Okay, so the classic 19-inch spoked wheel rolled in from Black Bike Wheels, in Van Nuys. They have grown to build spoked wheels for every make and model in virtually every size. Too cool. If you need a spoked wheel give them a call and speak to Elliot or Eric. Tell them Bikernet sent you.



The wheel, with a tough used and stained aluminum racing rim, unpolished stainless-steel spokes and a blacked cast aluminum Black Bike hub painted and scratched by me looked perfect. It was shipped, carefully packaged with the machined center spacer, Timken bearings and new seals wrapped securely and separately.



At first, I thought I would haul it to the local bike tire repair shop on Western, in Harbor City. It’s a cool little gas station turned motorcycle tire repair shop. It’s a classic and they will replace and balance any motorcycle wheel on the planet. Unfortunately, I didn’t feel like fighting traffic and I had a couple of other things going.



I crawled up onto our clean room, where I stash wheels and tires and dug around for 19-inch tires. I had two. One was a classic Avon Speed Master 3.00. The other was another Avon Tyre 100/90/19, a Venom. The rim was tough to measure the width, but it seemed to be 3 inches wide or slightly less.



Frankie was headed over, so I asked him to hit Cycle Gear for an innertube. As it turned out they had more than one size, so I went for the 3-inch job. I hadn’t mounted a tire in years but decided to go for it. I had several tire spoons and soapy water. The tube was called double tough and it was.


I took a large glass jar and pumped some dish detergent into it and water. I used the skull-faced pan brush to scrub the inside of the rim. I backed up the cleaning effort with a scotch-brite sponge. The used rim contained rubber residue, which needed to be removed. I scrubbed for awhile.



I slipped a couple of 2 by 6 boards under the rim, so as not to ding the hub or rim. I checked the rotation of the tire and the position of the rotor and popped the heavy bead of the tire over the edge of the rim. This was the easy part. Then I carefully worked the tube into the tire and against the wall already positioned over the rim.



The ultra-thick tube made the job tough, as if there wasn’t the space, I needed to feel the tube within the tire. I did my best to push the rim against the inside of the opposing wall of the tire.



The stem was interesting, and I made a special hook to help guide it through the rim stem hole. Also, a tricky maneuver.



I slathered the tire and the rim bead with soapy water and started to work the bead over the edge of the heavy rim with tire spoons. I had four. I tried to use the smoothest one and be careful not to pinch the tube.



Nervous but determined, it was a fight, but the tire bead finally popped over the edge of the rim. I added some air to the tube, but not a lot. I soaped the rim some more and bounced the tire around the shop and then added more air. It worked, amazing.



I put about 50 pounds of air pressure in the wheel and the Avon Tyre didn’t have a problem seating in its rim position.



Next, I greased the bearings and installed them on one side of the wheel and used a large socket and a rubber hammer to install the seal. The socket just barely fit into the hub, so it grabbed the OD of the seal and didn’t damage the seal mechanism. I tapped it into place and turned the wheel over.



I installed the carefully machined, by the Black Bike team, center spacer and the other heavily greased Timken bearing and seal. Then I turned the Black Bike Wheel over again and installed the rotor with the speedo drive spacer. I used 5/16 allens ¾ inch long. Ultimately, they were going to hit the caliper bracket, so I replaced them with domed stainless Allens and thin lock washers for more clearance. Damn, I still need to tighten them with blue Loctite.



Then I started to mess with the group of Paughco spacers I had. I put together the right grouping for the brake side on the right. This put both disc brakes on the same side of the bike. I liked that and that’s what Steve, from Paughco recommended.



With the caliper bracket race greased and in place on a special Paughco wheel spacer, I carefully measured for the tire to be centered in the frontend. This was a trick to determine the center of the tire and then the center of the front end and determine how much I needed to be machine off the spacer.





As it turned out it was about ¼ of an inch off caliper bracket spacer. I machined the spacer and tapered the spacer on the other side to allow it to fit properly in the seal. I put it together and dug around the shop for enough parts to make a brake system work. I found a front brake caliper for a Softail springer and Paughco sent me a right-side bracket, which I dunked in bleach to give it that patina look.






I sorta figured out how all the pieces fit together, and I had an 11.5-inch rotor. I also had a stock master-cylinder, which almost matched the stock (another year) clutch cable perch on the other side. Then I needed a brake line the right length and with Banjo fittings on each end. Amazing, I had one that reached with some slight modifications.



In this case, I just filled the reservoir with DOT 5 and started to pump slowly and watch for bubbles. Before I knew it, the damn thing was bled and we’re ready for a test ride. Hang on!

–Bandit






Funky Panhead Sources:

S&S


Biker’s Choice


STD
www.STDdevelopment.com

JIMS Machine


Lowbrow


Mallory
www.summitracing.com

Accurate Engineering
www.accurate-engineering.com

Bennett’s Performance


Paughco


Departure Bike Works
www.departurebike.com

Spectro Oils
Chopper Dave
www.chopperdaves.com

Black Bike Wheels
www.blackbikewheels.com

 In September of 2018 my son Dale traded in his 2008 Harley Ultra Classic and got a 2019 Harley Street Glide, while putting on break-in miles, a car made an illegal left turn and hit him. The motorcycle was totaled and Dale lost his left foot.

Seven Operations and a year later he got a prosthetic foot. He is currently adjusting to using it.

 With the money from the motorcycle insurance company he went to Space Coast Harley-Davidson in Palm Bay, Florida, who had a leftover 2019 Street Glide and gave him a deal he could not refuse.

Two issues that needed to be addressed before he was ready to ride. The shifter and operation of the kickstand needed modifications. I got to ride it to my house and put it on the lift.

