Motorcyclists beware: Road Closed Due to Culture Clash

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.

What is the Dakar Rally?

It’s winter in Ohio, and for many of us, that means the beginning stages of Parked Motorcycle Syndrome. Fortunately, the New Year opens with another edition of the Dakar Rally. For 2024, the Dakar rally will be a 14 day, 12 stage, ~5,000 mile adventurous rally race across the Saudi Arabian desert.

What is Dakar?

Originally the named the “Paris to Dakar” rally, the Dakar is a “rally raid” event and brainchild of Thierry Sabine. In 1975, Sabine was competing in the “Cote-Cote” rally where he was subsequently lost in the Tenere desert for 3 days. After which, Theirry decided that the desert would be an ideal location to host an annual rally. In 1978 the first rally was held, leaving Paris, France and ending in Dakar, Senegal. 182 vehicles showed for the first iteration of the grueling event, with only 74 finishing the 6,200 mile test of endurance. For 2024, the Dakar Rally expects to host over 750 competitors, including 137 motorcycles.

What’s a Rally Raid?

“Rally Raid” or cross-country rallying is a type of off-road racing that typically takes place on an unmarked course where the participants race from start to finish, never traversing the same terrain twice. Navigation is typically the defining factor of rallying, since the course is not marked, the racers must ride as fast as they can, while still reading their road books or following their GPS depending on the event. Dakar in particular has been known for its road book navigation, which has changed dramatically in recent years. In addition, rally races often use portions of public roads to connect offroad sections. Rallies like Dakar may be 5,000 miles, but only portions of that distance are off-road. Road sections are often called “liaison” sections, where riders must arrive at the start point for the off-road “special” at a certain time, but while on the liaison sections riders are not timed to avoid problems with local traffic and speeding.

What’s a Road Book?

Road books, “roll charts”, or “scrolls” are paper maps, often “rolled” through a roadbook holder that shows the rider navigation information, one block at a time. The roll chart contains blocks of information that show distance, direction, hazards, intersections, and indication of the course direction based on this information. Riders progress the road book as they pass various milestones by rolling up to the next navigation note. You can buy a simple manual roll chart holder for your dirt bike, but pro rally racers usually have a “rally tower” on the front of their bikes that hold the roadbook (along with various other navigation and safety equipment) and progress the roll chart by pressing a button the handlebars.

What makes Dakar special?

There are a number of prestigious and well-established rally races around the world, but most competitors recognize the Dakar rally as the most challenging. Most years, the Dakar rally has no less than 10 days of racing; often with a single “rest” day in the middle. Riders and their teams must prepare their machines & themselves to compete at the highest level, traversing off-road timed-special sections in excess of 200 miles each day, for nearly two-weeks. In Dakar there are time penalties for speeding, engine swaps, missing waypoints, among others, meaning that precision and efficiency are every bit as important as speed. In recent years, Dakar also includes a two-day “Marathon” stage, where riders are responsible for all routine maintenance on their machines. They may receive assistance from other competitors, but their team and mechanics are barred from helping the riders fix anything broken or in need of service on their bikes.

Most of the front runners are sponsored riders by factory teams like Honda and KTM, but the Dakar has a special class they call “Malle Moto” that harkens back to the roots of the rally. “Malle” is French word for “case”, essentially a tote of personal belongings, tools, and spare parts, which is all the Malle Moto riders get besides a tent and their bike. Malle Moto riders are the hardest of competitors, racing hundreds of mile each day, working on their bike all evening, then getting as much sleep as possible before the process begins the next day. Many Malle Moto competitors only get around 4 hours of rest each night aside from the rest day. Sleep deprivation is a big deal for all competitors during the two week event, and especially for these unsupported competitors.

I would be remiss to mention, race direction works very hard to make the even safer each year. Unfortunately, multiple competitors are injured each year at Dakar, and more regrettably, the rally has claimed the lives of various competitors over the years. Unknown rugged terrain, sleep deprivation, marathon stages and more make for the ultimate endurance challenge.

How do I fallow the Dakar?

The Dakar rally is returning to Saudi Arabia again in 2024, which means that the race is 8 hours ahead of Eastern Standard Time in the U.S. Most days the special sections are wrapping up by the time the sun rises on the east coast, so you can typically check the results on Dakar.com in the morning to see how the day went. Dakar also has an app you can download on your phone if you prefer mobile. The Dakar YouTube channel will feature recaps and highlight reels almost every evening. The sports networks may drop the occasional update video, but if you want to see some of the best coverage, download Red Bull TV on your smart TV or cell phone. Red Bull’s “Dakar Daily” as they call it, is ~20 minute recap of each day’s racing, featuring epic video of the action and scenery, along with racer interviews as they paint the best picture possible of what it’s like to be at the rally. There are also a couple Podcasts out there that do  a great job of covering the action each day, occasionally getting interviews directly from the competitors.

This year Americans Ricky Brabec and Skyler Howes will be racing for Monster Energy Honda likely near the front of that pack, but be sure to keep an eye on Aussie Toby Price and German Matias Walkner racing for KTM, along with Brit Sam Sunderland and his Aussie partner Daniel Sanders on the GasGas rally bikes, with last year’s winner, Argentinian Luciano Benavides is riding for Husqvarna. Also be sure to keep an eye out for for announcements from the American Rally Original team if you’re looking to follow more U.S. competitors in this year’s event.

This year’s Dakar Rally starts Friday, January 5th. If you’ve not tuned in to follow the rally in the past, here’s your next chance.

Motorcycle Economics: Shifting Demographics

In 2019, no shortage of press was dedicated to the impending demise of Harley-Davidson as a consequence of boomers aging out of the hobby. Social media and the comment section of such articles were loaded with remarks about “grey beards” being out of touch, killing the brand, and so on. Ironically, what has not been discussed, is how a related demographical shift may likely have a larger impact on our motorcycle community and even the bikes themselves… globally.

Aging demographics

Demographics is less than an exciting topic on a motorcycle website, but hang with me, it’s relevant. Back in the 80s, folks in Japan realized they were on the cusp of population decline. Quietly, the Japanese began moving their factories from the mother island to the United States; utilizing the booming American workforce as a means to filter profit back to their homeland where labor was becoming scarce. As a result, today Honda’s are arguably the most “American made” automobile in the U.S., and Japanese companies like Toyota are the most in-demand vehicles on dealer floors. Meanwhile, Japan’s population is shrinking at a rate of about 800,000 people a year.

