from rideapart.com Governor Gary Herbert signed H.B. 149 into law Thursday, making Utah the second state to permit the practice. Update: Imprecise language to discuss the contents of this bill was used. The Utah bill clearly states that “lane filtering” is now legal, however, we referred to it as “lane splitting”, which is often colloquially used to describe both. We have clarified the information and changed the article to reflect the subtleties between both terminologies, and we apologize for the mistake. – SG On Thursday, the number of states to take motorcycle safety measures doubled to two, as Governor Gary Herbert signed H.B. 149, legalizing lane filtering in the great state of Utah. Only 48 U.S. states, Canada, and a few other countries prohibit motorcycles from traveling between lanes of cars in slow or stopped traffic. It’s common and expected practice throughout Europe and Asia. As long as cars are expecting it and everyone involved does it safely, it’s not only faster for bikes to cut through traffic, but safer, too. Bikes can safely make their way to the front of the line, rather than be stuck in the back where an inattentive driver could crash into them from behind. Of course, since this is a motorcycle safety bill, it’s not about doing a wheelie between cars at 100 mph. The law stipulates certain conditions under which lane filtering is allowed. The road must have two or more lanes with a speed limit no greater than 45 mph, which unfortunately rules out interstates. Additionally, traffic must be completely stopped, and the motorcycle may not exceed 15 mph while navigating between lanes (unlike lane splitting that allows motorcycles to cruise in-between lanes while traffic is in motion). It’s not exactly the Wild West of California’s lane splitting laws (or lack of laws, to be precise), but it’s still a tremendous advantage for motorcyclists in Utah. We kind of saw this coming, but personally, I never expected to see any other states actually pass such a law, even though I hoped for it. Connecticut, Oregon, and Maryland have also proposed laws that would legalize the practice. The only issue that I see with legal lane filtering is that drivers aren’t used to bikes cutting between them, and especially having the legal privilege to do so. Wherever lane splitting or filtering is legalized, I think a massive publicity campaign will be necessary to educate drivers not to get angry, intentionally block, or throw things at riders following the new laws.

2019 Urals Now Available at US Dealers.

Urals have Big Changes at Same Look in 2019

After a long awaited journey, the 2019 line up has officially hit dealers’ floors. This new Ural represents the culmination of countless late nights and endless hours spent making this Ural the best we’ve ever produced.

New 2019 Urals feature a number of changes from an overhauled engine, to a new EFI and a new universal rear wheel.

Although visually the difference between 2019 Urals and its predecessors is almost unnoticeable (as a matter of fact one can say the same thing about all Urals manufactured in the last 30 years), the new model year brings big changes to Ural family of sidecar motorcycles. All new EFI system and modernized top end make Ural’s 750cc “boxer” engine run cooler, smoother and work more efficiently.

 

Engine and Transmission

• Displacement, cc: 749
• Engine type: OHV air cooled 2 cylinder 4 stroke “boxer” (flat twin)
• Valve per cylinder: 2
• Bore and stroke (mm x mm): 78 x 78
• Max output (hp): 41 @ 5500 rpm
• Max torque (ft-lbs): 42 @ 4300 rpm
• Compression: 8.6:1
• Fuel system: Throttle body EFI
• Starting: Electric & Kickstart
• Clutch Double-disc dry
• Transmission type: Manual
• Speeds: 4 forward 1 reverse
• Primary drive (rear wheel): Driveshaft
• Final drive ratio: 4.62
• Engageable sidecar wheel drive: Yes, driveshaft

Physical Measurements

• Overall length, inch.: 98.8
• Overall heights, inch.: 54.3
• Overall width, inch.: 63.6
• Seat height, (unladen), inch.: 32.0
• Ground clearance (unladen),inch.: 6.8
• Dry weight, lbs: 730

Electrical

• Alternator: Denso, Peak Output 40 Amp @ 14vdc, 560 Wt
• Battery: FAYTX20HL (12V, 20A)
• Headlight: H4
• Spark plugs: NGK BPR6HS

