The Legends Ride, the premier celebrity/charity event in motorcycling, today announced an all-star roster of film, television and motorcycle celebrities ready to meet participants as part of the most anticipated and widely popular events of the annual Sturgis Rally.  The Legends Ride, now in its 6^th year, kick starts the rally on Monday, August 5^th. More than $300,000 has been raised for local, Black Hills charities since its inception.  Tickets for the must-attend Sturgis event are still available by calling (605) 347-9000 or by logging onto www.legendsride.com.

The Legends Ride invites all motorcycle riders and enthusiasts to join R. Lee “The Gunny” Ermey celebrating Victory Motorcycles 15^th anniversary, Celebrity Apprentice and Twister Sister front man Dee Snider, heartthrob Kristy Swanson, WWE Hall of Famers Jim “The Hacksaw” Duggan and Greg “The Hammer” Valentine along with the first family in motorcycle customization Arlen, Cory and Zach Ness as well as host of other celebrities, artists and cigar aficionados participating in this epic ride to raise needed funds for the Black Hills Special Olympics and Sturgis Motorcycle Museum & Hall of Fame.

“The Legends Ride is all about promoting South Dakota and showcasing the generosity of motorcyclists to a world-wide audience” says Rod Woodruff – president of the Sturgis Buffalo Chip.  “No other event in Sturgis can match the world class-motorcycle atmosphere of the Legends Ride, from which 100% of rider’s contributions go directly to its chosen charities.” “We are delighted to see so many celebrities, business leaders, media and rally goers come together to support this worthwhile event. 

The Legends Ride kicks off in historic Deadwood with events and entertainment at the Silverado-Franklin and Deadwood Tobacco Company followed by a scenic ride through the Black Hills, ending up at the Sturgis Buffalo Chip for a special riders-only reception with complimentary food, drinks and triple-headliner concert featuring Jared James Nichols, the Doobie Brothers and Kid Rock. To highlight festivities, a special live auction will be held in Deadwood for the sale of the 2013 Legends Ride custom Harley built by the students of Sturgis Brown High School.  

“The Legends Ride has grown and given back to charity tremendously in just five short years.  The popularity of the event continues to grow, and we are grateful to be part of something that helps so many,” said George Milos, executive director of the Deadwood Chamber of Commerce & Visitor’s Bureau.

Industry-leading corporations throughout the United States provide support for the Ride that Rocks ™! Their support allows for 100% of riders contributions to be donated directly to the Black Hills Special Olympics and the Sturgis Motorcycle Museum & Hall of Fame. We thank Budweiser, Black Hills Harley-Davidson, the Deadwood Chamber, Epiphone Guitars, GEICO Motorcycle, Hot Leathers, Interstate Batteries, Pepsi Cola Bottling Co., Russ Brown Motorcycle Attorneys, Silverado-Franklin, WOW! and Victory Motorcycles for creating a memorable experience for Legends Riders and sharing our enthusiasm.  Tickets can be purchased at www.LegendsRide.com or by calling (605) 347-9000. With tickets in short supply, those interested are encouraged to act quickly.

I’ve known Bob Clift for a decade and we recently hung out at his Las Vegas home. He was the friend of a friend who worked Las Vegas casinos in sales as a VP. He’s perfect for the sales world, good-looking, sharp-witted, and a fast talker. But there’s another grease-stained edge to Nevada Bob, and if you look close, it has Indian Motorcycle engraved into the polished blade.

Bob doesn’t sport a single tattoo. There’s no facial hair, but he does own a partially assembled 1915 Indian in his living room. He has two Bonneville World Land Speed Records under his belt, both on a 1953 Indian Chief, and he’s ridden cross-country a half dozen times, three instances on vintage Indians.

He’s perhaps the only man I ever met who was in the process of restoring five vintage Indians at the same time, and dissimilar models. His father hated motorcycles, although his two brothers rode. But he bent his desire to force Bob to be an athlete, and bought him a Rupp mini bike at 12, then a Honda Trail 70. His dad, an architect and school chum of the founder of Holiday Inns, designed hotels for Holiday Inns after he played AAA baseball in the Cardinals organization, and at 6’4” played basketball for the fledgling NBA, back in the day.

As a youngster, Bob worked in a Kawasaki shop, but during lunch he grabbed a sandwich next door and returned to dark recesses of the shop, where he could sit in peace on a ’41 Indian four-cylinder and eat. Down the street from his folks’ old middleclass house where he grew up and his grandfather was born, was a neighbor who owned a half-dozen classic Indians.

“I was intrigued with Indians at a young age,” Bob said, “and always broke, I was forced to learn how to fix everything I rode, but don’t talk to me about electrics.”

At 16, Bob convinced his folks to approve a cross-country ride on a 500 cc Honda four with clip-ons. “It had to be a road racer,” Bob said of the most uncomfortable riding position on the planet. Still broke, he spent only two nights in hotels, borrowed a pillow to assist his slim seat, and slept on the ground as he rode to Los Angeles to visit an uncle, then his sister in San Francisco, the hub of the hippie generation and the freedom movement in America. He rode across the country twice more in his younger years on a Z-1 900 Kawasaki, “a much more comfortable ride,” and then a ’75 BMW. “I turned into a pussy by then. It’s the best motorcycle I ever owned.”

It wasn’t until the ‘80s that Bob stepped into the Indian restoration world. He went nuts and bought everything Indian, from outboard motors to a ’69 Floyd Clymer Indian Mini bike, salesmen’s car- shock samples, auto window ventilators, promotional doodads such as Indian fishing reels, cigar cutters, knives, and oil cans. “I have Indian crap everywhere.”

