american motorcyclist 01 2012

JANUARY 2012

THE JOURNAL OF THE

THE AMA

MOTORCYCLIST OF THE YEAR

Nancy Sabater helped lead grassroots efforts to defeat the lead law

JANUARY 2012

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January 2012Volume 66, Number 1Published by theAmerican Motorcyclist Association13515 Yarmouth Dr.Pickerington, OH 43147(800) AMA-JOIN (262-5646)AmericanMotorcyclist.com

American Motorcyclist magazine (ISSN 0277-9358) is published monthly

by the American Motorcyclist Association, 13515 Yarmouth Dr., Pickerington, OH 43147.

Copyright by the American Motorcyclist Association/American Motorcyclist 2011.

Printed in USA. Subscription rate: Magazine subscription fee of $10 covered in membership

dues; $15 a year for non-members.

Postmaster: Mail form 3579 to 13515 Yarmouth Dr., Pickerington, OH 43147. Periodical postage paid at Pickerington, Ohio,

and at additional mailing offices.

Cover Nancy Sabater epitomizes the citizen-activist, and her hard work related to the lead law earned her the AMA

Motorcyclist of the Year award.Photo: Brandon Malone.

Navigation Photo One view of the open road. Read all about it on page 18.

Photo: Ken Cromer

8. LETTERS You write, we read.

10. ROB DINGMAN Announcing the AMA Motorcyclist of the Year.

12. RIGHTS Off-road dreams come true in Alabama, and Georgia may penalize street riders.

18. RIDING Dispatch from the West: America’s iconic landscape doesn’t disappoint.

24. RACING Getting started in racing, and Charlie Mullins wins GNCC title.

28. HALL OF FAME 1919 Cleveland motorcycle, and Hall of Famer Eddie Lawson.

32. AMA MOTORCYCLIST OF THE YEAR In 2011, thousands of motorcyclists mobilized to help defeat a misguided law that banned the sale of kids motorcycles in America. One of them was Nancy Sabater.

40. NEW YORK AIR Pioneering women motorcyclists Augusta and Adeline Van Buren rode coast to coast, from New York to San Francisco, on Indian Power Plus motorcycles in 1916.

45. GO RIDE What to do, where to go.

50. ROB MILLS Father/son relationship pays off.

NAVIGATION

4 AmericanMotorcyclist.com

Welcome to Life Member Plus!We designed the new Life Member Plus program to stay connected with our Life Members

and reward them for their years of dedication to the AMA. Offering up a package that includes American Motorcyclist magazine and AMA Roadside Assistance at a special discounted rate, Life Member Plus is a money-saving value.

The new program is 100 percent optional, so if you choose not to enroll, you still receive all the current benefi ts of life membership—a voice on behalf of motorcycling in the halls of government, the ability to sign up for AMA-sanctioned events, money-saving benefi ts and more.

With Life Member Plus, you get all that, plus AMA Roadside Assistance and American Motorcyclist magazine. And stay tuned for additional Life Member benefi ts to come.

AMA Life Member Plus Includes:• FREE AMA Roadside Assistance• 12 issues of American Motorcyclist magazine• AMA Life Member Plus Membership card, pin, and decal every year• A voice protecting motorcyclists’ rights at the federal, state and local levels• Continued access to AMA Rights, Riding, Racing and Rewards—including

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EDITORIAL OFFICES

American Motorcyclist 13515 Yarmouth Drive Pickerington, OH 43147 (614) 856-1900 [email protected]

Grant Parsons, Director of Communications James Holter, Managing Editor Bill Kresnak, Government Affairs Editor Mark Lapid, Creative Director Jen Muecke, Designer Jeff Guciardo, Production Manager/Designer

ADVERTISING

Zach Stevens, National Sales Manager (626) 298-3854, [email protected]

Steve Gotoski, Advertising Director (Western States) (951) 566-5068, [email protected]

Misty Walker, Advertising Assistant (614) 856-1900, ext. 1267, [email protected]

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

publication of the American Motorcyclist Association, which represents motorcyclists nationwide. For information on AMA membership benefits, call (800) AMA-JOIN or visit AmericanMotorcyclist.com. Manuscripts, photos, drawings and other editorial contributions must be accompanied by return postage. No responsibility is assumed for loss or damage to unsolicited material. Copyright© American Motorcyclist Association, 2011.

AMA BOARD OF DIRECTORS

Contact any member of the AMA Board of Directors at www.AmericanMotorcyclist.com/about/board

Stan Simpson, ChairmanCibolo, Texas

Jon-Erik Burleson, Assistant TreasurerMurrietta, Calif.

Perry King, Assistant Secretary Northern California

John Ulrich, Executive Committee MemberLake Elsinore, Calif.

Dwight Conant, Kearsarge, N.H.

Charles Goman, Winder, Ga.

Maggie McNally, Albany, N.Y.

Scott Miller, Milwaukee, Wis.

Art More, Surprise, Ariz.

Jim Viverito, Chicago, Ill.

AMA PRESIDENT AND CEO

Rob Dingman, Pickerington, Ohio

DANIELLE ROBINSON, Photographer When asked to photograph guest columnist Rob Mills, Danielle quickly accepted and was happy to bring her style of photography to American Motorcyclist. More of Danielle’s work can be seen at her website www.daniellerobinsonphotography.com. RICKY ROBERTSON, Photographer Ricky Robertson is a professional portrait and wedding photographer with a unique creative style. His creativity and ability to choose the perfect moment to snap the shutter creates breathtaking works of art for his clients. Ricky shot Danny Hubbard for this month’s Rights section. GRANT PARSONS, Director of Communications Yeah, it’s been out for a while, but Grant was stopped cold the other evening when he saw a Piaggio MP3 parked at the coffee shop. Ever since, dude’s scooter Jones has kicked back in hard. MARK LAPID, Creative Director Mark has never let a little thing known as reality get in his way. That’s why when he saw Husqvarna’s latest one-off concept, he drove to the local shop and put down a deposit. “Uh, yeah, we’ll call you when it’s ready,” they said.

BILL KRESNAK, Government Affairs Editor Mired in the funk of his own failure as a vintage bike collector, Krez continues to hunt for the perfectly unrestored RD400 of his dreams. “If that doesn’t work, a 1991 GSX-R1100 will do,” he says. “Well, one without a trashed second gear.” JAMES HOLTER, Managing Editor James has decided two full-sized four-strokes in his garage are one too many. Anyone want to swap a 250/300 XC/XC-W for a 450 XC-W (only ridden on Sundays)? JEN MUECKE, Designer With two blown two-strokes to rebuild, the supermoto sold, leathers out for repairs and cleaning, and coolent drained from all water-cooled engines, it’s starting to look a lot like the off-season. JEFF GUCIARDO, Production Manager/Designer After working many long nights producing this issue as well as stacks of materials for the AMA Legends & Champions Weekend, Jeff has earned some mucho time off. But the real question is, does Mark agree? Other contributors include: Shan Moore, Jeff Kardas, Rob Mills, Ken Cromer, Skipper Honeycutt, Brandon Malone, Motorcycle Safety Foundation

CONTRIBUTORS AND STAFF

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(800) AMA-JOIN (262-5646)AmericanMotorcyclist.com

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A minimum donation of $5 per ticket, or $20 for five tickets, is suggested. For details, please visit MotorcycleMuseum.org.

WOMEN RIDERSI recently was sent some back issues of

your magazine (thank you), after missing them due to traveling, moving, etc. I saw the photo of the women of speed in the last issue—a great shot of the female riders at Bonneville—and thought that would make a great poster for a female rider’s garage.

I was hoping you could direct me to other sites or organizations where I can connect with other female sportbike riders and fans.

Lisa SchmidtWhitehouse Station, N.C.

Thanks, Lisa. Land-speed racing, like many AMA-sanctioned disciplines, attracts a large following of women participants and fans. The best place to find others who share your passion for two wheels is the AMA International Women & Motorcycling Conference. In 2012, it will be held in Carson City, Nev., July 26-29. For more information, see page 43 in this issue or www.womenandmotorcycling.com.

95 YEARS YOUNGThe family-oriented Manchester

Motorcycle Club has been in existence since 1915. Originally a bicycle club, born in the days of the bicycle craze during the late 1890s, [it] was known then as the

Queen City Riders.The club was founded by Mr. Pete

Forest in 1896, who was a bicycle dealer during that time. He envisioned a new form of two-wheel conveyance when the motorcycle made its appearance.

In 1915 the automobile was considered a toy, but the motorcycle was a more affordable alternative to the general population. Realizing this, Mr. Forest

branched his bicycle dealership to form Manchester’s first Harley-Davidson dealership in 1914. In 1915 he formed the Forest Riders. As the club evolved over the years, the name was changed to the Manchester Motorcycle Club, which was incorporated in 1943.

Various charity rides are enjoyed as well, a few benefit the Salvation Army Christmas Toy Drive, Lions Clubs, the Litchfield Fire Department, and the Annual Colebrook Blessing of the Bikes at the Oblate Mission Retreat House in Colebrook, N.H.

We welcome new members who enjoy motorcycling. Feel free to visit our website at www.MMC1915.org for current and more detailed information.

Hubert LetendreLowell, Mass.

THANKS FOR THE MEMORIESI just wanted to thank you and your

reader, Patrick Murphy Jr. from Highland, N.Y., for writing his letter about my dad [Motorcycle Hall of Famer Gary Nixon], which was published in the November issue.

Many people have written and shared their memories of my father, and they all have been colorful and heartwarming. Mr. Murphy’s has touched me as the most beautiful memoir from a fan. As his daughter, I know how much racing meant to him. Mr. Murphy was able to share how much his racing meant to his fans.

I rarely had the opportunity to watch my dad race (I was born as he was getting out of racing), but I feel like I was able to be there back in the ’60s by how Mr. Murphy described the race and how he rode.

Thank you, Mr. Murphy, for making such a beautiful connection for me (and many others) and for honoring my father.

K. MurphreePaso Robles, Calif.

AMAZING TALENTI enjoyed the cover story on

stuntwoman Debbie Evans. I find these some of the most inspiring stories. For all appearances, Ms. Evans looks like a typical middle-aged woman. No one would imagine that she is bursting with riding talent, cat-like reflexes and nerves of steel that likely rival those of the toughest Marine.

Reading Ms. Evans’ story, it’s obvious that you can’t judge a book by its cover. It’s also obvious that regardless of your background or apparent limitations, you can go as far as your talent and

Send your letters (and a high-resolution photo) to [email protected]; or mail to 13515 Yarmouth Drive, Pickerington, OH 43147.MEMBER LETTERS

LETTER OF THE MONTHNICE SHOT

The photo of Hall of Famer Randy Goss in the November issue Hall of Fame section is the image of [an] artist at work. I know dirt track does not have the high speeds or glamor of roadracing or the high energy of Supercross or motocross, but I love it and that picture is perfect.

I would encourage every AMA Member to visit an amateur flat-track race near them, and if at all possible to also see the pros at least once the next season.

Thanks for the photo.

Calvin LunsfordSouth Beloit, Ill.

Hubert Letendre


On Facebook? Us, too! Like the fan page of the American Motorcyclist Association, and you could leave comments like these:

www.facebook.com/AmericanMotorcyclist

determination can take you.

Samantha BaxterLos Angeles, Calif.

MAKING A DIFFERENCEThe motorcycle community as a whole

and one organization in particular made major changes in my direction in life. I was working for a local shop while I was attending college and in the Marine Corps Reserve. I was deployed overseas, and that’s when a lot of things changed in my life.

When I got back from my deployment I was using negative influences to try and overcome the emptiness I felt. In counseling, it was suggested that I no longer ride motorcycles, as they thought that I was using motorcycles to re-create the adrenaline rush from clearing bunkers and locating improvised explosive devices.

I was exploring ways to keep my passion for motorcycles in my lifestyle, and my mother was assisting me by taking me to places of inspiration like the Motorcycle Hall of Fame. By the grace of God, AMA Legislative Affairs Manager Royce Wood had the same bike I had sitting outside, and he just happened to come out at the right time to introduce himself to me while I was admiring his XR1200.

We discussed what the options were

for opening my own shop, and it kept my interest in the idea of at least sharing my passion through the sale of two-wheeled dreams. After returning home, I was visiting the old Honda dealership where I used to work. The sales manager, David Pratt, was eager to bring me back and put me in a sales position. I accepted his offer and began working the sales floor.

This was the first step to my recovery

process in getting my passion back. I began becoming very active in the motorcycle community and developing opportunities to get fellow bikers and ATV riders active, as well as develop rides and events in a safe and organized fashion.

A couple months later, my brother hooked me up with Aaron Stevenson, who offers track-day schools. I was excited to be in an atmosphere where I could ride again. After attending his first CornerSpin school, I started to notice a positive affect in my personal lifestyle. I was ignoring all the negative influences in an effort to have the money, time, and motivation to attend his schools repeatedly.

Now, I am a lifer for CornerSpin and CornerSpeed. The positive changes have been noticed by the people around me and they are taking steps to support my new addiction.

Aaron has become a positive role model in helping me tackle all the negative influences my life. I am a true success story of how his schools have already changed my life for the best.

As a salesman I have noticed a majority of my sales going to service members, and [I] would like to ensure that they are getting the proper training for these motorcycles and ATVs and that others have the same opportunity I was given.

Nate JenningsChristiansburg, Va.

May his family find comfort in their grief, and may his spirit be at peace. This is a horrible, tragic event, and I am deeply saddened by it. It makes it more personal to know it was one of our own. My condolences to all who have been touched by this senseless act. — Rebecca Shaw,

responding to the news of the murder of AMA Congress delegate Dave Oakleaf.

I am very saddened that innocent people lose their lives to those who are heartless and criminal. The fact that Dave Oakleaf was so involved in the AMA, I feel that I have lost a Dear Friend through our commonality though having never met him. My heart goes out to his family and many friends. — James Sanders, responding to same.

I am so sick of having to fight stuff like this. It makes no sense. — Marcus De Luco, commenting on a U.S. Interior Department proposal to Congress submitted on Nov. 10 that could block rider access to certain public land in nine states.

Yay Portland! I’m currently taking advantage of the $30 a month covered (in a garage) SmartPark parking downtown and it works out great. Thank you City of Portland for being forward thinkers when it comes to motorcyclists. — Joel Haney, replying to a post about the social value of commuting on a motorcycle.

You can connect with fellow AMA members on Facebook. You can also always find more information at AmericanMotorcyclist.com.

Nate Jennings

January 2012 9

I’ve never been more proud to be an AMA member than I was on May 26.

That’s when a couple hundred of the AMA’s most active, vocal and engaged members converged on the Rayburn House Office Building in Washington, D.C., to drive home a simple message: Fix the “lead law” that denies the sale of dirtbikes and ATVs to youth riders.

To realize the impact that these AMA members had, you have to understand what usually happens in the meeting rooms of that

building. Typically, the rooms are filled with adults in dark suits and skirts, talking in subdued tones, working through a very mundane interplay that involves either reading or listening to scripted words designed to influence legislators on a particular issue. Such meetings are important, and they help shape our laws, but they’re anything but “exciting.” They’re not engaging. They are, in a word, routine.