Prices Start at $16,999* USD / $19,499* CAD

Visit : https://www.imz-ural.com

SEE VIDEO Nik Hays Discusses Improvements to the 2019 —

Attack on Cars, All Control, All the Time

In three years, all new cars and light-trucks purchased in EU countries will be required to include standard price-increasing features that will change how motorists drive. Members of the European Parliament’s Committee on Internal Market and Consumer Protection voted in February to approve a range of new vehicle safety standards initially proposed by the European Commission a year ago.

Vision Zero began in Sweden in 1997; getting us out of our cars under the guise of safety seems to have always been the goal.

Features include advanced emergency braking systems (AEBS), advanced driver distraction warning (cameras inside the car) lane-departure warning systems, reversing detection, tire pressure monitoring systems, and Event Data Recorders (EDRs or Black box crash recorders). Many drivers like these add-ons while others do not.

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In three years, all new cars and light-trucks purchased in EU countries will be required to include standard price-increasing features that will change how motorists drive. Members of the European Parliament’s Committee on Internal Market and Consumer Protection voted in February to approve a range of new vehicle safety standards initially proposed by the European Commission a year ago.

According to the EU website, even though European roads are the safest in the world, the number of traffic deaths are still too high. This is why the EU has adopted Vision Zero and this “safe system” approach. Supporter and Member of Parliament Róza Thun of Poland said that the safety of road users, especially unprotected ones, has been the focus in making the new vehicle features mandatory.

The other focus according to a written statement from the committee: ”Making advanced safety features mandatory for vehicles should help drivers to get accustomed to the new features gradually and should enhance public trust and acceptance in the transition toward autonomous driving.”

Vision Zero began in Sweden in 1997; getting us out of our cars under the guise of safety seems to have always been the goal. Mandatory devices that limit the freedom and choices of motorists are the next step in swaddling drivers and passengers.

Many of the proposed features are close to becoming standard on new cars already. In the US, however, these devices are NOT mandatory and can either be ordered as options when purchasing a vehicle and/or the features can be turned off.

These types of features include advanced emergency braking systems (AEBS), advanced driver distraction warning (cameras inside the car) lane-departure warning systems, reversing detection, tire pressure monitoring systems, and Event Data Recorders (EDRs or Black box crash recorders). Many drivers like these add-ons while others do not.

What’s not so Good

The EU is also mandating intelligent speed assistance devices (ISA) or speed limiters that are connected to both GPS-linked navigation and camera inputs to detect posted speeds. With ISA, cars could not exceed the speed limit under any circumstances.

The other mandatory element that is problematic: Every new car would include an alcohol interlock installation facilitation. The driver’s blood alcohol content could potentially be checked by breathalyzer or by tactile sensors. The mandate would mean no driver could start a car without passing the electronic testing.

US safety advocates are already pushing mandatory Interlock installation for new cars. On March 14, 2019, former National Highway Traffic Safety Administration administrator Joan Claybrook testified before the US House Consumer Protection and Commerce Subcommittee urging passage of a law that would require automakers to include passive ignition-interlock systems in all new motor vehicles within as little as three years. She also urged Congress to follow the EU’s example and mandate a host of “safety” devices for new US vehicles.

The European Automobile Manufacturers’ Association Secretary General Erik Jonnaert said that his group supports the broad range of safety measures, but just not immediately. He added, “Auto manufacturers are concerned about the proposed time between the entry into force of the regulation and the moment it applies…this should be aligned with product-development time in a pragmatic way, allowing at least 36 months before application.”

Volvo has gone so far as stating that it will place a governor in all new cars beginning with the 2021 model year that will cap top speeds at 112 mph or 180 km/hr. On March 20, 2019, Volvo announced the company will install cameras inside new cars to monitor driver behavior and intervene if the driver appears to be drunk or distracted. TheVerge.com called this a risky move for an automaker, even one with a reputation for safety such as Volvo, because it raises privacy concerns. Several years ago, the company enacted a plan called Vision 2020 with the idea no one would be killed or seriously injured by a Volvo by that year.

