Klock Werks’ Karlee Cobb Leads Design of A Triumph T100
By Bandit |
(Mitchell,SD) September 23, 2014 – Most known for her land speed racing, the second generation of the Klock Werks family, Karlee Cobb, 21, just launched her first design effort at the Tony Hawk Foundation’s “Stand Up for SkateParks” event held in Beverly Hills, CA. Perry Farrell, lead signer of Jane’s Addiction and founder of Lollapalooza, along with wife Etty, won the bidding for the 2014 Triumph T100 desert runner Karlee designed.
“Our team at Klock Werks did a great job of executing on timeline and budget.” Karlee explained. “It was an honor to work with The Tony Hawk Foundation as they help youth around the world enjoy the benefits of skateboarding and the safety of skate parks.
It’s a great event and great cause! I was so excited that Perry Farrell bought my first custom! He loved it!”
“I told my wife Etty when we walked in, that’s my style, that’s my bike” said Perry, “I have had BSA’s and always loved the Triumph brand. This is perfect for me.”
About the Tony Hawk Foundation. The Tony Hawk Foundation seeks to foster lasting improvements in society, with an emphasis on supporting and empowering youth. Through special events, grants, and technical assistance, the Foundation supports recreational programs focusing on the creation of public skateboard parks in low-income communities, and other causes in the US and overseas. The Foundation favors programs that clearly demonstrate that funds received will produce tangible, ongoing, positive results.
For More Information please Contact Sara Liberte at Sara@kustomcycles.com
Andrew, The New Gun on the Block
By Bandit |
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Accidental Rebuild Part 2
By Bandit |
To read Part One please CLICK Here.
That was over now and all that remained was the much smaller repair of installing a new charging system rotor into the primary chain-case. Little could anyone guess that this simple one hour job would turn itself into a complete engine rebuild.
Again I sat in the parking lot happy with the bike’s recent repairs and was looking forward to some serious riding time. With the primary cover and compensator removed I stuck two allen wrenches into holes on either side of the rotor and tried to pull it off the engine’s main-shaft. These things are held by powerful magnets and require serious tugging. As I pulled, the entire shaft also began to move until finally I heard the internal flywheels hit the engine’s inner case. That just wasn’t right. Brent found a small pick and removed the main bearing seal. We were now looking at one of the engine’s timken main bearings; which should have been pressed tightly onto the main-shaft, but no longer was. Brent simply removed it with his fingers, looked at me and said, “Better yank that engine.”
“What!” I gaped in shock. “But the bearing’s still good, just no longer pressed to the shaft. Can’t I just put it back together and tighten everything up?”
“Just pull the fucking engine,” Brent ordered. Of course he was right. There was no getting around it.
For most, the motorcycle is a part of their life—possibly even a large part; but for the drifter it is the center of his. Everything revolves around that bike and when it stops so does the entire world. But this was not my first rodeo and as always, when presented with a serious mechanical problem, every waking moment of my days become solely dedicated to getting that machine back on the road. All who travel worry that their ride will break at some point. And all who travel will eventually have to deal with such things. Having no home or town of my own, I was grateful that this problem had presented itself when a complete shop was available, and while in the company of good friends who were great mechanics as well. For all the years I’d called the road home, these things seem to always work themselves out. So it was again.
I began removing exhaust pipes, carburetor and the like. Pulling an Evo engine isn’t really a big job and it wasn’t long before the motor was lifted from the frame and moved to a stand inside the shop. By day’s end I had the top-end pretty well apart. Still, I’m only a good shade tree wrench—not a real mechanic, and my slow, methodical and unsure movements guaranteed this job would drag into a couple of weeks.
By evenings I simply walked home to the trailer park, and by mornings returned to the shop.
The simplicity of these engines and my familiarity with them guaranteed I was able to perform most of the work. Still, there were things quite obviously beyond my capabilities. So I watched and learned as Brent did the intricate stuff. After I split the cases, Brent installed new timken bearings into the case. My crank was screwed and rather than rebuild it, Brent went for one that was sitting on the bench. “This thing was rebuilt by my last mechanic. The guy’s totally anal so it’s probably perfect. That work for you?” he offered.
Could I say no?
As would become the theme for this cobbled-from-spare-parts engine, Brent said, “Your old cone won’t work with this 1993 crank because the oil passages are different. I’ve got one in the garage at home. I’ll bring it tomorrow.”
The original oil pump had light internal scratches and Brent thought a new one should be installed. For the rocker arms it was the same. New lifters are also a good idea for any rebuild. A call was placed to my entrepreneur buddy in Kansas who promptly shipped new S&S parts.
When the bottom end was finally together I said, “Man, I hate to put the used up top end back on this nice new engine. Got 205,000 miles on it.” Brent walked into the back room then returned with a very pretty set of painted cylinders, heads and pistons. “I installed a big-bore kit for a customer sometime back and he left the old parts here. Only got 15,000 miles on them.” I looked. They were obviously close to new.
“What do you want for them?”
“I’ll take $150 plus your old parts.” Really… ? Wasn’t gonna beat him down on that price. I felt like a dick for even trying.
For the new top end I popped the valve springs and installed Jim’s valve guide seals because Harley’s really suck. The cylinders got a hone job and new rings for a total of $30.
When replacing or rebuilding a Harley Davidson engine it’s common practice to install new oil lines. Black Jack Cycles had a roll of fuel line on hand, but no oil line. Brent said, “Use the gas line man. It’ll work just fine.” I wasn’t really buying that one.
“You sure?”
“Oh yea,” Ted (Brent’s mechanic) chimed in. I was still skeptical however, and this banter of me grilling them and them assuring me went round and round for a while. Finally, with no real choice anyway, I gave in. Gas line it was. So began the tedious task of cutting and installing these new hoses. At the engine the lines make one final hard turn to slip onto the oil pump fittings and, although oil line had always worked fine, the fuel line just kinked. I showed the guys who scratched their heads for a while before coming up with the grand solution. For that spot only we’d use little metal elbow fittings to round the corner. Brent began scrounging the shop for fittings that I installed as he handed them over. In the end we were one fitting short. As everyone stood around scratching their head, Lucky (one of the shop’s hang-arounds) pulled the little metal pipe from his pocket and began unscrewing the pieces. Sure enough, except for its brass color, that fitting matched the one installed next to it exactly. It was with a big smile that I began douching the thing with brake cleaner because I didn’t want the old motorcycle catching a buzz, getting lazy, or having cravings for ice cream while we were cruising the highway. Lucky screwed his pipe back together. It was shorter now.
I now had 1999 cases, a 1993 crank, 1996 cylinders and heads, and a plethora of other miscellaneous and mismatched parts; but time would ultimately prove this cobbled together engine to be the best I’d ever had. Go figure.
Brent had an unusual break-in procedure and I went with it. My personal experience is that a properly broken in engine lasts considerably longer.
In the end I was asked to ante up $700; which I paid gladly.
My time in the big city was over. I’d lived and worked in this place for almost two months now. It was time to move on.
As I rode the lonely, desert highway east, my mind wandered back over events of the recent months…
At 415,000 miles (at that time) many of the old motorcycle’s larger components had simply worn out. I am technically a homeless person with no garage in which to perform major repairs, or steady job with which to pay exorbitant prices. One man had materialized to offer use of his knowledge, a complete shop, arsenal of new, used and rebuilt parts, and a friendship that would last for years to come. If there really are angels, could some of them be rough men who ride Harley’s? Regardless of how you see it, and just as 100 times before, fate had once again supplied the mode and the means to keep one man’s journeys free and easy.
