AK: Can you briefly describe your relationship with Harley-Davidson?

FW: My first encounter with Harley-Davidson was in 1972 when I was a 15-year old kid. I was on their TV commercials riding the little dirt bikes they had. My second involvement with Harley was in 1991 when my father and I took over ATK and ATK and Harley at that time were the two sole members of US Motorcycle Manufactures Association. Over the past 25 years I’ve developed great relationships with people like Bill Davidson, he’s a fifth generation Davidson, and his father Willie G. Bill actually had one of our dirt bikes in his garage and we used to go dirt bike riding. Over the years I’ve known several of their CEOs, COOs, presidents, some of their many vice presidents, directors, and engineers. Racing team people at HD, I really get along well with those guys, actually I have a whole rolodex of all the Harley business cards. Most of the involvement I’ve had with them over the years has been with government related stuff.

I know a couple of the 13 people who saved Harley-Davidson from bankruptcy in ’91, and you know we remain friends to this day. It’s sort of like the biker bond. In addition to the Harley-Davidson Motor Company employees I’ve become friends with many of the 700 Harley-Davidson dealers themselves.

AK: How long have you and the other members of the industry been bringing up Harley’s aging demographic with its management?

FW: It’s not just Harley that has a problem with aging demographics, it’s everybody. I’m friends with several of the guys who run the Asian brands in the USA and we’ve been talking about this for years. We’ve all seen it coming. What’s so surprising is how fast the Asian brands and Polaris have reacted to what the younger generation of riders want and expect. For years dealing with the Asian brands, you know they kind of have a thought process “Analysis Paralysis,” they over analyze everything and it’s just like nothing happens. So what’s shocking is that they bring things to the market really fast and I think that’s kind of hurt Harley, because you know when Harley develops something they engineer it for years and then it’s past tense. I’m a member of the US Motorcycle Manufactures Association which is a member of the International Motorcycle Manufactures Association (IMMA). I see all the sales statistics worldwide and I recognize that most segments are on the decline worldwide for a variety of reasons, and I think that if you really look at the one that’s going to be taking the biggest hit is the one that Harley-Davidson sells – the big V-Twin heavyweight motorcycle. That market is just declining the fastest. I see the numbers, I know what’s happening, I’ve had the discussions with the guys in the other motorcycle brands around the world and we’re all kind of like “What do we do next?” I think we need to identify who the new customer is and make the product for him.

AK: Do you see any other reasons besides Harley’s aging demographic which could be leading to a loss in demand for Harley-Davidsons? For instance maybe their pricing issues, or maybe the millennials’ taste in bikes?


AK: Is there a certain way you think Harley should be combating this issue, like maybe using ATK as a feeder brand or maybe acquiring other companies?

FW: Absolutely. In my opinion and in the opinion of several of my retired senior friends Harley needs a second brand as a feeder brand. One of the guys who started HOG, he told me that Harley is all about building great big beautiful V-twin bikes with lots of chrome that roar down the highway, and you know he’s right…that’s Harley-Davidson. That’s what people think of it. And anything else other than that would hurt to bring in. Having a feeder brand should be an incubator for future motorcycle riders.

Many Harley-Davidson customers began their riding career by riding small Harley-Davidson motorcycles or small Japanese dirt bikes made in the ’70s. When I talk to riders I ask them “What bike did you get hooked on?” a lot of them turn out to be these small bikes. And I was one of those kids, and I got hooked on a Yamaha 80. You can plot a cradle to the grave story: start out with a small dirt bike and then you glide out into the sunset riding a big beautiful Harley-Davidson V-twin. But you first got to get them hooked, and that’s the key. In essence Harley-Davidson needs a Scion brand as what Scion is to Toyota. You look at these car companies and they have feeder brands. I think a key element to success is that most companies need to grow their products to new consumer bases. You know one of the Harley-Davidson directors told me that they had a discussion in 2008 about small dirt bikes being in the lineup, however the board of directors axed it because of potential liability issues. There’s another reason to have a feeder brand, because it would reduce the potential liability of the main brand.


(Harley-Davidson Project LiveWire – Source: Harley-Davidson website)

And then I look at the E-bikes, Harley-Davidson started this LiveWire program and it had great success. I got lots of calls from lots of Harley dealers asking me about it because they had a lot of millennials coming into their shops wanting to try out this new bike, and really there’s no way to capitalize on the buzz they created because Harley-Davidson is not about E-bikes. A new feeder brand could be the way to keep the momentum they gained. The technology is out there right now for small electric motorcycles. Some of our manufacturing partners actually have this, so we (ATK Motorcycles) could actually bring to the market a good small electric bike. I think later on these potential customers would be in a position to buy a Harley, the big cruiser, once the battery technology advances to support it. I think Harley-Davidson needs to capitalize on what it started and don’t let others like Polaris taking advantage of who’s coming out with a good E-bike.

Also, having a feeder brand will signal to the Wall Street analysts the ability to adapt to a changing market by enticing a new demographic of consumers. I think having a feeder brand could also be the foreign link to Harley-Davidson dealerships. Harley-Davidson is all about ‘Made in the USA’ and anything foreign is kind of taboo, but the dealers need to recognize that they need foreign products in there to attract the millennials. So there’s a little bit of a conflict, but I think having a feeder brand could alleviate that conflict so it doesn’t hurt the Harley-Davidson brand integrity.

In summary, Harley-Davidson needs to go through a major paradigm shift and this requires a diverse range of products to cultivate those new customers who with time would buy a traditional Harley-Davidson motorcycle. It’s kind of like cocaine marketing: get ’em hooked and they’ll keep coming back! That’s the key! And could ATK be that feeder brand to undergo that paradigm shift? Absolutely.

AMK: Do you think Harley Davidson’s recent marketing strategy backfired? Because I remember Polaris’ CEO saying it’s “nice when somebody else pays for your advertising.” How much of an impact might faulty marketing strategies have on Harley-Davidson?



AMK: How would you compare the current management at HD vs their predecessors?

FW: Well in the new profile I know Matt Levatich, and I like Matt. We had lots of dialogues when he was running Harley Davidson in Europe, but his predecessor, Keith Wandell, he was really kind of a wild man and you know he basically alienated all the old guys who turned the company around…he alienated them so much that they all decided “to hell with this! I wanna retire.” He was just a bully. And you know a lot of guys who made the company what it is left. Matt didn’t leave, he stayed and you know the old group they had a unique taste on everything. They had guys who were really good in embracing things, and they just worked as a team. And I think that’s one of corporate America’s turnaround stories. They saved the company from total collapse in the 80s and made it what it is today, and my hats off to them.

AK: So the way you talk about things it seems like you believe Harley-Davidson needs to reevaluate how it operates?

FW: When you are publicly traded company you gotta do what’s best one day for the shareholders and one day what’s best for the company and the dealers, so there is a dilemma. If you don’t know what’s right for the company and the dealers it becomes anemic. It’s not about just share price, it is about really making company solid. And I see hope in the Matt’s leadership. I see things good for the dealers and thus subsequently for the shareholders. I think that the Motor Company is waking up to the fact that the demand for the motor bikes will never be what it was. And it appears that Matt is changing something in the company for the sustainability of its future and to me this shows his integrity and not his greed.

AK: Do you think that Harley should move away from Wall Street or should they delist themselves?

FW: I have heard rumors of that, and some of my retired friends think that would be the great thing. But I think they need to do what’s best for the company and their riders, and not worry so much about the share price. I think the people shouldn’t look too much into sales instead they should look into the profitability and whether they are building us a structurally sound business. And I think that’s the key in my opinion. To me it’s the foundation of the business that sustains it. I don’t look at the sales because sales are never going to be what they were worldwide… it’s just a fact.

AK: Looking ahead, do you think HD can sustain sales and profitability using their current vision?

AK: What would your advice be to investors who have a stake in the stock?

To commemorate the commissioning of the USS Milwaukee, our nation’s fifth Littoral Combat Ship (LCS), Lockheed Martin (NYSE: LMT) has collaborated with Harley-Davidson on a one-of-a-kind motorcycle to honor the U.S. Navy and the city of Milwaukee.

“We wanted to do something special for the occasion and support the families of our military men and women who sacrifice so much to protect our freedoms,” said Stephanie C. Hill, Lockheed Martin vice president of Ship & Aviation Systems. “We’re excited to collaborate with Milwaukee’s own Harley-Davidson, a company that has been fulfilling dreams of personal freedom for over 100 years.”

The motorcycle will be on display during USS Milwaukee Commissioning week, followed by appearance at U.S. Navy, industry and STEM events over the last year. It is now headed for a major charity auction to support the National Military Family Association (NMFA).

“We are honored to be a part of this one-of-a-kind endeavor,” said NMFA Executive Director, Joyce Wessel Raezer. “Both Lockheed Martin and Harley-Davidson have been such wonderful supporters of the military and their families, and we couldn’t be happier to be a part of this commemoration.”

Harley-Davidson Chief Stylist Ray Drea designed the motorcycle, drawing inspiration from touring the Fincantieri Marinette Marine Corp. shipyard in Marinette, Wisconsin, where the Lockheed Martin-led industry team builds the Freedom-variant LCS. The design also honors historic WWII-era Harley-Davidson motorcycles to model some of the authentic Navy and military custom details.

