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Rocker MC at Bard College: New School Meets Old School

Rocker MC Bard College Simons Rock
Rocker MC regulars, clockwise from far left: Luck Henderson, Jason Stafford, Jake Aloia, Amanda Bury, Monk Schane-Lydon, Tyler Farnsworth, Messiah Vision, and Helen Cohen. (Photos by Gregory Cherin and Dan Carp)

Some think the face of motorcycling is aging. Not so in Great Barrington, Massachusetts, where one man is bringing the biker zeitgeist to Bard College at Simon’s Rock. Known as “The Rock,” it’s an early college that gives 10th and 11th graders the experience of post-secondary life at a tender age. Many students graduate with a bachelor’s degree at age 20, which I did in the ’80s, and it was the smartest decision I ever made.

Monk Schane-Lydon hopes students will also leave the school with a love of heavy metal thunder. Monk, a former Air Force helicopter crew chief, is an adjunct instructor and advisor to the Simon’s Rock Motorcycle Club, or “Rocker MC,” a self-funded club that restores old bikes.

“Our first bike was a Honda CX500,” Monk told me. “It came in boxes and was essentially a $100 donation of parts.”

A couple years ago, the Rockers hosted me for a reading during my national book tour for Spirit Traffic. I was so inspired and impressed by their passion that I chased them down for a series of phone interviews.

Related: Riding From Gunnison, Colorado, to Hovenweep National Monument,
by C. Jane Taylor

Rocker MC, or just “Club” as the students call it, is the brainchild of Sean Lamoureux, who brought bikes to students for a spring term workshop in 2015. Later, Bill Powers, a parent who wanted his kids to get out of their dorm rooms and work with their hands, bought the club its first motorcycle lift. Since then, Monk has been slowly accumulating tools.

Monk said only two students currently ride. “The ‘over-my-dead-body mom’ is still a reality for some. Tyler even named his bike ‘The Mother Disappointer.’ Our students are ages 15-19, so they must have permission to ride. But it’s not about riding for most of them; it’s more about building and creating.”

Rocker MC Bard College Simons Rock Monk Schane-Lydon
Adjunct faculty member and club adviser Monk Schane-Lydon teaches students how to use tools and the ins and outs of maintaining, repairing, and rebuilding motorcycles.

Monk added that besides mechanical skills, bodywork, and painting, students also learn patience. “These things are not done overnight. They also learn self-confidence. We had a fork seal that needed to be replaced. I said, ‘Okay, Helen and Jake, take that front end off. The book is right there.’ In two hours, they had taken it entirely apart and replaced the front seal. They were so satisfied with their work. Students here learn to complete their goals.”

“When I show them bodywork,” Monk continued, “I tell them to close their eyes and feel it. Being able to dial in and trust your feelings is a talent.”

In addition to advising Club, Monk teaches graphic design. “One of my students, Luck Henderson, created graphics for a Virago to give it some attitude,” he said. “I taught them how to use Photoshop and Illustrator. Another student, Ava, took off mechanically and tackled her Mazda Miata, pulling the rear end and putting her own brakes on. She [did it] on her own in her driveway. The wild thing is her dad was not mechanically inclined at all.”

What are the big takeaways for Club students? “You’ll have to ask them.” 

Rocker MC Bard College Simons Rock Helen Cohen
Rocker MC teaches students to solve problems. Here, Club member Helen Cohen rewires the headlight bucket on a 1978 Honda CX500. Later, she’ll test the new indicator lights for the turnsignals, neutral, high beam, and oil pressure.

Helen Cohen is an 18-year-old psychology major. She doesn’t ride motorcycles (her mom “has quite an aversion” to them) and steered clear of Club until the second semester of her junior year, when a friend invited her to join. 

HC: [Club] appealed to me. I wanted more technical experience and a better understanding of how machines work. I drive an old car – a 2006 Volvo S60. I wanted a better understanding of how to keep it going.

Listen to Rider Magazine Insider Podcast Episode 45 with C. Jane Taylor

CJT: What are you getting out of Club?

HC: Confidence and an appreciation for the machines that take us places. There is so much involved, but it’s not as complicated as I thought. When I first walked in there, the only thing I was brave enough to mess with was sanding a gas tank. I later learned how to solder and am learning more about auto mechanics. Motorcycle knowledge can apply to cars. The skills give you a way of thinking, so you’re not quite so concerned by things like blown fuses. 

I feel much more confident now. And it’s a way to learn about motorcycling and the motorcycle community.

It’s fun. Being in Club demystifies things and makes me feel like I can take an active role in repairing things. It has already saved me from having to call roadside assistance. It has nothing to do with my career, but that confidence will follow me forever.

Rocker MC Bard College Simons Rock Jake Aloia
Under the watchful eye (and camera) of advisor Monk Schane-Lydon, Club member Jake Aloia tightens down the rocker arms on a 2004 Triumph Bonneville T100 after adjusting the valves.

Jake Aloia is also 18. He is a double major in psychology and criminology. During the summer before starting at The Rock, he took an MSF course with his dad. They got their motorcycle endorsements together, and they share a Triumph Street Twin. Jake joined Club as soon as he got to school and has been part of it ever since. “Such a niche club at a niche school. It felt so perfect. I showed up at my first meeting; it took me less than an hour to fall in love,” he said. 

CJT: How’s Club going for you?

JA: I get a lot out of it. A big part is having space to work with my hands. It’s meditative. Creating something with your hands is a nice step away from the hustle and bustle of being a student. Showing up and tinkering is therapeutic. At the same time, you gain so much knowledge. Every time you go, you have a new problem to solve. Having the limitations of a not-decked-out shop gives you better problem-solving skills. 

CJT: What are your biggest takeaways? 

JA: Two. Every problem has a solution. In life when you don’t know the solution, you want to give up. You think, ‘This is too complicated.’ But you don’t have to be an expert. Every problem can be solved in one way or another.

The second is: Less is more. You don’t need every tool to solve these problems or repair these bikes. You can do a lot with a little. Each time, we must ask ourselves: How can we do it with what we have?

I’m much more confident as a rider and troubleshooter. If something happens, I might be able to take care of it myself. It all boils down to confidence, problem-solving, and understanding how the machine works. 

CJT: How will this experience influence your life?

JA: It is monumental for me. I have always loved working in this kind of mechanical setting, and I’ve gained a big enjoyment of it in Club. Being able to maintain my own vehicles, being able to carry that confidence, knowing the machine is not in control of me, and knowing what is happening under me as I ride make me a safer and smarter rider. For as long as I ride, I will feel that. 

Rocker MC Bard College Simons Rock Messiah Vision Helen Cohen Monk Schane-Lydon Rosie Echols
Left to right: Messiah Vision, Helen Cohen, Monk Schane-Lydon, and Rosie Echols work on Rocker MC’s 1978 Honda CX500.

Tyler Farnsworth is a 20-year-old biology major. He has been in Club for three years and initially joined because he was interested in riding and realized he did not know much about how engines work. He wants to apply that knowledge to other things, namely his car.

CJT: What are you getting out of Club?

