The Wheeler Dairy Killings

Legend of the Capra Monster

Words by Chris Nelson | Illustrations by Dylan Fowler


Directed by Ben Giese & Chris Nelson | Cinematography by David Chang & Daniel Fickle | Edit by Daniel Fickle

 

The boy searched his father’s eyes for a familiar anything but found nothing, and he strained to remember the eyes he had seen and known that same morning, but he remembered nothing. The man sat in an unblinking daze as his eyes followed the cold bottle of beer spinning on the lazy Susan, set just off-center and sweating in the summer midnight, and as the dad reached for the bottle, the boy studied the scars on his father’s hands. The boy remembered the stories that his dad had told about how he had gotten them, and he realized those were probably lies, too. 

The next morning the police would pull the bodies of his three friends from the mangled wreckage of Pete Norman’s Mustang, and they’d say it was a drunk-driving crash, and no one would question it as the truth. The town would weep at candlelit vigils, and the local newspapers would publish tragic stories about the teenage lives lost too young, but the boy would know the truth: His best friend and the girl he loved were torn to pieces by a campfire ghost story, and he lied because he was told to do so.

The boy caught his reflection in the kitchen window but didn’t recognize himself, with two black eyes, a broken nose, and a blood-soaked bandage wrapped around his neck. The sight turned his stomach to knots, and when he closed his eyes, he saw her and the flayed skin on her bloody face, and he saw the eerily human eyes of the godless creature that had killed her.

 
 
 

The boy started to cry, and his father slammed his beer bottle against the table and stood up, and then he stumbled into the living room, clicked on the television, and spun the top from a crystal whiskey bottle. The boy trembled as he asked, “What are you going to tell Mom?” and his father sighed, turned off the television, and walked back into the kitchen. The man took a long, slow pull of whiskey before he crouched down next to his boy, who cowered as his father tried to caress his face. The man spoke in softly slurred whispers:

“Don’t worry about your mom, because she knows nothing about it, and she never will. All these years I lied to her because it was my duty to my country, and you’ll lie to her because it’s your duty, too. I was a kid like you when this all started, and I was naïve and didn’t know what I was getting myself into, and I regret so much, and I committed evils that cannot be forgiven, but I never had a choice, and now neither do you. What you saw can’t be unseen, and you shouldn’t be alive, but you are because I love you, and I would give anything for you. 

“If you don’t trust me, I understand that, but listen to what I’m saying and know it’s the truth. My son, I so badly wish none of this had happened, and that you had gone with your mother and sister and me to the lake, and we had watched the fireworks like we always do. Your mother and your sister will be home soon, and we’ll tell them the stories we have to, and they’ll tell you how much they love you. I promise that they’d thank you for doing what you’re doing, but you can never say anything to them or anyone else, Billy. Everything will be OK, I swear it to you, but you can never say anything about what happened tonight. Do you understand me, son?”

It was July 4, 1992, but the morning hadn’t started like every other Fourth of July morning before it, because 18-year-old Billy Wick stayed home from the annual family trip to Lake Pueblo so he could ride dirt bikes with his best friend Kyle Morgan, who was moving away from their small mountain town in Colorado to start summer school classes at Brown University. When Billy asked his dad for permission to stay back, the old man smiled and said, “Your mother will shit a brick, but if you promise that you won’t have a party at the house or go looking for trouble, we’re good.”

Billy’s friends always said how lucky he was to have a dad like his, and Billy knew it. Every morning Billy’s dad rode to the military base on a Panhead chopper that he built when he was about Billy’s age and had returned home from Vietnam, and every night when he came home he danced with Billy’s mom in the kitchen as she finished cooking dinner. His dad had dozens of tattoos, all faded beyond recognition, and he wore his long, brown hair in a tight bun on the back of his head and refused to cut it, no matter what his superior officers said.

Billy loved and admired his dad more than anyone, because his dad was the smartest, funniest, most caring human he had ever met, and he was nothing like the other military dads that Billy knew. He taught Billy how to ride motorcycles, do yoga, and shoot guns, and once a week he read to Billy and his little sister from any book they chose, from speeches by Malcolm X to step-by-step instructions from a Clymer manual.

Billy stood in the driveway and waved goodbye to his family as the Wicks’ Buick Roadmaster backed into the street, and Billy’s dad rolled down his window and hollered, “Be good!” When the wagon disappeared from view, Billy ran back inside, pulled on his riding boots, and stole four bottles of beer from the fridge, and he wrapped them in a T-shirt and shoved them into his backpack along with a water bottle full of fuel, some fireworks, and a small bag of crab weed that he’d found on the floor at Pete Norman’s graduation party.  

Billy opened the garage door and threw a leg over his Yamaha DT-1, and then a brand-new, 5.0-liter Mustang convertible—white over cream with a white top, exactly like the one from Vanilla Ice’s music video—stopped at the foot of his driveway. Pete Norman revved the piss out of the V-8 and turned his bleached-blond head toward Billy and said, “Don’t you know motorcycles are for douchebags?” The car was a graduation gift from Pete Norman’s dad, who owned a local Ford dealership, and there were still flecks of paint on the windshield where his parents had written, “Congratulations, Class of ’92!” 

Billy hated Pete, and the car didn’t much impress him, either, but it bothered Billy greatly that both Pete and the car seemed to impress Caitlin Newman, the perfect girl next door who had moved in six years ago and spent every day with Billy and Kyle until high school started; she snared the attention of the senior boys, and it changed everything. Billy always wanted Caitlin, but the only interest she ever showed in Billy was when she kissed him at Pete’s graduation party, but the morning after she woke up next to Pete, and the two had been inseparable since. “Why aren’t you on your way to the lake?” Caitlin asked as she opened the passenger door. Billy dropped his weight onto the Yamaha’s kickstarter and said, “I’m going to be late to see Kyle,” and tore off across the Newmans’ front lawn.

When Billy arrived at the trailhead, Kyle was sitting next to his bike, smoking a cigarette and writing in his pocket notebook, blissfully unaware of how long he’d been waiting. He was overjoyed to see his friend, and even more so when Billy proudly showed off the beers that he had stolen, and Kyle suggested that they toast to their ride, so they did and chugged two beers.

In a haze of blue smoke, the boys rode wild and free along the only trails that either of them had ever known. They raced at full throttle through the trees and skinny-dipped in the creek, and they battled with bottle rockets and roman candles, and in the shadow of the other they rode deeper into the prairielands.

They stopped when they reached the rusty, overgrown school buses parked at the far edge of the old Wheeler Dairy, because their fuel tanks were dry, and a few miles down the road there was a gas station. They stripped off their sweat-heavy gear and sat in the grass, and they cracked their warm beers and watched the colors of evening burn orange. Kyle looked across the pasture at the dairy and said, “How the hell can anyone believe a killer military monster lives in that shithole?” and Billy laughed.

He remembered when his dad first told him about the Capra Man, an eight-foot-tall, half-man, half-goat hybrid that lived beneath the dairy. Billy was nine years old when he woke up in bed and saw his old man standing over him, swaying like a buoy in the swell. His dad pulled back the sheets and said to get up and join him in the garage, and the boy sat on his father’s workbench while his father paced from wall to wall and told his son about Adam Ryans, who in 1923 bought the dairy and spent millions of dollars in renovations, but only three years later he went belly up after his prize bull was found dead with a knot of barbed wire in its stomach.

A few years later, Ryans had mysteriously died during a trip overseas, and rumors spread that he was a secret agent for the Office of Strategic Services, which became the Central Intelligence Agency, and that beneath the Wheeler Dairy he had built a secret laboratory where he was creating super soldiers by splicing animal genomes into human DNA. He said the experiment went awry, and Ryans destroyed three of the four super soldiers that he had created, but the last humanoid escaped.

After that night, Billy always knew when his father had had too much to drink, because he spouted off other sci-fi theories about the dairy, like that there were teleportation devices hidden under the milking machines, or there were state-of-the-art workshops building highly classified, covert spy planes, or that there were snipers in the hills who shot rock salt at trespassers. Billy indulged his father’s occasional binge drinking and his vibrant paranoia, but Billy knew the Capra Man wasn’t real, because the summer before high school he had snuck into the dairy’s two-story milk house with Caitlin and Kyle, and they saw no military men or mad scientists or monsters.

A twig snapped in the trees behind Billy and Kyle, and then the bushes rustled and something growled deep and low and fierce. The boys jumped to their feet, and Kyle held his bottle by the neck and shattered the bottom half against one of the buses just as Caitlin poked her head out from the brush and said, “Boo!” She laughed hysterically until Pete walked up behind her and kissed her on the neck and ran his fingers up her skirt. She stopped laughing and pushed his hand away, and asked if the boys had more beers, because Pete only had vodka.

The boys said they didn’t, but she told them to stay anyway, despite Pete’s protests, and when they finished their beers and the half-empty bottle of vodka, Caitlin pouted and whined for more booze. Billy reached into his backpack to grab his baggie of weed, but before he could Pete took out a blunt, lit it, and passed it to Caitlin. She closed her eyes as she filled her lungs with smoke, and Billy stared at her milky legs and her plump red lips, and as she exhaled and slowly opened her eyes, she looked at Billy, and then past him to the dairy, and she said, “Let’s go visit that monster.” 

Kyle groaned and protested and suggested that they go back to Billy’s to drink more of his dad’s beer, but before he finished Caitlin had hopped up and pranced across the emerald field toward the milk house, the studs on her leather jacket reflecting golden in the last minutes of daylight. A few seconds later, Pete sprinted across the grass like a bull in heat, and he grabbed Caitlin just as she reached the door, and she squealed in delight as the two of them disappeared inside. Billy stood up and took a step, but Kyle grabbed his hand and said, “I’m not sure who Caitlin is when she’s with Pete, but the fact is she’s with Pete, so let it go, and let’s go home.”

Billy wanted to listen to his friend, but he was terrified what Caitlin might think of him if he didn’t follow, so he shook off Kyle and hugged the tree line toward the dairy, and Kyle sighed and followed. As Billy pulled open the big metal door, Kyle joked, “If this really is a secret military base, they shouldn’t leave the back door unlocked.”

The failing light cast long, dark shadows across the white tile floors and the water-stained walls of the two-story milk house. It was a big building, five rooms deep with a huge tile staircase that connected the main room to the upstairs. It was unkempt and decaying, with crushed beer cans scattered about the rooms and poorly spray-painted pentagrams and sulfur crosses scrawled across the windows and plaster. In a few of the upstairs rooms the floors had rotted away completely, and in the far corner of the back room there was a gaping hole in the floor, where other kids swore they had seen the monster, but there was nothing.

Caitlin and Pete were laughing in an upstairs room. Kyle sat himself on a ledge, lit a cigarette, and took out his notebook, and Billy started up the staircase, and when he reached the landing, he pretended not to hear her moans. He tiptoed through the hallway and peeked inside rooms until he saw Pete’s pale white ass, and Caitlin bent over with her hands pressed against the wall.

Billy felt sick. He wanted to turn and leave, but his feet wouldn’t move. He wanted to scream, to stop them, but instead he leaned against the wall and said nothing, adrift in his imagination as he listened to her hurried breaths and the slaps of skin. A minute later Pete let out a long, slow groan, and Caitlin laughed, “Oh, it’s OK, premature Petey.”

Pete turned bright red and punched the wall behind Caitlin, and he fumbled to pull up his pants as he raged out of the room. Billy quickly ducked into the adjacent room as Pete stormed by and stamped down the staircase, muttering obscenities and kicking empty beer cans as he disappeared into the back of the milk house. Kyle yelled up, “Can we please leave now?”

Billy peeked out of his room as Caitlin walked out of hers, and as she adjusted her skirt, she smirked and said, “Maybe you should’ve joined us and finished what you started when you kissed me at Pete’s party.” Billy stammered to apologize, ashamed of himself and embarrassed, but when he opened his mouth, he said, “You’re the one who came on to me, Caitlin.”

She giggled and cocked her head to the side, and said, “Is that how it happened?” She slowly started toward Billy, and she put one hand against the boy’s chest and ran her other hand through his hair, and she said, “I saw into your heart, Billy, and for so long I hoped you’d grow a pair and tell me what you felt, or make a move, but you didn’t, so I did, and guess what? You were still too scared to do anything about it, because you’re a scared little boy, lusting after me like all of the other scared little boys, and none of you know how you feel, and none of you actually care about me.”

Billy felt broken. He wanted to show Caitlin that he really cared for her and prove to her that he wasn’t a scared little boy, so he gripped her by the shoulders and kissed her on the lips, and Caitlin kissed him back and pulled him in tighter. Billy turned savage for her love and kissed wildly, and he tasted the salt of her sweat and felt her breasts pressed against his fast-beating heart, and he didn’t hear the footsteps rushing up the staircase.

Pete cinched Billy around the throat and pulled him off Caitlin, and then he punched Billy between the eyes, and when Billy dropped to the floor, Pete kicked him in the ribs, over and over again. Caitlin screamed for Pete to stop, and when she dug her long nails into his thick neck, he swung around and backhanded her, and she collapsed on the floor. Pete raised a foot to stomp down on Billy’s throat, but before he could, Kyle ran down the hallway and shoved Pete, who stumbled backwards and tripped over a door jam and fell into a room where the floor had rotted away. Pete dropped almost 20 feet and hit the white tile floor with a sharp, wet smack, and his blood quickly spread through the grout.

An uncomfortable dark settled inside the milk house as Kyle sprinted toward the staircase and yelled, “Get the fuck up, Billy, we need to help him!” Billy sat up slowly, and when he looked over at Caitlin, she was sobbing uncontrollably with her legs tucked against her chest, and her head hid between her knees. Billy crawled over to her and put his hand on hers, and when she looked at him, he saw the huge red handprint painted across her perfect, blotchy face.

Then Kyle screamed, and when Caitlin and Billy looked over the edge of the rotted floor they saw him standing at the foot of the staircase, and they saw a long, bloody drag mark that trailed across the tile to a corner of the room, and there sat a giant, spindly creature with coarse black hair, and in its yellow claws it cradled Pete’s lifeless body. In that moment Billy realized that the stories his dad told were true, and the Capra Monster was real.

It sat hunched forward with its shoulders slouched low and held Pete like a doll. It had long bone horns that curled and twisted up like ivy, and a head the size of a horse’s, with a long, thin, wrinkled snout covered in scars. Its hooved legs were as long and as bony as its arms, and it had the barrel chest of an ape and the eyes of a tortured man.

“We need help!” Kyle yelled as he sprinted toward the front door. The Capra Man let out a horrible howl and stood tall and terrifying, and it reached out and grabbed Kyle. The creature whipped the boy against the metal door, and then slammed his limp body against the floor, and then the monster fell quiet and stood above the body, frozen until Caitlin screamed. When the monster saw Billy and Caitlin, it thrashed and wailed, and then it picked up the boys’ bodies, put one under each arm, and ran toward the back of the milk house and disappeared into the hole in the floor.

Caitlin covered her mouth with her hands, and tears ran over her white knuckles, and Billy was drowning in fear, too, but he knew he needed to get help if he wanted to save his best friend.

Billy tugged on Caitlin’s arm and tried to stand her up, but she yelped and pulled away from him. Billy bent over and looked her dead in the eye and said, “I can get us out of this,” and he laced his fingers with her, and he pulled her to her feet.

They tiptoed through the hallway and stopped after each step down the staircase, listening for the Capra Man, but they heard nothing. They moved deliberately and quickly, and as they set foot on the first floor Billy felt a twinge of hope, but then Caitlin ran for the door. As she grabbed the handle and pulled it open, a deafening wail boomed through the walls, and the monster came bursting out from the black, and pounced through the rooms of the milk house and grabbed the girl. For a moment it held her softly and studied her sweetly, but then it shrieked and dropped Caitlin to the ground and began clawing at her body like a dog digging a hole in dirt.

Her fingernails scraped against the tiles as she tried to escape, and she screamed for Billy to help, but the boy didn’t move, because the sight of her terrified him: the gashes across her chest, the skin hanging from her arms, the eye ripped from its socket. She screamed at him again, and he cried out, “I’m sorry,” and he ran through the front door.

He ran across the overgrown field, and he ran past the buses and jumped on his motorcycle, and as he did, he felt a sharp pain in his neck. He fell into the grass, and he heard heavy footsteps running toward him, and voices, and then everything went dark. 

When the boy opened his eyes he thought he glimpsed her, alive and unmarred, but then the small concrete room he was in started spinning, and he retched and nearly fell off the side of his cot, but his father was there to catch him. The old man took deep, fast breaths and shook his son to attention, and he told the boy they only had a few minutes to themselves, and that his son needed to listen well if he wanted to leave that place alive.

He told Billy that he had been shot with a tranquilizer dart, and the creature he saw was the Capra Man, and the Wheeler Dairy was a top-secret underground military base, and the Capra Man was an experimental super soldier who had escaped after World War II but was recaptured in the late ’80s, and the military had held him in a cell beneath the milk house until tonight, when it broke free and was subsequently shot dead by soldiers.

The father didn’t look at Billy as he told the boy that Caitlin, Pete, and Kyle were gone, and that the people he worked for had intentions of killing Billy because of what he knew. He told Billy that he had worked out a deal for the boy’s life, but it meant Billy had to keep tonight a secret and lie about how his friends had died, and he begged his son to do what they asked.

Billy felt nauseated again, and he squeezed his dad’s hand and said, “I don’t know who you are.” His father looked at him with tear-filled eyes, and then the door to the room opened. A pot-bellied man in dark sunglasses, khaki shorts, and a Hawaiian shirt walked into the room, and when he did, Billy’s father stood up and saluted. “Sir,” he said, and then he dropped his hand and whimpered, “Please, Steve, it’s my boy...”

