Several out-of-the- country bike builders have recently contacted Bikernet. About 25 percent of our readership ride outside the United States. And we have no objection to featuring the riding styles, events, or bikes from any country. We recently received an e-mail from Craig at Denco Cycles in Surrey, B.C., Canada. Here’s what he had to say about this Harman hot rod classic:




“Bandit, here are some pics of our Harman 120-incher. One of our customers had it built in the late ’80s or early ’90s by Kenny Boyce after John died. We stripped it down, went through the engine, stripped, and powder-coated the frame and wheels, built a custom pipe and that was that. Bike goes like a raped ape, stands straight up and down in second gear.




“Cool racy stuff, dominator five-speed, pro-street frame, magnesium wheels, Marzocchi front end, hollow axles, all lightweight go-fast goodies. I see the occasional Harman engine out there, but have never seen a complete bike built with all their parts. We are thinking about selling it, looking for $25,000 obo.”

I was intrigued by the hot rod and reached out to Craig and the recent owner Travis Baker. Here’s the company plug:



With a Denco storefront reflecting the period architecture of downtown Cloverdale, you could almost walk by without noticing this motorcycle shop that’s been a part of the local economy for many years. Denco Cycle, a full-service facility, has serviced Harley Davidsons for customers across the Lower Mainland in Cloverdale for more than 32 years.

Denco Cycle was founded in 1978 by Dennis Mark in his mother’s garage. When his business outgrew the backyard shop, he moved Denco to its current location, renting a small section of the building from Valley Auto Supply.

As the years passed, Dennis’ business grew and acquired more space in the building. Eventually, popularity and success required Denco to expand into the full 3500- square-foot building.

Denco has a rich history with the Canadian Motorcycle Drag Racing Association. The staff has built and raced its own bikes in the past, and remains involved as a sponsor of various racers, events, and class trophies.

Denco offers a combination of parts and service, and prides itself in combining knowledge of classic bikes with current technology. They specialize in Big Twin and Sportster, and sell a variety of new and used Harley-Davidson parts. The shop is well-known for its selection of stocked parts.





I called Travis and we spoke of FXRs, drag racing, and the previous owner, Dennis, who owned and operated Denco Cycle for 20 years until he died in a horrific motorcycle accident in 1998.


“He was an unassuming man, who rode like his hair was on fire,” Travis said.



Dennis had a previous accident and lost the use of his left arm and for the most part, it hung at his side. He modified his bike to have the use of his clutch lever over his throttle. He still rode so fast that customers who spotted their favorite shop owner in public could never catch him.



After the racing legacy Dennis built for over two decades came to a screeching halt, a couple of mechanics picked up the reigns including Dave Monk. In ’02, Travis Baker, a young business-educated customer who rode his first Shovelhead into Denco Cycle for service, when he was only 17, bought the shop in 2002. Since then, he has doubled the size to 7000 square feet in 2008.



Travis and his crew continue to pride themselves in their abilities to rebuild early engines and turn Shovelheads into Evo internalized performance engines. With longtime, well-respected Dave the Monk, or “Monkey Man,” at the helm of the engine-rebuilding center, they refurbish Knuckleheads, too. And now, they have a dyno room and have stepped up their Twin Cam performance modifications over the last decade.



Big fans of FXRs, they own at least 10, between staff and shop bikes. Because Dennis was a major supporter of the Canadian Drag Racing Association, drag bikes and 10-second Pro Street FXRs are second nature to this gang of speed demons. They also take care of the Sportster enthusiast locally and hop up any XL that rolls through the shop.



After Travis attended business college, he ran his own landscaping and scrap metal businesses before the Denco staff convinced him that he could make a bundle owning and operating a custom bike shop in the 450,000-strong city of Surrey, in the historic Rodeo community of Cloverdale.





“I still laugh about that,” Travis said, “But what could be better. We love what we do.”







Bikernet.com Extreme Denco Tech Chart

Regular Stuff


Owner: DENCO CYCLE


Bike Name: HARMAN 120

City/State: SURREY

Builder: PRO STREET CHASSIS WORKS

Company Info: Denco Cycle
Address: 5834-176th st, Surrey BC Canada
Phone: 604-574-3610

Web site: www.dencocycle.com
E-mail: info@dencocycle.com


Engine

Year: 1990

Make: pro-street

Model: 5-speed

Displacement: 120-inch

Builder or Rebuilder: Denco Cycle

Cases: Harman

Case finish: natural

Barrels: iron

Bore: 4 3/8”

Pistons: arias

Barrel finish: black

Lower end: Harley

Stroke: 3 31/32

Rods: Carillo

Heads: Harman

Head finish: Natural

Valves and springs: Huge

Pushrods: v-thunder

Cams: Andrews B

Lifters: v-thunder

Carburetion: dual Mikuni 42’s

Air cleaner: K&N

Exhaust: Custom Thunderheader




Transmission

Year: 1990

Make: Harley

Gear configuration: 5 speed

Final drive: 1-1

Primary: FXR

Clutch: Harley



Frame

Year: 1990

Builder: Harman

Style or Model: pro-st 5 speed

Stretch: 2”



Front End

Make: Marzocci

Model: Conventional dual disk

Year: 1990




Sheet metal

Tanks: stretch

Fenders: fiberglass

Oil tank: softail style



Paint

Sheet metal: D&B Custom

Molding: D&B

Base coat: Charcoal

Graphics: D&B

Type: House of Colour

Frame: Powdercoat

Graphics: Magenta



Wheels

Front

Make: Magnesium

Size: 19 x 2.15”

Brake calipers: PM

Brake rotor(s): Custom

Tire: Avon


Rear

Make: Magnesium

Size: 18 x 5.5”

Brake calipers: PM

Brake rotor: Custom

Sprocket: 49T

Tire: Avon



Controls

Foot controls: Custom

Finish: Aluminum

Master cylinder: PM

Brake lines: braided

Handlebar controls: PM

Finish: Polish

Clutch Cable: Hydraulic

Brake Lines: Black

Shifting: Foot

Kickstand: Yes




Electrical

Ignition: Compufire

Ignition switch: Automotive style

Coils: dual Dyna

Regulator: Yep

Charging: 22 amp

Wiring: basic

Harness: minimal

Headlight: 5 =

Taillight: Sparto

Accessory lights: N/A

Electrical accessories: N/A

Switches: hi/low

Battery: 12v




What’s Left

Seat: Leather

Mirror(s): Nope

Gas caps: pop-up

Handlebars: Dyna

Grips: Knurled

Pegs: Rubber

Oil filter: Yes

Oil cooler: No

Oil lines: Black Rubber

Fuel filter: No

Fuel Lines: Black Rubber

Throttle: Custom dual throttle assy

Throttle cables: Black

Fasteners: Allen



Credits: Sourkraut Cycle, D&B paint, Dave Monk

“I want to do wheelies,” said Frank, my son, about his 2002 Dyna Glide. We recently stepped up his 88-inch twin cam performance package with a 97-inch kit from S&S including a Screamin’ Eagle billet cam plate, the high performance oil pump, Zipper’s Thunder Max, and a Bub Exhaust System. His blacked out Dyna was screamin’, but he needed a new clutch.

Eric Bennett recommended we run with the Rivera-Primo Pro Clutch PC-1298-CA, since he has worked with Ben Kudon and Rivera for years. “The Pro-Clutch performance clutch and hub is a direct replacement product,” said Ben. “It fits all 1998-2006 Evo and Twin Cam big twins, except 2006 Dyna Models, and uses our PC-5-A replacement clutch pack.”

“Okay goddamnit,” I said and we ordered one and had it delivered to Bennett’s Performance in Long Beach. Here’s how it went down:

When performing work on any motorcycle, and prior to starting this installation disconnect BOTH battery cables. If the motorcycle is on a lift, fasten the motorcycle securely to prevent it from falling. Read and become familiar with the Pro-Clutch instructions before starting. A hydraulic press was required to remove the OEM clutch hub and install the Rivera Engineering Pro-Clutch hub. For safety use only the proper tools for a given task and wear eye protection.

Step 1:
As you disassemble the Pro-Clutch prior to installation, keep the clutch plates in exactly the same sequence as shipped. The clutch plates must be re-installed in exactly the same
order. Drain the primary lubricant from the chain-case, and remove the outer primary cover. Loosen the primary chain adjuster and remove the OEM clutch basket and all of the OEM clutch components.

Step 2:
Remove the snap ring from the rear of the OEM clutch hub using the appropriate snap-ring tool. ALWAYS wear eye protection during this procedure.

Step 3:
Using a hydraulic press remove the OEM clutch hub from the clutch basket! Firmly support the OEM clutch bearing as shown during this operation. After pressing the hub out,
check the bearing for smoothness by rotating the clutch basket while holding the inner bearing race. If the bearing feels rough or binds, it must be replaced.

Step 4:
Using the press, install the Rivera Engineering Pro-Clutch hub into the OEM clutch basket. Securely support the INNER bearing races during this process. Carefully bottom the Pro-
Clutch hub in the OEM basket. After pressing in the Pro-
Clutch hub, check the bearing for smoothness again!

Step 5:
Install the snap ring onto the rear of the Pro-Clutch hub as shown. Make sure the snap ring is correctly installed into the
snap-ring groove.

Step 6:
Thoroughly wipe down the primary case & components to
remove the OEM lubricant. Re-install the clutch basket
into the primary case with chain & associated compo-
nents. Dextron ATF is recommended as the primary lubricant for use with Pro-Clutch units.

Step 6A:
Put two drops of blue thread lock on the transmission main shaft prior to installing the clutch hub nut. Tighten the clutch hub nut using the factory torque specifications (50-60
foot pounds of torque for 86-89 models, or 70-80 foot pounds for 90 & later models) indicated by your original equipment service manual.

Step 7:
Soak friction discs in Dextron III ATF (wipe away
excess before installation) lubricant for a minute prior to
installation. Install steel & friction clutch plates exactly as
they were shipped. Install the .120-inch steel plate first, then
friction, alternating until all are installed. Never install two friction or two steel plates together.

Step 8:
Generously dab some quality anti-seize on the stud
threads of the Pro-Clutch hub!

Step 9:
Install the pressure plate as shown! Use your OEM adjuster screw!

The Rivera Pro-Clutch PC1100-C requires that the clutch hub nut spacer (PC-215) be installed with the big-end towards the transmission as shown.
Install the pressure plate!

Step 10:
The diaphragm spring & spring retainer are installed next. (spring retainer goes beveled side in). Tighten the shouldered nuts equally (cross pattern) until they bottom.

Step 11:
Adjust the clutch as you would normally using the center bolt adjuster.

Step 12:
Check and adjust primary chain tension as needed. Re-install the outer primary cover using a new gasket,
and fill the chain case with Dextron III ATF to the bottom of the ring gear.

Re-install the outer primary cover.
Fill with ATF, go riding!
Adjust chain tension.

As delivered, the Pro-Clutch clutch-pack requires no adjustment, having been set at the factory. After the Pro-Clutch has accumulated significant mileage, it may require some adjustment due to normal wear. Use the procedures outlined below if & when adjustment is required. For best performance the diaphragm spring MUST be compressed to within .010”-.020” of being flat when the shouldered spring retainer nuts have been properly tightened (bottomed)! This will provide maximum spring pressure to the clutch pack, with minimum hand effort at the handlebar! Three clutch springs are available: A stock replacement spring (black in color), a medium spring for street
performance (silver in color), and a competition spring (gold in color) for drag race only applications.

To prevent transmission oil from leaking through the transmission main-shaft when installing the Pro-
Clutch in a pre Evo belt drive system (PC-1000), Rivera provides this unique sealed clutch hub nut &
adjuster bolt. This nut & adjuster bolt combination is a direct replacement for the OEM components and

12450 Whittier Blvd Whittier, CA 90602
(562) 907-2600 FAX (562) 907-2606

 

What he chose to do this week is to make a thinly veiled call for gun owners to willingly give up our rights by calling on us to seek “agreement on gun reforms.” But gun owners will not be fooled by this cynical ruse.

