Last year, I planned an adventure for my inbound trip to Daytona Bike Week. I didn’t want to start in the frigid temps of New England, and I didn’t have enough time in my schedule for a complete cross-country journey from one of the motorcycle manufacturer’s home bases on the West Coast. A start point halfway across the country would do just fine. I placed a call to Motor Trike. The company’s location in a town called Troup in eastern Texas seemed the perfect place to set out from. And because Motor Trike had just released a new line of independent rear suspension trikes based on a Gold Wing chassis, it had the right equipment for the journey. The new model is aptly named the Adventure. Motor Trike Owners Jeff and Diane Vey were more than happy to outfit me with a demo unit for my trip. 

Steve rides the 2010 Adventure, Motor Trike’s conversion of a Honda Gold Wing.

Just released! The 2012 model of the Motor Trike Adventure, a conversion of the newly designed 2012 Honda Gold Wing.

During the planning stages, my commitment to ride a trike over this long distance left me a bit apprehensive. Though I’d ridden several professionally built trikes in the past, some did not strike me as all-day friendly. Because some trikes exhibit heavy steering and an uncooperative steering head wiggle, I was not sure what to expect from the Motor Trike Adventure. I had just signed up for a 1,000-mile drive. While preparing for my trip, I thought, “What have I done?” Little did I know that I’d probably made the best decision of my life.

The Adventure proved to be a luxury limo for Steve’s trip, as it’s equipped with the usual array of Honda Gold Wing accoutrements plus the powerful standard flat 6 power plant. Steve says, “I didn’t give up the trike easily once I arrived in Daytona. I rode it most of the week.”

The Adventure allowed me to relax a bit and take in the ride without having to put a foot down. The Adventure kit adds approximately 300 pounds to the motorcycle—not much considering all the extra hardware. And trust me, the 1800cc base mill is more than up to the task. I had a blast gunning the throttle down highway on-ramps only to find I was traveling faster than traffic and would have to decelerate to blend in. The Motor Trike Adventure cruises fast and smooth. The wheelbase is 68.5 inches, longer than the standard Gold Wing wheelbase of 66.5 inches. Ride quality is luxurious. Granted, I was riding solo with a trunk and topcase full of gear, but I have no doubt that the air-adjustable rear suspension (tunable with onboard air compressor) could have easily accommodated a passenger and added cargo.

An inside view of the independent rear suspension.

The Adventure will accommodate large load variances (much like a truck). All Motor Trike kits use air ride suspension with a separate shock absorber. Air bags adjust the spring rate and ride height, and the shocks control and dampen sudden jolts. After riding the machine, I can attest to the plush ride with no wavering in the steering head. I felt no evidence of steering headshake. And my trike didn’t even have the optional 4-degree raked front end.

The Adventure shown with the optional fender bra.

The rear differential is mounted with rubber bushings, as are all the suspension components, including the anti-roll bar, shocks and suspension arms. Roll stiffness comes into play in a trike rear end. Too stiff a setting ruins ride quality but makes the trike corner flat. Too soft, and the trike feels like it wants to tip over. The Adventure offers stability during cornering with little roll. A low roll center height (RCH) makes the trike feel safer, too. The anti-roll bar of the Adventure is designed to work with the trike’s RCH. Motor Trike has built the rear with all the heaviest components as low as possible, which reduces load transfer to the outside tire on cornering and helps keep the inside tire on the ground.

All of Motor Trike’s trike kits have the same three-year, 60,000-mile warranty.

The differential housing (center section) of the rear is specifically designed and manufactured for the Adventure. However, it does use Ford’s 7.5-inch differential parts, which are used in a number of Ford vehicles, including the Ford Ranger. New gears, bearings, seals and brakes are used. Motor Trike has the half shafts and CV joints manufactured by a supplier that specializes in building drivetrain components. The rear brakes are specifically designed for the Adventure. The trike uses a three-piston caliper on each wheel, which retains the linked braking system found on the GL1800 Gold Wing. The brake rotors are 12 inches in diameter.

The Adventure’s fiberglass body is hand-laid for weight savings and strength. The 4.6-foot trunk’s door opening is larger than on previous models.

One minor nitpick Steve had with the Aqua Shield running boards was that his toe sometimes pushed down on the fiberglass running board before pushing down on the shifter and brake pedal. Proper foot positioning is a must.

When you’re looking for a motorcycle today, you will most likely take yourself off to one or more local motorcycle dealers, look at what they have on the showroom floor, maybe take one or two for a test ride, then make your purchase.

Today, part of the process might be doing a little initial internet research, but you’d most likely go to a dealership and throw a leg over several models, before you make that final commitment. Believe it or not, lots of people in the 1950s and 1960s actually bought their motorcycles out of the good old Sears Catalog.

In 1909, Sears did advertise one motorcycle in its catalog, but motorcycles don’t seem to have been included again until 1951. Sears “Allstate” motorcycles and motor scooters were manufactured by a number of companies and re-branded for Sears. Among others, Allstate bikes came from Vespa, Cushman, and Italian maker, Gilera. Both of the Sears Allstate models on display in the Sturgis Motorcycle Museum were manufactured by Austrian company Puch.

The museum houses a 1962 Sears Allstate that is a 150 cc, fan-cooled, two-stroke motor. In 1962, about 900 of this model were manufactured for Sears.

Austria’s Puch company is perhaps best remembered for the other motorcycle seen here. This is a 1964 Sears Allstate “Twingle.” This motorcycle features a split cylinder engine with one connecting rod attached to a cast boss on the other rod, comparable to the master rods in radical aircraft engines. There is a single combustion chamber and both pistons reach top dead center at the same time. Sears imported and sold the “Twingle” from 1953 to 1970 and in all about 35,000 of these units were sold through Sears in the U.S.

Both of these motorcycles were selling in the 1960s for between $300 and $600 brand new out of the catalog.  What else could you buy out of the catalogs in the 1960s? You could buy guns!

Sears sold vehicles from several manufacturers, badged with the Sears “Allstate” brand. Most Allstate models were scooters, but several motorcycles and a car were sold under the Allstate marque. Vespa and Cushman scooters are the most commonly recognized Allstate models.

Brief History of the Marque: Sears Allstate

Puch two-strokes from Austria were sold by Sears-Roebuck of Chicago from the 1950s to at least 1979 under the Sears Allstate label. Sears sold scooters built by Vespa from 1952 to 1969, as there is one advertised in their Spring ’67 catalog. They also sold Italian machines manufactured by Gilera.

Sears Allstate by Troyce Walls

VESPA ALLSTATE 125cc

788.100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1951
788.101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1952
788.102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1952
788.103. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1953-54
788.104. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1954-55
788.94490. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1955-56
788.91191. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1956-57
788.94492. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1957-58
788.94493. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1958-59
788.94494. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1958-59
788.94495. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1960-62
788.94330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1963
788.94331 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1964

“Here I go again trying to make something happen,” said John Grant of Hardtail Choppers. “We designed a replacement solid motor mount kit. It converts a rubber mount 2004 and up Sportster motors in stock or custom frames to solid mounting. Lots of reasons to do this. I won’t name them all, but they do look right when they are solid mounted.”

