eFTR Hooligan 1.2 priced at $3,999 is an electric bicycle by Indian Motorcycle and SUPER73®. They have partnered to bring adventurers, fun-seekers and motorcyclists together with the eFTR Hooligan 1.2 electric bike.

The eFTR Hooligan 1.2 combines a trusted electric powertrain from SUPER73® with moto-inspired styling from Indian Motorcycle. It’s designed for recreational sport use or urban transportation.

Best thing is like all bicycles, no motorcycle license is required from its riders.

The eFTR Hooligan 1.2 touts several premium features, including a durable aluminum chassis, 20 in. wheels, disc brakes, and an inverted front fork.


In addition, Off-Road Mode delivers up to 2000 watts of power and throttle speeds above 28 mph. Riders can select from several ride modes via the SUPER73® mobile app.

Specifications are:
•One eFTR Hooligan 1.2 electric bike with battery and charger (North America 120-volt compatible)
•ECO pedal assist mode offers 75 miles of range*
•Throttle-only operation offers 40 miles of range*
•Off-Road Mode delivers throttle speeds above 28 mph
•A custom seat, mid moto-style bars, a gold chain, and a relocated battery that features Indian Motorcycle branding
•Aggressive tire tread pattern, inverted front forks, and an FTR-inspired LED headlight and wind deflector
•Product Weight: 73 lbs. (33 kg.)
•Total Length: 68.3 in. (1735 mm.)
•Seat Height: 31.0 in. (787 mm.)
•Front Tire: GRZLY 20 in. x 4.5 in.
•Rear Tire: GRZLY 20 in. x 5 in.
eFTR Jr is the bestselling electric two-wheeler from Indian Motorcycle electric lineup. Priced at $849, it is something you can actually plan to gift to a child for Christmas or special celebrations.


Its aesthetics makes it desirable to kids.


Young riders can enjoy the exciting Flat Track racing experience on this eFTR Jr that features an electric motor, rechargeable battery, and authentic FTR750 Flat Track race bike styling.


This bike has a rugged steel frame, folding metal footpegs, chain drive, an adjustable riser-style handlebar, twist throttle, and hand-operated dual-disc brake. It also has FTR graphics for an authentic look.

Specifications are:
•One eFTR Jr electric bike for youth
•Youngsters can share the exciting Flat Track racing experience on this eFTR Jr that features authentic Indian Motorcycle Racing FTR750 Flat Track race bike styling
•Electric motor delivers top speed of 15 mph (24 km/h) in high speed mode
•Rechargeable battery provides power for up to 140 minutes of continuous use in low speed mode (up to 12 hours to full recharge)
•Intended for use by riders 8 years and up and up to 175 pounds (79 kg)
•Rugged steel frame, folding metal footpegs, and adjustable riser-style handlebar
•Twist throttle, chain drive, and hand-operated dual-disc brake
•Product Weight: 110 Ibs
•Length: 51″, Seat Height: 23.2″, Wheelbase: 36.3″
•Weight Capacity 175 pounds (79 kg)


eFTR Mini is the third electric variant bearing Indian name, livery and badge. Priced at $529 it’s the smallest and suitable to the toddler who has mastered the pedal-power and can balance themself on motorized version of the bicycle.


Sorry if it offends you, but telling your daughter she is weak and tiny is just stupid.

Other than that, this eFTR Mini is the ideal way to introduce youngsters to the joy of motorsports while supervising adults enjoy the peace of mind of managing the bike’s maximum power.

This electric mini bike features colors and styling of the title-winning flat track race bikes – including a champion’s No. 1 plate.


This bike is for riders age 8 and up, and maximum rider weight for this bike is 140 lb.

Specifications are:
•The ideal electric mini bike to introduce youngsters to motorsports
•Has colors and styling of full-sized championship flat track race bikes
•Speed switch lets supervising adult set top speed at 14 mph (high) or 10 mph (low)
•Twist grip throttle and durable steel tube frame
•Rear brakes offer confidence-inspiring control
•Long-range rechargeable battery
•Rated for riders age 8 and up; maximum rider weight is 140 lbs
•43.8″ L x 18.4″ H, and 30.9″ Wheelbase
•Weight: 48 lbs

So get out and get going or get ‘electrified’ if it makes you feel more in ‘control’ of your vehicle / child / yourself.

Reference and images:

You might think that the contents being interviews of the brothel-owner who revolutionized whore-housing are the selling point of this book. No. It’s the price: $3.99. Plus 2 dollars shipping from Amazon.

So, let’s review: You bought a book. You didn’t leave the house. You paid 6 bucks. Some guy you don’t know fucking brings it to your door. It’s got 129 numbered pages. No illustrations, so it’s all text. And you open it and start reading….and it’s all about fucking. And it’s not just fictional fucking like from a….well like something from something that I might write. In fact, it’s about an aspect of fucking that’s even more interesting than fucking. Or I should say more interesting than reading about fucking. It’s about the fucking BUSINESS.

I know what you’re saying: “Actually fucking is more interesting than reading about fucking.” Yeah, but reading about the fucking business is more interesting than NOT fucking. I know what you’re saying. But really, I need to move-along here.

Dennis Hof – now deceased – was to whore-housing like, well, like what Isaac Newton was to outer-space shit. Hof took whore-house shit to, not just shameless status, he brought it to HBO status. The level of innovation was so abrupt and so suddenly successful that, now that he’s dead I guess everyone is gonna haffta go back to shame-faced whoring.

Ron Jeremy found the body. I’m throwing that in just like it was thrown-in in the two-page epilogue. There’s gotta be another four-dollar book buried somewhere in that sentence, but for now: Ron Jeremy found the body. From what I read in the epilogue.

The interviewer was invited to the whorehouse compound I GUESS because Hof was comfortable talking to the guy. The book itself is a transcription – the paper version – of a series of internet interviews. So, I guess you can actually SEE the book in addition to reading the book. However, you can’t view the interviews on the crapper. Which is the real beauty of the Gutenberg printing press invention: you don’t need to bring a computer into the shitter. Plus, in the 4 dollar book you get the interviewer’s routine observations on his experience actually being the free whorehouse guest of the Great American Industrialist version of whorehouse marketing, advertising and enterprise.

Dennis Hof was an innovator in politics as well: he ran for and won a Nevada political-office election….even though he had already been dead a month. He apparently died fucking. I believe Nelson Rockefeller also died fucking. But he never won any elections a month later. And that’s weak.

Is there a lesson to take away from all this to help propel you through life as a wiser and more America-worthy entity? Yes, and this is me talking, not the interviewer: it’s better to be an owner than a CEO. Because if you’re an owner you actually give a shit. If you’re a CEO you probably ARE a shit. Hof was an owner. With ambition. The only ambitions CEO’s have are the same ambitions journalists and bureaucrats have: to be holy under the guise of providing a product or a service, not as a business but as a spiritual journey to perfection through bullshit. One thing Hof didn’t do was bullshit. He didn’t have time. He was too fucking busy – both fucking, and of course bringing fucking to others. I’m crying now!

And thank you Joe Cory for apparently being pleasant enough that Dennis Hof deigned you worthy of hearing his story and then telling it to others the way he said it.

–J.J. Solari

Last week the final production Sportster rolled off the Harley-Davidson assembly line with grand fanfare including signatures by each member of the crew. I’m sure they were very proud.

So, what killed the iconic Sportster? Was it diminishing sales, technology, the EPA, a marketing push, Indian competition, what gives?

And will it ultimately die or be kept lively and vibrant with the current technology afforded the aftermarket?

Taking a look at the history from a couple of classic web sites paints a very interesting history from kickstart Sportsters, to electric start, to Evolution engines, disc brakes, rubbermounted drivelines, belt drives, you name it, the Sportster configuration was able to adapt with new technology right up until this year.

Here’s the lowbrow history report:

HARLEY-DAVIDSON SPORTSTER HISTORY: EVOLUTION OF THE LEGENDARY MODEL BLOWING AWAY BIG TWINS SINCE 1957

The following was produced and written by Tyler M

Harley Davidson K Model
Harley-Davidson XL Series Sportsters

XL, Ironhead, 1957-1985
XLCH, Ironhead (“Competition Hot” Moniker) 1958-1971
XR-750 1971-1985
XL, Evolution, Since 1986
How Fast Are Harley-Davidson Motorcycles?
XLH Harley-Sportster
XLCH Harley Sportster – What’s The Difference Between XLH And XLCH Engine or electric start.

Right-Hand Shift Harley Sportster Years
Harley-Davidson Released The Sportster 883 In 1988
Belt Drive Made Standard On All Sportsters – 1993
All-New Frame Including Rubber-Mounted Engine For Decreased Vibration – 2004
Fuel Injection Replaces Carburetor On All Models – 2007
XR1200 Sportster – 2008
XL1200V “Seventy-Two” Model Sportster – 2015
Harley-Davidson Sportster: Tracing The Journey Of 60 Years

Check out Tyler’s full report on the lowbrow site. Tyler Malinky is the CEO of Lowbrow Customs, which he founded back in 2004. An avid vintage motorcyclist, Tyler builds and races 1950s Triumph motorcycles at the Bonneville Salt Flats, in addition to building and riding both stock and custom Harley-Davidson’s on the street.

There’s also some terrific historic technical info on Classic Motorcycle Build: http://www.classic-motorcycle-build.com/sportster-history.html

Let’s look at the product description of the 1200 Sportster for 2021

The Iron 1200 starts with the 1200cc Evolution engine that gives loads of famous Sportster torque. It’s got a throwback look that goes right to the roots of Sportster motorcycle, thanks to ‘70s-inspired tank graphics. It also features a low-slung Café solo seat, mid-mount controls, and mini ape hanger handlebars for an aggressive, two-fists-in-the-wind riding position.

