Video: Flynn Bryant
Get more info on the People's Champ: https://www.biltwellinc.com/pages/peoples-champ-about
Name: Barnie Bowman
Instagram: @Barnstormerr
Location: Sterling, Virginia USA
Bike Year: 1946
Bike Motor: Knucklehead
Barnie's bike started as a 1947 knucklehead engine and a 1950 panhead frame that needed a lot of work. In the end, he nailed the traditional stance and style he was going after. The high-shouldered 19/21 rims are a nice touch and the delicate Pea Shooter front fork is super classy. Barnie shot the paint himself in his backyard and said his welding and machining, along with his patience, greatly improved over the course of the project. Proving that this machine is a go-bike, not just a show-bike, Barnie successfully piloted it over the Ortega Highway to Cook's Corner for the party and final voting. Thanks for being a part of the 2023 People's Champ, Barnie!
Follow Barnie: @Barnstormerr
Photos: Geoff Kowalchuk
Video: Flynn Bryant
Get more info on the People's Champ: https://www.biltwellinc.com/pages/peoples-champ-about
Al Hackel's entry for our 2023 People's Champ competition has to be one of the most ambitious motorcycles in the history of this event. Starting with a single cylinder and head from a WWII-era Wright R975-46 radial helicopter engine, he built out from there. Being a welder and machinist by trade, Al created the frame and fork from scratch. Amazingly, the cases were carved out of billet as were the Flash Gordon-inspired valve covers. Don't overlook the awesome tail light, shift knob and velocity stacks from Maritimer Glassworks. Ultimately Al's bike wasn't rideable in time to be considered for the Champ title but thankfully he did haul it to Cook's Corner for our annual party and award presentation the night before Born Free where it definitely blew minds. Nice work, Al!
Follow Al: @alhackel
Photos: Geoff Kowalchuk
Video: Flynn Bryant
Get more info on the People's Champ: https://www.biltwellinc.com/pages/peoples-champ-about
TOOK KIT CHECKLIST
(FITS IN EXFIL-0 tool roll inside EXFIL-7 bag)
Chicken Rick @chicken_fried_choppers
One off-road subset I find particularly interesting is the Back Country Discovery Routes—BDR for short. Unfortunately, most of these trails are located in the western United States. Not long ago, however, a new BDR route opened up much closer to my East Coast home. The Mid-Atlantic BDR (MABDR) is 950 miles long and starts on the Virginia/Tennessee border, then winds through West Virginia, Maryland, and Pennsylvania before crossing the New York state line. That’s the one that calls my name.
With that dumb idea in my head, I set about assembling a few other gluttons for punishment to join me on such a ride. To my surprise, the response to my wild hair was overwhelmingly positive.
Adam Sandoval @adamsandovalofficial
I started a group chat to keep interested participants up to speed. The trip would be just for fun: no matching t-shirts, chase trucks, or strict itineraries. Our jump-off point would be at the Clarion Hotel in Damascus, VA, on Memorial Day. Nothing else was carved in stone.
With that loose plan penciled on the calendar, I focused on building a bike for my adventure. My buddy Dr. Matt found a ‘97 XL1200 online just 20 minutes from my home. Its previous owner was getting out of motorcycles, so he gave me spare parts, riding gear, and a Harbor Freight table lift as part of the deal. I gifted Dr. Matt the bike lift for his trouble and checked the calendar. It was December 30. I had just five months to turn another man’s misguided chopper project into an off-road warrior.
Brandon Long @badfishcustoms
My donor bike’s motor was strong, but everything else was junk. My basic conversion plan was to alter the riding position, add some off-road tires, and upgrade the suspension. I used one of my LeRoy Tracker inverted front-end kits with some mods and additions. For the rear, I installed a set of 12.5-inch-long RWD piggyback shocks to give the bike more ground clearance. The only one-off part on the bike was a custom seat Counterbalance Cycles built to my specs, and it turned out great. Everything else on the bike was simple bolt-ons: stock peg mounts, a 3.3-gallon fuel tank, and some 9-spoke mags with Shinko 805 Adventure tires.
We finished converting my Sportster with a week to spare—plenty of time to ride from Buffalo, NY, to Damascus, VA. Dr. Matt was my travel partner and rode a similarly spec’ed XL with some personal touches of his own. The ride to southern Virginia was mostly trouble-free, but our 110-mile range forced us to stop every two hours for gas. It rained a couple of hours on day one, but the weather gave us a break for the rest of our ride to the jump-off point.Jay Adamski @speedjonesy
When we arrived at the hotel in Damascus, ten guys were waiting for us and four were MIA. We had a short rider’s meeting to discuss trail protocol, then agreed to follow a lead rider who used GPS info off the MABDR website. None of us had ever ridden this area before, and certainly not aboard a 550-pound Harley dirt bike.
Along the route, we picked up a guy named Brandon aboard a heavily modified off-road XL. Everything was going well until about 100 miles in. That’s when our group leader got crossed up in a mudhole and low-sided. While we were getting his bike straightened out, we noticed that half the group was missing, so a couple of guys turned around to assess the damages. As it turned out, one of our guys went down and twisted his ankle. He rode through to the end of that off-road section then took the pavement to the hotel. This wasn’t going to be easy.
Tim Statt @gigastatt
At four p.m. we stopped for gas before the last 75-mile off-road section of the day. Some of us had had enough and hopped on the highway to make a beeline for the hotel. I led that group. That might sound like a copout, but it was still 2.5 hours of twisty two-lane at the end of a long day. In this part of West Virginia, there are no bad motorcycle roads.
Chris Marino @coolbeanschris
On the second day of our adventure, Amy’s 4-speed Sporty was giving her a hard time, so she switched to her Dyna S and gave the trails another shot on an even less sensible machine. Since Heinrich crashed out, one guy left our party and two more joined in. At 175 miles, day two was the longest by far, with our destination that evening being Smoke Hole, WV.
Things were going pretty well until our first gas stop. GPS was glitching, so we pulled out our trusty paper maps and tried to find petrol. That’s when things went off the rails. Half the pack went ahead to the gas station. One bike wouldn’t start, so the group splintered. We waited a half-hour for everyone to get straightened out and ready to proceed. Can you say, “shit show?” Between wrong turns, personal challenges, broken machinery, and short attention spans, everything that could go wrong, did. Misery reached its zenith when Brandon over-cooked a turn and his bike landed in the bottom of a 100-foot ravine. He wasn’t hurt, but it took four guys a couple of hours to get the bike back on the trail.
Mercifully, the remainder of the day was uneventful. We all met up at the hotel that evening. Once the group reassembled, I took a vote to see how we should proceed; all but two said they were okay with taking the pavement to our destination on day three.
Dr. Matt Coburn @makakam44
On day three we lost Heinrich to an injured ankle, Adam to a busted clutch, and Josh due to headaches back home. With rain in the forecast, Dr. Matt and Jon decided to head home early. During breakfast Brandon and Chicken Rick also informed us they were heading back to Tennessee. From an original cast of 13 our team was now down to seven, me included. We decided to head towards State College, PA, on two-lane roads for the last leg as a group. We had a few humorous interactions with locals along the way. All in all, it was a nice day.
Jonathan Rivers @pbxorcist
We rolled into State College PA, around dinnertime, and went downtown for food and beer. After talking shit and filling our bellies, we found a hotel that had indoor parking so we didn’t have to leave our bikes and gear in the rain. It would be the last time I saw the rest of the group on the trip. On Thursday morning Jordan met his wife and headed back to Ohio. Cool Beans Chris and Jay slept in and headed back to Jersey that afternoon. Rob and Amy left late morning to visit the Catskills. I headed home solo. My five-hour ride home gave me plenty of time to reflect. Would I do something like this again? Hell yes! Would I adjust the number of off-road miles on any given day? Of course. Even after the hardship, glitchy GPS, and myriad surprises and headaches, it was the adventure of a lifetime.
Heinrich Thomas @hthomas3223
]]>Those loose plans included being at The Buffalo Chip within three days of our scheduled departure—just in time for the w FXR Show hosted by Joe Milke. Dylan was on his 1990 FXR and I was riding my recently finished 2018 Road Glide. This trip would find every nut and bolt I forgot to use Loc-Tite on and break in the fresh 131-inch S&S motor we built for it.
Of course, we changed plans the evening before our scheduled departure and hit the road right after work. We met up at a gas station in Riverside, CA, at 8:30 p.m. and ripped towards St. George, UT, the fastest way we knew how: full throttle. Early the next morning we pulled into a random hotel around 3:30 a.m. in St. George, UT. After grabbing three hours of sleep, we woke up around 8:30 a.m. packed our bikes, grabbed some granola bars at the continental breakfast, and headed northeast for another 100 miles of freedom.
