What the Hell is 5-Ball Racing?
By Bandit |
It all started when my mother ran over my metal- flaked Honda 55 Super Cub with a single shotgun pipe. She stormed into our tiny stucco house in Long Beach and announced, “Get that damn thing out from under my car.” Her car was a massive ’59 Ford station wagon. It was 1964 and I was 15.5 years of age. That Honda was my first motorcycle.
Mom and I didn’t see eye-to-eye on a couple of issues. The day after I graduated from high school, I joined the Navy and was shipped to a heavy cruiser off the coast of Vietnam for three tours. I fell in love, and got married, to my mother’s chagrin (my loves have always played a major part, as you will see). During that time, I bought my first Harley, a ’69 kick-only XLCH with a magneto and no battery.
And so began a life of running wild, building motorcycles, ditching wives, and being involved in Bonneville racing. One of the first bikers I ever met was on a small destroyer, the USS Maddox. Andy Hanson was also building his first ground-up big twin in 1970, and his mentor was the late Bob George. Bob was an engine builder and an innovator. He taught me how to build engines. When I slipped away from the Vietnam War, honorably discharged, while dodging a pot-smuggling bust, I returned to civilian life. I was innocent, I tell ya.
They let me out early if I took a trade course, so I took a welding class at Long Beach City College, so I could rake frames. I took the certified welder course. Once clear of the Navy, I enrolled at the liberal arts campus at LBCC and started taking classes. I worked part time at US Choppers in Inglewood, and built engines and bikes on the side. One of the bikes, a Knucklehead, belonged to a high school buddy, Brad. As we were about to finish this wild chop, a new magazine appeared on the racks, Easyriders.
I wrote the publisher a note about Brad’s Knuckle and Lou Kimzey, the publisher, came to see it. The next thing you know, I was the manager of ABATE, the first grass routes organization fighting for motorcycling freedom in America. Then I became an associate editor of Easyriders magazine. Long story short, I worked for this publishing company off and on for 30 years and built a few bikes during that time. Okay, so during that stretch, I introduced Bob George to the Jammer Cycle bosses, Joe Teresi and Mil Blair.
Bob built a streamliner with two 90-inch Shovelhead engines and wanted to go after Don Vesco’s 314 mph motorcycle world land speed record (the granddaddy of records), but he needed financial backing. He couldn’t do it alone. It became the Jammer, then the Easyriders streamliner always piloted by Dave Campos. About this time, I ran off on my first wife and hooked up with a biker broad, who became the second Mrs. Ball and we had a son. That didn’t last long, either.
I became more of a crazed bike builder, joined a club, wrote more articles and hooked up with a club sweetie, the third Mrs. Ball. That was the era of sex, drugs, and rock and roll. Nothing lasted more than a minute, and she was gone, but what a party we had.
Then in the mid ‘80s, I met the most beautiful redhead on the planet and fell in love. I ditched five girlfriends and married the fourth Mrs. Ball. About the same time, Joe Teresi took over the streamliner effort and Paisano Publications. Keith Ruxton became the engine builder/crew chief and Easyriders readers went after that world land speed record. In 1989, we set a major record at 284 mph, but that wasn’t good enough.
We returned in 1990 with Micah McCloskey, Dean Shawler, Kit Maria, and a solid bunch and brought the land speed record back to America at 321 mph. We held that record for 16 years, longer than any of my marriages, so number four was history.
I took a break and then met number five, Rebecca and so 5-Ball was born as a tribute to her and to all the Mrs. Balls in my life. I finally came to the dire conclusion: Marriages weren’t for me. There would only be five. I started writing motorcycle fiction books and they all fell under the 5-Ball brand. Then as the Internet fluttered to life, I started Bikernet.com, also a 5-Ball entity.
At the time, about the mid ‘90s I would build a motorcycle each year and test it on the roads to Sturgis, often with a bunch called the Hamsters. Then in 2006, we established the 5-Ball Racing Team and returned to Bub’s Bonneville with the first sport-bike Panhead based around John Reed’s V-Bike and Berry Wardlaw’s 120-inch Panhead engine. It was a pure fluke, but Valerie Thompson rode this monster into the record books at a top speed of 152 mph. I was standing on the salt the day the ER record was snatched by the Ack Attack streamliner, 16 years later (342 mph).
We learned so much that year that we decided to return in 2007 with another Panhead. This time, we built an aerodynamic bullet and our notion was to build the World’s Fastest Panhead. We did set another record in our class with a top speed of 162-mph during horrible salt conditions.
I pulled away from the magazine world, but continued to write wild fiction books, and then a Bonneville book around our second Panhead World Record, while building Bikernet.com. Hell, we didn’t know what we were doing. But we did know we were having the time of our lives, writing about motorcycles, building motorcycles, and living the two-wheeled dream.
I wasn’t much for trophies or organized sports. I liked to sit alone and write a story, or tinker in my shop. I didn’t ride with groups much, but enjoyed the open road alone, in search of the next redhead and bottle of whiskey. I’ve tried to live by the code of the west and always be available to a downed brother or sister. And I endeavor to help folks in the industry, and with Chris Callen we promote the Motorcycle Riders Foundation Industry Council.
So, a couple of years ago, a young man approached me and wanted to build an apparel line around Bikernet. I leaned back in my tattered leather chair and kicked my boots up on my Panhead desk. After a shot of Single-Barrel Jack the 5-Ball Racing brand was born. I told him there was no money in it, but Andrew Calogero persisted, while the 5-Ball team prepared for another run at the salt.
While we grappled with designing and building the first streamlined Belly Tank trike for Bonneville, I hooked up another positive element to the growing team, Bob Kay, a man who has lived and breathed the motorcycle business as long as I have. Andrew is the operations and sales arm (rolled 5-Ball apparel into the J&P catalog), while Bob designed a carefully thought-out line of leather goods, and suddenly we had a 5-Ball Racing line of riding leathers.
So, there you have it. We were just a handful of brothers and sisters living the chopper dream, snorting racing fuel, drinking whiskey and running amuck. This year, we hope to roll back to the salt with Ray Wheeler’s 124-inch, turbocharged, Hayabusa-suspended Twin Cam; the 5-Ball 1940 45 flathead with a K-model top end (featured in Cycle Source with an engine built by Departure Bike Works in Richmond, VA), and the JIMS Machine, Paughco, Lucky Devil, 5-Ball streamlined trike. Hang on, because there’s never a dull moment around Bikernet or the 5-Ball Racing headquarters.
Further Adventures of the Borderland Biker -Chapter 14
By Bandit |
Editor’s note: The following story is from the book, “The Further Adventures of The Borderland Biker, In Memory of Indian Larry and Doo Wop Music,” by Derrel Whitemeyer.
For Chapter 13 Click Here
“Roll with the mystery. Life’s uncertain, just be comfortable with that…why fight it?” –Indian Larry
“It’s the size of a Volkswagen, it probably ate my M90, it’s guarding your Raider, and I’m not going near that thing without a bazooka.”
“We’re already,” laughed Larry, “more than near to that thing, I doubt it ate your M90 and I doubt we’ll find any bazookas nearby, so stay cool. Spiders are known for their bad eyesight which means it likely hasn’t seen us and will move on. If we can’t find your bike we’ll ride double on my bike.”
Throughout the night Larry and I had lit each pile of furniture on fire, clockwise from left to right. We’d wait for one pile to burn down to near ashes then we’d light the next. We’d completely burned our circle of ten piles by the time the sun rose over the top of the buildings.