Length86.6 in. (2,200 mm)
Overall Width36 in. (915 mm)
Overall Height48.8 in. (1,240 mm)
Seat Height, Laden25.7 in. (653 mm)2
Seat Height, Unladen28.9 in. (735 mm)
Ground Clearance4.3 in. (110 mm)
Rake (steering head) (deg)30
Fork Angle (deg)30
Trail4.6 in. (117 mm)
Wheelbase59.6 in. (1,515 mm)
Tires, TypeMichelin Scorcher “31” front and rear
Tires, Front ModelScorcher “31”
Tires, Front Specification100/90B19 57H
Tires, Rear ModelScorcher “31”
Tires, Rear Specification150/80B16 77H
Fuel Capacity3.3 gal. (12.5 l)
Reserve Fuel Capacity, Fuel Injection (warning light)0.8 gal. (3 l)
Oil Capacity (w/filter)2.8 qt. (2.6 l)
Transmission Capacity1 qt. (.95 l)
Primary Chain Case CapacityN/A
Coolant CapacityN/A
Weight, As Shipped547 lb. (248 kg)
Weight, In Running Order564 lb. (256 kg)
Gross Vehicle Weight Rating1,000 lb. (454 kg)
Gross Axle Weight Rating, Front335 lb. (152 kg)
Gross Axle Weight Rating, Rear665 lb. (302 kg)
Luggage Capacity -VolumeN/A

Engine

EngineAir-cooled, Evolution
ValvesPushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two-valves per cylinder
Bore3.5 in. (88.9 mm)
Stroke3.8 in. (96.8 mm)
Displacement73.4 cu in (1,202 cc)
Compression Ratio10:01
Fuel SystemElectronic Sequential Port Fuel Injection (ESPFI)3
Air CleanerPaper cartridge type
ExhaustBlack, staggered exhaust and headers with black slash-cut mufflers

Primary DriveChain, 38/57 ratio
Final DriveBelt, 29/68 ratio
ClutchMulti-plate, wet
Transmission5-speed
Gear Ratios (overall) 1st9.315
Gear Ratios (overall) 2nd6.653
Gear Ratios (overall) 3rd4.948
Gear Ratios (overall) 4th4.102
Gear Ratios (overall) 5th3.517
Gear Ratios (overall) 6thN/A

Chassis

FrameMild steel, tubular frame; circular sections; cast junctions

SwingarmMild steel, rectangular tube section, stamped junctions; MIG welded

Front Fork39 mm

Rear ShocksCoil-over; preload dual-adjustable
Wheels, Front TypeBlack, 9-spoke4
Wheels, Front Width2.15 in. (55 mm)
Wheels, Front Height19 in. (483 mm)
Wheels, Rear TypeBlack, 9-spoke4
Wheels, Rear Width3 in. (76 mm)
Wheels, Rear Height16 in. (406 mm)
Brakes, Caliper TypeDual-piston front, Dual-piston rear
Brakes, Rotor TypeSolid, uniform expansion rotors (Floating front)
Brakes, Front Diameter11.8 in. (300 mm)
Brakes, Front Thickness0.2 in. (5 mm)
Brakes, Front is dualNo
Brakes, Rear Diameter10.24 in. (260 mm)
Brakes, Rear Thickness0.28 in. (7.1 mm)
Brakes, Anti-Lock Braking System (ABS)Optional
Suspension Travel, Front3.6 in. (92 mm)

Engine Torque Testing MethodJ1349
Engine Torque73 ft-lb (99 Nm)5
Engine Torque (rpm)3,500
Lean Angle Testing MethodJ1168
Lean Angle, Right (deg.)27
Lean Angle, Left (deg.)28
Fuel Economy Testing MethodEstimated City/Hwy

BatterySealed lead acid, maintenance-free, 12V, 12 amp/hour, 200 cca (per Battery Council International Rating)
ChargingSingle-phase, 30-amp system (375W @ 13.5V, 2000 rpm, 405W max power @ 13.5V)
Starting1.2 kW electric with solenoid shift starter motor engagement
Lights (as per country regulation), Headlamp55-watt low beam, 60-watt high beam
Lights (as per country regulation), Tail/StopIncandescent
Lights (as per country regulation), Front Signal LightsIncandescent bullet turn signals
Lights (as per country regulation), Indicator LampsHigh beam, neutral, low oil pressure, turn signals, engine diagnostics, low fuel warning, low battery, security system (if equipped), ABS (if equipped)7
Lights, Rear Turn SignalsIncandescent bullet turn signals
GaugesHandlebar-mounted electronic speedometer with odometer, time-of-day clock, dual tripmeter, low fuel warning light, low oil pressure light, engine diagnostics readout, LED indicator lights
Auxiliary LampsN/A
Electric Power OutletN/A
GPS SystemN/A

Warranty24 months (unlimited mileage)8
Service IntervalFirst 1,000 miles (1600 km), every 5,000 miles (8,000 km) thereafter9

Okay, so let’s take a look at the new 2022 Nightster technology:

NEW HARLEY-DAVIDSON NIGHTSTER MODEL STARTS A NEW CHAPTER IN THE SPORTSTER MOTORCYCLE STORY

New Liquid-Cooled Revolution Max 975T Powertrain Tuned for Muscular Torque

The 2022 Harley-Davidson Nightster model starts a new chapter in the Harley-Davidson Sportster motorcycle story – a leap forward in performance and design while remaining an accessible entry point to motorcycling and the brand.

This all-new motorcycle combines a classic Sportster model silhouette with the on-demand performance of the new Revolution Max 975T powertrain and a host of contemporary electronic rider aids and features. The 2022 Nightster model redefines the Sportster motorcycle experience for a new generation of riders.

New Revolution Max 975T Powertrain

At the heart of the 2022 Nightster model is the new Revolution Max 975T powertrain. It is a liquid-cooled, 60-degree V-Twin with a torque curve that stays flat through the broad powerband – and engine performance designed to deliver strong acceleration and robust power through the mid-range. The length and shape of the intake velocity stacks, combined with the airbox volume, are tuned to maximize performance across the engine speed range. The profiles of dual overhead camshafts and Variable Valve Timing phasing on the intake valves are designed to match the performance of this engine.

 

Revolution Max 975T Engine Specs

Displacement 975cc
90 HP (67 kW) @7500 RPM
70 ft. lbs. (95 Nm) peak torque @ 5000 RPM
97mm bore x 66mm stroke
Compression Ratio 12:1

Hydraulic valve lash adjustment ensures quiet operation and eliminates the need for costly, complicated service procedures. Internal balancers help reduce engine vibration to enhance rider comfort and improve vehicle durability. The balancers are tuned to retain just enough vibration to make the motorcycle feel alive.

 

Powerful Agility

The Nightster model pairs a nimble, lightweight chassis with a powerful engine tuned for strong mid-range performance, an ideal combination for navigating urban traffic and charging along curving backroads. Mid foot controls and a low-rise handlebar put the rider in a centered, comfortable posture on the bike. Unladen seat height is 27.8 inches. The low seat height combined with a narrow profile makes it possible for most riders to confidently place feet down flat at a stop.

The Revolution Max 975T powertrain is the central, structural component of the Nightster motorcycle chassis, which significantly reduces motorcycle weight and results in a very stiff chassis. The tail section structure is lightweight aluminum. The swingarm is formed of welded rectangular steel tubing and is an attachment point for the dual rear shock absorbers.

Front suspension is 41mm SHOWA Dual Bending Valve conventional forks designed to provide improved handling performance by keeping the tire in contact with the road surface. The rear suspension features dual outboard emulsion-technology shock absorbers with coil springs and a threaded collar for pre-load adjustment.

 

Rider Safety Enhancements

The Nightster model is equipped with Rider Safety Enhancements* by Harley-Davidson, a collection of technologies designed to match motorcycle performance to available traction during acceleration, deceleration and braking. The systems are electronic and utilize the latest chassis control, electronic brake control and powertrain technology. Its three elements are:

Antilock Braking System (ABS) is designed to prevent the wheels from locking under braking and helps the rider maintain control when braking in a straight-line, urgent situation. ABS operates independently on front and rear brakes to keep the wheels rolling and prevent uncontrolled wheel lock.

Traction Control System (TCS) is designed to prevent the rear wheel from excessive spinning under acceleration. TCS can improve rider confidence when available traction is compromised by wet weather, an unanticipated change in the surface, or when riding on an unpaved road. The rider can deactivate TCS in any Ride Mode when the motorcycle is stopped and the engine is running.

Drag-Torque Slip Control System (DSCS) is designed to adjust engine torque delivery and reduce excessive rear-wheel slip under powertrain-induced deceleration, which typically occurs when the rider makes an abrupt down-shift gear change or quickly reduces the throttle while on wet or slippery road surfaces.

 

Selectable Ride Modes

The Nightster model offers selectable Ride Modes that electronically control the performance characteristics of the motorcycle, and the level of technology intervention. Each Ride Mode consists of a specific combination of power delivery, engine braking, ABS and TCS settings. The rider may use the MODE button on the right-hand controller to change the active ride mode while riding the motorcycle or when stopped, with some exceptions. A unique icon for each mode appears on the instrument display when that mode has been selected.

Road Mode is intended for daily use and delivers balanced performance. This mode offers less-aggressive throttle response and less mid-range engine power than Sport Mode, with a higher level of ABS and TCS intervention.

Sport Mode delivers the full performance potential of the motorcycle in a direct and precise manner, with full power and the quickest throttle response. TCS is set to its lowest level of intervention, and engine braking is increased.

Rain Mode is designed to give the rider greater confidence when riding in the rain or when traction is otherwise limited. Throttle response and power output are programmed to significantly restrain the rate of acceleration, engine braking is limited, and the highest levels of ABS and TCS intervention are selected.

The 3.1-gallon lightweight plastic fuel cell is located below the seat – what appears to be a traditional fuel tank forward of the seat is a steel cover for the airbox. The fuel fill is reached by lifting the hinged locking seat. Locating the fuel cell below the seat optimizes the capacity of the engine intake airbox and moves the weight of fuel lower in the chassis compared to a traditional fuel tank location, which results in a lower center of gravity for improved handling and easier lift off the side stand.

The Nightster model features a round 4.0-inch-diameter analog speedometer with an inset multi-function LCD display mounted on the handlebar riser. All-LED lighting is designed to deliver style and outstanding performance while also making the motorcycle conspicuous to other motorists. The Daymaker® LED headlamp has been designed to produce a homogenous spread of light, eliminating distracting hot spots. Combination rear brake/tail/signal LED lighting is located on the rear fender (US market only).

 

 Fresh Design Based on Classic Form

All-new from the wheels up with a look that is lean, low, and powerful, the Nightster model conveys classic Sportster model styling cues, most obviously in the exposed rear shock absorbers and the shape of an airbox cover that evokes the iconic Sportster walnut fuel tank. The round air intake cover, solo seat, chopped fenders and speed screen recall elements of recent Sportster models, while a side cover that conceals the under-seat fuel tank has a shape similar to the previous Sportster oil tank.

The Revolution Max powertrain is the centerpiece of the design, framed by snaking exhaust headers and finished in textured Metallic Charcoal powder coat with Gloss Black inserts. A cover below the radiator conceals the battery and helps the radiator appear less prominent. The wheel finish is Satin Black. Paint color options include Vivid Black, Gunship Grey, and Redline Red. Gunship Grey and Redline Red color options will be applied only to the airbox cover; the front and rear fenders and speed screen are always finished in Vivid Black.

Harley-Davison Genuine Motor Parts & Accessories has created a range of accessories for the Nightster motorcycle, designed to enhance fit, comfort and style.

The Nightster model arrives at authorized Harley-Davidson dealerships globally beginning in April 2022. US Base MSRP is $13,499 (Vivid Black) and $13,899 (color options).

