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SEPTEMBER2012
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SEPTEMBER2012TABLE OF CONTENTS
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ISSUE6VOLUME5
PUB NOTE04 DUNGEY06 KNOXVILLE10 YOUNGBLOOD14 As a young buck I looked towards the future not conscious of children, jobs and something called the economy becoming the dictators of my motorcycle ownership.
Not only does this make the third year in a row for the AMA Pros to make their way into the Tall Corn State, it promises to be a barn burner of a race, again!
VMAX12
Publisher
Roderick “Caine” Kabel roderick@throttlermagazine.com 515.210.7066 ADVERTISING
Art Markos American Magazine Consultants amipr@aol.com 805-220-6822 Gina “Inmate #9818783” Woods gina@throttlermagazine.com 630-833-9889 President & Accounting:
Stacy “Fancy Face” Kabel stacy@throttlermagazine.com Motocross Editor:
Sean “Wide Open” Goulart Editorial Contributors:
Tony Tice, Ethan Lincoln,
When KTM started to make plans to capture their first outdoor motocross championship, they made a list of what they’d need.
WHAT ALE09
Life in America and it’s love affair with coffee has changed tremendously over the years. As a young kid I saw my parents just drink basic drip coffee. Characters in movies just grabbed simple joe from a dinner for twenty five fifty cents along with bacon and eggs. Coffee was very simple, then something happened. You may have noticed this change, but now coffee is very different in how we drink it and buy it.
“I ask that you judge me by the enemies I have made,” Franklin D. Roosevelt. I think the people that don’t like me probably shouldn’t, and I think there are still a lot of people that don’t like me.
PITBIKES16 In 1984 the world of motorcycling received a wakeup call that is still prevalent today. At the beginning of the Black Ages of Japanese Motorcycle Manufacturing, Yamaha Motor Corp, who’s company slogan at the time was “Don’t Follow Anyone,” decided to do just that, and introduced the American hot rod inspired VMax 1200 motorcycle. It was also during this time period when my career with the Yamaha Corporation allowed me a sneak peek at the evolution of this monster.
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.
In our first installment in this series we looked at how to buy a pitbike and our Throttler project bike ended up being a stock 2000 Honda XR70R. After riding this little bike for a while we decided to do what every pitbike owner does…make it faster!
EVENTS18
Places to go and people to see all across the Midwest. From rallies events and bike nights.
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.
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Judgment day
Stereotyping motorcycle riders
In my earlier years of adulthood I would pronounce quite often, “I’m going to get a Harley someday!” As a young buck I looked towards From the future not conscious of children, jobs and The something called the Editor economy becoming the dictators of my motorcycle ownership.
Fast forward and I am knee deep in a job supporting a family and fitting into a corporate scene. I soon left that to pursue owning my own business and it seemed my dream of owning a motorcycle was even farther away. Until a lucky break came my way one day when a repo motorcycle. However that motorcycle was not a HarleyDavidson. Nonetheless, I bought it and was off riding. Within a couple months I put 5,000 miles on this Yamaha V-Star. Hell, I didn’t care what the motorcycle was because... I was riding. One day out riding my wife we stopped
at a local watering hole and parked next to a few Harley-Davidsons. Upon leaving I encountered something that has forever been etched into my head. It was the fact that some motorcycle riders are narrow minded and they allow stereotypes cloud their sense of judgement. As we readied to ride, I noticed someone had key scratched my gas tank. Oh, this wasn’t a little flick but rather a five inch long canyon. While I had the illusion that my fellow riders whom I parked next to would be my “brethren,” someone proved me wrong. Enter Anthony Harding, aka “Youngblood,” into my life recently. As for fitting the “biker” stereotype he fits the bill 110 percent. Everything about him exudes “motorcycle lifestyle.” No need to mince words or exchange familiarities, he doesn’t necessarily care. He’s too busy riding his motorcycle. As you will read, he is also the subject of our “You Should Know” column. Normally we choose a person, interview them or ask questions through email with a Q&A. We then re-write their answers into an article. Which is what we did with Anthony. We assumed he was our typical subject whom quite frankly, wouldn’t know how to write in
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
the manner our magazine requires. To me, writing is hard work and is an art form. Just because a person knows a little punctuation doesn’t make them a journalist. Likewise, just as a person rides a motorcycle doesn’t make them a biker and mixing the two is quite often a train wreck. This time I was wrong with my own stereotyping. Upon reading Anthony’s answers to our Q&A, I was amazed at what I read. The story of his life is actually quite fascinating but the way in which he penned his life story is eloquently written by the likes of a professional journalist. His wording, analogies and style are the type of writing skills that intrigues readers around every corner. As you will read, every word is his and is a testament to all of us not being judge and jury on those around us. Anthony has a writing talent that I doubt many around him know of. His outward and inner persona places him in a category that many “bikers” should think twice about crossing. Nonetheless, we like his writing so much we didn’t change a word. Though we have to shorten it for print, it will be published on our website in it’s entirety. I encourage everyone to read it and rethink your own qualms. -As always, ride hard. R & S Kabel
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.) SEPTEMBER2012
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RYAN DUNGEY BRINGS CHAMPIONSHIP TO KTM A SWITCH BRINGS victory
By Sean Goulart, Motocross Editor, www.MXNewsfeed.com, The #1 Rated Motocross Newsfeed
W
hen KTM started to make plans to capture their first outdoor motocross championship, they made a list of what they’d need.
