The Sturgis Motorcycle Museum & Hall of Fame has lots of great motorcycles and memorabilia on exhibit, but we’ve also got some great stuff tucked away in our archives. This month, we thought we’d share a little piece of what’s currently NOT on display in the museum.



A couple of years ago, we were loaned a 1953 Indian Chief – which was a great addition to the museum. Along with that Chief, we were loaned quite a collection of memorabilia. In that memorabilia we found these nine Indian Pow-Wow magazines.



These little gems measure 4 inches by 6 inches, and each are about sixteen pages long. The copies we have were published from November/December of 1954 through March/April of 1956 (with one copy undated). The content of the Pow-Wow includes articles about racing, photos of riders in various states, information about law changes, ads for new models and information about the staff at Indian in Springfield, Mass.



Looking through the Pow-Wow we found lots of interesting stuff. We’ve included here the cover from the March/April 1955 edition because the cover photo is one that was taken in the Black Hills of South Dakota during a Jackpine Gypsies ride. We found some other interesting South Dakota tidbits, including the article about “Mr. Motorcycle South Dakota” who that year was Jack Hoel, son of J.C. “Pappy” Hoel (the founder of the Sturgis Motorcycle Rally and a local Indian Motorcycle Dealer). That article also mentions our friend Neil Hultman who rode his 1955 Indian Woodsman in races that year – that very Woodsman is on exhibit right here in the Sturgis Motorcycle Museum.



You’ll find a picture of Pappy Hoel in the advertisement for the 1955 Woodsman that we’ve included here, too. Other items of interest we chose mostly at random are Safety Tips from Indian Motorcycle Staff, a page of “Forgotten Facts” and a “Why the Indian Laughed” page – one of which can be found in almost all issues of the Pow-Wow.



We enjoyed paging through these magazines, and hope you’ll enjoy them, too.

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

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

CONGRESS MOVES TO ABOLISH MOTORCYCLE-ONLY CHECKPOINTS
Motorcycle-only checkpoints have revved up concern in Congress, and wording was recently inserted into the House highway bill that would bar the U.S. Department of Transportation from providing grants to local or state governments for such discriminatory inspections.

The action arose over motorcycle-exclusive roadblocks set up in Georgia and New York under federal safety grants that single out motorcycles from four-wheeled traffic for police to check the bike and rider for proper paperwork, helmet, exhaust and equipment violations.

Rep. Jim Sensenbrenner (R-WI), who sponsored H.R. 904 to ban federal funding of motorcycle-only checkpoints, applauded the House Transportation and Infrastructure Committee for including his bill’s wording in their Feb. 1st mark-up of the transportation measure, saying; “It is encouraging to see that the transportation reauthorization bill will encourage more efficient use of taxpayer dollars and smart motorcycle safety policy.”

“Motorcycle riders are right to be outraged at being singled out for safety inspections,” added Rep Tom Petri (R-WI). “Nobody is suggesting flagging cars down for unscheduled inspections, and there’s no good reason why motorcycles should be treated differently. It’s unnecessarily intrusive, and not a smart way to use limited police resources.”

Section 5007 of H.R. 7, the “American Energy and Infrastructure Jobs Act of 2012” reads:
PROHIBITION ON FUNDS TO CHECK HELMET USAGE OR CREATE CHECKPOINTS FOR A MOTORCYCLE DRIVER OR PASSENGER.
The Secretary may not provide a grant or otherwise make available funding to a State, Indian tribe, county, municipality, or other local government to be used for any program to check helmet usage or create checkpoints for a motorcycle driver or passenger.

The House bill, which also provides federal funding for state motorcycle safety programs and funds for motorized trails, will now go to the full House floor before going over to the Senate for consideration. The Senate will consider their own version of the highway bill, and a final version will be ironed out in a conference committee.

HOUSE COMMITTEE SEEKS FURTHER STUDY OF ETHANOL-BLENDED GAS
The House Committee on Science, Space and Technology passed H.R. 3199 by a 19-7 vote on Feb. 7th to require a comprehensive study of the implications of ethanol-blended gasoline. Although the Environmental Protection Agency approved E-15 (15% ethanol fuel) in October 2010 for use in most cars, it is not approved for any motorcycles or ATVs and the hotter-burning formulation can cause premature wear and could void manufacturers’ warranties.

The bill, introduced by committee Vice Chairman Rep. Jim Sensenbrenner (R-WI), would require the EPA to seek independent scientific analysis on the effects of E15 gasoline on engines.

The measure now heads for consideration on the House floor, then if approved will move to the Senate.

Earlier, Rep. Sensenbrenner introduced H.R. 748 to prohibit the EPA from authorizing the use of gasoline containing greater than 10% ethanol, which is deemed safe for use in motorcycles, ATVs, boats, lawnmowers and other small engines.

VIRGINIA MAY LEGALIZE TWO-ABREAST RIDING
The Virginia General Assembly is considering the repeal of a 40-plus year-old law that makes it against the law for two motorcyclists to ride side-by-side in the same lane. Virginia and Vermont are the only two states in the U.S. with such a law on the books, while 48 other states either don’t ban the practice or have specific laws allowing it. There’s no indication those states have more crashes or problems related to two-abreast riding, according to the Virginia Coalition of Motorcyclists.

The proposal, sponsored by 26th District Delegate Tony Wilt and 18th District Delegate Michael Webert, sailed through the transportation committee and, overwhelmingly, through the House.

The law is an old one, possibly sparked by the menacing image of motorcycle gangs of the 60s. But since the law was passed over four decades ago, motorcycle registrations have shot up and charitable motorcyclists now ride in large groups for fund-raisers or to raise awareness, when riding two-deep is common.

Two-thirds of multi-vehicle motorcycle crashes are caused by people in cars who don’t see the riders. Two abreast may enhance visibility. And since motorcycles generally have one headlight, riding together can help illuminate dark roads.

INDIANA LAWMAKERS CONSIDER ALLOWING SUNDAY CYCLE SALES
After four years of trying, State Senator Ed Charbonneau (R-Valparaiso) recently won committee approval for legislation allowing the sale of motorcycles on Sundays. The Senate Commerce and Economic Development Committee voted 7-0 to forward Senate Bill 192 to the full Senate.

Sen. Charbonneau says motorcycle sales have increased in New Jersey and Pennsylvania after those states passed laws allowing motorcycle sales on the Sabbath.

The legislation distinguishes motorcycle sales from motor vehicle sales which would remain prohibited on Sundays. Thirteen states don’t allow cars to be sold on Sunday, including Indiana.

Charbonneau said many motorcycle dealerships are already open Sundays, selling merchandise or servicing motorcycles, and they should be able to sell motorcycles too.

FLORIDA SEEKS STIFFER PENALTIES FOR NEGLIGENT DRIVERS
ABATE Florida members from around the state were out in full force at the state capitol on Monday, Feb. 13th asking lawmakers for safer roads and to support legislation for stricter penalties for drivers who kill bikers on the road.

“Kill a motorcyclist they get an $82 fine, that’s all they get; failure to yield. You do that in a car, hit somebody else in a car, you get vehicular manslaughter,” said James “Doc” Reichenbach, ABATE President.

