“Your Northern Rocky Mountain Riding Authority” Northern ...northernrockiesrider.com/pdf/NRRApril2012LR.pdfberg, Aprilia, MV Agusta and Ural. Chistini, GasGas, Husqvarna, KTM,

Change service requested: 914 Holmes Ave., Butte, MT 59701

PRSRT STDU.S. POSTAGE

P A I DPermit No. 93Livingston, MT

See Euro Show, Page 2

ChiefJosephByway

Page 10

MeetCarmineMowbray

Page 16

By Cole BoehlerEditor and Publisher

Somehow today – our first editorial deadline – I am thinking of the Beatles 1968 song “Birthday,” for that is what we will soon be celebrating, the true birthday of Northern Rockies Rider which will be on the press next week, March 22.

For the businesses that receive copies: Business owners may be wondering why they have received multiple, separately addressed and mailed copies of Northern Rockies Rider (some received single copies).

Simple: It is the least expensive way to get them to you, and then to readers. Remarkably, five or 10 copies mailed Third Class individually is cheaper than bundling them and mailing as a parcel. If and when we send larger quantities, and copies have more pages, it will become more efficient to send them as a parcel.

Why distribute Northern Rockies Rider?

Because we believe motorcycle riders, your custom-ers, will enjoy and value the unique regional content we will be presenting. If so, they will make another visit to your store to find the next edition. That’s good for your business. Besides, everyone likes to get something for FREE!

But don’t judge us solely on the first edition. We have some big ideas and big plans for the future that should increasingly make the publication more valuable and sought after by rider-readers. We will also be adding more geographical balance and di-versity. Please, give it some time.

We will adjust quantities. If business owners place copies where their rider-customers can find them, pick them up and browse them, then take them home, we believe copies of Northern Rockies Rider will disappear rapidly. If possible, they should be made available to customers in your customer waiting areas.

If you and/or your customers would like more copies, please call or e-mail us. If you’d like fewer

copies (or, Heaven forbid, no copies!) please let us know that as well. We are business owners, too, and so loath waste. Contact us at: <[email protected]> or phone 406-498-3250.

We’re interested in what you think. As owners of businesses catering to serious riders, you may be in closer touch with this lucrative rider-consumer than anyone else. We are open to your suggestions regarding ideas for content. Let us know about your best customer who rides, rides, rides! Or maybe some tech tips, best routes, major area events... all of that.

Consider advertising. Our cost-per-thousand rates are very reasonable. Since we target riders – and only riders – your ad message is precisely targeted and your investment is extremely efficient. Call 406-490-8472 or e-mail <[email protected]>.

Thank you! We look forward to a long and mutu-ally beneficial relationship bringing valuable and enjoyable information free to the Northern Rockies riding community.

Business owners and readers...Welcome!

The Northern Rockies Rider team journeyed 600 miles west March 1 to attend the first annual Euro Moto 2012 motorcycle show in Lynnwood, Wash., just northeast of Seattle.

Organized under the auspices of longtime Seattle-area motorsports dealer Jim Boltz, and capably adminis-

tered and managed by Jim’s right-hand man, Garrett Johnson, the “trains ran on time” and the event came off with-out a hitch, much to the delight of more than 1,000 members of the public who attended, as well as the over 30 vendors who displayed the latest in machines, gear, products and services.

The gates opened at noon sharp on Sat., March 2 at the Lynnwood Con-vention Center and those waiting in line eagerly entered. Attendance traffic was excellent all day, tapering toward the 8 p.m. evening close. Sunday’s at-tendance was on par, with another line formed by the 11 a.m. open. Traffic was then steady through the 4 p.m. close.

Even as the show was underway, Johnson was excitedly describing plans for the 2013 follow-up event. He said next year the show was planned to oc-cupy both floors of the convention cen-ter, implying twice the exhibitors and twice the space for them to display. Ad-ditional activities were being planned

Just a couple more years, darling.

“Your Northern Rocky Mountain Riding Authority”

Volume 1, Number 1 • April, 2012 • A Continental Communications Publication • [email protected] • 406-498-3250

Northern Rockies RiderNorthern Rockies Riderwww.NorthernRockiesRider.com (not yet live)

NRR attends first ‘Euro Moto Show’

Nothing like a brand new Moto Guzzi V7 Racer as seen at Euro Moto.

FREETake one home!

Northern Rockies Rider - 2 April 2012

as well, including factory demo rides, Johnson said.

The convention hall featured the latest machines and models from every European manufacturer from heavy-weights Ducati, BMW and Triumph to smaller niche builders such as Husa-berg, Aprilia, MV Agusta and Ural. Chistini, GasGas, Husqvarna, KTM, Moto Guzzi and Piaggio had equipment on display.

All brands also had company repre-sentatives available to field questions, offer in-depth information and maybe even make a deal if the opportunity arose.

Riding apparel and helmet manu-facturers had a major presence as well, including Aplinestars, Dainese, Schulberth, Sidi, Spidi and Drayco. Accessories were offered by Brembo, BrakeTech, Ferodo, Givi, Michelin, AltRider, Rizoma, Touratech and Shad.

Companies providing touring ser-

vices and products were AVID Moto-Tours, Sound Rider, Northern Rockies Rider/“Motorcycling Montana” and Tour USA.

Sure, motorcycle enthusiasts could see and get hands-on with numerous platforms, gear and services provid-ers, but of as much interest were the seminars provided by experts in their various fields.

Sound Rider presented seminars on “pack right, pack light.” Rick Wallace of Crash Scene Safety instructed on best practices and procedures at ac-cident scenes. AltRider reps spoke on off-road riding and protection, followed by a seminar on riding gear evolution by Spidi.

Riders For Health explained their worthy programs to bring health care to needy populations in remote places by providing and teaching maintenance of motorized transportation.

Schulberth expounded on helmet technology and function while Brake Tech did the same for brake technol-ogy. Fluid Suspension Science de-mys-tified all aspects of proper suspension setup, while afterward Sound Rider presented information on motorcycle photography.

Continental Communications did a seminar on the best routes to ride in Montana, followed by another Sound

Rider presentation on a Rally at the Gorge. ...and that was just Saturday!

On Sunday Avid MotoTours gave a seminar on touring Europe and the U.S. followed by a second edition of Brake Tech’s seminar on motorcycle brakes. Other Saturday seminars were then reprised for the new Sunday audience.

What set this show apart?“Unlike other shows that travel the

country displaying motorsport prod-ucts, Euro Moto is local,” commented Johnson. “Our ven-dor dis-plays are hosted by local deal-ers who know their products and know what you are looking for in gear, acces-sories, motorcycles and more.

“It was a chance for dealers and en-thusiasts to get together, talk shop and kick off the riding season in a new way for 2012.

“In addition,” Johnson continued, “Euro Moto was proud to donate a

portion of ticket proceeds to Riders for Health, a charity founded by riders and the official charity of Moto GP. An on-going raffle was held during Euro Moto with prizes including riding gear, tires, training classes and a grand prize trip for two to Laguna Seca for the ‘Rid-ers for Health Day of Stars Moto GP Experience.’”

Also raffled during the two-day event was a set of Triumph riding gear, a

Dainese jacket and pants, a crash scene safety class, a $100 Touratech gift certificate, two rider training courses, a motorcyle rental, a Spidi riding jacket and a Giant Loop Fandango tank bag. By way of full disclosure, this author’s wife won the Spidi jacket.

All in all, Euro Moto 2012 was a very well-rounded, exceptionally orga-nized show worth putting on your 2013 calendar.

Tom Klein, left, won a $30 copy of the new “Motorcycling Montana” guide to touring Big Sky Country, presented by author and publisher Cole Boehler, who also edits and publishes Northern Rock-ies Rider.

Get out your wallet. Spectators ogling a dressed BMW GS.

from page 1

Euro Moto

Garrett Johnson was the show manager and did a fine job.

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Dream. riDe.

By David WendellMotorcycle Safety Instructor

We’ve all heard a fellow rider talk about “the idiot cage driver” who pulls out in front of us, causes a motorcycle crash, and who then swears they never saw the bike.

We’ve all been taught for years to “watch out for cars and trucks because they won’t watch out for you.” How about: “Drive like you’re invisible, because to most car drivers you are”?

But are the four-wheelers really out to get you? Are they really the cause of most motorcycle crashes?

The answer to that depends on where you live. According to the Motorcycle Safety Foundation

(MSF), the place with the greatest potential for car/motorcycle crashes is at intersections.

Think about this for a minute: at intersections you have human beings trying to interact with other human beings, which we don’t always do very well. Now throw in a 3,000-pound car or five, a 400-plus-pound motorcycle, the ever present distractions (which have only gotten worse recently), a jumble of signage either telling us which lane to be in to make a turn, or advertising something you don’t need in big bright neon letters, all competing for everyone’s attention ... and sure enough, somebody pulls out in front of a moving motorcycle and there is a collision, the bike goes down, the car gets damaged, possibly the car driver or passenger is injured, and almost assuredly the motorcyclist is hurt.

I can’t dispute the statistics. Intersections are definitely the most dangerous place for bikes. But is this where most motorcycle crashes occur?

MSF tells us that more than half of all motorcycle crashes are multi-vehicle crashes, with the driver of the other vehicle being at fault in two-thirds of the cases. Those statistics stand up to scrutiny in 47 states, even in recent studies. What’s the deal in the other three states and which ones are they?

Most motorcyclists have heard of “The Hurt Report.” It was actually titled “Motorcycle Accident Cause Factors and Identification of Countermeasures.” The research was initiated in 1976 and published in 1981. It determined that the overwhelming number of motorcycle crashes were multi-vehicle crashes.

But the research is over 30 years old and things have changed. Motorcycle technology has improved. Automotive technology has improved. Roadway design and traffic markings have improved.

So, given those facts, several states have, within the last decade, done motorcycle crash studies of their own. The results of those studies have proven that although the percentage of multi-vehicle crashes involving motorcycles (compared to total motorcycle crashes) has decreased, the trend remains that more than half of all motorcycle crashes are multi-vehicle with the other driver being at fault most of the time.

Not so in the Pacific Northwest.In the early part of the last decade

the state of Oregon did their own investigation and discovered that they were different from the rest of the country. For reasons no one could

explain, the overwhelming number of motorcycle crashes within Oregon’s borders were single-vehicle crashes. Often no “other vehicle” was involved.

Idaho’s report came out shortly thereafter, and they found essentially the same thing. The Washington Motorcycle Safety Task Force investigated 10 years worth of motorcycle crash data within that state, and released their final report June, 2006. They came to conclusions very similar to Oregon and Idaho, specifically:

• “Half of fatal crashes were single vehicle occurrences; no other vehicle was involved other than the motorcycles. When alcohol is involved, two-thirds of fatal crashes are single vehicle occurrences.

• “The most common contributing factors to motorcycle fatalities, based on law enforcement scene reports, are, in order: lane error, speeding, alcohol and inattention.

• “One-third of fatalities were motorcyclists who did not have a valid motorcycle endorsement.”

Conclusion“The Task Force concluded that, while there are

multiple contributions to motorcycle crashes that result in fatalities or serious injuries, it appears that the most important factors are within the control of the rider. Efforts to reduce fatalities and serious injuries should focus on rider skill and behavior.”

The statements above focus on fatalities. When you look at all motorcycle crashes statewide the Task Force found that nearly 60 percent of documented motorcycle crashes were single-vehicle crashes. So is it really that unthinking, distracted, cell phone-using car driver who

doesn’t bother to look who is causing most of us to crash?

Naturally, this begs a question: Why are these three states different?

Unfortunately, we don’t know the answer to that. Theories were abundant shortly after the reports were released, and some of them may have some merit,

but the bottom line is that we really don’t know why there are more single-vehicle crashes in Washington, Oregon and Idaho than there are multi-vehicle crashes, which is the case in the rest of the country.

So what can you do to not end up being one of these statistics? If you look at the results quoted above, “lane error” was the leading cause.

