The Little Men

Motorcycling's Small Business Owners

(Melton's Trike & Cycle Works)

I recently needed a rear tire on my big Royal Star, and planned on taking it to a local Yamaha dealership I’ve used before. I happened upon a small privately owned shop behind a trophy store, called Melton’s Trike & Cycle Works, and dropped in to check it out. Turned out, David Melton, the “proprietor”, has been receiving our magazine for several months now, and I enjoyed a brief conversation with him. I decided to bring my bike to David, and let him do my tire mount and balance. He installed it while I waited, chatting me up all the while, and at a price better than the local dealership would have done. I’ve been recommending Melton’s Trike & Cycle Works to my riding friends ever since.

(David's shop)

I also picked up an old project bike to restore, a 1986 Yamaha Radian 600, which had sat in the back of a machine shop collecting dust and rust for over 12 years. The tank was among the worst I’d ever seen, full of caked-in rust and corrosion. Upon discovering Craig Skiver’s “Craig Paints Tanks” ad in our mag, I shipped it off to him, to see what he could do that local radiator shops could not. He promised a three-day turnaround from reception, and sure enough, within days, I got an email from Craig declaring the tank complete and on its way back to me. When I unpacked it, I was astounded at the job he’d done. The tank looked nearly new inside, scoured clean and shiny again, with a thick aircraft tank-grade clear coat throughout. Craig has my tank (and paint) work from now on. See my article in this month’s Born to Ride Southeast edition- www.borntoride.com

(Craig's handiwork)

While the large dealerships have so much to offer, not only in bikes, but in apparel, accessories, parts, and great service, I admire and applaud the small shops, the family and individually owned establishments, for their passion, dedication, and personalized attention to detail. The big enterprises get all the attention, but these “Little Men” as Alan Jackson once immortalized in song, are in many respects the backbone of American motorcycling, and certainly of our national economy. My father still rides at 78, and carries his ’03 H-D Heritage to a small one-man shop in Sparta, Georgia, owned by Mike, a retired H-D mechanic, when he needs service or parts. They’ve become friends, and Pops completely trusts his bike to Mike. “I’ll never take my Harley to anyone but Mike,” Pops declares.

With the American economy rebounding, unemployment dropping, and wages inching back up, optimism is returning for many of America’s small business owners. The motorcycle industry has suffered in recent years as well, yet hope abounds for the future of our sport, our passion. The older generation of riders is passing on the love of motorcycles to a new generation, and they are already shaping the future of motorcycling (see my article on Brother Moto, September BTR Southeast edition). This is especially good for the “privateers”, the small shops like David Melton’s and Craig Skiver’s, and the countless other repair, paint, custom, and restoration shops dotting our great land. I have many friends at large, established brand dealerships, and everyone I know at these are passionate motorcycle enthusiasts themselves. But the private “mom & pop shops” hold a special place in my heart, and I plan to encourage and support them with my business whenever I can. My grandfather ran a garage in Boston, Mass. throughout the 30s-60s, wrenching on everything from early motorcycles to boat motors to automobiles and diesels. I guess it’s in my blood, however unskilled I personally I might be with a wrench.

So here’s a shout-out and salute to “The Little Men”, those small business owners, the backbone, heart and soul of American motorcycling. May you grow and prosper in 2018.

Wayne Rainey- Anatomy of a Legend (full interview transcript)

Here is the full, unabridged transcript of my conversation with Wayne Rainey, with additional photos.

Debate often arises in motorsports over the definition of a legend, and what constitutes legendary status. Is it the number of wins across a career? National and/or world titles? Is it philanthropic work, contributions to the sport and industry? Overcoming tragedy or adversity? Perhaps it's personal honor, integrity, influence? By any definition-
Wayne Rainey is a legend.
In the span of a decade, Rainey amassed a resume of wins and titles that would cement his status as an icon of motorcycle road racing. He won the AMA National Championship in 1983 and 1987, and claimed the coveted Daytona 200 title in '87 as well. Rainey moved onto the world stage, capturing the renowned Suzuka 8-Hours endurance race with teammate Kevin Magee in 1988. Rainey then dominated the GP World Championship for three years, sweeping the 500cc premier class from 1990-92. A career-ending and life-altering injury changed everything in 1993, resulting in permanent paralysis from the chest down.
But Wayne Rainey didn't stay down.
He reinvented himself for the rest of his journey, managing AMA and GP teams, participating in SuperKart racing, and ultimately birthing the dream that would become MotoAmerica.
I had opportunity to sit down with Wayne for a few minutes, at the final round of the 2017 MotoAmerica season at Barber Motorsports Park in Birmingham, Alabama. What ensued became a candid, insightful conversation, revealing something of the heart and soul of the man.

