Hell On Wheels

Beers & Shit-Talking with Meatball

Interview by Greg Tomlinson | Photos by Brenden Lutes


Do you know Meatball? Perhaps you don’t know Jeffery Tulinius, aka “Meatball,” founder, proprietor and promoter of the Hell On Wheels Motorcycle Club, directly. But you know him. He’s that guy whom you can’t help but love. He makes, as he commonly says, “chicken soup out of chicken poop.”  He would loan you a twenty spot when he has only five. He’d fumble the ball on the goal line and somehow recover it, run the wrong way and score the winning point when the clock goes to zero. He’s been messing around with motorbikes for longer than he’d care to remember and is passionate about them, and even more passionate about the friends and good times that come with them. Yep, he’s a self-admitted goofball, enjoys a cold one and could play a little simpler than he is. Make no mistake: He’s both, but neither. He’s a kneeboarder, which is a third-class citizen in the cool-guy beach culture, but he’s proud of it. Yep, he’s the lead singer of his band, Smiling Face Down, but you might mistake him for a roadie. Not a studied, schooled mechanic or a prize-winning, hipster fabricator, but he knows more — and has probably forgotten more — about the old machines he loves to wrestle with than most. On that note, old Meaty was reluctantly featured as a builder, the leading man in the cultish movie/documentary Brittown, even though he wanted the movie to be about his friends. Hell, he’s on IMDb! He loves any kind of a race whether he’s in it or promoting it, or not. There always seems to be, as he puts it, “three cannons pointed at his head,” mostly self-inflicted — but he always squirts through, sometimes a little roughed up. You may not know Meatball, but you know the guy. Heart of gold.  Dare I say Eeyore? A ne’er-do-well in the most complimentary way.

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So, Meatball, you were Southern California born and raised?

No, not raised. When I was 10, we moved, which messed me up. My dad took a job at NASA, and we had to move to Virginia. It was rough.  But then we moved back to Huntington Beach the week before I started high school, and I didn’t have any friends.

You didn’t have friends?

Not a single soul. I walked into school as the new kid from Virginia, backwards as can be. 

What year was that?

’77, I think. My dad worked all the time, so I took my TL 125 and rode through the oil fields towing my surfboard in a wagon behind me. I bought the surfboard, and I didn’t even know what I was buying.  Turns out it was a kneeboard.

Did you fabricate the cart yourself?

I think I just towed a wagon with a piece of string, so if I stopped quickly that thing rode up my back. It wasn’t very good, but it got me through the oil fields every morning, and that’s how I learned to kneeboard.

There aren’t many things lower than being a kneeboarder… 

Boogie boarder, maybe. But even boogie boarders make more money [laughs].

Anyways, I went to high school and was on the surf team doing contests. I really just wanted to ride motorcycles, but I couldn’t because I couldn’t drive to get there. So in high school, I ended up kneeboarding instead. I was doing contests, and somehow, I ended up on the national surf team.  

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Did being a kneeboarder make you scrappy and fight for what you wanted to do?

Nah, I was just a goofball and I got lucky. That’s how everything is. I kind of wander into things and just end up places. 


So how’d you get into motorbikes?

Well, I was always into motorbikes, because my dad rode them. I just couldn’t go because he was always working, and I couldn’t drive. But then, once I had my license, it started taking off, and I just stuck with it. We had Bultacos and Triumphs and stuff.  I rode street bikes from age 16 on.

Shit, Hondas were cheap at that time, too.

Well, I just like Triumphs.  But my first bike was a Honda, and when I rode home my dad was like, “Where is your helmet?” and I was like “I’m not going to wear a helmet.  Why have cool hair if you’re going to wear a helmet?” 

Somehow, I eventually started collecting Triumphs and old cars. I don’t know how I did that.

Did you have money?

No, I didn’t have any money.

Then how did you do it?

Nobody wanted a Triumph back then.  Everyone rode Harleys and would look back and just see a bunch of smoke billowing from my bike.  I got into Triumphs because they were cheap. Then, later on, everybody started liking Triumphs. And I had been broken down so many times that I had learned how to work on them. So eventually I started a business fixing Triumphs after I got laid off from my suit-and-tie job.

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Wait, you wore a suit? 

Yeah, I rode my motorcycle in a suit. I worked in AutoCAD. I went to school to be an engineer, but I never finished. I was in engineering school to be on the surf team, and once I wasn’t on the surf team anymore, it was like, I don’t want to be going to school. That’s when I got a regular job.

How did you get the name Meatball? Because you’re not a fat dude; you’re tall and skinny.  

It was just, “Where’s that fuckin’ Meatball?” I was always lost. Usually in the bushes or drunk. I got the name because I was never where I was supposed to be.

What’s your favorite bike of all the bikes you’ve owned?

I think I gotta stick with the Triumph twins and BSA singles.

What is your favorite hairstyle?

You gotta have punk rock style.  Punk rock is where it’s at.

Have you ever been in a parade?

A parade lap.

What is beautiful to you?

A baby-blue Triumph twin. Maybe an old sports car. A nice wave. A string bikini.

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When did you start racing?

I started riding and racing in ’93. I was riding around Huntington and started racing in the desert, also motocross and dirt track. I was racing at Willow Springs a lot. Almost every weekend. It was hot and windy out there, and we lived on Keystone Lights and hotdogs. Then I started racing the scrambles in ’95. I rode a BSA single, a lot of Bultacos, and whatever was cheap. I just rode whatever was running at the time. I was racing a lot up until 2001, when I cracked my head, then I stopped.

You cracked your head? What do you mean?

I had a grand spectacular crash at Glen Helen and had brain hemorrhaging. I lost my memory for a month. So that was the end of racing for me.

How did you crash?

I don’t remember; I lost my memory [laughs]. They hauled me off in the meat wagon.

So was that around the time you opened up your own shop in Costa Mesa?

No, I opened up the shop in ’97. We were racing and wrenched on bikes a little, but it was mainly partying. I’d get an eviction notice every Monday after the weekend. 

How did you open up a shop if you didn’t have money?

I made just enough.  It was just me, and I didn’t have kids or anything.

What else did you do out of that shop?

We were selling jerseys when we started racing, and that’s when the striped jerseys first came out. Black Flys was big back then, and they would give us goggles and screen my shirts for me. That’s about the time when the name “Hell On Wheels” came about.  I don’t even know where it came from, but it was on the back of all our jackets.

So were you trying to be outlaws with the jail-striped jerseys, and “Hell On Wheels” on the back of your jackets?

I don’t know if I was trying to be an outlaw; we were just partying. We were having a good time. When we would go to the races we would bring 20 or 30 people, and bring our own bar, so after the races we could have a good time.

So, essentially, “Hell On Wheels” became a combination of wrenching on bikes, slinging merchandise and whatever kind of stuff you could sell, and also promoting races and events?

Yeah. I like to get people together, but it’s all about the party. That’s how it’s always been. At our races everyone pats me on the back and says, “That was a great race.” But it’s really not me — it’s my buddies and the people that come; they put on a good show. They’re all nice, and it always turns out good. It’s always been like that. It’s always been about the people. 

Have you ever been married?

Yeah, that didn’t work out so well … That was growing up, and it wasn’t in my cards to grow up. Growing up was not good to me.

After parting ways with the old lady, you took the plunge to open up a retail shop in Santa Ana, right? All the while you’ve got two kids that you’re raising. How was it juggling kids while trying to run the shop?

Kids are the easy part. The shop was a nightmare. Being married to a building wasn’t for me, either. That’s why they call me Meatball, remember? I’m never where I am supposed to be. So the retail thing, being open to the public, didn’t work too good. You’ve got to be organized and have it together, and I wasn’t together.

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So you moved to a new little spot in Costa Mesa?

Yeah, it’s like a junkyard. An indoor junkyard. It’s a better situation for me because it’s more of a hideout where I can go to get things done. But really, the only time I seem to get my shit together is at the racetrack when I’m hosting races. And that’s just because I want everybody to have a good time. That’s the most organized I get. I do my best, and people have fun.

It’s a good community event.

It’s just good fun, is what it is. And nice people. And nobody is worried about who got last or first; everyone’s just having a good time.

Tell me more about the Hell On Wheels races.

I throw some races on the big TT truck track, and we race some scrambles tracks and some dirt tracks. We have a hill climb, too. When you get 8 or 10 Triumphs on the starting line, it sounds great. Not only does it get the people stoked because the bikes are revving their hearts, but also the riders are stoked. There’s people-watching; there’s an interaction like when you’re at a rock show and everybody’s screaming and yelling. Shit, when everybody’s screaming and taking their tops off, pretty soon you’re playing some mean rock ’n’ roll. It’s the same with racing. They’re probably not the best riders, but they have huge hearts, so they put on a great show. I know most of the guys riding, and I can tell you they are all riding over their heads trying to win a $10 trophy. It’s great stuff.

What do you enjoy competing in most?

Well, I started out dirt tracking because it’s easy, like kneeboarding. You just go around in a circle. But, man, if I could ride motocross good and was in shape and my arms didn’t fall off because I’m tired, I guess motocross is the most fun. I always liked motocross as a kid, but did dirt track because it’s easy. Road racing is fun, too; it’s just expensive and you never get to do it. 

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So what’s next for the races?

Retirement races for retirement folks. Keep it common-man’s racing and not try to compete with all the big-shot races. Keep it fun. We need to bring that back, where everybody gets along and everybody likes everybody.

Do you watch Supercross or any other professional racing?

I like all that stuff, but it’s hard to find the damn races.

What do you mean? They are on TV. Do you have a TV?

I don’t, actually. We go to Hooters and watch the races. I like it; it’s just harder to follow when you have to go somewhere to watch them.

What are you best at?

Going to bars and telling stories. I’ve done a lot of stuff.