And now for the new Sportster S model:

HARLEY-DAVIDSON SPORTSTER S MODEL POWER AND TECHNOLOGY DETAILS

Revolutio Max 1250T, Ride Modes, TFT Display with Infotainment, Cornering Rider Safety Enhancements by Harley-Davidson®

 

 The Harley-Davidson Sportster S is an all-new performance custom motorcycle designed to give the rider exhilarating performance backed by contemporary technology. The Sportster S model will redefine the Sportster series, launching a new era of Sportster performance and design.

Revolution Max 1250T Powertrain

The Sportster S model is powered by the Revolution Max 1250T engine, a liquid-cooled V-Twin tuned to make tremendous torque at low RPM, with a torque curve that stays flat through the powerband – engine performance designed to deliver strong acceleration from a start with robust power through the mid-range.

Displacement 1250cc
Bore x Stroke: 4.13 in. (105 mm) x 2.83 in (72 mm)
121 horsepower
94 ft. lbs. peak torque
Peak 9500 RPM
Compression Ratio 12:1

The Revolution Max 1250T engine is similar to the Revolution Max 1250 engine that powers the Harley-Davidson Pan America 1250 models, with these key differences:

Cylinder heads have smaller valves and port dimensions, and a different combustion chamber shape, which increases the velocity of flow through the combustion chambers at lower RPM, and increases torque output at low and midrange RPM (providing up to 10% more torque from 3000 to 6000 RPM).
Pistons are shaped to match the combustion chamber dimensions of the cylinder heads.
The length and shape of the intake velocity stacks, combined with the airbox volume, are tuned to maximize performance across the engine speed range.
The camshaft profiles and Variable Valve Timing (VVT) phasing are also designed to match the desired performance of this engine.

 

Revolution Max 1250T Model Highlights

V-Twin Architecture: A 60-degree V-Twin design provides a narrow powertrain profile that centralizes mass to enhance balance and handling, and also provides ample foot/leg room for the rider. Separate throttle bodies are located between the cylinders, positioned to create minimal turbulence and impedance to air flow.

Optimized Design for Light Weight: Reducing the weight of the powertrain contributes to lower motorcycle weight, which enhances motorcycle performance experienced by the rider: efficiency, acceleration, handling, and braking.

The use of finite element analysis (FEA) and advanced design optimization techniques in the engine design stage minimized material mass in cast and molded components.

Single-piece aluminum cylinders with nickel silicon carbide-surface galvanic coating are a lightweight design feature.

Camshaft covers and primary cover are lightweight magnesium.

Stressed Member Powertrain

The Revolution Max 1250T powertrain is a structural component of the motorcycle chassis.

The engine serves two functions – providing power and acting as a structural element of the chassis.

Eliminating a traditional frame significantly reduces motorcycle weight and results in a very stiff chassis.

A front frame element, mid frame element and the tail section bolt directly to the powertrain.

The powertrain is designed to be both strong and very rigid so that it can effectively function as a chassis component.

Liquid Cooling: Liquid cooling maintains a stable and controlled engine and oil temperature for consistent performance in changing environmental and riding situations (cold to hot ambient temperatures, riding at speed or stuck in traffic, conservative or aggressive riding). The engine oil is also liquid cooled, which ensures that engine oil performance and durability will be maintained in challenging conditions.

Four-Valve Cylinder Heads: Four-valve cylinder heads (two intake and two exhaust) permit an expansive valve area. The flow of gasses through the combustion chamber is optimized to match the desired performance requirement and engine displacement.

Dual Overhead Camshafts (DOHC) and Variable Valve Timing (VVT): The Revolution Max 1250T engine is equipped with separate intake and exhaust camshafts for each cylinder. The DOHC design permits independent Variable Valve Timing (VVT) on the intake and exhaust cam, optimized for the front and rear cylinder. VVT can help broaden the overall powerband and improve torque management and efficiency. This allows the same engine to provide the rider with both low-end grunt for acceleration off the line as well as the thrill of high-RPM horsepower. Hydraulic valve lash adjustment ensures quiet operation and eliminates the need for costly, complicated service procedures.

Forged Aluminum Pistons

Piston crowns are machined for precise control of a 12:1 compression ratio. The engine is designed for use with premium-grade (91 octane) fuel to make maximum power, but will run on lower-octane fuel, protected from potential detonation by the knock sensor technology.

The piston skirt has a low-friction coating.

Low-torsion piston rings reduce friction, which improves performance.

The top ring land is anodized to enhance durability.

Two oil cooling jets are aimed at the bottom of the pistons to help dissipate combustion heat.

Balanced Powertrain: Internal balancers help cancel engine vibration to enhance rider comfort and improve vehicle durability. The balancers are tuned to retain just enough vibration to make the motorcycle feel “alive.”

Max is a unitized powertrain, meaning that the engine and six-speed transmission are housed in a common case. The clutch is mechanically actuated with a large-diameter cable for smooth, consistent disengagement and minimal drag. A clutch slipper function enables the rider to downshift without over-speeding the engine or slipping or hopping the rear wheel.

   

Sportster S Model: Instrumentation

The Sportster S model features a round 4.0-inch-diameter TFT screen (thin-film-transistor, a type of liquid-crystal display noted for high image quality and contrast) that displays all instrumentation and infotainment functions.

All display functions are managed using buttons on the left- and right-hand control array, when the motorcycle is at rest or when it is in motion.

The screen is covered with non-reflective glass to make it easier to view in most lighting conditions. Colors and the design of the display were selected to make the screen comfortable to view.

Base Screen display

Large digital speedometer display on center is surrounded by an arching tachometer graph.

Indicators and warning lights appear on the top edge of the display.

A space below the speedometer accommodates pop-ups for incoming phone calls and alerts such as “low fuel,” “side stand down,” and “low temperature.

Bike Status Screen display

The rider can select this display option to put bike status information in a prominent position on the screen, with a smaller speedometer on the upper screen. Status information includes front and rear tire air pressure, engine temperature and oil pressure, battery voltage, and diagnostic codes.

 

Sportster S Model: Infotainment

The Sportster S model display supports infotainment generated by the rider’s Bluetooth-equipped mobile device. The motorcycle does not have an on-board infotainment system, and it is not equipped with speakers. Most infotainment functions also require a Bluetooth headset and speakers worn within a helmet (sold separately).

Music

Music files stored on a mobile device or music streamed through a mobile device may be played through the system, as the rider listens through a headset. The artist and track name will appear on the display, and the rider may use the hand controls to scroll through music files and adjust the volume.

Calls 

 Using voice commands through the headset, the rider can receive or place calls through a mobile device. The caller ID of an incoming call may appear on the display.

 Navigation

 Navigation is supplied by the Harley-Davidson App for iOS or Android, which must be downloaded into the rider’s mobile device. When navigation is enabled, the rider may select a moving map display or turn-by-turn map, either of which are displayed on the screen, assisted by audio instructions through the headset.

When the moving map is displayed, the speedometer, turn signals and other key information is displayed above the map.

Using the hand controls, the rider may pan and zoom the map to see more detail.

The Harley-Davidson App helps riders get the most out of their time on the road with features including recommended rides, ride planning, ride recording, riding challenges and the ability to find Harley-Davidson® dealerships, gas stations, hotels, restaurants, motorcycle events and other attractions.

The Harley-Davidson App navigation system automatically updates, a convenient feature that can be utilized in place of adding updates to an on-board navigation system.

   

Sportster S Model: Cornering Rider Safety Enhancements

The Sportster S model is equipped with Cornering Rider Safety Enhancements by Harley-Davidson, a collection of technologies designed to enhance rider confidence during unexpected situations or adverse road conditions. Cornering Rider Safety Enhancements are designed to match motorcycle performance to available traction during acceleration, deceleration, and braking, in a straight line or while in a turn. The systems are electronic and utilize the latest chassis control, electronic brake control and powertrain technology.

The Sportster S model is equipped with a six-axis inertial measurement unit, or IMU, that measures and reports the lean angle as it navigates a turn. While cornering, available grip for braking or accelerating is reduced. Cornering enhanced technology takes this into account, and for optimal performance, intervenes differently when the motorcycle is leaned compared to when the motorcycle is upright.

Disclaimer: Available traction is determined by the road/tire interface. The systems are only able to adjust brake pressure or powertrain torque in an attempt to keep the forces at the tire from exceeding available grip. These technologies do not have the ability to increase grip, to intervene when the rider has not made a brake or throttle application, or to directly influence vehicle direction. This is a key difference between motorcycle systems and automotive stability control. The rider is ultimately responsible for steering, speed and path corrections.

 

ABS is designed to prevent the wheels from locking under braking and helps the rider maintain control when braking in a straight-line, urgent situation. ABS operates independently on front and rear brakes to keep the wheels rolling and prevent uncontrolled wheel lock. Cornering Enhanced Antilock Braking System (C-ABS) is a variant of ABS that takes into consideration the lean angle of the motorcycle. While cornering, the available grip for braking is reduced and C-ABS automatically compensates for this reality. Rear-wheel Lift Mitigation utilizes the C-ABS sensors and the inertial measurement unit (IMU) to manage rear-wheel lift during heavy braking and further balance deceleration and rider control.

 

Cornering Enhanced Traction Control System (C-TCS)

Traction Control System (TCS) is designed to prevent the rear wheel from excessive spinning under acceleration. TCS can improve rider confidence when available traction is compromised by wet weather, an unanticipated change in the surface, or when riding on an unpaved road. Cornering Enhanced Traction Control (C-TCS) is a variant of TCS that accounts for the lean angle of the motorcycle. Each pre-programed Ride Mode has a specific level of C-TCS. In the customizable ride modes, the rider can select from three levels of C-TCS intervention.

The rider can deactivate C-TCS in any Ride Mode when the motorcycle is stopped and the engine is running. Changing to Rain Mode will automatically re-enable C-TCS, but C-TCS may be disabled again after Rain Mode has been selected. C-TCS can be re-activated with the push of a button on the right-hand control when the motorcycle is stopped or underway.

C-TCS is also designed to support Front-Wheel Lift Mitigation (FLM) to reduce the height and duration of front-wheel lift (wheelie). The height and duration of front-wheel lift is tied to the rider-selected Ride Mode, with Rain being the most-restrictive and Sport being the least-restrictive of the standard modes. Turning off C-TCS fully disables both C-TCS and FLM.

 

Cornering Enhanced Drag-Torque Slip Control System (C-DSCS)

Cornering Enhanced Drag-Torque Slip Control System (C-DSCS) is designed to reduce excessive rear-wheel slip and help prevent rear-wheel lock under powertrain-induced deceleration, which typically occurs when the rider makes an abrupt down-shift gear change or quickly reduces the throttle while on wet or slippery road surfaces.

When C-DSCS detects excessive rear wheel slip under powertrain-induced deceleration it will adjust engine torque delivery to better match rear-wheel speed to road speed. The action of C-DSCS is tailored when cornering, based on detected lean angle.