After turning and burning through a couple of gas stops we rode through Provo, UT, and onto Highway 189 to dunk our junk in the Provo River. After the swim, we made our way to Lyman, WY, where we’d rented a cabin for an evening at the local KOA. Refreshed and relaxed, we cruised into town to check out Lyman nightlife—not hard to do in a town of 2,500. After a couple drinks the bartender at the local watering hole told us about a Mexican restaurant outside of town—never a safe bet anywhere but California. We jumped on the bikes and cruised past a few buffalo ranches and pulled up to Fiesta Guadalajara in Urie, WY. This place did not disappoint. We’ll stop here every time we cross the Wyoming/Utah border. After finishing our dinner and a six-pack, we collapsed in our KOA cabin for a good night’s rest.
After a little preventative bike maintenance the following morning, we headed off to our final destination: Lead, SD. Lead is a little ski resort town south of Deadwood and is a wonderful place to stay during the rally. After our second gas stop the sky darkened to signal impending rain. As we rode in the dry, protective eye of the storm, everything around us looked pitch black and soaking wet. Just as I’d convinced myself we’d dodged a bullet, GPS pointed us toward a black wall that looked like a scene straight out of “Stranger Things.” For the next hour we soldiered on in a torrential downpour. After finally having had enough, we pulled over to suit up for Mother Nature. Just as we fastened the last button on our rain gear, the skies parted and the rain stopped. Hey—I never said we were smart. After arriving in Lead that evening we Googled DIY carwashes and soaked up some hot coffee to take the chill off the day we’d just endured.
This being our maiden voyage to the grandaddy of all motorcycle rallies, we got up early and headed downtown for our first taste of Sturgis. If you’ve ever wondered what a midlife crisis looks like, go to Sturgis. The trailer to motorcycle ratio is 8:1, so I’m not sure why so many bikers equip their steel horses with highway pegs—do they intend to clock miles, or are they auditioning for a spread eagle scene on the the Brazzers casting couch? Once we figured how to navigate the crowds and learned that the whole town is a speed trap, we met some cool people and had a great time.
After three nights at the rally, it was time to get back on the road. We had six days ‘til we needed to be home, so we decided to head west and figure it out from there. Neither of us had ever been to Yellowstone, so we decided to ride to to Cody, WY, with a stop at Devil’s Tower along the way. That day was full of 80mph highways, gravel farm roads, and beautiful scenery the whole way. We hit Cody in the evening and walked into town for a drink at the local saloon. The following morning we geared up and rode through Yellowstone. I’m a big advocate for wearing helmets, but on this occasion I felt it would be okay to do the National Park without one, so I threw on my hat on and rode the next four hours without sunscreen… bad idea! After cruising through the park we threw on our helmets and jammed down to Twin Falls, ID, where the bar food was terrible and the rooms even worse! Sometimes that’s life on the road.
The next few days found us in Elko, NV, jamming down Highway 395 from Carson City, then finally back into So Cal. I was ready to be home, but at the same time there was a bit of sadness. The non-stop wind in your ear, the laughter, the roadside repairs, and the general chaos of a road trip are addictive. This whole motorcycle thing comes with a lot of stigmas and egos, but at the end of the day my friends at Biltwell probably say it best: Ride Motorcycles, Have Fun. I cannot wait for my next two-wheeled adventure.
]]>Safety is paramount. Always keep gear out of the spinny bits like your rear wheel and chain. Even something as small as a loose t-shirt that gets caught in your chain or wrapped up in your hub can bring you to a catastrophic halt. We’ve seen it all and most of the incidents were completely avoidable if the rider packed properly in the first place and checked their gear at every stop.
PRIORITIZE EASY ACCESS If the stuff you need to get at all the time is buried under the gear you don’t need until you get to camp, you’ve got it backward. Make things like glasses, tools, sunscreen, multi-tools, and extra layers easy to reach so you aren’t at a yard sale at every gas stop trying to find that chapstick.
Keeping an eye on your buddy’s gear while you are riding is a great idea – they most likely can’t see that bag mounted all sloppy on their sissy bar, but you can! The best way to avoid a dangerous situation is to pack a reasonable amount of gear in the first place. You are just going to Baja for the weekend, not moving there.
]]>No side bags, H-D luggage, or tour pack to properly store your goods from falling off your bike or jamming into your rear fender; just a 5/8” rolled sissy bar and an old military surplus duffle bag and worn-out bungee cords. Here are a few tips and tricks from a guy who has definitely learned from trial and error.
First, ensure your bike is in good working order. Scratch that… should be in excellent working order. Take it from a guy who has spent many hours on the side of a highway, either fixin’ my own bike or others that were not adequately prepared. Go over your entire bike. I find that wiping the bike down allows you to put your greasy fingers on just about every nut and bolt. Tighten everything, use Loc-tite, and change the fluids if needed, or at least check the oil. The last thing I usually overlook until we are at the third or fourth gas stop is the air pressure; it’s more important than you think.
Next on the ol’ Brobeck checklist is packing the right tools and extra parts. A good rule of thumb is to keep all the tools you used for final bike prep in a separate pile, then pack those tool in your tool roll. If the tool pile gets too big, distribute them with the other chopper dudes you’re about to hit the road with. There is no need for all of you to be carrying the same exact tools. As for the parts, I will pack a spare tube for each tire along with tire spoons on longer trips. Extra throttle cable (someone’s cable always seems to break), points and condenser for the magneto, a spare primary belt, and a mixed bag of nuts and bolts. You might need different parts for whatever bike you are on, but you get the picture. The last thing to remember is extra fuel. If you ride a chopper, you most likely have a small tank and will need at least a gallon to get you to the next gas stop.
The last thing to think about before hittin’ the road is what’s in your bag and how well you strapped it down.
Now, the intelligent guy orders the Biltwell EXFIL-80 bag. Using this bag eliminates a separate tool bag and the worry about how you will strap your bag down, and it gives you lots of hooks to strap a tent and sleeping bag.
Some dum-dums like me are still using a large duffle bag. It’s true… hard to teach an old dog new tricks.
If you are using a duffle, triple-check your bungee job after it’s all strapped down. Add a few extra bungees around the bag for your jacket or other shit you forget to pack before the duffle is all locked down. Sit on the bike and lean back to make sure there is nothing in the bag that will be jabbing into your back while leaning on it. Yes, that is the best part of having a big ol’ pack on the sissy bar. It turns your uncomfortable rigid chopper into a lazy boy. Get this part right, and you can ride longer than you think.
If you and all your buds get this right, there is no need for a chase truck. But let’s be real, if you can find someone to chase… do it. Makes room for an ice chest full of cold beverages, some firewood, and some added security in case the shit hits the fan.
The moral of this story is to be prepared. Be prepared for the elements, be prepared for breakdowns, and be prepared to have a great time! See y'all on the road.
]]>After we built the original Frijole 883 to race the 2018 NORRA 1000 in Baja California, Mexico, we picked up a cream puff 2003 883 as a “spare parts” bike. We stripped it down and brought the frame and engine with us in the chase van during the race in case we needed to scrounge parts or completely swap out the frame or power plant.
We recently teamed up with our friends at Emerica for a fun product collaboration. It was a blast to be able to customize our favorite shoe models and even the packaging and insoles. These are now available at better skate shops and of course on the Emerica website: https://emerica.com/collections/biltwell
Laced Hi is a true hi-top for better ankle protection and support. It also features a rubber crated cupsole for stability and a stitch and turned quarter panel for durability. For those who love the Laced, but prefer a higher shoe with more backing; we’ve got you covered.
• Featuring Emerica x Biltwell custom colors and artwork
• Full grain leather
Check out the Romero
The best slip-on in the skate game. G6 slip-on features a G6 PU insole for first-rate cushioning, double-wrapped vulc construction for more board feel, and Emerica’s fit heel anchor system. For pure skatability, nothing comes close. Featuring Emerica x Biltwell custom colors and artwork.
• Featuring Emerica x Biltwell custom colors and artwork
• Distressed suede.
Check out the Wino
True high top silhouette, vulcanized construction, G6 foam insole, double wrapped foxing, triangle tread, and custom textured toe bumper.
• Featuring Emerica x Biltwell custom colors and artwork
• Suede.
Check out the OmenYou can get more details and see the entire line, including an apparel capsule here:
https://emerica.com/collections/biltwell
This is the remarkable story about the evolution of a brand and the company that bears his name. From a small cobblery in Milwaukee, Wisconsin, in 1892 to become a catalyst for getting work done. These unique moments in history have helped create a brand that provides the foundation so America can.
In 1892, Albert Weinbrenner started a partnership with Joseph Peffer, after working in his father’s shop for 14 years. Their focus was making boots tailored to the jobs people were doing. Finding success… in only eight years they invested in their manufacturing and had production reaching 60 pairs per day at the turn of the century.
