Are Motorcycles Dangerous?

Posted on April 25, 2025 by MotoADVR

Are motorcycles dangerous? It depends; dangerous compared to what? Context is everything, are you talking about riding a motorcycle recreationally or is the motorcycle a transportation tool in the hands of an experienced moto-commuter? People inherently compare motorcycles to cars because they share the same space, however, very few motorcyclists purchase a bike for utilitarian reasons. Moreover, it’s evident that road architecture and traffic laws apply to motorcycles, yet motorcycles are seldom taken into consideration. Motorcycles get a bad rep, because people see them among the cars, and the carnage that can ensue. This perspective is a bit one-dimensional.

Let’s reframe the question. Is playing baseball dangerous? Perhaps. Taking a line drive to the face is particularly dangerous, but rare. Most parents don’t think much about their kid playing baseball or soccer, maybe even contact football. However, would Americans feel the same way about these recreational sports if I suggested these games be played in the street?

The most recent motorcycle statistics available from the National Highway Traffic and Safety Administration (NHTSA) is from 2022. The last time I covered this topic, that information dated back to 2013. It appears the data has marginally shifted in some areas and looks even more interesting now on the other side of the 2020-2021 motorcycle sales boom. 

Here are some 2022 NHTSA data highlights:

  • 42,514 Americans were killed on U.S. roadways in all vehicle types.
    • 27,344 of those people were automobile or truck drivers and passengers.
    • 5,934 were motorcyclists.
    • 284 were motorcycle passengers.
  • 60% of motorcyclists killed were wearing a helmet.
  • 46% of motorcycle fatalities occurred during the weekend (6PM Fri – 6AM Mon)
  • 66% of motorcycle fatalities occurred in urban areas; 34% on rural roads.
  • 36% of motorcycle fatalities occurred at roadway intersections.
  • Only 8% of motorcycle fatalities occurred on interstate highways.
  • 97% of fatalities occurred in clear/cloudy, non-adverse weather conditions.
  • 58% of motorcycle fatalities occurred during daylight hours.
  • 24% of motorcycles involved in fatal traffic crashes collided with fixed objects.
  • 58% of fatal motorcycle crashes were collisions with another motor vehicle.
    • In two-vehicle crashes, 77% of motorcyclists killed were struck in the front; 6% were struck in the rear.
    • In 44% of the 2-vehicle fatal crashes, the other vehicle was turning left while the motorcycles were going straight, passing, or overtaking other vehicles.
  • 35% of motorcyclists killed were riding without a valid motorcycle license.
  • 29% of motorcyclists killed had a Blood Alcohol Content (BAC) of  0.08 grams/deciliter or higher.
    • 42% of motorcycle riders who died in single-vehicle crashes in 2022 were alcohol-impaired (0.01+ BAC).
    • 42% of all riders killed at night were found to be alcohol-impaired.
  • Investigating Police officers claimed that speed was a contributing factor for 35% of fatal crashes, concluding that motorcyclists were racing, driving too fast for conditions, exceeding the posted speed limit.

Stay Sharp

If you take a rider training course, a good instructor will be sure to mention that motorcycling is a perishable skill. It’s funny when you think about it, you spend hours studying for your automobile drivers test, days practicing your driving skills with an instructor with your drivers permit, and more hours practicing parking. However, once you’ve taken the test, you’re unlikely to practice any of those skills ever again in a lifetime unless you’re a racer, or make bad decisions and lose your license. In a lifetime, automobile accidents have become more survivable with technology. That may or may not have any impact on American’s propensity to practice driving skills, but it unlikely helps reinforce the importance of keeping skills sharp.

35% of motorcyclists killed in 2022 didn’t have a valid motorcycle endorsement, and 42% of fatal accidents didn’t involve another vehicle, merely the solo motorcyclists (and possibly a passenger). Motorcycles unquestionably lack safety features that make accidents more survivable, yet ironically motorcyclists are equally unlikely to practice rider skills, maneuverability, and emergency braking techniques. Despite the fact their life depends on it. 

Booze cruise

From what I gather, the average motorcyclist rides two to three thousand miles annually. Inversely, the Americans drive their cars roughly 14,000 miles a year. Why is that? The short answer is, motorcycles are for fun; folks like to wait for sunny and 70 weekends to ride. Considering that nearly half of all motorcycle fatalities occur on weekends and only 3% occur in bad weather, my back of the napkin math says the average bike gets out of the garage maybe 20 to 40 days a year. 

If I believe what my eyes are telling me, most of these riders are commuting from the driveway to a restaurant and back home; two thirds of all fatalities coincidentally occur in the city. Considering nearly a third of all fatal motorcycle accidents involved an impaired rider, drinking and riding seems to be prominent in the culture. I’ve said it elsewhere, Motorcycles are pontoon boats with wheels. The catch is, drunk boaters have a lot more uninhabited water to play in than the urban motorcyclists riding among the caged commuters. Most people would think twice before having a few drinks and walking down the middle of the road to get home. Why is that logic not applied when operating a motorcycle, a machine that falls over without the help of a human?

Unintentionality

After heart disease (700k+) and cancer (600k+), accidents are the leading cause of death in the U.S. Over 225,000 Americans die annually from unintentional accidents; of those, 42,000 are from motor vehicle crashes, including motorcycles. On a “Per mile traveled” metric, Motorcycles garner a lot of attention considering around 6,000 motorcyclists die annually. However, for as long as I’ve been watching these statistics, pedestrians tend to die on American roadways in higher numbers than motorcyclists; 7,522 in 2022. “Per mile traveled” is never applied to pedestrians, but is applied to motorcycles because they are seen as transportation, both in statistics and in terms of the law. However, it’s quite evident to anyone who’s ridden one, motorcycles are vastly more difficult to operate than modern automobiles. All four appendages are still required to operate most modern motorcycles. Per my previous comments, there are virtually no safety features on a motorcycle designed to protect the rider from sudden catastrophic deceleration. Moreover, roadways are not designed for motorcycles in most areas. Most lanes are designed to accommodate trucks, curves are marked with safety warning appropriate for passenger cars, steel plates, rumble strips, red light sensors, and other construction and safety warnings are used prolifically however do not function the same for motorcycles and are often extremely hazardous to riders. Motorcycles don’t behave like cars, civil engineers don’t design infrastructure for motorcycles, and it’s evident, motorcyclists behave differently on a bike than in a car. Building a case that motorcycles are dangerous on a foundation comparing cars is a bit of a straw man fallacy. Yes, motorcycles and cars share the same space, but the context of the two machines are dramatically different. 

Also buried in annual accident statistics is that over 44,000 Americans die from falls, while another 102,000 die from accidental poisoning. Considering the latter, you’re 16 times more likely to poison yourself than you are to die on a motorcycle. People consciously make the choice to drive rather than ride, under the pretense that “it’s safer in a car”. Of course, there’s protection inside the vehicle to prevent you from being killed by other vehicles. Ironically, it’s taken for granted that virtually any activity, bicycling, running, horseback riding, or play frisbee are all dangerous when conducted on a busy street, and yet because motorcycles get special permission to do so, they’re seen in a very different light. While “donor-cycles” is a popular pejorative, Americans turn a blind eye to dramatically more dangerous activities that we mundanely engage in daily. Taking over 4,000 mg of Tylenol in 24 hours can cause liver failure; and yet you don’t need a permit or prescription for that. Would it make more sense that engaging in activities with fewer safety measures be viewed from a perspective distinct to their risks?

