0 0 8 custom alchemy for 2011 riding the beat in ... - Harley-News

FOR THE HARLEY-DAVIDSON® ENTHUSIAST SINCE 1916
$4.99US
008
CUSTOM ALCHEMY FOR 2011 RIDING THE BEAT IN MILWAUKEE MOUNT EVANS OR BUST
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Contents
18
Features
26 A Day’s Work
A day in the life of a motorcycle cop.
34 CVO 11
A look at the baddest bikes of 2011.
34
44
40 $100 Rides
Scratching out a low-cost California ride.
44 V-twin Peaks
Tackling Colorado’s Pikes Peak and Mount Evans.
50 Planes, Trains, and Motorcycles
Rumbling through the world of wheels and wings.
Photography: Michael Lichter

Departments
10
12
14
18
20
22
24
54
62
64
66
Editor
Intake
The Word
Spotlight
Next Ride
Get Going
Between the Lines
Enthusiasts
Gear
Archives
Exhaust
Photography: Mark Brautigam

Backstage
HOG ® on the Box
Star Irish rider Jeremy “Jezza” McWilliams, a veteran of the
250 Grand Prix and MotoGP classes, made a guest appearance at
the final round of the 2010 AMA Pro Vance & Hines® XR1200 spec
class at Barber Motorsports Park on September 26, 2010 aboard
the Harley Owners Group®- and HOG® magazine-sponsored
XR1200 motorcycle fielded by HOG Racing. McWilliams, who is
the reigning 2010 champion of the UK’s similar XR1200 Trophy
class, qualified third on the grid and went on to win the 11-lap race
to become the first rider to win professional road races aboard a
Harley-Davidson® XR1200 motorcycle on two continents. Jezza’s
performance capped a successful season for the HOG Racing team,
which captured a win and two second-place finishes in the fiverace
series.
6 HOG

Photography: Brian J. Nelson
HOG 7

Backstory
A Yankee Rides In
For more than 25 years, the identity of the soldier
in this now-famous photo remained a mystery.
Then one day in late 1943, a visitor to the office of
Enthusiast® magazine inquired about the June 1943
issue: “I understand that issue has a picture of me in it,”
the stranger said, “and I’d like to get a few extra copies
as a remembrance.”
The magazine staff was shocked – and not sure what to
believe at first. But the story that Ray Holtz, of Chippewa
Falls, Wisconsin, told next convinced them he was who he
claimed to be: “The First Yank and Harley to enter Germany”
following the end of World War I.
Holtz’s tale kept the editors captivated as he told them
how he, a corporal in the U.S. Army, and his captain
were captured by German forces in Belgium during an
ill-advised night mission on June 8. Three days later,
when word of the armistice treaty reached their captors,
the men and their Harley-Davidson® motorcycle were
released. They returned to a small Belgian village near
the German border, where the next day, Holtz rode into
Germany to become the first American to enter the newly
occupied country.
It was an exciting day for the world – and a proud day
for Harley-Davidson and all the Allied forces the Motor
Company helped equip.
8 HOG

Photograph courtesy of the
Harley-Davidson Motor Company
Archives. Copyright H-D. ®
HOG 9

Editor
My $100 Ride
“Where you going?” he asked as he sidled up to my Buell ®
Ulysses ® on the shoulder of the Interstate.
“Back home to Milwaukee,” I answered politely.
“Coming from Indianapolis?
“Yessir.”
“What were you doing down there?
“Working at the GP race,” I replied, stretching the truth a bit.
“Where do you work?
“Harley-Davidson.”
“Then why are you riding a BMW?”
“Uh, it’s a Buell, sir.”
“Hmmm. Been drinking tonight?”
“Nope,” I said, which was the god’s honest truth.
“Okay. Wait here.”
The Indiana State Trooper who stopped me for doing 70 in a 55 at 11:30PM on I-65
had no idea how close he came to blowing my $100 Ride down to the Indy GP, but quick
thinking and a little bit of luck saved the day.
Five minutes later after grilling my riding partner with similar questions, we were back on
our way, ticketless, on the last leg of a 23.5-hour, 605-mile jaunt down to the Indiana Mile flat
track race and the Indy GP MotoGP race. Between tolls, gas, cheap seat tickets to both races,
and five or six cans of Red Bull, my itemized expenses came to about $86 for the whole deal.
For less than a hundred bucks, I definitely got my money’s worth of racing memories.
A few highlights include leaning against the guardrail in Turn One at the Indy Mile with
flat track legend Gary Nixon, getting pelted with rocks and dirt as the bikes flew by at
about 140 miles per hour lap after lap – until we finally got shooed away by AMA officials;
seeing Nicky Hayden, a former dirt tracker and 2006 MotoGP World Champion, take a few
exhibition hot laps around the Mile; and rooting for Screamin’ Eagle ® Harley-Davidson ®
factory flat track rider Kenny Coolbeth, who finished third in the main event. I even got
a blurry photo of the great Valentino Rossi at the speedway to prove we were both in the
same place at the same time!
With more than half the hours of the trip spent blasting down a concrete slap, the riding
itself was hardly memorable, but the stories become more epic with each retelling … if only
in my own mind. Like the drunk we saw at a remote gas station in the middle of the night in
Who-Knows-Where Indiana who had no idea who or where he was. I felt almost as sorry for him
as I did the cop who showed up to sort it all out and found out the guy got dumped there by
a cop from another county. Nothing much good ever happens at 3AM, as the old saying goes!
The last couple hours of the ride home were a bit of a blur, and the sun was just starting
to pop over the horizon when I rolled back into my driveway a half hour short of a full day
since I’d left. Thanks to that lenient trooper, I still had 14 bucks left from the C-note I’d
started with and a pretty decent story about a motorcycle trip that cost less than $100.
If you have a $100 Ride story of your own, send it to us at hogmagazine@harley-davidson.com
or share it with a million-plus Harley ® fans on our Facebook page. We’d all like to hear it.
copyright 2010 H-D
ON THE COVER: The 2011 CVO Road Glide ® Ultra features
a powerful 110 cubic-inch Screamin’ Eagle ® engine and
all the accessories you could ever dream of. Learn more
about the entire 2011 CVO lineup starting on Page 34.
Photography: Kevin Netz
Director, H.O.G. and Consumer Events
Kris Schoonover
Executive Editor
Paul James
Editor
Matt King
Design and Production
GS Design
Visit Harley-Davidson Motor Co. on the Internet at
www.harley-davidson.com.
We care about you. Ride safely, respectfully, and within
the limits of the law and your abilities. Always wear
an approved helmet, proper eyewear, and protective
clothing and insist your passenger does too. Never ride
while under the influence of alcohol or drugs. Know
your Harley ® motorcycle and read and understand your
owner’s manual from cover to cover.
HOG magazine is published by Harley-Davidson for
owners of Harley-Davidson ® motorcycles and anyone
interested in news about the Motor Company, its
products, and activities. Subscriptions are limited to
the U.S.
We reserve the right to edit all submissions for
publication in HOG.
All submissions become property of Harley-Davidson
Motor Co. If you’d like your photo returned, please send a
self-addressed stamped envelope with your submission.
All H-D ® and Buell ® product illustrations, photographs,
and specifications mentioned in the publication are
based on the latest product information at the time
of publication. The right is reserved to make changes
at any time in prices, colors, materials, equipment,
specifications, and models and also to discontinue
models. Some vehicles in this publication are shown with
available equipment.
HOG will not intentionally publish fraudulent or
misleading advertising. HOG does not endorse any
advertiser or its products, and cannot be responsible for
advertisers’ claims. Some advertised products are not
available outside the U.S.
To order HOG or change mailing address, e-mail us
at hogmagazine@harley-davidson.com or write: HOG,
Harley-Davidson, Inc., P.O. Box 453, Milwaukee, WI 53201,
or visit: www.harley-davidson.com/hog.
When requesting a change of address, include your
mailing label from the back cover.
To advertise in HOG, e-mail John Sandberg at jsandberg@
integraonline.com.
HOG may allow others to use its mailing list. If you
do not want your name included, please write: HOG,
Harley-Davidson, Inc., P.O. Box 453, Milwaukee, WI 53201.
No part of HOG may be reproduced for any purpose in
entirety or part without the express written consent of
Harley-Davidson.
Harley-Davidson, Harley, H-D, HOG, and the Bar & Shield
logo are among the trademarks of H-D Michigan, LLC.
Matt King
10 HOG

Upcoming Tours
for 2011
Mother City Tour in March
Link up Tour to Africa
Bike Week in April

Intake
Historical Inquiries
As I envy Bill Rodencal’s job as a Restorer/
Conservator for the Harley-Davidson
Archives, I agree that you couldn’t ask for
more of a dream job. Bill and his family plan
to join other riders in the new Cannonball
Endurance Run with his 1914 Model 10-B
Short Coupled Boardtrack Racer. My
understanding from reading previous rags
from H-D is that boardtrack racers were not
produced with brakes? If this is accurate,
would this not be a suicide mission?
Jack Curtin
Winchester, Virginia
Here’s Bill’s reply. –Ed.
Great question! Actually, some factory
boardtrack racers did have rear brakes.
They used the 1914-style single-speed rear
hub that houses both the clutch (left side)
and a rear brake (right side). The Harley-
Davidson Museum® has a 1916 Twin Model
“T” racer that has this set-up. After about
1917, that style of rear hub was refitted with
the direct-drive three-speed style hub with
no brake. And thanks for your concern!
I have been riding motorcycles now for 47
years. For the past 38 of those years I have
been on Harley-Davidson® models. I was
born in 1946 and have always had it in the
back of my mind to build a 1946 Knuckle.
I have always looked for that particular
year but have never come across one in
the many articles I have read or looked at.
Were there no Harley® motorcycles built
that year because it so closely followed
World War II? Or have I somehow missed
out locating such an animal?
T.R. Haught
Ocala, Florida
So though I may not be riding a Harley,
I wave happily at all those I see in my
travels … no matter what you’re riding.
Greg Polakow Via e-mail
Actually, there were plenty of bikes built in
1946, including ELs and FLs (Knuckleheads).
In fact, almost 6,000 were built that year
(with a VIN beginning with either “46EL”
or “46FL”). But there was relatively little
advertising done for civilian bikes from
1942 to ’47, which may be why you don’t
seem to run across them as much. Civilian
bike production dropped to very low levels
during the war years but sprung back to
life after the war. Advertising caught up
just in time for the release of the Panhead
motor for the 1948 model year. –Ed.
The summer of 2010 edition of HOG®
was a very good one. In reading it cover
to cover, however, I noticed an apparent
error. On Page 80, in “The Story of One,” it
mentions that the Ford Motor Co. started
selling the Model A in the same year that
Harley-Davidson motorcycles went on
the market and the Wright Brothers flew
their heavier-than-air machine. I think
you meant Ford Model T, as the Model A
years were late 1927 to 1931 – much later
than the other two historic events.
Jonathan Jones
Colusa, California
We got a few letters on this, but in fact,
there were two Ford Model As in the
company’s history. The original vehicle sold
by FoMoCo in 1903-’04 was the Model A.
The designation was reused later for the
better-known Model A you refer to. But I’m
glad you enjoyed the magazine! –Ed.
Cool Running
The “Playing it Cool” article [HOG 007,
Pages 26-27] was a good reminder of
the dangers of heat stroke and heat
exhaustion. But I think the author may
have given some dangerous advice in
regard to zipping your jacket all the way
up and closing the vents, “especially
when used in combination with a wet
T-shirt, bandana, or hydration vest.”
The use of wet clothing is very good
advice, as the evaporation from those
clothes will cool the body. But if jackets
are zipped all the way up and vents
are closed, the air will not have an
opportunity to get to those wet clothes
and evaporate the water. The clothing
manufacturers have added those vents to
allow air inside to evaporate the water –
or the perspiration on our skin.
Jeff Johnsen
Via e-mail
Jeff, you make a very valid point. Wet
clothing underneath your gear works best
when the vents are open. Thanks for giving
us the opportunity to clarify. –BT
12 HOG