What’s a “lane error” you ask? It’s simply when the motorcyclist leaves his or her lane –– goes off the road to the right, or crosses the centerline and goes into the opposing lane.

Speeding was the second most frequent reason, alcohol was the third and inattention was the last of the major contributing factors.

In my personal opinion, with the possible exception of alcohol (which was likely intentionally induced in most cases), all of the other reasons come down to not paying close enough attention to the task at hand – riding the bike within your personal limits.

There are a lot of different things you can do to improve your riding skills.

There are books you can read with tips on how to improve, courses you can take (beyond the basics) with instructors who will help you identify weak areas and teach you how to strengthen those skills, and websites abound with information detailing good riding techniques, all analyzed at length.

The trick is, you have to want to improve and to be pro-active at doing something about it.

Is it time, and are you willing, to take your riding to the next level?

Editor’s note: Dave Wendel has been a motorcycle safety instructor for 25 years and currently owns Pacific NorthWest Motorcycle Safety, Inc. out of Poulsbo, Wash. He can be contacted at 360-779-6378, or go to <www.pnwmotorcyclesafety.com>.

David Wendell of Pacific NorthWest Motorcycle Safety, Inc.

Rider Crash Stats aredifferent for the PNW

... it appears that the most important factors are within the control of the rider.


We are different. We are the same. We all like to ride.

Most of us like to ride motorized two-wheelers. Some like them with three wheels: two in back and one in front or two in front and one in back.

We all love motors. We like single-cylinder engines. We like them

with two cylinders: opposed twins, parallel twins, V-twins. We like in-line three-cylinder “triples.” We like four-cylinders in-line or in a “V” layout. We like six-cylinders, too, and some of us even like eight of them.

Most all of us appreciate strong power and quick acceleration. We speak of horsepower and torque and RPMs.

Some would rather cruise at a leisurely pace, some like to push it hard in turns, some like straight-line high speeds. Some like to “see what she’ll do” in a quarter mile.

We like to ride them through the woods, over trails, along gravel roads and mostly on good pavement.

We love being outdoors in the elements. We like to really see the country, smell it, feel it, taste it, hear it – arouse and stimulate all our senses.

Some like to do all this solo, some like a passenger along. Some like to ride with one or two other bikes, some with six, 10 or dozens.

Some like to ride 1,000 miles in a day and deserve their “iron butt” monikers. Others are content with an unhurried 150 miles with plenty of stops to stretch and socialize. Many think 300-400 miles makes for a good day.

Some want their face and hair in the wind, the better to stimulate the senses and fully experience the physical and natural environment. Others prefer a windshield to dampen the wind blast, or a helmet with a face shield.

Some like nothing more than a vest and leather chaps over jeans and heavy work boots. Others prefer a leather jacket and gloves and a helmet. Some go full zoot: an expensive, high-tech helmet, full riding suit with CF and Kevlar armor and maybe knee pucks, boots with plastic and carbon fiber and buckles and such, full-gauntlet gloves with a patented lining and a squeegee built into the thumb...

Yet others feel short pants, tennis shoes, a wife-beater and backwards ball cap are just fine (the optional passenger may be blond and wearing short shorts, a halter top and sandals).

Some like choppers, customs or hogs with fat tires, liquid paint and dripping chrome that catch the eye of the ladies. Stripped down and slammed bobbers or cafe racers may be

favored. Some prefer land-yacht tourers with a cockpit like a 747, a blender and TV on board and bike-o-lounger comfort.

Others want adventure-tourers with long suspenders, semi-knobby tires and skid plates, meant to be crashed lightly. A standard UJM may be the perfect ride for a commuter.

Some prefer a crotch-rocket that scales under 400 pounds but produces 180 horsepower and will reach 100 mph in first gear with five more to go. Many don’t care if it’s street legal, as long as they can go roost in the dirt. Muscle bikes are popular with the drag race and top-end crowd. Then there are rat bikes.

Some like cruisers outfitted for touring. Some tour on their adventure bikes. Some ride their tourers as if they are sport bikes. Some want a machine designed for the racetrack, then commute on it. Others use their commuter for Saturday track days. Some want a dirt bike that can be ridden on the street; others want a street bike that can be ridden in the dirt.

Some have a Harley Davidson Springer, an Electra Guide Ultra Classic and an XR in their garage along with a BMW and a KTM. Some have a brace of DRZ Suzukis and a Triumph. Others a Goldwing and a Victory. Who knows, they may have a classic Norton parked next to the Aprilia, heaven forbid a Vincent Black Shadow!

A Ducati 996 or Monster can go nicely with a Yamaha FJR. Now the rare one will have a Ural with driven sidecar along with an MV Agusta, and will keep a Sporty handy for the girlfriend or wife. Some have a 1980s beater.

We ride bikes, scoots, hogs, cruisers, customs,

crotch rockets, open-class liter bikes, land yachts, GTs and STs and ADVs ... motorcycles – our “ride.”

We all love to roll up the garage door on a sunny Saturday morning, then maneuver that bike away from the wall. We do our pre-flight checks, don the gear we deem appropriate. We all throw our leg over the saddle and settle in, position our hands just so on the bars and controls.

We slide the key into the ignition, give it a turn, then touch that starter button (or kick it over). When the engine catches fire and comes alive we smile – or damned well ought to – externally, or at least internally.

We disengage the clutch and knock it into gear, bringing the revs up a little as we slip out the clutch and feel the transfer of power from crankshaft to wheel.

Down the driveway we go, into the street, probably heading for the nearest on-ramp or some winding and remote secondary road. Time to feel some power, speed, wind, exhilaration and freedom.

Yes, that is the essence of it and it is the same for all of us.

We all want to be careful, be safe and live to ride another day.

Some of us think of ourselves as “bikers, lone wolves, big dogs, bad asses or outlaws” – maybe “one-percenters.” Others are more comfortable with “motorcyclist” or “adventure rider”; “squids, racers, iron butt or extreme riders” fit some. Most of us probably consider ourselves “hardcore.”

But we are all “riders.”

OpiniOnWe are all ‘riders’

Dani and Cole, Overall, Mike and I and our staff

had a favorable impression of the Northern Rockies Rider pro-totype and information piece you sent.

We would definitely place it in our hotel. Currently, we take 10 free copies of Thunderpress which disappear quickly in the summer. During the winter months, not so much.

What we like about Northern Rockies Rider: It’s FREE! Our guests like things to read! They

want photos of the regional and area rides, info on the rides (services-gas, hotel, repair, type of rides).

The Russell Country Tourism Region has motorcycle rides listed on their website, as does the State Tourism Division (visitmt.com)

What we have found to be impor-tant for our rider/guests: weather, road conditions, repair shops, unique things to see on the way, apparel, places to eat (like the world famous sour-cream lemon pie at the Crazy Mountain Inn), Mon-

tana laws regarding

motorcycle riders, and pet friendly places ... because many of our tough motorcycle boys love to bring their poodles, chihuahuas, etc. in their specially created pooch trail-ers. Always fun to see!

We would be interested in adver-tising. Keep us posted.

Deborah Eby All Seasons Inn & Suites White Sulphur Springs, Mont.

Letter: NRR left good impressionComprehensive 500+ Page

Touring Guide

motorcyclingmontana.com

“Motorcycling Montana”

Northern Rockies Rider - 5April 2012 OpiniOnBy Cole BoehlerEditor and PublisherNorthern Rockies Rider

Some lucky few who live in the Northern Rockies can ride year-around, those mossbacks over on the coast. The rest of us igloo dwellers anxiously scan long-range weather forecasts looking for the first window of opportunity.

This year in southwest Montana there were actually a few days in January nice enough to get out and ride. Work and other obligations kept us from taking advantage.

In February we saw most of our winter, which wasn’t much but it was cold and the occasional snow meant ice hazards.

As March arrived we had a warm, dry spell forecast toward the end of the first week, high temperatures in the upper 50s and surfaces dry if not clean. Keeping an eye on the weather, I called my brother who lives about 115 miles away to see if he was ready. He was.

The 2011-12 layup had been just four months and one week – not bad by Montana standards.

The night-before pre-first-ride check is usually a fine time. It is me and my machine in the garage, some tunes on the boombox, may-be a fire burning in my wood stove, a cold brew on the bench. Marilyn is in the house digging out, checking and organizing all the cold weather riding gear.

I had taken care late last fall to make sure the mount would be as road worthy as possible with mini-mum fuss come spring.

The battery did not need installa-tion or checking since I’d kept it on a Battery Tender. Fresh oil was in the crankcase and a new filter was screwed to the block.

When I went to verify tire pres-sures, I discovered my digital gauge had given up the ghost over the winter. I dug the old-style pencil gauge out of the tool box: decidedly low-tech but reliable enough.

Then I discovered that the valve in the front tire stem must have been gunked solid or sealed with a dab of ice, for air would not go in. Was I foiled right out of the chute? Much fiddling (and some cursing) and the tire took air. The rear was no problem.

Kaput digital gauge, reluctant stem valve... If anything you own is marginal, winter will reveal it to you. Check this stuff the night before the first ride.

In the past, a few pieces of stray dog food kibble below the bike caused some alarm, especially since we don’t have a dog. Had the

rodents made a mouse house in my air box? Investigation revealed they found elsewhere to make a winter nest. No kibble in the vicinity this year.

The oil level was good. Brake and clutch hydraulic fluids were right

where they should be and still honey-colored after last season’s change. No leaks were evident any-where includ-ing engine oil

and coolant, forks or shock. Bulbs in headlights, tail and brake

lights, turn signals and running lights all functioned properly.

All controls operated smoothly but I noticed a little too much slop in the throttle. A quick adjustment and the slack was gone.

The key slid into the ignition switch. I gave it a turn and the elec-trics came to life with gauge nee-dles sweeping the dials to indicate a ready state.

I pulled in the clutch and touched the starter button. The engine turned over twice, maybe three times before there was fire in the hole – in all the holes! There was no miss or rough running thanks to a fully charged battery and to treating the gasoline at layup last fall.

I realized I was smiling.The computer told the electronic

fuel injection to richen the mixture and push RPMs to 2,300 where it stayed for 60 seconds or so before gradually dropping down to 1,100 as the temperature gauge began to register.

I made sure I had it in neutral be-fore working the clutch lever several times to free up likely sticky plates. It dropped into gear with a moder-ate clunk. Excellent! We’re ready!

It’s 32 degrees when we start the coffee pot the next morning. We aren’t leaving for a couple of hours so it’s warmed up to a balmy 36 when we’re ready to mount. Three layers below the belt, four above. It’s so warm I decide against my silk sock and glove liners. My glasses keep steaming up, though, as we finish preparations.

Two miles from our house we be-gin an eastward climb over 6,700-foot Homestake Pass. It’s nippy on top, probably 30 degrees or so, but we only have to endure that for five or so minutes before we begin los-ing altitude and gaining degrees.

As we ascend, then top and de-scend, the summit, we are wary of roadside snow that may have been melting and has turned to ice. We are relieved to find the surface is dry and the sand is gone. We run

along at 80 miles per hour, feeling good – really good! The sun is shin-ing, the grass still in brown hiber-nation. It will be greening up soon enough.

We see my brother is waiting in the bakery parking lot, dabbing his bike with a cleaning rag. We are all smiling and talking. We run into friends at the bakery and visit a bit over steaming cups of good coffee.

Then it’s out onto a two-lane high-way and we head south with me in the lead, brother following.

The wind begins to pick up, not bad when it’s a true headwind but more annoying when it’s quarter-ing. We have no wind shortage in Montana and soon it’s beating us. It comes with the territory and the season, a small price to pay to be riding good bikes with good compa-ny through awesome country with the roads practically all our own.

We enjoy a hearty brunch an hour down the road. As we eat, I remark to my wife that for some reason I don’t feel the usual lay-up rust in my reflexes and muscle memory.