RB- I remember following your racing career back in the day. The Suzuka 8-Hours was impressive! Very few people even know what that is.
WR- It's a bad-@$$ race, for sure! I was racing Gran Prix's that year, running at the highest level in motorcycle racing, then went and did the Suzuka, and realized I was NOT at the highest level! The Japanese take that race, and only that race, as the number one race they all want to win, and Gran Prix second. It was so exciting to win that.
RB- I can't even imagine! At what age were you first introduced to motorcycles? How did you ever catch the riding/racing bug?
WR- My father got into soapbox derby, go-cart racing, and then motorcycles. He had a 90cc Yamaha in the mid-60s, and was a tinkerer as well as a rider. I was about 6 years old when I first started riding, on a little Honda Cub. The Cub was kind of tall for a 6-year old, so my dad put a seat right where the fuel tank meets that under bone. Handlebars above me, seat hitting my back, and I was sitting down in it! First time I ever rode it, we were in the garage, and he said, "Keep your foot on the shifter, give it a little gas, and let off the shifter." I wheelied that thing right into his cabinets! Needless to say, I was a little intimidated, running out of the garage crying! I came back though.
RB- Indeed you did. When did you first start competing?
WR- I started racing at the age of 9. In Southern California, we had ten different race tracks, and could race seven days a week. A definite hotbed of dirt track racing. We lived 10 miles from Ascot Park, and my dad built bikes to race the Ascot Half-Mile. I'd go with him every Friday night as a young lad, and learned all the riders by name, their numbers, everything about them. I ate, slept, and drank the racing. When I was old enough, I finally got to go do it myself.

 RB- You really cut your teeth in flat track.
WR- Yeah, I didn't do my first road race until 1980, when I was 20 years old. Never even been on a track before then.
RB- What attracted you to road racing?
WR- I was dirt tracking and Kawasaki wanted to sell KX250 engines to dirt trackers. They contacted me, a “So Cal” kid. They had approached Eddie Lawson, asking "Who do you see that we could develop that motor with?" Eddie recommended me, so they reached out to me- "We got this engine, we'd like to build a short track chassis out of it. Will you run it? We'll buy your tires, pay your gas,..." and I quickly said, "You got a deal!" So we went out and had some success with it, and they soon asked, "Have you ever considered road racing?" I had not, never really been interested in it aside from reading about it in the magazines, so they sent me to the Keith Code's California Superbike School. I went through the training, progressed pretty quick, and they asked if I wanted to try a race. So I tried it. I ended up winning 15 of my 16 races! They later contacted me again, saying, "There's an AMA National race in Loudon, New Hampshire. If you can be there in three days, we’ll have a bike there waiting for you." I was going to race in my first pro 250 novice class. A buddy and I drove cross country to the race, still with my dirt track leathers and gear. It rained during the race, and I had never ridden the bike, never ridden on this track, never ridden in the rain, and we won the race by 20 seconds! Next day, Kawasaki showed up at the race track with a contract to race Superbikes for them the next two years.

