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MAY2012 TABLE OF CONTENTS ISSUE2VOLUME5
PUB METRIC 06 HOUSE OF 10 MX 2012 16 NOTE04 2012 HARLEY-DAVIDSON LOESS HI L LS 18 3 WHEELS 12 Motorcycling is all about having fun and living a lifestyle, whether it’s riding the open road, a motocross/hair scramble or attending rallies and events. It’s about spending time with friends and family. It’s about the freedom we all feel doing what we love and enjoying life.
As consumers become more savvy and technology continues to become a more prominent factor in everyone’s lives, social media has grown to become a main component of a marketing department’s media mix.
After the all the lights, fireworks and champagne popping of Supercross has ended, teams and riders prepare for what is considered the most grueling form of two-wheeled competition in our sport, the Lucas oil pro motocross nationals.
Publisher
Roderick “Caine” Kabel roderick@throttlermagazine.com 515.210.7066 ADVERTISING
Art Markos American Magazine Consultants amipr@aol.com 805-220-6822 President & Accounting:
Stacy “Fancy Face” Kabel stacy@throttlermagazine.com Motocross Editor:
Sean “Wide Open” Goulart Graphic Design Intern:
Amanda “Hulkster” Strong
Editorial Contributors:
Tony Tice, Luuezz Denise Gasper, Ken Bingenheimer, Jeff Glass Ethan Lincoln
While the phenomenon of the street cruiser motorcycle keeps growing, it shows itself not to be a fad, but actually, one of the hottest categories in the manufacturers’ showrooms.
IMBIBE09
There have been many breweries that have emerged from the scenes of the craft beer drinking masses. It seems us beer drinkers sometimes want more interesting beers, and more choices.
Adding a third wheel to a motorcycle adds stability, but until now that stability has come at a high cost: the trike handles and steers like a car.
AHDRA 14 There are some careers that people perceive as dirty jobs, requiring physical body strength and holding high levels of danger are undesirable for most women.
Policies: All content is 2012 copyright THROTTLER MOTORCYCLE MAGAZINE L.L.C. THROTTLER MOTORCYCLE MAGAZINE L.L.C. is published and distributed throughout IA, IL, KS, MN, MO, NE, SD, WI. Readers are permitted one free copy per month; contact the publisher for additional mailed copies at $6 each. THROTTLER MOTORCYCLE MAGAZINE L.L.C. is not responsible for loss, damage or any other injury of unsolicited material. THROTTLER MOTORCYCLE MAGAZINE L.L.C. does not knowingly accept false or misleading advertising or editorial, nor does THROTTLER MOTORCYCLE MAGAZINE L.L.C. assume responsibility should such advertising or editorial appear. Statements of fact and opinion in articles written by contributing columnists and writers are solely those of the author alone and do not necessarily imply those of THROTTLER MOTORCYCLE MAGAZINE L.L.C.
Driving up and down interstate 29 in western Iowa about four times a month for my job, I often gaze to the east towards Iowa’s loess hills and think, “man, I bet that’d make for a great ride.” so last week, I got off the interstate and hit the hills.
MOTOGP 20
Motogp, as many of you know, is the pinnacle of motorcycle racing in the world. Every year the series changes a little bit, sometimes sweeping changes take place.
Material may not be reprinted in any form without expressed written permission from the publisher of THROTTLER MOTORCYCLE MAGAZINE L.L.C. All data and information provided is for informational purposes only. Throttler Motorcycle Magazine makes no representations as to accuracy, completeness, currentness, suitability, or validity of any information written and will not be liable for any errors, omissions, or delays in this information or any losses, injuries, or damages arising from its display or use. All information is provided on an as-is basis.
throttlermotorcyclemagazine 03
huNDreDs oF choices clAssY AND AlWAYs resPecTAble
O
VER THE YEARS I’VE HAD MANY OPPORTUNITIES TO ATTEND MOTORCYCLE RALLIES, EVENTS AND BIKE NIGHTS ALL OVER THE MIDWEST. I’VE HAD THE PLEASURE OF MEETING RIDERS FROM EVERY TYPE OF BACKGROUND THERE IS IN THIS LIFESTYLE. FOR THAT MATTER, EVERY FroM EVENT WAS PRETTY MUCH The WHAT I EXPECTED IT TO BE Publisher WITH LITTLE SURPRISES. The same goes for the different motorcycle magazines that I have paged through over the years. Each one has their own unique flair, page layout, color scheme and mission they stick to with passion. As an avid reader of this magazine, we hope you can distinguish us from the others as a read, that, is unbiased towards every brand of motorcycle there is. Motorcycling is all about having fun and living a lifestyle, whether it’s riding the open road, a motocross/hair scramble or
attending rallies and events. It’s about spending time with friends and family. It’s about the freedom we all feel doing what we love and enjoying life. 2012 statistics show there are roughly 10 million registered motorcycles in the US who ride each year, upgrade their bikes with accessories and that number is growing with women riders daily. Throttler Magazine is dedicated to motorcycles, businesses and the people who ride them. Our goal is to produce motorcycle articles that explore the issues impacting riders, to the unparalleled coverage of new products, industry news, business bios and what’s hot. If it’s about motorcycling, we’re covering it with accurate and up-to-date information on developments and trends. We’re serious about giving readers the finest publication of its type loaded with professionally-written, 100 percent motorcycle related stories from professional journalists and industry leaders themselves. All that said, we are just as proud to say that Throttler magazine is always published in a classy and respectable manner allowing every age to enjoy our magazine.