Remember the 1915 in the living room? “It’s going back together,” Bob said. “I had the wrong tanks on it. Did you know 1953 Indians had the same transmission main gearset as the ‘15? You can interchange them.”

Bob hooked up with the masters of vintage Indians, Kiwi Mike and the late Max Bubeck. “Max still has a dry lakebed record on his Chief that he set in the 1940s,” said Bob. Max also won the Greenhorn Enduro back in the late ‘50s on a 1938 Indian four-cylinder. Max was a one of a kind racer.

While we roamed around his desert country home, Bob pointed out various Indian projects and historic elements.

“Here’s my Indian 3-wheeler, a Dispatch Tow. The Harley Servi-cars are a dime a dozen, but these things are rare as hen’s teeth,” Bob said. “They’re so different, the first time you go into a corner, you instinctively lean and they don’t lean. You have to actually steer it. And it has crap brakes. I mean all old Indians had crap brakes, even on a good day.”

This has reverse transmission and the tow bar on the front. “I started out riding a tricycle wearing a diaper, now I’ve got another tricycle and I’m getting close to the diaper again!”

We stumbled into one of his partially completed Chiefs, a 1934 model. “This is another one that’s an inch from the finish line. I just have to repair the magneto, and I finally found the correct antique crimper, so I can properly crimp the plug leads.”

Next to the ’34 is Bob’s ’53 Chief, one of the last ones produced before the Indian factory closed its doors for good. “This is the one I ran at Bonneville for the last two years,” Bob said. “The seat is wild. Isn’t that the ugliest damn thing in the world? That’s what I like about it. In ‘52 and ’53, Indian was so broke half their suppliers wouldn’t sell them stuff anymore. They were using any speedometers they could find. Linkert wouldn’t sell them carbs anymore. They started using Amal carburetors because the British didn’t have enough sense to know they shouldn’t extend them credit. That’s when they used these god-awful bench seats.”

In another corner sit two old outboard motors. “Indian in 1930 decided they were going to diversify and started making outboard motors,” said Bob, “so both of the versions are side-by-side over there – the mini outboard motors. They didn’t sell so they were discontinued after one year.”

“This is a bike that anyone with a lot of experience with Indians will tell you was the best bike they ever made,” said Bob of his 1930 Indian 101 Scout. “They made this model in ’29, ‘30 and ‘31. Then to save money after ’31, they started putting a Scout motor in the Chief chassis, which effectively ruined the best model they ever produced. This one is an amazing combination of handling and power and very easy to ride. I’ve never ridden another bike in my life where it’s just an extension of you. You sit on it and it’s like you’re wired into it. That’s why people still use Scouts for wall of death bikes today. They’re incredibly stable; it’s almost like they read your mind.”

He sold his ’27 Chief about a year ago to Jim Petty and Jim rode it on the Cannonball. “He took my old girl and flogged her in the Cannonball. Other guys rebuilt their bikes nightly. Jim just woke up every morning and went for a ride—until the throttle cable broke on the last day.”

The first Cannonball two years ago was going to be a Harley versus Indian extravaganza. So Excelsior finished first, second, and third. “This year who wins it? Excelsior! I love that,” said Bob. “I thought that was hysterical. Okay boys; put your egos on the shelf. You got beat by a 1913 Excelsior-
Henderson.”

Bob’s a rider to this day. He rode a 2002 Softail Springer across the country from Florida to Vegas, and two summers ago rode a dual sport from Vegas to the top of Alaska, then to Key West and back. “But I’ve ridden that ‘53 Chief and my ‘47 Chief both cross-country and they’re far more comfortable,” Bob said, “I rode my ’47 Chief on the Century Ride Home in 2001 from California to the old Indian factory in Springfield, Mass.”

In 2012, he drove from Vegas to BUB’s Bonneville Speed Trials, looking to set another record on his ’53 Chief. “I drove up on Friday after work, expecting to spend at least 5 days on the salt.” He then received an urgent casino meeting call. He was requested to attend a 9 a.m. meeting back in Vegas on Monday morning, about a 7-hour drive from the flats. He was standing on the salt after a downpour when he received the notorious call. Saturday was registration and tech inspection and Sunday was the first day of racing.

“I had to pass tech on Saturday and be in the pits ready to race Sunday morning at the crack of dawn, and get in line as fast as I could,” said Bob. “I had to make a run, set the record, and return to impound and wait for another back-up pass. They finally sent me back the other direction to back it up.”

His all black Chief wasn’t running right and he discovered a casting pinhole in the rear cylinder head. He made the final pass anyway. Although his rear cylinder ran lean and hot, the Chief survived the three-mile speed run return leg.

“I returned to scrutineering and had to tear the bike down quick, and then the tech guys said, ‘We’re gonna go to lunch!’ I thought they were just giving me a hard time, but they weren’t. I had the engine torn down, and sat there for an hour waiting for them to finish lunch.”

Fortunately, the bike passed everything. “I loaded up the truck and I was back home in Vegas about 8 the next morning. All the stars had to be aligned.”

Kiwi Mike stumbled into Bob’s garage as we gawked at one Indian artifact after another.

“This one’s a ’38, a rigid,” Mike said. “They started with the sprung version in 1940. It had one of the coolest motorcycle instrument dashes ever made, like an airplane panel. The numbers are really cool. It’s the Deluxe, the top of the line speedometer. You get a trip meter and a maximum speed hand to tell you how fast you’re going – like the police had. This might have been an old police bike.”