 

Obama’s position — carefully worded and published in an op-ed piece in the Arizona Star, a Tucson daily newspaper — is nothing more than political posturing and an attempt to marginalize the impact that gun owners will have on the 2012 election.

 

H.R. 1093–The “Bureau of Alcohol, Tobacco, Firearms and Explosives Reform Act” Introduced:  Reps. Steve King (R-Iowa) and Jason Altmire (D-Pa.) have introduced H.R. 1093, the “Bureau of Alcohol, Tobacco, Firearms and Explosives Reform Act.” The bill would roll back unnecessary restrictions, correct errors, and codify longstanding congressional policies in the firearms arena. This bipartisan bill is a vital step to modernize and improve BATFE operations.   

 

Bill Introduced In U.S. Senate To Block Unauthorized Record Keeping on Gun Owners:  This week, U.S. Sens. Jon Tester (D-Mont.) and John Ensign (R-Nev.) introduced S. 570 — “a bill to prohibit the Department of Justice from tracking and cataloguing the purchases of multiple rifles and shotguns.”  The bill would prohibit the use of federal funds for a multiple sales reporting scheme proposed by the Bureau of Alcohol, Tobacco, Firearms and Explosives.   Last month, the U.S. House of Representatives adopted an amendment with similar language.  That amendment to an omnibus spending bill, offered by Representatives Dan Boren (D-Okla.) and Denny Rehberg (R-Mont.), passed the chamber (277-149) with broad bipartisan support. 

 

 

President Obama: We must seek agreement on gun reforms

 

It’s been more than two months since the tragedy in Tucson stunned the nation. It was a moment when we came together as one people to mourn and to pray for those we lost. And in the attack’s turbulent wake, Americans by and large rightly refrained from finger-pointing, assigning blame or playing politics with other people’s pain.

 

But one clear and terrible fact remains. A man our Army rejected as unfit for service; a man one of our colleges deemed too unstable for studies; a man apparently bent on violence, was able to walk into a store and buy a gun.

 

He used it to murder six people and wound 13 others. And if not for the heroism of bystanders and a brilliant surgical team, it would have been far worse.

 

But since that day, we have lost perhaps another 2,000 members of our American family to gun violence. Thousands more have been wounded. We lose the same number of young people to guns every day and a half as we did at Columbine, and every four days as we did at Virginia Tech.

 

Every single day, America is robbed of more futures. It has awful consequences for our society. And as a society, we have a responsibility to do everything we can to put a stop to it.

 

Now, like the majority of Americans, I believe that the Second Amendment guarantees an individual right to bear arms. And the courts have settled that as the law of the land. In this country, we have a strong tradition of gun ownership that’s handed from generation to generation. Hunting and shooting are part of our national heritage. And, in fact, my administration has not curtailed the rights of gun owners – it has expanded them, including allowing people to carry their guns in national parks and wildlife refuges.

 

The fact is, almost all gun owners in America are highly responsible. They’re our friends and neighbors. They buy their guns legally and use them safely, whether for hunting or target shooting, collection or protection. And that’s something that gun-safety advocates need to accept. Likewise, advocates for gun owners should accept the awful reality that gun violence affects Americans everywhere, whether on the streets of Chicago or at a supermarket in Tucson.

 

I know that every time we try to talk about guns, it can reinforce stark divides. People shout at one another, which makes it impossible to listen. We mire ourselves in stalemate, which makes it impossible to get to where we need to go as a country.

 

However, I believe that if common sense prevails, we can get beyond wedge issues and stale political debates to find a sensible, intelligent way to make the United States of America a safer, stronger place.

 

I’m willing to bet that responsible, law-abiding gun owners agree that we should be able to keep an irresponsible, law-breaking few – dangerous criminals and fugitives, for example – from getting their hands on a gun in the first place.

 

I’m willing to bet they don’t think that using a gun and using common sense are incompatible ideas – that we should check someone’s criminal record before he can check out at a gun seller; that an unbalanced man shouldn’t be able to buy a gun so easily; that there’s room for us to have reasonable laws that uphold liberty, ensure citizen safety and are fully compatible with a robust Second Amendment.

 

That’s why our focus right now should be on sound and effective steps that will actually keep those irresponsible, law-breaking few from getting their hands on a gun in the first place.

• First, we should begin by enforcing laws that are already on the books. The National Instant Criminal Background Check System is the filter that’s supposed to stop the wrong people from getting their hands on a gun. Bipartisan legislation four years ago was supposed to strengthen this system, but it hasn’t been properly implemented. It relies on data supplied by states – but that data is often incomplete and inadequate. We must do better.

 

• Second, we should in fact reward the states that provide the best data – and therefore do the most to protect our citizens.

 

• Third, we should make the system faster and nimbler. We should provide an instant, accurate, comprehensive and consistent system for background checks to sellers who want to do the right thing, and make sure that criminals can’t escape it.

 

Porous background checks are bad for police officers, for law-abiding citizens and for the sellers themselves. If we’re serious about keeping guns away from someone who’s made up his mind to kill, then we can’t allow a situation where a responsible seller denies him a weapon at one store, but he effortlessly buys the same gun someplace else.

 

Clearly, there’s more we can do to prevent gun violence. But I want this to at least be the beginning of a new discussion on how we can keep America safe for all our people.

 

I know some aren’t interested in participating. Some will say that anything short of the most sweeping anti-gun legislation is a capitulation to the gun lobby. Others will predictably cast any discussion as the opening salvo in a wild-eyed scheme to take away everybody’s guns. And such hyperbole will become the fodder for overheated fundraising letters.

 

But I have more faith in the American people than that. Most gun-control advocates know that most gun owners are responsible citizens. Most gun owners know that the word “commonsense” isn’t a code word for “confiscation.” And none of us should be willing to remain passive in the face of violence or resigned to watching helplessly as another rampage unfolds on television.

 

As long as those whose lives are shattered by gun violence don’t get to look away and move on, neither can we.

 

 

 

 

Attorney  Roger Braugh shows Brian Ross that aged tires have a higher potential for  dramatic tread separation, which in many cases has led to tragic endings for  unsuspecting motorists. Braugh says his lawsuits on behalf of dozens of  victims have uncovered a pattern of corporate neglect and government inaction  on the issue of aging tires.  

 

This  graphic breaks down the various codes in the Department of Transportation’s  serial number for tires. A cryptic code of four numbers at the end of the  12-digit DOT serial number can tell the consumer which week and year a tire  was manufactured. Can you tell when your tires were made?  

 

This  tire’s DOT code indicates that it was made in the 41st week of 1994. Tires  made in the 1990s have THREE numbers at the end of the DOT code, while  tires made after 2000 have FOUR numbers.

 

This  tire is more than seven years old. It was made in the 13th week of 2001.  According to experts like Sean Kane, who runs a private auto safety research  firm, tires older than six years get increasingly more dangerous regardless  of how long they’ve actually been on the road.  

 

ABC  News ‘20/20′  sent producers undercover, rigged with hidden  cameras, to tire retailers all over the county to see if any old tires are  being sold as new. The undercover producers found half a dozen tires older  than six years at this Sears in Jersey City , N.J. — some were even older  than a decade.

 

 

Okay, you have the story behind this build, and Chris Kallas is refining the concept drawing. My engine arrived from the factory, and Eric Bennett immediately noticed the return address, in Viola, Wisconsin.

As it turns out, the factory hired the S&S crew to assemble their Evo line of engines. What a natural. I liked that notion all the way around the block. First, it means more American hands in my new engine. Plus, what could be better than to have the best performance engine company on the planet working with the factory on the last and most refined V-twin configuration?

For this crew, and lots of riders all over the world, the FXR Evo is the best of the best. So, for Bikernet, this became the year of the FXR and the Evo engine. I asked the factory about their Evo engine program and received the following information.

A Modicum of Harley Engine History
The first 74 cubic-inch V-Twin engine on the JD and FD models was introduced in 1921 and the 45 cubic-inch side-valve V-twin engine (later to be known as the Flathead) on the D model debuted in 1929. The Flathead engine proved so reliable that variations of it were available on Harley-Davidson motorcycles as late as 1973 (servi-car trikes).

In 1936, Harley-Davidson introduced the EL model with an overhead valve, 61-cubic-inch engine. With increased horsepower and bold styling changes, the motorcycle earned the Knucklehead nickname, due to the shape of its rocker boxes.

New features were added to the 61 and 74 overhead valve engines in 1948, including aluminum heads and hydraulic valve lifters. New one-piece, chrome-plated rocker box covers shaped like cake pans earned this engine the nickname Panhead. The engine introduced on the Electra Glide models in 1966 to replace the Panhead became known as the Shovelhead, again due to the shape of its rocker covers.

 

 

 

 

Book Review: The Ride So Far: Tales from a Motorcycling Life

A good storyteller draws the listener into the story; like a campfire next to a tent after a long day on two wheels draws a tired rider. Motorcyclists have been telling stories since the first kickstand hit the dirt. The Ride So Far: Tales from a Motorcycling Life draws the reader into the world of author Lance Oliver. He takes you along on the ride; wherever that may be. Whether on the road in America, Mexico or the racetrack you are there for the ride. This is an enjoyable collection of stories divided into two parts: Great Places & Memorable Rides and Ruminations & Meditations. The author writes of road trips, observations and shaggy dog stories, all with a motorcycle theme.

I hope you enjoy these tales and that at some point they make you nod in recognition and say, “Yes, that’s just the way it feels.” I also hope they inspire you to get out and live some new motorcycle stories of your own.

This is not a turn by turn travel guide or a go here and do these sorts of things motorcycle guide book, but you can glean some good roads from the stories Lance presents. His style represents a laid back approach to life and riding. I highly recommend this book for anyone who enjoys the motorcycle life.

 

Whitehorse Press

Title: The Ride So Far

Subtitle: Tales from a Motorcycling Life

ISBN: 978-1-884313-88-2

Author: Lance Oliver

Binding: Hardcover

Format: 5.25 x 8 inches

Pages: 224

Art: B&W drawings and photos

Price: $24.95

Publication Date: October 15, 2010

 

 

 

 

The Harley-Davidson Reader: Foreword by Jean Davidson granddaughter of founder Walter Davidson

Although this book has been on the shelf for quite some time it contains enough hidden gems to make it a worthwhile read. Motorbooks collected various texts from the usual suspects such as Hunter S. Thompson and Sonny Barger and more esoteric writers such as Evel Knievel, Arlen Ness, Brock Yates and more. Also included are works of fiction such as Tom Swift and His Motor-Cycle by Victor Appleton and The Grandstand Complex by Horace McCoy.

The Harley-Davidson Reader is also chock full of illustrations in the form of numerous full page color and black and white motorcycle photographs, smaller black and whites of old bikes, racetrack and movie posters and advertisements from days gone by. Also included are numerous examples of Evel Knievel product illustrations from the 1970’s. God, that brought back some memories. I saved some of my old Hot Wheels and stuff, but the Evel Knievel toys didn’t stand a chance. To emulate the famed daredevil us kids launched that stuff loaded with sparklers, cherry bombs and good old gasoline. I’ll never forget the look on my Moms face when she saw the melted mass of plastic that had been Evels’ Snake River Canyon Jumper at my birthday party a few hours before.

Editor Michael Dregni covers the myth and the legend behind our favorite brand of motorcycle with several eye opening articles. Do you know the year when the Motor Company’s first motorcycle was made? Do you really? You might be surprised. How about the old stories revolving around Elvis Presley and his two wheeled love affair with Harley? Where is his first Harley today? Did he really get a bike as a gift from James Dean? The answers to these fun facts and more are included. I highly recommend this great collection about the legendary Harley-Davidson motorcycle.