AMA members turned that routine upside down on a hot Thursday at the AMA Family Capitol Hill Climb. The arrival of so many regular citizens, including a majority of kids—nearly all wearing colorful motocross gear—created an uplifting attitude, and a sense of energy. More than anything else, they drove home the point that not fixing a bad law that threatened to end kids’ motorcycling would have a very real impact on a vibrant, fun and family friendly activity. This was not business as usual in Washington.

It got attention. It got results. And it helped end three years of inaction by legislators to fix the law. Only 11 weeks after the AMA Family Capitol Hill Climb, Congress created, and the president signed, a law that removed the restriction on the sale of kids’ dirtbikes and ATVs.

That’s the power of grassroots activism.The fact that “regular” people drove the process makes it the

most powerful form of political engagement. The people who filled that room weren’t paid lobbyists. They weren’t suits. They were real riders, real families and real AMA members who were moved to act. They fixed the law. In doing so, they even earned an exemption in the law for specific products—motorcycles and ATVs—that no other group was able to achieve.

The AMA Motorcyclist of the Year designation recognizes the rider who had the most impact on the world of motorcycling in the previous 12 months. When it came time to select that individual,

there was no question that the biggest issue facing motorcyclists in 2011 was the lead law. And its defeat represents the largest legislative victory for motorcyclists in more than a decade.

There were lots of groups, from the motorcycle manufacturing side, to the race promotion side, to other motorcycle activist organizations, who helped bring about the change. Everyone’s work was vital to our shared success. But from my perspective, the ones who really turned the tide were the grassroots AMA members and riders who wrote letters and emails, called and visited their congressmembers, and even turned the Rayburn building’s routine morning into something very special on that day in May.

So many AMA members had a hand in the victory that it was tough to single out one as the AMA Motorcyclist of the Year. In the end, the decision rested on two factors. The amount of work done by the individual chosen, and the fact that she was just a “regular” rider who was moved to join the fight not because her business was threatened or her livelihood was at stake, but because she saw an injustice and wanted to fix it.

Nancy Sabater, a Maryland rider who’s been around motorcycles, racetracks and trails since she was 15, is the 2011 AMA Motorcyclist of the Year. A motorcyclist whose fiancé raced at nearby tracks and rode with her in the woods for years, Sabater doesn’t have children herself, but realizes the importance of motorcycling to kids. She saw how motorcycling brings families together. She knew that motorsports helps kids grow in positive ways. And perhaps most importantly, she knew that if a generation of kids were denied motorcycles, an entire way of life could be lost forever.

Sabater’s involvement went beyond just writing letters, as you’ll see in the story on page 32. She organized petition drives. She mobilized others. She visited with congressmembers to lobby them directly to change the law.

Of course, while Sabater may be the visible face of grassroots activism on the cover of this magazine, it’s important to realize that every AMA member who acted to defeat the lead law also shares this individual award. Like many involved in the fight, Sabater is quick to note that a victory like this doesn’t happen solely from the actions of a single individual. It’s about all motorcyclists, AMA members and others in the motorcycle industry, standing together.

In the end, that’s something we can all be proud of.

Rob Dingman is president and CEO of the AMA.

FROM THE PRESIDENT

“

REAL HEROESPicking the 2011 AMA Motorcyclist of the Year

By Rob Dingman

So many AMA members had a hand in the victory that it was tough to single out one as the AMA Motorcyclist of the Year.”


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former Army site is becoming a reality.“Over the years, the idea went from an

OHV park to a multiuse park,” Hubbard says. “We’ve designed a park with a multitude of uses—a firing range, trap and skeet range, OHV trail system, equestrian trails, campsites and much more.

“We decided on multiuse with the idea of impacting the local economy,” he says. “We estimate the park will bring in $20 to $25 million annually once it’s matured. It’s a 10- to 15-year plan.”

Located about four miles northeast of the downtown area of the city of Talladega in north-central Alabama, the facility is in a perfect location to attract OHV riders and others who want to enjoy the park.

While there is already OHV riding going on at the park, which is called the TOP Trails—Talladega (Lincoln) Outdoor Park—Hubbard doesn’t expect an official opening until next fall. But he expected the Public Park Authority that oversees the facility to start charging $5 a head for riders by the end of 2011.

“Right now we have about 55 miles of ATV [all-terrain vehicle] trail and 11 miles of single-track,” says Cheaha Trail Riders President Glenn Myers, who is responsible for designing the trails. “The goal is to have about 100 miles of ATV trails and 40 or 50 miles of single-track in a hilly part of the park property.”

Plans also call for 50 to 60 miles of horse trails, separated from the OHVs by a fence.

The Army stopped storing munitions at the Coosa River Ammunition Storage Annex in 1982, and the facility closed in 1988. Eventually it came under the control of the U.S. National Park Service, which awarded the property to the city of Lincoln for park use while maintaining ultimate control.

Lincoln joined forces with Talladega city, after much haggling over the use of the land, to have joint ownership of the land and formed the Public Park Authority to oversee the park’s development.

Now, the Park Board is acting aggressively—approving contracts for such things as trail work and security—to keep the project moving.

“It’s in the first year,” says Hubbard, who is the grant administrator for the project and also a member of the Cheaha Trail Riders. “We’ve been able to acquire a million dollars in grants for the first year [through the federal Recreational Trails Program, the state land board and conservation funding].

“They [the Park Board] will cut enough timber to sell to get $300,000 or $400,000,” Hubbard says. “Most of that $1.4 million [total] has to be used for OHVs.”

RIGHTS

One day several years ago, Danny Hubbard was riding his off-highway vehicle (OHV) along the perimeter of the former Coosa River Ammunition Storage Annex just north of Talladega, Ala.

He stopped and gazed over the 2,800 acres that once served as an overflow storage location for the Anniston Army Depot, which was responsible for storing explosives, propellants and projectiles that ranged from .22-caliber bullets to 2,000-pound bombs.

The 136 concrete storage “igloos”—each 30 feet wide and 90 feet long,

spaced some 400 feet apart in case there was an explosion—still stood, overgrown by vegetation and separated by roads crisscrossing the property.

Off in the distance were thick woods. Rising up to 1,000 feet above the woods were tree-covered hills.

“This place,” Hubbard thought, “would make a great off-highway vehicle park.”

Afterward, Hubbard contacted the AMA-chartered Cheaha Trail Riders (CheahaTrailRiders.com) with his idea. And now, almost five years later, Hubbard’s dream of a 2,800-acre public park at the

OFF-ROAD DREAMS COME TRUE IN ALABAMACheaha Trail Riders Are Creating A 2,800-Acre Park

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A Georgia House committee looking at ways to rein in escalating costs for the state’s health insurance plan may require workers to disclose whether they take part in so-called risky activities—such as riding motorcycles.

State Rep. Carl Rogers (R-Gainesville), who heads up the study committee exploring ways to cut health benefit-plan costs, says state workers engaged in risky activities may need to pay higher health insurance premiums.

The Associated Press reported that the study committee hoped to present its proposals to the House leadership by Dec. 1.

“There is no way that motorcyclists

engaged in a legal form of

transportation should be

penalized by being forced to pay

higher insurance premiums,” says Rick Podliska, AMA deputy director of government relations. “AMA members in Georgia need to contact their state representatives and let them know that the idea is totally unacceptable.

“And riders around the nation need to keep on eye on their own state lawmakers to be sure

that any similar proposals are nipped in the bud quickly,” he

says.To contact your lawmakers, go to

AmericanMotorcyclist.com > Rights > Issues & Legislation.

Plans call for ATV and motorcycle trails, OHV washing racks, a training center, training track and campsites, and eventually a national-caliber motocross facility.

Dedication Needed To Create Trails

The Cheaha Trail Riders in Alabama are no strangers to creating trail systems, and founding member and President Glenn Myers and member Danny Hubbard have some advice for other clubs around the nation that want more riding opportunities.

They both say dedicated volunteers are key.

“Anyone can take on creating an OHV (off-highway vehicle) trail system as long as they have support from enthusiasts,” Hubbard says. “The Cheaha Trail Riders are fortunate to have great volunteers.

“The key is to find someone willing to take on the project and be the leader of the project,” he says. “They can help direct the volunteers. But unless someone is retired, like myself, it’s difficult for someone to take on a project like this as an extracurricular activity.”

Hubbard says he has devoted about 9,000 hours to the 2,800-acre Talladega (Lincoln) Outdoor Park project in Alabama, and an engineer, Chuck Roberts, who was a partner in the park design, and others have also put in many volunteer hours.

Myers says volunteers are the key to any project, large or small: “Over my 24 years with the Cheaha Trail Riders, I’ve learned that you find out what volunteers can do and want to do and let them do it.

“I may be president, but I’m not their boss,” Myers adds. “They’re volunteers, and it’s amazing what they can do and the ideas they come up with.”

Royce Wood, AMA government affairs manager, says what the Cheaha Trail Riders have been able to accomplish over the years is remarkable.

“The Cheaha Trail Riders aren’t afraid to roll up their sleeves and tackle rewarding projects ranging from charity events to creating riding trails,” he says. “I tip my helmet to them, and know that other clubs will look to them for inspiration.”

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GEORGIA WORKERS MAY BE PENALIZED FOR RIDING MOTORCYCLES

House Panel Considers Health Insurance Price Hikes

RIGHTS

U.S. SENATE PANEL WANTS TO KILL TRAIL FUNDING PROGRAM

Ending The Program Amounts To A Tax Increase For Riders

The U.S. Senate will vote on a bill that would end the dedicated funding for the Recreational Trails Program (RTP), which is considered to be one of the most important and beneficial laws for off-highway vehicle (OHV) riders ever passed by Congress.

The RTP, which provides money to states to develop and maintain trails, would lose dedicated funding under provisions in a transportation funding authorization bill—S. 1813, “Moving Ahead for Progress in the 21st Century” (MAP-21)—which was approved by the Senate Environment and Public Works Committee by an 18-0 vote on Nov. 9.

It’s unknown when the full Senate will vote on the measure.

The RTP became law in 1991 as part of a federal transportation funding authorization bill. Wayne Allard, AMA vice president for government relations, was shocked by the committee vote and noted that abolishing the RTP dedicated funding would effectively create a tax increase on OHV riders because the RTP funds would no longer be designated for a program that benefits motorized trail users.

“Motorcyclists pay the gasoline taxes that go to sustain the trails program,” Allard says.

“Many interests pull from the highway fund and do not pay into it. It becomes akin to a tax increase to the general fund,” he says.

“This program was created for trail

users and is self-funded by the highway fuel taxes of trail users,” he adds. “Trail users see this program as a very essential part of their chosen form of recreation, and there’s no reason to redirect the funding for the program. The RTP pays for itself.”

The RTP represents a portion of the federal motor fuel excise tax collected from non-highway recreational fuel use. In other words, taxes generated by fuel used for OHV recreation—by snowmobiles, all-terrain vehicles (ATVs), off-highway motorcycles and off-highway light trucks—fund the RTP.

“I urge all concerned riders to contact their federal lawmakers and ask them to support continued dedicated funding for the Recreational Trails Program,” Allard says. “Money for the program comes from off-highway riders and should continue to be used to benefit off-highway riders.”

The easiest way to contact lawmakers is by going to AmericanMotorcyclist.com > Rights > Issues & Legislation. P

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OFFICIALS: INTELLIGENT TRANSPORTATION SYSTEMS WILL MAKE ROADS SAFER

AMA Questions Lack Of Discussion About Motorcycles

Imagine rows of cars traveling along the freeway in perfect formation with no input from their drivers, and sensors ensuring the vehicles don’t crash into anything, including each other.

Now imagine this new technology being pursued with little, if any, consideration for motorcycles.

That’s apparently what’s happening.Transportation policymakers

and industry leaders gathered in Orlando, Fla., to discuss the future of

transportation in the United States at the World Congress on Intelligent Transport Systems held Oct. 16-20.

Attendees said that intelligent transportation systems (ITS) will be the key to improving travel efficiency and safety in the future.

For example, U.S. Transportation Secretary Ray LaHood (pictured) said that intelligent transportation is “the next generation for technology and safety” and “will create thousands of jobs

when these technologies really become available.”

Ford Motor Company Executive Chairman Bill Ford Jr. declared: “We need to view the automobile as one element of a transportation ecosystem and look for new ways to optimize the entire system. We need cars that can communicate with each other and also with the world around them to make driving safer and more efficient.”

The gathering that attracted thousands of delegates showcased “connected vehicle” technology, which allows cars to communicate with the roadway and each other.

Sheila Andrews, AMA senior legislative assistant in Washington, D.C., believes that policymakers and engineers need to pay more attention to motorcycles.

“Sure, sensors in cars can spot other cars and 18-wheelers to avoid collisions,” Andrews says. “But what about motorcycles? Bikes are a lot smaller and may be more difficult to detect, especially if they aren’t equipped to ‘talk’ with other vehicles.

“Much more needs to be done to ensure that motorcyclists are safe in the intelligent transportation traffic mix of the future,” she says.

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RIGHTS

TRAFFIC-ACTUATED SIGNALS (17)

PASSENGERS: Age restrictions (7)INSURANCE: Vehicles, liability

and denial of medical benefits (22)

TOLLS (12)

LICENSING, ENDORSEMENTS AND PERMITS (30)

BANS: Text messaging, internet use, drowsy driving (68)

HANDS-FREE: Use of cellphone (57)

DISTRACTED/INATTENTIVE DRIVING (19)

RESTRICTING VIDEO DISPLAYS (11)AFTER CRASH: Police reports to include

distracted-driver info, enhanced penalties (16)

DISTRACTED/INATTENTTIVE VEHICLE OPERATION (281)

MOPEDS (30)

TAXES: Registration and titles, taxes on miles traveled and fuel-efficient vehicles (60)

LICENSE PLATES: Special

plates and vertical mounting (91)

CELLPHONE USAGE: Restricting

or prohibiting use (110)

VEHICLE LAWS: Rebuilt vehicles, registrations, lemon laws, inspections,

high-occupancy-vehicle lanes, titles, lane splitting and right to repair (45)

HELMETS (47)

MISCELLANEOUS: Definition of a motorcycle, discrimination, lead, traffic

calming, congestion, traffic management and study committees (67)

SAFETY: Rider education programs, safety and awareness, and mandatory training (45)

EQUIPMENT: Sound, exhaust systems, lighting, emissions, fuels and alcohol interlocks (51)

TRAFFIC OFFENSES: Vehicular assault/homicide, right-of-way

and related violations, seizure, banning motorcycles from public

roads, parking, riding two abreast and stunt riding (78)

2011 ON-HIGHWAY SUMMARYThe AMA Government Relations Department monitors approximately 1,200 pieces of legislation

in all 50 states and Washington, D.C., each year and takes action when necessary. Those actions include informational mailings to AMA members, news releases, testimony and providing

information to key legislative committees. Here’s a breakdown by topic of the on-highway legislation followed during the 2011-12 legislative sessions around the country

through Nov. 3. Distracted driving issues are broken out further. Note that legislation may address more than one issue, so a

single bill may be counted in multiple topic areas below. The chart reflects 883

issues covered in 847 on-highway bills.