Ride Like it’s Stolen
Matt King’s “Stolen Moments” [HOG 007,
Page 10] really hit home for me. I was
one of the riders he refers to who sold his
Harley because I just couldn’t seem to find
the time to ride it much. For almost four
years, I had the increasing itch of wanting
to ride again – until finally I just had to
get another bike. I found a mint-condition
2003 Anniversary Deuce with only 3,100
miles on it for sale in Tennessee. I took the
bus early one morning, turned over the
cash to the seller, and rode it five hours
home to Indy. I’ve barely missed a day
riding it since.
I totally agree with Matt’s comment
that “… any day is a good day to ride, and
anywhere is a good place to ride.” Hey, Matt
– I couldn’t have said it better myself!!
Greg Bruner
Indianapolis, Indiana
TLC in Action
It’s amazing how relevant your articles
can be. My wife and I have been very
busy fixing, painting, and decorating
our new house, so our Harleys sat in the
garage for well over a month without
being ridden or cleaned. I finally decided
to give them a good detailing so they
would be ready to ride, and sure enough:
As I touched every part of the bikes,
I found the shift lever on my 2001 Road
King® was loose. This made me look more
closely at everything else. Fortunately,
the shift lever was the only problem.
So today I’m reading the H-D TLC article,
“To Clean and Inspect” [HOG 007, Page 15]
and read, “It’s easy to see if something is
loose, like a shift lever or footpeg.”
I love spending time cleaning and
polishing the Harley. Seeing and touching
every part of her makes me feel much
closer to her. It’s not just about doing
maintenance but also maintaining a
relationship with her. And yes, my wife
gets the same (and more) attention.
Love is a beautiful thing!
Dale Klco
Hobe Sound, Florida
Veteran Appreciation
The “Above and Beyond” article in HOG
007 moved me and made me proud that
HOG published the story. I’m a Vietnam
veteran (1967-’68) and still have problems
dealing with the experience. I have been
to “The Wall” four times. The last time
was in 2010 at Rolling Thunder,® and
every time it was difficult. But thanks to
the patches on my vest (the American
flag, my Vietnam Vet ribbon patch, the
“In Memory” patch, and the “POW/
MIA” patch) I got more thank-yous and
welcome homes than I could count. With
people like Gary Wetzel out there doing
what they do and events like Rolling
Thunder and LZ Lambeau, the pain is a
little more bearable. So thank you, Gary;
thank you, HOG; and thank you and
welcome home to ALL vets.
Charlie Dibble
Mohawk, New York
A Word from the Competition
I don’t own a Harley. Never have. But
because my company gives away a new
one every year I get your publications. I’m
a pretty loyal BMW guy, but I love reading
your magazine. It’s very well written and
certainly nurtures my already strong
inclination to ride, ride, ride. So though
I may not be riding a Harley, I wave
happily at all those I see in my travels.
I’m a fan of motorcycling no matter
what you’re riding. And one thing is for
sure, Harley-Davidson has done more to
promote this wonderful sport/pastime/
addiction than anyone else.
Ride on, brothers, and keep up the
really superb work.
Greg Polakow
Via e-mail
P.S. Thanks for your great article about
Gary Wetzel. I love the single word
inscription on the bar below the eagle on
his medal: “Valor.” It speaks volumes.
Humble Suggestions
I noticed in the “Backstory” picture “One
of Every Kind” [HOG 007, Page 8], that
there are actually two motorcycles from
the years 1909 and 1936. If you like, I’d
be happy to store the extra bikes in my
living room to free up some floor space
for you. I’ll even come pick them up free
of charge!
Mike Kreger
Cleburne, Texas
I read the article about the great artists
that work at Harley-Davidson and loved
it! Then I thought, we just re-sided our
150-year-old barn, and wouldn’t it be
great to have a Harley mural on it? We
live on a nice country road in southern
Michigan, and I just know bikes would
come from miles around to get a picture
of it. Do you think maybe Paul Martin
would be interested in painting it for us?
Thanks for the great stories.
Eileen Mazurski
Three Rivers, Michigan
Eileen, I’ll pass your request on to Paul
– I’m sure he’ll be flattered. But keep in
mind that we keep him awfully busy in the
Styling Department! And Mike ... I’ve tried
repeatedly to pry those “extra” bikes loose
for display in my own living room. And I’m
here to tell you they ain’t about to budge!
Sorry. –Ed.
What’s Your Story?
We welcome your letters, photos, and
riding stories. Please e-mail yours to
hogmagazine@harley-davidson.com or
mail them to … HOG magazine, P.O. Box
453, Milwaukee, WI 53201. Please include
your name, address, telephone number
and/or e-mail address. All submissions
become property of Harley-Davidson.
We reserve the right to edit submissions
for length and content.
HOG 13

The Word
November is Military Appreciation Month
Harley-Davidson is proud to pay tribute to those who serve and protect our country.
Thank you to all military members, past and present, riders and non-riders alike.
Our appreciation for what you do knows no bounds.
Harley-Davidson
Runs Deep
In August, several Harley-Davidson executives – among them
Willie G. and Bill Davidson – were given a rare opportunity:
The chance to sail on U.S.S. Virginia, a 377-foot U.S. Navy
nuclear-powered attack submarine. The event took place as
part of the Navy’s Distinguished Visitor (DV) embarkation
program, designed to show educators, business leaders, and
others what Navy sailors do each day, providing firsthand
knowledge of how the Navy operates.
The Davidsons toured the ship, signed autographs, thanked
the crew for its service, and swapped riding stories with some of
the Harley-Davidson® motorcycle riders on board. At one point,
Willie G. was even given temporary command of the ship and
allowed to sound the diving alarm before the vessel submerged.
“I feel better-protected,” Willie G. said. “I’m just amazed by
the complexity of this ship and the fact that all these young
people have to understand basically all the functions and how
everything works.
“Our freedom that we have every day is because of the great
people who are helping protect it.”
A Special Offer
for the Military
Military members can visit www.h-d.com/thankyou to enter
to win the Harley-Davidson Freedom Pass, an exclusive Harley
motorcycling experience that includes a Harley-Davidson
motorcycle, VIP treatment at the Harley-Davidson Museum,®
clothing from the military-inspired MotorClothes® collection,
and an H-D Gift Card.
Grand Old Flag
H.O.G. members and riders serving in Afghanistan with
the 135th Sustainment Command (Expeditionary) gathered
for an awesome photo opportunity as they prepared to come
home after a year of deployment. The unit was deployed in
October 2009 and will return this October – “just in time
to catch the tail end of the fall riding season, “ says Master
Sergeant Wally Jordan. “It will be nice to be back on paved,
dust-free roads again, especially back in the United States
of America!”
Jordan would also like to offer a “special yell-out” to the
Mt. Cheaha H.O.G.® Chapter and Mt. Cheaha Harley‐Davidson
in Oxford, Alabama: “Guys, we’re coming home! HOOAH!!!”
Salute
Our Brave
Defenders
of Freedom
Let all who serve know
how much their dedication
means to all of us. Join
Harley‐Davidson and fellow
rider Marisa Miller in sending them personal notes of gratitude.
Stop at any participating U.S. dealer or visit www.h-d.com/thankyou
to take part. And see more of the “American Bombshell” while
you’re online. From all who ride to all who defend the right,
here’s to you!
14 HOG

Another MDA
Milestone
With 2010 annual contributions topping $3.3 million,
the 30-year total amount raised by Harley-Davidson for the
Muscular Dystrophy Association (MDA) climbed past the
$75 million mark to just over $76 million.
Jeff Merten, Harley-Davidson Motor Company’s Vice
President, Channel Strategy and North American Sales,
presented the check to the MDA on behalf of those who raised
funds throughout the past year. “This year, thousands upon
thousands of members of the Harley-Davidson family gave
their time, their love, and their dollars to help fulfill the dreams
of a brighter future for kids with muscular dystrophy.”
Thanks to all the riders, families, and friends of Harley-
Davidson who helped make this possible.
She’s a Super Rider
It’s not often someone
gets to enjoy a personal
styling session with
Harley-Davidson’s Willie G.
Davidson and Styling V.P.
Ray Drea – especially when
the bike they’re helping
you customize has just
been given to you for free!
But that’s exactly what awaited Darlene Dastous, of Danville,
Illinois, after she won the 2010 Super Ride Sweepstakes. Her
complimentary trip for two to Milwaukee included a VIP
tour of the H-D Museum,® lunch at Motor® Restaurant (with
surprise guest Bill Davidson), and up to $10,000 worth of
Genuine Motor Parts & Accessories.
And did we mention she also receives the new motorcycle
of her choice? Darlene, who currently rides a 1998 Sportster®
1200 Custom, picked out a beautiful 2010 Softail® Custom.
The personalized version – which includes a fuel tank
autographed by Willie G. – is expected to be ready later this
year. Congratulations, Darlene, on your exciting win!
Holiday Bash
Members of the Harley-Davidson
Museum ® are invited to join a
special members-only holiday party
on December 3 at the Museum in
Milwaukee. For details or to become a
member, visit www.h-dmuseum.com.
HDTLC
Keep the Spark Alive
When is a “battery problem” not a battery problem?
When the real issue is with the charging system; namely, the
voltage regulator or stator. Fortunately, it’s pretty easy to tell the
difference. And since fall is when it seems like riders in half the
U.S. are either putting their bikes away for the winter or gearing
up to start their real riding season in the cooler weather, it’s a
great time to conduct a couple of simple tests. All you need is an
inexpensive DC voltage meter.
For starters, check your battery with the bike turned off. Put the
meter’s black lead on the black/negative terminal of your battery
and the red lead on the red/positive terminal. Ideally, you should get
a reading of just over 12 volts. For the new Harley-Davidson ® VGM
batteries, the reading should fall between 12.5 and 12.7 volts.
Next, start your bike, keep it running at idle speed, and check
the voltage again. You should see an increase to about 14 volts
(VGM batteries: 13.8-14.2 volts). Then twist the throttle until the
engine reaches about 3,000 rpm and look for a reading between
14.5 and 15.5 volts. Generally, the level should not exceed 15.5
volts. If it goes higher, it means your charging system is not
operating properly and may be overcharging (“cooking”) your
battery, which will eventually lead to failure — and a potentially
dangerous situation.
If your voltage readings are too low, your battery is not
charging properly, which will eventually lead to a dead battery
situation (even if your battery is fine). But before you assume your
charging system is shot, check and make sure:
• the battery leads are securely connected;
• the battery leads are clean;
• the grounding lead is securely connected to the chassis.
If you’re still getting low readings, the problem is likely a bad
voltage regulator or stator. If you’re not inclined to make these
repairs yourself, don’t hesitate to take your bike to an authorized
Harley-Davidson dealership. It will have the specialized equipment
and personal expertise needed to further diagnose any issues.
By keeping an eye on your bike’s battery and charging system,
you can head off potential problems before they cause
a breakdown. And keep your spark alive for years to come.
HOG 15

The Word
H.O.G.® News
Photography: Benjamin Porter
Panoramics, Asheville, NC
A Year of Epic Roads and Rides
In 2010, Harley Owners Group® took on two of the most
famous roads in the U.S. on two unforgettable national
riding events.
Ridin’ the Ridge: In July, members set out from Roanoke,
Virginia to ride the Blue Ridge Parkway to Asheville, North
Carolina, where they helped celebrate the 75th anniversary of
this iconic roadway. The days were hot, the nightlife was cool,
and the beauty of the Blue Ridge Mountains more than lived up
to the high expectations.
Motoring the Mother Road: In September, several hundred
riders set out to tackle every mile of historic Route 66, from
Chicago all the way to Los Angeles, California. Along the way
they encountered all kinds of weather (from searing heat to
frosty mornings), met all kinds of memorable people, lived about
as much history as you possibly can in 2,448 miles, and generally
had “one hell of an adventure” along America’s Mother Road.
Thanks to all the H.O.G. members who took part, the
dedicated staff who made it possible, and the countless people
we met along the way who made it all so memorable.
Photography: WilD West and Message Makers
16 HOG

The Love of My Life
daytona bike week 2011
Hit the Beach Running
SATURDAY, MARCH 5-SATURDAY, MARCH 12
Get your 2011 riding season off to
a hot, sunny, and sandy start with
Harley-Davidson at Daytona Beach.
The Harley-Davidson Road Tour will
be at two locations: Beach Street
(across from “the original” Daytona
Beach Harley-Davidson) and the
Daytona International Speedway. It’s all still FREE, so don’t
miss these and other exciting events and activities:
• New product displays
• Demos on 2011 models
• Harley-Davidson Custom Ride-In Bike Show
• H.O.G. Pin Stop
• MotorClothes®
• MDA
• HDFS/H-D Visa
• Bike wash
• FREE PARKING
Watch for updates at www.harley-davidson.com/daytona.
Dates, locations, and event details subject to change.
Did I ever tell
you I love to ride?
I mean, I really love
to ride. And that’s a
good thing. Because
with this job of mine I
spend a lot of time on
two wheels. This year
I expect to log more
than 35,000 miles on
my bikes. I just picked
up a new Road Glide ®
Ultra and have been
having a lot of fun
on it.
As I write this,
I’m just finishing
Motoring the Mother Road, the 2010 H.O.G. tour of Route
66, America’s Mother Road. Between Chicago, Illinois and
Los Angeles, California, several hundred enthusiastic H.O.G.
members and I added more than 2,300 miles to our 2010 riding
totals. And when I’m done, I’m going to turn right around and
head for Tampa to complete an Iron Butt Ride along the way.
Now, whenever we here at “corporate” Harley-Davidson talk
about riding long distances in short amounts of time, we have
to be very careful. This sort of riding is not for everyone — and
there are definitely risks involved. But there are also ways to
do it safely. So if you choose to take on such a challenge, make
sure you know what you’re getting into and prepare properly.
And remember: don’t try this at home! (Because riding around
your house for 1,000 miles gets really boring really fast!)
Seriously, if long-distance riding is something you’re
interested in, take a look at our “Between the Lines” feature in
this issue (Pages 24-25), where expert endurance rider Chris
Carr shares some of the secrets to his success. Perhaps more
importantly, he relates what he’s learned on his endurance
adventures to more “everyday” rides. So even if you’re not out
to break any records, you’re sure to learn something you can
put to use on your next big ride.
But the best thing about spending so much time on my
motorcycle is that I get to meet so many amazing H.O.G.
members along the way. And I hope to meet many more of you
at the exciting events we’re planning for 2011. So if you happen
to see a 2011 Road Glide ® Ultra with a custom painted skeleton
intact, make sure to throw me a wave.
Now if you’ll excuse me, my bike is calling my name. We have
a date to ride 100 miles before breakfast.
Ride hard … ride free,
Kris Schoonover
Director, H.O.G. and Consumer Events
HOG 17