The man hushed the boy’s father and told him he needed a few minutes alone with Billy. The boy pleaded for his father to stay, but the old man assured him everything would be OK if he listened and answered any questions asked as honestly as he could. The father kissed his son on the forehead and walked out of the room, and a guard shut the door.

The man used his tongue to move a heavily chewed cigar from one corner of his mouth to the other, and then he grabbed a small metal chair from the corner of the room and slowly dragged it across the concrete floor. He grunted as he sat down, and he unbuttoned his shorts and pushed out his gut, and he said, “Son, you are one lucky boy.” 

The man spoke of “national pride” and “civic duty” and “America’s unflinching might and moral fortitude,” and he made clear the lengths to which he would go to protect the country he served. He said Billy and his entire family were dead if he didn’t do exactly as told, and the man told him to listen and listen well, but the boy couldn’t listen, because the boy wanted death, because he knew it was all his fault.

He should have gone to the lake, or gone home when Kyle wanted to, or ignored the shameful curiosity that lured him upstairs, or done anything to save any one of them from horrible deaths, but he didn’t. He ran away, and he was captured by the corrupt bastards who gave birth to an abomination—a living, breathing weapon, the devil stolen from hell —and those men had the power and influence to keep safe their sinister secrets, and one of those men was his father.

The man grabbed Billy by his hair and pulled his head backward and spit tobacco in the boy’s face as he yelled, “You listening, boy?!” and the boy nodded. He wanted to shout in the man’s pig face, because doing so would undoubtedly bring an end to his suffering, but he didn’t, because of his mom and his sister and what these men would do to them.

The man said, “I want you to understand exactly why you’re leaving this place alive tonight, and I want you to know exactly who your father is, because he is risking everything to save your life...he doesn’t know how to not be a hero, I guess. Without him I’m not sure we would’ve won the war in Vietnam.

“I met him as a snot-nosed grunt younger than you are now, hungry to kill for his country, and I turned him into a war god. I thought he was doping when he proposed the Wandering Soul operation, but I watched from the helicopter as whole villages fled from their homes, terrified by the voices speaking in their native tongue, telling the Viet Cong to desert the army to ‘save their souls’...the man is a poet. He knew how to get under that yellow skin, and the psychological combat tactics he developed are still being used by the military today.

“If your dad wasn’t your dad, you’d be dead, but he is your dad, and he’s a dear friend of mine whom I trust, and he is endangering his own life and the lives of your mother and your sister for you, and it will all be for naught if you can’t keep your fucking mouth shut about what happened here tonight. He says you can because you’re a good boy, and you love your country, but I’m not so sure. Is he right about that, Billy?”

The boy didn’t move, so the man slapped him and told him to speak up, and the boy said, “Yes, sir.” The man reached into his pocket and pulled out a crumpled handkerchief to wipe the sweat from his brow, and he said, “Son, tonight you really are the luckiest boy in America.

“This country is the greatest in the world because of our solidarity in moments like this, when we choose to move forward together and keep one another safe. It’s really too bad about your friends, but I promise we’ll take care of them best we can, and it’s a tragedy that the asset broke free from its confinement, but, son, sometimes shit like this happens. Old Capra is usually a big softie, too, but maybe the fireworks spooked him, like they do dogs, and he got upset, broke loose, and raised hell, and now he has himself hid somewhere in the mountains.”

Billy asked, “I thought you shot and killed it?” and the man smiled and said, “You can’t shoot something that doesn’t exist, can you?” and then he knocked on the door and called for a guard. As the man walked out of the room, he turned back to the boy and said, “We’ll keep an eye on you, so make your country proud, son.”

Old Man and the Clay

A Portrait of Jerry Deleo by We Went Fast

Words by Brett Smith | Photos by Spenser Robert 


At seven o’clock on a late September morning, the sun still hasn’t emerged above the ridgeline east of Corona, California but the old man is ready to go. He’s patiently sitting in his office, a 1993 Ford F250 diesel pickup with 269,000 miles on it. The truck is filled with miscellaneous parts and pieces, cups and bottles, articles of clothing and items I can’t identify. The dashboard is cluttered; it holds three pairs of dusty eyeglasses, a flip phone and dozens of keys on different keychains. The man swears he knows what they all go to. I test him.   

“Yeah? What’s this one for?” 

“A 1928 Ford Model A. I just picked it up last week.” I set it back down as if worried about scratching it. The truck has no A/C or clock. Even the wristwatch hanging in the middle of the console is eternally stuck on 6:20. I never bothered to test the radio. 

The old man wears a baggy green polo with gray sweatpants. He’s 85 years old, has watery eyes, a wide, open-mouthed smile and a full head of hair in different shades of gray. As we bump along he habitually reaches over and whacks me on the arm to get my attention. Unassuming, he’s a local celebrity. A regional park bears his family’s name and people routinely call on him for advice, a loan, or to sell him a collectible. At a local grill, the hostess comes outside to personally greet him and holds the door as he gingerly uses a walker to amble across the parking lot. Inside, every server and manager makes it a point to come by and say hello. Friends sit down and continue conversations from the previous day. 

In the supercross world, anybody that is somebody knows him, yet the octogenarian hasn’t been to a race since Jeff Ward retired in 1992. If supercross ever had an unheralded benefactor, it’s this old man. Jerry Deleo holds the curious distinction of owning the land where the factory supercross test tracks have been since the mid-80s and early 90s. There are nine supercross tracks on the approximately 400 acres of land he owns in Corona. Eight of them are within sight of each other.

Jerry Deleo in his mobile office

Testing… 1, 2

Some history on test tracks: at the end of 1983, American Honda leased a chunk of property from Union Oil in Simi Valley, California that became the legendary Hondaland. John Savitski, who was also a builder on the AMA Supercross series, built the team a supercross course there. He also carved out a natural motocross track and riders played in the canyons and used the cliffs for free riding sessions (see the Gary Bailey movie “Pros at Practice and Play”). At the time, a dedicated team supercross test track was unheard of.

“Until Hondaland, we didn’t even ride supercross, said 1983 SX Champion, David Bailey. “We just rode around. Jeff Ward would make a rough track up in the hills in Mission Viejo. Other riders just made stuff wherever.” 

When Roy Turner, Kawasaki’s team manager from 1983-1997, learned about Honda’s new strategy, he knew he had to act or his team was going to be in competitive trouble. “We couldn’t do testing,” he said. “We faked it the best we could.” At the time, upper management and the factory in Japan didn’t understand the need for a private facility but Turner figured out a way to make it happen. He remembers his race budget being $1.5 million in the mid-1980s and he was confident that Honda’s was more than double, approximately $3.5 million. “That’s a shoestring budget compared to what Honda had. It wasn’t easy to get an additional $20,000–40,000.”

Turner had to keep it cheap. He first approached Ken Maely who owned a small ranch south of Corona, uphill from I-15. The “Shoe Man”, Maely invented the steel shoe that every single flat track rider since the early 1950s straps to the bottom of their left boots. He had a dirt track on his property but didn’t have room for Kawasaki. He suggested talking to Deleo whose business was just down the hill from Maely’s home. That tip eventually benefitted every single OEM in the sport. 

A Honda rider floats through the air above the Corona Clay crushing yards

Jerry’s World

Gerald “Jerry” Deleo grew up in the open pit mining business, which he learned from his father, Joe. In the 1950s he went to dentistry school but dropped out. He didn’t like it and he joined the family business, Corona Clay, which started in 1948 and incorporated in 1958. The Deleos have offered various services over the decades but the core has always been dirt, specifically, clay. Jerry also learned the value of real estate from his father and by the 1980s he owned 600 acres and held leases on property where he mined his clay. “I spent all my money on land,” he says. “I always bought land. It’s the only way to do it.”  

In 1973, Deleo bought a 42-acre turkey ranch, which became the new site of Corona Clay’s headquarters. When Turner approached Deleo in the mid-1980s, the two made a deal and Savitski constructed a track just a stone’s throw from Corona Clay’s front door. It was a 2.5-acre plot only 34 miles from Kawasaki’s Irvine race shop and right next to the I-15. 

Near the end of 1988, Jeff Emig put in his first ever supercross laps there and remembers always seeing the old man. “Jerry would always be chewing on a cigar, wearing a hard hat, work clothes and always helping his workers,” said Emig, who won the 1997 supercross title. “He’d come by for some laughs and wish us good luck.” One day in 1989, Jerry’s youngest child, Candice, wandered over to the Kawasaki track. In October 1991, she and Jeff Ward were married. Ward’s Kawasaki teammate Jeff Matiasevich was the best man. 

In the 30 years since Turner built that track the surroundings have changed. There is now an access road between the track and I-15, housing developments continue to spring up nearby and it’s sandwiched between businesses that also lease from Deleo. But green bikes still turn laps there many weekdays between October and early May. “You think about the first Super Bowl of Motocross (1972), it’s funny that it took that long,” Turner said of getting the first test tracks built. “And we kind of winged it, building that first track.” Soon, word spread to the other OEMs about additional Deleo land holdings that might benefit them. Yamaha was the next brand to snap up a track plot. Honda came next. 

According to Dave Arnold, Honda’s team manager for much of the 80s and 90s, they couldn’t fence in their portion of the property at Hondaland because Union Oil had cattle grazing there. In the mid-90s, when an intruder had to be airlifted from one of the tracks, Honda’s legal department shut down the facility and the team called up the Deleo family to join Yamaha, who, by the 1992 racing season, had moved from their first test facility at a public track in Moreno Valley, to a bluff overlooking Corona. On Jerry’s property, Yamaha and Honda had private and fenced-in facilities, separated by an operation yard where Deleo’s employees grind away. Turner views Deleo as a true unsung hero of the sport. 

“He could have done something way more lucrative with that land,” Turner said. “It was leased to us at a really low cost, maybe $5000 a year. He just loved off road racing. He thought it would be fun and cool. Having tracks helped elevate the sport. We could test, riders got better, equipment got better. You can’t test boundaries without having that tool.” 

Today, nearly every major team on the Monster Energy Supercross series maintains at least one track on property owned by Deleo. Recently, a game of musical tracks broke out. In December 2017 Red Bull KTM and Rockstar Husqvarna announced “RD Field” in Murrieta, Calif., a test track right next to the race shop. They kept their Corona lease for a spell but now test in Murrieta full-time. Troy Lee Designs KTM took over the old Red Bull KTM track. The old TLD track is being converted into a training ground for amateur supercross riders and Jeff Ward will be training riders there. Suzuki, which doesn’t have a factory-backed race team in the west, turned the lease on their plot over to Honda. GEICO Honda currently occupies it.

The Deleo family also confirmed that the property where Kawasaki’s test track currently sits will have a building on it in the near future. The Volvo heavy equipment operator next door is expanding. Kawasaki, the very first of Deleo’s tenants, will move to the other side of I-15 in the hills, among the other teams. They’re expected to take over Husqvarna’s former plot. Thirty-five years of gawking from I-15 while Jeff Ward, Jeff Emig, Ricky Carmichael, James Stewart, Ryan Villopoto and Eli Tomac burned supercross laps on their test track will soon end. Team Green will be hidden from public view.

Jerry Deleo greets Erik Kehoe

Professional Playgrounds

Before turning off the main road to head up into the canyons, Jerry taps me and points to a driving range he owns. I learn later that it has become a favorite hangout for riders after a day of testing. The range manager, Roger Forney, said Eli Tomac used to come in four times a week when he was riding for Honda. Forney also said he lost count of the number of times he stopped play on the range so James Stewart could land an incoming or outgoing helicopter. 

The paved road leading up the canyon is wide enough to fit an aircraft carrier but rougher than the Oregon Trail. Jerry swats me on the shoulder and implores that I join him in eating the chocolate covered almonds that are melting together on the bench seat of his truck. It’s not even 10 a.m. and it’s nearly 90 degrees. The road narrows and is flanked by two supercross tracks on the left and an air strip for radio controlled airplanes on the right. The Circle City Flyers of Corona are yet another user group that benefits from Jerry Deleo’s magnanimity.

While model airplanes buzz overhead, Jason Anderson and Jordon Smith burn laps on the KTM test track, which lies alongside a public road; a father and son watch from the fence. As we head toward the yard where the core of Deleo’s business happens, a Yamaha floats in and out of view from atop a ridgeline, like a fish jumping out of water. We drive up above the yard close to where Yamaha keeps their two tracks. Craig, Jerry’s son, is helping a crew fix the water line that feeds Yamaha’s sprinkler system. Behind us is a ledge that overlooks the 35-acre crushing yard where Corona Clay produces its Angel Mix, the material that gets shipped in truckloads to baseball fields all over the west coast. The red colored and curated dirt is $40 a ton (plus freight costs) and most fields require 125 tons of it. The yard is expansive and filled with dozens of pieces of heavy equipment, a few palm trees and a perfect cone-shaped pile of dirt about six stories tall. 

From this cliff I can see Honda’s track tucked into a corner and TLD KTM’s off to the far right. Above Honda’s lot, a sprinkler throws an arc of water. Someone is preparing to ride at Suzuki. It’s here that I realize Jerry has literally moved mountains to create perfectly flat spaces for the tracks that lie within a naturally wavy topography. But moving earth is Jerry’s business. When I ask him about it he tells the story of the thousands of tons of rock he blasted to carve out of the hillside for Honda. 

Chunks of clay like this are gold to Jerry Deleo

It might seem odd that these competitive companies and teams operate on the same property, all within sight of each other (GEICO Honda has a direct view of five different tracks). Logistically, it makes perfect sense. The teams lease the land. Craig Deleo wouldn’t disclose the current lease prices but said they were very reasonable amounts. Teams also pay for water, carry liability insurance and, of course, track building and maintenance costs. “We did look around before the Corona track was built and it was difficult to have a place where the city wasn’t going to eventually move in on us,” said Yamaha Motor Corporation’s Motorsports Racing Division Manager, Keith McCarty. “It needed to be in the middle of nowhere.”

Another upshot for the teams is that the Deleos have shouldered the immense cost of permitting and legal fees over the decades. Originally, they were simply listed as “testing laboratories”. Because of a new piece of legislation in 2002, Deleo was forced to get a new permit. Riverside County has never understood how to classify the tracks and keeping them has made for a bumpy permitting process, especially because city positions turn over routinely. Given the costs of obtaining the permits and working with lawyers, Craig Deleo says it doesn’t really make financial sense to keep the tracks on their property. They do it because they love the sport and its people. 

“Of all the industries we deal with, they are the best,” Craig says. “We never have fights, they’re easy to negotiate with and there isn’t a bad guy in the industry. Well, [Erik] Kehoe is pretty tough,” he said, laughing. “Put that in your article!” 

In Corona, the teams and riders also have a central location that’s a reasonable drive from their shops and homes. Honda’s commute from Torrance is a little more than an hour but Kawasaki is close to 30 minutes. And when riders or team personnel drift to another brand, this part of the routine stays consistent. 

Corona Clay’s property overview

The Track Man

Chugging up a dirt road, I notice k-rail cement barriers that protect vehicles from going over the ledge onto Honda’s track where Vince Friese is riding. At the top of the hill, Jerry drives through the open fence of Suzuki’s track* [see Ed. note] where a thin dark-haired man leans on a shovel. A broad smile forms on the man’s face. Jerry’s truck is instantly recognizable. It never changes and anyone who has ever spent any time around these parts knows both it and the driver. The man with the shovel is Larry Brooks, whose various roles over the past three decades have given him access to all of these tracks. He gives Jerry a warm reception. It’s immediately apparent that they have a history. Josh Hansen emerges from behind the door of a Sprinter van. 

“Jerry!” he says excitedly. We watch from the fence while Brooks mentors an amateur prospect who is preparing for the Monster Energy Cup. Hansen, on a blank RM-Z450, rides with mystifying grace. After the tour, I turn to Jerry and ask him how, at 86 years old, he still finds the motivation to drive around keeping up with his businesses and clients. While he putts around in his pickup, dozens of antique and collectible automobiles yearn for his attention. A stroke in March 2017 slowed (but didn’t stall) him and two of this three children (who have reached middle age) work in the business and seem capable of handling the operations. 

He looks directly at me. “I’m the track man!” he says with enthusiasm.

Red Bull Imagination

Tyler Bereman’s Dream Come True

A three-part series presented by Red Bull


From the mind of Tyler Bereman comes a freeride project like nothing before it — Red Bull Imagination. Equal parts expression and competition, Red Bull Imagination pulls a vision of the ultimate freeride course from Bereman’s mind and carves it into the Great Plains of Kansas. Bereman has partneried with master designer Jason Baker to craft a course that has progressed the sport of freeride, breaking ground to turn rolling hills and open prairie into a dream freeride course.

Episode One: The Course Build

It all starts here: the course build. Tyler Bereman and Jason Baker head to Kansas to turn an empty plain into a dream freeride course.

Episode Two: The Session

Things are heating up. Freeride’s best have arrived in Kansas to join Tyler Bereman for the ultimate freeride session as they feel out the Imagination course and get ready for the competition.

Episode Three: The Competition

It all comes down to this. Tyler Bereman and the rest of the crew have one day to lay down the best line on the imagination course. A panel of freeride legends will decide who comes out on top.

End of the Line

Singletrack & Trout in the North Cascades

Words by Jann Eberharter | Photography by Cameron Karsten


Summer arrived late in Washington state this year. Usually by June it’s nothing but sun in the forecast, with temps peaking in the mid-80s. But 2020, by all accounts, has been anything but normal. So, when the misty mornings and favonian gray days extended beyond the summer solstice, a twinge of confusion hung in the air.