The fifth U.S. Navy vessel to bear the name Milwaukee, the ship will transit to its homeport in San Diego, California, where it will be integrated into the fleet and the industry-Navy team will conduct additional program testing and crew training before she begins her first deployment.

The U.S. Navy commissioned the nation’s fifth Littoral Combat Ship (LCS) – USS Milwaukee (LCS 5) – in Milwaukee November 21, 2015, officially placing the ship designed and constructed by a Lockheed Martin (NYSE: LMT)-led industry team into active service.

Milwaukee, the third Freedom-variant in the LCS class, successfully passed Acceptance Trials in September and was delivered to the U.S. Navy on October 16.

“The USS Milwaukee is a warship with capabilities unlike any others,” said Stephanie C. Hill, vice president of Ship & Aviation Systems for Lockheed Martin Mission Systems and Training business. “The entire Lockheed Martin-led LCS industry team is proud to deliver USS Milwaukee to the crew who will bring this great ship to life to participate in the defense of our great nation.”

The fifth U.S. Navy vessel bearing the name, Milwaukee will transit to its homeport in San Diego, California, where it will be integrated into the fleet and the industry-Navy team will conduct additional program testing and crew training.

A double-turreted river monitor, the ship was built for the Union Navy during the Civil War. She was ordered south to join the West Gulf Blockading Squadron arriving there on October 1864. New Year’s Day 1865 found Milwaukee in Mobile Bay (Alabama) ready for action. In the following months, with other light-draft Union ships, she swept mines, bombarded Confederate works, removed obstructions and transported Army troops.

On March 28, 1865, she and her sister ship Winnebago steamed up the Blakely River to attack a Confederate transport and forced it to retreat. While returning downriver, Milwaukee struck a mine in an area previously swept. She remained afloat forward, which permitted her crew to escape without loss.

Milwaukee’s hulk was raised in 1868 and her material was used in the construction of the bridge across the Mississippi which bears the name of her builder, James B. Eads.

The Lockheed Martin-led industry team, which includes shipbuilder Fincantieri Marinette Marine and naval architect Gibbs & Cox, has already delivered two Freedom-variant littoral combat ships to the U.S. Navy. USS Freedom conducted a successful deployment to Southeast Asia in 2013 and is currently operating out of her homeport in San Diego. USS Fort Worth is currently deployed in Southeast Asia, serving in the U.S. 7th Fleet.

Detroit (LCS 7) is scheduled to be delivered in early 2016. Sioux City (LCS 11), Wichita (LCS 13), Billings (LCS 15), and Indianapolis (LCS 17) are in construction. St. Louis (LCS 19) and Minneapolis/St. Paul (LCS 21) are in long-lead material procurement.

The commissioning is the final act that marks entrance of a ship into the naval forces of her nation. It is the final of three events that bring a ship to life: keel laying, launching and christening, and commissioning.

Headquartered in Bethesda, Maryland, Lockheed Martin is a global security and aerospace company that – with the addition of Sikorsky – employs approximately 126,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services.

Founded in 1942, Fincantieri Marinette Marine (FMM) is located on the Menominee River flowage into Green Bay. The largest shipyard in Wisconsin and the Midwest, FMM has delivered more than 1,300 vessels for the U.S. Navy, U.S. Coast Guard, and commercial customers, including the technologically advanced Littoral Combat Ship Freedom class for the U.S. Navy.

In 2008, FMM along with several sister shipyards also based in the Great Lakes region, became part of FINCANTIERI, the largest shipbuilder in the western Hemisphere and the fourth largest in the world. FINCANTIERI operates in the United States through its subsidiary Fincantieri Marine Group, serving both civilian and government customers.

Employing approximately 1,500 employees, today FMM is a state-of-the-art, full service new construction shipyard.

The National Military Family Association is the leading nonprofit dedicated to serving the families who stand behind the uniform. Since 1969, NMFA has worked to strengthen and protect millions of families through its advocacy and programs. They provide spouse scholarships, camps for military kids, and retreats for families reconnecting after deployment and for the families of the wounded, ill, or injured. NMFA serves the families of the currently serving, retired, wounded or fallen members of the Army, Navy, Marine Corps, Air Force, Coast Guard, and Commissioned Corps of the USPHS and NOAA. To get involved or to learn more, visit www.MilitaryFamily.org.

For additional information, visit our website: www.lockheedmartin.com/lcs5

· Custom paint set- tank and both fenders, painted battleship gray w/ silver white pearl. Hand painted graphics on each part.

· Seat and swingarm bag- black leather

It’s more than 17 years since I first came into possession of this 1999 Softail Standard, which I bought used from Harley’s press fleet. Bone stock, it had about 8,000 miles on the clock, and had reportedly been flogged by Dan Ackroyd on some cross-country mischief tour before I got my grubby hands on it.

The bike was grimy and a little worn beyond its time, but no matter, I was going to replace or modify most everything anyway. Over time, the Softail got 80-spoke wheels, Screaming Eagle heads, Vance & Hines pipes, Crane cam, Mikuni carb, paint, PM hand controls, Hurst forward controls, PM sliders and brakes, LePera seat, Ghost Bracket bags, H-D chrome rocker boxes, front and rear lights, turn-signals, composite tail-dragger style rear fender, teardrop composite air cleaner, Crane single-fire ignition, Harley old-fashioned style metal tool box, and various other chrome bits and bolts. The project took a couple of years and countless parts. Roads were ridden, stories filed, and years past.

Like any machine, however, no matter how good the parts or how carefully maintained, there comes a day when more than rubber, brake pads and fluid changes are needed. The Harley was getting a little cranky and needed more attention.

I didn’t anticipate anything major. Some fresh oil, new tires, fix a weepy leak or two and I’d be ready for the next 17 years. Even after all this time, the 80 cubic-inch Evo (Evos Rule) ran great and had plenty of giddy-up, although it did have some issues, most notably a nagging and befuddling battery drain that no one could figure.

If the bike sat for about two weeks, the battery would go dead, any battery. There were no clocks or alarms or other bells or whistles that parasitically ate electricity. Mechanics tested and could find no shorts, nor pesky drain sources. Theories that it was a weakness in the stator or a bad ignition switch were tested and ruled out.

Of course, the obvious solution was to not let it sit for two weeks, just ride the thing, but that didn’t always work out. The other non-solution was to keep the bike on the trickle charger and forget about it. I couldn’t forget, but accepted this was my ride’s new normal.

When I witness my aging bike, I thought to include charging evaluation in planned work, which I figured would take no more than half a day. Why does that always seem funny later? But wait, there is some invisible force, like a biker law of the universe, waiting around to slap you right in the face. While on rare occasions, like once a chromed comet passing in the night, things go right and as expected, wrenches spin, bolts go un-stripped, parts fit (and work), all goes well in the mechanical universe, dare I say it—to plan. Sometimes not.

When we took the wheels off to change the tires, we were surprised to see the rear wheel contained several broken spokes. That’s not supposed to happen, but like the supernatural or a mother-in-law who takes your side, it did happen. That particular wheel used a mercury strip as a balancer, which worked great until a few spokes failed and no wheel repair shop would touch the toxic stuff. So a once $1,200 wheel was now not only worthless but had to be properly recycled, which everyone should do anyway, but you get the drift.

The wheels were a matching pair, of course, but a new rear was unavailable. In fact, nothing was available. The manufacturer had closed its doors so the search for a proper pair of new wheels was on. Meanwhile, I ordered Harley-Davidson gaskets and new plugs, a Yuasa, battery, K&N oil and air filters, Metzeler tires and Bel-Ray premium oil.

Fortunately, Sam Wakim of Ridewright Wheels had 50-Spoke Fat Daddy wheels front and rear, which were powder-coated candy apple red. This was old-school hotrod stuff, and an uncanny match to the Harley’s custom candy apple red paint job, done by Nashville-based legend, Andy Anderson, some 17 years ago and still looking sensational.

I handed the bike off to Costa Mesa, CA-based master wrench, Ralph Aguirre. If you haven’t heard about Ralph and his shop, Mesa Cycle, it’s because he’s such a low-key, humble guy. He does custom builds, modification, fabrication, motor and transmission work and otherwise welds, constructs, and creates masterworks out of his well-equipped, one-man shop.

No fix is too small or large for Ralph, who will joke and chat with you as he performs his magic. He doesn’t brag, doesn’t advertise, doesn’t have a website and doesn’t use email. He just gets things done. His customers usually come by way of a spoken word, which is how I found him.

A woman with an early FXR and a guy with a ’58 Pan sitting in a ’64 frame couldn’t say enough good about their friendly neighborhood wrench. Turns out, he also happened to have a five-star Yelp rating. Yelp reviews have been known to be contaminated by paid critics and malicious competitors, so I look for persistent threads, good and bad. If something continues to pop, I pay attention. Mesa Cycle consistently earned high marks for work and service, so I gave Ralph a call.