If it was us, the first thing on the list would be the best team manager in the history of the sport, Roger DeCoster… check. The second item would be rider with a proven track record of winning and a great attitude, Ryan Dungey… check and last would be a fast, light, championship caliber machine, the KTM Factory Edition 450SX…check. When KTM had successfully achieved these objectives, they knew they had a potential knockout punch for the 2012 Lucas Oil Pro Motocross Championships, known to you rabid motocross fans simply as “The Outdoors.” Ryan Dungey was at the top of his game at Suzuki when KTM and his mentor Roger DeCoster came calling, and some moto-insiders speculate that part of KTM getting DeCoster to leave was a promise
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that the Austrian company would do their best to recruit the Belle Plain, Minnesota rider from Suzuki as well. DeCoster had worked with Dungey early in his career and in 2007 he won the coveted AMA Rookie of the Year for Supercross/Motocross. In 2011 Dungey lead the USA to victory at the Motocross Des Nations in France in a lineup that would foreshadow his upcoming career move, along with teammates (and arch-rival) Ryan Villopoto and Blake Baggett, managed by Roger DeCoster. The writing was on the wall…and KTM made their move and snatched up RD5. Just to show everyone he could bring home the glory for KTM and his old friend DeCoster, Dungey won the second race of the 2012 Supercross season, delivering KTM its first ever Supercross victory! Fast forward to the first race of the outdoors at Hangtown and Dungey looked pensive. No one really knew how the new KTM would fare in the chop of the outdoor circuits that are so much different than Supercross, not to mention
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the fact that no KTM in recent history had won outdoors in America. But there was a huge boost of luck for the team when Dungey’s main rival and MXoN teammate Ryan Villopoto announced he would sit out the outdoor season due to injury. While no one likes to see riders injured, the mood on the KTM team must have been optimistic as the season was starting, and although riders like James Stewart had shown flashes of brilliance, it was generally thought that Stewart had issues actually finishing a race, and having just switched to the Suzuki RM-Z450 was not going to be contender this early in the season and they were very wrong. Yoshimura Suzuki’s James Stewart came out guns blazing at Hangtown on Dungey’s old machine and cleaned up with a 1-1 overall win after a poor start by Dungey in the first race. In the second moto Dungey stayed on Stewart’s tail, but got caught up in some lappers and finished a strong second. RD5 finished a commendable second place overall with Mike Alessi on the third step. Podiums are good but KTM wanted
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Photo Credits: KTM Images and www.Hoppenworld.com
the top step and threw everything into helping Ryan Dungey reach that goal, from specialized training to exhaustive testing and immediate product development. KTM pulled out all the stops while the season rolled on and the competition just couldn’t handle the pressure. Next stop was Freestone County in Texas and again James Stewart brushed aside the Internet message board comments, sponsor slights and angry fans to again finish 1-1 and convincingly smoking everyone including Dungey who again finished second overall. A pattern was beginning to form and KTM was happy, but DeCoster and Big Orange wanted to taste real victory and it was just within its grasp. But what to do about Stewart on that pesky (fast) Suzuki? Thunder Valley in Colorado answered that question. JS7 crashed in the opening race and hurt his wrist and didn’t show up on the line for the second race. Twitter went nuts with theories but the wrist seemed to be the culprit. This allowed RD5 to cruise to victory in both races, putting KTM and DeCoster with him on the top step of the podium. “I hate to win like that,” Dungey later told MX Sports…”My game plan is always the same, to take it one race at a time. You can’t focus on the end result and we saw that today. I just do my own thing, put my best foot forward, and never underestimate anyone.” Because Stewart didn’t finish the first race and never started the second contest, the points tally swung to Dungey’s favor and he took a 35 point lead in the series. Next stop was High Point, PA and the same scenario played out, with Stewart failing to start either race and Dungey riding to a convincing victory in both contests. This gave him a 42 point lead over his nearest rival Suzuki mounted Mike Alessi going into the next race at Budds Creek. Dungey again drove home his dominance with a 1-1 sweep during his visit to Budds. “It was good, starting from practice and into the [races],” Dungey told ESPN. “I got good starts, which helped get me out front. Mike and Broc [Tickle] both rode well, so I had to do some work in that second moto. We have a couple weeks off now, so I’ll use it to my advantage and see if we can [still] get a little bit better.” The famous Red Bud circuit in Michigan has hosted many contests over
