NCOM Coast To Coast Biker News for October 2014
By Bandit |
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)
CITY IN WASHINGTON SETTLES PUBLIC RECORDS LAWSUIT WITH BIKERS
The city of Kennewick, Washington has settled with a Tacoma motorcyclist and a group of motorcycle clubs who accused the city of violating the state Public Records Act.
The city will pay $45,000 as part of the settlement of two lawsuits and will release some of the disputed records, City Attorney Lisa Beaton recently told the city council.
The city has not admitted any wrongdoing in the handling of the records requests filed by Edward Goehring and the Washington Confederation of Clubs (COC).
Both separately sued Kennewick after they claim they were improperly denied documents, including photos and videos, that Kennewick police took when they cited motorcyclists in separate incidents.
Goehring was one of eight motorcyclists stopped by Kennewick police and Benton County sheriff’s deputies in August 2012 and cited for traffic violations.
And in April 2013, authorities stopped some motorcyclists from the Washington Confederation of Clubs and cited them for traffic infractions during a gathering in Kennewick.
In both cases, Kennewick police pursued information about outlaw motorcycle gangs, according to Beaton.
The city, Goehring and the motorcycle club still disagree about some records. However, they agreed to have a third-party arbitrator review those records to decide which should be withheld or redacted and then released, Beaton told the Tri-City Herald.
The $45,000 will come from the city’s risk management fund. Insurance does not cover public record lawsuits, she said. About $12,400 will go to the WA COC, and Goehring will receive the remainder.
As part of the agreement, Goehring and the motorcycle clubs will dismiss their lawsuits with prejudice, which means they can’t be filed again, according to city documents.
Goehring and the Washington Confederation of Clubs are represented by the same attorney group, Aid to Injured Motorcyclists (A.I.M.) Attorneys Marty Fox and Mike Meyers.
CHIEF OF POLICE CANCELS OCEAN CITY BIKE WEEK “NO COLORS” POLICY
A.I.M. Attorney addresses Ocean City’s No Colors Policy…
GOOD NEWS (Sept 12, 2014): The Maryland Confederation Of Clubs Attorney Mitchell Greenberg approached the Ocean City Police on Thursday, Sept. 11 to address the “NO COLORS” policy stated on the Chief of Police Bike Week Rules and Regulations page on the OCPD website.
The matter was brought to a quick and friendly close including a personal call to Mitch from Chief of Police Ross Buzzuro who assured the Maryland Aid to Injured Motorcyclists (A.I.M.) Attorney that all Clubs and Colors are welcome in Ocean City. Mitch in turn assured Chief Buzzuro that the leaders of each Club share his hope for a Safe and Incident-Free bike week.
The OCPD also assured Mitch that the “No Colors” language will be removed as soon as possible and that Colors are welcome in Ocean City public areas.
NHTSA WAIVES BUY-AMERICAN REQUIREMENT FOR MICHIGAN RIDER TRAINING
Because the National Highway Traffic Safety Administration determined that American makers don’t offer a small and light enough motorcycle for a Michigan Rider Training Program, the agency has approved their request to waive federal Buy-American rules to allow the state to purchase foreign-made motorcycles for their courses.
The Michigan Office of Highway Safety Planning will now use government grant money to buy a fleet of 20 Suzuki training motorcycles, though so-called “Buy America rules” say NHTSA cannot award any funds “unless steel, iron, and manufactured products used in such project are produced in the United States.”
However, NHTSA is allowed to waive the rules if they are “inconsistent with the public interest” or such materials and products are not produced in the United States in reasonably available quantities or “the inclusion of domestic material will increase the cost of the overall project contract by more than 25 percent.”
Finding that “a cost waiver is appropriate for the twenty training motorcycles because domestically produced motorcycles would increase the cost by more than 25 percent,” NHTSA awarded Michigan grant funds to improve rider training.
VIRGINIA COPS SPIED ON MOTORISTS AT POLITICAL RALLIES
Documents released by the American Civil Liberties Union of Virginia confirm that the Virginia State Police used cameras to track motorists attending political events. Automated license plate readers (ALPR) are used by law enforcement agencies throughout the country, ostensibly to fight crime by finding stolen cars. But a March 18, 2009 state police memo also documents the use of the “Help Eliminate Auto Theft” (HEAT) camera to identify attendees at 2008 campaign events for then-Democratic presidential nominee Barack Obama and Republican vice presidential nominee Sarah Palin.
It was not until 2012 that the state police chief asked for an official determination of the legality of the license plate reader program, and in a February 13, 2013 ruling, Attorney General Ken Cuccinelli blasted the “passive” use of recording the comings and goings of innocent drivers who are not part of an ongoing criminal investigation.
“Its future value to any investigation of criminal activity is wholly speculative,” Cuccinelli wrote. “Therefore, with no exemption applicable to it, the collection of license plate reader data in the passive manner does not comport with the Data Act’s strictures and prohibitions, and may not lawfully be done.”
TAG, YOU’RE IT
In a survey of 2,000 licensed adult men and women across the country, Carinsurance.com found that half or more of America’s drivers would support the use of special license plates to identify certain drivers on the road:
– 49.4% support license plates identifying drivers older than 70.
– 57.9% support license plates identifying novice drivers.
– 59.8% support license plates identifying those convicted of texting while driving.
– 69.1% support license plates identifying those convicted of a DUI.
ANTI-POLLUTION RULES IN SPANISH CAPITAL FAVOR MOTORCYCLES
New anti-pollution regulations in Spain’s capital Madrid exempt motorcycles during restrictive hours. Effective the first day of 2015, no non-resident will be allowed in the center of the city, but these restrictions do not apply to motorcycles, which are free to roam the center of Madrid. Still the exemption is only valid between 7am and 10 pm, but it’s important to note that the mayor of a big city understands that bikes are a solution in the urban clutter and not the problem.
BIKERS VS. ISIS: “NETHERLANDS OKAYS BIKER GANGS TO FIGHT ISLAMIC STATE”
The Dutch public prosecutor has announced that “motorbike gang members” who have joined Kurds battling the Islamic State group are not necessarily committing any crime. Members of the infamous ‘No Surrender‘ motorcycle club are fighting against Islamic State militants in northern Iraq, and public prosecutor spokesman Wim de Bruin told the AFP news service, “Joining a foreign armed force was previously punishable, now it’s no longer forbidden.”
Many countries including the Netherlands have been clamping down on their nationals trying to join ISIS jihadists who have taken over swathes of Iraq and Syria. Measures include confiscating would-be jihadists’ passports before travelling and threatening prosecution should they return.
“You just can’t join a fight against the Netherlands,” he told AFP after reports emerged that the Dutch bikers were fighting ISIS insurgents alongside Kurdish troops in the Middle East.
In November 1965, Ralph “Sonny” Barger of the Hells Angels MC sent a letter to President Lyndon Johnson at the White House offering tactical support for the war effort: “I volunteer a group of loyal Americans for behind-the-line duty in Vietnam. We are available for training and duty immediately.”
SNITCH ALERT — AUSTRALIAN BIKER REWARD SYSTEM DEEMED UNSUCCESSFUL
In October 2013, Police Minister in the Australian state of Queensland, Jack Dempsey, announced Queensland’s Crime Stoppers would be allocated $5 million in reward funding for information about criminal gangs or bikers. But so far only $1,150 has been paid out.
Dr. Terry Goldsworthy, Bond University Criminologist, said the information being provided has not necessarily helped the crackdown on bikers. “[Crime Stoppers] have received about 1200 pieces of information,” he said. “124 offenders have been arrested in relation to drug and property and weapon matters, but interestingly though, only 22 people can actually be able to have shown to have any links to any criminal organizations – it’d interesting to see how many of those 22 were actually bikers.”
Between 2000 and 2010 the Queensland police — a separate organization from Crime Stoppers — paid out $900,000 in rewards, and although figures weren’t available for Crime Stoppers, Dr. Goldsworthy said they’d be quite different to QPS figures. He said the reward campaign has not had the outcome the Government anticipated… “This reward system has been highly advertised, and to only have one successful pay out, indicates to me that I don’t think it’s a success.”
BRITISH POLICE APPEAL FOR INFO ON BOOBY TRAP
Police in Totton, Hampshire U.K. are investigating after a piece of thick string was found tied across a road at neck height, posing a distinct danger to motorcyclists.
It had been tied between lampposts either side of a residential street, and “The string could have caused serious injury and even a broken neck,” according to the Motorcycle Action Group (MAG-UK). “It was spotted by a passer-by at night time, when it would have been difficult for riders to see.”
Totton councillor Chris Lagdon said: “The morons responsible must be tracked down by the police and made to face the full force of the law. As a motorcycle rider myself I know how dangerous something like that can be. It was an atrocious thing to do and I’m absolutely disgusted that an incident of this sort has occurred in Totton.”
Mog Morrison, head of the New Forest Motor Cycle Action Group, said: “If this was some sort of prank involving youngsters I hope the police or their parents take them to one side and educate them about the potential consequences of their actions… This sort of thing has killed people in the past.”
Totton Police Tweeted following the incident on Tuesday, October 13: “Unknown persons have placed green string across Water Lane near Bagber Road. Any information?”
WEIRD NEWS: HORMEL MOTORCYCLE RUNS ON BACON GREASE
Hormel Foods Corp. headed out on the highway with a motorcycle designed to run on bacon grease. The Austin, MN-based company created a new marketing campaign in time for the International Bacon Film Festival in San Diego in late August, and rode the bacon bike from Minnesota to California.
America runs on bacon, and so does this bike — getting about 100 mpg — and the exhaust smells like bacon! Hormel and marketing firm BBDO Minneapolis sponsored the world’s first motorcycle that runs on organic biodiesel made of refined bacon grease, and a team of 12 travelled with a rider during the trip to document the journey for a film, “Driven By Bacon,” which was shown at the film festival this year.