It did not take me long to decide that the Electric Speed Shifter made by PINGEL Enterprises was the way to go. I have been using their products since the late ’60s and have always been happy with them.

It is named speed-shifter, and all the people I talked to spoke very highly of it. We weren’t interested in the performance aspect, but just shifting. Hey, the bike is new and needs break-in miles, before speed comes into play.

I should note, that when ordering, pay attention to if the motorcycle has heated grips or not as the handlebar control is a different size for each.

When the kit arrived, I was pleased with the quality of everything.

Next, I did what I consider is a very important part of the job and that was to read the instructions and I suggest you do too.

Part of the instructions say all the components have been tested prior to shipping but it is suggested that the installer (that would be me) bench test the unit. I followed the instructions and did so. Now if there was an issue after I installed it, I would know I did something wrong and it was not a defective part.

Installing The Dual Button Handlebar Controller

I removed the main fuse, the negative battery connection and the fairing because I was also installing other things that required that. On this motorcycle to just install the dual button handlebar control the fairing would normally not be removed.

The controller mounts to the handlebar grip as close to the switch housing as possible. There are very detailed instructions on how to install this, and I recommend following instructions. I did opt to vary them slightly.

There is a part of the grip that holds it in the housing so it will not rotate and part of it needed to be removed for the wire to go through.

I did cut the grip so that the wire would fit But I also bolted the handlebar switch housings together and at the bottom used a file to relieve them to accept the wire, I ran the wires through the switch and the housing making sure I could slide it when everything was tightened. I finished reinstalling the switch and clutch bracket, ran the wire down the handlebar with the one already there and out the bottom of the fairing.

I had already removed the fuel tank so that I had access to the wire tray, again because of doing other work so I opened it and ran the wires inside it. The wires can be run under the tank without doing this if you are careful and use the supplied wire ties. Excess wires can be coiled and hid under the seat.

 INSTALLATION OF SHIFT LINKAGE

Remove stock shift rod from the stock shift arm lever. Remove the stock ball joint from the end of the shift rod and replace it with the supplied 5/16 rod end and jam nut.

Since this was a new motorcycle there was no wear in any of the shifting parts. If installing on a motorcycle with miles on it follow the instructions pertaining to end play and tightness.

Attach the Pingel shift arm lever on to the shift arm by using the 5/16-24-1 ½ button head cap screw through the 5/16 rod end you just installed on the intermediate shift rod, through the hole of the Pingel shift arm lever and through the stock shift lever. Use the washer and nut and tighten just enough to hold in place. Tighten the #10-32×3/16 set screw with 7-32 Allen wrench. Now tighten the 5/16 nut

 

INSTALLATION OF ELECTRIC SHIFT CYLINDER

 

Install the electric shift cylinder onto the shift cylinder support bracket using the Pingel® clamp and (2) ¼-20 x ¾” socket head cap screws. Mount the cylinder in the clamp. Just snug the bolts for now, as adjustment will be needed later. Remove the two top center bolts on the primary cover. While making sure the rod end on the shift cylinder is pointing forward, install the electric shift cylinder support bracket to the primary cover by inserting the ¼-20 x 2” stainless socket head cap screws (apply thread locker) through the stainless washers, through the bracket and into the holes. To adjust the shift cylinder shaft and rod end for no side bind you must retract the rod end and shaft all the way into the shift cylinder and hold in place. Now move the shift peg so the Pingel shift lever bracket rod end hole lines up with the hole in the rod end. Making sure the flat of the rod end is parallel with the flat on the Pingel shift lever bracket without putting left or right pressure (as viewed from above) on the rod end, gauge the gap between the two to determine the correct amount of washer(s) and/or spacer provided. Once this is established apply thread locker to the ¼-20 x 1 bhscs and install it through the rod end of the shift cylinder, the ¼” washer(s) and/or spacer and into the Pingel shift lever bracket on the shift lever. This step is important because if there is any bind in the linkage system the shifter will not work correctly. Before adjusting the shift cylinder front to back make sure the motorcycle transmission is in neutral. While holding onto the electric shift cylinder housing, loosen the two screws on the clamp.

Now find the groove in the center of the length of the travel of the cylinder shaft. Adjust the cylinder housing front or back so the mark on the shaft is right at the plastic bushing located on the end of the cylinder housing.

 With the shift cylinder in the correct position, tighten the two bolts of the Pingel® clamp. Route the electric cable from the electric shift cylinder back to the control module. I installed a clamp that I could route the wire through before continuing to the battery area.

Pay Attention To The Instructions On Connecting Wires To Modules And Then To Wires On The Motorcycle.

There are two modules and they are mounted under the seat using supplied Velcro pads. The Control Module is used for the shifting and the Electronic Engine Kill Module interrupts the ignition when shifting which allows the rider to shift clutchless

Testing The Kill Module

Make sure the electric shift cylinder wire is disconnected from the module. Take note of the positions of the dipswitches on the electronic kill module. Turn all of them to the off position. Pull in the clutch and hold it in until the end of the test. Make sure motorcycle is in neutral and start the engine. Arm the system by depressing one of the buttons for 5 seconds, this will arm the system. Rev the engine to 1500-2000 rpm and hold it there. Press either button and watch for a 150-200 drop in rpm.

The system performed letting me know that all the wires were connected correctly. The engine was shut off and the shift cylinder wire was installed to the module. The dipswitches on the kill module were then returned to the position they were in before the test.

Using a motorcycle frame lifting jack the motorcycle rear wheel was raised so it no longer was on the lift table. The motorcycle was started, the system charged and went through the gears using the buttons. Everything worked.

The motorcycle was removed from the lift and I rode it on the street for a final test.

Then it was Dale’s turn. He had not ridden in over a year. Down the road he went and when he returned, he had a smile on his face. Thank You Pingel for helping get my son back on the road and I am sure many other people who are having issues shifting their motorcycle.

