Motorcycle Classics Media Kit - Ogden · PDF filemotorcycle Classics 10 S 2nd St topeka, kS 0...

Motorcycle Classics • 1503 SW 42nd St. • Topeka, KS 66609 • 800.678.5779 • [email protected] • www.MotorcycleClassics.com2018 media kit

Motorcycle Classics • 1503 SW 42nd St. • Topeka, KS 66609 • 800.678.5779 • [email protected] • www.MotorcycleClassics.com

a Unique and Powerful marketMotorcycles combine excitement, economy and exhilaration –

that’s why more than 27 million people ride more than

11 million motorcycles in the United States alone (according

to the most current survey data by the Motorcycle Industry

Council). With a strong market for new bikes and rising interest

in vintage motorcycles, sales of routine replacement parts such

as tires and batteries continue to increase. In recent years, the

motorcycle industry has generated $20 billion in consumer

sales and services, state taxes and licensing. Half of the retail

outlets specialized in motorcycle-related parts, accessories,

riding apparel, used vehicles or service, but did not sell new

motorcycles, scooters or ATVs.

Find the most affluent, active and devoted buyers in

Motorcycle Classics. These consumers turn to our magazine

for knowledge about their classic bikes – plus information on

purchasing new bikes, as well as the products and services to

keep them running.


They have Money To Spend

Average HHI is $99,414

94% own their primary residence

91% have post-secondary education

They are acTive riderS and ownerS

77% attend one or more motorcycle shows per year

77% ride at least once per week

72% take one or more 300-mile motorcycle trips per year

They purchaSe parTS, ToolS and equipMenT

99% wear protective gear when they ride

97% perform their own repairs and restorations

82% plan to purchase replacements or upgrades in the next 12 months

78% purchase parts and accessories online

72% plan to purchase tires in the next 12 months

aud ience reSearch

Source: 2017 publisher’s own data


% of readersGender Men 99%Women 1%

edUCATIon Attended/graduated college 78% Postgraduate degree 16%Postgraduate work 8% Attended college 54%

AGe 18-24 9%25-34 17%35-44 15%45-54 22%55-64 26%65 or older 11% HoMe Home owned 94% Home value:$500,000+ 23% $200,000-$499,999 44% $100,000-$199,999 24% $50,000-$99,999 6% Less than $50,000 3%

% of readersHHI $150,000 or more 20%$125,000-$149,999 10%$100,000-$124,999 14%$75,000-$99,999 19%$50,000-$74,999 19% $40,000-$49,999 6% $30,000-$39,999 6% $20,000-$29,999 3% Less than $20,000 3%

AreA oF reSIdenCe County size A 5%County size B 19%County size C 21%County size d 55%


* Google Analytics

demographics & audience Average age: 47*

Average HHI: $99,414

Average value of owned home: $346,406


Total Audience: 485K*

Subscriptions: 18.5KSingle Copy Sales: 9Knational Paid Circulation: 27.5K

Total Print Audience: 88K

Average Monthly Unique Visitors: 132K

Social Media

Facebook: 43KTwitter: 26KInstagram: 19KPinterest: 1K


*Print, online, newsletters and social media

Print audience88 K

Newsletter Subscribers43 K

average monthly Page Views351K

average monthly Unique Visitors132 K


motorcycles, motorcycles and more motorcycles

every issue of Motorcycle Classics delivers exciting and evocative

articles and photographs of the most brilliant, unusual and

popular motorcycles ever made. From legendary bikes whose

timeless designs and innovations have endured for decades

to the modern retro classics gracing today’s showrooms, we

showcase the best on two wheels.

76 MOTORCYCLE CLASSICS January/February 2017

M O T O R C Y C L E C L A S S I C S

HOW-TO

WEB VERSION INFORMATION

Title: Replace Suzuki GS1100 Clutch Plates

Deck: Give your clutch the attention it deserves by replacing the clutch plates.

