BIKERNET’S SCOOTER TRAMP SCOTTY: SPLATTERED IN COLORADO

By Bandit | May 31, 2024

For some weeks Charlie and I toured Colorado together after Sturgis, but the weather crept constantly colder with frequent rains, so we set a course on southbound interstate-25.

The idea was to move quickly and directly south until the weather warmed to a comfortable level, then grab back roads to enjoy a slow and easy ride south and east. Almost always the object on my travels, includes insuring the greatest level of pleasure attainable. Then, after attending the Bikes Blues & BBQs rally in Arkansas and visiting old friends there, I moseyed towards New Orleans to roof B.B.’s house and enjoy the city for a while. As for Charley, he hadn’t determined when he’d turn home for Hutchinson, Kansas.

Evening set in as we traversed a freeway frontage road just south of Pueblo in search of private country land on which to stay the night. From the right I could hear sounds of the freeway elevated some 15 feet above, while to the left we both eyed the open field leading off into groups of trees in the distance. Thinking I’d spotted a dirt road, I slowed quickly to make a 90 degree turn. That’s when it happened…

After the crash of metal, Betsy’s right side hit the pavement and almost instantly I was laying on the ground a short distance from the motorcycle. Charlie rear-ended me. Looking up I saw both bikes on their side as oil gushed from Betsy’s upturned oil tank. In the grass, where he’d landed, Charlie crouched on hands and knees beside his sprawled out bike screaming in pain. Quickly, checking my own body it became clear I’d received only minor road-rash and ripped jeans. I jumped to Charlie’s aid. his blood was not gushing and fortunately no compound fractures. I first tried in vain to work the oil plug back into Betsy’s tank. Betsy’d get nowhere without oil. But the oil simply would not stop flowing and there was no choice but to give up.

A woman pulled to roadside and asked if she should call the cops. But before I could answer, the phone was in her ear. I turned to Charlie, who now stood waving at me to stop her. I told her we had cell phones and would make that call ourselves if necessary. She said okay and left.

Wanting no more trouble like that, my first concern was to lift the bikes upright and roll them off the road. With Charlie hurt, I did most of the lifting, and both bikes soon sat in the dirt turnout. Thrown from the motorcycle, my tour pack split open like an eggshell. Our equipment lay scattered across the road. I hustled to gather and clean up the mess.

Soon, we looked like just two guys parked in a turnout. I turned my attention to Charlie. Lifting his shirt I found only minimal road-rash. Charlie’s injuries were internal. I asked if he needed an ambulance but was told no. We’d just wait a while and see. But one thing was for sure: at this time Charlie could not ride. It was near sunset, so with no real choice, I declared that camp would be made right in the turnout. We’d just have to take our chances with the cops.

Next came the job of setting up camp, which fell mostly on my shoulders since Charlie could hardly move. Later, from the sanctity of my tent, I listened to his almost screaming groans and repeatedly asked if he wanted an ambulance. He said no. We’d just wait and see. While setting up camp I’d checked him repeatedly. There was no swelling, he wasn’t spitting up blood and said his piss was clear (no blood in it). I’d also checked his body for signs of the bumps left by escaping air from a punctured lung. There were none.

Although slight road-rash grazed his melon, there was no real head injury. If he’d been slurring words or acting funky I’d have called an ambulance against his wishes. But he wasn’t. Doctors can do nothing for cracked or broken ribs and if there was no internal injury they were of no use to us anyway. Since he’s a grown man this decision was not mine to make, I just let it ride.

Once Charlie’d fallen asleep the groaning stopped and I wondered if he’d died. Just figured I’d find out in the morning. So I went to sleep.

Surprisingly, by morning Charlie was looking a lot better. Whether he could ride or not was still in question, but the possibility seemed good. So we sat, drank coffee, ate, and talked about our options.

Charlie is an accomplished rider. I’ve seen it. Years ago I rear-ended a car in the exact same manner. I was looking to the left, and he stopped suddenly. All accomplished riders screw up occasionally. Most often it amounts to nothing, but this was not one of those times. Michelle, who’s traveled with me many time over the years, would later remind me that while looking for a spot to make camp I often drive very erratically, making quick stops and sudden turns. Early on she’d been a new rider and hung way back out of paranoia. From this day on, when seeking land on which to make home, I’ll be sure to warn anyone riding with me.

Feeling terrible, Charlie beat himself up profusely and swore that anything I needed would be paid for.

I knew he didn’t have much money so, after a little thought, I said, “Why don’t I hit your insurance company and see if they’ll pay enough to fix our bikes?”

We both do our own wrenching anyway and would ultimately end up repairing these bikes for cheap. He agreed. Since neither of us had ever made an insurance claim before, I called an experienced friend and asked what to do. I then dialed the insurance company and did exactly as instructed. Because Charlie admitted fault the rep said there was no need for a police report. What a break.

Next, we decided how we were gonna get out of this turnout. Fortunately, nobody and no cops had stopped to question two bikes, tents, and beat up dudes in the roadside turnout. First, we rolled sleeping equipment up and I took the tents down, because Charlie was still having a hard time moving. When finished, the place no longer looked like a campground.

Next our attention turned to the motorcycles. While Charlie’s had slightly a broken fairing and needed only a small helping of duct tape to be road worthy again, Betsy was in much worse condition. Both bars wrapped around the right saddlebag were ripped from the rear crash-bar and now stuck straight up in the air. After unloading tools, I grabbed a wrench and removed them. That saddlebag would not be reparable but for now a liberal helping of gorilla tape would suffice. Although the mounting hardware holding the saddlebag to the bike was badly twisted, I added a rag and some duct tape then deemed it capable of holding temporarily. The tour-pack required more tape and, with all latches hopelessly destroyed, the lids would be held on using rope and bungee-cord.

The rear blinker-bar was broken, but that could wait. The front crash-bar bent and both right side highway pegs were smashed inward. Charlie and I first loosened and moved them back to a place of some usefulness. When finished, both bikes were again at least temporarily roadworthy. But Betsy needed oil—as was clearly evident by the big blood stain she’d left in the street.

Although the prospects looked doable, Charlie was still badly hurting and it was unclear if he could ride. I wondered what he’d feel like by evening or tomorrow morning because these things usually feel worse later. Anyway, it was decided I’d take his bike into town to get oil. Then, once on the move again, I’d follow to see if he rode okay. But strangely enough, and knowing there was little choice but to ride, Charlie started his bike and, before I could say anything, took off for town.

What could I do? I took the opportunity, in his absence, to call Randy White, who owns the Sturgis Motorcycle Parts Swap Meet. He is a personal friend of mine, and lives on a big farm in Kansas some distance east of our present location. Randy told me he’d be home in a two days and we were welcome to come stay as long as we liked, lick our wounds, and fix our bikes at his place. He even offered to pick us and our bikes up if necessary; though it would cost a few hundred miles and I knew he didn’t wanna do it. I said we’d see him in a few days then hung up.

It was a 300 mile ride.

Once Betsy’s oil tank was again full, Charlie and I mounted up and headed out. The clock showed 11:00 a.m.

Off the interstate and on back roads now, the day passed uneventfully—though it was obvious Charlie was enduring great pain. When evening came we set camp in an abandoned barn that rested on the barren plains and in the middle of mid-America nowhere.

By morning however, Charlie’s attitude changed. Stating he could no longer ride, Charlie asked me to leave him here. As anyone who’s been around a while knows, old biker code deems that one never leaves another behind. So, I argued that I’d stay another night and we’d see what the following morning brought. But as we talked it became apparent that Charlie wished to be left alone to sort through his own thoughts for a while. He wanted time to decide whether to return home now, or catch up with me on Randy’s farm. Both destinations were in the same direction anyway. I finally agreed to leave. We both have cell phones and if he had real trouble I’d get a call. Before going though, I rode to the nearest little town to stock Charlie up on water, food, and anything else he asked for.

By 11:00 a.m. I was gone.

The weather was beautiful, as the lonely little two lane highway led across the golden prairie-sea in rolling Midwestern plains. I settled deeper into the saddle and wondered what might happen next.

Little did I suspect that the bulk of this unfortunate adventure still lay ahead; and that in time I’d be grateful to Charley for hitting me..

By Bandit | May 31, 2024

There will probably be a lot written about the last Love Ride, so adding my 2 cents. Might seem like small potatoes, but the Love Ride holds many great memories for me and at least one I think is important to share.

Petrina and I left Dago at 5:30 a.m. to get to Glendale by 8:00 a.m. for this last of the the great legacy, LoveRide 32. We actually arrived before 7:30 and lucky we did. Seems like they moved everything up an hour because of the rain, concerns about flooding and stuff, but it all went smoothly. The event was sold out, and probably one of the best ever. That is, if you value a totally smooth operation, great entertainment, and awesome motorcycles.

So, did they call it the finale, the last of the great Love Rides? Yes they did and please don’t ask me why. I know it’s been tough for a few years now but what a shame to call it done!