Especially for a guy who has forgotten more about bikes than most of us will ever learn, Ralph is very unassuming and personable. He did not patronize or use gibbering “mechanic-speak,” as some shops do, which can sound condescending or intentionally confusing. Rather, Ralph speaks plainly with care and concern and keeps explaining things until you understand what he was doing and why. As a true gentleman wrench, he doesn’t do work you don’t need.

Ralph needed to make spacers to reattach the PM brakes to the new Ridewright wheels. He noticed the gas line had some dry rot and replaced it. The bike looked like it was leaking oil from the oil pump, but it was just a loose line, which he secured. The Yuasa battery was installed, and the K&N oil and filters were changed. I’m sure the old girl was feeling fresh and made over. I was.

The issue of the battery drain was next, but Ralph checked the charging system and possible electrical eating sources and could find nothing. Tests revealed no voltage loss, so he battened everything down and I rode off happy, thinking the bike healed itself or something that vibrated ajar had vibrated back. Sadly, this wasn’t to be the case.

The bike ran great and fired up every time, except if it sat for about two weeks or so. My ear-to-ear grin gradually shrank to a pout. Once again, the battery was dead. Then an old friend had a new idea. David Vis, or whatever his real name is, is a mysterious man; an itinerant wanderer who stops by for a week or two with the peculiar but much appreciated habit of looking for things to fix. It’s what he does.

Not sure if David is an international web designer, as he so claims, or works for the CIA, but he does turn up at opportune times. When he doesn’t design websites for airline booking systems or some such high-tech thing, he builds bikes or barns or boats or whatever his favorite fiddle is at the time. He suggested to circumvent the problem by installing a battery disconnect switch, more commonly found in boats and off-road vehicles, the kind that use separate batteries for things like winches or mermaid reeling or whatever. The switch disconnects the battery between the positive post and the starter.

“It’s like taking the battery out and putting it in your living room,” he said, which happens to be the place I keep most of my spare parts.

It worked. The switch costs about 10 bucks from Amazon, plus some waterproof stretchy tape, a few zip ties and an extra 12-volt battery cable. The install took about an hour, not counting tidying-up some other connectors that live under the seat. Nothing like spy-craft to get the job done.

The Softail runs as good as it looks now. Nothing like fresh oil and new rubber on brand-new, super-cool wheels that makes a biker feel young again. Hit the button and blam, the Harley comes alive and is ready to bust out of the gate like a racehorse. I think what most riders want, besides a bike that is fast and fun, is peace of mind.

Your ride needs to be reliable and its performance predictable; if it turns heads, so much the better. Ralph’s expert work, a moment of genius and a stupid little 10-dollar switch provided that keep-calm-and-ride-on feeling. It’s not ideal, but I’ll take it. Of course, the Softail is not perfect, what bike in our world ever is? This bar hopper is nearly 18-years-old, so insignificant amounts of “cosmetic” oil weeping around rocker boxes or the primary is not worth pulling engine bits apart. Old schoolers would just say that’s being too fussy, and I’ve seen much worse on much younger bikes. As long as oil isn’t puddling, I just don’t worry about it. Can’t get too anal about stuff you can tend to with a rag, say, about every two weeks or so.

Up next for this ’99 Evo? Probably something it doesn’t need but I want. Cushier seat? Apes? Turbo charger? New battery for the handlebar clamp-mounted clock? Leave it be? Suggestions are welcome. Meanwhile, I will ride the hell out of the thing and report back from the roadhouse—maybe.

Contacts:

Bel-Ray Performance Lubricants
http://www.belray.com

Crane Cams

Screamin’ Eagle

Mikuni Carbs

“David Vis”
Identity Unconfirmed, Whereabouts Unknown

K&N Performance Filters
http://www.knfilters.com

Metzeler
http://www.metzeler.com/site/com/

Harley-Davidson
http://www.harley-davidson.com/content/h-d/en_US/home.html

Mesa Cycle
1308 Logan Ave., Unit F
Costa Mesa, CA 92626
714-546-3621

Ridewright Wheels
3080 East La Jolla Street
Anaheim, CA 92806-1312
714-632-8297 
sales@ridewrightwheels.com
www.ridewrightwheels.com

Yuasa
http://www.yuasabatteries.com

Hurst

Vance and Hines

The roads bridges etc. need input from the motorcycle community and we should be asking people who ride or otherwise involved what the specifically would like to see done and or changed.

I would also like to suggest that if they cut Government Waste there is plenty of money to pay for these improvements with the taxes added to drivers licenses, vehicle registration and gasoline.

There is no need to make Toll Roads.

Cutting the budget at the THTSA is a good place to start. It is obvious they have too much money in their budget if they have enough to give to states to Harass Motorcyclist with Roadside Stops.

There are numerous other areas of this organization that is a waste of taxpayer money as well.

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Public-private partnerships (PPP) have led to some spectacular transportation infrastructure project failures, with the Indiana and Texas toll road bankruptcies leading the charge (literally). And toll roads are likely to be at the center of more PPP projects. The Trump Administration plans in this regard will require great scrutiny. Here is a more skeptical article on President-elect Trump’s funding infrastructure plan.

Two Statewide Lockbox Amendments were approved along with numerous tax increases for road and public transportation improvements. The tax increase votes below were approved or rejected by a thin margin. Many of them required a two-thirds vote instead of a simple majority. Election results of state and local transportation referendums are listed below by state.

Alabama

• Statewide Amendment 12: Baldwin County Toll Amendment: APPROVED

AL.com reported that the approval of this statewide referendum would allow the state legislature to create authorities to build and operate toll roads and bridges for cities in Baldwin County. The approval of this referendum also allows the authority to issue revenue bonds to finance projects. Baldwin County sits in the short panhandle that touches the Gulf of Mexico and has less than 200,000 people according to the 2010 census.

• On the flip side, which might make this statewide amendment difficult to administer, Baldwin County voters Rejected 52 to 48 percent a local referendum to establish a county toll authority.

• Statewide Proposition 53—No Blank Checks Initiative: Rejected Would have required any infrastructure project that needed more than $2 billion in public bonds to be voted on by the people.

• Alameda (Oakland) and Contra Costa Counties: voters Approved renewal of property tax for 20 years for AC Transit bus operations and maintenance.

• Contra Costa County (East Bay) voters Rejected a 0.5% sales tax increase for 30 years that would have increased funds for transit, road and congestion improvement projects.

• Los Angeles County: voters Approved to increase the sales tax by 0.5% plus continue in perpetuity an additional 0.5% sales tax (that was originally set to expire in 2039) to expand public transportation, highway projects, bike and pedestrian projects. Estimated $100 billion will be collected over 40 years.  

• Sacramento County: voters Rejected a 0.5% sales tax increase for 30 years for road and transit projects.

• Santa Clara County (San Jose) Approved a 0.5% sales tax for 30 years for an estimated total of $6.5 billion for public transportation projects and operations, highways, streets and bicycle/pedestrian projects. This funding will finish the second phase of the Bay Area Rapid Transit (BART) Silicon Valley extension into San Jose and Santa Clara.

• San Diego County: voters Rejected a 0.5% sales tax increase for 40 years that would go for high priority freeway projects and transit. Did not receive the required two-thirds vote.

• San Francisco Area voters Approved to raise property taxes to improve and maintain the Bay Area Rapid Transit System. Total cost over 40 years: $3.5 billion.

• San Luis Obispo County (on the Pacific coast between Los Angeles and San Francisco) voters narrowly Rejected a 0.5% sales tax increase for nine years that would have provided an estimated total of $25 million per year for various transportation projects.

• Ventura County (NW of Los Angeles along the Pacific Coast) voters Rejected a 0.5% sales tax for transportation improvements. An estimated $3.3 billion would have been raised over 30 years.

Florida

• Broward County (Ft. Lauderdale) voters Rejected a 0.5% sales tax that would have given an estimated $6 billion over 30 years for roads and transit.

Georgia

• Atlanta Voters Approved a 0.5% sales tax for 40 years to upgrade public transportation.
• Atlanta voters also Approved an additional 0.4% sales tax for 5 years to upgrade bike and pedestrian projects. The Atlanta region has some of the worst traffic congestion issues in the county. It is unlikely that expansion of public transportation and upgrading bike and pedestrian projects alone will solve the problem. 

• House Joint Resolution 36–Transportation Funds Amendment Or Lockbox Amendment: APPROVED by 78.9% of Illinois voters

(Click here for details) Supporters of the measure which included unions and the construction industry (which contributed a great deal of money for the amendment), made the case to voters that approving this measure would boost safety by protecting infrastructure. The Lockbox Coalition told voters that since 2003, nearly $7 billion in transportation-related funds have been diverted to other projects.

Indiana

• Indianapolis/Marion County voters Approved a 0.25% income tax increase for public transportation.

Maine

• Question 6–Transportation Bond to approve a $100 million transportation bond: Approved. This would obligate the state to a $100 million bond. $80 million for road projects and $20 to ports, harbors, bicycle and pedestrian projects.

Michigan

• SE Michigan voters Rejected a referendum to increase property taxes to expand public transportation to the tune of $4.7 billion over 20 years.

Nevada

• Clark County (Las Vegas) voters Approved to continue a temporary 10-cents-per-gallon fuel & index rate for future inflation road expansion and safety projects. The collection of the additional gas tax money over 10 years is estimated to be $3 billion.

