World’s Shortest Bikernet Holiday Tech
By Bandit |
This might be the simplest tech tip ever but it is really useful. Suspension Technologies was installing their touring fork cartridge on my Electra Glide. When they took off my brake calipers they did something I hadn’t seen before.
Tech Tip:
When you take off your brake caliper drop it in a Crown Royal bag and hang it from the turn signal. Done.
For years, I have been using zip ties to try and zip tie the caliper to something, so I could keep it out of the way while I work on the bike. This is way better. So… a shout out to Suspension Technologies for a cool tech tip. More importantly though, their cartridge kit is so much better than any else I have ever tried. They took my Glide to a whole ‘nother level. Best money I ever spent on a suspension.
–Edge
East Coast Tech Advisor
LINDBY LINBAR TECH TO THE RESCUE
By Bandit |
We’ve been working with Lindby for awhile and I’m surprised how often their product line surfaces. Their crashbar/cruising peg system has saved numerous rider and paint jobs. They make long distance runs more comfortable. And we’ve installed them on Indians, touring Harleys and Dynas.
Here’s the latest story. My grandson, the Hollywood tattoo artist, Frank Ball, has a buddy who thought he bought an original Lindby Linbar on Ebay. As is turned out it didn’t fit and was a fake. We ran across another fake recently. It was dangerous, made of light, thin-wall tubing. Beware. Frank steered his friend, Charlie to me and I hooked him up with the Lindby team. Here’s his story:
Here’s my account of what happened:
I ordered the original (fake) Lindbar off eBay, thinking $100 was too good of a deal to pass up. On arrival the bar didn’t fit, and it became apparent that it was a fake. The fitment was way off and looked like it had been spray painted flat black. Bikernet put me in contact with Henry, from Lindby and he offered to ship me the correct bar but couldn’t exchange the fake! They have a warranty program, but can do much with a fake.
Their crash bar came in a few days, fitment was perfect, came with all necessary hardware, and looks great on my bike. I couldn’t rate my experience with Lindby any higher. 10/10 product and 10/10 customer service. I will definitely be recommending them to all my friends. Thanks again Henry and Bikernet for you helpfulness and generosity.
–Charly
I asked Charly a couple of questions regarding his experience, like how long it took to install the Lindbar?
I asked him what tools were needed and he told me: Sockets, open ended wrenches and Allens.
I asked him if he needed to modify his bike at all to accept the Lindbar, and he told me nothing needed to be moved, rerouted, or taken off. Bolted right up.
I wanted to know if there were any other considerations for other riders: “It adds width to your lower end. Keep in mind for parking and splitting lanes,” Charly added.
I asked him why we wanted a crash bar protective system like the Linbar, and he told me, “To protect my engine, highway comfort, add style to my bike.”
Finally, I asked him his impression after he went riding a couple of times. “I definitely have more confidence cornering. Took some getting used to splitting lanes. And the highway pegs are an added bonus!”
LINBAR – 104-1: For Harley Davidson Dyna Wide Glide, Fat Bob 1991-2018
$399.95
Your bike is important, so protect it without sacrificing looks or ground clearance. Our engine guards are designed to highlight the look of your motorcycle.
Lindby Custom, Inc. is proud to be the innovator and manufacturer of the original combined engine guard and highway peg. Whether you’re looking for protection, comfort or any of the other benefits from engine guards and pegs, the various LINBARS will give you all these benefits while making your bike look amazing.
We know that a great fit is absolutely necessary for any part, whether you choose chrome or black powder coat, we’ve made sure that all our products are made to fit your bike.
Installation is simple and can be done in minutes. We supply all the needed hardware to complete the installation.
Our engine guards offer:
Comfort for short or long trips.
Easy installation.
Improved look and follow the lines of the motorcycle.
Triple chrome plating or two-stage black powder coating.
You can add our clamp on pegs (sold separately) to our highway bars for even more comfort for the long rides.
.jpg)
Lindby makes the Linbar for Softails, Touring Harleys, Dynas with forward controls and mid-controls.
They make five different styles from the original Linbar, to the Twinbar, Multibar, Unibar and magnumbar. Check ‘em out on line. They build them for H-D models, Hondas, Kawasakis, Suzukis, Victorys and Yamahas.
NCOM LEGISLATIVE NEW BYTES for December, 2019
By Bandit |
THE AIM/NCOM MOTORCYCLE E-NEWS SERVICE is brought to you by Aid to Injured Motorcyclists (A.I.M.) and the National Coalition of Motorcyclists (NCOM), and is sponsored by the Law Offices of Richard M. Lester. If you’ve been involved in any kind of accident, call us at 1-(800) ON-A-BIKE or visit www.ON-A-BIKE.com.
NCOM BIKER NEWSBYTES
Compiled & Edited by Bill Bish,
National Coalition of Motorcyclists (NCOM)
BIPARTISAN HOUSE BILL WOULD REAUTHORIZE MOTORCYCLIST ADVISORY COUNCIL
“Motorcycles require specific-and in some cases different-requirements of roads, and we need an open dialogue between the motorcycle community, infrastructure experts, and the federal government to discuss these challenges,” said U.S. Rep. Mike Gallagher (R-WI) upon sponsoring the bipartisan Motorcycle Advisory Council Reauthorization Act, H.R. 5234.
Rep. Gallagher, alongside Reps. Chris Pappas (D-NH), Troy Balderson (R-OH), and Harley Rouda (D-CA), introduced H.R. 5234 in the U.S. House of Representatives on November 21, 2019 to direct the U.S. Secretary of Transportation to reauthorize the Motorcyclist Advisory Council (MAC) at the U.S. Department of Transportation (DOT) for six years. The MAC, whose authorization under the FAST Act of 2015 expires along with surface transportation programs in FY2021, provides DOT with critical firsthand knowledge on infrastructure and road safety measures and serves as the only official forum for motorcyclists to discuss motorcycle issues with the federal government.
H.R. 5234, if enacted, would require the volunteer body to submit reports to DOT every two years. DOT then would have 60 days to review the council’s recommendations and submit a report to Congress.