TF: Obviously knowledge in terms of mechanical skills, but possibly more important than that is friends. I met people here I would not have met otherwise. I met my roommate, Jake, who is now my best friend.

I have always been interested in
mechanical stuff. I wanted to try the robotics team in high school, but the kids were not willing to teach you what you didn’t already know – that is the opposite of Club. Even if a student only comes once or twice, they are still going to learn something and meet some really cool people. 

Club proves that anybody can work on and learn about this type of stuff. It doesn’t matter who you are. Even if you never ride or never need to work on your own car, you’ll learn problem-solving skills that will apply to many different areas of your life. 

What makes it fun and interesting is that every time you show up, it’s never the same. I’ve done electrical work, I’ve taken apart a carburetor, replaced parts, and done bodywork.

Rocker MC Bard College Simons Rock Rosie Echols
Rosie Echols uses a grinder to modify the rear frame loop of a Yamaha Virago, which is being converted from a cruiser to a bobber. No mechanical knowledge or experience is required to join Club. All students are welcome to learn and have fun.

CJT: Do you ride?

TF: I have a license but no bike. My dad doesn’t want to deal with my mom’s anxiety about it. But once I have a job and my own place…

CJT: What’s your dream bike?

TF: There are a lot of bikes out there. Right now, my dream is to finish the [Honda] CX500. I am graduating at the end of this semester, so maybe that will happen! 

Related: C. Jane Taylor Rides 6,000 Miles on National Book Tour

CJT: How will your experience at Club influence your life?

TF: When I showed up for the first time, I was new at Simon’s Rock and did not feel good about doing things by myself. I came to Club alone and felt okay about being on my own, meeting new people, and making new friends.

At Club, I felt more affirmed that I can try something on my own, that I will be accepted and welcomed. I was talking about how anybody can and should show up – it’s important that you mention that I am transgender. Nobody ever mentions it. I want to encourage people that ride motorcycles – and everyone else – to embrace who they are and be themselves.

Are these smart young early-college students the new face of motorcycling? All signs point to a resounding “yes.” They share a love of motorcycles, individualism, and kinship with all generations of bikers. The future of our two-wheeled family looks bright indeed.

C. Jane Taylor is the author of the moto memoir Spirit Traffic, published in 2022. Her second book, Riding the Line, and her Sunday Love Letters are available on Substack. Subscribe here.

The post Rocker MC at Bard College: New School Meets Old School appeared first on Rider Magazine.

Source: RiderMagazine.com

10 Most Significant Motorcycles of the Last 50 Years

The following feature on the 10 most significant motorcycles of the last 50 years first appeared in the March issue of Rider as part of our new “Rider Rewind” feature, a monthly tribute to various aspects of either motorcycling history or the 50-year history of the magazine, which was founded in 1974.


During Rider’s 50‑year history, we’ve announced, featured, tested, and toured on thousands of motorcycles. We’ve covered a wide spectrum that includes pretty much anything with a license plate: cruisers, tourers (sport/luxury/traditional), sportbikes, standards, adventure bikes, dual‑sports, cafe racers, classics, scooters, trikes, electric bikes, and some that defy easy categorization. Here are 10 significant motorcycles that changed the course of two-wheeled history.

1. 1975 Honda GL1000 Gold Wing

10 Most Significant Motorcycles 1975 Honda GL1000 Gold Wing

We’ve got a soft spot for the Gold Wing because it was introduced soon after Rider got started. With its driveshaft and liquid‑cooled engine, the Wing has evolved over the past 49 years from a naked high‑performance machine to a luxury tourer, from four cylinders to six, and from a displacement of 1,000cc to 1,833cc. Its first dresser version all but killed the aftermarket for fairings and saddlebags, and later versions introduced the first motorcycle airbag and were available with Honda’s automatic Dual Clutch Transmission.

Honda Gold Wing Timeline: 1972-2018

2. 1981 BMW R 80 G/S

10 Most Significant Motorcycles 1980 BMW R 80 GS

The R 80 G/S was the first motorcycle that delivered on‑road comfort and performance and genuine off‑road capability in equal measure, and its air‑cooled “boxer” flat‑Twin and driveshaft could be traced back to BMW’s first production motorcycle, the 1923
R 32. Between 1981 and 1985, the G/S (the slash was later dropped) notched four wins in the grueling Paris‑Dakar Rally. After launching the adventure bike revolution and becoming BMW’s bestselling model, the completely new R 1300 GS was unveiled on BMW Motorrad’s 100th anniversary.

2024 BMW R 1300 GS Review | First Ride

3. 1984 Harley‑Davidson FXST Softail

10 Most Significant Motorcycles 1984 Harley-Davidson FXST Softail

In 1983, Harley‑Davidson was in deep trouble. Its old Shovelhead motor had run its course, so the MoCo introduced a new 80ci Evolution motor, an air‑cooled, 45‑degree V‑Twin with aluminum heads and numerous improvements. It was offered in several ’84 models, including the new custom‑look Softail, which appeared to have a classic hardtail frame but concealed dual shock absorbers under its engine. That Evo motor helped save the company, and the Softail was a huge success, paving the way for the Harley‑Davidson juggernaut of the ’90s and beyond.

See all of Rider‘s Harley-Davidson coverage here.

4. 1986 Suzuki GSX‑R750

10 Most Significant Motorcycles 1986 Suzuki GSX-R750

Before the Gixxer appeared, a “sportbike” was a standard motorcycle to which the owner had added engine mods, a lower handlebar, and suspension and braking upgrades, all in an exhaustive and expensive effort to improve power and handling. With its oil‑cooled inline‑Four and aluminum frame, the lightweight GSX‑R750 was track‑ready right out of the box. The GSX‑R launched the sportbike wars among the Japanese Big Four, and 600cc, 750cc, and 1,000cc models sold like hotcakes and won numerous championships.

Suzuki GSX-R750: The First Generation 1986-1987

5. 1987 Kawasaki KLR650

10 Most Significant Motorcycles 1987 Kawasaki KLR650

When it punched its KLR600 dual‑sport out to 650cc for 1987, Kawasaki struck a near‑perfect balance between on‑road comfort and off‑road capability, and it went on to sell a boatload of KLR650s without making significant changes for decades. A true do‑it‑all, go‑anywhere machine that was both affordable and bulletproof, the KLR became a popular choice for round‑the‑world travelers and helped launch an ADV aftermarket cottage industry. It got its first major update in 2008, and fuel injection finally arrived in 2022.

Requiem for the Kawasaki KLR650 (1987-2018)

6. 1990 Honda ST1100

10 Most Significant Motorcycles 1990 Honda ST1100

By 1989, sport‑tourers were either a low‑buck Kawasaki Concours or a high‑dollar BMW, both of which had been adapted from other models. In 1990, Honda made the bold move of introducing a purpose‑built sport‑tourer with a full fairing, integrated bodywork, removable saddlebags, and shaft drive. Its liquid‑cooled, longitudinal V‑Four was designed specifically for this model, which was known for its plush suspension, comfortable seat, and huge 7.4‑gallon tank. The ST1100 was a big hit and helped establish the open‑class sport‑touring segment.