its existence and nothing surprises the fans here, but they were surprised when Honda’s Justin Brayton came out of nowhere to challenge Dungey with a renewed and healed up James Stewart not far behind. Brayton has always been a strong rider and seemed to be really comfortable on his factory steed and eventually went 3-4 for second place. James Stewart also mounted a good run at Dungey in the first moto running an impressive second before stalling and re-starting for a sixth-place finish. In the second moto, dark horse Mike Alessi used his infamous holeshot skills take the first spot before fading and RD5 taking the lead. Stewart chased Alessi who remained in second and looked strong but could not catch him Stewart ended up with a third overall for the day. “Having James back this week was good to add another challenge, and it’s good for the sport,” Dungey said. “We made some more changes to the bike coming into [today] and I think we’ve made even more progress.” After Red Bud was over, RD5 had a commanding 72 point lead in the series over Mike Alessi and he looked good to keep putting in solid results. KTM was more than pleased with Dungey’s performance and began a series of magazine advertisements and marketing efforts showcasing the talented new KTM rider and the newly revised Factory Edition 450 which was available for the general public. This proved a brilliant marketing strategy with the bikes being a smash hit. Many dealerships saw a general increase in sales associated with these campaigns and KTM was everywhere you looked. But marketing doesn’t make a motocross championship, winning does. Spring Creek in Millville, Minnesota was the next stop for the Lucas Oil AMA Pro Motocross Championship and as this was Dungey’s home state, all his friends, family and fans had come to see him and KTM continue their winning ways. And then he got even better news; Suzuki announced James Stewart would not be competing in the Millville or Washougal, Washington rounds. “At this point in time it doesn’t make sense to push it,” said Team Yoshimura Suzuki Manager, Mike Webb. “From a safety standpoint, for both James and the other riders, we just don’t want to take the chance. The injury is a little more than we thought and will simply require a bit more rehab.” Dungey didn’t disappoint anyone when the gate dropped and he took the lead and never looked back in his home state. His fans as well as KTM were elated. “I enjoy coming back to Spring Creek. I spent a lot of time riding here as kid,” said Dungey. “To get a win was great, not just for me but the team as well, especially since everyone was here to watch. I approach every race the same as the one before, regardless of points.” Dungey added, “There’s a lot of racing left and you have to be ready for each race itself. We just come in and hope to accomplish what we want to throttlermotorcyclemagazine 07
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Ryan Dungey
“My game plan is always the same, to take it one race at a time.”
accomplish, always looking to improve.” With Stewart out of contention and a convincing 80 point lead over his nearest rival Alessi, KTM began thinking this just may be the season they win their first 450 AMA Outdoor Motocross Championship. But the Austrian factory has always been subtle in their actions and no one but the folks at Big Orange and Dungey really knew what DeCoster was thinking. And next up on the schedule would be the Sands of Southwick. Located in Massachusetts, Southwick is a track where mere mortal winners are separated from mighty champions. (Southwick is a damn hard track to ride and this author has raced there, it’s brutal!). Southwick can be anyone’s race as much of the field has very little sand racing experience except for the European racers and Dungey had a terrible time here last season when his bike failed to make it to the starting line in one of the races. He was hoping that kind of thing wouldn’t happen again. In the first moto, Dungey got a good start passing Phil Nicoletti and setting his sights on the “Holeshot Master” Mike Alessi riding on his former brand. Carefully pacing Alessi, RD5 ending up getting by him for the top spot, never looking back and taking the win. The second moto was a little different when after a great start and leading the field, the tricky Sands of Southwick grabbed his front wheel and put him down, losing his gas cap in the process…he remounted but had lost a lot of fuel and the pit board told him to come in. After a harried pit stop Dungey was sent back out to attack in second behind experienced European sand rider Tyla Rattray who proved to be impossible to catch and Dungey took the second place spot on the podium again. This combined point total at Southwick gave Dungey the overall victory and an 85
point lead in the championship point standings…and the next stop was Unadilla. Going into Unadilla the odds makers were saying Dungey could capture the title for KTM…DeCoster was still playing his cards close to the vest and normally reserved KTM stayed that way; Dungey just kept his head down and never stopped practicing. When race day arrived, it turned out that James Stewart was ready to race, after looking stiff earlier in practice and there as always was Mike Alessi, ready to capitalize on any mistakes made by the series leader. Dungey and DeCoster knew if they could just repeat what they’d accomplished at almost every race up to this point, they would be crowned champions at the end of the day, bringing KTM its first 450 motocross championship. When the gate dropped for moto one, James Stewart again showed why he wears the #7 and took the lead on his new RM-Z 450, the bike that last year Dungey took to victory. Undaunted Dungey waited until Stewart invariably crashed in lap three giving Michael Byrne and then Brock Tickle turns at the front of the pack. After catching and passing Tickle, Dungey led the last two laps for the win. In moto two, all eyes were on Dungey and to some degree James Stewart who had pulled the holeshot in the first race, but this time Dungey, Alessi and Stewart all battled for the top spot until Stewart took a dirt nap in lap five, and Dungey got by Alessi, into the lead and never looked back for a convincing win. That sealed the win for both Dungey and the KTM team was waiting for Dungey in the pits to