The motorcycle was put back on the lift and let it cool off and blue thread lock was put on the cylinder clamp bolts, they were removed one at a time to make sure we did not lose our cylinder adjustment.

We waited a day and then went on an 80-mile ride together. Getting use to the shifting, stopping and going Dale did well and I am confident he will continue to do so.

Some options I liked is that you can still use the clutch to shift if you like and not hurt anything.

In the interest of safety this is the recommended starting procedure: To arm the electric shifter, make sure the motorcycle is in neutral and pull in the clutch lever, then start the engine. With the clutch lever pulled in push either button on the handlebar control and hold it for five seconds; now release the clutch lever slowly (in case the motorcycle is accidentally in gear). The system is now turned on and will shift when either button is pressed. When the key is turned off, the power to the control module is disengaged so this procedure must be performed every time the motorcycle is turned back on. Pull in clutch and check shifter movement by pushing either button on the handlebar control. It will only be necessary to use the clutch when starting, stopping and finding neutral. Upshifting and downshifting will not require the use of the clutch. The operator can use the clutch manually without harm to any components, especially during downshifting to avoid “chirping” the rear tire.

You can find out more about this and other great products by Pingel by going to www.pingelonline.com

 

 

I haven’t been to Wildwood since I was 7 or 8 years old. My memories include lots of jellyfish in the water, and having to walk “forever” just to get to the water – not quite like our usual beaches in Seaside or Ship Bottom. Since I’m sidelined for a few months with “medically induced motorcycle emptiness”, I decided to head back to NJ for a quick turn and burn. Stopped in to see Nick and Veronica at Nick’s Custom Cycles in Williamstown trying to track down brackets for the hack. Their place is like a motorcycle museum and Nick, “the curator “–knows every inch and every part in that place.” Definitely worth a drop in: 

https://nickscustomcycles.com

 

After tracking down a lead with Colony for parts, we headed south for a night of the Troglodytes and a day at the races. All things T.R.O.G.

 

Being raised in south Jersey – racing was always around – I spent many hours at Atco, on Front Street, and headed up to Englishtown for the more “formal”drags. Don’t remember beach racing in the old days – just a lot of summers spent partyin’ on the beach. That’s what we did “down the shore”.  Fast forward to 2012. A few friends, a love of all things old -two, three, and four wheels, add in some car clubs and you now have “The Race of Gentlemen”. 

According to the official T.R.O.G. website: the race revives a tradition of an old beach race that was held in Cape May in 1905. The initial T.R.O.G. (The Race of Gentlemen) was held in Asbury Park in 2012. It was moved to Wildwood because of the “flatter,wider beaches”-all the better for racing! Don’t forget the boardwalk with its games, rides and attractions to complete the scene! Oh yeah, and now there are some racing ladies as well!

Motorcycles entered must be pre-1947, and cars must be pre-1936. Vintage rules. 

The setting for the thousands that attended the two days of racing during this early October event was 1/8^th of a mile side-by-side drag “sand” strip set up on the beach with the Atlantic Ocean as a backdrop.

 

Car clubs, MCs, locals and tourists-some even from across the Pond-spent hours watching the life breathed back into the aged iron. 

The event started Wednesday October 2, 2019 with a Beach Party from 6pm–12pm at PigDog, a local boardwalk bar.  Thursday, October 3^rd brought a T.R.O.G swap meet, T.R.O.G car show and a party on the Bay.

On Friday, October 4^th, the swap meet and car show continued. But at the Binns Motel after sundown, the Night of the Troglodytes began. 

Best thing about this show was so many of the younger generation that were there taking part. Looks like the tradition is going to be carried on! 

 

The Nott Chopper Show was encased in 6-foot chain link fencing along with Warsteiner Beers, bikes and great music throughout the night!  

Saturday, day 1 of Race Day, began at 8am on the beach behind Morey’s Pier – off Schellenger Avenue. 

Tickets could be purchased previously online – or day of the event. Both lines were extremely long on Saturday; even with weather in the 50s, the turnout was massive.  

(HINT: if you go next year – get your wristbands Friday and you won’t have to wait in a long line).  

The pathway to enter the race on the beach was lined by the Customs by the Sea Car Show and The Nott Chopper Show. More vintage on wheels. The night was capped off by a bonfire on the beach!

Sunday, race day 2, was bracket racing starting at 8am with beautiful weather in the 70s all day – nothing like the freezing weather the day before (spoken with Florida blood in my veins). 

 

The day wound up around 2:30pm with a presentation of the winner’s banners, beer sprays, and post celebration party at the Starlux later that night. 

 Winners:

Rail Class: Harry Carlson (Crazy Uncle Harry) #7

4 Banger: Patrick  Cronin   #1

V8: Jeremy Baye

Big Twin Bike: Nick Hunter

45 Bike: Trevor Stegall

Racers:

Robert Angell              #235

Philippe Aube              #5

Mike Barillaro             #555

Jim Barillaro                #788

Brian Bass                   #199

Chris Beckwith            #88

Richard Bourbonnais   #312

Steve Brown                #458

Greg Campetella         #75

Harry Carlson              #7

Dave Carter                 #223

Jerry Chinn                  #69

Paul Clarkson              #41

Joe Conforth                #88a

Mark Conforth            #88c

Ron Cooper                 #10

Patrick Cronin             #1

Maggie Cryan             #128

Ken Dennison III          #49

Trevor DeWitt             #101

Alma Dhuyvetter         #88b

Brooke Dolan              #12

Daniel Dolan               #86

Jon Duggan                 #78

Sean Durgin                #333

Bryan Edmiston           #118

Robby Egbert              #469

Alejandro Elicerio       #21

Monceaux Fabrice      #254

Ron Fisher                   #22

Peter Fontana             #170

Tom Freund                 #72

Andrew Garban          #575

Jesse Giuliano             #831

Michael Goni               #38

Ted Haarke                 #188

Jason Haas                  #241

Garrett Jedicki             #66

Doug Kenny                 #531

Paul Kisarewich           #15X

Phil Knudsen                #9

Paul Kramer                #318

Howard Kramer          #510

Michael Kuczynski       #29

Jerry Laboranti            #124

Benny Leach                #46

Taylor Leitzell              #142

Richard Leonard          #138

Steven Lux                   #141

Lisa Marchione           #28

Shawn Mazur              #27

James McGinnis          #4

Jim Mundell                #578

Robert Nieves             #111

Ryan O’dell                 #2B

Caroline O’neil            #23

Frank Pellegrini           #422

Ranieri Rezzonico        #8

Butch Rosales              #617

Andrew Rosen             #3

Gene Schwandtner      #87

Mike Scaplo                 #56D

Chris Schwandtner      #87

Scott Sheehan             #21X

Albert Springer           #T99

Red Stauffer                #2

Jame Stormes              #13

Charlee Swanson         #104

Tony Tierney Rendon #666

Jeffrey Walker             #54

Shawn Whalen            #74

Steve White                 #91

Matt Wiertel               #27A

Josh Wilczynski           #16

William Wright           #97

John Young                  #31

Ryan Zinck                   #73

Cliff Zubrycki               #59

 

 

Link to the T.R.O.G.

https://www.theraceofgentlemen.com

 

Guess there is still something good left in Jersey after all!!!

 

T.R.O.G. 2020

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)

RPM ACT REINTRODUCED IN THE U.S. SENATE
The “Recognizing the Protection of Motorsports (RPM) Act”, S. 2602, was reintroduced in the 116th Congress on October 18, 2019 by Senators Richard Burr (R-NC) and Joe Manchin (D-WV) along with 24 original cosponsors. The bipartisan bill clarifies that it is legal under federal law to modify the emissions system of a motor vehicle that is converted for race-use-only, and protects Americans’ right to convert street cars and motorcycles for motorsports competition.

“The RPM Act confirms that transforming motor vehicles into race cars used exclusively for competition does not violate the Clean Air Act,” according to the Specialty Equipment Manufacturers Association (SEMA), adding; “This American tradition was unquestioned for nearly 50 years until 2015 when the EPA took the position that converted street vehicles that compete on the track must remain emissions-compliant, even though they are not driven on public streets or highways.”

The EPA also maintains that the equipment used to transform a street vehicle into a race car is prohibited and is to be addressed in the bill.

“American racing runs on traditions,” said Senator Burr. “For more than 50 years, motorsports enthusiasts have purchased cars and modified them to race, off of public roads. However, this tradition was threatened when the Obama EPA attempted to make these modifications illegal. This legislation upholds Congress’ intent of the Clean Air Act and protects motorsports, for professionals and amateurs alike, for years to come.”

Motorsports competition involves tens of thousands of participants and vehicle owners each year, both amateur and professional. Retail sales of racing products make up a nearly $2 billion market annually. A majority of the estimated 1,300 race tracks operating across the U.S., including oval, road, dirt and off-road tracks, feature converted race vehicles that the EPA now considers to be illegal.

TARIFFS ON EUROPEAN MOTORCYCLES AVOIDED
This past summer, representatives from KTM, Indian Motorcycle and the Motorcycle Industry Council (MIC) testified before the Office of the United States Trade Representative (USTR) in Washington, D.C. to oppose the proposed tariffs of up to 100% on motorcycles, parts and accessories arriving from European Union countries. This would have had a devastating effect on motorcycle manufacturers – especially the OEMs from Italy (Ducati, Aprilia, Moto Guzzi), Austria (KTM), Germany (BMW) and the United Kingdom (Triumph), among others.

Fortunately for the motorcycle industry, on a global scale, these proposed tariffs have been averted, according to the MIC. “Had the tariffs been enacted, that would have meant extremely high prices for our American consumers of European motorcycles, parts, and accessories,” said Erik Pritchard, incoming MIC president and CEO. “Increased costs would have even discouraged motorcycle riders from performing routine but critical maintenance, such as brake pad and tire replacements, due to potential doubling on the price of parts.”

FEDERAL LEGISLATION WOULD LIMIT ETHANOL BLENDING IN U.S. FUEL SUPPLY
A bipartisan bill has been introduced in Congress that aims to prevent Renewable Fuel Standard (RFS) blending obligations from requiring ethanol to make up more than 9.7% of the total volume of gasoline projected to be sold or introduced into commerce in the U.S. for a given calendar year.

Introduced by U.S. Representatives Bill Flores (R-TX) and Peter Welch (D-VT) on May 7, H.R. 2540, titled the “Food and Fuel Consumer Protection Act of 2019,” would cap the ethanol mandate and stop the federal government from forcing E15 fuel into the market and ensure continued availability of E10 and ethanol-free gasoline (E0), which is safer to use in motorcycles and smaller-engined vehicles and gas powered equipment.

House Resolution 2540 has been referred to the House Committee on Energy and Commerce.

“GREEN ICE INITIATIVE” IN ILLINOIS PROMOTES GRASS-FREE STREETS
ABATE of Illinois and Sangamon County Sheriff Jack Campbell have joined together on the “Green Ice Initiative” to keep the streets safer by spreading the word about the dangers of grass clippings on roadways. Dumping grass clippings on the road, they said, not only clogs storm sewers, it presents real dangers to motorcyclists and bicyclists. It is also illegal.