Throughout the first two decades of the 1900s production grew, and by 1916 the company grew to 1,200 employees and was producing 20,000 pairs of boots a day, placing the Weinbrenner Shoe Company among the top footwear manufacturers in the country.
In 1917, the Thorogood brand we know today was started, with a new focus on work boots that were “Job-Fitted.” Iconic boots like the Bruiser, Pole Hiker, Trophy, and Chore Boy were created.
In 1960, the moc toe boot was born, serving as the official boot for the boy Scouts of America, and quickly became our most popular style. A statement that still rings true today. Throughout the 20th century, Thorogood was there to produce military boots for our troops in World War II, donated fire boots to the workers after the 9/11 attacks, and continued to innovate and expand our line of work boots for people who work for living. Today, Thorogood continues to manufacture the iconic styles you know and love in our three central Wisconsin facilities. We look forward to developing timeless, quality, comfortable footwear for the next 130 years by continuing to build upon the foundation of our great founder, Albert H. Weinbrenner.
]]>Put motorcycle-obsessed nerds in one space long enough and the conversation will jump the shark to something two-wheeled every time. At Biltwell, daily bullshit sessions touch on everything from panheads and minibikes to old-school motocross heroes and the bat-sized butterflies that land in everyone’s belly at the Biltwell 100, our unique off-road motorcycle race in Southern California’s Mojave Desert.
Given our heavy commitment to custom street bikes and riding gear, however, some folks are shocked to learn about the off-road gene in Biltwell’s DNA. As a company, we come by our lust for dust and glory honestly; co-founder Bill Bryant built and drove desert cars in Baja for decades before he got the dirt bike bug in the early ‘90s. Biltwell CAD guru Erik Westergaard ran at the sharp end of the pack at muddy ATC races in Washington state for several seasons in the 1980s. My own shot in Biltwell’s dirty cocktail includes 50 years of motocross obsession that started with minibikes and BMX in the early ‘70s, then morphed into wrenching and riding on Jeremy McGrath’s old practice bike and MTBs at the turn of last century. Hell, even Mike Deutsch—the guy with an “FXRNCHL” plate on his hopped-up Harley—spends most of his saddle time on a Honda Africa Twin these days. Clearly, everyone at Biltwell loves dirt bikes. It’s the amped-out, space-age, neon-pink feature creep on contemporary dirt bike gear—especially helmets—that leaves
us cold.
So, ten years after we flipped the script on street bike helmets with our classic Gringo S and ‘80s motorsport-inspired Lane Splitter, the time seemed right to give dual-sport and off-road riders a Biltwell helmet that satisfies modern demands for fit and safety, but with styling that reflects our popular less-is-more aesthetic. The name we chose for such a helmet is 395 and was inspired by a meandering strip of tarmac that connects the high deserts of Southern California with the snowy mountain peaks of Mammoth in NorCal on its way to Reno, Nevada. CA Highway 395 is well traveled by a broad cohort of West Coast fun seekers—everyone from desert rats and ski bums to long-haul truckers and ghost town habitues. All the insight and inspiration for the dirt bike helmet of our dreams was in the palm of our hands. All we had to do was design it.
Nailing a style for 395 that was both unique in the market and uniquely “Biltwell” without painting ourselves into kitschy “retro primitive” or crowded “future tech” corners was a tall order, and one that demanded a deft hand to avoid suboptimal results. Enter Michael DiTullo, the industrial designer who has penned everything from Jordan brand footwear to automotive interiors, medical appliances, and ARC 1, the world’s first electric-powered speedboat. When Michael showed us his portfolio ten years ago, we knew it was only a matter of time before the right Biltwell project would provide the opportunity to work with this amazing designer.
After providing Michael DiTullo a “design directive” for the 395 helmets that addressed everything from visor length and eye port styling to functional imperatives, our co-conspirator generated quarter-scale drawings in two dimensions on an iPad. After fine-tuning proportion and aesthetics, Erik and I delivered Mike’s final “ortho” drawings to engineers at our helmet factory, who used them to create 3D CAD files for the shell, visor, eye-port rubber, and other components. The design phase of this project took approximately six months from the first concept to the last CAD revision. After signing off on the CAD drawings, we commissioned a 3D printer to generate a 1:1 full-scale sample. Physical prototypes like these are the only accurate way to evaluate styling, measure sight lines mandated by ECE and US DOT standards, and consider other variables rarely present on the computer screen. After additional fine-tuning and two more rapid prototypes, in late spring of 2019, we delivered the 395 asset pack to engineers who spent the next six months carving injection molds bigger than a V8 crate motor from blocks of aluminum and steel. Then finally, in December of 2019, we held the first injection-molded shell and visor in our shaky hands. Turn four was in our dust and we were accelerating toward the finish line. COVID grabbed the checkered flag two months later and shoved it up my ass.
Not going to lie—COVID drove our 395 projects into a brick wall for 18 months in early 2020. During that time, building painted samples for field testing was virtually impossible. After enduring that massive time suck, I finally returned to our factory last summer to oversee the assembly of the pre-production samples members of Team Biltwell planned to ride test during their two-wheeled assault on the Arctic Circle. While not specifically designed for ADV riders, 395’s comfort, ventilation, and style were game changers. Now all we had to do is manufacture the damn things. Fortunately, our helmet factory spent downtime during COVID increasing floor space, buying new heavy machinery, and installing advanced testing equipment.
The dirt bike helmet market is hyper-competitive, and products from leading brands are robust. To stay on pace in this protective arms race, Biltwell 395 is equally feature-rich and will boast impressive safety technology and global certification when we introduce it later this year. First and foremost on the tech front is MIPS integration. MIPS stands for Multi-Directional Impact Protection System and is a technology designed to reduce rotational impact forces to the head during a crash. The yellow “slip layer” inside 395 is easy to see, and will be your assurance that our first dirt bike helmet is engineered to provide maximum protection. For added confidence, 395 was tested extensively at every phase of development, and the finished product will feature both US DOT and the European Union’s new ECE R22.06 safety certification. Leading global motorcycle helmet OEMs—Original Equipment Manufacturers in supply chain parlance—consider R22.06 test protocols the gold standard, so you can wear the 395 with absolute confidence. If you don’t own a dirt bike, it’s time get on Craigslist and scrape up some cash.
]]>Less than a year before I unknowingly changed my life by buying a 1993 Harley-Davidson FXR. Never having ridden a motorcycle, I stared at her in my garage for almost a month until I took her out. Fast forward to the following summer, I knew I wanted to do a solo cross-country trip. There was nothing challenging about it in my mind, but this was before I knew that predictability was not synonymous with motorcycles.
My route started undertaking over 2,000 miles in three days, a lofty goal that would quickly be shut down in Oklahoma City thanks to record rainfall. Luckily she broke down within a mile of Harley-Davidson World who graciously picked her up, got her on the lift, and drained her out.
“Okay just a slight delay, no big deal”. I knew I had some miles to make up that morning but it was still doable.
700 miles later with less than 30 to go, my dash started to flicker. I watched as my headlight started to dim and then slowly the bike shut down and I rolled to a stop. 10 pm on the side of the interstate, absolutely exhausted, and completely defeated.
“I really don’t want to die in Alabama”, I thought to myself.
And then, like some holy beacon of brotherhood, I caught an orange glimpse - a fucking Harley dealership. I called a tow truck and camped out in the parking lot until the next morning. My stator was the culprit, but they had me patched up and on the road by the afternoon. Delayed again, but not by much. Now it was time to head into the Appalachian Mountains.
I had heard of this road “Tail of the Dragon” and knew I had to ride it, but its reputation of being incredibly dangerous had me hesitant. I decided I’d get myself to Deals Gap, chat with some folks, and ease into it. Remember, I only had about seven months worth of actual riding under my belt. I got to the crossroad and went inside. Sipping on my cold beer I asked the lady at the desk about the Dragon and what it’s like.
“Where did you just come from?” she asked.
“Maryville,” I said.
“Maryville? As in you passed Deals Gap Harley?”
“Yeah! I stopped in and bought a t-shirt!”
(slight pause followed by laughter)
“Honey, you just RODE over the Tail of the Dragon”
Yup, that happened. I had unknowingly ridden over one of the most dangerous highways in the US, and while I had been riding I was thinking to myself, “Huh, this is kind of fun.”
With a new found sense of confidence I woke up that next morning motivated to tackle every technical road I could find. I was going to scrape my pegs on every turn. Pass all the dummies on their baggers. Ride faster than I’ve ever ridden before. Become the greatest female biker that’s ever liv….
“...what the hell is that sound?”
As I stared at my detached exhaust pipe I knew this couldn’t be good. No service and in the middle of nowhere. Nothing was in my favor - until a sweet old gentleman happened to be passing by and told me 20 minutes down the road was a small motorcycle repair shop. It wasn’t a guarantee but it was something.
