Everyone is aware of female motorcycle riders in the Western nations, who can straddle a heavy Harley-Davidson or Triumph or safely manage breakdowns on restored vintage models. There are famous female motorsports professionals including record holders such as Valerie Thompson or 2022 WXC National Champion Rachael Archer from AmPro Yamaha Team.


I was thinking of upcoming weekend’s motorcycle trip and the women who are riding regularly and are on Royal Enfields. These are the heaviest bike you will find on most Asian roads for men and women. Only the financially wealthy or celebrity seem to have V-Twins or SBKs. Consideration is also the expense of maintenance of such big bikes and large amount of fuel it consumes.

 
While it may be common for women in North America or Europe to be seen riding a heavy bagger or land speed record prototype, women elsewhere have to deal with bad roads, congested traffic, roadside vendors and no available parking.

Here are some basic points that women aspiring to ride a motorcycle can benefit from. Get going and enjoy the thrill of the open road. Long distance riding trips is possible with modern tech and gadgets leveraging the power of information, directions, road side assistance and community development for female riders.
 
1. Buy the motorcycle which is right for you and not the one that your best friend is riding. Trends are great but a suitable bike does not have to be the one everyone rides.

2. Become acquainted with your motorcycle’s features, specifications, limitations and power. Don’t let it surprise you far off from home.

3. Get the mandatory and basic gear such as riding boots, gloves, eye protection. Your safety is your responsibility too.
 
4. Get a pre-purchase demonstration and trial ride to see if you believe in the product. It costs quite the penny, it will be with you for a long while, its something you should be able to depend on. So take trials on different models and find your match!

5. Practice in a safe setting. Take an experienced motorcycle rider along. Make sure you are not practicing on public roads and have access to first aid and other assistance. Practice makes perfect and soon it would be your second nature, with natural reflexes.

6. City riding finds everyone in a hurry. Don’t be aggressive and watch out for surprises at every corner and traffic signal. Defense is the best offense for many motorcyclists, male or female, in city rush hour. Be kind. Give pedestrians the best possible signals and horn alerts. Everyone on road may not be attentive and may even be listening to music on earphones or talking / typing on phone. So don’t let your guard down just because its the same route to college or office or marketplace.

7. If you are in touch with other women who enjoy two-wheels on a daily basis, even if not all of them have a motorcycle, form a group. Share and care about your experiences on motorcycles Vs others on a scooter.
 
8. Let go and give a pass to those with an ego !!! Many a times, there will be those men, women and children who feel joy and respect for a woman choosing to ride a motorcycle instead of a scooter. Sometimes you may also meet those on motorcycles or cars wanting to challenge your skills for no fault of yours. Let go but be determined. Be bold but give their fat ego a pass. The way of the two-wheeled warrior is to discourage unsafe riding rather than instigate. Your good vibes will bring support from any and all on the road.

9. There are Laws and the Unlawful. You must stay tuned to changing news about motorcycling laws and regulations in your city. For example, motorcycles may not be allowed on some expressways to allow high speed transport for larger vehicles or flyovers closed for repairs. Helmets are often mandatory and actually beneficial — they will keep your hair & skin protected from the elements apart from safe in a mishap. Yup, ask your dentist for some horror stories of motorcycle riders if you don’t believe me.

10. Often, motorcycle manufacturers include a bonus called RSA, which is Road Side Assistance, free for the first year. Whenever you face a technical problem or breakdown of your motorcycle, you will be able to call the Toll Free number to get support from the nearest registered mechanic. This can include a range of issues such as tyre puncture, empty petrol tank, battery fuse fault, even towing for a road accident.

If the motorcycle has a major fault and under warranty, they will tow your bike to the nearest Authorised Service Center. This way, you can have assured support not just in cities but most other regions within the nation.

RSA is not common for scooters but getting common with middle-weight motorcycles such as Royal Enfield, Honda CB 350, BMW G 310, KTM 390, Hero XPulse 200, etc.

Even if its not included, you can buy one from an RSA service provider. Also, for second year, if you choose a custom insurance policy, the RSA can be included in insurance renewal / modification as an add-on to the policy document.

 

Since buying this 2017 M8 trike, I’ve been working on refining the ride as possible. This entailed changing the shocks to coil over Legend Revo A’s, adding a lift kit and adjusting everything as optimally as possible.

Also, the front springs were removed and replaced with Legend Axio canister front suspension. The combination of the modified front and rear suspension really made the ride much, much better.

At this point I really needed to change the rider ergonomics as these trikes from Harley are really a one size fits all seat and leg room combination. Shorter riders may feel comfortable with the leg room but for anyone with long legs 6 feet or over, the seat is way too short and the handlebars are too far forward.

So, starting with handlebars I selected Khrome Werks 2+2 12-inch-tall bars (part number 300517). They make a wide version and a narrow version of these bars, and I selected the wide version because the hand position is a little more natural for me.

These bars will work with the OEM wires, clutch and brake lines. This is a job that if you’re not comfortable pulling the fairing off you may want to have your local mechanic do it for you.

It is a little pricey so if you can do it yourself, you’re only out the price of the bars, otherwise you’re looking at five to $800 in labor. These bars bring your hands back 2 inches and up 2 inches, which I find much more comfortable and allows me to sit back up against my back rest. Huge benefit is also that the steering is considerably lighter because it changes the leverage on the bars.

These trikes can be a bit of a truck to steer, so by adding the lift kit and the handlebars it really becomes like having power steering. You may decide that you prefer the meat hook style of bars or regular style ape hangers, and they also add benefit to the steering but leave you forward. You may prefer this, but I was after a comfortable position to ride long distance and this was my preference.

I still had the same problem with the seat being too short, and I felt like I was sitting on the tank, and my legs were cramped unless I used the highway pegs. This started the hunt for a new seat.

I did look at the offerings from Harley-Davidson but I did not feel that the quality or the ride was much different than the stock seat. One of the problems I believe with Harley-Davidson seats is the pan is made out of a flexible plastic. The foam is not very dense and with the flexible seat pan you do feel a lot of the road bumps.

Also, the shape of the seat in the front is a little too wide and thick which can play havoc with the family jewels. I settled on a road sofa from Saddleman, and it was just what the doctor ordered.

I’ve had a few seats from Saddleman and they’re always beautiful and of great quality. Their customer service is excellent and they always follow up after you’ve purchased a seat with updates on how the seat is progressing.

When the seat is in final inspection, they send you a text and within one day it is sent out. Since these seats are custom made to order you do have a choice of the stitching and the particular material. Mine took about three weeks from the time it was ordered.

I have to say this seat is beautiful and it really added a lot to the look of my trike. I also ordered the tour pack backrest, so that I would have a matching seat and backrest for the passenger with the diamond stitching with black thread.