The mountains held their snow. The rivers steadily surged. Together, this forecast spelled uncertainty for plans that had been months in the making. At the epitome of the Coronavirus lockdown, some two weeks into our stay-at-home order, we’d hatched a plan to get away from it all and search for some semblance of “normal” in the mountains. 

The North Cascades have earned the nickname “the American Alps” for good reason. Aside from the volcanos, only a few peaks in the range hit the 9,000-foot mark, and they slowly descend in height as they trickle outward. While not record-setting in their prowess, the range’s rugged and raw landscape is not to be taken lightly. These mountains have cast spells on many, from long-forgotten miners searching for gold to the likes of beatnik poet Jack Kerouac, and the venerated king of dirtbags and mountaineer extraordinaire Fred Beckey. More than a few lives have been dedicated to these fractious peaks.

Needing a reprieve now more than ever, it was into this madness we would go. However, everything about our planned escape was an experiment. I had never done a multi-day motorcycle trip before, for one. On top of that, both I and my good friend Boe Trosset were within the first year of getting acquainted with our 650s, but eager nonetheless—we didn’t just want to ride, we wanted to fish. From our perspective, these dual-sport beasts are insanely fun to twist the throttle on, but they’re also the perfect tools to access trout-occupied waters.

The idea was to leave from our respective backdoors in Bellingham, Washington, ride Highway 20 through the heart of the glorious North Cascades, head south on the Washington Backcountry Discovery Route (WABDR) and end up somewhere near Highway 2, before cruising home, all while fishing at every stop possible. The WABDR is spliced together with old logging roads and two-track traverses that navigate the whole state from north to south. It provides both an established thoroughfare frequented by off-roaders and cyclists, and endless opportunities to get creative with routes. Lucky for us, for every peak in the North Cascades, there’s a river-filled valley to match.

 
 

Departure day seemed to line up perfectly with the first week of actual summer. The temps were prime for riding, and the weather had been just nice enough for the past two weeks that we suspected the rivers were finally calming down after such an extended spring melt. By 9 a.m., our crew was assembled with the arrival of photographer, Cameron Karsten, who would be following behind in his Tacoma. Unbeknownst to us, he also happens to be a veritable trout whisperer, thanks to countless hours spent chasing the world’s best anglers around the world.

Our original plan was to do the trip unsupported, so true to that ethos, Boe and I decided to keep all our gear on the bikes. We certainly weren’t opposed to a support vehicle—especially when Cam pulled two six-packs out of the cooler the following evening—but we were also excited to be as self-sufficient as possible. 

My bike tops out at 65 miles per hour—or maybe that’s where I top out. Either way, it’s a pretty comfortable cruising speed that turns the world into a euphoric blur. We connected the backroads of the Skagit Valley to Highway 20, which is the lone way through the Cascades this far north. The highway follows the Skagit River, which has a lifetime’s worth of fishing itself, but our sights were set on the smaller creeks of the East Side.

With every mile farther east, the mountains seemed to rise around us. We passed by the steely blue waters of Diablo and Ross lakes, and beneath the Early Winter Spires, their snow still slowly melting in the summer heat. It was the hottest part of the day as we descended into the Methow Valley and the small town of Winthrop. The tiny Western-themed town would be teeming with tourists normally, and even in the midst of a pandemic, it was far from dead. 

 
 

The Methow River cruises right through town. It’s known for its fish, no doubt, but also it features mellow whitewater and meandering scenery as it makes its way to the Columbia. Within hours of leaving home, we were in fish paradise. Not even a full day into our trip and we’re buzzing with excitement about that fact that it was actually working. Donning waders and assembling rods, we took to the waters in search of a reprieve from the triple-digit temperature. Twenty minutes later, Cameron had the first fish of the trip. “Where’s your fat uncle?” he asked the fish. That’s who we were really looking for.

This valley was home to the Methow Tribe for thousands of years before it was unjustly taken from them in 1879 through a transfer of land that was done without their consent. The river once had bountiful populations of steelhead, spring Chinook and bull trout—all of which are now protected under the Endangered Species Act. After decades of over-harvesting, habitat loss and the introduction of hatchery fish, there are multiple restoration and recovery efforts under way to help these fish thrive once again.

Darkness began to surround us as we rolled out of our sleeping bags on the edge of a beautiful stretch of water some 20 miles south of town. A big chunk of concrete served as a perch above the hole, letting us cast into the black abyss, wait for a tug, and then set the hook with a loud “Yeowww!” The fish were hungry enough that we kept serving up an all-you-can-eat buffet of stimulators and chubby Chernobyls, prolonging our own dinner late into the evening.

We fished the same stretch the next morning and were handsomely rewarded for bailing from the coziness of our down bags much earlier than we would have normally. Apparently, the chubby uncles feast at dawn. Then, after a quick session of coffee, tea and oatmeal on the riverbank, it was back on the bikes and bound for dirt.

Peeling off Highway 20, we were immediately thrust into a welcoming world of sand, sagebrush and switchbacks. The WABDR made its way up to Sawtooth Ridge, peaking out at more than 6,200 feet, with 360-degree views of the surrounding Okanagan National Forest and Lake Chelan. The latter was our destination for the afternoon. 

Turns out, it’s pretty easy to underestimate 60 miles of dirt road. We rolled into Chelan tired, hungry and slightly behind schedule—although, admittedly, we didn’t truly have one. Between bites of sandwich and gulps of beer, we amended our plans. We decided we’d skip the next section of the route—another 50-plus miles that would surely take us far longer than we expected—and take Highway 97 toward the Entiat River instead. 

The flat came out of nowhere, as they usually do. One minute we were turning around in a gravel parking lot, the next, Boe was swerving to the side of the road, his rear tire looking pretty damn sad. On closer inspection, after he’d already placed two patches, it was apparent a nail had pretty much shredded the tire as he rolled to a stop.

 
 

With our options fading along with the daylight, we opted to swap his DR for the dirt bike on the back of Cam’s truck and raced up the road wanting to simply get to our destination. But it wasn’t in our ability to call the day’s mishaps done. With our headlights illuminating the way and impatience factoring into our speed, both Boe and I saw the branch at the last minute and were barely able to swerve out of the way. Cam’s truck, however, took the broken-off treetop to the headlight like a javelin in what he recalled as an explosion of wood splinters. By the time we made it to camp, we were exhausted and ready for the day to be over.

In 2018, the Cougar Creek Fire rolled through the Upper Entiat valley, evacuating residents and burning some 42,000 acres. Firefighters spent more than a month working to contain the burn. When all was said and done, the region’s landscape was drastically altered. Two years later, the valley’s soil resembles ash, and where lush evergreens once stood, charred trunks stand like toothpicks, just waiting to fall over.

With Boe en route to Wenatchee to get a new tube, Cam and I explored the Entiat. We had our sights set on fishy-looking holes and subtle seams within the water’s topography. To our surprise, the road ended at the Entiat River Trailhead—which happened to be opened to motorized vehicles. Unsure of what we might be getting ourselves into, Cam and I opted to walk the trail until it met the river and explore from there.

When we all met up at the campsite mid-day, we were ecstatic to tell Boe about not only the fishing, but the singletrack. With all three bikes fully functioning and all three of us fully frothing, we blasted onto the trail to see where it would take us. Perfectly contouring the hillside and paralleling the river, the trail’s sandy soil was ripe for roosting. It was comfortably wide with minimal tech, perfect for the dual-sports. When the trail crossed the river and got a little spicy, we hiked into Myrtle Lake, casting for cutthroat and brookies before returning to the Entiat and fishing the crystal-clear pools of its upper canyon. 

 
 

By this time in the trip, I had nearly forgotten about the troubling state of our current events. It’s funny how fast that can happen. When trout are the only thing on the mind, friends the only people near and a cell signal non-existent, being completely present is the only option. As the fire dwindled into embers that night and the Milky Way shimmered overhead, it felt like all was right in the world.

But alas, these dust-laden dreams cannot last forever. Our cruise over the next stretch of the WABDR the next day did, however, prolong them. Cruising back down the Entiat, we flipped the bird to the remnants of the tree that busted Cam’s bumper before turning west in the small town of Ardenvoir. This time, in the Wenatchee National Forest, we followed the WABDR up Roaring Ridge before peeling off the route toward Lake Wenatchee. This way, we’d minimize our time on the highway and avoid the crowds of Leavenworth.

Yet the crowds found us as we rolled through Plain, where swim-trunk-clad families toting superfluously large float tubes overflowed from the lake. Here, we said goodbye to Cam, who’d be splitting south to head home. Boe and I still had fish on the mind. We merged onto Highway 2 just as it crested Stevens Pass, the definitive indication that we were back on the west side.

 
 

Turning up the Beckler River, we wet the lines for a few minutes, but to no avail. Back on dirt, things felt a little more removed from reality once again, but this time it was a Friday afternoon, and we were far from the only ones trying to escape into the woods. Twelve hours after we’d left the Entiat that morning, we finally found a spot to crash for the night on the bank of the North Fork of the Skykomish River.

After five days of nothing but riding and fishing, I was far from ready to give up this exhilarating lifestyle. But as we walked the riffles of the North Fork that next morning, I felt oddly content, knowing we had achieved exactly what we’d set out to do. We had nothing left to prove. That’s when I looked downstream and saw Boe knee-deep in the river, his rod bent nearly in two with what was certainly a fat uncle on the other end of the line.

Cartel Land

Near Death in Mexico

Words & photography by Justin Chatwin


I act for a living and ride motorcycles in my spare time. And I have a lot of spare time. About five years ago, I had a dip in my feature film career that I blamed on the failure of a not-so-great movie that I did, called Dragonball Evolution. It was basically a live-action adaptation of an anime ninja cartoon series. I was cast to play the world’s greatest ninja, with massive dippity-do hair spikes, and an orange kimono dress. Originally, I thought the character was supposed to be for a small Asian boy, however, 20th Century Studios thought I fit the role perfectly – and so I jumped on a plane to shoot it in Durango, Mexico. That was back in 2005.

In 2015 I decided to take a motorcycle trip down to South America with my adventure buddy Nik. Nik started a delinquent clothing company out of Vancouver called Lords of Gastown. So, Nik and a few of his motley crew showed up at my home in Venice, California, and we took off down the Baja Peninsula.  When we boarded the ferry in La Paz, we had a lot of the Sinaloa locals turning their heads to look at us. The Lords of Gastown looked like the spawn of Nikki Sixx, Dennis Rodman and Rob Zombie, and their lives were just as complicated as their attire. One guy’s girlfriend was days away from giving birth; another guy was sleeping with that guy’s girlfriend; and the first guy was oblivious to what was going on. The third guy hated both of those two guys.  Needless to say, a lovely bunch. Riding with these guys all came back to bite me in the ass when one of them became imprisoned in Honduras.

That night they went through two cases of Tecate on the top deck of the ferry, along with all the pan-American semitruck drivers.  When the boat docked in Mazatlan, the circus entered into new territory: Sinaloa, Mexico, home to a lot of terrifying stories that you may see on Netflix cartel documentaries. 

We noticed a mechanical failure with one of the newer Harley-Davidsons, ironically, and so we rode into town to look for help.  A local bike gang noticed our custom Sportster dirtsters and came over to see what we were about.  Let’s call the leader Big Bobby. Big Bobby was Mexican but spoke perfect English. “Why you guys look like satanic lumberjacks?”  No one knew how to respond.  “Forget it, man. Come have a beer with us.”  Like I said, we were wary of the locals. But I’m sure they were wary of us, as well. 

 

We decided to throw caution to the wind, and grabbed a case of Pacifico and some carnitas. After all, we needed a local motorcycle mechanic.  No one else in Big Bobby’s gang spoke English, so we decided to communicate in gestures.  Everyone was thumbs-upping each others’ motorcycles, and as smiles began to form, I relaxed. But I’m always a skeptic.  

The next morning, the bike was magically fixed.  We tried to offer money, but Big Bobby wouldn’t accept. On top of that, they offered to ride us out of town a few hours. 

I read on the news that morning that the cartel had murdered some tourists in the same direction we were heading. So we decided to skip the coast and head inland toward Durango on the Devil’s Backbone.  

Within an hour, Satan popped my tire, but luckily Big Bobby knew someone in a village 200 feet away. Bobby knew everyone. Again, I tried to offer money for the tire repair, and again they declined. I’ve never been able to successfully pay for a tire repair in Baja. Isn’t that incredible? Free every time. 

The afternoon was getting late, and Big Bobby turned back to Mazatlan and wished us well. We were now on our own, heading up into the mountains. Since we were running out of daylight, we hopped onto the newly constructed Highway 40D. It has 135 bridges (one of them being the highest suspension bridge in the Americas) and 62 tunnels. This project must have cost a small fortune, and I was curious – where did that money came from?

It got dark. And cold.  December at 6,000 feet made us stop every 45 minutes to warm our hands roadside by fires lit in old oil barrels. Eventually I got spun around and realized I was lost with no cellular service.  I could see that my buddies were looking tired, but I didn’t want them to know that I didn’t quite know the road.  So, I kept pushing forward as the pavement turned to dirt, and I really didn’t see anything that resembled a city nearby.

It felt like the start of a horror flick. Right when I was thinking that, a vehicle flicked on its high beams behind us.  We were riding pretty fast, which meant he was driving pretty fast, as well.  Naturally, I slowed down a bit to see if he wanted to pass, but it seemed like he just wanted to continue to high-beam us.  A few minutes felt like a few hours when he finally came roaring past us, kicking dust all over us. A black Suburban in poor Mexico.  He didn’t keep going, but actually slowed down. He was toying with us. My heart rate was up and we were in the middle of nowhere.  At least I had four guys behind me. 

 

The black SUV slammed on his brakes, and so did we.  Everyone just stood still.  We really didn’t know what to do, or what they wanted.  

After what felt like an eternity, a tinted window rolled down, and a hand beckoned me to walk to the SUV. I looked back at my friends, whose faces were mirroring the same emotions I had. 

The worst thing here would be to flee and get in some high-speed chase down a dirt road on Harley Sportsters at night. So, I got off my bike and walked very slowly over to the SUV. I was sweating now. No longer cold. Maybe this Simpson helmet would protect me from the gunshot if I were to take a bullet to the head.  Maybe I’d only be partially brain damaged, or I could buy them out.  I had $400 in my motorcycle boot. 

When I arrived at the vehicle, the window was rolled down a couple of inches. I could see five men inside. Bearded men. Mexican men.  Wearing all black. Then I saw it. Written on the patch of his leather vest was the group name that I had seen in one of the cartel documentaries that I had recently watched. Why I had ever watched that movie before this trip, I will never know.  

They stared at me. I stared at them. 

“What’s your name, man?” he said in English. 

“Uhhh…Justin,” I replied, hoping my Canadian naiveté would charm them. 

Then he looked closer at me. “Chatwin. Justin Chatwin?” I had my helmet and goggles on. How the hell did he know my name? I nodded. 

He kicked open the door and grabbed me. But in a bear hug.  He was beaming. 

“No shit, man. I haven’t seen you in 10 years, man.  I was the medic on Dragonball.  It’s so good to see you, brother. Bobby told us you were coming, and we’ve been waiting for you guys all day.”

“Oh shit oh shit wow! Wow. Dragonball. Bobby! I mean wow. Fucking great to see you, man!”

 

I shook the other guys’ hands and called my buddies over as the blood began to come back into my head. 

The patch on his vest read “presidente” and the other patch read the word I saw in that documentary.  “Well, it’s cold, no?” he said. “Let’s get you guys some food and housing.”  A couple of the guys from the SUV pulled their Harleys magically out of nearby bushes and led us over the mountain and into the familiar city of Durango.  

My buddies all gave me that look you give when you first take a psychedelic and begin to see faces. I guess we were rolling with it.  I mean, curiosity never really did kill the cat, right?

That night, we got VIP at the local discotheque; we ate some of the best food we’ve ever had; and we were put up in an excellent hotel. One of their prospects even watched our Harleys till the morning, when they also brought us out for breakfast.  They told us stories of their antics and adventures and how they give back to the less fortunate. A real Robin Hood and his Merry Men story.  They have to live like this because the government won’t help anyone. Maybe that’s how the Mexican government was able to build that wicked highway we rode in on?  

Who really knows if these were bad dudes or just really big Dragonball fans. Regardless, if this guy really was the president of this group of Merry Men, he really had worked his way up the line from a set medic to the King of the Outlaws.  And I respect that type of work ethic. A true American!

So, in the end, I don’t think Dragonball ruined my career. I think it may have saved my life.

Last Chance

The Alien Among Us

 

A film by Daniel Fickle

Words by Ben Giese & Daniel Fickle

Photography by Ben Ward

 

Featuring Brittany Wahl | Directed & edited by Daniel Fickle | Cinematography by David Chang | Narration by Dava | Additional photography by Joey Morian | Produced by Voca Films

There’s an alien among us. 

 

An invasion of planet Earth by an enemy that we can’t see or fully understand. Homo sapiens are incredibly intelligent beings, capable of great good – but we also have violent and tribal instincts that often create more damage than resolution. We are creatures of control, fighting an invisible enemy that simply can’t be controlled. It has abducted our thoughts and actions, and it has helped fuel unimaginable fear, division and hatred that seems to be ripping our society apart. And while we are at each other’s throats, that invisible enemy continues to infect and kill hundreds of thousands of us.

 
 
 
 

As our lives continue to thicken with complexity, simplicity has become more and more desirable. Exploring empty roads in the middle of nowhere suddenly feels euphoric and sublime. What used to be a melancholy landscape now feels more like a dream. A refreshing isolation and a relief from the chaos of our world. A place for reflection and self-discovery.

