Motorcycle Classics Media Kit - Ogden Publications, Inc.

RIDE ‘EM, DON’T HIDE ‘EM.

Motorcycle ClassicsGet front-and-center with the guys who buy motorcycles, parts,services, tools and gear. Motorcycle Classics devotees average two bikesin their garage, one between their legs and two others on their mind.They hunger for knowledge about classic bikes, their worth and items toaccessorize, restore and maintain their prized possessions. These veteranriders work hard for their six-figure incomes, and don’t hesitate to spendcash and time on their true loves. Motorcycle Classics buyers are more thancollectors. As aficionados of motorcycle styling and engineering, they alsoride today’s two-wheeled machines. British, Japanese, German, American,Italian – we deliver them all. From detailed restorations and product reviewsto intriguing events and scenic riding routes, we scratch our readers’ itchfor classic chrome. Take a ride with the magazine where these passionatepurchasers connect, dream and buy.AdInfo@OgdenPubs.com (800) 678-5779

Motorcycle classics readers are affluent,passionate, and engaged.They FIX and maintain their own bikes. Theyare educated, active riders whoare always looking for new productsand accessories.Tap into a market that buys motorcycles and accessories each year.Motorcycle Classics readers have money to spendQ Motorcycle Classics readers have discretionary income to spend onbikes and riding accessories- Average HHI is $110,000Q 74% have a post-secondary educationQ 62% of our readers are in the professional/managerial/sales & officefieldsMotorcycle Classics readers plan to purchasenew motorcycles & accessoriesProfessionals are purchasing both new and classic motorcyclesQ 39% plan to purchase a NEW motorcycle within the next 12monthsQ They plan to purchase $11 million in parts and accessories withinthe next 6 monthsQ 59% have purchased products from Motorcycle Classicsadvertisers in the last y year.Motorcycle Classics readers ride, fix andmaintain multiple bikesQ 76% have been riding for more than 20 yearsQ 69% ride between 2,000 and 10,000 miles each yearQ 76% own at least 2 motorcyclesQ 53% own a 2000 model or newer motorcycleQ 63% perform their own maintenance all of the timeQ 65% purchase their parts onlineQ 77% wear protective clothingQ 99% wear a helmet all of the timeSource: 2009 Custom Studywww.MotorcycleClassics.com