RIGHTS

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HIGHER ETHANOL-GASOLINE BLEND DAMAGES BOAT ENGINESStudy Reinforces Concerns About Motorcycle Use

Federal research into the use of E15—a new ethanol-gasoline blend of up to 15 percent alcohol—shows that it severely damages boat engines, raising more concern for motorcyclists.

In October 2010, the EPA approved the use of E15 in model year 2007 and newer light-duty vehicles (cars, light-duty trucks and medium-duty passenger vehicles). Then, in January 2011, the EPA added model year 2001-2006 light-duty vehicles to the approved list.

No motorcycles or all-terrain vehicles (ATVs) are currently on the list.

The AMA has expressed concerns about E15 being mistakenly used and damaging engines in motorcycles and ATVs, and about the continued availability of gasoline that has no ethanol, or gasoline with only a 10 percent blend, that is safe for use in motorcycles and ATVs.

“We’re also concerned about the possibility that ‘blender pumps’ that dispense multiple grades of gasoline through a single hose might introduce enough ethanol into gasoline to be used in a motorcycle or ATV to damage the vehicle,” says Imre Szauter, AMA government affairs manager. “And ethanol absorbs water, which could be harmful to motorcycles and ATVs.

“Now, with these new federal studies, we feel even more strongly that more research is needed before E15 is approved for use in motorcycles and ATVs,” he says.

The government-funded research done by Mercury Marine through the National Research Energy Lab—the only federal laboratory dedicated to the research, development, commercialization and deployment of renewable energy and energy efficiency technologies—showed that the two-stroke and four-stroke Mercury engines used for the test had problems while running E15.

The engines were a 9.9 horsepower four-stroke, a 300-horsepower supercharged four-stroke and a 200-horsepower two-stroke.

The report notes that all the engines ran hotter than with E10, which contains up to 10 percent ethanol.

In the E15 testing, the 200-horsepower engine was destroyed when a rod bearing failed, and the valves in the 300-horsepower engine broke or cracked, forcing researchers to stop the testing. Researchers said the valve damage was

due to high metal temperatures.

The small engine made it through 300 hours of testing but ran poorly and misfired at the end of testing. It also showed signs of reduced hardness on piston surfaces.

“We need motorcyclists to contact their federal

lawmakers and ask them to support H.R. 3199 so that there is more research into the effects of E15 on engines,” Szauter says.

On Oct. 14, U.S. Rep. Jim Sensenbrenner (R-Wis.) introduced H.R. 3199 to require the federal Environmental Protection Agency to seek an independent

scientific analysis of the effects of E15 on engines.

To contact your federal lawmakers to urge them to support H.R. 3199 go

to AmericanMotorcyclist.com.

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Two weeks, 6,400 miles, my Kawasaki Concours 14 and some good riding buds made for one heck of a trip.

It started when my friend, Manuel, and I left New York City and we headed straight for Cheyenne, Wyo. There, we met up with his brother, Alex, who had spent the previous two months riding through Canada and Alaska. We headed north to Mt. Rushmore and Crazy Horse, through Sturgis, S.D., and into Deadwood. It was awesome experiencing these great motorcycling destinations first hand.

From there, it was west to Montana and the start of the No. 1 motorcycling road in America, as chosen by AMA members, the Beartooth Highway, which runs from Montana to Wyoming and into Yellowstone National Park.

It was amazingly scenic as we serpentined through extremely tight hairpin turns, many of them on steep mountain inclines or declines. At the bottom of the mountain it was hot and sunny, and as we climbed higher and higher the temperature dropped significantly. We actually changed into our winter gear as we topped 11,000 feet in elevation.

It was definitely a white-knuckle ride, especially if you’re wary of heights. There

were no guardrails on this two-lane road carved into a mountainside. (Apparently, avalanches would rip them off.) It was made even more challenging when trying to keep one eye on the road and another on the beautiful landscape.

Once we reached Yellowstone, we found it absolutely amazing, particularly with all the geothermic activity. The landscape and wildlife sighting opportu-nities are not to be missed. When we got to our campsite, between the wolf sightings along the road and the brown bears in the area, I was nervous having to walk into the woods to collect firewood.

The amazing scenery just didn’t stop. Grand Tetons National Park, then Jackson Hole, Wyo., were next. Then, we rode through southeastern Utah and its Martian-like landscape. The red soil and sandstone have been carved to artistic perfection by rain and rivers over millions of years. Canyonlands and Arches National Parks were both fantastic.

Leaving Utah, we headed south to Monument Valley and the Navajo Nation. For much of this trip, I was trying to imagine what it must have been like for early settlers to be heading west across the grasslands and mountainous areas of Utah and the Black Hills, and this leg of our journey really drove home that perspective.

Our final destination was Colorado, where we stopped in Durango, camped overnight in the old mining town of Silverton and then headed through Aspen. A quick stop just east of Denver was our last before the big push to New York City.

What a ride! I’m already planning next year’s trip, with hopes of making it further west and perhaps taking Route 66 to get there.

Ken Cromer is an AMA member from Bayside, N.Y.

RIDING

DISPATCH FROM THE WESTAmerica’s Iconic Landscape Doesn’t Disappoint By Ken Cromer


MEMBER TESTEDHelmetlok Carabiner

Website: www.helmetlok.comMSRP: $20 ($25 with cable)

Every now and then something comes along that packs a ton of convenience into a very small package. That pretty much sums up the Helmetlok.

The uses of carabiners are endless, and it’s tough to remember what life was like before they existed. Helmetlok applies their own twist to the technology, making the pivoting arm a combination locking latch. When you combine it with an available coiled 3mm coated cable, you have a handy way of securing helmets, jackets and other gear.

The Helmetlok, which allows you to set a custom three-digit combination, can be run through your helmet’s D rings and clipped on a handlebar, frame rail or luggage rack support.

If you prefer, you can use the cable along with the Helmetlok and run it through the eyeport, provided you have a full coverage lid. Fully uncoiled, the cable is about 6 feet long, which allows it to run through a jacket sleeve or overpants. The cable length is more than adequate to secure a helmet and jacket.

The only negative thing I can say about this product is that the cable takes on the look of a tangled telephone cord after it’s stretched a few times, but this in no way affects its use or performance.

Even though I don’t normally believe my gear is a high-risk theft target, I appreciate the inexpensive peace of mind the Helmetlok offers.—Skipper Honeycutt, Overton, Texas

GOOGLE BOOKSJanuary 1984

Earl Bowlby had one of the most memorable professional AMA racing careers in history. The Motorcycle Hall of Famer was competitive over a quarter century riding what was, in many aspects, ’60s era technology—a highly modified 650cc BSA.

In 1983, Bowlby won his seventh title, a feat reported in the January 1984 issue.

“It’s the seventh national championship for this 50-year-old rider, whose career began back in ’66 when Sammy Tanner was pitching BSAs sideways on the dirt ovals against Bart Markel and the boys. Bowlby won his first national championship in 1968 and has been at or near the top ever since.”

Bowlby won three more national titles. His eighth came in the 1984

season, arguably Bowlby’s most dominant. That year, he won the national

invitational at Muskegon, Mich., the AMA national title and the Canadian national hillclimb championship. It was the only time the three titles—considered the triple crown of hillclimb— were ever captured in one season by one rider.

Read more about the history of American motorcycling at Books.

Google.com, which archives back issues of this magazine from January 1955 through December 2007. Search for “American Motorcyclist.”

Up, to South African motorcycle adventure Johan Gray (now a YouTube hero) for saving a calf during the Amegeza Gauteng.

Up to Seattle motorcyclist Mike Fikse for making a strong case on CrossCut.com that his city promote the benefits of two-wheeled motorized transportation.

Up to the city council in Victoria, Australia, for green lighting a trial program that will allow motorcycles to use bus lanes in the city.

Up to comedian, TV host and Motorcycle Hall of Famer Jay Leno for helping a fellow motorcyclist who had an accident during a Southern California charity ride.

Down to the bus-driver and bicyclist lobby that opposed a trial program allowing motorcyclists to use bus lanes in Victoria, Australia.

Down to a driver in Orange County, Calif., who ran over the legs of a motorcycle officer who had just stopped him for not wearing his seatbelt.

Down to the thieves who stole 13 motorcycles from the Oregon State University motorcycle safety program.

January 2012 19

RIDING

Pre-Reg Events June 4th!June 5-9 Lake George, NY

www.americade.com 518-798-7888

Ask the MSF

SAFE WAY TO DEAL WITH COLD

Q: What’s the MSF’s opinion on the safety of cold-weather-riding solutions. Is a particular approach safer? For example is heated gear better to go with than, say, tons of layering? Thanks!

A: Cold weather gear needs to address two potentially conflicting requirements in addition to protecting you from road rash: keeping you warm and keeping you agile.

Some riders prefer the simplicity of layering their clothing, but you have to plan what to use for the different layers to ensure the right combinations for the temperatures you’re likely to encounter, and to maintain freedom of movement.

Heated gear may serve you better, assuming your bike can handle the additional electrical load. Many smaller and mid-size bikes cannot handle such a load. Even on some larger bikes, the electrical system can be overloaded. Ensure the gear you select offers the range of heating levels you seek. Invest in a quality heat controller, if not supplied with the gear. Follow the gear manufacturer’s

instructions to avoid damage to your motorcycle’s electrical system.

Your first choice in heated gear should be a quality vest. If your body’s core is warm, then your limbs are more likely to stay warm. A heated vest draws a modest amount of power but delivers the most heat for the current drawn. A full jacket is the second best choice.

If you frequently ride in cold weather, consider adding heated handgrips to your motorcycle. They will help keep your hands warm and able to manipulate the controls. Some riders prefer heated grips over heated gloves because it’s less cumbersome than dealing with the electrical wires connected to the gloves.

Learn more about the MSF at MSF-USA.org.

Starting off on the right streetbike is vital to a long and enjoyable motorcycling experience. A new motorcyclist’s first bike should be easy to ride, safe, unintimidating and reliable. For some suggestions, we asked our 37,037 (and counting) Facebook fans what they’d buy.

Steve Bradley: Kawasaki’s Ninja 250 is inexpensive and gets 80 miles per gallon.

Matt Bickford: Honda’s new CBR250R.Justin Koch: Ninja 650R.

Low power but still quick. Great look and

comfortable ride.Eddy Adkins: Something

small, used and cheap. Commit to riding it one year. Then buy what you want. It does not hurt as bad when you drop a $1,500 bike. It makes you sick when you drop a $20,000 bike…

Javas Vandeway: A smaller Honda Shadow. They are really reliable, easy to get parts for, low maintenance and comfortable.

Kristine Yager Rushton: When I learned to ride, I found a used Kawasaki Ninja 250. Great little sportbike—plenty of zip and yet easy to handle. I had it for nearly two years and sold it to another newbie.

Neftali Colon: It’s a close tie between the Suzuki SV650 and the

Kawasaki Ninja 650R. Both are great beginner bikes, have great handling, enough power to get around on, a comfortable riding position and, most of all, are very forgiving.

Jason Murray: Yamaha V-Star 650.

Tommy Paczynski: I usually don’t go wrong with recommending a late ’60s, early ’70s Honda CB. They’re cheap and pretty easy to fix and take a beating! There are plenty of them to pick from and even more ways to custom it out.

Darin Cooley: KTM 690 Duke.Shannon Long: My first bike was a

1987 Honda VFR750R that my Marine Corps. brother brought back from Japan.

Gregory Hefner: One that fits your size and weight with horsepower that you can handle. My first bike was a 1974 FXE Harley-Davidson.

Sam Currey: Suzuki TU 250.John Gepford: A dirtbike. Learn your

skills off-road, and you’ll be a better rider.

THE RIGHT FIRST BIKEPerhaps The Most Important Decision Of Your Life!


RIDING

CHARTER YOUR CLUB WITH THE AMAPart Of A Motorcycle Club? Sign Up For An AMA Charter

Chartering your club with the AMA is a great way to get organized, protect your identity and get respect. It also provides access to all the tools you need to run AMA-sanctioned events and strengthen your standing in your local community.

Your club can charter with the AMA in a few different ways.

A social club is pretty simple. It’s for enthusiasts who ride together, be it road or off-road, but aren’t really structured or geared up to host formal events.

A historic club is similar, but it’s intended for former promoting clubs that no longer have the membership or ability to maintain a promoting charter. To earn this designation, the club must be in existence for 50 years or more.

Social and historic clubs cannot vote for AMA Congress Delegates or host sanctioned events. They must list at least five AMA members on the application, and the charter fee is $35 for a calendar year.

Recreational or competition promoting clubs are the backbone of AMA motorcycling events in America. They can sanction events and vote for AMA Congress Delegates. All club officers must be current AMA members and, including officers, the club must have at least 10 current AMA members. The charter fee is $75 per calendar year.

Promoting clubs require two letters of recommendation, printed on company letterhead, and a copy of club constitution and by-laws. These must be submitted by first-year applicants or clubs that have not renewed their AMA charter for two or more years.

In addition, a representative from a promoting club must take part in an AMA risk management workshop before the club can hold AMA-sanctioned events.

Interested? See AmericanMotorcyclist.com > Clubs & Promoters > Start A Club. There, you can download “Partnering for Success,” a booklet that outlines every step of the charter process.

If you have questions or would like to order these forms by mail, call AMA Organizer Services at (614) 856-1900 or email [email protected]

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2 THE HANDS-ON INSPECTION

Perform A Visual Once-Over Look for any obvious mechanical issues—loose or missing fasteners, fluid leaks, pitting in fork tubes, rust in the fuel tank, cable continuity, chain play, sprocket condition, cracked wiring insulation, etc.

Perform Another Visual Once-Over This time, focus on cosmetics with an eye toward identifying evidence of a crash. Look for inconsistencies in paint shade or texture. Cracks in plastic or fiberglass may be invisible from the outside but obvious from the inside. Use a flashlight and check all the cracks and crevices. Examine footpegs and

sidecases for scrapes. Do the control levers appear extra shiny? Ask why and when they were replaced.

Start It If the seller isn’t hip to a test ride, don’t get too discouraged. Many motorcycles have gone out for test rides and have not come back. But, by all means, start the bike. Put at least four of your senses to work: listen for odd noises, look for smoke, smell for burnt oil or coolant, feel for heavy vibrations. Throttle response should be crisp off idle and significantly more smoke should not accompany more throttle once the bike is warmed up.

USED-BIKE BUYING CHECKLIST

Don’t Get Burned Buying Used

For much of the country, the winter months are the off-season. What’s one of the best ways to spend your time off your old bike? Shopping for a new bike!