“Are you two,” the spider shouted over to us, (so much for spiders having bad eyesight) “going to stay on that bandstand all day? It’s ok; I don’t bite. Well actually I do bite but I won’t. Name’s Bartlett and we need to talk. I was going to say that if you scratch my back I’ll scratch yours but I didn’t want to gross you out any more than you probably are after seeing that I’m a giant spider. Point being, no matter how we define the problem, you’ll never leave this Borderland until I get what I want. We need to cooperate.”
Bartlett’s James Bond ‘shaken but not stirred’ voice had come across making so much sense I found myself thinking why not go talk to him. Larry must’ve found him making even more sense than I did because he left the bandstand and started walking towards the platform.
“Are you,” I yelled after him, “insane?”
“Probably, but I’ve a feeling if we’re ever going to get out of this Borderland it’ll be with Bartlett’s help.”
Larry’s feeling must’ve been contagious because I soon found myself walking along beside him. Except that upon closer inspection what we had thought to have been a round eight foot platform was really an eight foot round cover covering an eight foot hole in the ground. The cover had been moved revealing the edge of the hole’s opening.
Thick web more matted than woven formed a five foot funnel that exited from underneath the cover and ended just behind the spider. The funnel was entwined with pieces of debris. More than a few of the pieces were parts of my M90. Wedged between two of the pieces was a human skull.
“I’m as addicted to solving riddles as you are prisoners of this Borderland,” said Bartlett who sounded like the actor Sean Connery. “Help me solve my riddle and I’ll help you leave. This hole leads down to another Borderland.”
Larry pointed to the skull, “It looks like your last visitor wasn’t very good at riddles.”
“Hey, what can I say, a guy’s got to have dinner. Unfortunately my guest,” and Bartlett gently touched the skull with his back leg, “arrived at dinner time. It wasn’t personal; in fact if I hadn’t been hungry I probably would’ve let him go. To his credit he did quite a good job pleading for his life. He almost had me convinced until…”
“Until,” interrupted Larry, “you realized he’d be just as fresh of a guest if you put him in a to-go container, I mean cocoon, and saved him for later.”
“Why,” I asked and at the same time I pointed to pieces of my Suzuki M90, “did you destroy my bike?”
“It was an accident. When I exited my lair, this hole this morning I bumped into it. I mistook it for a threat and instinctively tore it apart. If it’s of any consolation I’ll replace it with another,” and Bartlett gently touched the skull again with his back leg. “I’ve been using his motorcycle as a counter weight to move the cover. It’s suspended on my web about fifty feet below. It looks like that one.” Bartlett then pointed his front leg towards Larry’s Yamaha Raider.
“So what’s,” I asked, “your riddle?”
“Tell me the secret of the web, you call it a dreamcatcher, you throw at what threatens you. I’m a master weaver and thought I knew all defensive designs, but not this one.”
“We’ll do better than that;” said Larry, “we’ll let you make a copy of it…but there are conditions.”
“Anything,” said Bartlett.
“We have only two conditions. The first is, and I say this as much for your safety as ours, do ‘not’ attempt under any circumstances to harm us after you’ve woven a copy of our dreamcatcher. The second is that after you have woven your copy you lower both of us and the two Yamaha Raiders down the hole and into the other Borderland.”
“That’s it, that’s all you want in return for letting me copy its pattern is for me to lower the two of you and your motorcycles into the other Borderland? Deal, I must admit you drive an easy bargain.”
Bartlett was smiling, well I think he was smiling if giant spiders can smile, as he effortlessly removed the cover, picked up Larry’s Raider, attached it next to the other Raider then lowered them both down the hole. He then began weaving two seats for us to sit in. At the same time he motioned with a free leg for us to come closer.
“We’ll give you our dreamcatcher to copy once you’ve lowered us down to the other Borderland.” said Larry as he walked to the edge of the hole. “As skilled a weaver as you are you’ll have it copied in a couple of minutes then you can drop it back down to us”
“Then have a seat,” said Bartlett at the same time he completed the weaving of the two seats. “I’ll have you and your motorcycles lowered down to the other Borderland before you know it. Once you’re down I’ll lower a strand of web and you can attach your dreamcatcher for me to pull back up and copy. I see no reason why we shouldn’t trust one another.”
As soon as Larry and I climbed into the seats Bartlett began reeling out the strand. With his back legs he lowered the two of us and our two Yamaha Raiders down the hole. The bikes were on the same strand of web and about fifty feet beneath us. That Bartlett was able to hold the combined weight attested to his tremendous strength. A hundred feet below the bikes there was light shining out an open door highlighting the bottom.
Where the light was coming from was a mystery.
[page break]
When Larry and I had been lowered to where the two Raiders had just reached the bottom and to where we were still about fifty feet in the air we were jerked to a stop.
“Why,” I yelled upwards, “did you stop?”
“I’m out of the body fluid I need to make more web. I’ve just enough left to make the strand I’m lowering to you to attach your dreamcatcher. Once I’ve gotten it I’ll then eat the funnel behind me and digest it into the fluid I’ll need to make a copy of the dreamcatcher and the strand to lower you the rest of the way down the hole.”
“Larry shouted, “Like you said, we have to be able to trust one another. Lower the strand and I’ll attach the dreamcatcher. I’ll also cut you free,” Larry reached down with his knife and cut the Raiders free, “from our two bikes as they’re already on the bottom.”
“Thank you for relieving me of their weight and here’s the strand,” Bartlett shouted down and at the same time he dropped a strand of web for us to attach the dreamcatcher. Without hesitation Larry attached it to the strand and signaled with a tug for Bartlett to haul it up.
Once Bartlett had it he immediately began to weave. Above us, traced across a blue sky, we could see where Bartlett was quickly weaving a copy of our dreamcatcher large enough to cover the opening of the hole. Within minutes he’d completed the task.
I twisted in my seat to face Larry, “How’s he able to weave a copy of our dreamcatcher if he doesn’t have anymore fluid? He didn’t even eat the funnel that would make fluid.”
Larry didn’t answer me but shouted upwards, “Throw us our dreamcatcher and lower us the rest of the way down and we’ll overlook your little no harm, no foul lie.”
Bartlett instead of responding began pulling us upwards.
“Bartlett, don’t do this,” shouted Larry. “We trusted you; don’t break our deal. Lower us down now and you’ll still be safe. If you don’t I won’t be able to protect you from what’s about to happen.
“Bartlett, the dreamcatcher you’ve woven by copying ours will protect you from things that attempt to harm you; however it won’t protect you from what it will do if you attempt to harm others.”
“Nice try at frightening me but I’m the master of the webs I weave, not their slave,” Bartlett shouted as he continued to reel us upwards and at the same time he dropped our dreamcatcher down the hole but out of our reach. “The webs I’d weave to ride upon shadows to spy on or digest whoever became ensnared in them were controlled by me. They gave me information as well as nourishment. You two were always on the menu. I just needed to find a way to separate you from the dreamcatcher that would have defeated me and I have. I made a copy of it, I control it; its power is mine.”
Bartlett’s web, which was in the shape of our dreamcatcher and not to be confused with Charlotte’s web, was getting closer. We were fish being reeled in for dinner. The dreamcatcher’s design now that we were almost under the web was unmistakable.
“It’s not too late,” said Larry, Larry didn’t have to shout anymore, “to save yourself.”
“Save myself, save yourselves; bon appétit my friends.”
Larry twisted in his seat to face me, “This will go only one way and I mean literally only one way…”
“What do mean by only one way?”