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Ride free my friends,
Scooter Tramp Scotty
Author’s note: because of the high cost to operate such a small shop in Southern California (the state makes it unbelievably hard on small business there) Brent eventually moved the shop into his garage where he now takes only select jobs.
An Interview with the Emperor of Exhaust
By Bandit |
In 1972 David Rash had a problem. He could not find the Exhaust Pipe he needed for his race bike. He knew that the proper exhaust for his engine configuration would give him an edge over his competition. However, no such pipe was available. So he did the only thing he could do.
He fabricated his own pipe.
Forty years and 250,000 pipes later, D&D Exhaust exhaust systems are some of the leading performance motorcycle exhaust systems in the world. Built by reputation of excellent customer service, quality in every detail of the product, and the basic value of a system that performs as specified.
We interviewed the boss, Dave Rash, the Pope of Pipe, on D&D products and some of the regulatory issues the industry faces. This document contains some California specific issues, but they may spread if we are not careful. This also contains comments from John Paliwoda, the executive director of the California Motorcycle Dealers Association.
Bikernet: What’s new this year for D&D?
Dave Rash: We have released new products, and always incorporate D & D’s typical protocol, we have used in the past 42 years of doing business.
Softail Breakout-Low Cat & Bobcat 2:1 Full systems
V-ROD- Fat Cat 2:1 Full system
2014 Sportster (modified old version to work with the 14 models)- Bobcat 2:1 Full System
09-14 FLH/FLT- Stubby Cat 2:1 Full System (extended saddlebag customers)
Peek behind the scenes (currently in development):
2014 Yamaha Bolt – Devil Cat 2:1 Full system
06-14 Dyna- Devil Cat 2:1 Full System (new design, straight muffler runs parallel to the ground, not upswept)
95-14 FLH/FLT 3 ½ & 4–inch Slip-ons that will be adaptable with our new exhaust tips.
2014 Indian Chief Vintage-Slip on mufflers 4-inch
Bikernet: Is there new exhaust pipe or performance technology coming down the pipe? Good one, right?
Dave Rash: We are always trying to be the front runners/innovators of our industry.
Think X Cat series. Top secret new exhaust pipe still in the Research and Development phases.
Innovated new baffling system exclusively designed for our exhaust systems.
Think Vortex Baffle!! The new baffling system is featured on all of our new products we’ve designed. It will be installed with our existing and new FLH/FLT 3 ½ and 4-inch slip on mufflers. Our company and our manufacturers of baffling cores have had collaborations on this new exclusive core. This new core is loud when you want it to be, which is on the throttle, and a good deep tone at cruising speeds and idle.
Bikernet: Are you branching D&D out to build exhaust for any other models?
Dave Rash: We always look for what fits the D & D brand. We don’t make exhaust systems for every bike. All D&D products must have the unique eccentricity that comes with our namesake.
Our main focus is enhancing the Harley-Davidson motorcycles. Basically that’s what brought us to lunch!!
Bikernet: Are you building exhaust pipes for the new Harleys due out this year, the 500 and 650?
Dave Rash: As soon as I can throw a leg over one and get it in our Dyno room, Hell yes!!
Bikernet: We seem to be living through a regulatory time in our history. Check this:
“VISION ZERO” HITS NYC
A controversial European traffic control plan referred to as “Vision Zero” has found its way to American shores, as NYC Mayor Bill de Blasio has gained support of the New York City Council for his Vision Zero plan to eliminate traffic fatalities by 2024.
On May 29, 2014, the City Council approved a package of new policies aiding Mayor de Blasio’s quest to end traffic deaths, modeled after a Swedish philosophy that treats all road deaths and serious injuries as inherently preventable, the initiative has become the centerpiece of the new administration’s transportation agenda.
Among the changes approved, which includes misdemeanor charges or loss of license for hitting a pedestrian or cyclist, certain “exhibition behavior” from motorcyclists will not be tolerated under the law. The new rules governing motorcycle behavior outlaws “wheelies, doughnuts, burnouts and revving” — a first offense would be punishable by up to 60 days in jail.
Bikernet: What are your thoughts?
Dave Rash: Jesse Ventura, Ex-Governor of Minnesota was just awarded $1.8 million for “American Sniper” lawsuit….
Bottom line, some important people somewhere, are thinking about new BS regulations that would make the world perfect again. Regulations only work so much, until you are over-regulating the population.
Bikernet: Here are a couple of comments regarding the adage Loud Pipes Save Lives:
My life only matters to me, my family, and a small group of friends. It doesn’t matter to the guy eating his hamburger in his Lexus at 75 miles per hour, the woman looking into the back seat, scolding her kids in the car that’s dangerously close to my rear fender, or to the young man who whips his sports car into my lane, so close I have to hit the brakes to avoid a collision. Do they see me? No. Do they look when they hear me? Yes. That could be the difference between playing with my grandchildren and being just another unread name in the obituaries.
–Buckshot
Madera, Califa
Retired motor cop here. Sound travels at 750 MPH in a 360 degree radius in all directions. Sound also reflects off of objects and reverberates. Sound does indeed travel from your exhaust pipe in all directions. This is a common sense fact just go stand by the rail road crossing and listen and you will hear that train coming increasing in loudness until it maxes out at the exact time it is at your position and then diminishes in volume as it races away.
I was part of a study group of police officers that conducted noise level gathering in order to aid us in the prosecution of vehicles exhibiting excessive noise. Oddly enough once we set up our observation post and began to gather data we confirmed that one can, indeed, hear an approaching vehicle.
I was struck in May 2009 on my police Harley with red and blue strobes flashing wearing a lime green jacket by a girl changing lanes who did not see me, nor did she hear me. I was cut off and lane pushed more on duty on my silent beauty in one shift than I ever was in a week of riding my off duty Harley with Python pipes.
I utilized the warning properties of sound to announce my location and impending arrival at intersections and as well as cross turning traffic while on duty by using my siren, and off duty by pulling in my clutch and rolling my throttle.
Horns are heard all day long in an urban environment they are ignored. In fact on our police motorcycles when working downtown we used whistles to grab the attention of motorists, as it broke through the ambient sound.
I was a Police officer 1976 to 2012, Motor cop six tours starting 1978 finishing 2012, retired as Chief Instructor RCMP Atlantic Police Motorcycle training 2012.
Loud pipes alert others to your presence, they can reduce the danger and save your life but they must be used responsibly.
–DJ Motorcop
Bikernet: What are your thoughts?
Dave Rash: That may be true to our product, but a special audible report, shows it should sound like a motorcycle but, not be irritating at constant cruising speeds.
The day of straight pipes, just like any other fad is gone forever!
Any idiot can jerk a baffle out and make the exhaust obnoxiously loud, but who gets the bad rap for the noise? In our latest innovation, we have put forth effort into our new baffling design. Which, by definition, is loud when you get on the throttle but a nice deep throaty sound at cruising speed and idle.
Bikernet: Here’s a report from California. Are you attempting to go after California executive orders?
There is no sound enforcement legislation or regulations being considered as of this date in Sacramento, that I know of. Earlier in this legislative session, supposedly the MIC was peddling its roadside sound enforcement SAE test for legislators to introduce as a bill, but there were no takers. This test is NOT equivalent to the 50-foot drive-by test that all motorcycle manufacturers and aftermarket exhaust manufacturers must certify to.—John Paliwoda
Bikernet: I don’t know if you’re involved in off-road systems but I found this interesting.