congratulate their new champion, the mighty warrior that had brought them the title which they had worked so hard to capture. “This has been an amazing day,” said Dungey “To be honest, I knew we could wrap up the championship today, but my focus was on putting in a solid performance and winning motos. Mike Alessi has been riding really well, but unfortunately for him that first-moto DNF allowed us to lock this thing up early.” Dungey continued “It’s amazing to see everything that’s gone in to making this moment happen. It’s pretty special.” “I knew we had the right people behind us and if anyone could do it, (Team Manager Roger DeCoster) and this team could.” “We struggled at times, but as a team we worked it out and were able to overcome it. It took a lot of effort from everyone here and overseas. We had a good opening round and just kept making progress. I committed everything and winning a championship is paying that due. I hope this is the first of many more.” “I promised him that the bike was going to be competitive,” KTM Team Manager DeCoster told ESPN after the race. “A lot of people worked really hard and put in many hours. It takes a lot of trust to do what he [Dungey] did, to trust another guy to deliver. Where KTM was before and where we wanted to go was a big step.” At the end of the day, even though Steel City and Lake Elsinore are still left to run, no one can take the championship from KTM, DeCoster and Dungey, the team that battled all odds (and all 4 Japanese manufacturer’s factory efforts) to bring home the of 450 Outdoor Motocross Champions.
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WHAT AILS YOU 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 seen at www.youtube.com/user/imbibehour and his blog at imbibehour.blogspot.com.
L
ife in America and it’s love affair with coffee has changed tremendously over the years. As a young kid I saw my parents just drink basic drip coffee. Characters in movies just grabbed simple joe from a dinner for twenty five fifty cents along with bacon and eggs. Coffee was very simple, then something Imbibe happened. You may With have noticed this Ethan change, but now coffee is very different in how we drink it and buy it. The simple and basic still remains, but our lives are now juiced up on ventis, macchiatos, frappés, and gourmet beans we can buy to take home. I do like coffee, I drink espresso. But the one thing I have loved about coffee is how it now appears in great ways to imbibe too.
Take beer for example. Coffee is often included in the production of many craft beers. Coffee often appears with darker beer styles such as brown ales, porters, and stouts, since many of those beer styles compliment coffee with their roasty malt grain characters. Many of these beers I think even smell like coffee without coffee even in them. Take for example a beer from Great River Brewery in Iowa called Redband Stout. Redband Stout is a milk stout containing cold pressed Redband coffee espresso beans. It has a great solid coffee aroma, mixing with a light bodied roasty grain smell also. A real nice light cocoa brown head combined with a dark walnut brown body, and a tasty coffee and malt flavor. The beer seemed a little fizzy, but with a neat carbonation that I felt elevated the coffee and beer qualities nicely. It’s a fun example of coffee and beer together.
Taking another turn my thoughts drifted recently to another product simply known as cognac. What is cognac exactly? Well cognac is brandy that is made in the Cognac region of France, using grapes that are fermented and then aged in oak barrels. Brandy can be made with other fruit as well, but there is a simple rule when it comes to understanding what makes cognac unique. All you have to remember is that cognac is a brandy, but not all brandy… can be cognac! Besides being made in a certain region
Hogswipe
im·bibe Verb: 1. Drink (alcohol) 2. Absorb or assimilate (ideas or knowledge)
with detailed procedures, cognac has one particular trait. It’s usually pretty expensive, but the good thing is the lower grades are relatively inexpensive. There are only 3 grades of cognac, with each grade being aged longer in oak with complexities and nuances that cost a pretty penny to acquire depending on how old they are. There are only three grades. V.S. is the lowest grade standing for Very Special, then V.S.O.P. standing for very special old pale, and finally XO which is extra old, or very old. VS is aged less than 4½ years, VSOP between 4½ and 6½, and XOs are aged longer than 6½ years, with many of the XOs being aged for very long periods, some of them for even decades. So if you want to maybe splurge you may want to try just a lower grade brand first to see how you like it. Perhaps then you can move up the ladder or just discover that it doesn’t work for you. One good thing is that it keeps quite well, so having a bottle to sit around for a special occasion should handle just fine. But you want to know a fun tip? If you really want to go on a ride, take some cognac (or even other brandy) and throw a shot in your coffee. That’s a ride I promise you’ll really enjoy.