While Japan is the most notable example of population decline and economic-demographical shifts, there are other major regions headed this direction. Russia has been in (birthrate) population decline since the 90’s, but more concerning on the motorcycle front is Europe, and especially China. Some demographers believe that China’s population may have actually peaked in 2021. Germany, the 4^th largest economy in the world (after the USA, China, & Japan), is struggling with a birthrate of 1.5, but is still managing to sustain its population through immigration; experts question if this is sustainable. Italy’s population has been in decline since the mid-2000s, while much of Eastern Europe is in far worse shape with extremely low birth rates and a rapidly aging population. As of now, western Europe, especially France and the UK are maintaining, however, most of the first world, the United States included, have birth rates lagging behind the replacement rate; presently hovering around 1.6.

Inversely, today much of Sub-Saharan Africa is leading the world in population growth (Niger’s birthrate is 7.2). As motorcyclists however, we would be wise to notice that as of this year, India has surpassed China as the most populated nation on earth, and unlike much of the first world we know, India is still holding up a birth rate above 2. For folks unfamiliar, India is the home of Bajaj, Hero, and Royal Enfield. Royal Enfield likely needs no introduction, but domestically, Hero and Bajaj are less than household names. Based in New Delhi, Hero MotoCorp began as a joint venture between Hero Cycles and Honda in the 80s but evolved into an independent company around 2012. Dakar fans will undoubtedly recognize Hero as they’ve been competing in the endurance rally since 2016. Bajaj on the other hand has made lots of headlines in recent years from its partnerships with premium brands like KTM and Triumph. The Bajaj Group currently manufactures KTM’s single-cylinder Duke models, along with the powerplant (if not more) of the new Triumph Scrambler 400.

Unanticipated consequences

While I see Yamaha as an exception, the Japanese monikers have become stale. Honda and Suzuki have both launched new powerplants in recent months, unfortunately, both companies continue to “play it safe” with offerings that aim center mass at target customer use-case while offering the sex appeal of the Sears catalog. Suzuki is said to have one foot in the grave for years now, but regarding Big Red, I want to be excited for the new TransAlp. Unfortunately, I continue to scratch my head when I consider Honda’s approach to the ADV market. The heavier, more displacement, or higher priced the model, the more off-road it leans; seems inverted to me. All 4 Japanese companies formerly dominated off-road but now seem to be ignoring the growth of hard enduro, while softly conceding an 18-inch rear wheel, and if you’re lucky, a 6th gear for hare scrambles. Again, Yamaha has kept their sole two-stroke mill on life support, but it’s tough to be optimistic considering Japan’s almost sole focus on track racing, be it on or off-road. Certainly, I welcome views to the contrary, regrettably, I believe these behaviors are indicative of the cause. It’s a dramatically aging population, with a shrinking workforce. Combined with cultural risk aversion, this has led to slow to no innovation and development in our niche (hobbyist) industry.

Europe is still selling smoking hot bikes, but outsourcing is growing in popularity. It’s interesting to think that the Bavarian company (known for boxer twins) offers its middleweight adventure motorcycle fitted with a Chinese powerplant. That’s not an insult, simply an observation to draw attention to the stark contrast from its former nationalism; combined with an interesting partnership of contrasting (perceived) stereotypes regarding quality & precision. The other German-speaking brand, KTM follows suit, including their 790 Adventure arriving on U.S. Shores in 2024. While I don’t see BMW nor KTM being damaged by outsourcing, in fact, quite the contrary, I mention these two examples because I believe it’s a hint of the future. Intellectual property is likely to be driven from the countries of corporate origin, however, manufacturing is likely outsourced to “younger” demographics that can more affordably assemble the products.

I hate to say it, but I fear China is a flash in the pan. I took a ride on the CF Moto Ibex 800 last September. Probably one of the best test rides I’ve had since I can remember; that bike was bonkers and even better on my favorite “roads”. With that, I’m extremely excited to see a new 450 twin adventure bike on the market. That said, as best as we can tell, much of what is coming out of China is a result of a partnership, not invention. Historically Chinese companies have had a reputation for intellectual property theft. As stated above, we know that designs making the headlines have originated in Europe but are built in China and then licensed for alternative applications. As I see it, we’re on the cusp of a Japanese invasion-like moment akin to the 1970s with regard to China. However, China’s population, culture, and politics are dramatically different than that of Japan circa 1980. Unfortunately, I fear that by the time Chinese companies perfect design and innovation on par with name brands, it may be too late for Chinese manufacturing and infrastructure. Even with a reliable outsourcing model, China has some steep hurdles ahead as the shadow of the “one-child policy” looms over the labor force.

India however, is just hitting its stride. Royal Enfield (RE) is the easy example here. The longest continuously operating motorcycle manufacturer in the world; there’s a caveat of course, because RE made the exact same bike for decades. However, they have a whole new plant, with all new models; innovation is increasing, as is the national population. India, and the motorcycle companies based there, are hitting the sweet spot as industrialization is offering locals the opportunity to specialize. Intellectual property is being generated under the same (proverbial) roof as manufacturing, which avoids the consequences of outsourcing. And as of now, labor costs are lower, relative to the consumer. Bajaj of course is benefiting from European development, however, India is not fighting the same headwinds of political and demographic struggle facing the Chinese. As Triumph, KTM, and others bolster single-cylinder offerings in their lineups, it will be interesting to see what new innovations may emerge from India in the future.

History is littered with false prophecies

I want to reiterate, this is speculation on my part. Moreover, I don’t wish ill will on any person, company, or nation. I read the news, I watch behavior, and draw conclusions. Conclusions that could be blatantly false. The demographics aren’t exactly fixed, but for many, the die has been cast. Outside of Japan, much of the industrialized world only knows a “system” of continuous growth. As more and more citizens shift to fixed income, and fewer and fewer young people enter engineering and tool trades, economic contraction stunts industries, and exports will change. I work in engineering and automation; perhaps the future will be similar output with fewer humans and more robots. Plausible solution, assuming we can maintain the customer base and investment capital. Nonetheless, demographics are undoubtedly going to shape the motorcycle offerings of the next decade.

A thousand words have been dedicated to my theory. How do you see this playing out?

