In 2021, All Kids Bike, the nationwide movement on a mission to teach every child in America how to ride a bicycle in kindergarten PE class, received a $30,000 grant from Yamaha Motor Corp, USA’s Outdoor Access Initiative. The goal of the grant was to get the All Kids Bike program into six schools near Yamaha’s corporate offices, including four in Georgia and two in California.
Fast forward to this spring, with Yamaha volunteers and All Kids Bike ambassadors delivering the final of the six school programs to the Cara J. King Elementary School in Cypress, California, completing this past year’s grant, and setting the stage for more funding in 2022.
“We’re grateful for Yamaha’s support of All Kids Bike, for the funding required to land the program in six schools, for the volunteer efforts Yamaha employees and partners contributed to delivering bikes to schools, and mostly for the opportunity to get more kids on bikes,” said Ryan McFarland, All Kids Bike Founder, who attended the first Yamaha-funded school delivery in Cypress last fall.
Volunteers from Yamaha Motor Corp., USA’s offices in Marietta, Georgia, and Cypress, California, and from Yamaha Motor Manufacturing Corporation of America in Newnan, Georgia, helped deliver the All Kids Bike programs to the schools over the past year.
The six schools receiving the program from Yamaha’s Outdoor Access Initiative grant include:
Elm Street Elementary in Newnan, Georgia
Western Elementary in Newnan, Georgia
A.L. Burruss Elementary School in Marietta, Georgia
Lockheed Elementary in Marietta, Georgia
Juliet Morris Elementary School in Cypress, California
Clara J. King Elementary in Cypress, California
“The Yamaha Outdoor Access initiative is an inclusive program that supports and promotes outdoor recreation, and we provided this grant to get more kids outside learning valuable skills they can build on for the rest of their lives,” said Steve Nessl, Yamaha’s Motorsports marketing manager. “The All Kids Bike program offers the only chance some of these kids will get to develop the confidence and experience the freedom that comes from riding on two wheels.”
All Kids Bike programs include 24 balance bikes, pedal conversion kits, helmets, and a teacher’s bike. It is a plug-and-play program for public schools that aligns with SHAPE America National Physical Education Standards and also includes an eight-lesson Kindergarten PE Learn-To-Ride Curriculum, teacher training and certification, and a five-year support plan.
To date, nearly 550 elementary schools in all 50 states have received and implemented the All Kids Bike program with an estimated 380,000 students benefiting from this program over the next five years.
Bike Riding Benefits for Kids
Childhood development never stops. By continuing to expand the All Kids Bike program this year, more children across the country are learning life skills and getting much needed exercise while getting away from their computer screens and spending more time outdoors.
The Kindergarten PE Program supports critical health and safety needs, including:
Spatial awareness: Teaches the concept and understanding of “safe distancing” to a child.
Limited touch points: Specifically-designated hand placement limits cross-class touch points.
Learning to ride a bike at a young age increases confidence while developing balance, mobility, safety, environmental awareness, and facilitating exercise. The bikes used in the All Kids Bike program allow children and teachers to progress through the riding process void of fear and full of encouragement. Kids develop their skills with each session, first learning to balance, then learning to pedal, all on the same bicycle.
The All Kids Bike school funding and waiting lists are online at allkidsbike.org/give.
About the Yamaha Outdoor Access Initiative
For more than a decade, the Yamaha Outdoor Access Initiative has led the Powersports industry in guaranteeing responsible access to our nation’s land for outdoor enthusiasts. Through this program, Yamaha has directly and indirectly supported thousands of miles of motorized recreation trails, maintained and rehabilitated riding and hunting areas, improved staging areas, supplied agricultural organizations with essential OHV safety education, built bridges over fish-bearing streams and partnered with local outdoor enthusiast communities across the country to improve access to public lands. Updated guidelines, application form, information and news about the Outdoor Access Initiative are available at YamahaOAI.com.
About All Kids Bike
ALL KIDS BIKE® is a national movement led by the Strider Education Foundation to place Kindergarten P.E. Learn-To-Ride Programs into public schools using donations from individuals, businesses, and organizations. The Strider Education Foundation, a 501(c)(3) organization, was formed in 2017. The Strider Education Foundation believes that learning to ride can help everyone lead a happier and healthier life. For more information, visit allkidsbike.org.
Rennie Scaysbrook celebrates after setting the motorcycle record in 2019 at the Pikes Peak International Hillclimb.
Our guest for Episode 35 of the Rider Magazine Insider Podcast is Rennie Scaysbrook. Rennie is one of the hardest working motorcycle journalists in the business. He’s Road Test Editor at Cycle News, which cranks out a new issue every week. Rennie travels the world testing motorcycles, and he writes race coverage, news, and features for the magazine. Rennie is also a motorcycle racer who has competed several times in the Pikes Peak International Hillclimb, where he set the motorcycle record in 2019. Rennie competes in several race series. He campaigns a Pirelli-sponsored Suzuki GSX-R600 in the Chuckwalla Valley Motorcycle Association series. He races the Roland Sands Design Indian Chief in the Super Hooligan National Championship series. And in June he’ll get his first opportunity to race in the prestigious Isle of Man TT.
If that weren’t enough, Rennie is a husband and a father, and his son Harvey was the inspiration for him to write and publish a children’s book called “The Big Book of Motorbikes,” which is available through Amazon. Rennie and I had fun recording this episode after riding more than 300 miles at the Suzuki GSX-S1000GT+ press launch and having a few drinks at dinner. We have an unfiltered, uncensored conversation about Rennie growing up in a prominent racing family in Australia, how he became a motojournalist, and what prompted him to move to America. We also take a deep dive into his experiences racing motorcycles at Pikes Peak – the good, the bad, and the ugly – as well as his preparations for the 2022 Isle of Man TT. You can follow Rennie on Instagram @renski33.
You can listen to Episode 35 on iTunes, Spotify, 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.
On Saturday, May 7, powersports manufacturer leader BRP and its Can-Am team will proudly take to the streets alongside female riders in more than 50 communities around the world as part of the 16th annual International Female Ride Day (IFRD). From the U.S. and Canada to Europe, Asia, and Latin America, Can-Am employees, ambassadors, dealers, and vehicle owners will ride together and celebrate the importance of female riders and their positive contributions to the industry.
