While the mythical dragon may have been rooted in early discoveries of fossil dinosaur bones, today the image of the dragon is a popular subject in many cultures where it appears in many forms and colors, but symbolically sharing common attributes. In the pantheon of animal imagery originating in the East, the dragon is seen as the master of all primal elements, capable of breathing both fire and ice as well as foreseeing future events and often symbolic of powerful rulers. All the above could also be ascribed to a particular motorcycle, the Honda “Red Dragon” itself rare as dragon teeth. Myth or reality?
The story of the “Red Dragon” begins sometime back in the early 1960s when Honda’s star was rising not only over Japan but casting its corporate light world-wide, its milestone motorcycles setting new standards for quality and dependability as well as marketing savvy.



As spotlighted a half century ago in early industry icon Floyd Clymer’s 1965 book A Treasury of Motorcycles of the World, the advent of the new Honda 450 was heralded as “a machine that riders and dealers of both lightweight and large machines have been anxiously awaiting. It is Honda’s largest model. It is the first effort by a major lightweight manufacturer to branch out from the “fun” riding field into the realm of serious high-speed motorcycling. Although the engine is smaller than others in the “big bike” class, its status is enhanced by the fact that it has double overhead camshafts, an extremely efficient valve gear design. It is a relatively heavy bike, still unusually agile. Outstanding features include the electric starter, 12-volt electrical system, and rubber-mounted twin carburetors. The 450 also features an extremely large gasoline tank (4.2 gallons). Claimed top speed is 112 mph.

While Honda had bestowed somewhat catchy names to previous models such as “Cub,” “Benly,” “Super Hawk,” and “Dream,” the original designation for the new machine was simply CB450, but it appears they were also tagged as the “Hellcat,” a possible reference to a WWII aircraft. In the general parlance the first crop of black 450s are referred to as the “Black Bomber” perhaps originally due to the bomb-like shape of the gas tank. Others speculate that the moniker “Black Bomber” was attributed to British dealers who came up with the name. It also seems Honda painted the U.S. bikes black because they thought it the color most appealing to Yanks. Case in point, the popularity of the 1950s Triumph Thunderbird, originally factory painted blue then re-painted black and called the Blackbird for the U.S. market after a blacked-out Tbird was ridden by “Johnny” in the Marlon Brando bike flick, “The Wild One.”

While Honda lists August 1965 as the introduction for the 450, the bike’s first official appearance was during the UK’s Diamond Jubilee Brighton Speed Trials circa September 1965. None other than “Mike the Bike” Hailwood then scheduled to pilot the new machine at the Brand Hatch 500-mile production race in July 1966, but managed only a few demo laps as then current FIM rules barred it from the race because of its “advantage” over the competition via its DOHC design.



A March 1966 feature on the bike appearing in a Brit mag extolled its praises, including its 14.6 second quarter mile performance, opening with “The Honda CB450 is a searing, potent piece of machinery that can hold its own with almost any model in production today, irrespective of size.” It went on to say the bike had been clocked at 100 mph at 9200 rpm, but tractable enough also “happy to pobble at 4,000 rpm in top gear.” The article goes on to add, “At 95 mph it is the smoothest power unit imaginable, and the twin exhausts keep you in mind of a well-tuned four on the TT course.” It does point out the available “basic colour scheme is black and silver.” So here begins the rub….or should we say, red, and the trail thereof tracking down the provenance of the Red Dragon, as rare as the mythical creature’s teeth.

***********
See the Fabulous CB 450 Dragon – 1966 advertisement
When a friend brought the Brit magazine to Shannon’s attention, it provided another piece of name game puzzle. Here the name “Dragon” is attached to the CB450 designation and perhaps because dragons are frequently portrayed as red, it may link the birth of the name to CB450’s dressed in red. (Not to be confused with the Honda CL350 Flying Dragon Paint Set that appeared later in 1972, the swirling ink/psychedelic colors intended to enhance1972-73 CL350 Scramblers.
****************

The early incarnation of the KO CB450 with its distinctive gas tank lasted only 1965-67 at which point Honda deemed it necessary to provide an “updated” new look via the K1. While some joke that the name “Black Bomber” had a secondary connotation as in “sales bombed,” the public not particularly drawn to its design and subsequently Honda not happy with the sales figures, however an estimated 29,000 units sold might have been considered healthy enough back in the day.



Fast forward a half century and entering the fray is Shannon Sweeney of SS Classics, his one-man SoCal enterprise specializing in ’60-70s Japanese bikes, both their restoration and special constructions aka café racers/street trackers. When asked when his Red Dragon saga began, he says, “All told it was about an 8-year deal because when I originally got the bike, thinking it was a standard Black Bomber, then I discovered it was originally red, so started the search to determine if it actually came that color from the factory. I found that the line-up of 1966 Honda bikes came in four colors, black, white, blue and red, but the 450 when introduced that year came only in black. That’s why I was initially confused, thinking in ’66 you could choose your Honda color, but not so with the new 450. While Honda red is not rare in itself and found on their other bikes, it seemed the 450s only came in black for the U.S. market. That’s when the whole mystery started for me. But I had to prove that the Red Dragon actually existed, otherwise why the effort in attempting the restoration project.”
After putting out the word about the bike, Shannon found himself the recipient of plenty of advice, but most people were saying, no, the bike is really black, not red, Honda never making a red one. No such thing as a Red Dragon. “But,” says Shannon, “I’d had a 450 Black Bomber and also a white one in police trim. And I had documentation. The absolute, definitive proof that Honda produced a Red Dragon is found in the factory parts manual that showed every part in every color available for the 450….white for the police version, standard black and there it was… scarlet aka red. Eventually I found four Red Dragons, as far as I know all 1966 productions. Now it could be, depending on what part of the year, early or late, they might have been considered a ’65 or ’67.”

Says Shannon, “This is my speculation, but maybe the first year they’re like, okay, they’re not selling, so second year let’s make some red ones, and that didn’t work, then in ’67 they sold the last of the black ones, and that was it, they were done. Maybe they didn’t give up completely, because in ’67 the factory offered something they listed as a D Kit for the Bomber. The kit including a different tank, different handlebars and chrome fenders and a set of two high scrambler pipes, the only time Honda offered separated pipes, later Scramblers featuring both pipes melded together one side. You could take the stuff of your Black Bomber and bolt on a choice of silver/black/candy blue/black, candy red/black. I think the idea was to entice people to buy Bombers and sell the kit if they wanted to make them “cooler” and off-roadable.

Slogging on, Shannon located two Red Dragons in Canada and then a number of people in the vintage bike community who rallied to Shannon’s efforts responded by saying there were some of the rare red beasts still prowling around Europe. “I don’t know the exact number produced, from what I can gather Honda didn’t keep a record of their production as it was near the end of the line merging with the introduction of redesigned 450’s. It seems someone decided to paint some of the Black Bombers red for sale in the UK market where riders were more familiar with red being the sporty color as seen on bikes like the Ducati and Moto Guzzi. This color variation could have been an effort to pump up sales and so the reason some Red Dragons then made it to Canada, a UK commonwealth nation, and then a few eventually migrating down to the U.S. including this one I found in Indiana. As far as I know Red Dragons were not sold by dealers here.”



A bit of unusual evidence appeared one day when Bill “Mr. Honda” Silver, noted authority on vintage Hondas, informed Shannon about a vintage LP record album by jazz great Maynard Ferguson, showing the trumpeter astride a mint looking Red Dragon. The 1968 recording was titled “Ridin’ High” and included a song called “Meet a Cheetah” which seems appropriate considering with the choice of cover design. In small print on the back of the album were some tell-tale facts relating to the unearthing of the Red Dragon’s roots in North America. The original photo seen on the cover is credited to Bently’s Cycle & sports located in Montreal, Quebec…the Canadian connection established.

In September 2013, after completing his research effort and authenticating the Red Dragon as the real deal, Shannon launched into the restoration. While many of the original pieces were in place, the hunt entailed some serious legwork. In the process, he also found a can of original Honda factory scarlet paint with matching parts catalog numbers. He was able to computer color match it with a current DuPont pigment and thus was able to produce enough to repaint the bike.

It was a delicate process shoehorning the bike into the freshly painted frame, again handled by Shannon on the solo as was the entire build with a “little help from his friends.” This included polishing and chroming by Stutzman Plating and Supreme Plating, both located in L.A. Much valued assistance focused on the Red Dragon’s 444cc DOHC powerplant with the top end rebuilt a 77-year old mechanical engineer who had worked his magic on several top ends for Shannon’s previous projects. In 1965 the engine rebuilder also helped design a one-off high altitude balloon capsule for Honda that could ascend to 80,000 ft., so he knew his stuff.