I came to California in 1987 and already knew about the Love Ride. Fond memories, without a doubt, from every one I went with, including memories of hanging out with so many friends, meeting people I probably wouldn’t have met otherwise and enjoying riding my Harley in Los Angeles, definitely not something I get to do too often. It was also very gratifying, especially in the early years, to be part of a motorcycle event that raised so much money for MDA, it’s original cause.

I think the focus got diluted when other causes began sharing the funds but Oliver eventually refocused and recipients like the USO and this year The Wounded Warrior Project again gave the event more of a direction. It’s in that regard I want to recall my finest memory of The Love Ride and the extraordinary generosity of its founder, Oliver Shokou. It must be clear to everyone by now, this event is a full time all year long undertaking. Only one person, Oliver, could have created this year after year.

It’s been a phenomenon studied by many of us with many attempted imitations. It’s also been an inspiration for hundreds of similar rides and events. None have measured up to its level of charisma, or have become legacy events. And once in awhile, Oliver was generous enough to carve out a piece of his pie for others with special or unique needs, including group homes for kids supported by Bandit.

One such time was the LoveRide in November of 2001. September 11th hit all of us hard, but none harder than the 900 men and women of the Port Authority Police Department whose home was the World Trade Center. Thirty-seven of them were murdered that day! I could write a book about this, but I’ll try keeping this to the subject.

The families of those killed were devastated emotionally, physically and financially and there were no funds for the P.A.P. families to tap into to get them through the initial expenses and to pay bills, until whatever settlement was made years later. I can’t remember how many widows or orphans there were, but I do know several widows were pregnant at the time.

The Widows and Orphans Fund for the families of these deceased first responders was started by Michelle Dell, owner of Hogs and Heiffers, a popular bar not far from what became Ground Zero. She raised around $100,000, and several of us around the country helped out. I lost several friends that day and saw the devastation this tragedy brought to the survivors.

As a side note, let me add that I got to NYC on Thursday 9/13 and stayed for almost two months. In that time, I did what I could to help, attended several funerals, and witnessed the pain, the torment, and suffering of so many, as well as the heroics of so many. Mike Warnock was a P.A. cop who lost more than I can even attempt to document. He also did lots to bring as much comfort and support to his friends and their families.

Mike and I were buds, not all that close but as the aftermath of 9/11 unfolded we spent a lot of time together as he spearheaded much of what was done from the inside, so to speak, and I was one of the outsiders doing what I could. Michelle Dell was technically also an outsider but she was as inside as anyone with “Angel status” could be.

It’s hard to explain how unprepared anyone was for an attack like this and how much support was needed. But Michelle stepped up! Warnock, working a full time job as a cop during this tension-filled and heightened period of stress, was also working full-time bringing whatever aid and comfort he could to the families of his fallen brothers in arms.

The LoveRide was coming up as all this was going on. I decided to give my friend Oliver a call and see if he could possibly carve out something and if I could give Mike a platform at the event. He was gracious as always, and after I pestered him with phone calls he agreed to donate as much as $25,000.

Michelle flew out with Warnock, and some others. We all rode up to The LoveRide together, had the best time riding and hanging out until Warnock got up on the stage, a nervous wreck, and did a fabulous job with a great big “HELLO CALIFORNIA.” Oliver handed him a check to the Port Authority Police Department Widows and Orphans Fund for $40,000! Wow! And maybe the biggest part, besides the needed money, was the feeling Warnock took back with him. He knew the whole country of bikers was involved. NY was not alone, people far and wide all across America really appreciateed the sacrifice and really cared.

This was a big deal and I’m sure just one example of what a few of us think about when we remember The LoveRide. Of course I also think about LoveRide33! Maybe if 32 ended with a flop I’d be less about bringing it back, but it wasn’t close to a flop, it rocked!

There hasn’t been many events or rides I remember as fondly. Some gatherings outlive their time, or their relevance, or just fade out because people lose interest. None of that’s true of the LoveRide, yet will it be gone like black and white Hollywood movies? Events are harder to put on unless you’re an event company with a polished event business plan. The cost, the liability, the diminished returns, the diversion of the attention a primary business needs and deserves, all enter into what causes the demise of otherwise great events.

I’ve been there at SDHD with the disappointment that comes with the realization that you can’t do everything. But we never had a LoveRide and I guess it’s harder to sit back and watch it fade into the sunset than to say to Oliver, c’mon do it again, one year at a time: make it The Lasting LoveRide, not the last!

There, I said it!

http://www.sandiegoharley.com/

By Bandit | May 31, 2024

I think Willies Tropical Tattoo Old School Chopper Show is the most popular during the motorcycle events in Daytona Beach during Bike Week and Biketoberfest. It takes place on Thursday and the proceeds benefit Veterans and a No-Kill Animal Shelter.

The show has Twenty (20) Classes and some special homemade trophies. Dave Perewitz always presents something he painted to who he thinks has the best paint job in the show and No it is not one he did.

So what happens is you have a good time checking out the bikes, have a few cold beverages like Twisted Tea, seeing old friends, making new ones and listening to Roadside Marty the MC pick on people in the crowd and try to get a woman or two to remove their top and flash them. He has been successful every time I have been there.

There is also plenty of good music going on in back of the building where there is also a few vendors.

BIG FUN YA GOT TA MAKE THIS EVENT!!!!

By Bandit | May 31, 2024

Approaching middle age, Deedra Climer experienced an unimaginable tragedy—the death of her only son, Joshua, in a motorcycle accident. The spiral of grief that followed reopened ugly wounds that had never fully healed: being raised by a mentally ill and drug-‐addicted mother, the struggles she faced as a young single mother, and the guilt from exposing her children to one toxic boyfriend after another. Stripped bare emotionally, Deedra is forced to face who she is and where she came from. In sifting through the stark pain of the past, she is finally able to piece together her own sense of self and begin to imagine an unburdened future.

Told with crushing honesty and an unflinching eye, Wailing Wall shares one woman’s struggle to make sense of her shattered life in the year following her son’s death. Framed by the devastation of loss, Deedra’s story reaches beyond heartbreak to show the strength of her spirit, illuminated by the persevering hope of redemption.

WAILING WALL has already been receiving some wonderful praise, including this glowing review from The Memphis Flyer, calling it “a firecracker of a book filled with raw emotion.”

–Angela

Wailing Wall Review

Posted By Richard Alley on Wed, Oct 28, 2015 at 10:34 AM

It isn’t the sort of book I’d normally read. I have a lot of books coming across my desk and I buy more books than I have shelving for at home.

I get even more press releases emailed to me from publishers and publicists trying to entice me into pleading for a review copy of their latest offerings. The vast majority of those fall in the genre of “self-help” or someone telling a story of suffering and redemption and how you, too, might be redeemed if you only follow these 800 simple steps. No thank you. I’m a very slow reader, the father of four kids, am working to write my own novel, have a full-time job, and, therefore, am very choosey about the time I have to read.

So when I received a copy of Wailing Wall: A Mother’s Memoir by Deedra Climer in the mail yesterday, I was ready to resign it to that shelf of redemption that I would never go back to. But I read the first page. And then I read the second. And then I finished the book a couple of hours later.

At only 86 pages, it is slim enough even for me to have finished in one sitting, but its brevity doesn’t take away from its punch — this is a firecracker of a book filled with raw emotion.

Climer grew up in North Memphis to a family besotted by drugs and neglect. The daughter of a teenage mother, she would go on to become an unwed, teenage mother as well. But Climer rose above that, eventually getting married (though it ends in divorce), working to support her children, and learning along the way that there is more to life than the fragile web of abuse she grew up in. Tragedy strikes when her son Joshua is thrown from his motorcycle and killed at the age of 23. By this time, Climer is living in Michigan, making a new life with a new husband on an organic farm the couple owns. The book is the tale of her coming home, coming back into the fold of an extended family she’d loved and left, and coming to terms with the death of her only son (she has four daughters as well).

Climer’s storytelling is economical and well-paced as she takes the reader from the past to the present day. It is a heartbreaking tale that searches for redemption, a search that we get the sense is ongoing. It’s also the story of family — those we’re born into and those we choose — and the unconditional love we call upon in our darkest moments.

Wailing Wall is published through Inkshares, a process I wasn’t familiar with. Explaining in the back of the book that they aim to “democratize publishing by having readers select the books we publish,” the house has taken up the crowd-funding torch already being carried by independent filmmakers and musicians to have their visions brought to the screen and airwaves. And why not? Without such a vehicle, we may not hear stories like Climer’s, which is all of our stories whether we’ve lost someone dear or not.

–Memphisflyer.com

ABOUT THE AUTHOR

Deedra Climer is a Southern writer who’d rather write about race and poverty than sweet tea and magnolias. Born and raised in Memphis, she splits her time between Tennessee and southeast Michigan, where she runs a small organic farm and apiary with her daughter, Claudia, and husband, Bill.