Retrospective: 1990-2002 Honda ST1100

7. 1993 Ducati M900 “Monster”

10 Most Significant Motorcycles 1993 Ducati M900 Monster

Known for exotic, sophisticated motorcycles that win races and steal hearts, one of Ducati’s most endearing and enduring models is the Monster. Embracing simplicity, designer Miguel Galluzzi said, “All you need is a saddle, tank, engine, two wheels, and handlebars.” The M900 (nicknamed “Monster”) had a steel trellis frame, an air‑cooled 904cc L‑Twin, a “bison‑back” gas tank, a tubular handlebar, and a round headlight. An instant hit, it spawned numerous Monster models and came to define what a naked bike should look like.

2023 Ducati Monster SP | First Look Review

8. 2001 Triumph Bonneville

10 Most Significant Motorcycles 2001 Triumph Bonneville

Few motorcycles are as iconic as the Triumph Bonneville. First introduced in 1959 and named after the famous Utah salt flats where Triumph set a world record, the Bonneville was advertised as “the fastest production motorcycle made” and became hugely popular in the U.K. and America. After Triumph went bankrupt in the early ’80s, the marque was resurrected by John Bloor and relaunched in the mid ’90s. But it wasn’t until 2001 that a modern Bonneville was born, offering a perfect blend of retro style and modern engineering.

2022 Triumph Bonneville Gold Line Editions | First Look Review

9. 2001 Yamaha FZ1

10 Most Significant Motorcycles 2006 Yamaha FZ1

The FZ1 offered liter‑class sportbike performance in a comfortable, street‑friendly package that could be used for commuting, canyon carving, sport‑touring, or trackdays. Derived from the mighty YZF‑R1, its 998cc inline‑Four was retuned for midrange torque but still made 120 hp at the rear wheel. The FZ1 paved the way for powerful, practical sit‑up sportbikes such as the Aprilia Tuono, BMW S 1000 RR, and KTM Super Duke. The 2006 FZ1 (pictured) was our Motorcycle of the Year, and its spirit lives on in Yamaha’s MT‑10.

2006 Yamaha FZ1 Road Test Review

10. 2014 KTM 1190 Adventure

10 Most Significant Motorcycles 2014 KTM 1190 Adventure

Derived from its Dakar Rally‑winning LC8 950R, KTM’s 950/990 Adventure models were the most dirt‑oriented big ADVs on the market from 2003‑2013. In 2014, KTM launched the 1190 Adventure, which offered sportbike levels of street performance while still being highly capable in the dirt. Its LC8 V‑Twin cranked out 150 hp, and its state‑of‑the‑art electronics included not only ride modes, traction control, and electronic suspension but also the world’s first cornering ABS system, ushering in the current era of high‑tech ADVs.

2014 KTM 1190 Adventure | Road Test Review

So do you agree? Or do you have other opinions on the most significant motorcycles of the past 50 years? Comment below or visit our Facebook or Instagram pages. We’re sure there will be some lively debate on this one.

And now that you’ve taken this blast down memory lane of our choices of the 10 most significant motorcycles, be sure to check out Rider‘s 2024 Motorcycle Buyers Guide for some newer bike choices.

The post 10 Most Significant Motorcycles of the Last 50 Years appeared first on Rider Magazine.

Source: RiderMagazine.com

Remembering ‘Dr. John’: John Wittner, Dentist Turned Moto Guzzi Engineer

Dr. John Wittner Moto Guzzi

Rider offers condolences to the family and friends of Dr. John Wittner, DMD, who passed away Feb. 15 in West Chester, Pennsylvania, at the age of 78.

John Wittner was originally known as “Dr. John” to the patients in his dentistry business; however, previous to graduating with his dentistry degree from the University of Pennsylvania School of Dental Medicine, he studied mechanical engineering at Lehigh University. He used these skills in his spare time from his dentistry practice to tinker with tuning Harley-Davidson engines for the purpose of road racing. In 1983, he purchased a Moto Guzzi Le Mans, which longtime motojournalist Alan Cathcart said in his book Dr. John’s Moto Guzzi was primarily because Wittner “thought it looked neat, and also had a pushrod motor like the Harley’s he was familiar with working on.”

Wittner had another motivation. “I bought the bike with the sole intent of forming a team of friends to go Endurance road racing with it,” he told Cathcart. “I had worked on and ridden a number of Guzzis, and knew they were extraordinarily reliable, the perfect weapon for Endurance competition.”

Thus was born Dr. John’s Guzzi racing team, which went on to win the 1984 U.S. Endurance Championship’s Middleweight class with a perfect 100% finishing record. In 1987, Dr. John’s Guzzi rider Doug Brauneck won the AMA Battle of the Twins championship on a Le Mans III developed by Wittner with the financial support of Alejandro de Tomaso. For the next decade, Wittner worked as an engineer for Moto Guzzi at the company’s factory in Mandello del Lario.

Dr. John Wittner Moto Guzzi Doug Brauneck
Doug Brauneck on Dr. John’s Moto Guzzi 8V

“Dr. John and I became friends during the mid-1980s,” Cathcart said, “when the bikes he created were raced successfully to three AMA National titles by the team he established to bring Moto Guzzi to the fore again in the USA. The saga of the former dentist and his various Dr. John’s Guzzi racers reawakened awareness of the historic Italian brand at a time 40 years ago in the late 1980s when its profile was at its all-time lowest ebb, even among dedicated enthusiasts of the marque.”

Cathcart was able to track test each of the bikes created by Wittner and decided approximately a year ago to write Dr. John’s Moto Guzzi to document Wittner’s achievements, “both as a dedicated engineer and an incredibly warm human being.”

Dr. John Wittner Moto Guzzi

The book is available at www.motoitaliane.it.

John Wittner’s full obituary from Donohue Funeral Home is included below.

See all of Rider‘s Moto Guzzi coverage here


Dr. John Wittner Moto Guzzi

John A. Wittner

Oct. 27, 1945 – Feb. 15, 2024

A legendary innovator for Moto Guzzi and driving force in the motorcycle community, Dr. John A. Wittner, DMD, age 78, of West Chester, PA, passed away on February 15, 2024. He was the son of Howard Wittner and Victoria (Shenker) Wittner, and brother to Ken Wittner, who pre-deceased him. “Dr. John,” as known to friends, colleagues, patients, and members of the motorcycle community, was intensely dedicated to his craft, whether it was complex dentistry without pain — or mechanical innovation and next-level mastery in motorcycle engineering.

Studying mechanical engineering at Lehigh University (always with a love of fixing things), he applied his inherent talent and skills to help improve human performance, and graduated from University of Pennsylvania Dental School, as DMD, and was partner to Dr. Bill Deal, in Deal-Wittner Dental Health Group for many years. But for decades, he kept on building engines for motorcycle racing, channeling the magic into Moto Guzzis that won and won and won.

One day, he reached a turning point while working on a friend and patient in the dental chair – who encouraged him to take motorcycle racing from the local to the big time. And that’s how the legendary Dr. John’s Team Moto Guzzi was launched and went from an experienced, dominant group of regional racers to winning and dominating the 1984 AMA National Endurance Racing Championship at the Daytona Firecracker 400. And went on to design and engineer unique marques for Moto Guzzi in Italy, leaving an historic legacy for motorcycle racing.