 

Format: Paperback, 348 Pages

ISBN: 9780760337127

Publisher: Motorbooks

Illustrations: 197 color photos

Size: 8 x 9 x .9375

Published: February 7th 2010

Price: $19.99

 

 

Finally, you’ll notice the most important statistic is not investigated enough. Some two thirds of all motorcycle accidents and deaths are caused by motorists, mostly turning left in front of us. All the helmets in the world won’t help us with that issue or distracted (cell phones) drivers. They want to stop us more often, wrap us in more protective attire, while they chit-chat on their phones. I tried to cut the fluff outta this so you could get to the basics quick. –Bandit

This training was developed by police officers for police officers. The information provided is meant to enhance officer knowledge and safety in the realm of motorcycle laws through enforcement and public education of those motor vehicle/motorcycle laws, and give officers the information to help reduce the number of motorcyclist killed or injured in traffic crashes.

The International Association of Directors of Law Enforcement Standards and Training (IADLEST) would like to thank the National Highway Traffic Safety Administration for their help in making this training possible.
Particular thanks go to Earl Hardy and William Cosby of NHTSA for their on-going guidance. We also must
extend our thanks to the following individuals who participated in the curriculum development. Their
knowledge and experience helped to define the content of the materials for the lesson modules and critical
information was covered for law enforcement. The individuals who helped make this training a reality include
the following: Mr. Richard Davis, Arkansas State Police; Lt. Jim Halvorsen, New York State Police; Lt.
Michael Turcott, Washington State Police; and Mr. John Young, Texas Department of Public Safety. Special
thanks to Inspector Patrick McManamon, Vermont Department of Motor Vehicles and Mr. Albert Liebno,
Maryland Police & Correctional Training Commissions for their feedback on improving the presentations.

The information contained in this program by no means reflects the opinions of all the individuals listed.
June F. Kelly, Project Manager, IADLEST
Assistant Director, Vermont Police Academy

TITLE: Motorcycle Safety and Enforcement Training for LE (Law Enforcement)

Lesson Purpose: To understand why the enforcement of motorcycle laws, support of national motorcycle safety enforcement efforts and best practices are critical to reduce motorcycle fatalities and injuries.

Date Prepared: May 1, 2009
PURPOSE STATEMENT

This training manual developed by IADLEST is intended to assist law enforcement in the enforcement of motorcycle laws. Its purpose is to share existing motorcycle laws knowledge, discuss motorcycle safety issues, the scope of problems involving enforcement of motorcycle
laws, and present best practices in the realm of enforcement of motorcycle laws, sharing of safety practices for law enforcement, the motorcyclist and the public, prevention of motorcycle accidents and fill an existing gap in law enforcement training. The goal of this training is to have
all police officers trained through their Police Academies or POST1 Programs.

We propose to act on the knowledge gained in this course to promote “enforcement of motorcycle laws” and reduce the problem of unlicensed motorcyclists, motorcycle DUI, non-
compliant helmets, and speed related crashes.

P.O.S.T. is the acronym for Police Officer Standards and Training

TITLE: Training for the Enforcement of Motorcycle Laws

Opening Statement
This training will look at situations unique to the enforcement of motorcycle laws such as the following:
?? Why so many motorcycles injuries and fatalities and what can law enforcement do through public education and enforcement?
?? Motorcycle Types and Characteristics
?? Safety Laws Related to Equipment and Operation
?? Motorcycle licensing and speeding issues
?? Officer and Motorcyclist Safety
Consider “distracted driver” issues and how critical it is to operating a motorcycle.
Driver talking to passenger
Cell phone use (yes, in a car and even on a motorcycle)
Talking to another motorcyclist, riding two or three abreast
?? Strategies for traffic stops
?? Strategies to avoid pursuit situations
?? Crash Investigation
?? Detection of impaired motorcyclists
?? Detection of non-compliant helmets
?? Latest on enforcement & public relations campaigns

Specific course objectives.

1. Why this course? Explain national statistics bulleted on slide.

2. Review motorcycle laws related to critical areas.
?? Equipment
?? Licensing requirements
?? Alcohol-related/impaired behavior of motorcyclists
?? Speed Enforcement
Helmets – FMVSS 218 and what are the pending revisions

3. Officer Safety concerns
?? Explain and share strategies for stopping motorcycles and
?? Strategies to avoid pursuits.

4. Motorcycle Crash Investigation awareness
?? First Responder Safety and Motorcyclist First Aid Pointers
?? What are some motorcycle crash investigation pointers to consider for crash
investigators?
?? Does your state have standardized data gathering and reporting for motorcycle
crashes?

5. Encourage motorcycle safety and education.

National Statistics 2

Injuries & Fatalities

*According to US DOT, Motorcycle fatalities have more than doubled since 1998, increasing
130 percent over a ten year period.

Registration trends

*Motorcycles account for 3 percent of all registered vehicles; however motorcycle fatalities
represent 13 percent of traffic fatalities in the United States.

Unlicensed motorcycle drivers

*1 out 4 motorcycle riders (25%) involved in fatal crashes in 2008 were not properly licensed.

DUI is a factor in fatalities

*Alcohol is a significant factor in far too many motorcycle fatal crashes. In 2008, 29 percent of
all fatally injured motorcycle operators had BAC levels of .08 or higher, and 43 percent of those
killed in single-vehicle crashes were over .08 BAC, and that number jumps to 64 percent on
weekend nights.

Helmet Use Nationally – Helmet Laws from State to State

• 20 States, the District of Columbia, and Puerto Rico require helmet use by all;
• Other States have “partial helmet” laws based on age or no laws requiring helmet use.

Enforcement Issues
• There is limited training on enforcement of motorcycle laws because most police academies across the country do not have courses on the topic or only provide brief coverage on motorcycle laws in their basic motor vehicle law classes.
• Training on motorcycle law enforcement is often specialized and appeals to those that ride.
• Most law enforcement officers do not ride motorcycles so they do not know what to look for regarding motorcycle equipment, helmets and the laws.

Motorcycle Risks

Motorcyclists Are at Risk from Other Drivers.
• Drivers of passenger vehicles and all types of vehicles need to be alert of motorcycles.
• Motorcycles are small and may be difficult for drivers of other vehicles to see.
• Motorcycles have a much smaller profile than other vehicles.
• Due to the smaller profile it can be difficult to judge the speed and distance of an
approaching motorcycle.
• After a crash, the drivers of other vehicles involved often say they never saw the motorcyclist and were unable to respond in time.
• In the event of a crash, a motorcyclist is much more vulnerable and in much greater danger physically than other vehicle occupants.
• In fact, “Per vehicle mile traveled in 2007, motorcyclists are about 37 times more likely than
passenger car occupants to die in a traffic crash and 9 times more likely to be injured.”

National Statistics

Motorcyclist Deaths are Rising.
• In 2008, motorcycle rider fatalities increased for the tenth straight year.
• During 2008, 5,290 motorcyclists lost their lives in fatal highway crashes, an increase of 2 percent over the 5,174 motorcyclists killed in 2007.
• Motorcycle riders were involved in more than one out of nine of all U.S. roadway fatalities.
• 47 percent of all fatalities in motorcycle crashes in 2008 involved another vehicle in addition to the motorcycle in the crash.
• 77 percent of all two-vehicle crashes involving a motorcycle were struck in the front with only 7 percent struck in the rear.
• In 41 percent of the crashes involving a motorcycle and another type of vehicle, the other vehicle was turning left when the motorcycle was going straight, passing, or overtaking the vehicle.
• In 2008, 35 percent of all motorcycle riders involved in fatal crashes were speeding.

Law Enforcement

Law enforcement has a special contribution to make in the prevention of motorcycle crashes. Some of these contributions are simple and some are very difficult: dirt bikes in traffic are an obvious hazard; unlicensed motorcyclists are difficult to detect, and according to the Hurt study impaired motorcycle riders are far more difficult to detect than impaired automobile drivers. The
increases involvement of the unlicensed rider in all crashes, and the impaired rider in fatal crashes, demands enforcement action, but legal requirements of due cause for a traffic stop may limit this action.

These edited comments are a part of the Hurt Study released in 1981, which tried to research motorcycle crash cause factors and identify countermeasures to use in the idea of providing the basis of “due cause” for preliminary enforcement action and screening of traffic for unlicensed
riders. One fundamental rider communication measure suggested in the study was enforcement action by ticketing for a for a traffic violation. The data of this research shows…that driver improvement is vital to those motorcycle
riders who have had traffic violations or crashes, and experience has shown that a special motorcycle “traffic school” is an effective alternative to the payment of a fine for a citation. Advantage should be made of this contact opportunity to require a special motorcycle traffic school for motorcycle riders with traffic citations so that critical
information can be given to these likely crash candidates.

The Hurt study was cited in many references about
motorcycle crash cause studies and countermeasures over
the years. This study is now 30 years old. A new study
is currently under commission through the Motorcycle
Safety Foundation to the Oklahoma Transportation
Center for the “new Motorcycle Crash Causation Study”.
The hope is that this study will shed new light on the
causes of crashes and update the old data.

HURT STUDY – Highlights – Key Points Learned

?? 75% M/C crashes involve another vehicle
?? 2/3 of those crashes other vehicle failed to yield right of way to M/C
?? Failure of motorist to recognize M/C is predominate cause of crash
?? Crash configuration—M/C traveling straight other vehicle turning maneuver
?? Riders 16 and 24 of age are over-represented in these crashes (96% male)
?? 92% of the riders we self taught without any “formal” training
?? 50% of fatal M/C riders had alcohol usage
?? Motorcyclist had significant collision avoidance problems, i.e., over/under braking, poor
ability to counter steer and swerve, etc.
?? Typically less than 2 seconds for motorcyclist to react
?? Motorcycles equipped with fairings and windshields low crash involvement – maybe related
to conspicuity (more frontal surface)
?? High number of M/C riders had no M/C license , no license of any type or were
suspended/revoked
?? <10% had insurance of any kind
?? Likelihood of injury—98% multiple vehicle, 96% single vehicle—45% more than minor
injury
?? Crash bars are not an effective injury countermeasure
?? Most Serious injuries–to the chest and head
?? 60% were not wearing safety helmets — 26% did not wear helmets because they were uncomfortable and inconvenient — 53% no expectation of accident involvement
Injury severity increases with speed, alcohol involvement and motorcycle size

INTRODUCTION TO MOTORCYCLES

Until the 1950s, there was just one kind of motorcycle available. This all-purpose type of machine was designed for street use and was modified for more specialized applications. As motorcycles became more popular, new configurations were created to address certain interests
and needs. Initially, special models were designed for off-highway riding. However, the range and variety of models have grown as manufacturers identified and addressed new market niches.

By the 1980s, several distinct types of street-legal motorcycles had emerged. The characteristics
and capabilities of current street motorcycles vary with their style. Different categories have different strengths and weaknesses, which may be helpful to recognize. Although some machines blur the distinctions, in general, current street-legal motorcycles fit into the following
categories:

Traditional
Traditional motorcycles designed as practical transportation, with few styling frills or amenities. This category falls in the middle of the spectrum in most areas of ergonomics and performance, including power, handling response, and braking. Although they were once almost universal, traditional-style motorcycles have declined in popularity as more specialized types have become available.

Cruiser

Currently the most popular category of the market, centered on traditional or classic American styling. Once dominated almost exclusively by Harley-Davidson, the cruiser category has attracted competition from all major manufacturers and is the entry category for new American manufacturers. The profile is long with a low saddle height. The emphasis in the cruiser category is on appearance, style, and sound, with less emphasis on performance. Owners frequently customize these machines.