Reichenbach, who also serves as Chairman of the Board for the National Coalition of Motorcyclists (NCOM), testified on behalf of ABATE’s Stiffer Penalties Bill, S.B. 1754, which passed the Senate Transportation Committee on Jan. 27th by a vote of 7-0, and now goes to the Senate Criminal Justice Committee.

During the rally in Tallahassee, the names of bikers killed in wrecks last year were read aloud. Fifty-six bell chimes were sounded; one for each lost life. The bikers spent the rest of the day talking to lawmakers, then headed home hoping when they return next year, there are fewer bells to ring and fewer bikers lost.

MYRTLE BEACH RALLY DATE CONFUSION PROMPTS ABATE BOYCOTT
Myrtle Beach Harley-Davidson has moved the dates of its official spring rally into late May, effectively adding 10 more days of Harley-related events on the Grand Strand and sparking confusion among bikers, businesses and rally promoters over when the rally will take place.

“They just don’t seem to want to play by whatever rules we set,” said Councilman Gary Loftus in calling on council members to revoke all May vendor permits for biker events. “They keep wanting to push and push and push well they’ve just pushed too hard this time.”

Horry County (S.C.) ABATE has decided to stage a boycott, not of the spring bike rally, but of the local Harley dealerships involved in rescheduling the Cruisin’ the Coast rally to May 18-28, carrying it over into Memorial Weekend when sportbikers traditionally begin arriving for Atlantic Beach Bike Fest aka “Black Bike Week”.

“The dust just got settled with Horry County, and now this has upset the county council all over again,” said Gary Balcom, ABATE chapter coordinator, recalling that in 2008 Myrtle Beach passed a litany of laws aimed at ending the rallies altogether, including a city-wide helmet law that was later ruled unconstitutional. “It’s a bad idea and was not discussed with anyone else,” said Balcom.

But there are other concerns, too, Balcom said. The large crowd would overwhelm local law enforcement resources, he wrote in an ABATE statement. “The last thing we want to see is any event getting out of hand,” Balcom wrote.

The statement calls the date change “a slap in the face to the county council” and encourages bikers to boycott the two dealerships in Myrtle Beach and North Myrtle Beach “and we hope that the biker community as a whole will come together with us on this boycott until such time as they retract their plan of overlapping dates.”

MOTORCYCLE SALES HOLD STEADY FOR 2011
The 2011 motorcycle sales estimates from the Motorcycle Industry Council are in, with annual unit sales holding steady at 440,000. The good news: motorcycle sales haven’t declined from 2010. The bad news: they haven’t gone up either. The MIC reports 440,899 total motorcycle sales for 2011, up 0.3% from 2010’s unit tally.

The motorcycle market shows gains and losses within the various segments, reports www.motorcycle-usa.com, noting that the largest sector, on-highway motorcycles, recorded a 1.8% increase over last year at 312,124 units. The boom and bust scooter market benefited with an 11.8% gain at 31,850 units. The biggest winner, however, was the dual segment which jumped 14.2% for the year, gaining 3337 units.

Off-Highway motorcycle sales dropped 13.5% on the year, losing 10,905 units from the 2010 tally of 80,962. Combined with the ATV market, which continued a downward sales trend, more than 45K OHV unit sales were lost on the year.

The 2011 total 440K annual motorcycle sales mark shows stabilizing of a market that crashed following the economic crisis in late 2008. Total motorcycle unit sales topped 1.1 million in 2008 (the sixth consecutive year sales had topped the million unit mark), but plummeted 40.8% in 2009, followed by a further 15.8% decline in 2010.

WORLD-FIRST STUDY ON CAUSE OF SERIOUS MOTORCYCLE ACCIDENTS
A world-first study will examine the cause of serious motorbike crashes. Motorcyclists will be part of a $1.3 million Australian study aimed at slashing the number of motorcycle accidents. The ground-breaking inquiry will compare the experiences of riders injured in crashes at specific sites with riders who have travelled through the same site safely.

Transport Minister Terry Mulder described the new research as one of the most comprehensive motorbike studies attempted globally. “By comparing the two groups, we hope to learn not only what went wrong for those involved in crashes, but also what went right for those who negotiated a particular crash site safely,” Mulder said.

More than 1100 riders – half of whom have survived crashes – will be recruited over the next 18 months. The research is being funded by the State Government and headed by the Monash University Accident Research Centre (MUARC). Experts, five of whom are motorcyclists themselves, will analyze factors such as speed, experience and the physical environment in accidents.

Experienced and active riders have contributed to the questionnaire design to ensure relevance and improve study outcomes.

Results are expected towards the end of 2013.

WEIRD NEWS: HELMETED BRIT BIKER REFUSED SERVICE
Motorcyclists in England are being victimized by gas stations that enforce a “Remove Helmets” rule, as evidenced by an incident in Coventry when staff refused to serve a rider even though his full-face visor was up.

Barry Hadley, 63, told the Coventry Telegraph: “I stood there for a couple of minutes and thought there was something wrong with the pump. Then a message came over the loudspeaker saying I had to remove my helmet, even though I always flip up the front. Why should I be classed as a thief because others are thieves?”

The manager said it was company policy, and in a letter to Hadley the station said: “Legally we are required to be able to validate the minimum age for dispensing fuel and this can not be assessed adequately if riders keep their helmets on.”

QUOTABLE QUOTE: “He who has a Why can endure any How.”
Friedrich Nietzsche, German philosopher (1844-1900)

Yet another true solid professional is to be found in Jason Ferguson. He will do the actual building of the Bikernet/Cycle Source Giveaway Chopper, sponsored by Xpress, frame, designed by Jason and Gary Maurer of Kustoms Inc. As a second generation bike builder, Ferguson caught the bug at an early age. He grew up around dirty old bikers going to bike shows and rallies.

Ferguson has built bikes for guys like Billy F. Gibbons (ZZ Top), Hulk Hogan and Bo Jackson. After serving apprenticeships with various builders, Jason started Texas Bike Works, LLC in 2006 and the business has grown steadily.

Ferguson, an expert welder, machinist, fabricator and custom fitter said, “It’s kind of a tough time to come up with new products.” Although true, he’s currently working on oil tanks, gas tanks, handle bars, and “all kinds of old ‘70s stuff.”

“Time and effort makes a great frame, “ stated Ferguson. And quality materials definitely help. All of his frames use 1020 DUM tubing steel.

He assures me that the biggest difference between a Chopper and a Bobber is the neck height. It usually takes him 20 hours of due diligence to come up with an outstanding creation. And, with this attitude, he got involved with the Giveaway Chopper program because the quality builders and manufacturers that are part of the build.

Jason Ferguson is the owner of Texas Bike Works. Michael David Milatovich of Bikernet.com interviewed the frame builder and shot him 13 questions.

13 Questions with Jason Ferguson

Bikernet: Besides yourself, who are your heroes in the motorcycle industry?

Ferguson: Well, I’ve always looked up to Arlen Ness. It’s just the bikes. My dad was a big fan of his. And just watching him over the years and having the chance to meet him….A great role model for bike builders…. Very professional, always coming up with new ideas for the industry.

Bikernet: EVO or PAN or Twin Cam or Knuckle or Shovel, and why ?