Dr. John was a Vietnam veteran, loyal friend, and independent individual who always rose to a challenge and who’d rather be burning rubber than anything else.

Services and Interment are Private. 

The post Remembering ‘Dr. John’: John Wittner, Dentist Turned Moto Guzzi Engineer appeared first on Rider Magazine.

Source: RiderMagazine.com

Motor School with Quinn Redeker: Clutch Situation

Motor School with Quinn Redeker Clutch Situation
In this installment of “Motor School,” Quinn offers exercises for better clutch control and slow-speed maneuvering. (Photos by Kevin Wing)

People ask me if I miss being a motor cop. Let’s unpack that. Do I miss washing off petrol and sunscreen at the end of every shift? Do I miss roadside debates about how “everybody was speeding”? Do I miss the tragedy of consoling parents at a fatal accident in the middle of the night? A hard “no” to all of those.

But what I do find myself missing these days is the incessant verbal abuse our motor unit dished out to each other at every opportunity. It didn’t matter how serious or important the moment; if you screwed up, however slight, you were doomed to receive ongoing mistreatment until the next guy came up short.

And there was no better place to experience the hazing than on the grinder where we trained slow‑­speed skills every month on our motors. What should have been a place of learning, exploring, and honing of one’s skills was instead a schoolyard of insults, jabs, and finger‑­pointing. Simply put, if your bike hit the ground, standby to standby, buddy, your ticket got punched.

Luckily, my bike rarely hit the deck on training days, because I was skilled with my clutch. Don’t get me wrong, my colleagues found ample opportunities to pound me into submission, but sloppy clutch work never made it on the menu.

Now I can’t speak for your sewing circle, but I’d venture to guess you all give each other a pretty rough time on the regular. And just imagine how cool it would be if you had the tools to pull a proverbial rabbit out of your hat every time the speeds slowed down, like for U‑­turns, heavy traffic, and parking lots. Well, I have a few simple training tools that will have you laughing, jabbing, and finger‑­pointing far more than you typically get to do when riding with your crew.

Motor School with Quinn Redeker Clutch Situation
Fear of slow-speed bike incompetence can be a thing of the past. Practice these simple drills at your leisure to gain confidence and impress family and friends!

Before we jump into the actual exercises, we need to rewire our brains a bit and start seeing the clutch (not the throttle) as the control that makes the bike go. In other words, when we’re in slow‑­speed environments, we want to have a “set it and forget it” mindset with the throttle and think of the clutch as the primary “gatekeeper” that supplies power to the rear wheel. There are two reasons for this: First, this consolidates two physical tasks of manipulating the controls into one: modulating the clutch. Second, we will have far better mental focus on that singular task, which will improve our sensitivity, dexterity, and control.

Motor School Clutch Control Exercise 1: Driveway Drill

With your engine running at around 1,500‑­2,000 rpm, your bike in 1st gear, and both feet on the ground, position your front wheel at the base of a gently sloped incline on a driveway entrance (or similar). You want a short incline that allows the bike to roll back down on its own when you pull in the clutch at the top. (see photo at the top of the article) Next, smoothly, slowly, and calmly begin to meter the clutch out, adding just enough power to the rear wheel to allow you to slowly “walk” the bike up the incline. Remember, leave the throttle alone here and only work the clutch. Once you are at the top, gently pull the clutch in (don’t fully disengage it) just enough to pull power from the driveline so the bike starts to roll back down to our starting point. Rinse and repeat until you can hold a casual conversation with your neighbor as you roll up and back down the incline without thinking about it. And no wise cracks just yet, Nancy, you’re only just getting started.

Motor School Clutch Control Exercise 2: 2×4 Drill

Motor School with Quinn Redeker Clutch Situation
The common 2×4 is not just for beating yourself over the head while you struggle with slow-speed clutch work.

Place a length of 2×4 lumber down on the ground perpendicular to and touching your front tire. Now apply all the same instructions you learned above, and smoothly and slowly “walk” the bike over the board from a complete stop. Continue until the bike is resting with the 2×4 directly in front of the back tire and do it all again. It sounds easy, but there are a couple of rules here: First, you start from a complete stop, so once you “set and forget” your throttle, you can’t manipulate it to prevent stalling or to change the amount of power transferred to the driveline to help get you over the board. Second, when you ride over the 2×4, you don’t pass go if you “shoot” it out from under the rear tire. That’s to say that the 2×4 must stay in place as you ride over. People often struggle to keep the 2×4 in place because they tend to let the clutch out too quickly, sending too much power to the rear tire as it rolls onto and over the board.

Motor School with Quinn Redeker Clutch Situation
The 2×4 Drill teaches you better clutch control by slowing your roll.

The good news? You got it right on your first try. The bad? I’m only referring to you successfully buckling that helmet. Set it up and do it again while I make some calls to confirm you have a real motorcycle license.

Motor School Clutch Control Exercise 3: Incline Drill

Find an incline, such as a hill, a long driveway, or an abandoned loading ramp. Nothing too steep but something that generates decent rolling resistance. Next, stage yourself for lift off by facing up the incline. Once you’ve set your engine speed, smoothly, slowly take off and put your feet on the pegs. Go as slow as possible, using only your clutch to control your momentum. Once you’ve made it 15 feet or so, pull in the clutch and put your feet down. Here’s the rule: Don’t use your brakes to rest on the incline, instead engage only the clutch, and in the amount necessary to hold you in place on the incline as you reset. When you’re ready, do it again, moving slowly toward the top. A word of caution: Don’t fry your clutch with high revs. If the clutch is getting warm or the engine is getting hot, take an easy lap around the block before getting back to work on these drills.

Well, color me amazed. Just wait till your friends see how much better you control your bike when the speeds ratchet down. Now don’t quote me, but if you get your mind right and really work these drills, I’m confident we can finally hack those training wheels off, slap some Girl Scout patches on your leathers, and have you going freeway speeds in no time!

Find Quinn at Police Motor Training. Send feedback to [email protected].

See all Motor School with Quinn Redeker articles here.

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Source: RiderMagazine.com

Syd’s Run: If You Can’t Be Fast, Be Spectacular

Syd's Run Uli Cloesen

If anyone in Australia told you another Syd’s Run is coming up, you might think it has something to do with Sydney. However, it happens in Christchurch, New Zealand. One instantly knows something is up when you spot a gaggle of Honda C50s on the way to the starting point of the event at the periphery of Christchurch’s Central Business District.

Syd's Run Uli Cloesen

Syd’s Moped Run is held each November, just before New Zealand’s summer kicks in. The run was started by Sydney James Falconer in 1995. Falconer ran the event for many years on the Saturday that fell closest to his birthday. After he passed away, his son Keith continued to run it for several more years.

“Dad was a hard man,” Keith told us. “He wasn’t one for rules and regulations. He rode bikes all his life, like Triumphs – biker’s bikes mainly – but as he got older, he moved back to the smaller stuff. Our family tried to give him a party for his 70th birthday, but he refused. Instead, he sat down with his old cronies from the vintage car club, and they mapped out a moped run, which had to be pedal-powered when it initially started.”