I’m hitting my cornering lines fine: not too early, not too late, no sig-nificant mid-corner corrections. My

throttle-clutch-shift coordination is spot on, no clumsy gear gnashing. No extraneous environmental fac-tors are catching me off guard. Why is that? Usually I’m quite tentative on the first ride until “the groove” returns.

Our route takes us more south-westerly, still battering our way through the gusts. I follow Brother over the next mountain pass which is also clean and dry. We get to scuff the outer edges of the tread.

Nice!Now our route turns northwest

and we are getting hammered by a side wind. As we head more north-erly, the wind comes in quartering from behind. In certain sections it is an outright tailwind and you can hear the engine and exhaust plain-ly. It feels almost as though we are riding in a total calm.

My brother heads east, we head west toward home, this time over Pipestone Pass. Here there is water running over the surface in places but at 3:30 p.m. freezing is not a threat, even near 7,000 feet. However, there is plenty of sand so we ease back down into the Sum-mit Valley, no corner carving here, respecting the limitations of motor-cycle tires and just two wheels.

We unload our gear and para-phernalia, then snug the bike into its usual spot in the garage. It’s got muddy water sprayed all over the undercarriage and lowers but that’s merely evidence we have been playing today. It can be washed off another time.

The Battery Tender is connected and the cover goes on.

We head into the house and strip off the heavy outer garments and then the under-layers. Then it’s time to grab a cold beer from the refrig-erator and drop the end-gate of the pickup for a place to sit. We enjoy the spring-like weather and late-day sun as we celebrate another wonderful day of Northern Rockies riding.

Of course, the conversation drifts around to, “Hope the weather is good next weekend. You know, we could take that route through Deep Creek and over Kings Hill, maybe come back along the Missouri. Yeah, that’s it ... as long as the weather holds.”

Damn, that beer is good! And so is life!

– Ride hard, ride free, ride well, ride safe.

Ahhh... That first ride of the season

Cole BoehlerEditor and PublisherNorthern Rockies Rider

We are relieved to find the sur-face is dry and the sand is gone. We run along at 80 miles per hour, feeling good – really good!

Published “Almost Monthly” (nine times annually) - Feb., April-Oct., Dec.

A Continental Communications Publication914 Holmes Ave., Butte, MT 59701

406-498-3250 • <[email protected]>

www.northernrockiesrider.com (site not yet live)

Editor and Publisher - Cole D. Boehler • <[email protected]>Business and Sales Manager - Dani M. Rollison <[email protected]>

Graphic Design - Rocky Mountain Inspired - Joel MartensP.O. Box 1851, Livingston, MT 59047

361-571-0811 • <[email protected]>

Printing - Livingston EnterpriseP.O. Box 2000, Livingston, MT 59047

If you would like direct home mail delivery, send your name, mailing address, telephone number, e-mail address and $20 to Northern Rockies Rider,

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Northern Rockies RiderNorthern Rockies Rider

Northern Rockies Rider - 6 April 2012OpiniOn

By Roger CaronGuest Columnist

I doubt that any actual studies have been done in the area of wind noise using a full-face helmet ver-sus going without a helmet.

There is quite a controversy regarding the ability to hear better with a full face helmet or with no helmet where your ears are in direct contact with the wind.

I personally ride with a full-face, flip-up, helmet. I have ridden with a half-helmet and found I needed to wear ear plugs as the wind noise made it very difficult to hear other sounds in the environment. The ear plugs attenuated a large portion of the wind noise, however I could still hear what was going on around me.

At speed, wind noise can be deafening as well as harmful to our ears. With a proper fitting full-face helmet it attenuates the sound of the wind into a background of white noise. White noise is a type of sound that is produced by combining all of the different audio frequencies together.

If you took all of the imaginable tones that a human can hear and combined them together, you would have white noise. White noise can block out other sounds.

Now you may rightly ask if white noise blocks out other sounds, why

would I ever wear a full face hel-met? Good question!

The human ear hears 90 percent of speech at a frequency

range of from 300Hz to 3000Hz. Considering how broad the band-width of human hearing is, a back-ground of white noise will block out a large portion of unwanted noise and still allow you to hear what is going on around you.

But if you opt to go without a “pot” – there is something to be said for

freedom of choice – the wind noise can be deafening as well as very irritating and, ultimately, fatiguing. In addition, permanent hearing dam-age can be done. Ear plugs are becoming more common for riders, at least among those who value their hearing. Almost all shooters wear hearing protection. Shouldn’t we riders?

Hearing aside, the real reason I wear a full face helmet is I wouldn’t be writing this missive had I not been wearing a full face helmet the last time I crashed at only 30 miles an hour.

After the accident I looked at my helmet and the chin guard was all ripped up and that could have been my face, especially jaw, teeth

Roger CaronGuest Column

How wind noise can affect motorcycle riders

By Montana Senator Carmine Mowbray

Long before I was of legal age to drive, thanks to my older brother’s 98cc Gilera, I discovered the joy and freedom of off-road motorcycle rid-ing.

Eventually, touring became a passion, and I’ve owned a series of ever-larger displacement bikes, now bonding with a BMW 1200 GS, capable on- and off-road. Both environ-ments offer joys, challenge and discoveries.

In the west, we pay about 46¢ per gallon of gasoline in highway taxes, so as legitimate user-fee payers, we are guaranteed access to public roads. And rights carry responsibilities to be good citizens as we share the road.

I’ve always winced at the “loud pipes save lives” philosophy, because complaints about loud motorcycles outnumber the lives presum-ably saved. Local jurisdictions have the right to regulate their streets. Loud pipes could jeopar-dize rider rights.

Off-road access is not guaranteed. Motor-ized access on public lands is continually under threat of closure. Irresponsible use of our public lands will jeopardize their continued use by motorized recreationists, for the same reasons irresponsible street use will lead to sanctions

against the offenders. Let’s use our heads.

Public lands are managed by their respective agency. Here in the west, it’s typically the U.S. Forest Service or the Bureau of Land Management (BLM).

For example, 35 percent of Montana is public land, owned and managed by either a fed-

eral or state bureau. Idaho is 67 percent public land, Washington is 36 percent, and Wyoming is 55 percent. To the north, Alberta and British Co-lumbia are incredibly 94 percent publicly owned land!

In the U.S., the National Environmental Policy Act (NEPA) is an essential part of all public land management decisions – and decisions are pe-riodically reviewed. Public comment is solicited, alternatives are proposed; there is more public comment before a decision is made.

To avoid the disappointment of a closure,

stay vigilant of the status of your favorite lands’ management status. Always assume there will be powerful opposition anytime motorized use is under consideration, even if it has enjoyed proven historical use.

As I write this, a USFS deadline is approaching for public comment on a network of off-road mo-torized trails in the Flathead National Forest. I’ll take the time to submit respectful comments in support of motorized access. I know I can count on a contingent of people passionately com-menting that fewer roads are the wise choice.

We can have an impact on the balance of the comments, and we can help assure balanced access. The alternative is silence, after which I have no right to complain when I am stopped by a government gate across a favorite route.

Our public land management decisions are well publicized. Know the issues, and know how to weigh in. With the ease of the internet, the “gee, I didn’t know” excuse goes flat.

Freedom isn’t free, but you can defend it with something that costs nothing: a little of your time and willingness to speak up.

Editor’s note: Carmine Mowbray is a life-long rider and a is retired Motorcycle Safety Founda-tion instructor. She lives in Polson, Mont., and is running to retain her Senate District #6 seat.

Carmine MowbrayGuest Editorial

There will always be opposition to motorized use

By Steve KelleyGuest Columnist

One late night while standing in line at an “all-in-one” fuel stop, I hear a young female voice behind me chirping, “Nice leathers, Old School.”

It took a few seconds to realize she was referring to me. Over my shoulder in the direction of “the voice,” I spy a lavishly tattooed young thing sporting a variety of bobbles woven into her skin, smiling back at me.

She pipes up again with, “Ya wanna sell ‘em?” I was dumfounded. When I regained my

composure I said simply, “Why?” Honestly, I couldn’t figure out why anybody

would want a 20-year-old leather jacket that had been beat to hell, scarred by sliding across the blacktop, stained with sweat, crumpled from being crammed in the bags, greased on one cuff from a blown oil line road repair, and numerous stitched up pockets.

She replies, “They’re badass.” Once again, dumfounded! What the hell is

going on with these kids? They’re driving a new “Fast and Furious” car, clinging onto their latest smart phone, probably attending a ridiculously expensive school and living large on Daddy’s card.

Well, I decide to play, so I say, “What’ll you give for it?”

“Two-hundred,” she replies. Once again, dumfounded!

I regain my cool and say, “Nope, not good enough.”

She says, “Two-fifty, that’s it.” Do I have to say it? Dumfounded! At that point I come clean and say, “I’m just

playing with you. This coat has saved my ass numerous times, and is an old friend. It has no monetary value, but to me it’s priceless. You

can’t just buy ‘Badass,’ you’ve got to earn it, kid.”

After what I thought was sage advice she fires a “whatever” and walks away texting madly on that damned smart phone.

Yep, dumfounded!

Editor’s note: Steve Kelley is an “old School” rider

and is promoting the S.M.E.G Motorcycle Show in Kalispell, Mont., May 19 (see related article on the next page). Incidentally, my own leather jacket is one year away from 30-years-old. My son told me I could get $300 or $400 for it because it would be very hip fashion. I paid $145 in 1983. I get Steve’s point: it’s not for sale.

Old School: You’ve got to earn it, kidSee Wind noise, Page 8

Steve “Big Daddy” KelleyGuest Columnist


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Second annual S.M.E.G.Show set for May 19

“Hey, what’s not to like about bikes, brews and barbecue?”

So said Steve Kelley, the driving force behind the Serious Motorcycle Enthusiast Group, the organization putting on this year’s second annual S.M.E.G Motorcycle Show in Kalispell, Mont.

The inaugural show in 2011 was conducted at the Flathead County Fairgrounds Expo Building. Kelley said the venue was perfect for the event so was again booked for the 2012 show, set for Saturday, May, 19. It is estimated that up to 1,000 folks

attended in 2011 and 20 vendors were on hand. Just short of 40 bikes were entered in the show.

Kelley said, “Overall, we got a lot of ‘thumbs-up’ comments like, ‘Good job!’ and ‘For a first show, this is fantastic!’ Very encouraging to say the least, which is great because it was a lot of work.”

According to Kelley, “S.M.E.G is all about bringing together the many separate entities in the motorcycle community. Everyone who rides shares the same passion, no matter what the preferred type of riding.

“There will always be loyalty amongst those in the same genre, and pride or prejudice often segregates one group from another,” he continued. “Unfortunately, this also separates folks from many beneficial resources. Sharing information, knowledge and experience can enrich the riding experience dramatically. That is our goal in S.M.E.G.”

Kalispell is situated at the north end of gorgeous Flathead Lake and is near

the west entrance to Glacier National Park. The area features some of the finest motorcycle touring routes in the nation.

The group’s 2012 event is to feature, as Kelley put it, “More of everything: more classes for the fabulous custom motorcycles, cool classic bikes; more brand new 2012 models from local retailers, a swap meet, riding apparel fashion show, live music, a bar and

Shellene Redd with her son who won the 2011 trophy for Best In Sports class.

See S.M.E.G. Motorcycle Show, Page 8

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In 2011, S.M.E.G President and awards emcee Steve Kelley, left, presents Kal Jagst first place trophy for the Classic/Vintage class.

Comprehensive 500 Page Touring Guide

www.motorcyclingmontana.com

“Motorcycling Montana”


from page 7

S.M.E.G. Show

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& KITSAP MALL INSILVERDALE, WASHINGTON

Thought for the Day: Did you know that just when you thought you were finally getting comfortable “out there on the road,” that’s

when you stop being as careful and alert as you should be?