 RB- Do you think your flat track racing experience gave you an edge in any way, when you transitioned to road racing?
WR- I think so, and it helped Kenny Roberts before me. Freddie Spencer did it that way too. All the American world champions had a flat track background. The 500cc GP bikes were wicked machines. It took a special style to adapt to them. The Europeans are doing it now, but they weren't back then. Rossi, Marquez, all those guys, work off-season on dirt track, but we were doing it decades ago. So I'd say it was an easy transition, easy translation of skills. The natural dirt trackers were always the Americans.
RB- I remember when the grids and the podiums were filled with Americans.
WR- We didn't know how good we had it, did we? Whole front rows would be Americans, podiums would be all Americans,... Now, there's no one in the world championships, in MotoGP. There's P.J. Jacobsen running well in World Supersport, but sadly, with Nicky's passing, P.J. is it, on the world stage. We hope to change that.
RB- There's been a lot made of your rivalry with Kevin Schwantz. How did that develop? Did something happen, or was it just two fierce competitors battling it out across the years for dominance?
WR- Yeah, by that time I guess I was kind of an established guy. Schwantz came along, with a lot of natural talent, and I saw he was going to do whatever it took to beat me. He really raised my game, because I didn't want him to beat me. We raced each other really hard, much harder than the other guys. I guess we didn't like each other, because we didn't like how we were treating each other on the track! We were both determined to beat the other. I like to think I got the best of Kevin every single year, but the rivalry certainly made us both better.
RB- But in the end, there can be only one.
WR- People win championships for all kinds of reasons. But the one thing that's always the same is, the guy with the most points at the end of the season, wins. I was a very consistent guy, was on the podium most of the time, and ultimately, consistency wins championships. And it wasn't just Kevin I was battling. There was Mick Doohan, Eddie Lawson, a lot of really huge names out there then. Exciting times for racing.
RB- You ran for Kenny Robert's teams a number of years, right?
WR- I ran for him '88-93, for six years. We had known each other, and I had started hanging out with him a bit, so he put a team together for me to race in Europe. I ran 250cc bikes my first year with him. Really didn't think I was ready for it, but we did it, and I got to see the future.
RB- Would you say you really peaked, really took off, under his tutelage? Did he help refine, tune your skills even more?
WR- Yeah, definitely! Kenny and I really clicked. He had plenty of riders under him who didn't have the success we had together. I think he saw in me someone who would do everything to get the most out of myself, my team, the machine, so he fostered that environment for me. A lot of my teammates came and went, but there's no doubt the friendship, relationship we had was special.

 RB- 1984 was a tough year though.
WR- Oh, yeah, I hated it that year, thought Kenny was a prick! We had to push-start the bikes, and often by the time we got started, I was like 20 seconds behind the pace car! So not only was I having to catch and pass the pace car, they usually had no idea some weenie was behind them! And I'd have to listen to him as I was push-starting the bike, yelling, "Push harder, you $!&?-head!" But he pushed me, for sure. Made me a better racer.
RB- It’s uncomfortable for me to bring up, but I watched footage of your fateful crash at Misano in '94. A major life change, in every way.
WR- Yes it was.
RB- How did you personally work through that, overcome it, and reinvent yourself?
WR- (pauses to reflect) That was 24 years ago, September 5. So it's not really that long ago, and yet 24 years is a long time. I'd probably now do a few things differently, but here was this 33 year old man, world champion, did everything on my own, then suddenly, I needed help going up a step, or grabbing a cup, or anything. The way you do everyday functions, how you get in and out of the car, or the bathroom and shower, the bed, everything changes. The first thing you see in the morning is that wheelchair, and the last thing you see at night is that wheelchair. So it's become my legs. You either adapt, or you die.
RB- Adapt or die- physically, mentally, emotionally, spiritually.
WR- It was a very tough time. It took a few years, a lot of mistakes, some deep pockets of grief, but you know, I have a strong faith in the Lord, and that pulled me through, that's what worked for me.
RB- You worked through it all, and your faith carried you.
WR- I had a 10 month old son at the time, and he only ever knew me in a chair, so I had to be strong for him, had to show him that his dad's going to be challenged, but everyone is challenged in their own way, every single day. You can whine about it, or pull your pants up like a big boy. It still could get worse too, I don't know. So I just live every day.

 RB- You've accomplished so much in the sport, on and off the track. What are your fondest memories, proudest achievements?
WR- I have so many memorable moments, and I'm still creating them. Obviously, being a very successful motorcycle racer, to have been able to make a career out of it. I loved racing motorcycles! I loved the competition, loved the challenge, loved racing at the highest level. I loved every win that I got, loved every 10th place that I got. I remember the battles, the rivalries. So I don't think any one particular thing sticks out more than others. I just try to be a decent dude, show courtesy to everyone I meet. Now, in my current situation, I try to pay attention to what some people have to go through when they're physically challenged. I'm sensitive to that.
RB- To me, what you've endured, where you are now, only adds to your mission.
WR- Every day we wake up, we have no idea what it holds, where it will take us. Nicky Hayden is a perfect example of that.