Falconer rode an old 50cc Puch with pedals, or alternatively, his Ducati Cucciolo. He was a great one for specials, a hard case. Falconer ran the event for nearly 20 years until his health got the better of him.

Syd's Run Uli Cloesen

The whole spectacle is a great way for people to get out on small bikes and enjoy themselves. Current organizer Aaron Card says the run is for anyone riding small bikes, but he doesn’t mind if you turn up on a Harley and join in. Ride it slow and have a good time; that’s all that matters. Card says it’s not at all about speed but rather the people, the mates, the camaraderie, and hanging out together.

See all of Rider‘s Trike, Sidecar & Scooter reviews here.

Syd's Run Uli Cloesen

Attendance is impressive. On the 25th anniversary run in 2020, organizers stopped counting when they reached 306 participants leaving the start, with more who kept joining in. It was a significant jump from the very first run, which had about 45 riders.

Syd's Run Uli Cloesen

And what a selection of machinery it usually is. Wandering through the crowd in the main parking area and adjacent street parking for the overspill, a vast array of vintage mopeds from the Big Four Japanese manufacturers usually dominates the spectacle. It ranges from small Honda cafe racers with up-spec or aftermarket fitted horizontal engines to racing fuel tanks to fancy Yoshimura exhaust work. I’ve seen pit bikes with suicide shifters, a ratty looking Honda Hero Stream, and a 50cc Honda Turbo Z.

Syd's Run Uli Cloesen

Some of these bikes belong to the local Quake City Rumblers, a moped club that pines over modified classic Japanese mopeds and helps with marshalling duties at the event. Your eye might catch a rusty metal panel lookalike scooter, perhaps a Honda Joker or something of Aprilia origin, complete with metal chains hanging off it. One of the very few Vespas I’ve spotted was modified to run on a slammed rear suspension. Had I not seen the scoot arrive earlier, I would’ve guessed it wasn’t rideable.

Syd's Run Uli Cloesen

Honda Cubs in original vintage patina join forces with specials like a stretched Honda Cub with a long chopper fork. Even the odd Honda CT110 “Postie” or farm bike usually blends in seamlessly. A Gandalf-like bearded enthusiast willingly posed for a picture for me, sitting on his vintage Yamaha scoot, parked up close to some vintage Suzuki scoots and small-displacement Suzuki street or trail motorcycles, including a Suzuki AC50 Maverick from 1973.

Syd's Run Uli Cloesen

Italy represented itself with an immaculately looking Guzzi Stornello 160 and a Ducati 55, joined by some “cyclemotors”: bicycles with engines fitted to them on the frame rails or on the rear carrier rack, such as a Triumph-framed bike. Hell, even an old Velosolex showed up, a moped hugely popular in its day in Europe.

Syd's Run Uli Cloesen

An Excelsior scooter joined ranks with a Mayfly Falcon from 1938, the latter parked with a “For Sale” sign. Nearby, a Raleigh moped proudly displayed a small handwritten phrase: “If you can’t be fast, be spectacular.” This catchphrase can easily describe the whole event in one sentence. More vintage European scoots rounded up the spectacle, including a rare German-built 49cc Goericke Goerette from 1955, a Victoria from Nuremberg, and a good old Puch from Austria.

Syd's Run Uli Cloesen

There is a big social aspect about the whole outing. Half the day is about eating, having a drink, and talking, and the other half of the day is about riding the bikes. The ride stretches over 62 miles, done in two parts over Christchurch’s predominantly flat terrain over the span of about eight hours.

Syd's Run Uli Cloesen

The first part leads the participants down Ferry Road toward the Christchurch Gondola to the Port Hills tunnel over to Lyttelton and its natural harbor, which is a caved-in extinct volcano filled with sea water, then to Bridal Path Road, and on to the seaside settlements of Sumner and New Brighton (Quadrophenia, anyone?) to Thomson Park. Proceeding from there, the cavalcade rides down Marshlands Road and via the suburb of Northlands back to the CBD, concluding in the inner city’s Smash Palace outdoor pub for prizes and the subsequent wrap-up.

Syd's Run Uli Cloesen

You can keep up with Syd’s Run happenings on Instagram @SydsRun. And you can watch a half-hour video from the 2003 run on YouTube.

See all of Rider‘s Rallies & Clubs coverage here.

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2024 Motorcycles with Kevin Duke (Part 1) | Ep. 68 Rider Magazine Insider Podcast

Rider Magazine Insider Podcast 2024 Motorcycles Kevin Duke

Episode 68 of the Rider Magazine Insider Podcast is sponsored by FLY Racing. Host Greg Drevenstedt talks with his friend Kevin Duke, a longtime motojournalist who is editor-in-chief of American Rider, about new/updated 2024 motorcycles, the popularity of adventure bikes, the rise of high-tech bikes, having big fun on little bikes, dirtbikes from Triumph and Ducati, and more.

Related: 2024 Motorcycle Buyers Guide: New Street Models

LINKS: FLYracing.com@flyracingUSA on Instagram

You can check out Episode 68 on Apple PodcastsSpotifyPodbean, and YouTube or via the Rider Magazine Insider Podcast webpage. Please subscribe, leave us a 5-star rating, and tell your friends!

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

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Motor School with Quinn Redeker: How’s Your Dismount?

Motor School Quinn Redeker How's Your Dismount?
If getting thrown into oncoming traffic or pinned under your motorcycle doesn’t sound super awesome, learn from the “Motor School” and embrace the “high side.” (Photos by Kevin Wing)

In my career, my police motor slammed the pavement exactly five times when deploying the kickstand and dismounting the bike. And yes, it was on par with that dream we’ve all had where you show up at school with no pants and all the kids laugh at you. Exceedingly embarrassing for sure, but thankfully I’m still alive and riding because every single time I dropped my bike, I was following the Golden Rule: “Always and forever mount and dismount your motor from the high side.”

That’s right, folks. It turns out there’s a correct side of the motorcycle to get on and off from, and it isn’t the side most of you use. Sounds ridiculous, right?

Now, I know you’ve successfully accomplished the task of resting your motorcycle on its kickstand thousands of times. Heck, you’re almost psychic when it comes to surface appraisal and road camber when you boot that stand out. In fact, you’re probably cursing me in your head, arguing that which side you mount or dismount from ultimately depends on where you park your bike or which hand is holding your Milk Duds. But in motor school, I learned the best way to get on and off a motorcycle: from the “high side.” 

Motor School Quinn Redeker How's Your Dismount?
Motor officers use the high side every time they get on and off because it works.

Perhaps it’s obvious, but in case I lost you, allow me to explain. For the most part, kickstands are deployed from the left side of the motorcycle. If you put your motorcycle on its kickstand, the bike will settle, or lean, to the left. Therefore, if you were to stand directly behind the bike, the “high” side is the right side of the bike, or the side where your throttle and front brake lever are located. Since the bike is leaned over on the stand, the seat is higher on the right side. Make sense?