By reading the simple language of the Board approval, this action is the beginning of CARB’s data collection to justify taking regulatory action against red sticker OHVs. After all, what other conclusion will CARB’s Executive Officer
be able to come to at the end of 2015, other than to suggest emission regulations on vehicles that are not now controlled, and can’t be regulated in the future, without sentencing them to be eliminated from sale or use in California?
The CMDA (the California Motorcycle Dealers Association) was largely responsible for the red sticker program, when it was instituted in 1998. Without it, all 2-stroke, and some non-compliant 4-stroke off-road motorcycles and ATVs would have been eliminated back then, when 4-stroke performance technology was not equal to 2-strokes.
Today, the industry has advanced exponentially, and although many more 4-stroke OHMs are available to answer a performance and weight void that existed in 1998, there is still a place for 2-stroke models.
Pure racing units are exempt from all CARB regulations, so it doesn’t matter what engine type they employ, but racers have to practice for sanctioned events somewhere and sometime!
The weight advantage that 2-stroke engine models feature makes them ideal for entry-level youth and youngsters. Eliminating these small OHVs would jeopardize the safety of youngsters who would be forced to learn how to ride on models often too large and bulky for them.
The CMDA will strongly oppose any emission restrictions on red sticker vehicles for one very simple reason — even though, on a per mile traveled basis, 2- stroke engines emit much more HC than 4-stroke engines, there simply aren’t enough of them sold, and they aren’t used enough to justify their elimination, in the name of “clean air.”
You would think, under the current disastrous economic conditions the motorcycle and motorsport industry faces in California, that state government would bend over backwards to promote its return to the $3 billion business that it once was. Instead, CARB continues to use its quasi-scientific method of regulating businesses and industries, that it doesn’t favor, out
of existence.
Think that’s an exaggeration? The decline of the personal watercraft industry (PWC) is a glaring example, and if you were a PWC dealer and are reading this article, I’m sure that you will attest to that. CARB’s regulation, again in 1998, eliminated 2-stroke watercraft in a couple of years, and the heavy, bloated, expensive 4-stroke engine PWC that are currently available in California are, for all intents and purposes, a different vessel and sales are a fraction of what they once were.
The CMDA doesn’t intend to allow that to happen to red sticker OHVs. It will fiercely oppose any regulation by CARB, or any other state agency, that will result in any fewer sales of the products our members offer in their dealerships.
That’s the message that the CMDA’s Executive Director, John Paliwoda, delivered to the CARB staff on Tuesday, December 17 at the first CARB red sticker OHV control workshop in Diamond Bar.
Dave Rash: Not Involved. As soon as Harley- Davidson makes a four runner, we will be on it!!
Bikernet: Are you aware of this?
Right before last week’s Dealer Expo in Indianapolis, Indiana, the Motorcycle Industry Council (MIC), a trade association for motorcycle and powersport manufacturers made a surprising announcement on February 12.
The MIC announced that it was admitting dealers to their manufacturers’ trade association by offering significant membership benefits paid for by the manufacturers’ substantial “dues” contributions.
Many old time dealers, who were attending the dealer show, were flabbergasted by the offer from the MIC to admit dealers to their trade association, especially since they tried it once before, 42 years ago, in 1971. Bikernet also tried during a meeting in around 2009.
In 1971, the MIC established motorcycle dealer
associations in every state, building a great grassroots organization. Each state’s association was designated as: (state name)_ Motorcycle Industry Council. After just 3 years, in November 1974, the Presidents of each of the state groups received a telegram stating that as of January 1, 1975, all of the state associations were dissolved.
What was the straw, which broke the camel’s back that convinced the MIC to throw their dealer members out? — Dealer Franchise Protection! At that time, the country’s motorcycle dealers wanted to get what their auto dealer cousins had — passing franchise law protection so that increasingly aggressive OEMs would not be able to take advantage of them.
That was clearly not in the best interests of the motorcycle manufacturers, so the dealers were left with no state associations in which to organize collective actions.
So why has the MIC magnanimously opened its doors to motorcycle dealers?
If you can get by their offers of scattered dealership benefits, nebulous goals of enrolling a dealer in every congressional district and a chance to be on a “Dealer Advisory Council,” what real reasons would the MIC have for opening its doors to dealer members?
Does the MIC hope to take members from the state dealer associations, crippling them when it comes time to lobby state legislators on franchise issues?
Could the MIC be thinking that by having even a few dealer members, the MIC will be able to say that they represent dealers in testimony before elected officials?
Why not? The MIC already testifies in state legislatures that they represent dealers even before they started their dealer membership program.
Could the real reason for this sudden interest in dealers (after 42 years) be because the
MIC has not been very successful in stopping motorcycle dealer franchise reform, and splitting dealers is about the last tactic left to them?
Well, goals like these are more in line with the fine-print of their dealer program offer: for instance, you and other dealers will be non-voting members and will never have a seat on their Board.
In addition, if your state association introduces bills to offer protection against OEMs which have an inordinate amount of resources to intimidate its dealers into making illogical facilities upgrades, illegally terminate dealers, and force unwanted, inappropriate inventory on them, you won’t get any help from the MIC — In fact, you’ll be fighting against them!—John Paliwoda
Dave Rash: I’m not a member of the MIC or AARP. I don’t know the relationship but there has to be a connection. Lobbyists make too much money.
Bikernet: This is the last legislative element, but the most harsh one. Let me know your thoughts:
In 2009, at the request of the industry, ARB adopted a new regulatory provision for the exemption of aftermarket critical emission control parts on highway motorcycles. In 2012, the Air Resources Board’s (ARB) Enforcement Division, in conjunction with ARB’s Office of Legal Affairs, discovered that performance exhaust manufacturer V&H Performance, LLC. sold, offered for sale, and/or advertised, in California, aftermarket critical emission control parts.
These parts were intended for use with, or as a part of, a required motor vehicle pollution control device or system that alters or modifies the original design or performance of the motor vehicle pollution control device or system. However, the parts were not issued ARB Executive Orders that exempt them from California’s anti-tampering laws.
The Executive Orders ensure that the aftermarket critical emission control parts comply with the applicable aftermarket part regulations, and thus do not reduce the effectiveness of any vehicle pollution control system or cause the vehicle emissions to exceed applicable emissions standards.
V&H promptly and fully cooperated with ARB during the investigation, and as a result, has already implemented a compliance plan to inform its distributors, dealers, and customers about the types of motorcycle exhaust systems that are legal for sale in the State. In addition, V&H is actively working with ARB’s Aftermarket Parts Section to ensure that all of its aftermarket critical emission control parts that are sold, offered for sale, or advertised in California obtain the necessary exemptions from ARB.
The case was settled in January 2013 with the penalty total of $500,000, being applied to about 2,000 units at approximately $250 per unit.
Can you tell me your thoughts about this issue. A member of the MIC V-Twin committee mentioned further legislation. According to him these rules will ultimately be enforced in other states. Is there anything anyone can do to curb unwanted regulation? Don’t we pay these guys?
Dave Rash: Thoughts are again, what state are you dealing with? A state that outlaws Twinkies because they are bad for you? Can you say over- reaching policy? I love Twinkies, they taste great with the cream filling and all!! Nothing really bad to say. Just don’t know where our investments go since Washington DC does whatever they like to.