Describe your bedroom.

I’ve been on the couch. You know how old people sleep on the couch? I’ve been on the couch a lot lately.

What makes you angry?

I don’t get angry. Only Meatball makes me angry when I do dumb stuff. And that happens all the time.

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Have you ever been in a fight?

Yeah, I get beat up a lot.  And in front of a whole bunch of people.

What’s your most prized possession?

My kids, of course.

What’s your favorite food?
I like chocolate cake with vanilla ice cream.

What’s your favorite movie?

I love On Any Sunday, but that Butch Cassidy and the Sundance Kid movie is kinda cute.

Did you ever wet your pants?

I shit myself at the bar one time. Threw my underwear in the trash and sat back down at the bar.


Have you ever been to jail?

Yeah, I’ve been to jail.  Wearing a woman’s pink sweater and a flask in my back pocket.

Out of everything you’ve done, what has been the best experience so far?

Everything that I’ve done has been great except for growing up. The growing-up thing sucks. But my kids are my best trophies. They are incredible.

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What do you like most about motorcycles?

When you start up a bike and it makes you smile. And when you’re hot and dusty and drink a beer, you smile — you know? It’s kind of a simple thing. 

I want to start riding more, but I’m worried about getting hurt. I’m 98 years old, so ...

You’re not 98.

I would come apart like a cooked chicken.

So what’s next for Meatball?

I think retirement. I’m going to scale everything back.

You ain’t that old.

I gotta retire and get the kids into college. I gotta get my mess cleaned up. 

How are you going to do that?

I don’t know.

In closing, what are your words to live by?

You only live once, so just do what you want to do, and hopefully, get lucky. I’ve just kind of got lucky with everything I’ve done. Keep good friends and just have fun.

Grit

The Long, Hard Road of Amateur Motocross

A film by Avery Rost | Excerpt by David Izer from META Volume 001


For this film we wanted to get a glimpse into a different side of the sport. A visual expression of the feeling leading up to a race; the anxiety, the stress, and all of the preparation that goes into it.

It’s easy to appreciate the dreams and ambitions of an amateur motocross racer, but at what cost do they chase those dreams? There’s an unselfish nature within these families as well, sacrificing everything to help a child fulfill his or her dream, and the blood, sweat and tears shed along the way. The emotions of joy and defeat, the highs and lows and everything racing a dirtbike could ever throw at them. Knowing the entire story and not just the results on the track is a powerful realization. 

It is presumptuous at best to judge a rider’s character or heart knowing only what happens on the weekends. 100 riders fall short for every one who makes it to the pinnacle of the sport, and success or failure shows no prejudice or leniency either way. The sobering reality is that the same sacrifices and dues are paid regardless of what the final outcome is. The path these kids take is replete with cautionary tales and broken dreams, and we admire their unbending will and determination to stay the course.

Abîme.

Photography by Thibaut Gravet


“Never” was not an option for Steven Frossard.  Even after a horrific accident left him with no sensation in his legs and doctors told him that he may never walk again. 

Mantua, a lakefront town in the Lombardy region of Italy, is where the French native’s fate shifted so radically a few summers ago. In late August 2015, spectators held their collective breath while they watched Steven Frossard get violently thrown from his bike.  Next came the sharp sound of helicopter blades in the wind as he was airlifted to the nearest hospital. With bones crushed, ligaments torn, and a future shattered in a matter of seconds, Frossard was paralyzed from the waist down. The resulting stillness was a stark contrast to the speed he had always known. 

Despite the lack of an optimistic prognosis, the young athlete refused to let the dust settle on a promising career and lifelong passion.  He found that the pain was a welcome reminder of what was at stake. In the year following his misfortune, an unscathed spirit fueled his grueling journey towards recovery.  Stiff, fibrosis tissue now fills the shallow craters dug by the crash and the surgeon’s scalpel.  Today, Steven Frossard has beaten the odds: He is riding again. Decidedly reminding the world, and himself, that his scars are not barriers, but new roads to explore.

Baja - A Tribute to Carlin Dunne

Directed by Dana Brown

Words by the director of photography, Kevin Ward


I originally met Carlin Dunne at the Zaca Station motocross track in Los Olivos, CA sometime in the late 90s. We became fast friends, even though I was 20 years his senior. He took the time to tow the "old guy" over a couple tricky step-ups I was having a hard time with, and my frustrating day became a fantastic day. There were many more fantastic days of riding and racing to follow, far south of the border in Baja, up in the Piute Mtn. range in California, the hills above Santa Barbara, and even off the coast of California for a one-off event, the Catalina Grand Prix. I pointed my camera at Carlin in a lot of those same locales, most memorably filming for Ducati at the Pikes Peak Hill climb in Colorado. Several years ago my friend Dana Brown, an incredibly talented filmmaker, approached Carlin and I with an idea for a branded entertainment piece for YETI that we would film down in Baja, one of my favorite stomping grounds. I feel the 8 minute piece above captures Carlin at his best, doing what he loved most, riding and hanging out with his closest buddies. One of the best descriptions of Carlin comes from his friend Sean Eberz.

"His understanding for the mechanics on his bike were very similar to him understanding the mechanics of life. Watching him grow up, he only got better at everything and really blew us all away with who he became as a person.”

Born into motorcycling, Dunne’s father, a South African road racer and former Isle of Man competitor, made sure there was a small bike waiting for Carlin when he was born. Living above his family’s 1,000 sq. ft. motorcycle repair shop until the age of seven, it’s no surprise that his toys growing up consisted of old engine parts.

For Dunne, a life dedicated to two and four wheeled motorsports was almost inevitable. Being a professional motorcycle racer himself, Dunne's father understood the hardships that came along with the profession and thus never forced the same life upon his son. As a result, Carlin dabbled in all different discipline's during his youth. Competing out of desire and not out of necessity allowed for Dunne to develop a lifelong obsession for perfecting his craft.

A few of Carlin’s accomplishments include 2 Baja wins, 3 Pikes Peak wins, 6 feature films, 3 world records, and much much more. Racing motorcycle is a dangerous endeavor, and Carlin was aware of this. His death was a devastating loss for the motorcycle industry and the hundreds of lives he affected throughout his career, but at least we can find some comfort knowing that he passed doing what he loved most.

The Good Old Days Are Now

Taking it Back to Simpler Times

Words by Ben Giese | Photos by Aaron Brimhall


Growing up in a motocross family was a childhood unlike any other. We spent our weekends sitting in the dirt and launching our bodies through the air to see if we could get around the racetrack faster than our friends. It’s kind of weird when you think about it like that. Sure, there was the occasional blood and broken bones, but most of the time those weekends were filled with nothing but laughs and smiles. Saturday night’s pre-race campfires were a gathering of friends old and new. I think of them as our chosen family — a group of crazy humans who found pleasure living the same strange life as we did. We lived off Gatorade and brown-bag sandwiches, and would come home from the races caked in sweat and dirt — sunburnt and exhausted in the best way. Those endless and unforgettable weekends brought us all closer together, and I feel fortunate that we all got to share that period of life doing something we love.

Eventually, though, we all grew older, and the passage of time led us all on our individual journeys to adulthood. Some of us moved away for school or work, and some of us don’t even ride anymore. Reality set in for all of us, and the responsibilities of adulthood transformed those gasoline-fueled weekends with friends and family into nothing but a fond memory.

Since those glory days have passed, I’ve spent a decade pursuing my career, chasing the dream of paying rent by capitalizing on my love for motorcycles. It’s been great to stay involved in the motorcycle industry after my racing years were over and to see things come full circle like they have. But as each year passes and META continues to grow, I’ve found that I’m spending less and less time behind a set of handlebars, and more and more time behind a computer screen. Lately it has gotten to a point of frustration, and I’m realizing that chasing this “dream” means nothing if I don’t have time to stop and enjoy it once in a while. 

With that realization, I called up my dad and brother to plan out a much-needed weekend getaway in the Utah desert. My dad also works a demanding and stressful job, and my brother Mike was in the midst of a job change and planning his move to Washington. I think we each needed this trip in our own way, and it might be our last chance to get together and do something like this for a while. I was really looking forward to getting off-grid, with no cell service and no distractions to relive those good old days.

Dad and I woke up at 5 a.m., loaded the Husqvarna FX 350 and FC 450 into our Toyota Tundra, brewed some coffee and hit the road well before the sun came up.  The drive from Denver to our destination is about 7 hours, so we had plenty of time to catch up and tell stories. Road trips are always fun, but this one was extra special. It reminded me of the dozens of trips we took as a family driving back and forth across the country to one motocross race or another. I think those experiences as kids really instilled a love for travel and a sense of wanderlust in Mike and me. 

Mike lived in Park City, Utah, at the time, so he would just meet up with us at a roadside destination in the middle of nowhere, and we would caravan out to the riding spot. My dad jumped in the car with Mike for the remainder of the drive, and I would occasionally look in the rearview mirror to see him hanging out the window with his camera snapping photos. Ever since I can remember, he’s had a camera in his hand documenting our adventures. I chuckled to myself and thought “some things never change.” 

As we pulled into our destination just outside of Hanksville, Utah, the stoke was at an all-time high.  No matter how many times I’ve been here, the size and beauty of this landscape always takes my breath away. “Swingarm City” — more commonly referred to as “Caineville” by old-school riders — is a legendary riding spot. I first came here in 2003 on a YZ85, and have been watching VHS tapes of the pros riding out here since the ’90s. Towering rock faces and canyons surround miles of steep ridgelines and valleys. This place is humbling and has a way of making you feel small. The massive moto-playground features endless jumps, berms, hill climbs and everything in between. The only limit to possibilities out here is your imagination.