Keep in mind that all vehicles in the United States travel on the right side of the road, with opposing traffic on the left. Now, let’s imagine you are riding along and need to get that super tight blue sweatshirt that you love to show off out of your saddlebag. You pull to the side of the road, kick your stand down, and start getting off the bike. But on this particularly cruel day, your bike begins to roll off its kickstand, resulting in the bike falling to the left – or “low” side – and toward traffic. 

Adding chaos to the scenario, it turns out your right leg is the one with a wonky ACL and two meniscus surgeries, so you decided to plant your left foot on the ground and started your dismount on the left (low) side of your bike as it began to fall. Regrettably, your bike starts falling directly onto your one good leg, potentially knocking you into oncoming traffic as it wraps you up and takes you down with it. Not great.

Motor School Quinn Redeker How's Your Dismount?
The high side is the right side to avoid going down with the ship if your bike falls over.

Now let’s put on our mirrored rainbow glasses and imagine you dismounted from the “high” side as your motorcycle started to fall off the kickstand. Not only will you look fabulous, but your right leg will remain planted so your left leg can gracefully swing over the seat like a gazelle’s, safely clearing you from the bike as it ponders what parts and pieces to destroy as it slams to the pavement. Embarrassing and costly? Absolutely, but pretty low risk to you physically.

The good news is this technique pays dividends not just when parked on the road but also in parking lots, your driveway, or anywhere else you throw that kickstand down. I can’t promise that your buddies won’t find some other reason to make fun of you, but like I’ve said a thousand times, you bring that crap on yourself.  

So, from now on, follow my little parking ritual: Shut off the bike, put it in 1st gear, deploy the kickstand, turn the handlebar full‑­lock left, gently ease the bike over onto the kickstand, and step off the high side of the bike. If you need a little assistance with your dismount, grab the front brake and use the handlebar for leverage. And while the process is simple enough, give it a few dry runs in the garage first. Practice makes perfect, though I can’t promise you won’t get weird looks from your friends.

Bonus Motor School Tips

As the late, great Billy Mays used to say, “But wait, there’s more!” Here are a couple more tips to help you out there on the street. 

Curb appeal: If you find yourself in a situation where you need to ride your big heavy bike off a curb, accelerate off rather than tiptoe and duck walk the front wheel off the drop where the lower fairing, oil pan, or pipes could get smashed. I’m not suggesting you channel your inner Daniel J. Canary, the man who invented the wheelie, but ride off like you would accelerate from a typical stop: in a straight line with smooth, assertive throttle (as shown in the photo below). 

And yes, I know firsthand what a great tip this is because I once watched a fellow motor officer gingerly roll his new BMW R 1250 RT‑­P off a tall curb at a DUI checkpoint. After hearing a gut‑­wrenching pile‑­driver concussion, I watched as hot oil spewed out onto the pavement. Oof. 

Motor School Quinn Redeker How's Your Dismount?
It’s not if but when you’ll be faced with navigating a tall curb. Heed my advice and avoid immeasurable personal (and costly) anguish.

Brake time: If your bike has been sitting unridden for a while, be sure to work your brake levers and pump up the calipers before you take off. When I first heard this suggestion from an old motor cop, I laughed out loud. But then he walked me over to my bike, gently pushed on my front brake calipers with his boot, and asked me to grab the front brake lever. With a cocky gleam in my eye, I pulled the lever, only to have it bottom out at the throttle grip – the brakes didn’t work at all. Turns out the fluid in your brake calipers can be forced back into the master cylinder if bumped or pushed hard enough, causing the brakes to need some pumping up before they work again.

Find Quinn at Police Motor Training. Send feedback to [email protected].

See all Motor School with Quinn Redeker articles here.

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Rally for Rangers Announces 2024 Rally Dates, Locations

Rally for Rangers, a nonprofit organization whose mission is “to protect the world’s special places by empowering rangers around the world with new motorcycles and equipment,” has announced its 2024 rally dates and locations. Rally for Rangers has provided 160 motorcycles to rangers in 16 parks in Mongolia, Argentina, Nepal, Bhutan, Peru, and Namibia. In September of last year, the organization held its first U.S. rally in the Black Hills of South Dakota (read about it in the sidebar of Brad Gilmore’s article about riding the Black Hills BDR-X).

Rally for Rangers Peru
Rally for Rangers in Peru. (Photo by TopTop Studio)

For more information on Rally for Rangers, visit the Rally For Rangers website or listen to our interview with Rally for Rangers co‑­founder Tom Medema on the Rider Magazine Insider Podcast. For details on the 2024 rallies, read the press release below.


Celebrating 10 years of supporting rangers and protecting parks one motorcycle at a time, 2024 will see a “Greatest Hits” of our decade of adventure. We hope you’ll consider joining us or otherwise supporting these critical efforts to aid park rangers in their important work!

Peru: May 18-30, 2024

Rally for Rangers Peru
Photo by TopTop Studio

Beginning in May, we will return to Peru for a road-based tour of parks from the Pacific to the Amazon.

Rally for Rangers Peru
Photo by TopTop Studio

We will be visiting world renowned parks like Machu Picchu along the way and reaching heights of 16,000 feet as we traverse the stunning Andes range on Peru’s famous winding mountain roadways.

Learn more and sign up.

Mongolia: July 21 to Aug. 3, 2024

Rally for Rangers Mongolia
Photo by Phil Bond

July will see our return to where it all began: Lake Hovsgol National Park. The Mongolia rally is SOLD OUT and will be our first all-alumni event to celebrate this historic milestone. Waitlist signups are still available. Learn more.

Black Hills: Sept. 18-22, 2024

Rally for Rangers Black Hills
Photo by Kirsten Midura

Following our successful first venture in the U.S., next September we will return to the stunning and historic Black Hills. This rally will support not only the Oglala-Sioux Park Rangers but also rangers of the Northern Cheyenne.

Rally for Rangers Black Hills
Photo by Kirsten Midura

The event has a broad mix of riding options, from full pavement tours of parks and monuments to the off-road challenges of the Black Hills BDR-X. You get to choose! More details in early 2024.

Bhutan: Nov. 3-16, 2024

Rally for Rangers Bhutan
Photo by TopTop Studio

The Kingdom of Bhutan welcomes our return in 2024 to support parks and rangers that protect an incredible array of endangered species such as tigers, elephants, and so much more.

Rally for Rangers Bhutan
Photo by TopTop Studio

This primarily road-based trip is suited for intermediate and advanced riders. Learn more and sign up.

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Rider Magazine Top 11 Stories of 2023

2023 Rider Magazine Motorcycle of the Year

That’s right, this one goes to 11.

Here at Rider magazine, we believe that joke should never get old. Something else we hope never gets old is passion for all-things-motorcycles, and in 2023, we were pleased to see our readers continuing to carry that torch.

While Rider publishes a wealth of detailed gear reviews, travel stories that make you want to leave your day job, entertaining and informative features, and the latest in motonews, when it came to 2023, most readers came to our site looking for what Rider does best: motorcycle coverage.

So check out the Rider Magazine Top 11 Stories of 2023 below, and keep the rubber side down.