Notes:

• Beyond observing statistics and motorcycle corporation behavior, much of this theory stems from Peter Zeihan’s Book: “The End of the World is just the beginning: Mapping the Collapse of Globalization”. I listened to it on Audiobook twice already. Perhaps another false prophecy, but interesting things to consider.
• Peter Zeihan on Joe Rogan discussing China.

Moto Adventurer Unscripted: Winter Podcast update

After another summer of riding and racing, the Unscripted Podcast is back on the air. My apologies as life took a firm hand on the wheel last spring, but we’ve got a solid list of guests lined up this winter.

Episoside 54: Matt Kelley

Matt Kelley is a motocross, cross country, and trials rider. a seasoned adventure rider, big-bike enthusiast, in 2018, Matt Kelley was part of Team USA competing in the BMW GS Trophy event in Mongolia. Matt tells us about his upbringing in motorcycles, the various toys hiding in his garage, and how he enjoys the challenge of riding adventure motorcycles off-road. Matt gives us all the details about what it’s like to participate in the GS Trophy challenge.

Episode 55: Jeff Pierce

Jeff Pierce is a long-time friend Navy veteran, and Red River Scramble volunteer. I helped Jeff build his Harley Dirtster back in 2018. Before we met, Jeff purchased a new KTM 990 Adventure and rode from Ohio to Alaska and home. Jeff and I get into all the details about what it takes to ride to Alaska, how to pack, what to expect, and every rabbit hole along the way.

Episode 56: Kane Wager

Kane Wagner is an Air Force veteran and the owner-operator of Appalachian ADV adventure touring and training company. Through his company, Kane hosts a series of adventure riding events in eastern Ohio and central Pennsyvnia along with and rider training clinics. Kane and I talk about what to expect when attending one of their events, what kind of terrain to expect, and so much more.

Episode 57: Drew Faulkner

A flip of the script, my buddy Mark Scherrens decided to put me in the hot seat for 2 hours. We talk about what its like to not only race a hare scramble, but what it’s like to race an adventure bike in Kentucky. We talk about how I first got into racing in KXCR back in 2020, how the series first launched the ADV class, and what riders should expect on the courses. We cover preparing a big bike to race a hare scramble, how to prepare yourself, what kind of gear to wear, more blurbs about adventurizing a Triumph scrambler and more.

Episode 58: Dana Brown

A returning guest to the show, Dana Brown and I talk about his recent motorcycle accident and then making a career change as a motorcycle saleman. We talk about sales trends and the changing motorcycle market in his district around Charleston, South Carolina.

Episode 59: Brian Ballard

Brian Ballard is the owner of A&J Cycles in New York. A&J specializes in helping customers customize their bikes with high-quality aftermarket parts, from headlights to suspension. Brian and A&J Cycles also sponsors a flat track race team that competes across the country. Brian and I talk about his love for Triumph twins, customizing bikes through the winter, and the amazing family that is the off-road racing community.

This is just a preview of what we have on tap this winter. If you’ve not tuned into the Podcast before, check out Unscripted on Spotify, Apple Podcast, Google Podcasts, and more.

An Open Letter to Yamaha: Revive the 350

Dear Yamaha,

Please build the trifecta of tree-fiddies.

The Tenere 350

At this stage, I shouldn’t need to convince anyone that putting an MT-07 engine into an adventure frame and launching an all new 700 adventure bike is a good idea. That idea was so good, I think Yamaha should take it further. Please revise the R3’s twin cylinder engine to 350cc and place it into a bespoke adventure frame, and launch an all new T3 for the ADV crowd that is clamoring for more Light adventure motorcycles. This new rally-esque machine can take cues from it’s larger sister, while offering a superior choice over Honda’s 300L Rally or Kawasaki’s Versys-X 300. This new T3 would need to bring at least 3.5 gallons of gas to the party, be equipped with at least 10-inches of suspension travel, wear a 21/18-inch wheel set, and weigh in close to 350 pounds. It’s understandable that beating the 300L Rally’s weight of 330 pounds may prove difficult for a twin engine, but as long as this new T3 tips scales under the Versys-X, KTM 390 Adventure, & the new CF Moto MT450 Adventure, and brings 37 ponies to the party, it’s a winning formula.  

The SCR350

Honda has decided to revisit the classic CL models by launching a new 500cc scrambler using its existing 500 twin engine. Triumph has just dropped a new set of 400cc Scramblers (standards). It’s evident, that despite some grumblings from moto-journalists, the Scrambler craze is here to stay. Wedged somewhere between the MT03 and the new T3 described above, there’s an opportunity here to ruggedize an XSR300-esque machine to offer a true scrambler from the Blu-Cru. While I recognize that this is mostly “a styling exercise” when street bikes get round headlights and high-pipes to capitalize on nostalgia, building a 350-twin based on an existing ADV machine offers the opportunity to recruit new riders that want to dip their toe into the ADV world, but aren’t ready for full commitment and don’t want all the farkles & wiz-bang. Simultaneously, it offers a true standard motorcycle with marginally more suspension travel to tackle the deteriorating road conditions of America’s urban centers. While Honda’s SCL500 is a stylized Rebel 500, I think it wiser for Yamaha to take a page from Triumph’s book and offer a mono-shock machine with 6-speed gearbox, 19/17-inch wheel combo, 6-inches of suspension travel, and tipping the scales under 400-pounds.

The WR350R

The hole left by the WR250R is palpable. In the absence of the Dubya-Ar-Ar, Honda and Kawasaki have both bumped the displacement of their quarter-liter dual-sports to three hundred. These new 300s are better suited to short interstate trips than ever before, but still lack the gusto offered by many of the European street & trail alternatives. There was never a better time to dust off the blueprints of the mighty 250R, and bump the displacement to 350. As WR owner myself, I’ll gladly concede, a new 350cc engine in the legacy WR250R chassis would already be a massive improvement over the competition; both Honda and Kawasaki’s options are tipping the scales over 300 pounds, while the classic WR stood a svelte 5 pounds lighter. 11-inches of suspension travel is still best in class, but I believe there’s an opportunity to offer an “extreme” package for the most aggressive dual sport riders that offers 12-plus inches of suspension travel akin to the WR250F. This idea is twofold. First, fools like myself enjoy riding from driveway to trail and home, with zero compromise off-road. Second, considering that Honda’s CRF450RL tips the scale at 289 pounds, a WR350R-x could be a direct competitor in terms of performance, but still extremely approachable with regard to price and serviceability.

