When I accepted the assistant editor position at Rider, I expected to ride motorcycles outside of what I was used to. That was one of the many exciting things about the job. This past January, I got what I was looking for – and then some. At the BMW U.S. Rider Academy two-day Street Survival On-Road course at the BMW Performance Center in Greer, South Carolina, I went from riding my usual Honda Rebel 250 the week before to a BMW R 1250 GS. I can handle some easy math, and that’s about five times the displacement of my personal bike. And at 5-foot-1 and 110 lb, I was feeling like I had bitten off a little more than I could chew. By the end of the weekend, however, I didn’t want to get off the big GS.

This was the first class I’d taken since the Harley-Davidson Riding Academy at my local dealership seven years ago. That course had been great fun, puttering around the parking lot on Harley Street 500s and taking each step nice and slow. While my riding has improved since then just by putting in the miles, I knew some real training with coaches would be beneficial. So off I went to the BMW Performance Center.

When the Student is Ready…

Upon arriving that first day, I chatted with some of the instructors while waiting for the class to start. When one of them asked me what bike I had reserved for the class, I told him I’d picked the G 310 R, thinking the smallest one would be the most comfortable for me. However, he said I should try the R 1250 GS instead.

I laughed, assuming he was joking. It wouldn’t be the last time I would be wrong over the course of the weekend.

“No, really,” he said. “A lot of people think that the smaller one will be easier, but the 1250 is so well balanced. Once you get used to the size, it’s the better bike for the exercises we’ll be doing.”

At that point, I shrugged my shoulders. I told him maybe I’d give the big bike a go later, with no real confidence that I’d feel up to it that weekend. Little did I know that I’d soon be riding side-saddle around the track on the R 1250 GS, asking myself what I had gotten myself into and thinking my momma’s going to kill me when she sees these photos.

The morning began in the cafeteria drinking free coffee and chatting. At 8:30, we moved to the classroom, where we introduced ourselves and went through a slideshow about the types of exercises we’d be doing that day. There were five instructors and 10 students, so we’d get plenty of help and feedback. We spent less time in the classroom than I expected – only about 30 minutes – then we were off to meet our bikes and get started.

Related: 2018 BMW G 310 R | First Ride Review

That’s when I ended up on the 1250. When we walked out, I spotted the 310 right away and walked toward it. For the first exercise, the instructors told us we needed to use a bike with a centerstand, so I moved over to a 1250. I never did get it up on the stand by myself, but the instructors were happy to help me out by steadying the beast while I tried. I did manage to get it off the centerstand by myself once – my first victory of the day.

After getting to know the bikes, we were ready to ride down to the track, so I once again walked to the 310. This time, a different instructor asked me if I was sure I wouldn’t rather use the 1250 since, again, it would be the best option for the upcoming exercise. At that point, I figured the instructors knew what they were talking about, so I trusted the process. I was there to learn and break out of my comfort zone anyway, right? I slung a leg over the 1250, struggled to reach the kickstand for a solid minute before finally catching it with my boot, and fired it up. Then we were off.

Related: 2021 BMW R 1250 GS | Road Test Review

The first few laps went better than expected. We did some acrobatics that felt nuts to me at first but were actually easy and fun, like riding while standing on the pegs followed by a lap with our right knee on the seat. On the next lap, we put our right leg behind our left and sat side-saddle, and then we rode standing with the right foot on the left peg and the left foot dangling out to the side. Then we did the same thing with the other leg. During that exercise, I thought to myself, This isn’t so bad. I might not drop the bike after all. Wrong again.

Then we got into the slow maneuvers, such as in-line weaving, riding tight circles in a box, and figure-eights. I dropped that big GS over and over and over. I must thank my instructors here for their resilient patience. They never complained or even looked slightly annoyed by having to continually pick my bike up for me. They offered words of encouragement and plenty of feedback and advice, so I always knew what to work on the next go-round. In fact, after every single attempt at an exercise, there was an instructor or two there to provide helpful feedback and cheer us on.

I looked forward to the breaks throughout the day, not only because sitting in a chair resulted in fewer bruises than dropping the motorcycle, but also because it gave us a chance to talk. We got to know each other and learned that, even if we came from different backgrounds – or different continents – we all had a lot more in common than we realized. 

The only other woman in the class was Christine, and she is as badass as they come. She’s done other classes and trackdays and has four motorcycles at home, the most recent addition being a Ducati Multistrada. I also met Dave, who lives up near the Blue Ridge Parkway and met our EIC Greg and his wife, Carrie, at an Edelweiss Greece tour last year. There was also John, Terry, Yasser, William, Fernando, George, and Sam, all of whom were lovely to talk to and had plenty of their own experiences to share. The instructors sat with us too, joking and telling stories. Even Neale, the fantastic photographer for this story, found some time between taking photos to sit and chat with us. It was truly wonderful to feel that connection and friendship with a group of people I’d never met before.

At the end of the first day, they brought out a fleet of models for us to ride around the track for what they called the “ultimate test ride.” We’d hop on one bike, ride a couple laps, park it, and switch to something else. I tried out an F 900 XR, a gigantic R 18 cruiser, and other bikes. It was a fun way to end the first day, and it allowed me to make some headway toward my goal of trying out different motorcycles. After that, we were all ready for a beer and some food.

Related: 2021 BMW R 18 Classic | Tour Test Review

…Makes You Stronger

Waking up the second day in the hotel room, I was so sore from being tense while I rode the day before and from dropping the bike that the last thing my body wanted to do was get out of bed. But I rolled out, geared up, and met Neale and Dave in the lobby for breakfast. I’m glad I made the effort and that I chose the two-day course instead of the one-day course because the second day was pure fun.

Don’t get me wrong, there were still exercises that challenged me and taught me to ride in ways I hadn’t before, but the nerves had vanished. I was able to relax and have fun. The other students were no longer strangers but rather new friends, and I knew I could ride that monster of a motorcycle this time because, although it hadn’t been pretty, I’d ridden it before. On the second day, I only dropped it three times! Quite an improvement on the previous day.

The exercises we did on Sunday consisted of putting together the individual techniques we’d learned on Saturday. We worked on emergency stops, cornering, emergency stopping in a corner, and other valuable skills. Halfway through the second day, my bike started leaking fluid (no doubt from the countless times I’d dropped it the day before), so they brought me out a new one. Christine offered to swap with me for the 1250 GS with low suspension that she was riding, and that was much better. 

We finished up in the classroom, and the instructors gave us some homework exercises, a goodie bag, and their cards. They encouraged us to reach out to them at any time with pictures of new motorcycles we get or whatever other moto-related activities we’re up to.