Motorcycles are not dangerous, motorcycles are unforgiving. Motorcycles can be deadly to the inattentive, careless, or reckless. American vehicles have become larger, the drivers more insulated, and the motorcyclists population remains less than 3% of the roadway traffic. In a world where roadways had a larger concentration of smaller vehicles, preferably more motorcycles, some of these risks could be reduced (think of southeast Asian scooter traffic), unfortunately, that seems like a pipedream. “Playing” in traffic is always dangerous. So is operating firearms, table saws, or heavy machinery. Surviving on a motorcycle means understanding the very clear dangers, and adopting appropriate countermeasures, just like all life-threatening endeavors. 

Assuming you’re not drinking, not speeding, practice advanced rider skills, emergency techniques, invest significant “saddle time”, and understand the danger areas (highlighted in the stats), are motorcycles still dangerous? Compared to what?

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Yamaha Tenere 700 Clutch Recall

Posted on March 20, 2025 by MotoADVR

While walking through the corporate cube farm today, I got a random text message from my local Yamaha dealer. They’re presently stocking parts and booking appointments to perform warranty work for the recent Yamaha CP2 clutch recall.

From what I gather, Yamaha has decided to replace clutch steel and friction clutch discs for various 2023-2024 MT-07s, XSR700s, and T7s due to clutch dragging and unintentional motion. Ironically, this hasn’t made much news domestically but has apparently been going on in Europe for a bit now. (Edit: You can read the official recall notice at the bottom of this post.)

With almost 7,000 miles on my 2023 Tenere, I’m not upset about putting a new clutch in it. I’ll also confirm that I’ve noticed the clutch dragging while in neutral and squealing a bit when cold for the last few riding months. That said, the way recalls are handled in this country is particularly irritating, especially in the motorcycle realm.

In a previous life, I was the unfortunate owner of a 2007 Chevy Cobalt. On the front end of “The Great Financial Crisis”, the Cobalt was undoubtedly less than General Motors’ “best work”. Early on, the electric power steering motor would randomly go out for no apparent reason. You could get the power steering back by turning the car off and then back on again. You would never know when it would quit again, which unfortunately might be mid-turn from time to time. This happened about 6 months before an official recall came down the pipe. Like most of us, we were broke back then, so my wife drove the car until the recall could cover the $400 repair. This was the beginning of the key tumbler debacle among other recalls. In the interest of “safety”, I get it.

Manufacturers taking responsibility for their mistakes is a good thing. They should do the right thing on the front end, but “apologizing” by fixing my vehicle for free is appreciated. That said, there’s something else about how recalls are handled domestically we need to discuss; time costs money.

In certain automotive realms, if suppliers fail to deliver key components on time and in spec, the supplier is “fined” for downtime from the Original Equipment Manufacturer (OEM). I’m not defending this practice, but I realize that Yamaha loses money when their machines aren’t running and bikes aren’t leaving the shipping department; unquestionably the case for Ford or Toyota. The consumer’s time also has value. I purchased a vehicle, assuming it was built with quality components; probably akin to quality components I had on my previous vehicle from the same brand. In the event I need to take my vehicle in for a recall, that costs me time; worse if I’m forced to take time off work because their dealers have unreasonable service hours. Automotive dealers often have “courtesy shuttles” that will take you to work and pick you up when your car is completed. Higher-end dealers might even put you on a “test drive” to prevent the lack of transportation inconvenience; that even opens the door to future purchases. While I have no first-hand knowledge, many have suggested that BMW’s demo bike practices during recalls have actually helped with sales. Unfortunately, I will not be afforded such opportunity.

I want to be clear, I am very satisfied with my local dealers, and I don’t hold them responsible for this situation. The OEMs have made these mistakes and are “trying to make it right”; the dealers don’t want to be in this situation either. However, there’s no doubt the OEMs are trying to avoid spending one penny more than necessary to put the lid back on this bottle (we’re looking at you KTM). Owners that have to deal with a motorcycle recall are likely stuck taking their bike to a dealer, grabbing a ride or dragging an empty trailer back home; only to repeat the process in reverse a few days later.

Fortunately, my local dealer is going to handle this situation while I wait, but it doesn’t change the fact that an OEM owes their customers a better apology. As with my comments elsewhere about test rides, motorcycle OEMs should be helping dealers get sufficient insurance and affordable demo fleets to maximize the customer experience. Mom-and-pop shops are the most customer-focused businesses in America; there’s simply no way they can afford these amenities in today’s lawsuit-happy climate, but it’s what customers deserve when OEMs are wasting their time due to their own mistakes. There’s no reason OEMs shouldn’t be turning this apologetic experience into a potential sale.

Decades ago, we would have been comparing American and foreign manufacturers by the clear difference in vehicle recalls. Unfortunately, this problem has surpassed systemic, to the point where we consumers have rolled over and tolerated it. It’s really sad; it’s now so common we’ve run out of alternate brands to switch to. I wish I knew the answer here, but the reality is that we’re probably letting OEMs appease shareholders at the expense of the customer’s happiness, or worse, safety.

I’d love to hear about your experience with motorcycle recalls in the comments.

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Is it time for Harley Davidson’s CEO to resign?

Posted on March 14, 2025 by MotoADVR

May 2015 – February 2020

Matt Levatich was promoted to Chief Executive Officer at Harley-Davidson; at the time, H-D was listed on the Standard and Poor’s 500 leading publicly traded companies (S&P 500 or $SPX). During Levatich’s tenure, Harley stocks ($HOG) fell by 46%, while the rest of the S&P 500 gained 40%. Until the end of the first quarter of 2017, HOG stocks were keeping pace with the rest of the pack, but once off course, the drop continued until Levatich “retired” in late February 2020, just days before the pandemic crash.

March 2020 -March 2025

With Levatich “stepping down”, board member Jochen Zeitz was appointed interim CEO. Paired with internal turmoil, Harley stock fell further amid the pandemic market shock. In May 2020, Zietz was formally given the title of CEO; coincidentally Harley was removed from the S&P 500 and placed into the S&P Mid-cap 400 category in June. In the spring of 2021, Pan America models arrived on dealer floors and stock prices nearly doubled their value, rising above S&P levels. Hailed as “The top-selling ADV bike in North America”, stocks teetered around the S&P 500 until spring 2023. In the time since, stock values fell almost 75% to today’s value, overall down 14% from early 2020 when Zeitz took the reins. Yet, during Zeitz’s tenure, the S&P 500 has gained 88% value, with the mid-cap 400 gaining 60%.

After losing pace with the S&P 500 in 2017, Levatich announced the “More Roads to Harley Davidson” strategy in 2018. “More Roads” meant diversifying the lineup and finding new customers while strengthening relationships with the existing base. We now know this mission led to the release of the Revolution Max powerplant, Harley’s entrance to the ADV segment, a “Bronx” tease, and the creation of Live Wire.