Charlie Smithson of CSE Engineering and Taylor Bamber, Smithson’s work partner, custom designed the motorcycle based on a rare 2011 Track T-800CDI diesel model. Grease is an abundant fuel source, as hotels and restaurants in the United States generate 3 billion gallons of waste cooking oil per year, which could fill tanker trucks parked bumper-to-bumper from San Francisco to Washington, D.C. and back.
Hormel representatives say the marketing push is an exciting opportunity to spread the word about Hormel’s Black Label Bacon brand and the pig-powered hog will likely be used as a promotional tool in the future.
Once the film is complete, the motorcycle could be displayed at the Spam Museum.
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QUOTABLE QUOTE: “Bad officials are elected by good citizens who do not vote.”
~ Government posters in the city of Chicago (1928) – original authorship unknown.
The Asahi Bike Built by Norio Akai
By Bandit |
Norio, a key player at Kustom Fab, actually relocated here from Japan. From the first day that I met him, much has changed. When Norio first arrived here in the islands, he opened a shop in Oahu called Phoenix Cycles.
It was during a time that the whole “Chopper” craze was nearing an end, and people began to pull out of the industry. Shops that were once thriving began closing all over the place. Norio, unfortunately, happened to be one of the causalities.
A mutual friend suggested that Norio help out Roger at the shop by becoming one of the mechanics/fabricators. I for one, was not a huge supporter of this theory. I saw Norio as the competition and not a fellow bike builder. But, like I said, a lot has changed.
After working and traveling with Norio over the years, I have been amazed at his worth ethic, his bike building skills, and his genuine personality. He has become an essential component in the shop.
When he was able to find some spare moments, he embarked on building a bike for a customer. It was mostly influenced from his roots in Japan Raw and therefore took on a very mechanical look. After seeing his finished product….I think you’d agree that he sure did a hell of a job!
The Asahi Bike
Owner: Manabu Kikuchi
Bike Name: Asahi
City/State: Honolulu/Hawaii
Builder: Norio Akai / K-FAB
City/state: Honolulu
Company Info: Kustom fab Choppers
Address: 80 Sand Island Access Rd.#228
Phone: 808-847-5322
Web site: http://kfabhawaii.com
E-mail: Kustomfab@aol.com
Fabrication: Norio Akai K-FAB
Manufacturing:
Welding: Norio Akai
Machining: Norio Akai
Engine:
Year: 2006
Make: S&S
Model: Shovel Head
Displacement: Norio Akai K-FAB
Builder or Rebuilder: Norio Akai K-FAB
Cases: S&S
Case finish: Polish
Barrels: S & S
Pistons: S & S
Barrel finish:
Lower end: S&S
Rods: S&S
Heads: S&S
Head finish: Polish
Valves and springs: S&S
Pushrods: S&S
Lifters: James
Carburetion: SU
Air cleaner: SU
Exhaust: Norio Akai K-FAB
Transmission:
4 speed
Year: 2006
Make: Rev Tech
Gear configuration:
Final drive: Chain
Primary: BDL 3”
Clutch: BDL
Frame
Year: 2014
Style or Model: Goose neck
Stretch: Definitely!!
Rake: 38
Modifications: Norio Akai
Front End
Sheet Metal
Norio Akai K-FAB
Tanks: Norio Akai K-FAB
Fenders: Norio Akai K-FAB
Paint:
Molding: Cosmic Airbrush
Graphics: Cosmic Airbrush
Frame: Black
Wheels:
Front
Size: 19”
Brake calipers: PM
Brake rotor(s): 11.5”
Tire: Avon Mk II
Rear
Size:16”
Brake calipers: PM
Brake rotor: 10”
Tire: Avon Mk II
Controls
Foot controls: Norio Akai /K-FAB
Master cylinder: Grimeca Polish
Brake lines: Stainless hard line Norio Akai/ K-FAB
Handlebar controls: Norio Akai / K-FAB
Finish: Polish
Shifting: Norio Akai K-FAB
Kickstand: Of course.
Electrical
Ignition: Dyna S
Ignition switch:
Coils: Dyna
Regulator: HD
Charging: HD
Wiring: Norio Akai K-FAB
Harness: Norio Akai K-FAB
Headlight: Cycle Kraft
Taillight: Cycle Kraft
Accessory lights:
Electrical accessories:
Switches:
Battery: Shorai
What’s Left:
Seat: Norio Akai/ Bob Arkus
Mirror(s): None – who needs them?
Gas caps: Cycle Kraft
Handlebars: Norio Akai K-FAB
Grips: RSD
Pegs: Norio Akai K-FAB
Oil filter: Flo Billet
Oil lines: Stainless Hard line Norio Akai K-FAB
Unique Choppers designed and built exclusively for you!
Contact us to build your dream ride!
Johnny Mac Bobber
By Bandit |
Here is a Johnny Mac Bobber featuring Betty Joanna, Ms. Strip Club Choppers.
This is a new line of bobbers from Johnny Mac’s Chopper House. This is why: We are taking doner sportsters, stripping them down, putting them on a Craftech frame, and using all original Indian Larry Parts, tank, fenders, handlebars, risers… whatever our customer wants. We are doing this to help Indian Larry’s shop increase part sales and show people what can be done for a custom bobber in the mid $15 – $17,000 range.
Dar Holdsworth’s Second Navy Bike for Rolling Thunder by Darwin and Brass Balls Cycles
By Bandit |
If there was an award for the most Amazing bike builder on the planet Dar would be a major contender. He wouldn’t win it for building some spindly, art object, board track racer and winning the AMD World Championship, although he has already won several AMD awards. Don’t get me wrong, art objects are cool, but Dar builds riders.
He would win it for being one of the most prolific, resilient builders to ever walk the earth. He would take home the prize for surviving the 2008 economic downturn with style, while 95 percent of the custom manufacturers tanked and 75 percent of all the shops closed. He would win because he would not stop getting involved in charity builds, when he knew in his heart he should be saving money.
He would also win because during the toughest of times he became involved in an organization called Pros for Vets. He helped Vets straddle bikes and hit the road again, once they returned from active duty. He refurbished donated bikes and auctioned them off to support Pros for Vets. He’s even rebuilt bikes completely and gave them away, without receiving a dime. “If we knocked-off all the philanthropy efforts we could pay our bills,” said his wife.
He would win this award because when the industry tanked he still built cool bobbers, redesigned his version of an FXR, started a line of products, and delivered his bikes to his customers himself when he was one of two employees in the shop.
This Navy Bike is just another example of Dar’s commitment to this industry. Dar was told about a promotion to support Rolling Thunder by Jay Allen. He built a one-off Navy bike, which was scheduled to tour to support Rolling Thunder Washington DC, Inc. then be displayed and used to support the organization.
It didn’t work out exactly like it was presented and some of the bikes ended up with Jay and not the organization. So Dar built another Navy Bike specifically for the Rolling Thunder Organization, this one. Click to see more about Rolling Thunder Washington DC, Inc.
Founded on August 1987
Mission:
To make certain that we, as a nation, never forget our prisoners of war nor forget our missing in action. We ride for those who can’t.
Rolling Thunder was first organized by Vietnam Veterans in 1987 in response to the service men and women who were unaccounted for at the conclusion of the Vietnam War. Exercising the First Amendment Right to Assemble, a motorcycle rally took place in the streets of Washington, DC to bring awareness to the plight of POW/MIA’s.
Rolling Thunder began as a demonstration following the era of the Vietnam War, which was a difficult time in our history. Many of America’s military were killed or missing in action (MIA) and their remains were not being returned home or respectfully buried.
There were also reports of live prisoners of war (POW) who were left behind when the war ended. In 1987, Vietnam veteran Ray Manzo, bothered by these accounts, came to DC with his idea and enlisted the help of fellow veterans Holland, Sides, and Sampley, to organize a motorcycle demonstration to bring attention to the POW/MIA situation.
Choosing Memorial Day weekend for the event, they envisioned the arrival of the motorcycles coming across the Memorial Bridge, and thought it would sound like “Rolling Thunder”. The first Run in 1988, had roughly 2500 motorcycles and riders demanding that the U.S. government account for all POW/MIA’s; it continues to grow every year, becoming the world’s largest single-day motorcycle event. Now with over a million riders and spectators combined, Rolling Thunder has evolved into an emotional display of patriotism and respect for all who defend our country.
Our Vision:
Is to achieve full accountability for all POW/MIA’s (Prisoner’s Of War/Missing In Action), to facilitate the return of all service members, alive or dead, and to prevent the reoccurrence of a POW/MIA situation such as that of the Vietnam War.
Who and What we serve:
Veterans and POW/MIA’s from all wars, past and present.
Products:
See our eStore at www.RollingThunderRun.com/shoptest/
Email: info@RollingThunderRun.com
Website: http://www.RollingThunderRun.com/
In addition to being a solid supporter of Rolling Thunder Run. Dar constantly supports Pros 4 Vets with builds for Veterans and builds to be auctioned off to support the Pros 4 Vets organization and promote their efforts. Here’s how Pros 4 Vets works followed by a list of some of the 13 bikes the Darwin crew built to support Pros 4 Vets:
Pros 4 Vets is a few volunteers who love and appreciate our nation’s veterans in any way we can.
From shining a light on the difficult issues our veterans face like PTSD, substance abuse and addiction, to helping provide much needed free legal assistance to our soldiers and their families, we strive to make a real difference for those who put their lives on the line to protect our freedom.
Pros 4 Vets has partnered with the Oklahoma Bar Association and its Oklahoma Lawyers for America’s Heroes program to ensure that, just as no one is left behind on the battlefield, no one who has honorably served this country should be left behind in the legal system or denied access to justice.