Mike and I each individually hadn’t ridden dirt bikes in over a year, and we hadn’t ridden together in several years. It’s a shame, really, and I wasn’t sure what to expect. I figured we would be a bit rusty, and it might take some time to get back into the flow of riding together. But as soon as we geared up and started the bikes, it was like we never had skipped a beat. We followed each other up massive hills, balancing across steep ridgelines and floating side by side over jumps. The decades we’ve spent riding together quickly became obvious. 

We spent the next 8 hours or so ripping around and having as much fun as ever, stopping only occasionally to fill up on gas and drink some water. The afternoon flew by as Mike and I blasted berms into the sunset. We returned to camp to find my dad with a fire blazing and a cast-iron skillet cooking up some jambalaya. Mike and I took off our gear, and we all sat around the fire eating and telling stories, reflecting on a day we will never forget.

My blistered hands are the trademarks of a day well spent. And much like our childhood weekends at the races, the memories made here this weekend will live within each of us forever. This trip has been a reminder to slow down and enjoy the little things. It makes me smile to know those days are not gone. The good old days are now.

Baltic Dreams

From Moscow to the Baltic Sea

A film by Daniel Kushnarevich


While most people dream of riding the infinite tropical beaches of Bali, Alexey Kalabin always was a "nothern boy" who prefers wind and cold instead of the heat. Inspired by some of META’s dreamy films riding on various beaches around the world he took his Honda Baja all way from Moscow to the frigid Baltic Sea to shred the shoreline and enjoy some evening waves. Ride on, Alexey - this one put a smile on our face.

James Crowe

The Reality of Freedom

Words by Jann Eberharter | Photo by Paris Gore


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Two years ago, James Crowe settled into a little slice of paradise. It’s maybe a quarter of an acre and had two small structures on it at the time. One was a derelict prefabricated house that he wasted no time in tearing down. The second was a garage with a small apartment above that needed a lot of work. Naturally, he rebuilt the garage first, turning it into a full-on machine shop, complete with a lathe, mill, CNC machine, frame jig and welding table. 

His priorities are as visible in his remodeling choices as they are out of his upstairs living room window, which offers a stunning view of Mount Currie, the pride of Pemberton, British Columbia. He’s only half an hour away from Whistler, the resort town where he grew up and the path that got him here has been one of figuring out what he wanted to prioritize in life, and doing just that. 

Crowe is a mellow dude. He carries his lanky stature with confidence and speaks softly with thought. He usually has a bit of leftover grease on his hands, still rocks a flip phone, and, at 32 years old, has a few gray hairs beginning to make an appearance in his light-brown hair.

First and foremost, he’s a craftsman. His skill, style and creativity are visible in the custom motorcycles he’s built over the years, the parts he machines and even the tools that hang on the wall. Scribbled on one of his tool boxes is an Ed Roth quote:

“Imagination is the limit and speed is the need. Everything else is irrelevant.” 

Making ends meet solely as an artist can prove challenging though. One pervading trend throughout Crowe’s career has been his ability and willingness to put his head down and grind, focusing on his end goal. He did that for two years in Portland, Oregon, working two full-time jobs. He worked on the oil rigs in Saskatchewan for a summer before embarking on a 10-month journey to South America and back on a custom-built bike. And a job as a welder for the Municipality of Whistler brought him home to British Columbia, somewhere he could settle down and enjoy the surrounding mountains—and the ability to clock out at the end of a long day.

Growing up in Whistler, Crowe naturally took to the mountains. His father groomed the municipality’s cross-country ski trails in the winter, while his mother landscaped in the summers, and between the two, he had plenty of opportunities to chase the seasons. He raced cross-county mountain bikes during high school and skied in the winters. But nothing compared to when he first dug into a combustion engine. His parents gave him a 1990 Mazda pickup two years before he could even legally drive and the truck introduced him to a whole new world.

“I loved all the outdoors things growing up,” he says. “But when I discovered fabrication and welding, that was kind of what I discovered for myself and there wasn’t any of that happening here. I realized really early that making things from scratch with metal, whatever it might be, was where my passion was.”

Once out of high school, he continued chasing that passion. Crowe found a small trade school in Laramie, Wyoming that had a one-year concentrated program for sheet-metal shaping and chassis fabrication. It was exactly what he was looking for. He learned to weld and committed himself wholeheartedly to getting everything out of the experience he could. 

“All of a sudden I was in this new scene with all the tools and everything that I ever dreamed of, and the shops and the cars and the instructors,” Crowe says. “I was loving life.”

His ultimate project at school was a 1958 GMC pickup that he rebuilt. It wasn’t quite done by the time he graduated, so he lived out of a storage unit while making the final modifications. From there, he drove straight to Portland, where he’d received a job offer at a high-end restoration shop. It was there, at Steve’s Auto Restoration, that Crowe began tinkering with motorcycles.

As most mechanics do, he’d accumulated a lot of stuff, including an old Ford Model T. To make ends meet, he moved out of his apartment and into his Volkswagen Bus, renting a garage that soon became too packed to even work on anything. He sold it all and bought three XS 650s, which together would, he hoped, make one working bike.

“Once I got the bike running and once I actually started riding motorcycles, it was on,” Crowe says. “Nothing else really mattered at that point; it was just that feeling of what a bike gives you—it’s amazing.”

This was perhaps the first chapter of Crowe’s all-out working binge. He’d grind at Steve’s during the day and then commute across the Columbia River to Vancouver, Washington for a night job at another fabrication shop. Who knows when—or if—he slept. He took his vacation time to ride to Bonneville Speed Week, where he was in full company of fellow motorheads and got a taste of the open road and sleeping under the stars.

Soon after, Crowe and his best friend Jordan Hufnagel rented warehouse space in Portland where they began to assemble their own shop and a space where they could create whatever they wanted. This was after the Great Recession hit in 2008, and Crowe was able to buy various heavy duty machinery (thanks to his two jobs) that came up for sale. Much of the collection now occupies his shop in Pemberton.

“The motorcycle scene was really taking off at that time and I got really lucky to just meet the right people at an early time,” he says. “There was all this momentum growing to where all the sudden everybody wanted motorcycles.”

It was at this time that he started machining parts and operating under the moniker Crowe Metal Co. He designed and produced custom handlebars, levers, lights and even reinforced frames. He built up a custom BMW R series camper cruiser and CB 750 that caught the eye of enthusiasts all over. The bikes are works of art that also happen to cruise at 70 miles per hour, a visible extension of Crowe’s style and interpretation of what a motorcycle should be.

Being pent up in a workshop results in some impressive productivity, but it also leads to some wild ideas. Sometime during this phase, perhaps in the early hours of the morning, or over a few beers (probably both), Crowe and Hufnagel dreamed up the idea of heading south. Both feeling a little burnt out on working all the time and still being broke — and with a couple of XR 600s in the garage — they decided they needed to hit the road. Logically, in 2011, they set their sights on South America, perhaps the longest possible continual ride from Portland. 

“Often, it’s more about building the bikes than actually riding them,” Crowe says. “But the trips test the build.” 

And test them they did. Crowe took a year to finish up his businesses in Portland before heading to Saskatchewan, where he spent the summer working on an oil rig. He returned with relentless determination and plenty of time to prepare their bikes for the journey, reinforcing the sub frames, expanding the gas tanks, increasing gear capacity and minimizing breakability. Then, they spent the better part of a year riding dirt roads and mountain passes to the southern tip of Patagonia.

“You go where the road takes you,” Crowe says. “You’re kind of heading south, but you’re trying to ride as much dirt as possible, so you’re trying to follow routes you don’t know much about. At the end of the day, all the amazing memories I have are from the little tiny towns when we were lost and the places we got to go that had no significance [on the map].”

An experience like that—seeing the world firsthand—is enough to make anyone think about what really matters.

For Crowe, it was definitely motorcycles, but also the luxuries of the mountains and a place where he could craft and create with metal. 

During the trip, he and Hufnagel established West America, a brand of sorts that embodied their lifestyle and travels. They sold gear to offset their travel costs, connecting with a following who lived vicariously through their photos and frequent updates. When he returned to Portland after the trip, Crowe tried to keep the West America dream alive through travel opportunities and commissioned fabrications.

He went on a two week bike-packing trip to Bolivia and built custom bikes for brands, but all the while felt the lack of authenticity that they had when documenting their riding in South America. He doesn’t mind admitting that he overcommitted himself, and the stress of trying to follow through on everything took a toll.

“It was a huge learning experience of what I actually cared about, which is making things with my hands,” Crowe says. “I love photography and I love storytelling, but not for other people. When I came back, I thought that I could live this fairytale life of building motorcycles and traveling and balancing those two things. The reality is, to do something genuine takes genuine time and if you spread yourself too thin, then pretty soon everything sucks—something’s getting sacrificed.”

For Crowe, one of those sacrifices was his marriage. It was a tempestuous few years, and in 2015 he headed home to Whistler, where he was offered a full-time heavy duty welding job for the municipality. In many ways, the move was contrary to so much in his life up to this point in time—fixed hours and upper management had never been his style. Not long after, he migrated north to Pemberton, where he plans to be indefinitely.

On a different level though, accepting the job was what Crowe needed to do at the time, a resolution that he’s equally familiar with. Just like working around the clock in Portland, or on the oil rigs of Saskatchewan, the motive of this job was in how it would set him up for the future. He figured out his priorities and put them first. 

“It was something I avoided my whole life,” Crowe says. “Getting a nine-to-five, that was like, ‘The world’s going to end if I have to get a real job.’ But the reality is, the last two years, I’ve never had more freedom.” 

His machine shop hadn’t been assembled since the Portland days, but now it’s fully complete and meticulously clean (although that might change), ready to churn raw steel into whatever beautiful piece of art Crowe decides. Orders continue to trickle in for the pieces he designed to take those BMW R series bikes to the next level and he’s happy to indulge in some architectural fabrication for contractors in the Pemberton Valley.