The 500 Adventure Motorcycle is the New 800

On the heels of EICMA₁, there’s undoubtedly a lot of new blood emerging in the adventure motorcycle segment, especially at the bottom end of the displacement range. As more and more models are being released out of Southeast Asia, I’m getting T7 teaser vibes circa 2017. Coincidentally, I get the distinct feeling there are eerie similarities between today’s economic conditions and the shifting motorcycle market in the 80’s. I’ve been asking for some time, what motorcycles will replace the big 650 thumpers, and I believe we’re about to have the answer.

Big moves out of China

Kove burst on the scene last year with their 450 Rally. In January of this year, the Chinese company entered 3 of these bikes in the Dakar Rally, all of which finished. We can have an argument about competitiveness, but for a brand new rally team, from an unknown manufacturer, it’s a hell of a testament to reliability to finish what is arguably the most strenuous test of man and motorcycle. The latest news is that American Mason Klien has been recruited to race for Kove next year, so it will be interesting to watch those bikes perform in Dakar ’24 with someone of Klien’s caliber at the helm. The first retail Kove 450’s have already arrived₂ here in the U.S. Their rally-ready race bikes are available for around 13 grand, but for the rest of us dirt-Gumbys, we can get street-legal 450 “adventure” bikes for around $9,000 (not including tax freight and fees).

While I fancy the idea of riding from driveway to hare scramble and home on something like a Kove 450 rally, I admit I’m most excited about CF Moto’s new 450 MT Adventure. For dirt bike and dual-sport folks, “450” is a ubiquitous term, and if you’re looking for a deal, there are endless listings of WR450s for sale on various marketplaces. CF Moto, however, is launching a 450 twin-cylinder engine in this new adventure platform. Unlike Kove, CF Moto is a Chinese company that already has established ties to big name brands; CF Moto builds the 790 engine for KTM, which it has also licensed for their Ibex 800 adventure platform (which I’ve ridden, it’s excellent). Considering Honda’s reluctance to “harden” the CB500X for more rugged off-road conditions, CF Moto seems to be pressing the envelope in the “lighter” direction; with all the adventure accoutrements we have come to expect.

The oldest continuously operating motorcycle brand

Royal Enfield was once a nostalgic moniker or a bad joke in motorcycle circles depending on who you were talking to. Since 2013, Royal Enfield has been on a path to expand its footprint and improve its product lines (it now sells more motorcycles globally than Harley-Davidson). I distinctly remember the launch of the Himalayan in 2016, since then RE has launched new 350 & 500 singles along with 650 cc twins. Last month Enfield officially pulled the cover off the completely new 450 Himalayan we’ve seen so many spot shots of. While less revolutionary than a 450 twin (by modern standards), this new Himalayan dual-over-head-cam thumper is pumping out more ponies, boasts upside-down front forks, longer travel suspension, and with electronic rider aids is a completely new animal compared to its 410 predecessor. The Himalayan of yore was undoubtedly capable, but lacked the performance that many ADV buyers prefer; depending on price, this new 450 is yet another capable adventure offering on the bottom end of the displacement scale.

Lighter is… cheaper?

2020 raised a whole new crop of off-road and adventure enthusiasts; dealership floors were picked clean, and part sourcing became challenging. While the latter may linger, the former are now unquestionably inverted. Less devout motorcyclists are shedding their toys and the dealership floors are flush with new models. All of which signals to me, we’re on the cusp of change. While Europe and Japan seem to be keen on offering performance, comprehensive electronics, and premium pricing whilst bumping displacement in the emissions fight, smaller more affordable offerings seem to be blooming elsewhere. The middleweight class continues to expand and become popularized as more adventure bikes tackle hard enduro and hare scrambles. Meanwhile us mortals realize that while the bike is capable, we lack the saddle time; but with a little less weight and manageable power, we’ll feel less intimidated by more rugged terrain, while still enjoying our creature comforts on the pavement. If continued economic pressure keeps new motorcycles on this path of unaffordability, I believe we’ll see increased expansion in this space. Perhaps then, I can finally convince Honda to put some real suspension and a 21” wheel on that 500 of theirs…

1. EICMA, the “Esposizione Internazionale Ciclo Motociclo e Accessori”, is an annual motorcycle trade show in Milan, Italy.
2. Special thanks to Jaden Russell for the Kove 450 Rally photo, follow him on Instagram @Rally_Russ

How to Build a Motorcycle Tool Kit

The answer to this question is as unique and diverse as the motorcycles said tool kit will be servicing. That said, at some point a rider is planning a long trip, is nursing an aging machine, or is preparing for a race and it becomes evident that some sort of tools will be needed to service the  bike in the field. But how does one get started?

Factory tool kit

Want to hear a good joke? “Factory tool kit”, get it? Before I got into motorcycles I’m told many bikes were shipped with basic tools from the factory. That’s all but evaporated for most street bikes, however there are marked exceptions. KTM and Ural both provide excellent tool kits with their motorcycles. If you’re outside of the U.S., the CRF300L is shipped with a tool kit in the lockable side case. KTM’s adventure bike tool kit typically includes axle wrenches, spark plug wrench, necessary hex keys or Torx bits, small spanners and more. In most cases, the factory tool kits won’t be the most comfortable tools to use, but they’re compact and typically the bare minimum tools to fix most basic trailside calamities as long as you have a spare tube, some tape and a little know-how.

While not “factory”, several brands also make aftermarket tool kits that are available from various retail outlets. Unlike the factory kits, these kits try to cover the range of commonly needed tools without size or shape specific items. Most of these kits are an assortment of sockets, spanners, pliers, and ratchets. Unfortunately when it comes to axle wrenches, most of these kits will be lacking the larger hex sizes, so it will still be necessary to source these items, which are also less likely to fit in the kit, and find a place to put them so they don’t get lost.

How do I build a bike specific tool kit?

If your starting point is a factory kit or an aftermarket solution, in almost every circumstance, you’ll find yourself looking for additional tools to put in your kit, “just in case”. Similar to “risk acceptance”, one’s comfort level with “preparedness” varies wildly, which undoubtedly shapes the capacity and capability of a given tool kit. Thus, regardless of your parameters, I recommend going over your motorcycle for the following activities, and writing down the type and sizes of the tools you use.