Josh Witkowski, the state legislative coordinator for A.B.A.T.E. of Illinois, told KPVI Channel 6 News in Pocatello, IL that the problem is often worse in rural areas, where grass can reach 2 or 3 feet before someone cuts it. The clippings then blow onto the roadway, sometimes 2 inches deep, where it can remain a hazard to riders for days.

Witkowski said he was aware of at least two fatalities, one in Kentucky and one in Illinois, where grass on the road was a factor.

As with so many other safety issues, Witkowski said it will take both education and law enforcement to create change. Dumping is a violation of the state’s litter law.

FEDERAL DATA SHOWS “OUTDOOR RECREATION” IS POWERFUL ECONOMIC DRIVER
Motorcycling, ATV riding, and side-by-side driving are among the country’s three largest outdoor recreational activities, when ranked by economic output, says a new federal report.

According to newly-released data from the U.S. Bureau of Economic Analysis (BEA), the top three conventional outdoor activities generated $9.1 billion in economic output in 2017. Outdoor recreation accounts for 2.2% of U.S. GDP, creating $778 billion in gross output supporting 5.2 million jobs.

And, it’s a growth sector.

According to the BEA release, its Outdoor Recreation Satellite Account “shows that inflation-adjusted (real) GDP for the outdoor recreation economy grew by 3.9% in 2017, outpacing the 2.4% growth of the overall U.S. economy. Outdoor recreation is responsible for a larger share of GDP than many major industries, including chemical products manufacturing, farming and ranching, mining, and utilities.

The bureau defines “conventional” outdoor recreation as activities done for pleasure, such as camping, hiking, hunting, and fishing, and involving some physical effort.

The economic data on the national and, for the first time ever, state levels reinforce what the outdoor recreation industry has long believed: Outdoor recreation is a powerful driver of national and local economies and it is growing faster than the U.S. economy as a whole.

This is the second consecutive year that the Bureau of Economic Analysis (BEA), an agency of the U.S. Department of Commerce, has released formal, national-level data, a notable milestone for the industry now identified as a unique sector of the economy. “Having a rich set of both state and national data on outdoor recreation to draw upon will inform decision-making by businesses, policymakers, and managers of public lands and waters,” notes the Motorcycle Industry Council (MIC).

MOTORISTS URGED TO “SEE BIKE SAY BIKE”
The University of Nottingham in England has found that when car drivers audibly say the word “bike” when seeing one at an intersection could drastically reduce the chances of an accident.

One of the most common types of accidents for motorcyclists is a driver pulling out in front of them, traditionally referred to in the U.S. as “R-O-W”, or left-turn Right of Way violation. Previously, such incidents have been interpreted as failures to see the bikes, but a professor at the University of Nottingham thinks it has more to do with forgetting they were there at all.

Dr Peter Chapman has conducted research that he claims proves that car drivers see the bike on the road but that their brain ‘forgets’ it is there at all.

The study found that drivers were five times more likely to fail to act to an oncoming motorcycle than you would be if a car was positioned in the same place and at the same speed. Dr Chapman and his team have not completely got to the bottom of why a car driver does this, but they think the car driver’s brain becomes distracted between the time they see the bike and when they decide to pull out.

The theory is that speaking the word “bike” aloud when you see one approaching at a junction could help to strengthen the memory of seeing the motorcycle, helping to prevent the brain from overwriting it with what the driver wants for lunch or how late they are for that meeting.

It is hoped that drivers resorting to such nursery-rhyme type of memory games can help them become safer drivers – possibly avoiding the necessity of enacting harsher penalties for dangerous and careless driving.

AUSTRALIAN AUTHORITIES DEPLOY A.I. CAMERAS TO DETECT TEXTING DRIVERS
If you feel somebody’s watching you, it may not be paranoia. While modern mobile devices are the ultimate tools of convenience, when in the hands of drivers these handheld computers also contribute to increased accidents and fatalities on our roadways — particularly for motorcyclists who are more vulnerable. To help curb distracted behavior behind the wheel, Australia has deployed surveillance devices that peek inside the passenger compartment and sanction those driving under the influence of smartphones.

During the pilot phase of the Mobile Phone Detection Camera (MPDC) initiative, 8.5 million vehicles were checked from January 2019 to June 2019 in the Australian state of New South Wales. Though citations weren’t administered during the test period, 100,000 drivers were caught handling devices while operating their vehicles.

Once the pilot phase ends, violators will receive a $344 AUD fine (about $230 USD) and a 5 point penalty on their driving record. Drivers also have little clemency with the system as the MPDC can be fixed or mobile, works day and night, and operates in all weather conditions.

By the end of 2019, Australia will deploy 45 MPDCs with plans to expand the program through 2023.

HARLEY-DAVIDSON TO LAUNCH GROUP-GUIDED CRUISE CONTROL
Harley-Davidson has applied for a patent that will enable groups of riders to maintain a constant speed thanks to kinematics and radar-guided cruise control. This new type of adaptive cruise control is specifically aimed at Harley’s current target demographic; groups of riders.

Adaptive cruise control is nothing new in the world of four-wheeled transportation, but now a major motorcycle manufacturer has stepped in with a system that is claimed to allow a bike to lock on to another bike and keep a set separation distance or separation time from the target bike while offering the rider the chance to pick multiple bikes or cars within a lane to follow.

The Harley system incorporates a transceiver that can ping out the bike’s location to other vehicles on the road, so with a group of riders sharing the same piece of tarmac, and using the same H-D adaptive cruise control system, a group of bikes can track and monitor the location of each other in real-time for a safer and more controlled group riding experience.

WORLD RECORD HARLEY GATHERING
Paris Harley-Davidson, a dealership located in Paris, Texas, recently set a new Guinness World Record for the “Most Harley-Davidson Motorcycles in a Parade”.