 RB- As I stated in my article about him after his death- life is fragile, life is fleeting, so live for a higher calling. You're still making a difference, in racing and beyond.
WR- I think you're right, only because I know what the outcome is now. I didn't when I was still racing. Won three world championships, on track to win a fourth. Where do you go from there? Some say the only place to go is down, but I didn't see it that way. I just wanted to keep winning as long as I could, and keep getting better. I was getting to the point where I wasn't going to accept anything but 1st.
RB- Looking at modern racers like Rossi, Marquez, Jonathan Rea- it doesn’t matter how many they’ve won, the next one is still a thrill.
WR- Rossi, he’s a special case. He came up through a different era than I did, but that hunger to win is still there with him. He obviously still has fun doing it.
RB- How was the dream for MotoAmerica born?
WR- My partners, Richard Varner and Terry Kargas, were building a motorcycle and through a mutual friend, asked if I would come help. I was pretty far away from the sport then, but that relationship started me back in the industry, calling my old contacts about parts. This bike had the look of a 1980s road race bike, but in actuality, it was a 2010 Yamaha R1. Back in the sport, I was getting a lot of questions- “What’s going on with American road racing?” I still had a relationship with Dorna (the international sanctioning body), so I started thinking, “There’s not many Americans; maybe I should start a young rider series.” There were only three U.S. Gran Prix races left, and one World Superbike race. My idea was, run a young spec class, and run it in the World Championship races held here in the States, Saturdays and Sundays of each, about an 8-race series. Joe Campbell from Laguna Seca asked me, “Why don’t you just fix the AMA racing?” Initially, we couldn’t get a deal with DMG, so I returned to my original idea of doing our own thing. That started gaining momentum and support, so pretty soon the DMG came back and said, “Hey, let’s talk about this again.” We worked a completely different deal the second time, so that’s basically how it all started. It took time to evolve, and it was never something I thought we could achieve, but I figured, unless you go all-in and try, you’ll never know. I had the right partners, for sure. Chuck Aksland from my Gran Prix days came onboard, joining Terry and Richard with me, and all these pieces came together at the right time. So now we are trying to make a go at it, revive American road racing.

