WHAT ABOUT US?

I’ve held the position of Vice-President of Government Affairs for the Motorcycle Riders Foundation for roughly 18 months. And during those months I’ve sat in countless meetings, congressional hearings, public information sessions, symposiums, conferences and breakout sessions, which have covered a gamut of issues that affect riders. Anything and everything from ethanol to self-driving cars to road design and infrastructure, I’ve sat, listened and taken detailed notes. However, during the last couple of months I’ve started to uncover a deeper (and darker) underlying message in my meetings. I’m not one for conspiracy theories, so I won’t suggest that my theory is the product of some sort of anti-motorcycle secret society, but what I am beginning to believe is that the future of riders – our future – is questionable.

I say this because as I’ve sat through these meetings and conference calls, my takeaway increasingly becomes that the U.S. population at large, just doesn’t give a shit about motorcycles.

We’re swept into the same column as shark cage diving, or bull running or cliff base jumping. And though I have no problem with any of those recreational activities, riding motorcycles is not the same. It’s not even CLOSE to the same!

Though many of us ride for the fun and the thrill of it, our bikes also get us from place to place. Unlike swimming with the sharks or running with the bulls, riding a motorcycle is a form of transportation. Motorcycles get us to work, to the post office and to the dentist. So why, in America of all places, are we forced to say again and again and again, what about us?

There is surprisingly little research done about the benefits of riding motorcycles. And I am not talking about benefits to the rider. You ask any one of our MRF members and they’ll tell you that riding is cheaper than seeing a psychiatrist.

So lets put that aside for a minute and talk about the benefits to society. In Europe several years ago, there was a study done to test mobility – that is moving from point A to point B. They looked at commuting routes from outside major cities and within major cities as well as rural areas over varying distances and compared the mobility of a motorcycle to that of a car. And out of the fourteen tests they conducted to measure mobility, the motorcycle won 85% of the time. So in other words, a motorcycle is more likely to get you to your destination faster (and not just because you’re speeding).

The impacts go on from there. Another study (also in Europe where motorcycles are better viewed and accepted as a legitimate form of transportation) showed the impact of what might happen if just 10% of cars were replaced by motorcycles.

Time loss for all vehicles would decrease by 40%. That means a quicker commute for everyone whether they are on a motorcycle or not. And with less cars on the road and less sitting in traffic, that means an impact on emissions. Though I have not uncovered a comprehensive study on the specific issue of reduced emissions and motorcycle usage, a case study by Transport & Mobility Leuven (yep, Europe again) stated that, “New motorcycles emit fewer pollutants compared to average private car (less NOX, NO2, PM2.5 and EC, but more VOC).

They also emit less CO2. Total external emission costs of new motorcycles are more than 20% lower than average private cars. On the section of motorway between Leuven and Brussels, total emission costs can be reduced by 6% if 10% of private cars are replaced by motorcycles.”

There are other benefits too. Things like fuel efficiency; most bikes get as many miles per gallon as a car if not much more. What about infrastructure? Right now, the Trump Administration is currently figuring out how to raise $200 billion to upgrade our nation’s infrastructure, which is in dire shape in some parts of the country.

What may have helped our nations’ crumbing infrastructure? A motorcycle’s lighter touch could mean less wear and tear on a bridge or a road than a heavier, wider-set vehicle.

Given all the aforementioned benefits, you’d think I’d hear some praise from non-riders. Instead, I hear a lot about noise pollution. And that’s when they even talk about motorcycles.

In many cases, they aren’t. Take the National Highway Traffic Safety Administration (NHTSA); when they put out their initial guidance on autonomous vehicles and potential policies and safety factors, motorcycles weren’t even mentioned. They revised the document a year later, and though they did mention motorcycles, it was in the context of what vehicles NHTSA has jurisdiction over. Where it was blindingly not was in the section that has to do with the ability of this technology to identify and respond to objects on the road. Interestingly, the guidance names cars, trucks, pedestrians, bicyclists and animals. But not motorcycles.

Another instance of riders being forgotten (or ignored)? The newly minted U.S. version of Vision Zero, called Road to Zero. It’s a program with an admirable goal – to completely eliminate deaths on our nation’s highways in 20 years. The program spends very little time or resources on motorcycle and related issues in every meeting I’ve attended. Even the logo can’t be bothered to contain a motorcycle rider.

It is estimated that there are more than 300 million powered two-wheelers in the world. These are substantial numbers, so when it comes being viewed as a legitimate form of transportation, why are riders having to fight for a seat at the table? And an even bigger question is how we can change this dynamic?

–Megan Ekstrom
Vice-President of Government Affairs & Public Relations

Conspicuity has long been touted as a means of making you safer while riding your motorcycle.

Along with all the high visibility clothing, like Conspicuity’s See-Me and Super See-Me vests, advanced lighting systems for motorcycles have improved safety for motorcyclists. The Federal Government has recognized the importance of preventing motorcycle crashes by allowing modulating headlamps, following Europe’s lead. FMVSS 108 (49 CFR Part 571.108 S7.9. 4) allows motorcycle headlight modulation systems in all 50 states. “A headlamp on a motorcycle may be wired to modulate either the upper beam or the lower beam from its maximum intensity to a lesser intensity.”

State laws further define the rules of operation in a particular state. In Wisconsin, it is clarified in state statute 347.115 Modulating headlamps for motorcycles, motor bicycles or mopeds:

“A motorcycle, motor bicycle or moped may be equipped with and use a means of modulating the upper beam of the headlamp between a high and a lower brightness at a rate of 200 to 280 changes per minute. A headlamp may not be modulated during hours of darkness.”

The initial annoyance some car drivers experienced with modulating lights has passed and these systems are universally accepted as legal and beneficial. The mandatory “lights on” at all times for motorcycles for safety became an issue when more and more cars operated with lights on. Motorcycles became immersed in a sea of headlights during daylight hours, rendering them less conspicuous than before it became popular to run all vehicles with lights on. Modulating headlights for motorcycles helped remedy that problem.

Rear-end motorcycle accidents are another problem motorcyclists face. To help alleviate that threat, brake light modulating systems and deceleration brake light warning systems have been designed to help keep the motorcyclist safe. Great technical advances in these systems have been made over the years, but the problem is these systems are illegal in many states. Flashing or alternating light systems have been reserved for emergency vehicles only. Some states have passed regulations allowing brake light warning systems, but some police still issue tickets or warnings, or the legislation itself makes these systems remain illegal. For instance, Wisconsin allows deceleration warning lights for motorcycles, but only if the light is amber. Most brake light and deceleration systems are wired into the brake lights of the motorcycle, which are red. The Wisconsin statute explaining deceleration warning systems on motorcycles is:

347.145 Deceleration warning lights for motorcycles, motor bicycles, mopeds or motor buses.

A motorcycle, motor bicycle or moped may be equipped with and use a system in which amber light which pulses in a controlled fashion at a rate which varies exponentially with deceleration is center mounted on the rear of the vehicle.
Tennessee clarified this confusion over red versus amber by adding this language to its law; “provided, however, that the foregoing prohibition shall not apply to the utilization of a continuously flashing light system on a motorcycle. For the purposes of this part, ‘continuously flashing light system’ means a brake light system on a motorcycle in which the brake lamp pulses rapidly for no more than five (5) seconds when the brake is applied, and then converts to a continuous light as a normal brake lamp until such time as the brake is released.”

So even if Wisconsin allows deceleration warning systems, if you have one of the popular units like Back Off, Tail Stopper or Thor, you’re probably in violation of Wisconsin law which requires an amber light. Most states that allow brake light modulators require that these systems use a certain amount of power and that the flashing program selected lasts five seconds or less before going to steady red light.

The restriction calling for an amber light in the brake modulating system in Wisconsin seems to be in conflict with the statute explaining restrictions on the use of lamps;

347.07 Special restrictions on lamps and the use thereof.

(2) Except as provided in sub. (3), or as otherwise expressly authorized or required by this chapter, no person shall operate any vehicle or equipment on a highway which has displayed thereon:

(a) Any color of light other than white or amber visible from directly in front; or

(b) Any color of light other than red on the rear; or

(c) Any flashing light.

(3) A motorcycle may be equipped with a lighting device that illuminates the ground directly beneath the motorcycle if all of the following apply:

(a) The lighting device is not visible to approaching vehicles.

(b) The lighting device does not display a red, blue, or amber light.

(c) The lighting device does not display a flashing, oscillating, or rotating light.

There is a lot of confusion from state to state whether these brake warning systems are legal or not. It’s important that you check your current state law regarding lighting on a motorcycle, and if there is no provision for brake warning systems on motorcycles, or the language is vague or does not allow direct linkage to the “red” brake light, you need to consult with your legislators to amend the statute. Conspicuity is an important safety issue for motorcyclists, and mandating reflective clothing will not solve the problem. Allowing the cycle to be equipped with lights that warn other drivers that the cyclist is braking or decelerating is the best option.