That was the key issue, but why the hell would anyone want to switch a much improved rubber mounted cycle back to solid mount? “I always solid mount my race bikes,” Ray C. Wheeler, the Bikernet Performance Editor recently said during a discussion about our JIMS Twin Cam streamlined trike project. I had a tendency to run with a rubber-mounted driveline to prevent abuse to the racing chassis. And I didn’t want to slow the trike down with a B-motor for less vibration.

“No slapping chain,” John said. “Back to our roots. Rubber is for Ducky’s.” We offer a four-piece replacement kit. It’s a good solid billet part and precision CNC machined by the master machinist Tyson. “They are strong, not wimpy cheapo import gadgets.” A solid mounted driveline will tighten the handling and remove any rubber mounted flex in the chassis. And alignment will always be dead nuts on the money. The only drawback would be vibration and wear on the chassis, if the owner is a long distance rider.

Easy install, basically support the engine, remove the original rubber mounts and use the stock fasteners to install the new solid mounting system. John also made a solid replacement for the top motor mount.

“Here’s the simple bracket we use to stiffen up the top front of the motor,” John said. “Our bracket just replaces the stock rubber mount bracket. Remove the stock support arm and slide ours in place. That’s all there is to it.”

Made in the USA. The list price for the kit is $375. Write or call john@hardtailchoppers.com 360-750-6780 or click the site for info.

Custom application guys use rear drive chains and coupled with the rubber mounting systems, it causes chains to slap the frame. “Rubber mounting causes too much slack,” said John. “It will hit the frame around the passenger foot peg area when rubber mounted. We just wanted to take the mounting system back to solid like all the bikes we grew up with.”

The factory has their reasons for rubber mounting, but the guys riding chopped bikes don’t require rubber mounts. “We say, ‘Rubber is for Ducky’s,’” John said again. “If you want to shake the shake in your Sporty, here’s the easy way to make it happen. Easy to install, no more time to install than stock mounts. These mounts will fit Sportsters from 2004 to the current model year.

For questions or comments, contact john@hardtailchoppers.com or call the shop at 360-750-6780.

“I am forwarding an e-mail I received yesterday from my first out-of-town customer,” John said. “He is the one who actually pushed me to finish the mounts. I had a bike on the lift ready for solid mounts. Only there were other projects taking all my time. This guy called and said, ‘I need some solid mounts bad!’”

This is Gabe; I got those parts from you that made my rubber mount Sportster a solid mount. I gotta say, I love ’em. You did such a killer job, and my bike runs so much better all around now, from the ride, to shifting, the bumps, and reduced the chain slap.

Both the guy that helps with my build and I were thoroughly impressed and we wanted to tell you what we thought. He has a custom shop here in Boise, and he’ll definitely use you for that fix when it comes along. So thanks again for everything. Here’s a photo of the bike. Now off to powder coat.

–Gabe Paulson

This valve is what controls the oil pressure to your engine, and protects the engine from too much pressure. Over a period of time it is known to either leak and or pop off at lower than the desired pressures. This is easily checked and repaired while the Camplate is off the engine. Feuling recommends testing the relief valve anytime the cam plate is out of the engine, and always testing the valve before it’s removed from the plate. The Feuling tool is an ideal workstation for servicing camplates.

The Feuling Cam Plate Tester comes unassembled but is easy to put together using the included instructions. Basically you insert a nipple in the tester and then screw the regulator to it and finish off with an air hose nipple.

Install the Camplate to the tester and clamp the tool in a vise. Add the air hose and open the regulator to test for leaks and pop off pressure. According to the Feuling staff: We like to see the camplate pressure relief valve seated and sealed from 0 to 30 psi with a full pop off pressure of 50 to 60 psi. It’s also important that the valve again seals at 30 psi after having opened. These recommended settings will ensure the engine is protected and receives the most oil pressure available which is especially important on those hot days, which can generate extremely high oil temperatures and low oil pressure.

If adjustments are needed use the Feuling tool #9000 to hold the spring down to remove the roll pin, spring and plunger.

Depending on what you found, you can clean the seat of the original valve or replace it with one that has a better contact surface. There are springs with more tension available and also shims that can be added to the original spring to increase the pop off pressure. Inspect and clean the camplate bore and plunger valve. Use very fine 400-600 wet-and-dry sand paper or an abrasive pad to remove any debris or burrs, then clean and reassemble the plunger valve using a spray lubricant on the bore and valve.

To re-seat the plunger valve, hold it down with a punch, turn up the air on the tool regulator while holding down and centering the plunger with the punch, then give it a goo whack with a hammer. This process will create a new seat and may need to be performed multiple times in order to obtain the desired results.

Next re-install the spring, inspect for leakage and check the pop off pressure. You may want to use a 1/8-inch pin punch to hold the spring in place for ease of testing and spring adjustments, thus eliminating the need to re-install and remove the roll pin each time.

If your existing spring is not reaching the desired pop off pressure of 50-60 psi, Feuling recommends replacing the spring (see Feuling part #8018). You can also adjust the existing spring, but if you stretch the factory spring, it may collapse and lose pressure after multiple cycles. Feuling recommends cycling the completed assembly numerous times to ensure proper operation.

When you have reached your desired pop-off pressure re-install the roll pin and proceed to install the camshafts.

 

Editor’s Note: I’ve been holding on to this report for a while waiting on a response from the MRF, because I knew it was false. If the sky was blue, and these agencies weren’t fighting for more money, they would support FREEDOM, training, and awareness campaigns, and fewer regs. This is why I have been working with the MRF to form an Industry Council. We’ve done it and need your support. Consider joining –K. Ball

Against a backdrop of falling traffic collision fatalities in America, motorcycle crash deaths continue to increase, prompting a national review. Tony Kirby reports.

Unlike many high-income nations such as the UK, the USA has no universal law relating to use of motorcycle helmets. As of January, 2013, 19 states and the District of Columbia had universal helmet laws, 28 states had partial helmet laws (generally requiring only young riders to wear helmets), and three states (Illinois, Iowa, and New Hampshire) had no helmet law. The situation continues to change, with many states having a history of repeatedly enacting and repealing motorcycle helmet legislation. This has been, in part, related to whether or not the US Federal Government provides incentives to states that have compulsory helmet laws.

Rebecca Ivers is one of the world’s leading injury experts, based at the George Institute for Global Health, Sydney, NSW, Australia. Ivers and her team are working with the US Centers for Disease Control and Prevention (CDC) on a systematic review on motorcycle safety to guide America’s policy in this controversial area. The results, due in the first half of 2013, will guide the US Community Preventive Services Task Force in recommendations they make. The Task Force reviews the evidence and uses it to make decisions and recommendations when enough good quality evidence is available. CDC and other partners then work to ensure the wide dissemination of the results.