The measure would also clarify the membership of MAC “to include 12 members, including 5 highway engineering experts from state or local governments, 1 state or local traffic safety engineer who is a motorcyclist, one roadway safety data expert on crash testing and analysis, and 1 representative from each of the following groups: a national association of State transportation officials, a national motorcyclist foundation, a national motorcyclist association, a national motorcycle manufacturing association, and a national safety organization.”
CONGRESS CONSIDERS CAPPING ETHANOL CONTENT OF U.S. FUEL SUPPLY
U.S. Senator Tom Udall (D-NM) and U.S. Representative Peter Welch (D-VT) introduced companion bills in the U.S. Senate and U.S. House of Representatives on November 14, 2019 “to reform the Renewable Fuel Standard (RFS) by mitigating harmful environmental impacts of the corn ethanol mandate and advancing the next generation of biofuels that actually reduce greenhouse gas emissions,” according to a press release issued by Sen. Udall’s office.
The GREENER Fuels Act (Growing Renewable Energy through Existing and New Environmentally Responsible Fuels Act) would phase out the corn ethanol mandate and immediately reduce the amount of ethanol in fuel by as much as 1 billion gallons by capping the amount of ethanol that can be blended into conventional gasoline at 9.7 percent.
Such legislation is important to motorcycle riders, in particular, because none of the nation’s 22 million motorcycles and ATVs are certified by the EPA to operate on gasoline that contains more than 10% ethanol (E10), and using fuel containing greater than 10% ethanol can damage fuel systems and violate manufacturers’ warranties.
MOTORCYCLING GOOD FOR MIND AND BODY
In a fresh take on a previous UCLA study we reported on earlier this year, visordown.com reports that “A study conducted by the Institute of Neuroscience and Human Behavior (INHB) has concluded that motorcyclists are less stressed and more fulfilled than their four-wheeled counterparts,” adding that “The study originally set about trying to find out if bikers were constantly riding in fear of being involved in an accident, but inadvertently proved the opposite! The results center around a certain hormone called cortisol that is released in the brain when we become anxious. Scientists found that bikers would produce 28% less cortisol during testing than drivers on the same course.”
The study was conducted by the Semel Institute for Neuroscience and Human Behavior at the University of California, Los Angeles, in a controlled manner, with 50 motorcyclists and 50 car drivers making their way around a closed course for 20-minutes. During this time, the team measured the user’s heart rate, cortisol, and adrenaline levels, as well as the user’s brain activity, and it’s here where the most interesting results came from:
“The results found that when riding, the subjects experienced increased sensory focus and resilience to distraction. Riding also produced an increase in adrenaline levels and heart rate, and a decrease in cortisol levels — the kind of results you often get after a light exercise session, which also is a stress reducer.”
Concluding that motorcycles are better for you physically, as well as mentally, visordown.com claims; “The news regarding the mental well-being of motorcyclists goes hand-in-hand with a study that found that riding a motorcycle can burn anywhere between 170-600 calories an hour. As much as some people can burn in an hour at the gym.”
NEW YORK POTHOLE MEASURE VETOED
Despite passing both chambers of the New York State legislature, including a unanimous 62-0 vote in the state Senate, Governor Andrew Cuomo (D) has vetoed a measure that would have provided strong incentives for more prompt repairs of road defects by expanding the state’s liability for damages suffered by road users due to roadway defects, if the state Department of Transportation was notified of the defect and failed to repair it.
Under current law, motorists who suffer damage due to defects on local roads may pursue damages against the locality at any time during the year so long as the municipality had advance notice of the defect, but those who suffer damages due to defects in state roads may pursue these damages against the state only if the incident occurred between May 15 and November 15. A.1235, sponsored by Assemblyman Thomas J. Abinanti (D- Westchester County), and S.5422, sponsored by state Sen. Timothy M. Kennedy (D-Buffalo), would have expanded state liability for potholes on state highways year-round.
Potholes and roadway defects can not only be dangerous to drivers but can prove deadly for motorcyclists, but Gov. Cuomo, who rides and has promoted state tourism aboard his Harley-Davidson, vetoed the legislation on November 25, 2019. Similar measures, endorsed by the Automobile Association of America and the state Trial Lawyers Association, were proposed in 2014, 2015-16 and 2017-18, but never made it out of committee.
ANOTHER STATE INSTITUTES THREE-WHEEL “AUTOCYCLE” RECLASSIFICATION
A new “Autocycle” classification will allow consumers to operate a Polaris Slingshot with a standard driver’s license in the state of Wisconsin. Residents of Wisconsin can now operate the three-wheeled Slingshot with a standard driver’s license, rather than the previously required motorcycle license or endorsement. The reclassification will take effect immediately.
With a steering wheel and side-by-side seating, state policymakers recognize Slingshot’s operator skills mirror those required for a valid state driver’s license rather than a motorcycle license and as such, the need for the unique Autocycle classification.
The Slingshot is now classified as an Autocycle in 44 states, including all states bordering Wisconsin. Three states classify the Slingshot as a motorcycle, which requires a motorcycle endorsement or license; Alaska, Massachusetts and New York.
MINNESOTA CITY SEEKS PUBLIC INPUT TO RIDE AN ATV ON CITY STREETS
The Superior, Minnesota city council is considering a referendum on ATV use, and is seeking public input to determine whether or not it should be legal for ATVs and side-by-sides in the city.
According to a report on SuperiorTelegram.com, a council member has “introduced a resolution that would place an advisory referendum on the April 7, 2020 ballot to gauge public sentiment for allowing ATVs and UTVs to use any city street except those deemed exempt because of state and local laws or safety concerns,” and may let voters decide if all city streets and alleys could be open to use by all-terrain and utility-task vehicles.
The Superior City Council wouldn’t be bound to act based on the outcome of the election, but if the measure is well-supported by the public, the councilman would introduce an ordinance to that effect.