Keywords: clutch plates, suzuki gs1100ex, barnett clutches and cables, classic motorcycle repair, motorcycle engine and transmission repair

Tags: September/October 2015, Suzuki, How-To

Taxonomy: classic-motorcycle-repair/motorcycle-engine-and-transmission-repair

Notes: Please link mention of Barnett Clutches & Cables to barnettclutches.com

Web extras:

Rebuild BMW R75/5 Bing CV carburetors

Bing constant velocity carburetors as used on BMW R75/5s and up are wonderful devices, generally trouble free and long wearing. Yet overhauls are still occasionally necessary, as we

found with our subject 1973 BMW R75/5. Suffering from deterio-rated jet and throttle shaft O-rings, the carbs were impossible to properly set and the only solution was a full overhaul.

For parts, we turned to the Bing Agency International (bingcarburetor.com). After describing our carburetors’ condition, Fay Laughridge suggested their #6 32mm CV rebuild kit, which comes complete with every gasket and O-ring needed, new throttle slide diaphragms, new slide needles and jets, new floats, float pins and float needles, new float needle seats, and new throttle plate screws.

A comprehensive Bing rebuild isn’t cheap. Our kit with optional needle seats came in at $261, and while you can source some of the bits cheaper the ease factor of picking one part number and

knowing you’re getting everything you’ll need is huge. Further, as near as we can find, the Bing Agency is the only source for replace-ment float needle seats. The Bing Agency offers troubleshooting help and can also supply Bing manuals.

The Bing Agency also offers a float and bowl kit with alcohol-proof floats. The stock floats aren’t alcohol proof, but they seem to hold up reasonably well over time. Whether you want the upgrade — we went stock — is a judgment call you’ll have to make.

While this is a somewhat fiddly rebuild, it’s certainly within reach of the average mechanic. The trick, as always, is to take your time. When something doesn’t want to move, find out why

before you force it. The only special tool required might be a carb synchronizer for tuning, but a good ear can do well on a twin. That said, for this project it’s essential to have a good manual on hand to help with parts identification and location, and final tuning.

2The first step is to remove the carburetors. We removed the gas

tank, not strictly necessary as the carbs are so easy to access. Loosen the clamps at the intake elbow and the engine, then gently twist the carburetor free.

1The #6 kit from the Bing Agency for 32mm constant velocity Bing

carburetors includes gaskets, floats, float needles, CV diaphragms, slide needles and jets, throttle plate screws and every O-ring for both carburetors. Float needle seats are optional.

3 Once the carb is free, remove the throttle cable from the throttle plate

and release the choke cable from the choke plate by loosening the holding nut.

SPONSORED BY

4Release the float bowl retainingbail and remove the bowl. Put the

carburetor on its side and gently tap outthe float retaining pin. Note: The pin hasserrations on one end to lock it in place.Drive the pin out from the opposite end.

7Remove the four screws holdingthe choke cover and remove the

cover. Remove the throttle spring andidle screw. Remove the nut securing thethrottle cable lever to the throttle shaftand remove the lever. Remove the twoscrews holding the throttle shaft retainingplate and remove the plate.

10Remove the throttle shaft. Notethe orientation. The screw head

recess is to the outside, as shown. Thethrottle plate has a small dimple at 12o’clock that also faces to the outside.


76-78 How-To JanFeb.indd 76 11/16/16 9:46 AM

www.MotorcycleClassics.com 59

Enthusiasts today might say “no way,” insisting that we leap-frog back to the present, touting the 2016 Ninja H2R with its rol-licking 326-supercharged-horsepower engine as the top 4-stroker from the Big K. Calmer heads might point us back in time, say to 1966, so they could coolly explain that the W1 and its 624cc vertical-twin 4-stroke engine was the bike responsible for setting the company’s 4-cycle movement into motion in the first place here in America.

Or not. See, before any of those models ever so much as rotated a camshaft on these shores, Kawasaki had the SG250 in its American model lineup. The SG250 (some early documents describe it as the SG1, others suggest 250SG) had a single-cylinder, overhead valve 4-stroke engine that produced a claimed 18 horsepower at 7,000rpm. Records are sketchy, but by all

Story and photos by Dain Gingerelli

1965 Kawasaki SG250

TTry to pinpoint the greatest Kawasaki 4-stroke

motorcycle to ever roll on American pavement, and

you’d be hard pressed to name just one model. But

you couldn’t blame diehards from the 1970s for

suggesting that we give the nod to the fabled Z1,

the inline four-banger that, in 1973, elevated the

Superbike game to a whole new level.