The number to beat was 2,404, which was held by the Hellas Motorcycle Club in Greece since 2010, and on Oct. 5, 2019 the Paris H-D parade crushed that mark with 3,497 motorcycles. Harley enthusiasts from 48 states, Canada and Europe traveled to the event to take part in the historic gathering.

”WE DID IT! We brought it home to AMERICA,” posted motorcycling philanthropist Adam Sandoval, a participant known for riding to every Harley-Davidson dealership in the lower 48 states with his dog Scooter to raise money and awareness for our military and their families.

QUOTABLE QUOTE: “If they can get you asking the wrong questions, they don’t have to worry about the answers.”
~ Thomas Pynchon (b. 1937), American novelist

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).

 

For me and many others this is an event not to be missed. It’s obvious because of the large amount of people that show up.

 

The Bike Show has a lot of entrants in numerous classes, Best Knuckle, Best Panhead, Best – pick a class. You get the idea, plus plenty of real cool trophies for all the winners.

 A lot of interesting bikes and parts on them as you walked through the packed parking lot

This year was no different and even had a special Tribute to President Trump 

 

This motorcycle was very popular and had a lot of supporters as did Trump.

 

There are some shops, vendors, organizations and plenty of food and drink to be had but not to the point it takes away from the show or the party going on in the back yard.

 

The band was the Rockabilly Rockets and they got my attention as well as plenty of others.

 

Come 4:00 and the awards are handle by Roadside Marty, the MC who keeps the crowd fired up as well, wise cracking with class winners. Always a good part of this event.

 

 I should note that Willie does a lot of work along with his crew to make this a great time and to help raise money for veterans and the proceeds go to www.veteranssupportfund.org  and a No Kill Animal Shelter.

 

To find out more about Tropical Tattoo go to http://www.tropicaltattoo.com/

Plans are already in the works for Daytona Bike Week 2020 and you might want to start making plans to put this event on your to do list.

 

 

So, I received the Villain 2 Hero bags, this set is either for the next gen Dyna’s or possibly just a change? They bolted right up but were pretty close to the new Progressive shocks. I sent the vendor some images and he suggested drilling a second hole to raise them up some. I had noticed but of course I had already taken it out briefly, so my new shocks have marks on them now.

I actually like the original style better as it gave you a bit more room and I believe that lock setup would be a bit more secure? Not a big fan of having to drill on the new brackets and without a press, but came out okay, I guess. I like the product but unsure why the changes? However, they’ve were less cost wise and will do what I need them to do, so the savings went to other items.

Still needs a new seat, handlebars, LED taillight, but since I only have a total of 117 miles on her since September 30th time to put her into the daily 130-mile rotation

–RFR

Villain2hero was formed by hardcore riders who are committed to meet the increasing demands of Harley Davidson Dyna owners looking for quality and affordability. Now we are focused on providing 2 essential products needed for functionality and looks: a T-Sport/FXDXT Fairing for protection from wind and debris and
Dyna Defender/FXDP Saddlebags to safely store and protect your belongings.

v2h proudly supports our troops and veterans. Contact us directly for military discounts.

DYNA DEFENDER or FXDP SADDLEBAG SET: $719.00
(fiberglass, with powder-coated steel frames)

After two years of R&D, road-testing and manufacturing enhancements, we are very pleased to offer you the finest saddlebag set available. These will mount to any year Harley Dyna by utilizing a 3-point mounting frame. There is no need to buy the obsolete FXDXT rear fender with this set-up.

These will work with any shock configuration except piggy backs, and mount with or without passenger back rests. (See Turn Signal Relocation Kit.) If you have oem FXDX/FXDXT shocks, you will need either to reverse the shock bolts and use existing bolt cover as a spacer, and/or to rotate the upper and lower shock bolt housing. If this does not work, you can purchase HD part #:54557-90A, or just add spacers to existing hardware. Some bikes will require longer fender strut bolts and/or shock studs.

Yes, I saw this after market FXRP hard bags online, looks like they don’t have that back bracket which combines the two from behind the back fender.—Frank Ball Jr.

For me it feels like saying goodbye to an old friend. I have been reading this magazine since 1975 , the year I graduated high school, yeah a long time ago! Before I ever had a bike I was reading Easyriders.

I had it down to the day the new issue arrived at the local 7/11 store. As soon as I got out of work it was the first stop. If I remember right they cost $1.50!

  

I got the bike, along with about 3 other guys, and we rode. We would buy Easyriders and get together on a Friday or Saturday night and go over the magazine from cover to cover. This is what I was going to do to my bike. This is what my buddies were going to do to their bikes and it went on and on into the morning hours along with drinking a beer or two and with a joint or two. It was a GREAT time.

My favorite was the Dave Mann center folds. My garage walls are covered with them, some are on the walls of our home and I have plenty of them stored away. As luck would have it, in the last issue published, they printed one I did not have. it is framed and on the wall! Again, as fate would play out this past January I entered my ‘82 Shovel in the Easyriders National Invitational show here in Charlotte and got 3rd place in the antique class!

Easyriders was more than just a magazine, It was a way of life for many of us. Our hair was long, and our beards were long. We wore the t-shirts, the jeans and the engineer boots just like what you saw in the pages of the magazine.
Many choppers were born in late night garages and buildings from the pages of Easyriders as inspiration. In the winter my buddies and I would all get together and help each other with our bikes after work. Nights often turned into mornings on Friday and Saturday nights. Those bikes had to be ready for that first spring ride!