This marks the third consecutive year that Can-Am will be an official supporter and partner of IFRD, and it will be the brand’s biggest push yet. The IFRD partnership is synonymous with Can-Am’s acclaimed Women of On-Road program, which addresses barriers-to-entry for female riders through rider education and mentorship. That program has been incredibly successful, resulting in nearly 38% of Can-Am owners being female, significantly outpacing the industry average of 22%.
“The open road should be open for all. Period,” said Martin Ethier, Director, Global Marketing at Can-Am On-Road. “International Female Ride Day is a celebration of that, and we’re proud to be a corporate partner. This year, we are truly globalizing our involvement and we can’t wait to watch so many incredible female riders come together to celebrate their shared passion of riding.”
Ahead of IFRD, Can-Am will host fellow Canadian and IFRD founder Vicki Gray at its corporate headquarters in Quebec. While there, Gray will have a chance to meet and ride with many of the incredible female Can-Am employees who inspire and manage the Women of On-Road program.
“It’s great to have the support and involvement again from Can-Am as one of the IFRD official partners. I really look forward to meeting the team and taking a ride together,” said Gray. “Can-Am is likewise dedicated to promoting and highlighting women riders and to making a positive difference for women in motorcycling and powersports everywhere. Together we are making advancements in this segment.
A sample of some of the Can-Am IFRD rides taking place on May 7, 2022:
Canada
In Ontario, Olympic Games gold medalist and member of the Canadian National Women’s Hockey Team, Natalie Spooner, will join TV host, Sherry Holmes, for a group ride that’s open to Can-Am owners.
USA
In Los Angeles, Can-Am ambassador, actress, and model Karrueche Tran will host a ride with Can-Am Spyder and Ryker owners.
In 28 other cities around the U.S., the US Spyder Ryders owners’ group is holding rides to mark the occasion.
EMEA
In the UK, Can-Am ambassador Sophie Morgan will be riding her Can-Am Ryker with others to take part in the day’s efforts.
In Lausanne, Switzerland, the Can-Am team based out of the BRP office there will be taking to the streets to celebrate.
In Germany, the Ladies Riding Class community, which counts about 30 members, will also hit the road for the occasion.
APAC
In Sydney, Australia, Can-Am Ambassador Helen Chik editor of the popular lifestyle magazine Grazia will be riding her Ryker alongside others to celebrate the day.
LATAM
In Puerto Rico, singer-songwriter Calma Carmona will also participate in a “GRRRL Ride” event behind the handlebars of her Can-Am Ryker.
Can-Am is inviting all women riders to “Just Ride” on May 7 to celebrate IFRD along with these riders. If you do, use #IFRD2022 to be part of the movement!
Click here for more about the Can-Am Women of On-Road program and the brand’s participation in IFRD. And to learn more about Can-Am On-Road including vehicle lineup, accessories, and product specs, as well as the numerous programs in place to empower and support our passionate owners’ community, please go to CanAmOnRoad.com and follow us on social media @canamonroad, or join our Women of On-Road Facebook Group which now counts more than 13,000 members.
More About International Female Ride Day International Female Ride Day is a globally synchronized ride day for women motorcycle riders and women powersport enthusiasts. Referred to as a “movement” by its participants, its call to action, “Just Ride!” asks women to be on their motorcycles or powersports vehicles on the first Saturday of May each year. Created in 2007 by Vicki Gray, a lifetime motorcycling advocate, road, and race instructor – with the purpose to profile and highlight the many diverse women enjoying the activity of motorcycling. Its mission, among several, is to that of building awareness and parity for women globally across all forms of motorsport and powersports. IFRD simultaneously encourages other women to take up the activity. The event is managed under the MOTORESS® canopy.
Eric Trow and Ron Washabaugh face off on the same clay their grandfathers raced on more than 70 years earlier (below). Contemporary photos by Hal Deily, archival photos courtesy of the author.
At a time when American riders were fighting the Harley and Indian wars, Gene Townsend and Floyd “Washie” Washabaugh were unflinchingly Indian men. It was rumored their blood flowed a bit more maroon than the rest of us, having the distinct deep shade of the brand’s signature Indian Red color.
Over the years, the two men defended the Indian brand on dirt tracks across Pennsylvania, Maryland, and Virginia. Gene, my grandfather, born in 1908, spent most of his racing years on an Indian 101 Scout sporting the #9 plate. He was a top regional amateur racer from the mid-1920s on into the war years, only to retire when a brush with a #6 bike sent them both through a fence.
Gene Townsend before a race on his highly tuned Indian 101 Scout.
The radio announcer covering the event mistook the upside down #6 machine as the #9 and mistakenly reported that Gene Townsend had been rushed to the hospital with serious injuries. My grandmother and her young daughter (my mother) were beside themselves when they heard the broadcast. Gene promised to never worry them again and quit racing on the spot. Washie, five years his junior, competed successfully on Indian Sport Scouts through the mid-1950s, and even had a short stint as a professional racer with Gene’s backing.
Parker, Eric, and Ron leaf through a period racing program along the road to Winchester.
By 1948, Gene had owned his southwestern Pennsylvania Indian agency (what dealerships were called back then) for about 20 years. He had built his reputation as an exceptional rider and racer as well as an expert tuner. If Indian riders wanted the hot setup, Gene was the guy to see. Washie was granddad’s close friend, a fellow racer, and a fixture at the old shop. They shared a passion for three things: Indian motorcycles, racing, and storytelling.
Floyd “Washie” Washabaugh aboard his #64U Indian Sport Scout racer in 1948.
I only knew Washie as an older man who rode his flashy old Indian Chief to my granddad’s shop. But I envisioned him and Gene as the vibrant and courageous young dirt-track racers in the old, dog-eared photographs taken in their racing days. The deep connection I developed with these older men was something I thought only my brother and I knew. Then I heard about Washie’s grandson, Ron.
We may have met at some point at the shop when we were kids, but Ron Washabaugh and I didn’t know each other. About three years ago, we met while attending the American Flat Track races at Williams Grove near Harrisburg. We immediately hit it off and began swapping stories of that magical old motorcycle shop and the deep appreciation and fondness we had for our grandfathers.
Some sections of the old National Pike haven’t changed much since Gene and Washie rode them.