“One way means Bartlett’s about to be cut in half and we’re about to go on a one way trip to the bottom. How fast we descend depends on how fast the spinneret muscles in Bartlett’s abdomen relax.”
Bartlett was cut in half almost before Larry had finished saying, “relax.” Bartlett’s web, an eight foot in diameter replica of our dreamcatcher, had contracted around him cutting him into two pieces. Spider insides rained down. The abdomen, the half holding us, hung on one side of the dreamcatcher. Bartlett’s head and thorax, thankfully facing away from us, hung on the dreamcatcher’s other side.
“As the spinneret muscles in his abdomen relax our weight will pull the strand of web holding us out of his body. Let’s hope it’ll be pulled out at a slow enough speed so we won’t splatter when we hit bottom.”
As Larry predicted the strand of web holding us began to be pulled from Bartlett’s abdomen. Our speed was slow for the first fifty feet; past fifty feet we were suddenly, apologies to Tom Petty, free falling…and then just as suddenly we were slowing down. Something was slowing our descent and by the time we landed on the bottom we were going no faster than you would’ve been stepping off an escalator.
“What saved us from falling…what…?”
“Bartlett,” answered Larry at the same time he looked upward, “Bartlett saved us. Why’d you do it Bartlett?”
“That’s impossible,” I said. “Bartlett’s over a hundred and fifty feet above us. He was cut in half.”
And then I felt the drops of blood or whatever passes for spider blood on my forehead and I followed Larry’s gaze upwards. Bartlett or what was left of him was hanging ten feet over our heads. That he was able to reach out after being cut in half and grab the thread holding us and keep us from falling seemed impossible. That he was then able to lower the upper half of his body down to where we were was a miracle.
“I’m sorry,” said Bartlett, “what can I say, I’m sorry.”
“I’m surprised you can say anything after being cut in half,” said Larry. “You saved our lives; what can we do for you in return?”
“I’m dying. When you leave take me with you; take me into the garden beyond the door. It’s my home.”
Because of his size moving even half of Bartlett would be impossible let alone getting him through the doorway.
“It’s impossible,” I said, “for us to move you. “Plus you’re too big to fit through the doorway even if we could.”
“I’ll become smaller, my normal size if you can just move me into the sunlight coming through the doorway.”
“What if,” said Larry, “we can move the sunlight to you?”
Larry’s idea of moving sunlight could only be done if we aligned the two Raiders so their rearview mirrors reflected sunlight from outside back through the hole and onto Bartlett.
“Park that Raider,” said Larry pointing at Bartlett’s recent dinner guest’s Raider, “just outside then move its rearview mirrors so they reflect sunlight back in here…hurry!”
Our newly acquired Raider not only had its key in its ignition but it started on the first try. In gear and slowly inching through the tunnel leading out of the hole had me seconds later outside and in a beautiful sunlit garden. Parking the Raider next to the opening, I twisted its mirrors so they reflected sunlight back through the tunnel.
Larry had in the meantime moved his Raider so its rearview mirrors could catch the sunlight being reflected through the tunnel and onto Bartlett. The effect was immediate. Bartlett, as near to death as he was, turned to bathe in the light and immediately began to shrink. In seconds he was half the size of my hand and a light purple in color. And then Larry did the strangest thing; he walked to where our dreamcatcher lay in a crumpled pile, picked it up, brought it back and covered Bartlett.
“It’ll finish killing him!”
“Or heal him; it almost killed him when he tried to harm us. Let’s see if it can heal him now that he’s helped us?”
Larry had gently covered Bartlett by making a small protective pocket in the dreamcatcher’s folds.
“A minute later a very grateful Bartlett with a new abdomen crawled out from under the folds.
“Where’s” asked Larry, “home?”
Bartlett climbed up Larry’s arm and onto his shoulder, “Home’s the wooden fence across the garden from the outside of this tunnel. I lived in the flowers growing on top of the fence. You can’t miss them; they’re the same color as me.”
Ten minutes after exiting the tunnel we’d ridden our Raiders to the wooden fence. Covering the fence was wisteria the same color as Bartlett. Bartlett was home.
Once we parked Bartlett scampered down Larry’s arm then onto the Raider’s rearview mirror. From there he jumped onto the fence and then into the wisteria. As his body was the same color as the blossoms he quickly blended out of sight.
“Bartlett,” said Larry into the wall of wisteria, “are you going to be ok?”
“Yes. And thank you for saving me. I realize now the dreamcatcher was made to protect me from harm not allow me to harm others. The belief I could control a Borderland by force was foolish. I became seduced then so bloated by that belief I became too large to return to my garden. You saved more than my life.”
We had to go. Larry’s eyesight was keen enough to see Bartlett; mine was not, so I waved goodbye to the wisteria.
One last look in the direction of where Bartlett would soon be spinning webs to catch flies not men and then I followed Larry on down the garden path. After a few minutes of slowly winding our way through groves of fruit trees and vegetable patches we pulled our Raiders to the side and stopped.
“Do you recognize,” said Larry with a knowing smile on his face, “where we are?”
“It looks familiar. I feel I’ve been here before…but the place I’m thinking of was destroyed.”
“It was,” said Larry, “and the only way it could’ve been created again is by the ones that created it in the first place, and that’s only if they were rescued by Hilts.”
Now I was smiling, “It’s Ma n’ Pa’s garden…we’re back in Ma n’ Pa’s garden! Hilts must’ve flown to the top of the cloud, downloaded the essence of Elvis and brought Ma n’ Pa back so they could recreate their Borderland.”
Now that I knew where we were I knew where to look for Ma n’ Pa’s tree house. The path leading to it wound its way through the parts of the garden Larry and I had worked helping Pa with his chores. And the closer we rode towards their house the more anxious I became. Would Ma n’ Pa be there, would Hilts be there, and what had become of Charon?
[photo 4948]
CHAPTER FIFTEEN Click here
“Ah, make the most of what we yet may spend,
Before we too into the Dust descend,
Dust into Dust, and under Dust to lie…
Sans Wine, sans Song, sans Singer, and…sans End!”
–Omar Khayyam
Preventative Maintenance: Rear Tires
By Bandit |
It’s important to know your motorcycle, on the road and off. If something doesn’t seem right, it’s ok to have it looked at.
I was riding my street bob through town one afternoon, and it just didn’t feel right. I knew something wasn’t right, but I couldn’t figure it out on my own. Every time I would take this “said route” through town, I encountered two big curves back to back. Once to the right and then immediately to the left. It felt like my bike was going to pull right out from underneath me. My now ex-husband kept telling me that nothing was wrong. It got to the point that I didn’t even like riding any more. I would get a pit in my stomach and was tired of getting yelled at. One day when messing around, it occurred to me that the adjustments I made when drag racing this bike in Sturgis wasn’t getting set back to original settings for riding on the street. I knew we dropped a few pounds of air out of the rear tire at the strip, but always assumed that when we got home, it was re-adjusted. Especially when I was told it was “ready to go”. Once the proper amount of air was put back into the rear tire, BOOM! New bike.
A friend of mine was on a long trip with her husband. They stopped along the way because something didn’t feel right to her. She said it feels like my rear tire is moving. He had her pull in at a shop and have someone take a look at it. Nothing. It looked ok. Pressure was good. They sent her on her way. They had 200 miles to make it home, and they decided to get home and then deal with it. When they got home, they unloaded the bikes and went to move them around. Her husband then noticed the rear tire was uneven. He moved the bike forward just a little bit, and the rear tire looked fine. The tire was coming apart from the inside causing it to shift back and forth as she was riding it. If the tire had stopped at just the right spot when the mechanic took a look at it, they would have found this when she stopped. So make sure to move the bike around a little when checking the tires. I’m glad she made it home in one piece!