By the end of the weekend, I felt much more confident, although plenty sore, and was excited to practice what I’d learned and try out more new motorcycles. As I continue my own moto journey, I hope to see all my new friends from the BMW Street Survival class out on the roads, enjoying their new skills and the motorcycles that brought us all together.

SIDEBAR: BMW U.S. Rider Academy

The BMW Performance Center in Greer, South Carolina, offers several types of motorcycle courses. I took the two-day Street Survival On-Road course, but there’s also a one-day and three-day versions of the course, as well as a ladies-only version.

Other training options include a two-day MSF Basic Rider course; a two-day USRA Authority School (for police-style training); one-day, two-day, and three-day versions of the Adventure Off-Road course; and a ladies-only Adventure Off-Road course. The instructors told us the off-road courses are the most popular (and most fun). They also said all BMW U.S. Rider Academy courses book up fast. The only reason I was able to find an open spot on short notice for the two-day Street Survival course is because someone else had canceled. Usually, they fill up several months in advance.

Pricing varies based on the length of the class. One-day classes are $900, two-day classes are $1,800, and three-day classes are $2,700. When I took the class, BMW offered the option of either using one of their motorcycles or bringing a personal motorcycle to use. I chose to rent, as most others in the class did, and I’m glad I did. Although I dropped my bike more than anyone else in the class, I was far from the only student to drop one. Now, BMW requires students to use one of BMW’s motorcycles, which removes any anxiety a student might have about damaging their personal ride. Each course comes with a chef-prepared lunch each day, which was delicious and included several dietary options. BMW also offers 20%-off coupons at rallies and events.

A full list of courses, prices, and availability can be found here.

Not much about me screams either “sportbike” or “trackday.” With a shaved head and beard nearly as long as my face is tall, to look at me, you’d probably guess I ride a Harley. And you wouldn’t be wrong. My main bike currently is a 2004 Heritage Softail Classic. I’m a cruiser guy. But the length of my beard might belie the length of time I’ve been riding – at least this most recent stint. According to a website I found with a glossary of both common and obscure motorcycling terms, I’m a “BAB,” or Born Again Biker, which is “someone who has recently returned to riding after a period of absence…and really ought to get some advanced training.” 

I’ve taken a couple MSF parking-lot classes that were informative, but when the opportunity arose to pick up a Yamaha MT-09 SP test bike in Southern California and take it to the Yamaha Champions Riding School’s two-day ChampSchool in Las Vegas, I jumped at it. I may be a cruiser guy about to turn 50, but I still have a pulse, and the idea of learning from some of the best racers in the country got that pulse, well, racing.

Related: Yamaha Announces 2023 Updated and Returning Models

Preparing to ‘Ride Like a Champion’ 

Prior to the school, I was sent the online Champ U “Champion’s Habits: Core Curriculum.” I talk more about this in the sidebar below, but in the immediate, it was very helpful to watch the courses before attending the class. Much of the information was repeated within the first couple hours at the Las Vegas Motor Speedway, but this method of instruction made perfect sense to me. It’s the same reason I usually have my 10-year-old son read through all the instructions before jumping into a project. That way, once you actually get down to business, you understand the big picture – where you’re going and how you’re going to get there. I was pleased that most things the instructors at ChampSchool said in those first hours were lessons I remembered from Champ U.    

That’s not to say that I wasn’t still nervous. After all, even if you’ve read the instructions, sometimes you break the little pieces when you’re building a model. I wasn’t particularly interested in breaking the $12,000 motorcycle that didn’t belong to me…or the little pieces that make up my body.  

Related: 2023 Yamaha MT-10 SP | First Ride Review

But my mind was put to ease by one of the first things ChampSchool Chief Instructor and CEO Nick Ienatsch instructed us to do: Turn to the person standing next to us and say, “I don’t care what you think about my riding.” I’m guessing that even after that, most attendees at the class probably actually did care, myself included, but that was just me dealing with my own insecurities, and starting the two days with that directive was a good reminder. More importantly, even though I was one of the slower riders, I was never made to feel that way by the instructors. 

It also helped that the approximately 25 students were divided into two groups depending on track and general riding experience (and then further divided into an approximate 4:1 student-instructor ratio). The two groups would alternate sessions on the track and sessions in the classroom reviewing the time they had just spent on the track and reinforcing other concepts. The only time all of us were on the track together was toward the end of the second day – at which point it wasn’t so nerve wracking being passed by the more advanced students, and I was able to keep my focus on my riding.    

Strength Through Struggles 

In between each track session, students were asked to rank themselves from 1-10 on a scorecard of “CHAMPS” categories (Comfort/fun, Have brakes past tip-in/efficiency, Apexes/direction, My plan/eyes, Position/timing of body, Smooth initial/final 5%). My three lowest scores were consistently related to braking, scanning forward, and my body position.  

While “eyes” was obviously tied to “My plan” (scan ahead on the track and make a plan), the benefit of the CHAMPS scorecard during the classroom sessions was that it gave riders another kind of plan: the things they needed to work on when they went back on the track. 

Another great feature of the school is the filming and reviewing of student riding, which happened twice, once toward the end of the first day and then again before lunch on the second day, with the review of the footage happening at the meal after the filming. 

In order to move the process along, students were either taken out two at a time to watch their riding with an instructor on a laptop or their riding was reviewed on a larger projector screen with the whole group. For the review of my first ride, I was one of the smaller two-at-a-time groups. I’m not sure if this was by design, but I was glad I didn’t have to watch my puttering along in front of the whole group. And after getting almost a blow-by-blow analysis of the entire ride by my instructor, I was pleased to see improvement in the second-day video (thankfully, since this one was viewed in front of the main group). And like with the CHAMPS scorecard, watching the videos gave me a plan for when I returned to the track.       

ChampSchool ‘Roller Coaster Moments’ and Other Surprises 

The cost of attending the two-day school at the Las Vegas Speedway was $2,495 (prices vary depending on the track), not counting travel or rental costs for a bike if you don’t bring your own or the required “standard track gear” – in my case, track leathers and boots. This is a little higher than some fees I’ve seen, but considering the bona fides of the instructors, the quality of instruction, the amount of track time, and the online curriculum sent in advance of the class, I think it’s a solid value.  

However, there were a couple experiences where it felt like the organizers and instructors thought, Let’s give them an even bigger bang for their buck. I called these the “Roller Coaster Moments.” There were lessons to be gleaned from each one, but mostly I just walked away glad to be alive.  