Remember, if you’ve been involved in a motorcycle wreck you need to speak with an experienced motorycle accident attorney as soon as possible. Contact us online or call us directly at 800.800.5678 for your free consultation.

 

The entertainment didn’t stop with the music; Rhett Rotten’s Wall of Death was providing shows all weekend along with the “Hillbilly Flat Track” mini bike racing hosted by Bean’re. The Hogway Speedway had their version of “fast hogs” for guests to enjoy and some of the very best Nashville food trucks were on hand serving up some delicious eats. Bill Dodge of Bling’s Cycle hosted the “BC Moto-Invitational” a custom motorcycle show featuring hand-selected craftsmen and women displaying some extraordinary hand-crafted custom motorcycles. Bill himself has chosen what he calls a “top section” of some of the most talented custom motorcycle builders such as Pat Patterson of Led Sled Customs and Paul Wideman of Bare Knuckle Choppers. Some of the other builders were Jeff Cochran, Former owner of Sucker Punch Sally’s Motorcycles and Zach Johnson, son of the horsepower king, Kendall Johnson.

“We created this event with a goal of providing motorcycle and music lovers something different than what is currently out there; all of the entertainment was from the region and Nashville, the country’s hottest and most popular music city.” Stated Co-Promoter Buck Shaw.

“We wanted to feature music representative of the incredible musicians, song-writers and performers of the area and to fulfill what many motorcycle enthusiasts have been asking for – a destination event in a unique location that celebrates the rhythm of a great road trip. I am confident we delivered that and if you read all the comments on our Facebook page, you will see our guests also feel the same way”. Says Carrie Repp, Co-Promoter Of Tennessee Motorcycles and Music Revival.

Thanks to sponsors Appleton Harley-Davidson, Alexander Chevy-Buick-GMC of Dickson County, Lucas Motorcycle Products, Budweiser and Full Throttle Saloon, ride-in campers enjoyed a stunning location along Hurricane Creek with easy access to the event hub, concert stage, vendors, entertainment, food court and bars. Tow vehicles, motor coaches, small and larger RV’s also enjoyed premium camping spaces at the ranch. The ultimate experience was camping at Loretta’s, but many people also just came in for the day.

 

 

More detailed information including band and musician schedules, Loretta’s Mission 22 Charity Ride and plenty more can be found at www.motorcyclesandmusic.com be sure to follow Tennessee Motorcycles and Music on Facebook, Instagram and Twitter

About Tennessee Motorcycles and Music Revival
The Tennessee Motorcycles and Music Revival is a weekend event held September 28 – October 1, 2017 and will host motorcycle riders of all makes, models and years at one of the most storied and beautiful ranches in the great state of Tennessee, Loretta Lynn’s Ranch. Guests will enjoy live music at multiple locations within Loretta Lynn’s Ranch along with a variety of entertainment, Loretta Lynn’s Ride for Mission 22, specialty food trucks, premium and primitive camping sites, vendors and plenty of riding on some of the most beautiful roads in America.

About Loretta Lynn Ranch

 

In the beginning:

Back in June of 1971, a new and exciting motorcycle publication was introduced – EASYRIDERS – a motorcycle magazine for the entertainment of adult bikers. This came into existence by the hard work of Lou Kimzey, the Editor, along with the owner of Paisano Publications. Along with Lou were Mil (Hog Expert) Blair, Editor-at-Large, and Joe Teresi, senior Editor. Joe was the one who came up with the needed funding to get things running smoothly. He was owner of D&D Distributor, later known as Jammer.

In Issue No. 3, October 1971, EASYRIDERS started a non-profit organization just for bikers. It was called NCCA (National Custom Cycle Association). At the time, dues were $3 for a one-year membership. One must keep in mind that back in 1971, no other motorcycle magazine except Roger Hall’s “Road Rider” was even giving an inch of space to anti-bike legislation. Yet Lou Kimzey saw fit to take on the extra burden of starting a motorcycle rights organization.

In early 1972, Keith Ball arrived on the scene at EASYRIDERS. He became Associate Editor of EASYRIDERS and Director of ABATE. Through the work of Keith and the guidance of Lou, ABATE started area coordinators in different states to help organize bikers so that they could better represent ABATE on the local level. This also helped form a better line of communication. From this mushroomed a sophisticated network of state and county chapters.

It should be noted that the little funds that ABATE had in the early days went to hiring an engineering firm to determine whether a raked front end or an extended front end was safe. This resulted in two lengthy documented reports, complete with engineering drawings that established proof that they were safe. This allowed bikers to fight “unsafe vehicle” tickets in court with scientific facts – not just opinions. EASYRIDERS, on behalf of ABATE, also picked up the tab on a test case concerning an extended front end being unsafe. From 1971 to 1974, most of ABATE’s efforts went into fighting such laws. Had it not been for the efforts of ABATE – EASYRIDERS in the early 1970’s, choppers would have been outlawed.

In March 1977, ABATE, through the help of the staff at EASYRIDERS, held a State Coordinators meeting in Daytona, Florida. It was decided as a matter of policy that ABATE, nationwide, as a lobbying organization, would discourage back patches on cut-offs. This was decided as necessary in order not to be misjudged as a “club”, either by outlaw groups. police, or Joe Citizen. At this meeting it was also decided that it was about time ABATE got organized, with a charter, bylaws, etc. Nominations were held, and five State Coordinators were elected as a steering committee to take ideas from all the members and chapters, and boil the results down to a charter and bylaws. Fuzzy Davy from ABATE of Virginia was elected spokesman of the steering committee along with Donna Oaks of ABATE of Kansas, Russell “Padre” Davis from ABATE of Pennsylvania, Wanda Hummell from ABATE of Indiana, John “Rogue” Herlihy from ABATE of Connecticut. A meeting was set up for Labor Day at the second national ABATE get-together in Lake Perry, Kansas. This gave the new steering committee seven months to get everything together.

At the Kansas meeting, Lou Kimzey could not make it because of a sudden illness. In his place he sent Keith Ball, Joe Teresi, Pat Coughlin, a union organizer, and Ron Roliff, business agent of the MMA (Modified Motorcycle Association). A hall was rented by EASYRIDERS so that a professional meeting could be conducted. At the meeting a proposal for a new national organization was presented by the people from EASYRIDERS. In this proposal was a five member board of directors. A problem arose when it was learned that none of the board would be made up of any of the state coordinators or any ABATE people, but would be composed of people from California, led by Ron Roliff of the MMA. This intimidated a lot of hard working ABATE people. Also, none of the recommendations of the ABATE steering committee were considered.

After a lot of in-fighting, the state coordinators were asked to send what they thought should be changed and to submit their ideas to Lou Kimzey. Lou had sent around a letter explaining that he was sorry that he had missed the meeting in Kansas and that he was scheduling a meeting in Sacramento in October 1977. Lou paid the air fares of the steering committee members (5), put them up in a hotel, and then attempted to explain how and why things had gotten out of hand. Unfortunately, ABATE people who had not been invited to this meeting provoked uncalled for attacks against Lou and EASYRIDERS. Lou had tolerated a lot of mud slinging concerning forming a national organization; thus he stated to the people attending the meeting that he and EASYRIDERS were relinquishing the organization to the people attending the meeting in Sacramento.

ABATE formed five regions in the country, each region having about 10 states. Each region has a Regional Coordinator who coordinates information between the state ABATE organizations. Each ABATE state organization is now independent and on its own. Because of all the hassles of trying to form a national organization, the trusts and funds needed, the probability of another attempt at forming a national organization is most unlikely. In the meantime, ABATE people all over the country are taking care of business as always, and no matter what happened, they will be there taking care of business.

On the spur of the moment and out of total frustration, Warren Bennett, Kemp O’Connell, and George Vigars organized their own Motorcyclist Rights Protest. It was thought up on a Tuesday and conducted five days later on a Saturday. One hundred flyers were designed and circulated to the local bike shops. We then went directly to the news media with our story. The local newspapers gave us a real good shot. Channel 10 TV talked us into bringing some bikers down to the State Capitol the Friday before the protest for an interview. Six bikers appeared on their choppers to give a first-hand analogy of the concerns of the motorcyclists rights. At this point in time there was a lot of talk about outlawing choppers, extended front-ends, springers, and raking, along with any alteration to the frame.

A month later, Warren Bennett made a trip to California. He brought with him the black and white photos of the protest along with the newspaper clippings. After some detective work, he was able to track down the office of Easyriders Magazine, where he met Keith Ball, its Associate Editor and also Director of ABATE at the time. The articles were presented, thinking that we were the first ones outside of California to this kind of thing. Keith presented him with a new issue, which was not out yet. In it was a four- or five- page story about the Connecticut Motorcycle Association holding rallies every month, with thousands of bikers attending.