 

Tire Pressure Monitoring System (TPMS)

Tire Pressure Monitoring System (TPMS) alerts the rider to low tire air pressure. Maintaining proper tire air pressure is important both for vehicle performance and tire life. The TPMS displays current front and rear tire pressure on the color display screen and displays an indicator to alert the rider when tire pressure is low, and the pressure should be checked.

  

Sportster S Model: Ride Modes

The Sportster S model offers selectable Ride Modes that electronically control the performance characteristics of the motorcycle, and the level of technology intervention. Three of the modes are pre-programmed, while two additional modes may be customized by the owner. Each Ride Mode consists of a specific combination of power delivery, engine braking, C-ABS and C-TCS settings.

The rider may use the MODE button on the right-hand controller to change the active ride mode while riding the motorcycle or when stopped, with some exceptions. A unique icon for each mode appears on the instrument display when that mode has been selected.

With the exception of the Road Mode, the rider may disable Ride Modes through the settings menu on the instrument display. The Custom Ride Modes need to be enabled by the rider through this settings menu before they can be selected with the MODE button during operation.

Road Mode: Intended for daily use, Road Mode delivers balanced performance. This mode offers less-aggressive throttle response and less mid-range engine power than Sport Mode, with a higher level of C-ABS and C-TCS intervention. In some markets Road Mode is the default “key on” mode on the Sportster® S model, while in North America the bike will always default to the Ride Mode selected at the last “key off” event. If there is ever a Ride Mode fault issue, the system will automatically default to Road Mode.

Sport Mode: Sport Mode maximizes the rider connection to the motorcycle for a direct and visceral performance riding experience; the rider will experience the full performance potential of the motorcycle in a direct and precise manner, with full power and the quickest throttle response. C-TCS is set to its lowest level of intervention, and engine braking is increased.

Rain Mode: This mode is designed to give the rider greater confidence when riding in the rain or when traction is otherwise limited. The Rain Mode is also an appropriate setting for riders building confidence as they become familiar with the motorcycle. Throttle response and power output are programmed to significantly restrain the rate of acceleration, engine braking is limited, and the highest levels of C-ABS and C-TCS intervention are selected.

Custom Mode: The Sportster S model has two Custom Ride Modes. Within each Custom Mode the rider may create a set of performance characteristics to meet personal preference or for special situations. To create a Custom Mode the rider may select their combined preference of engine torque delivery characteristics, engine braking, throttle response, and C-TCS and C-ABS intervention, within specific ranges. For example, the rider could create a mode with the Sport engine performance and maximum throttle response (as is pre-programmed Sport Mode) but with a lower level of engine braking than is offered in the pre-programmed Sport Mode.

Sportster Race History

Ask Lance Onan about milestone Sportster models during the past 50 years. His eyes light up and his words flow fast.

“The first XR750 is one of the great Sportster derivatives. The 1970 world speed record-setting streamliner, the 1958 XLCH, the 1977 Café Racer and of course the 1983 XR1000.”

When it’s pointed out that all of these Sportsters are performance versions of the model, he quickly retorts, “Well of course! That’s the heritage and foundation of this model.”

Onan should know. As the Platform Marketing Director for the Sportster line at Harley-Davidson, it’s both his job and passion to know every nuance of the motorcycle that celebrates its 50th birthday in 2007.

He’s the expert of the experts, the human encyclopedia.
“Sportsters were the original hot rod motorcycles, the first superbikes,” he says. “They remained that way until superbikes evolved into 15,000-rpm rockets capable of leaning so far that expert riders could drag their knees in the corners.

“Sportsters were and still are real-world hot rods for sane riders. They’re light. They’re nimble. They inspire confidence. And they’re pure.”

Origins of a Hot Rod

Before there was a Sportster, Harley-Davidson produced the K (and later KR) as a small, lightweight performance motorcycle meant to do battle with the British and European motorcycles of the late 1940s and
early ’50s.

The Sportster era began with the introduction of an overhead-valve, 55-cu.-in. engine in 1957, which replaced side-valve motors (Flatheads)
used on the K. Overhead-valve cylinder heads delivered more horsepower and, integrated with a 4-Speed transmission, delivered a new level of performance for the time.

When describing the original 1957 XL Sportster, Willie G. Davidson (current H-D Senior Vice President & Chief Styling Officer) said: “This motorcycle was king of the street. Stoplight to stoplight, the Sportster
had a lot of power compared to other motorcycles of the time. As a higher-performance sport model, the Sportster was not loaded down with saddlebags, luggage racks or extra lights.”

While the ’57 Sportster marked a new direction for Harley-Davidson performance, it was a ’58 model that began the Sportster legend. It was called the XLCH, and the CH stood for “Competition Hot.”

Built in limited numbers for competition use with 12 percent more power and even more stripped of unnecessary weight than its predecessor, the XLCH was the exclamation point to the Sportster’s statement of purpose. It also featured two iconic visual treatments:
staggered dual exhaust and the classic Sportster fuel tank.

While the former would appear regularly over the next five decades, the latter became the Sportster’s signature styling cue. Thanks to its competition success in competition, the XLCH and a road-only XLH
saw full-production status in 1959, and a
generation of motorcyclists would come to
respect (and fear) the dominant American
sport bike.

Decades of Dirt Track Dominance

Harley-Davidson has a long history of
racing motorcycles, dating to the boardtrack
bikes at the turn of the last century
and continuing to the present day two-time
NHRA Pro Stock Drag Bike Championship winning
V-Rod. But suffice it to say, no motorcycle
is more closely identified with the
Motor Company’s success on the racetrack
than the XR750 dirt tracker.

Dirt track racing is the original form of
American motorcycle racing, and an arena
in which Harley-Davidson has competed
since its infancy. Ranging from 1/3 to 1-mile
long, these packed dirt ovals awe spectators
with competition that reaches 130 mph on
the straights and 80 mph in the corners,
while it rewards racers who can manage the
tenuous traction with their bike pitched
sideways, within inches of other racers.

Spectacular, dangerous and always dramatic,
dirt track racing has always been important
to Harley-Davidson, thus the company’s
dedication to building the XR.

Designed to compete in the AMA’s Class
C professional racing class, the first XR750
featured a de-stroked Sportster engine shoehorned
into a special racing chassis. One
look at this motorcycle and its functional
focus is unmistakable—it’s all business.

You see it in the minimal fuel tank, chopped
fender and right-side mounted shift lever. To
call the XR750 a legend is an understatement.
To call the original XR750 a Sportster
is a fact.

First offered as a 1970 model, the XR750 was a motorcycle built for one purpose: To dominate the dirt track.

Willie G’s description of the XR750
sheds important light on its connection to
the Sportster: “The relationship between the
750 and the Sportster shows up in its name:
‘X’ for Sportster and ‘R’ for racing. Like the
Sportster, the XR750 combines power,
weight, performance and handling, but in a
more extreme way.”

Often referred to as the “iron XR,” because
of its cast-iron cylinders, the original
Sportster-powered 750 was replaced in
1972 by an aluminum XR engine.

Nevertheless, the original XRs were a formidable
force on the track and set the stage for
dominance that continues to this day. The
character of the XR is reflected in the 883R
models of recent years, which share its simple
styling elements along with the orange
and black color scheme.

The year 1970 is important in Sportster
history for more than just the famed XR750.
In October of that year, Harley-Davidson
went to the salt flats of Bonneville near
Wendover, Utah, for an assault on the absolute
motorcycle land speed record, held
previously by twin-engine machines.

The vehicle they designed for the record
attempt was a monocoque streamliner measuring
19 feet long and a slight 25 inches
high, and was powered by a single, heavily-modified
Sportster engine. The driver, veteran
road racer Cal Rayborn, had to lay almost
flat on his back and look out side
windows to steer the machine down the sunbaked,
salt lakebed.

After several days of working out the kinks and detailing the machine, Rayborn blasted down the five-mile
course to clock a speed of 266.785 mph for
the measured mile. His return run of
264.200 mph was good enough for an average
of 265.492 mph, the fastest speed any
motorcycle-powered vehicle had ever attained,
and that stood for many years.

Café Racer and a Potent 1000

Street-legal, road racing-based motorcycles
have a long and popular history, particularly
in Europe where these machines are
called “café racers.” Willie G. was a fan of
the style and had the moxie to do something
about it, culminating in the 1977 XLCR
Café Racer.

“I had an idea to build a Sportster motorcycle
in a racerly mode,” he said. “The
Sportster bore the closest resemblance to
performance vehicles like our famous XR
racer. Although the engines differ in many
ways, they’re still cousins. The Café Racer
has that stripped-down, lean and mean look
of the XR, especially in the tail section.

“The Café Racer featured cast alloy
wheels, which was a first for us. We continued
with a very tight-fitting, minimal front
fender and short, drag-style bars. A small
quarter-fairing surrounds the headlight and
includes a dash panel around the speedometer
and tachometer.”

Dressed in various finishes of black and highlighted with a gold-toned Bar & Shield on the stretched fuel tank, the 1977 XLCR is the most uniquely styled motorcycle in the
history of the Sportster family. Produced for
just two seasons, the XLCR today is highly
collectible, with a strong cult following.

Equally as revolutionary as the XLCR
was the 1983 XR1000. Its engine was based
on the alloy XR750 powerplant, with dual
carburetors sporting pronounced air filters
hung out in the wind and upswept exhaust
pipes on the left side. Producing race-worthy
70 horsepower. The XR1000 was the
most powerful street machine Harley-
Davidson had ever produced, and another
legendary Sportster derivative.

Modern Era

With the arrival of the Evolution engine,
1986 marked what most consider the beginning
of the modern Sportster era and the
end of the line for the venerable Ironhead
V-Twin.

The first of the Sportster Evos were
available in 883 and 1100cc displacements,
and later the now-familiar 1200cc displacement. The model itself evolved during recent decades to satisfy the varied demands of different types of riders, including
those who tour, those who are new to the sport and even those who are vertically challenged.

Onan sums it up very succinctly, “It’s
the hardest working bike we’ve got.”
This shouldn’t be surprising, because
the attributes that defined its original
performance image—narrow architecture,
nimble handling and strong acceleration—
make it popular with so many different riders.

Yet the Sportster’s performance
image remains unblemished. No further
proof is needed than to attend any local,
sanctioned motorcycle drag race, where
the culmination of a powerful launch
and numerous Screamin’ Eagle performance
products converge with astounding
quarter-mile elapsed times.

Or look at the upper echelon of AMA Superbike racing, where racers like Nicky Hayden
and Ben and Eric Bostrom ply the trade
they learned competing on Sportsters in
the AMA 883 Racing Series. And while some may view the improvements like rubber engine mounting,
EFI and further narrowing of the chassis
components in recent years as a softening
of Sportster, those who have ridden the
latest examples know firsthand that the
result is a greater emphasis on rideability
and performance. You
can have your cake…and lay down some
rubber, too.