“At least it’s downhill!” he chuckled as he kept walking.
So there I was, riding my bike as gently as possible to an unknown repair shop in the woods. I could tell they were holding in their laughter at my mild stupidity, but happily took her, replaced the studs, welded a few cracks, and once again - got me on my way.
The rest of my journey would still see plenty of mishaps. In South Carolina, I learned how to replace a throttle cable when mine broke. In Orlando, I learned all about primaries when my tensioner shattered and the chain seized. And in West Texas, I learned never to ride through West Texas.
Five weeks later I arrived home. As I cracked a beer on the cold November evening, I sat and smiled at my FXR. Her little 80” Evo had seen 25,000 miles that year with an owner who had no fucking clue what she was doing, and that was her gift (or sacrifice) to me. I was a professional athlete, my job was to successfully push things to the extreme. But my FXR quickly taught me to treat our travels less like an athlete and more like an artist. To slow down. To let go of control. To enjoy the intimacy that comes with repairs. The camaraderie that comes with every breakdown. And the confidence that comes with every mile. The definition of success no longer was the destination - it was the journey and the evolution that comes with each piston stroke.
]]>There is a point where you can simply have too much stuff. Knowing where to draw the line between what’s realistic and what’s not isn’t always easy. Especially when you’ve got a big trip planned and a variety of conditions to ride through and camp in.
I always like to lay all my gear out on the ground a few nights before any significant trip. Once laid out, it’s easier to see if I’ve duplicated anything, and what’s missing and then pull out the items that seem redundant or not essential.
Certain things are always in my kit, like a tarp, which can be used for shelter, shade, stretcher, or myriad other uses. Tools and spare parts are of course an absolute necessity. Coordinating a little with your riding buddies means you don’t all have to bring multiple versions of the same tool. A quick-access multitool and the ability to charge a phone from your bike make life easier.
It’s amazing how stripped-down a kit gets after a few days on the road. All the bullshit you imagined needing becomes more obvious, as does the stuff you forgot! The trick is remembering that the next time you pack. I keep a list on my phone just for reference.
Field stripping is an old military and backpacking technique that makes life simpler and your kit lighter. Delete anything you don’t need. Put hygiene stuff into smaller containers or at least buy small travel-size portions. There is zero reasons to show up on a motorcycle with an 18-ounce bottle of sunscreen when a 3-ounce tube will suffice. Whiskey and weed travel better than beer and don’t require ice.
Camp chairs have gotten lighter and more compact and upgrade the comfort level by keeping you off the ground. A cheap, rechargeable inflation pump is a sweet upgrade when you’ve got an air mattress to blow up every night.
Clothes are a matter of preference. I like to start the trip with a couple worn-out t-shirts and after a couple of days in one, wipe down the bike and toss it. Cheap new ones picked up during the trip make great mementos. Socks and underwear are really the only things to keep multiples of and don’t be afraid of doing a little soapless laundry in a stream or hotel sink.
Whatever you do, put a little thought into it and try to recall what worked and what didn’t on the last trip. The last thing you wanna do is be “that guy” who’s always gotta borrow something because you didn’t think ahead. (BTW, we don't get paid for affiliate links or any of that junk, these are just personal recommendations based on our experience.)
-Josh
-Otto
-Davin
]]>1. Decide before you ride. Are you a good enough rider to hang with the guys in this group? Be honest and ask yourself if you and your machine can keep up. If you have to think about it very long, have the decency to ride near the back. Know the route so if it gets hairy you can split off at the first opportunity and go at your own pace. This is just as important of a decision if you are a faster rider. Generally groups go a little slower. If this is going to make you antsy or keep you hunting gears, you may want to go off the front and get lost on your own. If you are determined to stay with the pack, simmer down, take you place in the group and hold your line.
2. You are not an outlaw, so quit pretending. Maybe you are, but in a group of unknowns, you have no idea who you are next to or who’s coming up behind you. Just because clubs ride two-up and haul ass for hundreds of miles with only a few feet doesn’t mean you can. Those riders have a lot of practice and know their wingman and the rest of the club so the situation is much more predictable. Lots of people (me included) prefer to split off from the main pack and form a smaller group going in the same direction, but much tighter and faster. Doing this with your friends that you are used to riding with makes a lot more sense than trying to pull it off with strangers who can be squirrley at best and downright dangerous at worst.
3. Hold your line. Get in your slot, get an acceptable interval between you and the next rider and keep the pace. Nothing balls up momentum and throws everyone off like some jackass in the middle who keeps running up on the next guy and backing off. Adjust this interval to suit the riding environment. On the freeway I always tighten it up so that nerd in the Prius doesn’t cut into the pack. On mountain twisties, give yourself enough room to recover if the guy in front of you runs out of talent. The last thing you want to do is wad up the whole pack because you were following too close for no good reason. When splitting lanes in a group, go to single file and stay behind the bike in front of you. If you split up and pass cars on both sides there is a good chance that a startled cager will notice a bike on one side and not the other and crowd the bike on the opposite side. Clubs have protocols for this, you should just try to avoid causing more confusion for the cars and riders around you. The line that flows is faster, so just follow the rider in front of you and hope they do the same.
4. What to do if the bike quits? Well, there are a few choices here depending on the situation. The first priority should be safety, yours and the other riders of course. Signal that you are pulling off so the guys behind you know what’s up. If you are riding with some buddies in the pack, hopefully they’ll pull over. Wave everyone else by to keep the pack moving and then signal some of the slower riders in the back to swing over and lend a hand if need be. Hopefully you can fix whatever it is yourself, but if you need gas or someone else’s expertise, be as selective as you can and don’t hold up 100 riders just because you forgot how to switch your petcock to reserve. Bottom line, keep your shit tight so you aren’t “that guy” in the group.
5. Be kind, be courteous, open that door for your mom. Sorry, couldn’t help but throw in that old Circle Jerks lyric. Anyway, think about the others in the group before yourself. Pass on signals and don’t hesitate to motion that you are slowing down. Choppers have notoriously small and ineffective brake lights, so a little arm flapping might help the person behind you stay that way. Getting a little chilly or jonesing for a smoke? Just wait ‘til the next stop and avoid pulling over in the middle of the run and causing a break in continuity. Realize that even though you have big ol’ brakes on your evo Sporty, the dude on the 70-year-old bike behind you can’t stop nearly as fast, so don’t jam on your binders; give him some notice and he will be a lot happier.
6. Not everyone needs to shoot photos during the entire ride. I’m totally guilty of hauling ass in the wrong lane shooting with one or sometimes even two hands. I am a trained professional. Well, not really, but I try to make my intentions obvious and mostly go slow and let people pass me while I snap some pics. This is disruptive at best, but with a little care it can be done without pissing everyone off. When 50% of the people on the ride are doing it, stow your camera and just ride your motorcycle IRL. One last observation I have to make is that the the popularity of stunt-riding on performance Harleys, the gap between slow and fast, and old and new has definitely grown, so maybe it’s time for unfamiliar riders to break it up a little, and stick with groups that are a little more homogenized. Old guys like me with one shitty brake on a chopper don’t need to be anywhere near dudes popping wheelies on Dynas. Especially if they are sketchy ass up-and-comers. Me? I’m going to avoid just about any large group unless I’m out front, and will generally have a better time splitting off with a handful of riders that I’m used to ripping with and can trust. Good luck and stay safe(ish)!
]]>After a relatively easy flight to Keflavik airport we got picked up by our guide Skúli Már Gunnarsson, owner of this successful little tour company. We loaded up our gear bags into Skúli’s van for the drive out to the southern town of Selfoss, home of the RideWithLocals HQ. We were greeted by a lineup of well maintained, and a couple of literally brand new Husqvarna and KTM bikes that we would be riding for the week-long adventure.
We spent our arrival day strapping our Giant Loop bags onto the bikes, and adding some necessary stickers. We were all in a bit of a haze as we had taken the overnight flight to Iceland, so by mid afternoon it was time for a quick nap, then dinner and bed. Sleep for the week proved a little challenging as there was 21 hours of daylight, and it never really got dark.
On our first official riding day we took a quick 50km blast up the highway to the dirt trailhead. It’s good that we were layered up nicely as it was a little chilly, and some of the guys even had heated layers switched to the high setting. We hit the fast flowing two-track with a mix of sand and volcanic pumice rock.
These Iceland rides feature a lot of challenging water crossings, and our first one was a doozie. Our buddy TC buried the rear end of his 450 about halfway across, and several of us waded out to get him unstuck. This was also the first real test of our Amazon $22 waterproof socks that we had all purchased for the trip, after our past wet trips. It’s nice to have Alpinestars Drystar Tech 7 boots on, but once the water gets over the top, your feet are wet no matter what. As it turns out, one of our biggest assets on the trip was our waterproof riding socks!