Says Shannon, “Bottom line, I wanted to keep the bike as original as possible rather than absolutely perfect looking.” That included retaining the original wiring harness, tach cable, side covers, headlight, taillight, and instrument cluster and gas tank. GTL Advantage (N. Hollywood, CA) sealed the inside of the tank while the rubber knee grips are miraculously the originals, the tank badges high quality aftermarket. Shannon sourced the correct spokes, the nipples differing with the various Honda rims, from a supplier in Japan while the D.I.D. rims are original and rechromed, then reshod with Duro tires which came closest to the bike’s original tread design. The hubs were completely rebuilt and polished with new brake shoes installed.
 
The seat, utilizing the original pan was re-upholstered by Hai at South Bay Upholstery and based on an original seat Shannon brought as a template. The original seat buckle and rivets were rechromed, but while the Honda signature logo always appeared on the rear of the seat, he decided not to add it…as least yet. “I like the fact that there’s nothing identifying the bike as Honda at first glance, so it causes people to say, hey, what is that? and then look closer.”
 

 

 
When asked if there were any hiccups, Shannon chuckles and says, “In order to mount the front wheel, I had to make my own tool. After following the original Honda factory Bomber assembly manual, I found that only after the front wheel is placed in the forks can the front axle then be tightened The manual actually says you have to find and grind down a 23mnm wrench on either side to make it fit…which I did.” 
Checking over the Red Dragon’s appointment, we find that the factory issue “Elephant” horn is also original and correct while Shannon points out that the one-piece pipes may be ’67 issues as there’s speculation that the ’66 pipes were of a 2-piece design. He is still looking for the correct speedometer in kilometers per hour since the Red Dragons were produced for Euro sales (and Canada import). The early Fuji speedo on his bike, which Shannon completely rebuilt including new glass and bezel with the odometer numbers rolled back to zero, is in MPH, the usual speedo replacement made for bikes running on American streets. (Note: While Japanese domestic Black Bomber 450s featured turn-signals, the U.S. imports did not.)
 

Meticulous in its restoration, Shannon is also meticulous in pointing any differences, saying, “I went for the lower profile Honda bars because I thought they look better with the bike than the higher bars. And there’s some extra polish I added to a couple of the original brass accents, the nut on the petcock and another one of the front of the speedo drive.”

Summing up the Red Dragon’s resurrection, Shannon says, “This is how I pieced the story together. No doubt they’ll be emails which I welcome from around the world adding information. But the thing about these old bikes is yes, maybe a bit cumbersome and heavy, but they were also simple enough to wrench on yourself and everything shows a design effort, even to the passenger footpeg mounts. And the only plastic pieces are shock covers…otherwise a ton of chromed and painted metal. At the time Honda was making a statement with this bike, the 450 their biggest to date. It’s also fun to uncover some of the history surrounding a bike, after some 50 years, separating the myth, and finding and identifying a real Red Dragon… yep, well worth the effort.”



More Info:
SS Classics
319.606.0434
www.ssclassics.net
SSClassics/Instagram
 
Specifications: Engine type-2-cylinder, 4-stroke-444cc (21.17 cubic inches); Bore & stroke-70mm x 57.8 mm; Horsepower-43 @8500 rpm; Staring system-electric & kick; transmission-4-speed.Weight-412 lbs.
 

Inspired by Silicon Valley Start-up culture an Indian Electronic Motorcycle is attempting to do what top Motorcycle Companies did not do

The Tork T6X is the first production electric motorcycle to be launched in the Indian market. Featuring several first in class features, the T6X is pegged as an eco-friendly alternative to petrol-powered commuter motorcycles.

The Tork T6X is built around a Custom Trellis frame. It is propelled by a brushless 6kW motor rated at 27Nm of torque, powered by lithium ion batteries. On a full charge, the T6X can cover 100 kilometres.

The battery can be charged to 80 per cent of its capacity in just 60 minutes. The T6X gets a 267mm disc brake at the front and a 220mm disc brake in the rear. It rides on 17-inch alloy wheels with tubeless tyres.

Top speed is 100 kmph.

Tork hasn’t skimped on the features list either. The T6X comes equipped with a TFT digital touch screen console, mobile charger, GPS navigation, anti-theft system and DRLs.

The T6X is the only one offering an anti-theft mechanism in the Indian e-bike market or in the commuter motorcycle segment dominated by petrol engines.

The T6X, has been developed from the ground-up as a brand new product. It is the first and only product of a startup company in India.

The T6X is manufactured in the company’s facility in Pune. It competes with conventional petrol powered motorcycles such as the TVS Apache RTR 200 4V, KTM Duke 200 and the Bajaj Pulsar AS200.

Currently, the leading motorcycle companies in India are Hero, Bajaj, Honda with only Hero offering electronic scooters at local dealerships across India.

The other electronic two-wheelers made and sold by Indian companies are low powered scooters by smaller companies. Tork Motorcycles is the first company started with the sole intent of retailing an electronic motorcycle in India.

Tork Motorcycles was founded in 2009, by a group of young graduates who dreamt to work on a zero emissions vehicle that could perform on par with petrol machines.
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Kapil Shelke (Founder & CEO) helmed a team who successfully crafted their first electric motorcycle and raced it against the best in the world at the prestigious IOM event.

Tork Motorcycles was established with a clear vision of designing and developing performance electric motorcycles. In the past decade, Tork has indigenously developed multiple electric motorcycles that have powered racers to podium finishes at the IOM TT and TTXGP,UK.

Driven by such strong credentials and proven expertise, Tork is now poised to break into the Indian Urban Commuter segment, with an offering that is unmatched – both in performance and economy.

Tork is committed to disrupting electric mobility and set standards for innovative and technologically advanced, eco-friendly mobility at affordable prices.

They are the first and only company in India making an affordable electronic motorcycle for daily commuters with benefit of huge savings on fuel and maintenance.

“The racetrack is our favorite laboratory and the fastest way of getting better”

T1X 2009 Isle Of Man TTXGP

T1X was he first-ever electric motorcycle from the Tork stable. The T1X participated in the IOM TT in Open Category and brought glory to the startup at this iconic event.

It was ridden by the legendary John Crellin and finished third on the podium – quite a feat for the first ever participating team from India. The learning from that race paved way for everything that Tork has become.

Torque 30Nm
Power 40Kw
Top speed 156kmph

T2X 2010 Isle Of Man TTXGP

Building upon the racing success of its predecessor, the T2X won the race at the Snetterton circuit and finished 3rd overall after 6 rounds (Snetterton, Anglesey, Pembrey, Brands Hatch, Albacete, Assen) at 2010 TTXGP championship. This success made the world stand up and take notice of Tork Motorcycles abilities.

Torque 60Nm
Power 80Kw
Top speed 210kmph
Range 100Km

T3X 2012 Isle Of Man TTZERO

The fastest electric prototype that Tork ever built – the T3X was a speed demon. The bike was engineered to compete with the best, racing in IOM TT Zero – the toughest racetrack in the world. Technical problems prevented T3X from finishing the race but the learning about quality electrical components was immense.

Torque 70Nm
Power 90Kw
Top speed 240kmph
Range 70Km

The T4X was a Yamaha FZ skeleton that was converted into electric using Tork retrofit kit. It was showcased in Valley Run and recorded a 0-100 kmph in 8.7 seconds in a demo run for electric motorcycles.

This nifty sprinter paved the way for development of the urban commuter of the future. An everyday use motorcycle which was electric – for the multi-billion dollar “commuter motorcycle” segment.

Torque 20Nm
Power 30Kw
Top speed 127kmph
Range 80Km

NOW FINALLY AVAILABLE FOR BOOKING IN 2018 – T6X
Specifications
Motor and performance

Motor type : Brushless DC 6kW (peak)

Mileage : 100 k.m. per charge

Maximum torque : 27 Nm

Maximum speed : Engineered for 100 kmph

Transmission : Single speed

Regenerative braking : Yes

Battery

Type : Lithium Ion

Estimated charging time (80%) : 60 min

Battery box : Cast aluminium IP 67

Safety : Advanced battery management system

Brake

Front Brake : Disc 267 mm

Rear Brake : Disc 220 mm

Tyre size

Tyre size front : 80/100 – 17

Tyre size rear : 110/80 – 17

Tyre type : Tubeless

Wheel

Wheel type : Alloy

Chassis and suspension

Front suspension : Telescopic fork

Rear suspension : Spring loaded hydraulic

Frame: Custom Trellis

Electrical

Battery life : 1,000 cycles

Battery capacity : 72 Ah

Tail lamp: LED

Turn signal lamp: LED

Head lamp: 12 V – 35 / 35 W

Voltage: 48 V

Dimension

Wheel Base : 1,336 mm

Length : 1,960 mm

Width: 784 mm

Height: 1,085 mm

Seat height: 785 mm

Ground clearance: 160 mm

Weight: 130 k.g.