NEW HAMPSHIRE RESISTS EXIT RENUMBERING
United States highways have been switching to one consistent exit numbering system over the years, and in most states exits now share their number with their closest mile marker, making it simpler for travelers to locate their position and estimate distances between where they are and where they’re going.
A few northeastern states have been slow to switch, however, and New Hampshire Governor Chris Sununu (R) believes that holding onto the old sequential exit numbers for the sake of tradition is more important than progress and consistency.
But the renumbering decision isn’t entirely up to the individual states, as the federal government has threatened to withhold federal highway funding from states that do not comply with the directive to reassign exit numbers by mileage.
On Twitter, Governor Sununu said, “Exit numbers are a point of pride for some of us in NH — and we shouldn’t let Washington bureaucrats threaten to take that away!”
Numbering exits by mileage is what the rest of the country does, and those few remaining states holding out should probably do the same for consistency for travelers everywhere, though admittedly, this has become less of an issue now that most vehicles, even motorcycles, have GPS capability and can make better decisions based on better information.
TASMANIA BANS THE WEARING OF “OUTLAW MOTORCYCLE GANG” INSIGNIAS
Laws banning the wearing of insignias of five “Outlaw Motorcycle Gangs (OMCG)” has gone into force in Tasmania (an island state of Australia), and their majority Liberal Government “makes no apologies for being tough on criminals and is delivering on our strong plan to keep Tasmania safer from organised crime.”
The legislation “applies to an organisation that displays prohibited insignias that causes the public to feel intimidated and threatened,” and their new laws relate to five OMCGs — Bandidos, Outlaws, Devils Henchmen, Black Uhlans and Rebels, which officials say “sends a clear message that crime gangs are not welcome in Tasmania.”
ROYALS POSE ON A MOTORCYCLE FOR THEIR CHRISTMAS CARD
The Duke and Duchess of Cambridge, Kate Middleton and Prince William, along with their three children, Prince George, Prince Louis and Princess Charlotte, casually posed on a motorcycle for their 2019 Christmas card, in stark contrast to last year’s more traditional family photo!
The Cambridge Household’s Holiday card features all five aboard a British-brand motorbike with a sidecar and the salutation; “Wishing you a very Happy Christmas and New Year”. Prince William, a longtime motorcycle aficionado, is second in line to the throne behind his father Prince Charles.
SAVE THE DATE – 2020 NCOM CONVENTION IN CIRCLE CITY
Mark your calendar for May 8-10, 2020 and plan on joining hundreds of fellow bikers’ rights activists at the 35th annual NCOM Convention in Indianapolis, Indiana, over Mother’s Day weekend. The first race ever held at the Circle City’s world-famous “Brickyard” was with motorcycles, and over a century later we’re still in it to win!
Today’s finest Freedom Fighters will enlighten attendees about the intricacies of the legislative process, lobbying techniques, organizational efforts, leadership principles, and share political insights to retain and regain Freedom of the Road.
Agenda items will cover legal and legislative issues of concern to all riders, with Special Meetings for Veterans Affairs, Women in Motorcycling, Clean & Sober Roundtable and World of Sport Bikes, as well as the Christian Unity Conference and Confederation of Clubs Patch Holders Meeting.
The 2020 NCOM Convention will be held at the Marriott Indianapolis East (7202 East 21st Street) and all motorcyclists are welcome to attend and participate in the many meetings, seminars and group discussions.
Reserve your hotel room now for the special NCOM rate of $129 by calling (317) 352-9775. Registration fees for the NCOM Convention are $85 including the Silver Spoke Awards Banquet on Saturday night, or $50 for the Convention only. For more information, or to pre-register, call the National Coalition of Motorcyclists at (800) 525-5355 or visit www.ON-A-BIKE.com.
QUOTABLE QUOTE: “The future will soon be a thing of the past.”
~ George Carlin (1937-2008) comedian and social critic
ABOUT AIM / NCOM: The National Coalition of Motorcyclists (NCOM) is a nationwide motorcyclists rights organization serving over 2,000 NCOM Member Groups throughout the United States, with all services fully-funded through Aid to Injured Motorcyclist (AIM) Attorneys available in each state who donate a portion of their legal fees from motorcycle accidents back into the NCOM Network of Biker Services (www.ON-A-BIKE.com / 800-ON-A-BIKE).
RETURN OF THE TITAN
By Bandit |
I had the wants for another custom bike but have turned into a cheap old fucker since getting SS at 62.
I’m still a chopper guy and decided a Big Dog or Texas Chopper was it. Limited funds had me loosing auctions on EBay. Up pops a ‘98 Titan with no reserve only 300 miles away.
Titans were hand built in Arizona with some of the best components available at the time. 96-inch S&S, Daytec, Deltron, PM, and all polished.
I wanted a long front end, but the more I stared at the pictures I could see my future bike. So, I waited until last 20 seconds and bid. It was mine!
I had just bought a bike that sold for $29,500 new, for $3,900. Figured I had bought a real turd. Paid for next day and wow, delivered in three. It was beautiful. Red and shiny, but not my style.
The ‘90s style Pull-back bars were so bad, I couldn’t ride it. Fixed that with risers and apes I had laying around. Hill country in Texas hooked me up with cables. Took three cleanings to clean gunk out of tanks. Finally, used vinegar and was perfect.
Of course, new tires, Shinko fits my style and price. Threw away complete rear fender, seat, struts, and sissy bar. Fender was off old Buell chopper. Found a Rust-oleum color that matched perfect. Used seat also.
I hated the way the bike rode. Found a trail calculator online. Plugged in my numbers. No wonder. I had over 7 inches of trail. By installing 3-degree raked cups I ended up handling like a stock Softail.
So, after all these years, I’m still building the same bike, Apehangers and solo–and cheap. I have less than $5,000 in it. This is a fun bike. Makes this 65-year-old guy feel young again!
Ever hear of this? The Elephantrefeen Ralley. I went to it a Nurenburgring in the middle of damn winter. I was in the Army from ’72-’75. Snow and ice. Actually, rode my bike around the ring as fast as I could being very drunk and stoned. I bet other brothers that are veterans went. I know I wasn’t the only GI there.