As the day progressed we navigated more crossings as the rain started to fall. This was a big reminder to make sure you are prepared for weather in Iceland, as it’s just a matter of time before the sky opens. We seemed to do well on this trip, but for less experienced riders Skúli asked that they walk their bikes across these rivers, as a tip over in the middle of nowhere has big consequences if a bike gets flooded (ask me how I know) haha.
We passed through remote fishing towns next to big lakes, so we were respectful of the local fisherman by keeping it mellow on the throttle… until we were out of the area, then it was moto time again on the hero dirt wet sand. We rolled up to our mountain hut for the night next to Jökulheiman, which translates to “Glacier World”. We hadn’t seen any other people all day on the trails, and didn’t expect to see anyone way out here either. Waiting for us at the hut was Skúli’s team in the most awesome chase truck ever: A German fire engine rolling on huge tires, converted to carry gear bags and a spare bike.
Day two was more perfect dirt, and incredible views over every ride. As it was early in the summer we had to cross more than a few frozen snow banks which caused quite a lot of laughs in our SENA headsets as we slipped across the terrain trying to
stay upright.
Iceland is serious about keeping their remote areas in good condition, so we stayed on trails the whole trip, and didn’t go bushwhacking across any areas. We followed Skúli, who was in turn following the white marker posts through what can only be described as the lunar landscape. The weather was tough again, trying to keep on the gas and wiping our goggles every minute to keep some vision intact.
After a half day of riding in the monochromatic landscape, we came upon some lakes that had almost fake bright blue colors, which we found out was filtered glacier runoff water. As the sun was coming out we came to an amazing waterfall close to our cabin for the night. The trails were lined by purple Lupin flowers, and almost flourescent green grass. This was like saturated color film verses a morning in black and white.
Part of any great trip is the company you go with, and we had a good crew on this one. Lots of good laughs over dinner as we relived the past few day’s riding fun. We still had two more days to go on our adventure, and day three did not disappoint as we took in more amazing scenery whilst carving through the perfect wet dirt on the trails. More volcanic crater lakes, water and snow bank crossings, and a visit to a natural hot springs where we all took a dip. This area was the only tourist area we went to on the whole trip, and it was cool to look at all the “Super Jeep” vehicles crossing the deep river that led into the parking zone.
As we were stopping often to shoot photos, Skúli took off ahead of us in the rain to the next intersection. That left the four of us to play catch-up, and I think for me just riding close to the limit in this rainy, cold area was a highlight of the trip. All four of us riding fast and flowing on the dirt roads. Epic.
Our last day was something special, as we went into an area to ride that was much more technical and challenging. One of the guys said this was the real Ride with Locals, and as a bonus we saw the sun today. Although there were tracks everywhere, we just followed our guide through the foothills at the base of Mount Hekla, the most active volcano on Iceland. Fortunately we got out of the area without any eruptions for the day, and took the road back to Selfoss to the RWL HQ.
A big thanks to Skúli and his team for another great trip. If this is on your bucket list, check out www.ridewithlocals.is for details on how you can take this amazing trip.
]]>This year it was at the Biltwell HQ in Temecula and it allowed people to meet up, grab a taco from Roy, a beer or three from Ironfire Brewing and wait their turn for the commemorative EDR ink our buds from Old Rose Tattoo have been slinging for 10? years or so now. You’ll know something is afoot when ya pull into our parking lot and the back is filled with dudes tightening chains, dumping oil, and strapping packs to prepare for a 250-mile ride down south to the drinking village with a fishing problem known as San Felipe. Friday morning, the air in the aforementioned parking lot was thick with the scent of unburned fossil fuel and maybe a little devils lettuce too as some of us saddled up with new and old friends to start the rip down to the border.
Like many EDRs before this one, the weather wasn’t on the side of riders and as they exited east outta Temecula, they were greeted by cold wet showers and a little wind too for good measure. Even though the route we pick is a slow, fun, and twisty one when ya couple that with a dicey display of force from Mother Nature, it makes for a good story once things clear up. And clear up they did as we dropped down the Banner grade into the desert of east San Diego county. Raincoats/trash bags went away and t-shirts came out.
Wish we had access to the cameras at the border when our band of merry men crossed into the belly of the beast in Calexico on a slew of different makes and models of motorcycles. Harleys are always the lion's share of freedom machines, both old and new but bikes of all walks are welcome on the El Diablo Run. No wonder the agents in the border check line frequently wave the procession of freaks through as quickly as they can.
The distance from the border to SF is only 120 or so miles and as long as you remember to get gas just south of town, it’s a short jaunt. The town of Mexicali gives way quickly to the desert scape that's as close to Dave Mann's pullout as most of us will ever experience. Dodge potholes, speed bumps, and broken down bikes and you’ll find yourself pulling into San Felipe around noon, just in time to hit the Malecon for a taco and a Modelo, which is what most riders did before finding their way to either Kiki’s Camp or a local hotel/AirBnB for the weekend. A few hearty souls always choose to ‘sleep’ on the beach but if you’ve ever tried it, you know sleep isn’t what you’ll get down on the sand that nestles up to the healing waters of the Sea of Cortez.
Debauchery and tomfoolery however can be found in abundance Two things happened on Saturday morning: you woke up or you came to. Not a lot of in-between on the EDR but it's ok because Baja isn’t here to judge. We’ve been popping up our merch tent for years now from our friend Kikis Camp, and hawking merch for a few hours before the yard games commence. This year was a little different as we also ran a raffle to generate funds for the Sonrise Hacienda orphanage just south of town. It's home to 45 boys and girls and because of the generosity of the El Diablo Runners, we rustled up over 3 grand cash to help Norma and the kids out. Thanks for this guys!
As the hangovers wore off, we were able to sign up a few brave souls for this year's yard games. Unfortunately/fortunately, we killed off the Circle of Death before it killed someone and replaced it with stuff like the barrel roll, slow race, plank race, and the Metzeler tire toss. Peruse some of the talented @geoffkowalchuk photos below and you’ll see the smiling sunburned faces of attendees signifying the fun that was had partaking in silly feats of strength and/or luck.
No one was injured but MC Otto def hurt some feelings, per usual. A few years ago, we co-hosted a bike show on the main drag w/ the dues from Choppers Mag but COVID put the kibosh on that last EDR so we were stoked to make our way back to Malecon again for more choppers, beer, tacos and lots of mixing w/ locals. The highlight for many of us was when the kids from our aforementioned orphanage set up their orchestra and serenaded us with tunes from some of the instruments all ya’ll helped us procure for them late last year. Again guys, thanks!
Hard to know how many bikes we had jammed on that short stretch of tarmac that parallels the warm water that San Felipe is known for but if ya check out the #eldiablorun2023 tag on the ‘gram, you can see the place was packed! Choppers Mag once again helped with the bike show by sending Aquaman Manny down to choose Best Chop. We had the help of several of our friends in choosing the other winners' bikes. The Cockroach is always a popular category due to how many shitboxes make it down to SF but this year we had a couple of real nice proper vintage bikes in attendance too so that was a hotly contested category as well. Super cool feeling to look down the strip and see motorcycle enthusiasts from mainland Mexico, the U.S., and a few other places all gathered to partake in the freedom and fun Baja affords us.
If drinking is yer thing, the Malecon will accommodate ya, and that Saturday night, it was def feeling generous! Good on ya for taking it in, Los Diablos as the townsfolk call us. On Sunday, Kiki led a group of us down to the orphanage so that we might donate all the loot we’d collectively raised and get a chance to hang with the kids. Members of the Saxons MC from Nevada joined our procession along with probably 25 other guys/gals. Jefe Norma greeted us at the gate and let us inside where we were met w/ the cheerful souls that call this small encampment home. Although everyone was shy at first, most of that melted away as the kids started to perform gymnastics and some singing skits they’d rehearsed in preparation for our visit. Not sure if there was a lot of dust in their small common room but I’m pretty sure there wasn’t a dry eye in the place on the Los Diablos side of the room. We were lucky enough to be able to take the kids outside and give ‘em a ride on our bikes. Damn nearly every one of ‘em took advantage of this but more than a couple had to be peeled off the bikes because of how stoked they were to ride on a motorcycle. Heavy heavy stuff indeed and I think every one of us left with a hefty helping of gratitude that day.
Thanks again to Norma for welcoming us into your world. Monday morning is the same as it is every year: pack yer bike, pick a route, and head home. For our group, that meant crossing the peninsula on the less-than-stellar road that takes ya to Ensenada so we could help ourselves to tacos at El Trailero. We paid the toll taker for sure but the culinary delights from the aforementioned roadside eatery made it all worth it. Shortly after that, we crossed back into the U S of A and headed our separate ways. All of us a little tired but all of us with a story or three too. Didn’t make it this year? That's ok, call Kiki now and reserve a spot at San Borja before he sells out!