“Our review will systematically examine epidemiological studies of helmet legislation from all over the world. The results are important not just for the US but also for low-income countries where motorcycle use is common”, says Ivers. Her task should be an easy one, since most published data clearly point to far better outcomes in states (and nations) that have compulsory helmet laws. Between 2008 and 2010, more than 14 000 motorcyclists (including passengers) were fatally injured on the USA’s roads. Motorcycle-related crash deaths have risen by 55% since 2000, while motor vehicle-related deaths in all road users excluding motorcyclists decreased by 23%. There are many reasons behind the increasing motorcycle fatalities, including increasing numbers of motorcycles on the road, more larger engine motorcycles, speeding, inconsistent helmet use, drink driving, and increasing numbers of riders older than 40 years with increasing numbers of fatalities in that age group. Ivers also points to issues such as road design, maintenance, and roadside objects.

“According to a CDC analysis of fatal crash data from 2008 to 2010, 12% of motorcyclists in states with universal helmet laws were not wearing helmets. In comparison, 64% of riders were not wearing helmets in states with partial helmet laws, and 79% of riders were not wearing helmets in states with no helmet laws”, says Rebecca Naumann, Division of Unintentional Injury Prevention, CDC, who, in 2012, completed a study on motorcycle safety with colleague Ruth Shults for the CDC’s Morbidity and Mortality Weekly Report (MMWR).

“In 2010, the 4502 motorcyclists (riders and passengers) killed in motorcycle crashes made up 14% of all road traffic deaths, yet motorcycles accounted for less than 1% of all vehicle miles travelled”, she adds. The MMWR study by Naumann and Shults concludes, “helmets are proven to save lives and universal helmet laws are the most effective way to increase helmet use”.

They also point out that partial laws do not seem to protect the young riders they are meant for: 60% of fatally injured minors were unhelmeted in states with this type of law compared with 22% in states with universal helmet laws from 2008 to 2010. “Of course, it’s not only lives helmet use saves, it’s also huge costs”, adds Naumann, pointing out that, while helmet use saved the USA around US$3 billion in costs in 2010, another $1·4 billion could have been saved if all motorcyclists had worn helmets, according to 2012 data as yet unpublished by the National Highway Traffic Safety Administration.

Research has shown that states that repeal compulsory helmet laws completely or partially experience sharp drops in helmet use and increases in motorcycle-related deaths, injuries, and costs. In 2000, Florida changed its universal helmet law to a partial helmet law that covered only riders aged 21 years and younger. In the subsequent 2 years, helmet use fell from 99% to 53%, the motorcyclist death rate increased by 21%, deaths among motorcycle riders aged younger than 21 years nearly tripled, and hospital admissions of motorcyclists with injuries to the head, brain, and skull almost doubled.

Conversely, helmet use increases and deaths fall in states that strengthen their laws, such as Louisiana (2004), which saw helmet use increase from 60% to 99%. Naumann and Shults highlight other research in the MMWR that shows “Riders who do not wear helmets are more likely to suffer traumatic brain injuries, and riders who do not wear helmets also are less likely to have health insurance, and therefore require publicly funded health care.”

Three US states have no compulsory helmet laws and 28 have only partial laws
Motorcyclists comprise between 5% and 18% of road traffic injury deaths in high-income countries; however, in many low-income and middle-income countries, they comprise a substantially higher proportion. In Thailand and Indonesia, for instance, motorcycle fatalities account for 70% and 55% of total road fatalities, respectively. In most other countries in the WHO Western Pacific Region, there is an over-representation of fatalities among motorcyclists relative to the size of their motorcycle fleets. Data are showing that the risk to motorcyclists is also increasing in Africa and Latin America.

Ivers is equally active in the drive to bring down motorcycle injury in low-income and middle-income countries, through collaborations the George Institute has in locations such as Vietnam, which has recently enacted a law requiring all riders and passengers to wear helmets. Along with Ha Nguyen from the Center for Injury Policy and Prevention Research, Hanoi School of Public Health, Vietnam, and colleagues, Ivers has concluded that “the costs of dealing with head injuries in motorcycle collisions in Vietnam are 40% higher in cases where the injured persons are not wearing a helmet, and hospital costs can be equivalent to 6 months or more of the average annual wage in Vietnam…thus the country’s new helmet law needs to be closely monitored and enforced.”

A new area of research for high-income and developing countries alike is the effectiveness of motorcycle protective clothing, and Ivers and colleague Liz de Rome have studied this in their home nation of Australia. The research, published in Accident Analysis and Prevention, involved 212 motorcyclists and found they were less likely to be admitted to hospital if they crashed wearing protective clothing or body armour. But de Rome adds that: “Around a quarter of motorcycle designed gloves, jackets, and pants were assessed to have failed due to material damage in the crash, indicating a need for improved quality control.” Ivers concludes that “While at the moment, making protective clothing compulsory is not recommended, there could instead be incentives for using it, such as tax exemptions and health insurance premium reductions and rebates.”

Motorcycle safety is a growing issue around the world. WHO’s Decade of Action for Road Safety Global Plan encourages countries to take action on a number of levels, including improving the safety of road networks in general. “We are working with a number of countries, including China, Vietnam, Cambodia, Kenya, Brazil to improve rates and monitoring of helmet use in motorcyclists”, says Margie Peden, Coordinator of Unintentional Injury Prevention in the Department of Violence and Injury Prevention and Disability at WHO. “Cambodia is about to pass a new helmet law, and WHO has helped the country run a mass media campaign showing the potential tragic consequences of failing to wear a helmet”, says Peden. She adds it is vital to ensure that helmets meet minimum safety standards, since a substandard helmet can be as ineffective as no helmet at all. The Global status report on road safety 2013 published on March 14 showed that 155 countries around the world had comprehensive helmet laws in 2011, up from 131 in 2008.

Peden is also a coauthor of a recent review of helmet quality in low-income and middle-income countries, along with Robyn Norton, principal director of the George Institute for Global Health in Sydney and professor of global health at the University of Oxford, UK, who was the founding chair of the Road Traffic Injuries Research Network that undertook the review.

Their team analysed some 5500 helmets from motorcycle riders across nine low-income and middle-income countries: China, Ghana, India, Malaysia, Mexico, Nigeria, Pakistan, Thailand, and Vietnam, and found that around half were likely to be substandard. “The lower costs of these substandard helmets—$10 or less—are the most significant factor associated with their use”, says Norton, with the study finding standard helmets were generally two to three times more expensive than non-standard helmets.

These findings suggest that the widespread use of non-standard helmets could negate the gains of compulsory helmet-wearing legislation in these poorer countries. “Consequently, we strongly recommend that as mandatory helmet laws are introduced, they are introduced in conjunction with relevant legislation and enforcement pertaining to helmet standards”, she says.