Reinventing a brand predominantly associated with leathery grey beards, copious chrome, and life-saving loud pipes is an expensive endeavor. Per the commentary above, it’s evident that stockholders were unwilling to weather the storm necessary to successfully court younger riders. Instead, Zeitz, former sports shoe “C-suite” executive, brandished the side-cutters and scissors to roll out “Project Rewire” and “Project Hardwire” strategies, slashing the more roads project in favor of pursuing “increased profitability and maintaining exceptional desirability in their core market”.

The “Rewire” strategy seemed to play out well on the heels of the Pan Am launch. Unfortunately, two years later as buyers started developing “new bike fever“, along with news of numerous recalls and electrical gremlins, HOG’s stock success appeared short-lived. As of today, Harley Davidson is down 58% in operating income Year-over-Year (YoY). The Bar-N-Shield shipped 53% fewer units in the 4th Quarter 2024 as compared to the same quarter in 2023. “Live Wire”, its own independent company now (at least on paper), shipped a whopping 612 bikes in 2024. For context, Live Wire leadership claimed they expected to ship 750 – 2000 units in 2022. The Live Wire situation is actually worse than it sounds, 66% of Live Wire’s revenue is actually generated from the partnership with Stacyc electric bicycles for kids.

For folks that keep close eyes on the financial markets, news outlets are starting to hint very seriously at the “R-word”. A key recession indication, the “Yield Curve” inversion occurred some time ago, so the warning signs have been in clear sight for some time now. Considering Harley’s poor market performance over the last year or more, did Zeitz’s cut-and-slash strategy right the MoCo’s ship as it sails onto rougher economic seas?

What is the path forward?

The best I can tell, Harley-Davidson’s strategy is the same now as it was in 2021, cut expenses, promote “premium” status (whatever that means), bolster demand for “desirability”, and maximize profit margins. In addition, in recent news releases, there’s been mention of a special focus on protecting Harley’s dominance in the “Touring” market.

I’ve said this before, can an American Motorcycle company still demand premium stock shares by reducing unit output and shrinking its manufacturing footprint? Can a boutique Harley-Davidson command price premiums akin to Italian “special edition” bikes while still shipping sufficient units to attract shareholders that view Harley stocks as “desirable” as the CEO hopes their baggers will be?

While I must give credit to Harley, er, Live Wire for its “success” with Stacyc, there’s presently no bridge between electric bicycles and the new Sportster models (now starting at $10,499, down from $11,999). Yes, Ducati has since axed the Scrambler Sixty2, and now also has a $10k entry point for customers, but unlike HOG, Ducati is legitimately selling a red Italian sports vehicle. The brand from Bologna is actually racing in MotoGP and has been synonymous with performance and racing long before I was born. The Sportster, let alone the overall brand hasn’t been associated with performance in my lifetime. I get it, “sportiness” isn’t required for propping up a premium price tag. Thus I turn to the Bavarians; BMW is a force to be reckoned with in the touring and adventure category. Beemer’s new 1300 GSA will undoubtedly be recognized as the flagship for the heavyweight adventure segment; the K1600 GTL similarly for touring. On the other end of that spectrum, BMW offers a 310cc bike in no less than 2 categories. Can Harley-Davidson successfully attract young new riders when they have no domestic bridge to those customers? Can the Motor Company maintain desirability and build “brand loyalty” as the prices continue to rise out of reach of Millenial and younger generations?

Unless I missed the memo, the best I can tell, Harley-Davidson is the brand of blue-collar America. Folks walk around my office in Harley shirts all week, and the factory parking lot is full of batwings every Friday. Certainly, we can all appreciate the allure of a CVO Road Glide, but many of these same people have a love story, perhaps a closet love story, about their first Sportster. Years later I simply don’t see how the path of $30k baggers and $17k cruisers holds its “core demographic” and strengthens profitability whilst attracting younger riders to the brand. Harley’s offerings are simply too expensive for younger riders, and I’m apparently not alone in this view.  I caught this quote on Seeking Alpha discussing Harley Stock:

“Frankly, there is little room for it to grow share—it owns the segment it competes in. It just needs to find a way to attract millennials to the touring segment, and thus far, there has been little progress.”

The last 4 years have been an interesting experiment in “controlling inventory, defining motorcycle culture, and igniting desirability“. Unfortunately, H-D is now clearly bleeding money, and if a real recession is at our door, I fail to see how that changes considering Zeitz’s strategy. I can’t help but imagine what the world would be like if a “More Roads” strategy wasn’t axed right before the 2020 “go outside” boom, arguably the biggest motorcycle renaissance since the 1970’s. Perhaps we’d be in the same position, but in any case, if sinking market value led to Matt Levatich separating from Harley Davidson, by several metrics, Jochen Zeitz has accomplished “more of the same” in the exact same timespan…

Is it time for Mr. Zeitz to also move on to greener pastures?

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Tale of Two Dual-Sports

Posted on February 17, 2025 by MotoADVR

“A race bike with a plate a dual-sport does not make.”

The American moto media has applied the label “Dual-Sport” to motorcycles like the Tenere 700 the same as it describes the CRF450RL. A club of baggers bros can ride through the chasm between these bikes. In 2021, I sent my beloved CRF250L off to a new home and welcomed a plated KTM 350 XCf-w into the garage. In the time that’s passed, said 350 has received a similar goodbye, with a Yamaha WR250R usurping the dual-sport stall in the stable. One might chalk this up to boredom, but it has more to do with the intended use case.

Performance vs. Comfort

Few segments of the motorcycle market symbolize compromise like the dual-sport. Having off-road competency while providing on-road comfort and confidence are particularly at odds with one another. Weight becomes blatantly obvious when the terrain becomes challenging; inversely less weight comes as a penalty on the pavement at high speeds or windy days. Off-road cockpits tend to be spacious and allow the rider to dance with the bike on single-track. Beating the bitumen is more comfortable with a wide padded seat and some wind protection. More weight can reduce vibrations transmitted to the rider, but lacking immaculate pavement, engine vibrations are a moot point on washboarded trails. A dirt bike is intended to spend its life off-road, with virtually no creature comforts whilst pavement machines see less variability in terrain features while providing comfort for idle time in the saddle. This battle is endless, so how much time does a rider spend in either realm?

Ease of Ownership

You’re unlikely to hear a dirt bike racer beg for tubeless rims. Off-road riders won’t skip a beat about changing a tube; some can shoehorn bib mousses into tires with impressive proficiency. Maintenance skills are par for the course for off-road riders. Out on the single-track, there’s simply no service shop available to fix your flat tire. Consequently, off-road machines are built to be worked on… often. Boatloads of maintenance conveniences are designed into the motorcycle architecture to make tasks easier, but it doesn’t detract from the frequency required; nor are said features cheap. Service intervals are measured in hundreds of miles, not thousands like street-faring motorbikes. The KTM service manual says to change the EXC-f engine oil every 465 miles; the Yamaha WR250R manual recommends oil changes every 3,000; Honda’s CRF250L every 8,000. The WR requires valve clearance checks every 26,600 miles; meanwhile, KTM advises EXC-f owners overhaul engines every 4,185 miles. Assuming one follows the recommended service intervals, a KTM “dual-sport” owner would be looking at their second motor overhaul at about the same time a 250L owner would be changing the oil for arguably the first time. A dual-sport has to balance the convenience of riding against the task of wrenching. Performance, purpose-built off-road machines require frequent service; whilst under-stressed and heavier machines require more talent & fitness when the terrain difficulty goes parabolic.