By Bandit | May 31, 2024

It’s been said in the past that the biker might be one of the last bastions of hope in defending our freedoms in America. Since the start of our grass-roots movement in the early 1970s, the American biker has proven a resolve and resiliency in doing battle with government agencies trying to regulate every aspect of our lifestyle. Of course, when this movement started, motorcycle registrations were hundreds of thousands less than what they are today. The motorcycle community was much smaller and inundated with veterans and progeny of the protest era. The motorcycle rights movement was alive and flourishing.

Along with growth came the desire to put on a happy, positive face. Most ABATE groups changed the original meaning of the acronym to something more positive. After all, A Brotherhood Against Totalitarian Enactments was not only hard to spell, many members didn’t even know what that meant. There was also a desire to put forth a positive image and provide “entertainment” for the members. This may have been an attempt to simulate what Harley-Davidson was doing with its H.O.G. program. So we got into the charity and party business during lulls in the legislative arena.

Today, it seems there is more attendance at poker runs and chili cook-offs than there is at legislative endeavors. Thousands show up for breast cancer rides or similar good causes, but only hundreds or less for freedom rallies or lobby efforts. Even more concerning is the abandonment of the watch-dog mentality that challenged every encroachment of our rights.

On November 15, 2015, something happened in Milwaukee that exemplified the surrender of the American bikers’ rights activist. A call went out urging riders to form a motorcycle welcome for the USS Milwaukee, coming to the port for its commissioning ceremony. The notice came from Rolling Thunder Chapter 2 in Milwaukee. Right at the top of the mass email was this:

NOTE: Absolutely NO WEAPONS allowed. Please leave at home or you will just need to stay home. THANKS! This is a directive from the U.S. Navy and Milwaukee County Parks.

My immediate response was, “by what authority are they using this directive?” I had an extended phone conversation with the chairman of the board of Rolling Thunder Chapter 2, and it was apparent he was going to honor the request of the Navy and Harbor Park for what he considered a good event honoring veterans. If you don’t see the problem with this way of thinking, you probably shouldn’t read any further because you won’t understand any of the reasons this is so wrong.

We’re facing an onslaught of anti-motorcycling sentiment from the government, law enforcement agencies and the media. Motorcycle profiling is at the top of the list of problems we’re dealing with. Bikers and veterans are considered a domestic threat by many agencies, including the Department of Homeland Security and the FBI. Is this the reason the Navy requested no weapons at the USS Milwaukee event? It’s not hard to fathom that such a request might be put forward, but what is absolutely mystifying is why such a request was agreed to. Defining bikers as a threat group and using our own resources to disarm our community is proving to be a successful tactic by the anti-biker, anti-gun advocates. It is not a trivial matter. Agreeing to give up or abandon a Constitutional right in order to attend an event like the commissioning of a naval ship is a disgrace and dishonors all the brave Americans who sacrificed for our freedoms.

Rights are like chastity: you cannot surrender just a little

The problem with agreeing to “not carry” is much deeper than first glance. Would such a request be made of any other group? Is it a coincidence that the Navy would single out bikers to make such a request? Right now, motorcycle club members are being considered domestic terrorists and should not be allowed to possess weapons. Don’t be misled by some in the biker rights movement who might claim this is a 2nd Amendment problem, not a bike issue. This is totally a motorcyclist profiling problem and ABATE should have issued an immediate press release condemning the fact that bikers were being asked to surrender their right to concealed or even open carry during the ceremony. Foolishly, some people I spoke to said they intended to covertly carry their weapon, thinking they were somehow getting one over on the authorities. That meant nothing and achieved nothing. The fact that no protest was made over the no-carry rule made the Navy, the Harbor Park or whoever issued the request the big winner.

According to the Motorcycle Profiling Project, “disarming bikers, even those associated that have no criminal records of any kind, is a strategy to cripple the rights base of one of the most visible and active grassroots social and political movements in America.” Yet, Rolling Thunder Chapter 2 and all those bikers who agreed to attend the event, leaving any weapons behind, had no desire to miss the opportunity to pose for pictures and wave flags, oblivious to the fact that even a small or single acquiescence is another seed sown in the black ground of regulation, attempting to germinate even more gun control. Waving flags is not patriotism; refusing to attend an event trampling on a basic right is.

The biggest enemy of the Constitution is apathy!

Real patriotism is the defense of all of our rights and total refusal to relinquish any of them. These bikers, although thinking they were honoring a ship being commissioned, were really pawns being used to make the ceremony look pretty while at the same time agreeing to an invalid request. Equally disturbing is, after a careful reading of the email string, it appears an apparent request came from the Navy and/or Harbor Park authorities (I saw nothing official to substantiate that claim), but the mandate came from Rolling Thunder Chapter 2 in order to ensure a good participation by the apathetic riders who were out to have a good time while thinking they were being patriotic. The event was attended by riders from Rolling Thunder, two area H.O.G. chapters and ABATE of Wisconsin members. I can understand the lack of understanding coming from some of the riders, but the ABATE members should have been well aware of the problems with motorcycle profiling issues. Whatever happened to the mantra, Question Authority?

As I see it, we have inherited the rights we hold so sacred, without having had to fight for them. Does that make it easier to overlook asserting our rights when there is the prospect of doing something pleasurable? I think Thomas Paine described this very eloquently in December 1776 when he wrote these words in The Crisis: “Tyranny, like hell, is not easily conquered; yet we have this consolation with us, that the harder the conflict, the more glorious the triumph. What we obtain too cheap, we esteem too lightly.”

Unless we stand together, speak out and refuse to submit to illegal transgressions of our rights, we will lose even more of them. In the above referenced instance, I cannot blame the Navy or Harbor Park for presumably issuing a request to leave weapons at home. The blame falls squarely on the shoulders of the Rolling Thunder chapter leadership and the riders who blindly followed a request to participate in the disintegration of personal rights while others around the country are fighting to end this sort of discrimination.

Tony “Pan” Sanfelipo Co-founded of A Brotherhood Against Totalitarian Enactments of Wisconsin (ABATE) in 1974 and Bikers of Lessor Tolerance (BOLT) in 1992. In 2002, he was the first person inducted into the Sturgis Motorcycle Museum Freedom Fighters Hall of Fame.

By Bandit | May 31, 2024

The seemingly endless prairie that is Kansas lay ahead like some flat and forgotten playing board beneath a huge and endless sky that seemed to make up the vast majority of this lonely land. The road was almost devoid of towns, vehicles, and people alike as its two-lane pavement cut an arrow straight swath across the slight hills and dips that parted vast wheat fields. With only sounds of the old V-Twin engine as company, I struggled with my thoughts.

Just two days past Charlie had rear-ended my motorcycle with his Goldwing and splattered us both across the streets of Pueblo Colorado. But just now I rode alone with one saddlebag destroyed, masses of metal bent or broken, busted fiberglass, a generous helping of duct tape and rope holding it all together, and a little road-rash.

For a drifter the motorcycle is his sole and most valued possession. It is his house, car, TV, microwave, washing machine, and every other thing in the life of a normal man, all rolled into one. It’s the center of his world and when it stops his world stops with it. And so was I faced with a very real problem. With no home at which to return, no roadside assistance, no full coverage insurance, and no real money, how would I get this mess reassembled into one piece? Could it be done while on the road?

After the wreck I’d called Randy White; an old friend who owns the Sturgis Swap Meet where he sells used HD parts during the rally. Upon hearing of the accident Randy had generously offered the use of his Kansas farmhouse and what parts he had. He’d said I was welcome to say as long as needed. Just now the farmhouse lay only a hundred miles ahead and I intended to arrive by late afternoon. Although I’d known Randy and his wife Shirley for many years, I’d no idea of what their home life might be like. That was about to change.

The farm lay on a large plot of flat land that seemed indiscernible from the surrounding grasslands which fanned to the horizon in all directions. The old house was a weathered single story with large metal building out back. Around both sat every manor of old, and often collectible, car, van, tractor, trailer, motor-home, and even one train car.

A couple dogs escorted me into driveway. They seemed friendly enough. After parking the battered motorcycle I checked the front door. No one home. But Randy had said to make myself comfortable and curiosity soon encouraged an exploration of the property while also searching out a suitable spot to make my camp.

An old truck carrying only Randy soon pulled in and our re-acquaintances were made. After looking over my destroyed saddlebag, the twisted metal surrounding it, bent crash-bar, broken blinker bar, and thoroughly busted up tour-pack, Randy said he had a similar saddlebag, but no tour-pack. To bad about the pack, but the saddlebag was a great score because, Betsy being a 1988 model, that old style bag was obsolete, all but impossible to get, and anything modern simply would not fit. Randy then led me to a box of used metal mounting brackets and blinker bar stuff. Some parts would work, others might if I modified them, and still others were simply not there. I’d just have to start the repair project and see what happened.