MOTORCYCLES, MOTORCYCLES AND MORE MOTORCYCLES Every issue of Motorcycle Classics deliversexciting and evocative articles and photographs of the most brilliant, unusual and popular motorcycles ever made. From legendary bikeswhose timeless designs and innovations have endured for decades to the modern retro classics gracing today’s showrooms, we showcasethe best on two wheels. VINTAGE RACING is a celebration of motorcycling heritage. Whether your thing is AHRMA or the Isleof Man, Motogiro d’Italia or the Lake Erie Loop, Surtees’ MV Agusta or a CB160, you’ll find the best in vintage racing and the bikes they race.REJUVENATIONThe fourth and final chapter of our1971 Triumph TR6C projectix months ago we turned the first wrench on ourTriumph TR6C project, and it’s now finally drawing to aSclose. Sharp minds will note, however, that we didn’tsay it’s done. Why? Mostly because we won’t call it finisheduntil all the little details (missing side cover caps, front turnsignals, etc.) are tended to. But it’s 99 percent of the way there,and better yet, it runs. And surprisingly, it wasn’t that hardgetting it there.A little air, pleaseIn our last report, we noted some issues installing ourMikuni carb conversion. Namely, the Mikuni wouldn’t work withthe stock air box — unacceptable to us, as we think the air boxside covers are a key part of the bike’s look. We couldn’t believeit, but a few calls to some Triumph specialists confirmed whatwe’d discovered: It won’t work. Apparently, most folks doing thisconversion either don’t like the stock air box or simply don’tcare. We do, and decided to see what it would take to make thestock air box work.Sizing up our options, we turned to eBay for a used airbox we could hack on without feeling too bad if we ended updestroying it. There were a few sets available when we wenttrolling, and the first thing we discovered was that boxes fortwin-carb 650s were perfect for our planned modification.Why? Both the single-carb and dual carb inner box are madeup of two mirror-image pieces that bolt together aroundthe main frame tube. The single-carb box, onceinstalled, has an oblong hole at the front for arubber sleeve to join the assembly to thestock Amal carb. But the twin-carb boxhas a blank front with the air tract runninginstead from the outer air boxcovers, so with no hole, we couldstart from scratch.Fifteen dollars and three dayslater, we were ready to begin themodification. With all our piecesin hand, we discovered it was apretty straightforward processof mounting the twin-carbinner air box, the conversionmanifold and rubber spigot,and then lining up the Mikunicarb to the spigot. Carefullyeyeballing the Mikuni’s position(we couldn’t install it in thespigot because the Mikuni protrudesinto the inner air box), wescribed lines on the air box markingthe top and bottom of the Mikuni’sintake throat. Following that, we simplyscribed the Mikuni’s opening on the airbox, allowing an extra eighth-inch all around for a rubber seal,and cut away with a Dremel tool.It took a bit more fiddling after making our first cut, buteverything went together perfectly, and we ended up with exactlywhat we were looking for: A superior Mikuni carb withoutcompromising the original look of our classic TR6C.Getting wiredWith the Mikuni sorted weturned our attention to installingthe new main wiringharness from MAPCycle, a job we wereexcited about in anodd, god-I-hope-thisgoes-wellsort of way.The oil-soaked andfraying original harnesswas about as trashed asthey come, tying maybe afourth of the bike’s variouselectrical bits together.It was also probablyresponsible for takingthis bike off the road inthe first place, as it had anasty habit of eating fusesevery few miles. The last timethe bike ran it was wired straight,with no fuse, until it stopped. Hmmm.We made careful note of all the original attachments; labelingconnections, taking copious photos and drawing out littlediagrams detailing connections to items like the voltage rectifierand the ignition system. You can’t record too much whenyou’re taking apart old iron.All that preparation paid off when we went toinstall the harness, because frankly, it wasamazingly painless. We made a mistakeor two (like inadvertently separating the hot white wire from themain loom to the handlebar controls, giving us no power to thehorn and brake light circuits), but everything went where it wassupposed to, and more importantly, everything worked. Well,almost everything, but more about that later.Confident we were on the road to our first firing of the TR, wemoved on to more mundane issues like fitting the front brakecable, the rear brake light switch, the rear light assembly andthe rear turn signals (we’re still waiting for a new set for the front),56 MOTORCYCLE CLASSICS September/October 2007AdInfo@OgdenPubs.com (800) 678-5779

PRODUCT REVIEWS Full reviews on helmets, riding gear, luggage and accessories sure to please motorcycle enthusiasts alongwith the latest books and videos to keep you informed and entertained. RESTORATIONS Restoring Tips, Products, Reviews, ,Information and more. Come inside the Motorcycle Classics garage as we repair, rejuvenate and upgrade our own bikes. FAVORITERIDES Providing riders insights and information about great destinations that are even more enjoyable when visited on the back of aclassic motorcycle.BACK ROADTOURINGNorth Carolina on a’78 Ducati Darmah God invented roads He paintedW“WhenStory and photographs by Neale Baylyan invisible line of perfection. Then Heinvented Ducati motorcycles to follow it.”The year was 1982; I had just stepped off my friend’s 1978 Ducati 860 GTSafter an idyllic thrash along one of my favorite English country roads whenthose words rolled from my mouth. It is a statement we still talk about whenI am home in England reminiscing about the good old days with the boys.Twenty-five years later, swooping along North Carolina’s unbelievableRoute 181 on Craig Hunley’s 1978 Ducati Darmah, chasing a bright red CagivaGran Canyon, I have once more found this perfect line. It has taken me twodays and nearly 500 miles in the saddle to adjust my mental database ofriding techniques for the aged Italian machine beneath me. The bike has along wheelbase, skinny touring tires and stiffly sprung shocks, which appearto be working against the softly sprung front fork. The rake and trail feel morelike a chopper than a sport bike, and the front brake lever requires the handstrength of a gorilla. It also rewards the user with very little braking power.But listening to the Duc’s Conti pipes booming on full noise, accompaniedby the sound of the barely-filtered Delorttos inhaling gobs of mountain airon an open throttle, none of this matters. Sending shivers down my spineas it snorts and spits when I let the heavy throttle springs drop the slides,the sound of the unburned fuel backfiring in the pipes is sending me intoa euphoric state of bliss. A bevel Ducati running open Delorttos and Contipipes is heaven on earth.Yet as perfectly as the Darmah runs, I wasn’t convinced about Craig’s decisionto use Koni shocks at the rear. Slightly longer than stock and with toomuch spring rate, they don’t — in my humble opinion — help the front endone bit, making the front tire push. The trick, I’ve discovered, is to leave thefront brake alone to eliminate any fork dive. Just roll off the gas, pull in theclutch and give the throttle a quick blip before dropping a gear and gettinghard on the rear brake.This is enough for most corners, and it is best to stay on the rear brakesto keep things settled before using the bars to lever the lazy front end in thedirection “we” are headed. It takes a healthy amount of body English to get usturned, but as soon as the job is done, I recite my mantra (“throttle, throttle,throttle!”) to remind myself to get back on the gas quickly. Any delay here seesthe bright red Cagiva pulling a larger gap, and running up to my self-imposed6,000rpm redline, it’s time to snatch a clutchless up-shift before tucking inbehind the clocks as we head for the next bend.Out on this nearly-deserted mountain road, it’s magical to have foundthe way to communicate with Craig’s immaculate 1978 Ducati Darmahand extremely gratifying to see how much he appreciates me riding hisbike so hard.www.MotorcycleClassics.com MOTORCYCLE CLASSICS 41www.MotorcycleClassics.com