Make no mistake about the motives here. When the news broke about the EU vote, US safety advocates were beyond excited, and Streetsblog USA pondered the question in a post why these kinds of mandates are not yet required in the US.

Vision Zero proponents want to rein in irresponsible, that is, all (in their minds) motorists by literally limiting speed, choice, privacy and personal responsibility. The war on cars and on drivers is heating up.

Join a freedom fighting organization before it’s too late!–Bandit

It is with heavy hearts that we announce Arlen Ness the visionary, loving husband, father, grandfather and leader of our family passed away last night March 22, 2019. Arlen passed away comfortably in his home surrounded by loved ones after the most creative and inspirational life anyone could imagine.

The most important things in Arlen’s life were his wife of 59 years Beverly, his children, grandchildren, friends and motorcycles. Arlen once said that “Motorcycling has been a great ride…my whole life since I’ve been motorcycling has been wonderful. I’ve met so many nice people. Friends all over the world. We can go almost anyplace and stay with friends. It’s been great.” With few words Arlen conveyed his priorities every day, family and friends.

Everyone who knew Arlen respects him for his achievements and for who he was as a person, both of which are superlatives. The respect is how Arlen came to deserve the commonly spoken nickname “The King of Custom Motorcycles”. Arlen rarely reflected on his own success. He never planned for it, this is because what he achieved had never been done before; it had never been dreamt of.

Arlen has touched the lives of his family, the Arlen Ness team and thousands of others around the world with his genuine character. Arlen’s family will announce a memorial service and celebration of life after some private time, and appreciate your understanding. Arlen’s family thank you for your respects and condolences.

Although the Ness family cannot put their loss into words, they can look up and smile knowing Arlen has done something that few men do in a lifetime of trying. He has inspired.

A true gentleman, a one-of-a-kind visionary and one of the nicest guys you’ll ever meet. You will be missed, Arlen.

Arlen Darryl Ness (July 12, 1939 – March 22, 2019) was an American motorcycle designer and entrepreneur best known for his custom motorcycles. Ness received acclaim for his designs, most of which are noted for their unique body style and paintwork.

Arlen Darryl Ness was born in Moorhead, Minnesota on July 12, 1939 to Elaine and Ervin Ness, and moved to San Leandro, California when he was in the sixth grade.

Prior to his career as a motorcycle builder, Arlen worked as a pin setter at the local bowling alley, and later as a post office worker and furniture mover. Ness also competed in semi-professional bowling leagues, the earnings of which he used to buy his first motorcycle, a 1947 Harley-Davidson Knucklehead that he later customized.

Ness was married to his wife Beverly for 59 years until his death.

His first customs were made in the garage of his home in San Leandro, California, but by the early 1970s he had moved to a storefront on East 14th Street.

Ness was recognized for his unique painting style and for developing a line of custom motorcycle parts. His popularity grew as he built new custom bikes and then had those displayed on the bike show circuit and featured in motorcycle magazines.

After more than three decades of custom bike building, his business, Arlen Ness Motorcycles, moved to a Dublin, California facility that includes a museum featuring more than 40 of his custom motorcycles. The museum displays his Untouchable, the twin motor Two Bad, the antique inspired Ness-Tique, Blower Bike, the Italian sports car inspired Ferrari Bike, the ’57 Chevy inspired Ness-Stalgia, the Bugatti-like Smooth-Ness, the Discovery Channel’s Biker Build-Off bike Top Banana, and his jet-powered Mach Ness. The company is also an authorized dealership for Victory Motorcycles and for Indian Motorcycles.

Ness has received recognition and awards including Builder of the Year, induction into the Motorcycle Hall of Fame and Lifetime Achievement Awards.