A short ride north of his spot delivers unreal opportunities for backcountry missions on his XR, while a few minutes’ pedal brings Crowe to the base of Pemberton’s venerated mountain bike trails, which he rides regularly on his Chromag hardtail. In the winter, he’s a short sled mission away from multiple backcountry skiing stashes.

Here, Crowe has found a balance in his priorities, one that clocks 40 hours a week and is far from the backroads of South America, but still delivers genuine time. It’s a place where he’s got his machines and his mountains, and together they provide the good life.

A Journey of Discovery

Denver to Sturgis and Back with Tucker

Words by Dale Spangler | Photos by Jacob Vaughan | Film by Carter York


There are few better ways we can think of to kick-off a new partnership than by riding motorcycles together. The open road beckons to bring those that ride together closer together through ritualistic moments of shared experience on the journey along the way. Emails are ignored, phones muted, camaraderie ensues, and the mind begins to relax as one starts to live in the moment.

After recently putting together a partnership with META to support some of their future projects, the idea came to us: meet at the META headquarters in downtown Denver’s trendy RiNo neighborhood, spend a day gathering content, put together a route plan, and then hit the road to Sturgis for a few days of riding and living the biker life. In addition to a leading motorcycle lifestyle publication and website, we admire META’s inclusive approach to motorcycling. Their motto, “A life well ridden,” celebrates riding and racing no matter what type of rider you happen to be, or what type of motorcycle you happen to ride. So, to kick off our new partnership, we went on a motorcycle adventure together.

Tucker Creative Director Jacob Vaughan, Videographer Carter York, and Content Manager Dale Spangler each made their way to Denver to meet up with META Founding Partner and Publisher Andrew Campo. The crew arrived in Denver on Thursday, August 1st and headed straight to the META headquarters. After a brief meet-and-greet, we organized an apparel photo and video shoot in the neighborhood surrounding META that featured some of the new 2020 apparel from Roland Sands DesignFirstGear, and Speed and Strength. With such a diverse group of bikes (2019 Harley Street Bob, 2004 Triumph T100, 2019 KTM 790 Adventure R, and a 2016 Triumph T120 Black) we had apparel to match each of the bike’s target audiences. Andrew was even kind enough to lend us a Husqvarna Vitpilen 701 that matched the 2020 Speed and Strength gear so well it looked as if it was meant for the bike.

After a successful photo and video content mission (while dodging a few rain showers along the way), we headed back to META headquarters to organize our gear and make final plans for the next day’s departure. The big question for each of us was how much gear to bring, and how to strap it to our bikes, which we accomplished with help from Tucker brands Giant Loop, FirstGear, Burly Brand, and Zulz Bag Co. After a little experimentation, and some trial and error, each of us settled on what we thought was the appropriate setup to carry everything we needed for four days of life on the road.

Friday we awoke to clear skies and a sense of excitement for the adventure that lay ahead. Our first section consisted of a short stint north from Denver to Boulder for a lunch meet-up at Sidney’s Moto Club. Sidney’s is a haven for motorcyclists, with riders stopping in to hang out at the clubhouse. Members of the club can also take advantage of the onsite community repair shop to wrench on their bike, order parts, or hang out and bench race with fellow riders. Sidney’s is on to something with its community-building club atmosphere and refreshing spin on what a modern motorcycle shop experience should be. The crew couldn’t have been more kind, and they provided us with some tasty empanadas for lunch and a sweet t-shirt as a parting gift. A big thanks to Sidney’s Moto Club owner Elton Randall for the hospitality.

After Sidney’s, we pinned it north toward Cheyenne and made a pit stop at The Historic Plains Hotel downtown. The western-style hotel located near the Wyoming State Capitol building was the spot for bikers headed north to Sturgis. The streets were packed with bikes parked around The Plains, including a group of twenty or so Australians on their way to Sturgis. After topping off with fuel, we were back on the road towards our next stop in Torrington, Wyoming, some 84 miles north. From Torrington, we continued north towards the day’s final destination Lusk, with a brief stop in Jay Em to explore the town’s old wooden structures. Listed on the National Register of Historic Places, Jay Em was eerily clean and quiet, as if a ghost town with a year-round population of 14 residents. With the sun about to set, we pinned it the last 22 miles from Jay Em to Lusk and the Covered Wagon Motel.

The next day, as we prepared to hit the road for Sturgis, Andrew noticed he had a flat rear tire on his T100. As much as we thought we’d prepared for life on the road, we hadn’t prepared enough, and after a trip to the local auto parts store for a can of fix-a-flat, we were on our way. A few hours and 125 miles up the road, we arrived at our rental property near Lead, dropped our excess gear, and headed for Deadwood and Sturgis to explore and take in the sights. After a quick visit to Mount Moriah Cemetery in Deadwood to see the burial sites of Wild Bill Hickok and Calamity Jane, we made our way to Rally Point in downtown Sturgis between Lazelle and Main Streets. Despite it being only the third day of the Rally, the streets were packed with bikers from across the globe. Harleys were everywhere, and those of us riding anything other than a Harley stood out like a waffle on a plate full of pancakes. However, the people-watching was off the charts, and we had a good time taking it all in.

Sunday we chose to explore the surrounding Black Hills National Forest and left the house around 9:00 am and headed south toward Mount Rushmore and the Iron Mountain Road. A sign we saw described the Iron Mountain Road as 17 miles long with 314 curves, 14 switchbacks, three pigtails, three tunnels, two splits, and four Presidents. The scenery was stunning and the road spectacular; and despite having to navigate 10 miles of thunderstorm-soaked pavement (without our rain gear), we enjoyed the beauty of this national treasure. Mount Rushmore, the CC Gideon Tunnel, and the Norbeck Overlook to name only a few stops along the route were all remarkable.

If there’s one lesson a rider quickly learns about life on the road, it’s that it takes much longer than it would seem to get somewhere, and the day goes by faster than one would imagine. Despite the Iron Mountain Road loop only being 135 miles total, the low speeds, large crowds, frequent stops, and unanticipated weather made for a six-hour plus day in the saddle. As we wound our way through the last few miles toward Custer, the rain disappeared, and the sun returned to make our trip back north the perfect end to our ride.


After a brief stop at the house, Jacob and Carter made their way back to Sturgis to meet up with the crew from Cardo Systems for a quick video interview and content capture. It was already Sunday night, and the next day, we were scheduled to make our way back to Denver and the META headquarters. Did we mention that time flies when you’re on the road?

Our Sturgis experience was coming to close, and though we only spent a few days in the area, Sturgis was our excuse for a road trip. It wasn’t so much about the destination. It was about the journey, getting to know one another through shared experience, meals together and engaging conversation, and riding long stretches of desolate highway with one another. A motorcycle road trip was indeed the perfect way to kick-off our new partnership with META.

On Monday, as we retraced our route south to Denver, we found ourselves stopping often. None of us wanted the journey to end, and if we could delay the inevitable, we could keep riding and not have to return to reality. Riding a motorcycle allows one to escape reality, even if only for a few days—or a few hours. As we raced our way south from Cheyenne on the last leg to Denver, under threatening skies, luck would be on our side. Instead of a violent thunderstorm, we experienced a serene sunset with the Rocky Mountains as its backdrop. We rolled into Denver in the dark, tired yet happy, proud of our achievement, and with a new level of appreciation for riding motorcycles.

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We want to thank Cardo Systems for supplying our team with communication systems for our trip. The Cardo communication systems made life on the road that much more comfortable by eliminating miscommunication and keeping our group together and on the same page while riding. A big thanks also goes out to Roland Sands Design, FirstGear, and Speed and Strength for their support with apparel. We also want to thank Andrew Campo from META for his hospitality and for being the inspiration behind this road trip. (Editor’s Note: Andrew made the entire trip with the fix-a-flat in his tire, and it never went flat again!) And an extra special thanks to Jimbo Darville for loaning us his Triumph 2016 T120. Check out his music, Jimbo Darville & the Truckadours, on iTunes and Spotify.

A Drifting Up

Find Your Purpose & Follow Your Passion

A Film by Dylan Wineland | Starring Aaron McClintock


“You go out there and you experience that environment on your bike in a way only you can ever experience it, no one will ever know where you went internally. I think you feel like, in a way, you’re your own super hero when you realize that you have created situations where you can experience those moments.”

Going into creating this film, we weren’t entirely sure what we were looking for. As the journey began though, the pieces of the puzzle started to fall into place. Aaron and I sat down one night and went down a rabbit hole. Why do we love riding our motorcycles so much? What is it that keeps us going time and time again? Questions that have fascinated the two of us for quite sometime. It became clear to us that through riding, we were able to tap into something that otherwise couldn’t be tapped into. A door seems to open for Aaron whenever he is on his motorcycle. The world becomes a blank canvas and his bike becomes a medium for which he can express his true authentic self. When you do the things you love to do, your truest self comes to life.

Having had this realization, we knew what we wanted the film to say. Our hope is that when viewers see this, they can resonate, become inspired, and chase after whatever makes them feel their most authentic self. A Drifting Up is an introspective look into what passion can bring out of someone and how important it can be to becoming your highest self. 

The Mint 400

Return of the Bikes

Words by Bill Bryant | Photos courtesy Mint 400


“There he goes. One of god’s own prototypes. A high-powered mutant of some kind never even considered for mass production. Too weird to live, and too rare to die.”

Hunter S. Thompson, Fear and Loathing in Las Vegas

Desert racing is a wildly enigmatic sport generally associated with Fast Guys, Rich Guys and Dumb Guys. If you’re going to try it, you just gotta figure out which one you are gonna be. The endurance required is the long-format sort. It’s not the skills that win a Supercross, or that get one through the harsh terrain encountered in this kind of racing; it’s the thousands of micro-decisions that happen over hours and hours of riding that make the difference. 