 RB- Here at the end of your third season, how would you rate the progress?
WR- You know, from where we started, late in 2015, I think our skeptics are now fans! And some of the manufacturers, who thought we’d be gone after three races, see we are still here after three years. We began with live-streaming on Fans Choice, and now we have live TV with BeIn Sports. We have a good schedule, we have solid teams, and year 4 will see an all-Superbike class. We made changes this year to the Stock 1000 class that shows they can be very competitive. We have a team that the rider (Kyle Wyman) drives his truck to the race, engineers his own bike, and he almost won the race in New Jersey! If a guy can do that against the factory riders, we’ve done the right thing. So many of the Stock 1000 guys have run well this year- Hayden Gillim, Jason DeSalvo, Mathew Scholtz, all running up front with the factory guys. This next year, it’ll be an easier sell for them, that they will be Superbike teams, instead of Stock 1000.
RB- I’ve been watching the growth of MotoAmerica, parallel with the explosion of American Flat Track. They both seem to be feeding off the growing popularity of each other.
WR- Yeah, basically, dirt track and road racing are cousins. They’ve always been in the U.S. But they are run separately now, and actually are facing the same problems we have here. Indian is huge there, and they have the best riders, filling the podium at nearly every race, and here, we’ve got four factory bikes, and then you’ve got everybody else. So we are all trying to make it more marketable, so they all can go out and find sponsorships. We’ve had three years to try and stabilize our sport. We think we’re pretty stable now, and with the jump to Superbike, we’re going to now sell it to the fans.
RB- What do you see as the future of road racing in America?
WR- I hear racers say, “Oh, we’ll never get back to the level of the Europeans. They’re doing everything we did except they are starting at a younger age. They have more racers, better tracks, etc.” I say, give up that attitude! I tell you what, I’ve said, “Unless you think you can go over and beat those guys, they’re going to wax you, because you’re going to their house. We’re Americans. There’s a culture here they will never have. They don’t live here, didn’t grow up here.” As Americans, we automatically think we need to be better. I want our riders to believe that, to believe in themselves.
RB- That day is coming, I believe, soon.
WR- We’ll soon see the rider who believes in himself, has the natural speed, and the desire to go race in MotoGP, which means racing in Europe, at the highest level. We are trying to make MotoAmerica a competitive championship where, when a racer is ready to make that step, they’ll only have to learn the tracks and the bikes. They’ve already done the racing here.
RB- In the next year or two, what is MotoAmerica positioning itself to do to bring road racing back into the American consciousness?
WR- Honestly, we need guys like you that believe in what we’re doing, to help us build it up. We want to recapture the fans we lost, as well as go get new fans. It’s a new generation. It’s not, “win on Sunday, sell on Monday” anymore. We know we have to host an event, with a motorcycle race. A lot of things happening at the track- bands, fashion shows, bounce houses and activities for kids, vintage shows and races. People love seeing those old bikes, hearing them run around the track! We have to remember our past. That’s where we came from. We want to build the event, market that, invest in that. All of our investment has been into stabilizing. Now, we can start working on growing.
RB- I’m excited about the future of American road racing, glad you are at the helm of it. I’m not just a writer, I’m a fan.
WR- Well, we appreciate you coming out and supporting us. I hope every time you can come out, you see something new, something exciting.
RB- Your riders have a passion and competitiveness that draws fans. I saw that evidenced at the Road Atlanta round, when Beaubier (2016 champion) and Elias (now the 2017 champion) nearly came to blows in the press room following the race.
WR- Yeah! I want the championship to mean something. It’s got to be real. That was raw, real.
RB- Even the 600 Supersport class- I talked extensively with Garrett Gerloff (now the 2-time class champion), a young man of deep faith, humility, and integrity, and yet a fierce competitor on the track. To me, he well-represents the future of the sport here in America.
WR- Well said! If he goes up to Superbike, and starts to run with Elias, Hayden, Beaubier, I’m telling ya, he’ll fly out of this place. I told him, “Everybody is waiting to see who that next guy is going to be. Why can’t it be you?”
RB- I certainly agree. Thanks for your time, Wayne.
WR- My pleasure! Thanks for coming out!

American Road Racing is back. Check out MotoAmerica on the web, social media, and on BeIn Sports.

Rob with Wayne, Barber Motorsports Park, final round.

*All photos courtesy of MotoAmerica and the author.

Marc Marquez- Again

This young man is rewriting not only the history books in MotoGP, he's rewriting the technique manuals, doing things on a bike no one has ever done before. All by the age of 24. Amazing.
Watch this highlights clip above from the MotoGP final round at Valencia, Spain.
I'll just let this do the talking. I've never seen anything like this kid. The future of motorcycle road racing is here.

The Distinguished Gentlemen's Ride

Full disclosure: I lost a lifelong friend to prostate cancer in 2012. I myself am a two-time cancer survivor, so far. Recently an old classmate of my wife's committed suicide.

This is personal to me.

When I learned last year about the annual international Distinguished Gentleman's Ride, for men's cancer and mental health, held every late September, I knew I wanted to join in. So I went online, did my research, and signed up for the ride nearest to me in Greenville, South Carolina.

A great ride, among great people, for a great cause. It doesn't get much better than that.

The Distinguished Gentlemen's Ride was started 6 years ago by Mark Hawwa and several mates in Sydney, Australia, who conceived the idea of conducting a benefit ride for male prostate cancer. They found a photo of "Mad Men" actor Don Draper, astride a vintage motorcycle in full coat and tie, and the theme of well-dressed, "dapper" riders on classic motorcycles was born. Supporting the Movember Foundation for Men's Health, this year's DGR encompassed over 92,900 registered riders in 581 cities and 95 countries across the globe, raising over $4.5M USD. With the support of sponsors Triumph Motorcycles and Zenith Watches, DGR 2017 surpassed all expectations.