–Wayne
Owner. Wayne Richmond
Where: La Luz NM
Engine: 96-inch S&S
Year: 1998
Manufacturer: Titan
Model: Coyote
Finish: Shiny
2019 Harley-Davidson Street Glide Special Review
By Bandit |
No name in American motorcycling looms as large as Harley-Davidson, the longest continually operating motorcycle brand in the States. While it’s experienced its share of problems over the last decade or so, it’s continually working on updating and innovating.
This last bit is especially true with the introduction of Harley’s Reflex Defensive Rider Systems (RDRS), which it launched on 2019-model-year touring bikes like the Street Glide Special. RDRS includes things like lean-sensitive antilock braking, traction control, linked brake systems (more on this later), tire pressure monitoring and more.
While many of these features are becoming increasingly common on bikes from both European and Japanese brands, they’ve been slow to trickle up to the big, heavy American baggers and cruisers like the ones that Harley is famous for making.
This new RDRS system, coupled with the fact that I, as someone who writes about motorcycles, have never experienced a Harley-Davidson was enough to convince me that I needed to give the Motor Company’s finest an honest try. After a couple of weeks with Harley’s 2019 Street Glide Special, I have to say that I’m coming away from the experience significantly more impressed than I thought possible. The bagger/cruiser life might not be for me specifically, but I can totally understand the appeal.
What is it about the Street Glide that makes it such a special machine? On paper, it’s anything but impressive. It’s got a massive 114 cubic-inch Milwaukee Eight engine that produces just 90 horsepower. That’s around half the output of the Aprilia Tuono I rode last year, yet it comes from an engine that’s some 700 cubic centimeters larger.
However, it’s not like anyone chooses a Harley because it makes big power. No, they pick it because it makes vast amounts of torque, and indeed, the air-cooled 114 does just that. The big twin puts out a commendable 123 pound-feet of torque at absurdly low engine speeds.
In fact, the whole engine is about keeping those revs low. It redlines at around 5,500 rpm, making the motor feel more like a diesel than a conventional motorcycle engine. That low-effort torque makes riding the bike relatively easy at anything above parking lot speeds, which is good, because the bike is heavy, as is the clutch. There is so much torque that you can almost set off from a stop in first gear without adding any throttle.
While the engine feels effortless, the six-speed transmission feels appropriately old school. By that, I mean that it’s got a relatively long throw between gears and each gear arrives with a decidedly agricultural (but very satisfying) thump. Neutral is easy to find, which is always a blessing in traffic, especially since bumper-to-bumper situations seem to be where the Street Glide is least comfortable thanks to its bulk, heavy clutch lever and the sheer amount of heat that the engine gives off.
For such a big and bulky motorcycle, having good brakes is obviously incredibly important, and I will admit to being surprised (in a good way) by the stoppers on the Street Glide. The Harley-branded, Brembo-made calipers and master cylinder provide adequate stopping power and a reassuring amount of control at the brake lever. The brakes on the Street Glide are linked, which likely had something to do with the solidity I feel.
Unlike most typical motorcycle braking systems, the front and rear brakes on the Harley share a hydraulic circuit, much like in a car. This reduces the chance of locking up one wheel in a panic-stop situation and is excellent for lazy riders like me, who typically ignore the rear brake in most normal riding scenarios.
The Street Glide’s suspension is decidedly less plush than I had expected, but the upside of that was that the bike handled much better than it probably should have. That said, this isn’t exactly what you’d want to take up on Angeles Crest when your friends are all on sport bikes. The rear suspension is adjustable, though that will require you remove the rear bags, and the front is a nonadjustable (but chonky) right-side-up fork configuration.
The bike’s seating position is odd at first if you’re unfamiliar with a feet-forward cruiser-style control layout. The movements that you make to find the rear brake or kick up into another gear take a lot of getting used to, but the concept of “floorboards” rather than foot pegs is something I can get behind. The position is much less fatiguing on longer rides, and since that’s what the Street Glide is all about, that’s a good thing.
The hand controls on the bike are laid out unlike any other bike I’ve ridden. Unlike most brands that give you a single switch to control your turn signals, H-D has individual buttons for left and right signals on each respective control pod. It’s weird, and I never really get used to it, but bonus points to the brand for making those signals self-canceling. My Street Glide also packs cruise control — something I love to see on motorcycles that are designed to pile on the miles — and the system is decidedly easy to use.
The bike has a surprising number of infotainment features that not only include a foam-lined and USB-equipped cubby for your phone, but also built-in navigation and a decidedly bangin’ stereo that are accessed through a large, easy-to-read LCD screen mounted below the traditional gauges.
That comfort and convenience tech feels a little out of place on a motorcycle that’s so mechanically old-school. Still, it never detracts from the experience, and you don’t have to use it if you don’t care about stereo or navigation. Other convenience features include the big, deep bags that are affixed to the side, which provide ample space for things like bags of cat food and last-minute Christmas gifts. One thing that should absolutely be standard on a bike at this price point, but isn’t, is heated grips. They’re available as a dealer-installed accessory, but that’s not good enough on a motorcycle that nears $30,000.
It’s the freeway or no way
So, what is it like to ride this big, matte-black slice of Americana? Surprisingly awesome, though for me, it doesn’t really feel like riding a motorcycle. The Harley doesn’t offer an involved ride in the way that most modern bikes do, though it’s not really designed for that. It’s exciting enough in a stoplight drag race with your buddy; the sound is excellent and everything about the bike feels exquisitely built, but it’s more like driving a much less stable and more exposed car than it is a motorcycle.
If you do decide to push it in a corner and lean the bike over with any exuberance, you’re going to start scraping stuff. The Street Glide is a long, low bike with low-mounted exhausts, and it’s kind of just par for the course. That being said, the bike feels incredibly stable in longer corners and is basically unflappable on a straight road at freeway speeds.