Part of the charm is this — the only qualifications required are that your machine and helmet pass tech, and that you can afford the entry fee. Prep your bike or buggy properly; have your logistics, fuel and navigation wired tightly; and you’ve got a chance of success. This sport was built on the backs of hearty individuals who did their best work hundreds of miles away from other humans. You’ve got to love it unconditionally, because it does not love you back. The desert can smell arrogance miles away and takes crafty pride in humbling the richest and most talented riders, no matter their previous successes or accomplishments in other arenas. 

The origins of desert racing can be traced back to 1962, with Dave Ekins (Bud’s brother) and Billy Robertson Jr. These two legendary pioneers traversed the then-unpaved Mexican Federal Highway 1 for 950 miles, from Tijuana to La Paz, on Honda CL72 Scramblers as a publicity stunt for American Honda. Thirty-nine hours, 56 minutes after they started, a new form of racing had been born, and it was a filthy little underdog of a baby with mischief in its bloodshot eyes. Dune buggies and modified 4x4s soon followed, and a culture of desert rats speeding through the deep ruts and rocky traverses of the Southwest U.S. and Mexico has been constantly evolving ever since. 

The Mint 400, also known as “The Great American Off-Road Race,” first ran in 1968 and was shuttered after a twenty-year run, when the hotel it was named after was sold. Resurrected in 2008, it came back with a festive bang, and has truly grown into its nickname. A mind-blowing parade of race cars down the Las Vegas strip and two days of partying with racers, vendors and spectators on Freemont Street has only grown the festive atmosphere, while designated pits, restricted viewing areas and heavy-handed involvement from the BLM has morphed the event into a modern-day spectacle of off-road racing, all while making it safer for everyone involved. 

2019 was the first time motorcycles had been invited since 1976. The scariest aspect of racing on two wheels is the thought of a Trophy truck barreling through the choking dust directly behind you. It is a very real threat — and not one to be taken lightly. The Mint 400 organizers fixed this by putting the bikes on the course Saturday morning, followed by the vintage cars and side-by-side classes later that afternoon. Modern bikes did three 85-mile laps, and the vintage bikes (including a sick XR500 side-hack), along with the half-dozen interlopers on Harleys, were required to finish just two. Once the cars got on the course, any bike still moving was pulled off at the next checkpoint and considered a DNF. The big boys in Trophy Trucks and unlimited buggies didn’t race until the following day. Not mixing two-wheelers with cages was an upgrade in safety that no one complained about. 

The Gnarlys on Harleys were a race inside a race. Inappropriate as they were, their performance shocked not only spectators and fellow racers, but the riders themselves. Arnie Wells from Idaho was one of the only guys who had ever been to an actual desert race. A pillow freshly strapped to the seat of his mostly stock Sportster on lap two spoke legions about his experience that day. The team of combat veterans known as Warrior Built Racing has some race experience in Baja on bikes and in their Class 11 Volkswagen. They had the audacity to attempt the Mint 400 on an Ironhead Sportster. Ironheads are notorious for not making it home from the bar, let alone finishing a grueling race like this. Fueled by tenacity and passion, it still wasn’t quite enough to get them across the finish line. 

Another outsider, Doug Karlson, had ridden a dirt bike only a few times, and had never even tried his Harley in the dirt. What he lacked in experience, he made up for with an infectiously positive attitude and a sense of humor that didn’t quit, even when his body wanted to. Mark “The Rusty Butcher” Atkins and teammate Mikey “Virus” Hill, along with BMX Pro Barry Nobles, have serious skills on two wheels, no matter the bike or conditions. Mark was plagued with mechanical issues and rode about half a lap while missing the foot peg on one side of his bike, after it ripped out of the stock mounts. 

Improvised mechanical fixes, long the staple of off-roading, got him back on the course several times, but it made his first lap time slow enough that he was pulled at a check point somewhere on lap two and sent packing. Barry and Virus swore to stick together and “just finish” but couldn’t stifle their competitive instincts. What was supposed to be a fun, let’s-just-make-it-the-whole-way vibe turned into a real battle for first place as lap two progressed. Both riders hammered their 500-pound-plus machines all the way to the podium with no real mechanical difficulties, short of losing gear and quite a few get-offs. In the end, Barry made it to the finish line and quickly exclaimed “I’m the first Harley, right?!” Not long after that, Mikey pulled in, number plate and headlight dangling by a zip tie and mumbled something like, “I thought I had the fucker!” 

That’s racing. No matter how you start out, you still want to win. 

After the champagne was popped, interviews were given and the guys regrouped, the day’s battle was relived a few times, and the toxic seed that is desert racing took root in these six riders. If Harleys can battle it out in the Hooligan flat-track courses across the country, why can’t they start competing in desert races, too? The days are brutally long and the rewards are few, but the smiles per gallon are impossible to quantify. 

Knowing the competitive nature of this crew, the bikes will get prepped better, training and testing will ensue and another generation of reckless weirdos will do their best to hurtle themselves across a desert on bikes that were never intended for it. Dave, Billy — and even old H.S. Thompson — would be proud. 

Routeless 395

Connecting the Dots from Past to Present

A Film by Ian Beaudoux | Words & Photos by Heidi Zumbrun


Ever since 2014, Heath Pinter (X Games athlete and professional car/motorcycle builder) and Ian Beaudoux (filmmaker) have been documenting their travels together, creating a film project called ROUTELESS.

Go left instead of right … always the long route.  For years Pinter and Beaudoux have been riding motorcycles, vintage roadsters, drag racing, meeting up with friends and doing cool shit, always with a destination but taking the road less traveled. As they see it, the idea is very basic, “grab your buddy, ride your motorcycle and check shit out — it’s what people should do, and we’re just doing what we wanna do.”  And what they want to do now is revisit the route that ties all of their history together: a well-known Highway 395.

To Ian and Heath, this project is a slightly different take on their past journeys. Instead of aiming toward an event or people to interview, this was an opportunity to revisit the road that links it all together for them, connecting Southern California to their roots in South Lake Tahoe, where they met snowboarding at the age of 18. Over the years, Ian and Heath have probably traveled Highway 395 more than a hundred times going from sea level to 10,000 feet, connecting the dots of the past to the present. Highway 395 is the lifeline to how it all began for these two, and for six days, I followed them riding up the backroads, revisiting a road that has a rich history for California, combining two of their favorite passions: motorcycles and snowboarding in the Sierra Nevadas.

As with most of their trips, this one begins in the garage. Two freshly built dual-sport Harley-Davidsons with side-mounted snowboards — one 2010 scrambler built out by the talented Aki Sakomoto from Hog Killers, and one 2003 street tracker customized by Heath, both rigged with snowboard racks built and designed by Heath — rolling out for their first rides from Long Beach to Mammoth Mountain via the most off-the-beaten-track dirt roads as possible and filming along the way. 

Here is my photo diary following these two guys out riding on the open road, signifying 20 years of adventures and projects together.

Ode to the Midnight Sun

The Last of Summer in Norway

Presented by Taylor Stitch


On the winter solstice, Norway’s capital of Oslo receives a scant five hours and thirty minutes of daylight. The days immediately preceding and following really aren’t much better. During these miserable winter months, it’s not the snow or cold that breaks you down. (Roads can be plowed, layers can be worn.) It’s the darkness, that cruelest reality of life this close to the Arctic Circle.

So after a gorgeous and — above all else — well-lit summer spent taking in Norway’s natural splendors and Oslo’s bustling cityscape, or simply appreciating the sudden absence of Seasonal Affective Disorder, fall can be a daunting prospect. For many, October’s arrival marks the beginning of the end. Shadows lengthen as that familiar and unwelcome chill returns to the air, and that’s enough for much of the populace to pack it in, pour a stiff drink, and slog into the dreary abyss of the year’s dimmest quarter.

Fortunately for all of us, there is another way to face the impending gloom. Friends Joel Hyppönen, Samuel Taipale, Aaron Brimhall, and Dallin Jolley were kind enough to demonstrate, and took some incredible photos along the way.

Rather than bemoan the dwindling daylight, these dudes took it upon themselves to squeeze out every last drop of it, in the form of a 700+ mile, minimalist moto-trip to the northern reaches of fjord country. Armed with just what their bikes could carry, they set out from Oslo with a loose itinerary and high hopes. They returned eight days later having explored some of the country’s most unreal offerings: its highest peaks, its bluest lakes, and some of its steepest makeshift skateboard ramps.

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Journal No.1

Auspicious Beginnings

Words & photos by Aaron Brimhall

 
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Journal No.2

Peer Pressure

Words & photos by Joel Hyppönen

 
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Journal No.3

Just Sheepin’ It

Words & photos by Samuel Taipale

 
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Make It Better

Introducing Our Latest Apparel Collection

Printed in Denver, Colorado at Superior Ink on sustainable garments made from recycled plastic, produced by Allmade


Printing just 300 garments we save:


12,000

gallons of water

420

oz of chemicals

120

lbs of crude oil

1,800

plastic bottles


And most importantly we are helping to provide living wage jobs where they are needed most. Its not about the product, its about the purpose.

Together, we can make it better.

 
 

Scram Africa

Presented by Fuel Motorcycles

Words by Karles Vives | Photos by Gotz Gopper


For the first time, the Scram Africa has had two rounds, the first from 4th to 11th May and the second round from 11th to 18th May. In total, there were 35 riders from all over the world, (Europe, Canada, USA, Costa Rica, Republica Dominicana, etc.. with all kind of motorcycles. Triumphs, Royal Enfields, Ducatis, BMWs, Harleys, and even a Ural. All performed great and thanks to our mechanic and the medical team almost all of the bikes and riders arrived at the finish line.