My friends at Hourglass Cycles in Buford, Georgia sponsored me by providing a bike, owner Kyle Campbell's own 2016 Triumph Thruxton R. Sleek and crazy-powerful, the Thrux served me well among all the vintage, classic, and "modern classic" bikes in the ride. In only it's second year, the Greenville event grew from 50 registered riders in 2016 to over 180 this year, a quantum leap in participation. Our ride began and ended at Trailblazer Park in Travelers Rest, just north of Greenville. With control riders, lead and sweep riders, plus full police escort, the whole entourage navigated through Travelers Rest, looped down through Greenville proper, then took a break under the tall oaks of Furman University before returning to Trailblazer Park for awards, recognitions, music, prizes, food and drink. A "splendid affair". 

In this age of division, animosity, growing intolerance, and even spreading violence, the DGR epitomized everything a society can and should be. Men and women, young and old, wealthy and working class, every ethnicity, every cultural and political persuasion, all riding together, sharing a common cause, focusing on our commonalities rather than our differences. We rode, we talked, we enjoyed the day together. It was a beautiful sight to behold.

For more information on how you can "support the gentry", check out the official DGR  website-

www.gentlemansride.com

 

2018 Harley Road King & Heritage

First Impressions

The quintessential American motorcycle company radically remodeled their Softail line recently, and shoehorned the Dyna line into it, introducing 8 all-new models. This, after debuting the brand new Milwaukee Eight 107ci last year in their touring line. With a new stiffer chassis, a monoshock suspension under the seat, and some models getting the bumped-up 114ci powerplant, fans of both the old Dynas and Softails should find much to love.

Harley-Davidson unveiled the new line Tuesday, August 22, and by Saturday, August 26, I was straddling one, blasting off into the central Alabama foothills, courtesy of our friends at Mt. Cheaha Harley-Davidson in Oxford. For comparison, I was also loaned a 2018 Road King, which had been among the models to receive the Milwaukee Eight 107 for 2017. It promised to be an abundantly fun day.

 

In the midst of Mt. Cheaha's 3rd Annual Rumble on the Loop, I first took off on the Road King, to sample the 107ci mill. Immediately, I was enthralled with this bike. Instant, head-snapping acceleration at the wrist-twist; thrilling, brutal power on tap up through each cog of the 6-speed gearbox. Granted, I ride a little more aggressively than some, being a sport as well as cruiser rider, so was a little heavy with the roll-on. But this bike delivers! Up through the hill country, the Road King dives into curves easily, brakes extremely well, shifts up/down solidly, and of course, that throttle! The bike felt like a comfortable touring cruiser with the heart of power cruiser.

 

Next, I took a spin on the newly remodeled Heritage, which actually wears the new 114ci motor. Thinking this bike would ride similar to the Road King, but with a power bump, I lit out hard like I had on the King. The Heritage quickly settled my raucous energy. Roll-on is more measured, spread out, and smoother. The 114 is clearly tuned for a more relaxed, laid-back ride, as I discovered while motoring along the same roads I had traversed on the Road King. Don't get me wrong- I completely enjoyed the new Heritage, once I synched with her vibe. Smooth, even power delivery, a solid yet compliant suspension, and gentle flickability through mountain curves, the Heritage was a dream to ride.

 

My one issue with the Softail- at every stop, I could not click into neutral, from 1st or 2nd. No positive neutral finder? Of course, the bike only had 3 mi on the ODO when I pulled out, so it's still early in the break-in period, which may sort the situation.

Harley-D has done a phenomenal job with these new 2018 models, and the Milwaukee Eight is another giant leap forward. I strongly encourage sampling these bikes. They do not disappoint.