Sport bike

Styled and constructed in the manner of road-racing
motorcycles with streamlined bodywork, front-end weight
bias, and forward-leaning riding positions, the emphasis is
on handling, acceleration, top speed, braking, and cornering
prowess. Performance handling and braking systems are the
rule on sport bikes, which tend to be lighter and more
technologically advanced than other types of motorcycles.
Often less comfortable than other types, they are favored
for riding on twisting roads.

Touring

Large motorcycles with luggage, wind protection
and other amenities (stereo, two-way
communication, cruise control, etc.) designed to
transport rider and passenger in comfort. Touring
bikes are heavy with moderate power outputs.
Their intended purpose is comfortable, long-
distance travel.

Sport-Touring

These motorcycles combine the comfort and some of the
luggage capacity of touring motorcycles with the
responsive handling of sport bikes. Usually powerful with
relatively responsive handling, and high-performance
brakes, sport-touring motorcycles offer fewer amenities
than touring bikes. The ideal mission of a sport-touring
machine is medium- and long-distance travel via curving
roads.

Dual-Purpose

Machines designed to be used both on- and off-road. They
are typically lightweight, tall and narrow with single-cylinder
engines, long suspension travel and tires suitable for on- and
off-highway use.

Dirt Bike

Machines designed to be used off-road. They are typically
lightweight, tall and narrow with single-cylinder engines, long
suspension travel and tires suitable for off-highway use. They are not street legal as they are missing lighting, signals, and road worthy equipment.

These two-wheeled vehicles are small, mostly low-power
designs with small-diameter wheels suitable primarily for use
at low and medium speeds on surface streets in urban
environments. Their appearance differs significantly from
motorcycles’ because of their bodywork and the “step-
through” frame design. Most are not suitable or legal for use
on high-speed or controlled-access roadways, though some
do have sufficient power and other capabilities to allow such
use.16

Lightweight, very low-powered two-wheelers
designed for cheap urban transportation. Their
bicycle-like design, slow acceleration, and limited
top speed (30 miles per hour) make them
unsuitable for use on high-speed roadways and
create unique traffic issues for their users.

A third wheel can be added to the side of a motorcycle to create a motorcycle/sidecar combination. These devices attach to the frame of the host motorcycle and provide additional passenger or cargo capacity. These accessories strongly affect all aspects of handling and control
by essentially creating an entirely different kind of vehicle, which in some ways is more like an automobile than a motorcycle.

Trike

These machines are created by either grafting the front of a motorcycle to the back of an automobile or adding an automobile-type rear axle to the rear of a motorcycle to create a three- wheeled vehicle. Although they are usually licensed as motorcycles, these vehicles are dramatically different in many ways and do not handle or steer like motorcycles.

MOTORCYCLE SAFETY LAWS RELATED TO EQUIPMENT &
OPERATION

What should you check/inspect?

In this module we will cover the enforcement of motorcycle equipment laws. Our goal is to have a direct impact on motorcyclist safety through education of police officers so they have the knowledge to participate in education, enforcement and ultimately crash prevention efforts.

Motorcycle safety enforcement efforts and safety inspections are one way law enforcement can help to reduce motorcycle fatalities and injures.

This module covers an outline of major equipment and operational laws related to motorcycles. It is in no way meant to cover all laws as every state is different, but there are many similarities related to safety issues and enforcement. We hope to be able to highlight those and ask that you consult your motor vehicle law instructor, motor vehicle law book or code book from your state
for specific laws and requirements.

Make certain as you inspect a motorcycle that you always remain aware of your safety,
along with fellow officers and the motorcyclist.

Licensing

One out of four motorcycle operators (25%) involved in fatal crashes in 2008 were operating their vehicles with an invalid licenses at the time of the collision, while only 12 percent of
drivers of passenger vehicle in fatal crashes did not have a valid license. Motorcycle riders involved in fatal traffic crashes were 1.4 times more likely than passenger vehicle drivers to have a previous license suspension or revocation (18% and 13%, respectively).21 All 50 states require
a proper license and/or endorsement to operate a motorcycle.

CHECK OPERATOR’S LICENSE FOR PROPER ENDORSEMENT
*1 out 4 motorcycle operators involved in fatal crashed are not properly licensed.
Motorcyclists are required to have proper license and motorcycle endorsement to
operate. (examples – T. 23 VSA § 615. Endorsement & DMV Rule 9)

CHECK REGISTRATION

All motorcycles operated on a public highway must be properly registered and insured. Some states also require annual inspection certificate (sticker).
Numbers on registration plate must match the registration certificate.

CHECK INSPECTION CERTIFICATE ATTACHED
Inspection of registered vehicles, (examples – T. 23 VSA § 1222).

INSPECTION STICKER – MAKE SURE IT IS VALID AND NOT OVERDUE.
•Note inspection sticker number
•This will determine which inspection station conducted the inspection if needed.

WHERE IS THE INSPECTION STICKER LOCATED?
Is it attached to a structural member of the left from side of the motorcycle?
For example,
Left outer side front lower windshield so it does not interfere with the vision of
the operator.
Front left fork leg/tube so it is easily visible.
Metal tag securely attached to the left front frame / structural member of
motorcycle.
What does your state have for an Inspection Manual? Does it spell out the
placement of the inspection sticker?

CHECK INSURANCE CARD FOR PROOF OF INSURANCE

•Maintenance of financial responsibility (Title 23 VSA § 800)
Insurance required – establishes state insurance limits.
Must proof of insurance be produce before MV inspections

CHECK VEHICLE IDENTIFICATION NUMBER (VIN) PLATE TO MAKE SURE NOT
DAMAGED AND MATCHES REGISTRATION
A great resource for checking vehicle identification number (VIN) structure is with a National Insurance Crime Bureau, 2009 Passenger Vehicle Identification Manual. The manual contains a section at the back on motorcycles and checking motorcycle VIN structure by each (resource for ordering ID Manuals on their web site) – www.nicb.org

CHECK CONDITION OF WHEELS, TIRES AND RIMS FOR CONDITION

Check for any unsafe conditions
Check tires for tread
Tie tread must be at least 2/32 of an inch, check your particular state requirements as
some states require 1/32 of an inch minimum.

CHECK BODY ITEMS OF MOTORCYCLE

Check for any defective part or unsafe parts projecting from the motorcycle.

FENDERS AND MUDGUARDS MUST BE EQUIVALENT TO MANUFACTURER’S
ORIGINAL SPECIFICATIONS.

CHECK FOOT RESTS TO MAKE SURE THEY ARE SECURELY FASTENED IN
PROPER LOCATION. (What does your state require if at all?)

CHECK IF EQUIPPED FOR PASSENGERS

Motorcycles designed to carry more than one person must in most states be equipped
with handgrips and footrests for passengers.

CHECK HANDLEBARS HEIGHT

Many states have a maximum height requirement
A good gauge is no higher than the operator’s shoulders. (NY)
No higher than 15 inches above the operator’s seat height. (VT – T. 23 VSA § 1117
– Footrests and handlebars)

DISPLAY OF REGISTRATION PLATE

Check registration plate is secure and how does your state allow display?
Is the plate secure and mounted horizontally or vertically?
Some states only allow the registration plate to be mounted horizontally. (VT)
The registration plate must be clean and clearly visible in required position in order to be
illuminated by the plate light.
Does your state require the plate to be illuminated?
A white plate light is required and visible at night fifty (50) feet to the rear. (VT)

CHECK LIGHTS
Check front light
Signal lights
Rear tail light
Illumination required on motorcycles – Some states mention distance light must
light up an area in front of the motorcycle.
Example: The light from the front lamp of a motorcycle shall render any substantial object on
the ground clearly visible at least 100 feet ahead of such motorcycle. (VT)

HEADLAMP / FRONT LIGHT

Motorcycle Modulating Headlights
Modulating headlamps are permitted by FMVSS
Vermont State Inspection Manual was updated in 2004 covering modulating
headlights.
Motorcycle headlamp modulation systems are allowed under FMVSS 108.

An awareness issue for law enforcement officers because some were giving motorcycle rider tickets for this. Please no ticket to be issued for modulating headlight as allowed by law.

CHECK WINDSHIELD/WINDSCREEN

If equipped, check windscreen/windshield and make sure it does not obstruct the driver’s
line of vision.
Is the windshield secure?

CHECK FOR REAR VIEW MIRROR(S)

Many State’s require both mirrors, so check your state’s requirements (i.e.
REQUIRED IN VT & NY)

Are one or two mirrors, required and does the mirror permit a clear view to the rear of the
vehicle?

CHECK EXHAUST SYSTEM

Exhaust in many State’s must be original equipment manufacturer (OEM) or equivalent.
(NY & VT),

Many states restrict altered or what is called “straight” pipes in which the baffles are removed or the exhaust is an after market exhaust manufactured without baffles.
Some States also have noise restrictions on exhaust pipes.

CHECK OPERATION OF HORN

The horn button is located on the left handlebar.
It must work and be audible under normal conditions.

What are some laws pertaining to the motorcyclist…

Remember to CHECK THE HELMET!
What is your State’s law?
Motorcycle helmets that meet DOT Standard FMVSS No. 218.
Compliant versus non-compliant.
We’ll cover helmets more in detail in the future.

Check for required eye protection

Is eye protection of some kind required?
Does your state law, require a windshield or screen, or if not, does the operator need to wear either eye glasses, goggles, or a protective face shield?

Is there a requirement that the glasses, goggles, or face shield shall have colorless lenses when operated at dusk to dawn or any other time when due to insufficient light.

What are some laws pertaining to safe operation…

SEAT POSITION OF OPERATOR AND/OR RIDER

Most states address seating position stating the rider must be seated astride the seat.
Some laws spell out additional requirements, such as…
The seat must be attached and if carrying a passenger it must be designed to carry
more than one person, and must be a permanent and regular seat designed for two persons, or attached at the rear or side of the operator.
Operator must sit astride the seat, facing forward, with one leg on each side of the
motorcycle or moped.
Do not carry any package, bundle, or other article which prevents operator from keeping both hands on the handlebars.
Do not carry any person, nor shall any person ride, in a position that will interfere with the operation or control of the motorcycle or moped or the view of the
operator.

LANE SPLITTING – What does your State permit when it comes to lane use?

Operation of motorcycles and mopeds on roadways laned for traffic

Entitled to full use of an entire lane.
Can not overtake and pass in the same lane occupied by the vehicle being overtaken.
No person shall operate between lanes of traffic or between adjacent lines or rows of vehicles.
May not be operated in the same lane with, and along side of or closer than ten feet ahead of, or ten feet behind another motorcycle, moped, or other motor vehicle. This section shall not apply to police officers in the performance of their official duties.

Motorists must realize that lane position for a motorcyclist is constantly changing (in their lane) so they can make themselves more conspicuous to other motorists.

DOES YOUR STATE ALLOW CLINGING TO VEHICLES?

Clinging to other vehicles states that no person riding a motorcycle of moped shall attach himself or herself or the motorcycle or moped to any other vehicle on a roadway.

Now that you’re familiar with what to look for on the motorcycle…What are some safety
concerns and strategies for stopping motorcycles?

OFFICER SAFETY / MOTORCYCLIST SAFETY

Motorcycle Gangs Versus Clubs
Strategies for Stopping Motorcycles
Strategies for Avoiding Pursuits

Motorcycle Clubs vs. Gangs
•Motorcycle Clubs
A motorcycle club (MC) is a group of people that ride motorcycles in organized
activities. They may wear distinctive clothing to identify their club. Their primary activities involve the sport of motorcycling. Many motorcycle clubs are organized,
have dues, and enjoy the camaraderie, education, rider training and socialization.

Motorcycle Clubs vs. Gangs
Outlaw Motorcycle Gangs (OMGs) in the U.S.
OMGs are organizations whose members use their motorcycle clubs as conduits for criminal enterprises.
There are more than 300 active OMGs in the United States (U.S.)