Now is the time to consider more advanced training in 2012. Take the On-Street Course or an Advanced Rider Course at our new lower prices. All Northern Rockies Rider readers get a

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and nose. The top and both sides and the back were all chewed up as well. That helmet saved my life, pure and simple

Regardless of how you feel about a helmet, I recommend everyone wear one and ride safe. But also consider a helmet’s effects on your ability to hear sounds you need to hear. In my view, by damping down the rumble of wind noise, I am bet-ter able to hear that train whistle or car honking.

You might even hear the siren

behind you sooner!Editor’s note: Roger Caron is a

friend of the editor. Following a dis-cussion of wind noise, Caron sent this to the editor. He is an expert in acoustics and sonar and has lectured on the subject worldwide. He currently rides a Gold Wing and has been riding for 46 years. He is a regular contributor to his local Gold Wing Road Riders Associa-tion newsletter. Though he lives in Texas, he is planning a Northern Rockies ride in June.

from page 6

Wind noise

“Motorcycling Montana”Comprehensive Touring

Guide500+ pages!


barbecue, bike rodeo and activities, plus displays from after-market goods and services vendors.

“I want to stress that this a family-friendly show. We need our kids to witness our passion and the fun we have with it,” he said. “That’s why kids get in free.” Adults are assessed a modest $10 entrance fee.

“Every year is a learning experience. In my life I have learned to listen to people. They will tell you what they want. Our job is to try to provide that,” Kelley said.

There will be free general parking plus VIP parking privileges for those who arrive on bikes, Kelley said. The fairground entrance is located at 265 North Meridian Road in west Kalispell.

Continuing on the motorcycle brotherhood theme, Kelley said, “It doesn’t matter what you ride, just that you do ride. Riders are a very large group, and there is comfort as well as strength in numbers. We should use this to our advantage.

“Our group will promote events that

are not only biker-specific, but focus on all the aspects of a motorcycling lifestyle that are enjoyable for everyone, such as loyalty, camaraderie,

travel, family, sport and social causes, in hopes to enlighten the general public about the motorcycle community.

“We also want to address

issues about the reality of riding on the same roads with automobiles and trucks, and the laws that affect us.”

Kelley wanted to acknowledge his co-promoters, Bob and Bobby (Bob’s son) Lincoln who own several hospitality businesses in the Kalispell area, and Apollo Guisto, Kelley’s stepson. The quartet has been promoting events for a dozen years including the Somers Cajun Street Dance. Besides, Kelley is a four-decades performing musician so event promotion is second nature to him.

For more information on the show, contact Steve Kelley at 406-857-3119 or e-mail him at < [email protected]>. The web site is <www.smeg406.com>.

[email protected]

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Extra! Extra!Read

All About

It...!Published ‘almost monthly’

April-October, December & February

First edition is off the press!

Free to readers Look for it at your local

motorcycle and motorcycle-friendly

businesses, and thank them for carrying it!

Change service requested: 914 Holmes Ave., Butte, MT 59701

PRSRT STDU.S. POSTAGE

P A I DPermit No. 93Livingston, MT

See Euro Show, Page 2

ChiefJosephByway

Page 10

MeetCarmineMowbray

Page 16


Somehow today – our first editorial deadline – I

am thinking of the Beatles 1968 song “Birthday,”

for that is what we will soon be celebrating, the true

birthday of Northern Rockies Rider which will be

on the press next week, March 22.

For the businesses that receive copies: Business

owners may be wondering why they have received

multiple, separately addressed and mailed copies of

Rocky Mountain Rider (some received single cop-

ies). Simple: It is the least expensive way to get them

to you, and then to readers. Remarkably, five or 10

copies mailed Third Class individually is cheaper

than bundling them and mailing as a parcel. If and

when we send larger quantities, and copies have

more pages, it will become more efficient to send

them as a parcel.Why distribute Rocky Mountain Rider? Be-

cause we believe motorcycle riders, your customers,

will enjoy and value the unique regional content

we will be presenting. If so, they will make another

visit to your store to find the next edition. That’s

good for your business. Besides, everyone likes to

get something for FREE!

But don’t judge us solely on the first edition.

We have some big ideas and big plans for the future

that should increasingly make the publication more

valuable and sought after by rider-readers. We will

also be adding more geographical balance and di-

versity. Please, give it some time.

We will adjust quantities. If business owners

place copies where their rider-customers can find

them, pick them up and browse them, then take

them home, we believe copies of Northern Rockies

Rider will disappear rapidly. If possible, they should

be made available to customers in your customer

waiting areas.If you and/or your customers would like more

copies, please call or e-mail us. If you’d like fewer

copies (or, heaven forbid, no copies!) please let us

know that as well. We are business owners, too, and

so loath waste. Contact us at: <[email protected].

com> or phone 406-498-3250.

We’re interested in what you think. As owners

of businesses catering to serious riders, you may be

in closer touch with this lucrative rider-consumer

than anyone else. We are open to your suggestions

regarding ideas for content. Let us know about your

best customer who rides, rides, rides! Or maybe

some tech tips, best routes, major area events... all

of that.Consider advertising. Our cost-per-thousand

rates are very reasonable. Since we target riders

– and only riders – your ad message is precisely

targeted and your investment is extremely efficient.

Call 406-490-8472 or e-mail <[email protected]>.

Thank you! We look forward to a long and mutu-

ally beneficial relationship bringing valuable and

enjoyable information free to the Northern Rockies

riding community.

Business owners and readers...Welcome!

The Northern Rockies Rider team

journeyed 600 miles west March 1 to

attend the first annual Euro Moto 2012

motorcycle show in Lynnwood, Wash.,

just northeast of Seattle.

Organized under the auspices of

longtime Seattle-area motorsports

dealer Jim Boltz, and capably adminis-

tered and managed by Jim’s right-hand

man, Garrett Johnson, the “trains ran

on time” and the event came off with-

out a hitch, much to the delight of more

than 1,000 members of the public who

attended, as well as the over 30 vendors

who displayed the latest in machines,

gear, products and services.

The gates opened at noon sharp on

Sat., March 2 at the Lynnwood Con-

vention Center and those waiting in

line eagerly entered. Attendance traffic

was excellent all day, tapering toward

the 8 p.m. evening close. Sunday’s at-

tendance was on par, with another line

formed by the 11 a.m. open. Traffic was

then steady through the 4 p.m. close.

Even as the show was underway,

Johnson was excitedly describing plans

for the 2013 follow-up event. He said

next year the show was planned to oc-

cupy both floors of the convention cen-

ter, implying twice the exhibitors and

twice the space for them to display. Ad-

ditional activities were being planned

Just a couple more years, darling.


Volume 1, Number 1 • April, 2012 • A Continental Communications Publication • [email protected] • 406-498-3250Northern Rockies RiderNorthern Rockies Riderwww.NorthernRockiesRider.com (not yet live)

NRR Attends First

‘Euro Moto Show’

Nothing like a brand new Moto Guzzi V7 Racer as seen at Euro Moto.

FREETake one home!

Or subscribe for convenient home delivery - Just $20! Call 406-498-3250 or e-mail [email protected]

How to be an advertiser Contact Dani Rollison at 406-490-8472, [email protected]; or Cole Boehler, 406-498-3250, [email protected]

Northern Rockies Rider is dedicated to serving the interests and needs of all bikers who live or ride in the Northern Rockies region. Be a reader, be a contributor. Feel free to contact the editor with your suggestions or contributions.

We’re seeking:

• Your reviews and pictures of your favorite routes

• Profiles and pics on dedicated and expert riders

• Illustrated articles on widely various subjects related to riding in the Northern Rockies

• News and pics of new products of value to riders

• Reviews of the products you’ve been using

• Guest editorial opinions on riding topics of interest

• Guest columns on your personal observations on any topic related to riding

You don’t have to be a Hemmingway; we have an editor who makes all writers look good. Almost any kind of word file will work, even an e-mail. All pics must be high-resolution; 300 dpi is best. Internet pictures are 72 dpi and cannot be used.

Watch for our companion website launch!



Imagine...You’ve had your eye on this fabulous specimen of

the opposite sex. She’s available if you can exploit a few connections. You make the arrangements and secure a date.

And, oh yes, she’s everything you imagined and more: great curves, spectacular beauty, stately height; your heart goes pitter patter as you explore her de-lights. She’s the best ride you’ve ever had!

But, funny thing, during your rendezvous you discover she has a little sister who’s almost every bit as alluring; true, a little shorter but graced with the same visual delights and curves of the big sister, only pursued by far fewer suitors. With less competition, she’s very accessible and can be more intimately experienced as soon as you leave the company of the big sister. Yes, a “two-fer” kind of deal.

We’d be talking about the “Big Sister” Beartooth Highway of Montana and Wyoming, and the “Little Sister” Chief Joseph Scenic Byway, Wyoming Hwy. 296.

Until the early 1990s, the Chief Joseph Scenic By-way had a seven- or eight-mile stretch of gravel at the 8,060-foot summit. In fact, the first time we rode this magnificent 47 miles – probably about 1990 – that gravel was being prepped for blacktop.

We’d guess 90 percent of the motorcyclists who run the Beartooth Highway from Red Lodge, Mont., continue on to Cook City and Silver Gate, Mont., at Yellowstone Park’s northeast entrance. Too bad. They may not appreciate what they just passed by.

Con-sider this: Begin your Beartooth run as per usual out of Red Lodge. But instead of following all 70 miles to Silver Gate, at the 52-mile mark peel off toward the southeast on the Chief Joseph Scenic Byway through Wyoming’s Sunlight Basin. Even the names of these places are magical.

The Chief Joseph will then intersect Wyoming

Hwy. 120 just 17 miles from Cody. From there you can head 52 miles straight west to Yellow-stone Park’s east entrance, a delightful route in

itself, or select options to the east that lead to some incredible rid-ing on Wyo-ming Hyws. 14 and 14A up, into and all through the Big Horn

Mountains.From the junction with

the Beartooth, the Chief Joseph immediately joins the course of the Clark’s

Fork of the Yellowstone. Traffic seems to consti-tute perhaps one-fourth of what you’ll find on the Beartooth, and therein lies much of the attraction.

Take note, just five miles from the Beartooth Highway is little Cran-dall, Wyo., hardly a town and not even on the map, but rather a C-store and campground with fuel last time we stopped.

The northwest segment is relatively flat but fea-tures dozens of constant-radius and sweeping turns with proper banking that induce significant lean at the speed limit. The surface is usually in good condition and striping and signage is current, ample and helpful.

It’s tempting to ogle the

rugged canyon and river scenery, but best to, as The Doors’ Jim Morrison warned, “keep your eyes on the road and your hands upon the wheel.”

If you’re in sport mode, there are some opportuni-ties to pass slower traffic in order to continue the corner carving. As always, you’ll encounter more recreationist traffic on weekends and during the peak tourism times.

You’ll soon top a ridge and descend via a series of switchbacks to the Sunlight Creek Bridge which spans the creek and canyon of that name. Across the bridge is a large rest area usually crammed with mo-torcycles and excited riders. Toilets without running water are available here.

The gorge gouged by Sunlight Creek presents awe-some scenery and photo opportunities, but shooting a canyon feature this deep requires some effort and ambition to capture its essence. Most riders will take the time to walk out onto the bridge and over the can-yon and are rewarded, though some may experience vertigo due to the vastness and depth of the crevasse.

Right after the rest area, get your head in the game because things get exciting, technical and about as much fun as you can have on a capable motorcycle as you climb the steep ascent toward Dead Indian Pass.

“Hear me, my chiefs, I am tired; my heart is sick and sad. From where the sun now stands, I will fight no more forever.”

–Nez Perce Chief Joseph

The gorgeous little sisterWyoming’s Chief Joseph Scenic Byway

From Dead Indian Pass Overlook, travelers can see the switchbacks and turns of the byway below and to the west. Photo by Katie Armstrong of NSBO

Sunlight Bridge spans a creek of the same name. At the east end of the bridge is a rest area favored by riders ready for a break. Photo by Katie Armstrong of NSBO

See Chief Joseph Byway, Page 11

ROute ReVieW

Wyoming Hwy. 296: Chief Joseph Scenic Byway


(We wonder why the political correct-ness crowd hasn’t been raising hell over this name.)