One problem that I have with the Street Glide (though this is by no means the only bike with which I’ve had this issue) is wind buffeting. The massive batwing fairing does an excellent job of keeping the wind off my body, but the cut-down windscreen is just the right height and angle to cause the wind to buffet my helmet at speed, which gets old fast. An adjustable windscreen would be nice, but I’ve got a weirdly long torso, so I doubt this is an issue most people would deal with.
Acceleration is predictably strong, with torque being available any time you ask for it. It’s pretty fun to bang up through the gears, but shifts come fast, thanks to the bike’s 5,500-rpm redline and six-speed box. As I mentioned previously, the transmission is totally unsophisticated but feels great to use, even though the clutch is kind of a bear. After an hour or so riding around town in traffic, my left hand and wrist are basically done.
As you’d expect, the big 114-cubic-inch engine is a thirsty beast, but thanks to the Street Glide’s six-gallon gas tank, you won’t find yourself having to fill up too terribly often. This is a welcome change from Roadshow’s long-term Indian, which I end up having to gas up almost every time I go out for more than an errand or two.
These six gallons of fuel contribute to the Street Glide’s bananas curb weight, something that I find myself always conscious of. The bike does not like moving around at low speeds and requires real effort at the bars when you’re parking. Putting the bike onto its side stand was always a pucker-inducing experience too, but thankfully it never let me down. Dropping the Street Glide (and especially the Street Glide Special with its all-black look) would absolutely leave you with a sore back and an even more sore wallet.
After spending a couple of weeks with Harley’s large adult son, I find myself in a position that I didn’t expect. On the one hand, I absolutely get the appeal of H-D’s big tourers. In sixth gear at 70 mph, you feel like the king of the road. On the other hand, I understand entirely why younger riders aren’t flocking to these bikes in ways that maybe they did in the past, and that’s even before the cost is taken into account.
For me, riding a motorcycle is about the thrill. I’m not an adrenaline junkie or anything, but riding a bike, even in town, is fun and exciting because I feel involved. I know that if the bike turns, I have to countersteer, while also managing two separate brakes and the throttle. I feel like I’m a part of the machine. With the Street Glide, I never really feel like that.
That brings us to the issue of cost. Frankly, it’s a lot. Before spending this time with the Street Glide, I always wondered how Harley could justify asking nearly $30,000 for its touring bikes. But now, seeing the care and attention to detail with which the bikes are built, the materials used and the components that are unique to the brand, I get it. In some ways, it’s like buying a mechanical watch instead of a quartz one. The mechanical watch is demonstrably worse at what it does, but it’s a beautiful and intricate little machine, whereas the quartz watch is just another product.
All-Terrain Adventure Bike from Harley-Davidson
By Bandit |
The Harley-Davidson Pan America 1250 was announced for launch in 2021 and the company’s Instagram suggests we might be able to see this breakthrough bike in dealerships in 2020. First offered for inspection at EICMA show 2019, the excitement is visible and strong.
Harley-Davidson is taking big changes in its stride; first with its all electric LiveWire which raised a lot of eyebrows in its stronghold US market and now with Pan America adventure touring motorcycle. H-D is changing. Whether it is too late for H-D to aim for global dominance in big bikes or whether it is a wrong turn by the management for their traditional market, fans and buyers of a hog is up for debate. Either ways, Harley-Davidson is making news and getting noticed by new and younger audience.
Brad Richards, Vice President of Styling and Design of H-D mentioned in an interview that they have built a Jeep with two-wheels. The H-D powertrain is seen in the Pan America 1250. Unlike competitors who emulate BMW type of models, H-D wishes to cater to its traditional market with new options for buyers. A range that satisfies all palettes. The V-Twin engine is still there.
Few years earlier Royal Enfield shocked its loyal market-base by launching the ‘Himalayan’ adventure tourer which looked nothing like any Enfield ever made. However, now Himalayan has grown its own fan base with many appreciating its all-terrain-no-terrain features.
The Pan America might have polarizing opinions from the regular H-D customers, but it is definitely attracting eyeballs and interest. H-D are planning to launch the Pan Am by the middle of 2020. After getting noticed with LiveWire, its first electric motorcycle, Pan America 1250 is Harley-Davidson’s first leap into the adventure bike sector. Royal Enfield and BMW continue to remain popular for adventure touring in their bastions of Asia and Europe respectively. Pan America features the new liquid-cooled Revolution Max engine, designed to be used in various capacities as the company gears up for its Euro5-compliant future.
A balance shaft with 60° V-angle of the DOHC V-twin removes vibrations. This 1250cc bike is capable of delivering over 145 bhp and torque is set to be “more than” 90 ft. lbs. BMW claim 134 bhp and 105 torque for the R1250GS. Pan America offers a TFT dashboard and multi-button switchgear. It has a height-adjustable screen and cruise control.
H-D is entering new market segments with two new middleweight models. One is the Pan America 1250 adventure and the other is a 975cc Bronx streetfighter. New Revolution Max engine will be offered in two displacement sizes. A smaller, 975cc engine will power the upcoming Bronx streetfighter, whereas a bigger 1,250cc will power the Pan America.
The promotional photo on H-D website shows Pan America leaping in the air on a forest trail, certainly establishing its own image. Photos of Pan America in off-roading settings promotes the model, creating the expectations that this bike will be a proper adventure motorcycle.
The Harley-Davidson Pan America is equal parts campfire, wanderlust, and grit. The company calls it a two-wheel multi-tool built to endure, designed to explore, and engineered for full-send. The marketing tag line goes – “H-D ADV; find your way home.”
Pan America chassis design uses the engine as a stressed member. This chassis is literally built off the cylinder heads of the engine, in a way that is very similar to what was done with the 1199/1299 Panigale from Ducati. Engine cases are required to be very robust, as flexing of the engine will have very bad effects on the motor’s internals, but this has to be balanced against the need to have a supple chassis to absorb bumps and bad roads. It however produces a light motorcycle. The fins are almost absent and the gearbox is positioned far closer to the engine than normal for Harley-Davidson bikes.
