Pakit Rak and Bag for Honda Gold Wing | Gear Review

Pakit Rak and Bag for Honda Gold Wing

Over the past nine years, I have taken four major cross-country motorcycle trips, all of them covering well over 11,000 miles. (Read about one of them here: “One Ride, 47 National Parks”.) I am always looking for an easier, more efficient packing system to improve storage and accessibility on the bike. After researching various options, I found the Pakit Rak and Bag for my Honda Gold Wing.

My requirements were simple: 1) the bag needed to be waterproof through torrential downpours; 2) it must not affect the handling of the bike; 3) it should be easy to put on and take off; and 4) it must be secure so I can leave the bag unattended. On my most recent 15,000-mile, 75-day trip (“The Great American Deli Schlep” in the December 2021 issue of Rider), the Pakit Rak and Bag checked all four boxes.

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Pakit Rak and Bag for Honda Gold Wing

The rack is positioned behind the Gold Wing’s rear tire, just below the trunk, and the rack and bag are narrower than the integrated saddlebags, so it does not create additional wind resistance. The rack is rated for a maximum of 25 pounds, including the bag. The weight limit was never an issue because I store my heavy gear, tools, etc. in the side panniers. The Pakit Rak Bag is my hotel bag, so it holds my clothing, CPAP machine, toiletry kit, and other overnight essentials.

The bag, which measures 21 inches (W) x 12 inches (H) x 11 inches (D), offers 13 gallons (49.2 liters) of storage capacity in the main compartment, which has internal pockets. There’s additional storage in the expandable zippered side pockets, and the bag includes a shoulder strap and a rain cover. When the bag is on the bike, I always use the rain cover to protect it against the elements, dust, dirt, and road grime.

Pakit Rak and Bag for Honda Gold Wing

The Pakit Rak can be mounted in two ways: 1) a receiver bracket that attaches directly to the bike’s frame, or 2) a hitch bracket. The hitch brackets are less expensive than the receiver bracket; see the company’s website for pricing based on Gold Wing model/year (GL1200, GL1500, GL1800) and hitch type. For my 2018 Honda Gold Wing, I went with the receiver bracket option ($575). The bracket is made of 18-guage sheet metal and stiffened with tube steel, and the attachment tube is made of 1-x 1-inch structural tube steel. Everything is powdercoated black, and once the hidden frame bracket is installed, you never see it.

The attachment point for the rack is behind the license plate. When the bag is placed on the rack, it can be secured with a metal bar that runs through the bag and locks in place. For the receiver bracket version, a cotter pin secures the rack to the bracket; an optional locking cotter pin provides additional security.

For more information, visit pakitrak.com.

The post Pakit Rak and Bag for Honda Gold Wing | Gear Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Provisional 2022 North America Talent Cup calendar announced

Rounds 4 to 6 take place alongside WERA. Round 4 will be held at Roebling Road Raceway near Savannah, GA, in July, before Pittsburgh International Race Complex welcomes the field to Pennsylvania in August. From there, Road Atlanta hosts as the NATC returns to race in Georgia for Round 6. 

Source: MotoGP.comRead Full Article Here

Now part of that history for Fausto

At last, hopefully, a Covid free season lies ahead. We certainly had our appetites whetted on Sunday, but this was a night that belonged to one of MotoGP™’s true heroes, who lost his life to Covid last year. His legacy could not have been celebrated in a finer way and how he would have loved every minute of it. Fausto Gresini so loved nurturing young talent in the smaller classes before launching them on the biggest stage of them all. No wonder there were tears when the rider they nicknamed the Beast arrived back in pit lane on Sunday after that maiden MotoGP™ victory. I am sure Fausto was looking down with a massive smile and already planning the next win and even World title.

Source: MotoGP.comRead Full Article Here

“Focusing on the present to shape the future”

Witnessing the technological evolution of TV and media over the last 30 years, Pilar Gancedo shares her story as a mother and professional

There is a stage in everyone’s life when we always ask ourselves “why?”. A simple question, but it is key to helping us discover the world. That curiosity is something which Pilar Gancedo has kept, turning it into a faithful companion in life, and allows her to make her work an adventure.

March 8th is a special day, with it highlighting the difficulties faced by many women across the globe, particularly within the workplace. In celebration of International Women’s Day, motogp.com is thrilled to bring you the story of Pilar Gancedo, the Director of Media Sales at Dorna Sports, a woman who has seen her family and the company she works for grow simultaneously, becoming a reference and a source of inspiration for many people.