They range in size from single chapters with 5 or 6 members to hundreds of chapters
with thousands of members worldwide.
The Hells Angels Motorcycle Club, the Bandidos Motorcycle Club and the Outlaws Motorcycle Club are involved in the majority of criminal activity linked to OMGs, i.e. especially activity relating to drug-trafficking and cross-border drug smuggling.
Global scope

Motorcycle Operator Profiling Awareness:
The popularity of the motorcycle as a primary means of transportation has grown in the past
decade. More and more people are buying and riding motorcycles and they represent all facets of society. All races, genders and occupations are represented in this area. There is no such thing as “the typical biker” no more so than trying to describe “the typical criminal type” or “the
typical Texan”. As an officer, remember that, “Violators” are defined by their actions not how they look.

Differences Between a Motorcycle Club and a Criminal Street Gang: As mentioned, a motorcycle club is a group of people that ride motorcycles in organized activities. They may wear distinctive clothing to identify their club. Their primary activities involve the experience of motorcycling.

Criminal Street Gang (PC 71.01(d)): Three or more persons having a common identifying sign or symbol or an identifiable leadership who continuously or regularly participate in the commission of criminal activities.

Common misconceptions and beliefs associated with various motorcyclists:
• Sport Bike riders are speeders that ride dangerously.
• Bikers (general term) use narcotics, drink, raise hell and probably have outstanding warrants.
• Cruiser Class riders are the “station wagon” set of the motorcycle world. These “mom & pop” riders generally pose no threat.
• Motorcycle Clubs that “fly their colors” (wear their club jackets) are “outlaw bikers” are disrespecting law enforcement and are in effect “claiming new turf” by showing the colors.
• Depending on your state’s laws, “Any biker not wearing a helmet is breaking the law.”
• Bikers are generally lower income to middle class laborers, juvenile delinquents and troublemakers.

Strategies for stopping motorcycles

Before engaging in the stop…
Obtain registration plate number and run the plate to see if it matches motorcycle
description
Check registered owner
Call in full description of motorcycle, i.e. make, model, color, etc.
Call in description of motorcyclist
Utilize your in vehicle camera
Be aware that motorcyclists keep their registration and insurance certification paperwork stored sometimes under their seat, in a saddlebag or in a side
compartment panel.

Concepts for stopping Motorcycle Operators:

Be sure that the reason for the stop is an identified violation of the law and not due to
stereotype.
Follow your departments established or trained standardized procedure for making a
traffic stop.
Some officers prefer that the side stand be down and the rider is off the bike stepping to the right side of the motorcycle away from traffic.
Some police agencies have the rider remain astride the motorcycle with the kickstand up
(this keeps the operator occupied with balancing the motorcycle and reduces the
possibility of attempting anything with the officer).
Remain professional and deal with the violation and not the appearance of the operator or perceived prejudices or attitudes.

SPEED

Note: According to NHTSA, in 2008, 35 percent of all motorcycle crash fatalities cited speeding
as a factor.

Recent Safety Issues:

Modulating Headlamps & HOV Lanes

The two motorcycle-related issues that have recent motorcyclist and law enforcement concern
are compliant modulating headlamps and HOV (High Occupancy Vehicle) lane access. While
they are not large problems in the day to day law enforcement community, let’s discuss them to
avoid an unnecessary traffic stop, an inconvenience to officer and rider, and sometimes dangerous situation to a motorcyclist and the law enforcement officer.

With regard to compliant modulating headlamps on motorcycles, the Federal Motor Vehicle Safety Standards (FMVSS) provide for their use. The particular FMVSS cite is referenced as 49CFR571.108; compliant headlamp modulators. Headlamp modulators are provided for in
S7.9.4 Motorcycle headlamp modulation system, beginning on page 263 in the standard.

According to the Office of Chief Counsel at NHTSA, regarding the use of compliant motorcycle headlamp modulators are permissible in all fifty states. [States may not preempt their use.]
There are guidance letters from the Office of Chief Counsel at NHTSA available online at
http://isearch.nhtsa.gov, home of the NHTSA’s Interpretation Files.

Finally, HOV lane use has become a bigger issue for motorcyclists, following the New York
City episode in which a motorcyclist was issued a citation for riding her motorcycle in an HOV lane. An administrative law judge found her guilty, despite evidence the rider provided during her hearing. The rider appealed her conviction to the state of New York and eighteen months later, her conviction was overturned. While Karen Perrine vindicated herself and all motorcyclists using HOV lanes in New York City, it came at a significant cost. You can read more about Ms. Perrine’s case in the appendix article dated March 24, 2008 from the New York Daily News.

Authorization for motorcyclists to use HOV lanes comes from 23USC166; see
http://www4.law.cornell.edu/uscode/html/uscode23/usc_sec_23_00000166—-000-.html.

Further supporting the use by motorcycles of all lanes on roadways planned, designed, constructed or maintained using federal funds can be found in 23UCS102; see
http://www4.law.cornell.edu/uscode/html/uscode23/usc_sec_23_00000102—-000-.html.

MOTORCYCLE CRASH INVESTIGATION

Motorcycle Involvement in Crashes

According to NHTSA, the number of motorcyclists injured in crashes have increased each year since 1998, representing a 110 % increase from 1998 to 2007. In 2008, 5,290
motorcyclists were killed – an increase of 2 percent over the 5,174 motorcyclists killed in
2007. There were 96,000 motorcyclists injured during 2008.

The same year (2008), 2,554 (47%) of all motorcycles involved in fatal crashes collided
with another type of motor vehicle in transport. In two-vehicle crashes, 77 percent of the
motorcycles involved were impacted in the front. Only 7 percent were struck in the rear.
Motorcycles are more likely to be involved in a fatal collision with a fixed object than are
other vehicles.

In 2008, Motorcycles in fatal crashes had the highest proportion of collisions with fixed
objects at 25 percent, compared to 19 percent for passenger cars, 14 percent for light
trucks, and large trucks in fatal crashes had the lowest proportion, 4 percent.

In 2008, there were 2,387 two-vehicle fatal crashes involving a motorcycle and another type of vehicle. In 41 percent (985) of these crashes the other vehicle was turning left
while the motorcycle was going straight, passing, or overtaking the vehicle. Both vehicles were going straight in 666 crashes (28%).

NHTSA considers a crash to be speeding-related if the driver was charged with a speeding-related offense or if an officer indicated that racing, driving too fast for conditions, or exceeding the posted speed limit was a contributing factor in the crash.

“Per vehicle mile
traveled, motorcyclists
are about 37 times
more likely than
passenger car
occupants to die in
a traffic crash.”

In 2008, 35 percent of all motorcyclists involved in fatal crashes were speeding, compared to 23 percent for passenger car drivers, 19 percent for light-truck drivers, and 8 percent for large-truck drivers.

Law Enforcement’s Response during Crash Investigation

One impression developed during…[the HURT Study]…research, and encountered in many motorcycle accident investigations throughout the various states, was the lack of punitive action for the culpable driver of the other vehicle involved in the accident with the motorcycle. The outward appearance is that the offending driver is rarely faced with effective prosecution of right-of-way violation, negligent or reckless driving causing injury, or even vehicular manslaughter. Often there is the incorrect impression of excess speed or recklessness of the motorcycle rider. In most cases there is not an adequate collection of evidence and accurate reconstruction of the accident because of the police traffic accident investigator’s unfamiliarity with motorcycle accident analysis. Many times there is simply the impression that “this was just another motorcycle accident.”
This lack of effective punitive action needs research for a more precise definition of the problem and evaluation for accident countermeasures.

Currently this study is being redone by NHTSA and the University of Oklahoma. There is the MAIDS In-depth Investigation of Accidents Involving Powered Two Wheelers Report, which is a motorcycle crash causation study during the period of 1999-2000, similar to the Hurt study
conducted by the Association of European Motorcycle Manufacturers and other partners which replicated the Hurt Study methodology in Europe looking at over 900 motorcycle accidents and their cause(s). According to the MAIDS report, the most frequent cause of a crash was human
error and that being failure to see the powered two wheeler (PTW) due to traffic environment, temporary view obstructions or the low conspicuity of the PTW. Remember a thorough crash investigation results in swift enforcement against the causing driver.

Based on the research, some of the top causes of crashes are as follows:
Human error – Perception Failure on the part of the Other Vehicle
Failing to negotiate a corner
Inattentiveness
Riding under the influence
Inexperience (unlicensed or no endorsement)

Motorcycle Investigation Tips

Document/photograph erasure marks and/or flat spots on the tires in an effort to
determine front, rear or full braking.
If sprockets are involved, need to count teeth on both front and rear to determine speed
based on gear ratios.
Compare the type of gouge marks on ground to wear on pegs/panels for determining how
motorcycle landed and/or lost control.
High speed wobble – be careful not to misinterpret tire scuff marks made by the front
wheel as it skids. Clues for high speed wobble are alternating “eyebrow” like tire marks that generally last for 10 to 15 feet before the bike goes down. Supporting physical
evidence on the motorcycle itself would be damage by the violent flopping, or wobbling of the handlebars back and forth. This usually occurs at speeds in excess of 80 mph.

Conspicuity is always a concern with motorcycles.
Filament lamp exam – the very nature of motorcycle design and its construction generally causes premature age sag downward of the light filaments. This is most prevalent in the brake and tail lights. When an examination is done, special note must be taken of the bulb position to determine if the stretching of the filament is in the direction of the force,
or the result of age sag.

New motorcycles sold in the USA since 1978 have the headlamps on automatically when running. There are studies that show a motorcycle with its headlamp on during the day is twice as likely to be noticed.

Headlamps must be examined in every case to determine if it was working. They are always supposed to be turned “ON” feature and some have an automatic feature. Don’t
make an assumption.

It is important to note what gear the motorcycle was in during the impact and the radius of the bike’s rear wheel. Calculate speeds from the gear-ratio information and the
ranges of RPM (revolutions per minute) values for each gear. You will find this information from the manufacturer’s data.

What research exists about motorcyclists’ attitudes and behavior and how they affect crash involvement?

Rider training
Rider experience
Motorcycle size

Are there appropriate sanctions that should be applied to those found guilty of contributing to motorcycle crashes? Are there suggested sanctions, such as mandatory
attendance at a motorcycle awareness course? Can an awareness class be designed to expand knowledge of motorcycle issues?

Vehicle data

• Vehicle Identification Number (VIN), manufacturer, model, and cubic displacement

• Mechanical factors data, motorcycle and other vehicles.
Is the motorcycle mechanically sound? Does the motorcycle have the required safety features, mirrors, turn signals, reflectors, etc?

Check the tires – Did the motorcycle have under-inflated tires that could have caused the accident?

Determine if the tires were deflated before or after the crash. Check to make sure they have proper tread.
Are the tires the proper tire for the motorcycle?

What is the condition of other vehicles involved?
Crash or injury related cause factors
Protection
Vulnerability
The body of the person riding the motorcycle gives many clues.
The type of markings on the individual can help determine speed, if the rider went airborne and the direction the person traveled during the crash.

Associated vehicle injury sources
Design or maintenance defects as contributing factors to crash or injury causation

Vehicle speed for motorcycle or other vehicle
Motorcycle lighting; headlamps, running lights, etc.
Lights, Signals
Crash fire causes and burn injuries

Crash scene, environment

Crash scene data
Legal Responsibility
Motorcycle crashes tend to cover a larger area.
Debris and evidence are usually spread over a larger area.
The investigator must expand the scope of the investigation.
Roadway motorcycle was traveling
Check the road conditions leading to the crash site.
How could the road conditions affect motorcycle operator/operation?
What road hazards exist if any?
Roadway other vehicle was traveling
Traffic and controls
Crash cause factors – there are two week courses offered in motorcycle crash investigations. These courses delve into a much more extensive investigation.