Recommended By Throttler Staff
As much as we are on the road it’s a pain to keep our ride clean. We’ve found a nice product that makes wiping on a shine pretty easy. Hogswipe Waterless Detailer cleans, polishes and protects your cherished ride in minutes ... anytime, anywhere and without a single drop of water. When properly combined with their “anti-static,” (dust attractive) properties of a good-quality, micro fiber cleaning cloth, their unique blend of biodegradable detergents and advanced polymers kick into high gear. First by breaking down and then suspending dirt, dust and grime in just a single wet-towet application. It adds a wax-free, ammonia-free, alcohol-free, streak-free clean. Not to mention, an unsurpassed, deep-down layer of protection even your Aunt Betty would be proud of. Go to www.hogswipe.com for more info.
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. DO NOT DO IT!. Statements are of opinion in articles written by THE contributing columnist and writer’s opinion IS solely those of the author alone and do not necessarily imply those of THROTTLER MOTORCYCLE MAGAZINE L.L.C.
throttlermotorcyclemagazine 09
AMA PRO FLAT TRACK TOUR 2012 KNOXVILLE UNLEASHES THE HOUNDS By Tony Tice
N
ot only does this make the 3rd year in a row for the AMA Pros to make their way into the Tall Corn State, it promises to be a barn burner of a race, again!
The first year of the AMA series returning to Knoxville turned out to be a nasty, rainy Saturday. Last year, the weather was perfect, the track perfect, lots of people filled the grandstands, and the racing was good as it gets. If you were there, you witnessed Shayna Texter win by .11 of a second over Briar Bauman in a come from behind win. She is the first female in history to win an AMA Pro Flat Track race. You also observed Jared Mees take a photo-finish win in the Pro Twins class. You were even able to go into the pits and say farewell to an extremely competitive Chris Carr during his farewell tour season. Last year in the 450s, the practice, qualifying, and heat races were all pretty close time-wise with Michael Toon, Briar
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Bauman, Sam Wiggins, Dustin Cassidy, Mike Avila, and Texter. During the main event, Texter was pushed around a little bit at the start by the boys and was just inside the top 10 after lap 1. She worked hard thru the entire race until she passed Bauman for the lead with 3 laps to go. It was awesome racing and as it turns out, a historic event. Bauman gave her props during his interview on the podium while she received a standing ovation from the crowd. The speedy 450 riders to watch are # 10J, Stephen Vanderkuur who is leading the championship right now with one win at Indianapolis where he was also the fastest qualifier. Ryan Wells, # 94B who is just 2 points behind Vanderkuur also has one win but has 3 fastest qualifier honors. Jake Shoemaker, # 55A, is 3rd in points 10 down from Vanderkuur. Jason Isennock # 30S, is in the 4th spot 12 points from Vanderkuur. Gerit Callies, # 76L, is holding the 5th spot down but, he has the most wins this season so far with 3. And of course Shayna Texter, # 25A, with one win so far. Any one of the top 5 guys could take the points lead with a single race win
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if the right things happen for them. The Pro Twins class last year at Knoxville saw some truly intense battling going on with Mees and Jake Johnson having a photo finish. Officials had exactly the same finishing time on their transponders. It took the photo sensor to tell who won. Even their fastest laps were separated by just .01 sec. Slammin’ Sammy Halbert took a close 3rd just three bike lengths back. And guess what? Mees, # 9, and Johnson, # 1, are back at it with Johnson one championship point in the lead over Mees after 10 rounds of racing this season. And Halbert is in 3rd place 15 points back from Mees but, has the most wins with 2. The points separation could have been wider between Mees and Johnson, Johnson scored a 15th place finish at the Indy Mile after hitting the ground at over 100 mph on the 11th lap while Mees took 3rd. If the Knoxville race turns out to be like the rest of the season has been so far, the racing couldn’t possibly be any better! Races begin September 8, 2012. Purchase your tickets at www.knoxvilleraceway.com.
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YAMAHA VMAX EVOLUTION
ME AND THE MINI HISTORY OF AN ICONIC MOTORCYCLE By Tony Tice
I
n 1984 the world of motorcycling received a wakeup call that is still prevalent today. At the beginning of the Black Ages of Japanese Motorcycle Manufacturing, Yamaha Motor Corp, who’s company slogan at the time was “Don’t Follow Anyone,” decided to do just that, and introduced the American hot rod inspired VMax 1200 motorcycle. It was also during this time period when my career with the Yamaha Corporation allowed me a sneak peek at the evolution of this monster. What is it about a smoking rear tire that makes us giddy? Is it the presumed power that the bike makes since the tire is actuall smoking hot? Is it the rider’s ability since he is hanging onto a motorcycle that could rocket into space? Something draws our attention and electrifies the air.