Guys like Willie G. Davidson, Lance
Onan and the other people at Harley-
Davidson who live and breathe these
bikes on a daily basis know better than
anyone the Sportster’s performance
pedigree. One ride on a 2007 model
and one look at the concept XR 1200
(see sidebar below) are proof they’re
intent to add to it.

Sportster XR 1200 Prototype

This burly, muscular motorcycle is neither an artist’s rendering nor an after-hours, “just-for-fun” engineering exercise. Nope, it’s a Sportster XR 1200 prototype built by Harley-Davidson and displayed at the INTERMOT Motorcycle Show in Cologne, Germany. This stunning temptation screams “Build me and ride me!”

The inspiration for this bike is clearly the XR750, but the engineering is decidedly street-oriented. Downdraft fuel injection contributes to its 85-90 HP target. Massive 43mm inverted forks, dual four-piston front brake calipers and radial tires suggest that corners
be attacked, not negotiated. And the fact that a license plate bracket exists may mean that European H-D personnel will want to put it to the test at the Nu¨rburgring.

Prototypes aren’t new to Harley-Davidson, but showing them to the public is. Whether or not this XR 1200 prototype becomes reality depends largely on public reaction in Europe. Are they hungry for a Harley like this?

This article was written in 2006 for the Enthusiast Magazine by Reg Kittrelle

There’s a distinct passion around the Sportster. My first Harley was a new 1969 XLCH. At the time a Harley dealership looked like a garage or a backyard bike shop with two platforms available, the dresser and the Sportster. The Sportster stuck out like a Corvette in a pickup truck lot.

We’ve studied the changing technology challenging new platforms. But we can’t ignore the competition. Indian has made major inroads into the American motorcycle market, racing and new models.

Here’s the new 2023 Scout Platform

The Indian Scout was introduced at the 2014 Sturgis Motorcycle Rally as a 2015 model. The 2015 Scout is a cruiser with a 1,133 cc (69.1 cu in) liquid-cooled, double overhead camshaft V-twin engine and a frame formed by multiple aluminum alloy castings bolted to each other and to the engine.

Powerful, RELIABLE, COMFORTABLE
& AGILE – NEW SCOUT ROGUE OFFERS
THE MOST AGGRESSIVE STYLE &
PERFORMANCE-MINDED EXPRESSION
OF THE ICONIC INDIAN SCOUT

Indian Motorcycle, America’s First Motorcycle Company, unleashes the most aggressive iteration of its iconic Indian Scout model with the launch of the new Scout Rogue and Scout Rogue Sixty. Packed with attitude and edge, thanks to its aggressive styling and performance-minded features, Scout Rogue exudes performance, begs for more throttle and is ready for whatever
comes its way.

Combining iconic design with contemporary style, the Scout Rogue demands attention and inspires riders to express a bolder sense of self-expression.

A lineup of new features give Scout Rogue its edgy, hard-riding demeanor, including a quarter fairing, mini ape-hanger handlebars, sport style seat,
blacked-out fenders and valve covers, and a 19-inch front wheel. The proven Scout and Scout Sixty powertrains pack serious punch with loads of low-end
torque for snappy acceleration.

“For so many motorcyclists, riding carries a rogue spirit – a bold statement of freedom and individuality that brings riders together – and Scout Rogue
delivers that in spades,” said Aaron Jax, Indian Motorcycle Vice President. “It’s an attitude that can only be found on a motorcycle, and it creates a
totally unique level of camaraderie and community, and that’s what Scout Rogue is all about.”

The introduction of the Scout Rogue and Scout Rogue Sixty add two more Scout models for riders looking to stand out from the crowd. Starting at $9,999, the Scout Rogue Sixty opens the door for even more riders to join
the crew. Each model inspires rider confidence with a low seat height and manageable wheelbase, while a lower center of gravity provides superior
handling for all riders – regardless of experience and skill level.

The 2022 Scout Rogue and Scout Rogue Sixty will begin shipping to Indian Motorcycle dealers throughout the U.S. and Canada in early 2022. Riders
can learn more at their local Indian Motorcycle dealership or by visiting
IndianMotorcycle.com.

Riders can also achieve a smoother, more comfortable ride with increased suspension travel from Adjustable Piggyback Rear Shocks. Using twist knobs,
riders can easily dial-in their compression and rebound damping settings.

For superior nighttime visibility, the Scout Pathfinder 5 ¾-inch Adaptive LED Headlight activates 15 individual beams based on the bike’s lean angle. The
upgraded headlight utilizes patented technology that projects light farther and improves the overall light spread in front of the bike.

STYLE ACCESSORIES

To add personalized, custom-inspired styling, riders can add Smoked LED Turn Signals and an Auxiliary Tachometer with Shift Light. Rather than amber and red turn signal lenses that can distract from the bike’s
style, the smoked turn signals feature clear lenses, but still provide bright, easy-to-see amber LED lighting in front and bright red LED lighting in the rear.

Mounting next to the standard instrumentation, the Auxiliary Tachometer with Shift Light keeps the rider aware of the engine speed (RPM) and enhances
the bike’s high-performance style. An LED shift light illuminates to indicate recommended shift points.

COMFORT ACCESSORIES

Whether riding solo or two-up, exploring a town or crushing some miles, Indian Motorcycle offers a host of comfort and touring accessories. Scout Rogue riders can personalize their ergonomics with the Rider Comfort Seat. The Syndicate 2-Up Seat and Syndicate Low Profile Passenger Backrest adds comfort for passengers.

If packing for the long haul, riders can add the black Saddlebag. A Solo Luggage Rack and a black, water-resistant Solo Rack Bag are also available.

Specs:

Engine DOHC, 4-valves per cylinder, semi-dry sump
Transmission 5-speed, constant mesh / foot shift
Battery 12 volts, 13 amp/hour, 245 CCA
Bore x Stroke 3.661″ x 2.898″ (93 mm x 73.6 mm)
Charging System 35 amp max output
Clutch Wet, multi-plate
Compression Ratio 11 : 1
Cooling System Liquid
Displacement 60 cu in / 999 cc
Exhaust Split dual exhaust with cross-over
Final Drive Belt drive, 141 tooth
Fuel & Capacity 91 octane recommended, 3.3 gal (12.5 ltr)
Fuel System Electronic fuel injection, closed loop / 54 mm bore
Oil SAE 15W60, 4.5 qts (4.3 ltr)
Primary Drive Gear drive wet clutch
Horsepower 78 hp at 7200 rpm
Peak Torque 65 ft-lbs at 5800 rpm (88.8 Nm at 5800 rpm)

Front Suspension Telescopic fork, 41 mm diameter, 4.7 in (120 mm) travel
Rear Suspension Dual shocks, 2.0 in (51 mm) travel, adjustable

CHASSIS

Dry Weight 520 lbs (236 kg)
Ground Clearance 5.1 in (129 mm)
GVWR 988 lbs (449 kg)
Length 87.5 in (2223 mm)
Rake/Trail 29° / 4.7 in (120 mm)
Seat Height 25.6 in (649 mm)
Wheelbase 62 in (1576 mm)

BRAKES

Brake System Type Individual front and rear control
Front Braking System Single 298 mm floating rotor with 2-piston calipers
Rear Braking System Single 298 mm floating rotor with 1-piston caliper

WHEELS & TIRES

Front Tire Metzeler Cruisetec 130/60B19 61H
Front Wheel Cast Black 19″ x 3.5″
Rear Tire Metzeler Cruisetec 150/80R-16
Rear Wheel Cast Black 16″ x 3.5″

Black Metallic $9,999 US / $12,299 CAN
Black Metallic (ABS) $10,899 US / $13,199 CAN
Bronze Smoke (ABS) $11,399 US / $13,699 CAN
Titanium Smoke (ABS) $11,399 US / $13,699 CAN

Did you notice the passion infused into the Scout platform? But there’s more, when it comes to the Indian vs. Sportster line-up and the competition on the track.
We need to focus on the FTR750 or the FTR1200 in addition to the Scouts as upcoming competition to the Sportster platform.

The bikes used in the AFT series are actually FTR750s, which was introduced as a consumer bike back in 2018/2019 as the FTR 1200. The Scouts are all considered “cruiser” motorcycles with no affiliation to flat track.

The “new” 2023 addition to the FTR lineup is that the Sport trim is replacing the FTR S. While it’s not a completely new bike in itself, it comes in a sport-bike esque trim, with a new tank, number plate, etc. In addition to the new style of the Sport, the FTR R Carbon and Sport both are upgraded with the touchscreen display, featuring RIDE COMMAND technology, with imbedded navigation among other tech features. For the Scout, the only new-new addition to the lineup is the Scout Rogue, which we launched back earlier this year, around April. It complements the base Scout, Scout Sixty, Scout Bobber, Scout Bobber Sixty, and Scout Bobber Twenty trims.

INDIAN MOTORCYCLE RACING DOMINATES NEW YORK SHORT TRACK, SWEEPS PODIUM WITH BAUMAN, VANDERKOOI AND MEES

Win Ties Briar Bauman for Second in Championship Points Chase

Jarod Vanderkooi Scores Second Podium Finish of Season

Reigning Champion Jared Mees Maintains Top Position on SuperTwins Leaderboard Following Third-Place Finish

The 2022 American Flat Track (AFT) season returned to action this past Saturday for the New York Short Track, where Indian Motorcycle Racing, presented by Progressive Motorcycle Insurance, swept the podium. Indian Motorcycle Wrecking Crew rider Briar Bauman triumphed after a hard-fought battle with fellow Indian Motorcycle Privateer Jarod Vanderkooi, as Bauman’s second win of the season propelled him into a tie for second on the SuperTwins season leaderboard. Rounding out the all-FTR750 podium sweep in third was reigning Indian Motorcycle champion and current points leader Jared Mees.

When the 10-second card dropped on the main event, Mees launched off the line to a second-place start and quickly began challenging for the lead. Meanwhile, Bauman started the race in fifth place from the second line. On lap two, Mees took the high line to sneak into the front position and swiftly began pulling away from the field.

Unfortunately, a big mistake a few laps later saw Mees almost go into the fence, which allowed the competition to close in on his rear wheel. Vanderkooi took advantage, taking over the lead at the six-minute mark. Despite a slow start, Bauman was relentless in his pursuit to the front of the pack. In the final four minutes, Bauman crept to the inside of his teammate to take over second and tuck in behind Vanderkooi.

Throughout the late stages of the race, an intense game of cat and mouse ensued as Bauman and Vanderkooi diced back and forth and meticulously maneuvered their way around lappers. Bauman continued to ride masterfully, sliding to the inside of Vanderkooi to take over the lead with only 30-seconds plus two-laps remaining, ultimately taking the checkered flag and the win. This victory marks the former two-time champion’s second of the season.