The most powerful memories for Ron and me were the racing tales told so passionately by old Gene and Washie. Through their words they painted vivid pictures of handlebar-to-handlebar racing adventures aboard their Indians on myriad local dirt tracks, as well as more distant venues such as Cumberland, Maryland, and Winchester, Virginia. They would either stuff a bike into the back of a sedan or ride their Indian Scouts to a track, remove the headlights and fenders to race, and then reassemble everything for the ride back home afterward. If they weren’t racing, they were organizing rides to watch others compete, like legendary AMA Hall of Famer “Iron Man” Ed Kretz at the Langhorne, Pennsylvania, track where he dominated the mile oval.
Stepping away from the digital GPS and iPhones, a vintage paper roadmap is used to chart the path the way their grandfathers (and great-grandfathers) would have done (below). It was a bit easier for the two older guys in the group.
Ron and I decided to retrace Gene and Washie’s path to one of the legendary tracks they rode to back in the late 1940s and early 1950s.
Ron and his son, Steven, and me and my son, Parker, conspired to chase Gene and Washie into the past on a journey to the old Winchester Speedway. As grandsons and great-grandsons, we would emulate the experience the two elders had back in the day. We would ride the National Road (U.S. Route 40) and other two-lane roads, stop where they might have stopped, eat at family-owned diners along the way, and find classic roadside motor lodges where they might have stayed. At every opportunity, we would celebrate their story and, at the same time, get to know each other and forge another generation of bonding around a common passion for motorcycles.
After a sprint up the mountain, the overlook atop Summit Mountain on Route 40 was a popular stop for the old boys.
Ron and I both have vintage Indians, but for this excursion Ron was aboard his modern Indian Roadmaster, and I piloted my Indian FTR 1200 S Race Replica. Stephen rode his new FTR 1200 as well, complete with a number plate bearing his great-grandfather’s racing number, #64U. Parker rode a 2018 Harley, just for a little tension in the spirit of that old brand rivalry. (The H-D Heritage 114 is mine, and so is the kid; both are terrific, and any ribbing was in good-spirited fun.)
Eric shows the kids proper tuck technique for flat track.
Last October, the Washabaugh boys met my son and me at a diner not far from the old shop. We ordered breakfast and gobbled up the vintage photo albums Ron brought with him. Although the food and conversation were delicious, we needed to get our planned adventure rolling. There would be more time to talk along the road, so we paid the tab and headed to the old Townsend cycle shop. The unexceptional building still stands (barely) just off the National Road, three miles east of Brownsville, Pennsylvania.
Washie straddles a sidecar-mounted drum of fuel used as a rolling gas station.
The modest shop was a hub of activity in its day, a gathering place where riders regularly came and went. Some visited to see what new machines and accessories had arrived. Others stopped by for a set of points, a condenser, and maybe a pair of spark plugs on their way through town. Most wheeled in for the conversation and the stories.
It was also the headquarters and ride origination point for members of Gene’s Scouts Motorcycle Club, an AMA-sanctioned club that served as the local riders’ social group and the sponsoring organization for motorcycle competitions. Washie raced as an AMA pro for one year under the Gene’s Scouts M.C. banner. Unfortunately, after just one season, the cost proved to be too steep, and he returned to amateur racing. Some things never change for aspiring racers.
Racing at Winchester included flat track and this TT race with hills and a jump.
Soon, the engines of our Indians (and Harley) fired to life in front of the old shop, echoing the hundreds of Indians that had gone before from that same spot.
We rolled out of the parking lot and onto Route 40. The first planned stop was just up the road at LaFayette Memorial Park, where we paid our respects at Gene’s and Washie’s family plots. We thanked them for the tremendous influence they had on our lives, saluted their adventures, and invited them to ride along with us inspirit as we retraced the path they took seven decades earlier.
Gene’s Indian agency in the early 1940s.
Back on the road and heading east on the National Road, we approached Uniontown. I thought of the story Gene told me about a board-track motordrome speedway that was built there for motorcycle racing in the late teens of the last century. As a boy, he would climb a tall tree outside the grounds just to catch a glimpse of the racers flying by on the large, steeply banked wood-plank track.
Indians gather once again in front of the old Indian shop (apologies to the author’s son on the Harley).
Although the multilane highway now bypasses the towns, we took the old route that Gene and Washie would have followed through downtown Uniontown and Hopwood. We rejoined the highway on the other side where the pavement abruptly angled skyward, ascending Summit Mountain. Back in the day, this was a narrow two-lane ribbon that wound tightly up the steep hill – a rider’s dream. This stretch was the subject of many of the old timers’ stories as they recounted how they raced each other up the steep, twisting curves to the crest of the hill. They heeled their Scouts and Chiefs over so far into these corners that the frames would drag, levering the rear wheels off the ground momentarily. The trick, they said, was to hold the throttle open and let the bike reestablish traction without upsetting the chassis. Easier said than done!
Members of Gene’s Scouts M.C. at a gas stop during one of their organized rides.
Today, the road is a four-lane divided highway tracing the original circuitous path. Ron, me, and our boys turned up the wick on our machines as we ascended the hill. It was a hoot to drop down a gear and put ourselves, at least mentally, alongside our grandfathers and great-grandfathers on a spirited sprint up the mountain.
The old crew would have likely crossed this stone arched bridge along Route 40 on their way to Winchester.
As we approached the summit, I signaled and the four of us wheeled off I-40 into the lookout at the peak of Summit Mountain. This was a spot where Gene, Washie, and the rest of their crowd regrouped countless times over the years. Summit Mountain was not just a road they took on the way to somewhere else, it was their local destination for sport riding. It’s where the guys tested their latest tuning and hop-up tricks. It’s where local Indian and Harley riders found out whose machine had the “soup” to capture the king-of-the-hill title for that week.
A typical overnight stay for the boys back in the day.
Ron and I used this pull-off to tell our sons stories we’d heard about this road and their great-grandfathers’ motorcycling adventures. We took turns contributing our own recollections, helping each other connect the dots where there had been gaps in our individual knowledge. Parker and Stephen stood by, soaking it all in.
Surely Gene and Washie would have stopped for the overlook at Town Hill.
Back on the road, we imagined the roadside stops the men might have made along their way. We proposed where they may have paused to stretch their legs, consult a map, check chain tension, or maybe add a quart of oil. Then we’d stop too. We took advantage of those roadside breaks to look through collections of old racing photos, racing publications, and pictures our grandfathers and their pals had taken along the road to different racing venues.
The Clarysville Motel in Frostburg, Maryland, has been operating for 100 years.