Easyriders was neutral ground for all of us, no matter what we believed or what we thought, we all agreed it was a cool magazine. We all shared what it was about–FREEDOM! Freedom to be who you wanted to be, freedom to look how you wanted to look and most important Freedom to ride! It was our voice!
I talk about the “look” in Easyriders, and I will never forget this story. We were riding and stopped at a pizza parlor. We all had the hair, the beards, our tees, our jeans and our leathers. We walked in and as soon as we did all the folks looked at us and got up and left!

Yeah, we knew we had arrived! Man we got a laugh out of that but more so, we were proud! Another time I will always remember: I worked for IBM a number of years. Yep, with the suits and ties and all the fakes. The first week I was there I was approached a number of times people asking, “Hey man, you got any weed to sell?” Yep, I had the look of a biker. I talk about the look, but it is much deeper than appearance. If you don’t have the heart and soul, you are not a biker! Funny thing is at IBM a few years later, I started to see more bikes in the parking lot and more t-shirts and jeans at work?
We all wanted to be In Easyriders and for me I was lucky enough to have a couple of bikes in the Readers Ride section. My name on the pages and for bike show awards was a high I will never forget!

On a more personal note Easyriders helped me through some tough times when I had nothing I had the magazine and it gave me a way to never give up through the stories I read in those pages. I was not going to give up on who and what I wanted to be.

 

 

Back in September 2018 I had the Harley-Davidson Screamin Eagle Exhaust sitting in a box waiting to go on my new 2019 Street Glide. While out doing some break-in miles, I was struck by a driver illegally making a left-hand turn. While still in my recovery I decided to look for another bike for the exhaust. It’s usually the other way around but hey, what the heck. So, in the last 12 years this will be my 3^rd buy. I’ve had good experiences with the last two purchases, but I always hate the haggling.

I went into Space Coast Harley Davidson, the largest dealer in the world, and met Jon Estep the Sales Associate, a straight shooter and knows his bikes. He helped me browse around the 2019 and 2020 Street Glides, based on my preferences I went with a Vivid Black 2019 Street Glide Special with Tony Ane, the sales manager giving me a great deal without all the haggling.

Jon and I discussed the stage IV out the door using my exhaust, that I had at home for it. I met with James Champany, the Service Manager and John Elwood, the Service Writer, and told them that I wanted to do an article on the exhaust portion of the build and this is where the store volunteered to help take pictures of the build and help me out wherever they could.

Regarding parts section of the store, again staffed with guys who know their stuff, I worked with Sarge Ortiz – Parts, and Kevin Reeck – Parts Manager. We ordered everything needed for the build that I didn’t have.

Once the parts were in, it was time for action. Brad Silva, the service tech tore-down the bike and started the build. Care and thoroughness were taken throughout the process. Installation of the exhaust was a straight forward process.

1. Remove main fuse.

2. Remove saddlebags.

3. Remove the original equipment (OE) exhaust system. Retain exhaust flanges and mounting hardware for later installation. See the service manual.

4. Remove heated oxygen sensors (HO2S) and retain for installation.

5. Remove the used HO2S gasket from sensor and install a new gasket to the HO2S

When it was time for the exhaust, The Screamin’ Eagle High-Flow Exhaust System with Street Cannon Mufflers were very well packed. Stainless header built with race quality. They are pre-tapped for stock and wideband o2 sensors. The Catalyst is relocated to the 4.5inch performance street cannons to reduce restrictions.

Proper installation of the kit requires Anti-Seize Lubricant (Part No. 98960-97).

All models require ECM calibration with Screamin’ Eagle Pro Street Tuner for proper installation. You do need to have the Screamin Eagle Pro Street Tuner P/N 41000008C for this build.

This kit requires the separate purchase of two heated oxygen sensors (HO2S) gasket (Part No. 11936) and two exhaust port gaskets (Part No. 65324-83B)

7. Install HO2S in new head pipe adapters an torque to 12–14 ft-lbs.

 NOTE

Do not tighten hardware until directed to do so.

Loosely assemble the collector shield to the new head pipe using the supplied clamps. Do not tighten clamps.

8. Loosely install new head pipe.

10. Loosely install the cross under pipe hanger and bolt.

Install the required separate purchase end-caps to mufflers. Harley gives us several choices to meet your visual style.

12. Install the rear muffler support and screws and torque to 14–18 ft-lbs.

13. Tighten exhaust manifold nuts and torque to 8–10 ft-lbs.

14. Tighten the transmission exhaust bracket nut and torque to 15–20 ft-lbs.

15. Tighten the cross over pipe bracket bolt and torque to 14–18 ft-lbs.

16. Tighten the cross over pipe clamp and torque to 38–43 ft-lbs.

17. Install front and rear header pipe shields and torque to 19–40 in-lbs.

18. Position and align collector shield with front and rear header pipe shields and torque to 19–40 in-lbs

19. Install the cross-over pipe shield and torque to 19–40 in-lbs

20. Tighten the muffler clamps and torque to 38–43 ft-lbs.

The exhaust has a deeper sound than stock exhaust and are slightly louder. At idle they produce about 90 decibels max, at 3000 rpms 104 decibels max and 4000 rpms 108 decibels max. Great torque throughout the rpm range. With the catalyst moved to the mufflers there is less heat at the rider compared to stock headers. With 500 miles on the bike in mid ’80s to mid ’90s temperature I have not had any issues with heat bothering me.

I am very satisfied with this setup and glad I was able to find a dealer that can provide the level of service that met all my expectations throughout the process.

 

 

 

Few people know the Inconvenient Facts about the supposed manmade climate and extreme weather “crisis.” For example, since 1998, average global temperatures have risen by a mere few hundredths of a degree. (For a time, they even declined slightly.) Yet all we hear is baseless rhetoric about manmade carbon dioxide causing global warming and climate changes that pose existential threats to humanity, wildlife and planet. Based on this, we are told we must stop using fossil fuels to power economic growth and better living standards. This is bad news for Africa and the world.