“It is cold, and we have no blankets; the little children are freezing to death. My people, some of them, have run away to the hills, and have no blankets, no food. No one knows where they are—perhaps freezing to death. I want to have time to look for my children, and see how many of them I can find. Maybe I shall find them among the dead.

“Hear me, my chiefs, I am tired; my heart is sick and sad. From where the sun now stands, I will fight no more forever.”

– Chief Joseph of the Nez Perce, after a 1,170-mile flight, as he surrendered with his people at the Bears Paw Moun-tains in Montana.

We love running this stretch south-east and uphill, modulating corner entry speeds with gearbox and throttle rather than gears and brakes, although the opposite direction will also pro-duce pleasure and thrills aplenty, if not warped rotors, smoking pads and boil-ing brake fluid.

There are almost 20 fine turns and seven of them are true hairpins. Unless you are an expert, back off and enjoy the alpine scenery. Otherwise, adopt full sport mode, get your butt off the seat, your belly on the tank and your knee down to the pavement. Scrub off the chicken strips and blister the edges of the tread. This one is superb.

Most will wisely take a break at the top of the pass to catch their breath, stretch out the muscular tensions and take in the dramatic landscape, comparable to anything found on the Beartooth. We’ve rested here a half dozen times and the wind, as you’d expect, is always howling. There is a large pullout, an overlook and rest-rooms.

The descent southeast toward Hwy. 120 also features a series of switch-backs as you navigate down the side of the ridge. In the spring or early summer, bright green grass contrasts brilliantly with the amber rock protru-sions that remind one of southern Utah landscapes.

The highway meanders its way down to the junction with Hwy. 120, cruising

through big, open sagebrush hills.At the junction, head south to Cody

to continue your adventures. Cody is a fun town heavy on the tourism factor and is priced accordingly. Get reserva-tions if you plan on staying. Restaurant offerings are numerous and span the quality and price range.

Rather than head west to Yellowstone Park, we’ll far more often head east toward Greybull, Wyo., and some fabu-lous riding in the Big Horn Mountains. Check out Hwys. 14 and 14A. Some great loops can be devised. We’ll tell you all about the Big Horns potential in a future edition of Northern Rockies Rider.

USA National• March 9-18 - Daytona Beach Bike Week, Daytona Beach, Fla. www.daytonabikeweek.com/• Aug. 6-12 - 72nd Annual Sturgis Motor Classic, Sturgis, So. Dak. www.sturgismotorcyclerally.com/• June 9-17 - 89th Annual Laconia Motorcycle Week, Laconia, N.H. www.laconiamcweek.com/

Alberta• Aug. 17-19 - Alberta Motorcycle Rally for Women, Drumheller. Karen Hamerton, [email protected]

British Columbia • July 13-14 - 2nd Annual Monster Run endurance run. www.quesnelbiker.com/monsterrun• Aug. 11-12 - Cumberland Motorcycle Roundup. www.cumberlandmotorcycleroundup.com

Idaho• June 9 - Biker Rodeo +, Council. American Legion Riders Post 72, [email protected]• July 20-22 - Hawg Wallow Biker Bash, Warm Lake. [email protected]• July 26 - Cruisers Annual Mini-Sturgis, Post Falls. Larry Herberholtz, 509-998-5489, [email protected], cruisersstateline.com• Aug. 9-11 - Idaho State H.O.G. Rally, Meridian. Scott Beale, 208-250-1198, [email protected]

Montana• May 19 - Serious Motorcycle Enthusiasts Group (S.M.E.G.) Motorcycle Show, Flathead Co. Fairgrounds, Kalispell. Steve Kelly, [email protected]• July 20-22 - Beartooth Rally, Red Lodge. Bonedaddy’s, 1-888-827-2663• July 26-28 - Evel Knievel Days, Uptown Butte. Chad Harrington, [email protected]• July 26-29 - Montana State H.O.G. Rally, Butte. 406-544-3027• August 1-4 - Testy Festy, Rock Creek I-90 Exit 126 east of Missoula. Matthias Powers, [email protected]• Aug. 13-16 - International Assn. of Fire Fighters (IAFF) Motorcycle Group District 7 (Washington, Idaho, Montana, Alaska), Butte. Rick Ryan, [email protected], 406-498-5842• Aug. 16-19 - Beartooth Beemers Rendezvous, Red Lodge. Bob and Anne Clement, [email protected]

Washington• May 5-6 - Red Horse Diner Iron Horse Trail Bike Show, Ellensburg. www.redhorsediner.com• May 17-20 - Chelan Sidecar Rally, Chelan. [email protected]• May 25-27 - Touchet River Outdoor Roundup, Waitsburg. [email protected]• July 26-29 - Sun & Surf Run, Ocean Shores. 208-250-1198• Aug. 23-25 - Washington State H.O.G. Rally, Okanogan. Vincent Danner, [email protected]• Dec. 16-18 - Progressive International Motorcycle Show, Washington State Convention Center, Seattle. www.motorcycleshows.com/seattle

Wyoming• June 5 - Bikers for Education 5th Annual Poker Run, Cheyenne. Melonie Jones/Gloria Smith, [email protected]• June 28-30 - Wyoming State H.O.G. Rally. Laramie. 307-399-3310

To have your event listed here for free, send the information to Dani Rollison at <[email protected]>.

We only will list the days(s) and name of the event, the city and location of the event, a contact person’s name, e-mail address,

phone number or web address.

Events Calendar

from page 10

Chief Joseph Byway

FREE“Your Northern Rocky Mountain Riding Authority”



Free to readers Look for it at your local motorcycle and

motorcycle-friendly businesses, and thank them for carrying it!

From southeast of Dead Indian Pass riders will witness a panorama of contrasting colors in a prehistoric landscape. Wyoming Office of Tourism photo


By Cole Boehler

“That was more fun than I’ve ever had in my life!”

I think that was my comment when asked what I thought of my first motor-cycle track day.

Most experienced riders are aware that for a fee anyone can take their own bike to a racetrack for a day of supervised zooming around a bona fide track. Some of the organizations that run these “track days” also offer bike and equipment rentals.

The logic: If you want to see what your bike – and more importantly, you – are capable of, a supervised track environment is the right place. There are no light poles, Buicks or trees to hit in the event of a mistake. If someone goes down, corner workers with radios immediately yellow-flag traffic (or red-flag it if the incident is serious). Safety is paramount.

“Track days” differ from formal “track schools” where experts of-fer coached track time coupled with classroom teaching and analysis on an individual basis. The pure track day is more about fun than training and is less expensive than a track school.

The track day my son and I attended was comprised of two half-days con-sisting of four 12-minute morning ses-sions and four more in the afternoon. We opted for all eight sessions. The total cost was $900 – $150 each for the track time and $300 each for renting 600 cc track-prepped sport bikes. Obvi-ously, using your own bike will save a lot of money.

But we got our money’s worth.Requirements vary from track to

track and depend upon the individual event sponsor. Most require a motor-cycle endorsement and proof of some insurance.

Required riding gear usually consists of full leather rid-ing suits, or a leather

jacket that attaches to leather pants. Some may

allow quality textile gear with armor. Leather boots that fully

cover the ankle will be required as will leather gloves with full gauntlets covering wrists. Back pads are becoming a more frequent requirement. A DOT/

SNELL full-face helmet will be necessary.

That’s about it, unless you bring your own

bike. In that case you will be required to

do some minor prep such as tap-

ing glass and plastic lenses, and removing rearview mir-rors, possibly the side-stand, detachable bags and so on. Requirements vary and may

be more stringent, including safety-wiring various components.

Your personal ride will need to pass a tech inspection that mostly assures all your controls and systems are function-ing properly.

Most track days will offer several skill-level groups from beginner to pro. The event we attended had four classes and we conservatively and wisely chose to ride with the begin-ners, a group which also received some elementary classroom teaching and on-track coaching.

One unique rule for the beginners: no passing in the turns, which it turned out was occasionally violated, and more often as the day progressed.

The instructor told us that while bikes are all equipped with rear brakes, we were to fight the urge to use them. Use only the front, we were told over and again. Easier said than done, I soon

realized. I had to fight that street habit of using both brakes, but by the third session was relying on just the front.

After the initial classroom session, it was time to leather-up and head to the staging area. It was comforting to know there were several “geezers” in our group (40- and 50-year-olds like myself), some high-school aged kids and everything in between including several lovely females. We were all try-ing to be cool but adrenalin and nerves were evident.

At the track on-ramp staging area, a marshal let bikes go about once every two or three seconds to assure some safe spacing. There were a dozen, maybe 15, in our group. An on-track supervisor lead us around the 1.2 miles twice at a sedate rate, showing us the best lines while we familiarized our-selves with the layout. Then he picked up the pace...

It was clear the skill disparities were wide. Some riders were very cautiously motoring around the course like a Sunday drive in the suburbs, while oth-ers were chomping at the bit for some

full-throttle action. All seemed respect-ful of each other and our mutual safety, though.

After the first session, there was another 30-minute classroom brief-ing where instructors told us what they’d been observing about good and bad habits and techniques while they fielded questions. Body position, corner braking points, proper cornering lines were all discussed.

Then we headed out again. I realized the fastest riders were hustling to the front of the starting grid so as not to encounter slower riders until lapping them later in the session when the pack was well spread out. I adopted this practice, too.

The second session was a real hoot, although a couple of riders with too much confidence and wrist blew cor-ners, rode off the track into the sandy run-out areas, then went down when

over-applying brakes.I was beginning to learn and know

the track: after the entrance, a sweep-ing high-throttle third-gear right, then brakes and a hard and long sweeping left followed by a short full-throttle straight and another left, then a down-shift to second and maximum brakes to make a less-than-90-degree turn, then max throttle, out of second and into third, down the one-eighth-mile backstretch to right near redline (my speed read 108 mph), then grab brakes and make a hard left into a right-left dogleg.

At this point the track became its most technical, heading into the “keyhole.” Right after the dogleg there was a very tight and bumpy right that immediately transitioned to a hard left, then a short straight and another sweep-ing left. Apply brakes, grab a hard right, then WFO throttle down a short straight past the pit exit, followed by a moderate right past the pit entrance, then do it all over again.

My son has natural athletic abilities

Doin’ a track day: ‘More fun than you’ve ever had in your life’

Riders forming up on the starting grid.

See Doin’ a Track Day, Page 13

Decreasing Radius

Pavement Seam Here

Rough Pavement Here

To Paddock

Track Entry

Blind ExitTrack Narrows Here

4

3

2

1

11

10

9

8765

N

Where Author Crashed

Riders coming out of the “keyhole.”


but was short on fast riding experience (riding just two years). When I caught him, I rode behind him for a couple of laps and was pleased to see how sensibly and skillfully he handled his machine ... Then I blasted around him, just to remind him who is the big dog.

After a session, the adrenalin will have saturated your muscles and nerves and you may feel jittery ... in a very good way. Exuberant, is a better adjec-tive. You can’t help but smile and you know your eyes are bugging wide open.

After our second session, my son and I exchange excited chatter, shared im-pressions, experiences, anecdotes and laughter. It was then he confessed he’d overcooked a turn, rode off the pave-ment into the sandy run-out, but only lightly applied his brakes until he got his machine adequately slowed, then simply turned and rode back onto the track and resumed his laps. Good boy! Proud dad!

After guzzling much Gatorade and attending another classroom session, we headed back out. By now my confidence was building and the fun factor was increasing. I was only being passed by two or three better riders per session.

About halfway through that third go-round, an instructor/supervisor passed me, looked back and patted his fanny: “Follow me.”

He was running at what seemed to be a scorching pace, but by staying on his lines, I was able to fairly keep up. I was watching how he was “hanging off” as a counterweight to his machine, allowing it to stand up a little more in the turns and thus avoid grounding bike to pavement.