Although I’d picked a broken down van to make camp in, Randy instead led me to a very nice Airstream trailer. Although used partly for storage (as was most all the property of this chronic rat-packer; which is exactly what I needed at the time), we had it cleaned up pretty quick and I moved in.

The sun was setting when Shirley finally pulled in, and we all had dinner inside.

When morning came I was still unable to begin repairs to the old motorcycle because…

Back at the crash site Charlie’s guilt had prompted a promise to pay for any repairs my motorcycle needed. I did not blame him for the accident, and also knew that Charlie had no real money. On my offer, it was soon decided I’d hit his insurance company to see if they’d put up enough bucks to fix both our motorcycles—though mine was in much worse shape than his. Although the insurance company had not require a police report, it was necessary that they inspect my bike before repairs could begin. I called them again now. An adjuster would be sent out tomorrow.

A knock came to the trailer door and Randy soon presented me with the new/used replacement saddlebag. What a score! Although in great shape, the funky thing had big hole in the back for some strange taillight, and a lid-latch of a type I’d not seen before. Although Betsy’s saddlebag lid, which had survived the crash, would fit, it could not be latched and a bungee would still be needed to hold the thing closed.

Randy is a sort of entrepreneur who, aside from a bit of farming and other endeavors, makes a good portion of his income from the company he helped built that sells wheat-grass tablets to health food stores around the world. But today Randy had no real work and so decided to grant me a guided tour of the place. When I commented on how the table-flat land fanned in every direction for farther than the eye could see around here, Randy said, “On a clear day, if you look real hard into the distance, you can see the back of your head!”

I’d no idea what a startling experience this tour would become. Starting with the yard, we visited many stationary vehicles and my host told of the year and story behind each one. But it was not until we entered the huge metal barn that I was shocked; for within its walls sat an impressive collection of antique, rare, and some I’d never even heard of before, motorcycles. I was delighted with this spectacle. For all my questions, it was over an hour that the tour continued. A few of the designs, by Randy’s explanation, I was not even sure could run.

At tour’s end we took the truck ride into town, which was a tiny place where everyone knows everyone else. In years past I’d ridden through many of these nowhere communities and wondered what folks do in them. Now, after spending time in many, I have some idea. Tight knit, and often full of small town gossip, the rules tend to be lessened in these places and it seems akin to stepping back a few years to a time when the American people enjoyed something more like freedom. Of course there are many other aspects to small town life as well.

Next we rode to a larger town, and basically just spent the day together. Tomorrow Randy and Shirley would tend their business back in Sturgis and I’d be left alone on the farm. Again I’d be told to make myself at home and use any equipment needed while in their absence.

It was around noon of the following day that the insurance adjuster showed up. After making his inspection, the guy said he’d get back to me in a few days with an offer.

Once he’d left I tore directly into the motorcycle repair job. Upon disassembly it became apparent that some of the main braces and brackets I needed, Randy simply did not have. I’d just have to bend the old parts back into shape as best possible. For these I made numerous trips to the barn to use the vice, long steel bars for bending, hydraulic press, and whatever else could be found to bend metal. Some of Randy’s usable parts were from later model bikes and needed cut and fitted before mounting to the old steed. Fortunately these Kansas farmers must repair all manner of equipment at home and are generally well equipped for such jobs. As to the bent front crash-bar, I used a long pipe to simply force it back into shape. Once finished, it was hard to tell that the thing had ever been bent.

The job continued for three full days. With the company of no one, my solitude was complete and the time spent alone in this silent and seemingly endless land was an experience that could never be properly expressed using mere words. Imagine feeling as though you are the last person on earth. All that remained was myself, the land, a couple of dogs, and God. Although over long term the experience could easily drive a person mad, the days I spent like this seemed only as a fantastic walk through some other dimension.

Eventually the job was as complete as could be accomplished using the resources at hand. The saddlebag mounting hardware had finished even better than could have hoped for. Years ago all the mounts, tour pack rack included, had broken then been re-welded and reinforced with extra steel. But now everything seemed just as strong as before; which is very good news for all the weight the bike is constantly forced to carry. For now the broken fiberglass and latches would just have to wait till…well…whatever happened next. Until then the rope and bungee cords holding these compartments shut would just have to suffice.

The cooling fall weather had been chasing Charlie and I steadily south when the accident had happened. Now it was time to resume that journey. First I would visit old friends while attending the Bikes, Blues & BBQs rally in Fayetteville Arkansas. After that would come New Orleans to live for a time in the French Quarter while putting a roof on B.B.’s house (in another life I’d spent 22 years in that business) as I’d promised and, to my surprise, also completing Betsy’s repairs. From there I hoped to spend a few of the winter’s hardest months in the warm climate of deep Mexico. Although all these ideas would eventually play out, general plans for me are always subject to quick change if the winds of life should shift direction.

In time Betsy’s repair would be completed for under $200. Charlie’s insurance company would total my bike, let me keep it, and ultimately pay $3,000 to make me go away. Yet, little did I know that, by circumstances almost beyond my control, this money would eventually parlay itself into a beautiful, low mileage, replacement motorcycle…

By Bandit | May 31, 2024

THE AIM/NCOM MOTORCYCLE E-NEWS SERVICE is brought to you by Aid to Injured Motorcyclists (A.I.M.) and the National Coalition of Motorcyclists (NCOM), and is sponsored by the Law Offices of Richard M. Lester. If you’ve been involved in any kind of accident, call us at 1-(800) ON-A-BIKE or visit www.ON-A-BIKE.com.

NCOM BIKER NEWSBYTES
Compiled & Edited by Bill Bish,
National Coalition of Motorcyclists (NCOM)

CONGRESS MOVES TO DE-FUND MOTORCYCLE-ONLY CHECKPOINTS
On November 5, the U.S. House of Representatives approved their version of the federal Highway Bill which, like the Senate companion measure, contains provisions of importance to motorcyclists, most notably the ban on federal funding of motorcycle-only roadside checkpoints.

In addition to curbing the controversial roadblocks, the House bill also authorizes a motorcycle crash prevention study; revives the federal Motorcycle Advisory Council; continues off-road trails funding; and makes highway safety grants more accessible.

Approved by a bipartisan vote of 363-64, the Surface Transportation Reauthorization and Reform Act of 2015 (HR 3763) provides $325 billion in transportation funding over the next six years, corresponding to similar legislation passed by the U.S. Senate earlier this year.

Unfortunately, the House highway bill does not include similar Senatorial language that would ban the U.S. DOT from lobbying local, state and federal governments on policy issues such as mandatory helmet laws, so it is important to contact your federal representatives to adopt such a compromise when the House and Senate convene a conference committee to iron out the details.

WACO INFO
One hundred seventy-seven people were arrested and held on million dollar bonds following the melee in Waco, Texas in May that left nine bikers dead and nearly twenty wounded, and on November 10th prosecutors announced 106 felony indictments charging defendants with engaging in organized criminal activity.

“The Waco Grand Jury indictments on 106 individuals for engaging in organized crime are not convictions,” explains David “Double D” Devereaux of the Motorcycle Profiling Project (www.MotorcycleProfilingProject.com), “The Grand Jury only determines whether the prosecutor has sufficient evidence to indict. The Grand Jury only hears from the prosecutor, no defense attorneys are allowed, and does not make a determination on guilt.”

“Double D”, who is also a member of the National Coalition of Motorcyclists’ Legislative Task Force (NCOM-LTF), says that as examining trials have made clear, the basis of the prosecutor’s argument in many of these case relies solely on an individual’s association with a motorcycle club that had members accused of committing a crime on May 17th. “These indictments based solely on association, particularly the cases where the prosecutor admits that there is no evidence that the individual participated in any crime or violence, flies in the face of recent Federal Court precedent.”

A U.S. District Court decision in Coles v. Carlini, 9/30/2015, relying on Supreme Court precedent, concluded that the government may not impose restrictions on an individual solely because of their membership in a MC, including a 1% club that the government labels as a gang or criminal organization. “The criminal activity of others does not justify denying rights and privileges solely because of association with an unpopular organization,” according to Devereaux.

“Although I agree with many that are concerned about the seemingly broken Waco criminal justice system, recent Fed decisions seem to say that the underlying assumptions of an indictment based solely on association are unconstitutional,” said Devereaux in a prepared document titled “Understanding the Waco Grand Jury Indictments.”

“The decision by the Waco Grand Jury comes as no surprise to many considering the obviously over-broad arrests, excessive bail, and unsuccessful challenges to probable cause during examining trials,” he concludes, adding that an overly-broad indictment affords the prosecution the ability to offer plea deals, shield themselves against lawsuits, and pressure defendants to testify.

IDAHO MOTORCYCLE CLUB WINS SETTLEMENT OVER CLUBHOUSE RAID
Ten members of the Brother Speed MC, along with the club itself, will be splitting a $16,500 payment from the United States government, to settle their lawsuit over a 2013 raid on their Nampa clubhouse that yielded no charges.

