Mark Advent and Rod “Woody” Woodruff Join Forces to Create Unforgettable Experiences Across the U.S. and Beyond

The Sturgis Buffalo Chip, famed as the “Best Party Anywhere” for the nicest people on the planet, is revving up for an exhilarating new chapter that will spread its authentic spirit to exciting new locations throughout the U.S. and beyond. Today, the visionary developer Mark Advent, founder of Advent Creations and the mastermind behind Las Vegas’ iconic “New York New York” hotel and casino, announces a landmark partnership with Sturgis Buffalo Chip, launching an ambitious journey to take this renowned entertainment and lifestyle institution on the road.

At the heart of this expansion is the innovative Buffalo Chip casino hotel, a one-of-a-kind entertainment destination that’s set to redefine fun, recreation, and lifestyle. Projected to debut in Southern Nevada, this one-of-a-kind resort will feature a barn-themed casino, a high-end 200-room hotel, and a vibrant pedestrian thoroughfare dubbed Sturgis Street, lined with specialty retail shops, down-home dining, and wholesome entertainment.

Highlighting this experience will be Woody’s Barn, an epic live event venue; the Honky Tonk, a three-level music bar; a 10,000-seat amphitheater; Tiny Town’s collection of tiny homes; and Bikini Beach, the Chip’s ultimate summer oasis for sun and fun-seekers. With RV parking, a mini gas station and general store, and a replica of the over-the-top Big Engine Bar, this destination will be a tribute to the American spirit and the fusion of originality and Americana at its best.

Rod “Woody” Woodruff, who founded the Sturgis Buffalo Chip in 1981, has dedicated over four decades to crafting what is now a beloved American entertainment and lifestyle beacon. Conceived initially as a campground for riders attending the annual Sturgis Motorcycle Rally, the Chip has transformed into a vibrant town fueled by roaring engines, chart-topping rock, and an unwavering sense of community. With unforgettable performances from rock stars like Kid Rock, ZZ Top, Alice Cooper, Aerosmith, Mötley Crüe, and Def Leppard, the Chip has become a storied locale where memories of good times are born.

“Starting the Chip was about creating a home for people who live for the ride,” said Rod “Woody” Woodruff. “Now, with Mark and his team, we’re turning that spirit into a year-round experience that resonates in even more places.”

“It’s an honor to join forces with Woody and his family,” stated Mark Advent. “The Chip isn’t just a place – it’s an unparalleled feeling. It embodies music, motorcycles, freedom, and friends, each representing one of the four pillars on which the Chip is deeply rooted. We’re developing new destinations that will capture the same feeling of freedom and camaraderie that has been enjoyed by millions of people over the years. In doing so, we will introduce the “Best Party Anywhere” to even more people!”

In addition to the flagship casino hotel, this partnership introduces the Sturgis Buffalo Chip Roadhouse – a spirited collection of restaurants and bars designed to bring the same ethos, character, and energy to towns and cities across America. “For our guests, the Chip embodies tradition,” noted Daymon Woodruff, President of the Buffalo Chip. “It’s a reunion, a pilgrimage, a celebration of individuality. Now, we get to bottle that magic and share it with even more people in more pioneering ways than ever.”

The Chip’s passion and excellence of service forge lifelong friendships and lasting memories in a safe and inviting atmosphere of freedom. The momentum is electric, and the vision is audacious. Together, Advent and the Buffalo Chip team are crafting something unprecedented: a lifestyle-driven destination brand rooted in unapologetic fun and American originality. From the original rally grounds on the Black Hills of South Dakota to the neon-lit deserts of Nevada, the Buffalo Chip is in the saddle and ready to ride.

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Kawasaki introduced the KLX230 in 2020. It not only arrived as a lightweight, userfriendly offering, it also sided with simplicity, featuring an air-cooled, fuel-injected 233 cc single and minimal electronics. The model’s $4,599 ($4,899 with ABS) MSRP was a big draw, too. For 2026, the KLX230 will return (now $4,999 non-ABS, $5,299 ABS) with two new variants in tow. 

Kawi positions the KLX230 Sherpa S as its “rugged, yet approachable, package designed for the modern-day trekker.” A lower seat height of 32.5 inches (versus the base model’s 33.3-inch seat height) and tubeless rear wheel account for much of the Sherpa’s added approachability. 