At one point, we entered a hard left, me giving it everything I had to stay with him. The instructor put his left hand on his hip, turned, then watched me follow him through the turn! He wasn’t even looking, yet he nailed the line with one hand on the bars while looking back! That will properly

ratchet down the ego!After lunch, I went back to the

classroom, but discovered the instruc-tion was virtually the same as for the first session, this for the new riders just beginning the afternoon half-day. So I was done with class and was then able

to watch the other groups run the track and to wander the pits admiring the machinery.

Wow! Those in the most advanced class had their pro licenses and were something to behold. They’d wheelie out of the turns a gear lower than I had taken them. Their braking and turning was even more impressive than their accelera-tion, knee pucks skimming the surface, hanging way off! They were also about 30 seconds faster than us beginners – 25 percent.

The pits consisted of everything from a single bike and rider (“run what ya rode in on”) to fully sponsored pro race set-ups. Some of these had big trailers stuffed with tools, welders and generators; fake-grass rolled out onto the tarmac and under shade canopies stocked with picnic tables and chairs, barbecue grills, coolers and more; shiny, sticker-covered and tricked out bikes on stands with electric warmers snugged over tires ... the whole works.

By the time my son and I had fin-ished the seventh session, we were becoming exhausted. I still opted to run in the eighth session while The Boy videoed from the sidelines.

What an experience! What a day! What a fabulous bonding opportunity. From that point on, we had a whole new way of relating to one another based on a shared passion, experience and knowledge.

Put a few bucks aside and schedule

it. The track is the place to go to learn, and ultimately to find the limits of both your machine and yourself, all while you have a ball in a reasonably safe environment.

What could be better?Epilogue: I went back to this track

six months later, this time without company. In the first session, I was too confident and impatient. I was follow-ing an unbelievably slow rider through the keyhole.

At the turn just before the pit exit, I dropped into second, ready to pounce. When I thought the timing right, I went to full throttle, tucked in and started around him on the right ... just as he

raised his hand to indicate he was leav-ing the track to the right.

In a nanosecond I could see I was go-ing to take us both out. I grabbed all the brake I could while still leaned over, locked the front wheel and went down on my right side at perhaps 25 miles per hour, helmet grinding and leather sliding. He rode away and into the pits.

When things came to a halt, I stag-

gered off the track, trying to catch the breath that had been knocked out of me. A corner man wheeled the scraped but otherwise undamaged bike over. I rode it to the pits for the mandatory after-crash inspection.

The bike was fine but I had a nasty twinge in my side. Still, I rode the second, third and fourth sessions, after which I could barley remove the upper

leather rid-ing suit. I was done.

Diagnosis: torn cartilage at the front and back of the rib cage; think dull, red-hot knives being hammered into sternum and backbone.

That was my last track day, though I yearn to do it again. I now under-stand that a mid-fifties body gets hurt more easily, and heals more

slowly. Everyone on this side of 30 hates to admit their age, but I’m pretty sure I’ll leave track days for the young-sters – those under 50.

Editor’s note: There are track days and some track schools, in Spokane, Shelton and Kent, Wash., Grass Val-ley and Portland, Ore., Salt Lake City, Calgary and Edmonton in Alberta, and Vancouver in B.C. Check them out.

Author and Son, Scott L. Boehler, taking a Gatorade break at a track day.

Getting exotic track machines ready with tire warmers.

from page 12

Doin’ a track day

What: Second Annual S.M.E.G. Motorcycle Show

When: Saturday, May 19th 11:00 a.m.- 8:00 p.m.

Where: Kalispell, Mont., Flathead County Fairground Expo Building

Who: Sponsored by Serious Motorcycle Enthusiast Group (S.M.E.G.)

Why: “S.M.E.G is all about bringing together the many separate entities in the motorcycle community.”

How much: $10 adults, kids FREE!

S.M.E.G. promises: “More of everything: more classes for the fabulous custom motorcycles, cool classic bikes; more brand new 2012 models from local retailers, a swap meet, riding apparel fashion show, live music, a bar and barbecue, bike rodeo and activities, plus displays from after-market goods and services vendors. Family friendly!”

For show and presenter (vendor) entry forms and more info, go to:

www.smeg406.comClick on “About us,” then at the top left,

click on “Forms.”

Contact show organizers at: 406-857-3119 or [email protected]

Sherry Toole, a 2011 winner. Trophies are awesome and original!


Editor’s note: It is common to see reviews of new products and equipment in the moto press. Sometimes they’ll evaluate a product as brand new, or after its been in use for several months or even a year. While informative, we intend to use a product – perhaps quite expensive – many years, until its hopelessly out of date or on the verge of falling apart. Look here for evaluations of products that have really been put to the test – two, three or more years.


Item: Alpinestars Web Gore-Tex touring boot

Sizes: Available in full and some half-sizes from 3.5 to 14, apparently no specific widths.

SRM price: $239.95

I bought my Alpine Stars Web Gore-Tex touring boots at a Cycle Gear store where, I believe, I paid a $189 sale price.

I typically wear a size-10.5 boot so bought the Euro size-45 which is supposedly equivalent. The boots are closer to a typical US size-11 which was fine with me since they accommodate extra-heavy wool socks, even with silk sock liners, and still fit okay, if slightly loosely with regular cotton socks.

These were comfortable, not stiff, right out of the box, requiring virtually no break-in. They are an all-day boot you could get away with in an informal office or restaurant setting: reasonably good looking and conservative with just a dash of “high-tech.”

I have more comfortable shoes but not more comfortable boots. They are not a factor when considering long walks. However, it still feels great to pull them off at the end of the day!

The mildly cleated soles offer good

traction on any surface. An extra layer of material is added to the boot toe exteriors to prevent undue wear from the bike’s toe-shifter.

The boots require low effort to slip into. A quality interior skirt liner tucks in as the inside zipper is pulled up, then

a two-piece Velcro-secured leather flap folds over the entire zipper. The Velcro used is of high quality and has not lost any of its adhesive qualities.

The top three our four inches of the interior boot upper is luxuriously padded which allows for a snug closure with no chafing of the shins.

I have thick calves and when wearing thick socks, the zipper pull can require some force, but the zippers and their tangs have handled the stress well. I can get my leather pant legs – opened and closed with zippers – fully and comfortably over the boot uppers. Ditto my Draggin’ Jeans or Carharts.

I was quite satisfied with the boot for the first three seasons, though I discovered they were not “waterproof” as promotional literature states, but rather were “water resistant.” Further reading indicates Alpinestars makes a reference to a “water-resistant upper” but I believe the leaks I experienced came from between the leather boot lowers and soles.

It did take a couple of hours riding in the rain before I felt the sole of my left foot getting cold and wet. When we reached our destination after four hours of rainy riding, moisture had begun to seep into the right boot as well. Riding through showers hasn’t been a problem. An all-day torrent?; not recommended. I still pack my lightweight rain booties.

About halfway through the third riding season with maybe 30,000 riding miles on these boots, I noticed the tread blocks on the soles were wearing strangely, then finally wore through in their fourth year, revealing the tread blocks themselves had ribbed and hollow interiors. Surely that saves weight and materials but means a disappointingly short sole life.

When I saw the holes in the sole, I contacted Alpinestars, sent them pictures, and told them I thought the sole was defective, that surely in the molding process these had failed to cast and fill properly.

The company response was there was no defect, the holes in the sole treads were considered “normal wear and tear,” but that the company would replace the soles for me at no charge. I sent them in (at my own expense) and they were returned to me within four weeks with brand new soles.

In comparison, the soles on my second-hand, 10-year-old, rode-hard-put-away-wet Belstaff boots, which the Alpinestars replaced, exhibit hardly any wear. The Belstaffs served as backup boots when the Alpinestars were back at the factory.

I have crashed twice in these boots: once at a track day at perhaps 25 mile per hour; and once running a gravel back road, probably at 15 or 20 miles per hour. The track crash left only a scuff on the right outside toe and another toward the heel. The gravel incident did virtually nothing more to the boot – I probably just re-scuffed the existing scuffs as both crashes were on the right side.

My wife has the same boot. She was along when I hooked a rut on the gravel and went down. Both of our right feet were pinned under the rear of the bike when things ground to a stop. My foot was between hers and the road, hers was between mine and the bike’s passenger peg.

An after-crash diagnosis revealed my wife sustained a high-ankle fracture. These boots do have light plastic armoring in the ankles.

These are touring boots, not racing

or competition boots. Did the boots not provide enough protection in our relatively light crash? I believe the injury would have been significantly worse without the boot armor. I think the boots did what could be reasonably expected, no complaints.

Soles and waterproofing aside, the rest of these boots have held up very well. The liners, zippers, hook-and-loop closures and exterior finish all have proven to be very durable.

At a relatively low price, these boots

The Alpinestars Web Gore-Tex are holding up well after four seasons, with the exception of soles that wore out prematurely in our opinion, “normal wear and tear” in the opinion of the company.

Company volunteered to replaced worn soles at no charge and did.

IT’S A MAGICAL RIDEAND WE’VE GOT IT

COVERED ON BOTH ENDS

Alpinestars touring boots

See Touring boots, Page 17

pRODuCt ReVieW


By Cole Boehler

My sister used to ride behind her former husband on his Harley Davidsons. She always had a sissy bar with pad which enhanced her personal feeling of security and allowed her to relax a little more.

Ten years ago my sister got a new husband and he just recently purchased my sport-touring bike. My sister said she is worried about having no back support. (My wife has ridden pillion here for nine years without any worries. In fact, we did have a Corbin backrest but found it not to our liking so we never used it and sold it).

So is her husband now faced with finding a

backrest set-up? Is he looking at picking up a top box with a back pad? Or can he convince my sister she can ride comfortably and relaxed without any back support?

Well, I’ve found a brand new and inexpensive way to determine the answers to these weighty questions. It’s called the Riding Belt and was designed, and is being marketed, by Jess LaCasse of Riding Belt

Industries, located in the Seattle area. The first production run was 300 units and it is now

available at select Northwest Washington dealerships and accessories shops. However, at this early juncture, it may be best to go to <ridingbeltindustries.com> or phone LaCasse at 206-854-6964.

The Riding Belt, made of a tough nylon weave

fabric, is manufactured in China but appears to be well made with double-stitching in critical stress areas.

The surface that goes snug against the rider’s body is amply padded and covered with a mesh material to ensure breathability. The belt is five inches wide on the backside, broad enough to provide some of the benefits of an actual kidney belt.

It fastens in front with hook-and-loop overlapping belts, over which latches another security belt that buckles with extra-large quick-connectors that can easily be manipulated with heavy gloves.

The critical issue would be where the passenger handles are positioned along the rider’s torso.

In the case of the Riding Belt, the non-adjustable handles are positioned at about the 10 and 2 o’clock positions. Further back – say at the 9 and 3 o’clock positions – would be uncomfortable for the passenger – putting elbows into the wind – and provide too much “arm slack,” while locating the handles at the noon position would be too much of a reach around. It seems LaCasse has done his homework and gotten this feature just right.

The handles consist of stout nylon fabric sewn over a hard inner core, which are in turn attached to stiff, fabric-covered tabs integrated with the belt. The handles are then covered by five-inch-long soft plastic hand grips which are knurled for extra grip.

The Riding Belt comes in sizes S, M, L, XL and XXL. LaCasse says the XXL will work for the biggest of riders, those with a middle measuring 50-60 inches with a jacket on. We tried one and found the XL right for our 38-inch waist with a heavy jacket.

LaCasse, a former pitcher in the Oakland A’s farm system, has made his living as a home building contractor, but says he’d rather be an inventor and says he is finding marketing this invention to his liking as well. He’s clearly enthusiastic.

He points out the belt works for any size of passenger, especially children, and works for any type of open vehicle, particularly motorcycles, but also ATVs, personal watercraft and snowmobiles.