The club and its members sued numerous federal agents and the United States, saying their civil rights were violated when federal agents serving a search warrant broke down the door, set off flash-bang grenades, and sent dozens of heavily armed SWAT team members into the small home. The club members were detained for up to three hours while agents forcibly removed their personal property, including their clothing, and confiscated club memorabilia, according to the club’s attorney, Craig Durham. “These were regular guys minding their own business that night,” Durham told The Spokesman-Review newspaper. “They were not a threat, and there was no call for the use of terrifying, military-style tactics to serve a simple search warrant.”

The government admitted no wrongdoing but agreed to the settlement, under which the club will receive $4,000, and the individual members will receive payments ranging from $500 to $2,500.

“This was never about money,” said chapter president Daniel Bugli. “It was about standing up for our rights as citizens and members of this community. Law enforcement officers shouldn’t be able to run roughshod over people’s rights based on speculation and assumptions.”

BIKERS’ LAWYER FILES CIVIL RIGHTS LAWSUIT AGAINST VEGAS POLICE
A Nevada lawyer who represents motorcycle clubs has filed a federal civil rights, false arrest and negligence lawsuit against Las Vegas police after he was acquitted in March of a misdemeanor obstruction charge.

Southern Nevada Confederation of Clubs (COC) attorney Stephen Stubbs alleges that a Las Vegas practice of harassing motorcycle club members led to his arrest in November 2013, and that being found not guilty by a local judge showed the arrest was improper. Stubbs told the Associated Press (AP) that he was prevented from representing a member of the Bikers for Christ motorcycle ministry who was being questioned by police, and who is a plaintiff in a recent lawsuit seeking at least $75,000 in damages from the department.

Stubbs is representing members of biker groups, including the Mongols, Vagos, Stray Cats and Bandidos in a federal civil rights complaint filed in June 2012 alleging harassment by Las Vegas and other area police. The lawsuit is pending in U.S. District Court in Las Vegas. It was filed a day after a meeting of Mongols national leaders in Boulder City was monitored by hundreds of local and state police and federal agents.

ANTI-PROFILING LEGISLATION INTRODUCED IN PENNSYLVANIA
On November 13, 2015 Pennsylvania Senator John Wozniak (D-Johnstown) introduced Bipartisan Bill SB1058: An Act providing for motorcycle profiling prohibited, and the measure has been referred to Law and Justice.

“No police officer or police department may engage in motorcycle profiling in this Commonwealth,” states the bill, and calls for police instruction on “what constitutes motorcycle profiling in patrol procedures and other police department operations and the duty to refrain from engaging in motorcycle profiling.”

As defined in this legislation, “motorcycle profiling” means “the use of the fact that an individual rides a motorcycle or wears clothes or possesses paraphernalia that a reasonable person associates with such individuals as a factor in a decision to stop and question, take enforcement action against, arrest or search the individual or motorcycle in violation of Federal or State law.”

Such violations by law enforcement “may bring a private right of action in a court of competent jurisdiction against any police officer or police department that engages in motorcycle profiling in violation of this section. In the action, the victim may be awarded injunctive relief, actual damages, punitive damages and reasonable attorney fees and costs.”

A companion measure, House Bill 1580, “prohibiting motorcycle profiling and establishing a private right of action” was introduced October 1st by Representative Garth Everett (R-Muncy) along with 46 bipartisan cosponsors and was referred to the House Judiciary committee.

72 TYPES OF AMERICANS CONSIDERED “POTENTIAL TERRORISTS”
Are you a conservative, a libertarian, a Christian or a gun owner? Support states’ rights? Belong to “The Patriot Movement”, or display a “Don’t Tread on Me” flag? Are you opposed to abortion, globalism, Communism, illegal immigration, the United Nations or the New World Order? Anti-establishment? Do you believe in conspiracy theories, or ever visit “extremist” websites? Are you a veteran? If you answered yes to any of those questions, or a vast array of others, you may be an “extremist” or a “potential terrorist” according to official U.S. government documents.

At one time, the term “terrorist” was used very narrowly, explains the alternative website www.activistpost.com, but says now the Obama administration is removing all references to Islam from terror training materials, and instead the term “terrorist” is being applied to large groups of American citizens, which it delineates in an article on their website; “72 Types of Americans That Are Considered ‘Potential Terrorists’ In Official Government Documents,” by D.C. attorney Michael Snyder.

The “list” covers much of our country’s demographics and most of its citizenry, but if you belong to a group of people that is now being considered as “potential terrorists” by the government, the author warns that you should not take it lightly.

MOTORCYCLE SAFETY FUND PROVIDES SIGN-LANGUAGE FOR DEAF RIDERS
The National Motorcycle Safety Fund (NMSF), a 501(c)(3) charitable community organization created in 1980 to augment the work of the Motorcycle Safety Foundation, has created a new grant program to help rider training sites cover the costs of hiring sign-language interpreters for deaf and hard of hearing students.

MSF-recognized Rider Training Sites regularly receive requests to accommodate students with physical disabilities, so in compliance with the Americans with Disabilities Act (ADA) and state laws, the NMSF grants will help defray the cost of sign-language interpreters.

There are many deaf and hard of hearing car drivers and motorcyclists on the road today. To compensate, drivers and motorcyclists typically employ risk-reduction strategies such as Search/Evaluate/Execute (SEE), maintain longer following distances, make better use of peripheral vision, and check their mirrors more frequently.

STUDY INDICATES MOTORCYCLE RIDERS’ INJURIES DIFFER WITH HELMET USE
Helmet-wearing motorcycle riders are less likely to hurt their heads in accidents, but end up with more injuries to other parts of their bodies, suggests new research. Researchers suggest in JAMA Surgery that the results may be due to helmeted riders being more likely to survive high-force crashes, and ultimately end up with more extensive injuries.

The authors write that loosening restrictions on helmets in some U.S. states allowed them to study how wearing head protection may influence other injuries. For the study, they used national data from 2007 to 2010 on almost 86,000 people with some sort of motorcycle-related trauma, paying particularly close attention to the number and extent of injuries to people’s heads and necks, torsos, spines and extremities.

Overall, the researchers found helmeted motorcycle riders were about half as likely to end up with head injuries, but helmeted riders were more likely to have injuries to the chest and extremities than riders who weren’t wearing helmets.

One explanation for increased injuries to other body parts could be that helmeted riders feel more secure and end up driving at higher speeds, wrote the Indiana University researchers.

There was no difference in the time people spent in a hospital regardless of whether they were helmeted.

CALIFORNIA DMV OFFERS “VETERAN” DESIGNATION ON DRIVER LICENSES
Veterans in California can begin applying to receive the word “VETERAN” on their driver’s license or identification (ID) card starting November 12, 2015.

In accordance with the legislative language contained within Assembly Bill 935, the California Department of Motor Vehicles (DMV) requires veterans to first obtain a Veteran Status Verification Form and to pay an additional one-time $5 designation fee to apply for the special Veteran designation.

QUOTABLE QUOTE: “Tous pour un, un pour tous.” (All for one, one for all.)
~ Alexandre Dumas (1802-1870) French author; “The Three Musketeers”

Vive la France!

By Bandit | May 31, 2024

Welcome to the Bikernet Holiday Guide. You will find in this special section a selection of gift idea for you and for your riding friends. You can also see it as a handy wish list you can share with your family and pals (nudge, nudge).

The guide will be upgraded as new items and fresh ideas become available, so make sure to check back often to see what’s new.

CCE Finned Dishpan Rocker Covers

These Finned Rocker Covers were “Originally” designed and manufactured by Randy Smith and CCE back in 1968. Designed to eliminate the oil seepage associated with the stock Panhead rocker box covers, these covers also imparted noise dampening and a cooler running motor. They were a great success not only because of their mechanical improvement but also because of their distinctive style.

We’ve reintroduced these to the market using the original tooling Randy designed and cast at the same foundry. Available in As-Cast and Polished. Retails $307.00-$382.00

www.customcycleengineering.com; 800-472-9253.

Lindby Custom Highway Bars

All of Lindby Custom Highway bars are meant to be compatible with many models of motorcycles and controls that are set in their original stock position. Made from 1 1/4in. high-strength steel for long-lasting durability. Precision bent and welded for a perfect fit every time. Neoprene O-rings provide traction in all climates. Available in a chrome-plated, glossy black powder-coat finish or flat black powder-coat finish.

http://www.lindbycustom.com

Loading motorcycles, ATVs & other toys the easy way

Condor’s T-Ramp, Trailer Ramp system allow one person to easily load, unload, and transport any Motorcycle, ATV, UTV, Snowmobile, or riding lawnmower, in any pick-up truck. The 12-foot long ramp mode provides a safe gradual incline, so you can keep both feet flat on the deck. No more “white knuckle” rides on shaky ramps to load or unload your motorcycle.

With a simple push on the wireless key fob, the T-Ramp will lower or raise the patented hitch mechanism for use as a trailer or ramp and when folded, will easily detach from your truck and roll away for compact storage in your garage.