Honestly, that’s a huge factor for us here at the magazine. There are hundreds of motorcycle magazines to choose from as a reader and your tastes are your own. As ours is to only publish motorcycle related articles and never offense material or photography. It does go to say, that, our youth and young riders will be the purchasers of our future. So, why not get them started learning and reading about motorcycling at a young age with a tasteful magazine? Make sense to us! Lastly, this summer will be filled with some great events. Be sure to check out the Iowa Grand Rally coming to the Iowa Speedway July 25-28. Attractions galore and celebrities from Sons of Anarchy with great music filling the weekend air. Personally, I can’t wait to meet the gorgeous Danielle Colby Cushman from American Pickers and Iowa native! As always, ride hard. — R. Kabel
11 Common Mistakes by Motorcycle Riders and How to Avoid Them
#1 Way to Avoid an Accident and 9 Insider Secrets to Avoid Costly Mistakes By COREY WALKER Corey@IowaInjured.com
Iowans who ride motorcycles are beginning to realize that they should learn about how to avoid an accident and if they have been in an accident how to avoid costly mistakes. Some riders fail to bring their case within time limitations (which can be as short as 6 months to provide notice) while others do not learn about their rights. A New Book about Iowa motorcycle accidents is being offered at No Cost, Risk or Obligation which reveals: • #1 Way to Avoid a Motorcycle Accident • 9 Insider Secrets to Avoid Costly Mistakes • 7 Things to Know Before Talking to the Insurance Adjustor or Hiring an Attorney and much more. Why offer a Book at No Cost? Because since 1997, Iowa Personal Injury Attorney Corey Walker has represented hundreds of injured Iowans including many who have been injured in motorcycle accidents and he has seen too many make mistakes resulting in 04 throttlermotorcyclemagazine
them losing thousands of dollars. Franklin of Washington, Iowa says “Corey’s book includes information that most people don’t know but should in case of an accident.” James of Sioux City says “I would recommend this book to my friends because most riders I know are informed with their bikes, the roads, and their abilities, but not the laws.” Why offer a free book? Because after having represented hundreds of injured Iowans, Iowa Injury Attorney Corey Walker has seen the consequences of costly mistakes. Finally, you can learn about motorcycle accidents in the comfort of your own home with no risk or obligation. If you own a motorcycle; or if you or a loved one have been injured in an accident and do not have an attorney then this book is for you. Claim your copy (while supplies last) Call Now (800)-707-2552, ext. 215 (24 Hour Recorded Message) or go to www. MotorcycleAccidentBook.com. Our Guarantee- If you do not learn at least one thing from the book let us know and we will donate $100 in your name to ABATE (A Brotherhood Aimed Towards Education which works for you, the motorcycle enthusiast.) MAY2012
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Yamaha 950 Tourer
Yamaha V Star 950
Honda Shadow Phantom
MID-SIZED METRIC CRUISERS HIT THE ROAD THE HOTTEST CATEGORIES IN THE MANUFACTURERS’ SHOWROOMS By Sean Goulart Editor, www.MXNewsfeed.com, The #1 Rated Motocross Newsfeed
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HILE THE PHENOMENON OF THE STREET CRUISER MOTORCYCLE KEEPS GROWING, IT SHOWS ITSELF NOT TO BE A FAD, BUT ACTUALLY ONE OF THE HOTTEST CATEGORIES IN THE MANUFACTURERS’ SHOWROOMS.
With television shows such as American Chopper and Biker Build-Off touting the qualities of the largest V-twin street cruisers, a new segment in this category is surging in popularity. The new mid size metric cruisers have shown that they are here to stay. These smaller variants (typically 650 to 950cc) offer low seat heights, lighter weight and exceptional value for the dollar. The very first group generation of Japanese metric cruisers were the Yamaha Virago (1981), Honda Shadow (1983), Kawasaki Vulcan (1984) and Suzuki Intruder (1986). These bikes tried to emulate the classic Milwaukee V-twin but missed the mark in the first round. They were just too, well, “Japanese” for the average American rider with their 06 throttlermotorcyclemagazine
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small controls, funky styling and weird engine configurations. Even with these flaws the sales of these bikes skyrocketed due to their small size, light weight and low price. Parts were inexpensive and the bikes didn’t require the maintenance routine that the bigger American V-twins required at the time. Seeing this, the Japanese factories worked overtime to provide a better product. Fast forward 30 years and this class of motorcycle has grown up. The problems that plagued these first versions are gone and features like reliability, styling and high quality electronics are considered standard fare. No beginning rider should be swinging a leg over a full sized cruiser. With wet weights of up to 800 pounds and more, these machines can seem like behemoths in many situations like slow speed maneuvering, backing up and slippery road surfaces. At slow speeds the weight of larger cruisers is just too much for the beginning or inexperienced rider to handle and this situation can have some dangerous consequences. Smaller riders can also benefit greatly from the low seat heights
offered, as being able to plant both feet on the ground when stopped which is critically important for beginners and shorter/smaller riders. With that in mind, we want to introduce you to what’s available in this segment, to help guide you through the different models so you can make an educated purchase and most importantly — get the bike that’s right for you. First up we’ll look at what mid-sized cruiser models Yamaha has to offer for 2012. Yamaha experienced rapid growth in the cruiser category and in 1994 formed a specific division to market these machines called Star Motorcycles. Technically a separate brand, V Star branded motorcycles are sold and serviced at Yamaha dealerships. Yamaha V Star 950 and 950 Tourer Yamaha has come a long way from those first Virago models in 1994, and they continue to refine and remodel their offerings. The V Star 950 is called the “entry cruiser” by Yamaha but the features and comfort offered are topnotch. The 2012 V Star 950 is Yamaha’s middleweight cruiser featuring a 57.5ci
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Suzuki Boulevard
Suzuki C50T Classic and Boulevard Now let’s take a look at what Suzuki has to offer in their showrooms for 2012. Suzuki has experienced great success with their midrange models. Their model in this segment is the C50T and it comes in two flavors. The Suzuki C50T Classic heads up the mid-sized group at Suzuki, featuring a 27.6” seat height coupled with a 49.1ci (805cc) liquidcooled V-twin, fuel injection and shaft drive. It’s is available in a “Candy Sonoma Red / Glass Sparkle Black” color scheme, weighs in at 611 pounds and the MSRP is $7,999. The up-rated 2012 Boulevard C50T model adds even more features to the mix like heightadjustable windshield, leather saddlebags with the same 49.1ci (805cc) liquid-cooled V-twin that’s in the Classic and a 27.6” seat height. It has fuel injection, shaft drive and is available in a “Metallic Triton Blue / Glass Splash White” color scheme, weighs in at 644 pounds and the MSRP is $9,499.