Goodbye, Nicky

The motorcycling world was rocked recently with the shocking news of racer Nicky Hayden’s tragic cycling accident and subsequent death. Fans the world over mourned the passing of an American icon in motorcycle racing. Nicky had excelled in AMA flat track and road racing, winning championships in each across the late 90s and early 2000s, then left his mark internationally by taking the 2006 MotoGP World Superbike Championship. The past couple of years saw Nicky move to WSBK, World Superbike, already challenging the lead riders and teams there. In an age that currently sees few Americans competing on the international stage, not only was Nicky there representing us all, he was winning races and winning fans. As well as his achievements, Nicky was beloved the world over with his chiseled good looks, broad smile, affable Kentucky personality, and Southern drawl. His popularity arguably rivaled that of the world renowned Valentino Rossi, his friend, former teammate and rival on the track.
And in an instant, he was gone, felled in an unlikely accident, hit by a car while on a bicycle, of all things.
I had followed his career and been a “Kentucky Kid” fan since his first days of moving up from AMA to MotoGP in 2003. I met his “kid brother” Roger Lee recently, himself competing successfully in MotoAmerica. From all I’ve seen and read, the Haydens are a close-knit, loving, down-to-earth Southern family, morally upright and all-American. The whole Hayden clan has been steeped in motorcycle racing practically since diapers, with parents Earl “The Squirrel” and Rose instilling a love of motorcycles and racing in each of their five children (3 boys and 2 girls). The “First Family of Racing” made American race fans proud and excited about the sport, whether in road racing, flat track, or motocross, as sons Tommy, Nicky, and in American and international competition.

Nicky’s achievements particularly have been truly legendary:
Multiple AMA Grand National Flat Track winner- 1999-2002
AMA Supersport National Champion- 1999
Daytona 200 Champion- 2002
AMA Superbike Champion- 2002
MotoGP World Superbike Champion- 2006
WSBK World Superbike winner, Sepang GP- 2016

Nicky Hayden’s passing reminds me of several truths. First, life is fragile. We humans, for all our intelligence, creativity and industriousness, are still so easily broken, so easily disabled, so easily killed. The strongest person on the planet can still be vanquished with something as simple and small as a river stone (see the beloved “David & Goliath” story). I’ve come to grips with my own fragility, as age and health issues have altered my life in recent years.

Which brings me to the second truth- life is fleeting. We are only here for a short time, and nothing modern science and medicine achieves will lengthen our days. The good Lord set our time here to be no longer than 120 years (see Genesis 6:3), and even that is only rarely attained. Time flies by, like a breath vapor on a winter’s day or a morning mist over the mountains in summer. Ask any senior adult, and they’ll attest to this. Here one day, gone the next.

Lastly, to quote from the movie “Gladiator”, “What we do in life, echoes in eternity.” As a person of faith, the Bible teaches me that human length of days and level of achievement are all for naught apart from the things I do that honor God, and better the lives of my fellow man. Nicky and the whole Hayden family have been selfless, humble philanthropists, supporting many meaningful causes stateside and across the globe. A true, lasting legacy beyond racing.

Life is fragile, life is fleeting, and life is best lived selflessly. Nicky Hayden reached the pinnacle of motorcycle racing. He was a fierce competitor, and beloved icon in the sport. But even more important, Nicky was a good man, with a big heart for people, and a generous, open hand to those in need. To me, that’s the highest tribute.

MotoAmerica

This past weekend I had the opportunity and privilege to cover MotoAmerica road racing at Road Atlanta, for Born to Ride magazine. I spent three thrilling days enjoying the rush and roar of the races, had the honor to meet and talk with many of the racers, and caught the passion and dedication of Wayne Rainey and his MotoAmerica staff. It was a weekend I will never forget.

 

Friday I picked up my press credentials, compliments of MotoAmerica and the good folks at our own Road Atlanta. I photographed and enjoyed the practice sessions and early qualifier rounds, and met the great Josh Hayes and Danny Eslick down in the paddock area. Very friendly, down-to-earth guys.

 

 

I had the honor of bringing the Saturday morning invocation, then hit the infield for various shots of pole/grid qualifying around the track. The classes consisted of WERA 1000 semi-pro, KTM RC 390, Supersport/Superstock 600, and Superbike/Superstock 1000. A full slate, indeed. You definitely get your fill of superb racing action, up close and personal, every day. It's an adrenaline rush, just standing along the fences, watching them roar by. I've ridden track days on Road Atlanta several times myself, so I know first-hand the thrill of speed on it. The actual Saturday afternoon Race 1 runs were exhilarating, to say the least.

 

Between races, I had the privilege to meet several more racers, notably Garrett Gerloff, 2016 Supersport 600 national champion, and Bobby Fong, top contender in the Superstock 1000 class. Both are fine young men, very humble and grateful for the opportunity and abilities to compete at this level. Garrett is very vocal about his faith in Jesus Christ, giving thanks for his successes (took 1st in Race 1), and I find that commendable.