The KLX230 DF, on the other hand, is prepped for off-road exploration. At least that’s what the model’s long-travel suspension, engine guards, and tail rack suggest. 

The Sherpa and DF are just the latest low-capacity air-cooled models to hit the market. Mainstays like Yamaha’s TW200 and XT250 are still around, but Honda wears the crown in this category. While its miniMOTO range is the primary reason, Big Red isn’t putting all of its eggs in one basket.

The XR150L found success in Asia, Australia, and New Zealand before Honda sent the model Stateside in 2023. Built by Sundiro Honda, a subsidiary of the Japanese marque, the diminutive dual-sport houses an air-cooled 149.2 cc single that’s fueled by a Keihin carburetor. Talk about simple. The model’s $3,299 price tag says as much, too. The XR isn’t just an outlier in American Honda’s lineup, though. It might just be a sign of more things to come from the brand.

In May, Honda pulled the covers off the CRF300F at the Festival Interlagos in São Paulo, Brazil. The trail bike will harness the same air-cooled 293 cc one-pot mill that already powers several models in Brazil, including the CRF300F Twister, XR300L Tornado, and Sahara 300. Recent California Air Resources Board (CARB) documents indicate that Honda intends to send the CRF to the States as a 2026 model. If that comes true, the U.S. market could welcome yet another price-conscious, bare-bones option in the months to come.

The United States is still a destination for premium motorcycles. That won’t change anytime soon. What is changing is how many low-tech, low-cost models are arriving on U.S. shores. With the first tariff-related price increases arriving and more on the horizon budget-friendly motorcycles are more relevant than ever. It seems, not everything is bigger in America.

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2025 Honda CB1000 Hornet SP

U.S. riders will be less familiar with the Hornet name than the rest of the world, in part for legal reasons and in part because this is not the first time Honda made us wait. The first Hornet was a Japan-only CB250 model that came out in 1996. The CB600F Hornet and CB900F Hornet came out in 1998 and 2002 in other markets, and while the we got the 900 right away, the 600 didn’t arrive until 2004. Having trouble remembering a Hornet model from those years? That’s because they were called the 599 and 919, because Chrysler owned rights to the Hornet name in the United States. This time around, Honda was able to negotiate use of the Hornet name. Part of that deal was letting Ram use the Rebel name on one of its pickup trucks.

The Hornet name implies a certain formula: a naked bike with broad-shouldered, narrow-waisted look that features a punchy engine, agile handling, and an attractive price. The current generation of Hornets is not as unadorned as the 599 and 919 of 20 years ago, but they carry on the same theme.

The arrival of the CB1000 Hornet SP does not quite bring us to parity with European consumers, because the U.S. market only gets the SP version, not the base CB1000 model available elsewhere. But considering the SP’s price, that’s not such a deprivation.

The SP comes with upgraded suspension in the form of a fully adjustable Öhlins TTX36 shock on the rear and a 41 mm inverted Showa Separate Function Fork Big Piston (SFF-BP) in front, both offering more than five inches of travel. Brakes are also upgraded with Brembo Stylema radial-mount four-piston calipers in front and a Nissin caliper on the back wheel.

Hornets were traditionally four-cylinder models, and while that’s no longer true with the new CB750, the CB1000 carries a classic, Japanese, inline-four engine in its steel, twin-spar frame. The engine is derived from the one that dates back to the 2017 CBR1000RR. American Honda does not typically announce power output. In Europe, the SP makes a claimed 155 horsepower, but reports here, based on regulatory documents, have speculated the U.S. model will be about 25 horsepower weaker. We won’t know the real number for sure until we see some dyno tests. Honda says differences between its European and U.S. models are due to the fact that the European standards are stricter on emissions while the U.S. standards are tighter on sound.

The Hornet comes with three preset ride modes, Standard, Sport, and Rain. The rider can set two additional customized ride modes. Three parameters change based on the ride mode: three levels of power delivery, traction control, and engine braking. For example, Standard chooses the middle level of all three parameters. Sport chooses the lower levels of traction control and engine braking and the most aggressive level of power delivery. The three “Power” settings do not change the level of maximum power, but rather the way it’s delivered, from a softer to a more abrupt response. In the two user modes, traction control can be turned off, but there’s a catch for your own safety, apparently that you would-be hooligans or track-day riders out there need to know. Say you set User 1 to the most aggressive power delivery, the lowest level of engine braking, and with traction control off. Each time the motorcycle is powered off, the user mode will reset to traction control on, but at the lowest setting, while the other settings remain the as you set them. In other words, you’ll have to go into the menu and turn off traction control every time you turn on the key, if you want to ride without the safety net.