Features

Console : Fully digital touch TFT

Utility Box : Yes

Mobile charging: Yes

GPS and navigation: Yes

Mobile app support: Yes

Anti theft: Yes

Geo fencing: Yes

Daytime running light (DRL): Yes

UNDERSTANDING AN ELECTRONIC MOTORCYCLE PURCHASE

1. The battery will be good for 1,000 cycles of charging which makes it equal to 100,000 k.m. of travel. This is equivalent to the entire lifecycle of competing petrol motorcycles. That means the batteries are good for life of motorcycle. Even after 1,000 cycles of charging it only reduces its capacity to 80%.

2. Riding an electronic motorcycle under rainfall does not damage the motorcycle nor causes any electrical accidents to the rider. This machine was made to be sold in the huge Indian market for commuter motorcycles. Indian monsoon is a huge downpour lasting 4 months in a year. Tork T6X was made to endure this.

3. But the roads in India have potholes full of water in monsoon and water-logged suburban roads with knee deep water which get inside exhaust pipes or mix into the engine oil or seep into the petrol tank – causing a major breakdown and expense for the biker. Well – the Tork T6X motorcycle’s electronics and battery box is IP 67 standard i.e. water resistant.

“We built a battery box which you can actually dip in water and see that there’s no moisture or anything seeping into the battery compartment.” – says the CEO

4. As a small startup-company built over 10 years with just one product to offer – at present Tork plans to sell T6X in only 3 major cities – Pune, Bangalore and New Delhi. Developing Dealerships and pan-India sales will take time. Tork plans to enter in other major cities of India in phases. Imagine this as how Uber App entered India by operating cabs in only 2 major cities before expanding and learning the dynamics of the market in India.

5. It will be a government certified vehicle under Regional Transport Office (RTO) norms and regulations for road safety of rider and others on the road just like any other motorcycle. A customer will also need insurance and a valid driving license to ride it as per Indian laws.

6. Electricity prices vary across India. Some State-run utility service providers charge higher rates if the electric unit consumption is high to discourage wastage of electricity, which is a small luxury still trying to light up homes in remote villages of India. Tork Motorcycle will need only 4 units of electricity to fully charge the battery.

7. Unlike big brand electric car companies in Japan, EU and the US based Tesla who have differing recharge requirements but wish to setup a universal standard for petrol-pump-type of battery recharge stations at the cost of the tax-paying citizen through their influence on governments to include their unique technical pain-points – a T6X Motorcycle customer will have their own charging plug which can be installed at customer’s premises by Tork. It will need necessary permissions from customer.

This seems restrictive to the usage of the motorcycle but the product is targeted for commuters and not inter-city travel or touring. Tork Motorcycles however will also setup charging infrastructure across the city where they will enter – through franchising and contracting with individual shops and garages – just as Amazon.com ties up with small shops for local end-point delivery of online shopping customers or for customers who want a pick-up location for their purchases since no one is at home to sign for it.

“I wanted to build a very large-range bike. You can put in a very large battery box and travel 400 km at a stretch, but do you want that? Are you willing to pay for batteries that you’re not going to use 90 percent of the time?” asks the CEO.

Tork has installed six charging stations in Pune, and plans to install 100 charging points in the city before deliveries ship out.

8. Electric vehicles are simple and durable machines, it doesn’t require periodic servicing. Since the motorcycle is cloud connected, Tork Motorcycle Company will be able to recommend servicing when their automated systems find any abnormalities in any customer’s motorcycle.

9. Battery is also maintenance free and has intelligent Battery Management System (BMS) which continuously tracks and monitors each cell of the battery during charging and discharging, to take proper care of its health and to provide smart power consumption.

The Tork T6X is India’s first electric performance motorcycle. Built on 7 years of exhaustive Research and Development, the T6X comes from a stable of thoroughbreds, having shared the drawing board with expert feedback from riders and motorcycle makers in Isle of Man TT, TTXGP performances.

The T6X ushers in a host of never-before features for the smart modern urban commuter, driven by technology poised at the cutting edge where electric motorcycle for the first time meets an intelligent operating system – with aspirations to include Artificial Intelligence (AI) and Internet Of Things (IoT) to the existing cloud platform. A smart-motorcycle with an App for your smart-phone.

An electric commercially retailed motorcycle with enough torque to smoke most challengers in the 125cc to 200cc hot selling segment of the biking industry. Enough race cred to make any competitors on city streets question their big brand petrol machines.

Tork Motorcycles aims to unleash a new future for personal transport in the many new urban cities of India, which is the sixth-largest economy in the world as of 2018 after overtaking France this year.

TIROS – the brain-tech of the nerd-brain entrepreneurs

TIROS (Tork Intuitive Response Operating System) is the intelligence that drives the T6X. Apart from analysis and compilation of data for every ride, power management, real time power consumption and range forecasts, TIROS also likes to learn how you ride.

With easily customizable ride modes to adjust power delivery, the motorcycle can be tuned anywhere from sporty maverick to comfortable eco-cruiser at the touch of a button.

TIROS also updates and incorporates new features automatically via the cloud, making the Tork T6X truly the smartest motorcycle on the road.

The TFT Digital Touch Screen Console on the Tork T6X motorcycle will give the rider an instant status of the ride, with all the numbers and description required. The rider can for example compare statistics on the ride from home to office today with last week’s travel on the same route.

Compare the data on traffic updates and weather to pick alternative routes. Even compare cloud stored data from six months ago to check if the changes to traffic police operations or pothole repairs have benefited you now.

Make a comprehensive diagnostic check of the motorcycle while you are eating lunch with your kids or while discussing business with colleagues at a power-lunch. Configure to check your motorcycle’s performance when it was brand new and now after 12 months of daily use.

The transmission happens automatically and seamlessly between the motorcycle and its server.

Traditional Comforts of the Motorcycle

Cruise comfortably at 100 kmph, the only vibrations you feel will be from the phone call in your pocket with the worried wifey calling, wondering where you ran off to.

Zip out at the green traffic light with pickup powered by instant torque – a whopping 27 Nm of instant torque from the moment you use a push-button automatic gear acceleration.

The T6X weighs a total of 130 KG allowing easy handling even for a woman rider with enough ground clearance for the Mars like terrain on Indian roads. It has a stepped seat with the essential pillion seat for commuters in a city.

Utility Storage, another selling point against competing commuter motorcycles is offered with enough space to fit your helmet. A point to charge your phone or iPod is also available for the weary commuter stuck in bottle-neck traffic for hours.

The launch price of Tork T6X motorcycle in Pune city is estimated to be Indian Rupees ? 136,500 including the government taxes, registration, insurance, etc. – called “on-road price” which differs from State to State in India with companies having a single pan-India sale price called “ex-showroom price”.

The premise looks great – the buzz is already in the news – with a single city launch, Tork Motors even has the luxury to get back up and carry on if for some miraculous reason there is failure after all this exceptional milestones achieved and years of hardwork.

Let’s cheer for this underdog, because it is a bunch of 20 year-old-boys who built a bike from scratch – the very pioneering work done by legends of industry in Europe and North America back in 1901 and the true Biker-Freedom-Custom-Culture of modern motorcycling legends.

–Ujjwal Dey
Chief Correspondent
Bikernet India News Desk
wayfarer@bikernet.com

In light of recent news we here at Spectro Performance Oils wanted to share some information regarding brake fluid. Far too often when we talk to people about the intervals in which they change the fluids on their vehicles there is always one fluid that is left out.

People change their engine oil based on mileage, or at least once a year. They will change their transmission oils on average every 2-3 years. They will even talk about swapping out their coolant, or suspension fluids…all before they even think about their brakes. There are three main factors to consider when it comes to your brake fluid and why you should change it on a regular basis; Compressibility, Corrosion, and Boiling Point.

Let’s start with Compressibility and how making sure you have enough fluid is important. Brake fluid has a very simple job in theory, it works in much the same way that a simple hydraulic system works. You apply pressure via a pedal or lever, the fluid then pushes the hydraulic piston at the other end of the closed system. The reason that this is able to happen is because brake fluid is not compressible.

If you were to look at it from a molecular level, all of the molecules are so tightly packed that they cannot be pushed any closer together.

The same cannot be said for air. The reason that you need to bleed brakes after doing a fluid swap, or when you get air introduced to the system is that the molecules in air/gases are not as densely packed. Thus when you apply force to the braking system the air will compress first before the system is able to push the piston. This can cause a “low pedal” where the brakes do not engage as quickly as possible, or in extreme situations the pedal or lever could completely depress without the brakes engaging at all. This is why it is always important to make sure your fluid level does not drop below the minimum threshold.

Spectro Brake Fluid Corrosion is a major issue internally for braking systems. In order for hydraulic pressure to be applied in the braking system, the brake fluid needs to be able to flow freely throughout the system.

Corrosion inside of the system can block off passages either by restricting flow due to narrowing of the pathway, or particulate that breaks off and plugs the system. The number one cause of corrosion is moisture in the system. DOT 3, 4, and 5.1 fluids are hygroscopic, meaning that they absorb moisture. You should only use brake fluid that is in a sealed container, as it can absorb water from the atmosphere under even standard humidity levels.