On occasion, we saw a turnoff to Old Route 40, most often a short spur of narrow two-lane that soon rejoined the newer main road. It was fun to ride a few of these old sections to capture the ride experience Gene and Washie had, but it was impractical to take each little detour. Other times we saw sections of Old Route 40 that were no longer accessible, including an area where an old stone arched bridge was once the path of the old National Pike. Gene and Washie probably traveled that same old stone bridge on their way to Winchester. We could only view it from the main road.
We paused at the old Clarysville Motel that looked like it might have been there when our grandfathers rode through. As it turns out, the place has been serving travelers for nearly 100 years. Other than the modern vehicles in the parking lot, it would be hard to distinguish 2021 from 1948 or earlier. Certainly, Gene and Washie rode by here many times, and may have even stayed on occasion when daylight expired.
The inn at Town Hill, Maryland, would have likely looked the same for the Gene’s Scouts crew in the 1940s.
In Maryland, the old highway began to rise, fall, and twist dramatically. This was the kind of road on which the boys surely had the old Indians dancing. They would have been intimately familiar with this fun section of road, knowing what lay ahead and anticipating it well in advance. After navigating a particularly enjoyable stretch, we crested a hill to discover the historic Town Hill Inn and overlook. This was a likely rest stop for Gene and Washie along their ride. It was a natural place to take a breather, check over the bikes, and enjoy the spectacular view across the wide valley below.
When not on the track, Gene’s Scouts were in the stands to watch their buddies race.
In Hancock, Maryland, we picked up Route 522 south and rode through quaint, historic Berkeley Springs, West Virginia, and on south into Virginia to our destination of Winchester.
Once in downtown Winchester, Ron led us to an iconic spot for a hot dog. Whether Gene and Washie ever stopped at this historic stand for a dog when they were in town, we’ll never know. But just in case, we thought we’d better have one since we were trying to capture the experience.
Grandsons and great-grandsons pause at the Winchester track to reflect on two diehard old racers.
Since the Winchester Speedway is sometimes referred to as the old airport speedway, we meandered through the town following directional signs for the airport. After working our way along narrow roads that wound around the airport property, we came to the end of the road and were unexpectedly at the back side of the racetrack. No big sign. No grand entrance. As a lot of these rural speedways were, it was simply a venue where people gathered. The raceway was probably not much different than it was when Gene and Washie were last here together, except now the old wooden grandstands are gone, replaced with concrete and metal.
Gene carves up the clay on an Indian Scout.
The beauty of these local facilities is how approachable the track personnel can be. We arrived midweek in the middle of the day and told our story. Hoping to have a picture taken outside the track at the speedway sign, our plan was thwarted when we realized there was no such sign and no suitable backdrop. Fortunately, the track folks invited us to bring the bikes onto the track and position them in front of the wall on the back straight where “Winchester Speedway” was painted in bold lettering. It was perfect. Ron couldn’t resist the temptation to ride around the dirt track just to run tires on the same clay that his grandfather once tore up on the #64U Indian Sport Scout.
A lineage of Indian men chased their ancestors Gene and Washie to Winchester Speedway to rev up their legacy for another generation.
We were all having a great time and didn’t want the adventure to end, but the autumn sun was already sinking low in the sky. With our mission completed and an abundance of pictures taken to commemorate our expedition, it was time to say our goodbyes. Ron and Stephen had about a two-hour ride east to get back home. Parker and I needed a bit longer for our westward trek on modern interstate highways back toward Pittsburgh.
On the way home through the darkness, I replayed the ride over again. In my mind, I overlayed images of Gene and Washie from 70 years ago on today’s images of Ron, Stephen, Parker, and me riding the same roads to Winchester. It felt good to ride with other descendants. It felt even better to be together, chasing Gene and Washie.
The ride began with a visit to the resting places of Gene and Washie. They were then invited to ride along in spirit.
POSTSCRIPT
As much as the Indian boys would love to hear that the Harley broke down so often that we were forced to abandon our plans (or abandon Parker), the Heritage 114 did just fine. While it’s fun for us to see the old Harley and Indian wars heating up once again in this modern era (we can hear Gene and Washie piping in from the great beyond), the real benefit of that rivalry has been the development of better motorcycles from both brands. A little competition is a good thing, though Gene and Washie would still give Indian a slight edge. After all, it’s in their blood.
BMW Motorrad Canada has revealed the results of its first-ever motorcycle customization project. The company has partnered with three talented builders from across Canada and given them each a new BMW R 18 as their canvas.
The selected builders are Jay Donovan from Victoria, British Columbia, Konquer Motorcycles from Kelowna, British Columbia, and Augment Motorworks from Toronto, Ontario.
The builders revealed their bikes to BMW Motorrad Canada as well as Roland Stocker, BMW Motorrad Project Manager for the Heritage models. “These projects show how important it is to create bikes that inspire creativity and act as a good base for owners and builders alike,” said Roland Stocker.
Stocker, who was essentially involved in the development of the R 18, traveled to Canada for the reveal. He was not only impressed by the completed bikes, but also by the builders themselves. “The vision, craftsmanship, and quality of work was very impressive, especially considering how young some of the builders are,” said Stocker. “I was very pleased with the result.”
Due to its classic design and extravagant proportions, the R 18 serves as an ideal base for customization work. The centerpiece of the R 18 is its 1,802cc, 2-cylinder “Big Boxer” engine – the most powerful 2-cylinder boxer engine ever used in a production motorcycle.
“We wanted to demonstrate the potential of the R 18 and designed a project to do just that,” said Johann von Balluseck, Director of BMW Motorrad Canada. “We chose builders that would approach this project in different ways in hopes they would give us three very different styles – and that’s exactly what we got.”
The only requirements for the builds were that the custom bikes remain operational and road legal. This summer, the three motorcycles will be included in a national retailer tour, visiting locations all across Canada.
Jay Donovan – R 18 Future Café
The R 18 Future Café is a study in metal fabrication by artisan motorcycle builder Jay Donovan. Donovan’s design began with a desire to reroute the exhaust up and over the cylinder head and straight back, ending under the seat. A fully redesigned tank and upper section in bare, polished aluminum, and chopped front and rear fenders in contrasting black make for a long and sleek look.
Augment Motorworks – R 18 Tattooed Chopper
Nick Acosta from Augment Motorworks has applied the classic American chopper style to the big German boxer, which he has nicknamed “El Boxeador.” Fine, tattoo-themed paintwork paired with a sissy bar, a hand-carved headlight mount, mini ape hanger handlebars, a cocktail shaker exhaust, and a custom seat transform the bike into an instant classic with light-hearted touches.