Her first steps into the world of Journalism

“I was always fascinated by the world of television and I imagined myself working there”, Pilar begins to tell us, “so I chose to study journalism because I have always liked reading and writing and I have always been a very curious person; I felt the need to know, to know.” She combined her studies with internships in newspapers and television stations all over Spain until she got a scholarship to work at Televisión Española: “The same year I finished university, private television was born, and I was lucky enough to work at Antena 3 as a producer.”

She soon left Barcelona for Madrid, where she would cover some big moments through history: “Those were fascinating years. I travelled with a journalist and a cameraman, together we covered European events, election campaigns all over Spain, we covered a couple of trips of the former Spanish president Felipe González, I was in the Gulf War and in terms of sports, I followed the Rally of Argentina where Carlos Sainz became World Champion and two basketball Final Four. In short, they were all interesting experiences.”

In Pilar’s story, her excellent knowledge of English has played an important role since her first experiences at Antena 3: “At that time, television managers did not speak English well, so I started to attend meetings to translate, but also to follow the management aspects of television, such as the purchase of rights.”

Returning to her roots for a new chapter

Personal circumstances meant that Pilar longed for a return to Barcelona. A choice made out of personal necessity but made easier by her professional situation. It had become an office job, I no longer travelled. At the same time, an old friend and colleague, Sergi Sendra, now Head of Global Technology, proposed that I join Dorna as a producer.”

In the interview with Manel Arroyo, Chief Commercial Officer, Pilar pointed out the value she could bring to the company: “I didn’t know much about motorbikes at the time, but what they offered me was to communicate to the TV stations that had bought the rights to the Championship how they were going to receive the signal, prepare their accreditations, inform them of the schedules. So, during the interview, I explained that I knew all these aspects from the client’s point of view and that they were offering me to be on the other side. I also liked the idea because I would be travelling and working in an international environment.”

MotoGP™ and technology, a winning formula

“I started the job on a Monday and on Thursday of the same week I was in Jerez for a test. It was 1994, Dorna was still at the beginning of its history. At that time, during a test, we recorded the images on tape and then we had to find the nearest ingest point to send the material. During the Grand Prix, however, we had a satellite dish to send the signal to all the clients around the world.”

Dorna Sports’ first clients were public broadcasters and Pilar experienced the transition to commercial and then pay-TV: “Most sporting events have gone through that transition. The rights became more valuable because the end consumer pays to watch sport and, at the same time, has a much higher quality product and a clean product, without too much advertising.”

A higher and cleaner product has meant that no expense is spared from Dorna, who have committed even further to bringing the best possible coverage available to fans at home. “So we decided to develop the system internally to offer the TV stations the signal from the OnBoard cameras, we hired a helicopter to offer aerial images and we developed new graphics from the information we were able to get from the bikes. All this has created a new experience for the fan, who can follow MotoGP™ from different points of view, being able to choose what to watch at any given moment through the app or the television itself. We started to work on exclusive content such as UNSEEN, where the cameras follow the riders while they are in the pits with their teams so that the viewers have the chance to feel part of that moment.”

Discovering new worlds

Pilar is a proud mother of three, and when her first child was born in 1997, she decided to change her role within the company. Moving away from the production side of things, she now focuses on the sales of TV Rights and reducing her involvement in Grand Prix racing. Committed to learning on all fronts, privately and professionally, curiosity has been the main driving force behind her need to explore the unexplored.

“For me, reconciling work and family has been easy. I had a lot of support from my family and the company.” In this phase, organisation was more important than ever, as was trust: “I looked for people who could help me raise my children and I trusted them. I think this made me an example for my children because I showed them that it is possible to reconcile work and family”.

Looking back and having taken the risk to leave her home comforts, to returning to Dorna Sports, Pilar is one of the pioneers of the sport who have helped open the doorway to other professional women working in the same environment.

“At the end of the 90s there were still very few women in the paddock and I think that most of the time it was an advantage to be a woman with responsibilities in such a masculine world because, although this situation was surprising, especially for people with very different cultures to Europe, they always felt admiration for me.”