• Voters in Carson City, Lyon and Douglas counties Rejected a 3-cent gas tax hike.

New Jersey

• Public Question #2—Gas Tax Dedicated to Transportation Funding Amendment: Approved. Another Lockbox Referendum that will dedicate all gas tax money to transportation funding. Some, including the state lieutenant governor, question whether the passage gives state lawmakers carte blanche to go on unlimited borrowing sprees in the future.

North Carolina

• Wake County (Raleigh) voters Approved to increase the sales tax by 0.5% which will give $1 billion over 10 years to expand public transportation.

Oregon

• Clackamas County (Portland extends into this County) voters Rejected a 6-cents-per-gallon fuel tax dedicated to road maintenance and safety improvements. The proposed seven year temporary tax would have given an estimated $9 million per year. County officials say they are in need of an additional $17 for road maintenance each year. A similar measure was rejected by voters in May.

• Voters in the Oregon cities of Coburg, Coos Bay, Cornelius, Cottage Grove, King City, North Bend, Springfield and Tigard also Rejected gas tax increases of between 3 and 6 cents.

• Portland Voters Approved a 4-year, 10-cent-per-gallon gas tax increase for street paving, safe routes to school and active transportation safety (Vision Zero) projects. $64 million.

• Charleston County Voters Approved a 0.5% sales tax increase for 25 years to improve highways, green spaces and build a rapid bus transit system. $2.1 billion over 25 years.

Utah

• Washington County (St. George/SW Utah) Rejected a 0.25% sales tax increase to improve county roads, city streets and transit.

Virginia

• Virginia Beach voters Rejected a light rail project with 57 percent of the vote.

Washington

• Statewide Referendum Initiative 732—Carbon Emission Tax: Rejected 

• Metro Seattle voters Approved a 0.5% sales tax increase; a 0.8% vehicle excise tax increase and a 0.25 mill property tax increase to expand regional light rail. Extra funds raised will give the area $27.6 billion over 25 years. The Seattle region has some of the worst traffic congestion issues in the county. It is unlikely that expansion of public transportation alone will solve the problem.

• Spokane voters Approved a 0.2% sales tax increase which would bring in $20 million/year to build a bus rapid transit line and improve existing bus service.

If you have comments or questions about the November 8 election, please send them to nma@motorists.org for a possible post-election newsletter follow up. 

This year, for my annual trip to Sturgis, I took my 2015 Harley Street Gilde FLHXS. I was excited to ride my new black Street Glide special, which has the worst stock suspension of a modern day motorcycle, let alone any other $25,000 bike I’ve ridden. I will save my rant on this subject and just get to my Street Glide suspension solution review.

Before leaving on the Sturgis run with Bandit on his 2014 Indian Chief, I knew I needed to solve this ride issue because I could not ride 100 miles without serious pain. Fortunately, I had a new pair of 412 Progressive rear shocks I could swap out for the over-sprung rear shocks that came on the bike. Big help, I mean big help because these shocks are set up for minimum 300-lb. dudes.

PRODUCT NOTE FROM PROGRESSIVE:
412 Cruise Series Shocks

The new 412 Cruise is the perfect balance of lowered stance and ride quality. By combining a flat-wire spring with a progressive main spring the 12.5-inch shocks sits like 11.5-inch units under the weight of the bike, yet they utilize the full stroke as terrain demands it. The result is a lowered shock that rides like a traditional height unit.

At Progressive Suspension, we always want to be sure that you get the perfect part for your bike. Please click the link below to select your bike so we can be sure we get you exactly what you need.

FROM: $349.95

Trouble is, that exposed the serious problems with the Stock Japanese H-D metric front end. Without time to sort out the 49-mm forks, I left on my trip and had to deal with whatever road conditions came along. By the time I got back, I’d had enough.

So let’s get into fixing the front. My first attempt was to change out the stock fork oil to a heavier viscosity, which was surprisingly better, but not great. I had used the Progressive monotube on a 2002 Road King and thought highly of the improvement. The single monotube technology is highly approved by dirt bike riders, but there is a significant difference in street and dirt fork technology. Dirt bikes always have substantial fork slider braces. Street bikes don’t. If one tube works differently from the other on a street bike the pressure is transferred to the fender and or the axle. What if you buy a bike with a single monotube system and remove the front fender? We don’t like this picture.

Here’s a tech Bandit performed with Jeremiah Soto on his hot rod Dyna: http://www.bikernet.com/pages/Progressive_Suspension_MonoTube_Cartridge_Kit_Installed.aspx

I figured this would be a good place to start. I contacted Progressive to see if they would like to help with a kit. I let them know I was interested in doing a write-up as I could not find anything useful on the internet about this specific year Street Glide, and thought people might find it helpful. No response from them after repeated calls, so I purchased the kit myself and now feel free to give my impressions of this product objectively.

A NOTE FROM THE PROGRESSIVE FACTORY: Fork Monotube Kit Touring w/ FST

True high performance front suspension is finally available for the 2014+ HD Touring line. Progressive Suspension has combined their road smoothing Frequency Sensing Technology (FST) damper with a progressive rate spring to create a state of the art fork cartridge kit for the late model baggers.

At Progressive Suspension, we always want to be sure that you get the perfect part for your bike. Please click the link below to select your bike so we can be sure we get you exactly what you need.

FROM: $499.95

I’m not overwhelmed with the results. I think they knew that. That’s why they weren’t into helping with this project. That’s not to say it’s not better. It is, but only a little better than the fork oil change.

To be fair, the bike has maybe 2 inches of fork travel, and the 19-inch front wheel and radial tire are probably as much to blame as the shit archaic forks. The monotube kit is a modern fork set up, meaning that one side uses a gas cartridge and the other holds a progressively wound spring.

It does as good a job as can be done in this situation, because there is no way to adjust for rebound or compression. The combination of better rear shocks and using this kit is certainly better, but no BMW for ride. Keep in mind that the Progressive 412 rear shocks that I used are very entry level. I would think that rears with some adjust-ability would make a big difference, and balancing the ride height front to back is important. Some people have gone to a 13-inch rear for 1 inch more travel, and I think that might be a good idea, but it would shift more weight to the front.

If you’re interested in using this kit, I can give you some directions for installation that are not in the instructions.

If you’re going to do the job yourself, there are some things you need to know. The fork tubes are very easy to drop on these bikes, no need to take apart the fairing and fuss with all that bullshit. Just follow the service manual if you have one, or check out some online instructions.

You need to have a couple of things before you get started. A ¾-inch Allen socket for the fork caps, and a 12-mm Allen socket for the damper tube on the bottom of the leg. I ended up making one by cutting off a 12-mm Allen wrench to get the right length, and then used a 12-point, 12-mm socket to slide the Allen into for my tool.

You will need to have a way to hold the fork leg to loosen the fork cap and the lower bolt. JIMS makes all the special tools for fork operations. Also, you really need to have an impact wrench to do this easily.

If this is too complicated, you can just take the legs somewhere and have the kit installed, then reassemble the legs in the triple tree. Doing it yourself saves a lot of money and time. Dealers get close to $100.00 per hour for the labor.

Now the left leg that has the spring in it will be longer than the right leg. This makes putting the axle and the wheel back on harder because they don’t line up.

Put the right leg in the triple tree and lock it off, with around 1/8-inch showing at the top. Install the left as far up as you need in the triple tree so you can line up the axle and install the front wheel.

Then take a large, long flathead screwdriver and put it between the handlebar and the top of the fork leg cap and pry down until you have the same amount of leg coming through the triple tree as the other side. Tighten the pinch bolts. I found this easier than trying to jack up the leg from under the fork leg. Be sure and follow the instructions for the installation of the kit, but these things I’ve pointed out are not mentioned.

Do some shopping around and you can find these kits for $ 350.00 to 380.00 now, but you will pay more than that to have them installed, so do it yourself. There are also dual shock kits available and we are anxious to test a set.

In the end, am I glad I did it? Yes………………. I think it’s as good as you can get with this bike.

I have a line on a new company, Yelvington, for the rear shocks that may be promising. Bandit and I met them in Sturgis this year and I liked the shock they had. We will see what comes of it.

The bike’s cornering and ride through the twisties are much improved. It does not get as upset leaned over and hitting bumps as it did before and lets the much improved frame work well. The front and back of the bike feel way more connected, so it’s a breeze to connect a good line through a chicane or lean it a bit more in a sweeper.

I hope all this helps with any decisions to either buy or install the monotube kit. We had some misinformation about the new 2017 touring models. Apparently, the factory stepped up to address suspension issues. Check this story:

http://www.bikernet.com/pages/2017_HarleyDavidson_Touring_Bikes__First_Impressions.aspx

Progressive Suspension

Editor’s Note: When the new M-8 hit the news, we were all curious as hell. Would Harley buckle to some government regulation and build a liquid-cooled engine? Weren’t they still dialing in the Twin Cam? Would the new engine deal with Twin Cam issues? And finally, wow, how time flies. Seems like yesterday, the Twin Cam was introduced.