 
 
 
 
 
 

This invasion has forced us to stop and look in the mirror. It has illuminated some of the ugliest aspects of humanity. But the hope is that this can also be an opportunity for us to learn from our current mistakes and move forward in a better way. To rediscover an appreciation for all that is good in the world. The unknown can be scary, but life has always been full of mystery. Beautiful mystery. And our innate curiosity to discover the answers that lie beyond that mystery is what propels humankind forward.

 
 
 
 

This alien doesn’t seem to be leaving anytime soon, and this may be our last chance to evolve as a species and rediscover the lost art of love and understanding. Understanding that we don’t know everything, and we can’t control everything. Understanding that there is great beauty in the unknown and the mysteries of life. It’s either that or we continue down a terrifying path of violence and self-destruction. Because if we can’t figure out how to coexist on this tiny blue oasis, then the only enemy we have to worry about is ourselves. And what a waste that would be.

Roczen & Cianciarulo Unplugged

Behind the Scenes with Fox


 
 
‏‏‎ ‎

From humble beginnings as an amateur motocross prospect in East Germany, Ken Roczen’s rise to the elite level has been an epic story to follow. After achieving world championship status in Europe, Roczen headed straight to the US with nothing but victory in his sights. Roczen has overcome what could have been multiple career-ending injuries and is now arguably the most popular rider both on and off the track. Here’s an intimate look behind the scenes at Ken's private compound as he prepared for the 2020 Supercross season.

 
 
 
 
‏‏‎ ‎

Adam Cianciarulo’s pathway to the 450 Class has been one of the most well documented stories in the world of Moto. Tapped for greatness from an early age by the illustrious Team Green Kawasaki program, AC put more championships on the board as an amateur than you can count on multiple hands. His rise to the premier class hasn’t been without challenges, but all the while the #9 has grown into the personality on and off the track that keeps us all on our toes. Spend the day with Adam in Florida as he prepped for the then upcoming 2020 SX series, raw and Unplugged.

 

All or Nothing

Joven y Viejo: The Bruised & Battered Dust or Bust Goodtimes Ride of Dustin Humphrey

Words by Nathan Myers | Primary photography by Monti Smith


A film by State of Ethos | Directed by Dustin Hmphrey & Kelly Hammond

Travel photography by Dustin Humphrey | Additional photography by Woody Gooch, Tom Hawkins, Max Mandell & Harry Mark

 

The tattoos tell the story best. Tattoos and scars. He’s riddled with both. Good memories and bad decisions. A life lived fully. Dustin Humphrey pulls a vintage moto jersey on and pushes a pair of dual sport bikes into the driveway. Helmets. Gloves.

“Most of the moto gear on the market these days looks like it should be worn by a transvestite hooker in Vegas,” he says. “It’s good quality, but no one would ever wear it off the track.”

He is a man of aesthetics. From photography to film to designing motorcycles and surfboards, how it looks is how it performs. Vintage influence. Modern performance.

 

“I find myself immersed in the motocross world,” he says. “And I’ve fallen in love with it. But it’s basically exactly the way it was when I was a kid. Why hasn’t it evolved since then? The other action sports have. Just look at the surf and skate world.”

We’re in Temecula, California. For all his worldly travels, it’s a place Humphrey never imagined settling down. But as we prepare the bikes in his garage full of motorcycles, surfboards and tools, it all seems to fit. As a longtime photographer, filmmaker, and one of the founders of Deus ex Machina, Humphrey is on the cusp of his new adventure. “State of Ethos,” he calls it. So, I’ve come here to ask him about it. 

For Humphrey, this is more than just a brand. It’s his whole life story. Every bruise, break and midnight ink job reassembled into this new house of cards. He leads me to his garage and pushes this bike toward me. He still rides motorcycles, but with the damage he’s done to his body over the years, he picks his battles. These bikes are good middle ground.

“I’ve always been a storyteller,” he tells me. “But I’m not good with words. It’s better if I just show you.”

He throws his leg over the Husky 501, cringing slightly at the act, and twists the throttle. Apparently, we’re going for a ride. 

He was born in Oklahoma to parents who weren’t quite suited to each other. His wild-child mom and his God-fearing father, making a tractor pull of his childhood. His earliest memory is of sitting on an old Honda 50cc Monkey with his dad. Then riding it on his own, going over a small jump, and seeing his dad’s eyes light up with fear and elation. “I don’t know which feeling I loved more,” he recalls. “Riding the bike or seeing how happy it made my dad. Actually, I do know.”

 

Mom split to LA when he was six, dating a film director. And Dad moved, too. Everywhere at once. A traveling salesman. I ask what he sold. “Easier to ask what he didn’t sell,” Humphrey replies.

Some months he lived in Echo Park, the only white kid in his barrio. Others, he was with Dad. Sundays for church. Friday and Saturday for the tracks. Moser Valley. Ascot Raceway. And sometimes it was just construction sites and dirt roads. Fond memories.

One time in Dallas they found him out cold at the base of a big jump. Helmet split. Broken collar bone. Amnesia for days. But Dad didn’t even take him to the hospital, since the month before at another—another crash—they’d thrown him into an ambulance too quickly and it cost him a pretty penny. So, take an aspirin to it, son. Walk it off.

Back and forth he went. State to state. Parent to parent. Lost before he was ever found. But those weekend rides meant everything to him. Still do, it seems.

Dad remarried. Four more kids. Soon their expensive motorbike hobby faded from the equation. One day they sold his old bike to afford a new KX80. And every day he’d run to the garage to see the new bike that never was to arrive. That was the end of his moto days. Eventually, he picked up the basketball.

But hold on, I’ve already fallen behind. Over the years, I’ve followed Dustin down enough trails to keep up. The road here climbs the hill behind his house toward open country. I find him waiting at the ridge. Uncharacteristically reflective...or maybe just checking his phone. He rarely stops moving, caught up in the whirlwinds of his own creation. Projects. Ideas. Missions. But here at the top of the mountain, he seems calm. Below us, a vast canyon wilderness sprawls out, undeveloped as far as we can see. Nothing but trails, dirt and emptiness.

“This is where I realized I could live out here,” he says. There’s a long, winding road leading toward the valley, but instead of taking it—no, that would be too easy—Humphrey wheels the bike sideways and tears straight into an overgrown singletrack. No choice but to follow.

He was living in Texas. His father’s overcrowded, underfunded house was growing intolerable. His mom called him in Texas on a Monday, said she’d made a little money, and he could come live with her in Huntington Beach. He was there by Friday.

 

Surfing consumed his world. It was everything. He found his people hanging around the shaping bays of Robert August (the surfer best known from his travels in The Endless Summer). A community. Good people. And for that he was blessed. His friends ranged from older men to little kids, the only hierarchy being your skill on a wave. This was “Surf City,” and there were always pros around, returning from epic adventures to faraway beaches. Their stories filled his dreams.

For starters, they drove to Baja. Camping. Fishing. Off-roading. Next came a three-month stint in Costa Rica. “I almost didn’t come back from that one,” he says. “Thought I might just become one of those expat fisherman, surf bums. But something told me there was still more I needed to see and do. So, I came home and got back to work.”

He was a ferocious worker. A deckhand on fishing boats. Waiting tables. Whatever he could find. He’d work 70 days in a row just saving for the next surf trip. He forged his mom’s permission to drop out of high school. No more free rent or home-cooked meals, Humphrey was on his own now. He enrolled in Junior College to pursue a degree in marine biology. At least he could stay near the ocean. One of the courses included shooting photos of the marine mammals off the California coast, so his mom gave him her Minolta x700 SLR, and he took a night class to learn how to use it. The following semester, he enrolled exclusively in photography courses, devouring the information. Steve McCurry, Annie Leibovitz, Sebastião Salgado. He’d found his heroes. “I remember calling the school to get my grades at the end of the semester,” he says, “and when the recording said I had a 4.0, I had to hang up and call back again. Thought I had the wrong number.” 

The next big trip was Indonesia with his friends Travis Potter and Timmy and Ryan Turner. Along with two single-fins, he packed his camera, two lenses, a water housing, and all the film he could afford. He had no dreams of becoming a surf photographer. “Surf photographers had a weird rap at the time,” explains Humphrey. “I don’t want to use the word ‘creepy,’  but it just wasn’t a highly regarded position.” No, this was just a surf trip.

The first day in Bali, they paddled out at the infamous Padang Padang reef (thinking they were somewhere else) and scored a rare, overhead swell. Humphrey paddled into a solid set, pulled into the barrel and got closed out on the reef. As the next waves came pounding in, he planted his feet on the razor-sharp reef (rookie mistake) and unwittingly began his career as a surf photographer. The cuts on his feet were deep and painful, but they didn’t prevent him from swimming with his camera. So, he spent the next couple of months shooting surf and traveling with his talented friends (who went on to pro careers).

 
 

Back home, he’d need to work again just to afford to develop the film. But Timmy Turner couldn’t wait that long, so he developed the film himself and then sent the slides to Surfer Magazine. The mag ran a feature, inspired as much by the travel images as the action, and Humphrey saw the opportunity to keep traveling.

They returned to Indo the following season for an even longer trip, plunging deep into the raw adventures that fester and bloom in every corner of the archipelago’s 14,000 islands. Turner was making a film, and Humphrey’s eye for aesthetic and sense of visual narrative was critical. Wild cross-country rides. Crazy locals and crazier travelers. Feral jungle campsites. Indonesia is a steamy tapestry of human insanity, stitched together by ferries, buses and motorbikes. The travel is hard. The waves are worth it. And everything in between was exactly what Humphrey had been looking for. Unseen visions. Looming dooming. Endless stories.

 

“We loved every second of it,” Humphrey says. “Travel was everything to me.” 

He pulls back his sleeve to reveal a tattoo of Indonesia across his forearm. A map, worn and faded from time and sun.

We’ve paused in a deep thicket of brush. No view. No escape in any direction. I’m pulling cactus spines from my arm and wondering if my leg will need stitches. Humphrey seems oblivious to the absurdity of this trail. No pain, no gain.

The next trip, he didn’t even come home. Why would he? For $3,200 a year, he rented a two-story home in a quiet village in Bali, bought a new DT100, and settled down with a girl he had met in Jakarta. An emerging surf magazine called Transworld Surf had wooed him to their team with travel budgets, a new Hasselblad camera, and bags of slide film. “Just do your thing,” they told him. And true to form, Humphrey was all in. Photography was everything. 

For the next few years, he traveled the world, stretching budgets and pushing the limits in places like India, China and the Mediterranean. “I didn’t give a shit about good waves,” he admits. “I had plenty of that in Indo. For me, the surf trips were just an excuse to see the world.”

 

In the pages of Transworld Surf, Humphrey’s imagery set a new standard of surf photography. Most surf photographers of this era carried only a long lens and a fisheye for the water, focusing exclusively on action. Humphrey was instead inspired by big-league travel heroes like McCurry and Salgado. The portraiture, culture and curated artistry of his photography elevated the genre as a whole. Then one day Transworld called Humphrey and skate photographer Atiba Jefferson into the office and thrust new digital cameras upon them. “This is the future,” they said. And so it was. Humphrey has always been one to embrace progression, even when it spelled his ruin. 

Through his Bali friend Rizal Tanjung (“the prince on Indonesian surfing”), Humphrey connected with a well-known surf filmmaker named Taylor Steele, and the two bonded over their near-masochistic love of exotic travel. Over the following year, Steele and Humphrey dragged legendary surfers like Rob Machado, Dan Malloy and Kelly Slater (Steele’s close friends) to outrageous surf destinations like China, Cuba, Italy and Egypt, documenting their extended journeys on various photo stocks and 16mm film, focusing on culture and beauty rather than perfect waves. 

 

It’s one thing to explore the dark corners of the world on your own, but another entirely to lead others there. In Egypt, they snuck past security to photograph the pyramids from an unseen dawn angle. In Iceland, they crossed a glacier in whiteout conditions to score a never-before-surfed bay freshly powdered from the storm. In India, their bus driver fell asleep and drove off a cliff, nearly killing everyone inside. With two fractured vertebrae, Humphrey still made it to the beach to shoot the next day. In each location, they discovered waves no one had ever surfed before. They were pioneers. Explorers. 

The resulting film/book combo, Sipping Jetstreams, went on to win American Photo’s “Book of the Year” (beating submissions from Humphrey’s heroes Steve McCurry and Annie Leibovitz). He’s got the logo from the book tattooed on his arm, committing those years of adventure to his flesh. 


Now we emerge from the brush and thicket on the singletrack. Something I thought I’d wanted. But here I find Humphrey parked amid a series of large boulders at the top of a forbidding cliff. “I’d forgotten this was even here,” he says, staring down the too-steep hill. “You might not want to ride this part.” 

He considers this a moment, then heads down the hill. 

If this were my own story, I’d tell you about that hill. My twisted ankle and bruised knee. But I will say that Humphrey arrived at the base covered in dirt and dust, as well. This is how we met. Chasing pro surfers around the world. As the editor of Surfing Magazine, I’d just moved to Bali myself to collaborate on projects with Humphrey and Steele, who’d also started basing himself in Bali. He put me up in his house (as he did for many) and set me on my path as an expat. 

The photography work was ramping up for him now. Fashion shoots in New York and Paris. Ad campaigns for mainstream brands. He took on an agent and hired assistants. The money was coming in, but there was a price to pay for it.

Steele and Humphrey had just started a followup to Sipping Jetstreams, filming Vietnam, Peru and Iceland. He also started his own film project with surfer Rob Machado called The Drifter. This was a dark, complicated project, with Machado drag-racing the demons of divorce across the Indonesian outskirts. Humphrey built a custom, vintage motorcycle to be Machado’s costar, full of rattle and romance. Budgets were approved. One of the first-ever Red cameras was delivered to Bali. And the whole crew set off to create one of the most ambitious surf films ever. 

But it all went to hell.

 

His son Kelana had just been born. His once-spacious house was now crowded with visiting crew members juggling multiple projects. He barely even touched his cameras. Instead, he’d train up young locals, set them up on the beach, and approve the photos later. With the digital age in full swing now, the skill and mystery of photography was gone. Just Photoshop tricks now. Anyone could do it.

“I was sleepwalking through it,” says Humphrey. “Just saying yes to everything. Digital photography was too easy, and I lost my love for it.”

Deep in the jungles of Java, he contracted typhoid and dengue at the same time and ended up in the hospital. Overworked and overwhelmed. At odds with his own ambitions. It was his sanity that concerned him most.  From the hospital, he checked himself into therapy.

The films moved on without him. The mags grew distant. His home grew quiet. 

After the great and violent storm his life had become, a silence fell upon his house. Darkness. And then, after a time, the phone began to ring again. 

On an overnight flight to Australia, he ended up in first class beside another Bali expat named Dare Jennings. Two generations older, Jennings started the surf brand Mambo in the ’80s, and pioneered the notion of sponsoring artists and musicians alongside surfers and skaters—the idea being that these activities were not necessarily separate. Jennings eventually sold Mambo for a chunk of change and spent the next decade traveling and indulging his love of custom motorcycles. Eventually, his hobby began taking shape as a business in Sydney, called Deus ex Machina—a coffee-shop, moto-building clubhouse in downtown Sydney. Jennings offered to loan Humphrey a few of his custom bikes for an Australian surf trip he’d been working on, and the two stayed in touch. 

 

That project became Lover’s Land, a month-long, vintage surf/moto road trip up the eastern coast of Australia that would prove formative in Humphrey’s future (and inspire another tattoo across his arm). He was shooting on film again. Directing and riding. Feeling alive and inspired again. They camped along the way, then rented a beach house in Byron, communing with artists and curating a festival-like show full of art, photography, music and writing. The entire traveling circus experience was posted daily to a live blog, with photos, video and journals. Long before Instagram and vlog culture, audiences barely knew what they were looking at. But Humphrey knew they were onto something. This immersive, all-in experience. It was everything.

His conversations with Jennings continued until one night, over dinner, they shook hands on the idea of bringing Deus ex Machina to the remote Balinese village they both called home. 

A new chapter had begun.

At the base of the hill, dirty, thrilled, exhausted, we emerge into something new. This wide, green valley filled with trails, jumps, berms and hills. A couple of dirt bikes are ripping gleefully around the track. The smallest among them has his name on his custom jersey: HUMPHREY. 

“It’s kind of like a secret spot down here,” Humphrey says, putting the kickstand down on his bike to watch his son ride. For the moment, he seems to have arrived somewhere. We take off our helmets and mop the sweat with the dust.

“You know,” he says, “there’s a movement in the moto scene of guys who travel places they want to ride, wait for a big rain, then shape the ground into jumps and features to film content around. It reminds me of what we used to do in surfing. There was no such thing as freesurfing until a handful of guys just started doing it. I feel like moto is evolving toward that same idea now, too. People are more open-minded.” 

In Bali, the Deus build was massive. It included a spacious retail space, outdoor cafe/restaurant, motorcycle workshop, surfboard-shaping bays, photo studio, editing suites, and even a barber shop. There was a skate ramp out back, waves just down the street, and nothing but empty rice paddies in every direction. The locals couldn’t believe what these crazy white boys were building way out here in the middle of nowhere. 

As the project neared completion, Humphrey was offered a yearlong campaign for Corona beer—the biggest, most lucrative photo/film directing opportunity of his career. He passed on it to stay focused on this new behemoth. His agent lost his number. The magazines cut his retainers. He got divorced. But the Deus build continued. Constructed from ancient teak sourced from other islands. Hand-carved wood. Lush gardens. Quiet corners and creative spaces. A towering matrix of dreams, ideas and passions. They called it “The Temple of Enthusiasm.”