THE LAST SAMURAI

59-63 Kawasaki.indd 59 3/13/17 9:50 AM

3 If you’ve been considering a new riding suit, here’s your chance to make a big impact on how visible

you are to other drivers sharing the road with you. Aside from the bodywork on your bike, the biggest swath of color, if you so choose is, well, you. Wear all black and be hip if you like, but if you want to be seen, a better option is something bright.

Aerostich offers their beloved Roadcrafter 3 one-piece riding suit in a variety of colors, includ-

ing oxblood and orange, but hi-viz lime yellow (shown) is the way to go for maximum attention.

Made of mil-spec 500-denier Cordura Gore-Tex fabric with double layers of fabric in vital areas, it features remov-

able TF impact armor at the elbows, shoulders and knees, with more armor options available. Also available in women’s sizes.

Price: starting at $1,197. More info: aerostich.com

2 Many jackets use reflective patches to aid in nighttime visibility, but Joe Rocket’s new Atomic Ion Jacket aims to be as visible as possible night and day. Available

in black/black and black/hi-viz (shown), the jacket features large hi-viz yellow/green panels front and rear, plus a super reflective Innolite weave at the shoulders and elbows

combined with reflective piping for nighttime conspicuous-ness. The Atomic Ion is built using a waterproof outer shell

with reinforced panels in all key impact areas. It also features C.E. certified armor at the shoulders and elbows

along with a removable spine pad. The jacket has four large intake vents combined with two large exhaust vents to flow cooling air when it is warm, and a removable, full-sleeve insulated liner for when it’s cold. Price: $219.99. More info: joerocket.com

1 Originally designed to be worn by military personnel, this Military Spec Vest is an affordable way to increase your visibility without having to replace your

favorite jacket. Made of a Free Air poly/mesh shell, the vest has a back pocket for optional spine armor, large reflective stripes on the front and shoulders, and multi-point adjustability to make sure it fits comfortably. Available in yellow or orange (shown). Also available in women’s sizes. Price: $54.99. More info: joerocket.com

G E A R

DRIVEN

There’s a lot to be said for being seen, especially on a motorcycle. And while there are many tips and tricks to making the traffic around you notice your pres-ence (lane positioning, riding a brightly colored motorcycle, etc.), high-visibility gear is a great way to start. Here are nine pieces of gear to help others see you, and one to help you see the road ahead.

in black/black and black/hi-viz (shown), the jacket features large hi-viz yellow/green panels front and rear, plus a super reflective Innolite weave at the shoulders and elbows

combined with reflective piping for nighttime conspicuous-ness. The Atomic Ion is built using a waterproof outer shell

with reinforced panels in all key impact areas. It also features C.E. certified armor at the shoulders and elbows

Visibility UpgradesSee and Be Seen

4 If it’s time to replace your helmet, consider some-thing more visible than the ever-so-popular black

lid. White is good, but for even more pop there are now some hi-viz helmets on the market, including the Schuberth C3 Pro, available in the Echo Yellow shown here. The C3 Pro is the latest modular helmet from Schuberth, and the company claims it is the “world’s

lightest, quietest and most aerodynamic flip-up with inte-grated sun visor.” The C3 Pro utilizes a one-touch, cable-driven

release mechanism, a removable/washable anti-bacterial liner, and tool-less face shield removal. Price: $729. More info: schuberth.com/us

with double layers of fabric in vital areas, it features remov-able TF impact armor at the elbows, shoulders and knees, with

more armor options available. Also available in women’s sizes.

grated sun visor.” The C3 Pro utilizes a one-touch, cable-driven release mechanism, a removable/washable anti-bacterial liner, and

tool-less face shield removal. Price: $729. More info: schuberth.com/us 3

2

8 MOTORCYCLE CLASSICS May/June 2017

1

4

8-9 Gear Driven.indd 8 3/15/17 4:24 PM

e d I T o r I A L M I S S I o n

58 MOTORCYCLE CLASSICS XXXX/XXXX XXXX

still has to be one of the best thought-out and most relaxing rid-ing positions of any bike with even mildly sporting pretensions, with an ideal handlebar to seat to footrest relationship.