“This is a huge win for Briar [Bauman]. He’s been struggling a bit over the past few rounds so it was great to see him fight through the pack tonight. This victory also puts him right back in the thick of the championship chase so hopefully he can continue to carry this momentum through the second half of the season,” said Gary Gray, Vice President Racing, Service & Technology for Indian Motorcycle. “We could not be more proud of our team and all the Indian Motorcycle riders to come away with a podium sweep. I’m very impressed with Jarod’s [Vanderkooi] effort. He was so close to pulling out the win.”

Mees continues to lead the championship chase with a 16-point advantage, while Bauman’s win moved him up one spot in the standings, now tied for second overall with 140 points.

FTR: An American Original

Headlining the 2023 model year news is the introduction of a new FTR mid-range trim, the FTR Sport. Replacing FTR S, the FTR Sport sits just below the premium FTR R Carbon, but above of the FTR and FTR Rally – creating four distinct trim models for riders to choose from.

Designed for riders to cut loose and enjoy the pure sport of motorcycling, the FTR Sport’s bold aesthetics and sporty componentry, including a number plate, chin fairing and seat cowl, take the FTR’s energetic attitude to another level. A totally unique take on American V-twin performance with an unmistakable, muscular style, the FTR truly is an American original.

Indian with Polaris behind them is a powerhouse competitor to Harley-Davidson and specifically the Sportster platform. They have seven new Scout models, five FTRs and I was told some of the Chiefs (six models) can compete with the new Sportster line-up.

“New Sportsters are powerful but pricey,” Tom Motzko from Drag Specialties said recently. We spoke about keeping the Evo Sportster alive and he pointed out that the new H-D Sportster isn’t taking on the roll of an entry level motorcycle, but used Sportsters and the aftermarket will support that roll. “We still distribute everything needed to keep Sportsters alive, although the platform has always represented less than 20 percent of our market.”

S&S builds almost every engine component needed to keep an Evo Sportster alive, and Tom from Drag said it all, “We’re never giving up on Sportsters.”

 

It is with great sadness that I write about the passing of Dennis Sanfelipo.

He affected so many people’s lives, mine included.

 I meet him in 2004 when Berry Wardlaw and I flew out to California for the Love Ride and to meet with Charlie Brechtel.

Berry and I did an interview with Charlie about himself, his music, band and other things he wanted to do in the future. Some of the others taking part in that were Dennis, Kim Peterson, Bobby Reynoso, Wild Bill, Sam Burch and Beeb.

 Charlie and Dennis were friends through the music business and over the years they had become closer.

 We stayed at one of Dennis’ houses on a lake and then at a different one where he had the third Dodge Viper ever built.

I later learned he was a big blues fan and had a music production company and recording studio in Sunnyvale, California named Mother Lode Productions. Some of his friends were Deacon Jones, Gregg Allman, Lydia Pense, Lester Chambers and many others. Dennis grew up in Sunnyvale and attended high school there.

 He also had a 280-acre, Damn Ranch in Angels Camp CA. It burned down some years ago. Dennis continued to live in Calaveras County CA for the rest of his life.

 It is reported that he owned over 100 properties in Calaveras County

   Dennis had won the California Lottery on March 7, 1992 for $32 Million. The story that goes with this is that Dennis was a huge fan of the numbers 7 and 11 and he bought the ticket in Milpitas CA at a 7-11. It was one of 11 quick pick tickets bought at exactly 11 PM. At the time it was the largest lottery prize ever won in CA.

 Shortly after Dennis won the lottery his very good friend Johnny Lee Hooker honored him with the nickname Mr. Lucky.

 At the time he was living in Murphys California where he was running a roofing company left to him when his father had died.

 

 He immediately started doing wonderful things for the community, like helping the hungry and homeless.

 Dennis was a hard worker before and even after he won the lottery. He was a builder and spent a lot of time working on his properties that were mostly rentals.

 He like to travel and Belize was a favorite and after a time he bought an island there. He also liked Mark Twain and knew a lot about the Mexican desperado outlaw, Joaquin Murrieta, and his history in Calaveras County around the mid 1800’s

 Dennis was the only child of an American Italian father and American Spanish (Spain) mother. He has three sons Josh, Dennis and Albert.

 

Celebration Of Life For Dennis Sanfilippo

Saturday December 17^TH 2-6PM

Old Corner Saloon

574 Main St. Copperopolis CA 95228

 

A lot happened after that meeting in 2004. Charlie continued to make music any place he could. The biker world would get to know him. Dennis always there to help.

 So many stories, but to many write here. More as time goes on.

Then there were two movies made with Bikers and Musicians.

Hopefully you will take the time to view them.

Rebel On The Highway – https://www.amazon.com/gp/video/detail/amzn1.dv.gti.46b76936-b193-08bb-4d45-0b57c38ec649?autoplay=0&ref_=atv_cf_strg_wb

Rough Boys

https://roughboysthemovie.live/?fbclid=IwAR2l-_fQZqyFSU-WK01bVWT0HZDjOb-DsC4MxixPClPFMAhsyf1pJ09JJSI

Some Comments

Berry Wardlaw

  Another big loss this week. Honestly, it’s just too much to write about, to share, at the moment. Another time perhaps. Gone are Sam, Bobby, Mickey, Deacon, Guitar Shorty, Goodtime Charlie and now Dennis Sanfilippo. I can think of no others that brought more diverse people together, from all over the world, than the dynamic duo of Charlie and Dennis. Charlie had the outlandish ideas and Dennis had the money to get things done. They were the best of friends and the perfect symbiotic relationship. I once called them the Heckle and Jeckle of “hell yeah”. It still rings true today. Since 2004, I have had more experiences with these two. These experiences were mostly afforded to us by the unselfishness and giving nature of Dennis. There isn’t enough ink is this old computer to even write about it all. I’ll put pen-to-paper one day. Not today, though. Thank you for all you did for us Dennis. I’m so glad that I told you this many times. I’ll just share of few pictures with y’all at this time. May Godspeed, Dennis Sanfilippo. Much Love my Brother. In the words of our late Brother, Sam Burch, “Until such Time.”

Sean Mcintire

  I’m heartbroken to hear about Dennis also known ?as Mr.lucky. I have so many great memories with him and Charlie. I think of the stuff that happened along the way and make me laugh and smile. I got to see and meet a lot of amazing people and places. Thanks for the great adventures. RIP Dennis

Felicia Morgan

  I can’t keep up, anymore. People I love are leaving this earth faster than I can process the grief. Yesterday’s heart-wrenching memorial for Shifty was appropriately shrouded in a soft misting of rain, then last night the heavens opened

up as an ode to the loss of another precious soul. Godspeed, dear Dennis. You were a brightly shining star during your time here on earth, now we’ll keep an eye on the night skies to see you there among your brethern.

Sabrina Mounkes

  There’s a moment in life where u look back and just really take a look at how u got to this point in life. My family will forever be greatful for what Dennis Sanfilippo did for us. Not alot of people know what he did for us and it really doesnt matter if you do. What matters is he gave my family a chance and we took it by the horns and ran. My kids had an opportunity they would have never had if he had not cared, We all had the opportunity. I watched him do this for many people he just cared all he wanted was for u to be successful and was always proud of our accomplishments. This is another tough hit for us and will take awhile to heal but we will all miss you greatly and will forever be appreciative of the kindness you showed us. RIP my friend

Rest In Peace My Friend. You And Charlie Are Teamed Up Again In Heaven Doing Good Things And Making Music.

How did fossils become fuels? This is a question that will never be answered. Because fossils never became fuels. So therefore, there is no reason to assume that the amount of oil in existence is limited to the body-count of the dinosaur population. It could be that there is just oil. And apparently a lot of it.

Now, even if you say that, that there is no such thing as a fossil fuel, no one believes it. Even if you prove it, no one will believe it. For modern man, coming to grips with the reality and fact that fossils never become fuels is more than the sanity of modern man can withstand.

The next hardest thing for modern man to believe would be that there is actually no other “intelligent” life in the universe. (I will define intelligence in this context as “a cooperative effort between at least two ‘people’ towards technological advancement via machines.”)

Based on the evidence – for which there is none – this is still a sane assumption. Unlike the fossil fuel thing. Which is an INsane assertion. Not an assumption at all. Of course, one can always speculate. Speculation often leads to a search for evidence. So, speculation is good. It’s healthy. It’s constructive. So, there is no actual reason to conclude that there is any other intelligent material, verifiable, life in the entire universe other than earthly humans. But it is possible. Unlike the existence of fossil fuels. Which is impossible. No amount of speculation can justify the conclusion that oil comes from fossils. And yet it’s fossil fuel. Even though fossil fuel of ANY kind is impossible.

This is all going somewhere and where it’s going is to show you that morons are guiding your life.

Stating that there is no such thing as fossil fuel gets even more emotional resistance than stating there is only earth-based intelligent life in the universe. Even though even EYE can present the case that there actually is no such thing as fossil fuel. And I’m on on Bikernet. Hey, I hear ya: that means I have NO credentials. True. But I do have a fucking brain. I know what you’re saying, “That’s impossible, you’re on Bikernet.”

Are you done? Have your fun and let’s move on. Jesus.

So, how can this be, that the statement that there is no other intelligent life in the universe utterance is speculative; and the statement that there’s no such thing as a fossil fuel – which is idiotic – both garner the same amount of emotional resistance; when one is speculative; and the other is out and out stupid. They both meet equal resistance. How can this be.

Well, one possibility is that the intelligent species on earth have a lot of really stupid, airheaded members in it.

And this is the one I’m going with.

You’ll notice no one ever explains the process by which a dead giant lizard or pre-bird or whatever dinosaurs were….become oil, coal, or methane. Even if asked. Which no one ever does. But I’ll ask it now! How does that happen? Well, If I was asking this of myself and if I was stupid I would say “Well, they sunk down at death.” Why this would happen in an allegedly lush swampy environment filled with predators and bugs and environmental decay is hard to explain.

Most things that die on this planet get eaten. They don’t sink. Not to mention that dead dinosaurs were turned into dung. Via something else eating away at their carcasses. Thus, making oil into shit-fuel. Not fossil fuel. Well, we do have shit fuel, that’s a fact, but it becomes fire. If you set fire to it. It doesn’t become petroleum or coal or methane. A dead dinosaur can methane the environment, but via a fart. But farts do not sink. Maybe farts did back in the past. Like, ya know, the sinking dinosaurs did. But that would be..….what would be the word. Oh, yeah: stupid. Dinosaur farts take to the air. They don’t burrow into the ground. Unlike, apparently, dinosaur bodies.

And apparently the dead dinosaurs fell in groups. Not individually. Which is why you don’t find quart-sized amounts of oil in an oilwell containing just one dinosaur. Which means the dinosaurs descended into the earth in herds. So that the oil could collect into billion-gallon vacant spaces beneath the earth. All over the earth.