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The trip started in Marrakech and the first stage ended at Zagora the Gateway of the Sahara desert. From there the next 3 days we crossed the Sahara desert riding near the Argelia border and passing by the smalls villages of Tafraroute, Merzouga, and Alnif at the edge of the Erg Chebbi dunes. An incredible landscape and tracks where the sand rivers and the high temperatures make this stage the most difficult part of the trip.

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We left the desert behind and headed through several mountain passes at more than 3.000 meters high. The contrast in temperature and landscapes is shocking but that’s what makes this country so attractive. The tracks were difficult for the heavy bikes like Triumph, Ducati or Harley but that’s all part of the challenge of the Scram Africa. A unique adventure where the point is to ride off-road tracks with non-proper bikes.

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Each day we started the stage early morning after a short briefing. We give every rider a bag with enough food and water for the day so they can go at their own rhythm and stop to have lunch whenever they want. Thanks to a digital roadbook they always know the route and the direction to take, and in case they got lost they could easily find the right direction. The staff followed behind by 4x4 vehicles in case anyone needed medical or mechanical help, followed by a truck with all the luggage.

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After a few days the riders and bikes began to fatigue due to the heat and rough terrain. Broken shocks, footpegs, tanks, wheels, electrical cables and broken clutches. Most of them could continue riding thanks to the skills of the mechanics and help of the locals. In addition to those difficulties, the Scram Africa offers unforgettable moments like drinking a cold beer in the middle of the desert under a starry sky, or sleeping into a "Haima", a tent used by the nomads of the desert, with only the sound of the camels outside. 

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So, Scram Africa is a unique motorcycle experience with unforgettable memories that will remain in your heart and soul ... In fact, as most of the riders finished the final stage they were already planning for the Scram Africa 2020!

Born Free 11

Presented by Tucker

Film by Carter York | Photos by Jacob Vaughan


The Tucker Field Marketing team recently headed to the Born Free Motorcycle Show at Oak Canyon Ranch in Silverado, CA. The diversity and level of creativity of the bikes on display at Born Free is astounding, to say the least. Then there are the bikes ridden to the show by everyday riders and the A+ people watching. Fans and bike builders mingle to bench race and share stories with one another of late nights in the garage after putting in 10-hour days at their “real job.” Born Free is an excellent example of what makes motorcycle culture so appealing—cool bikes and fascinating people in an idyllic setting. Here's a look at Born Free 11.

El Solitario

Motorized Creativity

Words by David Borras | Photos courtesy El solitario


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El Solitario is not a company; It's a way of life.

From the depths of the Galician forests, El Solitario has been challenging the status quo since its birth in 2010. We are best known for our wild and unadulterated storytelling, the emotional power and raw energy of our motorcycles, and the romantic but determinedly contemporary nature of our collections. El Solitario breathes Galicia, but we are not Spanish. We are a global entity. Our roots are in Spain, but we are English, French, Japanese, Korean, Mexican, American, German—you name it! Our lack of nationality has been crucial in our growth and allows us a greater deal of freedom of thought and speed in our decision processes. 

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Fundamental to our culture is the juxtaposition of contrasting elements: fragility and strength, tradition and modernity. We are neither a fashion brand nor a motorcycle company. El Solitario is just the helmet under which we develop our creative ethos. The only constant is change. We step outside our front door to find nothing but mountains, medieval towns and farmhouses, and the overall sensation is one of timelessness. This is exactly who we are.

Almost 10 years have passed since we quit our planned lives and jumped into the unknown in pursuit of our dreams. Within that 10 years, we have experienced all kinds of feelings—highs and lows. However, as someone I admire once told me, 

“Feelings are overrated and they just tend to get in the way of what's really important in the end.”

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People will tell you that you should never work with friends, and we couldn’t disagree more. Friends are exactly with whom you should surround yourself, especially in the most important aspects of your life. I am chaos, Val is common sense, and Pico is order. We have been friends for over 20 years, and we have succeeded at creating a system to solve matters that we care about. Our doors are always open, and our kitchen is a gathering point where we find inspiration and synergy. We’ve always been convinced that by surrounding ourselves with creative and talented people, and having the faith to follow our own path, we could come up with a more dynamic and imaginative line of products. Above all, we wanted El Solitario to be a leader—a company that takes chances—and we focus our energy into producing goods that accurately reflect who we are. 

Riding motorcycles is the epitome of speed, a genuine modern revelation. Innumerable great men and women have succumbed to the allure, and felt the fire in their bellies, propelling through adversity on nothing more than a skinny-motored artifact. Shredding any semblance of mundanity from their lives, El Solitario connects riders with the sense of awareness and strength that develops with the inherent risk, fragility and outsider spirit that defines our way of life. 

And with that, we’d like to showcase a few of the bikes that have defined our journey.


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The Winning Loser

It was 2010, and the Winning Loser marked the beginning of El Solitario. We had the need to communicate to the world our vision for a bike and its culture, as well as all the paraphernalia, clothes and accessories that make it a way of life more than a hobby. It took us three wonderful months to complete, and we did it under the influence of Megadeth. Working directly on the metal without sketches or templates, it was child’s play. These were times of innocence and illusion. Little or nothing existed outside of the transformation of the American bikes, and we moved with the impetus and courage of those adventurers who tread unknown ground. The bike itself, a crossbreed between a mini dragster and a tetanus shot, marked its teeth, and without our even noticing it, set the ideological and stylistic path of the brand.

When remembering these years, I still reminisce on the clarity of thought that guided us in the beginning. We were a holy tribe under a divine mission. There were no doubts, just forward motion. We learned that as you mature an idea, the original fundamentalism vanishes, and you inevitably walk into a sea of uncertainty. The Orwellian idea around the residence of fortress in ignorance would become stronger every day.


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Baula

With practice and time, we began to understand that every revolution takes its toll. The hater phenomenon took off. In the meantime, in our studio, imagination was empowered, and along came Baula. Almost 20 months of hitting blind spots paid off. By that time, we had discovered that coincidence does not exist and is nothing more than the result of preparation meeting opportunity. For the first time, these neophytes from the far Spanish West had managed to give life to an inert piece of iron in their garage. It was our Prometheus!

In Baula, there is no definitive line. The chaos is total, although the cohesion of its ensemble gives off a celestial harmony. The great turtle is as extreme as it is useful, and it excites tenderness and delicacy in the attentive observer. Of course, this endearing two-wheeled creature awoke the wrath and fury of the guardians of motorcycling chastity, or whatever the fuck we might want to call the hordes of uneducated and intransigent people that populate the bike world. For the first time, we had broken a taboo, or secret rule, with our longing for real communication, and tested the fire of the angry public. Stupefied, we took some time to recover, but we knew there was no turning back.


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Petardo

The next irreversible step toward our revolution was in 2012 with the construction of Petardo. ESMC’s 10th bike, it reflected our vision at this stage: Destroy the prevailing trend that dictated a minimalist approach to electronics and other components in a custom motorcycle. We believed that hiding all of the necessary equipment that makes a motorcycle fast is a cowardish, hideous, pointless job—all organs such as the gas tank, switches, pumps, coils, regulator, cables and hoses are on the outside and linked in Dadaist disharmony. We wanted to embrace and empower the veins and arteries that move the body! We approached the instrumentation and lightning equipment in the same way. Lambda sensors that calculate the air/fuel ratio on each cylinder, fuel pressure, oil pressure and temperature, voltmeter, exhaust gas temperature … Petardo is wild, overpowered, over-informed, over-blacked, oversized. In sum, it is EXCESSIVE.


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Imposter

Under the name Impostor and anticipating the reaction of the public for such collaboration with corporate giant BMW, the next El Solitario creature was destined to reign even if this was in the realms of evil. References covered the studio walls, including stories about old pirates, photos of the wind tunnel and numerous complex metal structures threatening to become true. It is wonderful to work when the idea is clear. Impostor was a path in solitude during which we lost any link to reality. A metal Beast was brewing in our dark garage, oblivious to the controversy it was going to unleash.

We had created an icon for good or bad, and the hangover was immediate.


Big Bad Wolf

Almost two years had passed since the Impostor phenomenon, and the desire to get involved in a new exercise with the face of a beast had returned. Under the acronym BBW (Big Bad Wolf), we started the transformation of an XJR1300. Its immense four cylinders made our jaws creak and didn’t give us a clue. It was not easy, and after months of frustration, the monster bike asked us the right question: What do we fear most? This would be the key to the development of BBW. Power and technology were the answer. Embracing the Achilles heel of this company turned out to be more rewarding than we thought. Hiring Mauro Abbadini of Classic Co. as technical director of the project turned out to be providential. We wanted a motorcycle that would win races. Mauro’s experience ensured the viability of the project and fulfilled our wildest dreams. BBW was presented at the famous Glemseck races in Leonberg, Germany, and returned with the trophy and a big grin.


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Desert Wolves

At El Sol, we have an authority problem, and we can’t deny it—the intensification of controls and idiot laws concerning the use and modification of motorcycles have made us desire to be turned on by football or table tennis. Unfortunately, we breathe and love motorcycles, and so turning toward off-road felt good. Freedom and self-reliance instead of traffic lights and parking laws. Deal!

Our friend Paul D’Orleans, after encountering the Desert Wolves, defined it as Gesamtkunstwerk, and after we became familiar with the term, we think he nailed it. Gesamtkunstwerk, translated as “a total work of art,” was a term used by some architectural writers to signify circumstances where an architect was responsible for the design and/or overseeing of a building’s totality: shell, accessories, furnishings and landscape. In a world like this, the quality of your final output will be that of the worst of your components. 