DUI DETECTION OF MOTORCYCLISTS

More skill is required to safely operate a motorcycle than a car. What are examples of unique alcohol-related behavior of motorcyclists? There is a belief among people who drink and ride that law enforcement could not tell if a motorcyclist has been drinking. How do we identify and
stop impaired motorcycle operation?

Alcohol

In fatal crashes in 2008 a higher percentage of motorcycle riders had blood alcohol concentrations (BAC) of .08 grams per deciliter (g/dL) or higher than any other type of
motor vehicle driver. The percentages for vehicle riders involved in fatal crashes were 29 percent for motorcycles, 23 percent for passenger cars, 23 percent for light trucks, and 2
percent for large trucks.

In 2008, 30 percent of all fatally injured motorcycle riders had BAC levels of .08 g/dL or higher. An additional 7 percent had lower alcohol levels (BAC .01 to .07 g/dL).

The percentage with BAC .08 g/dL or above was highest for fatally injured motorcycle riders among two age groups, 45-49 (41%) and 40-44 (41%) followed by ages 35-39
(36%).

[Why are we seeing the older age groups involved in fatalities? The suggested reasoning is that we are seeing a person getting into motorcycling later in life and the fatality rate was mirroring this trend along with the baby-boomer population age spike.]

MOTORCYCLE HELMETS

Next, we will cover the specific of Federal Motor Vehicle Safety Standard 49 CFR 571.218, also known as FMVSS 218 on helmets… What do you look for to determine the difference between a non-compliant helmet and a compliant helmet?

Helmet Use and Effectiveness

All motorcycle helmets sold in the United States are required to meet Federal Motor Vehicle Safety Standard (FMVSS) 218, the performance standard which establishes the minimum level of protection helmets must afford each user. Some motorcycle riders use “novelty” helmets to
circumvent FMVSS 218’s requirements.

The 2006 National Occupant Protection Use Survey (NOPUS) survey, a probability-based observational survey of motorcycle helmet use in the United States, found that 14 percent of motorcycle riders use helmets that do not comply with Federal Motor Vehicle Safety Standard
(FMVSS) No. 218, Motorcycle Helmets.31

The concern is that noncompliant helmets provide little or no protection. Motorcyclists should know the facts about noncompliant helmets and be able to determine if a helmet is compliant or not. Many States have laws which require helmets that comply with FMVSS 218.
As law enforcement officers we need to be able to detect and identify noncompliant helmets and cite noncompliant helmet wearers in States requiring FMVSS 218-compliant helmets. If we know what to look for we can communicate to motorcyclists the benefits of a compliant helmet and that unsafe helmets need to be taken out of service and destroyed.

Even with scientific evidence that wearing compliant helmets prevent death and injuries some will wear noncompliant helmets in an attempt to circumvent the law. They assume that the odds are that most officers do not know what to look for.

Helmet Use and Effectiveness statistics

NHTSA estimates that helmets saved the lives of 1,829 motorcyclists in 2008. If all motorcyclists had worn helmets, an additional 823 lives could have been saved.

Helmets are estimated to be 37 percent effective in preventing fatal injuries to motorcyclists. This means for every 100 motorcyclists killed in crashes while not
wearing a helmet, 37 of them could have been saved had all 100 worn helmets.

According to NHTSA’s National Occupant Protection Use Survey (NOPUS), helmet use declined from 71 percent in 2000 to 63 percent in 2008. This drop is statistically significant and corresponds to a striking increase in nonuse.

Reported helmet use rates for fatally injured motorcyclists in 2008 indicated 59 percent for riders and 49 percent for passengers, compared with 59 percent and 47 percent,
respectively, in 2007.

In 2008, 20 states, the District of Columbia, and Puerto Rico required helmet use by all motorcycle operators and passengers. In other states, only persons under a specific age, usually 18, were required to wear helmets or had no laws requiring helmet use.

*The states without helmet laws are New Hampshire, Illinois, and Iowa.
NHTSA is amending FMVSS 218 to make it easier to confirm that a helmet complies with the standard by making “DOT” stickers more difficult to counterfeit. The new stickers will be required to be clear coated into the paint of the helmet. Motorcycle rider & passenger personal protective gear:

Motorcycle safety organizations recommend minimum equipment to keep riders and passengers
safer while riding. While protective gear, other than a helmet, is recommended in many states it
is not required by law. The recommended personal protection gear is as follows:
• A Motorcycle helmet that meets DOT Standard FMVSS No. 218
• Full fingered gloves
• Over the ankle boots
• Long pants
• A durable long-sleeved jacket
• Eye or face protection

For those having investigated a crash where a motorcyclist is only wearing shorts and a t-shirt, it is not a welcome experience to witness the injuries that result even at low speeds.

FMVSS No. 218 requires specific HELMET LABELING
Helmet interior should be labeled with the following:

(a) Manufacturer’s name or identification.
(b) Precise model designation.
(c) Size.
(d) Month and year of manufacture. This may be spelled out or abbreviated.
– June 2008 or 6/08
(e) The symbol DOT sticker displayed on exterior rear of helmet.
And a label with Instructions to the purchaser

Compliant and Non-Complaint Helmets
How do you make sure a motorcycle helmet meets the safety standard?

•Determine if non-compliant helmet
•Check for counterfeit DOT symbols affixed to them.
•DOT standard – sticker/symbol details size, location, and contrasting color, the sticker
can easily be made by anyone.
•Does the motorcycle rider know the difference between compliant and non-compliant
head protection?

SNELL STANDARDS – HEADGEAR

The Snell Memorial Foundation (SMF) was founded in 1957, is a not-for-profit organization that has been dedicated to research, education, testing and development of helmet safety standards. The “SNELL” helmet safety sticker is seen on helmets in addition to the “DOT” sticker representing SMF testing for helmet safety in the United States.

What is the SNELL rating currently?
You’ll still see the M2005 stickers along with the newer M2010 stickers on helmets.

Snell Memorial Foundation information is located at web site link: (http://www.smf.org/)

PUBLIC EDUCATION – WHAT CAN WE DO?

Encourage motorcycle safety, education and enforcement.

Motorcycle & Rider – Concept of Conspicuity
Conspicuity is defined as the quality of being conspicuous; obviousness.

Encouraging riders and passengers to wear bright and visible clothing.
Compliant modulating headlamps and daytime running lights
Motorist awareness

Motorcycle Training

Rider Education programs
What motorcycle safety programs exist for those who need or are seeking training?
What are some ways states are merging rider education, training and licensing?
Enforcement Awareness Education

Sharing Safety messages to motorists and motorcyclists on…

Encourage motorcycle safety and education.
Motorcyclist visibility
Motorcyclist Personal Protection Equipment
Motorist developing motorcyclist awareness
Motorcyclist awareness education to encourage motorist to see motorcyclists.
Encourage motorcyclists to enhance their conspicuity.
Suggestions for motorcycle lighting that includes safe modification to lighting systems.
Prohibit or educate about lane splitting.
Post specific warnings for motorcyclists where unavoidable hazards exist.

What every officer should know about the National Agenda for Motorcycle Safety & NAMS
Implementation Guide recommendations? They include:
Resources and suggestions on rider education programs;
Campaigns to increase the proportion of motorcyclists who are properly licensed;
Expand motorcycle safety programs to accommodate all who need or seek
training.
Merge rider education and training and licensing functions to form one-stop
operations.
Do licensing tests measure skill required for size of motorcycle purchased?
Do motorcyclists test on the motorcycle they will be riding?
How do rider skills and experience effect motorcycle operation and hazard
avoidance?
Identify and remove barriers to obtaining a motorcycle endorsement.

Does you state allow your state’s motorcycle safety program to issue motorcycle endorsements immediately upon successful completion of rider training courses.

Partnerships and Stakeholder campaigns to reduce the number of motorcyclists riding
while impaired; Campaigns and strategies to increase motorcyclists’ visibility;
Enforcement and education efforts to increase helmet usage; and Education to increase other motorists’ awareness of motorcyclists.

Posing for a Poster – Show Me the Money

 

He’s a bruiser/fast lane flyer and way not ashamed to admit it. While he’s appeared in nearly 70 films over the past 30 years, many to critical acclaim, he garnered the international spotlight when he appeared in the 2009 knock-your-block-off blockbuster “The Wrestler,” and by all accounts should have been awarded the Academy Award for his portrayal of a down and out wrestler struggling with his own inner demons. He did receive dozens of other awards for it. Some might have called that type casting, but his performance left an indelible impression on everyone who saw it, this rider/writer included.

 

In any case, it was a quantum leap beyond one of his previous efforts, that being “Harley-Davidson and the Marlboro Man” which debuted to less than rave reviews in 1991. The plot revolves around Mickey aka “Harley” helping his buddy Don “Marlboro” Johnson raise money the hard way to save his bar from defaulting to a bank’s plans for redeveloping. Speaking of banks, it seems Mickey also needed some bucks, and has repeatedly avowed it was the only reason he made the flick, much to his, let’s say, chagrin. One quote from the script about sums it up. Mickey says, “He’s gonna take my girl, I’m gonna take his bike.” In any case, the movie has left its mark, carved a niche as a cult classic as they say, both because of the character he portrayed and the bike he rode, a Harley custom with the moniker “Black Death.” The Black Death also happens to be the name of the series of flea-born Bubonic plagues, the biggest occurring during1348 and 1350 that wiped out some 60% of Europe. So it’s a scary name for a scary bike, in this case a chopper based around Harley’s venerable FXR. Some say the Black Death bike has reached the status of the Captain America Easyrider bike. So does that mean Peter Fonda and Mickey Rourke should duke it out in the ring? Probably not a good idea. Maybe a virtual wheel-to-wheel race between the two bikes? Maybe somebody has already conjured up that video game?

We can however trace the somewhat hazy picture about the Black Death…or should we say the Black Deaths…as more than one surfaces upon researching the matter. It turns out Mickey himself had a bit to do with proliferating multiple images of the real McCoy.

Will the Real Black Death Please Stand Up?

Photo found on the Internet, purportedly showing Black Death 3. Probably clone because it features lots more chrome and the engine does not show the “V” shaved cylinder fins. By the way, the bike ridden in the movie by Don Johnson was a Kawasaki “chopper.” Don’t ask me who built it; I’m sure that’s another whole story, but probably one nobody’s too interested in. I could be wrong.

 Back to the movie and the scuttlebutt about the bike or bikes. It seems the famous dealership, Bartels, located in Marina Del Rey, CA, got the contract to build the bike. They started with a 1989 FXR and eventually built Black Death 1 and Black Death 2, one serving as Mickey’s personal scooter, the other utilized for stunt work, jumps, crashes, etc. for filming. As the stories go, for some reason they were scrapped and a third version was then built, resulting in the final iteration of Black Death aka BD3. (Originally the build was erroneously reported in some mags as the work of Billy Westbrook, famed California builder.)A lot of this is Internet buzz can make it hard to pin down the hard facts since various Internet sites mention guys claiming to own the bike.

 Original McCoy? Or McCoys?

Original photo of newly built Black Death “movie bike,” the version that appeared in the film. Notice pipes are not chromed. Photo from Bartels’ Gene Thomason, a member of the Bartels’ team that built the real deal.

 

Now we get to the egg before the chicken conundrum. Another source states that Black Death 3 was a 98 inch stroker built by Gene Thomason, Dave Fournier, and Allan Barsi at Bartels. At some point MGM approached Mickey to star in the movie, and he told them he already had the bike he wanted to ride in the film, DB3. The movie company then paid Gene to build a duplicate of the S&S 98-incher. According to a blog entry, Mickey’s bike was used for some opening scenes and basic riding shots, while the duplicate 80-inch version was used as the primary stunt bike. The two bikes are identical except for the S&S stroker kit.