The boiling point of brake fluid is one of the least talked about characteristics of a brake fluid, but depending on how you use your vehicle it can be one of the most important. Brake systems are under immense pressure, and pressure creates heat. Combining that heat with the heat created from the friction of the external braking components and brake fluids can see temperatures well over 500 degrees in extreme, constant braking situations.

The problem with this heat is that brake fluid like any fluid can vaporize into a gaseous state once it hits it’s boiling point. As we discussed in the compressibility section, gasses, unlike fluids are compressible. The result of heating your brake fluid past its boiling point quickly becomes the same as getting air in your system…little or no braking power.

The other issue is that the boiling point of a brake fluid does not always remain constant. If a brake fluid becomes contaminated with water it can lower the boiling point of the system as water boils at a much lower temperature than brake fluid. This is why it is a good idea to change your fluid often and help maintain the durability of the fluid.

Next time you are changing your oil, flushing your coolant system, or even washing your car or motorcycle think of the last time you checked or replaced your brake fluid. Maintaining it is as simple as three easy steps. Keep your brake fluid level reservoir topped off. When adding brake fluid to your system, only use fluid from a sealed container. Change your brake fluid on a regular basis.

If you have any questions regarding the proper fluid level, what type of brake fluid to use, or how often to change it, check with your manufacturer who provides this information to help ensure that when you are out on the road you are safe and secure. We also created an acronym to make it easier to remember all the major points, because it’s nice to get out there and enjoy the ride, but at the end of it you also want to be able to come to a STOP!

Sealed containers only!
Top off fluid when low!
Only follow manufacturer’s specifications!
Perform regular maintenance!

FEBRUARY 14, 2018

Results from the Chicago edition of the J&P Cycles Ultimate Builder Custom Bike Show

The weekend started with snow and it ended with snow. You would think that bad weather would reduce the number of custom bikes in the show but the allure of $70,000 in cash and prizes delivered over 85 custom sleds.

The Chicago round produced 8 customs transferring to the National Championship. The custom bikes came from as far away as Texas, New York and California.

CUSTOM STREET CLASS – Chicago Round Ultimate Builder

Chicago Round – Custom Street Winner

Custom Street Winner

 
 

 
MODIFIED RETRO CLASS – Chicago Round Ultimate Builder

MOD Retro Winner

MOD Retro Winner

Winner – #725 – Adam Karns, Karns Kustoms – 1974 XLCH

MOD HARLEY CLASS – Chicago Round Ultimate Builder

MOD Harley Winner

MOD Harley Winner

Runner-up – #300 – Backbone Built Bikes – Party Crasher – 2001 HD Softail

–

FREESTYLE CLASS – Chicago Round Ultimate Builder

FreeStyle WInner

FreeStyle WInner

Winner – #900 – Carl Pusser, Walking Tall Customs – The Amethyst 1977 Triumph

 

Tortilla Awards:

Best Paint – #2050 – Niki Martin, Roy’s Toys Customs – Custom Chopper

Innovative Innovator – #375 – BVC Leaning Trike – Razor on Wheels

The J&P Cycles Ultimate Builder Custom Bike Show is the world’s largest motorcycle builder competition, featuring more than 350 motorcycles and $100,000 in cash and prizes across the IMS Tour. Professional and amateur builders compete at their local IMS for cash, prizes, recognition and a chance to move-on to the Championship Round in Chicago – where $70,000 in cash and prizes is up for grabs!

Classes:

– Freestyle

– Modified Harley

– Modified Retro

– Custom Street

Good times at the J&P Cycles Ultimate Builder Custom Bike Show

The story of the Triumph motorcycle is one of great history, fortitude, mistakes, and successes. Triumph the Art of the Motorcycle does an excellent job of taking one from inception through today. Covering all the production and racing models you get a clear view of what Triumph is and has been about. The great engineers and different design companies that have weighed in on making Triumph stand apart from the rest is all covered. For instance, did you know that Lotus (British car manufacturer) provide input on the design of the Daytona T595 engine.

I am not going to go into the story as I cannot do it justice or even give you a glimpse in this review. What I will tell you is, this book is wonderfully laid out and for a coffee table book it hits the mark. Anyone can sit down and open the book to a random page and get a complete story a snapshot of Triumph. Stunning photography and concise short stories make it easy to pick up and enjoy. But if you spend some time as I did you will get a complete chronological history of the company, the individuals that made it happen and the motorcycles they brought to life. You will understand the passion behind the bikes.

The photography is spot on and lets you enjoy the beauty and design of these motorcycles. Triumph has always tried to stay true to its heritage and this is shown through the progression of styles and design phases. I enjoyed learning about the different engine configurations and the tweaks Triumph could do to make the same basic engine perform in a multitude of applications. Little changes like carburetor throat or head compression can change an engine from a cruiser to a high performance race machine.

If your a Triumph enthusiast or just out to expand your motorcycle horizons grab this book and add it to your collection.

— David Campbell
Earl’s Garage – Motorcycle, Hotrod, and Event Photography

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,

MANDATORY S.O.S. EMERGENCY ALERT SYSTEM FOR MOTORCYCLES
An emergency call system for cars has been available for a while, such as the GM OnStar safety device system that summons a quick response in case of an accident. An equivalent system called “eCall” will soon be mandatory in Europe on all new cars sold after April 16, 2018.

Reasoning that motorcyclists are more vulnerable in a crash than car drivers, the European Union now wants manufacturers to equip all motorcycles with an S.O.S alert system. Since 2017, some BMW motorcycles already offer the “Intelligent Emergency Call” sent automatically or manually by the rider to emergency responders.

Studies show that emergency crews would be able to get to the accident scene 40 to 50% faster, saving around 2,500 lives every year in Europe alone. Will the U.S. follow suit?

TWO WHEELS TV NETWORK SET TO LAUNCH
For motorcycle enthusiasts who can never get enough two-wheel action on television, TwoWheelsTV.com “all motorcycle network” is set to launch this Spring. Whether you’re seeking live racing action, or commentary from leaders within the industry, the new “over-the-top” (OTT) streaming network is dedicated entirely to motorcycles.

“Like Netflix for motorcycling,” according to founder Alan Smith, Two Wheels TV (TWTV) will be available on an annual and monthly basis, and promises to deliver live motorcycle racing that’s streamed from all over the world, plus an on-demand library of movies, shows, race archives and other exclusive motorcycling programs.

The soft launch is for iOS and Android devices; register at TwoWheelsTV.com. The full launch is expected in April, and TWTV will be supported by Google Chromecast, Apple TV, Amazon Fire and Roku.

FLORIDA RIDERS FIGHT FOR STRICTER LAWS ON CRASHES INVOLVING CARS
More than a hundred motorcyclists made their way to the Capitol in Tallahassee on Monday, February 12, as riders with ABATE of Florida, Inc. spoke to legislators about some of the safety issues they face every single day.

The state president of ABATE, James “Doc” Reichenbach, told WCTV Eyewitness News that their main focus is trying to cut down on deaths due to drivers who are distracted. He wants to see a bill passed that protects the motorcyclists on the road.

Reichenbach said the most common type of crash involving a car and motorcycle is from left hand turns. Reichenbach said he’s had five times more motorcyclists die recently from accidents Involving distracted or careless drivers. He believes this type of accident should be considered manslaughter.

“We’re getting killed. We’re getting run over by cars and trucks and everything else and trying to stop that. We’re fathers, we’re mothers, and we have children. We’re just like anybody else, we just happen to ride motorcycles, and we shouldn’t be an endangered species,” said Reichenbach, who also serves as Chairman of the National Coalition of Motorcyclists (NCOM).

SOUTH DAKOTA “GANG BILL” OPPOSED BY MOTORCYCLE GROUPS
Legislation addressing “gangs” in South Dakota is raising concerns among those in the motorcycle community, as House Bill 111 seeks to revise certain definitions regarding criminal street gang activity that some rider groups feel could target them.

“It jumped out at me that it’s basically a profiling bill,” said Bryon Farmer, Chairman of the South Dakota Confederation of Clubs, who told KDLT News ”There are some good issues to trying to keep street gangs out of our communities and out of our state, that part I’m okay with. It’s just the broad range of the way the bill is written, it could be used against way too many good groups that are out there.”

Motorcycle groups like ABATE of South Dakota are testifying in opposition of the bill they say targets them as gang members. “It’s not just motorcyclists; it’s so broad that just about anybody that’s wearing similar shirts could be defined as a street gang,” said Dave Brende, President of “Those Guys” ABATE Chapter. “We don’t want to be lumped in as a street gang member, we do a lot of good for this community and so do all the other clubs and organizations.”

NEW MEXICO MRO HONORED BY MSF & DOT
The New Mexico Motorcycle Rights Organization (NMMRO) was presented an award from MSF and DOT for all the work they do to promote Safety Awareness in the state and for providing support to motorcycle crash victims through their “Biker Down” program.