The truth of it all, motorcycles pollute minimally compared to other pieces of equipment. Like the good old fashion BBQ pit. The BBQ pit probably emits more toxins than motorcycles. Are the bureaucrats going to outlaw them next? It’s the big money that makes the policies in the world; how can us small timers come out ahead?
Bottom line, we are speaking about a company that sells over $60 million a year and they were slapped with a $500,000.00 fine. Was this for show, did the punishment fit the crime? Would the fine/penalty be as lenient towards other exhaust companies? Just really don’t know what to say.
Bikernet: Back to the fun stuff. Tell us about the racing efforts supported with D&D exhaust?
Dave Rash: Currently, we are working with Kenny Tolbert, Jared Mees, Brad Baker, Shayna Texter, and Nichole Cheza-Mees. Last I heard Jared Mees was the point leader. So, we are very proud of all of our racers!!
D & D was the very first to support Female racers. Female riders, we feel, are very important to the sport. Heck, we will probably vote in a female for president in 2016.
You know racing has always been a favorite past time to me!!
Bikernet: The crazy bastards at Bikernet are building another Bonneville vehicle, a streamlined, belly-tank trike. What do you think of this effort and what pipe will you recommend?
Dave Rash: Chuckle, I would expect nothing less. D & D would be more than happy to help with any parts, pieces, and/or technical assistance we can provide. D & D supports Bikernet 100% and always has!!
Lawless Harley-Davidson First Annual Freedom Rally
By Bandit |
Lawless Harley-Davidson had their First Annual Freedom Rally and it was a huge success with riders coming in from surrounding states. The Lawless Freedom Rally was a 3-day weekend full of bikes, rides, stunt shows, the Lawless Saloon with live bands and of course the Miss Lawless Harley-Davidson contest all while paying tribute to the men and women of the U.S. Armed Forces.
“This year was a huge success. We set it up so we could grow and wanted people to have a good time right here at the Lawless Harley-Davidson dealership. We had no idea that people would ride in from out of state, but our entertainment lineup proved worth traveling for. For the next event we hope to have camping nearby as well.” shared Aaron Joyner, General Manager.
The Lawless Freedom Rally was more than just a motorcycle rally, it was fun the whole family could enjoy with race cars on display from Benton Race Park, hot rods from the River City Rodders and a highlight of the weekend was the Isle Casino Lawless Freedom Ride, which was a Police-escorted ride lead by author and TV personality retired SFC Toby Nunn. The parade of bikes rode from the Isle Casino to Lawless Harley-Davidson where riders got to see the debut and even demo the 2015 Harley-Davidson models. The weekend also featured the first Miss Lawless Harley-Davidson contest, which was won by Sommer Millard from Fort Lauderdale, Florida. She will be the reigning champion for the next 6 months and will wear the coveted Miss Lawless Harley-Davidson bullet sash.
Wall of Death rider Rhett Rotten was hot on the scene in his best form ever putting on several thrill shows every day enthralling crowds and taking time to interact with all the kids. ECXFMX freestyle team starring legendary “Mad” Mike Jones and Brent Schwalm performed amazing high-flying stunts throughout the day highlighted by “Mad” Mike surprising the audience with his no handed landing of which he was the first freestyle rider to do in 1995. Stunt shows were complimented by music for all tastes including rock, country, rock-a-billy, funk and more from Mike Renick Band, Smoke N’ Guns, The Intention, Super Jam and The Trip Daddy’s all weekend.
Thunder Roads Magazine sponsored a ride-in bike show, which was won by Curtis Venable with his custom bagger built by Thunder Cycle Customs. The weekend was rounded out by the presence of the BUD LIGHT sports Chassis featuring interactive kiosk, Wi-Fi hotspot, PS 3 gaming console and more as well as the GEICO Armed Forces Custom Motorcycle built by Paul Jr. Designs from the hit show “American Chopper”, it is a tribute to the Honor, Sacrifice and Loyalty of the five branches of the military.
The Rally was deemed a great success and the Second Annual Lawless Freedom Rally has already been announced for next September 2015. Additionally, a new Lawless ® event was announced for the Spring with the first annual Lawless Ole Man River Rally being held April 24-26, 2015. Both Rally’s are being produced by Carrie Repp of R&R Promotions with Brian Holt of Official Gear handling vendors.
For times and more information please visit www.LawlessFreedomRally.com. Beneficiaries during the weekend included the American Legion, VFW and other military-related organizations
Sponsors Budweiser, River Eagle Distributors, Geico Motorcycle, Isle Casino of Cape Gerardeau, Ole Smoky Moonshine, River Radio, Shocky’s Pub, and Texas Roadhouse. Special Thanks to the Scott City MIssouri, the Police and Fire Departments of Scott City and Cape Girardeau, and Cape Girardeau Convention & Visitors Bureau.
About Lawless Harley-Davidson Scott City a full-service dealership with one of the best selections of new and pre-owned Harley-Davidsons® in the market, Service Department, MotorClothes®, Parts, Accessories and storage. The dealership is conveniently located at 2100 Outer Road, Exit 91 Cape Girardeau Airport off of I-55 about 2 hours southeast from St. Louis
Want to stay updated on all the Lawless events and specials, then be sure to “like” Lawless Freedom Rally and Lawless Harley-Davidson on their Facebook Pages or TEXT “Jesse” to 60259.
# # #
Carrie Repp
R&R Promotions
954-914-2774
Carrie@RandRpromo.com
ULTIMATE BDL Pressure Plate
By Bandit |
I stumbled into a meeting with Scott Murley, Steve Yatzke, the boss, and Grady Pheiffer from GH Marketing, in Scott’s new office digs next to the BDL R&D department. We started discussing new products and Bikernet techs.
The BDL family is exploding. BDL took on GMA brakes some time ago, but then they grabbed Jamar brakes and performance products for off-road vehicles, and most recently they took over hot rod blower systems and may end up building blowers for bikes. Steve has a massive family history with machining and particular machine capabilities, like pulleys and rotors, so building parts for blowers fell directly into place.
“Our new facilities include our own aluminum foundry,” said Steve, “over 50 CNC mills and lathes, gear cutting department and a rubber manufacturing facility that includes our state of the art CAD design and rapid prototyping.”
They are cooking, and I can’t wait to write a story about their Blower company BDS (Blower Drive Services). “We are the only company capable of having blowers in stock, ready to ship,” said Steve.
Maybe, just maybe Bikernet will bring you the first tech on install of a BDS blower specifically built for Harleys and in particular our 135-inch JIMS motor.
In the meantime we discussed the regular BDL clutch systems. I mentioned that I decided to remove three of my springs from my clutch for a lighter pull. I had three experts in the room and no one bitched. Most BDL spring clutches come with nine springs for a hearty performance pull. And you can add as many as 12.
Since I’m not running a big inch engine I could get away with just six springs, but then I learned about this new system. For high performance engines BDL also developed ball bearing clutches. They allow the rider to stick with less tension at the clutch lever, yet more pressure on the plates at high speeds.
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The BDL Ultimate Clutch kit includes two diaphragm springs, spring collar, 12 springs and shoulder bolts. BDL’s high performance clutch lets you choose between a diaphragm or coil spring application. “Our kit will fit any BDL belt- open or closed,” Grady said.