Konquer Motorcycles – R 18 Diamond Custom
Rob Thiessen and his team at Konquer Motorcycles have taken the R 18 and created a factory custom dragster. Bronze Metallic paintwork and pinstriping, modified front and rear fenders, a custom seat, and a diamond motif throughout create a low-and-long factory custom look. In addition, gold-painted BMW roundels and an electronically adjustable exhaust help tie the new look together.
Winding around one of the many hairpins on the descent from Naut Aran, a town high in the Pyrenees that’s home to the Baqueira-Beret ski resort.
My husband, Steve, was facing a landmark birthday last August. He decided to celebrate on a motorcycle, and IMTBike had a Pyrenees tour that coincided with the date. The Pyrenees is a rugged mountain range that straddles the border of northern Spain and southern France, and it’s known for well-maintained but challenging roads and twisty mountain passes. The tour covers 900 miles over eight days and seven nights, with six riding days and one rest day.
IMTBike is a motorcycle tour and rental company based in Madrid with office locations in Barcelona, Bilbao, Málaga, and Lisbon. Steve contacted IMTBike’s managing director, an American ex-pat named Scott Moreno (listen to our podcast interview with Scott), who happily answered questions during several conversations. We wanted to know about weather in Barcelona (where the Perfect Pyrenees tour begins and ends) and in the mountains, what type of clothing we should wear, and what types of motorcycles are available. As an official partner of BMW Motorrad, IMTBike offers BMW models ranging from the G 310 R up to the K 1600 GT.
Steve shared with Scott that I was hesitant about riding in the Pyrenees. I’d gotten my motorcycle license only two years prior, and I was worried the tour would be too advanced for my limited riding experience. This tour was the first since Covid-19 shut everything down around the world, and Scott said he was joining the tour to make sure accommodations and everything else was in order after such a long hiatus. He also said he’d look out for me and not to worry. “Just come,” Scott said with his characteristic enthusiasm and charm. “You’ll love it.”
A sunset view from one the Paradors. Scattered throughout Spain, these luxury hotels are in converted castles, monasteries, and other historic buildings, and they showcase local cuisine.
Day 1: Arrival in Barcelona
IMTBike staff picked us up at the airport and drove us to a nice hotel in central Barcelona. The night before the tour started, everyone met in the hotel lobby for a briefing. Introductions were made, thorough handbooks were issued, and Spanish driving laws and road signs were reviewed. Our fearless guides, David and Mikel, described the quality of the roads, the increased amount of traffic in some areas due to tourism, and the daily fueling of our bikes. Then we enjoyed one of the late-evening dinners Spain is known for, with plenty of local specialties and vino tinto.
Enjoying a sweet treat and café con leche during one of our coffee stops.
Day 2: Barcelona to La Seu d’Urgell
On the morning of the tour’s first day, we shuttled over to IMTBike’s Barcelona office, and everyone familiarized themselves with their bikes of choice. I’d booked a BMW F 750 GS, which I’d ridden before, but it felt top-heavy and unwieldy, so I opted for a smaller, lighter G 310 R instead.
Steve and California Joe, who has 40 years of riding experience and was on his third IMTBike tour, rode R 1250 GSs. Bill and Ruth, a young Midwest couple who rode two-up, were on an F 800 GT. Completing our all-American group were Jerry and her wife GiGi, experienced riders from Long Island who are frequent IMTBike tour participants. At 79 years of age, Jerry is an inspiration and still serves as a motorcycle safety instructor. She rode a G 310 R and GiGi rode an F 750 GS. Scott rode an F 750 GS, while David and Mikel alternated between driving the van and leading our pack on an R 1250 GS. The support van accompanied us the entire trip. It transported everyone’s luggage, provided a secure place to store our helmets and jackets during coffee and lunch stops, and carried a spare F 750 GS in case one of our bikes had an issue.
Rounding another hairpin on the climb up to Port de la Bonaigua (6,798 ft).
Our departure from Barcelona was the only time we rode on an autovía (freeway), and the mountains in the distance were beautiful and inviting. Before long we began to climb into the Pyrenees on twisty curves and sweepers with beautiful vistas. Steve and I had helmet communicators, allowing us to share our excitement, continuously exclaiming “Spectacular!”
Spain is known for its Paradors, historic buildings converted into hotels that are administered by the government. The Parador in La Seu d’Urgell is a former convent. It had a small swimming pool, which cooled us off after riding in peak summer heat.
Climbing up to Col du Tourmalet (6,939 ft), one of the highest passes on the Pyrenees section of the Tour de France.
Before dinner our group met for a briefing about the next day’s ride. With drinks and maps covering the table, David and Mikel explained the coffee breaks, where and how to park for lunch, and stops at scenic points for photos. This was a ritual repeated nightly at each Parador. We would be riding portions of the Tour de France route (though not during the race itself), so they warned us about hairpins or narrow roads where we might encounter groups of cyclists.
Day 3: La Seu d’Urgell to Ordesa and Monte Perdido National Park
The roads on this tour were selected for optimum riding pleasure. There were plenty of challenging segments, and it was clear this was going to be an exciting adventure. After exhausting our use of “Spectacular!” Steve and I added “Magnificent!” and “Fantastic!” to our bike-to-bike exclamations.
I liked not worrying about navigation; David and Mikel took care of that. During every coffee break and lunch stop, our bikes were repositioned for ease of departure. I really liked that. At other times, one of the guides would stand in the street and direct traffic so we could cross lanes safely. I liked that too and felt spoiled.
The giant teeth of the Sierra de Montserrat tower over the Montserrat Monastery.
After visiting the Baqueira-Beret ski resort high in the Pyrenees, on our descent we encountered horses trotting alongside us, as free and unfettered as we were. Our travel through tunnels and over mountain passes brought us into France and back into Spain, where we arrived at a Parador surrounded by mountains with a lovely view of a waterfall.
During our nightly briefing, Scott confessed that, yes, he needed to connect with the Paradors and restaurants, but like all of us following the lockdown, he wanted to get back out in the world and enjoy the ride. Scott is passionate about motorcycles, as are David and Mikel, and the latter has been a tour guide for IMTBike for 16 years. Stoke makes all the difference.