Spotlight
Nichole Cheza
No Place for a Girl
Speeds approaching 130 mph. Elbow-to-elbow bumping and
weaving. No front brakes. With dirt and dust flying so thick it
seems to take days to scrub it from your skin. Clearly, the AMA
Pro Flat Track Racing circuit is no place for a girl. Not for any
ordinary girl, anyway.
Good thing Nichole Cheza, the only woman currently riding
at flat track’s highest level, is as tough as any man out there.
She’s proven her toughness time and again. In 2003, at the
tender age of 16, she won AMA Female Athlete of the Year. The
following year she turned pro and joined the AMA Pro Sport
class. With solid support from major sponsors Global Products
(an H-D® licensee), Lancaster Harley-Davidson, and National
Cycle, she earned all the points she needed to join the Expert
ranks in her first season. A bad crash at the end of the year,
however, put her on the shelf for most of the 2005 season.
“We were on a mile [track] where we’re going about 130 mph.
I crashed and hit the air fence and broke my back. That took me a
little while to get over and come back. To get my confidence back.”
But come back she did. Even another bad crash in 2006 could
not keep her off the track for long. She broke her back again,
and her shoulder blade to boot. This time her dad, Mark, who
has guided her riding and racing since she was 4, wanted her to
make sure she really wanted to keep going.
“That was one of my dad’s first questions: ‘Do you still want
to race? Are you sure?’ But it never really crossed my mind to
stop racing.”
Her sponsors stuck with her, as well. She’s been at it since
before kindergarten, after all, when her dad, a motocross racer,
introduced her to the sport. Later she added flat track racing. She
did both for quite a while, but by the time she was a teenager
her dad made her choose – it was getting quite expensive. She
decided to stick with dirt track and hasn’t looked back since.
In 2007, she made her first AMA Grand National Main Event,
to become only the second woman ever to do so. This year,
she’s qualified for three main events, and with just two races
remaining is eyeing a top-20 season finish. Long-term, her goal
is to become the first female AMA Grand National Champion.
Cheza says she tries not to make a big deal out of being a
female, but the fans certainly take notice. Kids and other female
riders are naturally drawn to her, and she appreciates being in a
position to inspire people.
“A lot of people come up to me after races and say, ‘Hey, that’s
awesome, we’re really inspired by you,’” she says. “And I’ve had
kids draw pictures or write notes and bring them to me at the
races. So that’s really cool, too.”
So is being a woman in a male-dominated sport. And
bouncing back. And holding your own. And scrubbing the
dirt off at the end of the day knowing that maybe someone,
somewhere, has seen you ride and decided to chase a dream
of their own.
Photography: Kevin Netz
18 HOG

* Annual full H.O.G.® membership: $45

Next Ride
Tennessee/North Carolina
Cherohala
Skyway
Completed in 1996, this twisting, turning
mountain road was 34 years in the making – with
a price tag of $100 million! The result is worth it,
however, as this beautiful stretch of two-lane packs
a lot of punch into a scant 43 miles. It leads riders
from Tellico Plains, Tennessee to Robbinsville, North
Carolina, through the Cherokee and Nantahala
(hence the name) national forests, to elevations
exceeding one mile, and with barely a straight
stretch to catch your breath.
www.cherohala.org
Photography: Monroe County, Tennessee, Department of Tourism
Peach Springs, Arizona
Grand Canyon Skywalk
This semi-circular, glass-bottomed walkway extends 70 feet
over the rim of the Grand Canyon, giving you a true aerial view
of the Colorado River – some 4,000 feet below! Its location is
extremely remote, making getting there an adventure by itself.
In fact, the skywalk’s website recommends not following GPS
directions, as the roads it lists may only be suitable for off-road
vehicles. Instead, follow their recommended route – and leave
your fear of heights at home!
www.grandcanyonskywalk.com
You’re Next! Got an idea for a great Next Ride?
Send your suggestion, along with a high-quality photograph
to hogmagazine@harley-davidson.com.
Photography: Courtesy of the Grand Canyon Skywalk
20 HOG

Get Going
International Motorcycle SHOWS ®
An International Experience
gear up for the 2010-2011 Progressive® International Motorcycle Shows. The 12-city tour – featuring
new product displays and more – kicks off November 12 and includes H-D Demos in Dallas, San Mateo,
and Long Beach. H.O.G. members can get a $4 discount – and a $3 discount for a friend – by visiting
www.h-d.com/IMS.
Dallas, Texas
November 12-14, 2010
San Mateo, California
November 19-21, 2010
Seattle, Washington
December 10-12, 2010
Long Beach, California
December 17-19, 2010
Novi, Michigan
January 7-9, 2011
Washington, DC
January 14-16, 2011
New York, New York
January 21-23, 2011
Cleveland, Ohio
January 28-30, 2011
Minneapolis, Minnesota
February 4-6, 2011
Chicago, Illinois
February 11-13, 2011
Greenville, South Carolina
February 25-27, 2011
DAYTONA Beach, FLORIDA
March 9-12, 2011
1
2
4
3
VAIL SNOW DAZE
› Vail, Colorado
› December 6-12, 2010
› 970-476-6797
TAHOE ADVENTURE
FILM FESTIVAL
› South Lake Tahoe, Nevada
› December 11, 2010
› www.laketahoefilmfestival.
com
MUSIC CITY NEW YEAR’S
EVE BASH ON BROADWAY
› Nashville, Tennessee
› December 31, 2010
› www.tnvacation.com
NORTH AMERICAN
INTERNATIONAL
AUTO SHOW
› Detroit, Michigan
› January 10-23, 2011
› www.naias.com
5
6
Photography: Motorsports
Images and Archives
International
GREAT AMERICAN
MOTORCYCLE SHOW
› Norcross, Georgia
› January 28-30, 2011
› www.northatlantatradecenter.
com/cycle
NASCAR Nationwide
Series
› Daytona Beach, Florida
› February 19, 2011
› http://nationwide.nascar.com
Mexico National
H.O.G. ® Rally
› Queretaro
› November 12-13, 2010
› www.hognacional.com
HONG KONG RALLY
› Hong Kong
› November 28-
December 2, 2010
› www.h-o-g.org/2010/ne_9b_
rally1.html
22 HOG

4
2
1
3
5
6
2011 U.S. State
H.O.G. ® Rallies
Whether they’re around the corner or across the country, U.S. State H.O.G. Rallies provide
unique opportunities to enjoy new experiences as you travel the United States.
LOUISIANA
Alexandria
March 31-April 2
SOUTH DAKOTA
Pierre
June 3-4
MINNESOTA
Alexandria
June 17-18
NEW YORK
Geneva
July 7-9
MAINE
Bethel
August 4-6
WASHINGTON
Olympia
August 26-28
NEVADA
Las Vegas
April 14-16
TEXAS
Beaumont
May 12-14
ALABAMA
Huntsville
May 19-21
NEBRASKA
Kearney
May 27-29
KANSAS
Olathe
June 1-4
TENNESSEE
Jackson
June 2-4
ARIZONA
Williams
June 9-11
ILLINOIS
Rockford
June 9-11
KENTUCKY
Louisville
June 9-11
INDIANA
McCormick’s Creek
State Park
June 10-12
ALASKA
Fairbanks
June 16-18
COLORADO
Northglenn
June 16-18
UTAH
Washington to
Las Vegas
June 21-24
ARKANSAS
Hot Springs
June 23-25
CONNECTICUT
Danbury
June 23-25
VIRGINIA
Petersburg
June 23-26
WISCONSIN
Two Rivers
June 24-25
IDAHO
Boise
July 7-9
OHIO
Cuyahoga Valley
July 14-16
WEST VIRGINIA
Charleston
July 14-16
WYOMING
Cheyenne
July 14-16
MONTANA
Bozeman
July 21-23
MARYLAND/
DELAWARE
Salisbury, MD
July 28-30
NORTH DAKOTA
Grand Forks
July 29-30
RHODE ISLAND/
MASSACHUSETTS
Warwick, RI
August 11-13
NEW HAMPSHIRE/
VERMONT
Lebanon, NH
August 18-20
NORTH
CAROLINA
Hickory
August 18-20
PENNSYLVANIA
Gettysburg
August 18-20
MICHIGAN
Boyne Falls
August 25-27
MISSOURI
Osage Beach
August 25-27
GEORGIA
Hiawassee
September 8-10
NEW MEXICO
Red River to
Santa Fe
September 8-10
NEW JERSEY
Seaside Heights
September 22-23
OKLAHOMA
McAlester
October 6-8
FLORIDA
Destin/
Fort Walton Beach
October 19-22
MISSISSIPPI
Southaven
October 27-29
Dates, locations, and event details subject to change.
For a complete 2011 schedule, log on to hog.com/calendar.
HOG 23

BTL
Between the Lines
Going the Distance
Preparing for a Long Haul is a Matter of Mind, Body, and Motorcycle
By Chris Carr
far more fatiguing than riding, say, 100 miles
on the open road. And it may well take the
same amount of time!
And that speaks directly to good planning,
which is one of the most important aspects
of a successful long-distance ride — even if
you’re not trying to break a record.
Endurance rider Chris Carr (not to be confused with Chris Carr the dirt track racer) has
made a name for himself by riding very long distances in very short periods of time.
In 2008, he had the record for a run from Dead Horse, Alaska to Key West, Florida well
within his grasp before mandatory hurricane evacuations in the Keys cut his trip short.
Most recently, Carr successfully completed the first Hoka Hey Motorcycle Challenge
(an endurance run from Key West to Homer, Alaska) on a Harley-Davidson XR1200X –
not exactly your ideal touring motorcycle.
Chances are, most of us are never going to race across the far reaches of the North
American continent. Nonetheless, there is much to be learned from Carr’s adventures that
can benefit us mere mortals. Even if your idea of an “endurance” ride might simply mean
having to gas up more than once in the same day.
Planning
When I rode my Buell ® Ulysses ® from Dead
Horse to Key West, I knew in advance every
place I was going to stop for gas along the
way. And from that you can infer that I also
knew my precise route. I also timed my riding
to avoid rush-hour riding in urban areas.
That sort of attention to detail may seem
“extreme,” but a practical application might
be this: If you’re planning to stop for the
night in, say, Atlanta (my hometown, a city
notorious for bad traffic), find a hotel on
the far side of town. If it’s late, it may be
tempting to stop on the near side, but you’ll
regret that decision in the morning when
you’re faced with riding through the city at
rush hour. Better to breeze through the night
before and breeze out again in the morning.
In general, even though it can be fun
to explore, if your goal is to cover a lot of
ground, it’s best to have your route nailed
down as much as you can ahead of time. And
GPS is a wonderful tool — I use it whenever
possible (and when allowed by the rules of
the competition I may be riding in). After all,
getting lost just slows you down.
Serious Saddle Time
Riding 18, 24, or even 30 hours straight
is not for everyone. In fact, I don’t even
recommend it except under very special
circumstances, and following a lot of training
and preparation. But that’s a typical day in
the saddle for me when I’m in the midst of
an endurance ride challenge.
Notice that I referred to my rides in terms
of hours, not miles. When most people talk
about their longest ride in a day they’ll say
they rode 500, 600, 700 miles or whatever.
And that’s fine. But what makes a ride
challenging has more to do with time spent
than miles covered. Because riding 30 miles
through a congested city at rush hour can be
Packing
Another big question when faced with a
long-distance tour is what to pack. Contrary
to what you might think, I actually pack very
light for long-distance rides. While it’s smart
for most people to pack a few spare parts
and supplies, I don’t when I’m competing. But
if you’re riding just for pleasure, it certainly
24 HOG