The first one was shown in the online curriculum…kind of. At several points in the videos, instructors hop in a minivan to illustrate how riding can be similar to driving. Makes sense. And so it also made sense when, after some introductory instruction at the speedway, they said, “Okay, let’s get in the minivans, and we’ll illustrate some of these things we’ve been talking about.” Sure, I thought. I remember seeing them doing this in the videos. 

What they didn’t show in the videos is the extreme version of illustrating the points. 

Did you know a minivan can take corners at 80-plus mph? I didn’t. Nor did I necessarily think it should. My instructor for the two days (and minivan driver that first day) was Cody Wyman. In addition to all of Cody’s racing accolades, he is also a professional driving instructor. Again, did you know a minivan can take corners at 80-plus mph? Apparently it can, although my death grip on the underside of my seat (you can probably still see my claw marks) was because I was convinced we were going to go ass-over-teakettle. 

Cody was sure to check in on all his passengers as we careened around the track, and I think I mumbled something like “I’m good,” and I think he said some other things we were supposed to be learning, but it wasn’t until they repeated the exercise the next day that I was able to breathe and pick up some of the finer nuances of braking and finding the straightest lines to the next apex.    

The second “Roller Coaster Moment” was riding two-up with an instructor. I’m not sure what else to say besides it was like being on the back of a rocket. I don’t remember much beyond trying not to collapse Cody’s lungs or fracture his ribs with my arms as I clutched the grab bar that had been affixed to the Yamaha MT-10 tank in front of him while he took corners at speeds that I’m pretty sure were faster than the minivan. At least the van had seatbelts.      

While I joke about this being a “Roller Coaster Moment,” the lesson was indeed solid, and it segues into my biggest surprise – or perhaps realization – of exactly how amazing motorcycles are when it comes to moving through space and time, especially sportbikes – even with my 200-lb butt on the pillion.  

Several times over the course of the two days, we were told to trust the bike. We all hear about “lean angle” and “rider triangle” and “geometry,” but it was fascinating (and reassuring) to hear from professionals exactly how much these machines have been designed to take your physical inputs and convert them using math and science into results that allow the bike to cling to the earth in seeming defiance of natural laws. But I learned that they’re actually pushing those very laws. 

Common ChampSchool expressions like “Load the tire before you work the tire” revolve around math and science. Adding 5% of brakes starts to compress the fork, which changes the geometry of the bike and widens the tire’s contact patch, and suddenly (well, similar to his dislike of words like “flick” or “grab,” Nick would probably scold me for such an “abrupt” word choice as “suddenly”) you can add more brakes or lean angle to make a tight corner. It’s more than “man and machine”; it’s an amazing symbiosis. We are riding the motorcycles, and they are listening to what our bodies are saying.  

It’s also worth noting I was a little surprised about the caliber of the instructors, not only in their accomplishments but also – and maybe more importantly – their behavior. Nick may have started the class by saying that they would be hard on us, but what I found from all the instructors was positive correction and consistent support and encouragement. And Cody was about the nicest guy you could imagine. Someone could say, “Well, sure, because you were paying them,” but a few weeks after ChampSchool at the AIMExpo show, with hundreds of attendees, I was wandering around trying to take it all in when I heard, “Hey Paul!” It was Cody. I hadn’t even noticed him, and he could’ve just let me pass, but instead he stopped me and took a minute to talk. He didn’t have to do that, but the fact that he did spoke volumes to me.

Related: 2023 AIMExpo Highlights

ChampSchool Final Takeaways 

I attended ChampSchool for two reasons: to become a better at my job with Rider, especially when I need to attend a bike launch at a track, and to become a better rider. I’m sure you want to feel like I’m a competent associate editor, but you’re probably reading this to know whether you will become a better rider if you attend ChampSchool. For me, it was mission(s) accomplished. 

Between Las Vegas and my hometown in southern Utah, there’s a great 12-mile stretch of interstate (yes, interstate) through the Virgin River Gorge, with tall canyon walls and lots of curves. Riding home after ChampSchool, I trusted my bike and I trusted myself. I centered myself and repeated my mantra as I rode toward the slice in the mountains where the interstate cut into the towering walls, and I opened it up a little more through the gorge, as traffic was relatively thin that day.

Still cautious but more confident, I pushed myself. The catchphrases that were repeated in both the online curriculum and at the class echoed in my head – load the tire before you work the tire, brake until you’re happy with speed and direction, and a host of others – and a stretch of road that had been a little more intimidating than enjoyable just a few days earlier was now more fun and exciting. 

So thank you to Nick, Cody, and everyone else involved with ChampSchool for taking this cruiser guy and making me a better rider…and making the ride more enjoyable.  

For more information, including upcoming ChampSchool classes, as well as other course offerings, such as the one-day ChampStreet program, which is geared more toward street riding, visit the Yamaha Champions Riding School website. 

SIDERBAR: Champ U 

While the Champ U online Core Curriculum is available for free as part of ChampSchool, for those who are unable to attend one of the ChampSchool events, purchasing the Core Curriculum independently is an excellent alternative, especially considering it’s on sale for only $49.95 as of publication.  

For that cost, you get 12 modules comprising a total of 43 video lessons (most ranging from 3-7 minutes long) and corresponding quizzes. The 12 subjects run the gamut – from front and rear braking, downshifting, and body position to mental approach, the 100 points of grip, and a concept they call “radius=mph” – and there are more than 30 drills to reinforce these lessons.  

If it seems like there is some overlap, you’re right, and as a former teacher, I can tell you that learning comes from repetition, a tactic Champ U employs very effectively when topics intersect one another. In fact, a decent amount of the information was familiar to me already, but much like I still regularly ride the test course at my local DMV, I also think it’s valuable to hear the same information from a different perspective. And along those lines, the Champ U content creators know how to turn a phrase. Nearly two months after the class, many of the pithy catchphrases from the Core Curriculum still roll around my head as I roll around on my bike.  

They also effectively use humor, which keeps the content from feeling like you’re back to studying up for your motorcycle endorsement. Video production value is good, and most of the instructors look very comfortable on the other side of the camera.    

The information is largely geared toward track riding and sport bikes, but they drew several parallels to street riding. Even where they didn’t, as primarily a street rider, I made several connections between the lessons and my own experiences. And once you buy it, it’s yours to revisit as often as you’d like. 

And if you know someone who is considering taking up riding or if you are new or recently returning to riding, Champ U is now offering a “New Rider” class with 35 lessons, 28 quizzes, and drills designed to prepare students for life as a motorcyclist at an introductory price of $19.95. 

More information at the Champions University Champ U courses webpage.