Honda Shadow Aero
Honda Shadow Aero, Phantom, RS, Spirit Next up are the offerings from Honda. The Honda Shadow is the 750cc platform upon which the mid-sized line is based. It has 4 different flavors and Honda hopes that at least one will capture the heart and mind of the new buyer. The Honda Shadow Aero features a 25.9”seat height coupled with a 45.4ci (745cc) liquid-cooled V-twin with fuel injection and shaft drive along with dress up items like chromed cylinder-head and aircleaner covers and an in-tank speedo. The Shadow Aero comes in either “Candy Dark Red” or “Pearl Black/Silver” color combinations and weighs in at 560 pounds. The Aero sports an $8,240 MSRP. The Shadow Spirit 750 features the lowest seat height of the lineup at a comfortable 25.7” and a 45.4ci (745cc) liquid-cooled V-twin with fuel injection, shaft drive and a 21 inch front wheel with a 2-into-2 exhaust system and bullet-style mufflers. The Spirit 750 weighs in at 542 pounds and is offered in two color combinations, a “Candy Orange Flame” or basic “Black” which looks awesome and has an $8,240 MSRP. The Shadow RS weighs in at a lightweight 503 pounds, making it the lightest cruiser in our comparison. This should be an important consideration in any beginning riders’ choice of steed. It has a 45.4ci (745cc) liquid-cooled V-twin with fuel injection and is a more sport-oriented model, differing from the rest of the lineup in its riding position, higher seat height
Suzuki C50T Classic
(29.4”), light weight and chain drive. This results in even crisper handling due to absence of “shaft effect,” a phenomenon where the rear end of the bike tend to ride as you accelerate, affecting the handling. The Shadow RS is only offered in “Candy Blue” and has an $8,240 MSRP. The Shadow Phantom is the meanest looking bike of the bunch and lives up to its name with a dramatic blacked out color scheme, a 45.4ci (745cc) liquid-cooled V-twin with fuel injection and a low seat height of 25.8”. In the spirit of its singular purpose — to look mean — it’s only offered in a “Matte Black Metallic” paint scheme, which graces the rims, fenders, wheels and engine. The Phantom, like all other Shadow models, sports an $8,240 MSRP. Kawasaki Vulcan Classic, Classic LT/SE and 900 Custom When looking at the mid-size category when walking into a Kawasaki showroom, you will be gazing upon the Vulcan 900 lineup. The Vulcan 900 chassis makes up the basis of the model, so let’s look at the three variants. The Vulcan 900 Classic is the basic model but its features are far from basic! The Classic features a powerful 55.1ci (903cc) liquid cooled V-twin, fuel injection, belt drive and a 26.8”seat height. The Classic weighs in at 619.6 pounds, has a large 5.3 gallon gas tank and comes in two 2-tone color schemes, “Candy Arabian Red” and “Pearl Meteor Gray/ Polar White.” The Vulcan 900 Classic has an MSRP of $8,299. The Vulcan 900 Classic LT is the up-rated Classic model featuring the same 55.1ci (903cc) liquid cooled V-twin,
“Fast forward 30 years and this class of motorcycle has grown up.”
(942cc) air-cooled V-twin, fuel injection, belt drive, 8 spoke cast wheels, 2-into-1 exhaust system and is available in both “Candy Red” and “Liquid Silver” color schemes. It weighs in at a claimed 613 pounds with a seat height of 26.6”and the MSRP is $8,490. The 2012 V Star 950 Tourer is the up-rated version of the V Star 950 cruiser a b o v e and also added to the feature list are hard saddlebags, windshield and a passenger backrest for riders looking to put in those extra miles. It’s available in both “Raven” and a gorgeous “Impact Blue” color schemes, weighs in at a claimed 657 pounds with a seat height of 26.6” and the MSRP is $9,490.
Kawasaki Vulcan Classic throttlermotorcyclemagazine 07
Kawasaki Vulcan Classic LT/SE
fuel injection, belt drive and a 26.8”seat height as found in the standard Classic, but also adds some long range cruising options such as a adjustable windshield, saddlebags and passenger backrest. The Classic LT weighs in at 657.1 pounds and is offered in three color schemes — “Metallic Moondust Gray”, “Ebony Pearl Burnish Beige” and “Metallic Majestic Red.” The Vulcan 900 Classic LT has an MSRP of $9,499. The Vulcan 900 Classic (SE) — If Classic lineup has a black sheep then it has to be the 900 Classic SE (Special Edition) and it’s immediately identifiable by its blackout treatment on the forks, fender struts, air cover, engine covers/cases/valve covers and cylinders. It also features the same 55.1ci (903cc) liquid cooled V-twin, fuel injection, and belt drive setup as in the other Vulcan models, the seat height is 26.8”and it weighs in at 619.6 pounds. The Vulcan 900 SE has distinctive whitewall tires and is offered in a “Pearl Meteor Gray / Polar White” color scheme, the MSRP is $8,299. The Vulcan 900 Custom is a simplified cruiser, no windshields or saddlebags found here, but it does feature a fat 15 inch rear rim (largest in the class), spoked wheels and a big 21 inch front tire for a
more raked look. It features the same 55.1ci (903cc) liquid cooled V-twin, fuel injection, and belt drive setup as in the other Vulcan models, has a 27”seat height and weighs in at 610.8 pounds. The 900 Custom is offered in two color schemes, a “Pearl Purplish Black Mica” or “Candy Sparking Orange” and the MSRP begins at $8,699. The Vulcan 900 Custom SE is the “Special Edition” model and it features a special blackout treatment on the air cleaner, engine cases, and exhaust as well as wheels. It sports the same 55.1ci (903cc) liquid cooled V-twin, fuel injection and belt drive setup as in the other Vulcan models, has a 27”seat height and weighs in at 610.8 pounds. The 900 Custom is offered in “Candy Sparking Orange” and the MSRP begins at $8,999. So to wrap it up, you have a huge range of options when it comes to middleweight metric cruisers. With great features for beginners and smaller riders like low seat heights and lighter weight one of these models can be the perfect entry into the cruiser market. You can go with a basic look and customize it for your own tastes, pick a bad blacked out sport model for late night blasts or go the whole way with windshield and saddlebags, the choice is up to you! Kawasaki Vulcan 900 Custom
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ZoMbies AND TeNNessee
Three FloYD’s AND DiViNG bAcK iNTo WhisKeY
im·bibe Verb: 1. Drink (alcohol) 2. Absorb or assimilate (ideas or knowledge)
By Ethan Lincoln (imbibehour@gmail.com)
Ethan Lincoln is an avid motorcycle rider and hobbyist blogger who writes often about many different libations that are available and noteworthy. His youtube channel can be see here: www.youtube.com/user/imbibehour and his blog at imbibehour.blogspot.com.