Thanks again to our friends at J&P Cycles for helping keep all our bikes on the road.
]]>In 2014 we injected ‘70s motorsport DNA with advanced protective engineering to create Gringo, our first full-face helmet for motorcycles. Bikeriders rejoiced, and the retro/modern helmet revival was born. Several years later we added a polycarbonate shield to create Gringo S, then upgraded both models to meet ECE R22.05 standards. Today Gringo and Gringo S are two of the most recognized motorcycles helmets in the world.
Never willing to rest on our laurels, later in 2023 we’ll drop Gringo SV. Built to the same high standard as its predecessors, Gringo SV is spec ’ed to contend with helmets in a whole new class. Integrated vents on the helmet shell—not merely glued-on plastic appendages—are a Biltwell first, and give Gringo SV a racy, high-performance silhouette. Internal airflow passes over the rider’s head through channels in the EPS safety foam to dissipate heat and moisture buildup. Sliding mechanisms behind both brow vents let you block airflow in cold conditions. Gringo SV’s shield features our Gen-2 hinge hardware with robust detents, and a new locking mechanism similar to the brass pin on our Lane Splitter helmet. Of course, Gringo SV’s three-piece comfort liner is removable for cleaning and replacement.
In another first, when it drops later this year our all-new Gringo SV will be the first Biltwell helmet to receive Europe’s new ECE R22.06 safety certification. These new test protocols address a much wider range of probable loads and impact angles, as well as a whole new, higher set of standards for shield testing—everything from light transmission to permeability during impact. Of course, Gringo SV remains compliant with all US DOT standards for peace of mind on US highways.
You can see all the new colorways below and sign up for email alerts on any of the product detail pages here: https://www.biltwellinc.com/collections/gringo-sv
Words: Bill Bryant
Photos: Geoff KowalchukZero - Outstanding in its field since 2006
Will electric motorcycles mix with leaky old Harleys like asteroids and dinosaurs? I’ve got no idea. I’ll leave it up to the self-appointed experts to pontificate about whether or not e-motos will save the world or destroy it.
I don’t own any electric vehicles or even hybrids. In fact, I historically lean heavily towards old choppers or FXR’s and drive a 50-year-old truck as a daily, so I’m not exactly the core demographic for this kind of newfangled technology. But I am a little lazy, and getting lazier. The idea that this bike requires almost no maintenance and will 100 percent not require a carb cleaning if you let it sit over the winter does sound appealing.100hp / 166 ft-lbs of Torque
Zero was nice enough to let us borrow their flagship, top-of-the-line DSR/X for a week and there’s not much I enjoy more than putting miles on someone else’s brand-new motorcycle! I abused it as a commuter on the freeway, worked it over on busy city streets, and got a little dirty on the unofficial trail network that connects my ‘hood to work about ten miles away. A proper, real-world shakedown of sorts, if you will.
Sano cockpit has all the infos
The riding experience started out a little clumsy. With nothing for my left hand and foot to do, and what felt like half of my brain switched off—all that was required was to twist it and go. Weird. In just a few minutes, the oddity of those missing inputs disappeared and the bike felt totally natural.
Ripping around on the Zero creates whatever the opposite of task-saturation is. Task loss? Cognitive underload? I don’t know what to call it, but it was relaxing and allowed me to focus more attention on my surroundings, late braking, proper line selection, etc. I couldn’t help but think that this will reduce fatigue over time and would be especially helpful for new riders who are struggling to get their rhythm with clutch, shifting, traffic, throttle control, balance, and other operational busy work.
Can you tell we got some rain this year?
Being able to stealth bomb some local trails without pissing off the local HOA nerds was a bonus. The belt, tires, and a slight whirring spaceship sound were the only noises. The Zero is so quiet, I found myself constantly checking the speedometer and being surprised by just how far over the speed limit I was at any given opportunity. This habit faded as I got more used to the bike’s rowdy amount of torque. In the absence of exhaust noise, I noticed I was even more invisible to drivers who rely on their ears since their eyes are always glued to their phones. Not sure what to do about that one. Loud pipes save lives, bro. At least the brakes worked great and I was able to identify the assholes and slow or stop in time. Since I wasn’t busy jockey shifting or feathering the throttle, I had lots of time to pay attention to the riding part.
Perfectly suited for bombing backroads
Speaking of throttle… oh my. This thing rips. The five factory maps are thoughtfully tuned and interact with the ABS, traction control, and other computery things to change the dynamic with the flick of a switch. The difference between maps has been well documented elsewhere, so I won’t get into the weeds too much except to say I think “Canyon” mode was my favorite. User-programmable maps are a nice feature that allows the rider to create their own personal tune. Try that with a carburetor and drum brakes. Being a noob to electric propulsion I expected a more crude and abrupt power delivery. This bike hits, but it’s very predictable and well-mannered. Again, Zero somehow managed to make a bike that would perfectly suit a total beginner, or get it on in the hands of a more skilled rider.
Ergos are perfect right out of the box, seated or standing
Handling was cut from the same predictable cloth. It’s not a race bike, and doesn’t brake or turn like one. But, it’s easy for a moderately skilled rider to double the speed limit and have fun on challenging roads. The chassis held no surprises, and at a claimed 544 lbs it felt WAY lighter. With my 30-inch inseam I’m always cognizant of standover height and this machine never felt top heavy or tall. In fact, the ergonomics out of the box felt perfectly suited for my dumpy five-foot-nine-inch frame. Standing was natural with bars and pegs right where I wanted them, and the seated position made me think of UJM (Universal Japanese Motorcycle) ergos but even more comfortable since you nest down into the bodywork and seat rather than sit on top. If it could go all day, so could I.
The future looks pretty bright!
The fit and finish on the Zero was tight and right. This is one well-built motorcycle. It doesn’t rattle or squeak, and those shortcomings can’t hide behind a loud exhaust, either. Lots of thoughtful features, too: A huge storage compartment, a perfectly designed windscreen (check those knobs!), heated grips and “parking” mode that allows you to use limited power to load it on a trailer or truck, and you can toggle to “reverse” in that mode for even greater maneuverability. Add that feature to the list of stuff I never thought I’d use on a motorcycle but actually liked once I used it. Contrary to many motorcycles through the ages, the bike feels like it was engineered first and then designed and decorated once it worked properly. Looks are subjective, but I thought it was attractive in a modern way without over-the-top styling that screams “Check me out, I’m from the future!” Nice work, Zero.
Sneak peek of the still-in-dev Biltwell 395 helmet...
Off-road performance was surprisingly good. You’re never going to make the night program at a Supercross, but you won’t be afraid of a hard scramble down a rutted dirt road, either. I expected the wide Pirelli Scorpion Rally STR tires with shallow-cut tread to lose traction on a couple sloppy hill climbs, but the bike felt planted and confident, almost easy. To prove this point, Jenny Linquist piloted a slightly modified DSR/X at the 2023 Biltwell 100 like a champ. She made the three 25-mile loops with no drama—more than can be said for plenty of other riders on traditional bikes. In my experience the stock suspension was plush on the small, fast stuff and the rear stayed confidently planted in all conditions. I could stuff the front end completely in bigger hits or if I lost my rhythm in whoops, but this isn’t an MX bike. I figure this is the equivalent of a stock SUV; totally capable in moderate off-road conditions and highway cruising, but not really built to do the Baja 1000 in stock form.
Who knew?
Range anxiety and price are two obvious intersecting vectors in the electric mobility equation. We’ve all been told that prices will come down and range will go up over time, but these two points will be the deciding factor for me and most other riders when considering any electric vehicle. As fun as the Zero DSR/X is, 180 miles (max) to a charge doesn’t lend itself to real adventures, at least not with the current charging infrastructure. I can hear Cowboys 100 years ago saying the same thing about a horse vs. car argument.
Nice knobs!
This one was fully kitted with Zero’s Cypher III+ operating system with all features unlocked and retails for around $25k. That price is hard to swallow for a cheapskate like me who prefers old machines, but there are folks for whom budget won’t be a concern. If charging is cheaper than gas and maintenance is limited to consumables like tires, brakes, and an occasional belt or wheel bearing, it’ll still take a long time for the cost to feel comparable to some ICE choices that can accomplish the same things and easily go cross country.