According to Scott, this system allows the rider/builder lots of options. He can run springs if a variety of configurations for more or less pull and pressure or a light diaphragm or and heavier one for performance engines. There are even adjustments to the clutch tension by removing or adding washers.
“Our Evo 9-S is our most popular open belt drive system,” Scott pointed out. “Some guys like the diaphragm replacement to replace the springs sticking out in the wind.”
For stock applications, use the black diaphragm only or for a more stronger spring pressure use the copper colored diaphragm. For high performance motorcycles, use both diaphragm springs. For even more spring pressure, place the washers under the head of the shoulder bolt.
“UC-1000 For stock applications, you can use as few as four springs,” Scott said. “For high performance motorcycles, use eight to 12 springs depending on you individual application.”
NOTE: To achieve the proper spring tension for your application, you can add or subtract springs. Start with six or use any combination up to 12 springs. Most high performance applications will only need eight or nine springs.
Following are the BDL installation instructions with my bullshit additions and suggestions.
DPP-100 INSTALLATION INSTRUCTIONS
This kit is for installation on Belt Drives Ltd. Belt drive clutch hubs.
Kit includes:
1. DPP-100 Pressure Plate.
1. DES-100 Diaphragm spring “black in color”.
1. DCS-100 Spring collar
4. ESB-1000 1-inch shoulder bolts.
4. 3/8-inch AN washers
1. New clutch pushrod adjuster with 0-rings
1. 1 1/8-inch hub nut without seal
1. Remove old pressure plate.
2. Apply blue thread locker to a (4) hole pattern in the BDL clutch hub matching that of the (4) hole pattern of the DPP-100.
3. Install supplied adjusting screw with (2) O-rings into pressure plate from the backside so as not to damage O-rings, Loosely install jam nut onto adjusting screw. Make sure the adjuster O-rings are oiled, and the concave pushrod tip is oiled. Also make sure the adjuster is deep into the adjustment threads in the housing so the pushrod doesn’t bottom before the shoulder bolts do and damage the throw-out bearing.
4. First install new diaphragm spring, Then spring collar “tapered side facing spring” onto the domed face of the DPP-100 pressure plate, lubricate pocket in clutch side of adjusting screw with gear oil or assembly lube and place into position.
5. Install the (4) 1-inch long shoulder bolts, *Note 1-inch shoulder bolts are measured from under the head of bolt to the end of the smooth shoulder” and torque to 12-14 FT.LBS. The shoulder bolt will bottom out on the clutch hub, Do not loosen shoulder bolts to ease the pull of the clutch lever, this will cause clutch failure and possible injury.
I loosened the cable adjustment, so I wouldn’t get a false reading with the pushrod adjuster.
6. Adjust clutch as normal. I adjusted the pushrod adjuster in with my fingers until it bottomed against the throw-out bearing. I backed it out ¼ turn to 3/8 turn, then tightened the adjuster screw lock nut with blue Loctite. Then I adjusted the cable to have a dime thickness of slack.
7. If you would like to increase the pressure of the pressure plate, Then remove the (4) shoulder bolts (1) at a time and place (1) of the AN washers under each of the (4) shoulder bolt heads, Clean off all old thread locker and apply new blue thread locker and retighten the shoulder bolts to the 12-14 FT.LB. torque spec.
By installing the (4) 3/8-inch AN washers under the heads of the (4) 1-inch shoulder bolts, The clutch pack and lever pull are going to be affected by creating more pressure “force” to the diaphragm spring and clutch pack, This can / will cause a little harder clutch lever pull along with a minimal decrease in the travel of clutch lever and pressure plate.
If you have a larger engine or a modified engine and you would like more power to the clutch,
You can purchase our DES-200 “copper colored ” Diaphragm spring which is 30 percent stronger than our DES-100 “black in color” diaphragm spring, Installation of this spring will increase the clutch lever pull and pressure to the clutch pack, but will not decrease the travel of either clutch lever or pressure plate.
2014 Motorcycle Cannonball Run – Part One
By Bandit |
98 Competitors on 1936 and earlier motorcycles, 265 people total (support crew and staff) 3 days of prep (1300 miles)- 17 days cross country from Daytona, FL to Tacoma , WA and 2000 miles to get home.
For the first time the Motorcycle Cannonball Run was very lucky to count amongst the support staff a trained RN and EMT for medical support.
You can read more about Vicki here:
http://www.bikernet.com/pages/Girls_Just_Want_to_Have_Fun.aspx
http://www.bikernet.com/pages/MOTORCYCLE_ACCIDENT_SCENE_MANAGEMENT.aspx
As she rode the route alongside the other Cannonball riders, she offered help along the way and recorded her own thoughts and experiences each night. This is her blog written daily, along with beautiful photographs taken by her which truly illustrate the intensity of this ride.
The riders had 17 days to ride from Daytona Beach, Florida all the way to Tacoma, Washington. This is Part One which covers from Day 1 to Day 8. There will be a Part Two to cover Day 9 to the end of the ride at the West Coast.
All of the following blog posts by Vicki are from mc-rag.com, Rider Activity Guide. Many thanks to mc-rag.com for letting us share these fascinating blog postings. “The most powerful free app for finding and listing motorcycle events”
Day One: 9/5/2014 – Daytona, FL to Lake City, FL
The official start of the Cannonball is from Daytona Beach, yes the beach! All 98 competitors in 3 classes will accumulate points as they travel across the country in a 17 day trek from the Atlantic Ocean to the Pacific Ocean.
Competitors have come from all over the world. Japan, Poland, Spain, United Kingdom and more! The group with staff and support totals 265 people!
Some people are riding in teams and others are traveling solo. The ride officially leaves from the beach after famous photographer Michael Lichter gets his staged photos at 10 am. Class one bikes ( smallest and oldest) leave first, Then medium bikes and then the class 3 larger motorcycles. No bikes newer than 1936 are allowed to compete and no support can help on the course between leave and check in time at 4pm.
Drama is sure to be a part of this historic ride! Motorcycle celebrities Pat and Cris Simmons (Doobie Brothers), Scott Jacobs and his wife Sharon (painter), Jeff Decker ( H-D museum sculptor) and many others will be on the course.
Video of first day:
End of Day One: 9/5/14 – Daytona, FL to Lake City, FL
The first Day of the Cannonball and the last day are “Short Days” with only 140 miles to ride. Partially that is due to the press and ceremony but some of the first day is to allow the riders to get used to the directions.
Some of us certainly found out the hard way that attention to detail is needed! I listened to all of the directions that were given Thursday night but my brain just didn’t understand that the miles written on the directions were odometer miles, not – turn in this many miles ______.
Somehow I found myself 30 miles off course before stopping to try to figure this out. PANIC!!!!! I’m the medic – we are only 1 hour into the ride and I’m 30 miles from the riders!!!! I looked for a short cut but there was none, so back I went. Somehow I managed to run into a group of riders at their lunch stop at 2pm. Whew, they didn’t even miss me! They had just finished eating and were heading out but Bean’re was still waiting for his deep fried gizzards so he hung around while I got a hamburger – you know you’re down south when the menu has grits, frog legs and gizzards.
The first day was challenging for many of the riders as the chase vehicles brought in 13 bikes that had broken down and could not be repaired roadside. Cannonball Riders can not call for help from their team without penalties.
The afternoon rain started about 2:30 and many of the riders had to seek shelter from the lightning. Everyone arrived safe at the ending reception at Interstate Cycles in Lake City, FL!