 

A 1997 published story gave some specs for the bike: chrome swingarm, solid steel struts on the rear replacing the FXR stock shocks, shortened Don Crager seat and fender, the latter hinged and doubling as the seat pan. The 5-gallon Softail gas tank left in primer wore a 6-inch plate down the center. The artwork is of playing cards reportedly inscribed with initials of some of Mickey’s friends. Black Death sits on a basically stock frame with bondo molding massaged into the neck area. It sits about 24 inches from the pavement. Reportedly because of its 70.5 inch wheelbase, it took input from shoulders to steer.The basically stock 80-inch Evo powerplant benefited from a Bartels’ BP-40 series cam and an S&S Super E carb (although other sources say the Keihin carb got a performance kit). The report also stated that it wore a set of black 1 ½ inch pipes. Cosmetics included the “V” for Victory shaving of the cylinder barrel fins. Last but not least, some 14 years ago, the price tag for Black Death 3 was reportedly $50K. Which BD bike remains unclear.

There’s a bit of a numbers game at play that further fogs up the picture. Reports indicate the bike seen in the movie, although labeled Black Death 3, was actually the fourth attempt to get it right in Mickey’s eyes, based, as the tale goes, on a drawing he originally penned on a cocktail napkin. Originally the bike was for another movie he had in mind, one called “The Ride.” According to the story, he brought the drawing over to Bartels and fast forward, as mentioned previously they built DB1, DB2 and Death Bike 3 (the fearsome 98-inch stroker version).

The tech list lists the FLT fork as six inches over as ordered by Bartels. Apparently a Continental tire rode up front, a Metzler in the back. Details of the bike include the fact that the left front peg was H-D OEM, one that took the place of the original JayBrake forward control peg that had been damaged during a stunt spill. Sort of like a tell-tale mark, tattoo, or scar that helps identify the “real” bike.

The Real Deal

While many have attempted to copy the Black Death’s tank art, here’s the original, real McCoy with the correct initials on the cards, those of good friends of Mickey at the time of the bike’s creation. Photo courtesy of Bartels’ Gene Thomason.

Now we enter the territory of multiple clones. Mickey teamed up with Chuck Zito and his Black Death Motorcycles enterprise and also with Arizona builders Carefree Custom Cycles, the plan to produce exact repops of Black Death as seen in the movie, utilizing the original DB3 for a template. They did the strut conversion and followed the matching paint and graphics treatment, that handled by Jason and Phil Smith/Cougar Ridge Rod Shop. The big change, and a major departure from the original, was a replacement of the FXR EVO motor with a 114-inch Powerhouse sourced from Mid-USA and pumping a purported 135 HP. Other components included a heavy duty Falicon crank, a 5-speed tranny, Andrews gears, and Primo belt drive. The “updated” powerplant outwardly looked much like the original BD bike. Mickey was seen reportedly riding one of the clone bikes, and it apparently was indistinguishable from the original movie bike, at least to the general public. When introduced for sale, those DB reproductions carried a price tag of $35,000. (Didn’t find any figures on how many were minted or sold.)

The semi- final word as to the disposition of the original Black Death bike as seen in the movie may have been revealed in Chuck Zito’s 2002 book Street Justice (St. Marten’s Press, NY). On pages 159-60, the author (actor, stuntman, bodyguard to the stars, ex-prez of NYC HA MC) writes of his friendship with Mickey Rourke and reveals the true story behind the destiny of the original Marlboro Black Death bike. He writes: “That was Mickey, though, always pushing the envelope. Always looking for a good time. We remain friends to this day. In fact, one of my motorcycles I own actually belongs to Mickey. It’s the original Black Death motorcycle used in the movie Harley Davidson & The Marlboro Man starring Mickey and Don Johnson. I visited Mickey one day at his house in Beverly Hills, the garage of which was full of bikes, a dozen in all, bikes that he had built or bought. Some of them were beginning to rust by then-Mickey wasn’t riding as much as he used to-so I said, “Why don’t I take a couple back to New York and restore them for you.” Mickey didn’t mind. He was never one to be cheap. If he liked you, he gave you the shirt off his back……

Photo of original photo of original bike as provided by one of the original Bartels’ builders, Gene Thomason.

“Anyway I happened to have a friend who happened to being going to New York with some other bikes, so I put a couple of Mickey’s bikes on the trailer and off they went. I went back into the house and Mickey asked me which bikes I took. “The Marlboro bike and the bike from Stone Cold,” I said. (1991 movie). Back in New York with the help of brothers John and Sal Petrazzi, I built the Marlboro bike back to its original condition.” Then on page 161, Zito states, “As for the Marlboro bike…well, I borrowed it six years ago, and I still have it today. In fact, the inscription on the carburetor reads: “This is the original Black Death motorcycle used in the movie Harley-Davidson & the Marlboro Man.”

The Man Behind the Movie Wrench

As we followed the elusive trail of the Black Death bike, it came down to a sunny Saturday at Bartels’ where we found Gene busy prepping a bike for a young lady named Fatima, originally from Brazil and a rider who had survived the intense traffic of Sao Paulo and now ready to take on L.A. She was picking up her very first Harley and Gene said I would have to wait my turn. Fair enough. In fact I hung around quite a spell, Gene pulling out a pile of photos filling a drawer of his large tool cabinet, among them original photos of the Black Death bike which he kindly let me copy and seen here.

Finished sending off Fatima and her new ride, Gene, not one to waste time or words, summed up the facts behind the creation of the Black Death/Mickey Rourke/Harley-Davidson & The Marlboro Man bike. He showed me a copy of a story published in 1995 that ended with a paragraph saying if you wanted to buy the bike, give Gene 50 grand in a paper bag and it’s yours. Says Gene, “Well, a guy in Denver must have read the article, because he gave me 50 grand in a paper bag. I threw the bike in a truck and drove it to him in Denver.” Okay, but which bike did he get? Says Gene, “Most of the other stuff that’s been said about the bike is untrue. Mickey had one bike. It started when we set up a regular FXR with a Wide Glide front end for him. Then later he changed his mind. He wanted this all black bike with all digital gauges and stuff, digitals at that time just coming in. So it got the digitals and solid wheels. So now it’s this black back with built-in digital gauges. At this point, Mickey had a change of view and went back to basics. So we got rid of all that digital crap and built the one bike for the movie. At the exact same time we built an identical back-up bike, and that’s the one used in the movie. The other bike, which had a stroker motor, was hard to start and other problems. So the back-up bike was the stunt bike that did most of the movie.”

The story is not over. Gene continues. “And then Mickey gives the original stroker bike to Chuck Zito. Now years go by and I’m sitting in a bar and a guy starts talking to me, telling me he works in a movie prop company and they have this motorcycle that was from the Harley-Davidson and the Marlboro Man movie. I say, no #%$. He says he had an offer of six for it. I told him I would give him twelve thousand, double his offer. He called me back and it turns out it was a real prop shop, the bike was there. I went and I paid for it. So Chuck had the original bike, and this was the other one, the stunt bike used in the movie. The one that went to Denver. But what happened later with it, I wouldn’t know. But it had all the paper work from MGM so it’s documented that it was in the movie. Things got cloudy when everybody starting re-making the bike, some blessed, some un-blessed.”

So there you have it…at least up to this point. No doubt we’ll be hearing more about the Black Death bike, a bike that literally wouldn’t die. —Paul Garson

All the major basic elements are in place and now we need to get our hands dirty. This is where the builders at Brass Balls Bobbers come into play. We have the Paughco Frame platform, the engine from RevTech, the transmission from Bikernet.com, and recently Keith Horschel, from Jay Brake, supplied the brakes, hand controls, and foot controls from their classic series.

“We are supplying the project with our J-series hand controls, a set of our classic forward controls with dovetail pegs, and Quad calipers for both the front and rear,” said Keith Horschel, from Jay Brake. “I refrain from directly comparing us to any one individual company. Let me tell you what I feel is important to us. We are a family-owned company and we machine everything in house using only domestic materials. We are an ISO and TUV certified company and machining facility. We are not too large. Items can be individually handled without getting caught up in red tape. By the same token, we are large enough to move products quickly through design stages, engineering staff, prototype, and manufacturing. I will put our product craftsmanship and performance against anybody’s.”

No sooner did the controls and brakes arrive when a surly, chain-smoking UPS driver delivered the two-into-one D&D pipes.

“Basically, this pipe is a derivative of the pipe we built for American Ironhorse,” said D&D’s Aaron J. Whitney. “It’s a tried and true design that will work on almost all engine sizes and configurations, making solid power and linear torque throughout the entire rpm range. It is also very adaptable to different muffler designs, which is something we needed to accomplish with the Brass Balls line, as their bikes allow the buyers to decide which components they want to use.”

“The key to power with this pipe (as with all D&D 2-1 systems) is the merge collector. This is one of the most crucial elements in making the pipe scavenge correctly. Every merge collector we build is hand finished (on the inside). It is a carefully contoured element few people take notice of unless they look inside the pipe, but it’s critical to performance”

Ultimately, this subscription sweepstakes Brass Balls 69 Chopper configuration, was adorned with a classic Paughco Tapered-leg springer front end, made in America. And as we went to press the Brass Balls team started to mount the Brass Balls seat pan with Rock Shocks.

Next issue, if we can find the boss of Brass Balls, after a harried event and racing schedule to show off his hot rod models, the team will begin mounting the sheet metal and welding tabs for the D&D pipes. This classic chopper will be available to a lucky HORSE sweeps contestant, and I’m still waiting on the promised blonde from Oklahoma to appear and wash away my Haley blues. I was recently in Las Vegas. I checked street corners and massage parlor listings for my favorite gal, but ran outta time. Maybe next time.

http://www.thehorsemag.com/Pages/BB_Giveaway_Rules.html

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The velvet blackness of the Egyptian night was almost total, the shifting sands illuminated only by flickering pinpoints of light from stars that seemed close enough to touch.

Deeper shadows blocked the faint light where the towering bulk of the Great Pyramids stood in the distance like angular mountains on the flat, parched land. The quiet purring of a BMW motorcycle filled the still air, seeming to come from everywhere at once, the motorcycle only visible by the weak beam of its headlight piercing the darkness.

For days, Darla had felt a strange, inexplicable restlessness. It was almost as if she was being called, urgently summoned by a power that invaded not only her mind, but her heart as well. She struggled to shake off the feelings, but the desert night only served to intensify them, drawing her farther into their grasp. Even as she slept, her dreams were entwined with the lives and passions of the ancients who once ruled the Valley of the Kings. The nightly sojourns on the BMW that had been “liberated” from the Nazis helped to dissipate the anxiety that filled her subconscious mind with visions from time immemorial.

“Do you think tomorrow will be the day?” a quiet voice beside Darla asked.

Her soft green eyes were invisible in the darkness as she turned them toward the sound of the voice. “Maybe. We’ve had to go slowly to prevent damage to the area, and to any artifacts we may find in the outer chambers.”

She shifted slightly, her khaki shorts making a rustling sound as she adjusted the position of her hip in the soft, warm sand. A small sigh escaped her at the question. “I know this is your first dig, but you’ll soon learn patience, if nothing else, Carl.”

The pipes on the big bike made tinny clicking noises as they cooled beside her.

“Patience.” He repeated the word almost silently. “It seems like everything takes forever in this barren hellhole. At least you’ve found something to take you away from this ever present sand,” he said, pointing to the silhouette of the Beemer. “You’d think that better accommodations would be available in 1944 that what we have in this backward place! Maybe things will improve when the war ends, but that doesn’t help matters now, does it?”

Reaching out in the darkness, she laid her hand gently on his thigh, her fingers warm on the bare flesh below his shorts. “Not everything, remember?”

She could not see the smile that flitted across his lips as he reached out to slip his fingers into the softness of her raven hair, still damp with sweat from the oppressive heat of the afternoon sun as he pulled her closer to him.