As you can see in the pictures it really flows with the lines of the trike. The feel of the seat is very different from many other seat manufacturers, it’s firm and supportive not squishy and soft like the Harley seat. By the way, I also got the rider’s backrest at the same time and it has proven to be more than I expected.

The stock Harley backrest is very firm and feels like you have a knee in your back. The Saddleman backrest is easy to adjust to find just the right height and it floats from front to back so you barely notice it, but it is still very supportive. With the handlebars brought back 2 inches from stock, this lets you sit up against the backrest and is just great for cruising long distances.

Aside from the suspension modifications, which really help the ride and handling, this seat takes out, the sharp small bumps much better than the stock seat. Most riders don’t consider how much the seat helps the overall ride. I have my touring foot rests on the crash bar. so with the modifications of the handlebars and this wonderful seat from Saddleman the ergonomics are perfect.

Sources:

Khrome Werks
https://www.khromewerks.com/page-handle-bars/

Legends Suspension

Saddlemen Seats

This story is about a kid named Jack. Jack graduated from high school the summer following the Tet Offensive and he knew boys who made the ultimate sacrifice. The war weighed heavily on his mind, but it was also the government, shit in schools and the lack of freedom of choice that added to Jack’s hot-headed thinking.

Jack got a summer job working construction for a couple of old Seabees. It was the hardest work he ever encountered. The brothers were fair but tough.

Even with the idea of getting a better job following a couple of years of Industrial Arts training, he remained pissed off about not having any real say in his immediate future. He was a hot-headed kid with an ax to grind.

His friends, who he attended Junior College with, suddenly turned-on Jack. Even though they worked at the same job every day, Jack was excluded from their circle.

There was a small house across the alley from where Jack grew up. One day while working in his garage he heard a Harley fire up. It sounded powerful and surreal, like a locomotive on fire. The guys who lived across the alley were building a chopper in their one-car garage. Jack was hooked. It became all he could think about. It was the dream that kept him going. If only.

Jack decided to go to school where he and his past friends had planned for the last two years. They treated him like shit and all his anger at things didn’t help. Their instructor embarrassed Jack in front of his old friends on the very first day. As it turned out, shit would get much worse.

The school was in an oil field town, bordered by a huge refinery on the east side. On the first day, he got up and opened his dorm room door and the stench was overwhelming. No more early morning deep breathing exercises for him. His old friends took great joy in making him feel unwelcome and uncomfortable.

The old two-story dorm was like a ‘50s old strip motel, where the unit doors all opened to the outside. Each room shared a bathroom with the other. The thermostat was in the other room where his old pals kept the place like a meat locker. Jack grew up in an old house with three bedrooms, one bath, and an old swamp cooler that only really dropped the temp down after dark.

He was miserable and his old buddies played their radio loud day and night. Jack could have eaten nails. The dorm manager was an asshole and gave Jack plenty of gaff. Jack’s instructor was worse and gave him a rash of shit every chance he got.

Jack was too hard-headed to give in and each day turned into a struggle. He went outside after his suite mates were asleep and ran. He ran all the way to the lake and back night after night. The jocks all lived on the second story of the old building, and he became friends with a track star who lived just above him. It was the only respite Jack had and he was grateful for his newfound friend.

The school was a small old county junior college and though physical ed was required, it was held across town at the YMCA. Jack had no car. He was at the mercy of one of his past friends for whom he had to pay gas money for a lift. Jack took to running across town to P.E. class. With the hard work from the summer and his running, Jack got into shape rapidly, for the first time in his life.

Jack’s folks had an apartment they rented to a Marine who transferred to the Navy/Marine Reserve Center in Jack’s hometown. The staff sergeant came to visit Jack one day at the school. They drove around town and checked the place out and found a ‘53 Panhead for sale at a car lot. Jack was stoked and couldn’t wait to get back to that motorcycle.

Jack discovered Big Daddy Roth’s Chopper Magazine and would read them over and over. The guys back home, across the alley used slugs to extend their glide front forks and Jack dreamt of machining one-piece extended fork tubes, but of course, he had neither the means nor the knowledge to do so.

What Jack could do was run a couple of miles to see that Pan, and he did. Then bike was gone. Jack inquired inside the dumpy little office and the guy said that he owned the bike and had moved it back to his storehouse. He claimed the engine had a fresh rebuild and then was rarely ever ridden. He told Jack to come back the next day. He would bring the bike back.

The next day couldn’t arrive quickly enough but he gladly ran back over to the car lot. True to his salesman’s word, the red Harley was there. It was stock and had a tank shift. The man told Jack to ride over to an empty lot and practice. He assured him it would come natural to him quickly.

This would be his first Harley. The bike ran like a top. Its paint was faded, and the chrome had lost its gleam, but to Jack, it was a thing of true beauty. He rode around a while and then rode back to his dorm.

Jack didn’t want to leave the bike out in the parking lot, so he parked just outside his room. His friend upstairs had his small Honda parked there and he figured it would be cool. The dorm manager had a fucking fit. The athlete upstairs came down to his defense. The dorm manager made it clear to get that damn thing out of there. Jack got a taste of biker prejudice. The shit just kept adding up and he would encounter more problems with the prick.

Things kind of went downhill from there. He had suffered through two semesters and frankly was a terrible student. He rode and chased girls most of the time and trained every chance he got. He and his instructor had words, and one day it finally came to a head. Kicked out of school, he could not attend again anywhere for at least a year. He took to the Marines and a tour in the shit, but he returned to the states and his beloved Panhead.

He rode it stock but was constantly planning what to do in his head. Riding and planning invigorated him. Stock parts were unceremoniously stripped off and thrown in a pile out back. Though he never got around to making fork tubes, he did buy a set of six- overs and gaiters for the wide glide. Of course, a Bates headlight had to be mounted. A 21-inch was laced onto the stock star hub with Buchannan spokes, and he kept the front brake as well.

He didn’t turn down the lower legs and after riding in too many rain storms, he set up a polished English-style aluminum front fender. Rather than bob the rear fender or use the stock front fender reversed, he opted for a flat fender and sissy bar.

His friend Crow made the rail for him and Bob painted the tanks, fender, and frame gloss black. A Bates solo seat and p-pad were mounted. He used the stock risers and bolted on a set of buckhorn bars with a stock internal throttle.

Everyone ran upsweeps or drag pipes but Jack decided to go with shotgun pipes and custom mufflers. The tranny on the bike was shot so he rebuilt it with Andrews gears. The engine was good, but he installed a Sifton cam and upgraded the entire valve train. Barnett plates were installed and a new primary and drive chain as well. While doing this he geared it up for a little better highway cruising.

Jack rode alone for the most part in the beginning, but after a while, he would meet local bikers and outriders from other towns while on runs. His bike was no show bike, but it was solid and reliable and in Jack’s eyes it was great. It was a real trip when Easyriders Magazine came out. More and more custom parts became available and after long trips for parts, he was lucky to encounter a new reliable custom shop come to town.