Minor adjustments

On any given track day or trail ride, you may need to adjust levers, handle bars, fix hand guards, adjust a carburetor, suspension, and tighten loose fasteners. On metric bikes this typically means 8, 10, & 12mm spanners or “box end wrenches” for hex-head bolts. Depending on the bike, you’ll need to decide if simple spanners can do the job, or if a socket and extension bar is necessary to reach bolts or screws. Sockets with a ratchet are almost always faster and more comfortable, but it means having a container that holds the sockets or lord help you if you drop one in the woods. On the other hand you can typically pick up spanners cheap at a garage sale and most tool kits have elastic slots for wrenches, and if you’re spendy, you can even find titanium wrenches to save weight. A combination screw driver with flathead and Philips are almost always needed, bonus points if you can put Torx bits on the end. Hex keys or “Allen” wrenches are almost always needed, and if you own an Austrian machine, Torx or “star” bolts are extremely popular. Make sure you take the time to check the sizes required; I’ve taken shortcuts in the past and realized I didn’t pack a larger Allen wrench needed to tighten my hand guards after a crash. Fortunately a zip tie held the parts in place, but I had to replace that bolt that backed-out on the trail later. 

Fix a flat

After the most basic items, fixing a trailside flat is likely the next order of business, especially for off-roaders. To be prepared for a flat, you’ll need tools to remove the wheels, which includes wrenches for the axle, hex keys or wrenches to loosen pinch bolts, and sometimes, special tools to remove “inverted” hexes up to 18 – 22 mm. To remove the tire you’ll need tire irons or “spoons”. Some folks like to pack a “bead buddy” to hold one side of tire while they spoon on the other side (I just use an iron and my knee). Depending on space and expertise, you’ll need a patch or plug kit, a spare tube, and a valve core removal tool (they also sell valve stem covers with valve core removers). To save on elbow grease, I recommend a valve stem “puller” and a travel bottle of shampoo. Getting the valve stem to poke through the rim when you’re stuffing it into a muddy tire is a pain, so the valve stem puller makes that a bit faster and a little water from your hydration pack and some soap helps the bead slip over the rim. If you’re deep in the woods it’s not tough to find a tree or a  log to rest your bike on to pull off a wheel, but if you’re out in the open, a trail stand like the Tirox Snapjack or X-trail is a good investment if you have the space to carry it.

Field fixes and attachments

Fouled plugs are less common these days, but lord help you if you drown your bike in the creek. Fixing a swamped bike sucks, but it happens. In that instance you’ll likely need a spark plug wrench for most singles. You may or may not need to remove the tank to access it, so you may need wrenches for that. Sometimes oil sump drain bolts are an odd size, so be sure to check that so you can change the oil in the auto parts store parking lot later that evening.

After Ergos, tires, and plugs, it’s wise to pack items like zip-ties (of various sizes), electrical tape, a length of electrical wire (I recommend 10-12 gauge), side cutters or “dikes”. Some electrical issues are simple and can be fixed by swapping a fuse or twisting some wires together, but for maximum preparedness, you’ll want a multi-meter. A wise adventurer packs JB Weld (two-part epoxy), which will typically repair a small puncture in an engine case or attach something important that cracked or fell off the bike. Lastly, while it does everything but is good at nothing, having a multi-tool or pocket knife is almost never a bad idea. Sometimes a mini-saw will remove a precarious tree limb or you need to cut the shielding off some wire or cut paracord for a tow strap. Speaking of which, I’ve used tow straps on more occasions than I care to admit.

Where do I put all these tools?

The trusty “tool roll” has been around for a very long time. Many a Harley are still rolling around today with a leather tool roll attached to the fork yokes. Lots of the luggage brands make canvas, tarpaulin, or textile tool rolls with zipper pockets and elastic slots for various tools. The hardware store often sells water-resistant zip-top canvas bags, and the before mentioned aftermarket tool kits almost always come with a nice storage case. For most of these solutions, packing a tool roll or bag usually means attaching it to the bike, storing it in a pannier or fender bag.

For racers and off-roaders that are concerned about poorly placed weight on the motorcycle, some folks choose to “wear” their tools. Several major brands make waist belts and hydration packs with tool compartments. I raced for two seasons with a waist pack and was a big fan, other than the redundancy of having to slug on a tool belt and then a full hydration pack before each race. WLF Enduro now sells a “Pack Vest”, akin to the tactical vest modern soldiers wear. Said Pack Vest has since replaced my previous setup and I have no intentions of going back.

Prepared for anything

The longer the ride and the more remote the ride the more prepared you want to be. In the same vein, there’s a school of thought that suggests that even if you don’t know how to use a tool, it doesn’t hurt to have it because it may be easier to find a knowledgeable bush mechanic than a model specific tool. As you familiarize yourself with your bike and gain more skills, you’ll likely find that you don’t need to carry as many tools or you may find ways to combine one tool into two (I’ve cut wrenches and welded opposite ends together). For dedicated pavement travelers, sometimes a phone and a credit card is enough. Roads are built for travel, so if you sit along the roadside long enough, eventually someone will happen by. For off-roaders however, the ability to fix a flat or tow a fellow rider is priceless as tow trucks seldom traverse the best parts of the holler.

To check out a full list of what I pack for Adventure, dual-sporting, and racing, check out my personal tool list.

SUPER73 R-Brooklyn Review

Pollution. Jet planes, semi-trucks, gridlock traffic. The unmistakable ring-da-da-ding-ding of a two-stroke dirt bike, or the unfettered lope of an American V-twin. In the absence of roaring engines, honking horns, and inattentive drivers surfing the rumble strips, you gain a superpower. Without noise pollution, you can actually hear traction. The tires groan, whimper, and eventually scream defeat as they let go of the pavement. In the dirt, you hear every stick and acorn beneath your wheels with the predictable shuffle of gravel in the loose dirt. The cost of this superpower? Ticking of the derailleur, the metallic cadence of the chain, and a low-pitched electric whine of the SUPER73 twelve-hundred-watt motor.