The 1940 models were built while DuPont owned Indian. “DuPont paint years were from ‘29 to ’45,” Mike said. “Indians got fancier. Still had that association into ‘46. If you didn’t like paint hues offered as standard, you could research the DuPont catalog and use any color they listed for a few dollars more.”

Mike pointed at Bob’s 1930 Indian Scout and the historic information began to flow. “The 101 Scout was the most common Indian,” Mike said. “Bob’s is a 1930, middle year (‘29, ‘30, and ‘31). The late teens were the Powerplus years. The 101 would have been superior to anything else back then technologically. It was the bike of the era, but they rested on their laurels, then Harley came along with the OHV Knucklehead.”

We could’ve spent several days roaming the sprawling rooms, closets, and sheds surrounding Bob’s home talking motorcycles, but he had projects to complete, cross-country rides to plan, and we faced a magazine deadline.

I’m sure we will feature more rare and rebuilt Indians after the skillful Nevada Bob has his way with them.

This year’s Calendar Motorcycle Show continued it’s long standing tradition of showcasing top Celebrity Builders in the Calendar Bike Building Championship, selected Vendors and Exhibitors, together with Calendar Girl Music live performances. And as always, this year’s Show celebrated the world premier of the new 2014 FastDates.com Motorcycle PinUp Calendars photographed by Show producer Jim Gianatsis featuring the world’s top SBK World Superbikes, sport and cafe bikes, and custom motorcycles with the beautiful Calendar Kittens. On hand throughout the day to meet with fans and pose for pictures were Calendar Kittens Apple Price, together with official SBK World Superbike grid girls, Jessica Harbour and singer songwriter Sarah Horvath.

Classic Metric: Adam & Lisa Gaspic / Gasser Customs Honda CB350 Cafe Bike

Chris Redpath, Custom Suzuki TL1000 Streetfighter

Alan Beatty, Retro Custom Brown/Tan H-D Sportster

 

2013 Calendar Bike Building Championship Results

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

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

EMISSIONS TESTING NO LONGER REQUIRED FOR MOTORCYCLES
The U.S. Environmental Protection Agency has dropped its requirement that Phoenix-area motorcycles undergo annual emissions inspections, the last place in the country to require such testing. The federal agency has approved a request from state environmental officials in Arizona that motorcycle tests be discontinued, effective immediately.

The request to drop the testing requirement came in response to a 2008 state law requiring the Arizona Department of Environmental Quality to do an analysis of pollutants emitted by motorcycles and make a proposal to the federal agency. “Our analysis has determined that the cost and inconvenience is not providing a significant environmental benefit,” said Trevor Baggiore, deputy director of air quality at ADEQ.

Even though motorcycles account for 3.5% of vehicles on the area’s roads, the department’s analysis determined that they emit “insignificant” amounts of pollution, accounting for less than 1% of total emissions in the Phoenix metro area.

Pima County (Tucson) and Maricopa County (Phoenix) were the only areas in the United States that required motorcycles to pass yearly emissions inspections at a cost of $19 per test, and Pima County halted motorcycle testing in 2007.

Congratulations to ABATE of Arizona, the MMA of Arizona and the Arizona Confederation of Motorcycle Clubs (ACMC) for their years of stalwart efforts to relieve Grand Canyon State riders of these unnecessary costs and burdensome time wasted in long lines.

ANTI-ABORTION MEASURE RIDES MOTORCYCLE BILL THROUGH N.C. HOUSE
In controversial political maneuvering, the Republican-controlled North Carolina House recently pushed through anti-abortion legislation, using as their vehicle a motorcycle safety bill that lawmakers had stealthily gutted and turned into a measure to further regulate abortion clinics.

Republicans introduced the legislation (S.B. 353) in the House Judiciary Committee the previous morning by attaching the abortion provisions to a motorcycle safety bill — without first notifying either the public or their Democratic colleagues. “This bill came hurriedly through the Senate, rerouted through the House on a motorcycle,” lamented state Rep. Alma Adams (D). “No input from stakeholders, no public scrutiny, no transparency, no fiscal note.”

The final vote was 74-41 on July 13; the bill now heads back to the GOP-led state Senate for approval, then on to Governor Pat McCrory (R) who says he will sign the measure into law if it reaches his desk.

GUAM ENACTS “LIMITED HELMET LAW”
Originally, Senator Tommy Morrison’s bill called for universal helmet use for all motorcycle riders in the U.S. protectorate of Guam, but the revised version of his proposed helmet law makes it mandatory only for riders under the age of 18 and for those with less than 3 years riding experience.

After a lengthy public hearing and receiving input from the community, Bill No. 87 “Limited Helmet Law” passed unanimously, and also requires new riders to first complete a defensive driving/motorcycle safety education course prior to being licensed and prohibits licensees from operating a motorcycle or scooter of larger engine size than that which they take the motorcycle exam on. In order to operate a motorcycle with a larger engine, the operator must apply and test for a new license under that engine size.

AMENDED HELMET LAW HAS POSITIVE ECONOMIC BENEFIT IN MICHIGAN
Changes last year in Michigan’s mandatory helmet law have had a positive effect on motorcycle riding in Michigan, according to ABATE of Michigan. There has been an increase in motorcycle travel in Michigan since April of 2012, said ABATE in a recent press release.