 

“A motorcyclist was killed on I-15 in Draper, Utah when a Tesla crashed into the back of the bike,” reported Fox13 News in Salt Lake City on July 24, adding that “the driver of the Tesla said he had the ‘auto-pilot’ setting on…he told police he didn’t see the motorcyclist.”

“Wow, and even in a driverless vehicle, the ‘I didn’t see the motorcyclist’ gets a rider killed,” commented NCOM Board Member Ed Schetter, who recently presented a “We Just Want Our Place on the Road” seminar at the National Coalition of Motorcyclists’ NCOM Convention in Nashville that examined the inevitability of driverless cars, relating the impact on motorcycling.

“Such an incident stresses our need to protect our space on the road, as I pointed out in my presentation,” said Schetter, a veteran of the auto industry and Executive Director of ABATE of Ohio.  “I wonder who the biker’s family gets to sue?  The Driver?  Tesla?  The Software Company?  Sometimes you just shake your head.”

UN SET TO ALLOW INCREASED SPEED FOR AUTONOMOUS VEHICLES
The United Nations (UN) is set to allow for an increase in speed for the operation of self-driving vehicles, as well as new tests focused on how well they can detect motorcycles.

Until now, the speed limit for the autonomous driving of vehicles has been 60kph (@37mph), but that is now set to increase to 130kph (80.7mph) thanks to an amendment to UN Regulation No. 157 adopted by the UNECE’s World Forum for Harmonisation of Vehicle Regulations.  The amendment also allows for autonomous lane changes, and is set to be implemented from January 2023.

The regulation also states, according to the Federation of European Motorcyclists’ Associations (FEMA), that “all tests that need to be conducted for a system like ALKS (Automated Lane Keeping System) or LCP (Lane Change Procedure), have to be carried out with a passenger car target as well as a powered two-wheeler target.”

This means that, although the autonomous technology is able to operate at a higher rate of speed, the safety for bikers when approaching an autonomous vehicle should now be improved upon, because their ability to detect motorcycles should (hopefully) be improved.

 

HONDA DEVELOPING LANE ASSISTANCE SYSTEM FOR THE BIKES OF THE FUTURE
Recent patent filings from Honda for camera- and radar-enabled lane assist for motorcycles across its roster would keep their bikes in-lane via AI.

“Lane assist” is a commonality now in modern cars, but not so common in motorcycles, as electronic aids which detract from the actual riding of the motorcycle for the person holding the handlebars are generally avoided by the manufacturers, who do not want to lose their core enthusiasts, which is also why autonomous technology has not advanced far in the two-wheeled world, especially compared to the much larger automobile market and tech-hungry car culture.

Honda is developing their lane-keeping assist system (LKAS) with the aim of making accidents a thing of the past, but if they are to reach their goal of slashing car and motorcycle deaths by half in the next eight years and bring the number down to zero by 2050, we can expect to see a massive influx of rider-assistance systems like this in the very near future.

The plan combines driver assistance tech with a predictive AI computer system that can spot situations which lead to driving errors before they happen, and is intended to be introduced in the second half of this decade.

 

THE UK WANTS TO BAN THE SALE OF NEW FOSSIL FUELED MOTORCYCLES
The government of the United Kingdom has launched an open consultation, called “L-category vehicles: ending sales of new non-zero emission models,” in which they announce a sales ban for new non-zero emission motorcycles from 2035: “It is important that motorcycles do not remain fossil fueled as the rest of the transport fleet cleans up,” states Trudy Harrison MP, Minister of State for Transport.

‘L-category’ vehicles include 2- and 3-wheeled mopeds, motorcycles, trikes, sidecar-equipped motorbikes, and quadricycles, and in the consult the government clearly states: “While cars and vans vastly outnumber motorcycles on UK roads, motorcycles are an important and sizeable vehicle population, with 1.3 million currently licensed in 2021. We do not want to see them remaining fossil-fueled as the rest of our vehicles clean up.”

The British government has already committed to phasing out new cars and vans that run solely on petrol or diesel by 2030, and all new non-zero emission road vehicles by 2040.

Jim Freeman, Chairman of the British Motorcyclists Federation (BMF) said: “The BMF will oppose any proposals to ban the use of motorcycles powered by internal combustion engines while such vehicles are still capable of being run. We also oppose a ban on the sale of new internal combustion engine-powered motorcycles while there is the possibility of providing alternatives to fossil fuel and while the electric vehicle charging infrastructure does not adequately support electric motorcycles.”

JURY ACQUITS TRUCKER CHARGED WITH SEVEN-COUNT MOTORCYCLE HOMICIDE
On the morning of June 21, 2019, truck-driver Volodymyr Zhukovskyy admitted to driving under the influence of fentanyl, heroin and cocaine before crashing his 2016 Dodge Ram 2500 Tradesman crew-cab pickup into a pack of Marine Corps veterans riding their motorcycles near Randolph, New Hampshire, killing seven members of the Jarheads Motorcycle Club.

Prosecutors argued that Zhukovskyy, who had previous DUI convictions and should have had his license suspended, repeatedly swerved back and forth before the collision and told police he caused it.  But the judge dismissed eight charges related to whether he was impaired, based on a contested blood test, and his defense attorneys blamed the lead biker for causing the accident, claiming that “he was drunk and not looking where he was going when he lost control of his motorcycle and slid in front of Zhukovskyy’s truck.”

Following a 2-week trial, jurors deliberated for less than three hours before finding Zhukovskyy, 26, innocent on seven counts of manslaughter, seven counts of negligent homicide and one count of reckless conduct, setting him free after being held in custody since the accident.

This high-profile case has garnered staggering coverage across the country, and the surprising verdict has been soundly criticized by many, including New Hampshire Governor Chris Sununu (R) who said he shares in the “shock, outrage, and anger that so many have expressed” since the crash.  “The Fallen Seven did not receive justice today, and that is an absolute tragedy,” Gov. Sununu stated.

 

PETITION CALLS FOR PROPER PUNISHMENT FOR BIKE THIEVES
A petition has been launched on the Change.org website calling for tougher sentences for bike thieves.  The petition was started by British biker, Xander James from Hull, U.K., and has already amassed thousands of signatures — enough to draw attention of local news.

“As we know, motorcycle & vehicle theft is the highest it’s ever been, this is partly due to the minimal sentences from the Crown Prosecution Service,” explains James on his petition to the U.K. Parliament and Scotland Yard.  “We need change.  We can’t safely park our vehicles outside our own homes anymore!  But with the Crown Prosecution Service handing out cautions & early release they keep doing it.”

Along with tougher sentencing, James wants to see Operation Yellowfin receive more support from the Government, a police operational initiative which was launched locally in 2018 to tackle motorcycle crime and anti-social behavior.