Stop for a moment, look back and… smile

Taking stock of her many achievements, Pilar values the exclusivity of her work because it has allowed her to experience an infinite number of different realities: “We have faced the present trying to interpret in the best possible way the novelties that technology presented to us. The objective of Dorna Sports is to make races and show them through the media. So I know realities like Facebook, YouTube or TikTok from the beginning because we have always been committed to showing MotoGP™ through all platforms.

On the other hand, regarding the exponential growth of the company and the considerable increase of female professionals within the world of motorsport, Pilar is clear about the importance of this evolution: “I think that although there has not been an explicit policy that has facilitated the access of female professionals, there is awareness and new commitments in this sense. There are more and more women in the world of motorsport because there are more and more professionals who are prepared and interested in working in this environment.”

Broadening her horizons is a value that Pilar has always strived to maintain, and feels it is crucial to the growth of the industry: “I believe that if you want to communicate to women, as well as to the new generations, it is important to have people with different experiences and backgrounds because this will be the resource that will allow you to reach an increasingly wider audience and I think it is important that there are more and more women involved in management positions”.

Pilar’s career and life has dismantled preconceived notions about women in the workplace and can be an inspiration. A pioneer in the sport that led the way for others, she has reached the very top of the career ladder without sacrificing her time as a wife and mother, and vice versa. 

For us at motogp.com, the incredible successes of women within the sport we love deserve to be celebrated more than once a year. That’s why on the 8th of every month, since 2020, we bring you one of the stories of someone extraordinary.

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Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!

Source: MotoGP.comRead Full Article Here

Happy International Women’s Day!

Deborah Mayer (FIA Women in Motorsport Commission President): “Both FIA and FIM have an important role to play in leading motorsports into a new era of further inclusivity. We must continue to work with determination to create a more visible and more accessible pathway for young females. Talent has absolutely nothing to do with gender and sport which is intended to bring people together should include, not exclude. I welcome with great pleasure the partnership between FIM and FIA and by joining forces, we will be able to go further in the creation of motor sports centered around inclusivity and opportunities. It is crucial for me to promote diversity, by showing young women that motor sport can offer them many opportunities in all sectors around the world”.

Source: MotoGP.comRead Full Article Here

MotoGP™ set for Jakarta parade ahead of Mandalika

Before the paddock heads for Lombok, however, the festivities will begin in the capital city of Jakarta on Wednesday the 16th of March. An incredible 20-strong line-up of riders will take part in a unique parade, starting and ending at the Merdeka Palace. President Jokowi will welcome the riders at the Palace, including some of the sport’s biggest stars, as well as some local heroes. The President will then join the parade and ride with them.

Source: MotoGP.comRead Full Article Here

Drivers educated on SMIDSY crashes

One of the most common motorcycle crashes is due to drivers not paying attention to them, according to British road safety and breakdown organisation GEM Motoring Assist.

The organisation is encouraging drivers to take extra care at junctions, in an attempt to reduce collisions with motorcyclists.

A spokesperson at GEM pointed out that  about six motorcyclists are killed and another 115 seriously injured every day in collisions every week in the UK (Government figures from 2020).

One of the most common contributory factors remains the observation error which some years ago picked up the nickname ‘SMIDSY’ (sorry mate, I didn’t see you),” he says.

“Experts point out that as drivers we’re not very good at identifying motorcyclists because they occupy such a small part of our field of vision. What’s more, if we’re not expecting to see one, then the chance of spotting one coming towards us is further reduced, and the risk of a collision is greatly increased.

“As Spring arrives and the weather improves, many roads will become busier with weekend riders, so let’s make a point of looking out for them. In doing so, we will be greatly reducing risk, and contributing to safer journeys for everyone.

“So before pulling out of junctions, look carefully all around. Make a specific check for motorcyclists coming towards you. They’re not always easy to spot – but if you’re expecting them to be there, then you’re far more likely to see them in good time… and prevent a potentially serious collision.”Dutch Reach could save lives SMIDSY

GEM’s research on SMIDSY is backed up by countless studies, including the 2017 US Motorcycle Crash Causation Study conducted in Orange Country, California.

One of the main findings was that a failure by the other vehicle driver involved is attributed to 51% of motorcycle crashes.

Of those crashes, 70% was attributed to “traffic scanning errors” by the other vehicle driver.

Riders might think drivers don’t care about hitting us, but there is actually scientific evidence that shows they really don’t see us.