The riders are in, drying off and resting for their 250 mile ride tomorrow but the mechanics will be working much of the night to get the bikes ready for Day Two.
Day Two: 9/6/14 – Lake City, FL to Columbus, GA
What a day! We ended Day One wet with the rain coming down steady. I set my alarm for 6 am and when I got up I immediately went to the window – darn, it was still pouring! Turned on the TV and proceeded to make a cup of coffee when my phone started alarmed as was the TV. Flash Flood warnings! We had received 4-6 inches of rain overnight and were expected to get 1-3 more inches.
I quickly got my belongings together and headed for the breakfast room knowing there would be more information and people might need some help. After reviewing the situation and seeing 8 inches of standing water in the parking lot our “Course Marshall” John decided to pull out emergency instructions for the riders. All riders were to place their motorcycles on trailers and proceed to the lunch stop. Anyone who had a trailer and could fit more bikes and people in their rigs were to do so. They were to leave as soon as they could and the end time of 4 pm was null. Riders were expected to log the afternoon miles but would not be penalized for missing the 150 morning miles. We were in 5 hotels so communication was difficult, but the word spread like wildfire!
As riders were getting their bikes off trailers the sun came out and heated things up to over 90 degrees of hot humid air. We didn’t get far down the road before it started to rain again and it did that off and on all afternoon.
While I felt a bit useless yesterday, today I was involved in helping people push start bikes, siphon gas, transport parts that fell off and more. It was a good day and guess what – no u-turns!!!
Michel, #67 from France was terribly disappointed when one of his rods blew and took out his crank shaft. He had spent 4 months building his bike and came all the way over here with his friend from Ireland #66 Tom Hayes.
We have had a few heat related issues and some general first aid. One of the riders hit some oil coming off a ramp in the light rain and took a tumble, but other than scrapes and bruises he is OK. I’ll be checking on him in the morning!
The weather challenges are part of the adventure. I keep reminding people that we are dealing with warm rain now, be happy!
Day Three: 9/7/14 – Columbus, GA to Chattanooga, TN
It was dry outside (despite a heavy dew) and the temperature even that early in the morning was 75 and perfect. While a few of the previous days break downs were still being worked out the majority of the riders were able to get their machines running again. Pictures were being taken, videos and interviews were being done, trailers and support teams were packing up.
8:00 am rolled around and Class 1 (smaller older bikes) were off!
8:15 am and off went Class 2, 8:30 am Class 3 the Larger and Older model Bikes began to roll. I waited another 15 minutes and then left.
Only 4 blocks later was the first break down! Someone was there tending to the rider. One mile later – another group pulled over with a Cannonball Staff member in attendance. I turned on River Road – no one in sight. Beautiful canopying trees and the temperature was just perfect! Sun in my face, steady rumble of my bike and a travel cup of fresh brewed coffee. It truly was a beautiful day but I don’t think I have ever stopped that many times in my life!
225 miles and I would guess I stopped to check on riders at least 15 times. Twice there were people alongside the road taking pictures but as long as I was slowing down I figured I’d stop for a brief chat. The hot and humid 90’s begged for some air and shade. I had to stop twice to get more water as I handed out bottles and electrolytes to the broken down riders.
I arrived at Coker Tire Museum in Chattanooga about 5:00 pm. Most riders were in and had their bikes on display. The street was buzzing with excitement as local townsfolk and riders were admiring the bikes and visiting with the riders. I walked into the Museum to find directions for the next day and my jaw dropped. I expected to see a bunch of tires and I did but they were on a beautiful collection of vintage motorcycles and cars. I saw the same reaction on others faces. Corky Coker gave a prayer for the riders and the food and we were served a wonderful meal of sirloin burgers, home deep fried sweet potatoes, pasta salad and cookies.
After dinner we walked out to – you guessed it! RAIN. Everyone grabbed their bikes and headed for somewhere. Guess I’ll see them in the morning for Day 4 ;).
I hope I can find some dry clothes! – stay tuned for tomorrows Inside Scoop.
Day Four: 9/8/14 – Chattanooga, TN to Clarksville, TN
We woke up to a few last drizzles and everyone was busily getting their motorcycle ready and positioned in front of the Chattanoogen Hotel. I was visiting with one of the riders when someone said “something is going on over by the parking garage”. I grabbed my trauma pack from my bike and went over to find a rider on the ground. He had been knocked off his bike by the garage arm. I checked him over but the only way to know what was going on with his ankle was an x-ray, so to the hospital he went with his family. As I finished with him another call came in and off I went on the bike to splint a fractured toe.
Once that was done I took off to catch up to the riders. We wound our way up Signal Mountain with switchbacks and beautifully banked curves. I wanted to look at the views through the trees but all of my concentration had to be on negotiating the winding road and hoping I would not come around a curve to find a broken down bike. There was little shoulder on the road and no flat surface for a kickstand. All clear! It didn’t take long to find a trail of break downs which seems to occur each morning.
My friend, Chris Simmons is back on her bike today after a heartbreaking two day breakdown and I didn’t see her so that must have meant all was well.
I ran into Buck Carson at a gas stop. He told me that this is his 2nd Cannonball and that he is the youngest rider at only 23 years old.
His Dad owns 90 motorcycles and they have many of them on display in Texas. Buck just finished a degree in business.
He said that he was operating his bike without 2nd gear and that the trip up signal mountain was challenging as he had to wind out 1st gear and jump to 3rd. With all of the shifting that takes place with that kind of a ride he wasn’t concerned about the toll it took on him, just commented that “the motor is a bit angry right now”. That comment told me that Buck shares a relationship with his bike. A special person indeed!
Riding the back roads of Tennessee was a treat. So often I am just riding by on the Interstate. To my delight we had a stop in Red Boiling Springs, TN at Cyclemos Museum. Hundreds of motorcyclists were there to see all of the bikes. I heard a bit of a ruckus and thought I recognized the voice. To my surprise it was MC-RAG Blogger and friend from Michigan “Lady Fred”! I snuck up on her and caught her surprised look. We were both in heaven.
I met owner Mike and then walked next door to the Bed and Breakfast who hosted lunch for the Cannonball Riders. I could have sat on that porch for hours enjoying new friends, listening to the bikes and watching all of the people while eating a croissant with ham and cheese and home baked cookies. Alas, most of the bikes were gone and it was time to head out. I’ll be back!
The next leg took us through winding roads and stretches of fields with “Smoke Houses”. I wondered how anyone could go into those houses. It smelled so good…… We drove past many cute country stores and only an occasional break down.
My friend from France, Michel who threw a rod two days prior was on a rented bike and continued to enjoy his cross country trek. Appleton Harley hosted the evening meal in Clarksville, TN.
We were split up in 3 hotels. I perused the parking lot and washed clothes. I found a team with Gorilla Glue so I could fix my boot and we put it in a clamp.
[page break]
Day Five: 9/9/14 – Clarkesville, TN to Cape Girardeau, MO
Today was expected to be an “easy” day. Only 199 miles and not as serious elevations. We woke up to dry conditions and the riders needed to collect in one location since we were scattered in 3 separate hotels.
The route each day is typed up step by step. It is an average of 13 pages! The route this day took us through a national forest. Somehow I got off course but not for long, soon I saw some of the riders and fell behind them.
As we got to a turn a guy was waving his hands and asking for help. He was not with our group but he had done a u-turn on a hill and tipped his bike over. Our crew helped him right his bike up but he promptly ran his bike into me and knocked my bike and his over! After tipping his bike over a 3rd time we helped him call for a tow truck. Time to carry on and catch up!