We keep hearing that rising atmospheric carbon dioxide levels cause rising global temperatures. But satellite data show no such thing. In fact, computer model predictions for 2019 are almost a half degree Celsius (0.9 degrees F) above actual satellite measurements. Even worse, anytime a scientist raises questions about the alleged crisis, he or she is denounced as a “climate change denier.”

A major source of data supporting the human CO2- induced warming proposition came from the Climate Research Unit (CRU) of the University of East Anglia in the United Kingdom.

Then on the morning of 17 November 2009 a Pandora’s box of embarrassing CRU information exploded onto the world scene. A computer hacker penetrated the university’s computer system and took 61 Megs of material that showed the CRU had been manipulating scientific information to make global warming appear to be the fault of mankind and industrial CO2. Among many other scandals, the shocking leaked emails showed then-CRU-director Prof. Phil Jones boasting of using statistical “tricks” to remove evidence of observed declines in global temperatures.

In another email, he advocated deleting data rather than providing it to scientists who did not share his view and might criticize his analyses. Non-alarmist scientists had to invoke British freedom of information laws to get the information. Jones was later suspended, and former British Chancellor Lord Lawson called for a Government enquiry into the embarrassing exposé.

 So what is the truth? If one considers the composition of the atmosphere and equates it to the height of the Eiffel Tower in Paris, the extra plant-fertilizing CO2 added to the atmosphere since California became the 31st state of the United States in 1850 is less than the thickness of tiles under the Tower.

Can this tiny increase really explain any observed global warming since the Little Ice Age ended, and the modern industrial era began? Since California became a state, the measured global rise in atmospheric temperature has been less than 10C. But most of this increase occurred prior to 1940, and average planetary temperatures fell from around 1943 until about 1978, leading to a global cooling scare. Temperatures rose slightly until 1998, then mostly remained stable, even as carbon dioxide levels continued to rise. Rising CO2 levels and temperature variations do not correlate very well at all.

Moreover, during the well-documented Medieval Warm Period from about 950 to 1350, warmer global temperatures allowed Viking farmers to raise crops and tend cattle in Greenland. The equally well documented 500-year Little Ice Age starved and froze the Vikings out of Greenland, before reaching its coldest point, the Maunder Minimum, 1645-1715. That’s when England’s River Thames regularly froze over, Norwegian farmers demanded compensation for lands buried by advancing glaciers, and priests performed exorcism rituals to keep alpine glaciers away from villages. Paintings from the era show crowds of people ice skating and driving horse-drawn carriages on the Thames.

These dramatic events should ring warning bells for any competent, honest scientist. If the Medieval Warm Period occurred without industrial CO2 driving it, why should industrial CO2 be causing any observed warming today? Europe’s great plague wiped out nearly a quarter of its population during the Little Ice Age. The warm period brought prosperity and record crops, while cold years brought misery, famine and death.

Ten years before Climategate, Dr. Mann released a computer-generated graph purporting to show global temperatures over the previous 1500 years. His graph mysteriously made the Medieval Warm Period, Little Ice Age and Maunder extreme cold years disappear – and planetary temperatures spike suddenly the last couple decades of twentieth century. The graph had the shape of a hockey stick, was published worldwide and became a centerpiece for the Intergovernmental Panel on Climate Change.

Many scientists were highly suspicious of the hockey stick claims. Two of them, Steven McIntyre and Ross McKitrick, completely discredited Mann’s computer program and revisionist history. Of course, that did not stop former US vice president Al Gore from using the discredited graph in his doom and gloom climate change movie, An Inconvenient Truth.

 When University of Colorado climate skeptic Professor Roger Pielke, Jr. asked the CRU for its original temperature readings, he was told the data had been (conveniently) lost. Lost!?! Do professionals lose something as valuable as original data? Many suspected they just didn’t want anyone to expose their clever manipulations and fabrications.

But if industrial carbon dioxide did not cause recent global warming, what did? A Danish research group, led by Prof. Henrik Svensmark, has found a very credible match between levels of sunspot activity (giant magnetic storms) on our Sun and global temperatures over the last fifteen hundred years. This all-natural mechanism actually fits the evidence! How terribly inconvenient for alarmists.

Cosmic rays from deep space constantly impinge on the Earth’s upper atmosphere and produce clouds, much like high-flying jets leave white contrails behind their engines. More clouds can trap heat, but they also cause global cooling because not as much sunlight strikes the Earth. More sunspots mean a stronger magnetic shield, therefore fewer cosmic rays reaching Earth, thus less cloud cover and more global warming. The Sun is currently in a near-record period of low sunspot activity.

All sorts of interest groups are suppressing this information. Maybe worse, when Climategate broke, “climate justice” campaigner for Friends of the Earth Emma Brindal said bluntly: “A climate change response must have at its heart a redistribution of wealth and resources.” Not protecting Earth from manmade CO2 emissions or natural and manmade climate change – but redistributing wealth and resources, according to formulas that self-appointed ruling elites decide is “socially just.”

Climate campaigners also oppose “excessive” air travel for business or pleasure, 4×4 vehicles as “unnecessary luxuries,” and modern homes for Africans. Some even say Africans must continue living in mud huts and avoid the use of electricity and modern farming technologies. Minor US actor Ed Begley has said “Africans should have solar power where they need it most: on their huts.” They, Al Gore, Phil Jones and Mike Mann are exempted from these restrictions, of course.

Real social justice and human rights mean everyone has access to abundant, reliable, affordable energy, especially universally important electricity. Not from expensive, intermittent, weather-dependent wind turbines and solar panels. From fossil fuel, nuclear and hydroelectric power plants.

–from the Heartland Institute