Horses for Courses

You can absolutely ride a Gold Wing off-road or pack down a supermoto for a cross-country trip. Assuming that’s your fancy, I’ll conclude you revel in “type 2 fun”, believe me, I get it, but you’re in the minority of motorcyclists. Despite our cultish passion for the two-wheeled machines, they’re still tools, designed for specific purposes. Despite our admiration for Pol Tarres, deep down most of us know the T7 was designed primarily for road use. Conversely, with few exceptions, modern two-stroke motorcycles are designed for off-road use only (it’s difficult to get legal state plates for many of them). Here on the East Coast, it’s hard to beat smoker in the woods, but I’ve yet to meet a rider that compliments their road manners. Most of those riders would agree, hare scrambling a CRF250L doesn’t sound like much fun, let alone a Tenere. If you’re like most mortals, riding a motorcycle in the “meat” of its intended purpose range tends to be the most fun. For you Type 2 riders, we hold meetings you’re welcome to join.

Explicit Content

A deal on a dual-sport fell in my lap in 2018. That bike created opportunities for riding previously unimagined to me. The thought of “go anywhere” felt like a real possibility. Racing said dual-sport was equally awakening; in the off-road world, 70 pounds may as well be a ton. The convenience of a tow vehicle eliminated any reason to keep fighting a 320-pound dual-sport when a thoroughbred race bike found a home in the garage. My dirtbike had a plate, and the Jeep had a hitch carrier; driving saved energy for harder trails; trails made much easier on a lighter bike.

As time passed, boredom intensified with extended “windshield time”. For me, riding beats driving almost every time. I never trusted a European-plated dirt bike to endure the 300-mile round-trip commute to my favorite riding areas. I grew impatient with the off-road maintenance schedule and wasn’t about to push it harder. Riding a dirt bike on the street can actually be fun, but “comfortable” is seldom a word I would associate with it, contrasted against alternative options. Between highway monotony and losing a tow vehicle, my KTM 350 was put out to pasture, already supplanted by the lightest Japanese dual-sport available. The WR250R only packs an extra 45 pounds of street-worthy bloat, and hare scrambles halfway decent for a 1990’s era machine.

Here in lies the rub; in America we call the KTM 350 EXC-f a “dual-sport”. However, aside from a few street legal niceties, EXC-f models share all of their major components with their bespoke racing stablemates. We would be wiser to be explicit with our words; perhaps we should adopt a more European perspective and refer to these machines as “Enduro” motorcycles.

Yes, you can plate a dirtbike; however most folks only want that plate for legal reasons; they tow their bikes to riding areas, and avoid the pavement like the plague. The demand for these performance machines became so great, that even Honda plated their CRF450X and gave it an “L” to compete with the Austrians. Inversely, traditional dual-sports like the XT-250, XR650L, and WR250R are meant to be ridden to and through the trails and then home; they live life with one wheel firmly planted in both worlds, compromising on pretty much everything.

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Toolkit Spotlight: Asahi Tools

Posted on February 14, 2025 by MotoADVR

On a recent episode of Moto Adventurer Unscripted, Mark and I did a deep dive into tool kits, including some obscure items. As it turns out, Mark and I both tend to be loaded for bear when we’re out adventure riding. Riding solo apparently carries a weight penalty. With that in mind, we like tools that can do multiple jobs, especially those that pack small and reduce weight.

Last spring Rolling Mavericks reached out to me and asked if I wanted to try out some of their products. I mentioned I wanted to lighten my tool kit, so they sent me a set of their Asahi Lightweight Trail Spanners. Considering my positive experience with them, and a few other items, I’m sharing this info with you today, no strings attached.

Lightweight Spanners

My advice on building a tool kit typically starts with basic wrenches and sockets. These tools become invaluable when a lever needs adjusted, or a handguard gets loose. In the past, I carried five wrenches to cover the sizes I needed on various metric bikes. The Asahi lightweight wrench set cut that down to 2; 3 if I wanted to pack a 13mm (KTM loves that 13mm, irony?). The Asahi wrenches are extremely lightweight, not titanium light, but reasonable, especially for steel. The open-end spanners don’t quite get the “grip” on smaller bolts when they’re especially tight, but it’s a sacrifice I was willing to make considering weight and typical torque ratings. The foursome of Lightool Trail spanners are available $27; you could shave a few more ounces with the high-end titanium options, but you’ll really pay for it.

Zippered Mesh Bags

In the past, I carried spanners and mini-ratchet tools in a canvas shaving kit. Considering the impacts of off-road riding, said containers were typically shredded by sharp-edged tools. Unsolicited, Rolling Mavericks also included a collection of zippered mesh bags with the trail spanners. I’ve been pretty enamored with them since day one. The bags come in at least four different colors and a handful of sizes. The variety makes it convenient to separate tools based on type; when you’re thumbing through a pocket of your tool pouches, you see the color you need and grab it quickly without shuffling through loose chrome parts bouncing around in the bottom. After a season of riding the bags are still in good shape; worth the $11 for the assorted “trail pack”.

Asahi 72-tooth ratchet

This entire conversation began with the endeavor to lighten the tool kit, but ironically a toolbox addition stole the show. In addition to the above items, Rolling Mavericks sent me an Asahi Lightool 3/8″ ratchet. From the moment I could walk, I was tinkering with my dad’s Craftsman tools. Certainly, we can debate Craftsman quality in 2025, but until now, that was more or less the standard in my toolbox. By complete accident, that has completely changed; when I’m enjoying a late-night wrench session in the garage, I now reach for the Asahi 72-tooth ratchet. The Asahi ratchet is lighter in the hand (nearly half the weight), smoother to the touch, and feels dramatically more precise; no slop in the ratcheting mechanism, and many more “clicks” in the action compared to the domestic hardware store alternatives. It’s about a $50 investment; a few more bucks than Craftsman, but if you’re a fellow tool snob, it’s still a savings against Snap-On fare.

As mentioned on the podcast, if you’re building a tool kit, you can save a few bucks by going to garage sales. However, if you’re looking to shave ounces, you need to spend a few dollars. I’ve been impressed with these offerings from Asahi over the last year. I suspect I’ll be doing some shopping with Rolling Mavericks in the near future for a few other handy items that will save me some frustration on the trail later.

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The Lightweight ADV Segment Evolves

Posted on February 7, 2025 by MotoADVR

Way back in the early days of 2017, I went to the International Motorcycle Show to see the new Royal Enfield Himalayan in the flesh. The Himalayan premiered internationally in 2016 but wasn’t available in the U.S. until 2018. On the heels of the global Himalayan reveal, BMW and Honda both brought new lightweight adventure models to the EICMA show in Milan, Italy; the 310GS and CRF250L Rally respectively. Kawasaki also came on the scene with the new 300 Versys-X that same year. Honda was offering the CB500X in an “adventure touring” trim with dual 17-inch wheels at the time, but apparently got the message in 2019, deciding to install a 19-inch hoop on the front instead.

The second wave

In 2020 KTM launched the 390 Adventure based on their 390 Duke. With cast wheels (until just recently) and a few more El Bees, some made the argument you could do the same kind of riding on the Duke and save a few pennies. I saw a few 390s in the wild, but from my vantage point, it seemed most of these bikes were pavement-locked and were beginning to accumulate on the used market last year.