America is the land of the free and the home of the brave. However, we continue to be free because of the brave men and women who fight for us. But who is fighting for them? Our nation’s heroes are returning from war only to face an all-new battle at home. Without help, the physical and mental wounds of war can take a devastating toll. That’s why these soldiers and their families need all of our support. Become a “Pro” and join us as we fight for those who fought for us!
“Fighting for you because you fought for us.”
Progressive Insurance / Toby Keith Bike / Pros 4 Vets
We partnered with Progressive Insurance to build this amazing Lane Splitter. The bike will be prominently featured in the Progressive Insurance booth at the 2013/14 International Motorcycle Shows. Active duty military members and veterans can sign up to win it for free at the shows. The bike will be awarded at the final show of the series.
CMT / Buffalo Chip / Sturgis Bike Build – Off Winner
We competed in a “bike build off” for CMT (television) at the legendary Buffalo Chip in Sturgis. This bike, which was built in one day by our team, won the build-off and was awarded to a very special Vietnam Vet… Dar’s dad. He was presented the gas tank to the bike a couple days before the build by Toby Keith and Dar on stage at Toby’s concert at the Chip.
Tornado Bike : Twisted
This bike was born out of the devastation that saw an F5 tornado demolish the town of Moore, Oklahoma. Gerald Mobley was building this bike in his garage and all that was left of it was a tattered frame and motor. Many great suppliers stepped up to help us build for him the bike of his dreams. We presented it to him at the Toby Keith Twister Relief concert in front of 60,000 fans at the University of Oklahoma football stadium in Norman, Oklahoma.
Rune for OK Kids Korral
This bike was donated to us so that it could be used to raise money for OK Kids Korral, a charity that supports children being treated for cancer in Oklahoma City. Once finished with the bike, it was auctioned at the Toby Keith benefit and raised $38,000 to support this amazing charity.
Navy Bike for Rolling Thunder Washington D.C.
In 2012 we were honored to be one of only 4 bike companies to be invited to build a bike paying tribute to a branch of the service. We were selected to build the Navy bike. The bike is one of our World Championship model Rocketeer F3’s. We took several styling cues from Naval influence and history. The seat has the Navy Jack tooled into it. The word Navy on the tank is similar to how it is on the ships. The foot pegs are made from the actual Arresting Cable from the USS Enterprise. The pipes are brass plated. The Rolling Thunder coin is flush mounted in the top triple tree. The bike along with the other tribute bikes tour the Country to pay tribute to the men and women of our armed forces.
BSA Lightning / Sturgis Free Military Raffle
This 1967 BSA Lightning was donated to us by a friend in the motorcycle industry, Jay Allen. We restored and repainted the bike, and took it to Sturgis to give away. Anyone who was in attendance who was an active duty US military member or a veteran was able to enter for free to win the bike. On Wednesday evening of Sturgis Bike Week (the same day we repeated as Production Manufacturer World Champion) we pulled a name out of a hat, and along with Jay, we called out the name of a Vietnam Vet, who became the new owner of the Lightning.
Toby Keith Bike / OK Kids Korral / Pros 4 Vets
This bike was funded by a generous customer of ours who supports both our troops and children in need. We built it to pay tribute to Toby Keith and to be auctioned in support of OK Kids Korral. The bike has Toby influences incorporated into it’s design to include his logo. It also has the Pros 4 Vets logo and is signed by Toby. The bike was raffled with all the funds going directly to the building of OK Kids Korral, which is a home away from home for families who have children being treated with life threatening illnesses.
KZ 1000 / Pros 4 Vets / Trash and Restore
We were contacted by the father in-law of a soldier. He told us his son in-law had an old bike that he had tried repeatedly to get running before he was deployed to war. The father in-law asked us to try to get it running. When we saw the bike, we told him that a set of new tires was worth more than that old bike. So we asked if we could start over. We took it to the salvage yard and swapped out. Along with the support of Pros 4 Vets, we were able to restore and customize this 1979 Kawasaki KZ 1000. We presented it to Sargent Stump upon his arrival home from deployment. As you can image, he was thrilled.
Rahal Letterman Lanigan Racing & Pros 4 Vets
In 2011, we built the RLX an American Muscle bike honoring living legend, champion race car driver and race team owner Bobby Rahal’s storied racing career. The RLX went on to win the 2011 World Championships of Custom/production Bike Building. We raffled the bike with all proceeds going to support our troops through Pros For Vets.
“Attached are pics of the ’74 Honda CB750 which we have restored (all original) and will be raffling with 100% of the proceeds going to Pros4vets.org,” said Dar.
“We are finalizing the details and hope to launch the raffle in the coming couple of weeks.
As a thank you to military servicemen:
Onnit has teamed up with world champion motorcycle builder Dar Holdsworth to create this amazing custom Harley-Davidson Motorcycle. This 2000 Road King was donated to Darwin Motorcycles as part of their Recycle For The Troops program.
The catalyst for this program was Rebel Rock Racing owner Jim Jonsin, who got the bike donated. From there, Dar instilled the help of King’s Customs to transform what began as a worn-out bike. The H-D power train is solid. The bike received new paint, new bars, new stretched bags, Frenched rear lighting, polished wheels and brakes. It has a new LePera leather seat, dual fishtail exhaust and much more. It’s a timeless classic. And this beast can be yours if you’re a currently active or or veteran serviceman in any branch of the United States Armed Forces.
AND that’s not all! In addition to giving away this badass bike, Onnit is also going to donate $.50 for every like this page gets, and $.50 for every share this page gets on Facebook up to $10,000 to Pros4Vets. So even if you’re not eligible to win the bike, you can still help spread a great message and help contribute to an amazing cause.
Darwin Motorcycles Navy Bike II, Bikernet.com Extreme Tech Chart
Regular Stuff
Owner: Rolling Thunder Washington D.C.
Bike Name: Navy Tribute Bike II
Builder: Brass Balls Cycles
City/state: Oklahoma City, OK
Company Info:
Address: 401 S. Blackwelder Ave. Oklahoma City, OK 73108
Phone: 405-270-0995
Web site: http://www.BrassBallsCycles.com
E-mail: evolve@DarwinMotorcycles.com
Fabrication: There was some
Manufacturing: Yep, done right here
Welding: Plenty of that, TIG only shop using Miller equipment
Machining: in house using Summit Machine Mill and Lathe
Engine Supplied to us by customer
Year: 2013, as far as we could tell
Make: Ultima
Displacement:127-inch
Carburetion: S&S super G
Air cleaner: S&S
Exhaust: Brass Balls D&D 2 into 1 Ceramic coated
Mufflers: reverse megaphone
Transmission
Year: 2014
Make: Rivera
Gear configuration: 6
Primary: Rivera
Clutch: Rivera
Final drive: Chain
Kicker: no
Frame
Year: 2014
Builder: Innovative Frameworks
Style or Model: Brass Balls Rocketeer
Stretch: 1-inch
Rake: 40 degrees
Front End
Make: Three Two Choppers
Model: Wishbone Springer
Year: 2014
Length: Standard
Mods: Black & Chrome
Sheet Metal
Tanks: Sporty style bobber tank
Fenders: Hand spun Bare Knuckle Choppers
Oil tank: Brass Balls made in house
Paint
Sheet metal: Manny’s Ink & Air
Molding: some
Base coat: Candy blue over heavy silver flake
Graphics: Tattoo Navy Theme : Manny
Frame: Powder coated Battleship gray
Wheels
Front: Sportster mag anodized gold
Make: Harley
Size: 19-inch x 110mm
Brake calipers: Wilwood / Brass Balls
Brake rotor(s): Wilwood
Tire: Avon Venom
Rear
Make: Sportster mag anodized gold
Size: 16-inch x 140mm
Brake calipers: Wilwood / Brass Balls
Brake rotor: Wilwood
Pulley: sprocket
Tire: Avon Venom
Controls
Foot controls: Brass Balls
Finish: Chrome/Brass
Master cylinder: Warfare Pegs
Brake lines:Goodridge
Handlebar controls: Brass Balls fab
Finish:
Clutch Cable: Motion Pro
Brake Lines Goodridge
Shifting: Brass Balls
Kickstand: Drag
Electrical
Ignition: Crane Hi4
Ignition switch: key
Coils: Drag
Regulator: Cycle Electric
Charging: Cycle Electric
Starter: All Balls
Wiring:
Harness: Made at Brass Balls
Headlight: PIAA
Taillight: Brass Balls
Battery: Antigravity Lithium
What’s Left
Seat: Brass Balls Skull Racer by Hix Design
Seat springs: Chopper Shox
Gas caps: Brass Balls Performance
Handlebars: Brass Balls Performance
Grips: Old School Rubber Avon
Pegs: Brass Balls Trench warfare pegs
Oil filter: K&N
Oil lines: Good Year
Fuel filter: Drag
Fuel Lines: Good Year
Throttle: Joker Machine
Throttle cables: Motion Pro
Comments:
This bike was built for the charity Rolling Thunder Washington, D.C.
We are honored to help in any way that brings attention to our military service men & women… active duty, reservist and veterans.
We don’t do it for the money (because there is none). We don’t do it for any fame. We do it because we are grateful to those who volunteer to put their lives on the line to protect and serve our Country and preserve our freedoms.–Dar
The Devil Meets the Ice House
By Bandit |
There’s this shop in Houston run by the Devil and the lovely Holly who danced with puppets at the Houston Renaissance fair, half naked, while the Devil and I discussed this chopper.
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Everything about Kent Weeks, the Devil, Holly, and their shop nestled in a residential district surrounded by tall chain link fences and snarling dogs, is strange. The devil is an anomaly in our industry. He’s a craftsman. He doesn’t run a shop like anyone else. He’s on site to make shit, not order inventory for display cases. He’s had employees, but they didn’t last. He’s had interns but they didn’t master his level of work ethic and succumbed to the Devil’s punishment. There’s a growing Boot Hill behind the shop, and all the tombstones are made from rusting steel.