 

STURGIS TRAFFIC DOWN, BUT STILL HIGHER THAN AVERAGE
The good news is; the Department of Transportation counted over half a million vehicles entering Sturgis, South Dakota during the 82nd annual Black Hills Motorcycle Rally week, but the bad news; that’s down 4.4% from last year.

The city of Sturgis estimated the 2021 attendance at 555,000.  Although down from 2021, the 2022 total vehicle count is still higher than the five-year average of 492,535.

Sturgis City Manager Daniel Ainslie told the Black Hills Pioneer that 2021 was far better than expected because people had been in lockdown during the pandemic and just wanted to get out and travel.  “It was a significant Rally last year.  It was actually the largest Rally we had other than the 75th for more than a decade,” he said.  “Given that last year was such a large Rally, it’s not unexpected that numbers are down.”

 

BONNEVILLE MOTORCYCLE SPEED TRIALS CANCELED DUE TO FLOODING
On August 13, 2022, the Bonneville Motorcycle Speed Trials organizers officially announced that the 2022 event is canceled.  This year’s speed trials had originally been scheduled to take place from August 28 through September 1, 2022, but due to flooding on the Bonneville Salt Flats, the BMST, FIM Land Speed World Records, and AMA Land Speed Grand Championship is officially canceled for 2022.

Heavy storm systems brought flooding to the salt flats, and when organizers did an aerial assessment of the state of the standard track area on August 12, they found that “the entire length of our tracks and beyond are flooded,” and noted that “Although the area is drying, it is unfortunately not drying quickly enough for the event to take place.”

GWRRA CALLS IT QUITS
Putting down their kickstand for good, the Gold Wing Road Riders Association (GWRRA) is waving farewell after 45 years of meeting the nicest people, and ceased operations following this year’s Wing Ding 43 in Shreveport, Louisiana at the end of July.

Founded in 1977 with the motto, “Friends for Fun, Safety and Knowledge,” the GWRRA called itself, “the world’s largest single-marque social organization for owners of Honda Gold Wing/Valkyrie motorcycles” that once boasted nearly 80,000 members across 53 countries, with 800-plus chapters staffed by 4,000 volunteer leaders.

 

SAVE THE DATE – 2023 NCOM CONVENTION IN PHOENIX
Next year’s 38th annual NCOM Convention is now scheduled for Father’s Day weekend, June 16-18, 2023 in Phoenix, Arizona, so plan ahead to join with hundreds of like-minded bikers’ rights activists from across the country for a weekend of learning, sharing and camaraderie!

QUOTABLE QUOTE:

“But where, says some, is the king of America?  I’ll tell you. . . . let a crown be placed . . . , by which the world may know, . . . that in America the law is king.  For in absolute governments the king is the law, so in free countries the law ought to be king; and there ought to be no other . . . “

 

~ Thomas Paine (1776), Patriot

 

 

This is going to be good, like the party of parties before the battle for freedom and America begins. I’ll stay between the white lines as I attempt to cover the rally and my first wild experience after relocating to the Black Hills and available for action every day.

The constant hum of action prevailed daily, with the rumble of V-twins, non-stop shows, concerts, celebrations, parties and jamming bars are just the tip of the chromed mountain leading up to the rally. Last year, my shop wasn’t complete, and I was attacked by the deadly Covid virus. I found myself locked down in my basement dungeon. Only semi-prepared this year, the rally kept coming like it or not.

Let’s back up some and look at the times leading up to the action. I did all I could to keep the shop building progress on track. I encountered troubled neighbors who got in the way, and I needed to grapple with property line decisions and quickly available resources. It got it handled, a new fence constructed, and we moved on.

I needed a trailer for our Bonneville effort and worked with Mike Baynes, a Hamster who owned a trailer sales company in Belle Fourche. I visited his facility and he offered help with a bridge over the creek traversing through my property to reach the other side. Now we have access to another half-acre.

Speaking of Bonneville lurking just two weeks after the rally, we had projects to tackle. We needed to deal with repairs and prep. Fortunately, we rapidly built a team who wanted to see the Salt Torpedo, our streamlined trike, on the salt.

I also worked with a local welder to complete a gantry to allow us to work on the Salt Torpedo and replace the rear tire. It froze in the winter. Damn, a brand-new tire. There went another $500. Jason, our contractor was kind enough to offer his equipment to move crates within working distance of the shop and a group of brothers, including Hamsters offered to come and tear down each crate.

When I first arrived in Sturgis, the moving company off loaded the massive truck and packed the upper level two-car garage to the rafters with shop equipment and too boxes. Unfortunately, there was no room for the Salt Torpedo and the Redhead’s new car. The Torpedo was relegated to the outdoors. The cold winter destroyed the rear tire, cheaper than a new wife.

As the shop reached completion, Jason moved everything out of the upper garage. We moved equipment into the shop, but critical stuff was missing, like legs for benches and bench vices. My Smithy lathe was delivered but not into the shop until it was finished and then we ran into set-up issues.

This all occurred less than three weeks before the rally. Every day I forced progress of some sorts. We were able to move benches and equipment, but we couldn’t get to work without final building inspection. Then we faced the final electrical inspection. But we continued to take major steps and once the inspections passed, we could start to get to work unencumbered.

We ran into minor issues like setting up the lathe and making it work or not work with existing outlets. My contractor and electrician decided I needed 50 amp 220 outlets, which didn’t match any of my equipment. Chris, the boss of Baldwin electrical, made me a pigtail to support the difference and it worked, I could start welding.

My lifts were both damaged from the move. One needed a new airline and the other needed reassembly and ultimately a new retaining spring, so I reached out to Handy Lifts for a replacement part. A local auto parts made a new line for the other lift, and I was golden, almost. I still need a brass 45-degree 3/4 pipe thread fitting.

I bought a replacement yesterday.

We rapidly closed in on the rally, Salt Torpedo preparations and Bonneville including new certified harnesses, certified fire extinguishers and the tire.

My grandson, in Los Angeles, just completed his first major event with 5-Ball Racing Leathers, at Born Free and he wanted out of the city. I figured they could figure it out. The options included trailers, driving, riding in groups, or just the two riding out together, which is how it happened.

I started riding bikes from our Deadwood storage to the shop digs in Boulder Canyon. Nuts, bikes ran fine until the ride three miles into the canyon, then they acted up. That included my 2014, recently serviced Indian. It wouldn’t start. The battery in the fob needed to be replaced.

As I grappled with my deadline, bike and shop issues, I would occasionally think about other folks is similar circumstances. Take for instance, Arlin Fatland, a Hamster who owns 2wheelers in Denver. For over 30 years, he and Donna packed up an entire shop and headed to Sturgis, where he bought a satellite store. He brings staff and runs the store and then peels back to Denver, where he has run his bike shop for over 50 years. Lots more stuff to think about.

