn’t get into a tight
set of curves, and luckily he didn’t kill
himself or his wife who was along that
day.
How about this... I had a friend who
went to his garage to get his bike ready
for a ride only to find his motorcycle
lying on the floor, damaged. Seems the
tire went flat even while his bike was
parked using the side stand and caused
it to fall over because the side-stand
tends to keep the bike fairly erect.
A flat tire is always bad news. At
See Tech Talk, Page 23
May 2012
Passenger Perspective
A motorcycle passenger is also a rider
By Marilyn Irey
Don’t panic, make your adjustments smooth.
Once we toured the Coronado Trail in Arizona
A motorcycle passenger can be a help or a hinnorth to south. The southern end features very steep
drance to the operagrades with very sharp turns. I
tor. Maybe it’s best to
was using my feet and thighs to
be neither, to simply
keep from riding up on the driveliminate yourself as
er’s back as we slowed rapidly for
Marilyn Irey
a factor in the control
tight turns in steep downhills. My
Contributing Writer
and operation of the
quadriceps were sore that night!
bike.
These are my sugPosture
gestions on how to
I sit erect, relaxed and still in
be a better and safer
the saddle. Shifting and leaning
passenger.
affects the balance and direction of the bike which
could be disastrous in several situations. Take some
Mounting/dismounting
test rides before your trip and ask the driver what
The rider is holding up a lot a weight with his legs works and doesn’t work.
so it’s important he know when your weight will be
For us, I concentrate on keeping my shoulders
added to the total. I always tell him I’m getting on or
parallel to the seat of the bike and never make sudoff by a tap on the shoulder, then watch that his feet
den movements. If I need to shift to relieve pressure
are firmly planted on an even surface. He’s ready then points or stretch, I do so gradually so the driver can
to maintain his balance as I step on a peg and swing
adjust easily. My husband says sometimes he’s almost
the other leg over the seat.
completely unaware I’m seated behind him. I take
I also make it a practice to mount and dismount
that as a great compliment.
from the same side. If I must use the other side (the
Some advocate the passenger look over the
low side?), I signal him prior to putting weight on the driver’s left shoulder in a left turn, over the right
peg that is opposite of the norm.
shoulder in a right turn. I just peak over the shoulder,
no more. Husband said he does not want any help
with the steering!
Starting/stopping
Staying relaxed rather than tense will prevent faBalance is much more difficult at no speed or slow
tigue.
Conversely, if my helmet clunks into the back
speed. It’s especially important to sit still as the bike
of the driver’s, maybe I’m too relaxed – even drowsy
starts or stops as a shift in your weight can cause a
– and we may need to take a break to drink water and
tip-over.
wake up.
Hopefully, the passenger position on your chosen
bike has hold-handles, backrest or armrests. As the
bike accelerates or slows, inertia pulls you backward
Watch and listen
or forward. In a hard stop, a passenger tends to slide
I pick up a lot of cues about what’s happening and
forward which can put pressure and weight on the
going to happen by observing where we are posidriver’s back and impede control.
tioned in the lane, how close we are to the vehicle
I try to minimize this effect by gripping the seat
ahead and the sound of the motor. Are we preparing
sides with my thighs or using my feet on the pegs and for a rapid pass?
thigh muscles to push back and away from the driver.
My favorite driver says he thinks I may subcon-
Tech Talk
from page 22
best, it will delay your progress for
a half hour, hour or a day. Especially
when traveling in remote areas, it could
delay your trip by several days.
I’m not going to go into a
dissertation here on how to repair a
flat – tubeless or tubed – out on the
road. Just know that it can be done and
regularly is, but that you need the right
materials, tools and skills. Also know
that successfully plugging the hole is
half the solution. You also need the
means to re-inflate it in the field.
Many carry inexpensive 12-volt
pumps that run off a bike’s electrical
system, and some carry the CO2
cartridges, each of which yield about
five pounds of pressure in a typical
motorcycle rear.
If you want to experiment, here’s
my suggestion: the next time you have
a tire that is due for replacement, go
ahead and puncture it with a nail. Then
practice repairing it with the tools and
supplies you will be taking along with
you on the road. You’ll learn a lot and
gain some vital skills.
If you want a real eye-opening
experience, cut the worn out tire in half
across the tread and see just how little
rubber your life is riding on. It will
make you think.
There’s just too much riding on your
tires to take chances. Check pressure
and inspect them as frequently as
possible.
I intended to discuss tires and
brakes. Well, we talked mostly about
tires and that is just the “breaks! Stay
sciously pick up on his subtle body language, feel
his leg and arm move readying for a gear change,
and that it cues me we may be going to downshift for
rapid acceleration to pass. I do know the sound of the
motor alerts me when I need to hang on.
Situational awareness will develop over time. I
now anticipate that when Factor A is added to Factor
B, expect Response C from the driver.
For example, if we move to the left wheel track in
the lane and close the distance on the vehicle ahead, I
expect a pass is coming. On the contrary, if we’re approaching slower traffic and I see brake lights ahead,
I expect the throttle to be cut and probably the brakes
applied.
Don’t distract
Unless you are on a straight, low-traffic piece of
highway, you really don’t want the rider gawking
at that waterfall or eagle that you see. If the road is
technical and busy, pointing or waving my hand at
something that is scenic rather than critical to our
safety only takes his attention from the important task
of keeping us both alive!
I like to joke that at the next break or the end of
the day I will tell the driver about everything “we
saw” while riding that day.
In summary, I believe it is the passenger’s chief responsibility to not intrude on the operation of the bike
or the concentration of the driver unless its absolutely
necessary or unavoidable. Try to behave in such a
way that the driver is almost unaware of your presence.
It will enhance your experience and that of the
operator.
Editor’s note: Marilyn Irey is the wife of the NR
Rider editor. She once owned and rode her own bike,
but decided she was more comfortable strictly as
a passenger, which she has been for more than 30
years. What she writes is true: riding with a passenger requires a partnership and a mutual understanding.
tuned for more “braking” information,
because it is something you need to
understand. Stop by next time.
Until then, ride safe.
Matt Krsul literally grew up in the
motorcycle business. His father started
a Honda dealership in 1961. Although
Matt’s heart was always in service, he
owned the Honda store from 1989 until
2005. In 2006 he opened TwoWheelz,
an independent and complete service,
parts, accessories and sales operation
in Butte, Mont. Matt personally owns 23
motorcycles and says he rides them all!
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