So much room for activities
As with all motorcycle decisions, being honest and realistic about what you are really going to do with it is key. If you have a sub-100-mile commute and can charge every night or two and just want to hop on and ride with little concern for maintenance, this would be an easy machine to live with and enjoy anxiety free. Come to think about it, the “fun way” to work from my house is about 25 miles of twisty country roads that would be perfectly suited for a bike like this. I know the neighbors would appreciate the quiet exit early in the morning instead of my straight-piped shovelhead chopper…
It's modern, but not unfamiliar Fit and finish is excellent Electric fuel only Belt did just fine in the dirt and mud. Note self-cleaning sprocket
]]>If you are like us, you can find something inspirational in just about any motorcycle. Below you'll find all the bikes from this year's Parts & Labor Motorcycle Expo in Del Mar, CA. Classes included Best Chopper, Metric, Modern, and ADV so it's a pretty eclectic mix.
Interested in hitting the show next year? Get all the details here: https://partsandlaborexpo.com/
Wanna be a vendor? Hit up:
Lisa@biltwellinc.com
Would you like to have your bike considered for the show? Send some pics and a description to us at:
events@biltwellinc.com
Eric Justesen, Long Beach, Honda Shadow '04Conner Levensen, San Diego, 1941 Indian ChiefTommy Gonzalez, San Diego, 1962 H-D FLHJordan Hamilton, Oceanside, 2004 SPCNTyler MalinkyChris Wimpey, San Diego, 1984 Honda CB700Tim Ellis, Santa Cruz, 1988 Honda XR200Davin WirtanenMatt Lyons, Rancho Cucomonga, Zero EngineeringJose Cornejo, Pico Rivera, 1987 FXRJosh Burkey, Sacramento, 1981 Honda GoldwingRyan Bamburger, Murrieta, 2020 Harley-Davidson LowriderMichael Velarde, Torrance, 2003 Harley Davidson SportsterChris "Wompy" MunozTom Wohlfield, 1972 Harley-DavidsonStephan Morton, San Diego, 2021 Harley Davidson FXLRSWilliam Pollock, Marysville, 1965 Triumph HooseKeishiro HoshinoRyan Flanders, Escondido, 1975 Harley-DavidsonJoseph Arthur, Encinitas, 1994 BMW R100MDanna Sinclair, Arrow Bear, 68 Triumph TR6Rusty Butcher, 2003 Harely-Davidson SportsterZeke Matta, Los Angeles, AE Choppers Sean Mazza, Oceanside, AE 1967 HD FL John Muldoon, San Diego, 1978 Harley-Davidon FXE Jason Wilson, San Gabriel, "Turbo Charged" ShovelheadTyler Valentk, South Park, Pennsylvania, 1997 XL1200 Rolla Manning, Las Vegas, Nevada, 1968 Honda CL350 Oliver JonesAndy Vinson, Las Vegas, Nevada, 1967 Honda CL77Fury, Long Beach, 1976 Harley-Davidson Sportster Aaron Klein, San Diego, 1977 Yamaha RD400 Aaron Klein, San Diego, 1979 Yamaha RD400 Daytona Special Trevor Hibbs, Bakersfield, 2017 Harley-Davidson, Dyna Lowriders Jeff Morgan, Huntington Beach, 2022 Harley-Davidson Lowrider STSantee Vallejo, 1949 Harley-Davidson Panhead Santee Vallejo, 1947 Harley-Davidson Kucklehead David Rosales, 1982 Harley-Davidson Shovelhead Jesse Lopez, Woodland Hills, 2020 Harley-Davidson Lowrider SZach Gosteli, Ventura, 1969 HD ShovelheadLorenzo Cisi, Rome Italy, 1978 Harley Davidon FLH—Blue HazeDerek T., Long Beach, 1994 EVO Sportster 1200 Zach Reniger, Huntington Beach, 2013 Harley-Davidson DYNA Tod Petty, San Clemente, 1950 Harley-Davidson Panhead
]]>This race is 100% sold out and there will be no Race Day sign-ups.
WHERE
The Start/Finish area is in the Football Field OHV area off the 395 just south of Ridgecrest. All rider's meetings, awards presentations, vendors, etc will be at the stage area right off Dirt Diggers Road (same spot as previous two years) Here’s a map, but keep in mind, sometimes Google or Apple freaks out, so keep an eye out for Dirt Diggers Road off the 395, turn East on that and you’ll see all the vehicles and pits set up about 1/4 mile in.MAP
If you are not actively pitting for a racer, please camp on the North (left) side of Dirt Diggers Road. There is way more room there and it's also less dusty and a lot better spot to spectate once the race starts. PLEASE PICK UP YOUR TRASH. We've got extra dumpsters and port-a-poties coming this year, but can use your help keeping the desert cleaner than we found it!
SCHEDULE
FRIDAY MARCH 31
• Registration 4:00-8:00PM (Registration tent near stage)
• Merch Sales 4:00-8:00PM (Vendor row near stage)
SATURDAY APRIL 1
• Late Registration 6:30-9:00AM (Registration tent near stage)
• Steel Mill Coffee 7:00-10:00AM (Vendor row near stage)
• Mandatory Rider’s Meeting 9:15AM (At stage)
• Racers stage at Starting Line 9:30AM
• Racing starts! 10:00AM
• Pits Close 3:00PM (If you cross the finish line after this time you will not be allowed back on the course)
• Cold Course 4:00PM
• Tacos/Beer/Merch 5:00-10:00PM (Vendor row near stage)
• Awards presentation 6:00PM (At stage)
SUNDAY APRIL 2
• Coffee 7:00-10:00AM (Vendor row near stage)
STARTING ORDER
Everyone in a class lines up and starts at the same time. Example: Modern 18-40 Expert class includes both men and women. They will all start at the same time but will be scored only against their own gender. Some classes may have two or more rows. It is a “rubber band” start.
RACE NUMBERS
These will be handed out at registration and are really nice pre-printed graphics for each side and front number plate on any bike. See sample below. Numbers are assigned randomly to speed up the registration process.
RECOVERY
TIMING
Timing will be more dialed this year and each individual’s time will start at the beginning of the first lap and end upon conclusion of their last lap. Keep in mind that you are “racing the clock” and even if you finish physically first, a rider who started behind you has the potential to win based on their overall time. Your friends and family can follow along remotely from this website: https://www.moto-tally.com/BW100/Results.aspx
RACE COURSE
The course is about 50% new this year. We will dip through some tunnels under the railroad tracks about a mile off the start. Then about RM14.5 we'll do it again. Be careful in these choke points! At RM8 section that is an “either-or” where there is a technical portion that will be faster if you make it or you can choose to take an easier, but more time consuming route. The last ten miles may be familiar from last year. There will be a Liquid Death Water Bar sponsored by J&P Cycles set up at the double road crossing (RM 3 & 13) if you want to stop and grab some hydration. Course markings will be traditional arrows on stakes and construction ribbon tied on bushes. You will rarely be out of site of a piece of ribbon or a marker. We do not issue GPS or roll chart maps. You can watch the 2022 race video to get an idea of the terrain here: https://www.youtube.com/watch?v=rDQHwvc57zE
PIT AREA
The pit area is open for parking to active racing participants and their crews only. Racers may camp in the pits.Spectators are encouraged to find a spot out in the hills and watch the race action! Everyone is required to stay 150 feet from the race course. Camping is “dispersed” and free of charge. Please park and camp on the north side of Dirt Diggers road. See the pit map attached. Make sure to pick up your trash and any other trash you may discover while in the desert. We have more dumpster capacity this year to help facilitate this. Also note, we’ve doubled the number of portable toilets.
The votes are all counted and the top six builders for 2023 have been selected! This year we have three Panheads, a Knuckle, a 1929 "D" Model, and believe it or not – a hand-built chopper powered by a helicopter engine (parts of it at least!). These builders have already put in tons of hours and have more to go before the big reveal. In May, we’ll send our team to shoot videos and photos of each bike and builder in their home shops/garages. Once those videos and photos are complete votings will go live on or around June 20th and will close the morning of June 23rd while they are riding the treacherous Ortega Highway to Cook’s Corner where we will have all the bikes on display, and will announce the Champ around 9:00 pm or so. There is no cover charge or entry fee to get in at Cook’s, and it’s a great way to get your Born Free weekend started!
You can get all the details here: www.peopleschampshow.com
What have you done?
I have built a 98ci single cylinder engine using one cylinder from a wright r975 radial. Scratch built my own frame, rear hub, and front fork.
What do you have left to do?
Make a set of tins, plumb intake and exhaust, make some bars, figure out a carb setup, think about how on earth I am going to license this thing.
Any problems so far?
I had to make the frame twice. The first one was great, right up until the tubing galled together ruining the downtube joints.
Favorite part of the bike so far?
I am pretty proud of the rocker covers, I feel they give the motor real personality.
Favorite part of the competition?
Getting to know the other builders. Our group chat has been the highlight of many mornings.
What have you done?
Chassis:
-1950 OEM Wishbone frame with a 25 degree knucklehead neck. Frame was in rough shape when I got it, so a lot of repairs have been done.