Until next time……..Ride Hard or Go Home!
There is an excellent article on Bikernet Baggers from Avon which covers all aspects of tires and tire maintenance – to read CLICK HERE
Tribute to Bill Cody, 2014 Inductee into the TrailBlazers Hall of Fame
By Bandit |
They called him “Wild Bill” and he was one of the best to race the 2nd generation American resurgence of those wild 500cc, alcohol powered, brakeless beasts we call Speedway Motorcycles.
The Endless Highway – Part Two
By Bandit |
It was sometime in the earlier 90s while camped in a parking lot at the Daytona Rally with a slew of other tightwads who favored this place because it was free, that I first met a tall, blond, white dude named Bean’re—which seemed kind of odd to me. But, he was one of the guys and fate had brought us together. His was a brand new, white Road King police bike and we bombed around Daytona eventually ending up at the drag races. To my surprise Bean’re entered that cop bike in the “run what you brung” class. In the years to come I’d note that this cat has a competitive nature and natural love of playing in any bike games.
Back then the road bug had only dug its baby teeth into this destined-to-be gypsy biker, for Bean’re still maintained his home and landscaping business in Miami. It would not be until the year 1997 that he’d ultimately give in to his passion, leave everything behind, and join us as a full time rider upon the lonely highways of endless freedom. I began to see him at rallies everywhere.
In those early years I believe Bean’re’s carpentry skills supported his travels. However, and although this guy utilizes the same manner of packed up bike, willingness to camp, and ability at adaptation, etc. as the rest of us, there is one particular quality to which he seems uncommonly proficient.
I sometimes wonder if it enters the minds of those who dare to dream of just how often the drifter arrives in new places. Anyone who’s ever moved to a new town knows what this feels like. You know no one there and it takes time to make new friends. And for us, the time is usually short. For the drifter this is a very real problem; especially when traveling alone, and it becomes of paramount importance that one learns to make friends fast. It’s for this reason that all of the nomadic motorcyclists I’ve know have been forced to hone their social skills to the very best of personal ability.
Yet, it’s given to Bean’re’s uncommon natural ability in this arena that his notoriety began to grow across the country and even abroad. Add to this fact that the “Mayor of Fun” (a name coined him by famous motorcycle photographer Michael Lichter) is outrageous, funny, entertaining, always standing center field at any event or social gathering, and an extreme publicity hound (show me a camera and Bean’re will likely be standing in front of it) and it’s easy to understand why Bean’re has made so many connections. During the heyday of famous bike-builders he worked with close friend Billy Lane. Bean’re has also taken employment among most of the other bike builders at one time or another, if only for short periods.
And although he’s bounced around over the years, Bean’re now works part time at motorcycle rallies in places like the Buffalo Chip (Sturgis) as MC, and basic entertainment artist. This kind of work takes him to motorcycle events both nationally and abroad. Bean’re is high energy and a real go-getter. He now maintains a column in Cycle Source Magazine, has a book on the market, and may someday even have his own television show.
So it’s easy to see that, although most of the drifter types enjoy a certain solitary edge, Bean’re’s is a life lived far more in the limelight.
As to the maintenance and rebuilds of his motorcycle, and like the rest of us, Bean’re does his own work and modifications too. Over time I saw that stock cop-bike morph into the weird-ass purple chopper that, for many years, was Bean’re’s trade mark steed. But with the increasing pressure of his busy schedule Bean’re simply has no time left for the repairs that the now 300,000 mile police bike required. Knowing from bitter experience that in our world virtually all mechanical breakdowns occur somewhere along the lonely highway and must be attended to by the rider himself, Bean’re set out to build a new bike.
He started with an engine that he hoped would, when completed, be both modern and simple—a daunting task in the present day of onboard computers, sensors, fuel pumps, spaghetti wiring, fly by wire throttles, and other state of the art nightmares. Bean’re started with a set of 2013 cases then worked his way out while purposely eliminating every major money saving shortcut (weakness) the HD corporation now builds into their engines (there are three). Then he threw the ECU away, installed an older and far simpler evo ignition, and hung a carburetor on the sucker. He now has a 103 inch twin cam engine that should offer all the simplicity and longevity of the standard 80 inch evolution engine.
So continues the endless journey of yet another True Gypsy Biker.
Part Three coming next…..
S&S Fills the Void with Viola V-Twin
By Bandit |
We ran into a section of the S&S display in Cincinnati at the V-Twin Expo, called Viola V-Twin and we were immediately curious. We met with Bruce Tessmer and discussed it briefly. Here is the official description: S&S Cycle is extremely pleased to offer a selection of high quality service parts for Harley-Davidson and other American v-twin motorcycles.
Viola V-Twin! Anyone familiar with S&S Cycle will recognize the name of the small village of Viola, Wisconsin that has been our home since 1969. S&S is best known for performance products, but Viola V-Twin is specifically designed to provide the parts needed for everyday repairs and motorcycle maintenance.
This may have also been a brilliant response to the economy in a time of heavy regulation, when the term performance must be hidden behind a race-only requirement. Just recently we discussed Viola V-Twin with Bruce who introduced us to the main player in the Viola team, Kevin Boarts. Here’s what he had to say:
BIKERNET: Tell me the code of the west behind Viola V-Twin or the mantra, or just a basic description.
KEVIN: That’s not a simple question. S&S was built around making motorcycles go faster. Proven Performance is not only part of our logo, it is embedded in everything that we do. Part of that is listening to feedback from our dealers. What they have told us is that they are performing more and more service work on a daily basis. Add to this and the independent dealer is having a harder time finding a source for quality service parts. Our response to this is Viola V-Twin. Our goal is to provide a one-stop shop for everything that the dealer needs to get the service job done and send his customer down the road with a smile on his face.
BIKERNET: How will your dealers benefit from VVT service kits.
KEVIN: Value. We bring value to the dealer in a couple of ways.
First: Quality. There are a lot of parts that S&S uses in the engines we build every day that work as well as or better than the parts in a stock engine. Those parts form the core of the Viola V-Twin products. To address the gaps in that offering, we have partnered with several other companies who share the S&S commitment to quality American made parts proven to work well. A product is not added if it does not meet the same high standards for quality that S&S is known for.
Second: Time. The dealer is not making money if he is not working on motorcycles. Many small shops are just one-or-two-man operations and placing a parts order takes both time and knowledge of the job to insure the proper parts list is compiled. Some dealers spend hours after the shop closes insuring orders are placed correctly.
Our Complete Service Kits take the guesswork out, as well as eliminate the need to page through huge catalogs for each individual piece. We have looked at a given job for a given motorcycle and put together all of the parts needed into one part number. For instance, if the job was to replace the cams in an ‘08 Ultra, the kit would not only include the cams but also the bearings, cam cover gasket, tappet cover gaskets, tappets, pushrods, and exhaust gaskets. Everything needed with one part number. 
That is assuming the owner wants to replace his worn out or failed stock cams. We have developed stock grinds for the rider who is not interested in adding performance. We haven’t forgotten the performance guy. The dealer can also order the same kit without the stock cams, so he can use any grind he wants. The list of kits is extensive and we covered as many of the common service tasks as possible. In addition to ease of ordering, this also adds an added layer of accuracy to the job. There is nothing worse than having a bike sit idle on a lift because a certain gasket or o-ring was missed when placing the initial order. S&S has also launched a Dealer Portal. It is not VVT specific but it benefits all S&S dealers. They can log on and place orders, check order status and history, track shipments and check inventory 24 hrs a day.