“Motorcycle tourism is up. Motorcyclists across the country are coming to Michigan in droves. Very few out-of-state motorcyclists were seen in Michigan before the adult helmet requirement was modified,” according to ABATE. “Cyclists from across the country are discovering the beauty of the lower and upper peninsulas of Michigan. There is an increase of out-of-state participation in Michigan motorcycle events by as much as five times during the summer of 2012.”

“Our members have reported an increase in motorcycle tourism since the enactment of the rider choice law,” added Scott Ellis, executive director of the Michigan Licensed Beverage Association, which represents more than 1,800 restaurant, bar, party store, hotel and casino establishments across the state. “From Monroe to Muskegon to the Keweenaw Peninsula, more out-of-state motorcyclists are stopping, staying and spending money at our restaurants, hotels and attractions,” he told the Midland Daily News.

Motorcycle sales also are up in Michigan, and ABATE says that 2012 was the safest riding season in 10 years for licensed motorcyclists in the state.

MOTORCYCLE CHECKPOINTS IN NEW YORK NET NEARLY A HUNDRED TICKETS
More than 80 motorcyclists and their vehicles were checked by specially-trained State Police motorcycle inspectors near Buffalo, NY in mid-June, with two checkpoints resulting in the issuance of 92 traffic tickets for offenses that included helmet and equipment violations.

New York has been the epicenter for the Motorcycle-Only Checkpoint debate, which has resulted in four states; New Hampshire, North Carolina, Virginia and California, passing laws to prohibit law enforcement agencies from establishing motorcycle-only checkpoints.

In addition, on the federal level Congressman Jim Sensenbrenner (R-WI) has introduced H.R. 1861 “To stop motorcycle checkpoint funding,” and also contains language “to force the DOT to focus motorcycle safety efforts on crash prevention programs, not national helmet mandates.”

MOTORCYCLE CLUB SUES CITY OVER DISCRIMINATION
A local motorcycle club said it was just doing things by the book when it filed a permit to hold a BBQ fundraiser at a local park in Rio Vista, California, but the city and the police chief turned that simple request down. Now, the motorcycle club is filing suit, claiming it was discriminated against.

“No one other than us has ever tried to put in a permit,” Saxon Creed MC President Rob Anderson told News 10/KXTV. “We thought we were doing the right thing.”

Last July, the club wanted to hold its fundraising pig roast at Blackwelder Park, the same park where dozens of other community events have been held. So, the group filed for a permit with the city. But, the request was declined by the police chief and the city.

The group held their pig roast this year without problems at a Veteran’s Hall, right next door to the park they applied to last year.

Members of Saxon Creed MC say they feel like the request was denied because they are bikers. The group has filed a discrimination lawsuit, claiming its civil rights were violated. They’re suing for $250,000 in damages on behalf of their 15 members. “It makes me very angry,” Anderson said. “This is America. We all have rights. I don’t like seeing anyone’s rights trampled on.”

MAN ON A MISSION
“This will be the most important thing I have ever done.” says Tim King, founder and news editor of Salem-News.com, in regard to his scheduled 48-state motorcycle ride for Veterans. “I am riding 48 states this summer to educate Vets through talks and media appearances about health issues that are taking lives; we’re talking about PTSD/TBI, Agent Orange and the effects of serving aboard toxic military bases.”

A former Marine who has covered the wars in Afghanistan and Iraq, Tim and his wife Bonnie received the NCOM Silver Spoke Award for Media in 2011 for advocating on behalf of motorcycle clubs and riders and their civil rights, and they have also been recognized by the Oregon Confederation of Clubs for Excellence in Journalism.

Tim is riding thousands of miles to share the information he has accumulated over his journalism career and nine specific years reporting for Salem-News.com and he’s doing it by himself, so your help can make Tim’s trip safer and more effective.

Tim’s covering an ongoing war here at home where Veterans are fighting for their rights, and he’ll be checking in with motorcycle riders who are busy defending their civil rights in regard to club membership and other issues, so he’s enlisting the support of the motorcycle community to publicize and help fund his mission. Along the way he’ll be writing stories and posting photos and videos of the places and people he visits, and you’ll be able to track his progress at Salem-News.com and also via this dedicated Facebook page at www.facebook.com/tim.king.146612?ref=tn_tnmn.

VERTICAL MOTORCYCLE LICENSE PLATE BILL CLEARS PA HOUSE
Legislation allowing the vertical display of registration plates on motorcycles was recently passed by the state House and now heads to the Senate for consideration.

House Bill 1060 is sponsored by state Rep. Mark Keller (R-86). “This legislation is specific to motorcycles,” explained Rep. Keller. “Currently, the state vehicle code does not specify how a vehicle registration plate may be mounted. However, regulations in Title 67 of the Pennsylvania Code require horizontal mounting of vehicle registration plates and do not give the option for vertical mounting.”

HB 1060 would also “authorize the Pennsylvania Department of Transportation to produce, upon request, registration plates for motorcycles which display the identifying characters in a vertical alignment.”

“Owners of custom-made or vintage motorcycles are sometimes reluctant to mount the registration plate horizontally on the rear fender because doing so interferes with the custom paint job or other custom work done on the cycle,” according to Keller. “Many of these owners have approached ABATE of Pennsylvania, the motorcycle advocacy group, about making this legislative change, and ABATE supports my legislation.”

MORE RULES PROPOSED FOR CANADIAN RIDERS
Saskatchewan is considering more requirements for new motorcycle licensees, supervision for new riders and the possibility of mandatory gear. The ideas are among more than a dozen changes to motorcycle safety, training and insurance rules proposed by Saskatchewan Government Insurance as it looks for ways to reduce claims, save money and quell the roar of angry riders.