No. 1 – Best Motorcycles for Smaller Riders: Seat Heights Under 30 Inches

2021 Harley Davidson Sportster S Best Small Motorcycles

Whether you’re a shorter rider, a new rider, or an experienced rider who loves zipping around on small bikes, there are plenty of options out there for you. In this list, we’ve collected the best motorcycles for smaller riders with seats under 30 inches and selling for less than $17,000.

Related:


No. 2 – 2023 Kawasaki Ninja ZX-4RR | First Look Review

2023 Kawasaki Ninja ZX-4RR KRT Edition
2023 Kawasaki Ninja ZX-4RR KRT Edition

The 2023 Kawasaki Ninja ZX-4RR is a new track-focused sportbike powered by a 399cc inline-Four with ride modes, traction control, and more. MSRP is $9,699.

Related: 2023 Kawasaki Ninja ZX-4RR First Ride Review


No. 3 – 2024 Motorcycle Buyers Guide: New Street Models

2024 Motorcycle Buyers Guide Kawasaki Eliminator SE

Rider‘s 2024 motorcycle buyers guide features new and updated motorcycles, including photos and details, as well as links to videos, first looks, first rides, and road tests.

See all of the Rider magazine buyers guides here.


No. 4 – Honda Announces 2023 Gold Wing Family

2023 Honda Gold Wing

Honda has announced the return of the Gold Wing family of motorcycles for 2023, three of which feature Honda’s exclusive Dual Clutch Transmission, starting at $25,600.

Related: 2024 Honda Gold Wing, Rebel, and NC750X Returning Models 


No. 5 – Suzuki Announces First Motorcycles in 2024 Lineup

2023 Suzuki GSX-R750 Pearl Brilliant White and Metallic Matte Stellar Blue
2023 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue

Suzuki Motor USA has announced its first group of 2024 motorcycles: the GSX-R750 sportbike, the DR650S and DR-Z400S dual-sports, and the DR-Z400SM supermoto.

Read all of the Rider magazine Suzuki coverage here.


No. 6 – 2023 Honda XR150L and CRF300LS | First Look Review

2023 HondaXR150L
2023 Honda XR150L in White

Honda has announced two new beginner-friendly dual-sport motorcycles for model year 2023: the all-new XR150L and the new low-seat CRF300LS. Models returning for 2023 include the CRF300L, CRF300L Rally, and Navi.

Related: 2021 Honda CRF300L and CRF300L Rally | First Ride Review


No. 7 – Honda Announces More 2023 Returning Models

2023 Honda CB1000R non-U.S.
2023 Honda CB1000R in Black

Honda has announced more returning motorcycles for 2023, including the CBR650R and CBR500R sportbikes; the CB1000R, CB650R, and CB500F naked bikes; the CB500X adventure bike; the XR650L dual-sport; and the Fury cruiser.

See all of the Rider magazine Honda coverage here.


No. 8 – 2023 KTM 390 Adventure | First Look Review

2023 KTM 390 Adventure

The 2023 KTM Adventure 390 returns with a 4-stroke DOHC 373cc Single, but the small-displacement adventure bike has been given a new look and increased off-road capability.

See all of the Rider magazine KTM coverage here.


No. 9 – 2024 BMW R 1300 GS Review | First Look

2024 BMW R 1300 GS

The 2024 BMW R 1300 GS has a larger, more powerful 1,300cc engine, a new chassis, 26 lb less weight, fresh styling, and new technology.

Related: 2024 BMW R 1300 GS Review | First Ride


No. 10 – 2024 Honda XL750 Transalp Review | First Look

2024 Honda XL750 Transalp

The Honda XL750 Transalp returns to the U.S. market with a new 755cc parallel-Twin, a 6-speed gearbox, a quickshifter, and five ride modes, all starting at $9,999.

Related: 2024 Honda XL750 Transalp Review | First Ride


No. 11 – 2024 Triumph Speed 400 and Scrambler 400 X | First Look Review

2024 Triumph Speed 400 Triumph Scrambler 400 X

Joining the company’s Modern Classics lineup, the all-new 2024 Triumph Speed 400 and Scrambler 400 X feature a liquid-cooled 398cc single-cylinder engine making a claimed 39.5 hp and 27.7 lb-ft of torque.

See all of the Rider magazine Triumph coverage here.


2023 Rider Magazine 11 Honorable Mentions

Returning 2024 Suzuki Motorcycles Announced

2023 Motorcycle of the Year

2023 Royal Enfield Super Meteor 650 | First Ride Review

2023 Triumph Rocket 3 R | Road Test Review

Yamaha Announces Updated Ténéré 700, Other Returning 2024 Models

2024 Kawasaki Ninja 40th Anniversary Editions | First Look

2024 Kawasaki Eliminator | First Look Review

2023 Honda Rebel 1100T DCT and Returning Models | First Look Review

2024 Yamaha MT-09 and MT-09 SP Review | First Look

Honda Monkey and Super Cub Return for 2024

2023 Harley-Davidson CVO Street Glide and CVO Road Glide | First Look Review

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Riding South Dakota’s Black Hills BDR-X

Black Hills BDR-X
On the Black Hills BDR-X, Daniel was thrilled with the 411cc Royal Enfield Himalayan. “It’s the way to go for me as I continue to master my off-road riding skills!” (See Shad TR40 Terra Adventure saddlebags review here.)

If you’re looking for a golden adventure riding opportunity, the Black Hills BDR-X marks the spot. Backcountry Discovery Routes are adventure/dual‑­sport routes that typically cover entire states and take about a week to complete, with GPS tracks and helpful info provided for free by the nonprofit BDR organization. In addition to its main routes, BDR has mapped out several shorter BDR-­X loop routes that can be completed in a few days.

Black Hills BDR-X

Scan QR code above or click here to view the route on REVER

Located in western South Dakota, the Black Hills area is known for its scenic beauty, curvy roads, and historic sites like Mount Rushmore and the Crazy Horse Memorial. When most motorcyclists think of the Black Hills, they think of the Sturgis rally, which brings upwards of 500,000 people to the region every August.

The Black Hills BDR-X is a 355‑­mile mostly off‑­road loop that starts and ends in Keystone, just a few miles east of Mount Rushmore, and is divided into three sections. Backcountry Discovery Routes recommends riding the Black Hills BDR-­X counterclockwise, but since it’s a loop, you can start and finish anywhere along the route and run it in either direction.

Black Hills BDR-X Mount Rushmore
The presidents at Mount Rushmore represent key aspects of U.S. history: Washington symbolizes the country’s birth, Jefferson represents expansion, Lincoln signifies development, and Roosevelt signifies preservation.

What makes the Black Hills BDR-X such a perfect adventure route is its variety. The landscape includes rugged mountains, dense forests, and wide‑­open prairies. The route passes through historic towns like Deadwood, Mystic, and Hill City, as well as public lands such as Wind Cave National Park and Custer State Park.

Black Hills BDR-X
We rode into Deadwood covered in Black Hills dust just like they did 150 years ago.

There are great campgrounds or more luxurious lodging available. You’re never far from civilization, so you can get away from it all yet still have access to gas stations, stores, restaurants, and hotels. The BDR-X route includes flowing gravel and dirt roads, challenging two‑­track, and some of the area’s best paved roads, including Spearfish Canyon Road, Needles Highway, and Iron Mountain Road.