The afternoon weather was hot again but as long as you kept moving it was tolerable. We went from Tennessee, to Kentucky, to Illinois, and then Missouri. As we got near our ending location one of the directions was off by about 5 miles. This caused many of the riders to do u-turns looking for the road, or should I say “path”. I waved at one of the riders who was trying to figure this out and then waited at the intersection for him so he would not miss the turn. Unfortunately, just after he rounded the corner his bike died – a battery issue! We were working on using my bike to charge his battery when a young man in a pickup truck stopped by and asked if we needed anything. He had jumper cables! As he heard the Cannonball story he was so excited and offered to follow the rider (#94) to Cape Girardeau to make sure he get there O.K.. Wonderful simple acts of kindness!
The City of Cape Girardeau, MO. rolled out the Red Carpet. The city closed off two blocks for the bikes and the Mayor was there to shake each rider’s hand. The bikes gathered after being on display for 1.5 hours for a parade down Main Street. And a local Dairy Queen donated Dilly Bars. What a great evening.
Back at the hotel the camp was set up and waiting for the motorcycles to return.
Day Six: 9/10/14 – Cape Girardeau, MO to Sedalia, MO
While storms were predicted overnight we awoke to a dry day – YEAH!!!! Our start time was especially early this day (7am) so that meant I had to be up at 5:00 am to pack my belongings, get them to the truck that is transporting them for me, eat breakfast and be available for any first aid or medical questions at the rider sign in by the entrance of the hotel. It is getting dark earlier so I was able to watch a beautiful sunrise.
I was happy to see that Sharon Jacobs #81 who had been trailered two days prior for a seized piston was back in the run. After the riders left for the morning I played around a bit with the support crew Viking “Coe” who I dubbed “Too Tall”. I had grabbed a picture with Ron and Jared Roberts from Connecticut who are likely cousins of mine from way back in Wales!
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The usual morning litter of riders repairing their bikes was occurring. Some had fatal breakdowns and others were repairing roadside. As I came around a long sweeping downhill curve I saw cars, an ambulance and someone directing traffic. Bikes were parked at the bottom of the hill and there were people in the ditch. I parked my bike downhill and headed up to see what was going on. #24, Kelly Modlin was walking out of the ditch with assistance. The EMT who had treated him gave me a report of probable cracked rib. Kelly insisted that he was fine to continue. Chris (support) and I followed him for the next 25 miles. When we got to a gas station I watched him carefully get off his bike. He said he was sore “all over” but wanted to continue riding. When I asked how the bike was running he said “better”! LOL – later I taped his ribs and repeated Ibuprofen. I’m now referring to him as “Ironman”!
I continued on to the evening party in Sedalia at the Harley dealer. Many people were there admiring the bikes and visiting with the riders. While I was treating a Bee Sting that was looking like cellulitis might be setting in I got a call from my husband, Tony Pan! He had ridden all day through the storms and was in town waiting for me at the hotel!!! Goodbye everyone, Pan is in town!
Tomorrow: Sedalia, MO to Junction City, KS!
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Day Seven: 9/11/14 – Sedalia, MO to Junction City, KS
Blessings to our military both past and present. We do what we do because of their sacrifice. Never forget!
As the ride continues to move along more people are hearing about it. We have some people who are hanging out by the roadside taking pictures and others who are catching up to us at gas stops. I’ve seen places where the local riders suddenly realize there is something going on and the word seems to spread throughout little towns. Since Tony and I were riding the back of the pack gas stops can be great fun.
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However, at our first gas stop of the day we got some disturbing news from other riders. Bike #106, Ken Smith from PA (alternating riding with Marcus from England) lost his 1926 Harley Davidson JD when it started on fire as he left the hotel. The flames grew to 8 feet high at one point and all he could do was stand there watching. People tried using some small fire extinguishers but that was not enough. Condolences to Ken!
As we got out in the countryside of Kansas there were times the solo riders looked so far away and lonely. We were issued a 14 page route for this day and took many country roads to avoid Kansas City and Topeka as we made our way to Junction City, Kansas. One of the roads we went on had an area of road that had been worked on and was rough. We came upon a rider, Scott Jacobs #93 whose handlebars nearly lifted off! We helped him as he loosened his bar clamps and Tony and Scott got the handlebars securely back where they belonged.
We stopped at quite a few breakdowns but no medical support needed today – YEAH! In one case a tire with a tube was changed roadside and in another we just visited while Rowdy Schneck #74 who had a screw that broke off and fell into his timing gears. He replaced a few screws and added lock tight as well as re-timed his bike. Rowdy is from New Mexico and rides a 1928 Harley Davidson JD. He and his wife “Doc” were on this ride with their horse trailer. He commented “If you don’t want to work on bikes, don’t buy an old one”!
The day cooled off as we rode along and the rain was colder today. We ended at City Cycle Sales Harley-Davidson where they hosted dinner while hundreds of people were googling over the bikes.
Tomorrow, 9/12/14 we get a day off to get caught up on laundry, e-mails and shopping for more warm clothes. We hear it’s snowing in Denver. Brrrr!!!
Day Eight: 9/13/14 – Junction City, KS to Burlington, CO
Our day began with heavy fog and very cold temperatures. It was 37 degrees when we got up. Tony “Pan” (my husband) had to leave by 7am to ride 700 miles back to Milwaukee. Everyone was bundled up in layers of as many clothes as they could wear and still be able to move. I felt bad knowing there was little protection for the riders from the elements. In addition to the fog making it hard to see, the fog also made the cold penetrate and find any small spot of skin that was not covered by 3 layers of clothing. It also caused face shields and eyewear to fog up. We got out of the fog about 2-3 hours after the start but the sun did not warm the air into the 60’s until about 3:00 pm. I was a bit surprised that no one contacted me for cold related issues. Hot drinks were very popular at gas stops 😉
Breakdowns didn’t start until mile 12 today. We had a wonderful lunch served by Hill City, KS – a small community that rolled out the red carpet. They served us a great lunch at their fairgrounds and hundreds of town folk came out to see the bikes. They made certain no one left hungry, there were Brats, BBQ Beef & Pork, Fresh Veggies, Potato Salad, Beans and dessert – YUM!
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We continued on our way across some of the flattest land I’ve seen. Passing other vehicles was a cinch since you could see for miles. Though I start out at the back of the pack, I always attempt to get up a few bikes knowing that I’ll be stopping soon and will be dropping back again. At one of the stops I made they were changing a tire. I chuckled to see that they had borrowed a stop sign to lift the frame so they could remove the rear tire = A+ for creativity!
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Our evening reception was at Old Town, Burlington, CO – if you ever get to this area you really should stop! The bikes were parked anywhere on the brick walkways and added ambiance to the already antique buildings. They served a wonderful Mexican buffet. We all climbed upstairs to eat in the hay loft of the barn where they were showing old movies.
 1919 H-D and no25 Thomas Trapp(Germany) 1916 H-D.jpg)
Tomorrow: Mountains!
(The following is borrowed from the Motorcycle Cannonball Run Website}
In 2010 the brave riders of the Cannonball proved that antique motorcycles could indeed be put to the ultimate test. A test that would pit rider and machine against the North American continent. Reviving a tradition as old as the motorcycles themselves, they took a ride into history. Not only proving the capabilities of the machines,but also confirming the pioneering spirit this great country was built upon.