makes sense to be more prepared for an
emergency with a basic tool kit.
I also don’t pack as much clothing or gear
as you might think. Since I don’t stop a lot,
I don’t change clothes very often (if ever!)
so there’s really no need. But I do make sure
I have several pairs of gloves, of varying
weights, and wear clothing that breathes well
— that is, polyester-type materials that wick
moisture away from your body.
That’s one of the biggest mistakes I saw
people making at the Hoka Hey Motorcycle
Challenge: over-packing. Over-packing
slows you down by making it harder to
unload and reload – and find stuff you need
quickly. Making the bike heavier than it
needs to be will also negatively affect your
gas mileage.
The Motorcycle
Many people are surprised to learn that
the bikes I ride in my endurance challenges
are pretty close to stock: I don’t use a lot of
accessories. The main reason is that more
accessories means more things that can break
— and it’s also more taxing on the battery and
electrical system, especially when the bike is
running for so many hours straight.
One concession I do make is to be sure the
bike has a good, powerful headlight. This is
because I do a lot of my riding at night, and I
want to make sure I can see as far ahead as
possible, and be seen easily, as well. Riding
at night — especially when it’s hot — is easier
on both bike and rider, and traffic is usually
lighter which makes for easier going. It’s
important to balance that, however, with the
relative safety of riding in daylight, as well as
your desire to watch the passing scenery.
Another important consideration is a
good seat. For many people, especially on a
Harley-Davidson ® Touring model, the stock
seat is just fine. But Harley also offers a wide
variety of custom seats. Finding one that fits
your backside well and suits your riding style
is important for eating up the miles.
Wind protection — a good windshield or
fairing — is also crucial for long-distance
success. While it can be very invigorating to
ride with your face in the wind, hour after
hour of riding this way can be brutal on your
face and neck.
Another key to is to shift your position
from time to time. Cruise control or a throttle
lock allows you to relax your hands more,
and highway pegs give you more flexibility
in your leg position, and also let you more
easily shift your weight in the seat.
Nutrition/Hydration
An often-overlooked aspect of long-distance
riding is your body. In fact, it’s one of the
most common “rookie mistakes” I see: not
being mentally and physically ready to take
on a long-distance ride.
The first step is to be in reasonably good
physical shape. The healthier you are, the
better your body will respond to the stresses
you subject it to on a long ride. And that
means eating right, both in general and
during the ride.
I don’t like to stop to eat while I’m riding,
but I keep a lot of high-energy foods with me
on the bike. One favorite is fortified milk or
those gel packs that runners use. I also like
to mix sports drink powder into bottled water
at gas stops. And while a lot of riders rely on
“energy drinks,” caffeine, or other stimulants
(I even met one guy who substitutes caffeine
pills for his morning coffee when he’s in
a hurry to get going!), I take the opposite
approach. I avoid such stimulants completely.
I find my mind stays clearer and sharper
this way. And I never become dependent
on them.
Passing the Time
One final challenge is keeping your mind
occupied for hours at a time. As exciting
as it is to ride a motorcycle, there are times
on long trips when you just get bored.
I personally find there’s a bit of a “life cycle”
to my mental state. I start out invigorated,
and then after a time hit a bit of a “wall,”
where I start to feel I can’t ride any farther.
But once I push through that, I catch a
second or even third wind and am good
to go for hours more.
For getting through those rough stretches,
listening to music on my iPod has become
a big help. Other times, I simply try to stay
focused on the goal I’m trying to achieve
— on wanting to not disappoint my friends,
family, and other supporters. Or I’ll actively
engage with my surroundings, and try to find
Listen to advice from moreexperienced
riders and learn
from your mistakes – and
your successes!
something interesting around me to think
about and focus on.
And occasionally, I’ll get into sort of a
“Zen” state while riding. That is, I’ll get in a
zone where my mind will drift off and take
me somewhere completely away from my
ride. I can’t say this is the safest mental
approach, but it certainly helps the hours
slip by quickly.
Getting Started
My final piece of advice is simply to start
slowly! If you’re not used to taking long
trips, or spending long days in the saddle,
work your way up to it. Start with shorter
trips with shorter days and then gradually
extend your rides as you start to get more
comfortable. Listen to advice from moreexperienced
riders and learn from your
mistakes — and your successes!
Keep your goals reasonable and before
you know it, you’ll be eating up the miles like
a pro — and maybe even setting your own
personal “endurance” records.
HOG 25

26 HOG

a day’s
work
In 2010, the Milwaukee Police Department (MPD)
celebrates 100 years of uniformed officers riding
Harley-Davidson ® motorcycles. It’s a proud tradition
that goes back nearly to the very inception of
motorcycle-mounted police officers (Detroit launched
the first such department in 1908). To honor this
legacy, HOG ® magazine spent a day following in
the footsteps of a senior motor officer.
By Mike Zimmerman
Photos by Mark Brautigam
HOG 27

7:48 AM
Motorcycle Officer Curt Rueda
reports for duty at 4715 W. Vliet
Street in Milwaukee, Wisconsin.
Inside the “Neighborhood Task Force” (NTF) headquarters,
officers from the tactical, street crimes, and motorcycle units
are briefed on the day’s activities. Assignments are given,
weapons are checked.
Then it’s time to hit the streets: specifically, an approximately
20- by 30-block neighborhood filled with tree-lined streets,
schools, small businesses, and modest homes in various states
of repair. Clearly once a more “upscale” neighborhood than it
is now, it has been identified by Chief of Police Edward Flynn as
needing special attention, as gang activity continues to disturb
the peace of law-abiding citizens.
Under the year-old NTF program, the role of the mounted
officers has changed. Instead of responding to calls that come
through dispatch and working accident investigation, as they had
done in the past, the “bike men” now operate more independently.
They proactively patrol the streets, maintaining a presence and
keeping an eye out for suspicious activity. Sometimes they make
business calls, dropping in on local stores and shops, chatting with
the staff, and taking the pulse of neighborhood activity.
“It’s probably not as exciting as it used to be,” Rueda says.
“But I have to say [the new approach] is working. Crime is down
in Milwaukee. Especially in this neighborhood.”
... 8:51 am ...
Officer Rueda makes his first traffic stop of
the day. It’s a car with no license plate. He talks with the
driver for a moment, then returns to his motorcycle to run a
check on the driver. A fellow officer rides casually by, and he
and Rueda exchange nods. Brilliant late-summer sunshine
bathes the sidewalk as a woman appears from a house nearby
carrying some papers. She’s the car’s owner; the driver is her
father. She explains the car was purchased only recently and
does not yet have a valid license plate. Nonetheless, it’s illegal
to be driving with no plates and no registration. Officer Rueda
issues a verbal warning and sends them on their way.
What may seem like surprisingly lenient treatment actually
makes sense in the bigger picture. The Milwaukee motorcycle
On the Job Clockwise, from top left: The streets are quiet this Wednesday morning; One of many routine traffic stops that Officer Rueda conducts in a day;
Waiting and watching; “Shop checks” are a routine part of Rueda’s day.
28 HOG

THE STREETS OF MILWAUKEE Thanks to the efforts of the “bike men” and the Neighborhood Task Force, crime is down in this residential Milwaukee neighborhood.
officers, Rueda explains, are not out there to issue traffic
tickets; their mission is a larger one: To help law-abiding citizens
feel safer and let gang members know they’re being watched.
So the officers are given a great deal of leeway to decide when
to show mercy and when to put the hammer down.
With 18 years on the force and 14 as a motor officer –
combined with four years in the U.S. Navy – Rueda has become
an expert at reading the situation and acting accordingly. The
vast majority of stops are routine, but you never know when
things may turn ugly, so each one is approached with caution.
“For the most part – and I won’t say ‘always’ – as soon as I
interact with the driver I can tell what kind of stop it’s going to
be, whether it’s going to be a problem,” Rueda says. “But we
still back each other up. We’ll ride by during a stop and make
sure everything’s okay.”
There’s a unique sense of brotherhood among the motor
officers – and it shows in how they interact during a brief photo
session. There’s a lot of ribbing going on, but the affection
is obvious. This is generally true among all members of the
law-enforcement community, but it’s especially evident among
motorcycle cops, who are often considered a little “different”
from other officers.
“Some of the squad [car] officers will tell you that a
motorcycle cop is a little strange,” Rueda says with a laugh.
“They joke that we don’t get along with others! But we work
alone, and we like to work alone. It’s not for everybody.”
And it’s not easy to get assigned to the motorcycle unit.
An officer has to be on the force for at least four years before
he or she (there are currently two female officers) can apply.
Then they have to pass an interview to decide if they’re cut out
for this particular detail. Then comes the rider training.
“You may think you know how to ride a motorcycle – until
you go through our course,” Rueda explains. “The things you
learn on our course are not things you normally would need to
do while riding your regular motorcycle on the street.”
The course is sponsored by the Department and includes
lots of low-speed maneuvering. It’s taught by two certified MSF
instructors – Sergeants Michael Edwards and Richard Yerkes.
You have to be a licensed motorcycle rider to be eligible, but
you don’t have to have any real experience. In fact, new riders
sometimes do better because they don’t have existing bad
habits to unlearn.
“We’ve had experienced riders come through the course and
not pass it,” Rueda says. “It’s definitely a different type of riding.”
Each officer receives a new bike every three years, on a
rotating basis. They’re Harley-Davidson Electra Glide ® Police
Model motorcycles, and they arrive from a local dealership with
“stock” police accessories. Milwaukee-specific markings and
»
HOG 29

a team effort Though the Milwaukee motor officers generally work
alone, other members of the Milwaukee Police Department can be
on the scene to provide backup in a matter of moments.
more specialized police equipment – including a sophisticated
computer/communication system in the Tour-Pak ® – are added
by the department.
Not surprisingly, most of Milwaukee’s motor officers – nearly
all, in fact – have motorcycles of their own. Some of them likely
get neglected, however, as their owners do so much riding on
the job. Each officer is issued his or her own Police motorcycle,
which they take home every day. Each is also responsible for
keeping up that vehicle’s cleaning and regular maintenance.
Rueda estimates he rides 50-60 miles during an eighthour
shift, which amounts to some 8,000-10,000 miles for the
season. And those are tough urban miles, not freewheeling
highway miles. Consequently, his 2001 Road King ® doesn’t get
as much regular use as he’d like.
Is it still “fun” to get to ride a Harley-Davidson motorcycle
all day? Rueda pauses a moment before responding.
“You know, everybody thinks that. People come to me and
say, ‘Hey, you’ve got the greatest job!’ But it’s not like we’re
riding off duty where you can ride around and just enjoy it. We
get to ride around, but we have to ride around while always being
aware of our surroundings, what’s going on. We have to listen to
the radio, and to answer the radio sometimes while we’re riding.
We listen to where other squads are. There’s a lot happening.
So it’s fun, but not as enjoyable as some people think.”
... 2:15 PM ...
Officer Rueda makes what seems, at first, to be a
routine stop. But this one generates a little more excitement.
He speaks with the driver, and mere moments after returning
to his bike an unmarked police car arrives and three officers
emerge, at least one of whom is wearing a bullet-proof vest.
The two occupants of the stopped car (which has a broken rear
window) are asked to exit the vehicle, are frisked, and instructed
to sit on the curb. They cooperate fully.
A few minutes later, a squad car pulls in behind. Then a van,
and then another officer on a motorcycle. A uniformed officer
emerges from the squad car with a beautiful German Shepherd,
which is then led into the car. The dog’s presence seems to both
raise the stakes and take some tension from the air – for the
officers, at least.
“Having a dog on the scene is a great equalizer,” says
Officer Joseph Honzelka, the second mounted officer to arrive.
While Rueda continues to work at his computer, Honzelka
uses an electronic fingerprinting machine to run a check on the
car’s occupants. A slight traffic jam develops on the narrow side
street, as a multitude of official vehicles are now on the scene.
Ultimately, the situation winds down nearly as suddenly as it
developed. One by one the vehicles depart, leaving only the two
mounted officers to sort things out. Rueda prints a citation with
the printer in his Tour-Pak, goes over it with the car’s driver, who
has no driver license. He then sends the car on its way – but only
after instructing the driver and passenger to switch places. Soon,
all is quiet again, and Officer Rueda explains what went down:
“As soon as the driver opened his window, I smelled what I
thought was marijuana. He didn’t have a license or I.D. at all. And
his passenger had no I.D., so at that point I called for other squads.
And as you can see, we do have plenty of squads available.
“When I ran him through the computer the first time, I didn’t
30 HOG