One suggestion is for potential riders to pass a basic skills test or complete a motorcycle training program before they’re issued a learner’s license. New riders who don’t take the training courses could see an additional $500 a year fee or be restricted on the size of the bike they use.

Helmets and eye protection are currently the law in Saskatchewan and similar rules apply across the country, but no other jurisdiction in Canada has mandatory rules for wearing gloves, ankle-covering boots or clothing that cover arms and legs, according to SGI.

The review was launched earlier this year after a proposed rate increase which would have seen insurance costs for motorcycles go up by an average of 73% to cover a $9 million gap between what SGI takes in from motorcyclists in fees versus what is paid out for collisions.

The public has until the end of July to comment on the proposals and SGI is to report to the government in the fall. The goal is to have the new rules in place for next year’s riding season.

MOTORCYCLE BAN LIFTED IN PAKISTAN
After five years, Pakistani authorities have lifted ban on motorcycle riding in Bajaur tribal region. The ban on motorcycle riding was imposed in 2008 when the Taliban stepped up their activities in the region, and the ban was aimed at controlling insurgency and preventing targeted killings because motorcycles were being used for attacks against anti-Taliban forces.

The announcement about lifting the ban was made by Brig Ghulam Haidar, a sector army commander, during his speech through the security forces-run FM radio channel (Radio Aman FM 88). “The lifting of ban on motorcycle riding is a gift for the tribesmen on the eve of the holy month of Ramadan. This good news may enhance happiness of Ramadan,” he said.

Brig Ghulam said that imposing the ban on motorcycle riding was a difficult decision but it was taken only in the larger interest of people of the tribal agency.

QUOTABLE QUOTE: “Success is not final, failure not fatal; it is the courage to continue that counts.”
~Winston Churchill (1874-1965), British Prime Minister and inspirational WWII leader

The crash occurred in the final turn of a race at Buttonwillow. Earlier in the day Kenny had won the 250cc Production race. In a statement made by his father Eric Andersen, “He died doing what he loved, and what he excelled at. I have no doubt that there was nowhere on Earth Kenny would rather have been last weekend than at the racetrack, racing his motorcycles and hanging out with his friends. I’m sorry that all the thoughts and prayers we have received were not enough to bring him back, but please know that your love and comforting words really helped us get through the past week. Please keep Kenny The Iceman #12 in your thoughts. Live your lives to the fullest, and hug your children every day.”

The memorial benefit event and shop open house was held on Wednesday July 17 began at 6:00 and went on into the night. The Motorcycle Performance Services’ parking area eventually filled to overflowing as individual riders and groups of club riders made their way into the core of Los Angeles, from all around the county.  Most were longtime friends and customers of Alex and those who had followed Kenny’s racing exploits.

Memorial T-shirsts and raffle tickets were sold, the proceeds going to help with the Andersen family’s hospital expenses and toward sponsoring the WERA series renamed in Kenny’s honor. Along with Motorcycle Performance Services, several companies contributed products and services as raffle prizes including VanLeuwen Enterprises, Motoyard race school at Willow Springs, Cycle Gear, Galfer brakes and Ed Sorbo of Lindemann Engineering.

Motorcycle Performance Services
1338 S La Brea Ave.
Los Angeles, CA
www.mcperformance.com

 

VHT FLAMEPROOF COATING

VHT FlameProof Coating will renew and extend the life of any surface exposed to extremely high temperatures. This unique coating is a matte finish, silicone ceramic base widely used by the automotive industry on exhaust systems and the aerospace industry for jet engines, re-entry vehicles and other high temperature applications. VHT FlameProof Coating will withstand temperatures up to 2000°F (1093°C) and is ideal for use on headers, exhaust systems, or wherever an extreme temperature coating is needed.

Applications: Headers, Exhaust Manifolds, Piston Domes, Inside Heads

VHT FLAMEPROOF COATING does require curing and VHT includes some specific instructions on how to do this.

Curing FlameProof

VHT FlameProof Coating only attains its unique properties after correct curing (refer to instructions on the can).

Paint must be completely dry before curing
Heat to 250°F (121°C) for 30 minutes
Cool for 30 minutes
Heat to 400°F (204°C) for 30 minutes
Cool for 30 minutes

Caution: Do not exceed the temperature of the least heat tolerant component or the base metal

Paint must be completely dry before curing
Run at idle for 10 minutes
Cool for 20 minutes
Run at idle for 20 minutes
Cool for 20 minutes

Once I finished painting and curing(?) the exhaust pipe, it was time to get wrapping. J&P Cycles has a large selection of exhaust wrap to choose from in their online catalog and after looking at all the different options I decided to order the Design Engineering Inc, Titanium Exhaust Wrap Part #308-159. I also had them throw in a package of DEI’s 8-inch Stainless Steel tie wraps to secure the ends.

 

•Promotes increased flow for improved performance
•Reduces temperature & vibration breakdown
•Extremely pliable for a tight and secure wrap
•DEI HT Silicone Coating not required
•Pre-wetting roll not necessary for wrapping
•Hi-tech carbon fiber look

As usual my order from J&P Cycles showed up almost as fast as I hit the enter key on the order form. Once the wrap arrived I looked over DEI’s directions and proceeded to start wrapping the pipe.