Ferguson: I like Shovelheads because they make a distinct sound. I can’t really explain why, but I’ve ridden flat head, pan head, knuckle, but I just seem to like Shovelheads best. They’ve got more power than older motors, but they still have that nostalgic feel to them.

Bikernet: Katy, Perry, or Taylor Swift?

Ferguson: I don’t even know who Katy Perry is. The only reason I know of Taylor Swift is because all my friend’s daughters go to her concerts. (laughs)

Bikernet: Bud or Jack Daniels ?

Ferguson: Jack Daniels. I hate Budweiser.

Bikernet: If you could ride only one bike, what would it be?

Ferguson: Only one bike? A Ducati….one of the newest Ducatis that’s out.

Bikernet: Who are you listening to on your iPod?

Ferguson: This is starting to sound like a Cheryl Hughes interview. (laughs) I don’t even have an iPod, but I listen to a lot of Metallica. Kind of an old school metal fan, stuck in the ’90s.

Bikernet: MotoGP, NASCAR, IndyCar, Flat track Motorcross, Superbike?

Ferguson: I would say Motorcross, I like that best.

Bikernet: Which one event do you always look forward to and why?

Ferguson: Sturgis is the best one for me. You’ve got the best of both world’s there. You got the best riding…..You can go ride and have fun and see all kinds of cool things, monuments. And then you’ve got the best bike shows. Usually a bike show every day that’s got the best bikes in the world. Plus all the people. I get to see all my other shop buddies from all over the country that I talk to on the phone all year.

I get to see them in person because everybody goes to Sturgis.

Bikernet: What reading material is in the bathroom?

Ferguson: I don’t know, man, probably Bikernet on-line magazine.

Bikernet: What is your favorite adult beverage?

Ferguson: Jack and Coke.

Bikernet: Favorite motorcycle ride?

Ferguson: Riding around the Black Hills.

Bikernet: Favorite bike movie?

Ferguson: Probably, Road Warrior.

Bikernet: Favorite TV show?

Ferguson: I don’t know, I don’t watch much TV, but probably the Biker Build-off show.

817-326.0288
http://www.texasbikeworks.com/

Hang on for a chance to win this bike. The odds will be terrific, so step up and enter, or subscribe to Bandit’s Cantina on Bikernet.com, or Cycle Source Magazine, and we will take care of your entry into the drawing towards the end of the year. In the meantime, grab a beer and enjoy this build process monthly on Bikernet, or on the crumpled pages of Cycle Source magazine.

Last issue, we discussed the myriad of top-notch components flying at this build, and how Jason built the frame, at Texas Frame Works, around the master’s configuration and the pre-bent contoured backbone. The master is the boss of the 28-year- old shop, Kustoms Inc. and Evil Engineering, Gary Maurer.

Gary recently took possession of the Texas Frame Works rigid frame, the magnificent Crazy Horse 100-inch engine, the Baker transmission, Accel electronics, and of course, an Evil primary drive system.

“I like to design the sheet metal and frame around the complete drive line,” Gary said. He has a build theory based on the major components in place during the frame and sheet metal design process.

This time, the frame was built behind his configuration, then in went the engine and trans, so he could design sheet metal befitting the lines of the frame and make it cup the engine and trans. He asked Jason to stretch the frame to allow him the space to install the battery behind the trans and in front of the fender.

“I like to build bikes with the battery under the transmission,” Gary said, “but they’re a bastard to work on.”

In this case, the bike will be built as an everyday rider, so ease of maintenance is a major consideration. Here’s the twist of the month, and a major element in the formula behind Kustoms Inc’s success. Gary opened his shop in 1982 as a part-time endeavor. He was 22 at the time, and shortly after, he kicked it up to full-time in 1983. About that time, a 16-year-old high school sweetheart wandered into the shop and enjoyed the vibe. Julie Gilford started answering the phone. Her family taught her work ethics and didn’t allow her to sit around on her cute ass.

Gary made most of his cash flow by repairing and painting Grand Ledge Post Office Jeeps and building race cars. Since the shop consisted of Gary and usually just one helper, Julie picked up tools, cleaned the shop, then started to perform mechanical duties. In 1985, Julie graduated from Grand Ledge High School, and Gary dodged child-endangerment charges.

Julie grew into a major fabrication team member within the tight Kustoms Inc. crew. She built frame tables, fabrication jigs, and runs the mill with her long deep brunette hair pulled into a tight bun. “If she took on welding and running the lathe, I would be out of a job,” Gary said humbly. They have worked together for 28 years so far, and she rides. Three years ago, she hit a deer, but that’s a harried tale for another time.

So Julie jumped at the chance to dig in on the first fabrication build project for the Bikernet/Cycle Source Sweepstakes build, the oil tank. Kustoms Inc. offers several hand-built oil bags. They manufacture a couple of sizes in a donut configuration, with a hole down the center. They also offer a couple of sizes in this oval shape. Julie cuts out the end plates and then forms the oblong, barrel-like exterior. Gary machined mounting bungs using stock Harley gas tank rubber mounts to fasten the oil bag to the frame securely.

Julie drilled the holes in the tank for mounting bungs and oil line fittings. Gary ran the feed line to one end, the return line at the other end, and the vent line near the filler cap. They also drilled and positioned the drain cap bung and the filler cap bung.

After building precision racecars for a couple of decades, fabricating custom motorcycles is all about fun. “At one time, I had to hide my motorcycles when the car guys showed up,” Gary said. “Now the car guys want a chopper to match their racecar.”

Sure, bikes have always been the bottom rung, low-class outlaws. It never changes.

Don’t miss the next episode. They bought a set of ’90s, 3.5 gallon, H-D fatbob gas tanks. Julie will form the pieces to eliminate the dash dish and make them pure flat-sided tanks. Gary will mount them on either side of the frame so the frame will be visible down the center.

“This bike will be built to ride, but look cool,” Gary said.

Don’t miss the next episode, or a chance to win this puppy.

Sources:

Xpress
http://mysmartcup.com/

Crazy Horse
http://www.crazyhorsemotorcycles.com/

www.TexasBikeWorks.com

Kustoms Inc.
KustomsInc@hotmail.com

www.Chopdocschoppers.com

Fab Kevin
http://www.fabkevin.com/home.htm

Evil Engineering
www.evil-engineering.com

D&D Exhaust
http://www.danddexhaust.com/

Wire Plus
http://www.wire-plus.com/

Barnett
Barnettclutches.com

howard.knight@montana.com

Shorai Batteries
www.Shoraipower.com

Bell
www.moto@rcn.com

I love pouring over a map spread out over the dining room table, scrutinizing every back road and twist in the ink. There is a scale involved with maps that allow you to dream and plan differently then looking at a GPS or computer screen. I’ve been known to draw a radius and pick a destination at random, but usually my trips are well thought out. That’s where Butler Maps come in. I picked up the California edition about a year ago and was thoroughly impressed with their detail and focus solely for motorcycle riders. Mr. I’ve-been-everywhere suddenly realized I’ve yet to scratch the surface.

If you’re heading to Arizona Bike Week on the 10 freeway you don’t need a map. And cheap (they charge 10 bucks at some places now!) disposable gas-station maps may be fine in a pinch, but try to find some obscure, apparently non-existent ribbon of pavement as the pathetic excuse for paper rips apart.