A dozen women from all over the U.S. geared up and threw a leg over their dirtbikes for the Babes in the Dirt weekend in Anza, California, last October. 

“Today, we’re at MotoVentures doing some hands-on training with some gals that want to become better motorcyclists,” said Ashmore Ellis, co-founder of Babes Ride Out and Babes in the Dirt. Ellis added that the goal is for riders to end each day feeling “really comfortable on the bike, knowing how it handles, and everything in between.” 

Related: Coverage of Babes Ride Out 7 in 2019

The first day began bright and early under a gray sky, and as women arrived or emerged from their campsites at the MotoVentures facility, there was a buzz of excitement, nerves, and camaraderie. Ladies from all walks of life introduced themselves and shared where they were from, including places like Temecula, California’s High Desert areas, Las Vegas, and Oregon. The group collectively gasped “Wow!” when one rider said she traveled from Alaska.

Geared up and ready to go, Andre LaPlante, owner of MotoVentures and a USMCA-certified instructor, called everyone together for the riders meeting. LaPlante detailed the weekend’s activities, telling the group they’d become proficient in sit-down turns, braking exercises, and stand-up riding. Other exercises included hill riding and turning, slalom exercises, a beam ride (to represent a rut or single track), and finally, the dreaded sand wash. 

Related: Andre LaPlante | Ep. 42 Rider Magazine Insider Podcast

Groans were heard in the group. One woman said, “I’m terrible in sand,” and many heads nodded in agreement. LaPlante smiled and confidently said, “You won’t be by the end of Sunday.”

After an hour explaining what was to come, with some storytelling in between, there was a mix of hesitation and excitement on the faces of the riders. Recognizing this, Ellis stood up and asked the group, “Is anyone nervous?” A bunch of hands shot straight up. “You have nothing to worry about,” she said, “so everyone stand up!”

A natural leader with a joyous presence, Ellis had everyone shake out their arms and jump around, wiggling the jitters out. Feeling better and with the adrenaline urging them forward, the ladies mounted their bikes and roared away in a single file line for the first group ride.

After the ride, LaPlante collected the riders together, had them shut off their engines, and explained the first lesson of the day. He was supported by two of MotoVentures’ instructors, Matt Kelly and Kylee Nordby, who are also USMCA certified. Keeping a sharp eye on all the students, the three worked seamlessly together while encouraging proper techniques and cheering everyone on.

When body positioning needed to be corrected, LaPlante provided honest feedback and adjusted the riders so that they could try the exercise again in the correct position. Seemingly tireless, LaPlante clicked through the drills with the riders until he was satisfied that everyone had completed the task correctly. He explained that riders become better and more confident once they master a solid foundation of technical skills and fundamentals like stand-up riding, counterbalancing, braking, and hill-riding techniques – “the fun stuff,” he exclaimed with a big smile. 

Read all of Rider‘s Tips & Tricks articles here.

As the good times continued, it was easy to see why Babes in the Dirt and MotoVentures are a natural fit. These two organizations came together out of a shared need to get out of the house. As Ellis explained: “We canceled all our events for 2020 due to the pandemic but found that [MotoVentures] was a safe place where riders could come to receive training and social distance in those dark days.”

At the time, Ashmore reached out to lifelong rider and trials champion Gary LaPlante. A longtime veteran of the motorcycle industry, Gary founded MotoVentures more than 20 years ago with a “dirt first” philosophy. As summarized on the company’s website, “dirt bike riding is the best way to first learn how to ride a motorcycle, and it’s also great for improving the motorcycle riding skills of any rider.”

Sadly, Gary passed away last August after a long battle with brain cancer. His son, Andre, continues to run MotoVentures, which is based at a private 350-acre riding facility in Anza, a remote area of Southern California between Escondido and Palm Springs. There’s an expansive flat area for riders to feel comfortable and confident when practicing their exercises, as well as a variety of terrain to hone more advanced techniques.

Ellis said Babes in the Dirt was created as an alternative to their larger Babes Ride Out events, providing a “more intimate setting where we can get to know some gals.”

“Even today with 12 riders, it offers real face-to-face time, getting to know them and their stories,” she said. “They want to become better, more confident, and more skilled so that they have more fun on the trails.” 

Krissy Fritz came to do exactly that, traveling nearly 4,000 miles from Girdwood, Alaska, to Anza so she could improve her overall riding.

“We don’t have any training schools for girls anywhere in Alaska,” said Fritz, who has a lofty goal. Next July, she and several friends and family members will participate in Romaniacs, the hard enduro event in Romania sponsored by Red Bull. She wanted more practice time riding terrain different than what she’s used to at home.

Personal goals can range from big dreams to small aspirations. Babes in the Dirt and MotoVentures help riders achieve those missions by cultivating an air of inclusion for everyone. As Ellis noted, “Out here this weekend, we have riders that range from anywhere in their 20s to 60 years old, which is like the range of all our events.”

The weekend began with some unknowns for the participants, but you could quickly see riders overcoming fear and growing in confidence and ability. Babes in the Dirt stays true to its mission of “enhancing each rider’s skill set while connecting other off-road enthusiasts who share the same passion.” Parallel to that, it’s clear that LaPlante takes a lot of pride in both his coaching and continuing his dad’s legacy. We think Gary would be proud.

For more information, visit Babes In The Dirt or MotoVentures.

Yamaha Champions Riding School, the premier motorcycle riding school in North America, is proud to announce a new Champions University digital curriculum: New Rider.

Champ U: New Rider is over three hours of digital content with 35 lessons, 28 quizzes, and drills designed to prepare students for life as a motorcyclist. This interactive course follows the ChampSchool tradition of truly explaining the “why” of everything a new rider must know, from how a clutch engages to proper and safe emergency-braking practice.

“New-rider parking-lot schools are the gateway to our sport and they have done the job of getting hundreds of thousands of riders licensed to ride on the road,” said ChampSchool founder Nick Ienatsch.

Related: Partial 2023 ChampSchool Schedule Announced

Why Take ‘Champ U: New Rider’?

Ienatsch said the goal with New Rider is two-fold:

One: Use the reach of the internet to deliver motorcycle riding’s best practices to any person interested in becoming a life-long motorcycle rider, or any current rider intent on improvement.

“These best practices are data driven and focused on drastically reducing risk while greatly increasing riding enjoyment,” Ienatsch said. “Champ U: New Rider students can expect to become excellent riders very quickly.”

Two: Bolster the current license-waiver classes with context and proven foundational truths to not just earn a license but to be truly ready for the road.

“A license doesn’t make you a safe rider! Understanding how a motorcycle works best and what inputs bring those best results is vital; New Rider goes above and beyond to teach how to practice and refine these inputs for a lifetime of riding success.”