The crew at Bikernet started to ask questions. Unfortunately, no one in the aftermarket had any issues yet. Reviews were strong and impressive. Acceleration was smooth and deliberate. The bikes handled better, and we were immediately excited about the single cam, but it was driven by a chain again? We started to ask questions.

Below you will read some factory info. I reached out to the H-D but was unable to collect answers to our questions. But this weekend at the Long Beach Show, I was able to corner an engineer who worked on the project, Matt Mueller, who has worked for the factory for 20 years. He was elated with the new platform and his face lit up as he discussed his pride in being involved in another iconic Harley engine. Plus, he’s an Evo fan.

Below you will see where I have added additional information based on our conversation and questions from the industry.

The all-new Harley-Davidson Milwaukee-Eight engine, ninth in the lineage of the company’s iconic Big Twin engines, delivers more power and an improved motorcycling experience for riders and passengers while retaining the iconic look, sound and feel of its predecessors. An all-new design, the Milwaukee-Eight engine offers quicker throttle response, more passing power, purer sound, a smoother ride and more of the feeling riders want from a Harley-Davidson Touring motorcycle engine.

“The guiding principle behind the Milwaukee-Eight engine was our voice of customer research from every region of the world,” said Scott Miller, Harley-Davidson Vice-President of Styling and Product Development Strategy. “Riders asked us to create a new engine designed to enhance their motorcycle touring experience in every way. Those same voices also demanded that we stay true to our legacy and respect the defining elements of a Harley-Davidson V-Twin. It was a big challenge, but one we’ve met. With the Milwaukee-Eight, a new era of Harley-Davidson power, performance and innovation has been forged.”

New Milwaukee-Eight engines will power every 2017 Harley-Davidson Touring and Trike motorcycle model. Milwaukee-Eight engines will be offered in two displacements and three variations:

Milwaukee-Eight 107 (107 CID, 1750cc) featuring precision oil-cooled cylinder heads for the Street Glide/Street Glide Special, Road Glide/Road Glide Special, Electra Glide Ultra Classic, Road King and Freewheeler models.

Twin-Cooled Milwaukee-Eight 107 (107 CID, 1750cc) featuring liquid-cooled cylinder heads for the Ultra Limited/Ultra Limited Low, Road Glide Ultra and Tri Glide Ultra models.

Twin-Cooled Milwaukee-Eight 114 (114 CID,1870cc) featuring liquid-cooled cylinder heads for the CVO Limited and CVO Street Glide models.

More Power

Each Milwaukee-Eight engine produces 10 percent more torque than the engine it replaces in Touring models. In addition to increased displacement, the Milwaukee-Eight engine features a higher compression ratio and four-valve cylinder heads with 50 percent more intake and exhaust flow capacity.

A member of the industry pointed out that there are currently no ways to adjust the tappets. Matt said the valve seat tolerance is very tight, plus the pushrods are attached to non-adjustable hydraulic lifters. The lifters will allow for tappet, valve or valve seat wear. I’m sure some performance guys will dispute this, and James Simonelli pointed out that every other motorcycle valve system of this nature in the industry contains tappet adjustments.

We have proposed a hydraulic lifter theory and practice article with the team at JIMS machine. I’m looking forward to it. I have questions about how hydraulic lifters work and how accurate they are.

The valve train requires no adjustment, as the design of the rocker arms enables valve lash to be set at the factory for life.

Dual spark plugs for each cylinder contribute to more-efficient combustion. A single chain-driven camshaft is lighter, mechanically less complex and creates less friction and noise.

I questioned the chain technology, since this was one of the major problems with the Twin Cam. Also, I have always loved the simplicity of the Evo single cam, gear drive technology. “The hydraulic cam tensioners solved that issue,” Matt pointed out. “Also, the chain deals with noise issues.” Then he pointed out his admiration for the Evo platform, but assured me of the futuristic qualities behind the new M-8.

During the Evo, era a couple of builders designed and manufactured 4-valve heads including Quantum Cycles. Here’s one still in existence around Feuling Technology:

Revolution Performance Motors has introduced the RPM Hemi 4-valve heads for the Evo V-twin and early Twin Cam engines, Twin Cam EFI kits are currently being tested and will be available soon. If someone asks, “That thing got a hemi?” just install these heads and you can say yes. Sweet! The heads bolt directly on to the stock engine. The only changes required are valve clearance pockets must be cut into the pistons and the exhaust must be modified.

RPM has either conversion kits or complete engines in several displacements. There’s also an intake plenum that mounts two carburetors. The second CV carb serves as a vacuum secondary for high RPM runs. The heads fit any bore size from 3.5 to 4.25 inches. The hemi combustion chamber and center location of the spark plug, as well as less spark advance, allow compression to increase from the stock 9:1 to over 11:1. Evo kits start at $2995, Twin Cam kits from $3099.

Need Parts and Accessories for the Feuling 4 VALVE, American Quantum Motorcycles? Contact: Jeff Starke 262-501-4500 or jeff@masterbikebuilders.com

“The Milwaukee-Eight engine retains the classic Harley-Davidson 45-degree V-Twin design,” said Alex Bozmoski, Harley-Davidson Chief Powertrain Engineer, who led the development team. “It also retains the power characteristic that is the real legacy of the Harley-Davidson Big Twin: strong low-end torque with a broad, flat power curve through the mid-range that’s ideal for the Touring motorcycle rider.”

Quicker Acceleration

The Milwaukee-Eight engine weighs the same as the engines it replaces, so all of its extra power contributes directly to improved acceleration performance.

The Milwaukee-Eight 107 accelerates 11 percent quicker 0-60 mph, equal to a two to three bike length improvement, and 11 percent quicker from 60-80 mph in top gear, equal to a one to two bike length improvement, compared to the Twin Cam High Output 103.

The Milwaukee-Eight 114 accelerates 8 percent quicker 0-60 and 12 percent quicker 60-80 than the Twin Cam 110.

Heat Management

The Milwaukee-Eight engine offers improved rider and passenger thermal comfort due to reduced heat absorption, increased heat rejection and a redesigned exhaust system.

Each Milwaukee-Eight engine features a precision cooling strategy based on the specific demands of the motorcycle model, using a targeted flow of either oil or liquid coolant around the hottest areas of the cylinder heads.

A new knock sensor for each cylinder enables more precise timing control.

The rear exhaust pipe is repositioned and the exhaust catalyst is relocated to move heat away from the passenger. Idle speed is lowered from 1,000 rpm to 850 rpm.

Almost a gallon of oil will pass through the engine each minute due to an improved and enlarged oil pump. The cooling aspect is primarily around the exhaust port, which is the hottest portion of the engine.

Improved Fit

A new, slimmer primary drive cover and the low-profile shape of the air cleaner cover provide improved rider legroom around the engine and an easier reach to the ground for many riders. All Milwaukee-Eight powered models are fitted with an Assist and Slip Clutch with improved hydraulic actuation that reduces clutch lever effort by 7 percent.

Reduced Vibration

The rubber-mounted Milwaukee-Eight engine features a single internal counter balancer that cancels 75 percent of primary vibration at idle for a more refined feel and more comfortable experience for rider and passengers while retaining the classic character of Harley V-Twin engines.

I asked Matt about the counterbalancing system between the crank. By the way, the crank configuration is traditional but the crank pin is larger, allowing for more rod bearings. Enhanced oil flow should make for a happier, longer-lasting engine.

The new counterbalancer is so efficient that initially, it removed virtually all engine vibration, which didn’t sit well with test riders. “They wanted to know they were riding a Harley,” Matthew said, “and not a touring bike built overseas.” So, the factory adjusted the vibration level to be just enough but not too much or damaging vibration.

Richer Exhaust Note

Lighter valves, a single camshaft, optimized cover designs and improved driveline components eliminate mechanical powertrain noise.

The engine intake and air cleaner are designed to reduce intake sound while ensuring maximum airflow. As a result, the new Milwaukee-Eight engine is mechanically quieter, enabling a richer exhaust tone, and it meets all global noise and emissions standards while allowing the unmistakable rumble of its exhaust note to resonate.

Improved Charging

The Milwaukee-Eight engine charging system delivers 50 percent more output to the battery at idle to better support the power demands of Touring riders, including accessory lighting, performance audio, and heated gear and other accessories.

New Engine Styling

The Milwaukee-Eight engine features sleek, modern styling that respects the heritage of previous Harley-Davidson Big Twin engines.
“The Milwaukee-Eight engine is styled to project power,” said Brad Richards, Harley-Davidson Director of Styling. “I compare it to the back of a swimmer, lean in the waist but broad and muscular in the shoulders.”

“The rocker covers look like skin stretched taut over muscle, like the rocker arms are about to burst out of the engine,” said Richards. “For the first time since the Knucklehead, the rocker covers reflect the action going on below. And they are massive. When you sit on the bike, you can look down and see more of this engine.”

We’re proud to introduce the next generation of Harley-Davidson V-Twin engines to our Touring line: the all-new Milwaukee-Eight 107 and Milwaukee-Eight 114 engines.

Their iconic look, distinctive sound and massive torque make them instantly recognizable, but the Milwaukee-Eight 107 and Milwaukee-Eight 114 engines take the Harley-Davidson V-Twin to a place it’s never been.