Kent is the mad chopper scientist who builds mostly ground-up scooters for customers who stroll into his shop in a visionary daze. The Lucky Devil Metal Works is not a franchise joint, or a shop packed with used bikes for sale. This is a fab shop and the Devil loves to fab. “Shit just lays down for me,” Kent said of working with sheet metal. So let’s get specific.
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His customer, Cole, the proprietor of Pivo’s Ice House, located off of FM 1291 in between Frelsburg and Fayetteville, and his new wife, came to the Devil with his Sportster and they started or order parts and make a plan to convert the tight rider into a long chopper.
“Next, I want to build a Bobber,” Cole said about a month after they kicked off this project.
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“Hold on just a moment,” the Devil said his eyes turned crimson and sweat beaded on his furrowed brow. “The Sportster is nearly a bobber now,” he hissed. “We need to shift gears.” They quickly turned the Sportster into a cool bobber. Another issue surfaced. Cole wanted a chopper for the long road, and a rigid.
They ordered a Kraftech rigid, but the more the Devil listened to Cole’s goals, the more he questioned his reasoning. The bobbed Sportster was tight and had lowered front and rear suspension with progressive systems, so limited travel. “Take the Sporty for a long ride,” Kent said. “It’s almost a rigid.”
The first time out, Cole enjoyed his putt and still contended a rigid long distance chopper would be the way to go. His Sporty had Progressive rear shocks designed for this chassis, and although the front end was lowered, Progressive designed in some travel and suspension, plus the seat was massive.
A couple of weeks later he rode out on a longer ride and came back with a different insight. Maybe he rode a partner’s rigid with a solid solo seat and billet pegs. He was ready to negotiate. The Devil in all his evil ways convinced Cole to go for a stretched Rolling Thunder Dyna frame for a rubber-mounted chassis. Something wild was about to take place.
There’s nothing like a long chopper for the open road. Nothing says freedom more than a chopper on the open highway. There’s something magical about pulling into a truck stop in the middle of no place on a chopper. Every other scooter in the parking lot will most likely be stock. A chopper represents something unique, one off, out of the box, out of this world, and outrageous.
So here you have it. It’s a rolling chassis designed by the Devil himself to take a 10-over glide in style and be coupled to a Dyna Evo rubber-mounted chassis, and be able to take a 32-inch inseam rider wherever he wants to go in wild style. Plus it had to function, as if it was a stock touring machine.
OFFICIAL BIKERNET SIDEBAR: “Here is the info on the frame guys up in Canada,” said Kent. “The first time I met Sam in person was at the show up in Ohio. They had a fairly new single-loop rigid frame on display (the Python) and we had Joe T’s Trumpet on display at the Hot Bike booth.”
http://www.rollingthunderframes.com/
“Being a Dyna fan myself, I always wanted to do something with one of their drop seat frames but never had the opportunity until this project came together and I am glad it did.”
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Although this bike looks like a prop from a Sylvester Stallone movie, it contains all the necessary elements of a long-distance or touring rider, except no front fairing or a stereo, but we won’t go there. He stayed true to the chopper mantra.
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Kent started by adding gussets to the top motor-mount (the frame was stretched 8 inches) and building a serious-capacity gas tank from the ground up, with a sight glass, gas gauge incorporated in the tank.
“Here are some naked shots and such, made the tank completely from scratch,” Kent said. He made a special effort to space out the bottom rubber-mounts to allow for large tank weight support.
After the tank was finish welded, Kent took it to a Houston radiator shop for sealing. They drilled holes in the bottom of the 16-gauge tank and inserted special fixtures for sandblasting the inside for cleansing and a strong bonding surface. Then the liner was inserted and baked into place. This tank can never be modified or welded on again. “The mounting tabs were designed for durability,” the Devil muttered, “not to be pretty.”
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Major work went into the design and fabrication of the seat and rear fender elements, which were many. First, he widened an early Panhead bobtail fender, and then he designed the fender rail support and bag support system. The whole unit would ultimately be welded to the frame.
Modified tubing supports the rear fender, then ½-inch plate on either side created the landing for the custom leather bags. He built a mounting frame, and then had the bags built around it, so no frame remains on the bike if the bags are removed.
He built the seat so the front half hinges and has a stop; it allows access to the battery and electrical box in the modified oil bag, which also became an integral portion of the frame. The oil bag is actually under the Baker transmission, which allowed Kent the space to make the frame oil bag/battery box into the electrical and wiring harness centerpiece. It also contains the coils.
The Devil made the entire seat system by hand and it mounted to the rear fender after Houston leather craftsman, Stoney Paul, handled the upholstery and diamond tuck pattern. Then he made a separate detachable Devil’s sissy bar and luggage rack.
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ANOTHER OFFICIAL BIKERNET SIDEBAR–Harley-Davidson quit making transmissions for Evo Dynas. That wasn’t a problem because Kent planned to run a Baker 6-speed overdrive trans. But when he needed a shift drum cap, he ran into a part number accessibility issue, but Bert Baker came to the rescue. As soon as word came down regarding the factory and Evo transmissions, he started to horde them. Good man.
I asked the Devil about the flames sketched on the side of the bare tank. “I draw flames on everything,” said Kent. I felt the tank side panels called out for flames. He also built the tool bag initially out of steel, and then had it covered in leather to match the bags. The steel structure prevents the leather from sagging with use and weather.
Here’s a serious indication of the level of trust when it comes to Kent’s abilities. He dialed in Cole’s Sportster and built this ground up touring chopper, and now he’s building Cole a stylish rigid around-town chopper using the stylish Kraftech Chopper frame they initially ordered.
But I need him to clear his lift and get a start on the historic 5-Ball Racing belly tank trike frame. The JIMS 135 Twin Cam engine is shipping out about the middle of November. We have most of the components to make this puppy roll.
We missed something the Devil has mastered in his late night session while sparks are flying—his Devil tails. “The devil tails meet behind the rear wheel and support the side bags from swinging around,” said the Devil. “Those and the upper backrest are also removable. Now get the hell out of my shop. We’re burnin’ moonlight.”
–Bandit
Helping With HorsepowerTM “STAR” Motorcycle Raffle
By Bandit |
(Mitchell, SD) November 5, 2014 – The Helping with HorsepowerTM Bike Rebuild Program is helping the Abbott House Celebrate their 75th Anniversary!
Forty young women from the ages of 9-17, all residents of the Abbott House in Mitchell, South Dakota, worked alongside volunteer facilitators – Klock Werks’ Laura Klock, Karlee Cobb, and Jennifer Bainbridge – to completely transform a Harley-Davidson Road King from something bare and neglected to a beautiful custom motorcycle. The girls were hands-on throughout the Helping With HorsepowerTM Bike Rebuild Program, from creating a special 75th Anniversary design, to choosing fender and handlebar options, installing parts, and changing the wheels and tires. Because this motorcycle will help the Abbott House celebrate its 75th Anniversary, it was made even more special by adding a vintage style sidecar to symbolize the power and impact the Abbott House has had on children and their families for 75 years.
True to the mission of Abbott House, the intent of the Bike Rebuild Program is to provide education, empowerment, and encouragement for Abbott House girls, who are generally at-risk due to abuse, neglect, drug and alcohol issues, self harm tendencies, and/or the inability of their families to support them. “It’s always so amazing how each of these projects mirror the challenges Abbott House girls face as they overcome abuse and neglect and learn to love themselves again,” Laura Klock, President of Helping With HorsepowerTM. “This year’s project motorcycle, like many of the girls, came to us “torn down” and neglected. It needed rebuilding, but had a beautiful diamond cut “sparkling” motor that the girls noticed immediately. The bike was named “STAR”, appropriately, because we all have a “shining star” inside of us, we just need some help with the rest of the transformation as we grow into something amazing and beautiful.”
“The Helping with HorsepowerTM Bike Rebuild Programs have had a significant impact on the Abbott House girls and staff,” said Eric Klooz, Executive Director of Abbott House. “As the girls learn the various types and uses of tools and how to remove motorcycle parts, they also learn life skills, such as perseverance, team work, and problem solving. In addition, the financial impact of the motorcycle raffles has been significant. We are proud to draw the winner of this year’s project motorcycle at our 75th Anniversary Celebration.” Klooz said.
Many leading industry businesses have recognized the value of this project and have offered support including Klock Werks Kustom Cycles, J&L Harley-Davidson, Smitty’s Custom Paint, PPG, Vance & Hines, Mustang Seats, Kuryakyn, J&P Cycles, ChromeMasters, California Chrome, MTI Powersports, and TEX EFX. In addition, many local businesses are supporting this year’s project as well, including Avera Queen of Peace Hospital, Home Federal Bank, Logan Theatres, Make It Mine Designs, B&B Upholstery, Subway of Mitchell, Sun God Trophies, and Whisky Creek.
The Abbott House 75th Anniversary Celebration will feature Billy Mills, former South Dakotan and 1964 10,000 Meter Olympic Gold Medalist, as guest speaker, and the winner of STAR will be drawn as part of the program. Tickets for “STAR” can be purchased online until the night of November, 15 at www.abbotthouse.org. Banquet tickets can be purchased by calling 605-996-2486 or emailing deidraw@abbotthousesd.com.
About Helping With HorsepowerTM
Helping with HorsepowerTM designs volunteer programs that empower and encourage, and raise funds for charity, including the nationally recognized Helping With HorsepowerTM Bike Rebuild Program. The hands-on Bike Rebuild Program has been used in eight other states across the country as a non-traditional way to help at-risk youth learn how to overcome life’s obstacles and develop skills they will use in their future.
About The Abbott House
Abbott House is a private charity that provides residential treatment services to girls between the age of 9 and 18 years old. The agency provides intensive treatment and foster care in a therapeutic home. The Abbott House is truly dedicated to providing services that promote personal development and foster responsible participation with others to children and families.