Honda saw fit to bump their 250 engine to 300 in 2021 (286cc), gaining parts from the CBR300R that got that treatment back in 2015. However, aside from the Himalayan getting a minor refresh in ’21 this segment remained mostly unchanged. “Global affairs” of the time undoubtedly stalling progress.

Giving the people what they want

When the Himmy first landed in the U.S., many critics said it had 400cc displacement with 250 power. In 2024 Royal Enfield fired back with an all-new liquid-cooled 450 Himalayan. CF Moto launched the new twin-cylinder Ibex 450, and Kove released the new street-legal 450 Rally the same year (both available in the U.S. today). Last week, KTM announced official pricing for the all-new 390 Enduro, Adventure X, and Adventure R models, boasting less weight, lower price, and better off-road chops. In the twenty-teens adventure aficionados bemoaned high weights and low power; it seems today much more capable machines are landing on U.S. shores.

Forces of Evolution

Long-time readers know I have a soft spot for the Himalayan 410. Had it, or the 450 for that matter, landed a year earlier, I could easily have had either in my garage today. As a 5’10”-175 lb. American, the Himmy 410 ergo’s are the most comfortable ADV bike I’ve ever sat on. At $4500 the Himmy was a steal in 2018, however, it received accurate criticism regarding quality and performance. KTM’s first generation 390 Adventure faced similar dissatisfaction, especially in the shadow of the Tenere 700, a better bike in almost every way for $2500 more.

Some would suggest that this was the trickle-down effect of emerging technology, both in terms of cost and features. With that, others would suggest this is simply the fleshing out of the segment from the brands. While I certainly believe that is true, I think it’s worth pointing out additional market forces. Riders like Pol Tarres have unquestionably proven the capability of adventure motorcycles. The off-road allure is catching the eye of more and more East Coast riders; a place that requires more pavement riding between forgotten trails and county roads. Younger riders are anxious to dip their toe in the ADV pool, but middleweight prices are moving out of reach.

At the same time, more and more Boomers are reaching their final bike purchase; coincidentally recognizing these adventure bikes are heavy. Older riders want to stay in the segment but recognize their limitations. The marketing and generational forces are likely facing significant pricing headwinds due to economic contraction and more stringent borrowing conditions. Recent news of KTM is a stark reminder of this truth. Unquestionably they’ve made bad decisions, but I’ll wager this is the symptom of the overall problem, not just an outlier.

The causes of these circumstances will be speculated for many years. Ultimately it’s evident that there is now sufficient demand for sub 400-pound, lower displacement motorcycles, with adventure creature comforts, upspec suspension, and dirtworthy wheels at an affordable price.

What does the future hold?

Last week a digital rendering of a Hero Motorcycles “Xpulse 421” circulated around the moto news outlets. As I’ve mentioned, considering Royal Enfield’s growing presence and Bajaj’s cooperation with KTM, I expect to see more evolution emerging from India. This tease from Hero, on the heels of the 2023 Dakar victory, is more evidence to that point.

Looking at more established brands, BMW pulled the cover off an extremely fleshed-out and apparently capable 450 GS concept last fall. Kawasaki teased a new addition to the adventure space at EICMA; showing mostly forks and a 21-inch wheel, just enough engine poked through the display to reveal twin exhausts. The teaser also included the words “Life’s a Rally. Ride it. KLE Est. 1991”. Is the Green Monster hearkening back to the KLE500 or is this a Rally-ized new Versys 650?

I’d be remiss not to point out Triumph’s diminishing presence in the dirt-worthy ADV space. This year Triumph cut the Tiger 900 “Rally” back to a single offering; the sub-1000cc Tigers are now offered in mostly “ADV-Touring” trims. Considering the new success of the Scrambler 400, I have a strong suspicion we’ll see more sub-700 offerings from the Brits; hopefully a Tiger Cub among them.

In the last ten years, we’ve seen significant evolution in weight reduction, technology, and capability in the middleweight ADV space. It seems the lightweight class is receiving similar treatment. Meanwhile, I suspect we’ll see more conservative tech, and significant outsourcing in the interest of offering affordable pricing. If true, the most aggressive off-road adventurers and the most budget-conscious buyers both win.

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Will Electric Motorcycles weather the impending storm?

Posted on December 16, 2024 by MotoADVR

News broke last week that Stark Future is releasing an “enduro” electric motorcycle based on its Varg motocross (MX) variant. The new Varg “EX” is supposed to be street legal, carry a charge for about 6 hours of ride time, weigh 264 pounds, pulls with 60 ponies, and sets the buyer back $12,900 ($13,900 gets you 80HP).

Stark has thus far capitalized where Alta seemed to fall flat. A close friend of mine recently sold his 300 two-stroke woods bike and bought a Stark; telling me it’s one of the most impressive bikes he’s ever owned. That’s high praise considering over 100 motorcycles have passed through his hands.

After years of empty promises from EV companies, I’m highly doubtful of range numbers considering the complex myriad of factors that dictate the real-world outcomes. I will say that I’m skeptically optimistic, if this new Enduro bike can pull 4 or more hours of “dual-sport” riding in eastern Kentucky, I’ll be the first to sing its praises. That said, beyond skepticism, my biggest concern with EV motorcycles is that up until now the industry’s marketing people seem to have missed the plot. Electric is not, and will not, be a direct replacement for internal combustion. EV is an alternative flavor of “fun”, with its own pros and cons.

Stop pretending

Bookmark this post, as I hope I’m wrong. Considering that electric cars date back to 1888 (the Flocken Elektrowagen), if not before, the narrative of “once battery technology advances” rings hollow. Gasoline is 13 times more energy dense than batteries by volume; hence the whole range problem; more batteries for more range is more weight which requires more batteries, reaching a point of diminishing returns. Expecting a more efficient, yet profoundly less energy-dense locomotive solution to be a direct replacement to an existing infrastructure isn’t impossible, but highly improbable considering the hurdles of chemistry and physics.

That said, electric has massive torque, emissions, and sound pollution advantages over internal combustion engines (ICE). Marketing folks should playing to those strengths instead of trying to beat ICE motorcycles at their own game. Electric vehicles have massive potential to penetrate areas that have recently closed or are off-limits to ICE vehicles; indoor and urban locations immediately come to mind. Inflating the range numbers based on the most ideal use-case is a losing battle; it’s time to focus on where electric clearly wins.

Silence is golden

Not long ago, I published a review of the SUPER73 R-Brooklyn. That review covers lots of the advantages of the e-bike “hybrid” powersports space; a years later, that segment has become more popular with the likes of the Talaria MX5, Surron Storm bee, Zero XB, and now the Varg EX. Understandably, there’s a heap of regulatory red tape that e-bikes must to overcome, however, it doesn’t change the fact that the door is now open for e-powersports in noise-ordnance-riddled urban spaces that have long since policed motorized activities out of town. Dayton currently has a significant number of abandoned public parks and golf courses. These areas, and certainly more around the country, are prime locations to rebuild a motorsports community in more population-dense areas, without offending the neighbors (Look up “Electrek Valley Bike Park”).