In our helmet communicators, Steve and I repeated, “Don’t look down!”
Day 4: Ordesa to Valle de Tena
The morning coffee break occurred in France, so naturally, everyone ordered crepes. On steep, narrow roads, we passed cyclists who impressed us with their strength and endurance, but pedaling uphill didn’t look to be as much fun as I was having. We reached Col du Tourmalet (6,939 ft), one of the highest passes on the Pyrenees section of the Tour de France, and it offered spectacular views.
Late in the afternoon, we traveled through the beautiful Pyrenees National Park. Spectacular twisties brought us to Col d’Aubisque (5,607 ft), another mecca for cyclists. During a short break, a burst of applause brought our attention to another group of motorcyclists circled around Jerry. They found out she’s a 79-year-old rider and displayed their admiration.
We met some fluffy locals on our ride down from Col d’Aubisque.
We mounted our bikes in dense fog. The descent was on a narrow road with no shoulders or guardrails, with one side of the road edged by a vertical cliff. There was no margin for error. It was scary. Steve and I kept saying to each other, “Don’t look down.” We couldn’t look down if we wanted to because the fog was so thick. That was a blessing, but also a curse because the fog filled our faceshields.
Our group formed a slow conga line. The taillight on the bike in front of me was my only guide. On tight turns, the red light in front of me would disappear until I rounded the bend. Finally, we dropped below the fog, only to encounter a herd of sheep crossing the road, forcing us to stop. They kept coming and coming, making us laugh. I also laughed with relief.
Tour guide David asks, “Fog? What fog?”
By the time we checked into our lovely Parador tucked in the mountains, I was exhausted yet exhilarated. On Day 1, our guides said if we needed, for any reason, to put our bike into the van and ride shotgun next to the driver, it was always an option. As scared as I was, I trusted Scott, David, and Mikel to get us down safely, and they maintained a careful pace and conservative lines. We all tackled the trying conditions. I did it! And the sense of accomplishment felt good.
Day 5: Valle de Tena (Rest Day)
Everyone decided to explore beautiful Tramacastilla on the rest day, while David and Mikel offered to guide a loop ride. Steve and I wanted to stroll and relax too, but I wanted to test ride the F 750 GS. We asked David and Mikel if a shorter jaunt was possible, and without hesitation, they reorganized the route. California Joe joined us.
It was fun to watch David and Mikel ride together so joyfully. And it was contagious; we had so much fun we decided to extend the route. We had lunch outside with tables overlooking a lovely ski area, and we shared laughs and stories. It was another great riding day, and I gained enough confidence on the F 750 GS to ride it the rest of the tour.
We lost count of the spectacular mountain passes on this tour. Our crew at Col du Tourmalet.
Day 6: Valle de Tena to Cardona
Another day of excellent riding. More twisties, more sweepers, more landscapes, and more exclamations between Steve and me. “Bonito!” was our new favorite.
The Parador de Cardona is a converted castle, which was fortuitous because it was Steve’s birthday. Before dinner, I asked David and Mikel to take the little birthday candles I’d brought to the kitchen for Steve’s dessert. They paused and then said, “Okay, we’ll tell you. A bottle of wine and snacks are being sent to your room, and we already have candles for the cake we arranged.” I was very touched.
Steve enjoys his birthday celebration at the Parador de Cardona, a converted castle.
Dinner was in a grand, vaulted banquet hall. The food was terrific, and dessert was even better. A birthday cake was ceremoniously set in front of Steve and luckily our motley chorus singing “Happy Birthday” was drowned out by Scott’s phone blasting the Beatles’ “Birthday.” Steve was embarrassed but delighted. Everyone, especially David, Mikel, and Scott, made Steve’s birthday fun, memorable, and just so damn cool.
Day 7: Cardona to Barcelona
The last day brought us more excellent roads, and another exclamation: “Awesome!” Less than two hours from Barcelona are the Sierra de Montserrat, distinctive saw-toothed mountains that are visible from far away. As we got closer, each peak became a thick, pointy finger jutting upwards. A steep, winding road brought us to the Montserrat Monastery. Wandering through the monastery complex is well worth the visit.
Watching a funicular climb to the top of the Sierra de Montserrat.
Then, reluctantly, we returned to Barcelona. Don’t get me wrong, Barcelona is a lovely city. But our fantastic trip was over, and it was time to say goodbye to new friends. My initial reluctance to ride the difficult roads the Pyrenees are famous for was replaced with miles of joy, laughs, and confidence thanks to Scott, David, and Mikel. They’re very good at what they do, and they’re new friends too. Steve and I have since done two self-guided tours with IMTBike, and we look forward to our next guided tour with them.
The Perfect Pyrenees tour runs in August and September, and pricing starts at 2,850 euros (about $3,200). For more information about IMTBike’s tours, visit imtbike.com.
Episode 34 of the Rider Magazine Insider Podcast is brought to you by Fly Racing. Our guest is Cat MacLeod, the man behind Leod Escapes “Track and Tour” motorcycle tours, which combine track days at MotoGP circuits with multi-day scenic sport tours in Italy, Spain, Germany, Australia, and other destinations. Leod Escapes is celebrating its 10th anniversary in 2022. We talk about what makes Track and Tours unique, what makes for a successful tour, and what tours are available this year. Cat’s an interesting guy who has turned his passions for track riding and foreign travel into a business. Other than professional racers, not many people can say they’ve ridden on 10 MotoGP tracks like Cat has. You can find Leod Escapes’ 2022 Track and Tour calendar at leodescapes.com. You can aslo read our review of a Leod Escapes tour in Italy that included a track day at Mugello.
You can listen to Episode 33 on iTunes, Spotify, 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.
Mark your calendars, World Adventure Week will take place on July 4-10, 2022. Encouraging mass participation by all adventurers no matter what bike they are on, the World Adventure Week is a unique opportunity to go out and ride. The main goal: to complete 1,000 km or more in seven days.
Powered by KTM and RISER, World Adventure Week is the perfect excuse to put some mileage on your motorcycle. It is an invitation to go explore the tracks and trails you’ve always wanted to and is an opportunity to share your favorite places with the global motorcycling community.
The most adventurous riders will be rewarded with daily prizes and the chance to be featured on theworldadventureweek.com as well as KTM’s social media channels. There will be different challenges to complete on each of the seven days, with all riders completing 1,000 km or more in total receiving a personalized award.