And under the sea: where the dinosaur fish sank after death. Endless dying and sinking in great piles of dead bodies all falling onto terrain and then burrowing out of the sheer weight of the bodies down into the caverns below and dripping their petroleum essence into the caverns and filling them up, the sinking going down thousands of feet perhaps to the center of the earth where the most vast amounts of dead dinosaurs now lie, in an oil-cored planet earth.

Then there’s the coal issue. Coal does not come from dinosaurs, no, coal comes from prehistoric forests and swamps and steamy globe-circling hot sweaty science-fiction-level lost worlds of ichor, snakes and flying reptilian bats the size of Piper Cubs.

These forests also sank but not in a solitary gradual descent like the bodies of diseased dinosaurs, but rather flattened and then reflattened by the next – I guess – layer of murk and swamp and sweat and insects, which then died and then the new replacement covering grew on top of that and this went on and on with all the layers flattening on top of each other and then turning to coal. Not marshmallows. Not porridge. Coal.

Primordial forests apparently didn’t just exist with isolated variations in age wherein this tree dies, next year that tree dies, those trees get knocked down by a dinosaur fight with King Kong and they die, with the overall forest and swamp just staying put. No, everything dies: lays down; new stuff grows; that all dies; new stuff grows, that dies, and all this layering happens pushing eons and eons of layered dead swamps farther and tighter together and they become coal.

If you were to ever take an actual fossil, drain your gas tank and put the fossil into it, say a stegosaurus thigh bone, close up the tank and turn the starter motor, that engine would never kick over. Because an actual fossil in your gas tank…..would have to be in a fossil tank, not a gas tank, to have any hope of having the car start. But there are no fossil tanks. Because oil does not come from fossils. It comes from itself. Like gold does. Like granite does. Like water does. Like mercury does. Like sulphur does. Oil’s like that. It’s just fucking there. So, you put your gas, which comes from oil, not fossils, into a gas tank. Not a fossil tank. So that you can start your engine. And it works!

Now you might ask, “Then why is it called fossil fuel?” I don’t know. Who cares. Here’s the point: if bureaucrats and journalists don’t know what oil actually IS and think it comes from sinking fucking lizards……how do they know its use IS AFFECTING THE FUCKING WEATHER? SO THAT YOU NEED TO STOP DRIVING??? TO SAVE THE PLANET??

The answer is they don’t. They’re just fucking with you. Because it’s easy and fun. And in a sense, who could blame ‘em? After all, you think there’s fossil fuel. So, you might believe anything. Even Gavin Newsom. Or Klaus Schwab. Or Greta Thunberg. Or John Kerry. Or Nancy Pelosi. Or Kamala Harris. Or Chuck Schumer. Or the CDC. Or, god help us, A. O. fucking C.

–J.J. Solari

In three words, Richardson creates, “soul-satisfying stories,” through his artistic view. And he adds a twist to his designs. His work is peppered with Easter eggs.

I started writing after an earful from Bandit asking me what I had done lately? I hadn’t done anything. I’d just walked in after dropping the Sporty and wrenching my back. I told him that but Bandit gives no fucks. So, I took a Delta 8 gummy from Original Origins and sat down to write. Suddenly a creative jolt overtook me…
Link – https://www.buyorigins.com/

Mike has been making art since he could hold a crayon in his little mitt. Traditional artists never resonated with him. What did resonate with him was comic books, old vinyl album covers, and skateboard art from the late ’80s, early ’90s.

He is a guitar player and grew up around family members who were really big into music. What captured his imagination and had a big impact on him was the crazy illustration located in the inside sleeve of the Guns and Roses album, Appetite for Destruction.

It turns out it was underground West Coast artist Robert Williams’ controversial painting depicting the interruption of a robot rape by an avenging metal angel. I know, Robert was out there…

Another influence was skateboarding. One cultural icon that he leaned into was Jimbo Phillips out of Santa Cruz. The old illustration design combined with that crazy Hot Rod monster style provided a lot of room for Mike to create innovative designs.

When Mike isn’t helping out the Flying Piston Benefit, he does logos, branding campaigns, illustrations for apparel companies and illustrations for bands. Significant amount of work goes into designs that get merchandised through t-shits, cups, stickers and the like. In addition, he illustrates kids books.

Currently, Mike is the creative force behind Rebel Soul Studio, where he uses his eccentric illustration style to create poster prints, apparel, stickers, skateboards, hand-painted custom shoes, and original paintings. Mike lives in Raleigh, North Carolina, with his wife Jennilee and their two amazing children, Olivia and Hendrix in the shell of a rusting ’59 Cadillac.

Also, here are a few links where his work is available for purchase online:

Rebel Soul Teepublic online Shop – https://www.teepublic.com/user/rebelsoulstudio

Instagram – https://www.instagram.com/rebelsoulstudio/

As I got ready to go on a short trip this weekend, I thought it might be a good time to let you know about Harley’s Saddlebag Guard Bags or Crash Bar leather storage bags.

 I have been using them for many years, and when I got my new Ultra Limited it was one of the items I wanted to install.

 Things like rolled up t-shirts, socks and underwear fit perfectly. I prefer to carry water or Gatorade in my left one as opposed to on the handlebars. Okay, you have a wide variety of choices as to what you want to put in them.

There is a right and left bag so that they fit the conture of the guard correctly.

The bags contain an internal zippered, soft pouch perfect for smaller items.

To install the bags, remove the saddlebags and secure the leather bag to the guard with the heavy-duty snaps. I suggest putting the bottom on first and pulling up to install the snaps. It will be very tight at first and eventually loosen slightly as all leather does.

  My saddlebags, the Guard Bags and the rest of the bike were finally packed, so off to enjoy my weekend. I hope you do the same.

 She is known as Marvelous Molly to the world of motorcycling, but to some of us just Molly, Honey, Sweetie and other forms of endearment. If you ever had the chance to meet her you would know why. Then there are the others who knew of her because of all the publications she was in. I do believe that all of us who do photography for motorcycle publications have taken her photo.

 Molly lived with Berry Wardlaw and Vivian Charros in Dothan, Alabama. If you wanted to see her all you had to do was stop by Accurate Engineering or catch her at one of the numerous motorcycle events she attended around the country.

Molly rode on the gas tank of whatever motorcycle Berry was riding at the time. She has ridden on her motorcycle a 1939 Indian Chief in the Cross Country Chase with Berry operating it for her. (Berry stated more than once it was her motorcycle)

 This past July (2022) she rode from Dothan, Alabama to Santa Monica Pier, California to meet Vivian and the other women who did the Route 66 Ride.

That ride with some of her friends was named Puppies Off The Leash.

Molly was 17 years old at that time which is 99 years in dog time. She was doing okay for her age but having some issues that came with it.

When we got to Abilene, Texas she was having some health issues and Berry took her to Big Country Veterinary. They said she was in congestive heart failure. Dr Ueckert cleared her lungs, did x-rays, gave her some meds and gave her a day to rest up. It worked, suddenly she was like her younger self.

 We continued on the ride, continuing giving Molly her medication. When we got back to Dothan, she saw her regular Veterinarian Dr Garett.

 I kissed my friend good-by and asked her to do the best she could.

 I continued to stay up on how she was doing, and then I received the dreaded phone call from Berry that she had passed away.

As I and many others morn the passing of Molly I am grateful that I was able to spend time, ride and be a part of her life. I know she was greeted in Heaven by 2 and 4-legged friends who also loved her.

The National Highway Traffic Safety Administration has announced that roadway deaths in the U.S. are at crisis levels, on pace to exceed the 42,915 fatalities in 2021, the greatest number in 16 years, as Americans returned to the road following pandemic stay-at-home orders.

With alcohol-related crashes being a leading cause of highway deaths in the U.S., the National Transportation Safety Board is now recommending that all new vehicles in the U.S. be required to have blood alcohol monitoring systems that can stop an intoxicated person from driving.

The NTSB’s recommendation also calls for systems to monitor a driver’s behavior, making sure they’re alert.

Under President Biden’s infrastructure law, Congress required NHTSA to make automakers install alcohol monitoring systems within three years.  The legislation doesn’t specify the technology, only that it must “passively monitor” a driver to determine if they are impaired.

NHTSA and a group of 16 automakers have been jointly funding research on alcohol monitoring since 2008, and has hired a Swedish company to research technology that would automatically test a driver’s breath for alcohol and stop a vehicle from moving if the driver is impaired.  Another company is working on light technology that could test for blood alcohol in a person’s finger by touch.  Many cars now have cameras pointed at the driver, which have the potential to limit impaired driving.

In 2020, the most recent figures available, 11,654 people died in alcohol-related crashes, according to NHTSA data.  That’s about 30% of all U.S. traffic deaths, and a 14% increase over 2019 figures, the last full year before the coronavirus pandemic, the NTSB said.

BEST/WORST DRIVERS IN THE U.S.
Everyone seems to think their state has the best (or worst) drivers in America, but quotewizard.com dove into the data to determine, based on their criteria, which states actually do have the Best and the Worst Drivers traveling their roadways.

Drivers were evaluated on four factors to determine overall driving quality: accidents, speeding tickets, DUIs, and citations.  States that are considered the worst had the highest numbers of driving incidents, while states with the lowest numbers of incidents are considered the best.

After analyzing over 10 million insurance quotes to find out where the best and worst drivers reside, it was determined that the Five Best States were 1) Connecticut, 2) Michigan, 3) West Virginia, 4) Delaware and 5) Arkansas, while the Five Worst States were 50) Utah, 49) California, 48) Iowa, 47) Wisconsin and 46) Ohio.

Among those in the top five, Connecticut ranks best in citations and DUIs, while among the bottom five, Utah ranked worst in speeding, second worst in citations, fifth in accidents and 8th in DUIs.  For more rankings in each category, visit www.quotewizard.com.

UNVACCINATED AT HIGHER RISK OF TRAFFIC ACCIDENTS
If you passed on getting the COVID vaccine, you might be more likely to get into a car crash. Or at least those are the findings of a new study published in The American Journal of Medicine.  During the summer of 2021, Canadian researchers examined the encrypted government-held records of more than 11 million adults, 16% of whom hadn’t received the COVID vaccine.

They found that the unvaccinated people were 72% more likely to be involved in a severe traffic crash — in which at least one person was transported to the hospital — than those who were vaccinated.  That’s similar to the increased risk of car crashes for people with sleep apnea, though only about half that of people who abuse alcohol, researchers found.

Of course, skipping a COVID vaccine does not mean that someone will get into a car crash.  Instead, the authors theorize that people who resist public health recommendations might also “neglect basic road safety guidelines.”

The findings are significant enough that primary care doctors should consider counseling unvaccinated patients on traffic safety — and insurance companies might base changes to insurance policies on vaccination data — the authors suggest.

THE ROAD TO DECARBONIZATION
Decarbonization Is The Goal, But What’s The Best Way To Get There?  The European Association of Motorcycle Manufacturers (ACEM) wants to take multiple approaches.