Except for the radiators and cooling system, which protrude from the machine, the Pan America is very narrow in design. The low and wide radiators may be hazards when it comes to true dual-sport riding, as seen on BMW R1250GS.
Pan America features knobby tires on the prototype with modern disc brakes, tubeless tires, spoked wheels and upside-down forks. Suspension setup will be adjustable with inverted forks and monoshock at the rear. The footpegs are serrated.
Its headlight and fairing are distinctly odd, separating it from its traditional models. A stubby front section featuring the rectangular LED headlamp flanked by a tall windscreen gives it a unique look. This prototype shows off functional looking handguards and mirrors. Featuring a gigantic exhaust can, the emissions will be tight to meet global regulations.
Meeting adventure touring demands, there is a shaped, substantial bash-plate under the engine as well as protective tubing as seen on BMW GS series. Pan America offers a huge gas tank so you don’t have to halt your adventure to refuel often. Harley-Davidson may have found a way to make ground clearance and suspension travel sit with a reasonable seat height.
Tank size, suspension travel, seat height, pricing and accessories are all important factors and H-D may stay competitive on these specs while offering the biggest engine in the adventure market segment. Predictions suggest a starting price of $19,000 for Pan America in USA.
The 60-degree angle provide space for dual downdraft throttle bodies. H-D is partnering with Brembo brakes and Michelin tires for Pan America. Just for Pan America and Bronx streetfighter, Brembo created a new radial Monoblock four-piston caliper. Michelin too developed co-branded tires for these two new models.
The EICMA only gave us a glimpse into the bold new venture of American icon brand Harley-Davidson. The full declaration of features and specs are yet to be seen in 2020. While some analysts may say it is good wisdom by Harley-Davidson to venture outside its comfort zone, many die-hard loyalists see LiveWire and Pan America as betrayal of tradition and value. Meanwhile after the launch of LiveWire all-electric motorcycle, H-D is aspiring to conquer new terrains in touring motorcycle market with its quiet development of their first adventure bike.
Whether the drastically different look is loved or hated, it is definitely talked about in motorcycling circles. Curiosity exists on the curb weight of Pan America. How heavy would it be? But considering the drastic difference from H-D’s mainstay models, Pan America will probably be lighter and compare well with BMW GS. Although this off-beat looking adventure tourer is presently in prototype stage, it does provide a lot of information on what may be expected from this upcoming model.
The Pan America will face competition from the well-established motorcycles such as BMW R 1250 GS, Triumph Tiger 1200 and Ducati Multistrada 1260 Enduro. Harley-Davidson Bronx will go up against the likes of the Yamaha MT-01, Kawasaki Z900 and Ducati Scrambler 1100. Keep an eye out on Bikernet.com for more news, reviews and road tests when the Pan America is made available for all H-D community in 2020.
YEAR-END LEGISLATIVE REPORT from the MRF
By Bandit |
Consumer Protection and Fuel Transparency Act – H.R. 1024
In February, Congressman Scott Austin of Georgia introduced H.R. 1024. This legislation seeks an educational campaign about E-15 and new labeling at fuel pumps
warning consumers to check their owner’s manual when using E-15 fuel.
This simple educational campaign and warning label will alert consumers that further education on their part may be needed. By encouraging consumers to check
their owner’s manual, consumers will have the necessary knowledge to make informed decisions about the fuel they put in their engines.
This is another example of the MRF working with likeminded groups, with common
interests to impact legislation. As you can imagine, motorcycles are not the only
engines affected by ethanol. The MRF has been in contact with the Marine Retailers Association, National Marine Manufacturers Association, Specialty Equipment
Market Association, Briggs & Stratton, American Sportfishing Association, Boat
US, Outdoor Power Equipment Institute, American Highway Users Alliance and the
snowmobile industry in hopes of raising awareness about the impact of ethanol on
engines.
This legislation currently has bipartisan 19 cosponsors.
In March, Congressman Tim Walberg of Michigan introduced H. Res. 255, the motorcyclist profiling resolution in the House of Representatives. This resolution is
identical to the Senate version lead by Senator Ron Johnson of Wisconsin that
passed in December 2018.
In an attempt to shine a light on the issue and earn passage in the House of Representatives, the MRF has committed to driving cosponsors to the resolution. The
MRF DC team, in coordination with SMRO’s and individual MRF members, have undertaken a wide-reaching education campaign aimed at lawmakers and their staffs.
This “full-court press” has resulted in over 120 bipartisan Members of Congress
joining the resolution in just eight months. These members represent 42 different
states and American Samoa. The previous two previous versions of this resolution
from 114th and 115th Congress had 18 and 37 cosponsors, respectively.
We hope that this dramatic growth in cosponsors over the last four years will
demonstrate to Congressional leadership that motorcyclists and their elected officials are serious about the issue of profiling and passage of H. Res 255 should be a
priority in 2020.
Definition of a Motorcycle
In April, Members of the House Motorcycle Caucus lead by Congressman Michael
Buress of Texas sent a bipartisan letter to the National Highway Traffic Safety Administration (NHTSA) asking for a review of the current definition of a motorcycle.
As many of you know, the current definition of a motorcycle (listed below) is over
40 years old and extremely broad.
Motorcycle means a motor vehicle with motive power having a seat or saddle for
the use of the rider and designed to travel on not more than three wheels in contact with the ground.
The current definition means that so-called “autocycles” are technically motorcycles under the current federal law. This has created a patchwork set of laws surrounding motorcycles and autocycles at the state level. We thank the 7 Congressmen who signed the letter seeking information on the topic from NHTSA and will
In August, the MRF was invited by Senate and House staff to discuss potential autonomous vehicle (AV) legislation. In cooperation with the American Motorcyclists
Association and Harley-Davidson, the MRF submitted a written proposal listing the
priorities for motorcyclists in any autonomous vehicle legislation.
In the previous Congress, only the Senate version of this legislation specifically named motorcyclists as roadway users that AV manufacturers needed to account for specifically.