How about Woody, his family and Marilyn Stemp who run the Buffalo Chip. Fuck, imagine all the bullshit, plumbing, electrical, tents, RVs, tacos, staff and rock groups they deal with during the rally. I’m super lightweight when it comes to this experience, but still it was my first time. Here’s a quick rally take from Marilyn:

“Ha – my brain is fried! I get it now…

“Impressions of the rally? Several factors seem to be affecting the trend toward arriving early to the Rally – and leaving early, too.

“Add to this: the city decided a few years ago to make the rally begin on the first Friday in August. If that Friday is on, say, the 5th of the month like this year, the entire event gets pushed back to the second week of August instead of the first.

“I heard polar opposite reports regarding foot traffic in town. Some said it was mobbed, others indicated light. So who knows? I only got off site twice and both times took me toward the east. I thought motorcycle traffic on I-90 was light.

“Just my 2 cents…”

The day before the rally hit Adrian, who has lived in Deadwood for over 20 years reached out. “I broke my side-mount taillight, license plate bracket off my Softail. Gotta fix it quick.”

I built a bracket to save his billet aluminum system, reshaped the unit and rewired the taillight. The next morning a brother called. He broke his belt somewhere between the east coast and the badlands. Grease loaded his bike in their support truck and unloaded and rode his son’s Sportster the rest of the trip. I steered him to Dakota V-Twin, Randy Cramer’s stellar shop and U-Haul trailer dealership in Spearfish. I couldn’t deal with the rally and become a working shop. Holy shit.

I suddenly discovered my calendar was packed with a minimum of two events a day starting with Saturday arrivals and the Hamster block party.

Sunday was already packed with the Flying Piston Breakfast and the Chip industry party at the Michael Lichter exhibit and something in the evening.

I rode the 2014 Indian down to the Chip, signed books, took interviews, met lots of folks and had breakfast sans ketchup or salsa. WTF over. After breakfast, Dr. Hamster, Frankie and I rode to the Michael Lichter building, built specifically for Mike’s stellar exhibits, but he wasn’t there, and we couldn’t get in. Reports indicated this was Mike’s best exhibit ever. Right up to the rally I helped write and edit his bike and art plaque copy.

I installed a Baker 4-6 speed transmission in a Paughco frame with Paughco trees and gas tank and delivered it to the Chip for a grand show award of some sorts. The recipient would also receive an S&S engine. Paughco did a terrific job supplying raked trees and everything chromed or powder-coated. The winner would score!

Finding the pallet of stuff at the Iron Horse Saloon was a trip, and I hope the Cycle Source Magazine staff received all their goods. Security was sorta lax.

I also grappled with my two Panheads and the ’48 UL. I wanted to ride a different one to each event, but each bike had issues. Whenever we had a minute, we played with carbs, clutches and fuel issues.

Frankie and the good doctor came over and we tested the two Panheads. They rode them to the Deadwood Outlaw Square for a Choppers Magazine show. The left case is cracked on the UL, and I wanted Cabana Dan to take a look. I’m tempted to tear it down this winter and go through the engine.

Micah McCloskey rode fast and hard from the west coast with some Ugly brothers and needed to ride out on Wednesday after the Sturgis Museum Hall of Fame breakfast where Carlo and Emma were being inducted, also Uglys. We had limited time to meet and it turned out to be Monday morning when Hamsters and team members came to inspect the Salt Torpedo shinning in the new shop.

Just a couple of days before, we struggled with BMST, AMA and FIM Bonneville land speed record sign-up registration forms. Micah was forced to have a doctor fill out forms and sign off on his racing capabilities. We were required to take a series of photos of the Salt Torpedo. Cabana Dan helped clean and prep the liner.

At first it wouldn’t start. Micah was concerned and I chased the power source to the coil, nada. Ultimately, I discovered a bad ground and ran a ground directly from the battery to the German ignition system.

The day before Micah’s visit, I fixed the ground on the ignition system and Cabana Dan and I installed the new certified harness system, but Micah needed to adjust all five to his slight frame. That was one of his assignments on Monday. About 30 guys came over to check the action and watch as Micah fired the Salt torpedo, checked the controls and shifting. It was good to go, except Carl Pussar recommended a carb strap to prevent movement. I’ll handle that.

The mandatory annual Hamster meeting called for required attendance at 4:30. The banquet followed. I attended the meeting, took notes and then slipped out the back door to meet with some thugs in a dark canyon about a carburetor. The Hamsters raised over $507,000 for the Children’s Hospital, Life Scape, in Rapid City, a record.

I received a call; my new FIM assigned number 5 Salt Torpedo stickers were ready at Quick Signs in Spearfish. I received another call about my Bonneville Team shirts.

The next day, Tuesday, I rode to Nemo with 200 Hamsters for the memorial ride for Hamsters who are no longer with us. The weather was perfect, and the ride up winding Vanocker Canyon into the Jack Pine woods couldn’t be more amazing. I think one brother broke down.

A quick mention of the Hamsters. It’s a group made of a combination of industry guys who own motorcycle shops or motorcycle companies, other businesses guys and even sports figures, but all enjoy custom bikes. The other Hamster notion or code is giving back. They support lots of charity efforts and the Sturgis Motorcycle Museum. About 30 of the Hamsters now live in South Dakota. If you’re ever in a jam and need help and you stumble across a Hamster, he will help, and he’ll probably buy you a drink.

We all took various roads back into towns around the region, like Deadwood, Lead, Sturgis, Spearfish and Rapid City. I steered my 5-Ball Indian into Deadwood to the Lodge for a Hall of Fame breakfast rehearsal. I was scheduled to introduce Tom Seymour, the founder of Saddlemen seats, a 2022 Sturgis Museum inductee.

Afterwards, the Redhead and I blasted into a little town west of Rapid, Piedmont and the new Saddlemen Headquarters overlooking a magnificent view of the valley below. We ran into Jeff, the V-Twin visionary, who ran several shows and several industry cats and the new boss of Saddlemen, Dave Eckart. Also Buster, from Saddlemen, enjoyed the rally for the first time in a few years.

The following day I spent half of it at the inspiring Sturgis Hall of Fame breakfast, and then spent some time with my grandson, because Frankie and Dr. Hamster planned to hit the road at the crack of dawn the next morning. Micah called and the Redhead and I slipped into Sturgis in the evening to Pappy Hoel’s old digs for an Ugly dinner with Vinnie and the crew.

I received a call. Doctor Hamster’s Evo FLH minus bag lids needed an air-cleaner bracket, quick. Fortunately, he handled it and the next morning they stopped by the shop before heading toward the west coast.

I peeled back to Spearfish for the Hamster barbecue and ride to Sturgis. Suddenly, the rally seem shot, over, gone or toast. Rigs pulled out, brothers packed to cut a dusty trail in the morning and the airport got busy. Late Thursday night I received a call from Michael Lichter and his son Shawn. “Can we meet for Breakfast at Sturgis Coffee?”