 

Of all the things the Temple was meant to be, a nightclub was not one of them. Some friends played music for the opening party, and the tradition continued over the weekends to come. For all of its party culture, original live music was rare in Bali, and the expat culture was famished for it. 

One night the boys from the rock band Wolfmother were in town to unwind after their stadium-filling Asian tour and staying at Dare Jennings’ expansive villa. They only wanted to surf, chase girls and disappear, but it was John Lennon’s birthday, so lead singer Andrew Stockdale suggested playing some cover tunes at the cafe. Humphrey rented the gear they needed, asked some musician friends to form an opening band, and then made a little blog post the morning of the show. “John Lennon’s birthday,” it read. The rumor translated across the island that “Wolfmother was playing Deus,” and by sunset, nearly a thousand people had congregated in the courtyard at Deus. The opening band decided this was the gig of their lives and turned it up to 11.

Watching all of this from Humphrey’s office overlooking the courtyard, Stockdale quickly realized an acoustic set of Beatles covers wasn’t going to appease this half-naked mob. But after three months of touring, the band was tighter than ever. They stepped onto the stage and ripped into one of the most blistering, no-holds-barred sets of their streaking comet career, belting out classic rock covers, Wolfmother hits, and psychedelic jams for over three straight hours. 

That night won’t soon be forgotten. And the little moto shop in the village would never live down it’s reputation as one of Bali’s best live music venues. 

It’s no small task to describe how Deus evolved from there. They built custom motorcycles, yes. And custom surfboards. And the restaurant, barber shop, clothing lines, and art shows turned the place into a tourist destination. The film productions, four-day surf/moto art festivals and steamy Sunday night DJ hip-hop parties were a mainstay for locals and travelers alike. They sponsored surfers, shapers, moto-riders, artists, celebrities, sushi chefs, and girls, lots of girls, to infuse their time at the Temple. Then they traveled throughout Indonesia creating lush travel films like South to Sian and I Had Too Much to Dream Last Night. These were the beautiful and uncomplicated travelogues he’d been trying to make from the beginning. Simple. Romantic. Friends sharing adventures.

 

 

Photography was a huge part of everything Deus. But instead of shooting this himself, Humphrey began mentoring a series of young photographers. Hurling them into the churning boot-camp of Deus’ never-ending trips, events, parties, projects and products. These photographers—guys like Tom Hawkins, Woody Gooch, and Harry Mark—surely bear their own scars from Humphrey’s no-filter, tough-love program, but they are each successful professionals today, owing much to his mentorship and creative vision. 

“I’m an average businessman,” says Humphrey, “but I am a good storyteller. And Deus was all about stories. That connected with people. And it showed people that you don’t have to be just one thing. No one’s just a surfer, or just a moto-rider, or just an artist. You can be all those things at the same time.”

As if to prove his point, Humphrey set up thirteen sewing machines in his office and dedicated himself to the creation of boardshorts. Retro styles made modern with four-way stretch materials and modern details. Aesthetics. Just like the bikes at Deus. The food. The Temple itself. All these things, Humphrey never physically worked on any of them, but they all originated in his head. Drawings and designs, sketched by artists, translated to builders, and each of them tongue-lashed when they got it wrong. “Yeah, I can be a hardass,” Humphrey admits. “But it’s just because I care about this stuff so much.”  

Amid all of this, young Kelana Humphrey was growing up fast. Surrounded by surfers, shapers, riders, mechanics and artists. He’d ride his little skateboard around the Temple and sit in for all the inappropriate stories and late-night parties. His dad brought him along on all their travels, and eventually, when he was seven, Kelana asked if he could come riding, too.

They’d been headed to the beach for one of their traditions of sunset flat-tracking the low-tide sandbars. While Dustin had never pushed Kelana to ride, the bike was ready for him. Seven-year-old Kelana twisted the throttle, tore down the beach, and that was it. He hasn’t stopped pinning it since then.

Kelana was raised by the Temple. Growing up, he thought people drag racing in crazy costumes on the beach was normal Thursday-night activity. That lighting a motorcycle on fire and dancing around it was just something people did. His bikes have always been custom. His surfboards hand-shaped. The waves were always epic and when he decided he wanted to race, Dad was all in.

“We were already fans of the sport,” explains Humphrey, “but racing in Indonesia is pretty disorganized. The tracks are hard to reach, and barely worth it when you get there. I’m no stranger to hard travel, but I’m used to reaching the beach at the end of the line. This was just more dirt, more jungle.”

 

His first year competing, Kelana finished runner-up Indonesia national champion (against much older kids). But Dustin remained skeptical of the whole program of Indonesian racing. He joined Kelana at one of his training camps in Java, thinking to advance his own riding in the process. After riding his 250cc for a few days, he borrowed a 450cc and massively overshot a double jump. The crash broke his left foot in 21 places, split his right tib-fib in two, and wrecked his knee permanently. He spent the next eight months in a wheelchair, and a year after that just learning how to walk again. This was a dark time, clouded by pain meds, poor health and business growing pains. Their little Balinese village had grown up, with dozens of rival restaurants and clubs creating a nonstop festival merry-go-round. The rice paddies were gone. The surf breaks were crowded. The spotlight was blinding.

At some point in all of this, he took Kelana to California to train with moto-coach Sean Lipanovich. The quality of the tracks there was night and day compared to Indonesia, and with Sean’s help, Kelana was getting ready for a bigger stage. Around this time, Deus—now an international brand with shops in Japan, Italy, and California—sold part of the company to an Italian conglomerate, headed by the CEOs of LVMH and Ducati. Humphrey sold the Deus Indonesia operation to them and took the role of global media director, cutting his ties with the Temple. 

He moved to California and invested heavily in RVs, bikes and support vehicles for Kelana’s racing career. All in, once again. It was Dustin and Kelana versus the world. Until the day that a unicorn crossed his path. He fell in love with the girl of his dreams, Emily. And with an epic fiesta in Mexico, they became a family. With kids in tow, they honeymooned driving south through Baja, passing nothing but cactus and tombstones before finding perfect waves at the end of a very long, dry, bumpy road. Humphrey happily gained another son, Dylan, with this marriage. It’s hard to say if Dylan loves surfing or watching Kelana race more. The crew couldn’t be better matched.

 

Within the first year of racing in America, Kelana finished 6th at the infamous Loretta Lynn’s and won two AMA Monster Energy Supercross Future titles. Even still, Humphrey questions this career path. “Motocross kids have a 0.1 percent chance of making it as a pro,” he says. “And many of them just completely burn out before they get the chance. It’s the most physically demanding sport in the world. So, personally, if he did make it, I’d love to see him spend half the year racing supercross and the other creating movie sections, the way the pro athletes in the surf and skate industry do. I think that’s better for the fans and the brands, anyway, and doesn’t kill the athletes in the process with the hectic schedules.”

Watching Kelana, it’s not hard to imagine him as the 0.1 percent. He’s got a natural style, a mature attitude, and a showman’s flare (the kid loves a good victory celebration). While his years in Bali were a revolving door of influential mentors, moving to Temecula has taken it to the next level. Here, Jason Anderson has become a friend and role model; he regularly connects with top freeriders like Twitch and Tyler Bereman just to ride on a weekday afternoon, or pop over to Jarred McNeal’s house to jump his ramps. Riding here is fun. Less serious. And that’s definitely the point. 

While it still baffles Dustin that he’s back here, he’s realizing America is full of its own adventures. They’ve just returned from two weeks in Utah, creating the first State of Ethos content with co-conspirators Nick Lapaglia, Todd Cram, Micha Davis and Forrest Minchinton. They shot 16mm film photos and Super 8 film to splice together with action, and behind the scenes shot on Red cameras. “The whole vlog thing isn’t really my cup of tea,” he says, “but I do see the importance of it; it’s not the polished film feel that generally attracts me, but I do see a need for it in this day and age. So, my approach is to say, okay, how can we make this better. You gotta keep up with the algorithms.”

Kelana spots us watching and wheelies up the hill, followed by the other rider, who I quickly realize is Forrest Minchinton.

Forrest’s dad, Mike Minchinton, used to shape his boards when he first started surfing in Huntington. Forrest was Kelana’s age then, just hanging around the Robert August shaping bays. When Dustin flew Mike out to shape boards at The Temple, he brought Forrest, who quickly won every division of the moto event they were hosting. Deus sponsored Forrest, who soon became a mentor to Kelana. And when they started making trips to California, Forrest’s desert compound in the Johnson Valley became an essential training ground for Kelana’s development as a freerider.

The sun’s getting low in the sky, and it’s time to get back to the house anyway. I was dreading the return ride, but we end up following Kelana along an easy dirt road back to the house. (Why didn’t we come this way in the first place, I wonder?) 

 

Back at “The House of Good Times”—as Humphrey has dubbed his new home—the sunset is painting an epic view for about a hundred miles. Layers of mountains, a glimmering lake, the twinkling stars of strip malls spilling into darkness. The cool calm of dusk. Humphrey opens a bottle of white from the local vineyards and Emily throws a tri-tip on the BBQ. While the rest of us settle into the porch, Kelana keeps riding. He’s got a full dirt playground carved into the backyard—complete with full-size FMX ramp, pit bike track, turn tracks—and Humphrey can just sit on his stoop and watch his sons ride.

“I couldn’t dream of anything more than this,” he says. But then his phone buzzes, and I know he told a lie. He’s never been one to sit back and watch. 

“I feel like State of Ethos is the sum of everything I’ve been working on for the last 25 years,” he says. “What I learned from building Deus is that it doesn’t have to be just one thing. People aren’t like that anyway. It’s okay to love lots of different things at once. That’s how life is.” 

On the surface, Ethos is a line of motorcycle gear. Beyond that, it’s a vehicle to continue his narrative. His storytelling. What he’s always done. Building campfires to gather around. All the years of photography and filmmaking, the style and clothing manufacturing he learned at Deus, and a lifetime rambling the world on two wheels. 

“I’m not a professional designer,” he says, “but I’m a design enthusiast. And right now, I don’t love anything that I see being made out there. But rather than complain about it, I’d rather just try to make it better.”

He’s been doing this for years with Kelana and Forrest’s custom Deus gear, with Deus rebuilds, and with his own films and photography. So, this is just scaling up. “The goal is just to bring some of the style and culture that doesn’t really exist in motocross these days,” he says. “And to be able to do that with my friends and with my son, what more could I ask for?”

 

Kelana hits the kicker and sails 70 feet through the sunset backdrop. He’ll be gone before long. A teenager chasing his own dreams and adventures. Yet for a moment, Humphrey seems to be fully here and now. Enjoying the sight of his son soaring across the sky like a streaking comet.

Maybe it’ll become his next tattoo. Or maybe a scar. Either way, there’ll be a story to tell.

Strange Worlds

Volume 019, Fall 2020

Words by Ben Giese | Photo by Dustin Humphrey


Children have wild and beautiful imaginations. Their minds exist on the fringes of reality, transcending into the strange worlds that they’ve created for themselves. Worlds made of pure, unfiltered creativity and wonder that most adults can only find in their dreams. As we get older, the frontal cortex of our brain develops to think more logically, and with time those magical worlds begin to fade into dust. That surrender of imagination is an evolutionary trait that helps us adapt to social norms, relate to other people and fit better into society. It’s where we develop rational thinking and structure that leads to the thing we consider “success” – but at what cost? 

Often what makes us “successful” is also what makes us less creative. As a result, we’ve become prisoners to our own success. Alarm clock, traffic, cubicle, eat, sleep, repeat. Of course, the comforts of money and success are nice, but the creative spark, the thrill of inspiration and the freedom of pursuing that inspiration are all things that money can’t buy. 

Imagination has fueled some of the most innovative minds in history – like Nikola Tesla, Isaac Newton, Leonardo da Vinci, Galileo, Walt Disney and Steve Jobs, to name a few. Even the great Albert Einstein once said, “Imagination is more important than knowledge. For knowledge is limited, whereas imagination encircles the world.” It’s something that lives within all of us, and it just takes a bit of practice to uncover. Like poet Maya Angelou said, “You can’t use up creativity. The more you use, the more you have.” So, let’s use it!

For this issue we imagined a fictional story of some friends discovering a terrifying monster hidden on an old dairy farm. We explored the back roads of a small town called Last Chance and contemplated how this might in fact be humanity’s last chance. We traveled to the Utah desert to look up at the stars and find hope in the limits of human exploration. We imagined new ways to explore the rivers of Washington on two wheels and found some hidden fishing holes along the way. We escaped death in the dark corners of Mexico’s cartel land with Justin Chatwin and his band of outlaws. We stepped behind the lens and into the eyes of photographer John Ryan Hebert, and we dove into the creative mind of Dustin Humphrey, who is living proof that you can indeed find success through the pursuit of your imagination. 

This moment in history feels like we’re living through a zombie apocalypse. Reality seems to be slipping further and further away as we stare into glowing rectangles that hypnotize us into mass hysteria and disillusion. With each passing day, it feels like we are one step closer to George Orwell’s 1984, which is why we need free thinkers now more than ever. We need people who are unafraid to harness the incredible power of imagination and dream up those beautiful strange worlds. These people might not be able to change the chaos that is happening, but they can enrich our lives with a bit of magic and inspire us to keep creating. And for that we’d like to celebrate them in the pages of this issue.

Cover.jpg

019 Contents

008 | INTRO Strange Worlds

014 | END OF THE LINE Singletrack & Trout

030 | LAST CHANCE The Alien Among Us

038 | CARTEL LAND Near Death in Mexico

046 | LIFTOFF A Love Letter to the Stars

064 | THE WHEELER DAIRY KILLINGS Legend of the Capra Monster

076 | HERE & NOW Photography by John Ryan Herbert

090 | ALL OR NOTHING Dustin Humphrey

108 | REVERB Music discovery curated by Dustin Humphrey

110 | RESERVE Product discovery curated by Tobacco Motorwear

Remember When

Analog Memories from the Ranch

A photo story by Jordan Hoover | Loretta Lynn’s 2018


The year was 2018, all things in the world were as normal as could be. I was heading to the airport to rendezvous with one of my best friends, as he was embarking on his final year as an Amateur racing at Loretta Lynn’s. A quick hop step & a jump later I was getting picked up in Nashville on Sunday morning by Andy. We found a nice brunch spot in town after meeting some locals at my favorite coffee shop called “Drug Store coffee” - the lovely barista pointed us in the direction of some good food. 

We arrived later in the day to the ranch, I set up my Poler tent at my typical creekside spot that doubles as my shower for the week. Monday morning came around, I got to take in the sunrise in the back corner of the property with Loretta’s house behind me, the creek flowing by in front. A true moment of peace before all hell broke loose on the week of racing. 

All the images I gathered that week were a true look into my week there. The people I met, the friends on track that I believe in, the beer tent, and any other mischief we found ourselves in. 

I was so proud of Andy that week, he ended up with a 9th in 250 A and rode his heart out. It was the last real time I got to spend with my best friend. From there, he went home to Australia to take a shot at Supercross. Unfortunately for Andy, an injury and a few other bumps in the road through his process of racing have led him into the working world. I talk to him almost everyday, as my day ends in the states, his is always beginning in Australia. It’s quite a dynamic to maintain a friendship with someone on the other side of the globe, but it always helps me so much with perspective on life. I hope that’s what these images portray: a different perspective. 

My time at the 2018 Loretta Lynn’s Amateur Motocross Championship.

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Once Upon a Time

A Reminder of the Brighter Days to Come

Photography by Alex Strohl


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The Man in the Window

Where the World Ends

Words & photos by Christopher Nelson | May 2020


The world ends at the edges of my front window because it has to, because if it doesn’t, I oppose everything she is working toward. Three mornings each week I stand in our street-level living room and watch as my partner walks to our truck in her nurse scrubs and leaves for a 12-hour shift at the hospital. Some mornings after I watch her go, I do nothing but sit behind the glass and slowly drink my coffee and stare out at the street.

All day people in masks walk by our house, and all day they stop to gawk at Luci, our adorable 16-pound tabby cat who lives in a suction-cup hammock that hangs in the front window. She woos with dreamy smiles and bulbous contortions, and disgusts when she pushes her hind paws against the window and splays spread eagle, licking clean her hairless panniculus that hangs low like udders.

I forget that people fawn over my fat cat, and soon I realize that they’re no longer looking at her but at me, like our living room is a bohemian diorama and in it stands a tall, bony man in too-short jean shorts, waving like he is on a parade float, obviously stoned at 8 a.m. and two bites into a white-bread turkey sandwich.

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Some days I watch her leave and immediately feel trapped, like the world outside very well might be only as big as our front window, and on those days I indulge fain desires to return to some sort of normalcy by throwing a leg over one of my motorcycles, because since before coronavirus came to California, riding a motorcycle has been the best way to enjoy an adventure while maintaining social distance.

The morning after the state issued its stay-at-home orders, I rode up Angeles Crest Highway on my Sportster chopper, and it was one of the best rides of my life, because I was all but alone on the idyllic mountain road, and the freeways to and from were empty, too, and the bike performed wonderfully. Two weeks later I rode back to Angeles Crest, but by then the gas station at the mouth of the road was overcrowded by humans with exposed smiles, and the road was rife with squids and pricks, and I haven’t gone back since.

Some days I wilt by the glow of the television and order fried foods and destroy myself wondering what comes after this, if this world is worth the effort. I think about the righteously airheaded, the selfish, and the dicks, all of whom ignore self-distancing guidelines because they can’t be inconvenienced, and I think of the opportunistic, the idiotic, and the privileged, all of whom use a matter of global health as a means to protest the pansy-ass civil liberty impingements made by a depressingly inept White House.