Third: Money. These are not cheap knockoff parts. They are premium parts with a proven track record for reliability. The end result will be fewer comebacks due to failed parts and a happier, repeat customer.
BIKERNET: So this is not about performance, sort of a switch for S&S? Is that the reason for the name change?
KEVIN: It is a shift, and that is part of the reason for the name change. We wanted there to be a differentiation between the go-fast parts of S&S and the service parts of Viola V-Twin. lots of parts cross over into both realms, but Viola V-Twin also contains parts from several other brands. Under the same Viola V-Twin umbrella you will find parts from manufacturers like Cycle Electric, Baker Drivetrain, Cometic Gaskets, and many others along with the S&S brand parts.
BIKERNET: Tell me how VVT will benefit the guy on the street?
KEVIN: The guy on the street stands to gain a lot. First and foremost we support the local independent shop. We provide top quality parts that are available to them, easy to order and fairly priced. Making it easier for the shop to do business is sure to translate to better customer service. An added benefit to the DIY guy is that he can order these Complete Service Kits for his own use. He just needs to order them through the dealer. Everybody wins. Plus the time saved in the service department is amazing.
BIKERNET: What years and models will the kits cover?
KEVIN: Viola V-Twin carries parts for 1936 to 2014 Harley-Davidson models. Currently, the Complete Service Kits cover 84-99 Evolution models and 99-14 Twin Cam models. Complete Service Kits for Sportsters and vintage engines are in my plans for upcoming releases.
BIKERNET: Will dealers and dealerships have access to your kits?
KEVIN: Absolutely. Our target is the independent S&S dealer, we want to be thought of as a silent partner, helping to take away the roadblocks to growing their business. However, there is nothing to stop a dealership from benefitting as well.
BIKERNET: How did you get involved and what is your roll. Whose inspiration was VVT? Should we give him or her credit or keep it to ourselves?
KEVIN: That requires several answers. I’d like to say that I woke in the middle of the night with divine inspiration for VVT. I’ve always wanted to walk around like Elwood Blues saying “I’m on a mission from God.” The truth of the matter though is this: The inspiration came from our dealers. They asked for this, I’m just helping to fill the order.
As for myself, I spent time in shops working in both parts and service. I have been the independent shop owner, and now I’m in a position to help. I also have a history in training the technicians of tomorrow, in addition to having a hand in the current S&S dealer training programs. Bundled up, my work experience makes me a good fit for managing our Service Parts offering.
BIKERNET: Will S&S have VVT Service centers set up at major events?
KEVIN: I have another ambiguous answer for that. We will not have an actual service area. The possibilities are just too vast for us to be able to service everyone’s possible needs. We cannot carry a complete mobile shop everywhere we go.
We do though have several people at any given event come to our trailer looking for advise or help. There are always tech savvy folks on hand to help. If you don’t see me personally, just grab one of the other event team members and we’ll do our best to assist.
BIKERNET: Will there be training connected to the kits and dealers?
KEVIN: At this time, no. Most of the parts and kits we have available should be familiar to our dealers. I will not rule this out as an eventual possibility though. I would love to host a seminar for the local dealers when we are at an event. It is only a matter of time.
BIKERNET: Tell me about this list of kits? Is this just the beginning?
KEVIN: The current list of Complete Service Kits is somewhat comprehensive for Evolution and Twin Cam engines. It is indeed just the tip of the proverbial iceberg. There will be a few additions to these categories this year. Kits for Sportster models is the next on my radar followed by the vintage engine families as time allows.
Watch for constant additions to the VVT offering. We only print the catalog once a year, but the website is under constant development and will always be the most comprehensive and current source. An up to date version of the catalog can also be downloaded at: http://www.violavtwin.com/parts/download-catalog/.
BIKERNET: Can I get a gasket kit for a 1926 H-D overhead valve Peashooter? What the hell?
KEVIN: Well, no, and while I know the spirit of the question, it gives rise to an important point. I am always seeking feedback from the customers. I talk to dealers everyday and value what they have to say. I have one check mark on the list for Peashooter gasket kits. I keep track. When I get enough interest, I will try to make it happen. Please send me suggestions by filling out the form at http://www.violavtwin.com/contact/parts-suggestion-form/.
Forever Bonneville Dreaming
By Bandit |
The infamous Bonneville Salt Flats, where mere mortals dreams collide with Reality…in many magical ways. From life long friendships to temporarily etching ones name in the salt.
This is the spot where you can follow your 5-Ball Racing Teams aspirations and adventures has we inch closer to the starting line anticipating the Starters Green Flag waving in a near heart stopping figure eight.
Here we go, one more time with Gusto!
Breathe deep….hang on tight…. pack your overnight bags….catch a plane…. a train or thumb it… think cheap sunglasses… bring your favorite shadiest, coolest hat. Then Haul Ass to the 11th Annual BUB Speed Trials and feel the salt crunching under your boots. Smell the Race Fuel at the crack of dawn….Listen to the finest tuned machines in town warming up….
Once on the Race Track under throttle, some Hot Rods purr, some bark, some growl and some flat ass snarl a wicked tune when the wick is twisted…..Come on out.
Our Mission Statement……
Our Sponsors products will be subjected to the harshest environment known to man, at maximum output after a life time of maximum effort.
The Bonneville Salt Flats just might be the toughest available test site this side of the moon. This one and only in the world test site, their all the one and only by the way…. will allow your 5-Ball Racing Team the opportunity to let it all hang out. Balls to the wall, tits on the tank, ass puckering, adrenaline gushing excitement as your 5-Ball Racing Team patiently waits for their shot at seeing THE…GREEN FLAG. The previous years dreaming in preparation for this very moment in time race through your mind in a hot flash while you wait for your moment on the salt to test your two wheel dream machines heart and soul, to test your inner strength and to test your tenacity,. Time to take care of business at hand. With an easy grip and a steady hand…….
HEY…Wake up, NUMBER…. 1944, Ray C Wheeler…. The Course is Clear, Your Free To Stage……………………a quick axel to axel mental check list, roll out easy to the starting line and…………
Snapping back to reality the long awaited spine tingling figure eight from the Volunteer track-starter ..means… Your-Clear-to-GO. Keep your eyes on the flag…..The Tower just transmitted a clear track with a calm 2 mph breeze pushing you down track….Your hearts in your throat while your heart rate is slowing to match your sweethearts low throbbing, turbo charged pulse….
The Volunteer Starters radio barks to life….THE COURSE IS CLEAR….The Green Flag is magically cutting a crisp figure eight……Holy Shit…. It’s your Team and your Team ONLY on the sometimes slippery salt.
Time to mosey to the proverbial pasture prepared to dance with the Devil at warp speeds, test your Sponsors Parts, test Your Hot Rods Guts and Stamina while seeking your personal nirvana.
Oct 24 2013
Today our 5-Ball Racing Teams Raycer is experiencing a major Air Plenum make-over in Marc Susman’s, Colorado Custom shop. Monday morning the aluminum plate arrived that Marc’s stellar crew of machinists will whittle the backing plate out of. With all plans subject to change at a moments notice, we’re on schedule to load and ship across the US to Dan Thayer’s shop in New York, www.vtwinfuelinjection.com for a tune up the end of the month.