Three Floyd’s was started by two brothers in 1996 in Hammond, but soon grew with increased demand in 2000 to their new home in Munster. With some footwork I acquired a few bottles of their beers and had to admit I was quite impressed with their taste, but more striking was their labeling. Glancing at a bottle of Gumballhead, a scary demented yellow character of a Looney Tunes tweety bird reject stared back at me wanting to pick a fight. I decided I wanted to get more of their beers and was lucky enough to receive a beer that normally flies off the shelf, and that was a pale ale called Zombie Dust.
zombie dust is Quite a hop forward ale
T
HERE HAVE BEEN MANY BREWERIES THAT HAVE EMERGED FROM THE SCENES OF THE CRAFT BEER DRINKING MASSES. IT SEEMS US BEER DRINKERS SOMETIMES WANT MORE INTERESTING BEERS, AND MORE CHOICES. IF THERE IS ONE BREWERY THAT HAS STOOD OUT SINCE ITS INCEPTION IN 1996, iMbibe IT WOULD BE THREE WiTh FLOYD’S OUT OF eThAN MUNSTER INDIANA LOCATED ON 9750 INDIANA PARKWAY.
Zombie Dust is quite a hop forward ale, but manages to stick to being in control. Quite light bodied in feel, but filled with wonderful citrus aromas and palate dripping quenching taste. Further sips seemed to bring out more melon and hints of cantaloupe with an almost quick and juicy quality. Faint bready malt on the finish, and what I would call in the beer realm stupidly drinkable. It will keep any hop head happy, but stays away from imperial and big booming aggression, staying true to a simple pale ale root it seems. It’s big yet feels tolerable. If you can, try to get some or visit the Three Floyd’s website to learn more about distribution www.3floyds.com. Whiskey time again I am in the process of re-building my basement which will also contain a brand new bar which I am quite excited about. When thinking back to all the bourbon I reviewed, I realized it was quite
some time ago that I had jumped into it. Numerous barrel aged beers, Lambics and Belgian styles beers consumed, whiskey seemed like a distant memory. I needed to get back, but... where to start? I grabbed a bottle of George Dickel no. 12, which is a “Tennessee Sipping Whisky”... It was a great place to get my feet wet before starting to dive into bottles of say, George T. Stagg. There’s no point right after you haven’t been riding for a while to suddenly go out on the biggest bike and tear it up. Everyone has to get their feet wet and probably do a few parking lot drills and practice perhaps first. This seemed like a good place to start. Dickel seemed like the fun small ride to hop on again instead of trying to jump on a 1800cc+ cruiser. I seemed to enjoy Dickel, and it was a good whiskey to start off with. Easy drinking, fairly non aggressive but with a small hint of maple and sweetness on the nose. Light palate and finish seemed to come with a little char, certainly a whiskey that is simple but nothing that didn’t make me seem like I was jumping on a Hyabusa or a VMax. As I enjoyed my drink, thoughts of returning back to the road and drinking bigger whiskies filled my mind. For now though, I was happy to just settle in after the ride with a simple fun 250cc.
MoNTecrisTo WhiTe W
ith its rich history and reputation, Montecristo has become the standard by which all other cigars are judged. To complement our original Montecristo, we created the new Montecristo White. Reminiscent of the original, the elegant Montecristo White boasts a lovely, hand-selected Ecuadorian Connecticut Shade wrapper. With a Nicaraguan binder and a blend of select Dominican and Nicaraguan long fillers, the White makes for a rich, creamy and flavorful, well-rounded smoke.
THIS COLUMN IS FOR AMUSEMENT PURPOSES ONLY. WE IN NO WAY SUGGEST DRINKING AND DRIVING/RIDING IS ACCEPTABLE OR OKAY. IT IS IN FACT, ILLEGAL AND SMOKING WILL CAUSE CANCER. STATEMENTS ARE OF OPINION IN ARTICLES WRITTEN BY CONTRIBUTING COLUMNISTS AND WRITERS OPINIONS ARE SOLELY THOSE OF THE AUTHOR ALONE AND DO NOT NECESSARILY IMPLY THOSE OF THROTTLER MOTORCYCLE MAGAZINE L.L.C. throttlermotorcyclemagazine 09
HOUSE OF HARLEY-DAVIDSON Ride: 22012 Harley-Davidson Iron 883 Occupation: HARLEY-DAVIDSON DEALERSHIP Hails from: Milwaukee, WI
DO YOU KNOW?
A
S CONSUMERS BECOME MORE SAVVY AND T E C H N O L O G Y CONTINUES TO BECOME A MORE PROMINENT FACTOR IN EVERYONE’S LIVES, SOCIAL MEDIA HAS GROWN TO BECOME A MAIN COMPONENT OF A MARKETING DEPARTMENT’S MEDIA MIX. BUT AS CUSTOMERS ARE HIT WITH MORE AND MORE ELECTRONIC MESSAGING, HOW CAN A DEALERSHIP STAND OUT FROM THE PACK?