Now, if you engage in an online discussion about a new e-bike, without fail, you’ll hear the proverbial shout from the back, “I can’t live without the SOUND of a motorcycle”. That’s fine, we’ll always have those people, however, it’s undeniable that silence is a massive selling point for electric bikes. The ability to “hear traction” and get up close and personal with nature is something I want with a dedicated woods machine. I’ve endured countless negative dog and deer encounters thanks to my two-stroke; I’d much rather be in a position where I have the element of surprise for once. Blending in with nature, whilst hearing the front tire letting loose before a low-side crash is a superpower.

Horsepower is impossible without torque

…and electric has buckets of both. Near instantaneous torque is what makes electric so addicting; dank nooners and effortless climbs, electric motors put power to the back wheel, right bloody now. That’s the whole purpose of motor controllers, to smooth the power delivery output of the motor so that it’s usable. Personally, I’d like to see most of these bikes with a hand-operated rheostat… er “clutch”, but we’ll save that argument for a different article. The point is, electric bikes have the potential to excel in the most difficult terrain (like trials), and especially in artificial man-made terrain indoors, offering more access to more riders. Simultaneously, there’s an argument to be made about electric bikes being “cleaner” when confronting the gnarliest of outdoor natural terrain. If the industry is serious about being a force of change, we need more people like Taddy Blazuzuak competing in the gnarly races on an E-moto.

The headwinds

At the risk of being the economic doom-dealer, recession is on the horizon, if not already here. KTM’s trouble isn’t the disease, it’s a symptom. Thanks to the events of 2020, we’ve had a euphoric “boom” in the moto industry. The bust is waiting in the wings; it’s a matter of when. This week I saw a brand new ’24 GasGas 250 two-stroke enduro on sale for $6,800. That bike retails over $10k. I made a profit on my enduro 2-stroke when I sold it in 2022, today I could almost buy a brand new one with those proceeds. Stark is asking double that price for a new Varg EX. Surron wants $4,400 for a “light bee” (hybrid e-bike), and $8500 for their new Storm Bee (E-motocrosser). OEMs dealing in petrol-powered toys are slashing prices to move inventory, and but EV is asking a premium for their new technology. The good news is that considering the limited supply from companies like Stark, they’ll probably get it. However, depending on how deep the consumer gets cut over the next 2-5 years, they may not.

The internet is covered with articles about the failure of Brammo, Alta, Cake, Fuell, and Energica. Many of these companies failed in “good times”, how will electric motorcycle companies fare in hard times? I reiterate, these companies must stop trying to compete in the range department, but illustrate how electric is different, and where electric is clearly better. Moreover, by orders of magnitude, motorcycles sell on sex appeal, not their stat sheet. Simultaneously, if you can get the same number of smiles per hour, at half the price for new, and even less for used, these premium electric bikes have a tall mountain to climb. This may not matter in “good times”, but economic winter is most certainly coming.

I think Stark “has the stuff”; thus far they’ve continued to impress on all fronts. Ideally, the owners are personally invested and will weather the storm. To my surprise, Zero has held on the longest thus far, more impressive considering sex appeal is not remotely their strength. Their new XB fits exactly into my playbook (although it looks oddly familiar to a Surron…), so hopefully they’re re-baking the formula to play to EV’s strength, while the off-road segment is still growing.

Do think the electric motorcycle segment has the bright future the marketing people claim or is it just the newest thing when folks have cash to spend?

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Fixing KTM: Rebranding Pierer Mobility Group

Posted on November 25, 2024 by MotoADVR

At this point I assume everyone in the ADV space has heard the news, Pierer Mobility Group, KTM’s parent company, is struggling. There are a number of factors at play here, economic compression, growing inventory, questionable camshaft reliability, and the part I want to address, brand identity.

The logistics and financial situations are a constant battle; companies must ride the waves of the economic cycle. Certainly, the company should be making wiser decisions, like creating more realistic manufacturing targets, and tighter quality controls. Still, to right the ship, most of Pierer’s issues stem from lack of differentiation between the brands; there are simply too many roosters in the hen house.

Pierer bought the Husqvarna moniker in 2013 and then went on to purchase the GasGas label in 2019. If you walk into a dealer under Pierer’s umbrella today, you may see all three of these brands in the same showroom. For the casual buyer, you might say that you can now buy a KTM in orange, white, or red plastics. The previous statement is technically untrue, there are nuanced differences between each brand, especially when looking at the street legal options, but the premise is the same. If you’re an amateur rider looking for a dirt bike, the flavors aren’t that diverse across brands. As it stands today, KTM offers over 17 different off-road-only models aimed at adult riders, when you expand these offerings to 2 other brands, that’s an incredible amount of duplicate inventory to maintain.

Based on what I’ve heard from my local dealers, Pieier is attempting to utilize KTM as the staple performance machine, Husqvarna as their “premium” offering, and “GasGas” as their most “fun and accessible” motorcycle. I understand the marketing lingo behind these strategies, and I agree with them. Unfortunately, I think engineers, accountants, and marketing managers have failed to make these differentiations a reality. If I may, I’d like to suggest some changes.

KTM: Race Heritage

KTM has been serving up orange victory Koolaid in the Dakar Rally since 2001, and finally clinching a Motorcross 450 Championship in 2012. Today KTM is a staple in every off-road segment and is arguably the reason we can still buy a 2-stroke motorcycle in the U.S. & Europe.

KTM’s focus should be thoroughbred off-road machines, with some performance adventure machines in the mix. Today’s flavor of motocross and hare scramble machines are exactly where they should be, along with the KTM 890 Adventure, and 890 Adventure Rally bikes. The early news about the revised KTM 390 Adventure also fits well into this new vision. Ultimately the message should be, riders that want a “woods or track weapon”, buy KTM.

KTM target customer

  • Motocross racing
  • Cross-country racing
  • Performance off-road Adventure

GasGas: Rugged Off-road for everyone

For folks unfamiliar, GasGas originated in Spain. Trials has been the bread and butter for GasGas since the 90s, while their victories also include Enduro championships in the same era. GasGas’s heritage has been about tackling tough terrain, not so much about speed or winning on tracks. That experience, combined with affordability and ease of ownership should be the GasGas benchmark. If riders are interested in riding trials, enduro or hard enduro, they should be browsing the red bikes. Considering that “rugged” is the spirit of GasGas, I also think they should be offering trail bikes and dual-sport machines for prospective buyers; reliable bikes that are meant to take incredible punishment, even if (perhaps especially if) they’re in novice hands. If orange bikes are the thoroughbred race horses, the red bikes are mules meant to go anywhere.

GasGas target customer

  • Trials
  • Enduro
  • Hard Enduro
  • Rugged Trail Bikes
  • Dual-Sport

Husqvarna: Premium Technology, comfort, and performance

Husqvarna was originally a Swedish company, and interestingly enough, has roots in grand prix racing that dates back to the 30s. Considering Pierer’s current model of “Premium”, and the fact that Husqvarna actually has the longest heritage of all three brands, it seems fitting that Husqvarna should be the bread-winner with respect to emerging technology, premium components, and rider creature comforts. In line with the new Norden 901 Expedition, I think Husky should take over the responsibility of the new 1300 adventure platform from KTM. While not to belittle Husqvarna’s race pedigree, it unfortunately hallows in comparison to KTMs more recent victories, and makes more sense for KTM to keep the hard adventure segment, while leaving the premium “touring” buyers to chase after the white horses. That said, I do think it’s worth putting “special edition” models under the Husky logo; accounting for Graham Jarvis and Billy Bolt’s exploits, special edition Erzberg and 6-days Husqvarnas make sense (I know, Mani is still a beast).