Also, the T-Ramp can remain on the hitch of your truck when not in use, taking up no space in the cargo bed. And you can leave the tailgate open or closed while trailering or when folded. So whether you’re using the T-Ramp as a Trailer, or a Ramp, or both, it is easy to load, unload, and haul your toys by yourself. Proudly Made in America.

www.condor-lift.com ; 800-461-1344

Forged Aluminum Mirrors From Bahn

Be fully aware of your surroundings with the new forged aluminum Bahn Mirrors that prove style doesn’t need to be sacrificed over function. Unique precision-machined features on both the stems and heads provide contrast to the smooth black anodized “tuxedo” or chrome finishes. The stylish tapered stems help maintain a compact profile while providing ample height and reach for the large convex glass surface area. Precision-fit ball-and-socket joints offer easy adjustment and firm positioning of the mirrors to eliminate movement caused by vibration. The elegantly contoured mirror heads measure 5” long x 3-1/8” tall and meet DOT-compliant size standards for the ultimate blend of clean, custom styling and real-world functionality.

Bahn Mirrors are available in premium chrome or black anodized “tuxedo” finishes as direct replacements for Harley-Davidson models (except Street 500 and 750), with model-specific adapters available (sold separately) for fitment on Indian, Victory and a wide variety of metric cruiser applications.

P/N 1767: Bahn Mirrors, Tuxedo – $199.99

P/N 1768: Bahn Mirrors, Chrome – $199.99

Bad Dad

Bad Dad is committed to making high quality parts that allow our customers to create the custom motorcycles they have envisioned building. Bad Dad focuses on designing products that enhance the aesthetics of the motorcycle while still maintaining the motorcycle’s original functionality. It is Bad Dad’s goal to create bolt-on custom parts that look as great as they perform and to provide our worldwide customers with the highest level of customer service.

http://www.baddad.com

Party with American Bad Ass Kid Rock at the Sturgis Buffalo Chip

Get your passes now for a night of irresistible rhymes, bad boy party anthems and red-blooded, blue-collar blues from the one and only Kid Rock at the Sturgis Buffalo Chip during the 2016 Rally. The motorcycle-riding, freedom-loving, all-around music icon will again bring his over-the-top attitude and extravagant stage show to the Wolfman Jack Stage this summer. That’s right…the show you’ve been begging for hits the Chip on Sunday, Aug. 7, 2016! The Chip has put on the Best Party AnywhereTM for 34 years and you don’t want to miss the 35th anniversary in 2016. Let loose for the lowest price by making your reservation early. Camping and concert passes make great Christmas gifts! www.BuffaloChip.com

Windvest Windscreens

The high performing sport windscreen redirects the wind out of the rider’s face and chest area while looking over the top of the screen, creating a smooth airflow 3 to 4 inches higher. Made of a high impact acrylic GE Plexiglas, DOT approved material and is available in a 10” height in our gun smoke color. WindVest is guaranteed to have you covered. For more information check us out online at www.windvest.com

CCE Fork Truss

The Custom Cycle Engineering fork truss is truly a performance part by dramatically improving front-end handling. The engineering design and sleek styling are obvious characteristics in this part. The compound arc, which sweeps upward and rearward simultaneously, imparts greater resistance to deflection, twisting and bending of the fork. The addition of large-diameter holes spaced out to a maximum strength calculation helps keep unsprung weight to a minimum. These trusses bolt securely to the lower sliders. They are now available 35mm, 39mm, 41mm, 49mm. Narrow Glide, Mid Glide, Wide Glide. Retails $239.00-$259.00. Also available in polished for different coating options.

www.customcycleengineering.com

800-472-9253.

Abus Lock-Chain Combination

Lock-chain combinations are an excellent choice when it comes to securing motorcycles. There are usually plenty of attachment options on the wheels and frame for securing them to a stationary object like a fence post or utility pole in the city. A bike that is secured in this way cannot simply be picked up and carried away which is a real security advantage. It may also be possible to use a combination of a brake disk lock and a chain. This GRANIT 68 Victory 12KS Black Loop combination from Abus features a 12 mm strong loop chain with fabric sleeve and a 14 mm steel bolt. Its round shape and the three independently rotating pieces hinder the use of opening tools. The chain, the bolt, the lock body as well as supporting elements of the locking mechanism are made of special hardened steel, and the ABUS X-Plus cylinder for highest protection against manipulations e.g. picking. Two keys are supplied with the lock, one LED torch key. ABUS Code Card for additional or replacement key.

RP Tronix POV Camera

If you’re currently shopping for a POV camera (point of view) such as a Go Pro, don’t spend your money until you’ve had a good look at the RP Tronix (Rivera Primo Tronix) POV camera. The RP Tronix Cam is less expensive and includes many accessories that cost extra with other brand POVs. The video quality of the RP cam is the same as the Go Pro Hero3, the still images are eight mega pix, while the Go Pro 3 is 16 megs. Do not let that influence your purchase, most camera use will be video where the RP cam excels.

Standard accessories (included with the camera) are; TFT display screen, remote control unit, extra battery AV cable, USB cable, camera carrying pouch, and several mounting devices. RP Cam standard accessories such as the remote control unit and TFT screen are extra cost with most other POV cam kits. After a length test of the RP Cam, I found it most convenient to use, the remote control unit being the deciding factor. When mounted on the handlebars, with the remote clipped to my jacket it was an easy matter to simply trigger the video function or shut the video function off without touching the camera itself. Video files can be downloaded conveniently using the included AV cable. The camera itself has a small memory storage capacity, and uses a micro SD card for additional storage.

Rush Exhaust for Indian Motorcycles

Rush now offers t rue duals for ’14 – ’16 Chieftain, Classic, Vintage and ’15 – ’16 Roadmaster, Dark Horse models. If you want to give your bike that custom look while receiving more horsepower and a nice deep sound, then you will want a set of Rush true duals. The Rush head pipes are ceramic coated fully inside and outside to keep the temperatures down so you will have a cooler and more comfortable ride. Rush true duals are available in either a show-quality chrome or black finish and come with all of the needed clamps and mounting hardware for easy installation. When you pair a set of Rush War Horse mufflers with our true duals you will get unmatched performance with an unbelievable sound that will make everyone stop and take notice.

CCE Dyna Engine Mount & Stabilizing Bracket

All Dyna Glide riders can now correct misaligned chassis and get your bike riding straight down that road. The Dyna front engine mount, when installed, allows the rider to dial in the engine to perfect front and rear wheel frame alignment. You can slide the engine left or right using the same alignment principals as the FXR’s or early FLH’s. The bracket has hash marks spread .050 apart. Used in conjunction with the split in the cases you now have a built in scale to align the engine. Retails for $99.00.

www.customcycleengineering.com; 800-472-9253.

Klock Werks Kleaning Products

Klock Werks’ line of Kleaning Products include: Shine Werks cleans, a product that shines and protects plastic, leather, acrylic, plexiglass, lexan, chrome, fiberglass, and paint. Dries quickly and buffs to a streak free finish. Invisible protective coating protects surfaces and repels dirt, dust, fingerprints, smudges and bugs. Resists scratching and marring of surfaces. Repels water, prevents fogging, and is non-abrasive.

Engine Werks is a water based product designed to renew the powder-coat finish on your motor. This product uses solvent free and non-flammable ingredients that are designed to deter dust and dirt from collecting on the surface of the motor.

Matte Werks is formulated with a proprietary mixture of polymers that will clean away bugs and grime, and repel dirt, dust, fingerprints and smudges. Works on plastic, acrylic, plexiglass, lexan, chrome, and fiberglass, without adding an unwanted shine.

Detail Werks microfiber polishing gloves work great with all Klock Werks Kleaning products. The soft, non-abrasive microfiber fabric can be used wet or dry to clean any surface including chrome, metal, plastics, leather, glass and more.

All Klock Werks Kleaning Products are available now online at www.kustombaggers.com and through your local Drag Specialty and Parts Unlimited Dealers.

Gauntlet Fairing

The Memphis Shades Gauntlet fairing features club-bike styling with more wind protection than you’d expect. The smooth, clean lines channel the air, while the frontal area is sufficient to provide full torso coverage when rolling up the miles.

One-piece Lucite construction features a machined groove to outline the windshield, and a black Class-A finish that looks great as is or can be easily painted. Applications are model specific and feature patented Trigger-Lock hardware, made of electrocoated aluminum in polished or black, with stainless steel fasteners. Very popular with the Dyna crowd, and a perfect fit for the Sportster.

The Gauntlet Fairing is road ready and street worthy.