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Imagine being in the audience during the debut of VMax 1200 motorcycle in 1984. I am proud to say, I was one of the lucky few who witnessed professional drag racer, Jay “Pee Wee” Gleason, execute the largest, longest, smokiest, burnout you could ever conceive. Think of the implications, the reputation, all the fan fare that this type of action would cause in a quite convention hall filled with Yamaha executives, employees, dealers and engineers. On that day, we knew Yamaha had something up their sleeves that was so secret, only a handful of insides knew about it. As we eagerly gathered in anticipation of a new accessory or existing updated motorcycle line, we were taken aback when the resonance of a starter motor turned over an engine that sounded like a fighter jet airplane. From behind a curtain this revving engine came closer electrifying the air and giving me goose bumps. Jay “Pee Wee” Gleason rode in and onto an enormous round turntable and began a burnout that was heard around the world. The new Yamaha VMax 1200 was unleashed. In the following 27 years, it has been taken from the Yamaha motorcycle line-up
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twice, small updates dotted their way into production, and it has been changed from its original design just once. The true second generation bike wasn’t as much a stunner as the original was in the day but, has proven itself more of a usable motorcycle. Make no mistake though; there is nothing ordinary about a Yamaha VMax. The engine performance of the original VMax was considerably ahead of the rest of the industry at the time. The engine was pirated from the Venture 1200 and then nothing more than hot rodded to up the performance. Higher compression, hotter cams, lighter crank, different ignition timing, different gearing and the coup-de-grace, “V Boost.” “V Boost” was a tube that linked the front and rear cylinder’s intake manifolds together with a butterfly valve in the middle of the tube. When 6,000 rpm came, the VBoost valve would open and allow both carburetors to feed one cylinder. When you were riding the bike at steady throttle, and 6K rpm hit, it was a very noticeable change in engine character and a considerable boost in power that could easily be felt. Sort of like the opening of a 4 barrel carb on an American V8 car engine. Yamaha’s claim
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On that day, we knew Yamaha had something up their sleeves..
of 155 hp at the crankshaft was a considerable statement, and the performance was the exclamation point at the end of that statement. I can vividly recall my first ride on a 1985 VMax. I stood beside the bike while I was waiting for the engine cooling fan to run while it warmed up. I was twisting the throttle back and forth trying not to let the engine run in any sort of a pattern while it warmed. I remember the sound it made, which was very similar to that of a well built and tuned Chevy small block. Quick on the uptake of rpm and just as quick on the down-rev, it was most satisfying. I had spent plenty of time riding Ventures by then and thought I knew what to expect. I knew it would have good torque, just from what little of it I had seen and my experiences with the Venture. I didn’t fully appreciate that fact until the reality of it put me sliding past the first street intersection I came to at such a high rate of speed I wasn’t positive I was going to get stopped before the next intersection. The “oh shit” factor was fully in effect! From that point on, it taught me that heavy, fast moving vehicles, no matter how good the brakes are, take time and distance to stop. I had never ridden, or driven, anything that gathered speed so quickly and deceptively. The engine was so smooth running that I really didn’t get that sense of speed that other fast motorcycle engines had given through the urgency of vibration/ sound/rpm, like an in-line 4 cylinder would give. And the sound the exhaust gave was somewhat soothing and relaxing which also lent itself to the destruction of my internal speed sensor. With due respect, it was a much more enjoyable second ride. Predictable, controlled, and one where I could actually evaluate the nuances of the machine. A ride that actually made me appreciate the machine for what it was and still is today; the biggest sledgehammer in the toolbox! It demands respect, it’s heavy, hard-hitting, and completely fun to wield. I recall what a let-down the 1986 model was, too. The power received a neutering to which the likes of I have not seen since. The bike lost 20 hp, gained 5 lbs, and became very quiet, all of which the EPA mandated. It was such a dirty, nasty, rotten shame! From 1986 to 2007, there was very little change to the VMax. Then came 2009. The new VMax wasn’t much of a secret. The shock and awe of the bike did not arrive like it had in 1985. The Internet and “spy” photos clogged web pages and magazines. When the anticipated arrival date came, the only speculation taking place was what it would actually feel like to ride. Thankfully, the shock and awe of the VMax returned! I knew what to expect. I knew what 200 crankshaft horse power would feel like to the rear tire. I knew what 145 lb./ft. of crankshaft torque would be like at the rear wheel. I knew what 686 lb. motorcycles felt like. I knew what 320mm brake rotors felt like with six piston brake calipers. I just didn’t know what it was going to be like when it was all combined into one package. And again, thankfully, the shock and awe of the VMax stood fast. The biggest difference between the VMax then and now is that the new Max isn’t as mad. The VBoost and carbs have been replaced with electronic wizardry; sequential digital port fuel injection and height (length) adjustable intake stacks with a ram-air pressurized airbox. OK, maybe a slight boost in displacement helped too, now 1,670cc.