That’s the question the folks at the House of Harley-Davidson in Milwaukee, WI, tackled earlier this year. Their increased social media efforts in 2011 resulted in a doubling of their Facebook fans and it was time to take their fan engagement to the next level. In January, 2011, the House of Harley-Davidson introduced the Bike That Social Media Built. For six consecutive weeks the House polled their fans and followers to vote on the details to customize a brand new Harley-Davidson
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THE BIKE THAT SOCIAL MEDIA BUILT
Iron 883. The experts in the House’s House of Customs department customized the overall style, paint, seat design, and various parts and accessories options. The bike was on display in each stage of customization inside the House of Customs, located in the Parts Department of the House of Harley-Davidson. Fans chose to turn the Iron 883 into a high bar bobber with forward controls, short shot exhaust, tall sissy bar, amazing patrioticthemed paint job, and awesome brown distressed leather seat. The entire promotion was run via social media, with House of Harley staff posting polls on their blog (http://blog. HouseOfHarley.com) and feeding the polls through Twitter and Facebook. Over the six week promotion nearly 3,500 fans, followers, and subscribers voted on the details of this dream bike. The best part? After the official unveiling at the Milwaukee Auto Show, the House of Harley-Davidson donated The Bike That Social Media Built” to Fisher House Wisconsin, whose mission is to provide a “home away from home” for military and veterans’ families so that they may be close to a loved one during hospitalization for an illness, disease, or injury at the Clement J. Zablocki VA Medical Center in Milwaukee. Fisher House
Wisconsin (www.FisherHouseWI.org) is currently selling raffle tickets for the Bike That Social Media Built and the winner will be drawn on Saturday, November 10, at the House of Harley-Davidson. Dan Buttery, president of the board of directors for Fisher House Wisconsin said, “The House of Harley-Davidson continues to be a strong supporter of the Fisher House project here in Wisconsin. The House helped to establish an annual benefit ride in support of our cause two years ago, and now the building of this custom bike takes their support of our mission to a whole new level. We’re honored to see this level of support coming from a prominent Milwaukee- based company and world renowned brand, Harley-Davidson.” The House of Harley-Davidson is serious about providing world-class motorcycling experiences for life for customers in Milwaukee and throughout the country. Engaging their social media communities is just one way that The House has differentiated themselves from the pack while supporting a cause close to their hearts — Fisher House. More information on the Bike That Social Media Built is at www.HouseOfHarley. com or on their blog, http://blog. HouseOfHarley.com.
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The Road King prototype on one of Bob’s many road trips.
Tony Foale riding the Road King out on the road.
Bob Mighell demonstrates his leaning, three-wheel Road King.
PUTTING THE LEAN INTO THREE WHEELS TAKING A QUE FROM THE NEW TREND IN 3 WHEEL DESIGNS
By Ken Bingenheimer
A
DDING A THIRD WHEEL TO A MOTORCYCLE ADDS STABILITY, BUT UNTIL NOW THAT STABILITY HAS COME AT A HIGH COST: THE TRIKE HANDLES AND STEERS LIKE A CAR. Bob Mighell and Tilting Motor Works (www.tiltingmotorworks.com) intend to remedy that problem with a two-wheel front-end kit that will allow the bike to steer, lean, and handle just like a regular motorcycle. The kit bolts right on with no drilling, cutting, or welding on the frame. Their initial product, designed for the Harley-Davidson Road King frame, is expected to hit the market later this year. A unit for 1800cc Gold Wings will be right behind, followed by conversions for other cruisers. Mighell (pronounced “Mile”) wasn’t thinking of the marketing possibilities of this sort of device when he started toying with the idea. He was thinking of himself. “I’ve also enjoyed running around in faster cars, including my Porsche 911 and a BMW M3. I run around on these
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backcountry roads and I compare how fast I can take the cars through the corners and the bikes through the corners and I thought that the drawback to motorcycles, the limiting factor, is that one single front tire. So, whereas, I can drift my Porsche 911 around the corners, you don’t want to be drifting motorcycles because if you lose that traction on that front tire she’s all done. And so, I thought well, wouldn’t that be cool if I could add another front wheel to a motorcycle and yet still make it handle like a motorcycle.” Unlike most of us, Mighell is in a position to actually turn that kind of idea into reality. He is a design engineer and runs a medical equipment company that outfits operating rooms. He developed a prototype and took it to some local machine shops, some race car builders, and even to a local university with a design program but, “They all told me the same thing; what I was wanting to do wouldn’t work. And that just encouraged me a little bit more to build the darn thing.” For his first prototype, Mighell used a 250cc Honda Rebel, mainly because it
was a bike he could get inexpensively. The counter-steering part was easy, but the suspension was a different matter. The suspension system needed to operate independently of the lean angle, and figuring that out took another couple years in the spare time he was devoting to this project. Licensing the little Honda led to a major shift in the development process. Because the frame had been severely modified, Mighell had to take it for inspection and relicensing. During that process he was told, “Hey look, if you don’t drill, cut, or weld onto the frame, we really don’t want to see you.” Clearly the better approach would be a conversion that did not involve drilling or cutting the frame. Mighell built his second prototype using a Yamaha V-Max. Showing that bike around at a few rallies he saw a pattern developing. “It was the HarleyDavidson crowd that was really telling me, ‘Hey, if you got one of these on a Harley that would be really cool.’ So I bought a Road King and built the next conversion.”
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BOB MIGHELL
“They all told me the same thing; what I was wanting to do wouldn’t work.”
Bob Mighell’s Road King prototype, which he has put 18,000 miles on while testing it.