Lastly, Husky should be the street bike brand. Husky re-emerged from Pierer with the Svartpilen and Vitpilen, and should continue on that journey, unchained from the styling and engineering choices dominated by off-road industry. KTM was known for its dirt bikes for a long time. Considering current damage to brand reputation, and the fact that others have suggested “KTM is a dirt bike brand with a street bike problem”, let Husky usurp KTM and offer premium road bikes in a demographic that is unquestionably distinct from the off-road community. I’m not exactly sure how to handle it in MotoGP, but it seems more applicable to put the “Motorcycle Grand Prix” brand back into premier class MotoGP rather than KTM. I’ll take that further, that is may even make more sense for Pierer to jettison MotoGP, and focus on World Superbike; albeit, that’s well outside of my wheelhouse of expertise.

Husqvarna target customer

  • Road Racing
  • Touring
  • Adventure Touring
  • Street
  • Special Editions

Without a doubt, these changes cost money; money that Pierer is already saying it needs to stay solvent. Assuming they can stop the bleeding, I still believe these changes are necessary to keep all three brands afloat. Circa 2008, General Motors was fighting this same battle. Pontiac was among the brands that didn’t survive the war. I have every reason to expect MV Agusta to be sold from under Pierer’s umbrella, but then again, I can also see the other red brand getting the axe first. Time will tell.

Assuming they stay solvent, do you think my plan will work? What changes would you propose?

Note: Hat tip to Chris Cope. These types of articles are his specialty, I hope he sees imitation is the finest form of flattery

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Tirox Snapjack Xtrail Review

Posted on October 14, 2024 by MotoADVR

Vague front-end feel, crappy handling, the dreaded sound of hissing air, or just the “flop-flop-flop” of a tire desperately trying to find its way off the rim. A flat tire isn’t the end of the world, but it’s a significant obstacle if you don’t have an easy means to remove a wheel in order to patch or swap an inner tube. For experienced woods riders, a solution is merely a stick or a log away… but for the dual-sport and adventure crowd, sometimes finding a feasible solution to prop up the bike in a gas station parking lot is a challenge; at least not without offending the proprietor. Fortunately, Tirox has been working on a solution to this problem for several years, and the new Snapjack X-trail motorcycle trail stand is now available.

In the interest of transparency, I’ve had a standing relationship with Tirox for many years now. When the owner of Tirox was working on this new stand, we had several conversations regarding the design, so to some degree I may have had a (very) minor influence on the final product. All this to say, I have received a free X-trail stand to test. Albeit, I’ve been testing and helping to develop this product for a couple years now, I believe in the product, but I also recognize I have a bias. That said, I think the results speak for themselves.

How does a trail stand work?

In the absence of a lift, “paddock” or “pit” stand, the Xtrail works like a secondary kickstand as a way to lift a wheel off the ground to clean a chain or remove a wheel. If removing the rear wheel, a strap is used to lock the front brake, with the kickstand down, the rider pushes the bike over slightly on the kickstand, lifting the right side of the motorcycle, and placing the trail stand under the bike in a secure location. Ultimately, a trail stand makes use of a single wheel and the kick-stand to form a stable “tri-pod”.  

Why do I need a trail stand?

Per the comments above, tossing your bike over a log and finding a hardy stick is a feasible solution for removing a wheel on the trail. However, it’s more convenient to pull off a wheel and change a tire, wherever you want to. The X-trail packs easily in a pannier or a tool tube that can be fitted to your bike, behind your pannier rack, or even on your gear. The X-trail also includes a reliable means of locking the front wheel and even a reusable zip tie to hold the stand to the bike if needed. Unlike a “stick” the intent of the X-trail is to hold the bike stable so you can do the work to the bike with less fear of it toppling over.

What makes the X-Trail special

Trail stands aren’t exactly new. There are threads on ADV Rider where folks have disassembled a crutch and packed the telescopic part in the pannier bag. At this point, there are multiple aftermarket trail stands available for dual-sport bikes. That said, the X-trail is specifically designed to focus on strength, stability, and flexibility. A stick or a crutch will pivot and rotate if the bike moves. If the front tire isn’t planted, if the soil shifts, or if you rock the bike too much when wiggling the wheel out, the “third leg” of the tripod pivots, and if you’re lucky, the bike just gets “lower” and you’re not wearing it. The X-Trail’s foot is a serrated fixed platform, intended to keep the bike in a fixed position, despite standing in sand or mud. The X-Trail’s “hook” is also designed to be used in multiple positions, offering solutions for removing either the front or the back wheel, and also being useful on a wider range of motorcycles.

What’s my experience with the X-trail?

I easily spend 50% of my time riding solo, including dual-sport and even strict dirt riding. Self-reliance and redundancy tend to be priorities when riding solo. The X-trail is small enough that it could feasibly be attached directly to the bike to save space, but in my case, a tool tube is the preferred solution for transportation. Along with the X-trail, I also pack a patch kit, zip-ties, spare wire, and some fuses in the tool tube, then leave them on the bike all the time. In 2021 I spent a week living off the back of my CRF250L; during that week I realized I needed to make a tire change. I stopped at Rocky Mountain ATV one afternoon and changed both tires in the parking lot using the X-trail. It’s also been invaluable on a handful trail rides, making a trailside flat repair a minor event. There are other solutions available, including “free ones” in nature, but it’s a cheap insurance policy that works about anywhere.

Where can I get an Xtrail?

The Tirox X-Trail is available from a number of online retailers, comes with a lifetime warranty, and will set you back around $60. You can also find out more at TiroxProducts.com.

Posted in Opinion | 2 Comments

Motorcyclists beware: Road Closed Due to Culture Clash

Posted on January 2, 2024 by MotoADVR

I caught this news headline a while back, “Construction zone along I-75 facing changes after 2 fatal crashes within weeks”. I-75 has been under construction for 2 decades here in Dayton, and unfortunately the situation has finally  come to a head. After a long summer of major traffic incidents, including fatalities, the state has decided to close the interstate through Dayton. When confronted by the decision, the governor responded with:

  “Excessive speed, texting, and otherwise distracted driving has reluctantly led us to an unfortunate decision. Despite our best efforts, our State troopers and local law enforcement have simply been unsuccessful at thwarting the guilty offenders. Our public servants are simply understaffed, and despite federal aid, we cannot front the necessary resources to keep Ohioans safe. Regrettably, we must close the interstate until further notice. Once the necessary infrastructure repairs have been completed, the transportation department will reassess the possibility of reopening the thoroughfare.”

That’s ridiculous you say? Indeed, the carnage taking place on public roads in Dayton is very much true, however I crafted the fictitious response above. “There’s no way they would close the interstate!” you say. Agreed, under the circumstances I have described, they wouldn’t; it’s not culturally acceptable. However, unpaved public roads are closed under similarly described circumstances, with great frequency.  