He said even nursing home personnel have expressed interest in his device for helping manipulate or stabilize disabled patients or those in therapy being rehabilitated.

When we saw the device close-up, we expected a price approaching $100, based on the apparent quality materials and workmanship, as well as what appears to be a highly functional design.

So we were pleasantly surprised to find LaCasse has adopted a price point at half what we expected

– just $49.95.In our view, LaCasse has the product, quality,

functionality and price point; now his challenge is going to be getting the word out. If he can master that, he should be on his way.

Jess LaCasse modeling his Riding Belt at the Euro Moto 2012 motorcycle show in Lynnwood, Wash., March 3-4.

Interior surface of the belt is padded and features a mesh material to enhance air circulation.

Handles are designed and constructed well, quick-connect buckles are jumbo to allow manipulation with heavy gloves.

Riding Belt Industries hasanswer to passenger security

pRODuCt ReVieW



Like every motorcycle rider, Polson Montana’s Carmine Mowbray remembers her first ride as if it was yesterday: “It was on my brother’s 98cc Gilera when I was 11 years old. We had 20 acres and five miles of trails to play on so I discovered the freedom riding brings with it; I loved it!”

A lot of pavement has passed under her wheels in the almost five ensuing decades.

Air-cooled four-cylinder Hondas, a number of BMW boxer twins including an almost-classic 1974 R90S, a Suzuki DR 650 thumper and her beloved ‘76 Norton Commando: These are some of the machines that have turned Carmine’s crank.

She must love “things that go around and around” because for most of her life she’s been involved with printing presses, propellers and bikes.

Carmine was raised in what was then “rural Red-mond,” Wash., east of Seattle. She was one of three children, including the brother with the two-cycle Gilera.

She says her first job was helping a neighbor dairyman milk cows – “for a dollar every other week.”

Was she being taken advantage of?

“Oh no,” she says. “I’d have done it for free. I just loved the animals.” Later she offered trail rides and gave riding lessons in order to pay the upkeep for her own horses.

She attended col-lege for awhile in Wenatchee before marrying Todd Mow-bray at age 19. Too young? “Well, we made it 28 years; 27 of them were very good.”

Carmine’s father sold school buses for a living and she got to go along when he was making deliveries (later, when old enough to drive, she would make the deliveries herself).

“He did some business with Yellowstone National Park so I got to see some of Montana and just knew that some day I would live there,” Carmine recalls.

She and Todd first moved to Salt Lake City, but while there, spotted a help-wanted ad for sawyers in the woods around Deer Lodge, Mont., between Butte and Missoula along I-90.

“So in 1973 we bought chainsaws and off we went,” she says. “I discovered setting chokers in deep snow was not my idea of good work. I thought some-thing indoors might be more suitable so took a job setting type at the local weekly newspaper and was a correspondent for the Missoula daily. I loved it.”

As her interest in newspapers and printing grew, she found an old platen press for sale in Red Lodge, Mont., and acquired it. She says her landlord in-creased the rent $5 a month to provide power out in the barn where Carmine set up the platen.

“It was a hobby at first; I loved hand-setting type. I’d print greeting cards, Christmas cards...,” she says. But soon folks were approaching her with orders for commercial printing so she and Todd bought a 1960s

vintage offset press.The next step along the printing/publish-

ing path: sell advertising and produce a free weekly shopping guide for Deer Lodge and the surrounding area. That led to buying a high-speed web (roll-fed) press, the acqui-sition of two more shoppers and ultimately the purchase of two weekly newspapers and the start-up of another shopper.

“We always levered our way in,” Car-mine says. “We had nothing when we started.”

The operations were spread across Mon-tana’s mountains from Dillon to Polson – 250 miles of pavement between the far flung communities. To ride herd on it all, flying and owning a private plane became necessary. Todd and Carmine bought a 1957 Piper Tri-Pacer, then earned licenses in 1977.

Meanwhile, their son Nolan was born in 1983,

followed by daughters Hilary, Kari and Merilee. The children literally were raised in print shops and publishing offices and airplanes as the parents ferried from one business location to the other.

In 1989, the southern division of the printing and publishing group was sold to a national company and the Mowbrays consolidated their Mission and Flathead Valley holdings, building a new printing plant there and purchasing several other area weekly and specialty newspapers.

In 2000, the rest of the company was sold and Carmine and Todd went their separate ways, she to real estate invest-ing, substitute teaching, writing, edit-ing and mothering, he to the University of Montana.

But back in the early 1980s, Todd and Carmine bought a second-hand four-cylinder Honda CB 500, then a CB 750.

Next it was a BMW K75 “Flying Brick” and an R80. “It was then I realized this (BMW) was a whole different kind of machine – these were real road bikes! We started to do some serious road touring,” Carmine says.

On one such tour to Takakkwa Falls west of Lake Louise in British Columbia, Carmine had a true “ah-

ha!” moment; an epiphany, perhaps.Her young daughter, Hilary, was at pillion. As Car-

mine tells it, she attempted a steep, surprisingly tight right-hand switchback but overcooked it, crossed the oncoming traffic lane, narrowly missed an oncoming yellow Chevrolet station wagon, then ran off the road and tipped roughly.

“I kept wondering, ‘Why did that happened?’ I could have hurt my child! I knew then I needed some serious training” in order to continue riding with some real measure of safety, she says.

She took a Motorcycle Safety Foundation (MSF) training course. “Then I figured out what had hap-pened” in the near-miss, she says.

She was later recruited to become a certified MSF instructor, and she obliged. “I wanted to help prevent others from making the same mistakes I did,” she says.

“I taught rider safety for nine years beginning in 2000 in Missoula, then Kalispell. I retired in 2009.

“I used to be one of the higher mileage BMW riders in the state,” she continues. “I think I rode 16,000 miles one year,” and this is in an area where riding seasons are just seven or eight months with very marginal shoulders.

She once bought and picked up a used ‘94 R1100RS at the airport in Las Vegas and rode it home 1,300 miles to Polson ... in mid-November! “I got very cold on that trip,” she remembers. “It was 25 degrees.” She still has that machine with 80-90,000 miles on the clock. “I love that bike,” she says.

Another favorite was her first BMW GS, an 1150. She sold that and bought an R1200GS which remains her “main ride” today.

She also has the “Zook” DR 650 and a ‘74 R90S. But she says she shares a bit of her soul with the

‘75 Norton Commando in her stable. She traded an older BMW to her brother for it. She, with tutoring

from a friend, tore it down, then rebuilt the top end. She replaced the notori-ously unreliable Lucas electrics with modern Bosch sys-tems, then gussied up the tank with new paint.

“Let’s say we’ve had a few strand-ings” with the Nor-ton, Carmine says, but allows they were strandings of a fairly convenient nature, if that’s not

an oxymoron. “You could call it ‘co-dependency,’ I guess,” she adds.

“I rode it to the Red Rock Norton Rally in Utah and got the award for the female who traveled farthest,”

pROfile

Meet Carmine Mowbray

Business owner, pilot, mother, rider and now state senator

Carmine Mowbray doing some dirt work on her BMW GS in Garcon Gultch, northwest Montana.

Carmine in fashionable riding gear at age 11 on her brother’s little Gilera in Redmond, Wash.

The ‘75 Norton Commando Carmine rebuilt and restored.

See Mowbray, Page 17


she recalls, stating she still treasures the three-pound stone plaque.

“I derive pride from my self-suffi-ciency,” she says simply.

Her son, Nolan, also became a certi-fied MSF instructor. Daughter Hilary rides regularly as does Kari. Daughter Merilee, however, seems more attracted to going fast in the air, now a licensed pilot.

Yes, the question must be asked: Ever gone down seriously?

Carmine’s tone becomes more som-ber as she relates the story of her crash.

“It was totally pilot error,” she be-gins. “I had just mounted a new set of (big) Odyssey aluminum boxes (on the BMW GS), and I’d had the bike low-ered. I was riding with a group of fast friends I call the ‘mach jocks.’ I’d got-ten a bee in my helmet and was stung. So then I tired to catch up ... Trying to keep up with them was sporting; trying to catch up was stupid.

“I was going too fast, maybe a little fatigued ... I took a hard left, then right, then the pannier grounded on the pave-ment” levering the rear wheel off the ground.

“I low-sided, then caught traction and high-sided. I remember sliding and watching the pavement slide by my face. I had some burns where the friction heated my (armored) apparel. I broke both of my pinky fingers, I guess when I went over the bars,” Carmine remembers.

That GS was totaled, frame bent.“I bought another one,” she says.

“The wreck didn’t cramp my style. I’m still passionate about riding but I’m evolving more toward off-pavement riding.

“Motorcycling is a very demanding sport. It requires far more, and more instantaneous, decisions than flying. That’s why it’s so stimulating.”

Carmine’s flying is evolving – or maybe devolving – too. She co-owns a 1960 Cessna 182, “the GS of the air,” she says laughing. She now purposely seeks out backcountry strips for her fly-ing stimulation.

“Short mountain landing strips are like technical mountain riding: there’s no room for error,” she says.

Some might think Carmine leads a fairly full life, and they’d be right, especially considering her real es-tate management business, her audio editing and graphics design company (Clarity Communications) and her oc-casional acting and support roles with the local community theatre

Then consider that she just finished a 64,000-word historical novel based on her aunt who served with the Frontier Nursing Service bringing medical aid via horseback to the hollows of Appala-chia during World War II; it’s currently being considered by a publisher.

But Carmine has a new passion: she’s become an ardent student of “relevant” Montana history as it relates to public policy.

That’s because in 2010 she was appointed to fill the Montana Legisla-ture’s Senate District #6 seat and served her first term in the 2011 session. That district has 19,000 constituents spread over an area that runs 80 miles north-to-south. Now she’s running to retain the seat and has opposition in the June primary election.

A conservative Republican, Carmine says her many life interests have helped shape her political views and policy positions.

“Just as an example, because of my passion for off-pavement riding, I have a deep understanding of the need to preserve our multiple use lands for true multiple use,” she says. And if you ask, she’ll elaborate on much more.

But this is about riding and not poli-tics.

Carmine admits finding time for riding these days is becoming more of a challenge, but the sport remains so deeply engrained. She concludes with a summary of her riding philosophy: “It is incumbent upon the rider to stay attentive and focused. We need to have that sense of freedom, but when riding we can’t let the mind be too free.”

Does your road lead to a happy place?

North America Europe

Guided Group Tours

Custom Tours

Self-Guided Tours

Custom Itineraries

Pacific Northwest Volcano Ride Sept 15-24, 2012 Ride some of the best motorcy-cle roads with the best scenery

www.AVIDMotoTours.com phone: 360-481-2927

e-mail: [email protected]

Women’s Empowerment Motorcycle Teaching Tours Pacific NW June 20-26, 2012 AMA Intl Women & Motorcycling Conference Tour (Denver-Carson City, NV) July 20-26, 2012 www.WomensEmpowerment MotorcycleTour.com

Motorcycle Tours

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5

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7

All roads lead to...

BILLINGS1. 765 S. 20th St. West

406-656-6640

BOZEMAN3. 2505 W. Main St.

406-587-9323 MISSOULA6. 2275 N. Reserve St.

406-543-3330BUTTE4. 2900 Harrison Ave.

406-494-2490 HAMILTON7. 1285 N. 1st St.

406-363-0140HELENA5. 1803 Cedar St.

406-442-5757

BILLINGS2. 825 N. 27th St.

406-248-8320

represent perhaps a fair value.Would I buy another pair of the

Alpine Stars Web Gore-Tex touring boots?

Considering the comfortable fit right out of the box, reasonably decent looks and competitive pricing, I would if I was convinced redesigned soles had longer lives and the boots were truly waterproof.

Otherwise I would rather find a better boot for the money, or spend more money for a better boot.

Satisfaction - 2.5 stars

What the company says:

“Alpinestars™ Web Gore-Tex is a high quality waterproof and breathable boot that can be worn every day of the year.”