The award was presented during the annual Motorcycle Advisory Safety Program Committee Meeting, attended by the Motorcycle Safety Foundation (MSF), New Mexico Department of Transportation (DOT), MSF Rider Coaches, local dealerships and the University of New Mexico Traffic Research Unit that keeps track of crash statistics for the state.

Among the top topics discussed was promoting basic rider and advanced rider training to enhance rider skills to all ages. “We have always concentrated on the campaigns such as Watch Out For Motorcycles which we will continue; but it is just as important that we also promote rider responsibility,” said Annette Torrez, NMMRO Chairperson. Torrez, who also serves on the board of directors for the National Coalition of Motorcyclists (NCOM) added that “With enhanced riding skills there are many factors that we as riders can be more aware of to avoid or prevent a crash.”

The Motorcycle Safety Achievement Award states in part; “The NMMRO ceaseless efforts have made significant and enduring contributions to the safety of motorcyclists in the State of New Mexico. The professionalism, initiative and action demonstrated by NMMRO has contributed to saving lives.”

NCOM CHRISTIAN UNITY REPORT
In a recent Christian Unity Report submitted by Louie Nobs, Christian Unity Liaison to the NCOM Board, it was reported that “Over the past year, Christian Unity groups in the Midwest, Oklahoma and Texas have been growing and having regular meetings. As the result of information that was given in our Region II CU meeting in Oklahoma last November, some members have pursued certifications through FEMA for Community Emergency Response Teams (CERT). This will help them get into areas in emergency situations to serve and assess with first responders.

“I was able to share some of my experiences as a CERT member during Hurricane Harvey in the Houston area. Some of the tasks I was able to do was rescue people from flood waters by air boat, serve in shelters, and get supplies to area shelters. I would like to thank those of on the NCOM board of directors and bikers across the country who responded to our call for assistance. Supplies were shipped to Central Harley-Davidson in Austin and then trucked into affected areas. Most stores were unable to keep simple things like respirator masks, tarps and box cutters on the shelves in the affected areas.

“A recent turn of events regarding the Waco case has brought relief to 20 affected families in that they have had their charges dismissed. Some of those folks have kept in contact with us and have also been recipients of assistance from Shield of Faith. We continue to keep praying for justice for all the bikers who were involved in this debacle. The article can be accessed at: www.kwtx.com/content/news/DA-to-seek-to-dismiss-charges-against-more-than-20-Twin-Peaks-bikers-473216573.html.

INJURED MOTORCYCLIST SUES AUTONOMOUS CAR FOR ‘NEGLIGENT DRIVING’
In the first of its kind lawsuit against an autonomous vehicle, a California motorcyclist has filed suit against General Motors, accusing one of the car maker’s robotic cars of “negligent driving.”

The rider was splitting lanes on a highway in San Francisco when a Cruise AV aborted a lane change maneuver in heavy traffic and swerved back into its original lane which was now occupied by the motorcyclist, knocking him to the ground in a crash that left him injured and unable to work, according to the lawsuit filed in U.S. District Court in San Francisco.

The police report on the incident blamed the motorcyclist, saying he shouldn’t have been passing on the right, though “lane-splitting” is allowed in California. But the report also noted that the car’s human overseer, who was operating the self-driving prototype in autonomous mode, tried to grab the wheel and avoid the collision, but was too late to prevent contact.

An attorney for the motorcycle rider claims the accident report actually supports his client’s claim in stating that the AV driver saw his client before the crash but didn’t have enough time to grab the wheel and swerve.

This news comes on the heels of GM announcing plans to release a Level 5 autonomous vehicle — without a steering wheel or pedals — in 2019.

The court case could prove a landmark given the involvement of an autonomous car.

TEN STATES OBJECT TO EPA REDUCING HARLEY-DAVIDSON EMISSIONS PENALTY
According to a recent report from Reuters news agency, ten U.S. states and the District of Columbia have announced they are challenging a decision by the Trump administration to drop a requirement that Harley-Davidson Inc spend $3 million to reduce air pollution under settlement the Obama administration announced.

In 2016, the Milwaukee-based motorcycle manufacturer agreed to pay a $12 million civil fine and stop selling illegal after-market devices that caused its vehicles to emit too much pollution, in violation of the Clean Air Act, and was ordered by the EPA to spend nearly $3 million to instead retrofit or replace wood-burning appliances with cleaner stoves to mitigate air pollution.

The Justice Department in July cited a new policy by U.S. Attorney General Jeff Sessions and an ongoing review of the penalty by a government auditor in proposing to drop the $3 million penalty from the settlement. A U.S. District Judge must still decide whether to approve the revised agreement.

The Harley-Davidson settlement resolved allegations that Harley sold about 340,000 “super tuners” enabling motorcycles since 2008 to pollute the air at levels greater than what the company certified. Harley-Davidson did not admit liability, and said previously it disagreed with the government, arguing that the tuners were designed and sold to be used in “competition only.”

INDIA PULLS BACK ON PLAN TO ENFORCE APPROVED HELMETS
Police in India have withdrawn a rule requiring motorcycle riders and passengers to wear ISI-approved helmets, after a week of seizing non-approved helmets and fining riders.

Motor Vehicle Rules in Karnataka, a state in southwest India, require that helmets have the ISI mark (that certifies acceptable levels of quality and crash performance). Traffic police officials had set the deadline of February 1st for all riders and pillions (passengers) to switch to ISI branded helmets. Now though, this deadline has been withdrawn.

In announcing this sudden change, the Commissioner of Police said in a statement; “Traffic policemen on duty cannot decide the standard of helmets by a mere physical inspection and hence it is unfair to penalizing bikers for wearing sub-standard helmets… Each and every helmet we confiscate would have to be sent to the BIS (Bureau of Indian Standards) office and we could not impose a fine until we got the results.”

QUOTABLE QUOTE: “We are not afraid to entrust the American people with unpleasant facts, foreign ideas, alien philosophies, and competitive values. For a nation that is afraid to let its people judge the truth and falsehood in an open market is a nation that is afraid of its people.”
~ John F. Kennedy (1917-1963), 35th US President 

I’ve handled two bucket list items in the last six months. I made it to Cuba before McDonalds fast food joints spring up on every other corner. Then I ran into the opportunity to see New Zealand and deliver my mother’s ashes to her chosen resting place in the Eden Gardens, Auckland, North Island. No, my mother is not from New Zealand. She traveled the world and to New Zealand often.

My nickname switched from Bandit to Wounded Toe for the trip. I ran over my one and only big toe the morning of our flights with the headquarter’s dumpster and ended up in urgent care in our little third world country between Long Beach and San Pedro. We didn’t have time to hit the VA hospital. Would I lose my toenail or die of jungle rot, became the mystery of this excursion.

My mom’s longtime New Zealand friend Lisa Robinson helped with the arrangements, but didn’t want anything to do with my injured toe. She also offered to make it happen around the time of the Burt Munro Challenge motorcycle events in Invercargill at nearly the bottom of the South Island. Traveling to New Zealand, below Australia held challenges and mysteries. It’s a country southeast of Australia, made up of two Islands, the North Island and the South Island.

The total land mass is about the size of California, but the population is fortunately only five million with two million hanging out in the crowded town of Auckland, sort of on a clamoring peninsula. We flew to Auckland, 12 hours, waited two hours and flew to Queenstown, about two hours, on the South Island. Then we rented a car and drove for two hours south to Winton. Then we threw our bags into Graeme Lowen’s pad, jumped on motorcycles and into a sidecar to blast to Invercargill for the Burt Munro Beach Racing.

Here are the Burt basics from Wikipedia: Herbert James “Burt” Munro (Bert in his youth; 25 March 1899 – 6 January 1978) was a New Zealand motorcycle racer, famous for setting an under 1,000 cc world record, at Bonneville, 26 August 1967 with an Indian Scout. This record still stands; Munro was 68 and was riding a 47-year-old machine when he set his last record.

From his home in Invercargill, he worked for 20 years to highly modify the 1920 Indian motorcycle that he bought new. Munro set his first New Zealand speed record in 1938 and later set seven more. He travelled to compete at the Bonneville Salt Flats ten times. He set three speed records, one of which still stands.

His efforts, and success, are the basis of the motion picture The World’s Fastest Indian (2005), starring Anthony Hopkins, and an earlier 1971 short documentary film Burt Munro: Offerings to the God of Speed, both directed by Roger Donaldson.

Jet Lag, we don’t need no stinking Jet Lag. We hauled ass to the beach in Invercargill where crowds watched the sand racing from inland sand flats scattered with seaweed and driftwood. No alcohol was offered, although plenty was available in personal coolers. The flat track oval was long and near the water’s edge.

Spectators also scattered in the sand dunes alive with sea grass and peered out to sea between screaming fits of racing shooting sand skyward. Most of the bikes were dirt bikes, but a few high-powered sport bikes and café racers filled the flying mix of bikes. Surprisingly few riders went down. “If you squint,” Graeme said, “you can see Antarctic Ice from here.”