GPS? God only knows where you’ll end up.

“Make the first available U-Turn, make the first available U-Turn.” Just ask friend and two-time Hoka Hey first finisher Will Barclay. “In 2010 I used a Rand McNally Atlas of the US, it had missing roads, showed roads that didn’t exist and was actually blessed when it disappeared and had to rely on local maps,” Barclay stated. “In 2011 I bought tons of maps, cut them up, enlarged the sections I needed, had them laminated and created four volumes each fit in my tank bag…Butler Maps does that for you!”

Butler Maps are printed on tough, waterproof stock that shrugs off abuse, and each one folds down to a relatively compact 4.25 x 9 inches—too big for the average pocket but perfect for tankbags and fanny packs. So far Butler has covered Southern California, Colorado, Idaho, Montana, Texas Hill Country, Utah and Wyoming, plus a planning guide for the five Rocky Mountain States.

Butler got started in 2008 when four hard-core riders figured like-minded souls would benefit from maps showing an assortment of excellent motorcycle roads. Roads that, as opposed to what you might find on other so-called motorcycle maps, the company’s owners have actually ridden. It’s a tough job, but thank God these guys are doing it. And their work pays off every time you unfold one of their maps. It doesn’t matter whether you ride an adventure bike, a sportbike, cruiser or Trike. There’s something for just about everyone here, especially if you like to ride where most people don’t.

The maps are easy to use with the best segments of road highlighted in gold, red or orange. G1 (gold) is the best of the best providing elevation change, big views, and most importantly, drama. Red (G2) and Orange (G3) are not to be avoided as well. You can think of their ratings as Good, Better and Best. If a road has color at all, it’s worth going out of the way for.

Scrutinizing Butler I have decided to straddle a dual sport bike. There are too many cool dual sport roads and “Lost Highways,” memorable roads that time, tourists and maintenance crews forgot. Butlers California map also shows what they call Paved Mountain Trails (PMTs): Technically these roads are paved, but they are rough, remote and genuinely twisty with stunning views that give welcome excuses to take a break. If there’s a road that’s not on the map, it’s probably not worth riding anyway. Beyond that, there are plenty of other vital details to keep you on-track and out of trouble.

Each carefully researched map shows expanded views of every gold section, providing great detail at a scale most maps don’t give you. On top of that, things like elevation profiles and written descriptions make sure no detail is left behind. If you think paper maps are a thing of the past, you may want to reconsider. These guys have brought the past into the present by printing QR codes on all their maps. Scanning these codes with your smart phone will quickly link you to hotel and restaurant recommendations in addition to some great video content that will help you plan your next adventure ride.

Planning my trek to Sturgis this year I just ordered their entire set. Ultimately, if you really ride, and like exploring, adventure Butler Maps are a must have stash in your Bandit’s Bedroll.

Since last time, my Mudflap Girl is still over at Saddlemens waiting on a custom seat, but good news filtered into the shop this week. Next week, we should move forward.

Then my son made his dire announcement: “I wanted forward controls,” he said. “It’s all your fault. I agree with Jesse James, you’re nothing but trouble.”

I struggled with the assembly of his mid controls for months. I kicked the Handy steel lift and stubbed my big toe, knowing full well I stood on the right side of the law, and my son was out to lunch on this issue. But as the dad in this scenario, I should be the bigger man. Besides, mid controls can be a puzzling pain in the ass. I dug through my lockers of old parts and found enough components to make up the shift side of forward controls, but I didn’t have the rear brake master cylinder, or the lever and plate. I kept digging.

I reached out to Paul Cavallo, the boss of Spitfire Components, and our Mud Flap Girl frame builders. I thought if I could order a set of the weld-on ½-inch forward frame mounts, I would find the remaining billet aluminum controls parts at the Long Beach swap meet.

Here are some thoughts when it comes to mid controls versus forward controls: Mid controls tighten the looks of the drive train, but make it harder to work on your primary, clutch, oil pump, engine and pipes. They can be a tight, cumbersome addition. On the other side of the coin, they enhance the appearance of any bike by allowing the frame to slither unencumbered until it fades under the engine. And from a handling perspective, mid controls can actually lesson the weight on the lower back.

Okay, so forward controls are sort of out of the way of the engine, the pipes, and the primary. They are easier to install and adjust for long-legged bastards. So what the hell; we started to shift gears. Paul Cavallo assured us of a new shipment of their super-simple to install and bleed forward controls, so we stepped up.

Oh, regarding Jesse James. He complained to the publisher of Heavy Duty Magazine, in Australia, when I didn’t vote for him during the big American Chopper Build-off, in Vegas a couple of months ago. A year ago Heavy Duty asked me to fill in for Jesse, since he was acting up, so I started writing a column for the largest Harley mag in Australia. But now I’ve been fired, because Jesse threatened the publisher, “It’s either him or me.”

In the meantime back at the Mudflap girl, I grappled with the electrics. I had a few issues to mess with. I planned to install a Wire Plus speedo-dash to Frank’s Spitfire T-bars. Grip Ace would handle switches with their electronic module, and the ignition was a Crane Hi-4, a versatile unit. The Hi-4 can be set up to fire a single-fire system, dual-fire, dual plugs, tach, VOES, you name it. I also had a Wire Plus wiring system as backup. It contained the starter relay, blinker relay, and wiring schematic.

A quick sidebar: We built this belt guard out of solid steel rod and strap. I’m a stickler for strength. I like looks, but strength is everything. I would rather the rear strap was 1/16-inch thicker. I will keep an eye on this puppy during the break-in period. Swingarms are bastards for abuse; that’s why mounting fenders to swingarms is particularly tough. Every bump, vibration, or shock a tire endures is transferred to the swingarm, and anything attached to it. Unlike a rigid frame, a swingarm is designed to move rapidly to cushion the ride.

I dug around and found an old ignition switch with an old worn brass key. I looked for a thick washer with the same I.D. as the switch’s O.D. and welded it to the top motor mount. Seems a very accessible position for a switch, and close to the coil and ignition system wires.

At first, I thought about running a circuit breaker on the other side of the motormount, and installed one. As it turned out, I never ran a wire to it, so I removed it.

Since S&S took over the classic Crane Performance products line, we had access to Crane products. My son’s performance aspects will all be Crane and S&S, including the E-carb, a Crane cam, adjustable pushrods, etc. First, I installed the Crane sparkplug wires. This is one damn thing I take my time with. It’s too easy to cut a wire short. I find the kits often lacking the proper pieces, or pieces too tough or tight to install without going nuts. It’s good to collect spare parts. Don’t throw anything away, goddamnit.

For instance, this kit comes with the sparkplug end of the wire already fastened to the cup and lead. I couldn’t find a brass fitting for the straight-in coil sleeve end, but I had some in another kit. I followed the directions and greased the inside of the rubber boot before I started. With the wire and the boot greased, I slid the boot past its position, carefully cut the insulation back about ¾ of an inch, and then folded the carbon lead over the insulation. I carefully crimped the brass fitting into place using several different configurations of pliers, since I don’t have any special tool for this operation. Notice how the brass must bite into the plug wire insulation.