Nothing compares to a new (or new-to-you) machine, and there are a lot of great deals on the used market—if you do your homework. A great deal gone bad is a sure way to ruin the next riding season before it even begins.

We can’t guarantee you won’t get snowed, but this checklist covers most problems you’ll see on used motorcycles. Print it out and take it with you:

1 Do Your Research Read magazine articles, website reviews and visit online enthusiast discussion forums to glean information about a model’s idiosyncrasies. For example, a BMW boxer drains the valve lifters when it’s shut off, so it may make quite a racket when it starts up. If you didn’t know that

beforehand, you could walk away from a perfectly fine motorcycle.

Check The Maintenance Records Sure, these can be fudged, but when you buy a used motorcycle, you have to accept that you must rely on some level of trust. If these don’t exist, ask for a verbal account of maintenance history.

Are Extras Included? Extras you want can make the deal sweeter. If the bike has aftermarket parts you don’t want, see if the owner will take them off and lower the price. Ask for any stock equipment that was replaced with aftermarket parts, such as the exhaust system. And don’t forget the tool kit.

BEFORE YOU SEE THE BIKE IN PERSON

Test for bearing play. Ask

the seller to put the bike up on the centerstand.

Feel for movement in the rear wheels and side-to-side

action in the swingarm. Any play is bad and a

safety hazard.

Examine tire wear. Look for

cupping and make sure there’s at least 1/16 of an inch of tread. Check the tire pressure. Improperly

inflated tires may hint at lazy maintenance habits elsewhere.

Examine the air filter. It should

be clean and properly installed. Also, is the

airbox intact? Extra holes (punchouts) could be fine (as

long as they are outside the filter), but ask the seller why the airbox

was modified.


RIDING

3BEFORE YOU PULL THE TRIGGER

Match The Numbers The VIN on the frame should closely match the engine, and both should match the numbers on the title. If there’s a discrepancy, there should be a very good reason. If not, walk away.

Check The VIN Call it into your insurance company for a rate quote. Call it into the manufacturer for any recall

info. And, if possible, call it into state authorities, to see if it has been reported stolen.

“Is This The Bike I Want?” Often, what looks great in photographs and sounds great in website reviews, falls flat in person. Even if the bike itself is sound, if the model didn’t stand up to its lofty rep, go back to the drawing board. This is

your last chance.Negotiate Don’t just meet the asking

price without trying to get a better deal. Every item you found wrong is a negotiating point. You may get nowhere, but you might save a few hundred bucks, as well. And never forget the power of these seven words: “Is that the best you can do?’”

Check the steering head lock.

Does it work? Use the key and find out for yourself,

but just as important, look for any signs of damage or excessive wear. Has it been replaced or repaired? If so,

the bike may have been stolen at one time.

Operate all controls. Test the

brakes, operate the clutch and take note of

sufficient play, shift gears, flip the turn signals, beep the horn, etc. If a test ride is not allowed, then put the bike

on the centerstand and do a “dry run.”

Test for bearing play. Ask the

seller to put the bike up on the centerstand. Gently tug on the fork tubes front to back, feeling for play in

the steering head. Also feel for movement in the front wheels. Any play is bad

and a safety hazard.

Check all fluid levels. Dark colored

brake fluid, low coolant levels and dirty (or gray)

oil are all bad signs. Don’t forget that some bikes have

separate crankcase and transmission oil—and

two dipsticks.

January 2012 23

RIDING

One of the biggest perks of AMA membership is the right to participate in AMA-sanctioned competition events.

AMA-sanctioned motorcycle racing is the most exciting, accessible and affordable motorsport in the world. Every weekend at AMA Racing events across America, thousands of racers face off in a number of disciplines on all types of motorcycles.

While racing motorcycles might sound intimidating if you’ve never done it, AMA amateur events include classes for all skill levels, all age levels and practically all motorcycle displacement levels. Whether you’re 6 years old or over 60, there’s a place for you on the racetrack.

Assuming you have the motorcycle and the riding gear, the next steps are quick and easy.

First, join the AMA. If you’re reading this magazine, chances are you have this covered. But, for the record, participants in AMA-sanctioned competition events must be full members.

While you don’t have to designate yourself a competition member, doing so is a good idea. It not only lets your association know what your primary interest is, but you’ll also receive the AMA Racer quarterly insert to this magazine and a competition-branded AMA card.

Second, download a copy of the AMA Racing Amateur Rulebook from AmericanMotorcyclist.com > Racing > Rules. The rulebook includes which nationally recognized classes you’re

eligible to enter and what, if anything, you’ll need to do to make your bike legal for competition.

Third, find an event. Look up a race near you by searching our online database of AMA-sanctioned racing events at AmericanMotorcyclist.com > Racing > State & Local Events.

Fourth, go race! (And don’t forget your AMA card.)

Branching OutWhile almost all types of AMA-

sanctioned events have newbie-friendly classes, some are more accessible than others. If you’re not already familiar with a type of racing, it’s a good idea to attend your first event with a friend who has experience in that discipline. If that’s not possible, ask a lot of questions. New riders are the lifeblood of the sport, and

everyone will be eager to help you out.For a full list of racing disciplines, see

AmericanMotorcyclist.com > Racing > Getting Started. Here’s a quick look at a few that are less intimidating to new competitors:

MotocrossMotocross races are run over natural-

and man-made terrain courses with hills, jumps and tight turns, typically with two races—or motos—in each class. A combined score from each moto determines overall placing.

As a new rider, you’ll want to sign up for the beginner or C class. Ask the promoter which one is appropriate, and if there’s a particular beginner class for your age group or bike displacement.

EndurosEnduros include both on- and off-road

RACING

GETTING STARTED IN RACINGBe Part Of The Greatest Sport On Earth

Motocross offers classes for all skill levels.

Dirt track has classes for all

ages.


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sections. Riders try to maintain an average speed (say, 24 mph) and receive penalty points for arriving early or late at the beginning or end of each section.

In difficult off-road sections, it will be impossible for all but the best riders to finish early. The challenge is to pace yourself when the course gets easy.

You’ll use a route sheet, provided at sign up, arrows placed along the course, your bike’s odometer and a watch to navigate your route and track your time.

Small groups of riders—generally three to five in a row—are flagged off in one-minute intervals. These riders likely will not be in your class. These relatively small groups of generally non-competitive co-riders lower the intimidation factor significantly.

Hare Scrambles, Hare & HoundHare scrambles are held in the woods.

Hare and hound races are held in the desert. Unlike an enduro, all riders in a single class start at the same time, and the event is an all-out race to the finish.

The race ends once the leader either completes a pre-determined number of laps, or has raced for a pre-determined amount of time.

Although these races are more intense

than a typical enduro, the beginner classes are fun and relatively relaxed.

Moto-TrialsMoto-Trials (also, observed trials)

competitors negotiate individual sections of difficult terrain. Penalty points are assessed for putting your feet down or crashing. Speed is not a factor.

While the top riders do things on motorcycles that seemingly defy gravity, the routes that novices must follow on a typical trials course are far less difficult.

Land-Speed RacingLand-speed racing is all about going

faster than anyone has gone before, typically on miles-long courses over perfectly level terrain like the Bonneville Salt Flats in Utah. Yes, it sounds extreme (and at the top levels, it is), but there also are classes for riders on everything from 50cc scooters to stock 250cc streetbikes to vintage standards.

Vintage RacingVintage racers compete on bikes from

nearly a century old to machines that went on the market just prior to the modern era. The speeds are slower, the motorcycles are less expensive, and the intensity is dialed way back.

Vintage racing is popular in motocross, hare scrambles, trials, roadracing and dirt track. The country’s top vintage meet is the AMA Vintage Grand Championships held at the Mid-Ohio Sports Car Course in Lexington, Ohio, during AMA Vintage Motorcycle Days (July 20-22 in 2012).

Track RacingTrack racing includes dirt track,

roadracing, hillclimb, ice racing, speedway, supermoto and drag racing. While these disciplines—as well as Arenacross and EnduroCross—offer novice-level classes, the need for specialized skills, the speeds involved and unique equipment make it a good idea to get your start in a more-accessible type of racing.

WANT TO RACE?Step One: You Need A Bike…

We asked our Facebook fans what advice they would give someone who wanted to start racing motorcycles. Here are the top tips from eight people:

Steve Frederick: Whatever you think your budget will be, double it. Also, be prepared to visit a rehab center. Racing is waaay addictive :)

Russ Theis: Just do it. Don’t try to think it through or reason it out. You’ll miss the greatest ride of your life!

Greg Bastek: Go watch a bunch of races and get to know some of the racers. Do your homework and know what you are getting into. It can be the most rewarding decision you ever make and provide a lifetime of family memories.

John and Linda Humphrey Goddard: Ride hard, but focus on staying within your limits and pushing them with discretion. Be patient. You’re not improving when you’re injured.

Tom Valentine: Don’t take yourself too seriously when you start, just have a good time and improve each race.

William Curtis Jones: Make two commitments to yourself: that you will learn how to correctly maintain and repair your own machine, and that you will make the time to practice riding fundamentals regularly and continually. If you do these things, you will grow as a person, and enjoy your days at the races.

Jason Kaplan: Get involved and talk to everyone at the track. Volunteer to help work tech, timing, marshaling or such. The more you know about the sport in general, and how it works from the inside out, the better a competitor you’ll become (might not be faster, but who cares!). And don’t take it too seriously. It’s about having fun, first and foremost.

In enduros, three to five riders ride together on

the same row.RACING

AMA RACER THIS MONTHSpecial Insert For Competition Members

AMA Competition Members receive AMA Racer, a quarterly publication bound in this magazine that covers the world of AMA Racing events. Not a Competition Member? No worries, just click the Magazine link at AmericanMotorcyclist.com, log into your online account, and you can read AMA Racer for free.

Here’s a look at what you can read about this month:• A look at how FMF/KTM’s Russell

Bobbitt rode away with the AMA Rekluse National Enduro Championship with a final-round victory.

• An early look at the premier series and championships that you’ll be racing in 2012.

• A first-hand report from long-time Kawasaki desert racer and six-time AMA Champion Destry Abbott on a new direction in his racing career.

• News about coming AMA-sanctioned events.

CHARLIE MULLINS WINS GNCC TITLEKTM Rider First American GNCC Champ In Seven Years

EAST, WEST HARE SCRAMBLES CHAMPSAndrew DeLong In The East, Brian Garrahan Repeats Out West

Andrew DeLong and Brian Garrahan took top honors in two of the AMA’s leading off-road championship series. DeLong won the overall championship in the AMA East Hare Scrambles Championship Series, and Garrahan successfully defended his title in the AMA West Hare Scrambles Championship Series.

DeLong, who started the year on KTM but finished riding for Husqvarna, won four of 11 rounds. DeLong, from Morgantown, Pa., won the title with 177 points over Nathan Kanney who finished with 116.

Out west, Garrahan, from Boulder Creek, Calif., repeated as champion, winning two of six rounds. The Yamaha-mounted Garrahan beat Justin Bonita for the championship with 125 points to Bonita’s 83.

Going into the final weekend of the 2011 Grand National Cross Country Series in Hurricane Mills, Tenn., on Nov. 4-6, the first GNCC doubleheader in history still stood between North Carolina’s Charlie Mullins and the XC1 championship.

A lot can go wrong in a two-race event. It didn’t take Mullins long to find out how wrong.

The FMF/KTM rider grabbed the lead on the opening lap of the first race and started to pull away. But the race—and Mullins’ title chase—took an unexpected turn when Mullins’ bike sputtered to a stop on lap five.

As Mullins struggled to restart his bike, AmPro Yamaha’s Paul Whibley took the lead, followed by most of the field, including Mullins’ main rival for the 2011 title, FMF Makita Suzuki rider Josh Strang.

At the end of Friday’s three-hour race, Whibley took the win by 11 seconds over Mullins’ teammate Cory Buttrick.

“I can’t control what anybody else does so I just have to go out there and win races,” said Whibley. “Late in the race, I saw Mullins’ bike laying over beside the track so I knew I had the lead at that point.”

Strang was third, while Mullins was ultimately credited with a 14th-place finish. His points lead over Strang dropped to 18.

The stakes were high in the finale. A title by Mullins would make him the first American to claim the GNCC championship since Rodney Smith won it in 2004. A win, or even a solid finish, wouldn’t be easy. By Sunday, following

two-and-a-half days of racing, the course was extremely rugged.

Mullins, however, wasn’t about to play it safe. After taking the holeshot off the dead-engine start, he secured the lead and pulled away, leaving Strang, Whibley and the rest of the field to race for second.

Mullins took the win, his sixth of the year.

“It’s a dream come true,” said Mullins of this championship. “I’m really at a loss for words, right now. I’ve worked so hard and so many people have helped me along the way. There are so many people out there that helped make this happen and it feels really good to finally win it. It’s been a long time coming.”

It was an emotional win for Mullins, whose racing career started in GNCC competition a decade ago.

“When I started racing, it was just me and my dad and my uncle just coming out on the weekends, just spending time with the family and having a good time,” Mullins said. “I really never thought it would progress to this. It’s something I’ll always remember.”

It has been a dominant year for KTM in AMA-sanctioned off-road racing. In addition to Mullin’s GNCC title, KTM riders have locked up the AMA Rekluse National Enduro Championship, the AMA Kenda Hare & Hound National Championship, and going into the final round of the GEICO AMA EnduroCross Championship, were the only contenders mathematically eligible for the title. P

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RACING

TADDY BLAZUSIAK DOMINATING ENDUROCROSSHeads Into Final Round With Perfect Record

The GEICO AMA Endurocross Championship has been the Taddy Blazusiak show in 2011. The FMF/KTM rider has done what should be impossible: make the incredibly unpredictable sport of EnduroCross quite, well, predictable.

EnduroCross races take place on man-made, off-road inspired tracks in a stadium setting. Obstacles include everything from rock gardens to telephone poles. At presstime, Blazusiak had won every main event heading into the final round in Las Vegas, Nev. Blazusiak’s

teammate Mike Brown was the only other rider mathematically eligible for the title.

At the penultimate round in Boise, Idaho, on Oct. 22, Blazusiak launched into the lead off the start, leaving Brown to battle with Kawasaki’s Justin Soule for second. The two swapped positions a few times before Brown was able to make the move stick, but not before Blazusiak was well on his way to his sixth win of the season.

Brown finished second, and Honda/Christini’s Geoff Aaron earned third.

AMA SUPERCROSS ROLLS OUTAMA Members Get Ticket Discount

The 2012 AMA Supercross season kicks off Jan. 7 in Anaheim, Calif. As an AMA member you can see the action for less.

Together with series promoter Feld Motor Sports, the AMA offers a $5 ticket discount to AMA members. Here are the details:• Buy tickets online at

SupercrossOnline.com and use password: AMA2012.

• Discount also available at the box office by showing your AMA card up to the day prior to the event. Not valid day of show.

• Discount not valid on any ticket priced $15 or less.

• Discount only valid for up to four tickets.