Arlen Ness Inc. is completely owned and operated by a family and is the only motorcycle business, that houses 3 generations with the same last name in it. At the moment, Arlen Ness brand offers products for V-twin engines and motorcycle gear. The Arlen Ness museum and showroom are located in Dublin, California.

Ness received a patent for the Big Shot, a method of altering the motorcycle’s fuel injection system, and thereby enhancing a motorcycle’s performance.

Arlen Ness died on March 22, 2019 at the age of 79.

Making Move on Everything!

The last few weeks have been interesting and challenging. We are actually getting close to watching the Salt Torpedo sit on its own three wheels with the help of Yelvington Shocks.

This week we could finish the steering system. We could link the steering with the wheels. We could have a gas tank mounted. We are getting damn close to making a battery mount, and then hooking up the drive line for a run around the block.

READ the True Story of the First Streamlined trike to be registered for Bonneville Salt Flats racing. CLICK HERE.

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Ride Forever!!!

The last few weeks have been interesting and challenging. We are actually getting close to watching the Salt Torpedo sit on its own three wheels with the help of Yelvington Shocks.

A set of 9.5-inch rear Yelvington shocks could reach us this week, but I made two sets of struts to hold us over. We ran into a couple of issues with the front steering system and needed to order some extra pieces. They should arrive this week.

Last year in at Daytona Bike Week I discussed carb-driven Twin Cam ignition systems. I wanted to keep it simple. I spoke to Bill Dodge of Bling’s Cycles and her recommended Altman Cycle in Germany, for a simple plug and play system.

Micah and I were forced to discuss the carburetion system for this beast and ultimately reached out to Keith Ruxton who was the crew chief on Easyriders Streamliner. He sent us a S&S G carb with the correct intake manifold. Amazing. I spoke to Lee Clemens at Departure Bike Works and he recommended a S&S D, but we were on a path and need to respect our contributors. We traded Keith the G for an E carb and manifold.

Which reminds me, originally, we were going to run a Carl’s Typhoon carb, but we ran into fitment issues. The most supreme rule behind this puppy is to make it as sleek and smooth as possible. Every appendage and bump or hump will slow us down.

Which brings up another challenging topic. We need sponsors to be able to afford to get to the salt. I reached out to Jesse James and ask him to speak on our behalf to John Paul DeJoria, the rider behind Patron Tequila. Of course, Jesse turned me down. He mentioned that his hot rod costs $30,000 in fuel at every race. I told him we are purely blue collar and will spend less than $10 on a tank of gas.

Speaking of tanks, I discussed a 1.7-gallon Sporty tank with Steve from Paughco. Unfortunately, events got in the way and he was delayed, but it should reach us this week. This could be a big week. I reached out to Tyler at LowBrow to order some tank bungs.

This week we could finish the steering system. We could link the steering with the wheels. We could have a gas tank mounted. We are getting damn close to making a battery mount, and then hooking up the drive line for a run around the block. I received the battery dimensions from James Simonelli at Twin Power this week: 6.54 long, 5.12 wide and 6.89 tall. We discovered that this battery is too wide. About 4.5 inches wide will do the trick.

We ran into an issue with foot controls. BDL was kind enough to send me a set, and I spent an entire weekend making a very cool mounting system. I machined the unit pieces to make each control as narrow as possible.

Unfortunately, when Monday rolled around the bros weren’t respectful of my efforts, but I held my mud and helped fab two additional systems to the outside. We are still using the BDL shifter system for the jockey shift system and we designed the mounting and linkage.

We also set up a GMA 5/8-inch bore master cylinder and I machined the linkage. This program adjustment delayed us for a couple of days. When I discussed respecting our sponsors, we lost our tube bending welder, Kevin Kahl. He will be sorely missed.