Thanks to a recommendation from my buddy Matt, SUPER73 reached out to me about potentially test-riding one of their electric bicycles. Longtime readers here obviously know I’m a pre-mixing, two-stroke-obsessed gearhead; however, upon receipt of an e-mail from SUPER73, I was immediately intrigued by the opportunity to experience a machine diametrically different from my typical two-wheeled mode of recreation. They lent me the bike to ride for two weeks and asked me to publish my thoughts in Vicarious Magazine before Christmas. Even after those 900-odd words, I felt I had more to say about their R-Brooklyn, and more about the new opportunities it’s bringing to the market.

Who’s SUPER73?

For those unfamiliar, SUPER73 was founded in 2016 as a start-up company out of Irvine, California. They launched their first electric bike after a successful kickstarted campaign. Thanks to some incredible marketing, they’ve grown dramatically into a full-blown multi-line electric bicycle manufacturer over the last few years.

What’s an E-bike?

The short answer is “electric bicycle”, but that definition gets a little more fuzzy depending on where you live. Here in Ohio, there are classes of electric bicycles and therefore laws about where you can and cannot ride. Locally, these are the definitions:

• Class I – Electric bicycles equipped with fully operable pedals and an electric motor under 750 watts that can only provide pedal assist up to 20 MPH.
  
• Class II – Electric bicycles equipped with fully operable pedals and an electric motor under 750 watts that can provide pedal or throttle assist up to 20 MPH.
  
• Class III – Electric bicycles equipped with fully operable pedals and an electric motor under 750 watts that can only provide pedal assist up to 28 MPH.

In Ohio, Class I & II e-bikes are permitted on bicycle and shared-use paths. Class III bikes are required to have a speedometer, can only be ridden by people 16 and older, require operators to wear a helmet, and are prohibited from shared use paths.

R-Brooklyn Specs

Brawler bicycle looks, the SUPER73 R-Brooklyn is unmistakable with its fat beach tires and bespoke “LZRD” tires. The bike wears dual 20-inch diameter wide-rims (4.5″ front, 5″ wide rear). The bumps up front are soaked up with telescopic forks, with an adjustable coil-over rear shock mounting to a swingarm in the rear. The 750~1200 Watt motor is integrated into the rear hub, mated with a single-speed sprocket set and traditional derailleur. The 960-watt-hour batter sits in front of the big banana seat, and what I assume is intentionally resembling a motorcycle gas tank. The Brooklyn has a bright LED headlight for urban night riding, with a matching brake-light in the rear. Similar to an ATV, there’s a thumb throttle on the right handlebar, with the smart display taking up residence on the left. The smart display can show the rider’s speed, odometer, range, and when paired with the SUPER73 app, can also give distance and direction to the next turn. The Brooklyn, like the rest of the R-series is shipped as a Class II e-bike. However, by logging into the app, riders can unlock level III and unlimited modes after agreeing to a disclaimer. To stop this 80-ish-pound bicycle, the Brooklyn has hydraulic disk brakes front and rear. Note to the motorcyclists, the right-hand lever is rear, not the front brake. Also, when attacking urban traffic, riders have a push button for a horn that rivals the one on my motorcycle.

Riding Experience

Pedaling out of my driveway I was reminded that I’d not ridden a bicycle in countless years. The saying is indeed true, but it’s markedly different than riding a motorcycle. The oddest thing is how 28 miles per hour feels shockingly fast on an 80-pound bicycle. After falling in love with the fat tire traction at full-throttle and aggressive lean angles, I was subsequently struck by the serenity of (near) silence while pedaling through the countryside. While riding along the bikeways, you can hear the tires grip the asphalt, moreover their squeal as they let go at full-tilt. Hooliganism aside, I was still surprised by the ease at which I snuck up on deer. At one point I stopped on the path and had a stare-down with several does on the hillside. It’s a very contrasting experience considering animals are typically already on the run when I see them from the seat of my dirtbike.

Peddling around town, ther ergoes of the R-Brooklyn feel more intended for sitting. The center of the crank is forward enough from the seat and close enough to the bars it takes a bit more effort to stand and keep cadence to climb the hill in my local housing development. Fortunately, the seat is comfortable and in the pursuit of grinding the chicken strips off the tires, my knees can grip the battery (tank) effectively while sitting.

Power delivery from the rear hub motor rolls on smooth and consistently. Performance motorcycle people may be disappointed that the SUPER73 doesn’t surge from a stop, however, folks need to remember this machine serves two masters. The Brooklyn is bridging the gap between efficient commuter and urban assault bike. Dumping buckets of torque into the motor drains the battery with a quickness, so the throttle controller feeds it in smoothly to maximize range. Similarly, SUPER73 obviously expects the rider to take advantage of the pedal assist or throtte. The single-speed drivetrain is geared for prime comfort between 15-20 mph; without power it takes some effort to get going from a stop, and depending on what level of assistance you’ve selected, you may find yourself peddling frantically if you get beyond the “boosted” speed.

Smashing the throttle and “going” is obviously the best part about riding the Brooklyn, but the dual-disk brake setup means that stopping is an uneventful affair. That’s of course assuming you don’t get a fist full of front brake, in which case you will find yourself lifting the rear wheel from the ground. The brakes SUPER73 have put on this bicycle are some of the best brakes I’ve experienced anywhere. I’ve never found myself so eager to pull “stoppies” at every opportunity.

As a child of the 80s, full suspension is also a welcome addition. Skipping over small logs in the local park trails and jumping curbs at full throttle puts a smile on your face. Similarly, riding the bike off-road is a lot of fun, but similar to comments about power delivery, there’s only so much suspension travel to work with. The springy bits keep the ride comfortable but remind you that the Brooklyn is a city bike, not an enduro competitor. Similarly, hardcore off-road bicyclists may bemoan the SUPER73’s weight, but after dragging my 250-pound dirtbike through the mud, I found lifting the Brooklyn over the big logs at my local trails an easy task.

Like anything electric these days, I’m sure most people are immediately curious about the range. SUPER73 advertises up to 75 miles on a full charge and I believe that to be very accurate. I rode the Brooklyn from my place in south Dayton, all the way downtown to the river and back while using pedal assist on levels 1 through 3, and the occasional burst of throttle to climb out of the valley. After 46 miles of mixed-use, the smart display told me I had 9 miles left on the battery. Using only level 1 pedal assist, 75 miles on mostly level terrain would be very achievable.