JIMS No. 5503 Master Cylinder Bleeding Solution

JIMS Master Cylinder Bleeding Solution is designed to allow the technician to draw a vacuum on the hydraulic system. This is accomplished by using specially designed lids with an air fitting which, when connected to a vacuum bleeder, pulls air out of the hydraulic system. The lids are intentionally made clear to enable the technician to see bubbles bleeding from the brake fluid. When the bubbles cease, the hydraulic system is bled. JIMS offers 5 different lids that fit many Harley-Davidson models. No. 5503 is our master kit, which contains all 5 bleeder lids in a storage case. It has a MSRP of $235.00. Individual kits are available for those who want a specific bleeder lid. Individual kits have a MSRP of $49.00. JIMS brake bleeding lids are designed to be used with an air powered vacuum bleeder (sold separately). www.jimsusa.com; 805-482-6913.

CCE Solenoid Housing Switch

The Solenoid Housing Switch is a multi-tasking part that bolts up to most stock after market starter. Designed as a tuning tool that manually bumps the motor over to adjust timing or valve adjustments. It’s a back-up system to a faulty starter button or a bad solenoid. Allows you to eliminate the starter switch & wire relay on ground up custom builds. And they look freakin cool. Retail price range $93.00-$150.00.

www.customcycleengineering.com; 800-472-9253

Barnett Scorpion Clutch Basket For ’07-’16 Harley Davidson Big Twins

This all new Scorpion clutch basket fits ’07-’16 Harley Davidson Big Twins (and 2006 Dynas) and is the highest quality, most durable and cost effective replacement for a weak/broken stock basket. Precision machined from 2024-T3 billet aluminum and hard anodized, this basket is superior in quality and durability to the stock unit. Simply remove your stock ring gear/primary gear from your old basket and bolt on the new Scorpion basket. All hardware and instructions are included. Like all Barnett products, this basket is proudly made in the USA.

Part #321-30-02012 MSRP: $399

www.barnettclutches.com; 805-642-9435; Instagram @barnettclutchescables

Condor Wheel Chocks

Condor makes outstanding wheel chocks. All Condor chocks are adjustable for every type of motorcycle and tire size. The Pit Stop /Trailer Stop can be used every day in your garage to hold up your bike for service, checking oil, detailing, and to take up less space than when laying over on a kickstand. Then, the chock can be secured in any trailer or pick-up truck to transport your bike.

The Trailer-Only Model is designed for mounting on any trailer platform.

The Chopper Chock is designed for raked-out front ends, low hugger fenders, and for those new tall wheels up to 30”.

All Condor chocks hold your bike so securely, only 2 tie down straps are necessary, so you can’t damage sensitive suspension components, or fork springs or seals.

Condor chocks make loading and unloading an easy one-person operation, and are proudly Made in America.

Küryakyn Alley Cat L.E.D. Fuel & Battery Gauge, Gas Cap

Styled to match their popular line of air cleaner kits and covers, the new Alley Cat Gas Cap and Alley Cat L.E.D. Fuel & Battery Gauge from Küryakyn revamp fuel tanks with their aggressive radial design. Crafted from quality cast aluminum, both are available in chrome or gloss black finishes as direct replacements for a wide variety of Harley-Davidson applications.

Easily monitor fuel and voltage levels with the sharp illumination of the Alley Cat L.E.D. Fuel & Battery Gauge. Light up your tank with the extremely bright multi-colored L.E.D.’s that produce a highly visible battery voltage reading on the gauge’s left side, with fuel levels radiantly displayed on the right. The gauge housing measures 3” in diameter and is a direct replacement for stock tank- mounted fuel gauges on ’94-’15 Road Kings, ’00-’15 Softails, ’91-’15 Dynas, ’15 Freewheelers, and ’88-’94 FXR models.

P/N 7381 – Chrome, 7383 Gloss Black, MSRP: $139.99

The Alley Cat Gas Cap flawlessly matches the gauge’s aggressive style and features a vented design to prevent vapor lock. Sportster owners get a major upgrade over the stock cap, and the 3” diameter with coordinating design maintains a unified appearance when installed with the Alley Cat L.E.D. Fuel & Battery Gauge on Harley Big Twins. The Alley Cat Gas Cap is a direct replacement for all ’82-’15 H-D screw-type tanks with right-handed thread. P/N 7382 – Chrome, 7384 – Gloss Black, MSRP: $49.99

Del Rey Wheels From Performance Machine

Performance Machine is pleased to introduce its newest member to our prestigious Contour Collection, the Del Rey. When it comes to class our wheels stand apart from the rest – with glamorous good looks and iconic style. Machined from a meaty aluminum forged wheel blank, the Del Rey speeds fast forward in style with its lightning quick directional spokes and organic sculpted rim. There’s only one way to be remembered, it’s the Del Rey.

Available in Chrome, Contrast Cut and Contrast Cut Platinum finishes with retail prices starting at $1549.95 for 1984 to present H-D Applications.

For more information on the Del Rey and other premium Performance Machine products, visit www.performancemachine.com.

EVO Finned Rocker Covers

Custom Cycle engineering are the originators of finned rocker covers for Evos, just as they originated them for Panheads 40 years ago.

As usual, the copiers have struck again, but these covers are noted for certain features the imported copies cannot achieve. These Finned rocker covers for EVO feature include a guaranteed fit on each and every model, and they are compatible with the very latest breather system. In addition, the CCE covers have adequate clearance for all factory frames. Since they fully machine their finned rocker covers from domestic, aircraft-grade aluminum alloy billets, they’re not subject to warpage and oil seepage as the die-cast imported copies. Here’s a definite case of getting what you pay for. Retails for $321.00-$397.00

www.customcycleengineering.com ; 800-472-9253.

Piers of the West Coast: Pacific Coast Highway

I visited every pier on the west coast on a motorcycle; over 100 of them. Passing within feet of gigantic aircraft carriers, I crossed incredible bridges that launched the bike airborne; beheld beautiful castles in the sky and slept serenely on Crystal Pier as the ocean rushed beneath me. Historically, piers embraced great sailing ships, welcoming goods and people from exotic lands. Whether bearing silks of China or rum from the Caribbean, this was its Ports O’Call. Those days are long gone yet the memories echo on and it’s still somewhere close to far away. Standing at the end of a pier high above an azure sea, a cool breeze blows by. The rumbling surf pounds the shoreline with bubbling fists and I am riding. The whole of the Pacific Ocean is racing toward me and I am riding on it. Buy this book here.

By Bandit | May 31, 2024

So often problems concerning the environment seem insurmountable, causing us to shrug our shoulders and then think about issues we feel that we can actually do something about. But since I traveled to Bonneville for my coverage of the challenges facing the Salt Flats, some very positive developments have taken place. Recently, I spoke with Dennis Sullivan, president of the Utah Salt Flats Racing Association (“USFRA”), who filled me in.

Dennis explained that some local land speed racers and longtime members of the Save the Salt Coalition established a branch organization dubbed “Save the Salt Utah Alliance,” whose mission it is to work with local and state-level politicians on local solutions to the problems confronting the Bonneville Salt Flats (“BSF”), while the original Save the Salt continues its efforts with the federal government in Washington.

The main thrust of the Alliance’s efforts thus far has been coalition building, and since early September it has held several events for Salt Flats stakeholders and local politicians, most recently at SEMA. These gatherings included a two-hour-long tour of the salt conducted by longtime racer Rick Vesco. Participants gained a firsthand understanding of the concerns—the degradation of the halite racing surface, the shrinkage and siltation—facing this precious natural formation and historic landmark.

Now representatives from the Utah state government, the BLM and Intrepid Potash (the mining company) as well as land speed racers and key geologists have begun working together to find solutions. Dennis explained that this “…was the first time that all of those entities have sat down together at one table and talked about the problems and some possible solutions.”

The complexity of the situation—which includes a trend of increasing amounts of rainfall in the area—requires an answer that is not as simple as ending potash mining. Beyond the facts that the local economy benefits from Intrepid, that it legally obtained mining rights from the BLM until 2023 and that it owns the salt byproduct piled around its facility, is the potential positive role the company could play in saving the Salt Flats.

For instance, Intrepid has been using the pumping stations and the network of ditches that normally draw potash-laced salt brine out of the flats to put salt water back during its ongoing wintertime Salt Laydown Project to good effect, according to geologists.

To help Bonneville heal, both short- and long-range strategies will be needed, and from the sounds of it, everything is on the table for consideration including—though unlikely—a land swap with Intrepid that would move the Speedway across the Interstate to where the Salt Flats continues south. In addition to the natural salt in that area, there is also 100 million tons of it in Intrepid’s drying beds there, Dennis said the mining company estimates.

One thing is certain: Key to Bonneville’s reclamation will be increasing the quantities of salt returned to the flats. Because potash has been mined there since 1917, and salt even earlier than that, Intrepid would have to do more than maintain the mass balance it had been striving for if it is to begin to bring this formation back to anything approaching its natural state.

According to Dennis, plans are being drawn up to double the amount of salt returned to the BSF by using the area inside the Salduro Loop—a triangular parcel of land approximately between the end of the access road and Interstate 80—as a holding basin in which the salinity of the brine can be “super charged,” that is, significantly increased, before being distributed via manifolds to especially critical locations.