“What time?” I asked.

“Early, we gotta roll to Denver,” Mike said.

We met, although the times changed some. Mike is another rally master who kicks his own ass every rally, while trying to produce a world class, art/custom motorcycle exhibit annually. This is his 22nd year. He pushed himself way too hard. I can say that, and his son will roll his eyes.

“Our headlights went out at 3:00 in the morning on the way out,” Shawn said. “Then the taillights became intermittent.”

On top of organizing and directing this exhibit with 40 bikes and several artists, Mike commits to producing a complete photo shoot of every bike on display. A feature photoshoot takes about four hours. Do the math. He spent all night long at the Chip building many nights, without air conditioning, and was lucky to get out before 2:00 in the morning.

Plus, he was supposed to shoot the rally, for Easyriders magazine. “I couldn’t get focused,” Mike said.

“Plus, our SUV tailgate stopped closing and we had to bungie it,” Shawn added. Then in the middle of the rally a biker at the Chip ran into their trailer with his bike, got up, dusted himself off and rode away damaging their rear fender. “No big deal,” Shawn added.

There’s never a dull moment at a Sturgis Rally…

–Bandit

2022 Rally Reports:

Every rally is an adventure for everyone. “The numbers were down, but I noticed fewer emblazoned plastic bags full of new purchases,” Arlin Fatland said from his shop on Main Street, Sturgis.

Marilyn Stemp from the Chip:

“My reports for the 2022 Rally indicated fewer people came to the Black Hills than in prior years,” said Marilyn Stemp from the Chip. “That view, in my opinion, is partly colored by a shift in when people arrive and how long they stay: rally-goers continue to arrive earlier “to beat the crowds” and leave town mid-week to get home, a reflection of advancing school start dates.

“Apart from numbers, I believe a desire to travel post-Covid fueled enthusiasm while gas prices may have held back discretionary spending. The people I overlapped with were happy and positive. Creativity was on display as builders revealed new work, fresh elements entered the Rally experience, and a ton of good was done for charitable efforts.”

Rally week has always been the best. I’d go back to camping in the park. I plan on coming every year no matter what. I’m old now planning on getting a lot older, so as a precaution to aging, I built a sidecar. Nothing is going to stop me.

YES, ride forevermore!

— Stevie B
Just South of chi-town, IL

On a positive note, since I moved to the Midwest, I get to experience a lot of the things that made me love traveling to South Dakota from South Texas. The cool feel of the soft grass and the crisp morning air, the warmth of the sun and contrasted cool shade just a few feet away and rolling blacktop with miles of un-interrupted green landscape to look over.

It’s the nirvana of riding free and feeling the blessings of nature on our skin while forgetting the nonsense of everyday stresses that make Sturgis the epitome of why we ride at all.

Great coverage as usual, see you soon.

–Johnny White

Resources:

Life Scape

Paughco

Saddlemen Seats

Sturgis Motorcycle Hall of Fame

Iron Trader

(605) 717-0009

First, for the frame, he was looking for something narrow, light, and of course compatible with the Sporty engine. The frame is a Kraftech, rigid Sportster style with stock 30° rake and 0 stretch. This made using the stock narrow glide Sporty front end easy. When we discussed his vision, he was firm. He wanted it to be low, narrow, and tight. Nothing extra, just as naked as he could get away with. The gas tank is a ridged, 2.4 gallon Mustang to match the ridged 4.75-inch Stingray rear fender. He wanted this thing to look fast sitting still, but more in the lines of Indian Larry than Jesse James.

It was practically an untested machine. I was careful as I gradually picked up speed and took my time testing the slim tires…the front rim riding on a 21-inch Avon Speedmaster. The rear hoop rides on a 16-inch-MT-90 Shinko. Although these tires looked “period correct” for a late ’70s, early ’80s build, I had never ridden on them. I was cautious, but it turned out fine. They handled great, and the slim width made the bike handle like she was on rails…just amazing. The squared corners on the skinny ties reminded me of the bias ply tires of the past, but they handled great and my concerns proved unfounded.

We pulled the bike into the garage and let her cool off while we both cooled off and talked bikes for probably too long. He promised to give me first crack if he ever sold her, and I promised I’d buy it, take care of her, and he’d always have the opportunity to ride her whenever he wanted and could even buy her back in the future. At least this way he’d know she was at a good home.

To my surprise, two months later I owned Lil Ruby. I’ve added a few finishing pieces to complete the look he was after and repair the broken parts from shakedown runs. For example I added a chromed fork brace, chrome kick stand (replacing the broken one), air cleaner and gas cap from Amazon (replacing the stock oval one), Vans grips, TC Bros Throttle assembly (replacing the mismatched ones) changed fluids, fresh coat of wax, and double checking of blue loctite on a few of the known rattlers, while riding the snot out of her.

Today, she’s a quick half-choke start and warms up in about 2 minutes. I can safely take her on a loop here in Illinois, where I roll the throttle confidently on two lane black top.  I’m surrounded by rolling corn and soybean fields of green like nothing you can imagine.

This is a rendering of the future Dogs for our Brave Charity auction motorcycle.

As seen in the picture below, we came through with our promise to the Tunnel to Towers Foundation with a massive check for $24,000.00. This was a fantastic project for us, and we just announced to them yesterday, that we are doing it again for 2023. Stay tuned.

Below was our Freedom Bike for the Tunnel to Towers Foundation.

 As much as we do not like to talk about it there are an alarming amount of people being injured while riding their motorcycles. Things are being done around the country in hopes of reducing these incidents.

In the meantime, one of the things we can do is to become knowledgeable about what to do if we are present when this happens.

 https://roadguardians.org/

https://bikerlivesmatter.com/a-crash-course-for-the-motorcyclist/

bikerlivesmatter.com/contact/ 

 Hope to see you there. You could save a life!

At the time, Jack worked at the local Harley dealership. He met even more bikers there though the greatest percentage of his customers were buying Honda parts. At the time, the CB450 was the largest displacement motorcycle in the Honda line. Shortly after, the 750 Four would be on the floor and things really began to change. The 350 had edged out the 305, and on and on went the displacement and horsepower wars among the Big 4 from Japan.

The Dealership started as a Harley-Davidson dealer only, but one of the mechanics talked the owner into carrying Honda. It was in the early days of Honda being imported. The vast majority of the business became Honda driven back then. Later the Motor Company required the two showrooms to be separated. Today, they are once again in a new building that meets the new business model.

The British bikes were being edged out. The mighty Sportster would lose its domination on the streets, but its popularity would stay strong for many years to come.

And a Sportster would bring a new brother into Jack’s life. Bobby just traded a stock FL for a brand new XLCH, and he didn’t waste much time making it his own. Jack helped him gather the parts he needed.