The challenges will be open to all riders from all brands. To enter, you simply need to download the RISER app from the App Store or Google Play and start recording your rides.
For all adventurers keen to learn more about this exciting new challenge, more information is available on theworldadventureweek.com.
More information on the event’s daily and weekly prizes will be released in the coming two weeks.
Kyle Petty Charity Ride, Inc. announced it will finally complete its 26th Anniversary Kyle Petty Charity Ride Across America after being sidelined for more than two years due to the COVID-19 pandemic. From April 30 – May 6, 2022, former NASCAR driver and NBC Sports racing analyst Kyle Petty will take 125 motorcycles on a Southwestern adventure, fulfilling one of the most scenic routes in the Ride’s history. Considered one of the most successful and popular charity rides in the country, the Ride will travel through picturesque scenes across Arizona and Utah.
Presented by Cox Automotive, the Ride will begin in Phoenix, Arizona, on April 30 and return to Phoenix on May 6 – making this the first time ever the Ride has started and ended in the same city. Cox Automotive makes buying, selling, owning, and using vehicles easier for everyone and is one of the world’s largest automotive services providers. The company’s brands include Autotrader, Kelley Blue Book, and Manheim, which will host the Ride for a kick-off breakfast at Manheim Phoenix on April 30.
“Leaving the world better than we found it and fostering a culture of giving back is at the very core of who we are,” said Gus Jones, general manager, Manheim Phoenix. “The Manheim Phoenix team is incredibly excited to host the riders and celebrate the start of another great journey to raise money and awareness for Victory Junction.”
Petty will cover more than 1,500 miles on a seven-day trek along with approximately 225 participants, including nearly 40 new Riders, all to raise funds and awareness for Victory Junction – a camp dedicated to providing life-changing camping experiences for children with serious medical illnesses. Some of the highlights on the 2022 route include lapping the track at Phoenix Raceway, riding historic Route 66, visiting Grand Canyon National Park, Bryce Canyon National Park, and Monument Valley Navajo Tribal Park, seeing the Grand Staircase and Humphries Peak, and so much more.
Spectators along the 2022 route are encouraged to attend one of the Ride’s seven overnight stops or daily fuel stops to greet Petty and the riders, purchase memorabilia, and make donations.
26th Anniversary Kyle Petty Charity Ride Across America Schedule:
Day 1, Saturday, April 30 – Phoenix, Arizona to Lake Havasu City, Arizona
Day 2, Sunday, May 1 – Lake Havasu City, Arizona to Flagstaff, Arizona
Day 3, Monday, May 2 – Flagstaff, Arizona to Bryce Canyon City, Utah
Day 4, Tuesday, May 3 – Free Day
Day 5, Wednesday, May 4 – Bryce Canyon City, Utah to Monument Valley, Utah
Day 6, Thursday, May 5 – Monument Valley, Utah to Sedona, Arizona
Day 7, Friday, May 6 – Sedona, Arizona to Phoenix, Arizona
“We’ve been planning this 26th Anniversary Ride since the end of our 2019 event, and patiently waiting for the right time to gather again amidst the coronavirus pandemic. So now, nearly three years in the making, I’m beyond thrilled to finally get our Riders back together for an exciting adventure in Arizona and Utah,” said Petty. “This year’s Ride is all about stopping to see some of the beautiful places we’ve ridden by in the past, mixed with a few new places for our Riders to explore. Together, we will create memories to last a lifetime. And it’s all for the kids at Victory Junction! We ride so that deserving kids get to experience the magic of Camp.”
Because of the Ride, more than 8,210 children have attended Victory Junction at no cost to their families. On its 25th Anniversary in 2019, the Ride raised $1.7 million and sent 128 children to Camp. Victory Junction has served as the Ride’s primary beneficiary since its establishment by Petty and his family in 2004 in honor of his late son, Adam.
Among the celebrities participating in this year’s Ride are NASCAR Hall of Famer and seven-time champion Richard Petty; NASCAR legends Harry Gant, Hershel McGriff, Donnie Allison, and Ken Schrader; and NBC Sports NASCAR personality Rick Allen.
“I used to spend a lot of time in the Southwest with my late wife, Lynda, and we were always blown away by the beautiful places we saw,” said Kyle’s father, Richard Petty. “I’ve cleared my whole schedule to participate in the full duration of this year’s Ride because I’m so excited to see some of those places again and, this time, share them with Kyle and his family.”
The 2022 Ride is made possible by presenting sponsor Cox Automotive, as well as Coca-Cola, Harley-Davidson Motor Company, Dodge Law, Racing Electronics, WinCraft Racing, FLUIDYNE Racing Products, Petty Family Foundation, Headbands of Hope, Piedmont Moving Systems, Wiley X, Blue Emu, and Goody’s.
Keep up with Petty and the Ride on social media at the following accounts:
The 2022 Nightster is Harley-Davidson’s latest offering, resurrecting an old Sportster model name for a new liquid-cooled Sportster variant using a Revolution Max 975T powertrain. It’s similar to the Sportster 1250 S, but it’s dressed in more traditional garb with several classic Sportster styling cues, like the walnut fuel tank shape, round air intake cover, and a side cover that looks like the previous Sportster’s oil tank. The Nightster also uses twin shocks rather than the S’s rear monoshock. What looks like a fuel tank is an airbox cover to ensure adequate breathing for the 90-hp variable-valve-timing V-Twin, while a 3.1-gallon fuel tank resides below the seat. Pricing starts at $13,499 for the Vivid Black version, while color options retail for $13,899. More information can be found in the press release below.
The 2022 Harley-Davidson Nightster model starts a new chapter in the Harley-Davidson Sportster motorcycle story – a leap forward in performance and design while remaining an accessible entry point to motorcycling and the brand. This all-new motorcycle combines a classic Sportster model silhouette with the on-demand performance of the new Revolution Max 975T powertrain and a host of contemporary electronic rider aids and features. The 2022 Nightster model redefines the Sportster motorcycle experience for a new generation of riders.
“The Nightster is an instrument of expression and exploration, underpinned by performance,” said Jochen Zeitz, Chairman, President, and CEO of Harley-Davidson. “By building on the 65-year Sportster legacy, the Nightster provides a canvas for creativity and personalization, offering the ultimate platform for customization and expression for new and existing riders.”