Of course no driver wants to run into a motorcycle, bicycle or pedestrian. After all, it would cause extensive and expensive damage to their vehicle!

The problem is that comparatively small road users tend to exist in drivers’ blind spots and they need to be made aware of this so that they look twice.

Check out some of the scientific studies into SMIDSY by clicking here.

If you want to know how to avoid these crashes, click here.

Source: MotorbikeWriter.com

Michelin Road 6 GT Tires | Gear Review

Michelin Road 6 Tires

Michelin has been making motorcycle tires since 1892. For context, that’s 11 years longer than Harley-Davidson has been making motorcycles. Now, it is out with its latest tire range for sport-touring motorcycles: the Michelin Road 6.

The folks at Michelin explained that the Road 6, with 100% Silica Technology, continues to make incremental gains in both grip and durability – qualities that tend to oppose each other – while preserving performance and comfort. The resulting Road 6 offers the dry grip and handling of the previous-generation Road 5, but with improved wet grip, stability, and longevity.

Michelin Road 6 Tires

For a seat-of-the-pants evaluation, Michelin supplied a set of Road 6s in the GT spec, which is reinforced for the added weight of heavier sport-tourers, to mount on my 2014 BMW R 1200 RT. When the tires arrived, I noticed they share the more rounded, less pointy profile I’ve come to expect from Michelin’s sport-touring tires. (I’ve run Pilot Roads, Pilot Road 2s, and Pilot Road 3s on my Honda ST1300, and Pilot Road 4 GTs on my RT.) The rounded profile means turn-in is linear, not abrupt, which helps deliver smooth, predictable transitions. That familiar characteristic inspires confidence in the bike’s handling and stability – especially on a big sport-tourer loaded with gear or a passenger – and it was immediately apparent with the new Road 6 GTs.

Check out more of Rider’s motorcycle tire reviews

Michelin invented dual-compound rubber for motorcycles. The latest evolution, called 2CT+ in Michelin-speak, is designed to enhance stability in strong acceleration, cornering, and heavy braking. The dual-compound construction has been standard on rear tires in the Road range, but with the Road 6, Michelin applies it to front tires too.

The Road 6 also features a new Michelin technology called Water Evergrip, a sipe design that allows the tires to evacuate water consistently, even as they wear. A cross-section shows each sipe starting narrow at the tread’s surface, then flaring inward. With normal wear, the sipe grows shallower but also wider. Michelin designed special 3-D, metal-printed molds to manufacture tires including these clever sipes. Combined with revised angles in their sister grooves, they help achieve a constant void ratio, so water evacuation capabilities remain constant regardless of lean angle.

Michelin Road 6 Tires

To see for myself, I went riding in a downpour. On wet, curvy roads in my home region of western Massachusetts, my RT shod with Road 6 GTs felt planted across a wide range of speeds and during intentionally hard braking.

As the deluge continued, I stopped in a parking lot to get some photos. A man in an SUV pulled up.

“You OK?”

I’m fine, thanks.

“Why on earth are you out in this?”

I’m evaluating some new motorcycle tires that are designed to be better in wet conditions.

“That’s nuts. Go home!”

Thanks, I’m heading in that direction.

Michelin Road 6 Tires

I was able to ride several hundred more miles on these tires before the publication deadline, though obviously it will take several thousand miles to report that they’re still as good in the wet as when new. That said, the new Water Evergrip technology is an innovative concept that takes some cool engineering to pull off.

As for tread life predictions, close to a quarter million miles in the saddle has taught me that tire life varies with the quality of road surfaces, how much weight a bike carries, how hard a rider accelerates, brakes, and turns, and no doubt other factors. Time and distance will tell.

The bottom line so far? I really like how these new Michelin Road 6 GT tires feel on my RT.

For more information, visit michelinman.com/motorcycle.

The post Michelin Road 6 Tires | Gear Review first appeared on Rider Magazine.
Source: RiderMagazine.com

The Best Automatic Motorcycles 2022

The Africa Twin’s DCT gets high marks in the dirt.

The Africa Twin’s DCT gets high marks in the dirt. (Honda/)

You might never swing a leg over an automatic motorcycle. But in a few years, you might never shift again, thanks to electric motorcycles. If this makes the bile rise in your throat, get over it; rowing through the gears won’t happen forever. Hell, MotoGP teams would run DCT if rules allowed.