It still has the ability to make the hair on the back of my neck stand on end. It still has the ability to make my adrenaline pump out of control. It still has, for some very strange reason, the ability to remind me that “it” is in control and not me. It causes emotions to surface, for me it was a sigh of relief after the first 2009 ride because it made me hold my breath while it accelerated up thru the gears. The grin inducing factor that was missing from the 1986 returned for me. Until just recently, the VMax’s real-world raw acceleration was in a realm all of its own. Even though there were and are bikes that run the quarter mile quicker and faster, it is the way in which the VMax gathers its speed. And when you consider the weight it has to get moving, that is even a more profound testament to the type and delivery of its power. A quarter turn of the throttle in first gear will light the tire. Shifting on the peak of the torque curve (more of a line, really) into second gear makes the tire squirm like a night crawler on hot pavement. The squeal marks left would be okay if there were some way of recycling them back onto the tire. And if you catch third just right, it leaves a most satisfying, really long, abbreviated “S” shape on the
pavement. Pure acceleration bliss! What is so surprising though, is the motorcycle can be ridden sanely and be perfectly content to be treated that way. The fueling is spot on. The back-torque limiting clutch works perfectly to reduce wheel hop when decelerating. The ABS brakes are both incredibly powerful and absolutely controllable right to point where the ABS takes control. The ride is supple yet the suspension makes you aware that its sole purpose is to control the wheels’ movements. The amount of adjustment built into the suspension at both ends would allow most anyone to tailor the ride to their needs. For a nearly 700 lb. motorcycle, it handles nimbly. Even the front seat works. Not so much for a long range passenger though, or someone you really care about… they’d probably spend too much time being thrown fore and aft to enjoy the ride much. Even though they are named the same, the purpose is the same, the feelings generated for me the same, they are nothing alike. Progress in technology has dictated that the second generation VMax is infinitely more controllable, comfortable, ridable, usable, and brutally faster. What more could be asked of a motorcycle named VMax?
throttlermotorcyclemagazine 13
Tony “YOUNGBLOOD” Harding Q: Tell us about yourself. Married? Kids? What do you do for a living? A: I’m divorced. Seven times. I have several kids. Some are biologically mine and some are inherited. I love them all the same but treat each one accordingly. They range from 33 to 6. Most of my life I was a career criminal. Mostly I stole, robbed, and sold drugs for the first part of my life. Aside from the military, some drywall when I was young, and a couple tattoo shops I never had a job until I was 38 yrs.
Ride: 2008 Ultra Classic & 2005 Road King Occupation: Doing what I want, when I want Hails from: Des Moines, Iowa
You Should Know
Q: What makes you stand out? A: Convictions. I’d have to say it’s my convictions and my passion. I have strong convictions about life in general and I won’t mince words or beat around the bush about it. Nor do I think that what is right for me is necessarily right for you. “I ask that you judge me by the enemies I have made,” Franklin D. Roosevelt. I think the people that don’t like me probably shouldn’t, and I think there are still a lot of people that don’t like me. Q: What is a favorite ride memory? A: It was January or February and I was riding to Lacrosse Wisconsin. The week
14 throttlermotorcyclemagazine
AUGUST2012
before there had been a huge amount of snowfall and the country side was buried under a shining blanket of white. I was riding the last shovelhead I would ever own and the pipes were thundering in the stillness. The countryside, mixed with the glare created by the iced over shine of winter made me feel small. Sometimes we get to experience the truth about who we really are compared to the world we live in. We’re almost nothing. And right there at that moment I was gratefully aware. I rolled over one hill after another, just me and that immense landscape and it was good to be alive. The cold subsided for awhile and I enjoyed the stillness of my surroundings. Two hearts, mine and the shovelheads, pounding together in a synchronized song of freedom. It was riding at its best!
Q: What’s with the attitude? A: Normally I ride by myself. Most people have obligations that I don’t (kids, jobs, etc.). They also have priorities and authorities that are not important to me (debts, women they have to ask permission of, etc.) These things mean more to them than riding does. I view these type things as fleeting and temporary. I have a tattoo on my side; “A biker rides, not to be seen or for status, but because it’s the
only thing that fills the void between the last ride and the next. A biker rides.” I love my family and friends. I have a home to return to. I work and pay my bills… and I wait. I wait for the next opportunity to cross state lines. I don’t need people with me to enjoy the ride. I’m a bit extreme in my riding habits. If I ever had to choose between riding and a relationship… I’d go riding. Not everyone feels that way. Even less people live that way. Q: What did we miss? A: I like people, just not the ones who try to look/act like something they’re not. I don’t like bad parenting or people that speak against our Commander and Chief. I think an ass whipping is still what’s called for in certain situations. I love the company of women and dislike the slangs people attach to the fairer sex. I’ll help people that are willing to help themselves. I’m fair, and most people always want more than that. I eat shit through clenched teeth. I’m aggressive and still call my employer ‘Sir.’ But most of all I want to be happy, just like everyone else. But I won’t forfeit what I believe for the sake of acceptance. Had you asked for a biker in your facebook post I’d have never replied. But you asked for a rider and I’m that all day long.