Audience DemographicsNational Paid Circulation: 33,000Source: Jan-June 2009 Publisher’s Own DataTotal Audience: 74,910Source: 2009 Custom StudyAvearage age 56.8Average HHI $92,891Average value of owned home 275,123% of readersGenderMen 99.3%Women .7%EducationAttended/graduated college 65.6%Graduated college plus 31.2%Attended college 21.5%Post graduate 13.0%Age18-24 0%25-34 2.3%35-44 7.1%45-54 29.9%55-64 40.7%65+ 20.0%Marital StatusMarried/committed relationship 79.1%Separated/widowed/divorced 13.9%Never married 6.5%OccupationProfessional/business owner 30.8%Skilled craftsman/serviceman 23.5%Technical 12.8%Executive/manager 10.3%Service 14.1%% of readersHomeHome owned 94.2%Home value: $500,000+ 16.4%Home value: $200,000-499,999 39.5%Home value: $100,000-199,999 30.4%Home value: $50,000-99,999 11.8%Less than $50,000 2.0%HHI$150,000+ 15.6%$125,000-149,999 7.9%$100,000-124,999 14.4%$75,000-99,999 13.5%$50,000-74,999 16.8%$40,000-49,999 8.4%$30,000-39,999 6.5%$20,000-29,999 2.9%

PrintAD SIZESFull Page1/2 Spread HorizontalAd typessizesTrim size 8.125" x 10.875"Full page 7.125" x 9.875"Full page with bleed 8.375" x 11.125"2 page spread 15.25" x 9.875"2 page spread, bleed 16.5" x 11.125"PUBLICATION TRIM SIZE8.125" x 10.875"PERFECT BINDINGImage area of all full bleed ads mustextend 1 /8" minimum beyond trim.Live area must have 1 /4" allowancefrom trim on all four sides.1/2 page spread 15.25" x 4.8125"1/2 page spread, bleed 16.5" x 5.4375"1/6 Horizontal1/2 page horizontal 7.125" x 4.8125"1/2 page vertical 3.4375" x 9.875"2/3Vertical1/3Vertical2/3 page vertical 4.625" x 9.875"1/2 Island1/3 page vertical 2.25" x 9.875"1/3 page square 4.625" x 4.81251/12Page1/4 page square 3.4375” x 4.8125”1/6 page vertical 2.25" x 4.8125"1/6 page horizontal 4.625" x 2.281"1/6Vertical1/3Square1/2 page island 4.8125” x 7.125”1/2Verticalkickstand ad sizes1/4Square1/2 Horizontal1/3 page vertical 2.187” x 9.875”1/3 page square 4.625” x 4.8125”1/6 page vertical 2.187” x 4.8125”1/6 page horizontal 4.625” x 2.281”1/12 page 2.187” x 2.281”2010 Issue and Closing DatesIssue Date Ad Close Materials Due On Sale DateJan/Feb 2010 Oct 30, 2009 Nov 23, 2009 Dec 22, 2009Mar/Apr 2010 Dec 24, 2009 Jan 19, 2010 Feb 23, 2010May/June 2010 Feb 22, 2010 March 15, 2010 Apr 20, 2010July/Aug 2010 April 30, 2010 May 24, 2010 June 22, 2010Sept/Oct 2010 June 28, 2010 July 21, 2010 Aug 24, 2010Nov/Dec 2010 Aug 30, 2010 Sept 22, 2010 Oct 19, 2010Published bimonthly (six times a year).AdInfo@OgdenPubs.com (800) 678-5779