know if he was misspelling his name – on purpose or whatever –
he didn’t come up in our records. So then Officer Honzelka took
an electronic fingerprint. We found out who he is, and he just
didn’t have a driver license. But no warrants. His passenger had
a license, but he wasn’t carrying it with him.
“The K-9 officer came in, and her dog sniffed the car with
negative results. The marijuana could have been on their
clothes from the night before, but there was none in the car.”
In the end, the peace is kept. Perhaps tonight the people
who live nearby will sleep more soundly knowing the mounted
officers are on the job. After all, creating a police presence the
neighborhood residents can get behind is what the job is all
about. Being on a motorcycle, Honzelka says, is what makes
that possible – and the perfect job for him.
“I love it!” he raves. “For me, it’s a couple of things. The
tool itself – the motorcycle – gives you a lot more ability to get
places, enforce traffic laws, catch up to cars, stay concealed if
need be, between vehicles. It’s a very versatile tool. And we can
»
HOG 31

milwaukee’s finest Left to right: Officers Honzelka, Rueda, Kumbier,
Laurila, Yerkes, Scharnott, Lock, and Hartl – just eight of the nearly 50
dedicated Milwaukee motorcycle cops who help keep the peace in Milwaukee.
actually carry more on our motorcycles – in terms of instant
accessibility – than we can in a squad car.
“And the presence of the motorcycle is awesome. You can
have 10 squad cars drive down the street and nobody notices.
But you have one motorcycle and all the kids wave at you. It’s
great. It opens a lot of doors to talk to people. And I still have yet
to see anybody want to get their picture taken with a squad car.”
... 4:00 PM ...
Back at the NTF building, Officer Curt Rueda gets
on his bike and heads home – but not for long. At 5PM
he reports for duty at that night’s Milwaukee Brewers game.
Two days previously he was helping escort President Obama
through the streets of Milwaukee; tonight he’ll be keeping the
peace at a Major League Baseball game.
Some days are memorable and exciting. Some days are long
and arduous. And some – most, in fact – are completely routine.
At precisely 4:48PM, the second shift (5PM-1AM) checks in
for duty. At night, the city comes alive, in both good ways and
bad. As darkness falls, criminal activity rises – as does the sense
of anticipation of the Milwaukee Police Department’s mounted
officers.
32 HOG

34 HOG

Drenched in chrome; dipped and striped with intricate paint; powered by the
highest performance powertrains and assembled by skilled craftsmen in very
limited numbers, CVO models represent the crown jewels of the Harley-Davidson®
motorcycle line. They are the motorcycling equivalent of rock stars, royalty,
and professional athletes all rolled into one. They are an alchemy of adoration.
»
HOG 35

2011 CVO TM Models
STREET GlidE ® Hovering Hotrod
• 19-inch Agitator front wheel
and brake rotors
• High-output audio system
with eight speakers and
100-watts-per-channel amp
• Side-fill fuel tank with flushmount
LED gauge and cap
• Custom colors: Kryptonite and Black Diamond; Black
Diamond and Inferno Orange; Autumn Haze and Antique
Gunstock; Black Diamond with Crimson Tag graphics
• U.S. MSRP: $32,499
Harley-Davidson rolled out four CVO models for 2011: the
all-new CVO Road Glide ® Ultra, plus the reprised-and-revised CVO Street
Glide, ® CVO Softail ® Convertible, and CVO Ultra Classic ® Electra Glide ®
models. Interestingly, although not all “Touring” models per se, they are
the first full line-up of CVO motorcycles aimed at touring with bags and a
windshield. Perhaps not so surprising when you consider the many “firsts”
pioneered by the CVO program.
Now in its 12th year, Custom Vehicle Operations (CVO) creations have
offered the first taste of many Harley-Davidson developments. For instance,
each bump in Twin Cam displacement – from 95 to 103 cubic-inch – first
debuted on CVO models. Likewise, hundreds of now-famous H-D Genuine
Motor Accessories were first featured on CVO models.
In fact, it is the mixture of existing and exclusive Motor Accessories
that gives the CVO motorcycles their characteristic billet-and-bling visual
punch. Ditto for their unique, ultra-detailed (and ultra-expensive), multilayered
paint schemes. If you have a sweet tooth for eye-candy, CVO
motorcycles have the most sugar of any production motorcycle.
Which is not to say that CVO models are saccharine. Far from it, actually.
With a massive 115 ft.-lbs. of torque on tap via a Screamin’ Eagle ® 110
engine, each new CVO model has 20 percent more muscle than the stock
36 HOG

ULTRA CLASSIC ® ELECTRA GLIDE ®
Lap of Luxury
• Dash-mounted Road Tech
zūmo 660 GPS
• Hammock-style suspended,
dual-control heated seat
with adjustable backrest
• Rumble Collection
accessory package
• Custom colors: Exclusive Black Ember
and Rio Red with Flame graphics
• U.S. MSRP: $36,499
Twin Cam 96 motor. The 6-Speed Cruise Drive transmission, Electronic
Sequential Port Fuel Injection, and electronic throttle control (ETC) add just
the right amount of civility.
A major theme for 2011 is music to riders’ ears, literally. Except for the
Electra Glide, all of the ’11 CVO models come with a complimentary 8GB
iPod Nano, and all except the Softail come standard with XM Satellite Radio
(including a three-month trial subscription).
Matching the near-limitless possibilities for audio entertainment
are impressive sound systems. The Road Glide ® Ultra model’s Boom! Audio
System’s twin channels pump out 100 watts each, while the Ultra Classic
Electra Glide ® and Street Glide ® flow 40 watts through each of their four
»
HOG 37

2011 CVO TM Models
ROAD GlidE ® ULTRA LAND SHARK
• Advance Audio System with Boom!
Speakers, XM Satellite Radio, and
CB/intercom
• Road Tech zūmo 660 GPS
• Hammock-style suspended, dualcontrol
heated seat with adjustable
backrests
• Custom colors: Rio Red and Black Ember with Quartzite
graphics; Charcoal Slate and Black Twilight with
Quartzite graphics; Frosted Ivory and Vintage Gold
with Quartzite graphics
• U.S. MSRP: $35,999
audio channels. Meanwhile, the Softail ® Convertible achieves solid sound
with its 20-watts-per channel amp.
If at some point between Darkness on the Edge of Town and Exile on
Main Street you should find yourself lost on either Ultra, their standard
Road Tech zūmo 660 GPS navigation system will come in handy, especially
with verbal commands piped through the sound system.
Beyond the gigabytes and beaming satellites of modern electronics,
the newest CVO motorcycles benefit from the latest in comfort engineering.
Both Ultras come with a two-up, hammock-style suspended touring seat
with dual heat controls, adjustable backrests, and leather inserts. Same
for a power lock system, wherein the key fob simultaneously unlocks the
saddlebags, Tour-Pak ® luggage, and ignition. Seats have been reshaped to
improve surefootedness at intersections, and all models have automatically
enabled/disabled Smart Security systems and electronic cruise control.
38 HOG

SOFTAIL ® CONVERTIBLE main street tourer
• Detachable compact
fairing with integrated
audio system
• Standard cruise
control and ABS
• Alligator-style
leather inserts
on the detachable
saddlebags and
seating components
• Chrome 1.25-inch welded mini-ape handlebar
• Custom colors: Scarlet Red Pearl and Dark Slate Pearl
with Metal Grind graphics; Midnight Sky and Candy Cobalt
with Blue Ice graphics; Maple Metallic and Roman Gold with
Burnished Copper graphics
• U.S. MSRP: $29,599
Wind-tunnel testing produced a new mounting angle for the Road Glide ®
model’s windshield, which – coupled with removable deflectors – significantly
reduces wind buffeting in the rider area. Likewise, a new 7-inch smoked
windscreen on the Street Glide ® moves more wind up and over the rider.
Stunning wheels, chrome collections, and color-matched accessories
add impactful detail to each of the new CVO models, while standard ABS
adds peace of mind. Really, there are too many unique items to list in the
available space we have, but logging onto www.harley-davidson.com/cvo
will allow you to see every delicious detail.
Fortunately or unfortunately (depending upon your perspective), you
might not be able to see one of these CVO bikes at your local H-D dealer.
Part of the allure attached to CVO models comes from their exclusivity.
For 2011, production is limited to approximately 1,500 CVO Electra Glide ®
Ultra Classic, 3,000 CVO Road Glide ® Ultra, 3,700 CVO Street Glide, ® and
2,400 CVO Softail ® Convertible motorcycles. These very limited quantities
are shipped all over the world, so the likelihood of parking next to one is
extremely rare.
Membership to such exclusivity has a price, ranging from 29 to 36 large.
For those who appreciate the air of royalty, these motorcycles deliver
– it’s a small price to pay for such adulation.
HOG 39

$100 RIDES
Epic Adventures Don’t Require Epic Dollars
California Dreamin ,
T o u r i n g d o e s n ’ t h av e t o b e a f i n a n c i a l n i g h t m a r e
By Dain Gingerelli
As an ex-racer, my first reaction when challenged with the
$100 Ride idea was that I be the writer to spend the least amount
of money on an outing. So I readied myself to overnight at seedy
places with names like The Dew Drop Inn and prepared to dine on
daily special plates unfit for feral dogs. Heck, I’d even burn lowestlead
gas in Ol’ Paint if I had to. Hungry to be No. 1, I stoked the
competitive coals deep within me; it was going to be just like my
glory days of racing, I told myself.
Then, as I emerged from that time-warp stupor, rational thinking
prevailed. I’m not a racer now, so why put myself through the
wringer just to boast I could be cheaper with the dollar than the
others? Yet the will to win tugged at me, probably because I still
cling to some of the values I acquired chasing checkered flags,
trophies, and trophy queens. Among them (the values, not the
trophy queens) includes a page from Roger Penske’s playbook
that states, in so many words, always use the unfair advantage
to your advantage.
So I pondered: If I was The Captain, how would I tackle this?
I put on my cheap-think cap to consider it, realizing I had
geography in my favor. I live in California, where the lay of the
land is probably as diverse a setting as you’ll find on this planet
(Disneyworld withstanding). I took out my manually operated GPS
(an old-fashioned folding AAA state road map that’s free to us
cheap members; no batteries required) to formulate a plan.
And the plan was simple. I’d stay at our family cabin (herein
known as Dain’s Inn) in the local mountains. From doorstep to
doorstep, Dain’s Inn is 75 miles from my house in Orange County.
Freed of the lodging expense and drunk with extra money to spend
on gas, I’d take the long way to Dain’s Inn. My friend Mike Byrne
would join me. Being a retired public school administrator, he has
plenty of free time on his hands, so he packed his saddlebags, and
we set out for a two-day ride. We’d make a pass through Yucca
Valley, stopping at Hutchins H-D for lunch at the dealership’s
1950s-style Route 62 Diner.
With about 15,000 square feet of floor space, Hutchins is one
of the few remaining old-school dealerships in the state, if not
the country. Dick Hutchins opened the shop in the 1980s after
closing the doors to his Los Angeles dealership in 1979. The
diner was added in the mid-1990s, and it serves food every day
except Monday. In addition to the diner, various vintage H-D ®
motorcycles and Motor Company collectibles are displayed in
the showroom alongside new bikes, and with classic T-shirts and
posters pinned to the wall, the shop assumes the atmosphere of
a mini moto-museum.
We dined on grilled pastrami and French dip sandwiches;
consumed mass quantities of Coca-Cola; made a pass through the
quasi-museum; then saddled up, hoping to see spring wildflowers
in the desert when we turned left onto County Highway 247.
Sadly, we missed the bloom; nature’s display of California poppy,
paintbrush, and lupine wouldn’t happen for a couple more weeks.
40 HOG

Even without spring colors the desert offers spectacular beauty.
Our vistas included clear blue skies above sun-washed boulders
on either side of the road. We took a brief detour to Pioneertown,
spotting an abandoned railroad dining car and boxcar alongside
the road. No doubt long ago an adventurous pioneer had harbored
ambitions of using the relics to establish a household. Years ago
you could homestead parcels of land in this part of the Mojave
Desert simply by showing up, setting up permanent digs, and filing
a claim with the county. Mike and I snapped photos of the old
railcars before resuming our ride up 247, stopping again at one of
the various rock and graffiti-laden boulder piles alongside the road
for another photo op. Mike optimistically refers to the graffiti as
... the Golden State remains a
treasure trove while I enjoy my
golden years as a road warrior.
“modern petroglyphs.” My afternoon read taught me that Brittany
loves Jason, we all need to “give peas a chance” (obviously
penned by a pacifist vegan), and I can’t print what Hector wrote
about Salvador.
Mike had a prior commitment that evening so he headed
home while I followed Highway 138 up the eastern side of the San
Bernardino Mountains to Running Springs, home of Dain’s Inn.
Several feet of snow greeted me at the higher elevations, a big
change from the 85 degrees we experienced in the desert below.
I grabbed a take-out salad and 22-ounce Sam Adams from
Jensen’s Grocery store, and returned to the cabin, where I dined in
front of a warm fire, using the time to reflect on the day’s ride.
»