In Keith Ball’s office hung a poster about 8″ x 3′, stating “Helmet Laws Suck, ABATE of Illinois”. Warren asked Keith if ABATE had chapters around the country. He replied that some concerned biker groups were allowed to use the name of ABATE. After asking, in reference to New York, he said, as long as it’s for the cause, go ahead and DO IT.
ABATE of New York was about the fifth state organization in ABATE. Ahead of New York were ABATE of Illinois, ABATE of Michigan, ABATE of Indiana, and ABATE of Kansas, which changed its name from the Dave Moze Memorial Foundation. ABATE of New York got ABATE of Virginia going under the leadership of Fuzzy Davy. From this group other chapters were to follow. After Warren came back from California, George Vigars and he started ABATE of New York. George was elected State Coordinator, a job he was to hold for over two years.

In the early days of ABATE of New York, there were many, many hassles. To this day a lot of people still don’t know how ABATE survived the havoc. The paper work alone was enough to drive someone crazy. In the first two years of ABATE of New York, the headquarters moved eight times. We had a post office box from the beginning, thus keeping ABATE somewhat stabilized. Among some of the hassles were: lost membership records, funds stolen, and membership meetings, which were being held in local bars, turning into yelling matches and fights. At this time we decided that we’d better get organized.

With the clubhouse, ABATE grew so fast that it literally split ABATE apart at the seams. ABATE did not have any type of organizational structure, nor professional leadership. The bar and money was handled with little or no accountability to any one person. Everyone thought that the clubhouse would just run by itself with little or no responsibility on anyone’s shoulders. In a little less than three months, the whole thing folded.

Although money was being ripped off to some extent, and beer sales were unaccountable, along with some drugs being used inside of the clubhouse, the biggest problem that the ABATE clubhouse faced was with a local outlaw club. This club, at the time, did not understand ABATE, nor did the members of ABATE understand this club. Animosity developed between the two groups. The end resulted in Hondas being kicked over as the club members decided to antagonize their opposition and by ripping off a Superglide that was parked in front of the clubhouse. This bike was later recovered at the outlaws garage down the street from ABATE. This club (the Breed M/C) seemed to get their kicks playing head games with members of ABATE, who were not interested in any hassle.

Because of the bad mismanagement and a lack of any strong leadership, ABATE closed down the clubhouse. After paying off the bills we were left just about broke. Members who were involved with this project ripped up their membership cards and tore off their patches. All the many problems were piled on ABATE, making it responsible for everybody’s shortcomings. ABATE of New York ceased to exist.

After about four or five months, the ones who were concerned about legislation decided to make ABATE into a mail order organization. No contact would be made with the members, other than a monthly newsletter. ABATE still had some volunteers to lobby on its behalf at the capitol, although their unflagging zeal and morale was low. Out of the 300-plus members who belonged to the Albany area, a group of about10 emerged to carry the load. It was again decided that we needed a place to work out of. A small office was located at 1969-A Hamburg Street in Schenectedy (about 10 miles away) which rented for only $80 a month. This was in July of 1976. This office was funded by donations of $10 each and was set up as a private group of bikers willing to further the cause of ABATE. There was a desk, chair, refrigerator, and later, a pool table.

It didn’t take long for the word to get out that ABATE had another clubhouse. To stop any misunderstandings, this group started their own motorcycle club, calling itself “Friends of the Road Motorcycle Club”, dedicated to the preservation of ABATE.

By having a clubhouse atmosphere (beer, food, music, and pool table) it didn’t take a lot of talking to get people to stop by and lend a hand to ABATE. When it came time to put together the newsletter, there was always plenty of help and volunteers. ABATE of New York would not have made it through the next two years if it were not for this clubhouse. Many hours of work and organization developed from this new lease in life.

….As we go marching on. Shortly after the first clubhouse was closed, a group of ABATE members from the Gilboa area (35 miles away) started an ABATE chapter. At the time, we were spending every last nickel on the helmet law repeal. This chapter sent us all their membership dues, which at the time, was $5 per year per member. This chapter lasted about six months, ran out of money, ran out of leadership, and ran out of hope.

ABATE of Syracuse started to grow in members and dollars (about $600 in their treasury in three months time). Officers from the Albany area would travel back and forth, attending their meetings, giving advice from time to time from the standpoint of their experience. ABATE of Syracuse did all of their own paperwork, along with sending out their own newsletters, membership cards, etc.; things really started to look up for a change.

ABATE of Syracuse sponsored their own helmet law protest, of which people from the Utica area attended. (Utica is about 40 miles east of Syracuse). These people were excited by what they saw; they wanted to start a chapter also. Officers from ABATE of Syracuse went to Utica a week or so later to help them set up their own chapter of ABATE. Paul Antonik, a member of ABATE of Utica, moved to Buffalo to go to college. There he helped local bikers start ABATE of Buffalo.

And on it went, chapter after chapter forming, reaching out and influencing area bikers and politicians. A chapter needs good leadership and volunteer help from its members to be successful, as well as keeping its members informed or educated through regular meetings and newsletters. Chapters that have failed on one or more of these points have folded: ABATE of Queens, ABATE of Yonkers, ABATE of Ulster County, and ABATE of Binghamton. Some chapters never got off the ground such as ABATE of Westchester and ABATE of Auburn. However, the local chapters gave and give ABATE the backbone it needed and needs, along with the ability to deal with legislators on a more personal basis.

The biggest problem that ABATE of New York has was overcome when we developed a statewide newsletter, thus informing all the members of what other chapters were up to in other parts of the state. This has increased competition between the chapters to outdo one another on different projects.

ABATE of New York, Inc., has had many years experience to iron out its problems and to move ahead. If we have learned anything, it’s that you can’t do it alone. A lot of people doing a lot of work is always much better than a few people doing a lot of work. How did we accomplish all of this? We formed chapters, independent chapters without any strings attached. We made them their own bosses whether they liked it or not. The chapters had power over their own destination and the responsibility that goes along with it. If a local chapter goes down the tubes, they have no one to blame but themselves. They can’t come running back to the State Office nor anyone else; they are what they are. It’s up to the local members to vote in or out of office, members they feel are best qualified; although qualifications have little to do with spirit and hard work, which is what they will need if they want satisfaction and success down the road with ABATE.

ABATE of New York and its officers can only offer YOU our experience, which we hope will last you a lifetime. Although being a volunteer has it’s drawbacks, it also has its benefits. The Brotherhood probably has the greatest percentage of righteous people you’ll ever come in contact with.

One last note: The first thing they teach you in the Marine Corps boot camp is – THERE’S NO SUCH WORD AS CAN’T!

Good luck,
ABATE of New York, Inc.
(1981)

Deny Babin grew up in Philly but came to California, after he fell in love with motorcycles and a girl. Deny is an interesting talent who started to paint when he discussed his first bike, a 1988 Sporty sheet metal paint job, with a pro about 10 years ago. Let’s see if I can keep this story straight.

Philadelphia is the largest city in Pennsylvania at 1.5 million population. Deny grew up on the cold streets banging heads with the concrete, but in his late 20s, he discovered two wheels and the freedom they injected into his life, cutting across harried city streets like a taut wire through cheese.

Then he met a girl, Christina, a model who was seriously taller than Deny and competing in a TV show in Los Angeles. Her delicate stature held on tight as he whipped through the late-night scene in downtown Philly, on cold nights searching for action. She also contained the spirit of adventure and when they discovered the seasonal obstruction to riding warmer climates beckoned and the desire to hit the road for the opposite coast caught on.

Then Deny, a member of the pipefitters union, decided on a custom paint job. He approached a local pro and was told $2500 for metallic action. Hell, he only paid $1500 for the bike. Deny had another notion and turned on his computer.

What is it about motorcycles? Something causes sane men to lose their grasp of reality. He researched the tools for painting bikes on the Internet and decided he could buy the tools and supplies for far less than the cost dealing with another talent, and he painted his own bike. So the couple’s adventure unfolded all around motorcycles.

Two years into their relationship, Deny and Christina split for the opposite coast and ended up in San Clemente, California, because Deny had high school buddies who were also lured to surfing the coast.

Deny gave up his highly secure union gig, wonderful benefits, and dragged his flame into the chopper unknown. He bought cheap Sportster gas tanks and started to experiment with paint textures and styles.

San Clemente is a city in Orange County, California. It’s known for San Onofre and San Clemente state beaches, with their surf breaks and sandstone bluffs. Running along the coast, the Beach Trail offers sea views and green parks. Near T-Street Beach, the long San Clemente Pier stretches out into the Pacific Ocean. Casa Romantica Cultural Center and Gardens embodies the city’s original Spanish-style architecture. But the population is just 65,000 and the vibe bored Deny and the flame. They needed city action.