Grenade

Featuring Dax Bennick

A Film by Open Fire Media + Visual SZN


Production Company: Open Fire Media + Visual SZN

Director: Parker Foster

DP: Levi Arnold

Aerial + Chase Unit: Ascending Works

Black Arm Op: Keaton Bowlby

1st AC: Zach Youngberg

Grip: Zach Bishop

Editing: Levi Arnold + Parker Foster

Sound Design + Grade: Open Fire Media

Camera System: RED Gemini + Scarlet-W

Glass: KOWA Anamorphics from LensWorks

Chase Unit: Black Arm + MoVI Pro

Aerial Unit: Inspire 2

Score: Wild Hearts Can't Be Broken

The King Killer

A Custom Indian Springfield by Carey Hart


Former freestyle motocross legend, turned custom bike builder, Carey Hart got his hands on a 2018 Indian Springfield and created a custom bike that can flash on the road and on the track –The King Killer Indian Motorcycle. Hart brought together a team of professionals and friends to reimagine a modern Indian motorcycle back to its original race track roots. 

Built for the One Moto Show in Portland, Hart’s team emphasized the simplistic feel of the old school race bikes. Sporting classic red, white and black race colors and a sleek, slimmed down trim, the King Killer took home the Red, White & Blue award for “Best American Build.” 

The Armega

Unparalleled Dominance for the Modern Racer

A groundbreaking new goggle by 100%


The ARMEGA offers unparalleled dominance for the modern racer: bringing ULTRA HD lens clarity to motocross.  Experience definition and subtlety never before viewed through the lens of a goggle.  Add to that our proprietary HiPER contrast-enhancing lens technology and you’ll feel the depth of terrain as you’re commanding past it.

This premium technology is injection-molded into a shatterproof lens that boasts an enhanced field of vision and impact protection.  The 6-point locking-tab integration secures the lens and works in unison with a quick-change system enabling you to switch between lenses with a couple of simple clicks.

A bonded, dual-injected frame incorporates a next generation sweat management system that collects sweat as your ride intensifies and forces it away from the lens and out of the goggle through an integrated channel in the frame.  Force air intakes in the frame promote increased airflow to ensure fog-free vision, despite heated efforts overcoming sub-par competition.

Want a goggle designed to give it 100% deep in the battlegrounds of motocross? Look no further than the ARMEGA

ULTRA HD

Our signature 100% ULTRA HD lenses are the result of decades of passion, design, craftsmanship and research.  Through extensive development and testing, we’ve engineered category defining technology bringing unmatched optical clarity to motocross.

As the lens of choice for the worlds best racers, ULTRA HD integrates with a shatterproof and impact resistant polycarbonate material molded specifically for zero optical distortion.  The result is a lens that’s engineered to maximize protection while maintaining the clearest, most accurate vision on the track.

ULTRA HD.  The next revolution in motocross vision technology.

HiPER Lens

It’s simple. Humans see three primary colors – Red, Green and Blue.

Human vision begins to distort where these three colors overlap.                

100% HiPER Lenses proprietarily filter out these crossovers, resulting in greater contrast and even more vibrant colors.

By ramping up contrast, riders experience depth-defining vision with unmatched perception to feel every detail of terrain before commanding past it.

Features

  • Category defining ULTRA HD lens provides unmatched optical clarity

  • Quick-release system offers simple lens changing capability 

  • 6-point locking tabs integrate with quick-change system maximizing lens retention 

  • Injection-molded 2mm impact-rated, shatter-resistant lens 

  • Bonded, dual-injection frame construction maximizes strength and durability

  • Force air intake ports increase circulation and maximize humidity evacuation

  • Contouring compression seal technology to keep goggles in place

  • Next generation sweat collection management and drainage system

  • Perforated triple-layer face foam manages sweat and increases ventilation

  • Ultra-wide 48mm strap with thick silicon bead for maximum grip

  • Removable nose guard for extra deflection against roost and debris

Tom DeLonge

The Suburban Kid Who Traveled to the Stars

Words by Maggie Gulasey | Photos by Jeff Stockwell


Tom DeLonge is best known as the guitarist and vocalist in the legendary band Blink-182. For nearly 20 years, he wrote popular Blink songs while amusing the fans and disturbing parents with his often X-rated stage antics.  Never one to settle and always seeking the next creative challenge, he formed more experimental bands like Boxcar Racer and eventually his present-day art project, Angels & Airwaves.

It is obvious DeLonge is a talented musician, but less visible is his long history as a successful entrepreneur. He has founded several companies, including his current and most extraordinary undertaking, To The Stars Academy of Arts & Science, an aerospace company with a multi-faceted entertainment division. 

Building his company and playing in a band have offered no shortage of stress. To combat the daily pressures, DeLonge has found riding his motorcycle provides the perfect therapeutic escape. His enthusiasm for the two wheels has translated into a hobby that is both functional and enjoyable, and grants a temporary escape from his busy life. 

At this point in DeLonge’s life, it is hard to keep track of everything he has going on. It would seem as though everything he has done up to now has been preparing him for his most recent ventures. To anyone else, his ambitions may seem crazy and far-fetched. But to DeLonge, he is just a kid from the suburbs who dreamed of going to the stars.

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“When I started Angels & Airwaves, I was thinking about creating an art project, not just a band.”

“The idea of coming out of Blink-182 was insurmountable. There was no way in my mind that I was going to be able to create another rock band that could ever compete or be anything close to what Blink was. Blink was such a cultural phenomenon, and I didn’t want to try and repeat that.”

As the formation of Angels & Airwaves was in its early stages, DeLonge started noticing where the art and music industries were going. As a result, he created Modlife, a business that would benefit the artists and fans alike. At a time when file-sharing companies like Napster were popular, Modlife created new revenue streams for artists such as Pearl Jam, The White Stripes, Nine Inch Nails, and Kanye West. 

It was through this experience that DeLonge gained a comprehensive understanding of how to monetize music and applied those lessons to his new band—and eventually his aerospace company.

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“With Angels & Airwaves, I thought it was great because, if you look where music is going and understand the economics, it was not just about music; it was more about transmedia. Unlike multimedia, transmedia is more one theme across different types of media, but they all work together; they’re all saying the same thing. 

“For Angels & Airwaves, it was, how do we take a theme about the human race and communicate those in a motion picture and on an album and in a book? It became an art project. The band was simply one branch of the tree.”

While utilizing music, film and literature for his creative endeavors, it was—and still is—important to DeLonge that they all effectively communicate his ultimate objective: to have a positive impact on the world.

“It is super-important to stay true to the message and the ethos of what Angels & Airwaves was doing. I remember when I left Blink, we were always like, ‘Fuck you, fuck you, rebellious this, we’re kids that don’t care about anything.’ 

“And then I did Angels & Airwaves, and it was like all of a sudden we are naming records ‘Love’ and writing songs about changing the way you see yourself and changing the way you see the world. 

“Some people thought it was pretentious, and I am sure it was misunderstood, but I knew I was not the first artist to sing about love. I knew that’s where society needed to go. I know that’s who I really am. It was really interesting to me, especially because we got into a lot of stuff with consciousness when we created Angels & Airwaves.”

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Fueled by his passion for music, writing, film and Unidentified Aerial Phenomena (UAP)—combined with his diverse background from prior business efforts—it was only a natural evolution for DeLonge to start his most arduous company to date.

 “It seems like I created Angels & Airwaves as a way to set up building an aerospace company. That would be absurd probably for any other musician, because why would anyone ever want to do something with the amount of work, the amount of resources, and the amount of stress involved? But leave it to me to want to do something that wild. 

“I think we have to stick true to doing all the things we are doing at my aerospace company—to be an extension of what I want to do with the band, which includes how we interact with our environment, with the people around us, our intentions, and how we can come from a place of compassion and love versus ego, and just normal human desire to conquer and become famous or rich or want control. 

“We really wanted to be a band that stood for something more than just hating where we came from, hating politics, and wanting to rebel. This was more like, okay, let’s actually change the world. That’s the goal.”

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In 2017, DeLonge captivated the world when he revealed his latest and most demanding project to date, To The Stars Academy of Arts & Science (TTSAAS).

With science, aerospace and entertainment (To The Stars, Inc.) divisions, TTSAAS was created to explore the outer edges of science and generate meaningful discoveries through its research. 

As president and CEO, DeLonge has teamed up with an impressive roster of accomplished individuals who have worked in or with the Central Intelligence Agency (CIA), Department of Defense (DoD), and the National Aeronautics and Space Administration (NASA), just to name a few. 

No longer working under a veil of secrecy, the team at TTSAAS works with and for the public to promote education, transparency, sustainability and community. Unconstrained by government motivations, this privately owned company believes in responsible public disclosure when it comes to UAP. 

In collaboration with their entertainment division, TTSAAS takes the science and aerospace division’s discoveries and employs them across an array of media to make the controversial topics engaging and easier to digest.   

“The name ‘To The Stars Academy of Arts & Science’ is great because of what it represents. ‘To The Stars’ was chosen because it is aspirational. When you’re looking up and wonder, how far can you go? To the stars! Which star, the nearest star? Or the ones we can’t see? It’s kind of infinite. ‘Arts & Science’ is another way of saying science fiction, and turning science fiction into reality.  

“Having an entertainment division and an aerospace and science division works wonderfully well because, for example, we have a set of stories called Sekret Machines. We take real facts about the UAP, and we are making movies and write books like Sekret Machines based on that. 

“We also take the observed technology from the classified videos and U.S. government documents with the DoD or the CIA, and my co-founder Dr. [Hal] Puthoff then works his way back into the physics of how the UAPs are operating. 

“Now we can start dabbling in and building that stuff and make science fiction become a reality. It is bringing about a technology that can transform mankind, and then continuing to study the phenomena that has been interacting with mankind for millennia.”

Depending on the person receiving the information, the topic of UAPs can be met with a gigantic eye-roll, absolute fear, or an enthusiastic hunger to learn more. In any case, to the believers and skeptics alike, the subject matter is notoriously saturated with disinformation and falsified videos. Standing out as an authentic source can be a difficult task.