The latest greatest rear sets are machined out of 1/2 inch plate drilled and mounted to the frame. Next we park my ass on the hot rod to pinpoint a comfortable location for the foot pegs. We’ll re-position the handle bars, changing the angle for the perfect fit. Rebuild the wheels with ceramic bearings, paint, stripe, then mount the latest offering from Lyndall Racing Brakes. The newest Lug-Drive Composite
November 11, 2013
Tuesday afternoon visited Mark Susman’s Colorado Custom shop while making my daily rounds. The Crew in the machine shop have finished one bad ass Air Plenum that has re-moveable velocity stacks.
Next on the even shorter list, or is it growing, we’ll modify the positioning of the handlebars for a non-cramped comfortable feel.
Seems the more we accomplish, the more we discover we need to do. The lightweight 17” Busa wheels will be removed off for detailing, ceramic bearings, new rubber and balancing.
The front carriers mounting the latest Lyndall Racing Brakes composite rotors will get the blacked out treatment. The latest composite rotor for a lightweight Busa rear rim is in the machining process for 60 percent less rotating mass. Should spool up quite easily. Once these tasks are accomplished we’re trouble shooting the wiring harness connecting the four fuel injectors to the Daytona Twin Tech Computer. This summer on the salt we had a Gremlin hiding somewhere. Possible component failure or? Look out Gremlin, we will find you it’s just a matter of when?
Nov 21, 2013
This week was very productive in the quest for speed department. Marc Susman at Colorado Custom recently challenged his Crew with a one off labor of love project. There is nothing like building a Bonneville Land Speed Motorcycle from scratch.
The Susman Crew designed, then welded and machined one bad ass-solid-will-hold-air-Plenum with a pair of removable velocity stacks for tuning options. The unit is mechanic friendly for easy on and off if and when it’s necessary.
Marc rolled one of the shop chairs next to the lift and installed the first class Air Plenum. The shorter velocity stack might perform on the street a tad better than the longer version?
The dyno at Dan Thayers, www.vtwifeulinjection.com shop in New York will give us the needed input in the near future.
Over the next few hours, or days Dr. Willie will meticulously check the fuel injection system components for continuity, then follow each wire from A to B looking for the elusive Gremlin(s).
Next on the list we locate the comfortable position for foot pegs, layout and drill the 1/2 inch steel plate then securely mount the pegs. Cut and thread a longer piece of linkage to connect the shifting arm, adding side clearance at the pivot point for easy, positive shifting.
Imagine clicking into second or third gear at about 5,500 RPM or more, while rollin’ at well over 100 plus a pocket full of spare change, a positive shifting experience might be the desired result. The salt flat Mantra? Fixate on a long distance target, keep the wheel in front and gently, in the name of traction, squeeze the trigger for the ride of your life time on the best seat in the house.
November 28.2013
So here comes Monday morning and we’re off to the races one more time, with a plan. The 5-Ball Raycer is on the rack getting a thorough once over in preparation for the upcoming road to Dan Thayer’s in New York for a world class tune up.
Dr. Willie spotted a slight inner primary leak by the alternator. Removed the primary cases, cleaning and re-sealing for an oil tight seal. Next, we’ll need a gasket and oil. We’re also replacing the inner primary chain.
Low and behold the mount for the Turbo pulled apart, as in stressing a weld apart. Seems the engine grew while on the dyno, blame it on the heat. We’re guessing the parts moved at least a 1/16th of an inch or more. Due to a slight design flaw, we attached the front cylinder exhaust in a solid manner attaching to the Turbo mount and front engine mounts.
The pipe to the rear head connects with a slip joint and works perfectly allowing for growth. The front mount solution is a newly machined Turbo mount with a slip joint installed in the front pipe allowing for engine growth. Our dyno passes at half throttle in Ron Williams former shop located in San Jose must have pulled the mount apart. The dyno is the perfect spot to seek out design flaws…Better than on the race track.
Growing pains with solutions, easy if you say it real quick. Better than ten months until Bonneville!
Dec, 5 2013
Speaking of projects. Our 5-Ball Raycer is on the rack at Dr. Willie’s for a short list of to-does before we load and ship to New York for a Dan Thayer Tune Up. The rear foot pegs are looking for a happy spot. We’re real close today.
The Doctor removed the heavy duty STD inner and outer chain cases for a look, seems we had a slight oil leak? While giving the Hot Rod a once over scrutinizing we discovered the Turbo mount had ripped itself into two pieces. My guess is we strained the mount while running on the dyno in San Jose.
4/15/2014
Stay tuned for up-to-date…. up-dates, we have a lot of exciting progress to report.
Yes, we are prepared to test our Sponsors parts on the dyno, the street and last but not least the Adrenaline Fueled Bonneville Salt Flats, at the Bub Speed Trials August 23-29.
5-Ball Racing Sponsor List
Click on Logo to visit their website
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The Endless Highway – Part Three
By Bandit |
Although on the road for 5 consecutive years now, Joe’s story began long ago…
In 1979 a motorcycle accident laid Joe up in the hospital for two months. While there the profound realization came that life is fragile and could end at any moment. This revelation brought the realization that he’d better squeeze as much riding as humanly possible into whatever time there was left.
But it wasn’t until 1998 that things really began to change.
In that year Joe received a DUI and abruptly quit drinking. The lack of booze provided dramatically more time and money for riding. His old drinking buddies faded away and new friends were needed—preferably riding friends. The International Brotherhood of Motorcycle Campers filled that need. This touring group travels extensively and has learned ways to camp everywhere and for almost nothing. Anyone may join and this group: http://www.ibmc.org/
This new development expanded Joe’s horizons dramatically and would ultimately lead him to the endless highways of the full-time motorcycle drifter.
In time Joe improved upon these inexpensive-campground methods and now often secures camping for as little as $2 a night, and sometimes for free. Therefore Joe’s methods tend to center around the use of campgrounds, but the story does not end there.
As a boy, Joe Sparrow hung around motorcycle shops until one finally gave him a job. Since then his work has almost always centered in the motorcycle industry. For some years now, Joe’s enjoyed a very unique part-time position (mostly because they like him) at J&P Cycles parts distributors. J&P sets up vending booths at all the major biker events around the country; which keeps Joe in motion for the summer’s duration.
This company offers its employees the hotel rooms and other accommodations that Joe enjoys for around 100 days a year. Once free to roam the country at his leisure again, this drifter re-employs his campground expertise or, like the rest of us, simply adapts to whatever adventure the highway God throws his way.
Although Joe’s owned a few Harleys in his day, this serious traveler prefers the very roadworthy Honda Goldwing, and his latest bike, a 2002 model, now shows 378,000 miles on the speedo. As seems to be the norm among nomadic riders, this man sees personally to almost all of his bike’s mechanical needs; for just like all bikes, the Goldwing has not been without its problems.
My dealings with Joe Sparrow have proven him one of the most humble, kind, and giving people I’ve known. This natural quality has inspired ongoing expansion among the many who already call him friend across this great nation and Canada too. I genuinely look forward to the next time our paths cross.
If you’d like make contact, or just follow Joe Sparrow’s exploits, then please friend him at Facebook or Twitter .
About the IBMC
The International Brotherhood of Motorcycle Campers is a family-oriented, non-brand-specific club composed of a very diverse group of people who have one thing in common: we like to ride and camp. We ride Hondas, Kawasakis, Suzukis, Yamahas, BMWs, Harleys, Guzzis, and Triumphs. We can be found camping in everything from expensive motorcycle camping trailers to $29 Wal-Mart tents. We tour on big highway bikes, scooters, and everything in between.