He painted bikes, cars and trucks in a two-car garage, which he shared with another truck owner. So, one truck was parked for storage next to another project truck being painted, which left him with 5 feet of space (it also contained a work bench) to work on motorcycle projects. He started to discover a market for vintage paintwork with a special original paint patina.

“Other guys were trying to make the patina work, but they didn’t get it,” said Deny.

He started to research the process and spent a solid year every week painting sheet metal and testing various processes until he had it nailed. “I’ve learned a lot, but I still can’t pinstripe,” said Deny. “I wanted to do everything.”

Once more, the compass wheel of motorcycling caused them to move to the heart of downtown Los Angeles, where gangs tear up the streets and bikers roam the nights. “Artists bought warehouses and moved in,” Deny said. The Atwater Village became clean and gentrified shortly after Deny and the artist community took up residence.

That’s when the itch surfaced to build a Knuckle, his first, four years ago, which lead to his dream build, a 1946 Chief we featured here on Bikernet. He nailed his patina, an original paint process and was painting bikes like crazy for Go, a wild Japanese vintage Indian builder we also featured.

“The Indian was a dream machine and I planned to keep it forever,” Deny said. “Then this customer surfaced and took it away from me.”

That’s when this Knucklehead project kicked off at a Long Beach Swap Meet. “Buy those cases,” Paul, another vintage guru shouted at Deny who was vacillating about the purchase. He bought the cases and the adventure began. Next, he bought a $550 cam cover from V-Twin and it didn’t fit. The bushings didn’t align with the shafts. It was junk and he was out $550. Gotta watch out.

His molding was handled mostly with sheet metal, and then skimmed with Bondo. The front end represents every springer Harley made except the most recent one. With JD rear legs, he connected a Peashooter front legs with 45 flathead rockers. The springs are big twin springer. Hell, maybe the stem is late model?

He built this bike for the Born Free 2017 invited builder competition. Here’s his story:

I wanted to build a classic molded chopper, so I bought a frame around three years ago got a little tank and started welding the steel all over it with the intention of putting a ‘69 Shovelhead engine in it. Over time, I sold the engine and was piecing together a Knucklehead, so I just threw that into it. I had my frame looking done but it wasn’t and Mike asked me to be in Born Free Show with six weeks to go as a couple guys dropped out.

Nothing was done, not the engine, not the frame, front end, nothing. At this point, I promised two of the builders I’d paint their bikes, so I knew I was in for it. When the day of the show came, I was not done. The bike was together but not running. Come to find out later, it was my magnet in my mag that needed to be replaced. Bike is fun to ride; it feels like a little racer. The only thing that bothers me is the fuel capacity.

When we decided to feature the classic Knuck Deny stopped us. “I need to tear it down and put it back together,” Deny said. “Lots of items need to be dialed in.”

What is it about sleek choppers and sleek models that drive a man to the opposite coast, drive him to give up his job, drive him to a creative endeavor or drive him nuts. It’s all about adventures. May they never end.

Owner: Denis Babin

Bike Name: Reptilian

City/State: Frogtown, CA

Builder: Denis Babin

City/state: Frogtown, CA

Company Info: Deny 528
Phone: 610 203 6412

E-mail: dbabin@mac.com

Fabrication: Denis Babin

Manufacturing: Harley-Davidson

Welding: Denis Babin

Engine

Year: 1946 Knucklehead

Make: Harley-Davidson

Model: FL

Displacement: 1200cc

Builder or Rebuilder: Paul Whitehurst

Cases: Harley-Davidson standard

Case finish: brushed aluminum

Barrels: Harley-Davidson standard

Bore: +.10

Pistons: Biker’s Choice

Barrel finish: black heat coat

Lower end: Harley-Davidson

Stroke: stock

Rods: Carillo

Heads: stock H-D

Head finish: Black heat paint and chrome tins

Valves and springs: H-D

Pushrods: H-D

Cams: H-D

Lifters: H-D

Carburetion: Linkert m74b

Air cleaner: Wood

Exhaust: H-D

Mufflers: Swap meet

Transmission

Year: 1950

Make: Harley-Davidson

Gear configuration: 4-speed

Primary: Harley-Davidson standard

Clutch: Harley-Davidson standard

Final drive: Biker’s Choice chain

Kicker: Yep

 Frame

Year: Who knows

Builder: Some Harley-Davidson

Style or Model: straight leg rigid

Stretch: Harley-Davidson standard

Rake: Stock

Modifications: I molded the entire frame

Front End

Make: Harley Davidson

Model: I made from JD, peashooter, BT, and 45 springers

Year: Many

Length: 28 inches

Risers: Jeff Leighton made flanders style

Mods: Front leg, rear leg, rockers and rods

Sheet metal

Tanks: Old dirt bike tank

Fenders: Original Wassell

Panels: none

Oil tank: TT tank

Paint

Sheet metal: Denis Babin

Molding: Denis Babin

Base coat: Creamish yellow

Graphics: Deny 528

Type: Secret

Frame: DB

Molding: DB

Base coat: DB

Graphics or art: Deny 528

Special effects: Deny

Pinstriping: a friend

Wheels

Front

Make: V-twin manufacturing

Size: 21 X 2-inch

Brake calipers: No brake

Brake rotor(s): Spool hub

Tire: Goodyear Sport rib

Rear

Make: V-twin manufacturing

Size:19-inch

Brake calipers: None, old school hydraulic

Brake rotor: stock hydro drum

Tire: Classico

Controls

Foot controls: Harley-Davidson standard

Finish: chrome

Master cylinder: Hydraulic

Brake lines: One

Handlebar controls: only a throttle

Shifting: chrome

Kickstand: H-D

Electrical

Ignition: Morris Magneto

Ignition switch: ?

Coils: knock-off

Regulator: In generator cap

Charging: Cycle Electric generator

Starter: Kick

Wiring: Deny 528

Headlight: Dinky

Taillight: Old spot or tin turnsignal

Accessory lights: running tail molded in rear fender

Battery: None, maybe an auxiliary gas cell in the future in its place.

What’s Left?

Seat: I made pan and Mauricio Aguilar did leather

Gas caps: cork

Handlebars: I made

Grips: Marble Cycles

Pegs: Stan Dishong

Throttle: Biltwell

Throttle cables: Barnett

Biker’s Choice

Barnett’s Cables

–Mecum Auctions

EXCELSIOR-HENDERSON HISTORY

The Big 3. For a time, they were the last men standing in the American motorcycle industry: Excelsior-Henderson, Harley-Davidson and Indian. They fought hard on the dirt tracks, race tracks, hill climbs and sales floors, and in their 1920s heyday, the competition between the Big 3 made for the most exciting racing anyone had ever seen between the fastest and most advanced racing bikes in the world.

Sales-floor competition made each company improve its products dramatically, and by the late 1920s, it was Excelsior-Henderson and Indian that dominated the 45 CI (750cc) market with the Super X and Scout models.

Their big models—the Henderson Four as well as the Indian Chief and Four—were admired the world over, and were in many ways the most attractive and technically interesting motorcycles built in the U.S. But larger forces were at work in the marketplace, far beyond any company’s control, that determined the fate of the Big 3.

Excelsior-Henderson, Harley-Davidson and Indian all nearly succumbed to the Great Depression. Their sales figures after October 29, 1929, were dismal, and instead of selling tens of thousands of motorcycles toward the end of 1929, they sold bikes by the tens and hundreds, while unsold stock languished in distribution warehouses.

Drastic action was necessary; Harley-Davidson found cash in Japan, selling its old tooling and leftover parts supply to make Rikuo motorcycles under license, a deal arranged by the company’s Japanese importer Alfred R. Child. It’s still little known that the “Dabbitoson Harley Motorcycle Co. Japan” was the secret savior of the Screaming Eagle.

As for Indian, E. Paul DuPont decided he’d rather double down and buy a majority stake in the company than see his family’s six-figure investment go down the drain, resulting in the company’s most profitable period ever from 1930-45.

Excelsior-Henderson was owned by Ignaz Schwinn, whose mighty two-wheeled empire in Chicago earned most of its profit from bicycles. Schwinn correctly foresaw a major downturn in motorcycle sales for 1930, and decided to pull the plug on his big bikes and focus on the ones without motors, which were likely to continue selling when jobs were scarce.

He was right; Schwinn bicycles outlived Indian and thrived through the 1960s and ‘70s, but the company never again produced motorcycles. But the Excelsior-Henderson name has quietly survived, waiting for the right combination of capital and inspiration to roar back to life.

The motorcycle industry began slowly in the U.S. at the dawn of the 20th century, but soon it exploded into life, becoming a veritable springtime of manufacturers sprouting up from the ingenuity and pluck of our native country.