The SP also comes stock with a quickshifter that can be adjusted to three settings independently for upshifts and downshifts.

All the information is displayed on a five-inch TFT dash that can be set to three different layouts and your choice of a light or dark background. The Hornet also comes with Honda’s RoadSync, which allows you to connect your phone to the bike for calls, music, voice directions, etc. I didn’t have a comm unit in the new helmet I took on this ride, so I wasn’t able to test the voice connections. 

Riding the 2025 Honda CB1000 Hornet SP

While the Hornet’s bare-naked styling and upright ergonomics provide no wind protection, that does mean I had undisturbed air flow over my helmet with no buffeting. That, along with the lack of vibration from the inline-four engine (Honda also uses rubber mounts where the engine bolts to the frame at the rear) made for a smooth ride on the freeway. Honda also made sixth gear significantly taller for lower engine speeds when just cruising down the highway.

The slipper clutch is not as light as the CB750’s but the pull is not particularly heavy, either, and since the quickshifter on the SP works well, there’s no frequent need to use the clutch lever.

The power delivery, like the quickshifter sensitivity, is really just a matter of personal preference. The “3” setting on power gives the same total power as “2,” but the middle setting makes it easier for me to be smooth with the throttle, so I’d probably leave it there forever, except when using Rain mode. The good thing about the adjustability is you can choose what feels right to you. Whichever you choose, throttle response is refreshingly free of the undue abruptness that afflicts many other models these days.

The Brembo brakes up front provided a little less initial bite than I expected but were everything I’d ever need for street riding, for sure. Honda says the CB1000 SP weighs 465 pounds full of fuel and ready to ride, and that weight, quite competitive for its class, reduces demands on brakes and suspension.

Give the CB1000 Hornet SP a look.

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Riding an adventure bike off-road has a pretty steep learning curve, especially if you are going at it solo. Gravel roads are plenty sufficient to get the feel for traction, but you may want more: elevation, scenery, challenge. When you start to introduce elevation and trickier terrain, the likelihood of a tip-over increases.

Adventure bikes are made to take a spill and keep going, but if you’re alone, picking up a 300-to-600-pound motorcycle is exhausting and may even leave you stranded. You may be more encouraged to try adventurous things while attending a rally, especially if you group up. Riding in a group can significantly compress your learning curve. Following other riders and seeing how they navigate tricky terrain (whether executed well or not) can teach you a lot. Beyond that, a little encouragement (or hazing) from the right group can be very motivating. And, when you do have a tip-over, picking up a bike with a buddy is much easier and will leave you with more energy for the ride.

As in the rest of life, learning never stops on a motorcycle. An adventure rally provides a better environment to push your limits and test your resourcefulness. For instance, by camping at an event venue, you can drop your luggage and excess gear, possibly preventing unnecessary damage to both. You can also improve your riding skills more efficiently, as most rallies have on-site training. For those that don’t, the value of peer guidance can’t be overestimated.

Also, because of the volume of bikes and riders in a given area, the likelihood of coming across a mechanical opportunity is greater at a rally. Someone is likely to have a flat tire or other trail-side repair to help with. In my experience, mechanical mishaps or breakdowns that might be traumatizing on a time-constrained multi-day trip or in a solo situation are lower stress in a rally setting and provide an ideal time to practice roadside repairs. They can even become bonding experiences.

Speaking of bonding experiences, rallies are a great place to meet fellow riders and maybe create a lifelong connection. People travel from all over for these meetups. One phrase I hear a lot in motorcycling is the idea of like-minded people getting together, but my experience at rallies has been quite different. My own idea of who is an ADV rider and what ADV riding is has continued to expand with each rally I attend, which is not only good for my understanding but also good for those seeking to belong as a ADV motorcyclist. The people you meet at a rally won’t all be just like you, but you’re going to find you have a shared interest in bikes, which makes the conversations flow more easily. And finding those connections to people from different backgrounds is a really good thing in an increasingly divisive world.