Lucky owners. Yes, lucky, because while the NR750 wasn’t the ne plus ultra performance bike everyone had expected the oval-piston concept to produce in the unlikely event it ever reached production, what it curiously was — if you could forget that astro-nomical price tag for a moment — was the ultimate real-world motorcycle. It was very comfortable, handled superbly, braked as well as a Superbike, had lots of sensible touches like the digital speedo, and was extremely satisfying to ride, if a little heavy to swap direction with — perhaps a function of the wide 16-inch

front tire with its very rounded profile. While currently unfashion-able, this had the same rolling circumference as a 17-incher with a lower aspect ratio, only provided more comfort and a larger contact patch, without the gyroscopic instability problems of the old low-profile 16-inchers of the 1980s.

The styling is sensational even 25 years on, and back then for that hefty price tag, you had the satisfaction of knowing that beneath the Honda’s high-class threads lay the cutting edge of 4-stroke oval-piston fuel-injected engine technology. Maybe the NR750 wasn’t a bargain, exactly — but maybe not such a bad deal after all, especially with examples being advertised today for upwards of $200,000! MC

Alan Cathcart riding the Alan Cathcart riding the Alan Cathcart riding the NR750 at its debut in 1991.NR750 at its debut in 1991.NR750 at its debut in 1991.

52-58 Honda.indd 58 5/11/17 2:40 PM


ModeL ProFILeS And reSTorATIonS

In-depth features on the most interesting and

significant classic motorcycles along with exotic,

one-of-a-kind bikes being restored and customized

for all motorcycle enthusiasts and collectors.

VInTAGe rACInG And eVenTS

The sights, sounds and highlights from vintage

motorcycle races and events across the United

States and overseas.

ProdUCT reVIeWS

Full reviews on helmets, riding gear, luggage and

accessories designed to aid every motorcycle

enthusiast, along with the latest books and videos

to keep you informed and entertained.

FAVorITe rIdeS

Great rider insight and information about

interesting destinations across the United States

that are even more enjoyable when visited on the

back of a classic motorcycle.

neW reTro ModeL reVIeWS

When new retro-styled motorcycles debut, our

readers want to know about it, and they look to us

for ride reports and insight.

e d I T o r I A L C o V e r A G e



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Print advertising Convergent media is the next frontier in your marketing strategy. Start by joining the

conversation through traditional print advertising in the pages of Motorcycle Classics.

our readers are passionate, engaged, and loyal to our brand and its authority.

CloSiNg dateS

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engage Readers to Build trustClassic motorcycle enthusiasts trust our brands to provide detailed information on the tools, skills, and

techniques that enable their passion. our print offerings give brands the opportunity to showcase their

leadership in their fields of expertise. Whether you piggyback on an existing article with a sponsored sidebar,

provide pages of detailed information with an advertorial, or feature your product line alongside our editor

picks, print placement guarantees performance.

72 MOTORCYCLE CLASSICS July/August 2017

Replace Norton Commando 850 clutch plates


HOW-TO

1Remove the three nuts and washerssecuring the brake/foot peg assembly

to the aluminum sideplate. Remove thebrake/foot peg assembly. Place a drainpan under the primary cover. Usinga 13/16in socket, remove the centerprimary cover securing nut. Remove theprimary cover and let the oil drain.

4Next, remove the wound circlipsecuring the diaphragm. The circlip

has a slotted opening in its free end.Insert a screwdriver into the slot and pullthe circlip toward the center of the clutchhub, then pull the circlip free.

7Next, remove the clutch plates.There are five bronze friction plates

and four steel plates. The plates alternate,starting with bronze and ending withbronze. On bikes with any kind ofmileage, these will generally show signsof scoring and/or overheating.


WEB VERSION INFORMATION

Title: Replace Suzuki GS1100 Clutch Plates

Deck: Give your clutch the attention it deserves by replacing the clutch plates.