Hundreds of small factories emerged between 1900 and 1920, as the formula for making a motorcycle—adding a motor to a bicycle—was intuitively easy to replicate. Bicycles were at the peak of their popularity, with manufacturers like Schwinn producing hundreds of thousands per year and inventing “vertical integration” by incorporating every aspect of building, advertising, selling, racing, sponsoring and repairing under its umbrella, and becoming very rich in the process.

Ignaz Schwinn was an American success story. Born in 1860 near Baden, Germany, Schwinn was the second eldest of seven children, and while his family was mildly prosperous as manufacturers of organs and pianos, his father died when he was just 11.

After a primary and vocational school education, he scoured northern Germany for work, repairing bicycles for cash. He found a job as a machinist at the Kleyer bicycle works and burned the midnight oil on a small drawing board in his room, designing his own “safety” bicycle, which had recently been invented by Stanley in England. Heinrich Kleyer approved of these drawings, and gradually Schwinn rose to the post of factory manager and designer for Kleyer’s “Adler” bicycles—the factory later grew famous making typewriters and motorcycles.

In 1891, Schwinn left Germany to seek his fortune in Chicago, the center of American bicycle manufacture. He quickly found work at the Hill Cycle Manufacturing Co., makers of the “Fowler” bicycle, where once again he rose to the job of factory manager and designer.

Schwinn was also involved in the launch of Hill’s related International Manufacturing Co., which produced the “America” bicycle. Schwinn designed International’s bicycles, selected the machinery and tools for manufacture, and hired the employees to make them. Within a year, he was supervising 237 workers and oversaw a move to a larger factory building with 60,000 square feet of space.

Schwinn had made a great success of International Manufacturing, but he wasn’t happy with the management of the company, and he quit in 1894. During that year, he made plans to begin his own bicycle-manufacturing business, keeping an eye out for a good location and someone who could provide financial backing. He found a kindred spirit in another German immigrant, Adolf Arnold, who owned the Arnold Brothers meat-packing plant and was president of the Haymarket Produce Bank. After Schwinn’s successful management of three large bicycle manufacturing firms during a worldwide boom in the bicycle industry, the idea of him starting his own company must have seemed a sure bet to Arnold.

Arnold, Schwinn & Co. was founded in 1895, with Arnold’s investment of $75,000. The company carried on doing business under that name through 1967, although when Arnold retired in 1908, Schwinn purchased his stake in the company. That year, the company built 50,000 bicycles—a number that would double in three years. Schwinn became a very large company and even fielded a racing team in Europe to promote the brand. With so much success, Ignaz’ son, Frank—an avid motorcyclist—encouraged his father to invest in the burgeoning motorcycle industry.

Schwinn’s engineers designed a motorcycle in 1910 with a parallel-twin cylinder engine, a crankcase incorporating an integral clutch, and a shaft final drive. It was a very advanced design, and at least one prototype was built, but Schwinn decided it prudent to buy an existing motorcycle brand rather than develop a new one. Dozens of small and large companies made motorcycles in the U.S. in 1910, and most of them struggled to make ends meet in a highly competitive market. Ignaz Schwinn didn’t have to look far for a successful motorcycle manufacturer looking to sell; he found the perfect fit right in Chicago.

Excelsior Supply Company

The Excelsior Supply Company was formed in 1876 by George T. Robie, initially for the distribution of sewing-machine parts. By the early 1890s, Excelsior branched into the booming bicycle business as well, selling parts and new “safety” bicycles built by other brands.

By 1904, the company added automobile parts to its list of distributed supplies. George was content with distribution, but his son Frederick aspired to be a manufacturer and prevailed over his father to embark on motorcycle production. The “Bicycling World and Motorcycle Review” noted in 1906, “The Excelsior Company is the largest and best known bicycle supply house in the West, and has the means and equipment and acquaintance to cut a very large figure in the motorcycle business.”

The Excelsior Motor and Manufacturing Co. was formed as a subsidiary of the Excelsior Supply Co. in 1907 with Frederick Robie as president. The brand’s first motorcycle was called the Triumph Model B, using a Thor engine—designed by Indian and built under license by the Aurora Automatic Machine Co., just outside Chicago—with Excelsior’s own chassis.

The Triumph was a stopgap to enter the market quickly; during the 1908 model year, a new machine was introduced, designed by Excelsior’s George Meiser, called the Excelsior Auto-Cycle Model A. By 1909, business was booming, and Frederick Robie hired Frank Lloyd Wright to build him a new home on Woodlawn Avenue in Chicago.

Unfortunately, in late 1909, George T. Robie died of appendicitis, and young Frederick, at the age of 29, was left to run both his motorcycle business and the far-larger Supply Co., as well as settle his father’s personal debts. The Excelsior Motorcycle Co. was booming and could not keep up with demand, so Frederick expanded both the manufacturing premises and the product line.

Extensive product lines taxed the company resources and left them spread thin. Excelsior developed a new V-twin motor for 1910 possessing a beautiful profile, which went into full production in 1911; but the combined weight of managing both the Supply and Motorcycle companies was too much for Frederick. While his Excelsior Motorcycle Co. was tremendously successful, the combination of his father’s debts and lackluster performance from the Supply Co. made Excelsior ripe for a takeover.

Excelsior Under Schwinn: 1912-17

A transfer-of-ownership contract between Ignaz Schwinn and his former rival, the Excelsior Supply Co. and Excelsior Motor and Manufacturing Co., was signed on November 14, 1911. All the assets of these companies went to Schwinn, including the factory and office equipment; motors, motorcycles, bicycles, whole or in process; all parts and stock; the goodwill and rights to brand names; all patents; and the right to manufacture and sell under the Excelsior name.

Ignaz Schwinn personally signed a check for $500,000 on February 1, 1912; with the mighty Schwinn name behind it, Excelsior now had the capital it needed to thrive. A new factory was a first priority, and the newly formed Excelsior Motor, Mfg. & Supply Co. built a new, 200,000-square-foot factory in Chicago, the largest motorcycle plant in the world. The new big red “X” logo appeared on Excelsior fuel tanks that year.

Schwinn knew racing success was the best advertising, and Excelsior built special racing machines and hired professional riders to fly its flag, like Jake DeRosier, Charles Balke, Lee Humiston and Don Johns. Excelsior board-track racers were highly successful, and in 1912, they became the first motorcycle to exceed an average of 100 MPH during a race when Humiston flew over the boards at Playa Del Rey in Los Angeles. In 1914, Excelsior introduced the 7-S.C. racing V-twin with a “short-coupled” frame, specifically for the board tracks and dirt ovals of the day, to compete against Indian’s 8-valve racer introduced in 1911.

Regardless of the Indian’s theoretical superiority, the Excelsior V-twin proved a worthy adversary, setting many speed records. In late 1915, Carl Goudy won a 300-mile race at Chicago’s famous Speedway Park Board Track, averaging more than 85 MPH. Advertisements for “the Big X” reminded buyers that Excelsior was “still the only motor that has ever attained a speed of 100 miles per hour under FAM sanction and recognition.”

The first “Schwinn” Excelsiors appeared in 1915 with new, sweeping lines that presaged the streamline era of the 1920s and ‘30s. The frame top tube curved downward at the rear, creating a lower seating position and allowing the fuel tank to taper at the back, while the front fender had a curved “bell” at the bottom, giving the whole machine a masculine grace. Excelsior’s new “big valve” engine proved faster than its rivals on road and track, and the company introduced a Lightweight model with a 221cc motor for new riders.

Despite difficult economic conditions during World War I, Excelsior flourished, and Schwinn looked to expand his product line to include 4-cylinders. By 1917, the Pierce Motorcycle Co. was long gone, and only Henderson built 4-cylinder motorcycles in the U.S.

The Henderson Motorcycle Company

William Henderson should have been the inheritor of the Winton automobile factory, as the grandson of Winton’s founder and the son of Thomas Henderson, vice-president of Winton. Young William dreamed of two wheels though, and he sketched dozens of drawings for a new 4-cylinder motorcycle, which he ran by his engineer father for approval.

Years of back-and-forth ended with a blueprint for a complete 4-cylinder motorcycle in 1909, detailed to the last nut and bolt, which his father could not criticize. His father advised him to quit the idea, as he knew the difficulties of manufacturing and selling a vehicle, but he chose an unusual parental strategy, giving William enough money to build a prototype in hopes the difficult process of building a motorcycle from scratch would deter his son.

It took more than a year for Tom to turn his blueprints into casting patterns for frame lugs, crankcases and cylinder heads, but by 1911, the prototype was complete, and it worked very well. The first Henderson motorcycle was a unique long-chassis inline 4-cylinder machine with single-speed direct belt drive and built-in seating for two on its long chassis.

Production by the new Henderson Motorcycle Co. began in 1912. William was joined in forming a business by his brother, Thomas, and with their father’s help, they found $175,000 of capitalization to begin production. After setting up a factory in Detroit, the first production Henderson motorcycle emerged in January 1912.