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Can cel la tion of spacereservations for any other reason in whole or part by the advertiserwill result in an ad just ment of the rate (short-rate) based on pastand sub se quent insertions to reflect actual space used at the earnedfrequency or volume rate in that contract year.d. All contents of advertisements are subject to pub lisher’s approval.Publisher reserves the right to reject or cancel any ad ver tise ment,insertion order, space res er va tion, or po si tion commitment at anytime without cause. Publisher reserves the right to insert the word“ad ver tise ment” above or below any copy.e. The publisher will not be bound by any conditions, printed orotherwise, appearing on con tracts, orders, or copy in struc tion, thatconflict with set policies.f. Advertisements received after closing date will not have the priv i legeof OK or revision by the advertiser or its agency.g. Failure to make the order correspond in price or otherwise with therate card is regarded as a clerical error, and the advertiser will be billedunder the terms of the schedule in force without further notice.h. All advertising is published upon the un der stand ing that theadver tiser and the agency assume full and com plete re spon si bil ityand liability for advertising sub mit ted, print ed or pub lished.i. The liability of the publisher for any error for which the publishermay be held legally re spon sible will not exceed the cost of thespace. The publisher spe cif i cal ly assumes no liability for errors in thekey numbers or in type set by the publisher.All advertising insertion orders are ac cepted sub ject to the conditionthat the publisher should have no liability for failure to execute acceptedadvertising or ders because of acts of God, gov ern men tal restrictions, fires, strikes, ac ci dents or other oc cur renc es beyond thepublisher’s control (whether like or unlike any of those enumeratedherein) that prevent the pub lish er from partially or com plete ly produ ci n g , p u bl i s hi n g , o r d i s t r i b u t i n g Motorcycle Classics or MotorcycleClassics Online.www.MotorcycleClassics.com

TESTIMONIALSWhy advertisers depend onMotorcycle ClassicsBecause every article, photograph and column in the magazine motivatesreaders to buy products – yours!“Motorcycle Classics brings to our brands an incredible, enthusiastic, knowledgeable andinfluential audience. Motorcycle Classics has helped us grow as a leader in the streetapparel market.”— RICHARD KIMES, Director of Marketing, Tour Master Apparel and Gear“We consider advertising in Motorcycle Classics to be one of the ‘best buys.’ Each adpays for itself many times over with the customers it brings to us. We attribute this to thehigh quality of this magazine and the good people who work hard to make it that way.”— RANDY ILLG, Framecrafters“As a motorcycle painting company we got exactly what we wanted from advertising inMotorcycle Classics: reasonable rates and great service. We highly recommend anybusiness in the motorcycle industry to advertise in Motorcycle Classics.”— CRAIG MCGLOTHLEN, Precision Motorcycle Painting“Motorcycle Classics gives us the perfect window into the specific market of bike collectorsand riders. For us, Motorcycle Classics provides a unique opportunity to showcase the verytrendy Nolan retro-styled helmets, targeting the audience of passionate enthusiasts theyhave captured with their rich editorial content.”– Catherine Bennett, CIMA International“Years ago when I picked up my first issue of Motorcycle Classics I was excited to see amagazine dedicated to popular classic motorcycles with articles about the people thatown and ride them. Now after a few years I am happy to see the magazine continue togrow and cover these Classic bikes and some new Retro models as well. Thanks for thegreat magazine, I am glad we continue to advertise with you and hope our current andfuture Moto Guzzi owners also appreciate the fine work you are doing.”– Rick Panettieri, Moto Guzzi Brand ManagerAdInfo@OgdenPubs.com (800) 678-5779