I feel hopeful again when I look through the front window and see craft-paper signs hung from the neighboring houses: “I stay home for those who cannot,” and I think of her and count the hours until she comes home.

Some days I bask in this macabre opportunity for personal reflection and creation, now given the chance to do everything I said I would do if I only had the time to do it. I started drawing, every day, and discovered that I really enjoy abstract portraiture. The process of drawing is meditative, and because of that I am a happier person, and I like what I’ve drawn so much that I printed a few of my odd, colorful characters as stickers, which I now slap on street signs when I take our new puppy for walks.

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Blue is a 12-week-old runt of the litter that came to us from a town on the U.S.-Mexico border after we decided that there is no better time to transition to life with a puppy than when you’re quarantined during a pandemic. “Blue” because he has a blue tongue, so we think he’s part Chow-Chow, but his face is retriever, his sausage legs are Basset, his tail is salamander, and his fur is rat, and he is so squat that he can comfortably sit beneath the bottom frame rails of my Sportster. Loveable freaks, the both of them.

The more I do to forget about normal—to enjoy this moment and appreciate the world that ends at the edges of my window—the less I want for the world we left behind. I sit in awe of how calm my life feels at this time, and I sit in horror when I think of how many people had to die to slow the pace of life to something more sensible, even if it may be fleeting. I hope it isn’t, because there is nowhere to go, and everyone to see, and nothing going on, so there is no excuse not to stay home, slow down, teach ourselves, write letters, shift our perspectives, realign our priorities, and accept that normal is a perversion of our expectations, and that what we knew as normal is dead, and that death is dispassionate, and that the world is small, and that we are not as free or as in control as we like to believe we are.

Every night at exactly 8 p.m., the people on our block begin to cheer and whistle and bang cooking pans as a “thank you” to healthcare workers. The love of my life, Mallory, arrives home soon after, and the animals and I line up in our front window, and we jump and whine as she comes up the front stairs. It never matters what sort of day I had, because she’s home, and it doesn’t matter that the world ends at the edges of my front window, but she loves being stuck inside with me and our freak-show pets.

The Seeker

Beyond the Wheels Episode 4

A film by the Echevarría Brothers 


Introducing the fourth episode of the Beyond the Wheels motorcycle series directed by the Echevarria Brothers and presented by Kriega. This film is about getting to nowhere, investigating the miles into the unknown with no rules and no destination other than finding your limits and learning about yourself along the journey.


Produced by The WHO

Starring Pol Tarrés

Still photography by Javi Echevarria

Filmed by Mitiyu Echevarria


Hello Engine

Hayden Roberts’ California Dream

Words by Joy Lewis | Photos by Dylan Gordon


One day I was hit by a car – Hayden, whom I’d been making out with for just over a month, got the call. Apparently, in my delusional state of being loaded into an ambulance, I mumbled something along the lines of, “Don’t call my mom.” I’m still a little fuzzy on the details, but I remember waking up with Hayden standing over me, Pellegrino in one hand, Sour Patch watermelons in the other. I remember feeling tears running down my cheeks and not being able to move or hug him, but feeling a huge sense of relief – maybe it was for sparkling water, but I think it had more to do with being alive. “I know we both said we’d never get married again, but can I keep you?” He took it as a proposal.

 

The next couple of months flew by, as they do when you’re (hopped up on morphine) in the honeymoon stage of a new marriage. I slept 20 hours a day. Hayden moved in and played nurse – having to do and see things no man should so early in a relationship. At some point, he ended up at a shop across town; the guy who ran it, John Ireland, was in his late sixties, and had been the local Triumph dealer up until things went belly up, and he had set aside his heathen ways and moved into a one-man shop servicing all old British bikes. The day he met Hayden, he let him know that he had a year’s worth of work piled up and asked if he’d lend a hand. His first test was to remove and take apart a motor of a ’60-something Triumph – Hayden had the thing done before John finished his burrito.

 

Hayden grew up in a small town called Willenhall, outside of Birmingham, England, which happens to be smack in the middle of where so many British motorcycles came from – defunct Triumph, Norton, Velocette, and BSA factories were all within 10 miles of his house – and he lived in the old Rubery Owens housing (I’ve come to learn that RO provided bolts for many British bikes.) He always told funny stories of playing in and around the abandoned industrial plants: Every so often, someone lost a leg, but it sounded like a great childhood. I picture Hayden in plaid flare pants and women’s blouses with a head of black curly hair, smoking fags and bopping from show to show on a Lambretta. And by “picture it,” I mean, I’ve seen the pictures and heard the stories. While his vehicle of choice was a Lambretta, he’d take whatever he could make run from the local scrapyard.

 

As long as he can remember, he wanted to come to America. He always loved the music – not because it was American, but because he loved it and then it was American. Fast forward to adulthood, and he’d completed an apprenticeship in Marine Engineering – the gist of it being machining parts – and was working on a rig for a bit before receiving his redundancy (the U.K. has a way of making being laid off sound less miserable.) He took the severance and bought a ticket to New York City, with the plan of renting a car, seeing the East Coast and then driving to the desert. 

 
 


I guess you underestimate just how far California is when your entire country is drivable in a day. A pitstop in D.C., where he met a beautiful California girl, turned into the next chapter of his life. Sometimes I try to picture Hayden during this time – working a ton in a very adult and corporate career, both he and his wife making good money, babies raising babies, traveling all over the place to see his favorite bands, collecting all the pretty bikes, and having a great time on the other side of the world from where he dreamed it all up. 

At some point the hobby became the full-time gig – Hayden started wrenching on friends’ bikes, just enough that they’d have something to ride over the weekend. There was a whole lot of them getting together to run ridiculous races – flat-tracking in jeans and T-shirts, hill-climbing in Halloween costumes, TT races through massive mud puddles. No tough guy stuff or cheesy sponsors, just friends on old beat-up bikes, and it looked a lot like California from the ’60s and ’70s, all in good fun. I knew of Hayden at these races; we never met, but he took my entry money a couple of times and recognized me as “Twiggy” during a hill-climb. We didn’t formally cross paths until we were hired to shoot a commercial for BMW. We became fast friends and stayed in touch over the next few months – at some point there was making out, but no expectations it would go anywhere – and before marriage was ever on the table, we got matching tattoos of a rocket because we loved the Jonathan Richman song about being together “just for fun.” 

FUN

more like a rocketship and not so much like a relationship

we got together just for fun

yeah yeah

 
 

It wasn’t until our third anniversary that I found out that those aren’t the lyrics at all: rocketship = rockin’ trip. It makes way more sense, and now I love that tattoo even more. 

Several months after my accident, when I was learning to walk again, Hayden built me a little Triumph Cub –  it’s like a mini version of the Triumphs he builds today, only it’s 200cc, weighs about 200 pounds and shifts on the right. It was my birthday, and I was having a pity party because I couldn’t walk; my head was still messed up, and I was sitting on a beach where it had just gotten cold, when Hayden showed up with this cute little bike. He started it for me, carried me over and steadied me on it, and for the first time since being taken out by a fucking minivan, I was able to ride around a parking lot and feel like myself again.

 
 

We fell into a routine after that day. Little by little, I was getting back to normal, and Hayden was catching his stride at the shop. John and Hayden ended up being great for each other – Hayden has an encyclopedic brain and is obsessive about everything being “as it was intended,” while John has seen everything and has amassed a collection of any tool or part you could possibly need to rebuild a British bike. Not to mention that John doesn’t hear well and Hayden doesn’t talk much – they quickly caught up on the backlog of work, and Hayden started bringing in new customers. Somewhere along the way, people started to take notice of the bikes he was building for himself – period correct, and purpose built – and with that, Hello Engine was born. He doesn’t always understand why people look to him, but he does recognize that there’s a community of folks, old and young, that appreciates what he does. 

Hayden comes off as pretty quiet until you get to know him. I asked him about this forever ago, and he mumbled something about people not understanding anything he says– at least I think that’s what he said, but I rarely understand him, either. One time he asked if I wanted to make love – turns out the restaurant in town was serving meatloaf for dinner, and I got it all wrong. All to say, if you’re reaching out to Hayden about a bike, you’re likely hearing from me. I’m the first stop to make sure you aren’t going to ask for a black bike (he won’t do it), that you understand an old bike will require maintenance and will most certainly leave oil in your driveway, and will cost you just as much as (or more than) a new one. If you meet Hayden in real life, you’ll get a shy hello and a small wave, maybe a handshake. It’s not until you get to know him (or invite him to a wedding) that he cuts loose. 

Nearly four years since that emergency room proposal and trip to city hall, we are living in a small town, off the beaten path. When you get off at our exit, there’s a feeling of stepping through time, likely not far off from the California that Hayden pictured as a kid. I appreciate this place for the quirky charm, and you can’t beat the riding – take a left out of the driveway and you wind up the mountains, while a right will take you through the orange groves. Hayden has a workshop off the side of the house and has sequestered a room solely dedicated to listening to records. 

If the little boy in the plaid flares could see him now, he likely wouldn’t be surprised – less hair and no smoking, but not lacking any style, still bopping around on his favorite bikes, listening to his favorite bands.

Joy

A PACT Between Friends

Intro by Andrew Campo | Words by Walt Siegl | Photos by Ben Giese


Intro by Andrew Campo:

Joy is an intense momentary experience of positive emotion. A feeling that inspires confidence and the desire to return for more.

How do tangible things create intangible joy? Through the embodiment of good design is the obvious answer. Design is so much more than just the idea of personal expression. Good design is bigger than the people who execute it and when achieved can be very rewarding. This was the ideology at the core of a PACT formed when Walt Siegl, artist and craftsman of WSM Motorcycles, and Mike Mayberry, industrial designer and co-founder of Ronin Motorworks, joined forces on a special project in effort to explore their collective interest in electric motorcycles by way of a limited series of purpose-built bikes.

It was January 2019, and the plan was to unveil the completed motorcycle at the Electric Revolution Exhibition curated by Paul d’Orléans on April 6, 2019, at the Petersen Automotive Museum in Los Angeles. From my perspective, three months is roughly what we have to produce each volume of META, and for the most part it is usually gone in the blink of an eye. Designing and re-engineering a motorcycle from the ground up, manufacturing parts, and assembling it all within that same time window is hard to comprehend. It seems like an impossible task, and the fact that they pulled it off in such spectacular fashion was extremely impressive.

Following the completion of the project, I was given the opportunity to ride and personally experience the joy they set out after. Simply put, I feel blessed to be one of a handful of people to throw a leg over the PACT and honored at the opportunity to learn from two incredibly talented minds.  After getting an inside look into the project, I felt strongly that I wanted to share this with our audience, and so I asked Walt to give our readers a little insight into the process. It’s with great pleasure that we share his recollection of this special project.

 

Words by Walt Siegl:

The PACT is an agreement I made with my friend Mike Mayberry. An agreement between a motorcycle builder (myself) and an industrial designer (Mike) to work together and create something that was bigger than either of us as individuals. It represents the power of a friendship, and of collaboration. It also represents a pact with the future. 

Mike and I have had many conversations over the past few years about the state of and the direction of the transportation industry. That, of course, included the push for electric motorcycles, mainly by small, new brands. Both of us have long voiced interest in electric motorcycles. At the time, there was nothing on the market that either of us would have loved to own, so we decided that we just needed to build our own. Mike already owned several electric bikes that I had the chance to ride when I visited his Denver workshop. I was so impressed by the sensation that I decided my next design challenge was going to be an electric bike. I had already been thinking about building something smaller, something that represents the future, something with two wheels that many people have access to, even without a motorcycle license; maybe a moped or a scooter, something relatively affordable.

Even before I road-tested Mike’s electric bikes, I had been interested in the e-motorcycle challenge: to create a machine that is devoid of all the familiar components that make up a combustion engine motorcycle. A lot of companies were (and still are) trying to compete with gasoline-powered bikes through design and performance output. By simply adopting the key design elements of gas-powered bikes – like fuel tanks, air induction systems, fake engines, etc. – they end up being dishonest products. The other end of the design spectrum are bikes that dismiss ergonomics and geometries that are foundational for safety, rider confidence, and rider enjoyment, as if they can start with a blank canvas because they have gone electric. So many factors have to come into play on a motorcycle for it to work right. When the right boxes are checked on a motorcycle, when you get on it, it just comes together. All the design and engineering decisions come into focus, and it becomes a beautiful experience.

 

We wanted to build a light, focused, urban bike with enough power, but with as little overall weight and size as possible. What we had in mind, which has always been my mantra, was to use as few components as possible, and keep those components as honest as possible. That thinking makes for a machine that is easy to use, easier to maintain, and visually uncluttered and light. The key to a good-functioning package, which automatically makes it visually cohesive, is that the design of each element has to be honest and purposeful. We wanted to design a modern machine that is visually understood as e-powered, but also pure in its form. We both agreed the Alta Redshift platform was the most successful product on the dirt bike market through its high build quality and performance levels. Alta went out of business before they had the chance to build a bike with geometries for the street and track. Mike and I agreed on building around the Alta platform, as we both felt it got as close as possible to our mission:

We wanted to build a bike that spoke to us and was a beautiful experience to own and ride.

I started by sketching the principal gestalt of the bike in pencil, and then sharing that design with Mike. Since we both were busy during workdays, we spent countless hours in the evenings and weekends sharing sketches – mine on paper, his on an iPad. The key design decision that we made early on was to fully embrace the battery pack as the power source for the bike instead of trying to hide or cover it. We wanted to celebrate the essentials of the electric motorcycle, much in the same way many brands have celebrated their gas engines. Mike and I agreed that our design aesthetic would resist the impulse to create novelty by designing something that was honest, user-friendly and durable, while using as few components as possible.

There is no misunderstanding of what this machine has been designed for: pure business. 

The show was only three months away, and we didn’t even have a bike yet, but we had a solid idea at this point – and there’s nothing like a deadline to get you motivated. Every day counted now, and we had to stay focused.

After countless emails, and texts sharing sketches and ideas, we sat down in front of Mike’s computer over a weekend to try to digitally capture what we had crafted on paper. We needed to create an initial computer model to work with, but we quickly discovered that our sketches didn’t work in 3D space as well as we had hoped. It’s one thing to draw cool profile views of bikes, but it’s something very different to resolve a design thoroughly from all perspectives in 3D space. It wasn’t long before we had completely scrapped our initial sketches and found ourselves with pencil and paper again. We had designed largely around the beautiful forged aluminum front frame of the Alta but were quickly coming to the realization that its geometry and proportions were ill-suited for our vision of a nimble street machine. The frame and fork geometry had to meet our performance requirements, and the only solution was a new front frame. 

 

With new sketches in hand, Mike went to work on building a complete computer model of the bike in Solidworks. He scanned the Alta transmission and battery, and we then proceeded to design a whole new bike around those parts. My experience in road racing taught me frame geometry, and I drew on that as we settled on rake, trail and wheelbase numbers for this bike. It had to handle light and neutral, and it had to perform.  Very little of the original Alta remained at this point. After deciding to design our own front frame, we were left with only the central motor housing, and the battery pack from the Alta donor. We would have to design and build the new carbon fiber subframe, carbon seat, seat foam, carbon bodywork and fenders. We would also have to machine new billet triple trees, wheels, and a new 3-piece swing arm that helped us achieve the geometries and handling that we were after. We knew the trellis frame had to be designed and built first so that we could mockup the bike on two wheels as we moved through refining the bodywork – a chicken-and-egg scenario. We needed the frame to visualize the bodywork in real space, but the bodywork affected the lines of the frame. We had no choice but to commit to a design before the final decisions were made on the bodywork and suspension.

Mike’s shop is in Denver and mine is in New Hampshire, so that meant nearly all work was being done separately from each other. Mike would post updates of the model every few days, and I would download them for review or as needed for tooling and fabrication. One of the advantages of working digitally is that we didn’t have to be in the same shop to be collaborating. Mike sent images of the design several times a day. We would discuss and critique together. Mike could post a 3D file of the final trellis frame design, and Aran Johnson, my lead tech at the time, could be building the jig for it in my shop that same day. In some cases, 3D-printed parts were used as weld fixtures, as well. Aran was pivotal in finding mechanical as well as electrical solutions that expedited the completion of the first PACT.

 

Forms designed purely in digital space can sometimes be misleading, so we spent some time making preliminary bodywork out of cardboard and foam before we made the final decision on the trellis covers.  Some of the components were 3D-printed at Mike’s shop, then sent to me to check fitment or to be installed as production parts. Only then could we start machining the urethane mold plugs for all the carbon parts back at Mike’s workshop in Denver. Once completed, the mold plugs were shipped to California to be turned into molds, and then into finished carbon fiber parts. We had decided early on that we didn’t want to use traditional woven carbon fiber cloth and had instead designed the subframe and body work around a newer process called forged carbon fiber. This process has advantages over traditional carbon composite that allows for better optimization of weight, structure and stiffness. It also looks really trick. 

Mike had the disadvantage of not having the prototype in front of him and so was not immediately convinced that everything we came up with together would come together. There were some hiccups with the finish of the prototype that were not of our doing, and we were both not 100% happy with it (as is so often the case with prototypes), but once bike number one was completed, we both were thrilled with the product. The first time Mike got to see the prototype was at the opening night of the show in L.A. Now, a year and a half later, we both still agree that it’s our favorite bike to own and ride.

 

Since the Petersen show, I have built a second bike and have three more in process. The plan was always to build eight bikes, one for each of us and six more to be sold. This was a very personal project. It filled a void that we saw in the e-bike industry, and it served our personal needs. I think so highly of Mike: his moral compass, his intellect, his complexity without bullshit, his kindness and sense of honor. For all these reasons, collaborating with him was simply a great and rewarding experience. Our individual strengths as designers and builders clicked in all the right places.