Keywords: clutch plates, suzuki gs1100ex, barnett clutches and cables, classic motorcycle repair, motorcycle engine and transmission repair

Tags: September/October 2015, Suzuki, How-To

Taxonomy: classic-motorcycle-repair/motorcycle-engine-and-transmission-repair

Notes: Please link mention of Barnett Clutches & Cables to barnettclutches.com

Web extras:

If you’re actually riding your old Norton Commando 850 — and we hope you are, because they’re one of the great bikes of the ’70s — chances are good that at some point you’ll

have to replace the clutch plates. The original setup used five alternating bronze friction plates keyed to the center clutch hub, with four plain steel plates keyed to the outer clutch drum followed by a pressure plate and a single diaphragm-spring plate compressing the plates. It’s a fine setup, but eventually the plates wear. Slippage and overheating take a toll, as well: Once the steel plates start to blue, they’re toast, and both the steel and the bronze plates can warp from overheating.

The good news is, replacement clutch plates are readily available and the design of the Norton clutch makes servicing quite simple. Only one special tool, a diaphragm spring compressor, is required. You can buy the tool for $26 from donelsoncycles.com, or you can make your own if you want (go to MotorcycleClassics.com/Norton-clutch-tool to see how).

There are a few points to appreci-ate, one of them being the stacked height of the clutch plates. According to various sources, Commando 850 clutch plates should have a stacked height — the total thickness of all the plates stacked together — of approximately 1.17 inches. However, replacement clutch plates (even stock Norton items) rarely stack out to that exact specification. The height matters because of the nature of the diaphragm spring clamping the plates together. A shorter stack allows the spring plate to push farther into

the clutch hub, resulting in a stronger pull at the clutch lever, while a taller stack means the spring plate is flatter, resulting in a lighter pull. That makes a taller stack desirable, but only to a point. If the stack is too tall the clamping pressure is reduced, increasing the risk of clutch slip. Back in the day, variations in stack height were routinely balanced by inserting a fifth steel

“shim” plate to compensate, but shim plates are now hard to find.

So what to do? Well, as we discov-ered with our Barnett plates, which had a stack height 0.145 inches short-er than recommended, there’s lots of room for variation, as our installed clutch requires only moderately strong pull and shows every indica-tion it will work just fine. Bottom line: As long as the installed assembly is below the diaphragm spring retaining clip, you’re probably fine.

As noted, we sourced all our plates from Barnett (barnettclutches.com), known for quality clutch parts. The Barnett friction plates are fiber, not bronze, which brings up the age-old issue of whether to run the clutches in engine oil or, as some prefer, auto-

matic transmission fluid. Barnett notes that their clutches are made to run in engine oil, but are also designed to work in ATF, as well.

As to cost, Barnett sells the friction plates as a set for $65.53, while the steel plates are sold indi-vidually at $8.10 each. Primary case gaskets are readily available from a variety of sources for $4-$5. As always, we recommend having a good shop manual on hand for parts identifica-tion and proper torque specs.

SPONSORED BY

Original bronze and steel plates at top, with new Barnett fiber and steel plates below.

Old versus new: The old bronze and plain steel clutch plates (top row) and the new fiber friction and plain steel plates.

72-74 How-To.indd 72 5/15/17 9:03 AM

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Build Your Communityour brands have always delivered dynamic content to engaged communities. We deliver to physical

mailboxes; we deliver to email accounts; and we put magazines on community newsstands. Social media

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surrounding your event. We run promotions

online and directly to our readers in the pages of

Motorcycle Classics.


We require all print ads to be supplied electronically to the following specifications:

PrInT FILe ForMATS: PdF/X-1a files or Macintosh Indesign CS files are preferred. do noT send low-res PdFs.

other acceptable files include Macintosh Quark files, Photoshop Tiffs and Illustrator ePS files (no Tiff-It, JPeG or GIF files, please). Send all support files that are incorporated into your ad (e.g., fonts, logos, images, etc.). All images must be at least 300 dpi. When submitting ePS files from Adobe Illustrator, be sure to convert all text to outlines before saving the file. We cannot accept TrueType fonts. Please note: All native files will be converted to PdF/X-1a files, and the publisher does not guarantee exact replication.