I had ridden more than 200 miles, starting at sea level a few miles
from the Pacific Ocean and ending at Running Springs’ 6,200-foot
elevation. In the process, I wore each of my three pair of gloves:
hot weather (desert), intermediate (Orange County), and cold
(mountains) in one day.
California, I decided, is a nice state for a biker. I spent my
younger days as a hobo racer here, and today the Golden State
remains a treasure trove while I enjoy my golden years as a road
warrior. And of the $100 I started my ride with, I spent $27.85
on gas and $53.26 on food/snacks/beverages, leaving me
returning home with $18.89 in pocket. I’ll put it toward my
“unpending” retirement.
The $100 Challenge
If you have a $100 Ride story to share, we want to hear it. If it
appears in HOG® magazine, we’ll even foot the bill – in the form
of a $100 Harley-Davidson Gift Card. Keep your story to 750
words or less, including a list of your expenses. We also need
photography from your adventure, including a photo of you.
E-mail your submission with “$100 Rides” as the subject line to
hogmagazine@harley-davidson.com.
34 HOG

44 HOG

A C o l o r a d o M o u n t a i n t o p A d v e n t u r e
By Mike Zimmerman
P hotography by Michael Lichter
HOG 45

The
weather
TURNED
AGAINas we approached the meat
of the Mount Evans Auto Road in Colorado. After waiting out
a thunderstorm in nearby Idaho Springs, we finally began our
ascent about 4PM, under cloudy skies on wet asphalt. Now, just
a few miles in, the rain began again. We took shelter under the
eave of a roadside restroom and reconsidered our plan of attack.
Rain we could live with; lightning was a bigger concern. Once
you get above the timberline (about 12,000 feet), the risk of being
struck increases greatly. A sign at the summit tells you what
to do if you see lightning: in a nutshell, stay in your car. If you
don’t have a car, it advises you to crouch down as low as you can,
keep your feet together, and kiss your ass good-bye. Well, not
really that last bit. But the point is clear: Don’t take chances.
But this would be our one chance to reach the summit. So as
the rain began to let up we saw a window of opportunity and
pressed onward: up the steep, wet, narrow, and winding asphalt,
into the clouds and toward the 14,264-foot summit.
The Prelude: Pikes Peak The state of Colorado is home to
more than 50 mountain peaks exceeding 14,000 feet in elevation
– “fourteeners” they’re called. Two of them – Pikes Peak and
Mount Evans – have roads that go to the top.
Of the two, Pikes Peak Highway, which is part asphalt and part
dirt, is the more famous and popular, with more than a halfmillion
two- and four-wheeled motorists reaching the 14,110-foot
summit each year. Mount Evans, on the other hand, holds the
distinction of being the highest paved road in North America.
Both are narrow and winding, with steep switchbacks, sharp
drop-offs, a bare minimum (or complete absence) of guardrails,
and the chance of severe weather popping up at moment’s notice
– including the possibility of snow at any time of year.
Neither road is for the faint of heart or those with a fear of
heights. Unless you’re like me and have just enough acrophobia
to make such a ride a thrilling adrenaline rush. Naturally I wanted
to ride them both.
Pikes Peak Highway dates to 1888, when the “carriage road”
to the summit was first completed. Today it runs 19 miles from
base (at 6,180 feet of elevation) to summit. The lower portion is
paved, the upper stretches are dirt and gravel. The toll, like the
road, is fairly steep: $12 per adult; $5 per child, ages 6-15.
But the weather was clear and beautiful as I started up the road
about 9:15AM, well worth the 12 bucks.
The first five miles or so felt simply like a pleasant ride
through the mountains, with gentle curves winding through pine
forests and beautiful stands of white aspen. A stop at the Crystal
Reservoir Visitor Center (9,230 feet) at Mile 6 offered a great
view of the summit.
The dirt section started about Mile 9 and was in good shape,
with minimal rough spots and washboarding. After being taken
46 HOG

With not a tourist in sight, the road to the top
of Mount Evans felt much more remote than
the Pikes Peak Highway.
by surprise by a steep hairpin turn, however, I realized the
importance of not becoming overconfident, as the consequences
of a wrong move would be extremely severe.
The road steepened and narrowed as I worked my way up,
passing landmarks such as the Halfway Picnic Grounds, Glen
Cove, and Elk Park. At Mile 14, I passed the last tree and
officially crossed the timberline at 11,900 feet. Then came
The Switchbacks, Devil’s Playground, and the Bottomless Pit,
at 12,760 feet.
As I rose higher above the surrounding terrain – and as the
shoulder drop-offs grew steeper – I was reminded of my previous
Pikes Peak experience some 35 years ago. I remember my dad
mashing the accelerator to the floor, only to creep along at a
snail’s pace, and the thick cloud that settled on the mountain just
as we reached the top.
Fortunately, thanks to the electronic fuel injection, my H.O.G. ®
Fly & Ride Electra Glide ® Classic ran just as steadily at 14,000
feet as it did at 5,000 when I picked it up at Thunder Mountain
»
HOG 47

H-D in Loveland. The cloud, it seemed, had stuck around, as the
view was the same: There wasn’t one.
Determined to wait out the cloud, I settled into the visitors
center at the top and ordered up a couple of the “world-famous”
Pikes Peak donuts. Supposedly, the batter is specially formulated
for the high altitude. “If you tried this recipe at sea level,
it wouldn’t work,” I was told. They were tasty but have nothing
on a fresh Krispy Kreme, I decided.
After about 90 minutes it still hadn’t cleared up, but I was
starting to hear thunder. The forecast was for afternoon storms
(which was the pattern for my entire stay in Colorado), and I
didn’t want to get caught up there in rain and lightning. Ten years
ago, almost to the day, a young man was killed at the summit by
a bolt of lightning that struck almost literally “out of the blue.”
There was no warning: Weather data showed it was the one
and only lightning strike in the area during a brief storm.
I was also imagining how slick the dirt might become when
wet, so I reluctantly started back down.
to say that festival events include coffin races, a slow-motion
parade, and Frozen Dead Guy look-alike contests.
From there we headed south on the Peak to Peak Highway,
U.S. 40. Following a brief stop in Central City, we passed through
Idaho Springs, the launching point for Mount Evans, only to see
signs of severe weather as we rode the 15 miles to the entrance
gate. Rather than risk both saturation and electrocution, we
waited out the storm back in town. Convinced the storm had
passed, we headed back out about 4PM.
At the gate, we paid $3 each (a much better bargain than Pikes
Peak!), and our bikes were given “wristbands” to wear, much like
those issued at water parks. It seemed appropriately indicative
of the thrill ride to come.
Above: There are far worse places to wait out a thunderstorm than in warm
and welcoming Idaho Springs. Below: Probably not the best place to stand
with the threat of lightning in the air.
The Main Event: Mount Evans In 1917, with nearby Colorado
Springs getting a lot of attention (and tourist dollars) with
the Pikes Peak Highway, Denver Mayor Robert Speer decided
to one-up the rival community. Mount Evans was some 150
feet higher than Pikes Peak – why not build a road to the top?
Funding was secured, and in 1927 the Mount Evans Auto Road
opened for business.
My attempt to summit Mount Evans began some 45 miles to
the north in Boulder, where I met up with photographer Michael
Lichter and his “chauffeur” for the day, Dave Przygocki. Dave,
sales manager at High Country Harley-Davidson in Frederick
and a friend of Michael’s, would ride his Road King ® with Michael
facing backward on the passenger pillion taking pictures.
Talk about trusting a rider!
After heading west through scenic Boulder Canyon on CO 119,
we stopped for a late breakfast at the biker-friendly Sundance
Café in Nederland, where Michael told me about the town’s
“Frozen Dead Guy Days.” This annual festival celebrates the
cryogenically preserved corpse of Bredo Morstol, a Swedish
immigrant, which was brought to the town in 1993 by his
grandson, Trygve Bauge. It’s a long, weird story. Suffice it
48 HOG

Pikes Peak and Mount Evans
As with the Pikes Peak Highway, the road to the top of Mount
Evans was not especially challenging in the lower stretches.
In this case, however, the weather was adding to the difficulty.
The narrow asphalt was shiny with moisture, and steep drop-offs
– with no guardrails to speak of – made the ride downright scary
at times. Just scary enough.
As the lower elevations fell away in the fading light, the scene
became positively surreal. Clouds drifted below us as we worked
our way through the final switchbacks toward the top. It seemed
unnaturally dark, even though sunset was still at least a couple
hours away. Finally, we rounded the last bend and pulled into the
small parking area.
Whereas perhaps hundreds of people greeted me at the top
of Pikes Peak, only a handful of fellow adventurers joined us at
the Mount Evans summit. It was a completely different scene:
no gift shop, no services, and certainly no donuts. Just a small
observatory and the stony remains of Crest House, a restaurant/
gift shop that burned down in 1979 and was never rebuilt.
Technically, the road leaves you some 130 vertical feet short
of the summit, which requires a quarter-mile hike to reach. With
bad weather again rolling in, we opted not to make the final
ascent. Nonetheless, as this was a ride, not a hike, we considered
our success complete.
The rain resumed – it felt even colder now – as we pointed
our bikes down the mountain, but it could not douse our sense
of satisfaction. Parting company in Idaho Springs, we were wet,
cold, and tired. Speaking for myself, I was happy to be done with
the challenging ride – but already thinking about what mountain
I might climb next.
I wonder how hard it would be to ride to both peaks in one day.
Next time, that will be the goal.

PLANES, TRAINS,
AND MOTORCYCLES
STORY and PHOTOGRAPHY by GLEN ABBOTT
WANDERING THE WORLDS OF WHEELS AND WINGS ON A HARLEY
®
The mist-covered Blue Ridge Mountains
glowed golden in the early morning sun.
Blossoming yellow and purple wildflowers
dotted the roadside. Breezing through the
unattended ranger station at Shenandoah
National Park’s Rockfish Gap entrance (“Pay
at exit,” read the sign), the throaty rumble
of my 2006 Road King® resonated through
the empty Shenandoah Valley. I pulled into the McCormick
Gap overlook, shutting off the Harley’s motor and rolling to
a stop amidst a soundtrack of chirping birds. It was the kind
of day most touring riders live for: the perfect combination of
sunshine, scenery, and solitude. Not to mention lots of curves.
For a brief mid-summer moment, it seemed I had the entire
National Park to myself.
“Skyline Drive is one of the prettiest rides on the East
Coast,” a rider on a 2008 Ultra Classic® Electra Glide® told
me. J.D. Witzig, of Danbury, Connecticut, and his friends had
already ridden the length of the park, part of a 2,400-mile,
six-day road trip. “Sure beats the hell out of ridin’ on the
highway,” he said.
Indeed, Virginia’s Skyline Drive, from Rockfish Gap on the
south end to Front Royal on the north, is 105 miles of winding
two-lane, traversing the tree-covered mountains and verdant
valleys of Shenandoah National Park. Maximum speed limit:
35 mph. Livin’ large in life’s slow lane: for me, sheer bliss on a
Harley-Davidson® Touring machine.
Two days earlier, I had journeyed north from Florida aboard
Amtrak’s Auto Train, the Road King tucked safely inside one of
its vehicle carriers. I’d never put the King on a trailer before –
and realistically, the Auto Train is a very long enclosed trailer,
albeit one with a dining and lounge car
– but train travel turned out to be fun. I’ll admit
I was somewhat disappointed, however, that
the conductor never said “All aboard!” The
Amtrak employees I talked with all laughed
and shook their heads when I asked if anyone
says that anymore.
Riding the rails recalls a slower-paced, more
tranquil era, a time when air transportation was still a dream
and horseless carriages a novelty. At the dawn of the 20th
Century, railroads provided most inter-city transportation.
The term “horsepower” often referred to locomotion of the
equine variety. The seeds of change were sown in 1903,
however. That year, the Wright Brothers achieved powered
flight. Henry Ford started selling cars. And, perhaps most
significantly for two-wheeled travelers, William Harley
and Arthur Davidson built their first motorcycle in a small
wooden shed in Milwaukee. The rest, as they say, is history.
And a grand history it is.
As night fell, the train hurtled northward, its lonesome
whistle echoing in the darkness. The coach car’s rhythmic
rocking lulled me to sleep. I had been well fed and watered
in the aforementioned dining and lounge cars, one of 378
passengers on that day’s journey into night. Jim Whitman,
on-board customer service chief and a 17-year Amtrak
employee, informed me that our cargo consisted of 177
vehicles, only three of which were motorcycles. Between
man and machine, we occupied 35 rail cars: 16 for passengers
and 19 for vehicles, pulled by a pair of behemoth 8,000-hp
locomotives. That’s 16,000 horses powered by diesel fuel,
not oats!
»
HOG 51