It’s a delicate, tough operation, but once the boot is pulled into place, the tight rubber will hold the fastener and the wire firmly. My son, Frank, the tattoo artist, stopped over and we handled mounting the controls on the bars. These controls were designed for stock application, and we would not use the stock switch housings, because we were dedicated to using the new Grip Ace system due to its simplicity, but we’ll get into that later in this chapter.

We installed the modified handlebar controls with some 1-inch Dewey wheel spacers to make up for the missing bulky switch housings. We were installing the Biker’s Choice Motion Pro clutch cable when Erik Lundmark, from Lundmark Studios, popped in and started filming us for his new TV series, Kustomz. It’s so long between shoots, I forget about the creative effort, but it may pop onto a cable channel near you someday soon.

This build is interesting, because it forced me to go in different directions and away from another rigid frame. In fact, some readers applauded the variation from rigids to something more long-road worthy, and the FXR platform was perfect. I’m beginning to understand why some builders always use the same tried and true components over and over. I can use the same parts, and they fit the same way as the last build, with no surprises. Since Ben Kudon at Rivera asked me to try their new belt system designed for use in a stock primary, I agreed to try it. No big deal, right? The bike was built in 1996, and we stumbled across a set of 1989 primaries.

As it turned out, the starter jackshaft in the early primary was much larger in diameter than late model units, with less pinion gear teeth, but much larger. Consequently, the Spyke starter wouldn’t work and I had to return it. Then the jackshaft was all wrong, and finally, the ring gear on the Rivera Primo Inc. clutch was wrong. Ben sent me another ring gear and it wouldn’t fit on the Rivera clutch shell. He thought I had a stock clutch. What a minute; I was building this with a primary, primarily to use their new system. Switching ring gears was not fun, due to their red Loctite-coated fasteners, and we had to drill out several locked-down Allens. Fortunately, Rivera-Primo makes ring gears for almost any application, so I was covered.

Ray C. Wheeler and I tried everything, including WD-40 and stronger penetrating lubricants. Ultimately, we rounded Allen wrenches, drilled out a few, and used easy-outs. Then the clutch rolled back into shape with the new Spyke starter and jackshaft assembly, but we were missing one dinky element. That surprise came later.

Next, we started to wrap up the carburetor install with the new S&S Stealth Air Cleaner design. Here’s what the gang at S&S said about this system: Everybody likes to go fast, but not everybody likes to advertise. The S&S Stealth air cleaner kits are for the rider who likes to go fast, but wants to be just a little bit sneaky. Get all the performance of the S&S design, including the air directional “stinger” cone in the filter, and hide it under your stock Harley-Davidson air cleaner cover.

Owners of 1999–2012 Harley-Davidson big twins can install the new S&S Stealth air cleaner kit and pick up more power, using their stock air cleaner cover. Nobody will know because it looks entirely stock. We’re talking sleeper hog!

Owners of 1993–1999 big twins with Evolution engines and owners of Sportster models can get the same performance kick, but won’t be able to use their stock covers.

We didn’t want to use a stock cover or be stealthy about it. S&S makes a series of their own aluminum cover designs, but we gave it the Mudflap Girl touch from 2Wheelers just before they packed up and rolled out from Denver, heading east for Daytona Bike Week. I liked this new system a lot, from the lightness of the components to the auto-venting system built into the bracket. No tubes or hoses needed. This installation was a breeze.

Something sneaky slithered around the shop about the time a cold chill slipped over the LA basin. I discovered how aerodynamic Frank’s Spitfire tank was and how well it fit on our Bonne Belle 45 being built for Bonneville this year. I stole the sleek tank off Frank’s bike and mounted it to the 45 Paughco frame. It fit like a glove. I ordered a 3.8-gallon tank from Paughco, and it arrived just after the winter show series. Ray helped me grind off the rubber-mounting tabs.

I started the wiring process, knowing full well the tank would arrive any day, and I would need to reroute some of the wires. I stuck the Grip Ace wiring module in the backbone of the frame, installed the Grip Ace grip, and tried like hell to find quiet, unencumbered time in the shop alone to perform wiring magic. It’s not difficult, but it takes quiet thought, testing, wire running, wire accounting, and figuring.

It’s too easy to run a wire, and then discover another wire needs to follow the same path, such as the neutral switch wires running off the transmission. That wire (one is a ground wire) can run up to the Wire Plus speedo, but the oil pressure switch will follow the same route, as will the speedo pick-up, the wire to the starter solenoid, and maybe the wire to the brake light switch.

I’m using the longer spin-on oil filter to hold the alternator/Spyke regulator plug in place and give the bike more oil capacity. We used the new JIMS tool to pull the filter, and we replaced it by hand. I mistakenly thought I could wire this bike without a circuit board, but quickly shifted gears after I made a small bracket to hold the 30-amp circuit breaker under the seat. Then I welded a small mounting plate to the bracket for the board, and everything started to fall into place. I found some quiet time and started running wires. When I first wire any bike, I draw a schematic with the basic components and start an initial map. It’s a damn good idea, because it’s super easy to forget one item, like the flasher unit for the turn signals.

I also grappled with the VOES switch. I reached out to Bruce Tessmer from S&S for input. I’ve run maybe one VOES switch in my building career, so I didn’t see any reason to go there. Bruce explained the reason behind the switch running off a vacuum tube from the carb. It is designed to help prevent pinging in high performance engines when they don’t have access to high-octane fuels, or run in high altitudes. Since we don’t generally encounter those problems, and we are running near-stock compression engines, I ducked that aspect, and wired the Hi-4 system into place.

My grandson, Frank Jr., recently took over the XS build, and he rolls over to the headquarters on a weekly basis. He’s a worker, willing to sweep the floors, turn wrenches, anything to assist in the process. He’s turned into a major asset around the shop, and has recently become the designated rider for 45 Bonne Belle, since our Australian female tattoo artist had to bow out for this year. Frankie, 18, is also a tattoo artist in the making. We dove into re-installing his XS engine into the Mr. Lucky, Paughco-built frame, and Frankie is now helping with the Bonne Bell build.

Next, we will fire Frank’s FXR, check the wiring, adjust the carb, and we will both be in the market for seats. Mine is scheduled to come from Saddlemen and Frank’s from Le Pera. Hang on. Oh, and we’ll come face-to-face with our jackshaft learning curve. I’m getting anxious to ride. I’m scheduled to meet the Saddlemen crew in two days.

Spitfire

Biker’s Choice

JIMS Machine

MetalSport

BDL/GMA

Wire Plus

Branch O’Keefe

Bennett’s Performance

Custom Cycle Engineering

Saddlemen

Bub

Bryan Thompson took on this build like a mountain man with a mission. He had to build a pre-unit bobber and stay true to the Triumph code. Only Triumph components could be used.

No custom frame, forks, or wheels; just a couple of traditional Bates components and the rest original.

But let’s back up first. Bryan has been a two-wheeled guru since a teenager, when he took bicycles apart and painted them. Then he moved on to Vespas, until he fell in love with speedway racing in Costa Mesa, Caifornia, and hammered the dusty track for years until his body cried for a reprieve. Then his vintage blood surfaced.

“I always admired BSAs and Triumphs,” Bryan said. He took on a rough ’66 Triumph bobber.

“But the pre-unit Triumphs had the look I was after,” Bryan said. He did his research and discovered later ’50s Triumphs contained better power, improved gear boxes, and refined clutches. He started his search.