Competition between motorcycles and riders has been around since the very beginning, and the Cannonball will be no different. This will be a run against the clock, where one rider and one machine will claim victory. A victory that will be well earned.
Rules of the Ride
These machines are old and most are very rare. A lot of these early bikes would not be on the road today were it not for new parts. In a lot of cases only the motor survived to be resurrected into its former self. As long as the engine in your machine is original then its eligible to run for the prize. Any reproduction chassis or parts should be as they were originally.
BRAKES……..We are all aware that 100 years ago brakes were not that good. If in any way you can improve your braking ability, to the point of even adding a front brake, then it is highly recommended.
CARBS AND MAGS……The original carbs, whether modified or updated some, need to be used, spares allowed. If your magneto isn’t rebuilt you should consider it. We want each bike to use it’s intended ignition source, spares allowed.
THE TIRES……..Well, the tires are very important. The argument for or against the safety of clincher tires has long been a debate. If you don’t want to run clincher rims and tires, then you don’t have to. Spares allowed.
THE LIGHTS ………Each motorcycle must have a headlight, taillight, and brake light.
LICENSE AND REGISTRATION……… Each machine, like any other motorcycle on the road, will need to be registered and licensed. The rider also needs to have auto liability insurance as well as a drivers license.
Eligible Machines………This will be a difficult ride, only the best machines should be considered for it. Much will have to be done to your machine if you decide to run the cannonball. No motorcycle built after 1936 can run for the prize. The machine must be powered by an original engine. Many things could be changed on a machine, and updates made for safety sake, but the core of the machine must be 1936 or earlier.
Read more about the beginning of the 2014 Motorcycle Cannonball Run here
Tons more photos!!
Ronin: An All-American, Buell-Powered Boutique Superbike
By Bandit |
These limited production motorcycles are designed at the Ronin Motor Works factory in Denver, Colorado.
Each production Ronin features 11 cast aluminum parts that are hand-sanded and painted. Other components including the seat, carbon fiber air box cover and fenders, sheet metal parts, and wiring harness are all designed in-house and then sourced locally.
The Ronin’s design is as unique as its manufacturing process, the company says. The brake and clutch master cylinders and steering nacelle are all one integrated assembly ending with small bar end mirrors and LED turn signals. To achieve a light, clean aesthetic, cables, wiring, and fluid lines are routed inside the castings and under the air box cover and seat. Traditional motorcycle components are combined into unitized parts to save space and weight, such as the battery box that incorporates the rider’s foot pegs and the belt drive tensioner.
Other advance design features of the Ronin Motorcycle include, RFID ignition key and solid-state rely module, custom-tuned ECU, high-efficiency stator and a newly designed high-flow exhaust system.
Later that year, Harley-Davidson® announced the elimination of the Buell® brand and with that, Harley-Davidson® dealerships started liquidating their Buell® assets. Based on the possibility of creating additional Ronin motorcycles, a number of stock 1125s were purchased and placed into storage. Because the bike was designed as a concept, it was not conventional in appearance or function. People either loved it or hated it, but enough interest was generated to investigate a limited production run of the Ronin design.
Since the concept bike was hand built, building more than a handful of bikes would require infrastructure to be put in place. As the concept was named Ronin it was decided that the number of bikes should be 47 as homage to the old story of The 47 Ronin from Japanese folklore. Taken from the Japanese word for a Samurai who lost their master, the name “Ronin” was chosen to signify Buell® motorcycles that will continue on after the demise of the company. The Ronin concept featured a custom monoshock linkage suspension system, front-mounted radiator, unitized handlebar assembly, new ram air intake, cast aluminum tail section, and high-flow exhaust system. The features enhanced the bike’s ride while also decreasing the total weight by approximately 50lbs from stock.
Making It Happen
In 2012, two of the Magpul founders came up with a plan to keep the project alive by individually funding a “pop up” manufacturing company dedicated to producing a production version of the Ronin motorcycle concept. They formed Ronin Motor Works in order to create an entity solely focused on the Ronin project, since the demands and specifics were somewhat different from Magpul’s main focus on a rapidly growing presence in its primary product markets. Ronin Motor Works secured a location in Denver and hired a small team of motorcycle design specialists. This team starting working on a 20 month long redesign of the Ronin, using the concept bike as a guide. Extensive engineering, design for manufacturability, ergonomics, and testing went into the final product.
In 2013 the production design was finalized and Magpul authorized Ronin Motor Works to use the “Magpul”trademark and logo mark on the production bikes under the name “Magpul® Ronin Project.” In 2014 production began on the first group of Ronin motorcycles. These will be released in reverse serial number order (47 -1) in various, predetermined color schemes that will be more limited as each release is announced.
Women’s Motorcycle Clothing – Chaps
By Bandit |
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Interstate Leather Fringed Ladies Chaps
Everyday Low Price: $119.99
J&P Part: 121-022
This item qualifies for FREE GROUND SHIPPING
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Corset Style Leather Motorcycle Chaps in Black #383
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A. Fringed & Studded Chaps
Price $250.00
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B. Crosses
Price $250.00
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C. Knee Fringed
Price $225.00
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You can customize and select the options you want in your leather motorcycle chaps. Choose the leather thickness, leather color, hardware, size, pockets and trim. In hardware you can choose our authentic US Minted Coin Snaps which are handcrafted right here in Grayson County, VA! The size of the pockets are approximately 7″ x 9″. The zipper pockets are only available with antique silver zippers. The buckles are made of brass except for the Silver option which is stainless steel.
Price: starting at $238.00 (FREE Shipping)
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Price $79.95 + Shipping
Cut straight down with room for below-the-knee boots. Buckle waist closures front and back. Kevlar reinforcement between 2 layers of denim on each knee and shin Pre-washed and pre-shrunk |
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You’ll look fabulous and feel sexy in these deliciously teasing leather pants! Great look under the lights of your favorite club! Outside leg lacing from ankle to waist. Front lacing with backing leather flap. No pockets style for smooth lines. 30 inch inseam. (These lace up leather pants are shown with 5-105 bustier. Order separately.)
Regular price: $214.95
Sale price: $179.95 You Save 16%
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509L Classic Chaps
Premium cowhide
• Jeans style deep pockets on front
• Mesh lining for comfort and breathability
• Cut extra long and trimmable
• Lace back belt adjustable for waist
• Made in U.S.A.
• Sizes XS-4X unisex sizing
Price: $239.90
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MISCHIEF
Custom embroidered flames race seductively up your leg
Super sexy dual garters custom fit to shamelessly flatter your legs
Classic low-rise slimming waistband frames your butt great!
Fabric is premium, cool, sexy black denim 99% cotton; 1% Lycra®
Off-White Flame
100% made in the USA
Unleash your passion for the road and set yourself free from the heat of summer. Wrap your legs with a little Mischief and fuel the fire!
PRICE: $195.00 with a great little backpack
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Xelement Women’s Braided Zippered Leather Chaps
Item: #B7556-Womens-Chaps
List Price:$109.95
Our Price: $69.95
Textured scuff resistant heavy weight split cowhide leather
Braided hem and features
Fully Lined so the leather will not stain your pants
Heavy Duty Silver hardware and zippers
Confidence of Xelement
Buy direct from our factory with great savings
50% off retail
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Let’s See Some ID…And Can I Search Your Vehicle?
By Bandit |