Planes, Trains, and Motorcycles
After a fitful night’s sleep, I disembarked in Lorton, Virginia
(just outside Washington, DC), 900 miles and 17 hours since
departing Orlando, ready to rumble. After watching the world
glide by in slow motion from aboard the train, isolated from
the scents and sounds of the outdoors, it felt good to be back
on two wheels, the wind in my face and sun at my back.
From Lorton, my route to Waynesboro, Virginia – near the
southern terminus of Skyline Drive – brims with battlefields,
rich in Civil War history. Fredericksburg, Spotsylvania,
Chancellorsville, and Wilderness historic sites are all nearby.
Along the way, Virginia’s “Constitution Highway” – State
Route 20 – runs through the central wine region, and near
the homes or birthplaces of four U.S. presidents: Jefferson,
Madison, Monroe, and Taylor.
Early the next morning, I entered Shenandoah National Park,
soaking in the sunrise and spectacular views. A few miles down
I think I had pulled into darn near every one of the park’s
75 scenic overlooks.
The next morning, I set a course for the birthplace of the
King – and I’m not talking Graceland here. Harley-Davidson’s
York, Pennsylvania Vehicle Operations facility is the maternity
ward, so to speak, for all Softail,® Touring, CVO, and trike
models – where the legend is born and dreams come to life.
At the Vaughn L. Beals Tour Center, I parked up front in the
designated motorcycle area and checked in for the tour. I was
given a pin for my clothing with the slogan “Walk the Line,”
identifying me as a visitor. It’s an apt slogan; this is a working
factory, and you’re not kept behind Plexiglas windows on the
tour. You’ll be close enough to touch – although under strict
orders not to. The tour follows the process from fabrication
to final assembly and testing (subject to occasional
tour modification – go to www.h-d.com/tours for more
information). It’s a fascinating and informative
one-hour journey.
First up for our tour group: a short video
orientation of all things Harley-Davidson.
Afterwards, our knowledgeable tour guide Janice
Caruso – who is also a 9th grade science teacher
during the school year – passed out safety
glasses and amplified earpieces, along with strict
instructions to maintain single file, and, again,
no touching!
We marched past all manner of machinery: a
deep-draw hydraulic press that can stamp out a
fender every 29 seconds and another that trims
fuel tank halves robotically with a laser. We saw
a worker feed pieces of steel rod, ends glowing
molten orange, into a hot press to emerge as fork
legs. We eyed stacks of chrome handlebars, wheels,
and exhaust systems, and learned that H-D uses
all American-made steel in its machines. We
the road, a young black bear scampered on all fours from out of
the trees; hearing me, he turned and ran back into the woods.
I’m sure mama bear wasn’t far away. Animal encounters are
not unusual here; 50 different species of mammals inhabit the
park, as well as numerous species of birds, fish, and reptiles.
“Last year a wild turkey about run me over,” touring rider Jack
Auker told me at a scenic overlook. “It ran out into the road,
got scared, and started running ’round in circles!” Jack and his
wife, Pam – as well as the turkey – emerged from the encounter
unscathed. From Tallahassee, Florida, they’ve ridden Skyline
four times; this time aboard his 2009 Root Beer Brown Ultra
Classic with 103-inch Screamin’ Eagle® motor. “We like it so
much we keep coming back,” Jack emphasized.
Late afternoon, after a slow, relaxed day of riding the
park, it was time to move on. By the time I left Shenandoah,
52 HOG

watched as frames moved along the assembly line on
individual J-hooks and slowly came to life as the Harley-
Davidson® motorcycles we know and love. Up and down the
line, I noticed a preponderance of Harley clothing among the
employees. “We don’t tell the workers what clothes to wear,
but a lot of them wear Harley stuff,” Bob McElroy, tour lead
for the York plant, told me. “Some of ’em even have Harley
tattoos.” It’s obvious these guys and ladies take considerable
pride in their product, a level of loyalty unmatched in most
industries, and exhibited by Harley’s customers as well.
“The bikes are built according to dealer orders, not batch
built,” tour guide Janice said. “Every motorcycle on this
assembly line is already sold to a dealer.” Attached to each
J-hook, a color-coded plastic pouch (the coding tells workers
whether the motorcycle is a 49-state, California, or export
model) contains that bike’s individual “birth certificate.”
Nearby we saw the finished motorcycles “roll-tested” on
a dynamometer. There, specially trained employees evaluate
each motorcycle for sound and performance. It’s the first
time the motors have been started since leaving Powertrain
Operations in Wisconsin. “You’ll notice the roll test seldom
goes over 70 mph,” Janice said with a wry smile. “That’s
because Harley riders never exceed the speed limit, I’m told,”
she said to laughter from the tour group. After testing, the
bikes are wrapped and crated for shipping to dealers.
Then we toured the brand-new trike line, where the Tri
Glide is built. Janice also described the workings of the
By the NumBers
Shenandoah National Park
It may be the best cure for Blue Ridge
Mountain madness: a relaxing jaunt
along Skyline Drive. Much of the route is
tree-lined, so it’s shady and comfortable in
summer and you’ll see spectacular foliage
in October, which is Shenandoah National Park’s busiest month.
A few facts about this national treasure:
95
Percent of the park that’s forested
80,000
Acres that are designated
wilderness areas
75
Number of scenic overlooks
105
Length (in miles) of Skyline Drive
1936
Year the park was dedicated
by Franklin D. Roosevelt
2011
75th Anniversary
paint department and how it achieves that brilliant, wet-look
finish for which Harleys are known (hint: The final clear coat
is actually a powder-coating process).
The factory tour attracts thousands of riders and is often a
repeat destination. “I started coming here in 1997,” said Dave
Dick, who with his cousin Art Garcia and friend Fred Lockard
rode up from Baltimore on their Harleys. “We’re trying to
make it a tradition now and come up every year.”
Shifting gears, so to speak, for the third and final part of
my travel trilogy, the next morning I rode from York to the
Smithsonian National Air and Space Museum’s Steven F.
Udvar-Hazy Center in Chantilly, Virginia. The museum is the
companion facility to the Smithsonian Air and Space Museum
on the National Mall. Its huge main display hangar is 10 stories
high, the length of three football fields, and opened in 2003 as
part of the centennial celebration of powered flight. Along with
a treasure trove of aviation and space artifacts, including 161
aircraft, 160 large space and missile artifacts, and thousands of
smaller items, the facility boasts a futuristic observation tower,
IMAX theater, museum store, and restaurant. Among the
many “wows” on display: a Lockheed SR-71 Blackbird spy plane,
the Boeing B-29 Enola Gay from World War II, an Air France
Concorde, and the Space Shuttle Enterprise.
As I pulled up outside, a group of 20 Harley-Davidson
motorcycles arrived in formation behind me. It was the Deer
Lake H.O.G.® Chapter from Reading, Pennsylvania, on their
annual “mystery ride,” planned by group leaders Tom Herb
and Sid Barlett. They’d arranged a guided tour of the museum,
and the friendly H.O.G. group invited me to tag along.
Museum docent Bill Krayer, also a Harley owner and a retired
Navy pilot and flight instructor, greeted the group outside.
“My 2003 Sportster® Anniversary Edition is a historic bike.
It’s the only one left with all original parts,” he announced to
laughter from the group. Later in front of the Wright Brothers
exhibit, Bill described the link between early airplanes and
Harley-Davidson motorcycles. “The Wright brothers’ flight
was the second-most-significant event of 1903,” he joked.
Planes, trains, and motorcycles; my travel trilogy was
complete. As I awaited departure at Amtrak’s Lorton terminal
the following day, an announcement echoed over the station’s
public address system. “We’d like to thank you for choosing
Amtrak’s Auto Train. All Aboard!”
Read more of Glen Abbott’s adventures on his blog,
www.TravelinGringo.com.
HOG 53

Enthusiasts
Stars of the Show
Paul Binford, of Manteca, California, probably thought he would do pretty well in the 2010 Harley-
Davidson® Ride-In Show at Sturgis. But chances are he didn’t expect to win quite as big as he did. Binford took
home hardware in three different classes: Big Twin Show Custom Baggers (1st Place; 2010 Road King,® pictured
right), Pro Custom Open (1st Place; 2009 chopper, pictured left), and Pro Custom (Honorable Mention; 2006 FLTR).
Topping them all, however, was the 2010 Willie G. Award given to the Road King. Open only to H.O.G.® members,
the highly coveted award is presented annually by a special panel of judges – including Willie G. himself – to one
outstanding bike at the Ride-In Show.
54 HOG

Photography: Michael Lichter
HOG 55

Enthusiasts
54 and 48
That’s my 1954 Corvette and my new 2010 Harley-
Davidson Forty-Eight model. I’ve had the ’Vette for 48
years (coincidentally) and the Forty-Eight less than a
year. To show you where my heart’s at these days, I’ve
put the car up for sale and am keeping the bike. I love it
– and it’s very easy for me to handle at my size (small).
James Liedel
Monroe, Michigan
V-Twin Twins
My twin brother and I bought these matching 2010
CVO Electra Glide® Ultra Classic® motorcycles three
days apart in September 2009 and have been riding
them, turning heads, ever since. He is Vance and I am
Lance. Or perhaps it’s the other way around.
Lance Ballew
Ankeny, Iowa
Statue of No Limitations
I purchased my first Harley,® a Sportster® 1200 Custom,
as a gift to myself when I found out I passed the Illinois
Bar Exam. After a while, I wanted something bigger
so I could “keep up” with my husband and his friends
on their Harleys. In 2008, I was looking forward to
riding to Milwaukee for the grand opening of the H-D
Museum,® but I couldn’t make it because I was on my
way out to Afghanistan with my unit in the Illinois
National Guard. But I purchased my dream bike,
a Dyna® Screamin’ Eagle,® a few days before I left.
I returned from Afghanistan in fall 2009 and finally
have been able to ride my bike this year, which
included a trip to Milwaukee to see the Museum.
As a soldier and a lawyer, I always find time to ride
my Harley, and I love every minute of it!
Aleida Barrera
Chicago, Illinois
56 HOG

More than Meets the Eye
On a beautiful sunny Sunday afternoon ride, having
left the stress of the city far behind, I discovered once
again the open lands of Southeastern Wisconsin.
On this, the first day of August 2010, the open road took
me to Fontana, Wisconsin, nestled on the western corner
of Lake Geneva. Admiring the clean front wheel of my
2007 Softail® Deluxe I was struck by the crispness of the
reflection of me and my friend, and took this photo.
Andrea Stoneback
Skokie, Illinois
Maine Event
I’ve wanted to own a Harley since I was young, reading
all the motorcycle mags, lingering over all the pictures of
Harley models. Going from mini-bikes to street bikes,
I always told myself, “Someday ….” Well, now that
someday has arrived! After we helped our kids get
through college, we figured the time was right. So I
bought my dream bike: a 2008 Road King Classic. Now
I’m in heaven. If you’re ever in New England, take a
ride up to the great state of Maine. This spot near Colby
College in Waterville is just one of the many great scenic
spots that awaits. You’ll quickly see for yourself why
Maine is sometimes called “Vacationland.”
Randy Gagne
Oakland, Maine
Anniversary Edition
“What have you done!? Why are you doing this!?” That
was my wife’s reaction when I walked into the kitchen
with my new mohawk haircut. I figured, what better way
to celebrate my 25th anniversary than to get a mohawk,
grow a goatee, and take my bride on a 1,500-mile
motorcycle trip through Wisconsin and Michigan’s Upper
Peninsula? We had a fantastic time. One of the true
highlights was unexpectedly riding through Mohawk,
Michigan. It all seemed very fortuitous – even more
so when a man in a truck stopped and offered to take
our picture together in front of this sign. What a great
picture: in Mohawk, Michigan, with my Mohawk haircut,
sitting with my bride on our 25th wedding anniversary
on my 2003 100 TH Anniversary H-D Heritage Springer.®
Being an engineer, I love symmetry.
Mike and Kim Solt
Beverly Hills, Michigan
HOG 57