The engine was a 4-cylinder 57 CI (934cc) F-head with a single-speed chain drive and clutch, which was started by a folding hand crank—shades of Winton practice. Beside the 4-cylinder motor, the most distinctive feature was that very long chassis with built-on passenger seating, with a short leading-link front fork and a lovely “torpedo” fuel/oil tank, which was used for one year only. The Henderson was an attractive machine, beautifully built, and expensive at $325.

The new Henderson was an immediate international news item, as Carl Stearns Clancy set forth on a new Henderson in October 1912, intending to become the first motorcyclist to circle the globe. Clancy made money as he traveled by selling stories to the press; thus, everyone within reach of a newspaper knew about the Henderson motorcycle, a tremendous global PR coup.

By 1915, Henderson gained a 2-speed rear hub, and by spring, a much shorter wheelbase was available as an option at 58 inches instead of the original 65 inches, in an effort to bring the Henderson more in line with other manufacturers’ dimensions.

In January 1917, Roy Artley rode a Henderson and sidecar (with passenger Alan Munks) for 24 hours straight, making three round trips between Del Mar and Los Angeles to set a new world record of 706 miles, adding 122 miles to the previous record.

On the other end of the performance scale, E.L. Hals of Modesto managed 104.2 miles on a gallon of gas with his ’16 Henderson, winning a fuel economy contest between Henderson dealers. Police departments and gentleman riders appreciated the quiet quality of the smooth 4-cylinder, although behind the scenes, the factory was struggling mightily with problems of inflation brought on by World War I.

The 1917 Model G was announced in September 1916, had a 3-speed gearbox, the “short” frame, a proper kickstarter, stronger forks and a new induction tract, which fed the cylinders more efficiently and generated more power. Full electric lighting was offered, and even Henry Ford bought himself a Henderson. But the company had yet to turn a profit, and as honorable men, William and Thomas Henderson decided to sell the company.

The Henderson brothers had been manufacturing their own design of motorcycle for six years, and their 4-cylinder machine was globally acclaimed as a superb design. The Henderson men were still relatively young—Tom was 46 and William just 36—and would continue to be involved with the motorcycle industry for years to come.

Henderson Acquired by Schwinn in 1917

In 1917, Ignaz Schwinn looked to expand his motorcycle business and thought a 4-cylinder lineup would complement his line of singles and V-twins nicely. It wasn’t known until the 1990s—and is still little-known today—that under Schwinn’s direction, Excelsior drew up plans for a 4-cylinder motorcycle.

Plans dated March 1917 designated it the Model O, which featured a sidevalve engine—rather than Henderson’s “pocket valve” IoE motor—3-speed gearbox and a shaft final drive, a mix of Pierce and Henderson’s best ideas. But in a repeat of his successful 1911 tactics, Schwinn surmised it would be easier to start production of a 4-cylinder using an established design. There was only one U.S. company making 4-cylinders in 1917; the Henderson Motorcycle Co. of Detroit.

Although the Henderson brothers built the “Duesenberg of Motorcycles,” they’d yet to turn a profit. The company had several suitors, but on October 1, 1917, Thomas Henderson, president of Henderson Motorcycle Co., gave a financial statement to Ignaz Schwinn. It showed assets of $284,693.39, and liabilities of $288,091.71.

The proposed sale of the Henderson Motorcycle Co. included 200 shares of Excelsior stock for Tom and a position as general sales manager at $10,000 per year for five years. Schwinn merged his two brands as Excelsior-Henderson and began making changes in earnest.

Excelsior-Henderson

The year 1917 was an exceptional one for the newly integrated Excelsior-Henderson brands. Alan T. Bedell used a Special Model G Henderson to lop four days off “Cannonball” Baker’s 1914 cross-country Indian record, making the Los Angeles-to-New York trip in seven days, 16 hours and 15 minutes, with no mechanical trouble. The Excelsior Lightweight was dropped from the line to focus attention on further developing the Henderson 4-cylinder, so the Excelsior-Henderson model line now consisted of a big V-twin and a Four.

The heat in American racing was truly turned up when Harley-Davidson officially entered the fray, fielding a team of professional riders for the first time. The company took a leaf from Indian’s technical book and introduced its own 8-valve racer, and the intense competition between factories created the first Golden Age of American motorcycle racing. Excelsior had an excellent design, which required little development to be very fast, but the factory’s attention after 1917 was on the Henderson, the only 4-cylinder motorcycle produced in the U.S. between 1911-21. World War I and the ensuing inflation of wages and materials shook out most motorcycle manufacturers, leaving the Big 3 to duke it out: Excelsior-Henderson, Indian and Harley-Davidson.

Schwinn knew Excelsior needed a boost in racing, and while the Henderson was excellent for long-distance events, it was no dirt-track/board-track racer. Excelsior developed an OHC V-twin design in 1919, based closely on the Cyclone design, and built six engines for the 1920 season. But changes to the racing rules—to limit speeds and increase safety—spelled the end of the board-track era.

Hill climbing was on the ascendant—the practice of “vertical drag racing” up freakish hills across the country—and Excelsior Big Valve racers proved very much suited for the practice. Long-distance racing and hill climbs were Excelsior-Henderson’s biggest source of advertising copy in the post-World War I period, as well as international racing, with wins in South Africa, Denmark and France.

Short-track racing with smaller 500cc (30.50 CI) motors was gaining popularity, and Excelsior adapted its Model M racing V-twin motor into a single and took records on tracks across the U.S. But the sport of hill climbing really attracted the crowds, growing enormously popular as the decade progressed.

A full 30,000 spectators watched the Capistrano Hill Climb in San Francisco in 1922, where Wells Bennett’s Excelsior bested local-favorite Dudley Perkins’ Harley-Davidson. The following year, 40,000 people watched as Ed Ryan—on a very special, long-wheelbase 80 CI Excelsior Model M racer—won the Open class at Capistrano, besting the factory-sponsored efforts of Indian and Harley-Davidson. The era of the “slant artist” had begun.

Hendersons gained a new sidevalve motor based on Schwinn’s original Model O design of 1916, and all models had 3-speed gearboxes. The finish and quality of construction of the Hendersons earned the name “Duesenberg of Motorcycles,” and they continued to win long-distance events before the sanctioning body of racing—the M&ATA Competition Committee—stopped certifying cross-country record runs and instead dubbed them as “outlaw events.”

Excelsior made a strategic move in 1925 and introduced the new Super X as a 45 CI (750cc) V-twin into a vacant gap in the American marketplace. Indian produced the 600cc Scout model, which was popular, but adding 150cc made the Super X faster than the Scout and nearly as fast at the 61 CI Harley-Davidsons and Indians.

The Super X was light, handled very well with a double-cradle loop frame, and had a good turn of speed. It was easily tuned for racing too and changed the American motorcycle marketplace for decades to come. Suddenly the 45 CI class was popular with riders, and while it was easy for Indian to add engine capacity to the Scout, Harley-Davidson needed a totally new design to compete, which didn’t appear for another four years with the Model D.

In 1929, the Excelsior-Henderson line was transformed with the new Streamline series. Rounded teardrop tanks and lower riding positions gave a thoroughly modernized appearance, and performance of the Henderson 4-cylinder was greatly improved with input from former Harley-Davidson staff Joe Petrali and Arthur Constantine, who’d joined Excelsior-Henderson on the design team.

The Henderson KJ model had 31 HP, and was capable of 100 MPH, satisfying the many police departments using 4-cylinder pursuit motorcycles. On the competition front, Petrali had won the 1928 Hillclimb Championship on a Super X, but competition was heating up with Indian and Harley-Davidson developing very special racers.

In response, Petrali and Constantine built a series of experimental racers, including an OHV version of the Super X designed with Andrew Koslow that developed 50 HP on alcohol. In the Unlimited class, they built several “Big Bertha” racers using 61 CI motors and IoE cylinder heads. Petrali won 31 competitions in a row with his Big Bertha, and he won the Championship again in 1929, and in 1930, Gene Rhyne took the Championship for Excelsior once more.

But the economic crash of October 1929 was devastating to all industries in the U.S. The effects were immediate, and motorcycle sales fell drastically. As mentioned, Harley-Davidson scraped through the early 1930s with an infusion of cash from Japan, and Indian survived via a takeover by the DuPont family.

Ignaz and his son Frank Schwinn were canny businessman and predicted that the Great Depression, as it became known, could last many years. It was decided to pare back manufacturing to suit the times, and so they assembled the key Excelsior-Henderson personnel in March 1931 to announce, “Gentlemen, today we stop.”

The Excelsior-Henderson Revival

In the early 1990s, motorcycles were booming in the U.S., especially the heavyweight cruiser market. Daniel Hanlon secured the trademarks and rights to produce great American motorcycles under the Excelsior-Henderson brand. British-based Weslake Engineering developed a sophisticated DOHC 4-valve fuel-injected V-twin motor that would be further refined for the needs of a big American cruiser.