“Automatic” is a lazy term, but it’s easier than saying “Dual Clutch Transmission,” “Continuously Variable Transmission,” or “Electric Direct Drive.” And that’s the point. Modern-day America was built on saving time and making things easier. Wish you still had to remember to manually inject oil directly into your bike’s single-cylinder side-valve pushrod engine every few minutes while motorcycling? No you don’t.

Despite past comments to the contrary, this isn’t paid content for Honda Powersports. When other manufacturers start making quality bikes with quality alternatives to traditional gearboxes, we’ll write about them. Until then, it’s largely Big Red’s show, though it seems that other red-centric motorcycles with DCT-like simplified shifting might be coming.

Two simple rules: One, if it doesn’t have a clutch lever, it’s fair game for the list. Two, 2022 is basically 2021. If it’s on a manufacturer site with an MSRP, also fair game. Got better criteria? Hit the comment section. Check out The Best Automatic Motorcycles 2020 for added insight.

The Perennial Hondas

2022 Honda Africa Twin

It’s one thing to swap cogs on a lazy asphalt turn. It’s quite another to replant torque and traction in the middle of a dirt whoop. The Africa Twin concept is trial-by-fire for any DCT. But smoother shifts and minimal drive disruption mean knobbies grab better and rider attention stays on lines and throttle control. Three modes, Manual, Automatic Drive, and Automatic Sport, are at the disposal of Honda’s venerable 1,084cc liquid-cooled twin.

The Honda Gold Wing Automatic DCT has been largely perfected over the last 12 years.

The Honda Gold Wing Automatic DCT has been largely perfected over the last 12 years. (Honda/)

2022 Honda Gold Wing DCT

Some eyes will roll at the mention of the Gold Wing DCT, for the umpteenth year in a row. But that’s nothing compared to what would happen if the Gold Wing were left off the list. Seven speeds (don’t forget reverse) of DCT and 12 years of refinement speak for themselves. Honda claims half or more new Gold Wing orders are for the automatic variant. Odds are, a new Gold Wing owner has already put in a lifetime of shifting clinics. They’ve earned the right to give that left hand a break.

The second Honda to get DCT, the NC750X has personified practicality for 10 years.

The second Honda to get DCT, the NC750X has personified practicality for 10 years. (Honda/)

2022 Honda NC750X ABS

2012 saw the introduction of the NC700, Honda’s second foray into DCT after the 2010 VFR1200. Only the second Honda motorcycle to go clutchless, it was part of the “New Concept” of ultimate practicality and user-friendly design. With each passing year, the NC750X gets lonelier and maybe more exclusive. Practical midsize commuters aren’t unusual, but no one’s stepped up with a DCT model. It’s a lonely class of one. But it’s becoming an enduring classic.

The Honda Rebel 1100 might just be the thinking man’s or woman’s cruiser.

The Honda Rebel 1100 might just be the thinking man’s or woman’s cruiser. (Honda/)

2022 Honda Rebel 1100

Speaking of 1,084cc twins, here’s the Rebel 1100. A large sub-$10K cruiser with DCT? It seems like a masterstroke now. Three riding modes and the option to shift with your thumb; what’s more relaxed and cruiser-y than that? And given the conservative traditionalism of this category, what’s more radical than automatic shifting in a trellis frame and giving zero (if any) f’s? Rebel, indeed.

New Additions

The Honda ADV150: like a Grom but without shifting or hooliganism.

The Honda ADV150: like a Grom but without shifting or hooliganism. (Honda/)

Honda ADV150/PCX

In the small bike category, Groms, Monkeys, and Z125s get all the ink. Sure, shifting is fun on small bikes. But for those who appreciate zen-like simplicity between Here and There, Honda’s ADV150 and PCX scooters are it. Honda’s been making two-wheeled CVT units since 1980, and they’ll likely outlast most conventional slush boxes. With 8-ish gallons of underseat storage and a top speed of 85 mph (tuck position recommended), either scooter is all you need to conquer traffic in any large city, winter notwithstanding.

Scooter-like in its user-friendliness, the Honda Navi puts all the speed in your right hand.

Scooter-like in its user-friendliness, the Honda Navi puts all the speed in your right hand. (Honda/)

Honda Navi

There’s no evidence to prove this, but the Honda Navi seems designed to be the perfect pitbike. No clutch means one arm is free (three arms with passenger) to carry tires, engine parts, or any of the countless emergency stuff that gets schlepped around tracks on any weekend. One could even hold a cold beverage in one hand while (carefully) riding responsibly in the controlled environs of a private track.