Members decide when and where they want to have a campout, and post the details on our web site; they’re also available in our bimonthly newsletter, The Campfire Ring. When the date arrives, people show up. There may be three campers or sixty-three. We have a saying in our club: “It only takes two people to make a campout.” We have campouts planned this year in every corner of the country, and a full three seasons of camping. Our members hold their campouts in campgrounds ranging from the very primitive to those offering full services.
The cost for joining the club is $15, which includes everyone in the household. For this you get six issues of The Campfire Ring, a yearly IBMC Handbook, listing all of the members, a membership card, and assorted goodies. If you are interested in becoming a member, please print, fill out the Membership Form, and send it along with a check or money order to:
The IBMC
PO Box 24
South Fork, CO 81154
NCOM Coast To Coast Biker News for April 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 COAST TO COAST BIKER NEWS
Compiled & Edited by Bill Bish,
National Coalition of Motorcyclists (NCOM)
U.N. CALLS FOR UNIVERSAL HELMET LAWS WORLDWIDE
The United Nations has approved a resolution on road safety that, in part, calls for member nations to enact mandatory helmet laws. Cosponsored by United States’ ambassador Suzanne Powers, the non-binding resolution also calls for laws against distracted driving (such as banning inappropriate cell phone use and texting while driving) and supporting global harmonization of vehicle regulations (which could include anti-tampering measures to prevent customizing and equipment modifications).
The U.N. General Assembly voted to approve the “Improving Global Road Safety” resolution on April 10, 2014 to encourage Member States “that have not yet done so to consider enacting comprehensive legislation on key risk factors for road traffic injuries, including…the non-use of helmets…”
While countries that belong to the United Nations are not required to comply with such a “non-binding resolution,” many “member states” heed UN recommendations and can set the stage for further restrictions on motorcycles and motorcycling around the world.
FTC SEEKING COMMENT ON ETHANOL LABELING
The Federal Trade Commission (FTC) is soliciting comments on a proposed rule to require additional labeling at the gas pump for blends of gasoline containing more than 10% ethanol, despite the knowledge that such higher levels of ethanol-laden fuel causes engine and fuel system damage in motorcycles and ATVs and can void manufacturer warranties that extend only to the use of E-10.
“In response to the emergence of ethanol blends as a retail fuel and the likely increased availability of such blend,” the FTC proposes an additional label to avoid inadvertent misfueling, but under the rule the label would be rounded to the nearest factor of 10; so fuel containing up to 14% ethanol would be inaccurately labeled “E-10”.
Acknowledging that, “In motorcycles and nonroad products, EPA raised engine-failure concerns from overheating,” the FTC solution is another label on the pump, and is seeking public comments now on their rule proposal. Deadline to submit comments is June 2, 2014.
WASHINGTON STATE RIDERS ALLOWED TO RUN RED LIGHTS
Washington motorcyclists will soon be allowed to run red lights under certain conditions, under Senate Bill 5141 recently signed by Governor Jay Inslee, which will allow riders to proceed through traffic stops controlled by ineffective detection devices.
Traffic vehicle detection devices are scattered throughout the state in both rural and urban areas, giving streets green lights when they need them and reds when they do not. The devices, which come in the form of cameras or underground sensors, register vehicles stopped at intersections and cue traffic lights accordingly. But to motorcyclists, the technology represents the opposite of traffic efficiency, as the devices often fail to register their bikes, creating inconvenient and sometimes dangerous moments at busy intersections.
The motorcycle community’s longstanding wish for a solution was granted on March 31 when Gov. Inslee signed Senate Bill 5141, giving motorcyclists the option of running red lights that rely on ineffective vehicle detection devices. When motorcyclists encounter devices that fail to notice their presence, they will be allowed to proceed through the light with “due caution” after one complete cycle.
Weight-bearing traffic signal mechanisms were developed in the 1920s, but have mostly been phased out over the years in favor of induction loop signals which are buried in the road and triggered by ferrous metal. Many of the newer detection devices are cameras that control traffic lights based on sight or timing.
“There was no safe and legal way to get through until this legislation passed,” Larry Walker, Government Relations Specialist for the Washington Road Riders Association, told the Oregonian newspaper.
Fourteen other states have passed similar legislation. Senate Bill 5141 takes effect June 12.
MOTORCYCLE CLUBS RALLY IN SUPPORT OF MONGOLS IN PATCH SEIZURE
Thousands of bikers from throughout southern California recently rallied in a “show of support” to combat a lawsuit brought by federal authorities seeking to take control of the Mongols M/C patch logo. The U.S. Department of Justice last year filed a lawsuit seeking to seize control of the trademarked logo of the Mongol Nation Motorcycle Club LLC, arguing that the Mongols are a criminal organization and that the mark is used for intimidation.
But the Mongols and their attorneys argue that the government is overstepping its bounds with the lawsuit, which they said would infringe on the rights of club members. “They’re trying to destroy the right of men to associate and indicate their association,” said an attorney representing the club.
The trial, previously scheduled to begin last month, has been postponed to late September.
Federal prosecutors, following an October 2008 operation dubbed “Black Rain” in which dozens of Mongol members ultimately agreed to plead guilty to a host of charges, have labeled the Mongols an “outlaw motorcycle club” and argue that the government therefore has the authority to take control of the Mongols’ logo to prevent violence.
The lawsuit breaks new ground in terms of trademark law, and may end up at the Supreme Court. Unlike a business trademark controlled by a single entity, the Mongols’ logo is a “collective membership mark” that is legally owned by one entity, but held in trust for the members; “It’s the votes of club members that ultimately determined who is allowed to wear the club’s patch.”
The Mongols have also filed a motion to have federal Judge Otis Wright II removed from the case, alleging bias. Wright, who ruled in favor of the Mongols in a 2008 lawsuit brought by a member whose patch was taken by law enforcement, has made statements indicating he is prejudiced against the motorcycle club, and it was Wright who first suggested to prosecutors back in 2008 that they could go after the Mongols’ trademark.
If the Justice Department’s lawsuit should succeed, it would eventually affect more than just the Mongols, the club’s attorney told the Daily News; “They’ll go after all of the motorcycle clubs.”
YEMEN BANS MOTORCYCLES TO PREVENT ASSASSINATION ATTEMPTS
The Yemeni Interior Ministry imposed a temporary ban on motorcycles in Sanna as consecutive drive-by shootings underscored the capital’s worsening security situation, Xinhua news agency reported.
Hit-and-run attacks have become common in Yemen where a popular uprising in 2011 weakened government control, so the supreme security committee ordered the ban to prevent assassination attempts.
Within a matter of days, two people were shot down outside their hotel by gunmen on a motorcycle, the director of training at a police college was shot by motorcycle gunmen, and a member of parliament was killed by motorcycle-riding assassins near the Ministry of Defense.
SRI LANKA MAY REQUIRE LIGHTS-ON FOR MOTORCYCLES
In Sri Lanka, an island country off the coast of India where motorcycles are a prominent form of transportation, Police Headquarters is evaluating the use of headlights by motorcyclists during daytime to prevent accidents, and may consider its legalization under the Motor Traffic Act, sources said.
A lights-on program was initiated during the last week of January but police said it was still too early to assess its success. A senior police officer of the city traffic division said if it was found to be successful it would be legalized and introduced countrywide, adding that it was found that motorcycle accidents had reduced in many African countries on the implementation of similar laws.