Hanlon’s intention was to build a proprietary “100-year bike” of tremendous durability and build quality. His team designed a chassis to echo the original Super X at a factory in Belle Plaine, Minnesota. The Super X, began production in December 1998 and nearly 2,000 machines were built before the Excelsior-Henderson limited-production run was complete in late 1999.

There is tremendous enthusiasm in the American Motorcycle market for heritage brands, and now there’s a historic and tremendous opportunity to own one of the Big 3.

Forever this individual’s name will be etched in history as an owner of Excelsior-Henderson and inherit the heritage of the brand, just as Schwinn and a select few others have in the past. Imagine the possibilities of being part of this important lineage. The name alone holds a unique mystique and heritage that sparks the passion of a multitude of motorcycle enthusiasts. In short, an iconic brand with such a rich history as Excelsior-Henderson deserves another act. Just imagine the possibilities …

  

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)

FIRST TWIN PEAKS CASE GOES TO TRIAL IN WACO
Following more than two years of examining trials, hearings, motions to recuse judges and to disqualify prosecutors, appeals court rulings and a host of speedy trial demands, the first case in the Twin Peaks melee has finally gone to trial in Waco, Texas.

Jacob Carrizal, President of the Dallas chapter of the Bandidos, appears before Judge Matt Johnson of Waco’s 54th State District Court on charges of directing the activities of a criminal street gang and two counts of engaging in organized criminal activity.

Carrizal is the first to stand trial of the 154 bikers indicted in the Twin Peaks shootout that left nine bikers dead and dozens injured while attending a Saturday, May 17, 2015 meeting of the Coalition of Clubs and Independents, an affiliation of motorcycle groups.

Many questions will hopefully be answered, at long last, including how much of the bloodshed was due to a biker turf war and how much resulted from law enforcement actions.

Authorities tightened security measures around the McLennan County Courthouse, including a metal fence around the 115-year old building, and black curtains over the windows, while attorneys have whittled down a jury pool from nearly 150 prospective jurists to 11 men and three women, with two serving as alternates.

“LOWEST FIGURES ON RECORD” FOR U.K. MOTORCYCLE FATALITIES
In a promising message for motorcyclists, statistics recently released by England’s Department for Transport (DfT) show that U.K. motorcycle deaths are down by 13%, the lowest figure since records began in 2006, despite an overall increase in motorcycle traffic last year and amidst the highest total of overall road deaths since 2011.

In fact, statistics from the DfT’s “Reported road casualties in Great Britain: 2016 annual report” reveal that motorcyclists were the only road user to see a decrease in fatalities from 2015-16, even though they rode 2% more to cover 2.8 billion miles.

 
AAA CLAIMS BABY BOOMERS AT HIGHER RISK ON A BIKE
A new report from AAA claims that the baby boomer generation that made motorcycles cool are now more likely to sustain life-threatening or fatal injuries in a crash than younger riders.

The organization, analyzing federal crash data from the National Highway Traffic Safety Administration (NHTSA), says older riders make up a disproportionate number of motorcycle fatalities. The mortality rate for riders who are 60 or older is more than four times the overall increase in motorcycle deaths for 2015-16, says AAA, with motorcycle fatalities rising 5.1% while deaths among older baby boomers increased 22%.

LIFE SENTENCES PROPOSED FOR KILLER DRIVERS
U.K. drivers or riders convicted of causing death by dangerous driving could face life imprisonment if new Government proposals are adopted to increase maximum penalties.

The move follows a public consultation in which 70% of respondents believed that the maximum penalty for causing death by dangerous driving should be increased to life — the top penalty that British law offers.

Under the same proposal, the crime of causing death by careless driving while under the influence of alcohol or drugs will also be increased to life. Currently, both offenses carry a maximum term of 14 years imprisonment, while the average sentence imposed is four years.

The Government also proposes the creation of a new offense of causing serious injury by careless driving, with a prison sentence up to five years, a measure supported by 90% of those surveyed.

 
 THE FUTURE OF THE ENGINE IN QUESTION
Some world governments are already acting to curtail or eliminate gasoline-powered engines, and now the Governor of California, Jerry Brown, has announced that he is also considering ways to ban the sale of vehicles with internal combustion engines.

During a recent public meeting on U.S. Climate Alliance in New York, Brown stated; “We’re doing something in the face of inaction.”

“Eventually, Washington will join with us, because you can’t deny science forever, you can’t deny reality. And the reality is climate change is occurring.”

With a zero-emissions mandate currently in place, California is one of the U.S. states that is fully committed to carrying out the objectives of the Paris Agreement — which is an ambitious project from the United Nations aiming to tackle the problems caused global climate change.

Gov. Brown’s announcement follows a similar diktat from the British and French Governments, reflecting plans to move to electrically-powered vehicles within the next few decades.

SELF-DRIVING CARS CLOSER TO HOME
The U.S. House of Representatives unanimously approved a bipartisan bill called the SELF-DRIVE act, the first of its kind to drive the unmanned market forward by putting federal regulators in charge and barring states from blocking autonomous vehicles or setting performance standards.

This legislation would supersede state-by-state rules, making it possible for autonomous testing to proceed on a level playing field across the U.S.

If it becomes law (which still requires it to pass the Senate), then it would make it possible for companies working on self-driving to field a lot more vehicles per year – as many as 100,000 autonomous test cars annually, in fact.

The proposal would make it possible for car companies such as Ford, GM and others to bypass certain safety standards that currently apply to human piloted cars, including equipment and controls.

 
CALIFORNIA MEASURE WILL ENSURE TRAFFIC LIGHTS DETECT CYCLES
Two-wheelers will be detected by all newly installed and replacement traffic signals throughout California, as recently passed Senate Bill 672 will “ensure that local transportation agencies will replace current traffic-actuated signals during the course of regular maintenance and upgrade cycles to adopt motorcycle-and bicycle-sensitive signals.”

Existing law due to sunset provides that, in due course of maintaining or replacing traffic control devices, local governments ensure that the systems are set at a level to that can detect cyclists and motorcycles, thus this bill indefinitely extends these provisions without a specific mandate from Sacramento.

“Since I authored the original law ten years ago, this common sense measure has proven to be effective at making our roads safer,” said Senator Jean Fuller (R-Bakersfield).

Signed by Governor Jerry Brown on October 3, 2017, SB 672 specifies that “Upon the first placement of a traffic-actuated signal or replacement of the loop detector of a traffic-actuated signal [responding to the presence of traffic detected by mechanical, visual, electrical, or other means], the traffic-actuated signal shall, to the extent feasible and in conformance with professional traffic engineering practice, be installed and maintained so as to detect lawful bicycle or motorcycle traffic on the roadway.”

Advanced by ABATE of California, the motorcycle rights organization says of the legislation; “Thanks to Governor Brown for signing this permanent extension,” stated Chairman of the Board Glenn Phillips, adding that “With over a Million Motorcyclists in our state, this legislation is imperative to protect riders on California roads.”

NEW YORK MEASURE WOULD BAN CHILDREN FROM RIDING
Assembly Bill 8700 would prohibit children under the age of twelve from riding on a motorcycle. Introduced by Assemblymember Aileen M. Gunther (D-Dist.100), the bill states; “No person shall operate or ride a motorcycle on a public highway, road or street in this state with a child under the age of twelve on such motorcycle.”

A8700 has been referred to the Assembly Transportation Committee.

HELP “LEMON LAW” PASS FOR RIDERS IN PENNSYLVANIA
ABATE of Pennsylvania has issued a Legislative Call To Action regarding House Bill 74, a bill introduced by Representative Pam Snyder that would include motorcycles in the current PA Automobile Lemon Law. HB 74 was introduced and referred to the House Consumer Affairs Committee. On June 12 the House Consumer Affairs Committee approved HB 74, and the measure is now facing consideration by the full House.

 
MOTORCYCLE THEFTS ARE ON THE RISE
The annual theft report from the National Insurance Crime Bureau shows bike thefts rose 2% nationally across the U.S. in 2016, with a total of 46,467 motorcycles were reported stolen, up from 45,555 in 2015.

For the second year in a row, California is the top state for stolen bikes, where 7,506 motorcycles were reported taken — compared with 4,482 stolen in Florida and 3,692 in Texas, the next most troublesome territories. Vermont had only 24 motorcycle thefts in 2016, the least amount of all the states.

New York was the most-plagued city, followed by San Diego, Las Vegas and Los Angeles, while Los Angeles County was the top county.

The NICB study reveals that the bulk of motorcycle thefts predictably occur during the summer months, when more bikes are on the street. August was the top month, when almost twice as many motorcycles disappeared than in December or January.