Dirty jobs have to be done by someone, and Mighell has taken it upon himself to test-ride the Road King more than 18,000 miles. He has taken it to numerous rallies, including Americade and Sturgis Bike Week. At Sturgis, he says, “That was definitely a Harley-Davidson crowd and I wanted to see what kind of response I would get. The best compliments I would get when I would pull in a gas station or side street or something like that was guys coming over and saying, ‘Oh, I didn’t know Harley was making those.’ And to me that was like, all right, I’ve done the design work well enough.” The design includes a tilt-lock system so that the bike stays upright when you come to a stop. With that system, Mighell sees his market as being both aging riders who have trouble holding a regular motorcycle up as well as women, whose physical stature often makes it impossible for them to handle really big bikes. As for pricing, Mighell intends to keep it in the same range as current trike conversions, generally around $10,000. For the actual conversion, “We haven’t got that all figured out. At this point I’m looking to probably set up a dealer network and then have them take their bikes to a local dealer who will have sent somebody here, and we’ve trained them to go ahead and do the installation.” And the most important question: How does it ride? “Beautiful. The thing that I find, I’ve got a bunch of different bikes, and I prefer riding my three-wheeler just for the fun experience. I find I can brake harder going into my corners. I find I can accelerate through and out of the corners harder as well because I’m not worried about sliding out that front end. When I ride with a passenger on my tilting threewheeler, the passenger doesn’t know that they’re not on a motorcycle. I’m having a blast. I’m testing the heck out of it.”
throttlermotorcyclemagazine 13
Karen Wagner from Escondido, CA, riding for Tri-Ryche Racing. In 2003, Karen piloted an awesome 1994 Harley-Davidson Sportsterbased drag bike to the AHDRA National Championship in the Super Sport class! Karen is the first woman in the history of the AHDRA to win a Naional Championship.
The lADies oF AhDrA DrAG rAciNG isN’T JusT For The boYs!
A
S I STOOD BEHIND THE START LINES ON THE RACE TRACK, AT AHDRA I COULD SEE A STAFF WORKER HOSING DOWN THE TRACK WITH WATER. EACH RIDER DID A BURN OUT BEFORE ENTERING THE DRAG STRIP, THEN PULLING UP TO THE TREE. PiNK BURNOUTS ARE TO HEAT 8 UP THE REAR TIRE FOR bAlls BETTER TRACTION TO RUN THE TRACK.
Two riders on their Harleys pull up side by side, each having their own lane separated by a concrete jersey barrier. The motorcycle riders wear a full face shielded helmet, black leather jacket, pants, leather gloves, boots and armor for protection. As I watched, I noticed that the two riders had different body statues. While I was viewing the second rider from a distance, I noticed long blonde hair in a pony tail grouped with tie bands every inch until it reached the lower back. My eyes darted back and forth from one
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rider to the other, all of a sudden I spoke out loud, that’s a woman! Just as I said it, the tree turned green and the race was on..........go......gooo.......gooooooo Yessssssss, she won! I have attended numerous motorcycle hill climbs before and never had I seen a woman racer. As I looked around to my surprise, there were many other woman racers there that day. I was immediately excited, intrigued to be able to meet and talk with them about their passion of this dangerous sport. What would make a woman want to go 144 MPH in less than 9 seconds? I had to find these woman racers to satisfy my curiosity. I wanted to see their vision, feel their anticipation and find out what inspires them. I had to get a closer view from the other side of the track to reveal what drives these women beyond the finish line! I tried to visualize what they had, that I hadn’t had. I have a lot of guts, however, these woman have so much more that I couldn’t visualize in myself. As we talked, I tried to figure out what characteristics they would have. I thought if I dig deep in her body language, I’ll find it in her but I couldn’t find anything out of the ordinary of a stereotype. These are
By Luuezz Denise Gasper
woman that are your all American girls. Nothing more and nothing less. She walks with you in your daily steps of life. They were not hard core biker women. This is what impressed me the most. They wear a variety of faces and play many roles. They are woman who have a great passion for fun, speed and thrill. They all share the excitement, energy and adrenaline that can only come from this extreme sport. The women I talked to were genuine and sincere and knew what they wanted to achieve. They had brushed off their knees and butts and are living their passion from their soul. All of the ladies I interviewed were very pretty, one was shy, and anyone of them could easily be one of my best friends. I would go out riding my Road King with them for the day; they were friendly, outgoing and easy to talk to. Without visual distractions present, I found it easier to appreciate the structure of the woman, her inner strength and passions that make up the woman racer. Their sweeping curves and whimsical personalities capture the spirit of their greatest passion, without succumbing to saccharin sweetness. Each of the women I interviewed
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“They are woman who have a great passion for fun, speed and thrill.�
forms a unique identity for the Woman HD drag racer. The result is a rhythmic presence that introduces the Woman HD Racer within the Motorcycle. The drag strip allows the woman racer to become a charismatic part of the motorcycle without completely being noticed. Their motorcycles that they ride are specifically designed for the race track. These women have been for years, the most overlooked and one of the strongest pioneers of woman in drag racing. Their dedication to racing and paving the way for other woman in the sport of HD Drag Racing is inspirational. By forming a sense of sisterhood, women are able to accomplish so much. Successful HD Drag Racing women of today are inspiring the woman of tomorrow. Next month interviews with drag racers Stacy McMillan, Julia Holliday, Wanda Poff and Karen Wagner.
throttlermotorcyclemagazine 15
Courtesy of Honda Media
Justin Barcia
Davi Millsaps
MX OUTDOORS
Courtesy of Honda Media
Courtesy of Suzuki Media
Brett Metcalfe
Courtesy of Suzuki Media
Ryan Dungey
WE PICK UP THE CONTENDERS
By Sean Goulart Editor, www.MXNewsfeed.com, The #1 Rated Motocross Newsfeed
A
FTER THE ALL THE LIGHTS, FIREWORKS AND CHAMPAGNE POPPING OF SUPERCROSS HAS ENDED, TEAMS AND RIDERS PREPARE FOR WHAT IS CONSIDERED THE MOST GRUELING FORM OF TWOWHEELED COMPETITION IN OUR SPORT, THE LUCAS OIL PRO MOTOCROSS NATIONALS. FEATURING ICONIC TRACKS LIKE UNADILLA, HIGH POINT AND BUDDS CREEK, NINETY-DEGREE PLUS TEMPERATURES AND CRAZY FANS, THIS IS WHERE THE REAL HARD-CORE RACERS SHINE.
As of the writing of this article, in the 450 Class Ryan Villopoto and Chad Reed are both out with injurie s and James Stewart is off the JGR Yamaha with rumors swirling he will be released from his contract (both sides willing) and maybe heading to Suzuki. Wow, that leaves some space for surprises in the 450 Class outdoors.