On December 6, 2022, the ACEM hosted a panel discussion about its vision for decarbonization.  Although the discussion’s stated intention was to talk about how the industry plans to address a multitude of sustainability issues as we all progress toward the year 2030, what it evolved into was a spirited debate about the comparative merits of the evolution of combustion engines (such as with so-called e-fuels and hydrogen) and electrification.

While all panelists of course had their own points of view, the general consensus seemed to be that lowering emissions is a goal we must all work toward, but that putting all the industry’s technological eggs into one metaphorical basket isn’t a good idea, for a number of reasons.

From a technological perspective, electric motorbikes currently work best for low-voltage urban mobility, not high-speed, long-distance leisure pursuits.  That’s where the debate about e-fuels (or synthetic fuels) and hydrogen come into play, because both those means of fueling mobility can potentially offer the benefits of long-distance, high-speed travel on motorbikes.  

Infrastructure is also a major concern — fast-charging and swappable batteries require additional infrastructure investments that are both extensive and expensive, while e-fuels can theoretically make use of existing traditional fuel infrastructure.

When discussing decarbonization, the tendency is to think about emissions in terms of tailpipes, but considerations about how the raw materials to build either combustion or electric vehicles are sourced, assembled, and delivered to customers should also be part of the conversation.

Additionally, concerns about diversifying the industry’s approach to decarbonization were strongly expressed, with the global pandemic shining a bright light on the pitfalls of overly concentrating parts of supply chains in a given geographical area.  The current European energy crisis and ongoing Russian war make calls to diversify energy sources (and resources) all too clear.

EUROPEAN MOTORCYCLE GROUP CALLS TO MAKE MOTORCYCLING AFFORDABLE
With inflation worries and cost of living increases, the Federation of European Motorcycle Associations (FEMA) sees bikes as valuable transport tools and has issued an impassioned plea for motorcycle affordability.  In particular, FEMA spelled out their position on keeping motorcycle taxes reasonable, as well as taking other measures to encourage motorbike ridership as a viable form of everyday transport.

FEMA believes that motorcycles can be a strong tool in the fight against transport poverty.  As the name suggests, that’s when the cost of transportation to simply live your life (get to and from work and/or school) is prohibitively expensive.

Moto commuting is a way of life for all kinds of everyday people in many countries, and is highly valued for its practicality, and that’s why FEMA encourages governmental and legislative bodies to do what they can to encourage ridership.  For example, taxes on motorbikes should be lower than those found on cars, because they’re smaller and lighter in weight, and they cause less wear and tear on public roadways.

Similarly, FEMA also discourages restrictions on motorbikes in urban city centers when they’re ideal vehicles for getting around congested city streets, and can help reduce traffic if more people are encouraged to choose bikes over cars.

FIRST HONDA ‘ELECTRIC MOTORCYCLE’ ON PARADE
Art imitates life, and sometimes, life imitates art, which may be the case with Honda’s latest parade float, which they designed to lead the 134th annual Rose Parade in 2023, featuring electric vehicles including “a Honda electric motorcycle.”

The overall float design, which Honda has titled “Forever Determined,” represents Honda’s current (pun intended) emissions-lowering initiative, across all of its many and various vehicular segments; Honda’s first all-electric SUV, the electrified Acura ARX-06 race machine, a HondaJet Elite II aircraft, the Honda eVTOL concept vehicle, and an unspecified ‘motorcycle’.

Remember, Honda aims to achieve total carbon neutrality across the company by 2050, as well as get 100 percent of its new vehicle sales in North America to be all electric by 2040.

YAMAHA GOES ‘GREEN’ WITH PLANT-BASED MATERIALS FOR FUTURE BIKE DESIGNS
On November 17, 2022, Yamaha Marine announced that it will begin using certain parts in some 2024 personal watercraft and sport boat engines that are made from a new material.  It’s a plant-derived, cellulose nanofiber-reinforced resin product, and in Yamaha’s own words; “Yamaha Motor is examining the utilization of CNF reinforced resin not only in marine products but also in motorcycles and a wide range of other products in the future.”

Cellulose nanofiber “is made from wood-derived fiber (pulp) that has been micro-refined to the nano level of several hundredths of a micron and smaller, cellulose nanofiber is the world’s most advanced biomass material.”

ROMANIAN MOTORCYCLISTS OBLIGATED TO CARRY FIRE EXTINGUISHERS
And here’s why we need Motorcyclists Rights Organizations (MROs) at every level, from local to international; In the European country of Romania the highway code does not distinguish between cars and motorcycles, so as a result, a motorcycle must carry a fire extinguisher, a first aid kit and two reflective triangles, just like a car.

Romanian motorcyclists’ organization MotoADN played a significant role in the political process to end this obligation by launching a petition requesting the Romanian Parliament, the Ministry of Transport and the Ministry of the Interior to exclude motorcycles and mopeds.

QUOTABLE QUOTE:

138: SUSTAINABLE (BUREAUCRAT/JOURNALISM DEFINITION) What all things except humans must become. (ACTUAL DEFINITION)……There actually isn’t one. Nothing is actually “sustainable” unless you don’t use it.

Since sustainability is a completely made-up insistence with no relation in any way to reality, there is only the puzzle of what, as Ayn Rand would say, this folly actually accomplishes. Well that would be it accomplishes agrarian reform and industrial extinction, in accordance with Marxist ideology, which is what all government crap devolves to: Marxist ideology.

Or pre Cambrian existence, in other words. Sustainable is an arbitrary redefinition of reality, the implied but not vocalized alternative to NOT sustaining things being….the end of the earth and all life on it if things (to be decreed, and as needed) are not “sustained.”

The idea that things must not be “used up” is a Marxist notion, as are most political notions circa 2022, the purpose being to groom people into not doing things, like the lockdown did, since Marxism is materially and spiritually impotent. It is a de-industrializing training regimen designed to restrict progress since progress is a threat to government and nations. See empowered, journey, diversity, inclusivity.

175: SUSTAINABILITY (cont)…… A word used by everyone for the sake of using it since no one actually knows how you sustain something you are using.

You can REPLACE things. But if you are sustaining it….then you’re not using it. It’s just in existence. Probably put there by Nature.

While sustainability has no meaning it does have a function, naturally political: to imply that the user of the word is bathed in priestlike holiness. Most product-sellers now use this word to suggest that they are holy so you should buy their iffy-level-of-merit product out of appreciation of the seller rather than out of satisfaction with the product.

Bureaucrats also use this word to suggest that they care about the “earth.” Which compared to the degree that they care about you, is likely greater, so they’re actually telling the truth for once. For only the earth matters now. Not you. Atomic energy, while not sustainable is in fact, close to inexhaustible. In America this makes it forbidden since a close-to-actually sustainable power source goes against the “agenda of sustainability” now embraced by bureaucrats and their frightened-of-losing-their-permission-to-exist corporate sycophants. Which would be all businesses not actually family or individually owned. Corporations are government-created entities and have nothing to do with the definition of capitalism.

176: SUSTAINABLE, SUSTAINABILITY (cont) (bureaucrat/journalist definition)……Unknown. (ACTUAL DEFINITION)……Unknown. Sustainable is a word with no actual meaning or definition in a political context, which is the only context it is ever used in. Perhaps it can be used in another context. Beats me. Maybe you can think of one. In the political realm while it has no actual meaning or definition, there is a prescribed response: obedience. If you are using something unsustainable, you should not be using it.

Why? Because you will use it all up. Then it will be gone. And no one will have any. Which is immoral. You are keeping other people from having any. And we all must have everything or nothing. All things must be sustainable otherwise you cannot use it.

Since nothing is actually sustainable, as far as anyone knows, even though no one actually knows, since no one knows what sustainable actually means or is or does or says or bleats or shits or gets off the pot…

Or maybe everything is sustainable if orders and procedures are followed as pronounced by people who can’t actually sustain an intelligence, we just don’t know, and if someone does actually know that person has not yet come forward to tell us what sustainable is or means or does so therefore to be safe lest we run out – your use of whatever we are talking about at the moment is to be curtailed under penalty of license-loss, since your license and your liberty are apparently not sustainable. They can actually disappear.

That much we know.

184: GREENHOUSE GAS (JOURNALIST/BUREAUCRAT DEFINITION) The destructive vapors of oil, coal and methane used in machines and in your lungs.(ACTUAL DEFINITION…….Two words assembled together in such a way as to put it into your head via relentless repetition by infinite human parrots including suddenly-genius first-graders, that earth is a man-made greenhouse, not a 4 billion year old mammoth amalgam of the entire periodic table.

The earth is not a green house. Nor is it a Popsicle. The expression “greenhouse gas” has one function: to put the idea of rising earth temperature into your head and associate it with you using an air conditioner or hair spray because your personal conveniences are killing others less fortunate. That’s right, it’s just more fucking Marxism.

The expression “greenhouse gasses” has been selected solely for the bizarre imagery that the phrase conjures: that the earth is not a successfully-self-operating monster of life-out-of dirt, winding and wending its way through a galaxy of a billion stars and a trillion planets, no, it’s fucking a greenhouse: a big glass building with its already hot, wet, humid essence being further compromised by your car which is turning the earth into more of a place for lizards and spiders and plants that eat animals than it already is, and you are at fault because of your selfish need for “modern conveniences” while others die.

The “greenhouse gas” is proclaimed to be CO2. Even though CO2 is not a “greenhouse gas.” There is actually no such thing as a greehouse gas. There is just CO2. CO2 is not a greenhouse gas. It’s just CO2. It’s never been…a greenhouse gas. It’s a CO2 gas.

The expression “greenhouse gas” has also been selected via some random bureaucratic catastrophe-generator to be compiled into the New Weather Terminology of Death along with the sudden newly-appearing mysterious version of meteorology called “climate science.” Meaning “the science you created and made necessary for us to investigate so that you don’t kill everybody.”

Climate science. Greenhouse effect. Greenhouse gasses. Global warming. Attribution science. Gray swan climate event, Hotter. And hotter. Wetter. Droughtier. It’s a fucking mess. Do you care??? No.

You have electricity. So YOU don’t care. (You’ll notice there is a worldwide sudden electricity problem in all the white countries.) You won’t stop stop using your air conditioner? We’ll shut off the power. You won’t stop driving your gas and diesel vehicles? We’ll outlaw oil.

You’ll use our mandatory electricity vehicles. Which don’t work. We don’t care. We need you dead before you realize you don’t actually need us. Eventually there will be something called “terrain science” that will explain why walking on the ground rather than just lying six feet beneath it is causing warts on the moon. Just like all the other things declared out of nowhere, claimed as fact and always suspiciously designed to handcuff human life, human happiness, human progress and discourage more cool stuff and to keep people glued to one spot.

Ya know, like Covid-19 successfully did.

–jj solari, bureaucrat/journalist dictionary