WEIRD NEWS: MOTORCYCLIST’S ERECTION LAWSUIT PETERS OUT IN COURT
A California court has dismissed a motorcyclist’s erection lawsuit, in which the rider alleged that a four-hour ride on his 1993 BMW K1100RS motorcycle led to a prolonged and painful erection that lasted 20 months, because the evidence didn’t stand up in court.
The motorcyclist filed a product liability lawsuit against BMW and the seat maker, claiming a motorcycle design defect in the motorcycle’s “ridge-like” saddle design gave rise to his nearly two-year long bout of priapism. He claimed the painful condition left him “unable to engage in sexual activity, which is causing him substantial emotional and mental anguish,” and he sought damages for lost wages, medical expenses, emotional distress, and general damages, motorcycle blog Visor Down reports.
A urologist testified that the plaintiff indeed suffered from priapism, but the court rejected the testimony of a neurologist who claimed the motorcycle’s vibration caused the disorder. That rejection of testimony led to the case’s dismissal for lack of hard evidence.
Strangely enough, one man who filed a medical malpractice suit for a faulty penis implant complained that his eight-month erection prevented him from doing one of his normal activities: riding his motorcycle.
Click for the new 5-Ball Racingleather line.
FUNERAL PROTEST LAW UPHELD
Fred Phelps, the infamous founder of the Westboro Baptist Church — the Kansas congregation known for picketing funerals with anti-gay signs — died of natural causes on March 19 at the age of 84, and his death and reported excommunication from the church dovetails with a recent decision by U.S. District Judge Fernando Gaitan, Jr., bringing closure to a nearly eight-year long legal fight over the group’s funeral protests.
The Westboro church gained notoriety for protesting funerals — especially for troops killed in combat — to express their belief that God is punishing the U.S. for homosexuality, but Missouri lawmakers responded to a 2005 Westboro protest of a soldier’s funeral by passing a general prohibition against protests and pickets near funerals from one hour before they start until an hour after they end, later adding a specific 300-foot buffer zone.
Following a protracted 8-year legal battle involving the Eighth Circuit striking down the general prohibition as an unconstitutional infringement on free speech, which was later reversed and sent back to Gaitan for further proceedings, whereupon Judge Gaitan subsequently upheld the Missouri law.
In Phelps’ later years, the protests themselves were largely ignored or led to counter-demonstrations that easily shouted down Westboro’s incendiary message. A motorcycle group known as the Patriot Guard Riders arose to shield bereaved mourners at military funerals from Westboro’s notorious signs.
In an ironic twist, the debate soon shifted to whether people should protest Phelps’ funeral, but according to Phelps’ daughter Margie Phelps — an attorney who argued the church’s case before the U.S. Supreme Court — ”There will be no funeral.”
NCOM CONVENTION TEACHES RIGHTS, PREACHES UNITY
The largest gathering of motorcycle rights activists in the world will take place in Dallas for this year’s annual NCOM Convention, which will draw thousands of concerned bikers from across the country to discuss legal and legislative topics of concern to all riders.
The 29th annual NCOM Convention will be held Mother’s Day weekend, May 8-11, 2014 at the Intercontinental Hotel – Dallas in Addison, Texas. Hosted by the Texas Confederations of Clubs, all motorcyclists are welcome and are encouraged to participate in the many meetings, seminars and group discussions that will focus on legislative efforts and litigation techniques to protect riders’ rights and preserve Freedom of the Road.
Nearly three decades ago, on January 27, 1986, leaders of various motorcycle groups from across America met in Las Vegas to discuss a “coming together” and the need for a national united front to protect the biker life-style and riders’ rights, and the National Coalition of Motorcyclists (NCOM) was born from that gathering.
Founded by personal injury attorney Richard M. Lester and wholly supported by the Aid to Injured Motorcyclists (A.I.M.) nationwide network of motorcycle-riding lawyers, NCOM has grown to over 2,000 member organizations representing hundreds of thousands of concerned motorcycle riders nationwide. The goal and purpose of NCOM is to assist all motorcycle organizations and individual riders with legal, legislative and other motorcycling issues.
For more information, or to pre-register for the 2014 NCOM Convention, contact the National Coalition of Motorcyclists at (800) 525-5355 or visit www.ON-A-BIKE.com.
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Larry Barnes And His Indian
By Bandit |
Like so many other motorcyclists, my Dad was directly responsible for getting me involved in motorcycling. But the sport gave us much more than just the fun of sharing a hobby…it gave us the opportunity to become “best friends.”
My father, Donald W. Barnes, was born in 1920 and grew up during the depression. His father (my grandfather) operated small bicycle repair shop out his garage trying to make ends meet, so I guess you could say my father got his introduction to two-wheeled transportation from his father, which makes this a three generation story. But my Dad, like most boys do these days, quickly developed the urge for something with a motor.When he was about 20 Dad started racing dirt track and TT with his brother, Clifford, as his tuner. He became a state-ranked TT expert in the late ‘30’s, winning about 35 local and regional races. His favorite racing mount was a modified 1929 Indian 101 Scout. My uncle had changed cylinder heads for more performance and mounted a larger front wheel to keep the frame from digging in while cornering. Pretty advanced stuff for those days. They bent the hand shifter in such a way that Dad could shift gears with his knee (don’t ask me how) and not let go of the handlebars.
Unfortunately, World War II halted his (and so many other’s) racing career. And when Dad came back it was time to settle down, marry his sweetheart, Dorothy, and raise a family (me and three other kids). But Dad hadn’t lost his enthusiasm for motorcycles. Together he and Dorothy opened an Indian dealership in Wooster, Ohio, across the street from his father’s old bicycle repair shop.When Indian folded, Dad sold off his remaining stock for, and finally his beloved Indian 101 Scout. I still remember it going out the driveway in the back of a pickup truck. I guess Dad figured he’d never need it again or maybe we needed something for the house that the $50 he got for it would buy. (Big mistake.)
Mom, without telling any of us, tracked down the guy who Dad had sold the Scout to 30 years later. Unbelievably, he still had it. Well, most of it anyway. Apparently the guy’s son was good at taking things apart but not very good at putting them back together. Dad’s Scout had been completely disassembled in a dirt floor basement and left 20 years to rust. But Mom bought the priceless pile of rusty parts for $500 and gave it back to Dad for their 40th anniversary. And so began a restoration process that took another five years until Dad’s 1929 Indian Scout 101 dirt tracker was restored to its original factory condition. When it came time to ride it for the first time, he jumped aboard and took off like no time had passed at all.
Dad, Mom, and the whole family really enjoyed having the Scout back as a member of the family. Dad would ride it in community parades and we’d all go on outings with the All-American Indian Motorcycle Club. It meant the world to him…and no visit of mine was complete until we went to the shop and discussed what needed to be changed, fixed or shined. And of course, started one more time.Unfortunately, Dad got to enjoy Scout for only a few years before he was diagnosed with a brain tumor. The motorcycle then became his reason to live. If only he could get well he could ride again. But it wasn’t meant to be. The last time he was able to be outside the house, I rolled his wheelchair out to the shop to see his beloved Scout. We sat him on the seat and could see through our tears that he was reliving a ride (or maybe a race) that he had experienced 50 years before. I’ll never forget the moment when he feebly pointed at a spot of impending corrosion and I knew he was reminding me to take care of the bike when he was gone.
Dad died in 1996 and the Scout is mine now. It will never leave the Barnes family again