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In the 250 Class the field is rich and deep with talent, from front runners like Justin Barcia to dark horses like Darryn Durham and Blake Wharton promising lots of bar to bar racing at every stop. One obvious top contender on the big boy bikes is Ryan Dungey. Previously an outdoor MX Champion on Suzuki, he has recently switched teams to be with his former mentor and world champion racer/team manager Roger DeCoster on KTM. Dungey has the skill, experience and determination to win it, but can the KTM provide the platform he needs to do it? Dungey’s new 450 is unproven outdoors and KTM is historically the underdog in these contests, but the recent acquisitions of both DeCoster and Dungey certainly could change that for the Austrian powerhouse. I’m looking for Dungey to podium no doubt this year. Next up I like Davi Millsaps, he’s on good bike and a good team, the same JGR Yamaha squad that Stewart is doing poorly on, but Millsaps has been playing second fiddle here for too long. It’s Davi’s time to shine; he’s recently shown a maturity in his riding that could prove to be a winning formula for him and his
team. Millsaps has previously been plagued by injuries outdoors and needs to focus on the podium and not the stretcher to be ultimately successful. Lastly, I like Jake Weimer. The Kawasaki rider has shown a lot of speed outdoors, finishing 6th last year in the series and his Pro Circuit ride is among the best in the field. Weimer’s at the top of his game right now, it’s time for him to step up to the podium. “Dark Horses” — these are guys who could just pop up and take a win or two — Mike Alessi is one and seems quite comfortable on the Suzuki, he’s mastered the holeshot and rides harder outdoors than indoors in my opinion. Brett Metcalfe another good rider on the cusp of being great. Metcalfe’s the Rockstar Suzuki rider who took the win at Southwick last year and seems to be hitting his stride…and a win at Southwick is nothing to sneeze at. There are a slew of 450 Class riders who could mess this up at any time. James Stewart is always fast outdoors and has the championships to prove it. He needs to either pony up on the Yamaha or move to a bike he wants to ride, and quick with the season starting,
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“THIS IS WHERE THE REAL HARD-CORE RACERS SHINE.”
Courtesy of Honda Media
Mike Alessi
Blake Wharton
he needs the seat time if he is to be competitive. Then you have Trey Canard, the FLY Racing sponsored Honda rider who just can’t seem to catch a break with multiple serious injuries in the SX season. Can he come back in time for the start of the season? Many say no. I’m calling it Dungey, Millsaps, Weimer. In the 250cc Class, Geico Honda’s Justin Barcia/Eli Tomac and the Monster Energy/ Kawasaki’s Blake Baggett/Dean Wilson combinations are all looking fast as well as newcomer ARMA Energy rider Malcolm Stewart hitting his stride too. So Wilson will have to hold on tight to keep the title this year, if he can stave off Barcia. Geico Honda’s Justin Barcia grew up riding outdoors East Coast style so should be looking great in the second half of the season when many of the circuits are back East, not to mention the fact that he almost swept the East Coast portion of the SX Lites series before winning it. The kid is on fire and seemingly unstoppable and has beaten all the contenders on his own terms at some point in the last 3 years. Barcia even gained a ride on the Geico Honda 450 last year and showed he is ready to move up with no issues, but it seems that will be next year. I’m calling it Barcia, Tomac, Wilson. So that’s what we have to look forward to this year, some of the best talent in ever to line up, everyone with something to prove… to prove who is the best in the mud, sweat and tears that we call outdoor motocross! Justin Barcia
Malcolm Stewart
Courtesy of Sean Goulart throttlermotorcyclemagazine 17
Loess hills RIDING NATIONAL SCENIC BYWAY By Jeff Glass
Loveland Overlook rest stop
D
RIVING UP AND DOWN INTERSTATE 29 IN WESTERN IOWA ABOUT FOUR TIMES A MONTH FOR MY JOB, I OFTEN GAZE TO THE EAST TOWARDS IOWA’S LOESS HILLS AND THINK, “MAN, I BET THAT’D MAKE FOR A GREAT RIDE.” SO LAST WEEK, I GOT OFF THE INTERSTATE AND HIT THE HILLS.
First, Loess Hills? Yes, Loess Hills — 15 miles wide by two hundred miles long unique land formations left over from the glaciers that once ripped through here. Think of them as Iowa’s mountain chain — some of those hills are as high as 200 feet tall. The Loess Hills are generally located between 1 and 15 miles (24 km) east of the Missouri River channel. These hills are the first rise in land beyond the flood plain, forming something of a “front range” for Iowa, and parts of Missouri and Nebraska adjacent to the Missouri River. During the last Ice Age, glaciers advanced into the middle of North America, grinding underlying rock into
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dust-like “glacial flour.” As temperatures warmed, the glaciers retreated and vast amounts of meltwater and sediment flooded the Missouri River Valley. The sediment was deposited on the flood plain, creating huge mud flats. When meltwaters receded, these mud flats were exposed. As they dried, the fine-grained silt was picked up by strong prevailing westerly winds. Huge dust clouds were moved and redeposited over broad areas. The heavier, coarser silt was deposited close to the Missouri River flood plain, forming vast dune fields. The dune fields were eventually stabilized by grass. Due to the erosive nature of loess soil and its ability to stand in vertical columns when dry, the stabilized dunes were eroded into the corrugated, sharply dissected bluffs we see today. Today, the hills stretch from Westfield, Iowa in the north to Mound City, Missouri in the south. Loess topography can be found at various points in extreme eastern portions of Nebraska and Kansas along the Missouri River Valley, particularly near the Nebraska cities of Brownville, Rulo, Plattsmouth, Fort Calhoun, and Ponca.