 

While the company, Birmingham Small Arms was launched in 1903 (same year as H-D), BSA’s most popular vertical twin cylinder bikes appeared toward the end of the 1950s including 500cc and 650cc models with cool sounding names like Super Flash and Road Rocket. Although they were somewhat less dynamic in appearance, they earned a reputation for reliability, oil tightness and a relatively modest price. In 1962, BSA upped the ante with the A65 series, appearing in both Thunderbolt and Lightning models, quickly becoming BSA’s best sellers. The Lightning, designed for the important US market, was raced to success by none other than Mike “the bike” Hailwood.

The bobber seen here is based on a 1969 Lightning, now far from stock. It came as a jumble of gnarly parts stuffed into several boxes, and in fact looked as if lightning had struck them at least once. It bore the signs of 1970s “customizing,” in other words suffering from a serious case of basket case.

Fortunately the Beezer was rescued by Robby Sclafani who lives in Rancho Cucamonga, CA, just a couple houses down from his buddy Miguel Garcia and his Mig Baron Kustoms, a “home garage ” shop that specializes in bobbers of all flavors, Brit, Metric, Harley-Davidson. The “garage” is well-equipped with everything from plasma cutters to lathes, but the “ambiance” is casual. You’ll find family members and neighbors, several of which are bike fans, often gathering together and there’s usually a weekend barbecue in motion as well. Both Miguel and Robby have full-time jobs, Robby a refrigeration technician while Miguel has 25-years with the city water company as a draftsman/designer conjuring up everything from posters to the public water systems to parking lots. Both are hands on guys, transferring their mechanical and design skills to their bike building, in this case Robby wrenching along with Miguel on the BSA. Call that owner involvement.

Taking a step back, Miguel had built a cool Yamaha XS650 based retro-vintage bobber previously for Robby, but then Robby’s uncle, also a bike fan, caught sight of it and just had to have it and made an offer Robby couldn’t refuse as it was enough to bank roll several more bikes. Asked why he picked this particular project, Robby replies, “British motor, man. I had a picture in my head, and what you see is exactly what we wanted. Start to finish, it went real smooth.”

Other custom components include the trick oil tank sourced from Slim’s out of Yucaipa, CA. The Lightning however retains the ‘69 BSA 4-speed tranny and braking is handled by a twin-shoe original BSA unit serving on the rear BSA stock wheel while there’s no brake up front. A double whitewall Shinko tire rolls on the rear, an Avon Speedmaster tracking forward.

The paint definitely makes a statement as well. First they stripped the tank down to bare metal then took a grinding wheel and created a nice swirled machine pattern. Instead of taking the usual next step, applying a base coat, Miguel sprayed a House of Kolor gold candy that came out transparent allowing the metal swirls to show through, especially when hit by the light. After the clear was dry, they added flat black down the tank and fender for contrast.

Summing up the bike, Miguel says, “It’s fun to ride, feels solid, the bars and 21 inch front wheels makes it comfortable to ride plus that Lightning motor has got a lot of juice.”

Mig Baron Kustoms also produces a line of custom handlebars, 7/8, one-inch, 1 ½ inch diameters including trick square twist designs plus their series of custom T-shirts as well as a steady output of distinctively different homegrown choppers, bobbers and customs. If you can point at it, they can build it. Plus you can come over for some barbecue since it seems all their customers end up as friends. And don’t worry about the two “guard dogs,” two friendly bulldogs named Sadie and Pulke, the latter the name of a very potent Mexican moonshine. Kinda goes with
their style of bikes. Very hot and tasty.

More info:
Mig Baron Kustoms
909.851.0130
www.migbaronkustoms.com

Owner: Robby Sclafani
City: Rancho Cucamonga, CA
General
Designer: owner/Miguel Garcia/Mig Baron Kustoms
Fabrication: Mig Baron Kustoms
Year/make: 1969 BSA/Mig Baron Kustoms custom
Model: BSA Bobber
Assembly: owner/Mig Baron Kustoms
Time: 3 months
Chroming: what?

Year: 1969
Builder: BSA
Displacement: 650 cu. in
Cam: BSA
Ignition: Morris Magneto
Pistons: BSA
Heads: BSA
Carb(s): dual Mikuni 30mm
Air cleaner: clean enough
Mufflers: none

Make: BSA
Year: 1969
Modifications: knife sharpener shifter
Shifting: 4-speed

Painter: Mig Baron Kustoms
Color/Type: House of Kolor gold
Special paint: metal turned

Year: 1969
Builder: BSA/hardtail graft
Type: rigid
Rake: enough
Stretch: no
Shocks: n/a

Bars: Mig Baron Kustoms
Handlebar controls: squeezable
Fenders: old Chevy on rear
Headlight: HD aftermarket
Taillight: yes
Speedo: my face
Front pegs: small animal impalers
Rear pegs: no
Electrics: owner
Gas tank: BSA
Oil tank: Slim’s
Oil system: BSA
Seat: Bates repro
Sissybar: no
Mirrors: nope
Grips: rubber

Forks
Type: telescopic
Extension: stock
Builder: BSA

Wheel: HD
Tire: Avon

Wheel: BSA
Tire: HD
Brake: BSA drum

Eric Bennett grabbed the shop door chain and hoisted the roll up door for the first time, in 2000. He started his mechanical career as a certified diesel mechanic with 60-weight always flowing through his blood stream. Finally, he gave into his entrepreneurial spirit and his desire to make motorcycles his life—he opened his own shop on Signal Hill. The rest is motorcycle history, much of it spent at the Bonneville Salt Flats with his dad, Bob.