Back in the USA, the average age of motorcyclists killed in accidents is rising, with half now aged 40 years or older, up from 25% in 1995. High-income countries have had access to motorcycle safety data for some time, showing that helmets on motorcyclists reduce the risk of death by 37% and the risk of head injury by 69%, while not reducing visibility or impairing hearing. In a country such as the USA, it seems staggering that any debate at all should be required, and it will be surprising if the US Community Preventive Services Task Force review stops anywhere short of recommending compulsory helmet laws across all states that do not currently have them.

Recently the Centers for Disease Control (CDC) presented a study on motorcycle safety. Specifically the CDC National Center for Injury Prevention and Control, Division of Unintentional Injury Prevention.

The study is nothing new, in fact it is a collection of conclusions drawn from past studies and old statistics, some of the CDC’s conclusions even seem to be drawn from thin air.

CDC uses the same tired worn out examples we have seen again and again. They cite the Florida study that said fatalities increased 63.4% from 2000-2009. Which is true, but like every other instance of using this statistic they fail to mention that motorcycle registrations increased over 100% during the same time frame.

The study goes on to uses imaginary numbers to back up their position that motorcycle helmets save money. They claim that in 2008, the United States saved $3 billion because of helmet use and then claim that the US could have saved an additional $1.8 billion if mandatory helmet laws were on the books. They provide absolutely zero evidence of this supposed financial burden.
The CDC makes no mention of rider education. We know rider education to be the best way to prevent crashes.

Take New Hampshire for example, according to Robert LeTourneau, New Hampshire State Official Motorcycle Education Specialist, they have had 15 fatal motorcycle accidents of riders who took the class since 1990. Thats out of over 44,000 students trained in the same time period and .034% of fatal motorcycle accidents. All with no mandatory helmet law.

Of course, the CDC uses NHTSA’s 1997 base year for motorcycle fatalities, which was also the lowest point of motorcycle fatalities over the past 30 years. In 1997, there were 2,116 fatalities for 3,826,000 motorcycles registered. Or 0.055% of the motorcyclists were killed. In 2010, there were 4,502 fatalities for 8,368,000 motorcycles registered. Or 0.053% of the motorcyclists were killed.

The study also contends that states without helmet laws have higher insurance costs. According to Insure.com, that’s not true. Out of the top five most expensive states to buy insurance, only one allows for helmet free riding.

The supposed findings of this study are likely to show up in your local media. Do not let them get away with this.

The MRF encourages you to continue to use the “Fact or Fiction” pieces published by the MRF to combat the junk science in this study and all future attacks on our freedom. You can find the Fact or Fiction pieces HERE.

The MRF is working with Federal legislators on this report and to help redirect the priorities of the CDC on actual disease issues, not transportation.

For a full break down of the CDC study done by MRF VA State Representative Matt Danielson

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.
 
COAST TO COAST BIKER NEWS
Compiled & Edited by Bill Bish,
National Coalition of Motorcyclists (NCOM)

 

FEDERAL BILL INTENDS TO STOP MOTORCYCLE CHECKPOINTS
On April 15, Congressman Jim Sensenbrenner (R-WI) circulated a “Dear Colleague” letter to fellow members of Congress to garner sponsors for legislation he intends to introduce on May 6, 2013 “To stop motorcycle checkpoint funding.”
 
“In the 112th Congress, I introduced H.R. 904, a bill to prohibit the Department of Transportation (DOT) from providing funds to state and local authorities for the purpose of creating motorcycle only checkpoints,” wrote Rep. Sensenbrenner to his peers.  “Section 1 of the Stop Motorcycle Checkpoint Funding Act contains the same language as H.R. 904. However, this bill also contains language to force the DOT to focus motorcycle safety efforts on crash prevention programs, not national helmet mandates.”
 
Under GRANT RESTRICTION, Section 2 reads; “The Secretary of Transportation may not provide a grant or any funds to a State, county, town, or township, Indian tribe, municipal or other local government to be used for any program to check helmet usage or create checkpoints for an operator of motorcycle or passenger on a motorcycle.”
 
In addition, the new legislation amends Section 153 of Title 23 USC by removing “motorcycle helmets” from the title. “This change will prohibit the DOT from providing grants to a State to enforce helmet laws,” according to Sensenbrenner. “This will stop the DOT from manipulating State policies with federal money.”

 
CONGRESSIONAL COMMITTEE APPROVES E15 PROHIBITION
The U.S. House Committee on Science, Space and Technology approved H.R. 875 by a vote of 18-17 on April 11, which would revoke the Environmental Protection Agency’s approval of E15 alcohol-laden gasoline for sale to the public.
 
U.S. Representative Jim Sensenbrenner (R-WI) introduced H.R. 875 on February 28, which would require the federal EPA to stop the use of gasoline containing 15% ethanol (E15) until its harmful effects are investigated further.
 

NHTSA SEEKS TO SUBVERT PUBLIC SCRUTINY

NHTSA is responsible for a number of major rules, including the corporate average fuel economy (CAFE) mandates that direct automobile manufacturers to meet certain mileage requirements. It also plays a major role in the design of vehicles by mandating various “safety” features such as rear-view cameras, “trunk entrapment” rules to foil kidnappers, and “quiet car” rules to require electric vehicles to make noise to alert blind pedestrians – Such rules cost the automobile industry billions of dollars in compliance costs, but could arguably be “noncontroversial.”
 
Under procedures that allow a measure to take effect within sixty days of its publication in the Federal Register as a final rule, the public would have just thirty days to file an adverse comment to slow the process down, otherwise the final rule would automatically become effective.

 
NEVADA CONSIDERS LANE-SPLITTING, FASTER SPEED LIMITS
The Silver State may soon adopt the Golden State’s rule on lane sharing, as AB 236 has passed Assembly Committee on Transportation with only two committee members opposing the measure to allow motorcyclists to filter between lanes of slow-moving traffic.  California is currently the only U.S. state that allows the practice, though “lane filtering” is commonplace throughout many other parts of the world.
 
Committee Chair and bill co-sponsor Richard Carrillo (D-Clark Co), a long-time rider, laid out one of the best reasons to split lanes — avoiding a rear end collision — saying “at the end of the day, I want to know that I’m going to come home and not be a part of the pavement or the back of somebody’s truck or car. To me, this really resonates.”
 
Next step – the bill goes before the full Assembly and the Senate.
 
In the meantime, the Nevada State Legislature may raise the maximum speed limit from 75 mph to 85 mph has passed the State Senate 15-6 on April 3 and the measure now goes over to the State Assembly for consideration.  Introduced by Senator Don Gustavson (R-Sparks), a longtime advocate of bikers’ rights who was awarded the NCOM Silver Spoke Award for Government, SB 191 would fast track NDOT to up the speed limit to 85 mph some open stretches of freeways, matching some 85mph speed limits posted in Texas.

 
MOTORCYCLE LICENSE NOT REQUIRED IN ALABAMA, UNLESS BILL PASSES
Every state but one requires a motorcycle license or endorsement to operate a motorcycle, but in Alabama anyone 16 and older with a regular driver’s license can also drive a motorcycle in the state.
 