 

 

Sunday saw the rivalries intensify, as the Race 2 runs got underway. I witnessed several low-side crashes, all heart-stopping, but nothing could prepare me for what happened to Josh Hayes about 4 laps into the Superbike/Superstock 1000 race. Hayes low-sided out in turn 1, bike and rider sliding into the run-out gravel. Josh was unhurt, but his bike dug in, bounced off the air fence, and careened about 20 feet in the air, clearing the outer fence and clipping the bottom of a Road Atlanta billboard, before landing in the woods off the property! I had just parked at that corner for some photos, and literally just missed it. Tony Elias, Roger Hayden, and Cameron Beaubier battled all the way to the finish, in one of the most thrilling races I've seen in years.

Shattered carcass of Hayes' bike

I have been an ardent fan of motorcycle road racing for a number of years, but sadly, had lost interest in American road racing, in the waning years of AMA management. MotoAmerica taking the reins three years ago, I think, was exactly what our sport needed. Wayne and company are running an outstanding series. Full article forthcoming, in one of the summer issues of Born to Ride.

 



Triumph Street Cup

I had a most unique opportunity last weekend to test ride a brand new Triumph Bonneville Street Cup for several days. I had made contact with the good folks at Triumph North America, located right here in Atlanta, and they agreed to sign me out the Cup for a long weekend. I picked the bike up from Triumph HQ on Friday morning, and was told to keep it until early the following week. In exchange, I would write an honest evaluation article for Born to Ride magazine, whom I regularly write for.
The weekend that ensued was one of the most exhausting, exhilarating ones I've experienced so far this year.

I logged over 300 miles on the Cup across the several days it was in my charge. I cracked the highways and interstates in and around the metro area, and flogged it down curvy country roads near my home. I rode solo, and with a group of riding friends. I rode morning, daytime, and late at night. The bike was an absolute blast to ride. It garnered praise everywhere I rode, often mistaken for much older than it is. The Street Cup is a 900cc twin power plant, but is light, nimble, and compact. I felt completely in tune with this bike.

Saturday, I attended the American Flat Track races at Dixie Speedway in Canton, with my friends Monte, Lynn, and Test. We rode over, across the top end perimeter and up interstates to the raceway. I was on a press pass for an upcoming BTR article, while my friends served as CMA representatives. For the first time in about 30 years, motorcycle racing had returned to Dixie. And the racing was spectacular. The highlights for me were the "hooligan" races, and the main event, the renewed Indian/Harley rivalry. More on that soon...
We rode home about 10pm, in the fast-flowing, at times treacherous Sat. night north Atlanta traffic. The Street Cup roared all the way back, giving me confidence across every mile. After Sunday church, I rode the bike some more, ticking off more miles in the beautiful, pollen-filled Georgia springtime. I coughed and wheezed- the Cup did not. At least one of us was unaffected.

Alas, all good things must come to an end. After a brief Monday morning ride, I reluctantly returned the Cup to its rightful owners, Triumph North America. I found myself falling in the love with the little Bonney, as the perfect blend of sport and classic. A new motorcycle genre, perhaps? The Sport Classic? Actually, Triumph has been running and ruling that road for years, with no end in sight. This bike just further establishes their dominance of moto-cool.
Full eval article forthcoming...

Alive Again



It's been a good 10-months since I aquired this '82 Honda CB750 Nighthawk, after it sat behind an auto shop in Suwannee for, well, God knows how many years. I've only been able to sporadically wrench on it, as time and money allowed, but today marked a milestone.

The bike is alive again.

I took it out for a short check ride, which was exciting for me. Yet it revealed several issues. The bike idles way too high, and I'm having difficulty dialing it down. The brakes need bleeding and adjusting, and the front fork seals are gone.

But the bike is alive again.

Hard to believe that I was 18-19 years old when this bike was built. It bears the scars from decades of  use and maybe abuse, and obvious neglect in recent years. So the thrill of getting it out on the road again was palpable.

Ansley's boyfriend wants to buy it, and plans to keep it here so he can ride with me until he's more comfortable getting out on the roads himself. That's fine- gives me reasons and opportunities to ride it more myself! Gotta keep it in good working order for the young man...