Speaking of respect, I try to respect all of our contributors and if we don’t use a part, we send it back. We received a high capacity oil pan and an intake manifold from JIMS, which we didn’t use and will return. Hell, I appreciate the time and effort it takes to ship us something.

We ran into an issue with our harness system. It was missing wrist constraints. RJS said they would take it back, update it and send us the additional restraints.

We also ran into an issue with the rear wheel bearings. Our MetalSport, Chip Foose designed Nitrous wheel was ordered with a 1-inch axle, but Paughco doesn’t make 1-inch axles or swingarms. Terry from MetalSport hooked us up with new bearings and they arrived this week with a new spacer. Micah put the wheel back together.

We also printed out the new FIM rule book and discovered trikes must have fenders. We were recommended to reach out to Kent Riches at Air Tech, who makes fiberglass streamlining bodies for all sorts of motorcycles and fenders. Another project on our plate.

Micah is reading through the new FIM book. We are also working with Bob Stroud, or Stroud Safety and decided to roll with a dragster parachute over a tube used by most streamlined motorcycles. Kevin could not visualize the tube concept and fought it constantly. Made him smile when we shifted to a drag chute.

Strouds sent the pricey chute without any mounting instructions other than my conversation with him and he kindly sent me a drawing of how the chute should mount low and near the axle. We will need to make a roll-styled bar off the swingarm for the parachute to anchor. I need to go to the Strouds web site for release cable instructions.

I’ve already reached out to Chris at Barnett regarding cables. We will need a push-pull cable like old internal throttles and distributor cables. I hope to hear from them shortly.

This is getting damn exciting. I need to read about the battery box construction rules, quick. I’m okay on that one.

We ordered a U-joint coupling for our steering column, but when it arrived from Summit Racing, it was too large. I got on the phone with them and was coached on which one to order. I ordered it, but when it arrived, it was too small.

In the meantime, I spoke to Gary Maur of Kustoms, Inc. in Detroit. He sent me another unit, but I was concerned. He’s run hundreds of these on cars he’s built, so we went to work. The Steering and front end is all coming together.

I don’t know much about the car industry. Sure, I’ve worked on and repaired cars, but I’ve never built something like this. It’s interesting. Some of the components seem very cheesy compared to motorcycle parts and especially aftermarket components. But I need to compliment Summit. They have an amazing customer service business model. Their parts are shipped with postage free return info. No sweat, if it doesn’t fit put it back in the box, attach the label and ship it back—amazing.

I also spoke to Gary about the trailing arms. I notice some dragsters without them. “Generally, if you have front suspension you run them,” Gary said and I asked about mounting them, because Micah recommended the rear level with the center of the axle. Gary suggested about the center of the front axle travel. Without the shocks in place we guessed. “But it really isn’t a big deal,” Gary said.

I hoisted the Torpedo into the air and took the bottom belly off it. Micah started to mount the pipes and I think they will do the trick. He slipped the MetalSport wheel back into place with a new Paughco ¾-inch axle. Today I will finish machining the steering wheel quick release piece and start on the battery tray.

We’re scrambling.

JIM’S Machine

Hot Rod Underground

Paughco

BDL

Strictly Hawgs

MetalSport Wheels

Custom Cycle Engineering

LowBrow

S&S

Bassini Exhausts

Twin Power

Lucky Devil Metal Works

The Milwaukee-Eight® engine design incorporates balancers to reduce engine vibration. For $148.05 this tool (Part No. 5832) can easily remove the balancer bearings in both Touring and Softail® models without damage to the crankcase.

For more information please contact us at (805) 482-6913, email us at sales@jimsusa.com, or visit www.jimsusa.com.

Your time in reviewing these current, past, or future press releases is greatly appreciated.

Visit www.jimsusa.com for Performance Parts for every Harley-Davidson motorcycles.

From humble beginnings in 1967, JIMS® has grown into one of the industry leaders producing performance parts, accessories, tools, transmissions, and high-performance engines all aimed at enhancing the Harley rider’s experience.