All colors must be in CMYK format: no rGBs, Pantones or spot colors. Any ads with noncompliant colors will be converted to CMYK, and color accuracy cannot be guaranteed.

Thin lines, fine serifs and medium to small type should be restricted to one color and not reversed. As a guideline, reverse type and line art should not be less than .007” (equivalent to a 1/2 pt. rule) at the thinnest part of a character or rule.

rich blacks should not exceed 280% and 100% is recommended for the black channel. Using 4-color black type on small type is not recommended.

SUBMITTInG MATerIALS: email: Ads (no larger than 10 megabytes) can be emailed to [email protected]. (only PdF/X-1A files are acceptable for production.)

Hightail FTP site:• Visit www.Hightail.com.• enter recipient email address:

[email protected] and your email address.• Select file and send it.

ogden FTP Site:• Install FTP software on your computer. (www.filezilla-project.org)• Log on to FTP address ftp.oweb.net.• enter login: ogdenpubs-guest (lower case).• enter Confidential Password: t017pa (lower case).• Upload file/files in the Motorcycle Classic folder within the AdS_In folder. Save any

Mac Files as MacbinaryII.• email [email protected] or fax a hard copy to (785) 274-4316 to let us know

the file has been uploaded with information about the software used.

Please note that any files sent through email or FTP must be compressed. Please verify receipt of all emailed/FTP ads.

Cd-roM or dVd: Submit ads on a Macintosh-formatted Cd-roM or dVd. They must be accompanied by an accurate digital proof.

All ads are electronically archived for two years. Materials not in compliance with our published requirements will be accepted only at the publisher’s discretion. Additional production work for materials that do not meet our specifications may be billed at prevailing rates.

Image area of all full bleed ads must extend 1/8" minimum beyond trim. Live area must have 1/4" allowance from trim on all four sides. 2-page spreads should have live area 1/2” in from the trim on all 4 sides and gutters.

Trim size: 8.125” x 10.8125”

Full page 7.625” x 10.3125”

Full page with bleed 8.375” x 11.0625”

2 page spread, bleed 16.5” x 11.0625”

1/2 page spread, bleed 16.5” x 5.5313”

2/3 page vertical 4.625” x 9.125”

1/2 page horizontal 7.625” x 5.0372”

1/2 page horizontal, bleed 8.375” x 5.5313”

1/2 page vertical 3.4375” x 9.8125”

1/2 page island 4.8125” x 7.125”

1/3 page vertical 2.25” x 9.8125”

1/3 page square 4.625” x 4.8125”

1/4 page vertical 3.4375” x 4.8125”

1/6 page vertical 2.25” x 4.8125”


kiCkStaNd ad SizeS1/3 page vertical 2.25” x 9.8125”

1/3 page square 4.625” x 4.8125”

1/6 page vertical 2.187” x 4.8125”


1/12 page 2.187” x 2.281”

PRiNt ad SPeCifiCatioNS

oNliNe ad SPeCifiCatioNSrUn-oF-SITe AdVerTISInG:Leaderboard (728 x 90)Skyscraper (160 x 600)double Skyscraper (300 x 600) Jumbo Box (300 x 250)neWSLeTTer AdVerTISInG:Banner Ad (468 x 60)Skyscraper (160 x 600)Text Ad – logo (150 x 150) + 50 wordsMoBILe AdVerTISInG:Banner (300 x 50)Jumbo Box (300 x 250)

FILe SIZe: 40kb or less at 72 dpiACCePTed Ad ForMATS:GIF, GIF89, Animated GIF, JPeG. All ads should include a click-through UrL. All ads may include an alternate text description.(Website only) HTML/JavaScript (dHTML). Locally hosted on ad servers, these HTML and JavaScript ads can consist of text, images, pull-down menus and/or formats.VIdeo AdVerTISInG ForMATS:.mp4 or .wmv; 4:3 aspect ratio

dIGITAL MATerIAL SUBMISSIon: Send all ads to: [email protected]. Within the email please note the following: Company name, contact name, contact number, website the ad will be running on and expected start date.

2018 Specifications


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1503 SW 42nd St. • Topeka, KS 66609 800.678.5779 • [email protected]

www.MotorcycleClassics.com

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