Some bikes are more popular targets than others or are simply easier to steal, and a disproportionate number are Japanese models top the theft list: Honda (9052 thefts), Yamaha (7,723), Suzuki (6,229), Kawasaki (5,221), Harley-Davidson (4,963).

The recovery rate for stolen bikes isn’t encouraging, according to the NICB report, with only 17,463 of the 46,467 motorcycles reported stolen in 2016 being returned to their owners, about a 40% nationwide rate of recovery. The recovery rate in Hawaii was highest at 94%, while the New York rate, at 19%, was the lowest in the nation.

By brand, Honda owners had about twice as good a chance of getting their bikes back than owners of Ducatis, which had only a 29% chance of coming home.

 
PHILIPPINE GOVERNMENT SEEKS STRICT HELMET LAW ENFORCEMENT
The Department of Interior and Local Government (DILG) in the Philippines is seeking to strengthen enforcement of the Mandatory Helmet Law (RA 10054) nationwide. In a Memorandum issued Sept 6 to all governors, mayors and others, the DILG directs local officials “to implement said (Helmet Law) Act, and ensure that the provisions are strictly complied with.”

Congressman Cesar V. Sarmiento directly addressed DILG during the department’s budget hearing in Congress and said he observed that several motorbike riders and drivers forget to use their helmet resulting in road accidents and deaths.

The Subject of the memo calls for the “Observance of the provisions of Republic Act No. 10054; an Act Mandating All Motorcycle Riders to Wear Standard Protective Motorcycle Helmets While Driving and Providing Penalties Therefor (sic).”

QUOTABLE QUOTE:
 “A man wearing a helmet defending our country is more valuable than a man in a helmet defending a football.”

 

 

Bill was born in Compton and still has that tough take notshit attitude.His path into the custommotorcycle world is one of great cultural lineage but also one that he doesn’trely on for his own reputation.Bill isa self-made man whose life isn’t unlike the Badlands of South Dakota.While it is full of beauty and character itis the result of struggle and perseverance.His ups have a corresponding down; with almost every triumph there is anaccompanying defeat.In that way BillDodge is really just very much like most of us. He is an everyman (with mad fucking skills).

Bill could have thrown in the towel many times but hasinstead miraculously found the intestinal fortitude to move forward becomingever humbler.Some might attribute thisto the street grit he acquired growing up in the tough neighborhoods ofCompton.Others might want to believethat he has some wealthy benefactor that swoops in and softens the blows.But anyone who really knows Bill Dodgeunderstands that Bill’s resoluteness, his stoutheartedness is a result of anever deepening faith in Jesus Christ.Whoa!Don’t go there Pat.People will cringe.Keep it motorcycles.No.Thisis the absolute truth.Bill Dodgebelieves in Jesus Christ and prays his way through difficulty.I know this because Bill has prayed methrough difficulty.He brings wisecounsel to others in the industry through the teachings of his Christian faith.He is not over the top.He’s still a helluva lot of fun to bearound. And he throws one hell of aparty!

 

Bling Cycles on Beach Street in Daytona Beach, Florida gotover 3 feet of flood water.With floodinsurance running around $2000 a month that wasn’t a realistic option.But Bill has lost virtually everything in hisprofessional life.He single handedlypushed 23 motorcycles above the water.His customer bikes and builds were saved.But every memento, every remembrance of alife in the motorcycle industry, every silly but precious friendly note aregone.All of the parts collected overthe years, the swap meet scores, the bones of any good shop gone.His own motorcycles are in need of seriousoverhaul. The tools of his tradeincluding his grandfather’s big aluminum drill, gone.

 

“Love one another with brotherly affection as members of onefamily, giving precedence and showing honor to one another.”Romans 12:10

“A friend loves at all times, and a brother is born for atime of adversity.”Proverbs 17:17

Ryan McQuiston is living the biker dream. He rides, wrenches, snorts 20/50-weight, and does it every day on the industrial west side of Long Beach near the Port of Long Beach.

He’s a builder’s builder. He does it all, from carb rebuilds to engine work. He fabricates sheet metal objects, machines shit, welds and custom paints his bikes. And he’s making a living. Since the last time I saw him, he’s become a family man with a woman whom he’s been with for eight years and doesn’t want any bikes in their pad, not even this one.

I don’t get it, but maybe I do. There’s a jealous, controlling streak deep in the genes of the evil nesters. They don’t want other broads around or motorcycles, the mechanical representation of a babe. Yep, more than one motorcycle took me away from a spouse. I left the rest when another broad came into the game. Never a pretty picture. But Ryan is doing his best to keep the nest secure and at peace.

His shop is hidden off a small side street behind locked iron gates and he’s been hammering out rough old school choppers for seven years. But the kid next door, Andrew, who we’ve featured a couple of times, is a longshoreman who has built several world-class customs, one a year. I’m sure his extremely lavish bikes have rubbed on Ryan’s street acumen and challenged him.

When this 1941 WR flathead fell into Ryan’s lap, he decided to go for it and build something top notch. He even decided to build the engine into something wild, like a magnum with a KHK top-end. He dug around and found a Triumph 4-speed transmission to connect the engine to the rear wheel. Sounds familiar, so similar to our Bonne Belle for Bonneville.

Ryan dug in and started to make shit, including the engine sprocket to connect the metric transmission to the standard Harley shaft. He built the frame, made the pipes, all of the controls, handlebars, grips, you name it. He even D-raked the frame, but he didn’t make the Voodoo girder, which looks cool, but he wasn’t happy with some aspects its construction.

I’m watching a lecture series on inventions. Did you know batteries were invented first regarding electricity, and then generators, way before Edison and Tesla fought over AC and DC currents. These guys were like highly educated bike builders, trying out anything that came to mind to build something cool or that worked better than the last gadget.

Ryan gave it hell with this project. It kicked his ass is some respects and he mastered a batch of bike building elements he hadn’t tried before. It’s all about the creative and engineering challenge and late nights in dimly lit shops making it happen.

REGULAR STUFF

Owner: Ryan McQuiston
Bike name: 45 Magnum
Builder: Ryan McQuiston
City/State: Long Beach, CA
Company info: McQuiston’s Chopper Design
Address: 2033 W. Gaylord, Long Beach
Phone: 562-277-7219
Email: Ryanmcquiston@yahoo.com

Fabrication: McQuiston’s
Welding: Ryan
Machining: Ryan

ENGINE

Year: 1941
Make: Harley-Davidson
Model: 45 Flathead/KHK Sportster
Displacement: 45 cubic inches
Builder: Ryan
Cases: Stock, heavily modified
Case finish: Polished
Barrels: KHK
Bore: .020 over
Pistons: Wiseco
Lower end: 45 flathead
Stroke: Stock
Rods: Stock
Heads: KHK
Head finish: Powder
Valves and springs: KHK
Pushrods: KHK
Cams: WR
Lifters: WR
Carburetion: Linkert
Air Cleaner: Bird Deflector
Exhaust: Custom 2-into-1 by Ryan
Mufflers: oops

TRANSMISSION

Year: 1956 pre-unit
Make: Triumph
Gear configuration: 4-speed
Clutch: Triumph
Final drive: Chain
Kicker: Triumph

FRAME

Year: 2016
Builder: Ryan
Style or model: Bobber
Modifications: D-Raked, downtube hand made

FRONT END

Make: Voodoo Vintage
Model: Relic
Year: 2016
Length: 4 inches over

SHEET METAL

Tanks: McQuiston’s Chopper Design
Fender: Ryan
Oil Tank: Ryan
Everything: Ryan

PAINT

Sheet metal: Targino & Two Thumbs Peewee
Molding: Ryan
Base Coat: Ryan
Graphics: Targino

WHEELS

FRONT
Make: V-Twin
Size: 21-inch
Brake caliper: Performance Machine
Brake rotor: PM
Tire: Speedmaster/Avon

REAR
Make: V-Twin
Size: 16-inch
Brake caliper: Performance Machine
Brake Rotor: PM
Sprocket: Biker’s Choice
Tire: Avon

CONTROLS

Foot Controls: Ryan McQuiston
Finish: Chrome
Master cylinder: Performance Machine
Brake Lines: Bakers Performance
Handlebar controls: Ryan
Finish: chrome
Clutch Cable: V-Twin
Brake Lines: Bakers Performance
Shifting: Ryan
Kickstand: Ryan

ELECTRICAL

Ignition: Morris Magneto
Regulator: Cycle Electric
Wiring: Ryan
Headlight: Ryan
Taillight: Ryan

WHAT’S LEFT

Seat: Pan by Ryan
Pegs: Ryan
Fuel petcock: Pingel from Biker’s Choice
Throttle: V-Twin
Throttle cables: Barnett
Fasteners: GSA

Biker’s Choice

Pingel

Barnett

Morris Magneto

Performance Machine