Black Hills BDR-X Spearfish Canyon
Spearfish Canyon was the filming location of the final scene in “Dances With Wolves.”

Setting the Hook

Last July, I joined three of my CFMOTO USA colleagues – Reid Strait, Daniel Dégallier, and Bill Baker – at Get On ADV Fest, a four‑­day adventure‑­bike rally in the Black Hills where we introduced the Ibex 800 T adventure bike. There was plenty of off‑­road riding involved, and REVER provided excellent tracks for the event.

Related: 2023 CFMOTO Ibex 800 T | Road Test Review 

Black Hills BDR-X
The Black Hills BDR-X is a best-of-class route. Gorgeous canyon roads. Superb gravel. Epic two-track. Majestic scenery. Native American and U.S. history. Clean, easy camping. Great food. Yup, there’s golden riding in them thar Black Hills.

The riding was so good, we were inspired to return in September and be among the first to ride the new Black Hills BDR-­X. The stars aligned when we learned that Rally for Rangers, a nonprofit organization that raises funds to support park rangers, would be hosting an event in the Black Hills at the same time (see sidebar below). CFMOTO USA provided Ibex 800 Ts for the guides to use during the event, along with a Papio minibike for cruising around the campground.  

Black Hills BDR-X Hitchrail Bar
The Hitch Rail Bar and Restaurant in Pringle is a great lunch stop.

After we delivered the bikes to the event, we spent the next few days riding the Black Hills BDR-­X to do some team bonding. Reid rode an Ibex 800 T, but the rest of us rode our personal bikes: Bill on a KTM 690 Enduro R, Daniel on a Royal Enfield Himalayan, and me on a Kawasaki KLX 300.

Black Hills BDR-X Pactola Reservoir
There’s an old mining town at the bottom of Pactola Reservoir, which was completed in 1956.

Black Hills BDR-X: 4 Riders, 4 Bikes, 4 Days

We may have different tastes in bikes, but we all agree on one thing: The Black Hills BDR-X is fantastic. It’s 355 miles of adventure motorcycling bliss. In terms of difficulty, I’d rate it 4 or 5 on a scale of 1‑­10. (I’ve also ridden the Mid Atlantic BDR, which I’d rate an easy 2 or 3.) Every day of the BDR-­X was filled with moments of euphoria, which crystallized into memories that we’ll share around the campfire for years to come.

Related: Backcountry Discovery Routes Announces Economic Impact of BDR Routes

Black Hills BDR-X Kawasaki KLX
Brad’s Kawasaki KLX after the BDR-X.

During one part of the ride, the sun overhead was radiant, casting a warm, autumn glow. The steady, gentle crunch of gravel under my tires never got old, nor did the scenery. Towering cliffs with rough textures contrasted with the vivid foliage below. The curves and bends unfurled before me, each one as breathtaking as the last. It was a sensory feast, as if Mother Nature took out her paintbrush, mixed up an impossibly diverse palette of rich colors, and painted a masterpiece. At higher elevations, the hills were ablaze in scarlet, amber, and gold, while it was a verdant wonderland down below. I was tempted to ride faster, but I slowed down, smelled the pines, and savored the experience.

Black Hills BDR-X
Campfire quote of the night: “Motorcycles are like beer. The best one is the one in your hand.”

Black Hills Gold

If you love off‑­road adventure riding, you’ll love the Black Hills BDR-X, which was like discovering a vein of gold. There’s gravel, rocky two‑­track, mud, and epic pavement. There’s majestic scenery, wildlife, and history. You can’t see and do it all in one trip, so like the four of us, you’ll want to come back. It’s fun but by no means a stroll in the park, and it’s the difficult stuff that sticks with you for a lifetime.

Black Hills BDR-X
Get the best zip ties money can buy; you’ll be glad you spent the extra quarter.

On Day 3, it was raining, and we opted to do the optional hard section over Bear Mountain. The route was rutted, rocky, steep two‑­track. The slick mud packed up on our tires, turning them into Teflon‑­coated slicks. Bill christened this spur route “Axle Grease Alley.” On the final bit, I chose my line and went for it, twisting the throttle to the stop, desperate for the tires to hook up, every muscle in my body fighting to keep me and the Kawasaki upright. After I made it to the top, Reid gave me a thumbs‑­up and said, “Brad, you looked like a flailing Kool‑­Aid man. Next time keep your feet on the pegs!”

Black Hills BDR-X
Climbing Bear Mountain in the rain took its toll on the KTM’s 17,000-mile clutch, which gave up the ghost short of the top. Bill had just enough bite left to make it to camp.

Happily, we all made it through the toughest sections in one piece. Despite the struggle and the chaos, even with our bikes and bodies caked in mud, we were grinning from ear to ear. Daniel’s quick thinking led us to a car wash in Custer, where we pressure‑­washed our bikes and could again recognize which was which. Cost? A few quarters. Memories? Priceless.

Black Hills BDR-X Bear Mountain lookout tower
BDR-X Section 3: If the trails are muddy, there are two ways to reach the Bear Mountain lookout tower: the “Hard Way” and the “Not Today” way. If it’s dry as July and the dust is flying, no problem.

Rally for Rangers Sidebar

The mission of Rally for Rangers is “to protect the world’s special places by empowering rangers around the world with new motorcycles and equipment.” It has provided more than 160 motorcycles and equipment for rangers in parks in distant places like Mongolia, Argentina, Nepal, Bhutan, Peru, and Namibia.

The first Rally for Rangers USA event took place last September in South Dakota’s Black Hills National Forest and Pine Ridge Reservation. Fifteen adventure riders raised nearly $40,000 before convening in Custer State Park for a weekend of camping, riding, visiting tribal park rangers, and donating equipment and funds to protect parks and forests.

Traditional Rally for Rangers events are two‑­week international journeys, but the USA rallies are held over a long weekend. The Black Hills event donated night vision optics for tribal rangers of the Oglala Sioux Parks to conduct nighttime anti‑­poaching patrols. A donation was also made to the Forest Service motorized trails program to support motorcycle‑­only trails in the Black Hills National Forest.

Black Hills BDR-X Rally for Rangers
On our third day, we met up with Rally for Rangers. It was a night to remember that included amazing food, a meet-and-greet with the Oglala Sioux rangers, and ideal camping conditions in Custer State Park.

Riders in this inaugural event hailed from all over the U.S., with some trailering their bikes and others renting from Rogue Moto or using demo bikes provided by CFMOTO. The weekend included off‑­road training by Heavy Enduro as well as on- and off‑­road riding on Needles Highway, portions of the Black Hills BDR‑­X, and otherwise inaccessible trails on the Pine Ridge Reservation hosted by the Oglala Sioux rangers.

The Black Hills Rally for Rangers event takes place again in September 2024 to support Oglala Sioux and Northern Cheyenne tribal rangers. For more information, visit the Rally For Rangers website or listen to our interview with Rally for Rangers co‑­founder Tom Medema on the Rider Magazine Insider Podcast.

Black Hills BDR-X

Black Hills BDR-X Resources:

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