An oversight in the 1990s led to the gap in the law and now DPS is supporting legislation to fix the mistake.  The state Senate in February passed a bill to require motorcycle drivers to have a Class M endorsement on their license. The bill is pending in the House of Representatives.
 
Under current law, drivers can ask to take the knowledge test to get the Class M endorsement on their license, but the law does not require the endorsement to operate a motorcycle.  Those who don’t have the Class M endorsement are only legal driving a motorcycle as long as they are riding in Alabama.
 
Rep. Allen Farley (R-McCalla), House sponsor of the bill, said he would also eventually like to see a skills test. Forty states require a skills test for a motorcycle license, according to the National Conference of State Legislatures.

 
ABATE RECOGNIZED BY ARKANSAS LAWMAKERS
ABATE members from around the state gathered in Little Rock at the Arkansas House of Representatives on April 4, 2013 for the reading and vote on HR1040, which reads in part:
 
“The House of Representatives commends ABATE, the Arkansas Bikers Aiming Towards Education organization, for raising awareness of motorcycle safety issues; for promoting goodwill and mutual understanding among motorcyclists, law enforcement personnel, and the general public; for being an information resource for its members; and for working to benefit the less fortunate through various events.”

 
OREGON PROPOSAL WOULD MAKE IT A CRIME TO BE LINKED TO A “GANG”
In an attempt to crack down on violent criminal activity, Oregon lawmakers are considering a bill that would make it a crime just being linked to what it defines as a “gang”.
 
The big question is how would authorities decide who’s a gang member and who’s not, and the bill says any group of three or more people whose main purpose is criminal activity, has a commonly known name or symbol and regularly engages in criminal acts would be considered a “criminal street gang.”
 
Police currently track gang members, but there’s no law against belonging to any particular organization even if that group is repeatedly tied to criminal activity, but House Bill 2679 and its companion, House Bill 2851, would give authorities another tool for cracking down on gang members because under the proposed law, just being a member would be a felony and subject to stiffer sentences.
 
The Oregon American Civil Liberties Union told lawmakers it is concerned that the definition of a “criminal street gang” is too vague.  “The breadth of the bill and the confusion that will result from its definitions, or lack thereof, risks violating a defendant’s due process rights because that defendant is not on notice of what activity is criminal,” said the ACLU, adding that current laws are strong enough and urged lawmakers to not advance the bills.

MOTORCYCLE CLUB PUBLICATIONS BARRED BEHIND BARS
Last month we reported that the NCOM Brothers Behind Bars monthly newsletter was being banned from prisons in Australia, but now word comes from one of our own New England states that biker-related printed materials are being systematically rejected.
 
Referring to a note received from a Connecticut inmate, The Aging Rebel quoted on his website www.agingrebel.com; “Here at our prison, last year they began to bar books about or by motorcycle club members. This includes the book “The Aging Rebel: Dispatches From The Motorcycle Outlaw Frontier” by Donald Charles Davis. These books are purely being banned because their subject matter includes motorcycle clubs. They use the ‘catch-all’ ‘promotes criminal activity’ while still allowing books on the Mafia, murder, kidnapping and corruption of government officials, all of which apparently promote NO criminal activity.”
 
Some people may be surprised to learn that among the other rights prisoners forfeit is the right to read what they want, but as TAR expresses; “The high court began to back track in 1987, in a decision called Turner v. Salley. After that case, the First Amendment right to read could be ‘reasonably regulated’ if prison officials asserted a ‘legitimate neutral interest’ and the Supreme Court ruling established something called the “Turner Test.”
In a letter from the Connecticut Dept of Correction, the Media Review Board determined that “The aforementioned publication was originally rejected in its entirety on November 9, 2012 under Section 6: It encourages or instructs in the commission of criminal activity.  This publication was thoroughly reviewed and is determined to have met the criteria for rejection.  The publication will not be allowed inside a correctional facility.”

 
WEIRD NEWS: ILLEGAL ALIEN RULED INCOMPETENT FOR TRIAL
An illegal alien in Massachusetts who was drunk driving when he hit and dragged a Mass. motorcyclist to his death has been ruled incompetent to stand trial. Insane?  No.  Mentally handicapped?  Nope… “Unique cultural background”?  YES!
 
Despite numerous previous run-ins with the law, Judge Janet Kinton-Walker ruled that Nicolas Guaman’s “unique cultural background” prohibits him from understanding the U.S. legal process. The judge also ruled that Guaman lacks the ability to effectively consult with his attorney, according to FOX 25 in Boston that broke the story.
 
Defense attorneys across the nation will undoubtedly be watching this case very closely, and if Guaman somehow avoids justice you can count on this defense coming to a courthouse near you – “¿me entiendes?”

MORE WEIRDNESS: SMART APPS
What do Lady Antebellum, Harley-Davidson motorcycles, the beauty store Sephora and the Facebook page “I Love Being a Mom’ all have in common?  Well, researchers at the University of Cambridge are claiming that “liking” those things on Facebook may be a sign of a low IQ.
 
According to www.radio.com, researchers in the U.K. took a close look at 58,000 Facebook users between 2007 and 2012, and correlated their “likes” with the strength of their IQ’s. If you’re wondering what “likes” translated to a high IQ, the items include curly fries and thunderstorms, so this is one study nobody is taking too seriously.

 
NCOM CONVENTION HONORS FALLEN RIDERS; INVITES NAMES FOR TRIBUTE 
With the 28th Annual NCOM Convention in Reno just weeks away, the National Coalition of Motorcyclists is requesting that MROs, motorcycle clubs, and riding associations submit the names of those members and supporters who have died since May 2012, so that we may honor their memories during the traditional “Ringing of the Bell” tribute to fallen riders during the opening ceremonies. Dedications can be hand-delivered at the Convention to “Doc” Reichenbach, NCOM Chairman of the Board, or e-mailed in advance to Bill Bish at NCOMBish@aol.com.
 
Attendees are also encouraged to bring an item on behalf of their organization for the Freedom Fund Auction, with proceeds benefiting the motorcyclists’ rights movement nationwide through Getting Our People Elected donations, NCOM Speaker Program, lobbying activities and other pro-motorcycling projects as determined by the NCOM Board of Directors.
 
The 28th annual NCOM Convention will be held Mother’s Day weekend, May 9-12, 2013 at the Silver Legacy Resort-Casino located at 407 N. Virginia St. in Reno, Nevada, so reserve your room now for the special NCOM rate of $95 by calling (800) 687-8733.
 
This annual gathering will draw bikers’ rights activists from across the country to discuss topics of concern to all riders, and ALL motorcyclists are welcome and encouraged to attend.  Meetings, seminars and group discussions will focus on legislative efforts and litigation techniques to benefit our right to ride and Freedom of the Road.
 
To pre-register, call the National Coalition of Motorcyclists at (800) 525-5355 or visit www.ON-A-BIKE.com.