New Revolution Max 975T Powertrain
At the heart of the 2022 Nightster model is the new Revolution Max 975T powertrain. It is a liquid-cooled, 60-degree V-Twin with a torque curve that stays flat through the broad powerband – and engine performance designed to deliver strong acceleration and robust power through the mid-range. The length and shape of the intake velocity stacks, combined with the airbox volume, are tuned to maximize performance across the engine speed range. The profiles of dual overhead camshafts and Variable Valve Timing phasing on the intake valves are designed to match the performance of this engine.
Revolution Max 975T Engine Specs
Displacement 975cc
90 hp (67 kW) @ 7,500 RPM
70 lb-ft (95 Nm) peak torque @ 5,000 RPM
97mm bore x 66mm stroke
Compression Ratio 12:1
Hydraulic valve lash adjustment ensures quiet operation and eliminates the need for costly, complicated service procedures. Internal balancers help reduce engine vibration to enhance rider comfort and improve vehicle durability. The balancers are tuned to retain just enough vibration to make the motorcycle feel alive.
Powerful Agility
The Nightster model pairs a nimble, lightweight chassis with a powerful engine tuned for strong mid-range performance, an ideal combination for navigating urban traffic and charging along curving backroads. Mid foot controls and a low-rise handlebar put the rider in a centered, comfortable posture on the bike. Unladen seat height is 27.8 inches. The low seat height combined with a narrow profile makes it possible for most riders to confidently place feet down flat at a stop.
The Revolution Max 975T powertrain is the central, structural component of the Nightster motorcycle chassis, which significantly reduces motorcycle weight and results in a very stiff chassis. The tail section structure is lightweight aluminum. The swingarm is formed of welded rectangular steel tubing and is an attachment point for the dual rear shock absorbers.
Front suspension is 41mm SHOWA Dual Bending Valve conventional forks designed to provide improved handling performance by keeping the tire in contact with the road surface. The rear suspension features dual outboard emulsion-technology shock absorbers with coil springs and a threaded collar for pre-load adjustment.
Rider Safety Enhancements
The Nightster model is equipped with Rider Safety Enhancements* by Harley-Davidson, a collection of technologies designed to match motorcycle performance to available traction during acceleration, deceleration, and braking. The systems are electronic and utilize the latest chassis control, electronic brake control, and powertrain technology. Its three elements are:
Antilock Braking System (ABS) is designed to prevent the wheels from locking under braking and helps the rider maintain control when braking in a straight-line, urgent situation. ABS operates independently on front and rear brakes to keep the wheels rolling and prevent uncontrolled wheel lock.
Traction Control System (TCS) is designed to prevent the rear wheel from excessive spinning under acceleration. TCS can improve rider confidence when available traction is compromised by wet weather, an unanticipated change in the surface, or when riding on an unpaved road. The rider can deactivate TCS in any Ride Mode when the motorcycle is stopped and the engine is running.
Drag-Torque Slip Control System (DSCS) is designed to adjust engine torque delivery and reduce excessive rear-wheel slip under powertrain-induced deceleration, which typically occurs when the rider makes an abrupt down-shift gear change or quickly reduces the throttle while on wet or slippery road surfaces.
Selectable Ride Modes
The Nightster model offers selectable Ride Modes that electronically control the performance characteristics of the motorcycle, and the level of technology intervention. Each Ride Mode consists of a specific combination of power delivery, engine braking, ABS, and TCS settings. The rider may use the MODE button on the right-hand controller to change the active ride mode while riding the motorcycle or when stopped, with some exceptions. A unique icon for each mode appears on the instrument display when that mode has been selected.
Road Mode is intended for daily use and delivers balanced performance. This mode offers less-aggressive throttle response and less mid-range engine power than Sport Mode, with a higher level of ABS and TCS intervention.
Sport Mode delivers the full performance potential of the motorcycle in a direct and precise manner, with full power and the quickest throttle response. TCS is set to its lowest level of intervention, and engine braking is increased.
Rain Mode is designed to give the rider greater confidence when riding in the rain or when traction is otherwise limited. Throttle response and power output are programmed to significantly restrain the rate of acceleration, engine braking is limited, and the highest levels of ABS and TCS intervention are selected.
The 3.1-gallon lightweight plastic fuel cell is located below the seat – what appears to be a traditional fuel tank forward of the seat is a steel cover for the airbox. The fuel fill is reached by lifting the hinged locking seat. Locating the fuel cell below the seat optimizes the capacity of the engine intake airbox and moves the weight of fuel lower in the chassis compared to a traditional fuel tank location, which results in a lower center of gravity for improved handling and easier lift off the sidestand.
The Nightster model features a round 4.0-inch-diameter analog speedometer with an inset multi-function LCD display mounted on the handlebar riser. All-LED lighting is designed to deliver style and outstanding performance while also making the motorcycle conspicuous to other motorists. The Daymaker LED headlamp has been designed to produce a homogenous spread of light, eliminating distracting hot spots. Combination rear brake/tail/signal LED lighting is located on the rear fender (U.S. market only).
Fresh Design Based on Classic Form
All-new from the wheels up with a look that is lean, low, and powerful, the Nightster model conveys classic Sportster model styling cues, most obviously in the exposed rear shock absorbers and the shape of an airbox cover that evokes the iconic Sportster walnut fuel tank. The round air intake cover, solo seat, chopped fenders, and speed screen recall elements of recent Sportster models, while a side cover that conceals the under-seat fuel tank has a shape similar to the previous Sportster oil tank. The Revolution Max powertrain is the centerpiece of the design, framed by snaking exhaust headers and finished in textured Metallic Charcoal powder coat with Gloss Black inserts. A cover below the radiator conceals the battery and helps the radiator appear less prominent. The wheel finish is Satin Black. Paint color options include Vivid Black, Gunship Grey, and Redline Red. Gunship Grey and Redline Red color options will be applied only to the airbox cover; the front and rear fenders and speed screen are always finished in Vivid Black.
Harley-Davidson Genuine Motor Parts & Accessories has created a range of accessories for the Nightster motorcycle, designed to enhance fit, comfort and style.
The Nightster model arrives at authorized Harley-Davidson dealerships globally beginning in April 2022. U.S. Base MSRP is $13,499 (Vivid Black) and $13,899 (color options).
Harley-Davidson stands for the timeless pursuit of adventure and freedom for the soul. Go to H-D.com to learn more about the complete line of 2022 Harley-Davidson motorcycles, gear, accessories and more.