• This offer cannot be combined with

any other offers.Fans can go to the box office the day

of the race and show their AMA card to receive one free pit pass.

The free pit pass offer is only available the day of the event at the box office window selling pit passes from 10 a.m. to 4 p.m.

HALL OF FAME

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This 1919 Cleveland Lightweight was one of the most popular small motorcycles of its time.

Clevelands were made by the Cleveland Motorcycle Manufacturing Co., of Cleveland, Ohio, between 1915 and 1929. By 1915, the American motorcycle industry was already in decline, and many brands were trying to compete with the Model T automobile by positioning the motorcycle as economical urban transportation.

Weighing only 150 pounds, featuring a simple two-stroke engine, and retailing for just $175, the first Cleveland filled this niche better than many of its competitors.

Due to its lightness and absence of mechanical complexity, the little 220cc Cleveland won many endurance titles.

By 1919, the displacement had grown to 269cc. This model weighed 167 pounds and boasted a top speed of 45 mph. It featured a two-speed transmission with chain final drive.

A hub-and-contracting-band brake in the rear provided stopping power, and there was no front brake.

The Cleveland was a novel design, combining bicycle-type front suspension with a horizontal loop frame cradling a transversely mounted engine. The engine and gearbox constructed as a single unit was an advanced concept that most motorcycles didn’t adopt until the 1950s.

With its low seat and light weight, Cleveland hoped to appeal to women as well as men.

In 1925, Cleveland suddenly changed direction and went after the luxury and high-performance market with an inline four in 746cc and 996cc sizes. The larger of the two—the Cleveland Century—was certified from the factory to go 100 miles per hour.

However, the timing was unfortunate for this product because when the stock market collapsed in 1929, so did the Cleveland brand.

Bruce Linsday generously donated this 1919 Cleveland to the Motorcycle Hall of Fame in memory of Tom Kell. It’s just one of the fascinating bits of history showcased at the Hall of Fame on the AMA campus in Pickerington, Ohio.

To learn more, go to MotorcycleMuseum.org.

1919 CLEVELAND A Lightweight Wonder

Hall of Fame features the machines and people of the Motorcycle Hall of Fame in Pickerington, Ohio. The Hall of Fame is a 501(c)3 non-profit corporation that receives support from the AMA and from motorcycling enthusiasts. For info and directions, visit MotorcycleMuseum.org, or call (614) 856-2222.

HALL OF FAME

January 2012 29

Eddie Lawson will go down in history as one the greatest motorcycle roadracers of all time. Lawson won the 500cc World Championship four times during the 1980s. When he retired from GP racing in the early 1990s, he ranked third on the all-time 500cc Grand Prix wins list with 31.

Lawson was equally successful on the domestic front. The Californian won the AMA Superbike Series twice, in 1981 and 1982, and the AMA 250 Grand Prix Series in 1980 and 1981.

When inducted into the Motorcycle Hall of Fame in 1999, Lawson was the only rider to ever win the AMA Superbike and 250GP titles during his career.

Lawson was born in Upland, Calif., in 1958. By the time he was 12, he was racing the local Southern California dirt-track circuit. Lawson later also started contesting local roadraces.

By 1978, Lawson got his AMA expert license and was dirt-tracking Yamahas. By 1979, at the age of 20, Lawson was a top roadracer in West Coast club racing.

In fact, in 1979 he finished second to a young—and future fellow Hall of Famer—Freddie Spencer in the AMA 250 Grand Prix Series. He was invited by Kawasaki to a Superbike tryout at Willow Springs Raceway in California that year, and set the fastest time, earning a factory ride.

“It was really pretty fun to ride those old 1000cc Superbikes,” Lawson recalls. “They were pretty heavy and had a lot of power and with the wide handlebars you could actually ride them a lot like a flat-tracker, power-sliding out of the corners and everything.”

It didn’t take long for Lawson to get used to racing Superbikes. He won his first Superbike National at Talladega, Ala., in April of 1980. That season saw some epic battles between Lawson, Freddie Spencer and future Hall of Famer Wes Cooley.

The season ended with Cooley winning the title ahead of Lawson.

The same season, Lawson dominated the AMA 250 Grand Prix Series.

Lawson came back in 1981 and won the title after another year battling Spencer.

The Lawson/Spencer rivalry

would go down as one of the best in the history of Superbike racing. Meanwhile, Lawson again won the 250GP title in 1981.

Lawson’s ’80 and ’81 championships marked the only times that Kawasaki would win the AMA 250 Grand Prix titles.

Lawson’s last full season of U.S. racing was in 1982. Again, Lawson and Kawasaki held off a serious Superbike challenge from Honda, that year with future Hall of Famer Mike Baldwin, who finished second.

Lawson accepted an offer from Yamaha to contest the 500cc World Championship for the 1983 season. After getting used to his surroundings, Lawson began winning in 1984 and ultimately won his first world championship that year. It would mark the first of four world titles that Lawson would win: 1984, ’86, ’88 and ’89.

Lawson retired from GP racing after the 1992 season. But he came back to race the Daytona 200 in 1993. He won in a spectacular last-lap duel with Hall of Famer Scott Russell, marking a triumphant return and his second Daytona 200 victory.

Lawson raced at Daytona one more time in 1994 and finished third.

To read about other Hall of Famers, go to MotorcycleMuseum.org.

Hall of Famer

EDDIE LAWSON American Champion On The World Stage

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The member election of the Southeast Region Board Director will be conducted online beginning Dec. 15, 2011, and ending Jan. 15, 2012. Only Southeast Region AMA members can vote in the election.

The voting website will not be accessible before Dec. 15.

Beginning Dec. 15, Southeast Region AMA members can take the following steps to cast their votes:

1. Go to AmericanMotorcyclist.com and sign in by selecting the sign-in button located at the top of the homepage. If you don’t already have a member account on the AMA website, you will need to create one.

2. After you are signed in, select the Southeast Region Board Director Election banner.

3. Follow the voting instructions on the Southeast Region Board Director page to cast your vote. That’s it! Results will be announced soon after the election closes on Jan. 15, 2012.

A paper ballot may be requested in lieu of electronic voting by contacting the AMA at (614) 856-1900, ext. 1231. Please be prepared to provide your name, address and AMA number for verification. Issuing a paper ballot will deactivate your access to vote online.

Again, this election is for members from the Southeast Region only. If you are not in this region, you will not be able to access the voting instructions or be able to request a paper ballot.

Tom Beatty

Hello fellow AMA members.I am honored to be selected as a candidate

for the Southeast Region 2 AMA Board of Directors position. I am a Charter Life Member and have been a member for 36 years. I have been a Field Rep for 12 years.

During my years of membership in the AMA, the membership has fluctuated around the 300,000 mark to currently around 220,000. I believe that to be more effective in its mission we need to grow the membership. I have been in other organizations that grew their membership and believe I have some ideas that would work and grow the AMA membership. If you look at the motorcycle registration numbers in the USA, I see no reason that the AMA shouldn’t have a membership of over 1 million members. I see the possibility of it being much higher than that.

I think Rob Dingman has done an admirable job of revitalizing the organization and doing many things that were painful but necessary. The computer system had been upgraded to help the organization operate more efficiently in this technological age. One of the main focuses of the organization and one it is very good at is tracking legislation and getting the word out to the motorcycling community about legislation that affects motorcyclists in a negative way. Stan Simpson has provided leadership on the Board of Directors implementing policies that keep the organization a vital voice for all motorcyclists no matter what you ride or what area of motorcycling you participate in.

I believe that we must become better at communicating the value of AMA membership to the motorcycling community. There are many motorcyclist organizations vying for the membership dollars of the motorcycling public. The AMA must become the umbrella organization for all motorcyclists. We must become better at getting new members and retaining them to continue to be a viable motorcyclist organization. I think that we can better utilize the resources of the AMA to accomplish these goals.

I am asking for your support and vote for the Southeast Region 2 Board of Directors position. Thank you. You can learn more about me and my candidacy at www.floridabikernetwork.com.

Ken Ford

• AMA: Life Member, 27 years• Concours Owners Group: 22 years, current

Executive Director (National Board Chair)• Florida Trail Riders: 32 years, Life Member,

Past President, Enduro Chairman, Scorekeeper

• Sunrunners M/C : 32 years, Founding President, Enduro Trail Master

• Dixie Dual Sport: 5 years• Master’s Degree: Environmental Engineering • Business owner and operator: 18 years• Fortune 50 Company: Senior Manager, 25 years Engineering

Management • U.S. Air Force: Captain

I have ridden for 50+ years. Now I am semi-retired and in two years have enjoyed more than 20,000 miles of adventure riding. My family loves our sport and has lifelong friends through motorcycling.

I have helped establish and manage motorcycle clubs. This includes years of putting on and riding events, from enduros and hare scrambles to dual-sport and road rallies. I know how clubs operate, how to hold national events, how to manage issues, how to help others enjoy motorcycling, and how to promote the sport. I have built contacts through the years across the country, networking which can be invaluable to AMA. I’m not running to learn; I’m running to serve.

AMA is big business. My career included negotiations, environmental legal issues, and human relations. These skills can be beneficial to AMA. In addition, I want to see AMA add to its strength in numbers, opportunities for involvement, and cost effectiveness.

AMA lobbies to protect our rights, represents the U.S. in international motorcycling, sponsors events, and assists charter clubs, but there is strength in numbers. I will emphasize membership. I’m amazed at the number of motorcyclists who don’t know what AMA is or what it does. I feel that AMA can strengthen its membership base through closer contact with local clubs. I will help AMA sell itself through local clubs and build its numbers.

BOARD ELECTIONS

HOW TO VOTE Online Voting Opens For Southeast Region Representative On Dec. 15

CANDIDATES

13

29

43

44

8

9

32

10

The Southeast Region is composed of the following AMA Districts: 8, 9, 10, 13, 29, 32,

43 and 44.

Youth motorcycling in America almost died. Legislation, signed into federal law in 2008,

saddled motorcycle manufacturers with strict requirements that effectively outlawed selling dirtbikes and all-terrain vehicles (ATVs) for kids age 12 and under.

Motorcycle dealers and manufacturers were shocked. How could the government further cripple a business already reeling from an economic downturn?

Families were outraged. How could they share their passion with the next generation if they could no longer buy bikes for their kids?

Track owners were anxious. Who would replace the ranks of mini riders who help fill the gates on race day, and keep mom and dad coming back round after round?

Safety experts were baffled. How could we pass laws that limit access to properly sized dirtbikes and ATVs for kids?

Everyone wondered how the government could pass something so wrong.

In 2011, thousands of

motorcyclists mobilized to

help defeat a misguided

law that banned the sale

of kids motorcycles in

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Nancy Sabater.

THE AMA


Nancy Sabater and some of the kid riders who helped defeat the lead law that banned the sale of youth motorcycles and ATVs.

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AMA MOTORCYCLIST OF THE YEAR

“Children are the future of the sport... Eventually, the ban would have killed

motorcycling.”



But motorcyclists mobilized. They acted. And they won. It took three years, but grassroots efforts organized by the AMA and motorcyclists across the country helped turn the tide. And when President Obama signed a law that overturned the ban, the victory was shared among all.

“The contributions to this victory from all corners of the motorcycling industry can’t be overstated,” says AMA President and CEO Rob Dingman. “But it was the individual motorcyclists, the core enthusiasts, fueled by passion alone, who kept this fight going and made all the difference.”

Nancy Sabater was a key soldier in that fight. A motorcyclist from Charlotte Hall, Md., Sabater says she was driven by her love for the sport, her belief in the benefits of youth riding and a desire that fairness be served.

“Children are the future of the sport, and the thought that we would have to put riding aside and not do these family things greatly concerned me,” she says. “We need kids to grow the sport, and without an exemption to the law, eventually the ban would have killed motorcycling.”

Dingman says that Sabater’s tireless efforts represent the hard work that was put in by all individual riders who fought this battle.

“No question, Nancy was joined by a large number of dedicated motorcyclists and their families,” Dingman says. “However, she is one of the AMA’s most-dedicated, most-driven and most-well-intentioned members.

“A number of partners had a hand in our victory over this misguided law—the motorcycle industry, race promoters, parts distributors and others,” Dingman continues. “But it’s Nancy and those like her—the individual enthusiasts—who truly put the rubber to the road, gave our cause a face in the crowd and brought this victory home. That is why they were the most influential motorcyclists of 2011, and why AMA member and grassroots activist Nancy Sabater is the AMA Motorcyclist of the Year.”

They Did What?The nightmare started in 2008 when

Congress passed legislation that essentially outlawed the sale of kids’ dirtbikes because of potential lead content in certain components.

The Consumer Product Safety Improvement Act (CPSIA) was signed into law by then-President George

Bush on Aug. 14, 2008, and went into effect on Feb. 10, 2009.

The law was passed in the wake of reports that inexpensive imported children’s toys were testing high for lead content, which presents serious

exposure risks for children.However, the CPSIA was not well

written, and it banned the making, importing, distributing or selling of any product intended for children 12 and under that contained more than a trace

AMA Motorcyclist of the Year and grassroots activist Nancy Sabater offers several tips for making a difference in your local community.

1 Make sure you know your information. If you don’t, contact people who know.

2 Talk to the people who are directly affected and put in their hands the information and ammunition they need to act.

You cannot be an army of one when you’re trying to make a big difference. The more voices, the louder you are.

3 Utilize social media. It’s huge to get your message across. You can reach so many people who you don’t even know.

4 Contact organizations that have a vested interest, like the AMA. Tell them, “Here’s what I’m doing. What else can I do? Just tell me.

Direct me.” It all comes together when you get with the right people.

5 It’s each one’s responsibility to contact their representative. You can’t do this for someone. It has to come from a constituent.

Also, a face goes a long way. If I can deliver a letter in person, I will.

6 Write letters to the editor of your local paper. It will let more people in your community know what’s going on, but also your

representatives will see that because their staffs monitor that.

7 Go to related events and talk about it. In the case of the lead law, that meant races. You may not be racing, but you know

people who are and you know the issue.

Making A Difference

Sabater speaks with another concerned enthusiast in the pits at Budds Creek in Maryland.

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amount of lead.The CPSIA, or “lead law” as it was

commonly called, also required that all children’s products undergo expensive periodic testing by independent laboratories approved by the Consumer Product Safety Commission (CPSC), which was responsible for implementing the law.

The lead law ensnared kids’ dirtbikes and ATVs because trace levels of lead can be found in parts such as brake calipers and battery terminals. It did not matter that those parts were either inaccessible or extremely unlikely to end up in kids’ mouths.

Dirtbikes and ATVs weren’t alone in this mess. Other children’s products were also affected by the lead law, such as books, clothes, bicycles, telescopes and microscopes.

Complicating the situation was bureaucratic wrangling over jurisdictions, the right of the CPSC to rectify the matter and numerous delays and extensions that impacted some parts of the law, such as enforcement, but not others, such as testing.

The most recent delay for enforcing certain parts of the lead law was to run out at the end of 2011. If not extended, this would be another nail in the coffin of youth riding, and possibly the decisive blow against a weary multitude of enthusiasts who had been fighting to defeat the law for three years.