For More Information please Contact:
Helping With HorsepowerTM: helpingwithhorsepower.com
Contact: Laura Klock (605) 996-3700
Email: Laura@kustomcycles.com
A Tribute to Our Veterans
By Bandit |
Letter from a Marine Veteran:
While I know some may read this and think I am being passive aggressive, I am not, I struggle to see, and understand why people do not understand things the way I do. Especially if they are non-military. It’s hard, it really is, and when I bring up the fact that today is the 10 year anniversary of the Battle of Fallujah, the Bloodiest battle in US history since the Battle of Khe Sanh. Where I fought alongside Brothers who I forged friendships with through blood, sweat and tears. Some of who died, and I have tattooed on my chest, its hard.
I still remember quite vividly, waiting in the back of the Humvee while it was raining, waiting to push through the city, and moving through. I remember when Sgt. James died, I remember when LCpl. Figueroa died, I remember when I laughed at a 1st Sgt. when he said the helmet with brain matter in it in the truck I just provided security for, was his marines, because I didn’t know what else to do, I remember the dead bodies, and the wounded friends.
I’m not asking you to bow down, or to buy me a beer, but maybe, knowing about what happened, knowing something about what happened to those who fought, those who died, and those who were injured, the obvious ones, and the invisible ones, might help.
I don’t think that is too much to ask, if you know a veteran, talk to them, and ask them about what they went through, they may not want to talk to you, or conversely, they may do. And you may not understand half the stuff they are talking about, but at least you will glimpse, a small fraction of what they did, what they went through, the camaraderie, the Esprit de Corps, the Fellowship they endured, and enjoyed in their experience. And you may even help heal the invisible wounds that a veteran has, in addition to understanding something more about what molded that person.
This may sound preachy, or soapboxy, I understand not everyone thinks like a Marine, or Soldier, or whatever, and I endeavor every day not to blow up on those people, for not understanding or acting like nasty civilians, but for some a little knowledge for your brain housing group can go a long way. And who knows, may even make a Veteran thankful for your interest, and it might pick his spirits up. Especially with Veterans day coming up, as most Veterans, are thinking on what happened, the friends they lost, and the life they lived.
-Sgt. Hawkins, AKA Gareth
Story and Photos By Sgt. Andy Hurt/13th MEU
NEAR KARMAH, Iraq (June 29, 2007) – A forward resuscitative surgical system never, ever stands still while treating a wounded Marine – until today, when Cpl. Gareth Hawkins, 23, demanded to reenlist before being medically evacuated.
While conducting counter-insurgency operations this morning with Battalion Landing Team 3/1’s Lima Company, Hawkins’ vehicle was hit by a massive improvised explosive device, shattering his right leg and injuring two other Marines. Within minutes of the blast, Hawkins was set to be flown out of the area and into the hands of higher medical care.
According to 1st Sgt. Gary Moran, Lima Co. first sergeant, Hawkins didn’t want to leave until he was reenlisted by battalion staff here, more than 14 kilometers from his position.
“Hawkins just got hit in a major blast that could’ve killed him,” Moran said, “and he said, ‘First Sergeant, I don’t want to fly out … I want to go to (the Combat Outpost) first’.”
The first sergeant said he was stunned. After assessing Hawkins’ condition, movement to the COP was approved.
While lying on a litter in the surgical area, Hawkins, straining words through extreme pain, gave his reasons for the unusual request.
“‘Cause it’s motivating,” said the Spokane, Wash. native. “I was going to reenlist anyway, this is what I wanted to do.”
Throughout the surgical station, Marines and medical personnel could be heard murmuring “(expletive) motivating, man …,” and “that’s crazy.” Hawkins wouldn’t budge.
The Battalion Executive Officer, Maj. Kevin Gonzalez, along with the Career Retention Specialist Staff Sgt. Chandrash Malapaka, and several others crammed into the tiny room for the ceremony.
“We’re going to do the short version of this,” said the Executive Officer.
Raising his right hand, Hawkins took the oath of enlistment by 1st Lt. Warren A. Frank, his platoon commander. With no time for the usual formalities of backslaps and handshakes, Hawkins was immediately carried out via litter and evacuated.
Standing by his sense of duty and raw determination in the face of extreme pain and uncertainty, Cpl. Gareth Hawkins has epitomized the battalion motto of “3/1 Hard.“
Sgt. Gareth Hawkins photo is displayed in many Marine Recruitment Centers, and is listed as the 50th Reason to Love the Corps.
Taken from 100 Reasons to Love The Corps.
49. The Corps’ doesn’t call its officers, commissioned or not, “petty.”
50. Cpl. Gareth Hawkins, lying on a stretcher after an IED shattered his leg, demanded re-enlistment before medical evacuation. And got it.
51. Whereas Army, Navy and Air Force jokes are funny, Marine jokes are potentially dangerous.
Editors Note:
Gareth is now Retired from the Marines, works full time, just recently received his degree, has a family and 4 kids, but every day and night he has to deal with the PTSD, the Brain Traumatic Injury and foot and leg injury sustained from the IED. He also suffers from survivors guilt, and constantly wonders why he is alive and his buddies are dead.
Bikernet would like to say a big “THANK YOU” to every Veteran who fought for this country, and for which we have the freedom to live and worship as we please.
1200 MILES SOUTH OF THE MEXICAN BORDER
By Bandit |
Editor’s Note from the Week Magazine, November 10, 2014: Mexico has finally released a former Marine who was jailed for eight months after crossing the Mexican border with loaded guns in his car. Andrew Tahmooressi, 25, had recently moved to Southern California from Florida and said he took a wrong turn out of a San Ysidro parking lot and did not intend to enter Mexico. After a congressional hearing on the case last month and intense pressure from the U.S., a Mexican judge ordered Tahmooressi’s release on humanitarian grounds, because he suffers from post-traumatic stress disorder. His family said he would seek treatment for “the residual effects of months of incarceration—which has taken a toll on him far worse than his two tours in Afghanistan.”
The third story in a series of three.
Part Two: See more
Morning brought warm weather and a cup of lukewarm coffee from a thermos. Our camp was hidden some distance into the desert and it was time to pull the day’s plan together, so I spread the map out. Like the U.S., Mexico is sectioned into states and we were now in Sinaloa—drug lord capital, as everybody knows. In the big city some 200 miles south lay our destination of the Mazatlan Motorcycle Rally, which was scheduled to begin in a few days.
Michelle and I had been in Baja for better than a month, but that was over now. Last night we’d made the six hour journey across the Sea of Cortez aboard a huge car ferry and in the company of a Mexican Motorcycle Club—the Baja Bikers. Mexico is crisscrossed with ridiculously expensive toll roads called autopistas and it was one of these well paved highways that would lead the Baja Bikers to Mazatlan. But those guys had saved well for this vacation and money was not an issue. Michelle and I would be taking the free road. This would lead us through the town of Culiacan; a place owned by the cartels.
We set out.
The little road ran inland from the toll highway and its pavement was surprisingly good. The air grew steadily hotter as our bikes passed through the rolling hills of sparsely populated countryside, green trees, and dry meadows. It was downright hot by the time we entered Culiacan. I often take great pains to avoid traveling in excessive heat because riding for any length of time on sizzling blacktop when the air peaks 100 degrees is a truly miserable experience. To this end, I pulled into a downtown gas station to seek refuge in the shade. It was not long before I found the door leading to the station’s shower. Over Michelle’s protestations that we should ask permission, I grabbed our soap then bulldozed brazenly into the cool shower water. Free of sticky sweat now, we emerged refreshed to sit in the shade and drink soda for a couple of hours.
Because of Culiacan’s drug lord status, it seemed strange to see an American pull his Road King to the pumps of this predominantly Mexican town. I struck a conversation. The story was that he’d broken down here the year before and some locals had taken him into their home then helped to get the motorcycle running. This guy was simply returning to visit friends.
By late afternoon Michelle and I resumed the journey. Our evening camp was hidden in trees just off the road. It was early afternoon of the following day when we finally pulled into Mazatlan.
As usual, my first order of business was to locate land upon which we could call home for the duration of our stay. At the city’s north end I found a private spot hidden under low tropical trees that offered shade from the beating sun as well as barricade from the ocean breeze. This would be home. Tomorrow, daily showers would be acquired by joining a local gym. Today however, we’d simply cruse the city before moseying over to the rally.
I’d been here before.
As we rode slowly southward along the malekon (Spanish word meaning coastal road through town) I saw that the huge city had not changed much. Among so many trinket shops, taco stands, ice cream parlors, internet cafés, bars, etc., stood a blockade of monolith hotels; all geared toward acquiring the money of so many tourists visiting from abroad. In openings where the ocean could be seen from the road, I watched beautiful beaches with bikini clad women lounging among the masses of fat tourists as occasional salesmen hocked their jewelry and other goods to any who were interested. Across the wave-less water little boats pulled visitors strapped into para-sails that suspended them 100 feet above the ocean. Jet skies could be rented. And there was volleyball too.
Many years ago, in accordance with counsel from the Department of Tourism, the motorcycle rally dates were changed to coincide with those of the largest celebration in Mexico – Easter; and we were riding directly into the thick of it.
The malekon became a slow gridlock of American Graffiti traffic, and bikers too. As cars cruised while the city went crazy, we saw drinking everywhere. People were sitting in their rides swilling cans of Tecate while cops stood outside directing traffic. One truck pulled a flatbed trailer furnished with two apposing love seats, their occupants, coffee table, and a keg of beer sitting in the open. Cops said nothing. Partying is a large part of the Mexican culture and, unlike in the U.S., is not illegal or considered dangerous.