While no bill has yet been made public, the Senate Commerce Committee held
hearing late in the year on the topic of AV technology. The MRF was encouraged
that three Senators two during the hearing and one in written form asked officials
at the National Transportation Safety Board (NTSB) and the National Highway Traffic Safety Administration (NHTSA) about AV policy and the need to ensure motorcycles are considered in both legislation and the rulemaking process.
In October, Senators Richard Burr of North Carolina and Joe Manchin of West Virginia along with bipartisan cosponsors introduced S. 2602, Recognizing the Protection of Motorsports Act of 2019 (RPM Act).
This bill would exclude vehicles to be used solely for competition from certain provisions of the Clean Air Act, and for other purposes. As you may remember, the
Motorcycle Riders Foundation along with a dozen other organizations teamed up
with the Specialty Equipment Manufacturers Association (SEMA) during the 115th
Congress in promoting the passage of this legislation which would exempt
you from the provisions of the Clean Air Act which makes it illegal for you to turn a
street-legal vehicle or motorcycle into performance race vehicle.
The legislation took some time to be introduced during this Congress due to some changes to the previous version of the bill. One of those changes would ensure
this legislation would be in effect immediately after passage and would protect the
racers, consumers and aftermarket industry for using or producing, selling, and/
or distributing emissions-related race parts for use on vehicles used exclusively for
competition while the EPA writes regulations.
In the waning legislative days of 2019, the U.S. House of Representatives followed
their colleagues and introduced the companion bill H.R. 5434. This legislation is
led by Representatives Patrick McHenry (R-NC) and Raul Ruiz (D-CA) along with
six other original cosponsors. Currently, the Senate bill has 28 bipartisan cosponsors and the House bill has 11 bipartisan cosponsors.
In November, Congressman Mike Gallagher of Wisconsin introduced the Motorcyclist Advisory Council Reauthorization Act.
The Motorcycle Advisory Council (MAC) was first established by Congress in 2005
and reauthorized in 2015.
The MAC is responsible for providing advice and recommendations concerning infrastructure issues elated to motorcyclist safety, including barrier design, road design, construction, maintenance practices, and the architecture and implementation of intelligent transportation system technologies.
In cooperation with Harley-Davidson, the American Motorcyclists Association and
ABATE of Wisconsin, the MRF helped advocate for common-sense changes to the
MAC which will help ensure that motorcyclists have a seat at the table when issues impacted them are discussed at and recommended to policymakers. Below are
three critical changes this legislation would implement.
1.Reauthorizing the MAC for 6 years. This ensures that the MAC has an established timeline for its work.
2. Requiring that the MAC submit a biennial recommendations report. At a
minimum, 3 reports on motorcycle policy will now be required to be submitted to the Department of Transportation and Congress for review.
3. Clarifying the Membership of the MAC. This bill sets aside specific seats
on the 12-member board for motorcycle riders and advocates. For example,
1 seat is reserved for each of the following, a national motorcyclist foundation, a national motorcyclist association, and a national motorcycle manufacturing association.
In 2020, the MRF will continue to educate lawmakers on the topic of the MAC and
look for an opportunity for this legislation to pass on its own or be incorporated in
a more extensive transportation initiative.
Bikers Inside the Beltway
The 11th Annual Bikers Inside the Beltway commenced on May 21st at 6:45 am as
over 150 bikers began the journey from our hotel in Virginia to the footsteps of the
U.S. Capitol.
Riders met with Congressional offices to discuss issues like motorcycle profiling,
autonomous vehicle technology, the definition of a motorcycle and consumer education surrounding ethanol.
It goes without saying that when 150 plus bikers start roaming the halls of Congress, people take notice. In fact, we were so visible that a Congressman started up a conversation with a few riders in an elevator and the next day signed on to our profiling resolution!
At a ceremony in front of the U.S. Capitol with riders in attendance, Kirk “Hardtail”
Willard presented Congressman Michael Burgess of Texas with his Legislator of
the Year vest. Congressman Burgess spoke about the formation of the House Motorcycle Caucus and his efforts over the last decade to fight for the rights of motorcyclists.
Congressman Burgess was joined at the podium by Congressmen Tim
Walberg of Michigan and Congressman Troy Balderson of Ohio. All three Congressman are riders, members of the House Motorcycle Caucus and passionate about
protecting riders on and off the road.
Additionally, Senator John Thune of South Dakota was presented with his legislator
of the year vest in a ceremony in his office.
Senator Thune was honored because of his hard work to protect motorcyclists regarding autonomous vehicle legislation.
As summer turned to fall, hundreds of bikers gathered in Minnesota for the 35th
Annual Meeting of the Minds in Bloomington, MN. As anyone that has attended a
Meeting of the Minds, the event is one-part social event, one-part pep talk and
one-part a forum for the sharing of ideas. On all three accounts, the event in Minnesota was a resounding success.
The 30 plus SMROs represented shared ideas and strategies on what they are
working on in individual states and helped create the framework for the MRF and
its priorities for the coming year. The MRF thanks our hosts in Minnesota and all
the volunteers and attendees who took time out of their busy lives to focus on motorcyclist rights.
We look forward to the next fall in Indiana and expect our friends in the Hoosier
state to deliver a fantastic event! MOTM 2020 will be held on September 24-26th
in Indianapolis, IN.
State and Regional Events
This year the MRF DC team attended numerous regional and state level motorcycle events to educate members about the MRF and out priorities.
In March, we headed to Omaha, Nebraska for Heartland STEAM the gathering of
SMROs from Illinois, Iowa, Minnesota, Nebraska, South Dakota, North Dakota, and
Wisconsin. In October, the MRF attended the Mid-South Mile in Shreveport, Louisiana which included motorcycle leaders from Arkansas, Kansas. Louisiana, Missouri,
Oklahoma and Texas.
Additionally, throughout the year, MRF representatives attended state-level meetings in Illinois, Kentucky, Michigan, Ohio, Pennsylvania, Virginia and Wisconsin to discuss our federal priorities.
6,182 – The number of letters sent by MRF Members to Congress during our “Call
to Actions”
253 – The number of Senate and House offices Tiffany and Rocky DC personally
visited throughout the year to discuss motorcycle issues.