Taking what we learned creating the PACT, I want next to use the flexibility I have as a small company to develop an e-bike that serves the needs of as many people as possible – people of all ages. I also want to use this platform as a reminder that two-wheeled transportation makes absolute economic and environmental sense, and is tremendously fun. E-bikes are so much less intimidating than fossil-fueled power bikes. They’re not less fun because they are electrical. Quite the contrary! Every time I ride one of my e-bikes, I’m met with smiles and positive curiosity by people of all ages. There’s an inclusivity about them. To me, e-bikes offer a new kind of freedom, accessible to many.

The more two-wheels there are on the road, the better off we all are, and that can only be accomplished by building bikes that instill confidence while evoking smiles and the desire to experience more. 

Chapter 4

A Ricky Carmichael Story

Words by Brett Smith | Photos by Jordan Hoover


Ricky Carmichael is pissed off. He’s on his feet with his arms extended, his hands open and fingers outstretched. It’s the kind of gesticulating you’d expect from a rider unjustly taken to the ground by a rival or one who experiences bike failure while leading. But Carmichael isn’t trying to win a race today. He just wants the damn replay. 

The right replay.

Here’s what happened: At precisely two minutes, twenty-six seconds into the 250 Main Event at MetLife Stadium on April 27, everyone sees that Austin Forkner’s 2019 Monster Energy Supercross season is officially over. He rolls off the track, hobbles next to his motorcycle and doubles over in pain. Clearly, the ACL in his left knee waved the white flag. 

In their ears, the NBC Sports on-air team of Carmichael and partner Ralph Sheheen hear their producer Chris Bond say “here comes another look.” On the television screen, the NBC replay chip flies into place, touches down just long enough for the scene behind it to change, and zips away. Carmichael, the analyst, stares at a tight slow-motion shot of Forkner sailing through the air and then pulling off the track at the end of the lane. It’s not the right moment, and he knows it. But he has to say something.

“Here’s what happens, okay?” he begins. “He goes over the triple, pulls off… where it really happens is when he jumps back across the start straight…” Carmichael stops talking. The shot dissolves to Forkner’s Team Owner, Mitch Payton, whose hands are on his knees, his head dropping into his lap. Sheheen picks up for Carmichael, who goes into a silent but active rage. He smashes his finger into the talk-back button, which allows him to speak directly to the TV producer, Chris Bond without his words being picked up on air. 

He wants another shot at explaining what happened to Forkner, who led the championship by three points coming into the race. But “Bondo”, as his friends and coworkers call him, has to choose between showing the real-time agony of Forkner, going back to the race leader (who is now engaged in a battle), or going back in time and showing the correct replay of Forkner’s crucial moment. 

Making live television is like trying to construct a skyscraper at the same time the tenants are moving into their offices. The audience experiences the show while it’s being built. Mistakes are inevitable, but there are no mulligans. To put Monster Energy Supercross races on television, a crew of 90 works in dozens of different positions. It’s an organized chaos that almost has to be seen to be believed. And once a race starts, the sport is unique in that it lacks the regulation pauses and dead time of other sports.

Bondo finds time to squeeze in the replay for Carmichael, but it takes 90 seconds from the original incident to get there. That’s an eternity in live-TV land. Carmichael dives into his analysis, drawing on personal experience from his own knee injury 15 years earlier. But his message is cloudy and sounds choppy.

“Right when he impacts right there, there’s so much driving his tib and fib forward in that top…that’s where the ACL isn’t connected and it, just that, that, lowered, that tib/fib moves forward and just grinds the knee…”

Sheheen cuts in to mention a track change implemented earlier in the day that may have had an indirect effect on the moment. Carmichael stews because he knows he botched the analysis. In his head it all made sense. Just as if he had been in a race, he shakes off the mistake and moves on. 

The viewer at home noticed none of this, of course. But sitting 18 inches to the right of Carmichael, I could tell this: He’s far from perfect, but he deeply cares about the quality of the product and his performance. He could have let the original replay slide by, let the race continue. It had been a long season already, and it was almost over. But that’s not how he works. 

As a racer, when he failed to succeed the way he wanted, he made commitments and changes to ensure improvement. He brings the same attitude into the supercross analyst role, a position he had no plans of taking just weeks before the 2019 season began. 

Seven months later, at 7:30 on an early November morning, Ricky Carmichael tries to fix the Internet in his Tallahassee, Florida, home. It’s a 10,000-square-foot house, and the complicated home automation system has its own room and looks like a miniature data center. Carmichael has the resources to find someone to handle this for him. He made a lot of money riding dirt bikes, and three of his favorite championship motorcycles hang on a wall next to the staircase to the trophy room. But as annoying as it is, he actually gets a mild thrill from handling a mundane Internet issue that, yes, would have been handled by someone else in his previous life. Carmichael’s time as a professional athlete was so structured, so regimented, that he enjoys the discomfort that comes with handling the unexpected issue, such as a homeowner’s insurance claim, or, like today, the WiFi connection. He likes the process of figuring out something new.

What he doesn’t know at this point is that 12 hours later, his system still won’t work. He’s on the phone with a Comcast agent when I walk in. His 12-year-old twins gather their backpacks and prepare for their school day. Buckets of Halloween candy sit on the kitchen counter, and they debate peanut M&Ms versus plain with me. His daughter, Elise, says nobody gives out peanut M&Ms. I declare this a scandal. Their dad sits at the opposite end of the table and runs his fingers through his dark-auburn hair. It stands up tall, like Cosmo Kramer’s from Seinfeld. If he’s annoyed at being on the phone with customer service, he doesn’t show it. He asks the representative if he can take the satisfaction survey before hanging up the phone. We glance at each other. He chuckles knowingly and tosses his free hand up off the table a few inches. There was no way in hell he is actually going to stay on the phone to complete a survey, and he’s not sure why he bothered to ask. 

Since he wound down his professional motorcycle racing career after 2007, he’s been anything but idle. Between 2008-2011, he competed in just over 100 stock car races. His career-best finish was a 4th at Dover in the 2010 NASCAR Truck Series. In October 2012, his next major chapter started when he announced his partnership with Carey Hart to form RCH Racing, a beefed-up version of the race team Hart already ran. Carmichael brought Suzuki support and valuable knowledge, and over the next five seasons, they won supercross races and the 2016 Lucas Oil Pro Motocross Championship. 

The plate stayed full away from the races, too. Annually, he designs the Daytona Supercross and Monster Energy Cup tracks, puts his name on an amateur supercross championship race at Daytona, is part owner of a car wash chain and has a minority share in Fox Racing, the apparel maker he’s been with since middle school. The “Goat Farm” riding facility in Cairo, Georgia, once his private training ground, is now open to promising amateurs and professional riders looking to improve their skills. Carmichael’s mother, Jeannie, coaches. The Goat Farm has the same dirt that Ricky rode on for the majority of his professional career (1997-2007). 

Carmichael appears often at the property, rides with the trainees, gives out bits of wisdom and even occasionally runs the bulldozer and water truck. As part of his role as an ambassador for American Suzuki, he holds an annual riding camp where a small group of students of all ages gets the chance to be coached by him over a multi-day session. He’s also still taking advantage of his brand as the G.O.A.T. (Greatest of All Time) while he can and makes appearances at races like the Australia SX-Open, where he competes in an exhibition role. Days after my visit, he made round-trips to Auckland, New Zealand and Melbourne, Australia, and jammed in the Suzuki riding camp at the Goat Farm in between. 

Busy schedule for a retired guy.

He’s also preparing for his second year as the full-time analyst for the 17-event Monster Energy Supercross Championship on NBC Sports. 

By the age of 26, Carmichael had won ten Lucas Oil Pro Motocross and five Monster Energy Supercross Championships. At 27, he purposefully raced a partial season in both series and walked away with 150 combined career wins. In motorsports, he’s among legends – John Force (151 NHRA wins), Richard Petty (200 NASCAR wins) and Tucker Hibbert (138 Snocross wins). When chapter one of your life results in unmatchable achievement before the age of 30, how do you cope with the fact that you’ll never be that good at anything else? 

“I’m constantly thinking of, what can I do next? I’ve always wanted to be successful in something that wasn’t expected of me, something other than motorcycle racing,” he says. “Time is running out. It probably won’t happen, but I still think about that sometimes. What could it be, you know? Maybe it’s speaking. I don’t know.”

Before a position opened in the NBC Sports television booth for the 2019 season, Carmichael had plans to try motivational speaking. He hired Arthur Joseph, a communication strategist and the founder of Vocal Awareness. Joseph works with actors, singers, politicians and broadcasters to teach them the concept of empowerment through voice. Together, they developed a 30-minute-long motivational speech that Carmichael wanted to test out. He thought he might begin by putting himself in front of a familiar or comfortable audience, such as the employees of a sponsor. 

Although the speech draws on his experience of becoming a hall-of-fame-bound athlete in a niche sport, the message isn’t about riding dirt bikes. It’s about sacrifice, structure, accountability and not giving up. 

“There’s no reason that you can’t be better,” he says when asked what he’d tell an audience of workers who might just feel like cogs in a machine. “Push yourself every single day to be the best person that you can possibly be. It’s only going to help yourself. People take notice. Somebody from a Fortune 500 company might be in the store that you’re working in that day and might see how you’re pedaling and working it and might see your attitude.”

He has no idea if he’ll be any good at it. But, then again, when his parents bought him a blue Yamaha Tri-Zinger and then a Honda Z50 in the mid-1980s, they didn’t know if he’d ride them at all. Carmichael didn’t know if he’d be a good race car driver or race team owner, either. Neither of those career chapters lasted as long as he wanted, but he doesn’t consider them failures; it was just time to turn the page. 

After hanging up with Comcast, he wanders the kitchen, wondering what he should eat. Then he takes his kids to school and drives 30 minutes to the farm to spin a few laps on his supercross track. Before he pulls his Suzuki off its stand, he hands over his phone, “Answer it if it rings. It might be Comcast.” Two other riders are training with his mother, and he keeps his eye on them. Between short motos, he gives advice to the two young men.

“Open up your corners more,” he tells one rider who lost momentum squaring up the turns. To the other he asks for more energy on the ground. “Race between the jumps.” He shuts it down after about only 15 laps; he’s coming off a tropical vacation and just wants to ease back into riding before heading to New Zealand. On the ride back to Tallahassee, he talks about how his desire to hang it out on a supercross track has disappeared. Riding is still fun, he still scoots, but as his children grow and his businesses require much of his attention, his willingness to push wanes. Then, in an abrupt conversation change, he asks if reading more would help his vocabulary and, ultimately, benefit him in his analyst role on television. 

“Indubitably,” I tell him. I also tell him to try crossword puzzles, but he laughs at me and responds with his trademark retort: “Dude!” 

“I beat myself up quite a bit,” he says of his struggle to improve his speech, knowledge and book smarts. NBC and Feld Entertainment (supercross promoters) have helped to connect the entire TV talent team with speech and broadcast coaches. “I feel like I’m making excuses for myself, but sometimes I don’t know that I can do everything that [broadcast coach] is asking. There’s an element in there that I want to be myself, too. I have my own Ricky-isms, if you will, that, yeah, people are going to make fun of, but at the same time, that’s me.”

I ask him what his favorite “Ricky-ism” is. 

“’Preparate’ is my favorite. I haven’t used it since that one time [circa 2013]. My vocabulary isn’t great. My diction needs to be better.”

Diction (the choice and use of words and phrases) is a hell of a term for someone who claims not to have a vocabulary, but it’s at least an indication that he’s paying attention to his coaches’ lessons. Carmichael claims he’s “not a big thinker,” meaning he doesn’t study, doesn’t ruminate, doesn’t tax his mind or dwell on problems or negativity. At the same time, he knows he can be better; he wants to be better, and he has to balance that desire with other important responsibilities.  

He’s a single parent of twins and an entrepreneur. He runs a multi-dimensional personal brand and business that requires direct involvement and dozens of appearances a year. Being on call for his sponsors has been challenging since the divorce from his wife. He fiercely protects his time with his children but says the clients and sponsors he keeps are very gracious and understanding. “If somebody is going to require me to be gone while I have the kids, I just won’t do it. I just say fire me. That’s how important my time with my kids are. But when [sponsors] do get me and I do go do these appearances…they get all of my time. I’m there for them. I’m not trying to get out early.” 

Chapter 4 was supposed to be motivational speaking, but a new opportunity popped up that, coincidentally, involved a lot of talking. In the fall of 2018, he was in the middle of his usual busy schedule that included the Suzuki riding camp on his farm in mid-November and a supercross race in Torino, Italy, in mid-December. In between, JH Leale, president of Ricky Carmichael Racing, the “parent” company of everything Carmichael does, exchanged text messages with Feld Entertainment Motor Sports to finalize Carmichael’s involvement in television for 2019. Since his retirement at the end of 2007, Carmichael appeared as a guest analyst in the TV booth alongside his friend, former teammate, and 1997 AMA Supercross Champion Jeff Emig about 5-9 events per season. 

Schedule conflicts caused delays with the face-to-face meetings. At the same time, the expected announcement of NBC Sports as Feld’s new programming partner for 2019 and beyond didn’t publicly happen until Friday, December 14, 2018, just 22 days before the start of the season. Carmichael went to Italy that weekend, and a meeting with Feld and NBC got set for Tuesday, December 18. He didn’t know Emig had been cut from the TV team, which, according to Emig, happened around his birthday (December 1). 

On the airplane home from Europe, Carmichael turned to Leale and asked, “What’s going to happen?” Lots of ideas and options had been floated around, but Carmichael hadn’t considered a solo run in the booth. At end of the 2018 season, he told Feld he didn’t want that. He enjoyed the three-man team and was definitely not returning to the sideline reporter position that he did occasionally for a couple of seasons. “I didn’t like it,” he says of being on the track and reporting in front of the camera. “It wasn’t me. I just can’t do it. My pace of talking, my pace of thinking just isn’t fast enough for that position.”

After the 2018 season ended, Carmichael remembers an informal conversation about the future of his role in supercross television, and he remained adamant about keeping the three-man format. But when he met with Feld and NBC in December, they asked him to be Ralph Sheheen’s full-time partner. It wasn’t a choice between Carmichael and Emig. If Carmichael declined, a completely new face and voice would get the position. “The way they made it sound to me, Jeff wasn’t an option.”

Carmichael felt sick about it and called Emig to let him know what had been presented. He wanted to make sure it didn’t seem like he was stealing a position that his friend had held for 12 years. Emig had already had a few weeks to absorb the gravity of the news. “I processed it quickly and found myself with a choice of how to handle it,” Emig says. “Obviously, yes, it’s just a job, but it was also my career that I valued very highly and took a lot of responsibility with.” He gave Carmichael his blessing.

He said Carmichael called him after the first race of 2019 and talked about how much different it felt to be solo versus a guest analyst and how long the 3 hours felt. “In a three-man booth, you have time to sit back and not add anything at times,” Emig says. “With the two-man, suddenly there’s a lot of heavy lifting. It takes time to grow in the position.” 

In mid-February, the two launched Real Talk 447, a podcast where they discuss the previous week’s race, stories from their own racing careers, and hilariously go out of their way to roast each other. 

On the first Saturday of 2019, Carmichael made his debut on NBC Sports. During the on-camera open, he stuck to safe comments when Sheheen asked him who looked good in practice. He appeared stiff and sounded a little nervous. 

“I had never been in that position, so I was learning each week,” he says. “I was nervous. One thing that always, before our opening on-cameras…My adrenaline would get going, more than it would for a pro race. Just my thoughts were going a hundred miles a minute. ‘Don’t mess this up’ [he’d tell himself]. My thoughts, what I was going to say.”

During the racing action, he fell into “play-by-play” mode, which happens when an analyst tells what’s happening on the screen instead of why it’s happening. It’s common in new analysts, and Carmichael swears that, despite having spent a decade next to Sheheen and Emig in a part-time, third-wheel role that nobody taught him the differences in the positions. 

“No one ever corrected me if I was trying to call the race, like trying to do Ralph’s job. It got a lot easier for me to improve once I knew my job. But no one ever said anything. They probably just assumed I knew the difference, but I really didn’t.” Emig called this completely plausible, that the third chair has different expectations. “I just encouraged Ricky to be Ricky,” Emig says. “And that was plenty to fill the broadcast. We give him a lot of crap for making up words that don’t exist in Webster’s Dictionary, but it’s also part of being genuine and real. His knowledge of racing and the bikes is second to none. So how does he get across to the viewer? Just be himself.”

The lightbulb moment came the day after the opening round of the 2019 season while watching an NFL playoff game with Al Michaels and former wide receiver Chris Collinsworth in the booth. The full purpose of the analyst position sunk in, and he went to work on his own prep. He improved, but the negativity rolled in. Some comments were so lewd I won’t reprint them. But the majority called for the return of Jeff Emig. This is funny because, when Emig became the regular analyst in 2007, the typical comment made at that time was “bring back David Bailey”. 

“It doesn’t bother me that they’re bashing me,” Carmichael said. “What bothers me is how they are so negative, just in general. I was taught if you don’t have anything nice to say, don’t say anything at all.” Carmichael sees the comments, especially those left in his Instagram feed or @ him on Twitter, but he doesn’t engage in exchanges. If he responds at all, it’s a thumbs up or “that was intelligent.” He welcomes constructive criticism and helpful suggestions. 

“When I see these people being negative, I wonder if they are parents themselves. That’s what bothers me more than anything.” 