onlinewww.MotorcycleClassics.comMotorcycleClassics.com complements our magazine, reaches a broaderaudience, and offers new content including videos, photo galleries, events,blogs and more.If you want to increase sales, build awareness, increase website visitors andget more repeat customers, www.MotorcycleClassics.com will extend your adcampaign beyond the printed pages of the magazine.70% of Motorcycle Classics readers have bought motorcycle products online inthe past year.We offer a wide range of options to fit your budget and objectives. Pleasecontact your sales representative for more information on our advertisingpackages or to create a tailored program to meet your needs.Approximate Monthly Impressions: 158,060Minimum Ad Buy: 5,000 impressionswww.MotorcycleClassics.com

ONLINE ADVERTISING SPECIFICATIONSARTICLE PAGESAll TitlesAd Size: 728 x 90Ad Size:300 x 250Ad AdSize: Size:160x600160x600BLOG PAGESAll TitlesAd Size: 728 x 90AdSize:160x600SIZES FOR RUN-OF-SITEADVERTISING:Leaderboard (728 x 90)Banner Ad (468 x 60)Jumbo box (300 x 250)Skycraper (160 x 600)CURRENTLY ACCEPTEDAD FORMATS:GIF, GIF89, Animated GIF, JPEGAll ads should include aclick-through URL.All ads may include analternate text description.HTML/JavaScript (DHTML)/Flash(URL embedded)Locally hosted on ad servers,these HTML and JavaScriptads can consist of text, images,pull-down menusand / or formats.FILE SIZE:File size of 40kb or lessat 72 dpiVIDEO ADVERTISINGFORMATS:.mp4 or .wmv4:3 aspect ratioAd Size:300 x 250Ad Size:300 x 250Ad Size:300 x 250Ad Size:300 x 250MATERIAL SUBMISSION:Send all ads toadvertising@ogdenpubs.com.Within the e-mail please notethe following: Company name,contact name, contact number,website the ad will be running onand expected start date.AdInfo@OgdenPubs.com (800) 678-5779

E-NEWSLETTER SPECIFICATIONSMotorcycle Classics Shop Talk Newsletter(4 issues per month)Use Motorcycle Classics’ unique insight to reachsubscribers interested in the latest news andinformation about the greatest motorcyclesof all time – an audience eager to learn aboutshows and events, and who want to see and readabout the most brilliant, unusual and popularmotorcycles ever made.Ad Size: 468 x 60Rates: $100 per ad or $200 for all 3 ad positionsCurrent Circulation: 5,330SpecificationsAdSize:160x600SIZES FOR E-NEWSLETTER ADVERTISING:Banner Ad (468 x 60)Skycraper (160 x 600)Text Ad (logo + 50 words)CURRENTLY ACCEPTED AD FORMATS:GIF, GIF89, Animated GIF, JpegAll ads should include a click-through URL.All ads may include an alternate textdescription.FILE SIZE:File size of 40kb or less @ 72 dpiMATERIAL SUBMISSION:Send all ads to advertising@ogdenpubs.com.Within the e-mail please note the following:Company Name, contact name, contact number, dateand name of newsletter.Ad: Logo with 50 word textwww.MotorcycleClassics.com

360 o MARKETINGMotorcycle Classics is the ultimatedestination for companies seekingpurposeful dialogue and interactionwith a community of serious classic bikeenthusiasts. We offer 360° experientialmarketing solutions for all of ourcustomers that extend well beyond thepage. From innovative online tools tosweepstakes to event marketing andsampling, let us design the promotionalpackage that maximizes your ROI.Video/TelevisionOgden Publications develops entertaining videocontent for cable, network and online platforms,delivering brand integration opportunities.RThe197SixTrclsay it’s duntil all tsignals, eand bettegetting itA littleIn ourMikuni cathe stockside coveit, but a fwe’d discconversiocare. Westock airSizingbox we cdestroyintrolling, atwin-carbWhy? Boup of twothe maininstalledrubber slstock Amhas a blaning instcovers, sostart fromFifteenlater, wemodificain hand,pretty strof mountinner airmanifoldand thencarb to theyeballintion (wespigot betrudes inscribed lithe top aintake thscribed tSweepstakesGrow your e-mail listsfor future e-commercecommunications.OnlineWe’ll partner with you todevelop a 360-degree, 24/7 onlinedestination that meets yourcompany’s goals and needs.56 MOTBranded ProductsPartnering with us canprovide new audiencesand instant authority,as well as hugepromotional vehiclesthrough our media.CustomPublishingCustom content is theperfect opportunity tobuild relationships withcustomers, employeesand prospects.Direct MailLet us create targeted direct mail listsand help you find new customers.marketingEventsConsumers canexperience your brandfirsthand at one of ourlive, exclusive events,bringing you closer toyour customer.ResearchWe can provide marketingintelligence to help youunderstand and define themarket for your productor service.PrintLet our sales team work with you tocreate a print campaign that will reachyour target audience.AdInfo@OgdenPubs.com (800) 678-5779