To combat this, TTSAAS strives to work with information that has been verified under the scrutiny of science. Ideally, only substantiated data is disclosed to the public.  

“My partner Jim Semivan, from the CIA and one of the co-founders of the company, says we are only going to stick to real, certified, verifiable science. Just real stuff.

“That’s why the declassified videos that TTSAAS brought out were so important. We know who the pilots are, the systems that captured it, and the type of plane that they were flying. It is completely verifiable, which goes a lot further when you stick to things that there is no argument about. I didn’t think there was going to be a lot of that stuff out there, but there really is. 

“We have already provided evidence that the UAP is real. That’s part of what we did when we released the declassified videos and when one of our partners, Lou Elizondo, came out about the Pentagon’s Advanced Aerospace Threat Identification Program [AATIP] last year.”

Elizondo’s secret program was first made public in December of 2017. With over $22 million dollars in government funding, the AATIP studied UAP from 2007 until 2012, when the program was officially dissolved. It was Elizondo who was responsible for releasing the compelling video footage of a United States fighter jet capturing a UAP performing incomprehensible maneuvers. 

Though the footage captures a UAP, the unidentified aspect of it means that it has not been verified as extraterrestrial. It could very well be something manufactured by humans, as its origin is still unknown. 

“We have already brought the evidence forth, and there is more that’s coming. There’s some big stuff that we have planned that’s really going to take this conversation straight into everybody’s living room. How will people react to it, and how will they absorb it, and how are they going to deal with it?” 

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So, how does a person go from playing punk music in front of thousands of people for decades to speaking in top-secret facilities with high-ranking government officials? two seem to be on different ends of the spectrum, DeLonge explains that he has been groomed for this his entire career. 

“When I started To The Stars Academy of Arts & Science, I was literally just a musician.”

“A lot of people ask me how I go from performing on stage to speaking with people from the CIA, the DoD, or the world’s biggest aerospace companies. It is crazy. But the thing that really prepared me was I already felt like anything was possible. 

“When Blink exploded, to being a part of that ride, you’re already thinking that anything can happen—because I was living in my parents’ garage. So, when you go from living in the garage to something like that, you kind of already open the door to believing anything is possible. With that experience, I realized that there aren’t barriers on really ambitious, big ideas. 

“The next thing that prepared me was already being an entrepreneur.  I have already been in thousands of meetings with people that knew a lot more than me, that were a lot more professional, and a lot smarter.  I have already embarrassed myself thousands of times when pitching my company and not knowing any of my shit—I had a lot of failures, but through those experiences, I learned how to hold myself. 

“The third thing I learned that helped prepare me was that you absolutely must execute what you say you are going to do. If you say you are going to do something, don’t let months pass, and don’t forget about it. You follow up when you say you’re going to follow up, and you show them progress, listen and take their advice when necessary. 

“Those types of things are what helped me earn the trust of people and then eventually create a giant mechanism to do something that has never been done. To this day I remain very much out of my league. 

“More than anything, though, my team, they’re the guys that really do that stuff. They’re the ones that their whole lives and careers have been in those kinds of environments, so I really lean on them to do most of the heavy lifting.”

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Taking a hard look at DeLonge’s resume, it would be tough to challenge his credibility as an entrepreneur. As the founder of several successful bands and businesses throughout his life, it’s obvious he does not lack motivation or the desire to challenge himself. 

But as a public figure, it can be easy to pigeonhole him. Absorbing only superficial snapshots of his life, it would be no stretch (and not completely inaccurate) to stereotype him as merely a punk musician who tells raunchy jokes and chases aliens like a crazy person.

Digging beneath the surface, however, it becomes apparent that DeLonge and his team are anything but crazy. Doing their best to utilize substantial evidence and apply a scientific approach to their work, it seems as though TTSAAS could generate significant research. But that does not mean it won’t be an uphill battle for people to take DeLonge seriously. 

“I do get all these headlines that I am ‘chasing aliens’ or left my band to chase Unidentified Flying Objects or has a tinfoil hat on my head and I’m crazy. I look at those comments and think, if you only knew what I knew, if you’d only been in the meetings I have been in, if you’d only had the discussions that I’ve had, if you’d only seen the shit that I have seen. Not only would those comments stop, but their hair would turn white, and they would lose sleep the way I have lost sleep. 

“That’s not something you can just tell everybody. Most people go, ‘We want to hear those songs where you ran around naked and told dick jokes.’ That’s still a big part of me; it really is. My humor, friends, and the music that I like hasn’t changed—I still listen to punk rock almost daily. 

“But as far as what I need to do for the planet and what I feel like I have been chosen to do, I have to see it through.”

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Starting an aerospace company, recording music with Angels & Airwaves, writing novels, producing and directing films, and so much more, is a large undertaking for just one company.

To say a lot rides on DeLonge’s shoulders is an understatement.

“There is a lot of pressure. We are kind of like five entertainment companies in one—the way Disney is, but we are tiny. Then on top of that, we are building technology that is extremely revolutionary and difficult and takes years to bring to fruition. So, yeah, there is pressure.  It is super-ambitious, ridiculously difficult, but so insanely rewarding.”

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In order to combat the considerable amount of pressure, DeLonge has found something functional and fun to ease the daily stressors. Reminiscent of an obsession that began in his childhood, his newfound passion takes him away (literally and metaphorically) from the daily burdens. 

“You know, I had a really difficult year. A lot of things came into my life this past year, like starting a company, and it has been really stressful. When I got into riding bikes in a big way this past year and half or so—I toyed with it in my 20s—with everything going on, it reminded me of when I was a kid in a broken family; my parents hated each other, and I hated my parents. 

“I had just started Blink as a punk rock band, and skateboarding was my life. Every time I got on the skateboard, I felt the vibration of the street through the board, and I felt the wind, and I felt the motion. The faster I went, the farther away from home I got, with everything disappearing behind me. 

“The motorcycle is the first thing that reminds me of learning how to skateboard. It is the first thing that reminds me of that freedom, of feeling that motion, of feeling like you’re flying.”


“It has been an absolutely wonderful way for me to get on and go up the coast and get away from some of the things that I am dealing with. 

“I’ve always wanted to get into it in a big way, but I never thought I would like it this much. It’s like anything else that people get into; once you get into it and understand it, then you realize what people have been talking about.” 

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DeLonge has three motorcycles: a Ducati Monster, a BMW R nineT, and a BMW R 1200 GS Adventure. Because the Monster has been at the shop for almost a year, the R nineT and GS Adventure have become his main bikes. 

“While the Ducati was away, I was pissed because I really wanted a bike. So, I went and I bought the BMW R nineT. I got a limited-edition one; it’s got the big 21 number on there, representing when BMW first started making motorcycles in 1921. 

“It has all these intricately carved aluminum and titanium pieces. We changed the seat, exhaust, headers, and the wheels. I mean the whole thing looks steampunk. It’s funny; I wanted to make it much more industrial looking, and now it’s so shiny and showy. I was like, whoa, I didn’t really plan that part out. I thought it was going to look a little rougher around the edges. 

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“The R nineT is the most incredible thing, and I ride it every day around town. That’s what I ride to work and what I ride up and down the coast highway and along the ocean. It’s just my everyday bike. 

“But I noticed that the traffic has been getting so bad to get to Los Angeles. We are only a couple of hours from there, but it can take five hours sometimes! It can be ridiculous, so I needed a bike that was safer, bigger and more comfortable for the trip.

“So, I bought the huge R1200 GS Adventure. I remember at the time I had a Ford Raptor, this big, off-road truck, and this was the same thing as the Raptor, but as a bike. 

“It can go anywhere and do anything. You can pack it up for long trips; you can ride it up to Alaska if you want. It doesn’t matter if you have to go over a mountain and through a river or all along dirt roads, this bike can do anything. 

“It’s just as comfortable on the freeway with cruise control and heated grips as it is riding off-road. I got the GS for those trips, and it now keeps my commute to LA around 90 minutes both ways, just cutting through traffic and splitting lanes. 

“Until I get my Ducati back, my two bikes are the R nineT and GS Adventure. I really want to buy a bunch of R nineTs right now. That’s really what I want. I do like all of the Triumphs and Nortons and all that—they’re so stylish—but something about these BMWs and the way they do the boxer engine just looks cool. I am kind of into German engineering. They’re mad scientists over there.”

Motorcycles are a well-deserved reprieve from the slew of never-ending projects he takes on. Though it can be overwhelming at times, DeLonge would not have it any other way. 

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“Outside of having my family, the only two giant things I have cared about were music and the Unidentified Aerial Phenomena. Music was the dream, and the Unidentified Aerial Phenomena was this unattainable, fascinating hobby of mine. But the fact that I am playing such a big part in both is like, oh my god, how did that happen? 

“I can say at this point in my life, TTSAAS is tremendously more satisfying than being in a band. But that’s only because I have been in a band for so long. Being in a band is the best job in the world, but you are still playing the same 15 songs every night, and you’re still exhausted waking up in a parking lot, and you’re still waiting around for 24 hours of the day to have one hour of a lot of adrenaline.

“Things become very monotonous for me. But this kind of a company at this stage in my life is a blend of all the things I love: producing films, directing films, writing novels, working in aerospace, working in science, working with the government, and still playing music. 

“Angels & Airwaves is recording right now. We have big plans for that band next year. So, I still get to do all the things I love, but I have broken into other areas that really keep me satisfied at this point in my life.

“If you look at what I’ve done and who I am, I honestly feel like I have been molded to do this. That doesn’t mean it’s not the hardest thing I’ve ever done in my life. It feels harder than breaking a giant rock band. I just know that I am supposed to be here.

“I just know it with every ounce of my being that I am doing exactly what I was meant to do.”