Nancy Sabater was not about to let that happen.

Getting The NewsWhen Sabater learned of the ban,

her reaction was common among the motorcycling community.

“It blew my mind. I was, like, ‘wow!’” she remembers. “I couldn’t believe it at first, and thought it would be fixed immediately.”

But that didn’t happen.“After some time had passed,

I heard that it was still an issue, and that’s when I started to get involved, slowly,” she says. “I wrote my congressman, but it wasn’t until February 2011 when I felt like I had to do a lot more.”

Sabater says it seemed to her like the issue was slipping away from the motorcycling community. At first, she says, it received a large amount of attention, but then numerous enforcement delays appeared to cloud the issue. She says that riders and their families were starting to develop a false sense of security.

“In the beginning, there was all this

“I just enjoy trail riding, just having

fun.”

Sabater making a point at the AMA Family Capitol Hill Climb on May 26, 2011.



outrage and all these people with high profile names doing things—people like Malcolm Smith and Jeremy McGrath,” she says. “That was great and made a real difference, but the issue didn’t die and it felt like some of the high-profile pressure was fading away. Then, when we finally hit the stretch run, the general person wasn’t as aware anymore.”

Sabater says that sentiment was confirmed when she started doing petition drops at local dealerships.

“Some were very helpful, but every time I went to the dealerships, I expected to see something on the window or a notice on the counter, but it wasn’t always there,” she says. “I got a lot of, ‘I don’t have control over that’ and so much double talk that it was just annoying. That’s what got me fired up.”

Not all dealerships were apathetic, of course. One shop that Sabater says was a particuarly big help was All-American Harley-Davidson in Hughesville, Md.

“They had an open house. And the

sales manager invited me to set up,” she says. “He said he knew all about the lead law from AMA email alerts. He suggested that the open house would be the perfect opportunity to get petitions signed. We had people who were really just street riders stop by, and they were really enthusiastic to sign the petition and learn more about the law. That was really cool.”

‘Just A Rider’Sabater herself qualifies as a

concerned dual-sport rider with little direct personal connection to youth motorcycling.

“I started riding when I was 19 in Florida,” she says. “I just enjoy trail riding, just having fun. I’m just a rider. I mostly ride my dual-sport bike these days. I like to be able to ride on both the street and the trail. I love motorcycling. It’s a sense that you just don’t get having a box around you. I don’t go very fast, but when I’m going I’m having a good time.”

Sabater doesn’t have kids, but a lot of her friends do, and she gets a lot of enjoyment out of watching them ride.

“Motorcycling is huge for me,” she says. “I love to watch it, to be a part of it. I love watching the competition. I love the battles.”

Sabater’s fiancé, Billy Schlag, has seen his fair share of battles on the motocross track. Schlag held a professional motocross license in the 1980s, and he has been instrumental in shaping Sabater’s views of the sport.

“Billy is just so adamant that it is such a family sport, from the people you meet to the places you go to what you learn,” she says. “It’s a part of his life. It’s part of his fabric. If he didn’t have motocross in him, he’d be different. If you are doing this six days a week, it’s part of who you are.

“Nowadays, with freestyle motocross and the whole environment around that, a lot of people have a misunderstanding of what the sport of motocross racing is,” she says. “It has been morphed into many different things, but the real sport of motocross

As I am diving into the issues facing motorcyclists as the new AMA vice president for government relations, two facts are obvious.

First, 2011 was a remarkably successful public policy year for the AMA, highlighted by Congress passing and the president signing legislation that included the “Kids Just Want to Ride” provisions, which exempted kids’ dirtbikes and all-terrain vehicles (ATVs) from the lead law.

Second, motorcyclist-related laws and regulations will not go away.

The riding community faces attacks from your city, county, state and federal government, with old and new challenges facing the motorcycling community. The AMA provides the forum that can carry the fight forward for motorcyclists’ rights.

Overturning the lead law turned an ill-advised federal provision into an opportunity. It demonstrated that the riding community can come together under the AMA’s leadership. This victory has created a blueprint for future successes, reminding motorcyclists that we can make a difference on issues that affect our daily lives, even in Washington, D.C.

The victory also showed that those not old enough to vote can influence policymakers. In this case, kids’ involvement created a lifetime of memories for them and their families.

A key future challenge consists of preserving available riding opportunities while well-meaning but ill-advised policymakers try to take away our freedoms. This is true

whether you race, ride off-highway or stay on the public thoroughfares.

It is an educational process that the AMA is prepared to undertake, but your support and encouragement is needed. If you are reading this and are not a member, the AMA’s public policy push is an important reason to join.

If you are an AMA member, look beyond your regular modest dues, sign up to receive AMA Action Alerts by email on issues affecting you, remember to register to vote, “Vote Like A Motorcyclist,” get to know your elected officials on a personal basis, write letters to the editors, affiliate your business with the AMA, become an AMA Defender and support the American Motorcyclist Political Action Committee with a donation no matter how small. We need to support those who support us.

As a rancher, veterinarian and outdoor advocate, I have been an involved citizen, small businessman, and an official who has served at all levels of government, from a local health officer to a U.S. senator. You, too, have this opportunity, no matter who you are. You can make a difference!

Today, I am again a private citizen using my experience to make this a better place for motorcyclists, and I am proud to be a part of this respected organization.

The AMA website AmericanMotorcyclist.com provides a plethora of information that you can use as a motorcyclist, including how you can make a difference with policymakers. Your freedoms are unique to America, and the AMA is here to help protect them.

The rest is up to you!

Your AMA At Work

By Wayne Allard

January 2012 37


From Kid Racers to Adult Street Riders,Everyone Pitched In

After the lead law effectively banned the sale of kids’ dirtbikes and all-terrain vehicles (ATVs), an outcry of protest rose up across the nation.

The AMA army rolled up its collective sleeves and went to work: Calling and writing their federal lawmakers, circulating and signing petitions, speaking with everyone they could to drum up opposition to the lead law and even taking part in the AMA Family Capitol Hill Climb, which was an event in Washington, D.C., on May 26 that brought families together to lobby their legislators.

Here are a few who represent the many who made a difference.

The Kid RacerJeremy Fowler, who is now 12, was one of those young racers who

Overturning The Lead Law

“It’s easy to think that there are times that your vote or voice don’t count or can’t do anything, and then some of us just don’t do anything because of that,” Sabater says. “But I am a believer that we can be more powerful than we think we can be.”

Sabater coined a phrase to describe those who stood up against the lead law and, she says, are ready to swing into action at the next threat.

“As I got more involved, I saw the benefits of our efforts, no matter how small the contribution of time or energy—it was noticeable,” she says. “One day while talking to the AMA’s Jessica Irving about what all we were doing in Maryland and beyond, I came up with a phrase to refer to those of us across the country working hard to

make a difference: moto-patriots.”Sabater has used the phrase

consistently since, both on her YouTube channel (www.YouTube.com/user/TheMotoPatriot) and on a Facebook page (www.Facebook.com/TheMotoPatriot).

The FixThanks to the efforts of Sabater,

other AMA members, race promoters and the industry, Congress got the message that the law must be fixed.

“The AMA and its members participated in news events to focus media attention on the issue, lobbied on Capitol Hill, and organized campaigns to encourage riders and parents to contact their federal

racing is a real grassroots, family activity.”

Rise Of The Moto-Patriots

Sabater is most proud of two initiatives that contributed to the defeat of the lead law. First, she generated a significant amount of local interest in the AMA Family Capitol Hill Climb. Second, she produced a number of videos of well-known racers and motocross industry personalities, published on her YouTube channel, speaking out against the lead law.

The AMA Family Capitol Hill Climb, held on May 26, 2011, was an AMA-organized event that brought more than 200 activists from more than 20 states to Washington, D.C. The event was designed to raise awareness among lawmakers of the serious consequences not fixing the lead law would have on motorcycling families.

“Working with other local enthusiasts, Nancy inspired local riders and their kids to attend this event and show lawmakers how much this law needed to be fixed,” says AMA Grassroots Coordinator Jessica Irving. “We could not have done what we did without her.”

Sabater, a local, says she felt it was her responsibility to support the event.

“I decided that I’m here in Maryland. I’m here near D.C. I have to generate as much attention as I can,” she says. “There are people who want to go but can’t. Let’s represent them.”

In many ways, the same sentiment and can-do attitude drove Sabater to encourage many pro motocross racers to put a face on the issue.

“I live 15 minutes from Budds Creek [motocross track], and since I was going to the National anyway, I took my video camera,” she says. “I thought this would be a perfect opportunity to go up and ask racers about when they started riding, how riding affected them and what their thoughts were on the lead law.”

Sabater ultimately published 20 video interviews, and several more that generally dealt with this topic.

“The first rider I asked was Jacob Weimer and right away he said, ‘Absolutely. What do you want to do?’” she says. “He did the first video, and it was great. I went around the pro pits and just got interview after interview. The more I did this, the more I realized it was important just to make them aware this was an issue. Some didn’t even realize the lead law was still a problem.”

Sabater says her experience taught her that every contribution counts.

Jeremy Fowler



lawmakers to exempt kids’ OHVs from the CPSIA,” says AMA Vice President for Government Relations Wayne Allard. “When it counted, riders and parents responded.”

As a result, every member of Congress, as well as members of the CPSC, got the message loud and clear that this issue must be addressed.

“Hundreds of thousands of parents, kids and club members joined us in this push to turn the tide in our favor,” Irving says. “Without people like Nancy, not all federal legislators may have listened and joined our early supporters who helped make this happen—legislators like U.S. Rep. Denny Rehberg (R-Mont.), U.S. Sen. Amy Klobuchar (D-Minn.) and all the other lawmakers who backed an

exemption from the beginning.”After nearly three years, the victory

came quickly. In 12 days in August, the solution that motorcyclists had long advocated passed the U.S. House, the U.S. Senate and earned the president’s signature. On Aug. 12, President Obama signed into law H.R. 2715 that exempts kids’ OHVs from the lead-content limits of the CPSIA, ending months of lobbying and once again making it legal to sell those machines.

Introduced by Reps. Mary Bono Mack (R-Calif.) and G.K. Butterfield (D-N.C.), H.R. 2715 cleared the House by a 421-2 vote on Aug. 1. The bill earned Senate approval by unanimous consent the same day.

“Everyone involved deserves a lot of thanks not only for ensuring that

kids can continue to ride today, but for ensuring that the sport and passion of motorcycling will continue to grow in the future as young riders become adult riders,” Dingman says.

Sabater says she’s inspired by the defeat of the lead law, and encouraged by the ability of the motorcycling community to work together.

“This victory is something that demonstrates the fruits of our labors,” she says. “Something really happened here. We effected change. We showed these kids that if you want something hard enough and you work hard enough that you can get results.

“Who knows what battles we’ll fight next, in D.C., for the AMA, for the rights of motorcyclists,” she adds. “This was a victory on many levels.”

got involved—signing a petition to stop the ban and mounting a petition drive of his own.

“I had to get involved in the fight for my sport,” Jeremy says. “If I didn’t help then I couldn’t complain if the sport of motocross ended for all kids.

“I started on a little 50cc oil bike and have gone to every other class with most of the same kids from the beginning 50 classes,” he says. “We kind of grew up together at the track and for other kids to not be able to do that would be sad.”

The MomJeremy’s mom, Kerry, also was heavily involved in the

grassroots effort, particularly circulating petitions.“I look at it like this—my son eats, sleeps, breathes and is

beyond dedicated to motocross and what it brings him,” she says. “If this was to be taken from him and millions of other kids, it would be devastating, to say the least. They learn sportsmanship, they learn how to be winners, they also learn how to lose, they spend more time with friends and family than most other sports.”

The Letter WriterJoey Albrewczynski of Erie, Pa., like so many kids across

America, wrote a letter to his congressman asking that the bike ban be overturned.

The letter read: “My name is Joseph Albrewczynski. I am a 7-year-old boy that lives in Erie. My favorite thing to do is motocross. My dad has been taking me to the tracks ever since I was 4. We have a lot of fun together. My dad told me about the new law that bans the sale of motorcycles for kids to ride. I couldn’t believe that it was true. I asked him what I could do about it and he told me to write a letter to the congress members asking them to change this law. It is called the Consumer Product Safety Improvement Act of 2008. Please look into this. It would really be sad if I could not ride my dirtbike anymore.”

The DadJoey’s dad, Dennis, is proud of his son for getting involved,

and “even more excited that this time the system worked.“Everyone banded together and made a difference,”

Dennis says. “It was a great lesson for my young son on democracy—proof that America is still that land of the free.”

The DialerMany concerned

enthusiasts, including Andrea Rose of Corinth, Miss., picked up the phone and called their congressman to ask for an exemption from the lead law.

“I had to call my representative about the lead law to protect my family’s rights,” Rose says. “Motorcycling is an integral

part of our life, and for uninformed bureaucrats to take away our children’s riding ability was not OK with me.”

Andrea Rose

Joey Albrewczynski

January 2012 39


NEW YORK AIR

Augusta and Adeline Van Buren with movie star Anita King.

Consider what has changed in the last 90 years. The toaster, microwave, dishwasher, refrigerator, laminates, heating systems, cellphones, computers and air conditioning were all non-existent. Infrastructure and communication were worlds away. Societal norms were unlike anything we accept today.

Indeed, in 1916 when Augusta and Adeline Van Buren began their cross-country trek, it was across a very different United States.

Perhaps that perspective is most clear with regard to the motorcycles themselves.

The advancement of the day? The Indian Motocycle Co. had created a sprung suspension by cutting an automotive leaf spring in half. One half was for the rear wheel and the other for the front. Although damping would come later—no one had figured out the shock absorber yet—it was a vast improvement over rigid frames.

Then Indian developed a reliable 1,000cc twin, which they called the Power Plus. The bike was really good at going, but was lacking in the stopping department due to lagging brake technology at the time.

An acetylene-powered front headlamp provided illumination, the same calcium carbide and water technology used by miners for years. Controls were different back then, too, with the throttle on the left handgrip. As a result, the Power Plus was popular as a police bike. (Officers were reportedly free to use their right hand to hold, aim and fire a pistol!)

Since the motorcycle was a decent ride, then all one had to do was take to the road, right? Unfortunately, there was no road, at least not in the way we think of it today. Asphalt paving didn’t exist, and concrete roads were just an experiment with about 10 miles of the Lincoln Highway paved as a demonstration. The concept of the Interstate system was just forming, and the Lincoln Highway existed more in the minds of its promoters than it did in reality.

Truth be told, most roads of the day were originally cow paths that had evolved from use by horses to buggies to automobiles and

bikes. When it rained, the road turned to deep mud. When it dried, it became a washboard of ruts. Tires in those days were very narrow, and their diameter and design added to the general chaos by digging in and creating ever deeper and more numerous ruts.

Synthetic rubber hadn’t been invented, so everything was made of natural rubber.