Another proposed short-range strategy is for Intrepid to close off the ditches flowing under I-80 that carry salt away from the north side and into the mine’s processing area. Doing this will keep the Speedway’s salt-containing surface water from draining away—especially important if a salt laydown project is to be as effective as it could be.

Possible long-range strategies include removing some dykes, changing the access road and building salt berms around the rim of the Salt Flats in order to redirect silt-carrying runoff from the Silver Island Mountains.

Dennis speculated that funding could come from the money the government requires mining concerns to set aside for reclamation once mining operations are completed. Better to use it to maintain Bonneville along the way, rather than to have to try to recreate the Salt Flats 30 years from now when Intrepid projects mining will be completed and all the salt is gone. “We can’t wait 30 years to start reclamation,” Dennis said.

Efforts have also been under way at the federal levels—championed by Chairman of the Federal Land Action Group, Utah Congressman Chris Stewart, and Chairman of the House Committee on Natural Resources, Utah Congressman Rob Bishop—to return BLM-managed lands, including the Bonneville Salt Flats, back to state control. At a recent meeting, Bishop said of the BLM: “It’s not because the federal managers are malevolent or incompetent, they just have too damn much land to manage. It’s too big to succeed.”

Other government officials, including Utah Governor Gary Herbert and Senators Orrin Hatch and Mike Lee, and Nevada Senators Dean Heller and Harry Reid from Nevada, among others, have also begun advocating for saving Bonneville, so the tide is really beginning to turn.

While this is a good thing, Dennis urges that the pressure must be kept on. It takes a lot of continuously applied effort to effect changes at the federal level, and Bonneville doesn’t have the benefit of the volume of tourist traffic of National Parks like Bryce and Zion. So it’s important that every single one of its supporters weighs in.

The Bonneville Salt Flats are a national natural and historic treasure, but they also play a role in many state economies, as racers, and those who manufacture equipment used by them, hail from across America. Call or write to your representatives in government and ask them for their help in restoring Bonneville before it disappears forever.

By Bandit | May 31, 2024

The very first modification I made to a motorcycle was to remove the stock mattress seat off my new ’69 XLCH and replace it with a Diamond Buttons Cobra seat from Le Pera. I’m on the hunt for a stock ’69 Sportster to replace it, but I would still mess with a totally stock bike and add the contoured Le Pera Cobra seat. It made all the difference in the world to the looks of a stock bike.

The bike shown here belongs to Bob T. the Bikernet Chopper Editor, who bought a new ’71 Super glide and built this bike over the years. Back in the day we all wanted rigids and the first thing we did included swapping out the stock un-useable seat for a solo. No one makes more traditional sprung and unsprung seats better than Le Pera.

As we got older some of us shifted to a larger solos, or even cop solo seats, but we stuck with solos. Even today most rigids run some sort of solo seat for the best fit for the solo rider. Okay, so some of us bastards run a pillion just in case.

–Bandit

APACHE CLASSIC

Overview

Spring Mounted seats are the true classic custom.

Created in the early 1940s, these seats have yet to go out of style.

Black powder coated, universal nose bracket is included. Springs are not included. You will need to purchase a spring kit through your local dealer.

This seat is 14.5″ long x 15.5″ wide.

Specs

Driver Seating:
15.5″ Wide
Passenger Seating:
N/A

MSRP:
$225.00

Part Number:
L-090

BUDDY-BOY Small, Daddy-O Option

Overview

The Buddy Boy rides on the same base plate we have been making since the 70’s with a new, deep dish, high density molded foam foundation.

This is perfect for customizing your bike.

Black powder coated, universal nose bracket is included. Springs are not included; you will need to purchase a spring kit through your local dealer.

The seat is 13″ long x 9.5″ wide.

Specs

Driver Seating:
9.5″ Wide
Passenger Seating:
N/A

MSRP:
$220.00

BUDDY-BOY Large

Overview

The Buddy Boy rides on the same base plate we have been making since the 70’s with a new, deep dish, high density molded foam foundation.

This is perfect for customizing your bike.

Black powder coated, universal nose bracket is included. Springs are not included; you will need to purchase a spring kit through your local dealer.

The seat is 15″ long x 13″ wide.

Specs

Driver Seating:
13″ Wide
Passenger Seating:
N/A

MSRP:
$169.00

BUDDY-BOY Large Bel Air Option

Overview

The Buddy Boy rides on the same base plate we have been making since the 70’s with a new, deep dish, high density molded foam foundation.

This is perfect for customizing your bike.

Black powder coated, universal nose bracket is included. Springs are not included; you will need to purchase a spring kit through your local dealer.

The seat is 15″ long x 13″ wide.

Specs

Driver Seating:
13″ Wide
Passenger Seating:
N/A

MSRP:
$229.00

BUDDY-BOY Small

Overview

The Buddy Boy rides on the same base plate we have been making since the 70’s with a new, deep dish, high density molded foam foundation.

This is perfect for customizing your bike.

Black powder coated, universal nose bracket is included. Springs are not included; you will need to purchase a spring kit through your local dealer.

The seat is 13″ long x 9.5″ wide.

Specs

Driver Seating:
9.5″ Wide
Passenger Seating:
N/A

MSRP:
$160.00

LARGE SOLO with Skirt

Overview

Spring Mounted seats are the true classic custom.

Created in the early 1940s, these seats have yet to go out of style.

Black powder coated, universal nose bracket is included. Springs are not included; you will need to purchase a spring kit through your local dealer.

13″ long x 13.75″ wide.

Specs

Driver Seating:
13.75″ Wide
Passenger Seating:
N/A

MSRP:
$168.00

Part Number:
L-107

REGAL PLUSH Solo with Skirt

Overview

Spring Mounted seats are the true classic custom.

Created in the early 1940s, these seats have yet to go out of style.

Black powder coated, universal nose bracket is included. Springs are not included. You will need to purchase a spring kit through your local dealer.

13″ long x 13.75″ wide.

Specs

Driver Seating:
13.75″ Wide
Passenger Seating:
N/A

MSRP:
$188.00

Part Number:
L-111

REGAL LARGE Plush Pillion

Overview

Matching 5.5″ x 10″ pillion for our Spring Mounted Regal Plush.

May require drilling.

Specs

Driver Seating:
N/A
Passenger Seating:
5.5″ Wide

MSRP:
$104.00

Part Number:
L-096

PILLION SMALL

Overview

Matching 5″ x 9″ pillion for our Spring Mounted seats.

May require drilling.

Specs

Driver Seating:
N/A
Passenger Seating:
5″ Wide

MSRP:
$74.00

Part Number:
L-102

SOLO SMALL

Overview

Spring Mounted seats are the true classic custom.

Created in the early 1940s, these seats have yet to go out of style.

Black powder coated, universal nose bracket is included. Springs are not included; you will need to purchase a spring kit through your local dealer.

12″ long x 9″ wide.
Specs

Driver Seating:
9″ Wide
Passenger Seating:
N/A

MSRP:
$107.00

Part Number:
L-100

PILLION LARGE

Overview

Matching 6.5″ x 10″ pillion for our Spring Mounted seats.

May require drilling.

Specs

Driver Seating:
N/A
Passenger Seating:
6.5″ Wide

MSRP:
$83.00

Part Number:
L-104

SOLO LARGE Skirted with Conchos

Overview

Spring Mounted seats are the true classic custom.

Created in the early 1940s, these seats have yet to go out of style.

Black powder coated, universal nose bracket is included. Springs are not included; you will need to purchase a spring kit through your local dealer.

13″ long x 13.25″ wide.

Specs

Driver Seating:
13.25″ Wide
Passenger Seating:
N/A

MSRP:
$169.00

Part Number:
L-109

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By Bandit | May 31, 2024

By Bandit | May 31, 2024

By Bandit | May 31, 2024

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CCE Finned Dishpan Rocker Covers

Lindby Custom Highway Bars

Loading motorcycles, ATVs & other toys the easy way

Forged Aluminum Mirrors From Bahn

Bad Dad

Party with American Bad Ass Kid Rock at the Sturgis Buffalo Chip

Windvest Windscreens

CCE Fork Truss

Abus Lock-Chain Combination

RP Tronix POV Camera

Rush Exhaust for Indian Motorcycles

CCE Dyna Engine Mount & Stabilizing Bracket

Klock Werks Kleaning Products

Gauntlet Fairing

JIMS No. 5503 Master Cylinder Bleeding Solution

CCE Solenoid Housing Switch

Barnett Scorpion Clutch Basket For ’07-’16 Harley Davidson Big Twins

Condor Wheel Chocks

Küryakyn Alley Cat L.E.D. Fuel & Battery Gauge, Gas Cap

Del Rey Wheels From Performance Machine

EVO Finned Rocker Covers

Piers of the West Coast: Pacific Coast Highway

By Bandit | May 31, 2024

By Bandit | May 31, 2024

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