Champ U: New Rider is designed for non-riders, new riders, and returning riders. This digital curriculum is accessible from anywhere in the world with connection to the internet and is affordable for almost any budget with an introductory price of $19.95. More information is available at the Champions University Champ U courses webpage.

Champ U: New Rider is part of the growing Champions University ecosystem of digital motorcycle training tools that include Champ U: Core Curriculum with more than 15,000 users and hundreds of five-star reviews. Champ U also has several rider education support tools like a members-only forum and new for 2023, Video Coaching: stay tuned for our Video Coaching program to be announced very soon.

“We know that riders who are properly educated and wear appropriate gear will have more fun, ride longer, and encourage more people to become involved in motorcycling,” Ienatsch said. “Our mission is to make quality motorcycle education available to all riders and grow the sport of motorcycling. Champ U: New Rider will be a powerful tool in reaching our goal.”

About Yamaha Champions Riding School:

Yamaha Champions Riding School (ChampSchool) is the nation’s premier motorcycle training program. ChampSchool is the evolution of the Freddie Spencer High-Performance Riding School and is led by racer, author, and former right-hand man of Spencer, Nick Ienatsch. ChampSchool uses “Champions Habits” to teach all riders the skills and techniques used by the top riders in the world to go faster safer, while concentrating on the way in which modern motorcycles are designed to be ridden. ChampSchool is dedicated to making all motorcycle riders safer and more in control of their riding, no matter what type of riding they do.

The following motorcycle tips article was the Exhaust Note feature in Rider‘s adventure-themed November 2022 issue, which also included stories on the TransAmerica Trail, Trans Canada Adventure Trail, and the Trans Euro Trail.

Call me crazy, but in the past decade I’ve ridden solo for half of the TransAmerica Trail, three Backcountry Discover Routes (Colorado, Idaho, and New Mexico), the Oklahoma Adventure Trail, and the Lone Star Loop.

Motorcycle forums often have threads debating the pros and cons of riding solo off-road. Some think it’s foolish; others think it’s the only way to ride. When you’re on your own in the backcountry, help may not be readily available if you need it. But there are also benefits to solo adventures – as long as you use some common sense.

Riding with like-minded friends is great, but the more riders, the more logistical complexity due to different schedules and preferences for meals, lodging, etc. Then there’s the ride itself – when to get started each day, how far to ride, and where and when to stop. One of the key advantages of a solo ride is its simplicity. You’re the boss. You’re the only one who makes decisions (and has to live with them). Take breaks, take more photos, stop and smell the roses – it’s up to you.

Another advantage for us older guys is that it beats not riding. For me, I either ride solo or I don’t ride at all. I’m 75, and most of my friends have quit riding off-road for various reasons. And younger guys with jobs and families often don’t have the flexibility to go for a ride on a Tuesday or to take a couple weeks off for a long trip.

Some would argue that you can’t share the adventure with anyone if you ride alone. My solution is to take lots of photos and record descriptive audio notes on my smartphone throughout the day. Once back home, I convert these into a printed ride report to share with family and friends.

Motorcycle Tips for Off-Road Riding Alone

Communicate: You should always let people know where you will be riding, but that’s not enough. You should also carry a Garmin inReach or SPOT satellite tracker/communicator that includes two-way text messaging. Carry it on your person at all times since it won’t do you any good if it’s on your bike 50 feet down a ravine. Establish a periodic check-in routine via your mobile phone or tracker with those aware of your ride. Ask someone to periodically check your tracker “share page” with the understanding that if your last track point hasn’t moved in a few hours and you haven’t messaged, you probably need help. In addition, they should have the appropriate number to reach search and rescue.

Plan Your Route: Choose routes that are within your skill set. GPS tracks are great, but paper maps are good as a backup and to familiarize yourself with “bail out” routes. In case of an urgent situation, such routes provide the shortest path to pavement or nearby towns. Paper maps also give you the big picture, so during your ride, stop occasionally and figure out exactly where you are.

Ride the Right Bike: When riding solo off-road, it’s critical that you’re able to pick your bike up by yourself when (not if) you drop it. Most of us have seen demonstrations of 100-lb riders picking up 800-lb motorcycles by crouching down with their lower back against the seat, holding the handlebar and the rear fender, and “walking” the bike upright. It’s a valuable technique to know and practice. In off-road situations, you may be in sand, gravel, or some other challenging situation, so I also carry a strap that I can hook under the bike to adjust my lifting position. When you’re off-road, a lighter motorcycle is always better in terms of maneuverability and the ability to pick it up, which you may have to do multiple times.

Your bike should also be well-maintained in terms of tires, chain, brakes, bolt tightness, lights, battery, fuel, cables, etc. Know your bike and how to troubleshoot common problems. Carry a comprehensive toolkit and be able to fix a flat. Even if you have a range of 200 miles, carry a RotoPax or other auxiliary fuel container.

Protect Yourself: Riding solo means ATGATT (All The Gear, All The Time). If you fall when you’re alone, quality safety gear may determine whether you ride the bike out or are flown out in a helicopter (with a costly bike recovery). A good helmet, armored apparel, durable gloves, and adventure/off-road boots are necessities. Carry a hydration pack, extra snacks, sunscreen, a first-aid kit, and basic emergency supplies.

Ride Smart: Everyone’s instinct for self-preservation has a different calibration, but when riding solo off-road it’s better to err on the side of caution. If you come to a section and hear a warning bell in your head, consider turning around for an alternate track. Get a “Ride Right” sticker from RideBDR.com and make it standard practice. Riding far right on dirt roads, over hills, and around blind curves has saved me many times. Cover the front brake lever with at least one finger and practice emergency stops. Keep your mind focused on your ride and your speed appropriate for visibility. Obey rules and laws, stay off private roads, and slow down around houses and livestock.

Stuff Happens: What should you do if you get hurt or stranded? Don’t panic! Assess and evaluate. Check for injuries, check the bike for rideability, consult your map, and weigh your options. Carefully consider: “Do I ride, do I walk, or do I wait?”

If you hanker for adventure and long to see what’s over the next hill, a solo off-road ride may be just what you need.

At the end of November, Greenger Powersports announced its new Saddleback electric balance bike for kids.

Greenger says the Saddleback is inspired by the mountains of Southern California and blends electronics, easy-to-use features, and proven engineering to create “a fun training tool for young kids looking to explore the outdoors.”