Save time, take advantage of local knowledge

Traveling outside of your usual riding area requires either extensive research to decide where to ride or finding someone who has local experience. That can be costly in time and money if the resources even exist. ADV rallies are generally located in places that appeal to a wide audience and include pre-scouted, well-thought-out routes that typically show off the best views and terrain or provide a unique challenge. Sometimes, they even allow access to private land that you may not otherwise be able to experience. Riding a pre-scouted route at a rally takes a lot of guesswork and stress out of trying to decide where to ride. And if you’re ambitious enough to do multiple routes, you may get to experience a wide variety of terrain in an area, which is both physically and mentally stimulating.

That post-rally effect

Advancing your skills, meeting new people, and riding new terrain can be transformative. I have actually experienced moments of clarity regarding difficult personal challenges not necessarily related to riding. Bear with me; I think a rally can provide so much information for your brain to process that it actually expands your bandwidth. I know this is totally anecdotal and unscientific, but I have had some pretty lucid dreams while attending adventure rallies. Rally challenge: If you arrive at a lull in a conversation with a rally-goer, ask about their dreams while attending one. I bet you will have some interesting conversations.

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Motorcycle industry uses surcharges, other approaches, as first wave of tariffs begins

In April, President Trump introduced a range of reciprocal tariffs on U.S. trade partners. What followed was a series of rate escalations, postponements, and negotiations with individual trading partners. All of which led to shifting policies and widespread confusion in the market. Companies began studying ways to handle the increased cost.

For you as the consumer, however, political narratives about tariffs or details of which participant in the supply chain is absorbing which percentage of the added cost are not what matters. The main detail that matters to the consumer is the number on the price tag of the new motorcycle or gear you want to buy. With motorcycle manufacturers and retailers rolling out the first wave of import surcharges on new motorcycles and gear, we’re starting to see those numbers.

On select models and trims

Earlier this year, KTM unveiled its new 390 SMC R, 390 Enduro R, and 390 Adventure range. Although the models arrived with impressive specs and advanced rider aids, it was their budget-friendly price tags that generated the most buzz. Ranging from $5,499 to $6,999, the 390s looked poised to upend the small-capacity category. Those prices were announced before the main round of tariffs, however.

KTM’s website currently lists an “Import Duty Surcharge” on all 2025 390 models, including the long-running 390 Duke. The additional fee amounts to about 10% of the bike’s MSRP. Take the 390 Adventure R, for example, which retails for $6,999 and now comes with a $700 import duty surcharge.

Of course, KTM manufactures its 390 range in India. President Trump initially proposed a 26% tax on goods imported from India before pausing the tariffs for 90 days. That period will end on July 9, but products shipped from India, including KTM 390 deliveries, are subject to a 10% baseline tax in the interim. So it makes sense to see a 10% surcharge. Of course KTM isn’t the only manufacturer grappling with tariffs.

In early June, Kawasaki added a “Supply Chain Surcharge” to every model in its 2025 lineup. It didn’t last long, though. On Tuesday, Kawi removed the line item from all model webpages. Now, the brand only reports an import surcharge on its returning KLX models and recently announced 2026 KLX230 Sherpa S and KLX230 DF. That doesn’t mean all 2025 Kawasakis are exempt from the supply chain fee, however.

Reps for KTM and Kawasaki both stressed that the vehicle’s model year, country of origin, and order date will determine whether tariff-related fees apply. If the manufacturer didn’t pay additional taxes to import the bike, neither will the customer. For that reason, tariff surcharges will apply on a case-by-case basis.

When asked whether tariff fees will still apply to 2025 models, Kawasaki Media Relations Supervisor Brad Puetz explained that the “website is a first resource but the customer will need to see the actual unit on the floor at their dealership to know if the surcharge applies on that VIN.”

That aligns with my recent experience at a local dealership, Del Amo Motorsports of Redondo Beach, California. While all the bikes on the showroom floor (including a 390 SMC R and 390 Adventure R) were imported before the tariffs, a salesperson stated that the “next batch” of Kawasakis and Ducatis would include an import fee. However, Ducati North America CEO Jason Chinnock refuted the claim, saying “There are no tariff surcharges planned from Ducati.” Talk about confusing.

The tariff situation only continues to evolve as manufacturers and retailers roll out the first wave of price increases. On the other hand, a well informed customer is a prepared customer. Whether tariff surcharges show up as an additional line item or get folded into the retail price, more markups are in store. Yes, tariffs are still confusing, but knowing what to look for helps brings some clarity to the situation.

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