QUOTABLE QUOTE: “There may be times when we are powerless to prevent injustice, but there must never be a time when we fail to protest.”
Elie Wiesel (b. 1928 in Romania) Nobel Prize laureate

While there are plenty of great motorcycles to see when you visit the Sturgis Motorcycle Museum & Hall of Fame, there are also lots of other historic items and memorabilia on exhibit in the museum. Memorabilia includes motorcycle parts, toys, publications, posters, fliers, and lots of terrific motorcycle artwork.

Three pieces of art that stand out in the museum are the Legends River Series by Motor Marc Lacourciere. Marc generously donated limited edition giclee prints of all three pieces in the series to the museum, and plans to donate prints of the remainder of the series – the final piece that will be released in conjunction with the 75th Anniversary of the Sturgis Motorcycle Rally.

Legend Rider is a commemorative series of paintings produced specifically for the Sturgis Rally. In this series, “Motor” Marc connects the strength of the legendary lands with the power of iron horses rider. With the artistic depiction of an era gone by, this limited edition work-of-art will impress the true legend rider motorcycle enthusiast. Each of the three pieces is filled with historical depictions of the Black Hills area where the Sturgis Rally is held. From buffalo majestically roaming the area, to the Devil’s Tower, to Mount Rushmore, these pieces chronicle the history of the Black Hills area with motorcycle riders right in the forefront. Each of the pieces can stand alone, or be hung as a panoramic group to show the riders on the same broad road.

“Motor” Marc has been featured on numerous television networks and print publications depicting his artwork. Besides motorcycle lifestyle art, Marc also focuses his art on cars, Nascar, and classic rock bands.

Marc has displayed his art during the Sturgis Motorcycle Rally and has a website where you can see much of his work: www.motormarcart.com. You can see his art up close and personal at the museum and also at the Legendary Buffalo Chip during the rally.

Ton, a longtime member of the Few Good Men M/C, glared at the reflection in the back of the minivan. It was times like this that he wished the Shovel had mirrors. He had picked up the reflection of the tan van several miles before but now it was getting the best of him. A new black Caddy SUV pulled past in the passing lane. Ton casually checked over his shoulder and fell in behind. True to form the van changed lanes to keep pace. Whoever they were they weren’t very smart. Ton eased off the throttle to space back from the SUV to scan the road ahead. Nothing but California freeway. He spotted the polished stainless steel back of an eighteen-wheeler signaling for the off ramp. Ton scowled at the reflection in the tinted back SUV window, grabbed a handful of the S&S Super B splitting lanes slicing between the SUV and minivan. He rocketed around the semi and down the off ramp. They now knew he was on to them as the Van changed lanes and followed the container truck. He hoped the off ramp would bottle neck allowing him to split the lanes and get away. Instead the off ramp gracefully merged onto surface streets.

Ton slapped the jockey shift down a gear split the lane with on coming and cut down a side street. He heard the screeching tires of the leaning van attempting the sharp turn. He felt a scratch across his side followed by a hot jab to his left shoulder telling him they had opened fire. His left arm seared with pain as he tried to grab the jockey again. The Shovel would have to grunt it out in third. Ton spotted an alleyway nearly clipping the approaching Jeep. The hand wrapped drag pipes barked viciously at the buildings as he twisted the motor above where it belonged. Ahead he spotted another intersecting alley. Ton locked up his rear tire and kicked the rigid frame sideways dumping the clutch as the chopper cleared the building. Too much.

The Shovelhead continued sliding around the corner, and then lying down onto its side skidding across the harsh asphalt. Ton stepped off the metal mayhem and drew his .357 heading back to the corner. The van squawked as it rounded the corner. Ton slammed the hammer down three times sending the van careening into a dumpster. He rushed forward ripping open the rear door catching the other two before they could return fire. The Shovel gasped its last breath as gravity dragged the fuel away spilling it out onto the ground. Ton checked the driver, Bad M/C. They were a long way from their turf. Ton snatched the bandana from the driver’s head to mop some of his gasoline from the ground before shoving it in the throat of the van tank. Ton righted the Shovel taking one last look at the flames engulfing the van.

Ton snarled, mule kicking at Marcel, the Club doc. Marcel’s primary training was a plumber, not a doctor, but he was all the Club had. Marcel sadistically splashed more iodine on Ton’s shoulder. The small ammunition had embedded itself against the shoulder blade. Marcel worked at it with his stubby fingers with the grace of a teenager popping a large juicy whitehead.

“Sit the fuck still.” Marcel barked. Ton unsheathed his knife intending to sink it into Marcel’s soft side but thought better, placing it between his teeth, while biting down hard on the bone handle. Other members of the Club filed in as marcel popped the bent lead projectile from Ton’s bloody back, and finished knotting the last stitch.

JD dropped the gavel bringing church to order. Ton carefully explained what had happened as Marcel worked at immobilizing his arm. The Bad M/C was a small rag tag club mostly made up of members who didn’t make the cut when their own club was patched over to Outlaw Machine M/C a big east coast group. Bad blood was still strong because of the snubs and they wanted to show they had class and attacked the old school, one charter, Los Angeles, 1%er club, a Few Good Men. They had carved out a small territory to the northwest of the city mostly dealing drugs to the immigrate farmers who populated the area and the FGM left them alone. Maybe they were thinking of expansion. Attacking a full Club member would be dealt with harshly, but first JD wanted more information. As quick as the meeting started it was over. Marcel and JD helped Ton to the small apartment that the Club maintained in the back for members who weren’t going to make it home.

Ton’s eyes snapped open. The rumbles of dual Thunderheaders were not of his Club’s. He strained to hear emptiness in the clubhouse. Perhaps it was just a passing bike, somebody out for a ride, but their industrial complex was sorta tucked away. The clinking of a padlock falling to the ground told him otherwise. He instinctively groped around the nightstand for his .357 but found nothing. Snake swiped it to dispose of it, so it couldn’t be traced.

For the first time Ton felt alone and naked. Scrambling into the barroom he found no one. The large steel doors burst open, and Ton dropped to the floor as the first rounds of automatic gunfire shattered into the brick wall, and the glass windows that encircled the top of the walls. As bullets sprayed overhead Ton dragged himself, with his one good arm under the pool table. The sounds of war would bring the police; bring questions the FGM Club did not want to answer. Apart of the community too long, they purposefully kept a low profile.

Tammy awoke to the snapping of fireworks. As she glanced out her second floor window she saw the rockers of Bad M/C riding away. As a single mother she was reluctant to move in next to a notorious motorcycle clubhouse. Her fears were alleviated when she found herself living on the bad side of town. The bikers kept to themselves and she even hooked one or two when her bed became too lonely. From her perch she could see the forks of Ton’s chopper parked in the lot.