They’re the most powerful, coolest-running motors we’ve ever built. Smoother, stronger and more durable. With crisper throttle response and truer, cleaner sound. Four valves per cylinder, single chain-driven cam, dual spark plugs, counterbalanced and rubber-mounted.

Developed and proven over countless miles and millions of hours. Every single part is new, engineered to give you more performance and more of the feeling you want from an engine.

Brand Manager James Simonelli shows you how to install the part.

“An overtightened primary chain is known to cause premature failure of the engine, transmission and primary bearing as well as to cause other complications,” says James Simonelli, Brand Manager for Twin Power. “This video gives step-by-step instructions on how to install the tension reliever manual primary chain adjuster on your bikes. It’s really easy to put this part in place and get back on the road.”

The instructional video can be found here on the Twin Power website [and below].

The Twin Power Tension Reliever Manual Primary Chain Adjuster can be ordered through your local Tucker Rocky/ Biker’s Choice dealer.

Since 1982, Twin Power has been designing and producing quality parts and accessories for the Harley-Davidson® enthusiast. Driven by the same passion that fuels the American V-Twin scene, Twin Power is relentless in their pursuit of quality, functionality and value. They will not offer a Twin Power product to their customers unless they would be proud to sport it on one of their own rides. Visit Twin Power online at http://twinpower-usa.com and Instagram.

 

About Tucker Rocky/Biker’s Choice

Featuring the most powerful portfolio of parts, accessories and apparel brands in powersports, Tucker Rocky/Biker’s Choice is the go-to supplier for retailers across the nation. In addition to an unmatched product selection, Tucker Rocky/Biker’s Choice is proud of its relentlessly customer-centric culture and unwavering pledge to on-time delivery. Because of its uncompromising commitment to continuous improvement, Tucker Rocky/Biker’s Choice has been earning the trust of the best dealers in the industry for nearly 50 years.

NCOM BIKER NEWSBYTES
Compiled & Edited by Bill Bish,

“We love the bikers,” exclaimed presumptive Presidential GOP nominee Donald Trump in remarks made during the 29th annual Rolling Thunder POW/MIA motorcycle run held Memorial Day weekend in Washington, D.C., months before the general election.

Wearing a red “Make America Great Again” hat, the blunt-spoken New York real estate mogul and television celebrity told the crowd about seeing large numbers of bikers at his campaign events, including a group called “Bikers For Trump” (www.BikersForTrump2016.com). Chris Cox, a biker from South Carolina who founded BFT, had met with The Donald who told him “we’re his favorite demographic.”

Stressing his desire to strengthen the military and improve how veterans are treated, the Presidential-hopeful found a receptive audience. “I’m not a huge biker, I have to be honest with you, O.K.?” lamented Trump to the throng of motorcyclists gathered at the Lincoln Memorial last May, “I always liked the limo better.”

“I don’t ride motorcycles,” the candidate told another biker at a Trump Rally in Ohio, “but if I’m elected, I’ll fix all the potholes”; and he’ll soon get the opportunity to make good on his campaign promise.

On Tuesday, November 8, 2016 America voted Donald J. Trump to be the 45th President of the United States, and although he’s not a quintessential “motorcycle guy”, his running mate is. Vice President-elect Mike Pence is a motorcyclist himself and has participated in numerous charity rides in his home state of Indiana, where as governor he supported bikers’ rights and worked closely with ABATE of Indiana.

DISTRACTED DRIVING LEADS TO BIGGEST SPIKE IN TRAFFIC DEATHS IN 50 YEARS
When distracted driving entered the national consciousness a decade ago, the problem was mainly people who made calls or sent texts from their cell phones. The solution then was to introduce new technologies to keep drivers’ hands on the wheel. Innovations since then, such as car Wi-Fi and a host of new apps, have since led to a boom in internet usage in vehicles that safety experts now say is contributing to a surge in highway deaths.

After steady declines over the last four decades, highway fatalities last year recorded the largest annual percentage increase in 50 years, rising to the highest level since 2009, and the numbers so far this year are even worse. In just the first six months of 2016, highway deaths have already jumped 10.4%, to 17,775, from the comparable period of 2015, according to the National Highway Traffic Safety Administration (NHTSA).

The fatality rate for the first half of 2016 increased to 1.12 deaths per 100 million miles driven, up from 1.05 for the same period last year; but the number of miles travelled have only increased 3.5%. NHTSA says recent reports suggest this uptick in fatalities is due in part to increasing use of electronic devices leading to more distracted driving.

Alarmed by these statistics, the New York Times reports that the Department of Transportation (DOT) has outlined a plan to work with the National Safety Council (NSC) and other advocacy groups to devise a “Road to Zero” strategy, with the ambitious goal of eliminating roadway fatalities within 30 years.

A TECHNOLOGICAL SOLUTION TO ETHANOL DEBATE
None of the estimated 22 million motorcycles or ATVs in the United States are approved by the EPA to operate on ethanol blends higher than 10% (E-10), which can damage smaller engines when E-15 gas remaining in the fueling line at the pump is inadvertently introduced into the customer’s fuel system, so NHTSA’s resolution to this unwanted mixing is to require a 4-gallon minimum fuel purchase at blender pumps to adequately dilute the higher ethanol fuel.

But a more technological solution was suggested recently during a podcast involving a representative of the Renewable Fuels Association (RFA), a group that represents the Ethanol industry and advises the EPA on polices which decide how much of the different types of gasoline are made available at gas stations around the United States.

During a discussion of ethanol-blended fuels on Clutch and Chrome’s ‘Another Motorcycle Podcast’ (www.clutchandchrome.podbean.com), “we learned (from Robert White of the RFA, a longtime motorcyclist) of a mechanical solution being developed that would prevent the accidental mixing of fuel by the very blender pumps at the heart of the minimum fuel purchase proposal.”

The new solution, which is reportedly being developed outside of the ethanol industry and is currently in the patent process, would prevent any fuel from being stored in the fueling hose. This would allow for users to only pump the fuel they want, and prevent accidental misfueling.

“Obviously, the product needs to come to market and make its way onto pumps at the different gas stations,” reports Clutch and Chrome, “but this opportunity appears to be the best solution for a difficult problem.”

“BAD BIKER” GUN TARGETS
Motorcycle riders are being portrayed as “Bad Bikers” worth shooting at and aiming to kill by police and others in firearms training, as Baker Targets markets a target bearing the image of an outlaw on a motorcycle.

“Bad bikers need to be terminated!,” advertises Baker Targets to the general public, highlighting red dots printed on the practice target that indicate “high value” shots to cause maximum damage to the bike and rider when shooting.

The Florida-based target company quickly responded to an outcry from concerned motorcyclists by taking the “Bad Biker Targets” off their website and discontinued offering them for sale.

MICHIGAN BILL INCREASES PENALTY FOR RIDING WITHOUT PROPER ENDORSEMENT
Unlicensed riders in Michigan will face higher fines under legislation signed by Governor Rick Snyder on Wednesday, November 9, 2016.

“This bill stiffens the penalty for operating a motorcycle without the proper endorsement, helping to ensure both motorists and motorcyclists stay safer on Michigan’s roads,” Gov. Snyder said.

House Bill 4651, sponsored by the late state Rep. Julie Plawecki (D-Dearborn Heights), increases the penalty for operating a motorcycle without a motorcycle endorsement on the operator’s driver’s license from $100 to $500. This is the first Public Act to bear the name of Rep. Plawecki, 54, who passed away in June from an apparent heart attack while hiking. The measure is now Public Act 318 of 2016.

“HAVE A GOOD RIDE III” TO HELP REDUCE MOTORCYCLE ACCIDENTS IN CALIFORNIA
As more Californians choose motorcycles for work, weekend getaways, and entertainment, the California Highway Patrol (CHP) is increasing its focus to keep motorcyclists safe.

The number of victims from motorcycle-involved collisions in CHP jurisdiction has increased every year since 2013, and to address this problem the CHP has implemented the “Have A Good Ride III” (HAGR III) program to promote motorcycle safety and awareness. From October 1, 2016, through September 30, 2017, the goal of the HAGR III grant is to reduce the number of motorcycle-involved fatal and injury collisions, and the number of victims of these collisions.

“With a combination of grant-funded education and enforcement efforts, we strive to raise awareness and reinforce the concept of sharing the road in order to save lives,” CHP Commissioner Joe Farrow said.

“In regions with higher numbers of motorcycle incidents, CHP officers will increase motorcycle safety enforcement operations. Motorcycle traffic safety education campaigns, including the “May is Motorcycle Safety Awareness Month” and a summer safety campaign by the National Highway Traffic Safety Administration (NHTSA), will be conducted at appropriate venues. The campaigns will promote the use of properly approved helmets for all riders, raise motorists’ awareness of sharing the road with motorcyclists, and urge riders to refrain from actions most commonly identified in motorcycle-involved collisions, such as speeding, improper turning, and driving under the influence of alcohol and/or drugs.”

Throughout the HAGR III campaign, the CHP will work with the California Department of Transportation to display “Share the Road – Look Twice for Motorcyclists” on changeable message signs on state highways.