“Thank God for swap meets,” Bryan said. “Ebay drives up prices, and you can’t tell anything about what you’re getting.” He ultimately found the ’59 frame, motor, and rear wheel at a swap meet.

He wanted the performance of the later model Triumph, but the style of the rigid. He found a stock ’52 rigid section and stretched it slightly so he could run the ’59 Triumph oil bag. But he made a special effort to ensure that every aspect appeared as if it was stock. He didn’t want any welds to show, so after welding, he hand-ground, then filled, and ground some more. No welds show and no Bondo was used.

He rebuilt the engine and added the Bonneville head for additional performance. He’s always enjoyed painting, but shooting House of Kolors candy was a new and daunting experience.

“There are over 15 coats of paint used during the finish process,” Bryan said. He started with House of Kolors primers, then sealers, then base coats, candies, clear coats, then graphics, gold leaf, pin-striping, and more clear coats.

At one point, while attempting to use environmentally friendly paints, he cleared the rear fender, and left it to dry in the shop under heat lamps. It didn’t dry for hours. He hauled it outside, and it still didn’t dry.

“I took John Kosmosky’s House of Kolors class,” Bryan said. But he forgot to add the hardener to the final clear coat. Very carefully, he cleaned the unsetting clear coat off the fender with thinners, re-mixed his clear concoction, and the fender survived.

This is one of the finest custom Triumphs we have ever run across, and his show awards prove it. Next, he will enter the San Jose, California Clubman Show devoted to British bikes.

Owner Bryan Thompson
City: Arroyo Grande
State: California

General Info

Make: Triumph
Year: 1959
Model: TR-6 pre-unit
Type: Bobber
Fabrication: Owner
Time: 5 years
Assembly: Owner

Engine

Type: TR-6
Displacement: 650 cc
Year: 1959
Pistons: Stock
Cylinders: Original
Head: Bonneville dual-carb
Camshaft: Stock
Lifters: Solids
Carburetor: Amal Monoblocs
Air Cleaners: Dual velocity stacks
Exhaust pipes: Straight, minus mufflers

Frame

Type: Original rigid
Year: 1959
Builder: Triumph
Stretch: Stock
Rake: Stock
Swingarm: Removed and replaced it with ’52 hardtail
Mods: Swingarm extended

Paint

Molding: On frame, seat brackets and fender
Painter: Bryan Thompson
Color: Candy Apple Red, House of Kolor
Lettering and gold leaf: Dave Bond, Lucky B Design
Powder coat: Rear hub–chrome, taillight bracket–gloss black

Forks

Type: Triumph glide
Year: 1959
Rebuilt by: Owner
Trees: Stock

Wheels

Front

Size: 21-inch
Rim: Triumph
Hub: 1952 Triumph
Builder: Buchanan’s
Finish: Chrome by AC Plating, Bakersfield
Tire: Avon Speedmaster
Brake: stock drum

Rear

Size: 18
Rim: Stock Triumph
Brake: Stock drum
Builder: Buchanan’s
Finish: Chrome by AC
Fender: Ribbed Bates
Tire: Indian
Hub: Stock

Accessories

Handlebars: Old parts
Risers: Stock
Headlight: Bates
Taillight: Vincent
Seat: Modified Bates
Oil Tank: Pre-unit 1952
Fuel Tank: Triumph from the ’60s

Special Thanks: To Mickey Peter

Check this out. We are building a similar engine with a K-model top end for our Bonne Belle 45, 2012 Bonneville effort. Duncan Keller is helping Lee Clemens through the engine build process.

Duncan is the master of the Magnum engine. Enjoy the tech:

 

 

2012 Harley-Davidson FLHTK Electra Glide Ultra Limited

 

Riding motorcycles has been a regular part of my life as far back as I can remember, even farther back than I care to brag about. My dad used to look like all the guys in Easyriders circa 1979 and I thought he was the coolest man on the planet. I can look back at the pictures of Bandit, Rogue, RIP, and I remember crawling into my dad’s office as a 6-year old to sneak a look at his Easyriders collection. To be honest, I was usually looking for a glimpse of boobies, but I thought the bikes were almost as cool. Raked out Sportsters with flaked out Frisco tanks being piloted by a renegade with a nasty stand-alone mustache engulfed by a starlet perched upon the king and queen seat latching onto the rider like a backpack….yeah, those were the pics that made me want to ride. Over the years, my tastes have evolved as much as my riding. I started on a dirt bike, graduated to the Sporty, eventually moved to a Softail (more than once), abused the snot out of a V-Rod, until I eventually settled into my latest ride, a 2012 Ultra Limited. Looking back at the articles I had written in the past, it is funny to me how my styles have changed as well as the growing girth around my tummy. Although far from old, I am 37 years old now…exactly 10 years older than when I bought my first brand-new 2003 Fatboy.

 

Here’s a link to the first Harley story I ever wrote on Bikernet,

 

http://www.bikernet.com/pages/story_detail.aspx?id=7353

 

 

I eventually moved on to a Springer Classic that I transformed into an uncomfortable to ride, but nasty as hell looking beast.

 

Next in line was the 2008 VRSCDXA Night Rod Special that I decided in proud proclamations to be the best bike I had ever ridden….until the fateful day Bandit had me test ride a 2011 Ultra Classic.

 

http://www.bikernet.com/pages/story_detail.aspx?id=8693

 

After that fiasco, all I could do was try to convince myself I didn’t need a bagger, and the V-Rod was it for me….I mean I REALLY wanted to believe it. After 32,000 miles and a couple of transformations, (http://www.bikernet.com/pages/story_detail.aspx?id=9291)

 

my wife finally succumbed to my constant pressure and gave me the green light on a bagger.

 

 

Now if you have read any of my articles before I rode the Ultra, you may remember that I have always been very critical of baggers, bagger riders, and everything associated with them. I mean, I see all the shops that are now catering to the baggers, dressers, and all the spaceships alike. I just didn’t understand the appeal to riding a bike that weighs half a ton, handles like a truck, and has more lights than my house at Christmas. To be honest, I didn’t even consider a bagger for my personal ride. Also, once again, my ignorance is showcased for the entire world to see in emblazoned print to be archived forever.

Since 2002, I have ridden over 100,00 miles on several Harleys’ and the majority of that time my bikes have been my personal transportation. I’ve ridden to and from Sturgis 4 times, made several other cross-country trips, all the while getting by wearing a backpack, strapping as much as I could to the bike with bungee cords and T-Bags, duffel bags, or gym bags. It wasn’t until I rode that damn Ultra Classic that I realized what an amazing machine this “king of the open road” really is.

 

 

Finally, this past October my wife and I walked into Mancuso Harley-Davidson ready to make a deal. My V-Rod was barely crawling past the 32k mark and was in fact barely broken in. Sadly, the dealer didn’t feel the same way about the bike and gave me right at 9K toward a trade. Once the figures were decided on the old bike, it was time to shop for the new bike and I had my eyes and heart set on a 2012 Road Glide Custom. The sleek lines, uncluttered look, and reputed handling made the shark-nosed glide the bike I was after. As soon as Salena saw the bike she scrunched up her nose and pointed at the back seat. “I don’t think so, that doesn’t look any more comfy than the V-Rod…keep looking.”