Related Story: 2022 Greenger x Honda CRF-E2 | First Ride Review

Greenger continued to say that motocross enthusiasts remember the Saddleback area, a natural landmark formed by the two highest peaks of the Santa Ana Mountains, as a “riding mecca back in the day.”

“Riders would drive for hours to get a chance to turn the dirt of these pine lined mountains. Today, Saddleback is a destination for families and outdoor enthusiast of all kinds.”

With the base of the mountains now dotted with suburban neighborhoods and a new generation of children, Greenger was looking for a way for those children to be able to explore in a quiet and friendly way. Thus was born the Saddleback electric balance bike.

Offering either a 12-inch or 16-inch model, the Saddleback is driven by a 22V 150W hub motor, a disc brake, a push mode for younger riders or three adjustable speed modes. On the 12-inch model, the Level I top speed is 5 mph, Level II is 7 mph, and Level III is 9 mph; top speeds on the 16-inch model are 6.5 mph, 9.5 mph, and 12.5 mph.

Both models have aluminum rims. The 12-inch Saddleback weighs 20.9 lb, and the 16-inch weighs 26.5 lb. The LG battery uses a toolless bracket to make it quick and easy to swap if needed and provides a claimed 50-70 minutes of riding time based on mixed riding conditions.

The Saddleback is now available in Black or White for $749 for the 12-inch and $949 for the 16-inch (plus a $40 destination and freight charge). Both bikes come with a standard charger.

“With the success of the CRF-E2, it was a clear indicator kids of all ages want to ride.” said Brad Chapman, Greenger Sales & Marketing manager. “We want everyone to experience life on two-wheels powered by Greenger.”

Along these lines, in addition to the Saddleback, Greenger will be releasing a family of e-bike models in the first quarter of 2023 to “get the masses outdoors,” including the Telluride city bike, the Ozark folding recreational bike, and the Shasta and Shasta ST adventure bikes, as well as two Portable Power Stations: 1200w and 2000w.

For more information, visit the Greenger Powersports website.

Rear brakes aren’t a hot topic in today’s motoverse, nor are they necessarily among the most sought-after motorcycle tips. In fact, they’re kind of boring when the front binders on modern bikes provide so much stopping power, often with a single finger on the lever, but they’re still important. 

According to the Motorcycle Safety Foundation, front brakes provide approximately 70% of a motorcycle’s maximal stopping power, leaving around 30% to the single rear brake. But many factors affect this ratio, such as speed, tire grip, road surface, road gradient, and type of motorcycle. Cruisers and touring bikes with long wheelbases benefit from rear braking to a greater degree than short-wheelbase motorcycles like sportbikes. 

Hard braking at the front can lighten the rear end so much that it can be hard to take advantage of whatever percentage of braking is available back there. That’s a lesson I hadn’t learned yet when my ’83 Suzuki GS750ES, which had some serious stoppers, was new.

When used correctly, the rear brake improves control and stopping distance and also helps negotiate U-turns quickly and safely.

See all of Rider’s Motorcycle Tips & Tricks here.

Settling Down

My enlightenment came later with my ’87 Kawasaki KLR650, a venerable dual-sport notable for its large gas tank and weak single-disc stoppers at both ends. Having to use both binders to effect a short stop was a (not quite) crash course in rear brake use. Only then did I realize that doing so also attenuated dive and recoil from the KLR’s long-travel front suspension, keeping the bike closer to level throughout the stop.

This “Aha!” moment was a breakthrough in both stopping and overall control. Riding my Honda VFR750F at CLASS, Reg Pridmore’s track-based safety course, only reinforced that lesson. I wasn’t the fastest or the smoothest student rider, but when it came to the braking exercise – which required using both brakes – 19 years aboard KLRs had me stopping like a pro.

To prove the value of the rear brake to yourself, practice emergency stops (full braking power but without locking either wheel or engaging the ABS) with only the front brake, and then with both. When both brakes are applied, the bike should squat, pitching less at the front. The longer your front suspension travel, the bigger difference it makes. (On Telelever-equipped BMWs and other motorcycles with suspension systems that minimize front-end dive, the change in chassis pitch will be less noticeable.) The same technique but with a lighter touch on both brakes will give you more secure stops on loose or slippery surfaces. 

Turn It Around

We’ve all missed a turnoff, forcing us to make a U-turn to get back on course. Performing one without putting a foot down – or worse, having to stop, back up, and take another stab at it – is a skill we should all master. I learned better technique doing test bike photoshoots for Rider, which require numerous U-turns, often on narrow roads, to get the right shot.

The key is to apply light pressure to the rear brake through the turn. The benefits are two-fold: shortening your bike’s turning radius and damping any unintended throttle inputs. 

Practice in a parking lot, gradually reducing the number of parking spaces it takes to turn around. Just remember that it’s a light touch on the rear stopper; too much and you risk a fall. Keep your eyes up and look where you want to go, and keep the clutch in the friction zone for delicate power control. Also, keeping your feet on the pegs and weighting the outside peg yields the best results.

With practice, using the rear brake at slow speeds makes your U-turns steadier, faster, and safer.

Driveway Moments

You’re pulling out of a driveway, front wheel cocked, when a car appears from behind parked vehicles. While still on the driveway apron, you tap the front brake, which immediately pitches the bike in the direction of the turn. Quick thinking and a strong leg may keep it upright.

Next time, try using the rear brake as you reach the driveway apron. If you have to stop, use only the rear brake, which won’t make the bike pitch sideways since the rear wheel doesn’t affect steering or balance. The safest way to prove this to yourself is on a bicycle, where mistakes have milder consequences. Move up to a motorcycle when you’re confident with the technique.

By using these tips, the back brake may become your new best friend.

Yamaha has added the YDX-MORO 07 and the YDX-MORO 05 to its full suspension e-Mountain Bike lineup. Both bikes feature the new PW-X3 center-mounted drive unit, a dual twin frame, and the Quad Sensor system. These two new models join the YDX-MORO Pro, the YDX-MORO, and the YDX-TORC in Yamaha’s e-Mountain Bike family.

Related Story: 2020 Yamaha YDX Torc e-MTB | Review

The PW-X3 is Yamaha’s smallest, lightest, and most powerful drive unit to date. It has a claimed torque of 62.6 lb-ft, while maintaining 250W nominal assist, 500W maximum assist, and power assist up to 20 mph. Assist levels include ECO, Standard, High, MTB, Extra-Power, Automatic-Mode, and Walk Assist. Yamaha’s Automatic Support Mode feature selects the right amount of assist based on riding conditions.