She quickly slipped on a robe, checked her kids and slipped over to the industrial compound. The side of the building was sprayed with automatic gunfire. She couldn’t help but smile that so much energy was exhausted firing into brick-framed windows. From inside Tammy could hear breaking of glass underfoot as she called out. Ton unlocked the side door and collapsed into her arms. She was taken back that he was already bandaged. The fear in his eyes told her mountains.

JD stood defiantly before the officer answering with simple yes/no words, but did nothing to reveal anything. The officer pushed. He was a low-level cop on a beat. The gang squad would overtake everything when they arrived, and he hoped to see name added to the report, receive some credit. JD answered his cell without saying a word and tossed a glance beyond the back fence of the compound.

“Tell mom I love her and I’ll see her soon.” Tammy watched from her window as JD slid his phone back into his pocket. At least the Club knew Ton wasn’t in the building. She slipped under the sheets with her impromptu visitor.

Snake and Mongoose’s choppers thundered down the road. They hoped that Ginger, a performer at Dancer Dancer, who liked to slum it with members of the Bad M/C would shed some light. Mongoose pointed out the new Harley’s in front of the saloon as they rounded the corner. Snake, ready for a fight, stepped inside behind Mongoose. Disappointment came, to find a couple of posers in fresh new leathers inside. Snake and Mongoose presence made the wannabe’s feel part of the crowd. They were badass like the 1%ers.

Snake dismissed them, as there were pressing matters. The afternoon dancers were the usual stretched-marked single moms making a few dollars while the kids attended school. Ginger was the exception. At night she was just another dancer, but in the afternoon her twenty-two-year-old unspoiled hard-body easily made ten times as the other girls combined. The dressing room emptied quickly as the two senior 1%ers entered unabashed. Mongoose dropped a small packet of cocaine on the makeup-stand but his body language made it clear to Ginger. She wouldn’t get a taste until they were finished, and she spilled her guts.

She readily gave up dirt. Bobby was the president of a small street gang when the Outlaw Machined decided to expand. But expansion patch-over didn’t include Bobby. He bounced around as a low-level drug dealer until he found his way into the struggling second class Bad M/C. The all white club had assorted inexperienced leaders until Bobby took the head of the table. He had street gang experience, a massive ego, a simmering grudge, but little heart. He despised the Outlaw Machine for taking his patch, but was looking for any target that might renew his alliance with the giant in the East. Snake let the words soak in before giving the nod for Mongoose to pass the coke. Ginger greedily dipped her polished and painted nail into the fine powdery substance. Satisfied she let a wanting gaze climb over the bikers. She parted a tempting smile, offering them her buzzing self. They noted the offer, but the Club came first. Until they got to the bottom of the Bad, fun time would wait.

JD flipped his phone open and moved away from the hired help replacing the windows in the clubhouse. Rapper was one of the few people from the east who JD tolerated, even respected. Had Rapper been born on the west coast he would have easily been a member of the FGM but as circumstances had it, he was a president of a chapter of their bitterest enemy?

“We need to talk,” stressed JD, “in private.” Rapper suggested the Hooters in Hollywood. JD was taken back and hoped Rapper didn’t pick up the hesitation.

“Be there in an hour.” JD snapped the cell phone shut. Rapper was in town and not across the country. Perhaps there was some truth in the ramblings from coked-out stripper after all.

Marko’s Knucklehead bobber growled as he picked up the sound of JD’s Pan, while peeling down the 101. The Knuckle barked as JD shot up the short on-ramp onto the freeway slipping in effortlessly beside his president. Working as a stunt driver at Universal Studio back lot, he hoped this meeting would be as short as the trip over to Hollywood Boulevard. Inside Hooters, JD quickly scanned the crowd but didn’t see Rapper. Hooters was packed with the same looky-loo tourists that Marko detested about Universal. He followed the cute hostess’s eyes up to the second level.

They found Rapper in full colors alone at a table, elbows deep in cheap King Crab legs. He didn’t bother to stand. “What brings you to town?” Rapper knew what JD was asking. It was a courtesy to check in with a dominant club when traveling into unfamiliar territory, and he didn’t honor the outlaw code.

“Family, kid wanted to see Disneyland. Marshall and his mom are over at Universal. What’s up?” Rapper answered between legs cracking. “Sit down, relax.”

JD surveyed the situation. “Problem with some local boys. Tried to take out one of my guys twice yesterday.”

“Sounds like a personal beef? Check your boy to find the root of evil,” Rapper said.

“Word is east is muscling up these guys,”

Rapper finished sucking meat from a stringy leg. “We have no interest out here. You guys are too well embedded. Internationally, we’re backing Bikies down under. Who are these locals?”

“Bad M/C,” Marko answered.

Rapper shrugged the name off. “Bunch of slouches. Couldn’t cut it in our Club.”

“How’d they make it as a M/C?”

JD didn’t like the question. The truth was the Bad snuck in the back door by resurrecting a dead club name that was still on the books. “Doesn’t matter. So you’re not looking to expand west of the Mississippi?” He needed to know where his club stood in this situation. The Few didn’t care how big any club was, but JD need to know how deep this deal was. Rapper smiled but shook his head no. “If we had a problem with you, I would contact you directly, first. I apologize for not letting you know I was in town. JD and Marko bid their farewell. Outside the boys kicked over their bikes. JD slipped on his shades. “Whadya think?”

JD let out a sigh and snapped the throttle. “You know what to do.”

Marko slammed hard against the concrete floor as glass shattered down around him. “Cut!” Marko raised his hand and waited for the all clear from the gun wrangler Raymond. Marko liked working as a stunt man. It kept him sharp and alert. Today’s scene was the big finale shootout. Marko lingered waiting for the other firearms to be inventoried before he approached Raymond pulling him to the side.

Raymond was apprehensive. Being a gun wrangler was a position of trust with not only actors and studios but also with law enforcement. All guns needed to be cataloged and modified so that they could never be mistakenly loaded and used as a real weapon. Grudges run deep in Hollywood. Marko was persistent. Raymond finally conceded a couple of dozen AK-47s for an up-coming movie. It would be a strict short-time loan. The guns would have to be returned quickly, reamed, barrels plugged, and then modified for the film, but the Club was willing to pay for the quick turn around.

Ton and Tammy sat at a table secluded behind the clubhouse pool table. Ton was rehabilitating his left arm by sliding his hand up and down Tammy’s soft leg under her short skirt. She blushed at her uncontrolled out burst, as Ton assured her no one knew how wet she was. Everyone knew. It was a packed place tonight as all available members had turned up as a show of force for their brother. Twenty-three of the meanest motherfuckers to walk the streets of Los Angeles were going to purge their turf of a parasite. Ton leaned forward kissing Tammy’s soft cheek before sending her home.

Bobby paced in the front room of his rundown house pounding his chest in front of a half-dozen members. The cell phone remained silent. He sensed Rapper’s irritation when he initially called.

“Bad wants to be considered,” Bobby said.

We have no interest in that territory,” Rapper said, “Besides you didn’t make it the last time, and we transferred the other members into our out of state existing chapters. What the fuck do you think you’re doing?”