-1926-ish Peashooter springer front end. I had to modify this to fit my Wishbone frame, along with a lot of reinforcing to run on a big twin. Grooved front leg every 3″.
-19/21″ high shoulder aluminum wheels w/ stainless spokes that I laced and trued to star hubs.
-5/8″ stainless sissy bar that I made. Grooved every 3″ to match my Peashooter springer front leg.
-Custom split peanut gas tanks with a polished brass center trim piece.
-Custom brass flames on the gas and oil tanks. Polished up!
-Some neat old headlight I found on eBay.
Engine/Trans:
-Freshly built ’46 knucklehead engine.
-Rebuilt transmission.
-Rebuilt Fairbanks-Morse magneto.
-Custom made exhaust.
-Designed and sand casted the Linkert carb cover.
What do you have left to do?|
I need to finish setting up the drivetrain, build a set of foot controls, finish the rear leg of the Peashooter springer, wiring, figuring out a taillight setup, make my own handlebar risers. Still waiting on my actual seat to come in to mount up. Paint, chrome and polish, etc.
Paint will be Deep Fuchsia from a 1998 Nissan 240sx (to stick with my drifting roots) with heavy flake and a black pearl finish. Some parts will be accented with black paint with gold flake.
Any problems so far?
Nothing major, just a lot of failed ideas that ended up in hours lost, which lead to a lot of frustration. Staying motivated and making myself not give up was definitely the biggest challenge for me.
Favorite part of the bike so far?
I tried linking parts together like the grooves on the front end and sissy bar, and the ribs on the carb cover to match the cam cover; details like that make the bike come together in my opinion.
I really like how compact the whole bike is with the small springer and 25 degree rake.
Also the flames…they were a lot of work.
Favorite part of the competition?
Pushing me to be more creative and build the best bike I can.
Shout outs:
To my amazing fiancé, Lauren Linton. She’s been very patient with me while dealing with all of my crap, supports my crazy passions, and roots me on through all of this.
Also to my buddies who have helped along the way. Especially to Gurbinder Kalra, who has been dealing with my shit for months, being my go-to for opinions, and a ton of help on all my dumb ideas. Shout out to Massey Bick who helped me build the engine and hooked me up on good deals for ordering all my parts.
What have you done?
I started with a stock swingarm frame, which was hard tailed, with lots of metal work and molding throughout. I shaved off as much junk as possible and shaped everything to my liking. Next went to building the front end, which is a 10” over 33.4mm front end with extended lowers and a shaved top tree with molded in risers so it’s all one piece. The tank and fender also got some extensive molding, with sort of tunnels/flairs on either side of the tank and a built in ironcross on the rear fender which will look seamless to the fender after body work and paint. I then built all the bolt on parts and little details out of checker plate material and square stock. Shotgun style exhaust was built to tie everything all together.
What do you have left to do?
I have some very minor details left, such as brake linkage and primary assembly. Then tear it apart and do the body work, paint and get the parts that were built all plated. After that final assembly, wiring and plumbing. After it’s all said and done, ride the hell out of it!
Any problems so far?
No major problems so far. Just getting stumped or overwhelmed and remembering to step back, take a good break, and come back with fresh eyes.
Favorite part of the bike so far?
I really love the whole front end of the bike, from the extended lowers to the molded riser top tree combo. Also all the parts I built out of the checker plate, I’ve seen it used before but I think I nailed it with that detail.
Favorite part of the competition?
I loved going to work on the bike and seeing the ideas I’ve had for this bike come to life. Also just all love from people online who I have never met being so stoked on the build and giving me nothing but encouragement
Shout outs:
Thanks to all my friends and loved ones who are always firing me up, and everyone who has shown this build some love
What have you done?
So far I’ve rebuilt this whole frame new engine mounts to replacing the back bone, narrow the oil bag added the hand pump, replaced the gas fill on the tank, built the 2 into 1 exhaust, narrowed the fender, built the brake system, made taillights, made the sissy bar, lifted the transmission an inch, made split bars, laced and polished the the wheels, chromed the rear brake and headlight, hand shift, upper motor mount, center kick stand.
What do you have left to do?
Rebuild motor, transmission, chrome the whole bike, make foot clutch, make front end, chrome everything and paint, make grips and foot pegs
Any problems so far?
Pretty much everyday minus maybe 2 has been a problem. I’ve learned so many new skills just to keep up with my ideas
Favorite part of the bike so far?
I think my favorite part of the bike so far is the narrowed model k oil bag with the external oil pump and the whole bike is under 11” wide
Favorite part of the competition?
I’ll always find the best part of any competition is how much harder and further you push yourself than you would just building alone.
What have you done?
Fully built gooseneck/swanneck style frame. It’s fit with a @northernspringers 30” over springer. T-Bars on top, talked to my buddy Drew @evolutioncycles and we came up with this 6” rise with a little forward twist on top. The frame is tripple 1/4” plated at the neck to keep it super strong while keeping that area of the bike thin. Moves back to a lowbrow tank that I sunk then fully molded to the frame. Did a little twist on the King-Queen seat separated and molded them individually to the rear fender. Hand formed Diamond sissy bar that attatches to the Queen seat with no visible hardware. Handformed “skinny” oil bag that molds to frame and rear fender. I did not want a tall visible top motor mount so I’m building a side mount that attatches to 2 strong points on lower portion of the frame. Built Custom Frisco style high mids. Running lights off a early Pontiac flipped sideways.
What do you have left to do?
Lots do yet. Need to finish off all the fabricated parts for nickel plating. Headlight bracket, mids, jockey shift, bars. Springer. The frame will be fully molded and receive an over-the-top “show” quality Kandy paint job by my brother and I. Need to rebuild the motor and transmission fully polished and powder coated. Gonna build my own air cleaner and sneak in some resin casting throughout the bike. Those are the big things anyway.
Any problems so far?
Building this bike mostly with a torch, plasma cutter and mig/tig. I don’t have a lathe or any high tech machines sometimes it’s hard to create what I have in my head with limited equipment. But at the same time it makes each part have a little more character. I messed up and tweaked the rear half of my frame the first time around so I had to cut it up and straighten it out.
Favorite part of the bike so far?
Favorite part is definitely finding the headlights. I know I wanted an oval shape and 2. These worked out perfectly.
Favorite part of the competition?
Favorite part is watching the other builders create. Gives me a good push and allows me to push even harder!
Shout outs:
Most of all my girlfriend. She has pushed me and motivated me more then I can explain. My dad for helping with Henry (my son) in the mornings so I could get a couple hours in before work. My brother who is always pushing me to do better. And my co-workers Tristen and Darren.
What have you done?
We started from ground zero by fully disassembling the 48 motor for rebuild, weld repair, and a satin polish of the cases. The frame, front end and inertia starter mount were all designed then the frame was laser cut and bent. I bent the tubing and made the reverse link DAH Hillclimb style springer for the front end. Then we fabricated what you see into a rolling chassis. Once into a roller I made a set of split fuel / oil tanks. One side will act as the engine oil while the other is fuel. I built the two into one collector exhaust pipes. From here we were able to get some more design work done for the Dual Brembo rear brake caliper setup. One of these calipers will actually be hooked to the front brake lever for a hill hold while using the rocker foot clutch. The Inertia starter was mounted and tested for a hand crank position. I made a flip up seat bracket and a set of early 30s style handlebars.
What do you have left to do?
A lot! One of the largest tasks is getting the gearing and pieces made to hook the inertia starter to the primary. The actual 48 motor that is going in the bike also has to be finished along with the trans and satin polishing of the cases. Machining of the trees out of 304 stainless and the rocker ends. Then the entire bike will need disassembled for polish and nickel plating. The foot controls, rocker clutch, hand shift, master cylinders, hand grips, headlight, taillight, paint, center stand, wheel spacers, risers, and one of my favorite features the sand cast dual Linkert intake manifolds that we are making. I am sure I am forgetting something but my head hurts already looking at this list lol.
Any problems so far?
We had some design challenges and my cases actually had some pretty knarly spots that needed welded multiple times. We are far from done so I am sure there will be a few more snags along the way but that’s normal on any build.
Favorite part of the bike so far?
This is a tough one because I have a few but I will say at this point the full size version of the reverse link springer.
Favorite part of the competition?
Honestly the motivation to complete things faster then a “normal” build and getting to know the fellow builders. They are all super cool and are here for the same reasons, building awesome motorcycles.
Shout outs:
Shoutouts to my buddy Gary that has been painstakingly polishing my cases. George for the motor and trans assembly, Kevin @tibbs_76 For all the help with design and modeling, Brian @wudsgoods for the future paint work, and my wife Kelsey for the support and dealing with all the long nights. Also big thanks to Biltwell for hosting this event and giving us the chance to share our stuff with like minded folks!