While I know my way around town pretty well, the SUPER73 app added to the convenience of riding almost anywhere. Like my motorcycles, I mounted my phone on the handlebar for easy navigation downtown. However, if I decided to leave my phone in my pocket, the SUPER73 app sends directions to the smart display which shows the rider their distance and direction to the next turn. Beyond navigation, the app can also be used to change settings on the bike, check the charge status, and toggle the headlight.

The SUPER73 R-Brooklyn, despite its stunning good looks, is still a competent commuter. While not a traditional stunt bike, bland utilitarian e-bike, nor hardcore off-road machine, it finds itself adept to dabble in each segment. All in all, I found the bike most enjoyable winding up and down the twisty hillside bicycle paths with the throttle pinned, or just exploring the wooded outskirts of the city. Moreover, I can reiterate enough, there’s something about the Brooklyn’s looks and performance that beg the rider to embrace their inner hooligan.

Commentary

As they say, beauty is in the eye of the beholder. One may not share my affinity for this BMX-supermoto electrified love child, but after seeing the fleet of urban e-bike rentals downtown, SUPER73 has aesthetics on lock. Big LED headlight, the tank-like battery pack, copious “73” branding, and lock-on moto-style grips, SUPER73 has minded the details while forging its own niche and imagery.

At some point, I’d like to get the chance to ride a SUPER73 with the 10-speed cassette option. While I find it unlikely I’d surpass the 75-mile range available, I’d like to see if I could stretch the full-wide-open range a little further with perhaps more pedal power. With that, like any motorcyclist, I’d like to see the rear hub motor get a little more poke. Word on the street is that the mothership launches a 2300-watt firmware upgrade, so I’m curious to see how that affects the power delivery. Also, I don’t know if this is in the pipeline, but I’d like to see a regenerative feature to the hub motor. Again, the existing range is likely plenty for the target audience, but in this space, I think it’s wise to keep pushing boundaries.

Potential on the Horizon

The electric bicycle market is very much still in its infancy. While I’m unquestionably old-school, I very much see the future that SUPER73 is paving the way for. As noise and emission regulations get tighter, it’s getting harder and hard to ride and race around the globe. As a city dweller, even riding at a designated off-road club, it’s becoming more difficult to avoid running afoul with the neighbors. Fewer and fewer kids grow up riding motorcycles, and more and more folks are less and less noise tolerant. SUPER73’s R-series bikes all carry the same legal rights as bicycles while being simultaneously prime for urban competition. SUPER73 bikes competed in oval track races at the Red Bull Moto Beach Classic in 2022; that’s the same event where they held Straight Rythm. The R-Brooklyn in today’s form would be a blast at an urban bike park, racing on a cart-style track, and even stunt competitions. Long-term, I’m hopeful that SUPER73’s success leads to a full-on off-road model. Something we can race on local single track, without pissing off the neighbors.

SUPER73 has built more than an electric bicycle. It’s more than a bicycle, and it’s not a motorcycle. The R-Brooklyn and its stablemates are in a new category of brand-new two-wheel recreation that we’re just starting to understand. They have their own flavor of customers, and we’re just getting a taste of what these kinds of machines can do.

How are Scramblers Still a Thing?

Just days ago, Triumph announced the end of the Thruxton. While I’m sure it’s not the end of modern cafe racers, it signals that consumer interest is waning. The modern Thruxton dates back to 2004, and similar to the Bonneville it was derived from, is another example of manufacturers attempting to capitalize on consumer fads by offering “factory customs”. Following on that trend, in 2006 Triumph released the “Scrambler 900” built on the same chassis. After 20 years of factory cafe racers, the sun is setting on the Thruxton, and yet Triumph has just released a new Scrambler 400 X; now offering “high-pipe” nostalgia bikes in three different displacements and multiple trim levels and price points. On the heels of the Thruxton’s retirement announcement, I’m reminded of a discussion with Chris Cope years ago, and can’t help thinking, “How are scramblers still a thing?”

Functional aesthetics

Choppers and race replicas have long fallen out of favor in modern moto culture. Certainly there are a myriad of reasons, but among them are the extremes of performance and aesthetics; both being less functional for us street riding mortals. Performance “nakeds” and “modern classics” have surged in popularity, however in both classes, muffler positioning often to limits access to the chain, street faring suspension prefers manicured asphalt, and the sparkly bits tend solicit more attention. Scramblers however, tend to get a subtle boost in the suspension department (much appreciated in our urban midwestern moonscape), are often adorned with elevated exhaust silencers, and are almost unanimously more charming with a subtle layer of dirt and road grime. Scramblers, while welcome garage queens, gain significant street cred when they arrive “lived in”.

Simplified maintenance

As previously mentioned, owning a Bonneville meant removing a muffler to clean a chain. To this day, changing an air filter on many modern ADV machines means removing a gas tank, let alone the ordeal that is checking the valve clearances. Modern Scramblers, with their throwback looks and “antiquated” architecture means that upgrading shocks is a half-hour job, if engines are liquid cooled, the radiator is hidden in the frame which makes it easier to access the tank, no fairing plastics are involved, and the popularity of the 19-17-inch tire combo simplifies finding and swapping tires. While the iconic look of the scrambler is what most of us notice first, function is predominantly what we see, despite the nostalgia driven sparkly bits.

Affordable adventure prowess

Guys like Pol Tarress and Toni Bou are pushing the limits of what’s possible with modern adventure motorcycles. Despite Pol racing hard enduro on a 700cc twin, the rest of us in the Starbucks brigade might ride the occasional forest service road. I wish it weren’t true, the reality is that wrestling a 500-pound pig in the slop is well outside the fun-zone for the average motorcycle consumer. That fun-zone shrinks dramatically when the retail price of said machine climbs north of twenty-grand. When the average annual mileage of the American motorcycle owner is in the neighborhood of 2,000 miles, how much of that could be off-road? Considering much of that range is covered in the pursuit of caffeine or fish-and-chips, modern Scramblers have sufficient off-road chops to explore gravel and neglected country roads at a significant discount compared to their wind-screen adorned ADV brethren.

It’s the American way

The Ford F-150 has been the number one selling “car” in America for as long as I can remember. Meanwhile, Jeep Wrangler prices have appreciated 168% in the past five years. Bed covers are often the first thing owners add to a new truck, and like Jeeps, giant rims, low profile tires, and sparkly perfect paint are all the rage right now. It’s not about what the vehicle is for, it’s about how it looks. We may not take said vehicle off-road… “but we could if we wanted to.”