I hung a left, moving away from the ocean. We came upon the inner city campground at which the rally had been held when last I’d visited. It had been a smallish affair then. There’d been a lot of old Jap bikes and one road farther into town that had been closed to run the drag races. These had been strictly a run-what-you-brung competition. But the campground was no longer there and in its place stood a Mega supermarket instead. I stopped at a taco stand to ask riders gathered there where the rally had been moved to. It was not far.
To my surprise, the rally was taking place on the pavement of a HUGE fenced lot. In a chair beside the entrance gate the club president, an old friend of mine, sat checking tickets. Alberto speaks perfect English and is somewhat of a Mexican yuppie/overachiever. I’d known this loud yet humble man for some years before learning that he owns The Shrimp Factory restaurant (in my early visits he pretended to be only an employee) here in Mazatlan, one like it in Cabo San Lucas, and another in Cancun. Alberto lives in a beautiful house on the ocean (I’ve been there); drives an Explorer, rides a late model Dyna; owns a local biker bar; and is a very active club member and one of the founders of this rally.
After our re-acquaintance he took us to the registration table and we were given wrist bands—free of charge. We went inside. The grounds were huge, most of the bikes beautiful, and vendors were everywhere. The stage was like something from any large American concert. Even the band that night was from Colorado. Were it not for the fact that most were Mexican, I’d have thought us still back in the states. We were soon reacquainted with the Baja Bikers; but also made many new friends, and ran into a few old ones too.
When the week had ended, the road called again. The byways that led high and across the Sierra Madre Mountain range, through Coahuala, and eventually into Texas would also pass through the other drug lord state of Durango and we were warned not to go. But there was no way around these obstacles and it was beyond them that New Orleans and Daytona waited. So, with bikes again packed, we set off into the mountains.
But then that’s another story.
Because I find this example of the biker’s spirit, will to ride, thrive, and support charity so moving I have included a short history of this rally and the tiny club that came out of nowhere to organize it.
In 1985 five motorcyclists from Mazatlán decided to go on planned Sunday morning motorcycle rides. Back then only certain motorcycles were allowed to be imported into Mexico and riders could not acquire the bikes they really wanted. In 1987 free imports on motorcycles was declared. “Moto Club Mazatlan.” was soon formed. All motorcycles were accepted. Very rapidly this small group grew and enjoyed frequent trips and official weekly meetings. It was during one of these meetings that the late Ermes Escobar, who’d been to the Daytona rally, mentioned the desire to organize an annual event in Mazatlan. In 1996 the first rally was held with great success. It was simply called “Bike Week“.
In November of 1997 the club and event was legally constituted as a civil partnership. The organization of this event is held annually by the Directors of Moto Club Mazatlan and supported by advertisers, commercial sponsors, the Department of Tourism, and other Local Authorities. In 2001, due to the influx of participants from different neighboring countries, Motoclub Mazatlan changed the rally’s name to “International Motorcycle Week”. For its fifteenth Anniversary in the year 2010, the “Discovery Channel” brought its program “Two Wheel Thunder” and filmed the event. YouTube links can be found at the bottom of this article.
From a small first year event held in a vacant lot with an attendance of about 75 bikes, the rally has grown as it’s migrated from place to place and, ultimately, onto the huge site at which it is now held and into the monster it has become.
The rally’s activities include, but are not limited to: Beach parties, round-the-clock live concerts, a 4 x 4 route, regional rides and tours, many different contests, motorcycle races and competitions, and the Grand Parade, which is claimed as the Largest Motorcycle Parade in the World. It is a wild, fun, clean, crazy, and totally chaotic, event.
Aside from Bike Week, Motoclub Mazatlan also participates in many charitable events including Christmas toy runs for orphans, benefit car washes, beach clean-ups, and more.
Watch the Discovery Channel video:
Contrary to popular belief, Mexico is not really what the media—the great American propaganda machine—would like to scare us into believing it is. I hope this article has helped to clear the air a bit. —Scooter Tramp Scotty
A Century Of Speed – Part One
By Bandit |
Editor’s Note: Our author, Louise Ann Noeth (aka “Landspeed” Louise), is a long-time SAH member and a two-time SoCal Chapter Valentine Award winner. The following is a fresh version of her article summarizing racing at Bonneville in anticipation of its centennial, now from the perspective of actually having reached that centennial. The entire article will appear in this and the next two issues of this Journal.
They’ve been at it for 100 years—testing the limits of their imagination, skill and raw nerve. The road to a land speed record is a salty one. The 2014 season will see the Bonneville Salt Flats celebrate their century mark of record setting.
Attempting to set a land speed record will wear you out and thin your wallet like nothing else while simultaneously injecting you with a euphoric sense of youthful exuberance. How did such a forlorn, barren, inhospitable place come to be the Speed Mecca of hot rodders worldwide?
There is no championship crown, belt or purse. Yet here is where you will find the fastest women and men on earth. They are all amateurs, land speed racers who design, build and run their speed machines for love, for sport, for the sheer challenge of spanking the clock at wide open throttle for five miles.
Forget those rollers in the floor; this salt is God’s own dyno shop. Open only a few times a year, it took some 100,000 years to form the fabulous saline speedways located 4,214 feet above sea level immediately east of the Nevada-Utah border town of Wendover. The vast, ancient lake bed is a stark, glistening white plain that was once covered by a body of water 135 miles wide by nearly 325 miles long. Almost 3,000 square miles, it was formed during the last stages of the ice age.
To get an idea of its scope, think of Wendover as being situated on the western shore and Salt Lake City, 120 miles away, on the eastern shore. In between, the water was 1,000 feet deep. When the water evaporated, the minerals and salts remained behind settling on the lowest areas. It is these sediments that make Bonneville the world’s largest natural test track of immense proportions.
In the early days, hammering spikes into the salt was a sweat- producing job. By the 1950s two-handed, half-inch drill bits bored through the rock hard, concrete-like surface. Today, the fragile thin surface is much easier to breech. Still, racers know that hardness begets forgiveness when the rear end attempts to be the front end. The granite-like salt helps to keep the car upright and, hopefully, the brightness from the salt only makes the hapless driver dizzy.
Summer temperatures climb above 100 degrees during the day, yet the mercury can drop below 50 degrees—all within a 24-hour period. No matter how hot the air gets, the surface is always cool and moist to the touch—another boon for racing tires that build up friction heat at high speeds. The sun beats down ferociously, reflecting the rays back up. High grade SPF sun screen and plenty of fluids are essential. Without eye protection, be ready for “salt blindness” because bright takes on new meaning here.
Winter rains can bring up to 6,000 acres of standing water, which are an essential part of nature’s annual recovery process. High winds help manicure and smooth the surface as the water evaporates by early summer. Nothing grows out of the crystalline salt beds except one’s imagination and a few mirages—so flat that you can observe the actual curvature of the Earth with the naked eye.
The First Racer Arrives
In 1896, the year Utah became a state, newspaper publisher George Randolph Hearst concocted a publicity stunt to send a message from his offices at the New York Journal to The San Francisco Examiner via a transcontinental bicycle courier. Bicyclists William D. Rishel and Charles A. Emise set out to scout a route across the salt at 2:00 AM under the glow of a full moon rolling southeast along the iridescent salt. Pedaling their long-horned bicycles at speeds up to 20 mph, the joy ride turned torturous when they got mired down in mud at the edge of the salt and 22 hours later they were on the other side.
When the Western Pacific Railroad “conquered” the flats by laying rails directly across the salt beds in 1907, it also established a water replenishment station for the steam engines at a sheepherder’s stop and the tiny village of Wendover winked into life.
The First Motorcyclist
In 1910, a young carpenter named David Abbott “Ab” Jenkins (yes, that Ab Jenkins of Mormon Meteor fame and later mayor of Salt Lake City) was determined to see a prize fight in Reno, Nevada, so he hopped on his Yale motorcycle, headed west and became the first person to “drive” across the Bonneville Salt Flats.
“Like a bronco-busting cowboy,” declared Jenkins of his 30-mile jaunt over the wooden railroad ties to avoid knee-deep mud, “I approached the salt beds on the railway tracks on a bumping, jumping motorcycle.” Reaching 60 mph, the speed gave him a bigger thrill than any he would have while driving an automobile.
The First Race Car Race
In 1914, racing promoter Ernie Moross brought a fleet of eight racing machines to the salt. The jewel of the stable was the mighty 21.5-liter, 200-horsepower record-setting Blitzen Benz, under the command of “Terrible” Teddy Tetzlaff, a noted lead foot of the day. Ads in the Salt Lake City local papers announced, “A hair-raising, thrilling, soul-gripping speed contest!” Sales were halted at 150 tickets for the August 11 event. Among the ticket holders was Governor William Spry. A few motorcycles were also on hand, including an Indian.
It was an epochal chapter to auto racing. This was the Bonneville Salt Flats’ first timed speed trial. Tetzlaff ’s first attempt matched current record holder Bob Burman’s speed exactly, but took less time; his half-mile speed was higher—142.857 mph!
The speed went unrecorded in the record books because the local promoters politically hijacked the race publicity to gain attention for a planned transcontinental highway on its way from the east. The AAA Contest Board responded by revoking its sanction and the resulting scandal made the salt flats a toxic race venue for the next 20 years. But it was too late, the seeds of curiosity were sown about the godforsaken western wasteland that gobbled up wheel spin and spat out speed; in 1925, the Victory Highway opened, stretching 40 miles across the salt beds.
By 1931, despite lacking the AAA Contest Board sanction, Ab Jenkins was back driving a new 12-cylinder Pierce-Arrow car on a surveyed and scraped-smooth 10-mile circular track. Dressed in white cotton duck pants and shirt topped with a leather jacket, Jenkins donned a cotton skullcap and two pairs of goggles, and climbed in and took off. Temperatures soared above 100 degrees and he hallucinated under the light of a full moon.