FIRST TRIAL SET FOR WACO TRAVESTY
During the recent National Coalition of Motorcyclists (NCOM) board of directors meeting and Regional Meeting held November 12 in Irvine, California, NCOM Executive Coordinator Sarge Matthews presented an update on the Waco shootout that left nine dead and dozens injured at a regularly scheduled meeting of the Texas Confederation of Clubs and Independents (COC&I), the statewide biker club coalition involved in political issues regarding the rights of motorcyclists.

Almost 18 months after nearly two hundred bikers were arrested, although little has been made public due to gag orders and non-association, and with most still incarcerated, the first of 154 bikers indicted in the May 17, 2015 incident has received a trial date.

Judge Matt Johnson of Waco’s 54th State District Court set James Rosas’ trial on first-degree felony engaging in organized criminal activity charges to begin January 23, 2017 after his attorney Tom Clarke announced he was ready for trial and asked for a trial setting.

The request comes as the McLennan County District Attorney’s Office continues to inundate bikers’ defense attorneys with hundreds of thousands, if not millions, of pages of discovery materials, including copies of police reports, hundreds of hours of audio and video recordings of the incident and subsequent interviews with bikers, 700,000 pages of cell phone records, tens of thousands of photographs and Facebook posts.

“I think they have gotten into a circle-the-wagons mentality over there in the DA’s office because of all the civil lawsuits being filed and the attempt to disqualify the DA from handling the cases,” Clarke told the Waco Tribune. “There has been a lot of discovery released, and I slog through it and I don’t see anything on my client at all.”

In the meantime, county officials are contemplating how to fund the huge expense of prosecution as the cases drag on and as the 70 to 80 court-appointed attorneys continue to review the mountain of discovery at $75-80 an hour. As more bikers go to trial, their attorneys likely will hire experts in a number of subjects, including ballistics, crime scene analysis, DNA and others, which also will increase the costs to the county.

WELCOME TO NCOM – UNITY IN THE BIKER COMMUNITY
The National Coalition of Motorcyclists (NCOM) proudly welcomes the following motorcycle organizations approved by the NCOM Board of Directors 11/12/16 as our newest NCOM Member Groups, joining in unity with over 2,000 other rider groups, clubs and associations, including motorcyclists’ rights organizations from nearly 40 states and over 60 Confederations of Clubs from 37 states and three Canadian Provinces:
– Confederation of Clubs – South Dakota
– Messiah’s Road Warriors MC

NCOM serves as a nationwide umbrella organization that provides legislative assistance, information network and legal resources; and also reaches out to various segments of the motorcycle community such as the Christian Motorcycling community, women riders, sportbikers, independent motorcycle shops, touring associations, clean & sober groups and minority motorcyclists – helping to form coalitions and foster cooperation between all segments of motorcycle riders.

Also, the NCOM Board of Directors wishes to welcome the following new NCOM Region Directors:
– Ed Schetter, Executive Director of ABATE of Ohio as co-director for Region IV, replacing retiring director Haskell Combs, Jr.

QUOTABLE QUOTE: “Conformity may give you a quiet life; it may even bring you to a University Chair. But all change in history, all advance, comes from the nonconformists. If there had been no trouble-makers, no dissenters, we should still be living in caves.”
~ A.J.P. Taylor (1906-1990), British historian and journalist

Lothario Fade introduced the girl to the ride, confident she’d be amused and beguiled with his sanguine sway. As they dallied in line, the dazzle of lights and whir of contraptions awakened his joy and roused reckless pulse within, he leaned close to her, inhaling the intoxicating aroma of her perfume, a whiff of lavender and hint of medicinal potent spirits. He slipped his dark hand around her naked waist, his thick fingers dawdling on the band of her polka dot pedal pushers while he eyed the contours of her tank top and pressed his lips to her ear, whispering.

“You’ll feel like you’ve never felt,” said Lothario. “Anticipate it – a grand thrill.”

She jabbed a sharp elbow into his ribs and said, “Will this line move any faster?”

“We’ll be there, momentarily, assuredly,” he said, appreciating her impatience, aroused by her attitude. “Look, they strap you in a cage; the line’s moving.”

“It’s like forever.”

“Well, then savor it like it is forever. Imagine us in the cage at the top, spinning crazy, swiveling insane.”

“And then you come down, it doesn’t last,” she said. “What fun.”

“Listen, it’ll be a thrill, forget sarcasm, be assured, it swivels around and spins upside-down. Look. We’re next.”

Once strapped into the cage spinning at the apex of the colossal wheel, the thrill made the girl exhale in a way Lothario deemed delectable as the cage swiveled around and spun upside-down.

Lothario clenched his jaw and braced his palm against the teeter-totter of the metal cage, secured by the nylon belt strapped around his gut, suspended in a quixotic seesaw above the festival as lightning lit the outlines of dark cumulus clouds on a distant horizon, he whooped a wild, joyous cry.

The cage returned to earth and the operator said, “All right folks, time to disembark.”

“We want to go again,” said the girl. “That was only half the ride; what’d we pay for a partial ride? Half price tickets?”

“That’s the ride,” the operator said. “It’s over.”

“We’ve been standing in line watching,” she said. “Everybody else got to go around twice. We only went once. I’m curious why we had to disembark after only one rotation.”

“Everybody goes once, nobody goes twice,” said the operator, who began to fidget, his gnarled fingers dabbing his bald pate, his dirty boot pivoting on a cigarette butt crushed on the platform. “No exceptions.”

“What are you trying to pull?” said Lothario. “We went once, everybody else twice, that’s crap. I don’t like it. I don’t like it at all.”

“I don’t like your attitude. I’m sick of cowboys like you,” said the operator.

‘Cowboys like me? There’s nobody like me. You must be mistaken. Cowboy? Where’d that come from? My great grandfather just rolled over in his grave, just now, this very moment, and it’s your fault with this cowboy talk.”

“Don’t disobey. Do as I say. Get off the ride or I’m calling the cops.”

“Call away.”

The operator called for muscle and attracted an anxious security guard who struggled with his belt and trousers as he fumbled over and escorted the girl out of the cage.

“Who the hell are you supposed to be?” said Lothario, still in the cage. “Hey pops, why don’t you go pound popcorn up your ass? Stick some cotton candy in your ear.”

Security signaled a cop.

A sullen cop arrived and asked to see identification. Lothario suspected the cop could see nothing from the dark prescription glasses covering the hollow sockets between his gaunt cheeks and pale forehead.

‘What’s your name?’ said the cop. “Fades?”

‘What are you blind? Your vision obscured? Why don’t you take your sunglasses off? It’s freaking nighttime. Either that or learn to read. You got my I.D. My name is Fade. Singular. No ‘s’ in Fade.”

“Whatever you say Fade with no ‘s’, we got a Homeland Security alert on your singular ass.”

More cops swarmed to the scene, one cop kicked around the same cigarette butt with polished boots that the operator had kicked around with dirty boots, the cop persisting on stubbing it with his toe, inspecting it from different angles, imagining it to be a half-burned firecracker, uncertain the butt had been properly extinguished in the first place. The authorities gathered, tended business, compared levels of authority like canines sniffing asses, smug in the funk of hierarchy but quite prepared to escalate and summon SWAT if need be.

“Lothario Fade. He’s a known gangster; I’m confidant, no questions,” said an officer assured of his own rectitude. “An active member of a notorious motorcycle club, a gang, nothing but hoodlums, troublemakers.”

Lothario emerged from the cage.

‘The jig’s up, eh?”

The phalanx of cops mingled close to Lothario and discussed strategies on how to dispose of a gangster in their midst, some textbook theories mixed with personal experience ‘like there was that time two years ago three towns over, same thing only different but still, and what about the shit that went down in Waco, what about Laughlin?’

“Yes, yes, some biker shit went down in Laughlin but Waco was a cop fiasco,” said Lothario, “and yes, as long as we’re discussing shit that went down, what about what’s going down at Standing Rock right now? You tell me.”

Lothario counted 30 uniformed enforcers eager for action fondling weapons and batting gloved palms with stiff batons. He contemplated the futility of protesting the peculiar timing of the amusement but continued his quest for justice, regardless of consequence.

“Everyone else got to swivel twice, whereas we only swiveled once,” he said.

“So you’re here seeking some sort of sick-o-swivel thrill,” said the pale cheek cop with the hollow socket sunglasses who sneered like a wild badger.

“Of course, I paid for it, fucking right,” said Lothario. “Bought a ticket. That’s why I’m here. It also spins upside-down.”

“Spins, huh?”

“Yeah. Upside-down.”

Lothario didn’t agonize over their intolerance; this was nothing new, the strange preoccupation with the color of his skin and the cut of his clothes, especially the patches, oh the patches, rockers, biker swag, the number 13, ITCOB, what not.

The civil servants slithered around him like a serpent binds its prey until he could feel the cold heat.

He knew the feeling well; he had mastered the anger management mandated by incarceration, the usual classroom drivel, constricted, exhausted and suffocated to death, pass or fail, live or die as taught by some spiteful Drone Ratchet. Rather than suffocate, he imagined he’d fight for every breath with arms flailing like a windmill slays monsters, scooping a heart from a beating breast, stealing the breath from any foe, corpse after headless corpse strewn about the midway like kewpie dolls hacked with a sickle and trampled into the dirt, stomped upon, the purposeful boot kicking a cigarette butt with no malice or joy as in ‘Vengeance is Mine Sayeth the Lord’ – a line tattooed backwards on the neck of a fellow inmate whose mirrored image offered a memento that there’s nothing to fear.