 

Before you macho-men start berating me with your remarks, let me remind you, this is my 7^th Harley since 1999. My 6^th since 2002, and my 5^th since 2005….I am thankful she hasn’t cut my junk off while I was asleep with all the money I’ve spent on Harleys…I am a lucky man!

 

 

She looked at a 2012 Ultra Limited and plainly stated, “If you are getting a grandpa bike, you are getting the full-bore barca-lounger. If I know you, you’ll wanna add all the goodies later, and I figure it’ll be cheaper to tear it off than to put it on. Let’s try a big-big bike with all the goodies included.” Now, while I feel the CVO is the penultimate Harley, I think I like riding to work too much to really feel comfortable spending 40g’s on a bike, so we took it one-step down and decided on an Ultra Limited with two tone Big Blue Pearl and black paint.

 

We watched as Wild Bill, our salesman, struggled to push the bike out into the sunlight. “The flake in the paint looks like dimes in the sunlight and sparkles like a bass boat on the lake. You are getting the biggest, most beautiful bike Harley makes,” he said as he huffed to get the bike upright onto its side stand.   I had to laugh at the though of this beast sitting in my garage where I had once built a bare bones SPS bobber….it was going to be different.

 

 

All it took was one ride and we were signing the paperwork, my wife was happy, I was happy, and we were on our way. I bought the bike in October and wanted to wait for the “new” to wear off before writing my review of this bike. While I have written several reviews over the past several years, I always wrote them after a fairly short ride and honestly, what bike isn’t awesome for a short time? I wanted to really give the riders of Bikernet my best rendition…a truly honest review of this bike, warts and all! So, ready or not here it is.

Let me say at the time of this review I have put over 5000 miles on my new bike, most in the wettest winter Houston has had in years. I’ve ridden over 200 miles in a day, had passengers ranging from each of my kids to my wife, and even taken the bike to the grocery store. I ride it to work almost every day, and I carry my gym clothes, work portfolio, two jackets, beanies, gloves, and still have a free saddlebag and most of the tourpack. I’ve carried my martial arts bag on the luggage rack, strapped fertilizer to the rear seat, and made several “errand runs’ out of weekends. In 5 months, I have used this bike for every type of riding I could ever desire EXCEPT THE ONE IT WAS DESIGNED FOR- a serious road trip. But that’s the thing, this bike is so easy to strap your stuff to, you can use it like the family car without spending 60 bucks filling it up with gas. I have enjoyed being able to stick all my junk in the bags and not have to worry about leaving something behind.

 

 

What really changed for me was when I realized I wasn’t Jesse James and truly embraced the idea that I’m a true enthusiast who just happens to enjoy things like comfort and music when riding. In the truest sense of the word, I believe this bike enables me to be a “real biker”…one that rides his bike every day in every type of weather. While I did ride my other bikes in some nasty weather, it was truly because I had no choice where as now I choose to ride the bike in almost any conditions. 29º F… no problem, a nasty crosswind mixed with rain…I got it, 80% humidity and hot as hell…eh, not my favorite. The heat does make this beast feel a little heavier, but the cold or rain isn’t near the bear of the past. The full fairing, leg lowers, and heated grips take riding this bike in the elements from an endurance test of ones’ mettle to little more than an inconvenience. When it’s wet, I have to pay extra attention to the road…but I’m not getting sloshed with every ounce of road grime my fender-less front tires have given me in the past.

 

Riding with a passenger is much easier on the heavy duty framed touring bike. My wife’s experience has included events from making a trip to New Orleans and back on the back of my Fatboy in 2003 to going so far as riding her own Harley for a few years. My point is she knows, from experience, what moves to make on the back of a bike and what affects the rider in a negative way. She is my favorite passenger in the world and the truth is she was never comfortable on any of my other bikes for very long. She was a trooper, and even endured a 6 hour trip in the rain without as much as a single complaint on one of my previous trips. This bike, however, is such a radical departure from what we have experienced in the past, she is actually now able to text, watch movies, and even fall asleep on the back of the bike. My wife is able to enjoy one of the only things I truly love to do in this world, and that’s riding my Harley!

 

 

 

 

My son has ridden for 4 straight hours without complaint, my daughter’s been picked up from school, and I’ve even taken my little dog to the groomer. Wow, the more I type, the more I realize I haven’t turned into the radical writing madman I pictured in my head a few years back as much as I’ve morphed into a family man who just happens to use his Harley like a pick-up truck. What does that mean? I think it means I picked the perfect bike for my style…a bike for the rain, the cold, the heat, riding to work, the gym, and most of all riding for fun. The Ultra Classic Limited is the Ultimate Harley-Davidson; it answers all of my needs.

 

The radio, while not going to be confused with awesome, will suit your needs if you desire music on your ride. I have never used the CB or weather band radio, but find both the tuner and CD player to be adequate at least. I tried to add speakers from biker’s Choice to my V-rod and was pleasantly surprised they were clear up to 60 or 65 mph. This bike’s combined seating position, fairing, and windshield makes this radio noticeably better, louder, and clearer. Part of the reason I haven’t even considered a full on exhaust system is I do not feel like having to upgrade my stereo to hear it. I would give the radio solid thumbs up!

 

 

 

Why the Limited, and not the Ultra Classic? To be honest, it was the paint. I liked the paint job on the Limited. The bikes comes standard with a two-tone paintjob, and the Big Blue pearl is maybe my second favorite color of all time coming in a close second behind last year’s Root Beer! The Tour Pack, lowers, heated hand grips, chrome wheels, 12v acc. Plug, they were all just added bonuses that I could have lived without but am really glad I got because I have used them all. The seat, while extra padded, takes a month to break in to being even close to comfortable. Now I am scared to change it as I truly like the ride it gives me. Let me tell you, I hall ace EVERYWHERE I go, the difference is now I am comfortable!

 

I did make a few cosmetic changes to the bike like changing to the midnight smoked lenses on the front fender tip and the turn signals front and rear. The orange just didn’t seem to go with anything on the bike. I also changed the windshield to one of Harley’s Windsplitter 7.5” screens. This made a HUGE cosmetic difference that didn’t seem to affect the ride at all. I added Rush Slip On’s, a Harley Screamin Eagle Air filter, and a three pocket windshield pouch. Nothing has changed the bike from what it is designed for, and that’s a dresser, a bagger, a full on touring motorcycle with a ton of potential for customization; yet, I was really hesitant about changing things as I have found, for the most part, the more you change a bike from the factory, the less comfortable you end up making it. There is nothing worse than spending time and money on a bike that you can’t stand riding!

 

 

So, 5000 miles after riding this bike for the first time, I have to say I am more than happy with it and would recommend a Limited to ANYONE! I can still grab a handful of throttle and hit triple digits far faster than necessary. I find myself riding to work with a goofy grin on my face while jamming to my tunes. I am really not sure what I did to deserve such a lucky life, but I can truly say I am happier than I have ever been. While this bike is very expensive, I think I made the better of the deal. I will give my review of this bike after my first big road trip this August. I am going to try to make this little rally in South Dakota that some of you may have heard of. I plan to hit the Rockies, Pagosa Springs, Moab, South Dakota and maybe Minnesota. I can’t wait, and am literally counting the days until our trip.