166 – The number of meetings MRF Members did in one day during Bikers Inside
the Beltway!
27 – Representatives that are members of the House Motorcycle Caucus
8 – Senators that are members of the Senate Motorcycle Caucus
3 – The Number of fundraisers the MRF PAC authorized the DC team to attend with
motorcycle legislative champions (Sen. Johnson, Rep. Walberg, Rep. Burgess).
Bill’s Bikes
By Bandit |
Here’s some of the bikes I’ve had since the late ‘70s. There were several more, but they were just something to roll over and make a few bucks. I am currently buying a ‘98 1200 Sportster slightly wrecked for $1000. I’ll send pictures of what I am doing to it to make money to build my rigid project. When I move it, I’m buying a ‘34 Ford hot rod. If my health holds up.
Wow Deadwood. My old friend Dave Ruth lived there. I was there hanging with him at s
Sturgis 2010. He passed away in 2012, but his son is still there working at the casino. His name is Dave also. They have a ‘76 electraglide with a 96-inch S&S motor.
It’s great in the summer if you can stay in SoCal in the winter. Some 20 below ain’t fun. Been riding my new/old Dyna. It’s almost perfect, but I lost the right hand lid off the old style saddlebags yesterday. It got ran over and crushed. They are from VTwin.
Guess I’m going to break down and buy a good set from BB reproductions. Check out our shop on Facebook it is linked to mine, Independent Cycle in Nashville. He has some of my old bikes down there.
I put bagger air shocks on the Dyna. Because of the different leverage they ride like a caddy with about 80psi in them and lowered it about 2 inches. Lots of those available because people are always putting something else in their baggers.
Check out some of my old iron:
Aunt Betty’s ’70 Electra-Glide
‘76 and ‘79. I owned the ‘76 earlier then sold it to my friend Ross Collins. And traded a ‘47 Indian for the ‘79. I regretted that almost immediately.
I stretched and lowered this for Donna. We didn’t keep it long. Money was always the problem.
Donna on the ‘76 Electra-Glide in ‘82
Only picture I could find of the Indian. Summer of ‘83 I think. The gal is Donna my ex-wife, before I married her. The little girl is her daughter I had lots of problems with. Donna passed away in April 2019. It was pretty hard even though we had been divorced for 17 years.
Bought this new in ‘85 in Reno. Wrecked it on the toy run in December ‘85.
Same FXR after the wreck. They said I couldn’t put a wide glide on it
I bought this from a junkyard in Parumph, Nevada around 1994. Gave $300 for it. Got it running and sold it for $1100 with a bill of sale.
Just before I sold it in 1995 for the second time. It is still running in Austin Texas.
‘51 Panhead. Sumer 2001
–Bill May
Mimi and Moto Ride the Alphabet
By Bandit |
Publisher: Little Rider Enterprises
ISBN: 978-0-578-46748-1
We all have one or two, or maybe a handful; whether it be your kids, grand-kids, or the ones your friends bring over. It is great and important that we share our love of life, our passions, and our desire to read and share adventures with these young ones. Putting together this book, Nancy and Mark gave us a great way to share our passion for motorcycles and the joy they bring our lives with these kids. You gotta start somewhere and where better than with the alphabet and how each letter is tied to your adventures.
I sat down with my nine year old grandson and said, “today you get to read a book to me”. A little more explanation of what I was after and he was on board. When you get to help grandpa with his work and enjoy some time, he thought it was a good idea. Of course, nine year old’s know everything and have some strong opinions but we had a great time. The book was just a bit young for his liking but he thought it would be fun to read it to his 3 year old cousin. Instilling the desire to share with others is a great way to convince the young ones of the power of reading.
As we read the book it became evident the thought and skill that Nancy and Mark put into book. Not only the story which kept me and my grandson going, but the artwork put into the book added so much to the adventure. Hidden and not if the artwork were many little things that were tied to the alphabet and fun to find. Soon my grandson made as much of a game of finding items associated with the alphabet letter of the page as he did reading the story.
Now just like anything you do with a nine year old it was not all fun. He did complain about the little tag line that was repeated at the end of each pair of pages. He thought it was a little immature for him. Funny thing is, by the end of the book he was reading the tag line and enjoying everything.
So if you have little ones around or expect them I highly recommend picking up a copy of Mimi and Moto to have around for some fun times. Check out the other books in the collection as I am sure they will help you tell the story of motorcycling and the enjoyment you get from your passion.
Building the H-D Juneau Plant
By Bandit |
We’ve all heard the stories of how Harley-Davidson began life in 1903 in a Milwaukee woodshed on the site of what is now the headquarters of Miller Brewing Company. But with motorcycle production set to jump from around 1000 units in 1909 to nearly 30,000 by 1920, the Motor Company’s industrial digs had to change, and in a big way.
That ‘big way’ ended up being the legendary Juneau Avenue headquarters, which stands proudly today as a testament to Harley’s history and industrial fortitude over the last 117 years. Actual motorcycle production ceased at the site back in 1973, but the Juneau Ave. headquarters remains the nerve center of the company to this day.
A recently discovered cache of photographs and architectural drawings – including plans for the original Juneau Ave. facility – are part of a gotta-see exhibit called ‘Building a Milwaukee Icon’ that opened earlier this month at the Harley-Davison Museum. Since getting there might present a bit of a challenge to most of you, we wanted to share a few of the fascinating photos from the exhibit to give you a feel for what was happening on the ground 110 years ago at the corner of Juneau Ave. and 37th Street. Enjoy!
A walk through the Harley-Davidson Museum is a walk through the history of America. With an unrivaled collection of Harley-Davidson motorcycles and memorabilia, a 20-acre, park-like campus, and a calendar full of activities, the H-D Museum is one of Milwaukee’s top tourist destinations for visitors from around the globe. A visit to the H-D Museum is an experience that will stay with you for a lifetime. Make your plans to visit the Harley-Davidson Museum at H-DMuseum.com.