We scouted the vendors for Jack Daniels and cold beers but were turned down—fuckin’ yanks.

Special guests Invercargill Mayor Tim Shadbolt officially opened the Indian Motorcycle NZ Beach Races and The World’s Fastest Indian film director Roger Donaldson. Congratulations to Aussie rider Damien Koppe for taking out the Burt Munro Trophy!

After a massive fish and chips dinner on the Lowen dining room table we crashed out then spent several days attending Challenge events. One of the major highlights of Invercargill was the home of the Burt Munro museum scattered throughout the E Hayes Hardward store.

The name Hayes is synonymous with farming and engineering through many of the Hayes original inventions found on farms throughout New Zealand to this present day.

Ernest Hayes originally started business in the township of Oturehua – formerly named Rough Ridge – in Central Otago* in the late 1800s developing numerous new products using his pioneering engineering skills. One of his most significant inventions was the development of the Hayes permanent fence strainer in 1905 – a product still manufactured today and widely used on farms throughout New Zealand.

Irving Hayes, one of the sons of Ernest Hayes, opened the Invercargill branch of E Hayes and Sons on Leven Street in 1932, located in premises leased from the Railways Department. The original rent was 28/6 ($2.85) per week.

The grandson of Irving Hayes is the current Managing Director Neville Hayes who started with the company in 1972, following in the footsteps of his father Norman Hayes who ’steered’ the business for over 60 years. As was tradition, Neville began work “on-the-bike” and initially drove the company delivery van.

Generations of the Hayes family have continued to be involved in every level of the business, driving the company forward to meet the challenges of the future while adhering to the company values of ‘Putting People First.’

The initial part of the present Dee Street, Invercargill premises was built in 1956 and with the acquisition of the adjoining building the shop now fills an entire city block from front to rear. The ‘tool wall’ alone is in excess of 100 meters long with an enormous array of tools.

“E Hayes has a lot of local racing cars and various local racing bikes and other weird and wonderful bits of machinery on display amongst the normal store merchandise,” said Graeme. “They also have the bits of blown-up and worn-out engines in a display Burt called, ‘Offerings to the God of Speed.’ Hayes and Burt Munro were great mates and the Hayes were very astute businessmen as well.

The late Norman Hayes was smart enough to have bought Burt’s bike and other bits when Burt offered them to him at a point in time when Burt need to raise some funds.”

Sidebar: We left on Wednesday lost Thursday so arrived on Friday.

The next morning (Saturday) I needed a break. I elevated my foot for a while and took a bath while Graeme, Keegan, Richard and the girls returned to the rally site for shopping.

Over 2000 visitors camped out at Oreti Park, enjoying great live entertainment and the awesome display of motorcycles.

We jammed back south in the afternoon for the Oreti Park Speedway Spectacular. This family favorite attracted record numbers supporting peewees to sidecars. Packed with spectators, the sidecar action was nail-biting exciting and fast. The kids were a kick to watch.

“The girls were keen to try a local New Zealand drink,” Graeme added, “while Bandit stuck with Jack Daniels.” But it was in a can with Coke and didn’t cut it. “The solos had plenty of racing, but it was the sidecars that pulled everyones’ attention when they rip away from the starting line. They are definitely faster than the solos and it made for some exciting racing.”

Everyday we scooted along beautiful flat two-lane highways unencumbered with billboards and franchise stores. In his spacious fiberglass sidecar Keegan and I held on as Graeme blasted past cow pastures and fields of freshly sheered sheep. The pristine homes were surrounded by wild, well-trimmed artic wind barriers made of tall trees and a sort of a Cyprus hedge that grew to 50 feet.

We also attended the official Bike Show housed in a car club’s headquarters. They had a specific slant to their vintage display each year. This year it was ‘60s and ‘70s Hondas. Nostalgic building with hardwood floors dinged with a long history or high heel shoes dancing.

We missed the Classic Motorcycle Mecca NZ Hill Climb Champs. An incredibly sunny day saw riders take on Bluff Hill in perfect conditions with Mitch Rees taking out first place.

Sunday we scrambled out of the sack early to attend the Honda Invercargill
Street Races. It drizzled as we slipped into a flat growing industrial area with manufacturing buildings and empty grassy lots. The infrastructure was perfect with a maze of well-maintain asphalt roads and concrete borders.

The professionally laid out area was cordoned off with barriers and stacked bales of hay. We arrived as vintage Indian Scouts and flathead Harleys whipped around the track. Maybe that was the issue. Don’t run the vintage heats first.

“The Southland Motorcycle Club along with the Burt Munro Challenge organizing committee are sincerely sorry for having to cancel the Honda Invercargill Street Races because of a significant oil spill on the track,” reported the staff.

The oil spill from a motorcycle contaminated about 95 per cent of the track with the remainder of racing having to be cancelled to maintain rider and public safety.

I wondered if they followed the Burt Munro mantra. Would Burt stop racing under those conditions? Where was the degreaser truck?

But we still had a blast checking the action, the party in the streets and the bikes.

As a gesture of goodwill regarding the premature cancellation, the Southland Motorcycle Club made a donation to St John New Zealand, who continues to support the Burt Munro Challenge by looking after competitor and public safety.

Note: If you have any concerns in relation to this event, please contact us at burtmunro@venturesouthland.co.nz

Congratulations to legendary commentator Neil Ritchie who was awarded this year’s Munro Family Trophy!

The girl’s peeled out and Graeme, Keegan and I peeled to Bill Richardson’s Transport World a World class truck museum with several other displays including motorcycles.

We watched Offerings to the God of Speed in a motorcycle home in Invercargill on a rainy day, while returning Keegan to his home in Graeme’s sidecar. Keegan is an 11 year old, single mother raised kid, who doesn’t have a dad. Graeme is helping out and has hauled this youngster to rallies all over the country for the last seven years, good man. He saves and engraves each rally pin for Keegan. “It will be a few years yet before I present them to him,” Graeme said. “I took him to a rally this last weekend and we are away to another one this weekend as well.”

Monday Graeme and I rented a many-seat van for a day trip to the very southern reaches of South Island.

“First off it was south trough Invercargill to Bluff and the end of Sh 1, (or the start of it) some 55 minutes and 60 km away,” said Graeme. “Then it was to the top of Bluff Hill and the view was just magnificent of the Southland Plains on such a fine morning. This hill also has a concrete gun emplacement or a large coastal gun to defend the harbor from the enemy in World War
II during the 1940s.”

After almost another hour and 60 km to reach a spot on the coast for lunch. We had to stop and try Whitebait, a miracle omelet mate from miniscule fish you can’t see.

We had to try thousands of fish all cooked in tiny pans to make up this delightful concoction. It was the size of it that caught us all by surprise! “In my experience Whitebait patties are just about 100mm or so in diameter but not this one,” said Graeme.

It must be at close to 300 mm in diameter.

Whitebait are a very rare seasonal food and require a lot of patience to catch them, in large very fine nets. You must know where and when to catch them since you can’t see them and you never know what season will bring them. Then there are severe regulations.

“They have ‘stands’ on the side of a tidal estuary,” said Graeme. “Sportsmen are subject to a yearly fee and there are certain conditions that have to be met.”

“There are only a few places around the South Island that are suitable for such activities and they are zealously guarded by the same mystic fishermen year after year,” continued Graeme. “They are the only ones who can hear the Whitebait fish whistle.”

Then it is on to Curio Bay via the coastal route of Fortrose Otara/Haladne Road. This road is under going a reconstruction in preparation for being turned into a sealed road so that not so many tourists fall off the side of it. There is also a section that is subjected to coastal flooding. It is that close to the normal high tide mark. As we bumped over rough roads we discussed the notion of Curio Bay and the meaning of Curio. It became a mission to find a Curio Shop.

“The view over looking the TautukuBay is one that always looks magnificent on a fine day, even for me who has seen it lots,” said Graeme. The beach was amazing without a soul stepping on it. Then we stopped in at Papatowai, so that we could have a paddle in the Pacific Ocean. “Wounded toe was able to let it soak in the healing briny waters,” said Graeme. “Hopefully do the mangled wounded toe a bit of good.”

It was the best part of two hours before we arrived back in Invercargill to the Cabbage Tree Restaurant. The Cabbage Tree is a native tree to New Zealand and used to grow in all sorts of places. Plus the sprawling family restaurant held a solid supply of Jack Daniels, but charged an arm and a leg for half a shot. I’ll wait.

We ultimately found a Curio shop built into a bus along side the road but weren’t allowed in, maybe another time.

The location is just two hours north of Stockholm, but Årsunda is a cold place where the lake freezes early in the winter. Speed was started by Glenn Madman Ocklund ten years ago. He and his friends wanted to see what their cars and bikes could do on the flying kilometer. Landspeed are now even sanctioned by the US summer racing guys.