 

What does my family think of the bike? Honestly, they all like it, but they don’t ride it very much. Maybe the premise of buying the bike for them to enjoy was a silly fantasy I threw out from my own subconscious. To be honest, I am stoked with this bike, but am really just happy to be riding. I can tell you this, I have accrued more miles on this in 5 months than any other bike I have owned and I don’t see it changing anytime soon. SO stay tuned to see what I do to this bike over time, as I am sure, like the others, it will change.

 

 

Harley-Davidson is committed to documenting and preserving the rich history and heritage of African American riding culture for years to come. Black History Month, or National African American History Month, is an annual celebration of achievements by black Americans and a time for recognizing the central role of African Americans in U.S. history.

The event grew out of “Negro History Week,” the brainchild of noted historian Carter G. Woodson and other prominent African Americans. Since 1976, every U.S. president has officially designated the month of February as Black History Month. Other countries around the world, including Canada and the United Kingdom, also devote a month to celebrating black history.

The history of the African American biker scene is filled with visionaries, artists, leaders and revolutionaries such as William B. Johnson, the first African American Harley-Davidson dealer who broke color barriers in the 1920s with his life’s work in motorcycling; the teen-aged gypsy rider, Bessie Stringfield, was the first known woman
to ride solo cross-country on a Harley in the 1930s; and Benny Hardy, a custom builder
who designed the most iconic motorcycle in the world, Captain America, for the movie
Easy Rider.

African American motorcycle culture also includes present-day legends such as John Wesley McCollum, better known as Pee Wee, an influential leader of the Los Angeles biker community. Pee Wee was present at the beginning of the urban biker scene in southern California and has been riding for more than 50 years.

An early member of the seminal all-black Defiant Ones MC, Pee Wee has lived the black biker
experience almost since it started. African American motorcycle clubs in southern
California have grown because of P. Wee’s work in the biking community.

The Harley-Davidson Museum in Milwaukee will feature some of the most influential and
industry defining mavericks who blazed trails for the African American riding community
and motorcycle industry at large.

The stories of influential African Americans who have made their mark on the history of
motorcycle culture include:

William B. Johnson, a successful businessman who broke color barriers in
the 1920s and became the first African American Harley-Davidson dealer.

Bessie Stringfield, a teen-aged gypsy rider and the first known African
American woman to ride solo cross-country on a Harley-Davidson in the
1930s.

Pee Wee, an influential motorcycle club leader who helped define the Black
biker scene for more than 50 years since its beginnings in southern
California.

Benny Hardy, a custom bike builder who helped to create the most famous
motorcycle in the world, Captain America, for the movie Easy Rider.
Why is Harley-Davidson acknowledging African American riders now?

Harley-Davidson’s Black History Month activities are part of a broader Motor Company
initiative to document and preserve the rich history and heritage of African American riding culture for years to come.

Participating Harley-Davidson dealerships throughout the country will have smaller
African American exhibits on display throughout the year for Harley riders and
enthusiasts to enjoy. Contact your local Harley-Davidson dealership for details.

For 2012, we will launch a 3-part online video series that chronicles the journey of
African American riders as they discover the brotherhood and bond of riding Harley-
Davidson motorcycles together.

Since 1903 when the first Harley-Davidson motorcycle rolled onto the streets, it brought a wide array of different people together, including African Americans. The Harley-Davidson Motor
Company and African American riders share a unique and longstanding bond. Black
motorcyclists have contributed to Harley-Davidson’s history and status as an iconic brand.

The Beginning During World War II, African American soldiers served in segregated units at
which time the U.S. military commissioned the use of Harley-Davidson motorcycles for its
motorcycle patrolmen. Some all-black units rode Harley bikes as patrolmen, while other African
American soldiers were slowly introduced to riding. Once returning home from the war, black
war veterans were eager to recapture the thrill and excitement of their standard-issued
motorcycle, so they looked to reunite with a Harley-Davidson bike.

The Camaraderie Throughout the 1950s African American motorcycle enthusiast fractions
began to form out of preference for a certain type of Harley-Davidson motorcycle. Some bikers
chose to ride choppers, while others opted for dressers and this division was the steppingstone to creating motorcycle clubs and brotherhood. In his 2004 memoir Soul on Bikes: The East Bay
Dragon MC and the Black Biker Set, Dragons Motorcycle Club Founder and President Tobie
Gene Levingston explains that, “The level of camaraderie that young black men found in
motorcycle clubs was something that couldn’t be obtained around the house; blowing off steam
and being able to relate to like-minded individuals with the same struggles, experiences,
upbringing and ideals of what it meant to be black.”

The Experience Freedom of the open road with no barriers, rules, agendas or limits is what
riding a Harley-Davidson motorcycle is all about. “Best freedom I ever had was on my bike,
man,” says P. Wee, a member of the LA Defiant Ones, and one of the godfathers of the urban
biker scene. “By the time I put it into fourth gear, I feel like I can take on the world.”

To honor the contributions African Americans have made to motorcycling and Harley-Davidson,
the Harley-Davidson Museum will debut the African American Anthology to commemorate
Black History Month in February 2012. The African American Anthology is a chronological
retrospective of legends, stories and artifacts that made an impact in motorcycling. For more
information about African American motorcycling and the Harley-Davidson Motor Company,
visit www.harley-davidson.com.

Harley-Davidson celebrates African American motorcycle culture through its Iron Elite Website.
African American riders and Harley-Davidson share a strong connection that dates back to
World War II. The revolution of African American riders that started with black military
patrolmen can still be seen throughout the country today. Discover the rich history, inspiring
stories and custom bikes at www.harley-davidson.com/ironelite.

What to Expect The Iron Elite Website has three different features for enthusiasts to visit.
Legends, Stories and Custom bikes are categories within Iron Elite that showcase people,
experiences and especially Harley-Davidson motorcycles.

Stories Behind every motorcycle is the story of the man or woman who rides it. Every biker has
a unique story about riding or owning a Harley-Davidson motorcycle. The Iron Elite Website has
a place where riders share their personal Stories and experiences being part of the Harley-
Davidson motorcycling culture. From the solo rider who spends his golden years out on the open
road to the brotherhood and camaraderie shared in riding clubs, a number of different Stories are
shared in Iron Elite. Are you inspired to share your personal riding Stories? The Iron Elite
Website allows visitors to share their Harley-Davidson experiences.

Customs If there is one sure thing about Harley-Davidson riders, they are definitely proud of
their bikes. One-of-a-kind motorcycles layered in custom paint and drenched in chrome down to
the last bolt are featured in Iron Elite Customs. See some of the hottest and most beautiful bikes
displayed in the Customs section of Iron Elite. Page after page of unique motorcycles from
around the country are showcased here. Want to show off in Customs too? Visitors can submit a
photo of their Harley and turn heads in the motorcycle world.

For More Info Visit the Iron Elite Website at www.harley-davidson.com to learn about the
important contributions African Americans have made to Harley-Davidson and the motorcycle
culture. See why African American Legends are remembered. Read the Stories and experiences
felt by Harley riders and discover your reason to ride. Check out photos of unique motorcycles
and understand why proud Harley-Davidson owners are quick to share their bikes in Customs.