“You’re deemed to be a danger and a menace,” said an officer.

“Do you hang with Quick Horse?” said a second.

“Why aren’t you flying colors? Where’s your patch?” said a third.

“I’m not in that life any more,” said Lothario, amused that the cops hadn’t frisked him, thrown him to the ground or Tased him. Not that he had done anything to deserve such a fate. It’s just what cops do; they can’t help themselves. It’s part of their training, their DNA.

His extremities simmered and burned like a sparkler, ready to ignite the fuse and let his imagination explode in rampant glory.

“For kicks like, this I could jab a knife in a toaster to get a jolt.”

The cops circled tight, shoulder-to-shoulder and the ones not looking at cell phones exchanged grunts and nods and stupid grins and speculated on the weather report, severe storms forecasted, flash flood warnings, high winds, dangerous velocities and damaging hail possible, maybe shut down the carnival and as a precaution evacuate everyone.

Lothario noticed the girl was nowhere to be seen.

“That’s a shame,” said Lothario dreaming of a lost dalliance. He didn’t know her name, knew nothing about her only that she had vanished into the cacophony of the crowd and convulsions of his heart. He savored the melancholy before the fray, carefree and unconcerned as to outcome.

A cop prodded Lothario’s rib with a truncheon and broke his reverie.

Lothario drew a long breath as if it’d be his last and said, “No more patter.”

Two cops abruptly stepped back from the circle and revealed an open path. Lothario stepped through the opening and departed from the blue cluster – a blue clustered circle jerk, he thought. He hastened around toddling tykes jostling in line at the carousal and cut through crowds of giddy teens cued at the Ferris Wheel and Tilt-O-Whirl, skirted the beer tent where a polka band belted out “Roll Out The Barrel,” scampered past gimcrack shacks manned by shysters and barkers beckoning the rabble hoard of non-believers and believers in luck to try their hand at chance and then scooted behind the Pretzel Man, the Popcorn Stand, the Cotton Candy Dandy, the Hotdog Bus and Falafel Wagon through a thick cloud of greasy smoke to a parking lot, where he was pleased to find the girl in polka dot pedal pushers and tank top applying lipstick and leaning against his chopper.

“So was that your grand thrill?” she said.

“What?”

“Or was that foreplay?”

The night air began to stir, a few handbills and candy wrappers twisted in the wind, dry leaves drifted capriciously in a sudden gust, the ephemeral turbulence masking the carnival’s festive din with an eerie rustling racket.

“What’d you say?”

“Grand thrill?”

“You know, I don’t even like the word now – grand. I wish I had used a word even more magnificent than grand.”

“Grander?”

He mounted his machine and by habit pulled the choke with his left hand and positioned the pedal kicker with his right.

“Yes, quite right. Grander, of course.”

“Is that your ritual?” she said. “Raise havoc at the carnival?”

“It wasn’t me, had to be you.”

“Me? I didn’t do anything.”

“Neither did I.”

He put his boot on the pedal and kicked with routine might. He gunned the throttle with a twist of wrist – flames backfired from the pipes and out spewed fumes; the shaking frame and throbbing pistons soothed him as he eased onto the saddle and let the sound drown his worries.

Lothario wondered at his good fortune.

“So what happened to you?” he said.

“I told the cops I didn’t know you.”

“You don’t.”

“I think I do.”

She straddled the small pillion on the back fender and wrapped her arms tight to his ribs, positioning her heels high on the pegs. The scent of lavender again revealed its fine caress, but Lothario sensed something more, warm and sensual, akin to the peculiar rites of sprinkling lichen from burr oak bark onto an iron skillet atop a hot wood burner in a green house, and for a moment imagined where she might have picked up that scent, maybe a campfire.

“What are doing?” he said. “You’re not ready for this. Not dressed like that.”

“You don’t like polka dots?”

“I do. Polka dots are fine. Fun, I’m sure, like a Dalmatian. I’m just saying. You’re not dressed for a ride. You’ll get wet.”

“So’ll you.”

“True.”

“Did you just call me a dog?”

“Honestly, I was thinking dots but I was also thinking spots and Dalmatian seemed to be the thing to say in reference to your outfit.”

“So what happened to you?” she said.

“One of those rare situations a cop says, ‘you got three seconds to blow’ and I blew.”

Whirlwinds of dust kicked up at the curb and spun dust devils through the lot; tiny tornadoes appeared and disappeared in a magic dance across asphalt shadows as the bike vibrated at high idle, shaking in rhythmic violence.

“What are we doing?” she said.

“Catching our bearings, you know, restoring the equilibrium. By the way, no jumping off once we start. No matter what happens, be sure to hang on tight.”

“I’m not jumping off,” she said. “I mean, where are we going?”

He tapped gently on the choke with a fingertip and quivered the throttle with his other hand and as the revolutions of the engine slowly settled let the evening air fill his lungs. He nodded his head in the direction of the lightning.

“That way.

“You’ll be more than thrilled, you’ll be electrified; anticipate it, it’ll be wicked, it’ll be fiendish – you’ll feel like you’ve never felt.”

He cracked the throttle and released the clutch, bore full tilt; the back tire fishtailed onto the avenue, the open pipes howled and echoed off neon facades as the bike spun and wheeled under streetlights thundering toward brilliant strikes flashing on a dark, distant horizon.

Best Bite for Your Buck Bike

Best Wheelie Bar Treatment

Best Plumbing Nightmare Job
The Harmon Dragster gets the nod again.

Best Zen and the Art of Motorcycle Maintenance Statement BMW

Best Rolling Entertainment Unit Bagger
Michael Uriarte’s Dirtbag Bagger’s 2003 Road King sports Aggressive Design paint job, built 111- inch motor and 30” front wheel not to forget the heads-up digital display.

Best Pop’s Passenger

Best Free Temporary Tattoo Station and Inked Out Customer

Best Bargain Priced 3-Wheeled SUV
Ural display featured several “theme” models including this sandy “Sahara” version. Kids were additional accessory.

Best Mix and Mis-Matched Paint Themes
Bike was part of Progressive Insurance display…they sponsored the Expo so they can display whatever they feel like, right?

Best Midas Touch Trike from Milwaukee

Best July 4th Paint Job

Best Looking New Indian Model (and the Scout is pretty cool also)

Best Super Swoopy Indian
Indian had commissioned a series of concept bikes and a stellar example appearing at the event was a Scout re-imagined as a Bonneville racer by Jeb Scolman….a bike called “Black Bullet”…something Batman would ride.

Best Mega-Monster Motor
“Klassy 9” 2012 H-D Softail built by Ken’s Factory wears paint by Center Roots….described as “throwback styling, warm metals and intricate details.” Ken happens to be Kenji Nagai, his shops located in Nagoya, Japan and Long Beach, CA. Based around 2012 Softail, it’s powered by 96-inch motor fed by Thomson supercharger.

Best Lightning Struck Twice Custom
Ryan McQuistion of Long Beach, CA based McQuistons Chopper Design named this flathead “45-inch Mag” obviously thanks to the motor displacement and spark supplied by a magneto…truly a shockingly cool chopper.

Best It’s Soooo Strange I Love it!
Turns out the bike’s called “Pink Panther” thanks to the 1949 Panther Sloper motor and Peptol bizmol paint scheme as created by the fertile mind of Andrew Ursich

Best Jewel-like Knucklehead Motor
Look a bit familiarly uniquely strange style-wise? It’s another Andrew Ursich phenom with jaw-dropping chrome and gold artwork by Engrave It Inc. Bike is called “Stardust” and took First Place in Radical Custom Class at Easyriders Sacramento show along with a slew of other awards.

Best Built from a Basket Case
A more “subdued” build by Andrew Ursich was this 1980 Sportster tagged “Brass Monkey” thanks to the shiny metal treatment.

Best Stand-out Victory

Best Red Italian Bike I Can’t Afford

Best Ducati I Can Almost Afford

Best Bells, Whistles and Sirens Bike

Best Old American Iron
1927 Henderson 4-cyclinder was brought to show by owner/rider Tom Lovejoy.

Best One-off Replication of a Near Mythical Bike – Kawasaki W1R
Michael Lafountain of Racciamotocycles became fascinated with the story of the 1960s Kawasaki 650cc works race bike, only one or two known to have existed and lost somewhere in time, so he spent seven years and parts from 25 different Kawi’s to replicate it

Best 13-Year Father&Son Triumph Chopper Project
Richard Jones’ Oklahoma built Triumph named “66-UMPH” was 13 years in the making with his Dad also named Richard. Tasty ’66 TR6C trumpet was shown at the show along with his Dad’s radical custom Harley FXR.

Best Beloved FXR Gone Way Radical

Best Go Big or Go Home Engine
At the end of this photo story, the author is left holding the bag and the truly monster motor heralding the new S&S T143, the 162 HP motor available in a more usable size.