Jenkins stopped for gas 12 times, never changed a tire, nor got up from behind the wheel the entire 24 hours. He logged 2,710 miles averaging 112.935 mph to set a new 24-hour average speed mark September 18-19, 1932. The constant roar of the engine temporarily deafened him. His feat was so unbelievable, the newspapers refused to publish the account for a full week. Worse, the AAA fined Jenkins $500 for making the run without their “permission.”
The British Invasion
Jenkins went back to the salt in 1933 with AAA sanctioning and snapped up 60 new records in one attempt on the 10-mile circle track. The feat riveted the attention of European racers John Rhodes Cobb, George Eyston and Sir Malcolm Campbell. Most Europeans refused to believe one man could have driven throughout because records set on the Montlhéry track, near Paris (officially: L’autodrome de Linas-Montlhéry), had required as many as five drivers.
When Jenkins convinced the celebrated race car designer of the day, Reid Railton,
to visit the salt flats the floodgates of speed began to open. Sir Malcolm Campbell was desperate to set a record in excess of 300 mph. He showed up on September 2, 1935 with “Bluebird V,” the monstrously big, Ab Jenkins and his Pierce-Arrow 9,500 pound wheel-spinning car powered by an eight-foot-long supercharged V12 Rolls-Royce R aero-engine. His arrival upended life for Wendover’s 400 residents. At the edge of the salt, hundreds had slept in cars overnight, or pitched tents. A steady stream kept arriving all morning: Native Americans, ranchers and other people poured onto the flats from three states.
On Tuesday, September 3, 1935, with more than a thousand spectators watching, Campbell set off down the 13-mile oily black line. Bluebird twice flew across those all-important 5,281 feet clock- ing a recorded average of 301.1292 mph despite a mile-long four wheel skid that set the tires and brakes afire!
“The Utah salt flats are the speed laboratory of the future!” Campbell cried to onlookers. Campbell’s World Record established, once and for all time, Bonneville’s worthiness as a safe speedway. By the end of the following race season, the salt claimed more endurance records than Daytona or its European counterparts had managed in a decade.
With a wide variety of purpose-built cars, most powered by aircraft engines, Englishmen John Cobb and Capt. George Eyston showed up repeatedly, joining Jenkins as friendly rivals collecting and trading endurance records until World War II brought everything to a grinding halt.
“Setting a record on the salt has a special flavor,” remembered Ab’s son Marv Jenkins. “The British understood better than any of us that a record set at Bonneville had a greater meaning than if you did the same thing anywhere else.”
Once the world regained its grip on peace, gentleman driver John Cobb came back for his last race on the salt, setting the world mark at 394 miles per hour with one run at 403 miles per hour. However, it was the publicized Novi runs that proved fortuitous for hot rodders because they brought young Southern California racing enthusiasts Kong Jackson and Chuck Abbott to watch the speed runs.
Jackson, a short and cocky type with an eye for cars and women (always in that order), enlisted the help of Ab Jenkins in securing access to the salt for hot rodders. Officials of the Southern Califor- nia Timing Association (SCTA), the land speed racing-sanctioning body, were desperate to find better racing sites and quickly sent representatives to Salt Lake City to gain approval from the Bonneville Speedway Association.
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Boys, Toys and Noise
“When the SCTA announced its first event on the salt, there was great excitement,” recalled Alex Xydias. “It’s why we converted the belly tank into the streamliner, we knew the salt had great potential, was so much larger than the dry lakes, we wanted to take full advantage of the opportunity.”
This was the dawn of the salty hot rodder. It arrived with more vibrancy, depth and scope than what had been achieved at the dry lakes in southern California. The racers were young, adventurous spirits, full of intestinal fortitude, exploding with enthusiasm and impatient creativity. They become Bonneville’s best friend.
The SCTA held the first annual Bonneville Speed Trials August 22-27, 1949. Although sedans and motorcycles would not be allowed, an SCTA press release boasted that 200 roadsters, lakesters, streamliners, coupes, sports and racing cars committed by paying the $7.50 per car entry fee. Only 60 showed up. Competition began daily at 6:00 AM throughout the week. The racers took aim down the five-mile straight-away with measured quarter mile and full mile timing traps towards Floating Island, the detached peak of the Silver Range, a mirage effect that seems to levitate above the surface.
The goal was speed, whether you got it, or someone else did, the point was to get there. After a car reached its peak, if some of its parts could assist another car to further push up its speed, then those parts usually changed cars. This behavior is one of the sport’s most distinguishing characteristics, constantly repeated among strangers as well as friends to this day.
SCTA Manager Wally Parks, driving the Burke-Francisco tank (i.e., Bill Burke and Don Francisco’s “Mercury wing-tank Stream- liner”) while busy with an engine fire, applied the newly relined brakes a bit too hard, spun-out and went twirling into the history books. Pivotal for the event, and the sport, was the new streamliner of Alex Xydias and Dean Batchelor. They ran fast, so fast that driver Dean Batchelor unzipped the treads right off the ribbed front racing tires, yet the car never wavered off course. The carcasses stayed intact, but sharing the tire information improved safety regulations; it meant others would be able to learn from the experience. Use of street tires was over.
Batchelor’s first run of 185.95 mph was backed up with a 187.89 mph return run. The collective racing jaw dropped; the speeds were 20 miles per hour faster than top dog Bill Burke’s belly tank had run on the SoCal lakebeds. Saturday’s record runs of 193.54 and 185.95 miles per hour for a Bonneville average of 189.745 miles per hour got the pits buzzing again. “We were stunned because on the lakes we had been crawling along, gaining a mile per hour, or two, with each run,” Xydias recalled, “Here at Bonneville we went over 30 miles faster than anyone ever had, it was a hell of a thing.” Competitors remarked that they had learned more in one week at Bonneville than in a whole year of competition on the lakebeds while inking 13 new records. It was speed nirvana.
A year prior to the SCTA event, on September 13, 1948, riding in his best “superman-in-flight” prone position, Roland “Rollie” Free set the World Motorcycle Record of 150 mph aboard a Vincent H.R.D. Black Shadow Lightning racing Rapide. He was wearing only bathing trunks, goggles, shower slippers and a Cromwell helmet.
Word of how good racing was on the salt beds spread through the ranks and 90 hot rodders from more than a dozen states pre-entered for 1950. This time, the voracious appetite for speed resulted in 1,307 runs over the seven-day event. Expanded competition classes included roadsters, modified roadsters, lakesters, streamliners, coupes, modified coupes and foreign cars.
The sparkling new streamliner of Bill Kenz and Roy Leslie, driven by 28-year-old Willie Young, screamed into hot-rod history cutting the first-ever 200 miles per hour run at 206.504 miles per hour.
All through the seven-day speed fest engines went in, and engines came out, parts went on and parts blew off, wheels were trued and tires got chewed, the smell of greasy oil perfumed the air.
The racing crowd was grateful for what little there was in nearby Wendover. When the sun went down the hot rodders pulled out flashlights, turned on headlights, or relocated to well-lit motel rooms to reassemble their engines.
Competitors established nine new Bonneville records and improved on seven old ones. The Kenz and Leslie streamliner was presented with the “Best Designed Car” award. Xydias and Batchelor lugged off the new, immense four-foot high HOT ROD Magazine National Championship Trophy for fastest one-way time of the meet at 210 miles per hour.
One thing was certain: the sport of land speed racing was on the upside of the power curve. As long as the sport was done for fun and recreation, not money and fame, it would thrive. Racers enjoyed designing and fabricating new, improved performance parts and cars.
In 1951 two black oil guide lines were laid the length of the track for the 151 racers that showed up—a suggestion from Ab Jenkins. Racers were joined by the nervous roar of 10 “invitation only” motorcycle entries.
Women could own the race entry but not drive. The boys were terrified that if a woman was hurt, it would spell disaster for the sport. Short-sighted as it was, it would be years before women would prove gender had nothing to do with going fast.
In nearly 2,000 runs, a total of 16 new class records were set by 200 entrants from 15 states that year. A few had begun using Nitromethane, aka “liquid dynamite,” a nose-wrinkling, eye-watering explosive chemical that boosted the potency of the fuel, but whose misuse destroyed engines.
Early supercharger development showed promise thanks to Tom Beatty. The first was part of his new girder-type tube frame wing tank chassis that sported a swing axle rear suspension. His 296 cid Mercury engine was topped with Navarro heads and Roots-type blower of his making. The combination clocked a staggering 188 miles per hour through the quarter-mile.
The much-loved and thoroughly exploited Ford flathead was in its sunset by 1952. Chrysler released its new overhead valve “Hemi” the year before, and would sell more than a million in De Soto, Dodge and Chrysler models. The race for horsepower expanded into 41 separate divisions for 1952 with many of the new overhead-valve powerplants immediately being adapted for salt racing.
The 1951 “invited” motorcycles had trampled so many Ameri- can Motorcycle Association (AMA) records, some decades old, that SCTA officials doubled the invitation list for 1952.
Establishment automotive engineers often informed the enthusiasts their modification ideas were impossible, yet every year more impossible things were done. A prime example was when Willie Davis and George Hill turned up with their streamliner “City of Burbank” to collect the “Maremont Trophy” (sponsored by the Maremont Corporation, an automotive parts manufacturer) given to the car that had not only had the best engineering ideas, but also proved itself in the traps.
Hill and Davis came back to the salt two weeks later and driver Hill set new international Class C records for the flying start kilometer and mile, taking the record away from Germany’s Auto Union. With that one act, the hot rodder achieved legitimacy heretofore unknown. It would be the first of many such acts.
Bonneville’s biggest threat for continued vitality was the newly formed National Hot Rod Association (NHRA). Although in its infancy, a decade later would be the single biggest reason salt racers steadily defected to the hard-surfaced quarter-mile tracks. Why run a few times a year when you could run several times a week?