The Sporty would end up with a 5.00/16 out back and a 3.00/21 upfront. Six over fork tubes to make it cocky and short struts to keep the custom rear fender off the tire. We were both fairly new at all this, but Bobby had a good friend to help with setting things up and especially with the custom paint job. This cat was really hip and had what seemed a never-ending number of talents. Jack met people the like of which he had never known. Life got very interesting.

Bobby shared rent on an old house with a guy called Red. Their place became the hangout and where more than a few parties took place. They built a ramp at the back door so they could ride in from the alley and straight into the house. The cops never solved the mystery of the disappearing sickle that they tried so hard to catch. Red built a Beezer chop and it was the first limey custom Jack ever saw, nice.

Bobby’s Sportster was a real runner. Jack ordered a set of straight racing pipes from Harley-Davidson and a full set of PB cams. Big John set him up with an SU carb and intake. The carb would spit once and then the bike would take off like a scalded dog. That sucker was quick, and Bobby could wrangle that bike like nobody’s business. Red had a nice-looking springer on his beezer with a fat rear tire and skinny front as well. Jack got to ride the BSA and was impressed. It wouldn’t be long before Red got himself a Harley though.

Jack really liked the performance, style, and sound of the Sportster. One came up for sale and he first tried it out on a make-shift dirt track on the property of the old Catholic school. He had a blast, and a deal was struck. Jack felt like he could go anywhere on that bike and pretty much did just that.

It was a ’65 XLCH with magneto and DC Linkert carburetor. There were some aftermarket goodies available for that carb model and the early S&S carbs had a similar design. Someone suggested that Jack could get his points, condensers, and plugs at the local Massey Ferguson dealer. Jack liked the price, so he gave them a try and found it worked just as well as OEM.

The bike had a custom paint job that was done by a skilled local painter, but Jack just didn’t care for the color. Soon it was riding around in gray primer. Jack found a new riding partner from out of town who came to the Harley shop where Jack worked. He rode the same year Sportster as Jack, but his was customized and looked really cool.

Jack’s Sportster remained very much stock, but he would continue to customize his Pan and successive big twins. The bunch he rode with stayed independent for years, but the idea of a club kept coming. A very talented man whom all would come to have great respect and appreciation for opened the first custom shop in town.

There were a handful of guys who built Knucks and Pans with the precious few parts available at the time. Flanders, Bates, S&S, and Barnett come to mind, but these builders were customizers and hot rodder elite who made what they needed and made it well. They knew how to make those old bikes perform as well as they looked.

The new shop would provide a place for the up-and-coming custom parts, rebuilds, and any and all custom services. Some truly outstanding work came out of this shop. Jack and his crew found D&D Machine, Paughco, Santee, Andrews, S&S, and a host of others. Life couldn’t be better for the chopper builder or so it seemed.

Orient Express Racing Pro Street
Orient Express Racing Pro Street brought out the horsepower as six personal records dropped, and a new MPH record was finally set after three years. In June 2019, Ehren Litten set the Pro Street MPH record to 232.59. In July of 2021, Justin Shakir ran a 232.79 to break that record; however, he did not stop at tech and claim it to make it an official record. Last weekend Jason Dunigan finally ‘donkey stomped’ Litten’s reigning MPH record with a 234.66 to officially reset the XDA record. However, for due diligence, we will also note that technically Greg Wallace has the ‘World’s Fastest No Wheelie Bar motorcycle’ when he ran 236.05 MPH on his Pro Street bike at the 2021 World Cup Finals. However, since it wasn’t an official XDA event, it cannot hold the XDA record.

Shawn Pinkney, on the class’s only Kawasaki, reset his personal best ET with a 7.399 in qualifying.

In round one of eliminations, Jordan McDougald on the Mummert GS100 took a win over Gaige Herrera while resetting his personal ET record to a 6.700. Last event’s runner-up Darion Payne took a shocking loss in the first round to Christopher Edwards after he struggled to get down the track.  

In round two, Justin Shakir took out Greg Wallace with a 6.450 pass, Williford took out James Waugh with a 6.402, Dunigan took out Blake Sanders with a 6.461, and McDougald took out Edwards with a 6.781.

In the semi-final, the ET’s kept dropping as Rodney Williford ran a 6.362 to take out Justin Shakir, and Dunigan took a win over McDougald resetting his personal record with a 6.433.

Jason Dunigan would make it to the final round for the second event in a row. And to take on Williford, team tuner Andy Sawyer would have to throw a lot more into the bike to get around Williford in a final. Dunigan got a slight starting line advantage with a .043 to Williford’s .050 reaction time. Dunigan’s bike had an issue to only run a 6.594, but the effort was futile as Williford clicked off a new personal best ET and MPH, running a 6.357 at 232.23! Williford took his fourth win this season and clinched the 2022 Championship title.

Don’t miss the DME Racing Fall Nationals at Maryland International Raceway on September 23-25; the fall air will have Orient Express Racing Pro Street delivering more records!

DME Racing Real Street
It was a pivotal weekend in DME Racing Real Street; some hopes were shattered while others were realized. Mark Hylton was sitting third in points and needed a win for the weekend to give him a comfortable position going into the season finale that will happen in just a few weeks. But Hylton struggled in qualifying and took a second-round loss to Courtlan Whiting on Sunday. But for Rickey Gadson who came into the event sitting second in points, he had the exact weekend he had hoped for.

Gadson qualified number two with a 7.520 behind points leader David Stewart who ran a 7.504 for the number one position. Gadson needed a win in the final over Stewart if he wanted to close the gap on Stewart’s points lead, and Gadson was ready. At the tree, Gadson got the starting line advantage with a .027 light over Stewarts .095 as they dashed to the finish line. Stewart’s board lit up with 7.524 to Gadson’s slower 7.585, but that hole shot was the MVP as it turned the win light on for Gadson, sending him to the winner’s circle.  

MaxxECU Pro Xtreme
Ronald Procopio took the number one qualifying spot in MaxxECU Pro Xtreme with a 3.924 for the third time this season. But he wasn’t the only one running in under four seconds. Qualifying in the under four seconds was also Chris Cutsinger 3.968, John Collins, 3.971, and Travis Davis 3.991. However, on Sunday, when eliminations started, only Chris Cutsinger and Ronald Procopio would put three-second passes on the boards. And these quick passes would land them in the finals in opposing lanes. It was an action-packed final as Procopio cut a .017 light on Cutsinger’s .059 reaction time as these two monsters rocketed to the eighth mile. Procopio turned on this win light with a 3.917 to Cutsinger’s 3.953 for his third straight win of the season.

HTP Performance Super Stock
For the fourth time this season Curtis McDougald took the number one qualifying spot with an 8.761 in HTP Performance Super Stock. And for the first time this season, Mike Davis did not make it to the final round. Instead, David met McDougald in round two and could not get around him. Darion Payne and McDougald are the only two racers that have won this season, and for the first time, they would face each other in the final. However, Payne would give up the win with a -.001 red light to send McDougald to his third straight final.