There are two main courses, 1600 meters accelerate, 1000 meters for time cheque, and like 1500 meters to stop…! On top of that there is a drifting course just to have fun on icy curbs and a ice speedway course.

The variations of the vehicles is everything from rockets to choppers. British bikes are the thing right now, lots of Triumph 500CC and 650 CC. Classic Norton Dominator 850CC did 170 km/h. Crazy Pavel from Poland did 302 Km/h on his Haybusa!!! and his son 15 years old did 275 on a Suzuki……..

The most famous club on the ice is Bengalos from Swedens west-coast, they bring new bikes each year. 2018 a Jawa 500 CC ex-speedwaybike the two-speed with pilot Hasse Antonsson did 139km/H on the show painted bullet!
They inspinner a couple of Norwegians last autumn to rebuild their choppers to 60s look dragbikes. Per-Henrik Bernström managed to do 133km/h on a 500CC 1971 Triumph. First time ever ice racing.
He said that when you are done with acceleration everything is just to be in a white cloud. Front Fork wobble the rigid frame like a snake hold on to the handlebars, and when you see the flag brake slowly, it is an adrenaline rush, better then drugs.

The kompressor-king of Stockholm had a really fast Sportster. New sprockets new chain but, however after 2000 meters the chain broke and twisted around his leg. The ambulance came fast examined and put some bandaid on. He wanted to race again but the nurse said you have to X-ray! At the hospital they found a piece of the chain deep into his thigh… operation direct. But he will be back 2019!

Friday saturday racedays sunday reserve. The depo-area is on the ice, all public have full access to the teams. It is a big party weekend, just like in the wild old west, when the fur-traders came down from the mountains and had a big Jamboree! Of course the racing is important but also to help your brothers with both wrenching and spare parts. Everybody is a winner !

Sheriff ON THE ROCKS reporting

Speed Weekend 2018:
Årsunda

Pl:	Nr:	Name:	Class:	Vehicle:	Start Speed:	End Speed:	Avg. Speed
1	708	Jens-Petter Brandstorp	15BW	Audi S6	298.01 Km/h	322.58 Km/h	313.78 Km/h
2	347	Peter Vestman	15B	BMW 535	288.0 Km/h	310.88 Km/h	304.95 Km/h
3	483	Pawel Ratajczak	6B	Hayabusa	292.20 Km/h	302.52 Km/h	298.87 Km/h
4	9992	Ola Eggan	16B	BMW E30 S54 Turbo	275.65 Km/h	303.03 Km/h	293.06 Km/h
5	985	Micke Karlsson	5B	Suzuki GSXR	269.46 Km/h	286.62 Km/h	283.84 Km/h
6	995	Thorstein Kvarme	15A	Ford Sierra	270.27 Km/h	277.34 Km/h	281.66 Km/h
7	327	Anders Söderlund	16BW	Porsche 997 Turbo SMR	265.48 Km/h	288.92 Km/h	279.98 Km/h
8	1500	Kuba Ratajczak	6A	Suzuki	270.67 Km/h	275.22 Km/h	277.92 Km/h
9	1977	Rikard Eklund	15B	Volvo 245 Turbo	269.05 Km/h	274.39 Km/h	274.97 Km/h
10	133	Ari Klemettinen	6B	Anarchbusa	257.14 Km/h	280.81 Km/h	271.06 Km/h
11	8406	Henrik Erlandsson	15B	Volvo 760	257.51 Km/h	269.05 Km/h	267.55 Km/h
12	110	Erik Enoksson	15BW	Audi Urquatro	244.23 Km/h	262.77 Km/h	256.55 Km/h
13	281	Anton Pettersson	15B	Volvo PV	242.26 Km/h	242.58 Km/h	250.41 Km/h
14	4834	Tatu Haapala	14BW	Ford Cosworth	233.16 Km/h	251.39 Km/h	248.87 Km/h

The town of Oakley was changing. As the rising sun’s rays touched an Oakley building it would change back into a modern Middleton building. Buildings built in the 1880s would shimmer, their outlines flickering as if seen underwater; then shimmer some more then reappear in a more modern 1920s Art Deco design.

Larry pulled to a stop in front of a two story building at the outskirts of Oakley, soon to become Middleton. We parked the bikes and then walked up some wooden stairs that led to a balcony in the back. The building was still an 1880s Oakley building but not for long.

“Sun’s rays will hit this area soon;” I said, “wonder if we’ll feel the change?”

“We’re about to find out,” answered Larry.

Seconds later our balcony was bathed in morning light. Except for the expected shimmering followed by a shuddering like a dog shaking itself free of water I felt no different. Larry looked the same and so did I. The building however had morphed into a modern two story; the wooden balcony had now become one made of metal. We walked back to the front and down the now steel stairs to a now asphalt street.

“We may have survived the transformation but the Harley Low Rider didn’t,” said Larry at the same time pointing to where a bike I’d read about in a magazine was now parked.“What happened,” I said, looking up and down the street for the Low Rider? Where Larry had parked the Low Rider a Yamaha XSR900 identical to the one I’d recently drooled over in a motorcycle magazine was parked in its place.

“If the things Hilts conjured,” I said, “are changing does that mean he was destroyed in the explosion?”

A Yamaha XSR900 was parked in its place

Speaking of change, Oakley had now completely changed back into Middleton. Cars were on the street. People dressed in modern Twentieth Century apparel were appearing and beginning to flow around us like water around two stones in a stream. Shops were opening. Middleton was awakening.

“Think about what’s happened,” said Larry. “We may feel the same but things have changed.”

“What do you mean?”

“Look at what the Low Rider changed into;” continued Larry, “it changed into what you must’ve have been subconsciously wanting…so be careful what you wish for.”

“Why?”

“Your subconscious desire to get the bike you’d read about in a magazine coupled with the town of Oakley changing back into the town of Middleton must’ve been strong enough to counter your desire to have the Low Rider. Hey, we’ll probably never have an answer until we ask Hilts or Ma n’ Pa…speaking of which…I hope they’re ok.”“What I do know,” I added, while pointing to the Glock 10mm and the giant green sunglasses, “is I must’ve wanted to keep these two things.”

“And don’t forget,” continued Larry, “your desire to change the two highway flares Hilts was holding into the two sticks of dynamite he needed.”

“Luckily,” I laughed, “I wasn’t thinking of bread sticks.”

Speaking of bread sticks, a quick stop for some coffee and eggs at a local café brought no more than a couple of…”You two are new around here”…comments.

When we got to the edge of Middleton I asked, “Should we wait for Hilts?”

Larry had taken back the Vegas 8-Ball and I was on the Yamaha XSR when he said, “He would have wanted us to continue on to our meeting place. He said he and Kate would meet us there. He said to let the giant green sunglasses, our version of the Yellow Brick Road, on the front of our bikes guide us.”

For reasons I’d probably never understand the giant green sunglasses had survived even the destruction of the Suzuki M109

For reasons I’d probably never understand the giant green sunglasses had survived the Low Rider’s transformation into the Yamaha XSR and even the destruction of the M109.Larry climbed back aboard the Vegas 8-Ball, “We need to get going. Reasons for why things changed or not changed will have to wait for answers from Hilts.”

Middleton’s main street led us out of town and into the country. Once past the city limits Middleton became something to forget. Middleton, a.k.a. the eerie town of Oakley after sundown, was becoming more and more as the miles rolled by just a mixture of memories.

Twisty valley roads, this was what the 8-Ball and the Yamaha XSR had been made for: easy turns over dips and rises with just enough change in height to manage your speed.Ever wonder how much of the Borderlands blend into our world? How many times have we ridden through the edge of them without being aware? How many times have we ridden along a stretch of unfamiliar road only to find the sounds and colors sharper, our thoughts more enlightening?

Larry and I had nothing to say so I was soon listening to the best of Doo Wop…my ear radio always finding the music that best reflected my mood and surroundings. Tom Petty’s song, “Runnin’ Down a Dream” had a habit of playing on the big sweepers.When we’d crossed the valley and crested the first of some high hills, Larry pulled to a stop and walked to the top of the shoulder. I walked up beside him.

“We’re being followed,” said Larry, pointing to the valley below us then walking over to the edge of the road.

“I hadn’t noticed,” I’d been listening to music and haven’t checked the rear view mirrors for quite awhile.

“His truck’s less than a mile behind,” continued Larry pointing at a close growing closer cloud of dust.

“I see him,” I said, “he’s stopping; he’s getting out and pointing a stick at us. Maybe he’s trying to signal us?”

“What are you,” I said at the same time I began crawling left, “going to do?”

“Don’t worry about me. Shoot as quickly as you can then get out of here.”

When I’d crawled an estimated twenty feet I looked to the right where Larry was hunkered down behind the shoulder of the road. The road’s dirt shoulder made a small barricade, small enough to hide behind if you didn’t stand up.