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The single most important development in the early days of Bonneville amateur racing was when the Firestone Tire and Rubber Company responded to the salt racer’s cry for help with new, affordable, high-speed tires, reliable up to 300 miles per hour. Fire- stone’s critical contribution marked the first time that a mainstream company had designed and built a product specifically for use at the Bonneville Salt Flats. The new eight-ply tires were appropriately named “Bonneville” and featured a new method of tread adhesion.
200 MPH Club Formed
Hop Up magazine established the Bonneville 200 MPH Club in 1952 to recognize the remarkable speed achievements of hot rodders. The sole requirement for lifetime membership, and the only way to get in, was to drive a car two ways over a measured mile at a clocked speed of 200 miles an hour or better. During the 1953 fifth annual Bonneville Nationals, out of almost 300 entries clocked on 1,171 runs down a nine-mile course, only five qualified for membership in the new go-fast fraternity.
The high degree of safety at Bonneville was due to Roy “Multy” Aldrich’s stringent technical inspection process for SCTA. Aldrich could easily see flaws and dangerous conditions that eluded some of the most dedicated inspectors and knowledgeable racers. It is “safe” to say many a young life was protected because Aldrich volunteered for decades.
By 1953 the pits now swarmed with Detroit’s new overhead- valve engines. Of the 17 records set in 32 classes, 12 were with the overheads. But the vintage engines were not through.
The Vesco-Dinkins lakester (Johnny Vesco and Jimmy Dinkins’ creation) was a three-foot high, open-wheeled car that sported a mere 36-inch track, front and rear, and was powered by a Model B Ford engine that stormed to a 156 mile-per-hour average equipped with a Riley four-port head and custom-built fuel injection.
Knowing when they were beaten, AAA showed up on the salt right after the ’53 Speed Week to time five of the hottest hot rod streamliners in the country. When it was through, a total of 22 international and national records from three cars belonged to hot rodders. Wally Parks summed it up best when he later wrote in a HOT ROD magazine editorial, “Back yard boys have accomplished what it took industry to do in other countries—and improved versions of this country’s industry, American production automobile engines.” Dana Fuller, Jr.’s red and yellow “Big Mamoo” diesel streamliner powered by two superchargers thundered past the clocks at 170 miles per hour to set several world and national records.
By 1954, the sixth consecutive speed gathering gained national attention and respect as America’s newest automotive proving ground. The meet was interrupted by rain twice. It was the first time weather had been a problem for the racers.
Stormy Mangham, from Smithfield, Texas, ran his fully stream- lined Triumph “Texas Cigar” motorcycle. Unless other documentation can be found, he should be credited with being the first to use a braking parachute on a motorcycle.
Bruce Crower’s Hudson sedan that also doubled as his daily driver averaged a whopping 151 miles per hour with a supercharged Chrysler overhead-valve V8.
Jim Lindsley joined the 200 MPH Club when his “Harold Raymond Special” roadster inched over the 200 mile mark reaching 201 mph. It was the first roadster to do so, but it required a pair of Chrysler V8s.
Too much rain in 1955 made for crummy course conditions at the 7th annual meet and led to the death of John Donaldson driving the Reed Brothers lakester. When the car rolled, Donaldson, who was taller than the rollbar, was fatally injured. From that moment on, the SCTA Bonneville Board ruled it mandatory that all cars have adequate driver protection in the event of a rollover.
By the time the eighth annual Bonneville Nationals finished in 1956, the average speed for all 132 entries was 151 miles per hour across the nine-mile course. Heavily populated were the new competition classes for cars running straight pump gas.
By 1957 Dr. J.E. Teverbaugh mounted a parachute to the back of his Bonneville racer. It was the first known use of a parachute on a car at Bonneville and is today an essential stopping and safety device.
Teamwork paid off for the quartet of Waters, Sughue, Edwards and Smith from Bakersfield, California when their stock height ’32 roadster flew like a vengeful brick to clip the D class record with a 191 mph average running a 292-cid blown De Soto engine.
John Vesco and Jim Dinkins entered what had to be the world’s thinnest streamliner. The radical car did not meet the general formula set down by SCTA for safe wheelbase and tracking width, but its stupendous detail, sound theory and quality workmanship earned the car a waiver to run in an experimental class.
Dinkins pushed the 182 cid four-cylinder ’32 Ford engine with a Riley overhead conversion to 166 miles per hour.
John Vesco’s 17-year-old son, Don, had been coming up to the salt with his father since he was 12. A newly-licensed driver, Don rode his Triumph T 100 R, a bike he put together by drop light out on the family’s front lawn. He would go on to clock stunning records with bikes and cars.
The late ’50s saw the gas coupe sedan classes pregnant with entries. In 1958, during the 10th annual SpeedWeek, the Chrysler- powered Studebaker entered by SanChez and Cagle was the first sedan to crack the 200 miles per hour mark reportedly using a deadly 100 percent nitro fuel load for a one-way speed of 210 mph.
Marion Lee “Mickey” Thompson and Fritz Voigt showed up in 1958 with quadruple Pontiac V8s jam packed into the “Challenger.” Only 19 feet long and 59 inches wide, the car had two engines powering each axle. The car ran 362 miles per hour, but an engine failure scratched the car from the record books, but not the minds and hearts of hot rodders everywhere.
Heavy summer rains had made the salt mushy in places. The push trucks took the brunt of the wet salt, getting so plastered in the sticky, white spray that it looked as though they had been in a cottage cheese factory explosion.
Safety at Bonneville got a boost with the development of the Bell 500TX helmet. During SpeedWeek, Bell Auto Parts would lend, free-of-charge, a helmet to anyone who needed one.
A battle had raged all year between hot rodders and the United States Auto Club (USAC) after the SCTA/BNI (Southern California Timing Association and Bonneville Nationals Inc.) formally asked the world governing body, the FIA (Fédération Internationale de l’Automobile), to offer direct certification to racers for world speed attempts.
USAC objected for no other reason than it would be deprived of collecting timing fees—very expensive for the average racer. USAC eventually prevailed showing the power of the almighty dollar in amateur racing.
Next issue: The jet-powered cars thrust their way making headlines across the globe as they go.
—Louise Ann Noeth
SAH Journal • September / October 2014
Valerie Thompson Racing to compete with NPmotowear Products in 2015
By Bandit |
(Scottsdale, AZ) –November 11, 2014 – Scottsdale motorcycle racer, 7-time land speed record holder and team owner, Valerie Thompson, recently signed NPmotowear Products as a new sponsor for the 2015 racing season. NPmoto products was founded in 2005 by Nick Plenzick to provide motorcyclists and racers with a variety of apparel and accessories that provide maximum comfort and convenience to riders worldwide.
“We have sold many fine products from a variety of excellent manufactures over the years. When we began production of our own products, I decided I wanted them tested in extreme conditions. In addition to our long distance riders, I’m a big believer that racing improves the breed,” said NPmotowear owner/founder Nick Plenzick. “When I was thinking of someone who could push the limits, Valerie Thompson was at the top of my list. Valerie’s feedback is extremely valuable to us and with it; I expect we will become the leader in base layer clothing for riders and non-riders alike. Valerie recently tested our base layer at the Texas Mile with a 217.7 mph (350.53 KM/H) run with great results,” added Plenzick.
“I’ve been wearing and testing NPmotowear apparel while riding and working around the shop. I can’t tell you how impressed I am. They offer products that enhance riding comfort in both cold and hot weather, while offering a real sense of style,” said Thompson.
“We couldn’t be more pleased to have someone of Valerie’s experience and racing accomplishments to promote NPmotowear layer clothing and accessories. After all, we have to keep ‘America’s Queen of Speed’ comfortable underneath her race suit at over 210 mph, and we have proven we can accomplish that goal,” said Plenzick.
In addition to seven land speed records, Thompson is an official member of the BUB Speed Trials 201 MPH Club, Mojave Magnum 200 MPH Club, Texas Mile 200 MPH Club, ECTA 200 MPH Club and a lifetime member of the prestigious Bonneville 200 MPH Club.
Valerie Thompson Background
Valerie Thompson, often referred to as “America’s Queen of Speed,” is a seven-time land speed record holder and owner/driver of the Valerie Thompson Land Speed Racing Motorcycle Team. In addition to many accomplishments in land speed racing, she has successfully competed in the All Harley Drag Racing Association and National Hot Rod Association drag racing series. She set a personal best top speed of 217 mph (350.53 KM/H) on her CTEK sponsored BMW S 1000 RR during the October 2014 Texas Mile land speed competition. Thompson is also an official member of the BUB Speed Trials 201 MPH Club, Mojave Magnum 200 MPH Club, Texas Mile 200 MPH Club, ECTA 200 MPH Club and a lifetime member of the prestigious Bonneville 200 MPH Club.
Valerie Thompson Racing Sponsors
CTEK Battery Charger, HP Race Parts, TROON Enterprises, Magic Bullet Advanced Fuel Treatment, NPmotowear Products, Metro Auto Auction, Akrapovic Exhaust, Speed-Way Shelters, Forma Boots, Schuberth Helmet, alpha Performance USA, Champion Systems, ARP, Worldwide Bearings, Stand-Up Photos, Vision Wheel, Go AZ Motorcycles of Scottsdale and Bullseye Leveling.
NPmoto Products Background
NPmoto manufactures NPmotowear, apparel designed by riders, for riders and worn by everyone. In August of 2005 Nick Plenzick Enterprises was born and continued through September 2013 offering many fine products from high quality manufactures. During 2013, Plenzick began researching the idea of becoming his own manufacture. The company changed its name to NPmoto.com and in 2014 NPmotowear base layer clothing production began, which is only the beginning of many fine products the firm will be producing in the coming years. All NPmotowear products are proudly made in the USA.
Additional Information Sources & Photos
https://www.facebook.com/ValerieFanPage
Press Contact: Eric Studer (214) 676-3860 EricStuder@mac.com