“You are the only saving grace in this God-forsaken country,” he whispered.

He buried his face in the damp cascade of her hair, his lips finding the sweet, salty skin at the hollow of her throat. His teeth tugged gently at the soft flesh, bringing a low moan from her parted lips.

“What about the artifacts?” She whispered, her breath warm in his ear. “And the thrill of discovering treasures that haven’t been seen by man in thousands of years?”

He chuckled, slipping a hand under her shirt, his calloused palm rubbing across a pert nipple, causing it to harden at his touch. “You’re the best treasure I’ve discovered since our arrival, but I hardly believe it’s been that long since you’ve been seen by man.”

His hand slipped away from her breast, trailing down the gentle swell of her stomach. His fingers found the waistband of her khaki shorts, and slipped between the damp cotton and the soft, warm flesh beneath.

Her lips found his in the darkness, parting to let the tip of her tongue flick out to entwine with his as his fingers explored the wet outer folds of her hidden treasure. He slipped a finger inside, exploring the wet center of her femininity. She gasped, her teeth nipping painfully at his lower lip as he pressed his hand harder against her, his palm flat against the wet, sticky folds of flesh.

Reluctantly, Carl pulled his hand away from her, giving her a gentle nudge. He unfastened the top button of her shorts and slid the zipper down as she raised her hips to release the material from beneath her.
He had just begun to work the damp, clinging material down her thighs, when the glow of a lantern bobbed it’s way down the adjoining dune, followed by a panting laborer.

“What the…?”

Carl worked her shorts back over her hips, and she quickly buttoned them before the beam of the laborer’s flashlight fell on them. He pulled the tail of his shirt out to conceal the erection straining at the front of his pants just as the Egyptian stumbled to a halt beside them. The man stood bent over for several seconds, his hands on his knees as he struggled to catch his breath.

“Miss Sanborne…” He panted, turning his face toward her. “You come with me? We have broken through the stone sealing the tomb, and will be ready to enter soon. Reza say you should be first to enter.”

“Yes,” she said, lurching to her feet in the soft sand.

“Just… Give me a minute, okay?” She straightened the waistband of her shorts, and ran her long, slim fingers through her damp hair.

“Thanks for letting us know, Hakim,” Carl said, trying to keep the bulge in his pants out of the bobbing circle of light. “You can start back, now. We’ll be there straightaway.”

Hakim’s yellow teeth showed faintly in the dim glow as he grinned at Carl. “Okay, Mister Danforth. You don’ get lost out here, now. We’ll be waiting for you.”

After the glow of Hakim’s lantern had faded from sight behind the dunes, Darla grabbed Carl’s hand, pulling him through the sand toward the dig site. He trotted along behind her, feet slipping in the sand.

“Think Hakim knew what was going on?” he chuckled.
She turned, barely able to make out his silhouette in the darkness. “Yeah,” she called over her shoulder. “I think he had a pretty good idea.”

Great chunks of sandstone lay scattered about like a child’s discarded toys, as Darla led Carl through the maze toward the entrance to the tomb. Several natives were working with picks and shovels to enlarge the hole that led into the bowels of the unknown Egyptian’s last resting place. Lights strung on drooping wires cast an eerie glow over the site, making shadows dance along the ancient walls painstakingly carved from native rock.

Reza, the foreman who Darla’s father, Professor Daniel Sanborne, hired to oversee the dig was waiting near the jagged entrance, his big hands on his hips.

“Ah, Miss Sanborne,” he said, his voice a bass rumble as it tumbled over impossibly white teeth set into a wide face the color of burnished leather. “I am glad you were not sleeping. I knew you have been anxious to enter the tomb, but I instructed Hakim not to wake you…”
“That would’ve been fine, Reza. Anything I may have been doing is of secondary importance to this,” she said, bending to peer into the dank, impenetrable blackness beyond the entrance.

“Thanks a lot,” Carl whispered into her ear as she straightened. He reached out to slip an errant strand of raven hair back behind her ear with a gentle finger.
She winked at Carl as she positioned a helmet with miner’s lamp on her head, then took one of the hooded lanterns from a pin driven into the sandstone and thrust it inside the black opening. She dropped to her knees, and Carl watched with rapt attention as her shapely buttocks disappeared inside the tomb. Without a second thought, he followed her through the opening and into the enveloping blackness beyond.

The chamber was untouched since the death of its occupant, and Darla stood, transfixed by the opulence and depravity that surrounded her. The walls were adorned with scenes of couples and groups having sex in every way imaginable. Rich tapestries hung from the walls depicted scenes of orgies that glowed with realism.
The harsh light of Carl’s lamp revealed a strange glitter in Darla’s eyes as she held an artifact cradled lovingly in her hands. Its weight, and the dull gleam of the surface told them without doubt that it was made of pure gold.

Carl reached out, taking the artifact from her grasp. He held it at arm’s length, directing the beam of his miner’s lamp along the surface of the impossibly large golden phallus. “Kind of makes me feel inadequate,” he chuckled.

“Carl…” she gasped, “Look!”

The urgency in her voice made him turn quickly, almost dropping the golden phallus. There before them was the life-sized statue of an Egyptian priestess, fashioned from gold, and set with countless precious stones.
As Carl stared in awe, he became aware of the resemblance of Darla to the golden priestess who stood before him, wearing only the patina of time beneath her jewel encrusted collar and headdress.

Reaching out, he slipped the jeweled collar from the neck of the golden priestess, and placed it over Darla’s head, settling it on her shoulders, the weight almost causing her to stagger.

As soon as the headdress, with its ruby-eyed serpent settled onto her raven tresses, Carl saw a shudder run through Darla. Her emerald eyes seemed to hold the secrets of the ancients; tiny sparks of pure energy flickered across her dilated pupils as she stared into the distance.

Without a word, she tugged her sweat-stained shirt from beneath the jeweled collar, and tossed it aside, her bare breasts glistening in the meager light, her nipples erect. She bent as if in a trance, and slipped out of her khaki shorts and panties, kicking them aside.
Carl gasped as Darla stood beside the golden priestess. Their bodies were exact duplicates in every detail, from the gentle swell of their breasts, to the tangle of dark hair at the confluence of their thighs.

“You’re… You’re…” He gasped, unable to comprehend the reality of what lay before him.

Almost inaudibly, Darla began to chant in a strange language, the silken sound of her voice absorbed by the stone that surrounded them.

“Darla… Are you okay? Your eyes look strange!”

She reached out with fingers that seemed to hold the strength of ten men, and took Carl’s hair in her grasp. With her head thrown back, lips parted in pure lust, she forced him to his knees before her, pulling his face between her legs.

She released him suddenly, leaning heavily against the golden priestess for support, her knees weak.
Several minutes passed in silence, when suddenly, Darla reached out, her fingers cupping the back of Carl’s neck, pulling him close. He hesitated at her command, given so urgently in a language he didn’t understand, but sensing his confusion, she repeated it in English.

“Take me now!” she said, her voice hard edged, yet almost pleading.

Turning, she lay across the sarcophagus of the ancient priest, her breasts smearing the centuries of dust that coated its richly carved surface. She reached out to caress the carved face lovingly, her fingers tracing the eyes, and the line of the cheekbone, her fingertips pausing to gently touch the carved lips as she spoke soothingly in the ancient tongue of Pharaohs.

Tears flowed from her eyes as Carl took her from behind, and The golden priestess seemed to glow as Darla lay across the old priest’s coffin, her body rocking with the force of Carl’s thrusts.

Darla could feel the passion of a thousand lonely years within her as her climax began to build, her fingernails now digging into the carved surface of the sarcophagus. Beside her, the golden priestess began to lose the glowing sheen, as Darla’s breathing began to return to normal.

Suddenly, the weight of the jeweled collar and headdress seemed far too great, and Darla struggled to her feet, slipped out of the priceless jewelry, and returned it to its place on the statue.

She bent and retrieved her dirty, stained clothing, slipping into them as Carl dressed beside her, and wordlessly, they started back toward the now cool air of the Egyptian night.

Carl stopped to wait as Darla returned to the statue of the Golden Priestess, kissing her gently on the cheek. “Thank you,” she whispered.

As they turned once again to leave, neither Darla nor Carl noticed the shadow that detached itself from the wall just inside the cave entrance as Reza quickly moved to survey the riches contained in the burial chamber.

The first crimson glow of dawn found Darla and Carl headed for the ancient tomb. As they neared the entrance, Reza stepped forward to meet them. “It will not be necessary for you to enter, Miss Sanborne,” he said, his white teeth gleaming. “I now take possession of the riches of this tomb to further the cause of the Third Reich!”

As he spoke, several Bedouin mercenaries stepped from the shadows to join him, their Scimitars held aloft in open threat.

“You… You have no right!” Darla stammered…

“Ah, but I do,” he replied, once again showing his straight white teeth. “Might makes right, as your countrymen say!”

Reza turned to one of the laborers who handed him the jeweled collar from the Golden Priestess’ neck. “As you can see, the treasure is being loaded as we speak. I will give you five minutes to gather what possessions you can and depart with your lives.”

He turned and walked away, the Bedouins at his side, and Carl took Darla by the arm, steering her back to their tent.

“Carl, we have to stop them! We can’t let the treasure fall into the hands of the Nazis!” She buried her face in her hands and her body shook with rage.

“Well,” Carl sighed, “I was looking for something to ease my boredom. I guess I should have been more careful of what I asked for!”

He knelt beside his trunk and unlocked the hasp. Opening the lid, he uncovered a M-3 “Grease Gun” machine gun and several fully loaded magazines. He inserted one, working the bolt to chamber a round.

He took Darla in his arms. “If I don’t make it through this, get away the best way you can. Just keep your head down while I take these guys on.” He turned on his heel before she could argue, and stepped through the tent flaps into the harsh glare of the desert morning.

The rattle of the M-3 shattered the still, hot air as Carl ran toward the tomb entrance, firing from the hip at the Bedouins who ran at him with their wicked swords held aloft. Three were dropped in the fusillade when the M-3’s bolt locked back on the empty magazine. Carl pulled a full magazine from his pocket, but before he could insert it, he heard the sharp crack of a Lugar pistol, and felt the 9mm bullet impact just below his right elbow, the M-3 tumbling from his numb fingers. A second bullet struck him in the left calf, sending him to the ground as more bullets sailed harmlessly overhead.

Before the remaining Bedouins could reach him, he heard the roar of the BMW as Darla sped across the sand toward him, bent low over the handlebars. As he sat up, the now reloaded M-3 clutched in his left hand, she leaned and grabbed the collar of his Khaki shirt and dragged him beside her, the bulk of the motorcycle shielding him from Reza’s fire, bullets striking the rear fender of the bike and shattering the tail light with jarring impacts. Spinning the bike in a tight circle, she dropped it onto its side and sprang from the saddle to hide behind the bike as Carl opened up with the Grease Gun.

Reza’s mouth opened in a silent scream as the stream of hot lead found its mark, stitching him from crotch to sternum. The two Bedouins tried to flee, but Carl cut them down as their feet sunk into the clinging sand.
Carl stood, blood trickling from his forearm and thigh, and surveyed the area. A truck was parked a short distance away, the bed already brimming with the treasures of the tomb. As silence enfolded the area, the laborers emerged from the tomb and scattered to the four winds, afraid of assuming the consequences of Reza’s actions, and Carl let them go, knowing they had no choice but to obey Reza’s commands.

Darla reached Carl’s side, and seeing the blood seeping through his clothing, whispered, “You’re hurt!”
Carl picked up the jeweled collar from the sand near Reza’s body and placing it over Darla’s head, he answered with a grin; “just a couple of scratches, love. What I think we should do is go check on the Golden Priestess. You really look great in her wardrobe!”