The new bikes also come equipped with Yamaha’s interface control which allows riders to take in information and manage settings while staying focused on the trail. Features include a simple assist control switch, an LED support-mode level light indicator, Bluetooth connectivity to Garmin Edge 530-830-1030 cycling GPS computers, LED brightness adjustability, and a battery capacity indicator.

Differences

The YDX-MORO 07 and the YDX-MORO 05 feature many of the same components, but there are a few differences between the two other than the colors and $600.

In terms of suspension, the 07 has the Rockshox Lyrik Select front fork with 160mm of travel while the 05 has the Rockshox Revelation RC, also with 160mm of travel. In the rear, the 07 features the Super Deluxe Select+ shock with 150mm of travel, and the 05 features a Deluxe Select+ shock. Both bikes have the 210x55mm DebonAir+ spring with 15 clicks of rebound adjustment and 2-position compression adjustment.

The brakes also differ. The 07 gets Magura MT5 4-piston brakes with a 203mm center lock rotor and a single-finger lever. The 05 gets the Magura MT30 4-piston brake in the front and a 2-piston brake in the rear with 203mm center lock rotors and a two-finger lever.

Availability

The YDX-MORO 07 will be available this December in Dual Blue and Raven with Silver for $6,399.99. The YDX-MORO 05 will be available in early 2023 in Forest Green for $5,799.99. Both will be available in small, medium, and large sizes.

While both bikes are designed to provide what Yamaha calls a “Pure Ride” experience, it’s up to the rider whether the superior suspension and brakes on the 07 are worth the price difference. That Dual Blue on the 07 is pretty sharp too.

Visit Yamaha’s website for more information.

Do you remember the pure joy of your first motorcycle ride? If you started young, you probably have magical memories of ripping around your neighborhood on a Honda Mini Trail, a Rupp Dart Cycle, or some other minibike.

Or if you had trails or a track nearby, maybe you rode a little dirtbike like a Yamaha PW50 or Honda Z50R.

If you were lucky, you got a minibike for your birthday or Christmas. If you weren’t, you nagged your parents incessantly to buy one or befriended the kid down the street who had one.

Childhood isn’t as carefree as it used to be, and neighbors aren’t as forgiving of noise. Minibikes and peewee dirtbikes are still sold at local dealerships and outdoor retailers, but there are fewer places to ride them – and fewer parents willing to let their kids do so.

Stepping Stones

My buddy Paul Beck and I met on monthly adventure rides hosted by our local BMW dealership. His wife, Allison, became friends with my wife, Carrie, and in 2015, soon after Paul and Allison had their first child, August, they bought a house down the street from us.

Carrie and I don’t have kids of our own, and we enjoy being “aunt and uncle” to August and his younger brother, Wolfgang. When August was 18 months old, we got him a bright-red Strider balance bike and a matching stars-and-stripes helmet for Christmas.

Since he started so young, it took August a while to get the hang of the Strider. He mostly paddle-walked it, and he wasn’t a fan of the helmet. But before we knew it, he was zipping around with his feet up on the footrests, coasting and balancing on two wheels with an ear-to-ear grin on his face.

From the Strider he graduated to a BMX bike, which he picked up quickly.

When the Greenger x Honda CRF-E2 electric dirtbike was announced back in March, I knew it would be perfect for August.

Knobby Tires but No Noise

Designed and manufactured by Greenger Powersports, the CRF-E2 is an officially licensed product of American Honda and only available through Honda powersports dealers (MSRP is $2,950). The electric equivalent of a 50cc dirtbike, it’s powered by a 48-volt brushless DC electric motor that produces up to 3.4 hp and 18.4 lb-ft of torque and has two power modes.

With a full charge, the CRF-E2’s lithium-ion battery lasts up to two hours. Using a 110V outlet, the battery can be fully charged in four hours – or 2.5 hours with the optional quick-charge system ($250). It also has a swappable battery, and a spare battery costs $1,000.

For American Honda to license something made by another company, the build quality and reliability had to meet exacting standards. The CRF-E2 has a twin-spar aluminum frame, a tapered aluminum handlebar, front and rear hydraulic disc brakes with petal-style rotors, adjustable aluminum brake hand levers, and 12-inch spoked aluminum rims with Kenda Millville K771 knobby tires.

Suspension is handled by a 33mm telescopic fork with 3.9 inches of travel and a rear monoshock with 3.8 inches of travel and adjustable preload and rebound. The shock’s top mounting bolt has two positions that alter the seat height from 24.8 to 25.5 inches. The CRF-E2 accommodates riders up to 99 lb.

August’s First Ride

To get August ready for his first ride, Fly Racing sent us a full set of youth dirtbike gear: a Formula CP Rush helmet with Adaptive Impact System, Zone goggles, Kinetic Wave jersey and pants, F-16 gloves, Maverik motocross boots, and a Barricade jersey and flex knee guards. August said he felt like a superhero when he put everything on.

GEAR UP
Helmet: Fly Racing Youth Formula CP Rush
Goggles: Fly Racing Youth Zone
Jersey: Fly Racing Youth Kinetic Wave
Protection: Fly Racing Youth Barricade Long Sleeve Suit
Gloves: Fly Racing Youth F-16 Gloves
Pants: Fly Racing Youth Kinetic Wave Pants
Knee Guards: Fly Racing Youth Barricade Flex Knee Guards
Boots: Fly Racing Youth Maverik Boots

His first ride was on a Thursday afternoon in a little pocket park in the back of our neighborhood. With no transmission, the CRF-E2 has simple twist-and-go operation. His dad and I gave him pointers on how to gradually roll on the power, to squeeze rather than grab the brakes, and to give the nearby trees plenty of space.

August picked it up in no time. He turned lap after lap after lap, and then he did figure-8s. He practiced stopping and starting. He tumbled a couple times when coming to a stop on uneven ground, but he got back up and kept going.

One of the most appealing aspects of the CRF-E2 is its nearly silent operation. Residents and dog walkers in our suburban neighborhood didn’t notice or didn’t care that a kid was having fun on a dirtbike within eyesight.

It was a family affair. Dad was coaching. Mom and Grandpa Rolf were watching. Little brother Wolfgang was jealous. Carrie and I clapped and cheered.

On one lap, August yelled to Wolfgang, “This is my favorite motorcycle ever!” Wolfgang yelled back, “It’s my favorite too!” (Wolfgang still needs more Strider practice.)

Two hours later, Carrie and I went home for dinner, and August was still riding. Paul said he would stay out there with his son until it got dark or the battery ran out.

Hitting the Dirt

After morning and afternoon practice sessions in the park, it was time to hit the dirt. Paul and I lifted the 106-lb CRF-E2 into the bed of his Ford F-150, ratchet-strapped it in place, and drove with August up to the Hungry Valley OHV area in Gorman, California.