*Full-length zipper closure system for easy entry and exit.

*Plastic molded shin plate covered by a pressure stamped section of leather.

*Internal support is provided by injection-molded plastic on the ankles.

*Internal heel counter. *Internal toe counter is layered

under the leather. *Alpinestars’ exclusive vulcanized

compound sole with unique side wrapping design.

*Water-resistant full-grain oil leather upper.

*Injected PU shifter area. *Waterproof and breathable Gore-

Tex® lining. *Soft micro fiber instep flex zone. *Removable anatomic perforated

foot bed Velcro® calf adjustment. *Multi-density EVA padding. *Rear reflective insert for increased

visibility.

from page 14

Touring boots

from page 16

Carmine Mowbray


By Marilyn Irey

I readily admit that our bikes rarely leave home without me occupying the rear seat and I like to think that I have become a good pas-senger over the years.

It’s not just about sitting there – you’re a participant – so I’ll of-fer several suggestions regarding “being a good passenger” both on and off the bike.

Be the planner I think a certain amount of planning is necessary

to a multi-day tour’s success. We usually plan the beginnings and ends pretty thoroughly, but leave the middle of a trip open for improvisation.

I study the books, maps and websites and usually select the routes after some discussion to clarify what our objectives are.

This includes calculating distances and planning our days’ destinations along with making room reser-vations for the group. Always have the name, phone number and reservation numbers with you on every trip. We have had abrupt changes in our itinerary for a variety of reasons and have yet to pay for a room we’ve had to cancel.

We tend to tour rural back roads. Small towns are a lot of fun and give you a unique perspective of the region. However, all it takes is a wedding, festival or family/class reunion to fill every room in a small community. The same can be said for some larger communities – big events can also book nearly every room available.

I recommend checking in advance or having a reservation most nights. You can also be creative with campgrounds, cabins, bed-and-breakfasts or lodge/guest ranches.

Be useful I’ve learned how to pack and mount/dismount our

bags, help with fueling and will pitch in with cleaning the bike at the end of a day and the end of the trip. I check in and pay for rooms and collect from everyone on group rides. I’m not opposed to performing the occasional errand.

Be observant On a ride I am the extra set of eyes

watching for wildlife, road hazards, other vehicles, directional signs, street names and our riding companions. Over the years we’ve developed hand signals to communicate and a quick strike to the driver’s leg has saved us from mishaps and missed turns. I also know when we are in the lead to signal trailing riders if we spot wildlife or road hazards.

Be considerate It’s uncomfortable standing in the heat

fully geared waiting for someone in the group so I concentrate on being ready to get on the bike each time we’re resum-ing the ride. I start getting my neck-erchief, earplugs, helmet, sunglasses, jacket, fanny pack and gloves adjusted properly before the guys so I don’t cause delays.

Join in the culture I’m often the only woman on the trip.

Be ready to listen to the guys talking road features and bikes, but it’s inter-

esting for them to hear the passenger’s perspective, too. I’ve picked up a lot of useful knowledge and can participate in their conversations, contributing the

passenger’s point of view.

Be a minimalist Luggage space is limited on

our bikes, especially on extended trips, so I take the minimum in clothes, shoes and toiletries. It helps to be a low maintenance kind of girl! My husband and I can use the same shampoo, tooth-

paste, eye drops and so on. I’ve used the post office to ship things ahead and back home if we are attending events, such as a wedding, that require attire other than motorcycle apparel.

For example we incorporated three days at the lake with friends during a trip to the West Coast, so I mailed our extra shorts, shirts, sandals, hats, etc., to our hosts and had them mail the box back to our home after we left.

We may also plan a laundry stop on lengthy trips. Plan to use a host’s facilities, stay in a motel with a laun-dry or actually stop at a laundromat and do a walking tour or eat while the clothes are in the machines.

Be fun and have fun

Cheerfulness, optimism and com-promise can make every trip better. We all get uncomfort-able or tired, but complaining makes everyone unhappy. I

know by the time we reach our destination my partner can be tired and cranky, especially when it’s very hot. I understand so let it go.

Instead of responding negatively, I’ll help unload, then make a dash to the C-store for some cold drinks. Snacks come in handy, too, so we can delay going to dinner while we relax and adjust our attitudes.

Sometimes I plan time to make a surprise stop dur-ing the ride: nothing beats a dip in the river or lake in the middle of the afternoon when the weather is really hot, or a relaxing soak at a hot springs at the end of long day.

Be open to the spontaneous collective ideas of the group and offer your own.

In summary, be determined to contribute however you can to the fun and pleasure of the ride. In this way, you’ll not only be welcome on a tour, you’ll be wanted along, too.

Editor’s note: Marilyn Irey is the wife of the NR Rider editor. She once owned and rode her own bike, but decided she was more comfortable strictly as a passenger, which she has been for more than 30 years.

Passenger PerspectiveOn being a ‘good passenger’

Marilyn IreyContributing Writer

2012-13 Production Schedule(Subject to change as events and contingencies arise)

Editorial and Print Edition Ad Deadline Date 5 p.m. Wed. 8 a.m. Thurs.

April 2012 March 14 March 22 May April 11 April 19 June May 16 May 24 July June 13 June 21 August July 11 July 19 September August 15 August 23 October September 12 September 20

December November 14 November 22

February 2013 January 16 January 24

April March 13 March 21 May April 10 April 18 June May 15 May 23 July June 12 June 20 August July 10 July 18 September August 14 August 22 October September 11 September 19 December November 13 November 21

Northern Rockies RiderNorthern Rockies Rider


By Matt Krsul, OwnerTwoWheelz, Butte, Montana

Everyone knows how important it is to maintain their motorcycle’s brakes and tires. It is obvious these items are critical to the success of a motorcyclist and his/her adventures. A flat tire at speed usually means bodily damage or worse, and not just your motorcycle body!

Most riders are careful when it comes to tire inflation, tread and sidewall quality. For the most part, these riders also make a quick inspection of the brake system of their motorcycle before taking a ride. They probably even take a minute to confirm the lights are working.

Pretty basic stuff, but what about the not so obvious maintenance items that can be just as critical?

Just a few such items I will touch on here are controls.

Why would anyone neglect controls? I don’t know, but in my 40-plus years of motorcycle experience, I see it all too often.

We know what controls are: clutch, brake, throttle, shifters and switches. However, we often don’t think about the mechanical function of these or their pivots. Pivots are the mechanism on which these controls rotate.

Think back to your early school years in science class: A lever rotates on a pivot; applying pressure (energy) to a lever will transfer this pressure (energy) through the pivot to another point.

Clutch levers, brake levers and brake pedals are good examples. Applying pressure to the lever will actuate a plunger in a master cylinder or pull a cable or rod.

The pivot is a high-friction and -wear item and typically a bushing of some sort is used. This bushing serves to reduce wear and make the use of the lever easier for the operator. Regardless of the bushing material, lubrication is critical for the life of the bushing and the operation of the lever.

This lubrication attracts dirt. As dirt and contamination build up in this area, the lever operation deteriorates. Without care, excessive wear and tear and component failure becomes an issue.

Levers can seize on the pivots and become non-operable or a component will fail completely. Either problem can cause clutch or brake malfunction. Clutch failure can cause you to become stranded and brake failure can be much worse!

Since this deterioration happens slowly over time, it is not obvious to most riders until it is too late. These mechanisms are simple in construction and should be disassembled, cleaned and lubed yearly or as required in your owner’s manual.

Most riders should be able to perform this procedure with basic tools or your dealer’s service department will be happy to do it as part of normal maintenance. Remind them to do it.

Let’s not forget, many of these levers attach to cables. Always inspect cables for fraying at the ends and lube them as well.

Throttle controls never seem to get tender-loving care. Everyone knows the right side of the handlebar is the location of the throttle. Hell, this is why we ride! Most riders will tell you the throttle is their favorite part of the motorcycle. It is mine.

Under the throttle grip is a tube that rotates on the handlebar itself and contamination and lack of lube here will again cause undue friction when turning the grip. Personally, I want the throttle to turn as easy as possible to increase the “Fun Factor.”

However, the importance of maintaining this particular item is to prevent the throttle from sticking open! This is a major safety factor. I really like it when the throttle is open, but only when I want it open! Please pay close attention to this area also.

The rear brake pedal and gear shifter also operate on pivots much the same as the handlebar controls,

but live in a more extreme environment due to their location on the motorcycle.

Since most riders rely heavily on the rear brake for stopping, you can see why this is critical to maintain. A sticking brake pedal will of course make applying the rear brake difficult but just as important is the problems created by a brake pedal that will not return completely.

A “dragging” brake will cause hydraulic fluid to overheat and will cause damage to brake pads and most often to the rotor – all costly repairs – however, not as costly as the damage caused by a motorcycle that won’t stop! You know the rest of the story.

Let’s not forget the shifter. This is another lever/pivot mechanism that lives in an extreme environment. Sticky shift mechanisms will typically only cause difficult shifting, but can cause transmission damage because of incomplete gear changes. I have seen this lead to shift fork damage as well.

Transmission repairs are some of the most expensive and don’t forget the tow bills and motel bills to retrieve your stranded motorcycle when there is no forward propulsion, not to mention ruining your trip.

Spending a few dollars – or a few minutes – now, will save you hundreds or thousands down the road.

We have been talking about the underside of your motorcycle. How many riders ever even look there or pay attention to the underside? Not many and I don’t blame them. It is dirty down there and for one, I don’t like lying on the ground and I am sure most of you are not spoiled enough to have a motorcycle lift in your garage like I do!

Ever think about your kickstand or center-stand? These pivots need care, too. A neglected main stand will make your life difficult when lifting your bike onto it. We all know that is not the most fun anyway.

Most motorcycles utilize an electric contact switch on the side-stand to prevent a rider from driving away with the stand down. A very good idea indeed! I have seen neglect in this area cause switch failure, and typically this failure will cause your motorcycle to not run. Although this usually is not a disaster, it makes your life very difficult. Being stranded sucks!

The swing arm pivots on motorcycles are sealed as are shock bushings and linkage pivots (if your motorcycle is so equipped). These components also benefit from regular maintenance. Wear and contamination at these points will cause an ill handling motorcycle and can lead to an uncomfortable riding situation. This maintenance is difficult and special tools may be needed, so an experienced

technician should be consulted.The operation of electrical switches and key

switches can be smooth and reliable if they receive occasional maintenance. Disassembly of electrical switches can be difficult and should be left to that same experienced technician.

As I stated earlier, deterioration of these components is gradual and usually goes unnoticed. Levers will become harder to pull as the resistance increases, but since we are (hopefully) riding daily, we don’t realize it until a control becomes very difficult to operate or gets noisy.

You will notice a difference and be rewarded with easier and smoother operation if you maintain these items. And you will save money down the road. It is a proven fact that regular maintenance will help retain or increase the value of your motorcycle when the time comes to sell or trade it.

Mostly, regular maintenance will make the ride much more fun and enjoyable and, after all, isn’t that why we ride?

“Maintain your motorcycle – all of your motorcycle – and maintain your investment.”

Matt Krsul literally grew up in the motorcycle business. His father started a Honda dealership in 1961. Although Matt’s heart was always in service, he owned the Honda store from 1989 until 2005. In 2006 he opened TwoWheelz, an independent and complete service, parts, accessories and sales operation in Butte. Matt personally owns 23 motorcycles and says he rides them all!

Most often overlooked maintenance items:Controls and pivots

Forty-year business veteran Matt Krsul at TwoWheelz service counter.

Service on all makes & models. Tires while you wait.

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“Motorcycling Montana”A comprehensive guide to two-wheel touring of Big Sky Country

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Documents

“Your Northern Rocky Mountain Riding Authority” Northern ...northernrockiesrider.com/pdf/NRRApril2012LR.pdfberg, Aprilia, MV Agusta and Ural. Chistini, GasGas, Husqvarna, KTM,