Obviously, Motorcyclist does not support the practice of riding with anything less than both hands on the bar and/or the enjoyment of cold beverages while riding.

Get lost: The BMW C 400 GT’s generous 6.5-inch TFT display makes getting found easy.

Get lost: The BMW C 400 GT’s generous 6.5-inch TFT display makes getting found easy. (BMW/)

BMW C 400 GT

The term “rightsizing” gets lots of play these days. But there’s no arguing with European emissions standards and customer preference. Gone is the behemoth BMW C650 GT, following in the footsteps of earlier giants like the Suzuki Burgman 650. Enter the BMW C 400 GT. Originally paired with the urban-minded C 400 X in non-US markets, the C 400 GT is BMW’s lone traditional scooter offering. A counterpoint to the radical CE 04, the C 400 GT is powered by a liquid-cooled 349cc single-cylinder mill making 34 hp at 7,500 rpm through a CVT unit that winds up enough for moderate highway usage. No, really. The 61.6-inch wheelbase keeps things uneventful.

Electric

LiveWire One’s haptic feedback gives your clutch-free left hand something to feel and do.

LiveWire One’s haptic feedback gives your clutch-free left hand something to feel and do. (Harley-Davidson/)

LiveWire One

Representing the electric motorcycle segment is the familiar LiveWire One. Losing the Bar & Shield shaved about $7K off the MSRP for the much-lauded LiveWire. And ironically, it added about 13 pounds. Power, torque, and virtually all other specs seem unchanged. Healthy numbers of 105 hp with 86 pound-feet of torque along with a claimed 146 miles of city range put the One in the middle of any ebike conversation. As the name itself implies, there’s precisely one gear. Or speed. Or, to be accurate, a bevel gear primary drive that powers the familiar belt drive.

The Zero SR/F is quickly eliminating “but it’s electric” from ebike conversations.

The Zero SR/F is quickly eliminating “but it’s electric” from ebike conversations. (Zero/)

Zero SR/F

At about 12 years old, Zero Motorcycles qualifies as a veteran of the electric motorcycle industry. Introduced in 2020, the SR/F is a familiar sight at trackdays. Performance like 110 hp and 140 pound-feet of torque provides lots of decision power on any course. In real life, the 14.4kWh (standard) and 15.6kWh (premium) lithium-ion batteries deliver a claimed 156- and 169-mile city range, while the 17.3kWh Cypher Store upgrade gets you a claimed 187 miles. Like the LiveWire, a belt drive puts power to rubber and pavement with no clutch or shifting whatsoever. With max torque available at all times, you might forget to shed tears over the gearbox’s demise.

Source: MotorCyclistOnline.com

Alan Wilzig: Ep. 31 Rider Magazine Insider Podcast

Ep31 Alan Wilzig Rider Magazine Insider Podcast
Alan Wilzig (right) with his friend Kaming Ko

Our guest on Episode 31 of the Rider Magazine Insider Podcast is Alan Wilzig. Alan is an automotive and motorcycle enthusiast who has been a semi-professional racecar driver and race team owner. He owns Wilzig Racing Manor, the largest private racetrack in the U.S., located in upstate New York. Alan has amassed an impressive collection of race cars, sports cars, and motorcycles. His collection of more than 100 motorcycles includes many Bimotas, Ducatis, KTMs, sportbikes, and racebikes. He was also an early investor in Brammo electric motorcycles. Retired from a career in banking, Alan is active in many charitable and philanthropic endeavors. He serves on the boards of the Wilzig Hospital and the Wilzig Family Foundation, and provides financial support for the Rainforest Alliance, JCP Downtown, High & Mighty, Cars for a Cause, and many other organizations.

You can listen to Episode 31 on iTunesSpotify, and SoundCloud, or via the Rider Magazine Insider webpage. Please subscribe, leave us a 5-star rating, and tell your friends! Scroll down for a list of previous episodes.

Visit the Rider Magazine Insider podcast webpage to check out previous episodes:

The post Alan Wilzig: Ep. 31 Rider Magazine Insider Podcast first appeared on Rider Magazine.
Source: RiderMagazine.com

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