August felt confident riding on the grass in our neighborhood park because it provided good traction, but he struggled with the loose sand and gravel of the OHV park’s staging area. With coaching help from photographer Kevin Wing, we worked our way up gradually, having August ride back and forth in straight lines from Paul to me, practicing smooth starts and stops.

After 20 minutes or so, we took a break in the shade. It was a hot day, and August wasn’t accustomed to the heat in full riding gear. A cold, wet towel, some iced-down Gatorade, and a bag of peanut M&Ms revived him.

Next, we moved to a mini track limited to bikes 90cc or smaller. Luckily, we had it to ourselves, and August started turning laps. He struggled with some of the bermed turns that had deep sand and rocks at the bottom. He fell down a lot, and each time Paul or I helped pick up the bike and provided some coaching and encouragement.

August no doubt felt the pressure of having three adults watching him, but he never gave up. Every time he toppled over, he’d jump up and say, “I’m okay!” and try again.

It was amazing to see how quickly August progressed. Intuitively, he started to learn throttle control, body position, and line selection, avoiding some of the larger rocks and tricky spots.

Best of all, he had fun. When he got tired and started making mistakes, we’d take a break in the shade. But he was always eager to go again. And Paul was a proud papa.

After a few hours of alternating between riding sessions and breaks, August’s enthusiasm outstripped his energy. He wanted to keep riding, but he kept dropping the bike because he was too exhausted.

Even after all that riding, the battery level had only dropped by one bar out of five. Most kids will run out of gas before the CRF-E2 runs out of charge.

August was bummed when we loaded the CRF-E2 back in the truck, but he was passed out asleep before we left the OHV park.

When we got home, Paul and I had a couple beers while we supervised August washing down the bike, cleaning his gear, and putting everything away so it would be ready for his next ride. Learning good habits is part of growing up.

Paul plans to buy the CRF-E2 so August can keep riding, and in a year or two, Wolfgang will inherit his brother’s gear and pick up the baton.

Welcome to the moto tribe, August. You have a lifetime of fun ahead of you.

For more information, visit GreengerPowersports.com.

In 2021, All Kids Bike, the nationwide movement on a mission to teach every child in America how to ride a bicycle in kindergarten PE class, received a $30,000 grant from Yamaha Motor Corp, USA’s Outdoor Access Initiative. The goal of the grant was to get the All Kids Bike program into six schools near Yamaha’s corporate offices, including four in Georgia and two in California.

Fast forward to this spring, with Yamaha volunteers and All Kids Bike ambassadors delivering the final of the six school programs to the Cara J. King Elementary School in Cypress, California, completing this past year’s grant, and setting the stage for more funding in 2022.

“We’re grateful for Yamaha’s support of All Kids Bike, for the funding required to land the program in six schools, for the volunteer efforts Yamaha employees and partners contributed to delivering bikes to schools, and mostly for the opportunity to get more kids on bikes,” said Ryan McFarland, All Kids Bike Founder, who attended the first Yamaha-funded school delivery in Cypress last fall.

Listen to our interview with Ryan McFarland on the Rider Magazine Insider Podcast

Volunteers from Yamaha Motor Corp., USA’s offices in Marietta, Georgia, and Cypress, California, and from Yamaha Motor Manufacturing Corporation of America in Newnan, Georgia, helped deliver the All Kids Bike programs to the schools over the past year.

The six schools receiving the program from Yamaha’s Outdoor Access Initiative grant include:

• Elm Street Elementary in Newnan, Georgia
• Western Elementary in Newnan, Georgia
• A.L. Burruss Elementary School in Marietta, Georgia
• Lockheed Elementary in Marietta, Georgia
• Juliet Morris Elementary School in Cypress, California
• Clara J. King Elementary in Cypress, California

“The Yamaha Outdoor Access initiative is an inclusive program that supports and promotes outdoor recreation, and we provided this grant to get more kids outside learning valuable skills they can build on for the rest of their lives,” said Steve Nessl, Yamaha’s Motorsports marketing manager. “The All Kids Bike program offers the only chance some of these kids will get to develop the confidence and experience the freedom that comes from riding on two wheels.”

All Kids Bike programs include 24 balance bikes, pedal conversion kits, helmets, and a teacher’s bike. It is a plug-and-play program for public schools that aligns with SHAPE America National Physical Education Standards and also includes an eight-lesson Kindergarten PE Learn-To-Ride Curriculum, teacher training and certification, and a five-year support plan.

To date, nearly 550 elementary schools in all 50 states have received and implemented the All Kids Bike program with an estimated 380,000 students benefiting from this program over the next five years. 

Bike Riding Benefits for Kids

Childhood development never stops. By continuing to expand the All Kids Bike program this year, more children across the country are learning life skills and getting much needed exercise while getting away from their computer screens and spending more time outdoors.

The Kindergarten PE Program supports critical health and safety needs, including:

• Spatial awareness: Teaches the concept and understanding of “safe distancing” to a child.
  • Limited touch points: Specifically-designated hand placement limits cross-class touch points.
  • Fosters overall health: Core muscle development, cardio activity, and mental motivation.

Learning to ride a bike at a young age increases confidence while developing balance, mobility, safety, environmental awareness, and facilitating exercise. The bikes used in the All Kids Bike program allow children and teachers to progress through the riding process void of fear and full of encouragement. Kids develop their skills with each session, first learning to balance, then learning to pedal, all on the same bicycle. 

The All Kids Bike school funding and waiting lists are online at allkidsbike.org/give.

About the Yamaha Outdoor Access Initiative

For more than a decade, the Yamaha Outdoor Access Initiative has led the Powersports industry in guaranteeing responsible access to our nation’s land for outdoor enthusiasts. Through this program, Yamaha has directly and indirectly supported thousands of miles of motorized recreation trails, maintained and rehabilitated riding and hunting areas, improved staging areas, supplied agricultural organizations with essential OHV safety education, built bridges over fish-bearing streams and partnered with local outdoor enthusiast communities across the country to improve access to public lands. Updated guidelines, application form, information and news about the Outdoor Access Initiative are available at YamahaOAI.com.

About All Kids Bike

ALL KIDS BIKE® is a national movement led by the Strider Education Foundation to place Kindergarten P.E. Learn-To-Ride Programs into public schools using donations from individuals, businesses, and organizations. The Strider Education Foundation, a 501(c)(3) organization, was formed in 2017. The Strider Education Foundation believes that learning to ride can help everyone lead a happier and healthier life. For more information, visit allkidsbike.org.