He recently owned a modified twin cam FLH, but a customer made him a deal he couldn’t refuse, so he let it go. Then a deal on a Dyna surfaced and he made a quick move to snatch it. This time, he decided he would take it to the concrete and rebuild every aspect of the bike to be moderately fast, ultimately reliable, precise, and built with absolutely all the best mechanical intentions and components in mind. You get to see the 106-inch project unfold before your very eyes right here.

One of the benefits of running a service center in the largest city in Los Angeles County includes encountering every possible mechanical malady and the ability to research whatever solution might be necessary. Since LA is also the motorcycle media hub, he has constant opportunities to test anything new on the market. After working on Twin Cams since their introduction into the market in 1998, Eric has watched every configuration, modification, performance recipe, and model roll in and out of his shop.

With this build he could pour every lesson and improvement into his own ride. It started as a bone stock 2004, 88 cubic inch TwinCam. Eric could choose from any hot rod configuration in the world, but he chose to roll with a 106-inch kit from S&S and Branch re-tuned heads. He started the process by installing a JIMS Timken conversion into his left case and welding his crankpin into the S&S lower end after it was balanced.

“With superior S&S flywheels, I didn’t need to monkey with the cases,” Eric said.

 He bored the stock barrels from 3 ¾ to 3 7/8 inches and increased his stroke from 4 inches to 4.5. With JIMS tools he pressed in the JIMS race (using green Loctite) (9-59-1) while keeping his fixture perfectly flat and the hole in the race at 12 o’clock.

Using a JIMS fixture tool, he was able to drill guide holes in the case for Timken bearing and race oiling. The JIMS tool holds the drill and guides it. The drills are set to indicate the depth. Otherwise, he would need to use transfer punches and a milling machine. Then he used another JIMS tool to drill for the race fastener holes, and used tap guides to prevent misalignment.

“I’ve made tap guides for every size tap,” Eric said.

One of the benefits of the higher quality Timken lower end bearings is their ability to lock the lower-end into place.

“I have never seen a Timken bearing fail,” Eric said. Until recently Timken’s were used since 1957. “I’ve seen dozens of roller bearing failures!”

The cost saving shift to roller bearings started in 2003 during the 100th anniversary season. “The best Twin Cams were built in 2002,” Eric confirmed. “Better engines, still carbureted and with 1-inch axles for strength and stability.”

Eric used red Loctite on the race screws. He uses a tool for installing both Timken races at the same time. Kelly McKernnan, an amazing machinist out of Portland, Oregon, manufactured it.

The next phase included welding the S&S flywheels. Anytime Eric has a twin cam lower end out of a customer’s bike, he welds the crankpin in place with stainless TIG rod. It doesn’t create much heat and is not a structural weld; it just cements alignment and prevents shifting. He always checks the true after welding.

Next, he installed the Timken bearing by heating the race to expand it, and it slippped over the shaft easily. There is very little endplay in the shaft, just .001-.002-inch. Eric cinched down the top bearing with another JIMS tool, then pressed in the main seal and spacer with yet another JIMS tool.

At this point, we shifted to pressing the new S&S cam bearings into the new heavy-duty Screamin’ Eagle cam plate for hydraulic cam tensioners, but Eric chose to shift to an S&S gear drive system, so he blocked off the oil passages to the hydraulics.

He installed Torrington cam bearings in the right case prior to installing the new cams. His plan called for installing a D&D Bob Cat exhaust system, which is 20 pounds lighter than a stock exhaust. D&D pipes come bolted together with all spring clips, flanges, and heat shields in place. “They take like two minutes to install,” Eric said.

“It’s the easiest system I have ever installed,” Eric said. “It comes with the all the components needed and the heat shields in place. No shimming is necessary or egg shaping holes.”

Day 2

We took a break for the day and grabbed a beer. But the next day, Eric installed a heavy duty Harley-Davidson pinion shaft bearing kit using a JIMS pinion bearing tool and it was time to slip the cases together with Yamabond on the case edge, while applying assembly lube on the pinion shaft. The case bolts were torqued to 18-22 ft. lb.

“Don’t forget the new oil pump O-ring when installing the high flow H-D pump,” Eric pointed out. Eric has an engine-building quirk. He continually turns the engine over, while rolling through the build process, and constantly tests for changes. “I want to catch anything that might bind early on,” Eric said. We actually ran into a small glitch while installing the cam plate.

But first, he installed the oil pump return gears, and then the separation washer and the spring, before the feed gear. He bolted the cam plate in place with ¼ -20 fasteners torqued to 120-inch- pounds. He used guide pins to help align the oil pump, and turned the engine over while tightening the pump so it would seat itself properly. He tightened two oil pump bolts, then removed the guide pins, and then tightened the other two Allens.

While aligning the cam drive gear dots, he installed the cams and used red Loctite on the drive gear Allen bolts, but used assembly lube on the washer for more accurate torque values and to prevent the bolt from galling against the washer surface for a false torque reading.

As we wrapped up the operation for the day, Eric installed the lifter with the oil holes facing the cam cover, then the guide pins, caskets and covers. No more lifter stools.

Day 3

Eric sub-leased a portion of his Signal Hill building to Branch O’Keefe, perhaps the best head porting business in California. I don’t want to put down any performance heads, but Jerry Branch, who is now about 82, built a helluva business around head performance.

Here’s a description of their heads from the Branch-O’Keefe site:

This is where is all began. Branch-O’Keefe is known throughout the industry for legendary cylinder head modification service. Our extensive reworking of stock Harley-Davidson cylinder heads begins with removal of the stock valve seats and guides. Next, the combustion chambers are heliarc welded to add additional aluminum alloy in the combustion chamber and around the valve seats for re-machining.