What do you mean culturally acceptable?

While I’ve been unable to find the exact ordinance, multiple sources suggest that in Cleveland, women are strictly forbidden from wearing patent leather shoes. Imagine if you will, a law enforcement officer arresting a woman outside the theatre, because of her flashy footwear. Preposterous, but in the event an officer of the city sees a woman in patent leather shoes, that officer is choosing to let a person willfully disobey the law. How does this happen? In today’s world, It’s no longer culturally acceptable to arrest someone over their choice of shoes. Politicians know full well, demonstrations would be held in front of the county courthouse the moment that took place. Our culture won’t stand for it.

Inversely, if you want to spend twenty-geez on a side-by-side UTV, load it down with beer, and then hold the accelerator to the floor in every mud puddle you find, the locals will let you get away with it… Until they don’t. Eventually, enough complaining from residents will have the sheriff, if not federal authorities, install a gate; closing access to what was once seen as public property. Equestrians, bicyclists, hikers and bird watchers will likely retain access, moreover they’re bound to promote the wisdom of closing the byway to motorized traffic. It is culturally unacceptable to hoon around on a powersports vehicle, litter, and excessively wear public routes (especially after sundown). It is quite evident however, that it is culturally acceptable to punish the innocent by limiting access, or even outright closing areas to the public, under the guise of safety or preservation. In the end, the pedestrians outnumber the off-road community by a wide margin. In Red River Gorge, this was The Narrows Road, recently miles of trails were closed in Moab, Utah, and just last week, Flatlands Road near Suches Creek was closed in Georgia.

It’s time for a culture change

Folks aren’t going to like these terms, but this is the tyranny of the majority to quell the poor decisions of individuals while lumping them with a minority. Government funding for maintenance and law enforcement for these backcountry areas is limited. In the end, closing these areas means municipalities, counties, and park services can stop fighting a complex problem and spend that money on something that appeals more to voters. While I would love to promote a massive demonstration of off-roaders parked out front of various government buildings to protest the mass punishment of the innocent, I suspect it will be received like the “Freedom Convoy”. Our movement to keep public access unfortunately means improving our very underserved image, building relationships, offering alternatives to the rowdy crowd, and policing our own.

Seeing is believing

Gandhi said, “Be the change you wish to see in the world.” I’d love to wait around for our great off-road freedom fighter to show up and whip these authoritarians into shape, but that savior isn’t coming. Virtually no one is going to go toe-to-toe with “city hall”, if we want maintain the riding access to public roads we have, we have to be perceived as a force for good. I type this, reluctantly, because I’m the last person to adorn my helmet with a halo and promote a message of “set a good example” for the public. Unfortunately, we have no other choice. We’re swimming up stream against climate activists, government budget shortfalls, and generations of Americans that have no idea why anyone would ever engage in a risky behavior like motorcycles. If we want to hold the line, we must band together to present a brand that non-riders want to associate with.

Off the top of my head, the first, best method is the formation (or reinvestment) of clubs with focus on supporting the local communities and the highways and byways we ride. The Daniel Boone Backcountry Byway hosts two annual events called “back the byway” where Jeepers get together to fundraise for trail repairs and pick up trash along the routes. If the local trails are littered with beer cans and candy wrappers, some folks feel less guilty adding to the squalor. If a band of motorcyclists is keeping the byways tidy, the casual passerby feels at least marginally delinquent about throwing trash on the ground, let alone how the locals perceive the club when they’re hauling bags of garbage to the dump. I recognize this is tall order; motorcyclists are typically “rugged individualists”. Unfortunately we can individually lament the loss of public access, or band together in attempt to thwart it.

Building relationships

Getting motorcyclists to join a club for a cause is one ask, having that club establish relationships with the locals, especially the authorities is another level. In most cases, the sheriff, the Park Ranger, and the locals couldn’t care less about disappointing some out-of-towner when they close a trail. That discussion becomes much more painful when they have to look a familiar face in the eye. As clubs and individuals, we have to go out of our way to meet local residents and authorities and leave a positive impression. For Adventure riders, this should be easy. If you’re grabbing a sunrise breakfast at the local diner, when you spot the sheriff, tell them to have a great day (bonus points for buying their coffee). Meeting the local park service folks may be a bit more difficult, but if you’re passing through those areas, opportunities arise, and in the interest of volunteering, have your club make some shirts, and show up to hiking trail clean up days. You’ll meet the locals, the trail support people, and maybe even some activists; subsequently you’ll get the opportunity to put a name to an otherwise faceless stranger that has been demonized as a trail destroying force. Taking this a step further is networking with the 4-wheeled organizations; they’re a larger part of the overall population and like it or not, they’re in the same boat with us. If you’re really motivated, it would be wise to befriend the mountain bikers. They will undoubtedly be less likely to understand our plight, but you’ll have your foot in the door with the pedestrian community, and while they don’t see it coming, parts of the hiker community will gladly kick bicycles off the trail when they’re done with us.

I get it, this is work. It’s much easier however to keep a trail open, than it is reopening a trail that’s been closed.

Ride rowdy

All of us have that one friend. If you don’t, it’s probably you. Wheelies in the parking lot, every incline turns into a hill climb contest, holding the throttle open and praying is easier than finding skills and talent… I can go on. These folks are apart of the community, and they’re not going away. Motorcycles attract extreme personalities; ultimately folks need opportunities to ride the way they like to ride. The first answer to this is private property. There are various motocross and enduro clubs around the country. We need to network with these organizations to get new members to the clubs that are accepting, and ideally set up public events at these spaces that offer the kind of riding the ornery folks enjoy. Events like these become maintenance and improvement fundraisers for the clubs and a networking opportunity for everyone. A similar situation can be offered by public organizations, but needless to say, most of them will balk at the possible “trail damage” caused by competition events. I want to reiterate, I’m not trying to push the rowdy riders off as someone else’s problem, to some degree these folks are simply missing the outlet they’re looking for, at the price they’re prepared to pay to engage in it.

Policing our own

When folks can show up and pay nothing to hoon around, they’re going to. Unfortunately there will be those among us that refuse to play nice with public riding areas; be it nihilism, narcissism, laziness, or deviance. Unfortunately, counter culture is as much part of the motorcycle culture as “live and let live”. Again, as individualists, I’m asking that we evolve to something beyond our station. When we see one of our own behaving in ways that will likely come at a cost to us all later, we have to say something. It’s uncomfortable and very much against my nature. Unfortunately until we build a massive off-road paradise, we’re stuck dealing with trigger happy authorities that are simply looking for an excuse to close access to off-roaders. We have to guard our brethren and prevent them from becoming said example, if we can.

Talk is cheap

Closing a road, installing a gate, passing a law, issuing citations, and publishing editorials (like this one) are easy solutions. You know what’s hard? Leading by example. In the last 3 years we’ve seen globally that telling other people what to do is easy. Proving that your actions lead to better outcomes takes effort. It’s human nature unfortunately. Doing the same thing expecting a different result is insane. If we want to strengthen our community and keep trails open, we have to do something different. We have to make the hard choices and evolve. I pray that writing this article is the first step for me personally. I hope to find at least some of you on the same “proverbial” trail in the future, headed in the same direction.

Posted in Opinion | Tagged , , , , , , , , , | 12 Comments