The process of vulcanization, which toughened up the material, had been developed by Goodyear, but the rubber still didn’t last long. Tires, hoses and belts all wore out pretty quickly.

Cross road maps off the list of traveling aids, too.

Why then would two attractive, healthy young women go to so much trouble to make their point? To understand that, you must understand Augusta and Adeline. They were by no means typical or average women of their day.

Augusta was the older sister. Born in 1884, she was followed by a little brother, Albert, in 1886, and a little sister, Adeline, in 1889. Their father wanted his daughters to be independent and strong, so he raised them to excel at academics and sports. They learned to swim, canoe, ride, wrestle and even spar.

“My sister is a fine ice skater and has won many medals in racing,” Adeline said. “I have won medals in swimming and fancy diving. When I was only 7, we had a punching bag and boxing gloves, and we boxed and wrestled with our brother.”

They were well educated, and at the time of their journey Adeline worked as a school

Pioneering women motorcyclists Augusta and Adeline Van Buren rode coast to

coast, from New York to San Francisco, on Indian Power Plus motorcycles in

1916, becoming the first women to ride motorized vehicles to the summit of Pikes

Peak along the way. Their journey is credited with proving that women were far

more capable than society generally deemed them to be in that era.

NEW YORK AIR Van Buren Sisters Broke Early Barriers For Women Riders

By Robert Van Buren

Augusta Van Buren

Adeline Van Buren

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January 2012 41

teacher. She attended college and was destined to complete her training at New York University School of Law. Augusta worked as a business correspondent, and both lived in New York City.

Both sisters had been riding motorcycles for many years. In those days, the motorcycle was not the recreational vehicle that most view it as today. Because automobiles were so expensive—Henry Ford was just beginning to change the world with his affordable Model T—the motorcycle with an attached sidecar was considered family transportation. It was a utilitarian solution to an expensive problem. In 1916—when the pay rate for an auto worker was about $2.50 a day—an average worker would have to spend a year’s salary to buy a car.

This was a time long before the movie “Rebel Without a Cause,” and just the prelude to an era of Americans seeing “the USA in your Chevrolet.” The biker image was quite different then, and very much mainstream.

The Van Buren sisters chose the 1916 Indian because it had everything you could expect in the day. They had logged thousands of miles on their bikes before the trip, and had tremendous confidence that their undertaking was no big deal.

Women on bikes? Why not?“There is nothing phenomenal or

unfeminine in girls being motorcyclists,” Augusta said. “Why should there be?”

Things often don’t happen for just one reason, and so it was with the sisters. They had the desire, the training, the attitude, the resources and the time.

But even with all of these fundamental elements buoying them up, there was one more significant reason for the trip.

It’s hard for modern society to understand the limitations that American culture forced upon its citizens in the early 1900s. In 1916, women couldn’t vote. They were expected to stay at home, in the kitchen, cooking, cleaning and raising the kids. Some women might get an education, but applying that education was very unlikely. They could teach, but should they become pregnant, they would be required to leave their classroom before any sign of bodily change.

In one of the newspaper articles of the day, an interviewer said of the sisters: “The masculinists who would deny women the vote on the count that they do not and cannot go to war will suffer an upset in the

Misses Van Buren. That is just what they wish to do.”

Yes, that was it. To go to war, should war develop. Within a year, the United States would be embroiled in World War I. It was the hope of the sisters to participate in that effort and ride dispatches.

“Why shouldn’t we ride dispatches?” Augusta asked. “We are as well equipped for it as any man. What are the qualifications? You must be an experienced cyclist. We covered 9,000 miles last year. You must have speed in case of necessity. We have done better than 65 miles per hour. You must be able to think quickly in case of emergencies. We have just escaped enough accidents by quick action to qualify us there.”

This was the no-nonsense attitude that characterized Augusta for her entire life.

There was never a question in the sisters’ minds whether they would succeed in the transcontinental crossing. However, what wasn’t so certain was their acceptance in the U.S. Army, and credit for their accomplishment in the motorcycling world.

Pacific Motorcyclist and Western Wheelman, one of the popular motorcycle

“There is nothing phenomenal or unfeminine in girls being motorcyclists.

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In 1916, female transcontinental motorcyclists were rare. Today, women riders participate in all types of motorcycle sport and recreation. Nowhere is that more apparent than the AMA International Women & Motorcycling Conferences, first held in 1997 at Otterbein College in Ohio.

The 2012 event will take place July 26-29 in Carson City, Nev.—one of the West’s premier motorcycling destinations.

The AMA International Women & Motorcycling Conference focuses on educating, encouraging, inspiring and mentoring women in the lifestyle and sport of motorcycling, according to AMA Marketing Manager Tigra Tsujikawa.

“Regardless of bike brand, riding preference or background, women motorcyclists are bound together by their common passion for two wheels,” Tsujikawa says. “The AMA International Women & Motorcycling Conference provides us all the opportunity to connect with, and learn from, other women riders. Through seminars, activities, training classes and organized rides, we’ll work together to gain knowledge and skills to better navigate wherever the road or trail leads next.”

The last AMA International Women & Motorcycling

Conference was in Keystone, Colo., in August 2009. It featured three days of socializing and networking, learning, inspiring speeches, product and motorcycle demonstrations, and, of course, riding among the gorgeous Rocky Mountains of central Colorado.

“I am personally looking forward to this unique gathering of the women’s motorcycling community, a community that has increased significantly in recent years,” Tsujikawa says. “The 2009 event was unforgettable, and the 2012 conference will inspire even greater camaraderie and fun.”

Tsujikawa adds that men are encouraged to attend the conference.

“Motorcyclists are known for their welcoming attitudes, and the AMA International Women & Motorcycling Conference is no exception,” she says. “Women are encouraged to register their spouses, partners and friends, who are invited to attend all activities. And for those just along for the ride, even if they aren’t participating in the conference, there are ample entertainment opportunities in the Carson City area, both on and off a motorcycle.”

Sign up for email alerts by emailing the AMA at [email protected] with “updates” in the subject line.

magazines of the time, reviewed the sisters’ ride in September 1916 in “Making Motorcycle History.”

“If young girls of normal physique can make such a journey without difficulty and without any outside assistance, what possible excuse can any man have for hesitating over venturing on any ride he may wish to take on his machine, be it long or short or the roads good or bad?” wrote the editor. “The favorable sentiment that these girls have created for the motorcycle in their long vacation outing at their own expense… are beyond computation.”

However, while the sisters were on the cover of the magazine, they were not in the hearts and minds of the motorcycle industry. Indeed, the article’s perspective was that of male riders, framing the sister’s journey in terms of what it meant for men.

“Coast-to-coast motorcycling is no longer a feat which can be monopolized by the expert rider,” the editor wrote. “Girls have done it now.”

To be fair, the magazine’s coverage wasn’t negative, but it reflected the biases of the time. Somehow, the sisters rose above the banality of the day.

They gave credit where due, especially to their road-worthy equipment. In a letter to Firestone Tire and Rubber Co., dated Sept. 11, 1916, the sisters wrote: “Thanks to the sterling qualities of the Firestone equipment, our hazardous journey of 5,000 miles was made with perfect success.”

That accolade appeared in a Firestone ad, of course. The company credited it to “two pretty New York Sisters.”

The sisters demonstrated an amazing level of confidence and pluck for the day.

“We will have to stop in a new hotel every night,” said the young adventurers. “But what of that? It is just as safe to start from your hotel every morning as it is from your door. All you have to do is decide to do it.”

This attitude would define the sisters, both as they traveled west, and as they matured into adulthood.

After a lackluster reception in San Francisco, the sisters continued to Los Angeles. Once in Hollywood, they got the attention they deserved. Anita King, a silent movie actress who herself had driven alone from California to New York in a Kissle Kar (an open road car of the day) showered them with praise and affection. They knew Anita from her previous arrival on the East Coast, and this was more of a reunion than a new friendship.

The next stop was the Exposition in San Diego, followed by a ride to the Mexican border at Tijuana. During the following week, they were wined and dined by representatives of Indian Motocycle Co., Firestone and the Panama-California Exposition.

The Van Buren sisters had, indeed, succeeded in delivering New York air to California in three of their four tires, a notable achievement that was picked up by the newspapers. Augusta’s succinct and prophetic quote—“Woman can if she will”—reverberated in the millions of women’s minds who heard of the sisters’ story, a message that still reverberates today.

For more information on the Van Buren sisters, the 90th anniversary ride and planning for the 100th anniversary ride in 2016, see VanBurenSisters.com.

Robert Van Buren, with Rhonda Van Buren, is the author of “Across the Great Divide,” a synopsis of the sister’s experiences and the 90th anniversary ride.

DESTINATION: CARSON CITY

2012 AMA International Women & Motorcycling Conference Announced For July 26-29

January 2012 43

Watch this space for updates about your valuable benefits as an AMA member.AMA REWARDS

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A few of the hundreds of AMA-sanctioned events this month, detailed on the following pages. GO RIDE

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1 Will Ryan Villopoto be able to hang

on to his Monster Energy AMA Supercross crown this season? Catch the early action with the season opener Jan. 7 at Angel Stadium in Anaheim, Calif., followed by events on Jan. 14 at Chase

Field in Phoenix, Ariz., and on Jan. 21 at Dodger Stadium in Los Angeles. For the full schedule, see page 46.

2 A little snow, or a lot of it, doesn’t stop a group of hardy New Jersey riders—some 550 of them—from taking to

the roads on their scoots in what they call Polar Bear rides. And they want to invite you along. They have planned a series of rides during the winter months, beginning on Jan. 8 in Vineland, N.J. Info: PolarBearGrandTour.com.

3 The AMA Arenacross Series is under way, and this season promises to showcase some of the closest racing

action ever. The series will crisscross the country, with events Jan. 6-8 in Grand Rapids, Mich., Jan. 13-15 in Topeka, Kan., Jan. 21-22 in Dayton, Ohio and Jan. 27-29 in Cedar Park, Texas. For the full schedule, see page 46.

4 The grueling AMA Racing Kenda Hare

& Hound National Championship Series featuring the fastest desert riders in the country gets under way Jan. 22 in Lucerne Valley, Calif. For the full schedule, see page 46.

5 Don’t stay cooped up at home when you can check out hundreds of new street bikes, dirtbikes, cruisers,

scooters, all-terrain vehicles, riding gear, accessories and more at the 31st

Progressive International Motorcycle Shows. The show heads to Novi, Mich., Jan. 6-8; Washington, D.C., Jan. 13-15; New York Jan. 20-22; and Cleveland Jan. 27-29. Info: MotorcycleShows.com.

6 Grab your cold-weather gear and head

out to the lake. The hottest action on ice happens at the AMA Racing Ice Race Grand Championships on Jan. 21-22 at the Birch Run Expo Center in Birch Run, Mich.

COMING UP

The 2012 International Six Days Enduro (ISDE) is set for Sept. 24-29 in Saxony, Germany. AMA Racing qualifiers will be held June 2-3 in Idaho City, Idaho, and June 9-10 in Wellston, Ohio. For more info, see page 47.

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CALIFORNIA

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OBSERVED TRIALS

JAN 15: ROMOLAND: SOUTHERN CALIFORNIA TRIALS ASSOCIATION, 909-224-3375, SOCALTRIALS.COM.

HARE SCRAMBLES

JAN 22: OCOTILLO: OVER THE BELT RACING, 619-654-0818, OTBRACING-D38.NET.

INDIANA

RECREATIONAL

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JAN 1: INDIANAPOLIS: MIDWEST M/C, 317-557-2130.

KANSAS

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ARENACROSS

JAN 13-14: TOPEKA: FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

MARYLAND

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JAN 8: BUDDS CREEK: BUDDS CREEK MOTOCROSS PARK, 301-475-2000, BUDDSCREEK.COM.

MICHIGAN

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JAN 6-7: GRAND RAPIDS: FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

ICE RACE

JAN 21-22: BIRCH RUN: NORTH AMERICA ACTION SPORTS, LLC, 989-871-3356, NAACTIONSPORTS.COM.

MINNESOTA

RECREATIONAL

ROAD RUN

JAN 1: BLOOMINGTON: TRAVELERS MOTORCYCLE CLUB, (651) 303-1160

OHIO

COMPETITION

ARENACROSS

JAN 21-22: DAYTON: FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

SOUTH CAROLINA

RECREATIONAL

DUAL SPORT RIDE

JAN 14-15: EHRHARDT: FAMILY RIDERS M/C, 843-795-8403, FAMILYRIDERSMC.COM.

COMPETITION

HARE SCRAMBLES

JAN 22: WEDGEFIELD: SERMA, 803-481-5169 (NIGHTS 7-10PM EST), SERMACLUB.COM.

ENDURO

JAN 29: WEDGEFIELD: SERMA, 803-481-5169, SERMACLUB.COM.

TEXAS

COMPETITION

ARENACROSS

JAN 27-28: CEDAR PARK: FELD MOTOR SPORTS, (800) 216-7482, ARENACROSS.COM

MOTOCROSS

JAN 8: NEEDVILLE: SCOREKEEPERS INK, 713-534-3618, SOUTHWESTMXPARK.COM.

HALL OF FAME EXHIBITS

MOTORCYCLE HALL OF FAME MOTORCYCLEMUSEUM.ORG

The Hall of Fame is on the AMA campus in Pickerington, Ohio, and is open 9 a.m. to 5 p.m. seven days a week. Closed: Easter, Thanksgiving, Christmas and New Year’s Day.

Main Hall: Motorcycle Hall of Fame: Recognizing those who have made significant contributions to all aspects of motorcycling.

Dirt-Track! All-American Motorcycle Racing: Celebrating the storied history of the men and machines who battle on the dirt oval.

30-Year Ride: Honda’s Ohio-made Motorcycles: Gold Wings aren’t the only bikes that Honda produced at its plant in Marysville, Ohio. This exhibit showcases the 30 years of production, from the CR250 to the Rune.

Founder’s Hall: Honoring the Hall of Fame’s generous contributors.