For 2020, Carmichael expects to be better in his role for the simple reason that he knows what to expect, and he’s had more lead time to prepare for the 54 hours of live television through the season. The comparison might not be parallel, but in his racing career, Carmichael’s average 1999 supercross finish was 11.6 in the 12 rounds he raced. He came in underprepared and regrets moving to the premier class so soon. In 2000, his average finish dropped to 5.75, and he completed the entire season. In 2001, he nearly batted 1.000; his average finish was 1.18. 

In preparation for his sophomore season in the booth, he stayed sharp on current events in the sport, watched more video, studied more. He also devoted himself to learning more about the riders and not relying strictly on his own knowledge of race strategy. He hasn’t, however, developed the awkward habit of delivering monologues to himself in front of the bathroom mirror. “I felt better already when I was at the Monster Energy Cup [October 2019] on my standup,” he says. “I didn’t get the adrenaline like I normally do, so that means I’m becoming more comfortable.”

A few weeks before the 2019 Monster Energy Cup, Feld held a summit in Tampa with their talent coach present. On race day, producer Chris Bond said he could tell Carmichael had practiced. “He was more concise in his analysis [at MEC], gave points viewers could look for, stated headlines and backed them up with facts or points,” Bond says. “He’s all in. From the moment he committed to being in the booth for every race, he has done everything he can to be better. It’s probably the same thing that drove him to compete at such a high level. And he has no ego about it.” Emig noticed how much more comfortable Carmichael got in the position as the 2019 season progressed. He wouldn’t comment on what he thought Carmichael could do better. He laughed and said no amount of money could persuade him to ever sit down and watch or listen to the shows from his own first season as an analyst. 

The digital criticism over Carmichael’s performance might be loud, but in real life his brand is strong. He still can’t move swiftly when he navigates hallways and lobbies on race weekends, and he gives as much of himself as he can to everyone he encounters. At a race in Minneapolis, Carmichael and other members of the TV crew went to dinner. They exited an elevator and found the lobby filled with race fans. Bond vividly remembers one particular man standing with his son. “He’s so nervous to talk to Ricky that he’s shaking,” Bond says. “He’s doing that thing where he’s just going on and on.” Instead of moving on as quickly as he could, Bond said Carmichael engaged the man in a brief conversation about what a great father he was, bringing his kid out to the races, and then he posed for pictures.

“He’s that way with everyone,” Bond says. “But the thing that stands out is how people are around him. He means a lot to them.”

In New Jersey, the race where Forkner’s season ended, Carmichael had fewer than two hours after rehearsal to research, eat, dress and make other preparations before going on live television. Walking through the belly of MetLife Stadium, he ran into a group of a few hundred people waiting to be escorted onto the racetrack for a VIP tour. Eyes widened, heads turned, and cameras floated up to eye level. One woman grabbed him and fumbled with a plastic file box filled with 8x10 photographs. “This is you and me in Atlanta” she said, handing him a marker. He signed the print and moved to the next person who wanted a photo with him. And another, and another. He obliged every request while simultaneously moving to his next meeting. 

While the fans have enjoyed Carmichael’s more visible and accessible role, the riders he talks about every Saturday night have shifted their view of him. He’s not only “Ricky Carmichael: former champion, hall of fame member, legend” – he’s now also a reporter digging for information to use as an analyst. He quickly discovered that riders aren’t willing to share much. They’re also not obligated to. But none of this surprises him. He once was that rider.

In a meeting at MetLife, the TV crew discussed what they learned during track walk. Someone said to Carmichael, “Marvin [Musquin] gave off a twitch like he didn’t want to be around you.” 

“A lot of people gave me a lot of crap during track walk today,” Carmichael says. “They weren’t being overly friendly.” Track walk is a roughly 30-minute period afforded the riders and teams to see the course for the first time. Media is discouraged from interviewing the athletes, but the TV crew is allowed to use this time for informal info gathering. In the tunnel before the walk, a privateer heckled Carmichael about getting a call wrong the week prior. Carmichael turned to him and said, “You should worry more about qualifying for the main event.” 

In the meeting, Carmichael said he couldn’t get Cooper Webb to say much of anything. In the race that night, Webb rode conservatively, lacked his usual fire, but riders kept falling in front of him. He took a win that surprised even him, and he revealed on the podium that he had battled flu symptoms all day. It explained why nobody could get him to talk earlier in the day. For a storyteller, it’s frustrating not to have the information that could help paint a full picture, but unlike other sports, motocross teams and athletes are not required to share injury or illness information. Carmichael feels challenged to talk to the riders more in pre-race and try to find out this info, but he said it’s not that simple. Doing that puts the riders in a position to lie. He knows this because he’s been on that side. 

“I wasn’t going to say much about it if I was struggling that night, or how my bike was handling,” he says. “I didn’t want anyone knowing what I’m feeling, how I’m feeling, or where I need to be better, or where I’m really good. That’s just how it is in our sport.”

Back at home, Carmichael has some leftover soup, and we talk more at the kitchen table. If I wasn’t around, he’d be in his office answering messages or handling business matters. Before picking up his kids, we go on a bicycle ride of mixed surfaces: paved, singletrack and gravel. He doesn’t even let an unprepared visitor keep him from getting in his ride. He lost 20 pounds in 2019, and he wants to maintain his habit. New routines are hard to form at this stage in his life. Carmichael turned 40 on November 27. As he stares down the next chapter in his life, he cares deeply about doing the best he can. He’s also aware that he’ll likely never be the absolute best like he was at riding a dirt bike, including being an analyst on TV. Even the G.O.A.T. isn’t immune to the difficulties and challenges of winning in life. 

“Sometimes I look at myself today, and I’m like, ‘Man, that’s so disappointing,’” he says. “Whether it’s my lack of dieting or my lack of drive in certain things and follow-through in certain things, because I wasn’t like that when I was racing.” For example: If he doesn’t have a full 90 minutes to exercise or ride his bike, he won’t do it at all. Long, insufferable training and riding sessions were hardwired into his DNA since childhood, and he doesn’t know how to turn that off and squeeze in something simpler.

This chapter in Carmichael’s life came unexpectedly. He knew that the TV gig was now or never. He had already made his mark as an athlete and a team owner. He puts his name on things he believes in. He didn’t take the TV position because he needed a job; he took it because he thought he could make a difference and give back.

“I love this sport; I love [my TV gig], and I love going to the races. It’s fun for me. I got the best seat in the house. I love helping people. I really do. They might not always hear what I want to say, and not agree with what I say, but I’m just doing it because I think I’m helping them.”

There’s a knock at the door. It’s a field representative from the home automation company that connects all the systems in the house. Before Carmichael continues his preparation for the next season, he goes back to fixing the Internet.

Mind Haze

Let Your Mind Wander

A film by Sebastien Zanella in association with Firestone Walker


While the modern world has buried every instinct deep within itself, contemporary man has built himself up on walls of science and academic thought, belittling poetry as well as the wilderness.

Despite this course, the caresses of the shore, the fog, the wind, the horizon and the shadows continue to hold the mystery of life for those who have the courage to listen.

 

Where waves crash

 
 
P2199701.jpg
 

in the shadow of giants.

 
 
 
 
 
 

The mind wanders

 

by nature's silence.

 
 
 
 
 
 
 

An ancient wilderness

 
 
 
 
 

rooted by the sea.

 
 
 
 
 
 
 
 
 

Its rhythm is simple.

 
 
 

Just be.

Against the Grain

When Motorcycles Raced on Wood

Words by Brett Smith


Photo courtesy Harley-Davidson archive

Photo courtesy Harley-Davidson archive

 

“It is a commentary on American Standards that we take pains to prohibit prize fighting and horse racing in many States, and hold up our hands in horror at the suggestion of bullfights as a national sport, and yet flock in thousands to see reckless young men riding madly around a track sloping at a 50 percent angle glorifying in the thinness of the thread that divides life from death.

—The Washington Post, Sept. 10, 1912

 

 

They saw it coming. They must have. With six motorcycles racing together at more than 90 miles per hour on wooden circle tracks with steep banks, the consequences of board-track racing could not have been a surprise. But the thrills were magnificent. The fascination with seeing and feeling speed was so new in the first 20 years of the 20th century that it led crowds of 10,000 to climb above the courses where only a thin rail made of pine or spruce separated them from the motorcycles that raced counterclockwise on the wooden track below. So scant was the partition between onlookers and racers that young boys often stuck their heads through the opening beneath the guard to be closer to the machines, which were getting faster with every new model. 

 

Photo courtesy AMA Motorcycle Hall of Fame

Photo courtesy AMA Motorcycle Hall of Fame

 

In the spirit of putting the action in front of the audience, where the entire race could be seen in one spot—much like the original idea behind supercross—early board-track races were held in small stadiums nicknamed “saucers” and “pie pans,” the latter moniker because of their round shape and continuous steep banks. They were little more than beefed-up bicycle velodromes. In 1908—the same year the first Model T was produced, General Motors was founded, and Jack Johnson became the first black heavyweight boxing champion of the world—the excitement factor of watching a motorcycle do a mile a minute was still very fresh. 

On July 5, match races were held at the Clifton course in Paterson, New Jersey, on a “six-lap track, brand new, of wood, fresh from the sawmill and the carpenter’s hand,” according a five-page account in the July 15, 1908, Motorcycle Illustrated. The course, built by former bicycle racing champion and British expat John Shillington Prince, was one-sixth of a mile. After his own two-wheeled racing career ended in the late 1880s, Prince moved on to building and promoting velodrome races. On the velodromes, high-banked 1/6th- and 1/10th-mile courses, motorcycles were originally employed to pace bicyclists for races and in training. Interest in the possibility of what a motorized machine could do on the planks grew and Prince used his velodrome designs to build what became known as motordromes. 

 

Photo courtesy Harley-Davidson archive

Photo courtesy Harley-Davidson archive

 

In Clifton, because of the tightness of the course and potential for tragedy, only two riders competed at a time. Nothing tragic happened that day in 1908. Jake DeRosier, the Canadian-born, Massachusetts-raised racer who became America’s first motorcycle superstar, hit more than a dozen speed milestones on a prototype Indian, including the 1-mile record, which he set at 56 seconds (64 mph). Despite the 5,000 open-mouthed and applauding spectators, as Motorcycle Illustrated described the crowd, the magazine wasn’t on board. 

 

“Of course, this is not motorcycle racing,” a separate editorial pontificated. “It takes three to make a race and four are better. But neither three nor four will probably ever be raced together on the Clifton Saucer. To permit it would be criminal.” 

 

Prince traveled around the country, convincing residents and city halls to allow him to build a motordrome in their towns. His design changed to courses one-third of a mile in length, and one of the first he built at that spec was the Los Angeles Coliseum Motordrome, in 1909, which was three and a half laps to the mile. From 1909 through 1914, 21 motordromes one-third of a mile or less were constructed across North America (not all by Prince), from Springfield, Massachusetts, to Brighton Beach, New York; Vailsburg, New Jersey; St. Louis; Detroit; Atlanta; Milwaukee; Denver; Los Angeles; and others. Prince was churning out the stadiums in just a few weeks. The Brighton Beach (Brooklyn) course held its first event on June 29, 1912. The New York Times announced the project on May 7 and said, “An army of men will rush the construction.” The project cost $30,000 and was made with 1.5 million feet of lumber, mostly 16-foot lengths of 2x4s, with the 2-inch face up. The length was one-third of a mile, the angle 53 degrees, and the capacity was 10,000 in the grandstands.

 

Photo courtesy Harley-Davidson archive

Photo courtesy Harley-Davidson archive

 

The motorcycles were developing as quickly as the courses were being built. They had one gear, no brakes, no clutch, no suspension, and the carburetors were set wide open. The engines were total loss, meaning the oil wasn’t pressure fed. An oil tank fed the engine what it needed to consume. Instead of recirculating back into the engine, the used oil was expelled into the air in the form of smoke. 

 

“They hadn’t yet realized they needed to figure out how to cycle the oil down to the motor and pump it back up,” says Matt Walksler of Wheels Through Time. When riders crashed, oil leaked onto the course, which led to more crashing. Performance was entirely by experimentation, and the 61-cubic-inch (1,000 cc) engines were nearing 90 mph in 1911. And that was at only 7 horsepower. 

Dozens of manufacturers competed for market share in the United States: Excelsior, Indian, Thor, Cyclone, The Flying Merkel, NSU, and many more. Absent from the results columns was Harley-Davidson, which did not officially field racing teams until 1914. Arthur Davidson was staunchly against racing. In a 1912 editorial in The Harley Dealer, he said,

 

“Any dealer who contemplates hooking up with a promoter in the ‘murderdrome’ business, I have found it to be my experience, has nothing to gain and everything to lose. The board track game will work out its own destiny in a mighty big hurry.” 

 

Photo courtesy Chris Price, Archive Moto

Photo courtesy Chris Price, Archive Moto

 

Murderdromes. Arthur Davidson saw it coming. Engineers were quickly learning how to wring more out of the internal-combustion engines. On Dec. 30, 1912, on a 1-mile board track in Playa del Rey, California, riding a big-valved Excelsior, Lee Humiston tucked into his handlebars to record a 36-second lap. He became the first rider to officially set the record for 100 mph (146.7 feet per second) on a motorcycle. Two years later, J.A. McNeil went 111.1 mph on a Cyclone. The bike used overhead-cam technology, new at the time, and put out 45 horsepower at 5,000 rpm. Unfortunately, the Federation of American Motorcyclists refused to recognize the feat on the grounds that the speed could possibly be 10 percent above the existing record. The increase in speed and power and the steepening angle of the courses, which was hitting 60 degrees and producing enough centrifugal force to shoot riders and machines out of the circle, also increased the potential for catastrophe. 

 

Photo courtesy Don Emde Collection

Photo courtesy Don Emde Collection

 

On Sept. 8, 1912, in Vailsburg, the first of two such major tragedies was splattered on newspapers in multi-stack headlines across the country. On a four-lap motordrome west of downtown Newark, New Jersey, with 5,000 spectators in attendance, Eddie Hasha’s eight-valve, 61-cubic-inch Indian—at 92 mph—veered sharply upward toward the guardrail and grinded along it for 100 feet, killing three boys whose heads were hanging into the barrier openings, according to newspaper reports. It was about 5 p.m., the final lap of the final race on the card, and Hasha was going for the lead. After hitting a post, Hasha was hurled into the crowd and the motorcycle careened back down the course and into the sixth-place rider, Johnny Albright of Denver. He was thrown from his bike and pronounced dead hours later at a hospital from lung hemorrhaging. 

 

Many papers reported that witnesses saw the sprocket come loose from Hasha’s bike and “literally tore off the skull of a little boy who had been one of the most excited enthusiasts at the race,” according to The Washington Post. Hasha, as described in the Post, “was pitched 50 feet into the air, and must have been killed instantly in the collision. His body was shapeless from broken bones when it was picked up almost at the feet of his wife seated among the men and boys in the bleachers.” Six were killed that day, including the two riders and three boys under 18. Two more men died in the hospital days later. 

 

Photo courtesy Harley-Davidson archive

Photo courtesy Harley-Davidson archive

 

The New York Times had interviewed Hasha before the race and reprinted an ominous discussion about the dangers of saucer racing.

 

“I suppose it’ll get us all each when his turn comes,” he said. “Oh, I know it’s a dangerous game, but I am stowing my money away in the bank and the wife will be fixed up if I go.”

 

The best racers were reported to have been paid $20,000 a year from their teams, a huge sum of money in the early 1900s. But Hasha was only 19 and turned pro in 1911. No doubt, he wasn’t set for life. His wife, Gertrude, later married Al Crocker, a motorcycle manufacturer whose machines bore his surname. 

 

Photo courtesy AMA Motorcycle Hall of Fame

Photo courtesy AMA Motorcycle Hall of Fame

 

Opened on Independence Day 1912, the Vailsburg track was never used again for motorcycle racing. Less than a year later, in Ludlow, Kentucky, Odin Johnson jumped the track and struck an electric light pole at the Lagoon Motordrome. The gas tank exploded after coming into contact with a live wire. Eight people were killed and dozens were burned. “Mothers with babies in their arms were showered with blazing gasoline,” wrote The Washington Post

Board-track racing had a short but explosive life in motorcycle history, but not nearly as short as some have erroneously documented. The discipline didn’t disappear after the widely publicized incidents of 1912 and 1913. Following the Kentucky tragedy, only a few more three- and four-lap motordromes were built. Newspaper headlines decrying them “murderdromes” made business difficult. Harry Glenn, who rode for Indian from 1912 to 1924, was the pallbearer for 19 of his competitors. In 1915, board tracks 1, 1.25, and 2 miles in length popped up in Chicago, Tacoma, Omaha, Des Moines, and Sheepshead Bay, New York, and featured automobile racing too. They were the precursors to modern speedways, but they were still made of wood, which made them impossible to maintain for the long term. Jack Prince didn’t get to see the end of the board-track era. He died in October 1927 at 68. The last major motorcycle races on the boards were held in 1928, and the final board track, Woodbridge Speedway in New Jersey, closed in 1931 after deteriorating beyond repair. It was replaced by a dirt oval. 

 

Photo courtesy AMA Motorcycle Hall of Fame

Photo courtesy AMA Motorcycle Hall of Fame

 

Some historians believe it was negative press from the board-track tragedies that put motorcycling in the category of daredevilry and gave it notoriety as a dangerous and foolhardy sport, a designation that two-wheel enthusiasts are still trying to overcome. Board-track racing isn’t remembered for the damage it did to an industry; today it’s revered for the incredulousness it impresses upon the people who take the time to learn about it.