EJUVENATIONfourth and final chapter of our1 Triumph TR6C projectmonths ago we turned the first wrench on ouriumph TR6C project, and it’s now finally drawing to aose. Sharp minds will note, however, that we didn’tone. Why? Mostly because we won’t call it finishedhe little details (missing side cover caps, front turntc.) are tended to. But it’s 99 percent of the way there,r yet, it runs. And surprisingly, it wasn’t that hardthere.air, pleaselast report, we noted some issues installing ourrb conversion. Namely, the Mikuni wouldn’t work withair box — unacceptable to us, as we think the air boxrs are a key part of the bike’s look. We couldn’t believeew calls to some Triumph specialists confirmed whatovered: It won’t work. Apparently, most folks doing thisn either don’t like the stock air box or simply don’tdo, and decided to see what it would take to make thebox work.up our options, we turned to eBay for a used airould hack on without feeling too bad if we ended upg it. There were a few sets available when we wentnd the first thing we discovered was that boxes for650s were perfect for our planned modification.th the single-carb and dual carb inner box are mademirror-image pieces that bolt together aroundframe tube. The single-carb box, once, has an oblong hole at the front for aeeve to join the assembly to theal carb. But the twin-carb boxnk front with the air tract runeadfrom the outer air boxwith no hole, we couldscratch.dollars and three dayswere ready to begin thetion. With all our pieceswe discovered it was aaightforward processing the twin-carbbox, the conversionand rubber spigot,lining up the Mikunie spigot. Carefullyg the Mikuni’s posicouldn’tinstall it in thecause the Mikuni protothe inner air box), wenes on the air box markingnd bottom of the Mikuni’sroat. Following that, we simplyhe Mikuni’s opening on the airbox, allowing an extra eighth-inch all around for a rubber seal,and cut away with a Dremel tool.It took a bit more fiddling after making our first cut, buteverything went together perfectly, and we ended up with exactlywhat we were looking for: A superior Mikuni carb withoutcompromising the original look of our classic TR6C.Getting wiredWith the Mikuni sorted weturned our attention to installingthe new main wiringharness from MAPCycle, a job we wereexcited about in anodd, god-I-hope-thisgoes-wellsort of way.The oil-soaked andfraying original harnesswas about as trashed asthey come, tying maybe afourth of the bike’s variouselectrical bits together.It was also probablyresponsible for takingthis bike off the road inthe first place, as it had anasty habit of eating fusesevery few miles. The last timethe bike ran it was wired straight,with no fuse, until it stopped. Hmmm.We made careful note of all the original attachments; labelingconnections, taking copious photos and drawing out littlediagrams detailing connections to items like the voltage rectifierand the ignition system. You can’t record too much whenyou’re taking apart old iron.All that preparation paid off when we went toinstall the harness, because frankly, it wasamazingly painless. We made a mistakeor two (like inadvertently separating the hot white wire from themain loom to the handlebar controls, giving us no power to thehorn and brake light circuits), but everything went where it wassupposed to, and more importantly, everything worked. Well,almost everything, but more about that later.Confident we were on the road to our first firing of the TR, wemoved on to more mundane issues like fitting the front brakecable, the rear brake light switch, the rear light assembly andthe rear turn signals (we’re still waiting for a new set for the front),ORCYCLE CLASSICS September/October 2007www.MotorcycleClassics.com