The hills are usually no more than 200 feet above the Missouri River bottoms. What does this mean to a motorcycle rider? It means miles and miles of winding open roads with scenic views and rolling hills. Up and down, swerves and curves make the hills a perfect ride. On this day, I would cover one hundred of those two hundred rollercoaster miles. Heading West on Interstate 80 to the Interstate 680 exit, my first stop: Exit 15 off I-680, to the Loveland Overlook rest stop. It features a gigantic tower to climb for a fantastic panorama of Iowa’s countryside, plus a preview of the upcoming ride. Also important, it offers DOT-maintained restrooms. From there, back on I-680 West, to I-29 North, to the Mondamin Exit 89. It’s also a good place for a fuel stop, as you’ll find fuel can be fairly sparse throughout the Hills. I continued my zigzag tour to the north, sometimes using two-lane state highways or angling off onto county roads. The route offers plenty of excursion loops. Be advised that not all of the loops offer paved roads. My route took me through great Iowa towns like Pisgah, Moorhead,
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Photo courtesy of Kate Kaiser
Think of them as Iowa’s mountain chain — some of those hills are as high as 200 feet tall.
Soldier, Turin, Rodney, Smithland, Oto, Climbing Hill, and Bronson — to name a few. Along with great people, many of these towns offer something for the motorcycle rider. A stop at Fat Boyz in Moorhead yielded a great visit with a local group of bikers. Further up the road in Soldier is the Midway Tavern. The gals at the Smithland General Store assured me that Runts, next door, was very open to bikers. My final stop in the Hills was at JR’s in Bronson. JRs offers a bike night every Thursday and Jason (from JR’s) tells me that they get great crowds for their bike nights and shouldn’t be missed. I wrapped up my ride in Sioux City, where my friends in the Dakota Dunes tell me about an excellent bike night held every Saturday in the historical downtown. To add an educational element to my day, I finished up at the Sergeant Floyd River Museum. Stop and tour the old riverboat and enjoy the view of the Missouri River. My Loess Hills ride delivered everything I expected, and I only covered a portion of the potential route. With so many miles of roads and scenery, one can’t go wrong with whatever route you choose. So, take some time and head to western Iowa, and hit the Hills.
throttlermotorcyclemagazine 19
Colin Edwards
Suter Racing Technology (SRT) specializes in project engineering, developing and manufacturing of high-tech concepts for industrial applications as well as the International Motor sport. www.suterracing.ch
MOTOGP 2012
CHANGES WILL MAKE OR BREAK TEAMS
By Tony Tice
M
OTOGP, AS MANY OF YOU KNOW, IS THE PINNACLE OF MOTORCYCLE RACING IN THE WORLD. EVERY YEAR THE SERIES CHANGES A LITTLE BIT, SOMETIMES SWEEPING CHANGES TAKE PLACE. TWENTY TWELVE IS ONE OF THE SWEEPING CHANGES YEARS! IN BROAD TERMS, I WILL TRY TO EXPLAIN THEM.
Beginning this year MotoGP will include teams known as CRT or Claiming Rules Teams, in hopes of drawing in more race teams into MotoGP (so far there have been 16 new teams added to the roster of the current teams involved), like before the prototype 4 strokes came into domination. Another key rule change is everybody is using 1000cc engines. For the teams involved, this means they can use the prodigious torque of the 1000cc engine to help make passes more frequently. The ability with the 1000s is to be able to change racing lines on the track at will and make the change w/o the fear
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of being slightly off-line and not being able to recover the speed you lost in that corner on the next straight. The 800s were down enough on power that it was impossible to race off-line and recover. Being able to hit your lines on the 800s was EVERYTHING in terms of lap times. An inch off-line here or there could add up in a hurry during a lap and cost valuable time against someone that was able to repeat the perfect line each lap. The inclusion of CRTs does a couple things for the series besides add entrants to fill the grid. It will also be used to cultivate racers. Many of these racers may never have a chance to race against the “Big Guys” otherwise. Or on a stage that may be conducive to increasing their level of riding. And, give them a chance at a shot on a Factory team. I personally believe that may be the single biggest thing in recovery for this series. You can be certain there are some VERY talented racers that may never have a chance to ride before a Factory audience without this happening. Since the majority of the CRTs will be made up of niche chassis builders, some free-thinking and great ideas also
have a means to an end. The CRTs are allowed to use twice as many engines during the season as the Factory teams. This gives them the advantage of being able to build as much power as they can while not caring quite so much about the longevity of an engine, making them more competitive with the Factory prototypes. They have a 3 liter larger fuel capacity which means they can make peak power over the entire length of a race without fear of running out of fuel. The CRTs can also “claim” an engine from a rival CRT for 20,000 Euros with transmission or 15,000 without transmission. With CRTs being involved, that most likely means that all 4 Japanese manufactures, and 3 European manufactures will have engines involved in this series. Nothing bad can come from that. In my estimation, the downside to this revolution at this level is that it will divide the series into two parts, Factory Teams and CRTs. Until the series is at least a couple years old and the CRTs are able to fully develop the engines that the manufactures make they will be at a disadvantage power-wise. Talent-wise too, the
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deep pockets of the manufactures will always pay the best and they will always have the best riders. There is always hope though that there is a hidden talent that found the right team that could propel them to the top level of the podium and displace a Factory team. That’s the dream/goal anyway of the CRTs. The beginning.
“the downside to this revolution at this level is that it will divide the series into two parts, Factory Teams and CRTs.”
Colin Edwards
The worldwide unique combination of a top team of highly qualified engineers and technicians, spearheaded by an ex GP rider and supported by a state of the art production facility allows SRT to compete with the largest bike manufacturers.
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MOTORCYCLE EVENTS MORE FUN THAN A BARREL OF MONKEYS May 3 & 17 May 5 May 4-5 May 5 May 5 May 5 May 5 May 5 May 6 May 6 May 6 May 6 May 6 May 6 May 6 May 5 -6 May 6 May 9 May 10 May 12 May 12 May 12 May 12 May 12 May 12 May 12 May 12 May 12 May 12 May 12 May 12 May 13 May 12 -13 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 19 May 20 May 20 May 18 -20 May 20 May 18 -20 May 19 -20 May 20 May 18 -20 May 20 May 20 May 19 -20 May 20 May 20 May 18 -22 May 23 May 23 May 24
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