Function aside, Scramblers are still sold on sex appeal, and for the time being, it’s working. Considering Triumph’s modern Scrambler is just two years the Thruxton’s junior and Honda just launched its new SCL500, this era may or may not be coming to an end. Like the Ducati, that new Scrammy Four-Hundo is distinctly missing the mandatory high-pipe, so perhaps this fix is already in.

What do you think?

Why are Harley-Davidson Pan America values tanking?

According to the headlines in late 2021, Harley’s first foray into the adventure market was the “Best-selling ADV motorcycle in America”. Two years later, I believe we’re on the cusp of a very different story. In 2021 the two-tone Pan America Special carried a suggested retail price of $20,249. Today, low-mileage Pan Am Specials can be found for 14-grand or less on Facebook marketplace. In the time that I’ve been watching used motorcycle values, I’ve never seen the value of a new motorcycle take a nosedive this steep. Motorcycle dogma clearly states: “Harley’s hold their resale value”, so why is the Pan Am tanking?

Everyone that wanted a Pan America has bought one

When I saw the “Bestselling” headline back in 2021, I instantly recalled a similar headline regarding Triumph’s new Bonneville Bobber. Back in 2017, Triumph set a company sales record for the new Bobber, a bike undoubtedly with a somewhat niche customer. Two years after seeing said headlines, garage queen Bonnie Bobbers were listed for sale all over; at the time of this writing, there are three leftover 2022 models sitting on the floor at my local dealer. When the bike was launched, those most excited to have one ran to their dealer and pre-ordered one. When the dust settled, the most anxious customers had already made a purchase, and it evolved into a bike chasing a rare customer. Sadly, I fear the Pan America may have suffered a similar fate, but that’s not all.

New buyers speed-date motorcycles

Despite performance statistics, interest rates, or utility, at the end of the day, motorcycles are primarily sold on sex appeal. People fall in love with a motorcycle for emotional reasons and simply have to have it. Let me recant that statement, they fall in “lust” with a motorcycle. At some point, the honeymoon wears off, and folks begin searching for that “new bike” feeling somewhere else. To finance the hobby, the old battle-axe gets traded in for a “younger”, “hotter” model. I have strong suspicions, that existing Harley owners, sufficiently curious enough to dip their toe into the adventure segment, ran out and put their money down on a new Pan Am. Just like their previous bikes, after two years of “fun”, they got their fix and were ready to bring home a different Harley. It likely didn’t stop with brand loyal customers; considering dealer network, “the new thing” and other tempting qualities, existing adventure touring folks tried on the Bar-and-Shield for size, but that irresistibility had a shelf life. While “lust” sells motorcycles, there’s no doubt some particular turn-offs may have ended some of these relationships prematurely.

First model-year gremlins

Ironically, I think Harley-Davidson has an unfair reputation of unreliability. While there are plenty of interesting statistics to fuel that debate, word on the street is that some Pan America models had various electronic issues. Officially, a limited number were actually recalled for display issues below a certain temperature. Anecdotally, I spoke with several friends who have ridden the Pan America, or even own them, mentioning various electrical gremlins that seemed to plague the bike, or at a minimum, annoy the owners with frequency (i.e. throttle-by-wire issues, going into limp mode, adaptive ride height malfunctioning). Obviously, this isn’t a new phenomenon, numerous manufacturers have issues with first-model-year vehicles. In this case, the damage to Harley’s reputation is worse because it’s their first and only entry to the adventure segment. When a more (presumably) reliable motorcycle can be had for the same money, or even less, it’s a taller hurdle for the Motor Company.

Swimming up stream

Reliability aside, there’s no understating the challenge of dropping a flagship adventure bike into a market that was already well saturated with liter-plus displacement offerings from well-established brands. Undoubtedly, significant American consumers have powerful FOMO, so it’s not difficult to convince a fresh crop of buyers to come try on the newest thing. However, trying to hold onto a slice of the heavyweight ADV market share against the backdrop of established Austrian, British, and Bavarian offerings several years post-launch is a bolder ambition. A bike that has perennial gravity to attract new buyers has to “do the thing” and won’t survive on hype and marketing alone. To make matters worse, the adventure market is clearly making greater moves toward smaller, lighter adventure motorcycles. Rather than drop an offering into a less established, growing segment, Harley chose to launch an aspirational model in a much more competitive class where it’s much harder to stand apart. In a world where you can get all the creature comforts and electronic rider aids on a 700 cc bike, what induces a buyer to pay more and consider a heavier, 1250 Harley against the backdrop of comfortable, capable middleweight machines let alone the established big-bore ADV machines that have a track record of reliable accoutrements?

The straw that broke the camel’s back

The truth is that I don’t believe that any one of these issues is the sole reason the Pan America as the fastest-depreciating motorcycle I’ve ever seen. I actually believe it’s the convergence of each of these issues, and more importantly, our current economic climate. Inflation is still running high, interest rates are at the highest levels we’ve seen in decades, and in a consumer economy, where lots of spending is fueled by debt, new motorcycles are a luxury. A Luxury that pandemic accounting and living habits supported, but in a more “normal” world, Pan Am owners are realizing they don’t ride as much as they thought they would. Worse, lots of folks are looking at their grocery receipts and realizing there are more important things that payment could pay for every month. As new bikes are sitting on dealer floors unsold, used bikes with “for-sale” signs are multiplying and the resale values are sinking.

This isn’t what I want

Selfishly, a cheap Pan America is a good thing for me. I’d like to find a smoking deal on a used one and have a great adventure touring machine. Inversely, this is bad for the Milwaukee mothership, and if I’m correct, it threatens the possibility of getting a middle-weight entry to the segment. This sword also cuts both ways; while I believe that Harley’s dealer network is not staffed or culturally equipped (in most places) to properly support the customer base for adventure bikes, the lackluster sales performance of the bike will likely cause dealers to turn their back on the Pan America as well. I stand firm that I believe that Harley would have been wise to play on their strengths and produce a capable V-twin scrambler in tandem with the Pan America and attack this segment in both directions. It’s not too late, but the sun is setting on this opportunity. If market forces continue on this path, I fear we’re looking at the end of the Pan America as we know it in less than 4 years. There’s tremendous value in having a successful brand making the bikes we want to ride here in America, so I hope I’m woefully wrong. Time will Tell.