The valve seat pockets are then machined for larger nickel-chrome valve seats, and the combustion chamber is cut from the stock low compression rectangular shape to the legendary Branch “bathtub” chamber. After cutting the combustion chamber, new oversize valve seats and performance-quality valve guides are installed to tighter than stock tolerances.

The heads then advance to the porting room where the ports are fully hand-ported, blended and polished to Branch’s exacting specifications as proven on the dyno and flow bench. The head’s gasket surface is machined an additional 0.050-inch, which raises compression slightly. Finishing up, new oversize intake and exhaust valves (hard chrome stainless steel with stellite tips, polished face) are installed in bigger seats with a machined race-quality valve job and then hand-lapped. New seals and a high quality high-lift radius spring kit complete the installation.

The Branch O’Keefe head components are damn impressive from the titanium upper collars to the single oval wire spring with more travel and a larger diameter spring material. They have developed heads for JIMS big inch motors that produce 132 horsepower and ft-lb of torque, at an absolutely stock reliability level, even on a B motor. So natch, Eric had John O’Keefe and his master right-hand man, Paul go through his heads. Actually they used a formula they call the Dave Thew head. It’s a nickname for a performance formula. Dave beat everyone with these Branch O’Keefe head configuration. I will outline the different formulas next week.  

We started the day installing S&S pistons with wrist pins first, since the oil rings pass over the wrist pin holes. Seems odd, but it’s the nature of the short-skirted piston. “Actually it allows for more skirt on stroker motors and does away with stroker plates,” Eric said. “This piston configuration will keep a stroker running longer.” The oil ring must be positioned with the dimple in the wrist pin area in a particular location to prevent rotation. The S&S pistons use four-piece oil rings with a removable ring land.

Eric installed the bottom compression ring so that the opening faced the exhaust port area. “No gaskets are used on the bottom of the cylinders,” Eric said, “just O-rings.” He compressed the rings carefully, lubed the inside of the freshly bored cylinder and slid the cylinder into place. Then Eric spun the motor over to check for binding. “I can’t wait to hear the D&D pipe.”

Eric started to install the heads using Cometic gaskets. The heads were torqued to Cometic specs and then he set to installing the rocker boxes and the fasteners, which were torqued to 22 foot-pounds. He started from the inside and worked out. Then he slipped in the S&S Quickee-Install intake pushrods for maximum valve opening. “I run premium S&S lifters with travel limiters,” Eric said.  “They become solids at high RPMs.”

He tightened each pushrod until the valve slipped off the seat, and then let it bleed down, for about 10 minutes. He backed off the adjustment until he could spin each pushrod (one at a time). Then he backed off just one complete turn or six flats.

These shots were taken before John O’Keefe came up with a crazy notion to machine Twin Cam cylinder fins in a round configuration. Eric was knocked out by the procedure and pulled his barrels for the process.

In the next episode, Eric will slip the beautiful 106-inch Twin Cam into the stock frame, and we will discuss JIMS tools, while replacing the inner primary bearings, the slightly modified Dyna D&D pipe, and then and the new Rivera Primo clutch, the S&S G carb, and a new S&S high flow air cleaners.

Sources:

Bennett’s Performance

S&S

JIMS

 

West on Reservation Road will get you to a back entrance of Fort Ord. It’s monitored by the Highway Patrol and allows only motorcyclists to enter. The entrance will follow a paved road, watch for Federal cops. They’re behind every tree all the way to the Laguna Seca Raceway.

Show the gatekeepers your ticket and grab your socks because you’ll soon be ushered onto a gravel road and then into a semi ploughed field to park. The gravel road is steep in places soooo remember not to grab a handful of ‘front’ brake. After you’ve survived the gravel road, and you will, ask yourself if you remembered to bring a flattened beer can to put under your kickstand so it won’t sink into the soft dirt? It’s not uncommon to return from the races and find yourself helping people pick up bikes that have fallen over. (Someday ask me about my 2011 GREAT ESCAPE exit back up the gravel road on a Road Warrior…Steve McQueen would’ve been proud…well, maybe not)

Hopefully I’ve not discouraged you from attending this MotoGP event because of the steep-in-places-gravel-road and the ploughed-field-parking. If I haven’t and you’ve arrived; you’re in for a treat, especially if it’s your first time. You’re not in Sturgis, I mean Kansas anymore. Conversely the law of commonality prevailed when I was walking in the pits between races. A factory mechanic for Ducati commented on the Kendall Johnson Customs t-shirt I was wearing and said the Discovery Channel Biker Build-Off shows were televised in Europe in French, German, and Italian, and that Kendall’s techniques in upgrading the V-twin was often a topic of conversation, and that the Indian Larry and Russell Mitchell episodes were his favorites.

I can’t believe the speed and power they’re getting from those MotoGP 600cc engines let alone the 1000cc motors…unreal. They’re turning so many rpms they sound like a dentist’s drill. I gotta a tooth ache just from watching them…

Sadly, and I didn’t include it, the only death was from a spectator riding away from the race. There’s a lot of racing, probably near other race courses too, on the roads around Laguna Seca during race weekend, and I plead guilty to doing it a few times when I had my B King. The cops are tryin’ keep a lid on it and for the most part they do a great job.

I should’ve found an alternate place to park (but I was toooooo cheap and my ego told me I could do whatever those young people could do). In retrospect I should’ve paid the money and parked at Ducati Island…oh, well…welcome to the life and times of becoming an old fart…

PEACE RIDE SAFE

–Derrel Whitemyer