Vance & Hines 4.60
The Vance & Hines 4.60 Index class took in forty-eighty racers at the Bike Bash bumping up the winner payout to $6,000! Michael Stewart qualified number one with the only perfect 4.600 pass of the qualifying sessions. However, earning the number 1 qualifying spot would not translate into race day success as the number 48 qualifier Tyrone Lemons took him out in round 1 with a 4.706 against his 4.920 pass.

Eran Pielert made it to his first final round appearance of the season after five tough rounds of competition. In the lane next to him, he would find points leader Ronald Procopio who had one 4.60 win under his belt for the season and just came off a win in Pro Xtreme. Pielert knew he had his work cut out for him, and the pressure was displayed by a -.008 red light giving Procopio the win and a bigger boost in points!

HTP Performance Grudge

Boosted Bulls
Chris Moore finally took some time off from roll racing and returned to grudge competition in dramatic fashion with ‘Melania’. Head tuner BJ Humphries picked up where he left off giving the crowd a show with repeated performance-based passes. Moore took out Malcolm Phillips on ‘Billy Mays’ and Geoff Godfrey on ‘Minion’ on his way to the final. Frankie Stotz on ‘Reddi-Wip’ just came off a win from the WPGC Bike Fest and took out Desmond Spalding on ‘Moonshine’ and had an earned bye to the final to face Moore. This final was the one everyone was waiting for, and the starting line was stacked with excitement. And while everyone anticipated a show of performance in the eighth mile, Stotz would let the crowd down and turn on the red light giving Moore an instant win.

APE Nitrous Bulls
The APE Nitrous Bulls class has been exciting to watch all season as different riders are rising to the top all the time. Gaige Herrera on ‘Bumpy Johnson’ and Caleb Holt on ‘Apocalypse’ dominated for three rounds Saturday night. Herrera took out ‘Dime Piece’ and ‘War Cry’, while Holt took out ‘Boogie Man’, ‘No Drawers’ and ‘FTW’ before their final round face-off. Unfortunately, the final was unable to be run because of curfew and Gaige and Holt split the $6,500 pot and flipped a coin for the points and trophy. Both riders did not agree to finish the race on Sunday, and Gaige won the coin toss and is your technical winner.

3 Sixty 5 Monster Bulls
The 3 Sixty 5 Monster Bulls class was showing out on performance Saturday night, but no winner would be crowned after an oil down created significant downtime during the grudge session. Antonio Williams on ‘Flawless Victory’ and Michael Thyen on ‘The Prisoner’ were the semi-final winners and decided to split the pot and end points with a semi-final finish. Both riders did not agree to finish the race on Sunday.

Tommie’s Motorsports DMV Bulls

Tommie’s Motorsports All Motor Bulls
Only two racers have made it to the Tommie Motorsports all Motor Bulls winner circle this season: Edward Thomas on ‘Da Setup’ and David Fondon on ‘Bad Bitch. Despite Thomas hot lapping during testing, he could not make it past round one when Russell Dennison Jr on ‘Bodacious’ turned on the win light. In the final Fondon would face Matt Dozier on ‘Relentless’ for the second race in a row. And once again, ‘Bad Bitch’ would come out on top for the third win in a row.

1 Stop Speed 5.60
In 1 Stop Speed 5.60 index, there is no denying that Brayden Davis earned the winner’s circle at Virginia Motorsports Park. Davis, who took the win back in May at the MTC Summer Nationals, returned to Virginia for a repeat. After five rounds of win lights, Davis was again in the final round, this time to face Janrei Thompson. The two Kawasaki’s were at the tree ready for battle; and when the bulbs dropped Thompson left first with a -.068 red light making Davis the only 5.60 bike to win at VMP this season.

Mickey Thompson Tires Top Sportsman
In Mickey Thompson Performance Top Sportsman (the quickest bracket class at XDA), Ryan Burnell occupied the top spot qualifying with a 7.412. The number thirty-two spot was almost a full second later at 8.264 held by Frank Diaz. Previous event winner Robin Procopio earned her way to another final where she would face off against sportsman stand-out Ben Knight.

Prior to the Top Sportsman final, Robin watched her husband Ronald win both 4.60 and Pro Xtreme, and was the favorite for this final. Knight was dialed a quicker 7.60 and Procopio an 8.16. Procopio left first with a .091 reaction to Knight’s .084 reaction as they raced to the finish. With a mere 16″ lead, Knight crossed the line first for his second win of the weekend.

MPS Racing Pro ET
If there was one class Dustin Lee wanted to win at the Bike Bash, it was MPS Racing Pro ET. Lee, the multi-time XDA champion, trailed points leader Jimmie Miller III by just 20 points, and needed to gain rounds on him for a chance at the championship. Miller went out in round three due to a nitrous malfunction and Lee took every advantage as he powered his way to the final round to face his friend Ben Knight.

Brock’s Performance Street ET
In Brock’s Performance Street ET, Ronald Lofland and Robbie Bryant turned on six win lights to make it to the final round. Lofland’s weekend started out rocky with problems on his Hayabusa that needed to be worked out in testing. But Saturday, the tide started to turn as he won $100 from JT Norton for the first perfect win light of the day. On Sunday morning, when eliminations started, there was no stopping Lofland from turning on win lights.

In the seventh-round final Lofland from Delaware dialed a 9.15 against North Carolinian Bryant’s 8.85. Lofland left first and cut a .042 reaction time while Bryant took his time with .151 light creating a deficit for himself to catch Lofland. In Bryant’s quest to catch Lofland before the finish line, he broke out running an 8.845 giving the automatic win to Lofland despite his 9.176 winning ET.

VooDoo Components Bracket Bash

Hard Times Parts & Service Gambler’s Race
The Friday night Hard Times Parts & Service Gambler’s race for our sportsman competitors kicked off the weekend with a slugfest among veterans. Boo Brown and Ben Knight, who are no strangers to the winner circle, won five rounds before meeting in the final round. Knight dialed an 8.93 to leave first with a .048 reaction time. Brown dialed an 8.02 and got the starting line advantage on Knight with his .009 reaction time.

In no time Brown caught up with Knight and they raced to the finish line. As the stripe approached, Brown backed off the throttle to not break out, but Knight powered on to run an 8.958 on his 8.93 dial to turn on the win light over Brown’s 8.105 ET. This is Knight’s third straight win in the Gambler’s class.

For full qualifying and round-by-round results of the event, visit www.xdaracing.com.

The XDA season concludes in a few weeks at Maryland International Raceway for the 30th annual DME Racing Fall Nationals on September 23-25, 2022. Mark your calendars now as Champions will be crowned, and the Fall air is bound to bring out record performances.