We are going 1%er whether you like it or not, but we wanted to give you the first shot,” Bobby said feeling his oats and trying to impress his brothers. “This territory is a gold mine.”

“And serious trouble,” Rapper said.

“These fuckers are old,” Bobby said. “We can take them.”

Rapper didn’t like this phone conversation for a number of reasons. “Are you going to be there?”

“Yeah,” Bobby said.

“Stick tight,” Rapper said. “Let me talk to my brothers.”

Bobby sat on the sofa waiting for the follow-up call. “You don’t expect biker’s to keep accurate time do you?” Bobby muttered to his brothers and laughed. The other young brothers looked at one another. One took a slug on a bottle of Jack Daniels. Beers and joint were passed around. One member, an Italian took a slug on the fifth, and looked at Bobby. He came from a family of mob members, and remembered some of the stories. “I’m going to the head,” he said and walked down the hall.

Mongoose landed a size 12 on the door sending splinters raining across the Bobby’s front room. Snake flooded the room with a burst of rounds. Members scattered, but there was nowhere to run. One reached into his vest and was shot immediately. Ton eyed Bobby from point blank. “You thought you could kill me?” He landed a hard right to Bobby’s ribs doubling him over and snatching the revolver out of the back of Bobby’s waistband.

The Few surrounded the building, but not before one short Italian member of the Bad climbed out of the bathroom window and escaped. The FGM knew they needed to move fast. JD towered over the heap of man. “Your club is over.” Ton leveled the gun at Bobby’s head and squeezed the trigger.

Rapper smiled. “Nice to see you boys still know how to handle your shit. He was nothing buy trouble. I was here trying to get to the bottom of this but…” Rapper watched as Mongoose stripped the bloody colors off the deceased.

“Yeah we take care of our own.” JD casually took the revolver from Ton and indicated for the other members to fight or leave their colors and depart. To a man they ripped off their colors and peeled for the door. One turned and JD pistol-whipped him, before a confrontation ensued. “Let’s move,” JD said and a Few Good Men and one Outlaw Machine member scrambled into their vehicles and split in several directions.

Editor’s Note: People from various backgrounds got a glimpse into motorcycling history on Saturday, April 13th from 4:00 – 7:00 pm. Bikes of Days Gone By, a vintage motorcycle show was held in Historic Downtown Melbourne and featured antique motorcycles dating from 1978 and earlier.
The show is put on by Jim Kuhman and is co-sponsored by Sinclair Law Offices and Matt’s Kasbah. –Rogue

The Following Is By The Promoter About Bikes Of Days Gone By

For well over 30 years I have had a love burning in my soul for vintage motorcycles; Triumph, Norton, Crocker, Vincent, Indian and Harley-Davidson. I spend what free time I have traveling the USA to shows, auctions and events relating to the antique motorcycle world. Being a member of the Antique Motorcycle Club of America and the Sunshine Chapter of Florida; I realized that there were very few antique motorcycle events in Florida. Yes, Florida has bike week and Biketoberfest but as we all know these rallies attract riders of all genres.

I was raised and currently live in Melbourne, Florida. The historic downtown included Turner’s Department Store, Kemper’s Grocery, Meehan’s, the Flatiron Building, Shorty’s Bar, the Van Croix Theater and Pop’s Casbah. Many cities across America have been rejuvenating their historic areas and welcoming specialty shops, restaurants and bars; Melbourne’ bustling downtown has followed the trend. I envisioned the downtown streets and buildings as an ideal backdrop for a vintage motorcycle show. So when my friend Matt Nugnes bought Pop’s Casbah and created Matt’s Casbah; he began searching for a unique event to bring to downtown.

Bike Nights are a dime a dozen; they are successful for short periods of time, but die out and really don’t offer anything to keep a person’s interest. In conversation with Matt, I suggested perhaps he should consider having an annual gathering of antique motorcycle enthusiasts and host an Antique Motorcycle show. An experience for people from all walks of life; the guy whose neighbor down the street had that cool Indian, the dude from the ‘60s who remembers the Sears, Montgomery Wards and Hondas of that era or that family who just stumbles upon the happening while shopping.

All of us old guys are hoping that young children exposed to these classic machines may ignite a spark of the same passion we have for antique motorcycles, hell antique motors of any kind and carry the torch for future generations.

Our annual occurrence had to be more than just a biker function; I reached out to my good friends Walt & Rose Smith and we started brainstorming and hashing out guidelines. What categories of bikes would be allowed to enter, where to set a production year cutoff for entry, getting the word out, how to judge, what kind of award for winners, etc.

Each year we are learning something new to add or remove in order to grow the show, make it more successful and enjoyable for all participants, be it the owner of the vintage bike or the spectator.

Each registered participant to the show will receive a cool T-shirt designed by a wonderful group of artists at Art Lab. These T’s will soon be for sale via the Internet and the day of the show. Sinclair Law has been a big supporter of the Brevard County motorcycle communities and this year they have joined with Matt’s Casbah to become a major supporter of Bikes of Days Gone By, with their help and the continued assistance of Matt’s Casbah we are looking forward to this year’s show and making Bikes of Days Gone By an anticipated must attend event for Melbourne and the antique motorcycle community for years to come.

We appreciate and are open for suggestions and comments. We hope to see you on April 13th in historic downtown Melbourne.

–Jim Kuhman
Old Iron Caretaker

Editor’s Note: I’ve done this a couple of times with various air cleaner systems. Fortunately some of the covers are aluminum or stainless and can be cut, modified, or beat on, and then polished or rattle-canned for a terrific finish. But there are a myriad of aftermarket systems available from K&N, S&S, Performance Machine, you name it, if you don’t have the time or the tools. And perhaps J&P carries them all. So, you might look around, before you burn through a day trying to make your own.—Bandit

Ever wonder if you are getting ripped off or not? I can’t help thinking that $80 to $150 for an air cleaner cap is a little much, so I decided to correct the problem myself.
All I really needed was 5.5″ round cap for the top of my Arlen Ness Big Sucker, try to find that! Pretty much Ness is the main manufacturer of that item, and the price, well let’s just say it almost as expensive as the whole kit. If you purchase the big Sucker, they expect you use the OEM Ham Can, but man, it’s just ugly!

And I’m pretty sure your sucking the same old hot engine air that you were before. I did some quick measurements and found that the diameter of the outer ring on the Ham Can is exactly 5.5″,

now All I need is to cut it out. First I taped the top of the Ham Can with duct tape to avoid scratching it, then marked around the outer ring depression with a felt pen. I drilled a 3/8″ hole as a starter for my hand held jig saw. Using a metal blade I followed the line and cut out the center.

With a hand grinder and 80 grit flap wheel I smoothed out the edges. Presto! Not bad if I say so myself! If you’re wondering, I had a couple of extra Ham Cans lying around, so destroying one was no big deal.

Ride hard, have fun, and look out for each other.

— Tail Gunner out!