AMA PRO RACING

2012 MONSTER ENERGY AMA SUPERCROSS SERIES AMASUPERCROSS.COM

Jan. 7: Anaheim, Calif.: Angel Stadium

Jan. 14: Phoenix, Ariz.: Chase Field

Jan. 21: Los Angeles: Dodger Stadium

Jan. 28: Oakland, Calif.: Overstock.com Stadium

Feb. 4: Anaheim, Calif.: Angel Stadium

Feb. 11: San Diego: Qualcomm Stadium

Feb. 18: Arlington, Texas: Cowboys Stadium

Feb. 25: Atlanta: Georgia Dome

March 3: St. Louis: Edward Jones Dome

March 10: Daytona Beach, Fla.: Daytona Int’l Speedway

March 17: Indianapolis: Lucas Oil Stadium

March 24: Toronto, Canada: Rogers Centre

March 31: Houston: Reliant Stadium

April 14: New Orleans: Louisiana Superdome

April 21: Seattle: Qwest Field

April 28: Salt Lake City: Rice-Eccles Stadium

May 5: Las Vegas, Nev.: Sam Boyd Stadium

AMA ARENACROSS CHAMPIONSHIP SERIES ARENACROSS.COM

Dec. 9-11: Wilkes Barre, Pa.: Mohegan Sun Arena

Jan. 6-8: Grand Rapids, Mich.: VanAndel Arena

Jan. 13-15: Topeka, Kan.: KS Expo Centre

Arena

Jan. 21-22: Dayton, Ohio: Nutter Center

Jan. 27-29: Cedar Park, Texas: Cedar Park Center

Feb. 3-5: Syracuse, N.Y.: SRC Arena

Feb. 11-12: Fresno, Calif.: Save Mart Center

Feb. 17-19: Reno, Nev.: Livestock Events Center

Feb. 25-26: Minneapolis, Minn.: Target Center

AMA NATIONAL CHAMPIONSHIP SERIES

AMA RACING NATIONAL HARE & HOUND NATIONALHAREANDHOUND.COM

Jan. 22: Lucerne Valley, Calif.: Rick Nuss, Desert MC; (626) 205-0121, DesertMC.com

Feb. 12: Ridgecrest, Calif.: Richie Wohlers, Four Aces MC; (805) 358-2668, FourAcesMC.org

Feb. 26: Reno, Nev.: Jeff Henning; Western States Racing Assn.; (775) 544-6463, WesternStatesRacing.com

March 25: Murphy, Idaho: Bill Walsh, Dirt Inc.; (208) 459-6871, DirtIncRacing.com

April 22: Lucerne Valley, Calif.: Steve Williams, Vikings MC; (310) 490-4575, VikingsMC.com

May 5: Jericho, Utah: Talisa Flitton, Sage Riders; (801) 833-5946, SageRidersMC.com


May 19: Jericho, Utah: KC Bogue, Sugarloafers MC; (435) 864-8305, SugarloafersMC.com

Sept. 8: Panaca, Nev.: Zach Livreri, Silver State Trailblazers; (702) 994-6823, https://sites.google.com/site/silverstatetrailblazers/

Oct 14: Johnson Valley, Calif.: Justin Shultz, SoCal MC; (949) 981-6776, SoCalMC.com

Oct. 28: Lucerne Valley, Calif.: Ryan Sanders, 100’s MC; (949) 584-9395, 100sMC.org

AMA NATIONAL ENDURO NATIONALENDURO.COM

Jan. 29: Wedgefield, S.C.: Johnny McCoy, SERMA; (803) 481-5169, SermaClub.com

Feb. 19: Greensboro, Ga.: Tom Cufr, Cherokee Cycle Club; (770) 540-2891, Setra.org

March 4: Salley, S.C.: Rhonda Dennis, Columbia Enduro Riders; (803) 788-4220, [email protected]

April 22: West Point, Tenn.: Paul Traufler, NATRA; (256) 837-0084, NATRA.DirtRider.net

May 6: Forest Hill, La.: Tracy Barstow, Acadiana Dirt Riders; (337) 519-2520, AcadianaDirtRiders.org

June 17: Upton, Wyo.: Paul Douglas, Inyan Kara Riders; (307) 468-2840, NationalEnduro.com

July 29: Cross Fork, Pa.: Peter Burnett, Brandywine Enduro Riders; (610) 368-7332, BER.us

Sept. 9: Park Hills, Mo.: Michael Silger, Missouri Mudders; [email protected], MoMudders.com

Oct. 14: Matthews, Ind.: Doug Spence, Muddobbers MC; (765) 998-2236, MuddobbersMC.org

Nov. 4: Stanton, Ala.: Glenn Hollingshead, Perry Mountain MC ; (334) 872-4286, PerryMountain.com

ENDUROCROSS ENDUROCROSS.COM

May 4: Las Vegas, Nev.: Orleans Arena

June 9: Sacramento, Calif.: Power Balance Pavilion

TBD: Los Angeles: TBD

Sept. 15: Ontario, Calif.: Citizens Bank Arena

Oct. 6: Denver: National Western Complex

Oct. 20: Everett, Wash.: Comcast Arena

Oct. 27: Boise, Idaho: Idaho Center

Nov 17: Las Vegas, Nev.: Orleans Arena

AMA RACING WEST HARE SCRAMBLES AMARACING.COM

Jan. 7 (Youth) Jan. 8 (Amateur): Buckeye, Ariz.: Beverly Howard-White, Arizna Cycle Park; (623) 853-0750 ext. 4, ArizonacyclePark.com

Feb. 18 (Youth) Feb. 19 (Amateur): Ridgecrest, Calif.: Derrick Morris, Salinas Ramblers; (831) 663-0261, SalinasRamblersMC.org

March 3 (Youth) March 4 (Amateur): Sparks, Nev.: Jeff Irwin, Cross Country Promotions; (916) 837-7713, [email protected]

April 14 (Youth) April 15 (Amateur): Shasta Lake, Calif.: Karl Hankins, Redding Dirt Riders;

(530) 953-7272, ReddingDirtRiders.com

June 16 (Youth & C Amateur) June 17 (Pro, A & B Amateur): Elkton, Ore.: Toni Bamford, ETRA; (541) 968-1664, ETRA.net

Aug. 25 (Youth) Aug. 26 (Amateur): Big Sky, Mont.: Jamey Kabisch, Lone Peak Racing; (406) 223-0478, BigSkyXC.com

AMA RACING EAST HARE SCRAMBLES AMARACING.COM

Jan. 22 (Youth & Amateur): Wedgefield, S.C.: Johnny McCoy, SERMA; (803) 481-5169 (7-10 p.m. EST), SERMAClub.com

Feb. 26 (Youth & Amateur): Elko, Ga.: Bruce Douglas, High Point Hare Scrambles; (478) 808-4131, [email protected]

April 7 (Youth & Amateur): Battle Creek, Mich.: Kurt McKenzie, Battle Creek MC; (269) 964-0778, BattleCreekMotorcycleClub.com

May 13 (Youth & Amateur): TBA.: Rita Coombs, Racer Productions; (304) 284-0084, GNCCRacing.com

June 9 (Youth) June 10 (Amateur): New Berlin, N.Y.: Jim Simmons, Thunder Ridge Sports; (607) 847-6522, ThunderRidge.biz

July 8 (Youth & Amateur): Millfield, Ohio: Rita Coombs, Racer Productions; (304) 284-0084, GNCCRacing.com

July 21 (Youth & Amateur): Valley View, Pa.: Tiffany Tobias, Rausch Creek Powersports; (570) 682-4600, RauschCreekRacing.com

Aug. 4 (Youth) Aug. 5 (Amateur): Hill City, Minn.: Paul Otto, Range Riders MC; (763) 229-1177, RangeRidersMC.org

Sept. 1 (Youth) Sept. 2 (Amateur) Arrington, Va.: Chuck Honeycutt, April Fools Promotions; (757) 375-5665; [email protected]

AMA/NATC MOTOTRIALS AMARACING.COM

May 19-20: Cahuilla Creek, Calif.: Pete Croft, So. California Trials Assn.; (714) 580-7369, SoCalTrials.com

May 26-27: Cotapaxi, Colo.: Frank Peterson, Rocky Mountain Trials Assn.; (303) 477-6793, RockyMountainTrials.org

June 16-17: Toronto, Ohio.: Jim Watson, Trials Inc.; (317) 861-6275, TrialsInc.org

June 23-24: Exeter, R.I.: David Alen, Rhode Island Trials Club, (508) 285-6074, RITrialsClub.com

AMA/NATC YOUTH MOTOTRIALS AMARACING.COM

June 6-8: Sequatchie, Tenn.: Ashley Jackson, Southeastern Trials Riders Assn., (423) 942-8688; TrialsTrainingCenter.com

July 20-22: Howard, Colo.: Bill Markham, International Trials School; (719) 942-3372, ITSoffroad.com

AMA RACING ATV HARE SCRAMBLES AMARACING.COM

March 3: TBD: Mike Gibbs, Mid America XC; (317) 418-6084, TheMAXC.com

April 7: Battle Creek, Mich: Kurt McKenzie, Battle Creek MC; (269) 964-0778, BattleCreekMotorcycleClub.com

June 9: New Berlin, N.Y.: Jim Simmons, Thunder Ridge sports; (607) 847-6522, ThunderRidge.biz

July 22: Valley View, Pa.: Tiffany Tobias, Rausch Creek Powersports; (570) 682-4600, RauschCreekRacing.com

Aug. 4: Hill City, Minn.: Paul Otto, Range Riders MC; (763) 229-1177, RangeRidersMC.org

Oct. 13: TBD: Mike Gibbs, Mid America XC; (317) 418-6084, TheMAXC.com

Oct. 27: Gosport, Ind.: Mike Gibbs, Mid America XC; (317) 418-6084, TheMAXC.com

AMA ATV MOTOCROSS ATVMOTOCROSS.COM

March 24-25: Millcreek, Pell City, Ala.

April 21-22: Muddy Creek, Blountville, Tenn.

May 5-6: Budds Creek, Mechanicsville, Md.

May 19-20: Sunset Ridge, Walnut, Ill.

June 2-3: Ballance MX, Oakland, Ky.

June 16-17: High Point, Mount Morris, Pa.

June 30-July 1: Sunday Creek, Millfield, Ohio

July 14-15: Unadilla, New Berlin, N.Y.

July 28-29: RedBud, Buchanan, Mich.

Aug. 11-12: Loretta Lynn Ranch, Hurricane Mills, Tenn.

AMA INDOOR DIRT TRACK AMARACING.COM

Dec. 10: Du Quoin, Ill.: Southern Illinois Ctr

Jan. 1: Du Quoin, Ill.: Southern Illinois Ctr

Jan. 21: Du Quoin, Ill.: Southern Illinois Ctr

Feb. 11: Du Quoin, Ill.: Southern Illinois Ctr

Feb 25: Du Quoin, Ill.: Southern Illinois Ctr

March 31: Du Quoin, Ill.: Southern Illinois Ctr

AMA AMATEUR GRAND CHAMPIONSHIPS

AMA RACING VINTAGE GRAND CHAMPIONSHIPS AMAVINTAGEMOTORCYCLEDAYS.COM

July 20-22: Lexington, Ohio: AMA Racing Vintage Grand Championships, Mid-Ohio Sports Car Course

AMA RACING HILLCLIMB GRAND CHAMPIONSHIPS AMARACING.COM

Aug. 17-19: Bay City, Wis.: AMA Racing Hillclimb Grand Championships

AMA RACING ISDE QUALIFERS AMARACING.COM

June 2-3: (Round 1) Idaho City, Idaho: Peter Reynolds, Boise Ridge Riders; (208) 384-5141, BoiseRidgeRiders.org

June 9-10: (Round 2) Wellston, Ohio: William Defue Jr., Appalachian Dirt Riders; (740) 384-6379, ADROhio.org

Sept. 24-29: 2012 ISDE: Sachsenring Circuit, Saxony, Germany

January 2012 47

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AMA Hall of Fame Raffle Bike ................. 7

AMA Life Member Plus ............................ 5

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AMA KTM DS Series ............................. 27

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GRIPSWELL Gloves .............................. 49

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Manic Salamander ................................ 49

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January 2012 49

GUEST COLUMN

I can’t begin to count the number of great memories I have of my dad and me working together on go-karts, scooters and cars. It pretty much defined our relationship and I was eager to share this experience with my son, Kris, as soon as he was old enough to hold a wrench.

Kris did help a bit as a young boy, but things got really interesting last year when he bought a 1988 Honda Hawk GT that had been sitting for nine years with untreated gas in the tank. With my encouragement, Kris pulled the carbs, brake calipers and clutch to free up all the frozen bits. It took almost a year of “ride a little, work a lot” to get the bike in top running condition, but with help from his dad and the friends he met on the Hawk GT Forum, Kris got his bike running beautifully.

For the past five years, my primary ride has been a Triumph touring bike, but the more I hung around my son’s little Honda the more I started thinking of getting one myself. I began watching eBay and Craigslist but these Hawks were imported in limited numbers and the few listings I did see were for bikes located halfway across the country. Then I came across a local ad for a nicely modified 1989 model. I called the owner only to find out that the bike had been sold (for a price I would have gladly paid). A few weeks later I discovered that this particular bike had been sold to the Hawk GT Forum to be raffled off at their next national meeting.

Two hundred tickets were to be sold, a maximum of 10 per person. I bought 10. I figured my odds were great. Plus, this was my bike—the bike I found. It was to be my reward for all the help I provided in getting my son’s bike on the road.

The night of the raffle, I stared at my cellphone. The winner was going to be called sometime between 8 p.m. and 10 p.m. eastern time. By 9 p.m., I was getting a bit anxious, and by 10 p.m., I knew it was not to be. Then, a little later that evening, the house phone rang. It was my son.

“Dad, I won the bike!” he announced.I went to bed thinking that the only thing as good as me winning

the bike was my son winning it. There would be another Hawk for me, and, with patience, I would find it.

The next weekend, Kris picked up the bike and I went over to his house to check it out. It was as described—a very nicely modified Hawk GT set up for both road and track. The rear tire had been plugged, the clutch was frozen from sitting too long and the wiring and control cables left much to be desired. But these little problems can be remedied and, by now, Kris was an experienced Hawk mechanic.

I asked my son if he intended to fix the new bike or sell it as it was.

“I’m not going to sell it,” he said, smiling. “I’m going to give it to you.”

I was stunned, but I have to admit, it was hard to argue with his logic.

“Dad, if it weren’t for you I wouldn’t know about Honda Hawks,” he explained. “If it weren’t for you, my bike wouldn’t be running, and if it weren’t for you, I wouldn’t know about the raffle. So I figure, this bike is yours.”

The minute I started working on my new Hawk, our well-established father/son roles took a 180-degree turn. Kris was now my mentor, showing me all the little tricks that make disassembly easier and sharing the knowledge he had gained from his friends on the Hawk GT Forum. To get the bike running and licensed in time to ride to the Northeast Hawk GT Rally in Newtown, Conn., we worked feverishly through late nights and weekends, completing all work just in time.

Forum members from as far away as North Carolina and Canada were there. By then, they all knew the raffle bike and how it ended up in my garage. After an early morning meet and greet, Kris and I took to the open road along with 15 other Hawk riders. We spent the day crisscrossing western Connecticut and eastern New York following lake shores and streams on beautiful traffic-free country roads. It was a perfect day of riding and a most memorable father/son excursion.

That was the first of many Hawk outings. The terrain changes with every ride, but one thing remains the same. Wherever we ride, people ask about our bikes, and when they ask about my vanity plate (“MY GIFT”), I tell them the story of how I came to own my Hawk.

It’s easy to conclude that “my gift” is my bike. But I think you know from reading this story that my true gift is my son.

Rob Mills is an AMA member from Norwalk, Conn.

FATHER/SON RELATIONSHIP PAYS OFFA Gift To Last A LifetimeBy Rob Mills

Pho

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son


american motorcyclist 01 2012

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