Enthusiasts
At the Top of Africa
I’m an international adventure guide and also an avid Harley
enthusiast who rides a 2007 Heritage Softail. I recently got back
from guiding a trip of 17 people to Africa, 14 of whom made it to
the “roof” of Africa, the summit of Kilimanjaro. After everyone
had the opportunity to take their summit photos, I made sure
to break out the Harley-Davidson flag I had been carrying with
me the entire seven-day climb.
Steven Tickle
Snohomish, Washington
One Wet Ride
Hafa Adai (greetings) from Guam! These photos are of a
Harley-Davidson motorcycle that sits in about 30 feet of water in
Apra Harbor, Guam. This bike was used during World War II.
After the war ended, Seabees and Marines dumped tons
of unusable vehicles and gear overboard from barges.
It’s unknown whether the bike was used by the Japanese during
the occupation of Guam or whether it was used by Marines
during the island’s liberation. Either way, it’s a reminder of
Harley-Davidson’s contribution to, and impact on, the military
and U.S. history.
Pete Siguenza, Vice Director
Mariana Islands H.O.G. Chapter, Guam
The diver in the photo IS Mary Lee Robinson.
58 HOG

Enthusiasts
41 Days to Remember
I have been a Harley supporter since I was 13, when my employers
at my first job introduced me to the riding lifestyle and way of life.
I distinctly remember the posters in the employee bathroom of
the first big-twin engines (along with other “twins” posters).
I developed an affinity for bad-ass bikes and the experiences
you can have on them right then and there.
Twelve years later I finally started seriously planning what
turned into my dream trip: a 41-day, 8,700-mile solo adventure
through 28 of the United States. I spent countless hours
researching the best rides in different states, all with the sole
purpose of seeing the greatest country in the world on two
wheels. It all came to fruition when I bought a 2010 Fat Boy® Lo
and hit the road on July 14, 2010.
Two days into the ride was already memorable, with two
shredded tractor-trailer tires, multiple thunderstorms, a jackknifed
big rig, and even a bird smacking me right in the head
while I was riding. More than 1,100 miles down already – and
the biggest damn smile I’ve ever had.
My trip took me through Iowa, across the Dakotas (Mount
Rushmore is an amazing piece of work that makes you marvel
at what humans can create), Wyoming, Idaho, Oregon, the
Redwood National Forest, and the Pacific Coast Highway – just
for starters. I rode through amazing national parks, horrible
construction zones, a hail storm in Colorado, three inches of
mud in New Mexico, and had the Tail of the Dragon almost all to
myself in North Carolina. I partied with family and friends out
East and returned home safe and sound, but changed forever.
All along the way, I shared great times with countless bikers,
hung out in numerous diners and bars with friendly people, and
experienced many, many miles and memories that I’ll never
forget for one day of my life. For this I want to thank you, Harley-
Davidson, because you fuel my passion for riding and seeing this
great country. You build one hell of a product, which was evident
in the fact that the bike didn’t flinch for one second. And because
of her performance she is getting rewarded with new gloss black
forks, gloss black engine components, new pipes, new bars, and
who knows – maybe even a custom paint job and wheels.
T.J. Hart
Oreland, Pennsylvania
Send your submissions for Enthusiasts to hogmagazine@harley-davidson.com. Be sure to include high-quality photos, as well as
your name, address, phone number, and e-mail address. You can also mail submissions to Enthusiasts, c/o HOG magazine, P.O. Box
453, Milwaukee, WI 53201.
60 HOG

Gear
Screamin’ Eagle ® 120R Engine
Hell Hath No Fury
Like This Race Engine
Tires be damned, because all hell is about to break loose at
the rear wheels of Harley-Davidson ® drag racers everywhere!
The culprit in this mayhem?
The all-new Screamin’ Eagle ® Twin Cam 120R engine, a 120
cu.-in. race motor that pumps out a holy 135 hp and 137 ft.-lbs. of
torque at the rear wheel.
By comparison, a stock Twin Cam 96 engine produces roughly
67 hp and 82 ft.-lbs. of torque, while a Twin Cam 110 engine delivers
80 hp and 95 ft.-lbs. of torque respectively.
Yes, the Screamin’ Eagle ® 120R engine delivers a whole new
meaning to the phrase, “Roll-on power.”
Aimed to support the growth of motorcycle drag racing, the
purpose of this beast is to offer would-be racers a high-quality,
competitively priced, crate race motor with the highest possible
horsepower-per-cubic-inch.
Achieving these remarkable numbers is possible via a host
of high-performance Screamin’ Eagle ® Pro Race Parts. A larger
4.060-in. bore and longer 4.625-in. stroke produce the 120 cu.-in.
displacement, while Screamin’ Eagle ® 266E cams (with 0.658-in. lift)
and a 10.5:1 compression ratio coax the most from it. The increased
flow capacity of the CNC-ported intake tracts, large intake valves, and
high-flowing MVA heads further push the performance envelope.
The challenges of producing these high displacement and
performance numbers required dedicated and creative engineering
solutions like titanium SST piston rings, high-load Screamin’
Eagle ® cam bearings, nickel-plated pistons (with proprietary skirt
coating), unique piston oilers, and other design features.
To withstand the high shock loads of speed shifting and burnouts,
a high-performance engine compensator mounts on the crankshaft
and absorbs seven times more energy than the stock compensator.
Although the engine attaches directly to a stock transmission
and chassis, with no special fabrication required, owners must add
their own throttle bodies and intake (H-D recommends Screamin’
Eagle ® 58 mm units and the Heavy Breather system).
Whether you roll rubber or balanced, there’s Screamin’ Eagle ®
120R available to fit all 2006 and later Dyna ® models, 2007 and
later Touring models, and 2007 and later Softail ® models.
Corrected Rear Wheel Torque (lb.-ft.)
150
140
130
120
110
100
90
80
70
60
50
40
30
20
20
2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7
Engine Speed (rpm x 1000)
Assembled at the H-D Pilgrim Road Operations facility, the
Screamin’ Eagle ® 120R is available at U.S. MSRP $5,495 through
Harley-Davidson dealerships.
As for the burning question, “Can I get one for street use?”
the answer is … no.
DOES THIS CHART HAVE A TITLE?
SE 120CI with Wagner X Pipe TQ
SE 120CI with Wagner X Pipe HP
The Screamin’ Eagle ® 120R is a race-only engine. In the hands
of a devil-may-care street rider, hell might literally break loose.
And the Motor Company doesn’t want that to happen.
150
140
130
120
110
100
90
80
70
60
50
40
30
Corrected Rear Wheel Horsepower (hp)
62 HOG

Archives
Photograph courtesy of the
Harley-Davidson Motor Company
Archives. Copyright H-D. ®
Military Metal
Harley-Davidson has a long history of supporting
the military, with both the products it has supplied and in the
other ways it has shown appreciation over the years.
The first official U.S. military order for Harley-Davidson®
motorcycles dates all the way back to 1916, when the U.S.
Mexican Border Conflict pitted Mexican revolutionary
Pancho Villa and his raiders against General John “Blackjack”
Pershing and the U.S. Army. Pershing believed in using
modern technology – automobiles, airplanes, telegraphy, and
motorcycles – to give the Americans the advantage. The initial
request for 12 bikes, later expanded to a grand total of 24,
included bikes attached to a sidecar gun carriage, invented
by none other than co-founder William S. Harley.
When the U.S. entered World War I, Harley-Davidson’s
production ramped up aggressively to meet the demand.
Approximately one-third of all bikes made over the course of
1917 and 1918 were purchased for use in the war. While the
first bikes shipped were adapted civilian models, H-D quickly
developed the FUS and LUS models with the trademark high,
flat fenders for muddy conditions and other military-friendly
features. On November 12, 1918, one day after the armistice,
the very first American to set foot in Germany was riding a
Harley‐Davidson (see Pages 8-9).
By this time, military leaders realized the motorcycle was not
a pure combat vehicle, but it would soldier on as a courier and
escort mount. It was also during the Great War that the Motor
Company’s “Quartermaster School” – which exists today as
Harley-Davidson University – began training Army mechanics.
Development of motorcycles for the military did not stop
between the two World Wars. Company documents from the
1930s mention the development of a three-wheeled vehicle with
an opposed twin engine under development. It’s not known if
that engine ultimately became the XA of World War II years.
Only about 1,100 of the XA bikes, with opposed cylinders
and a shaft drive, were built and shipped before the U.S.
government canceled the contract. But it did give rise to the
experimental XS, a sidecar version featuring a driven sidecar
wheel. Other experimental side projects included an engine for
a “mini tank” to be built for the Canadian military, with two
Knucklehead V-twin engines working in tandem. Although
this project never took hold, Canadian versions of the WLA
(the WLC) were delivered.
William S. Harley checks out the performance of motorcycles built for
World War I.
The U.S. had already shipped motorcycles to the UK and Russia
as part of the Lend-Lease Act of 1941, but after Pearl Harbor,
military production soared to numbers in the tens of thousands.
At war’s end, almost 70,000 WLA models, the workhorse of
wartime American motorcycles, were in service. For its wartime
efforts, H-D was awarded the Army-Navy “E” Award for
Excellence in Wartime Production three straight years.
Motorcycle production for the military never again saw the levels
of the 1940s. Military versions of the smaller Sportster® model were
produced in the 1960s, and saw both police and military service in
nations including Vietnam and Indonesia.
Harley-Davidson’s final military motorcycles were the MT-
500 and lesser-known MT-350E. The MT-350E was produced in
the 1980s by Armstrong-CCM Motorcycles. When H-D acquired
Armstrong’s military division, the MT-500 was already in
production. It originally saw action in the Falkland Islands
conflict (between Great Britain and Argentina), but later was
built strictly for the militaries of Canada and Jordan.
Today, Harley-Davidson continues to support groups and
programs such as the Disabled American Veterans, Rolling
Thunder® motorcycle rally, Veterans of Foreign Wars (for the
National World War II Memorial), The Vietnam Traveling Memorial
Wall,® and many more. It’s a history of which the Motor Company
is very proud – but not as proud as we are of all the fine military
men and women who have served our great country.
To see more historical items from the H-D Archives, visit the
Harley-Davidson Museum® in Milwaukee. www.h-dmuseum.com
64 HOG

Exhaust
Ride to Be Free
BY Jillian Michaels
One of my most treasured childhood memories is riding on the
back of my dad’s Harley-Davidson ® motorcycle when I was a kid.
I remember thinking – knowing – this is freedom. The epitome of
“cool.” Buzzing along. Taking in the scenery. Not a care in the world.
I would occasionally glance into one of the cars that shared the
road with us and feel sorry for its passengers. I could feel their eyes
on us. Envious with the longing to feel the thrill of the open road on
two wheels. At least that’s what I imagined they
were thinking when I was 6. And I’ll be honest,
that’s still what I imagine even now when I rip
past them on my bike.
By 18, I had a bike of my own. A 1972 Harley ®
Sportster. ® Who cared that it was 20 years old
and spewed black ash out of the exhaust (this
was prior to the green movement). It was mine.
All mine. I had been saving up for it since my
very first baby-sitting job at 13 years old. Any
normal kid would have saved for a car but not
me. I had caught the bug.
At 36, the fever remains. These days I have
five bikes – all with a personality of their own.
From the sportbike that I race on the track to
the Harley V-Rod ® that I show off at the Rock
Store on Mulholland Highway – each bike holds
experiences and adventures unique to its style,
design, feel, and temperament. My bikes are like old friends that
know me inside and out. They have lived through adventures and
endured my madness in ways that no person would tolerate.
While it’s true that motorcycle riding is a culture made up of
supportive, friendly people who share the same passion, what I love
best about it is the solitude. Whenever I feel stressed, overwhelmed,
and beat down by life, I toss on my gear, carve the canyons of
Malibu, and cruise the PCH.
This is the cell phone-free zone, where I can be alone with
my thoughts and one with my environment. This is the place
where I clear my head. The place where I think best. And I don’t
come back home until every last piece of aggression has been
shredded out on the pavement.
Riding is a sport. It’s a high. It’s a way of life. And yes, it can be
dangerous. There are risks. You have to keep your wits about you,
be strategic, and ride smart. It takes brains,
agility, and focus. Riding is not for everyone,
and that makes me love it even more.
For a century, motorcycle riding has been
thought of as a man’s pastime. Many women
have shied away from the sport for a myriad
of reasons ranging from “I couldn’t” to
“I shouldn’t.” But times are changing. Women
are forgoing the back seat for the driver seat.
Finally. The realization has set in: Why should
the boys have all the fun? Often nowadays
when I look over at the biker creeping up
on my left, I find myself worrying about the
split ends they’re creating from the unkempt
ponytail falling out of their helmet. Then
I smile to myself, wave the peace sign,
and welcome another woman into the club.
It takes a certain kind of badass to climb
on top of 130 horses and tear it up. So I leave you with this one
question: What kind of badass are you gonna be? Maybe I’ll see
you out there, maybe I won’t. But if we do cross paths, I’ll be the
one passing you on the left.
Jillian Michaels is a lifelong motorcyclist, personal trainer,
and star of NBC’s Biggest Loser and Losing It With Jillian.
66 HOG

HOG ®
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