If I’d thought too long about it I wouldn’t have had the courage to do it. A second later I was looking over the edge of the shoulder and firing the 10mm at the truck as fast as I could pull the trigger. My first five shots missed sending up little fountains of dirt. My next five found the truck’s side panel. When I rolled to the side to get an ammo clip from my pocket another angry bee flew by where my head had been. Larry motioned for me to get going then stood up and fired.

Larry’s shots were more measured than mine had been, each one paced to allow time to recover from the recoil. The jumping of Larry’s shirt was followed by the crack of a rifle. The next shot would get him. I decided to stay.

My 10mm reloaded, I stood up and carefully aimed. The shooter was in a prone position under the truck and hidden from Larry’s line of sight. His legs however were visible to me. I got lucky on my second shot and hit him in the thigh. There followed some distant cursing…then silence. Larry walked over. He had a bullet hole, more punched than torn, through the left side of his shirt.

“We’ll wait a few minutes then go down to be sure…and thank you for deciding to stay.”We waited more than a few minutes than rode back down the hill to where the truck was parked. Our shooter had quit cursing and except for a 10mm entry hole in his upper leg and a larger exit hole on the opposite side and a growing puddle of blood beneath him he looked like he’d just gone to sleep.

“Through and through, bled out;” said Larry as he looked closer at the shooter’s wound, “hit the femoral. Didn’t suffer much; most likely unconscious and in shock when he died. Realizing he wasn’t going to make it the shooter must’ve just said, Oh shit, stretched out under the truck, closed his eyes and taken the big sleep.”“Wasn’t the ‘The Big Sleep’ one of Raymond Chandler’s Philip Marlowe mystery novels?”

“Yup, one of my favorites; but this guy was no private eye from 1930s Los Angeles. This guy was someone’s hired shooter sent to get us; probably a bounty hunter.”“Hired shooter?”

Larry had to say yup again, “Yup, and lucky for us an impatient one. Had he not been in a hurry and waited and then taken his shot when we were more in the open and without cover we’d be the ones taking the big sleep.”

Larry walked around to the other side of the truck, reached down and picked up the shooter’s rifle.

“Savage, bolt action 308 Winchester, polymer stock, with a telescopic sight; makes a great sniper rifle.”

Larry then looked back across the valley, “If they sent one shooter they’d have sent others. We need to get going.”

Thoughts of us being targets out in the open made me hurry to where my bike was parked.

“Don’t panic;” said Larry as he got on the Vegas and started its engine, “they’re at least a mile away. I can see them now…looks like a sedan.”

“Them?”

“Yup,” answered Larry, “driver and another riding shotgun. There may even be a third person in the back seat. Someone doesn’t want us to get to where we’re going.”Riding shotgun meant the guy riding in the front passenger seat probably did have a shotgun and bounty meant something other than a brand of paper towels. I’d forgotten Larry had superior eyesight.

“Shouldn’t we take the rifle? What if they decide to use it to shoot at us?”

“I’m hoping they will,” laughed Larry. “I jammed up the barrel so it’ll explode when they fire it.”

We headed back into the hills. It was hard not to panic. Larry’s pace was on the edge. Thankfully the Yamaha was a better cornering bike than I was a rider and could pay the cover charge on my lack of talent. As it was I was at my limit keeping Larry in sight and only because he’d slowed enough to keep me in sight. Take a Reg Pridmore riding class at Laguna Seca Raceway, follow an instructor around the track and you’ll have a sense of what I mean. Your lap times will never be as fast as when you were following him.We’d only ridden a few miles into the hills when Larry turned onto a hard packed dirt road leading to a grove of trees in the center of a field about fifty yards away. I followed, slow enough to keep from falling but fast enough to hopefully make it to the shelter of the trees before the car behind us caught up. The car had been reeling us in and by the sound of its engine they were less than a minute behind. Memories of being chased by Raggedy Man came to my mind.

Larry stopped about twenty feet before the trees.

“Why are we stopping?”

“I want them to see us before we ride behind the trees.”

We didn’t have to wait. Twenty seconds later they’d seen us and were slowing to park. Getting out of the car their movements looked deliberate, confident, too confident, as if they knew the chase was over.

“Go!”

No other urging was required as both Larry and I accelerated behind trees. “What now?”

“We wait for them to get closer.”

The grove was tiny with maybe six trees in a cluster; the largest in the center. Larry and I had parked out bikes behind the largest.

“Both of them are carrying shotguns.”

“Hopefully they’ll stay close together.”

Our shooters weren’t following our wishes. The driver had already started walking to the left; the passenger, to the right. We were being flanked. And just when things couldn’t get any worse the rear door of the car opened and a third shooter got out and leaned against the trunk. He was holding the rifle with the barrel Larry had hopefully plugged.“How many bullets do you have left?”

“Counting the one in the chamber, four.”

“I’ve got three.”

I’d already crawled into position to take out the shooter approaching on the right. Larry was doing the same to take out the shooter on the left. Neither of us had to tell the other to wait until our targets got as close as possible before firing. Neither of us had to tell the other we needed to take them out before they could fire back. Three or four rounds of buckshot plowing through this tiny grove of trees would end this shootout in their favor quickly.

At about forty yards away, I was hoping he’d come as close as thirty, my shooter raised his shotgun. I fired and missed. He fired; luckily he rushed his shot shredding the leaves above my head. I fired again. He was in the process of working his shotgun’s pump action for a second shot when he fell backwards. Two seconds later what had happened to me was punctuated by the crack of Larry’s 10mm followed by a short cry, and then silence. Larry had taken down the driver.

“Stay down in the brush,” Larry yelled at the same time he stood up to make a perfect target for the man standing beside the car with the rifle.

I watched as the man at the car brought his rifle to the ready, lined up the crosshairs on Larry and fired.

The result was immediate. The round fired through the jammed barrel not only blew apart the firing chamber but detonated rounds in the magazine. What had once been the right side of the shooter’s face was gone. He twisted to look at me with his one good eye then back to look at Larry. Larry was already running towards the car.

“Who,” Larry was yelling the question even before he reached the shooter, “sent you?”In high school science class there’s a picture on the cover of the anatomy text showing a grimacing human head without skin. You all remember it. Imagine it on a body looking up at you, smiling with all its exposed blood vessels and tendons, and then giving you the finger before it died.

“Tilt his head back.”

Larry and I had arrived at the body about the same time and were looking down at it.“Hurry, tilt his head back. I need to look at his teeth.”

Somehow my stomach gave me permission to let me tilt the shooter’s head back. Larry pried upon the mouth.

“He’s from outside the Borderlands; look at his dental work.

We laid the body back down on the ground, stood up and together walked to the car.Larry opened the front passenger door, opened the glove compartment and took out the registration.

“Curly Stewart, 33 Acorn Street, Pacific Grove, California; check the other shooters for identification.”

The other two shooters had taken the ‘Big Sleep’ and were past caring I’d taken their wallets and was checking their driver’s licenses.

“Larry and Moe,” I said after walking back to the car. “And don’t say what were both thinking about their last names. They’re the three Stewarts, not Stooges…….”

Neither of us hurried to the grove of trees where our bikes were parked. Neither of us picked up the two shotguns and we’d already checked the car for any 10mm ammo.“Let’s recap what we know,” said Larry as he climbed aboard the Vegas 8-Ball.“The shooters, most likely bounty hunters, were from outside the Borderlands.” “And they knew where to look for us,” added Larry.

“We must’ve reeeeleeee pissed some people off.”

“Ya think…,” Larry was already riding back to the paved road. “We need to get to our rendezvous with Hilts and Kate and report what’s happened.”

Our ride, led by our giant green sunglasses, to where we were to meet with Hilts and Kate was almost relaxing. Both the Vegas 8-Ball and the Yamaha XSR were built to ride country roads but not at an ‘Isle of Mann Race’ pace…at least not by me. Passing through grassland and rolling hills washed away most of my dark memories…most of them.

On occasion Larry would stop at the crest of a hill and look back over the road we’d been traveling. He’d scan for pursuit then he’d scan again.

“If someone’s following us they’re doing it electronically, maybe by a bug planted on one of our bikes.”

But to be sure Larry and I looked over our bikes, taking our time, even checking inside wiring harnesses…nothing.

“I’m pretty sure we’re clean;” Larry continued, “we’ll check again when we meet up with Hilts and Kate.”

As evening approached I began to recognize some of the landscape. We were on the same road leading to Kate’s Café. Kate’s Café, known as Spanky’s Café, straddled the Borderlands. Half of it was in the Borderlands, half of it was in our world. The ability to cross over was limited to a very few. For the majority of folks that entered from our world there was no knowledge the café was an entry into the Borderlands. For the majority of folks that entered from the Borderlands there was no knowledge the café was an entry in our world. The password was actually simple, so simple no one would have guessed. You needed only say. “Thank you, thankyouverymuch”…to the café’s singer…

The password to get from our world into the Borderlands was to simply say, “Thank you, thankyouverymuch”…to Spanky’s Café’s singer

CHAPTER27Coming soon