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throttlermotorcyclemagazine 15
Old engine on bench.
BUYING PIT BIKES, Part 2
New cylinder on left.
HOW TO INSTALL POWER PARTS By Sean Goulart, Motocross Editor, www.MXNewsfeed.com, The #1 Rated Motocross Newsfeed
I
n our first installment in this series we looked at how to buy a pitbike and our Throttler project bike ended up being a stock 2000 Honda XR70R. After riding this little bike for a while we decided to do what every pitbike owner does…make it faster!
In this the second part of three, we’ll guide you through how to modify your little machine by using an 88cc big-bore kit and hi-flow exhaust to uncork the power in your little engine. We looked around and talked to people we knew in the business as well as the staff here at Throttler about where to begin, and the answer was always the same; Mike Huron at TBParts.com was the guy to speak to. We reached out to Mike and told him what we were after. A more powerful (yet reliable) set of upgrades for our little racer that wouldn’t break the piggy bank, something that everyone could afford, and he came up with the following items: 16 throttlermotorcyclemagazine
• 88cc Big Bore kit • 20mm Carburetor kit • Race Cam Performance kit This setup included a higher compression 52mm piston, race cam, hi flow intake, carburetor, air filter and everything else we needed to pump up our little two wheeled warrior. We also noted that when doing this or any other hi-performance upgrade on the XR/CRF models, it’s best to install a hi-volume oil pump which is a cheap bit of insurance at about $30. The first thing we did was clear some room off the old bench for the assembly, did some inventory on the parts and then pulled the engine. Just make sure you disconnect everything before you drop it out of the cradle. We here at Throttler are experienced at this procedure but for any questions consult your manual or just look on YouTube, every procedure we did here we saw examples of on YouTube, most using the same components we were using. We cleaned off the engine and carefully removed the head, rocker and cam covers, cam sprocket bolts and cylinder head nuts and gently slid the
SEPTEMBER2012
cylinder off. Make sure to secure the cam sprocket and chain during this step, then remove the cylinder and take off the old piston and ring. After the cylinder was off, we also enlarged the hole for the high volume oil pump, and removed the clutch side cover to install the high volume oil pump, requiring a special $15 tool from Honda… and luckily we happened to have one, make sure you do too. We then installed the new piston and rings, being careful about ring gap orientation and using a high grade engine assembly lube from Spectro during this process. Next we slid on the new TB cylinder on and at the same time we installed the new cam in our cylinder head and buttoned up the whole assembly and making sure everything was at TDC before adjusting the valves. Remember to observe proper tightening torque on all assembly items, most items are only10 ft/ lbs but check to make sure. Next we installed the new carb, intake manifold and air filter assembly. This filter setup allowed us to ditch the restrictive stock airbox as well as making the bike look even better! After bolting the refreshed and
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Piston installation.
Piston installation.
New cylinder installed.
renewed (and more HP) engine back into the frame we junked the stock exhaust and utilized a FMF Mini Powercore 4 high flow exhaust system as supplied by FMF Racing. This hot setup includes both the exhaust pipe itself and a high-flow silencer with or without a spark arrestor insert and is a favorite among
pitbike riders. After re-checking all our nuts and bolts and filling the new engine with oil, we wheeled the bike out into the parking lot and filled it with race fuel…and crossed our fingers. We had just bolted it all together and had done no jetting or adjustments of any kind…and it fired up on the 3rd kick! The motor was strong and loud right off the bottom but fell off a bit on top as we gently broke it in. We consulted Adam and Mike who agreed we should use the jetting kit to dial the engine in, we did so and found the new setup required a fatter main jet than supplied and after we changed it out, the new motor ripped hard. The new engine had a huge advantage over the old setup. Being able to breathe with the new air intake setup as well as the Mini Powercore pipe released a lot of horsepower and torque and made the bike easier to ride on top. Those upgrades coupled with the extra 18cc’s and a new longer duration cam all conspired for some hot laps after we broke the bike in. What a success this upgrade was, fast, simple, cheap and effective...highly recommended for all XR and CRF pilots. In our next installment, we’ll teach you how we finished up our pitbike with a slew of aftermarket go-fast goodies before we went racing from people like IMS, Zeta Racing and more…so stay tuned!
Complete with fmf1. throttlermotorcyclemagazine 17
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