Okay, it’s that time of year and we’re pumped. Nothing is more exciting than the ride to Deadwood. It’s the mecca of the custom motorcycle industry. It’s the Wild West Escape Run from the bills, the jobs, the traffic, the population, the ol’ lady, the kids, you name it. This is the time to feel the freedom of the open road. For most of us it’s the mandatory run of the year.


Here it is https://www.vikingbags.com/viking-tank-bag-for-harley-street-500

I suppose it represents all I dream of, the open road, the packing light, and the outlaw in all of us.



Just the other day someone commented about my Indian. “You don’t have a windshield? Do you wear a mask?”

Last year, riding back from Sturgis on the Indian for the first time, I packed only my bedroll. The night before I left the Badlands a brother piled on some cold weather gear. I had to wear most of it. I couldn’t pack it. Not enough room.



This year a tad more thought and experience will go into my packing process. Still, I’m only packing my Bandit’s bedroll, which acts as a short windbreak, but then something surfaced.



A company reached out to me regarding their Viking product line. Ania offered to send me a tank bag to mount and test. I’m also testing a Motherwell fender rack. A good tank back is the shit, especially for carrying maps. Think about that for a second. Who carries a printed map anymore? That business is perhaps toast, but I still have a bunch of printed maps. I like the overview a map can give me.



The Viking cordora tank bag, originally designed for metric cruisers arrived and it fit the Indian dash configuration like a champ. I could read all my gauges. Here are the tips from Viking:



Viking Tank Bag for Harley Street 500.

Viking Tank Bag for Harley Street 500 is specifically designed to sit flawlessly on top of your Harley (or Indian) Street Bike. Equipped with high quality straps and magnets, the bag sits firmly on your tank top and provides with plenty of secure storage space.




Reinforced body to maintain shape.
Touch Friendly transparent pouch to enable device use through the pouch.
Headphone port to allow use while securing device in the bag.
2 x Mesh pouches.
Easy access Top pouch.
Quick Release clips to allow quick disconnect.
Rain Cover included for free

Hang on as we mount this puppy and test it to Sturgis and back.




I removed the seat with a couple of metric Allens and checked the infrastructure for potential mounting spots. I had a few. I wanted to mount the clip as close to the nose of the seat as possible. Ultimately I ran a tie-wrap around a massive wire loom and through the magnetized pad strap. I was virtually finished with the rear mounting.





I replaced the seat and clipped the rear plastic snap into place. Then I strung out the front straps along side the dash and over the front of the tank. Viking even devised leather like pads to protect my paint from tight straps. They also included bolt-on strap landings to be mounted under fasteners.





Again, with one tie-wrap and one clip fastened to a brake line I was basically good to go. I adjusted the strap lengths and went for a test ride. During the ride I discovered if I wore a beanie helmet I could stash it in the tank bag while riding in free states and still carry a camera and a few odds and ends.




Here are the official instructions:








We are also testing the Motherwell fender rack specifically designed for Indians.

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Life is fascinating, daunting, bullshit, heart-breaking, exhilarating and once in awhile inspiring. It’s also a blast, sexy, and fast.

Just in the last couple of weeks, I encountered a struggling biker business on the brink of financial heartache. They survived the 2008 economic downturn, and became one of the few custom bike companies to make the cut, but when they ran into problems recently, some in our industry wanted to immediately call them toast. In a couple of weeks the boss made a deal, fixed the company, and they are styling again. That was Brass Balls Bobbers.

Another company I’ve dealt recently and most of my biker life struggled in 2009 but survived all the ups and downs of 40 years to stand tall always, and keep the chopper faith, Paughco. There are not a lot of companies who can make that claim. I was recently at their shop and it’s growing more than ever. “It I had to start this business now,” said Ron Paugh, “the regulations are too tough. I couldn’t do it.”

Another company has recovered under a new crew. Dennis Manning owned Bub Exhaust for 37 years. An innovator, a promoter, a world champion and now an author, Dennis broke the World Land Speed Record in 2006 at over 350 miles an hour.

Side note: I was standing on the Salt 16 years earlier and involved with the Easyriders team when they set the record at 321 mph and held it until 2006. We brought the record back to the good ol’ USA. Dennis kept it home for a couple of years with an engine he developed. He also developed the Bonneville Motorcycle Land Speed Trials and it is still running annually to support motorcycle-only land speed record attempts through his daughter-in-law, Delvene Manning.

Unfortunately, the Bub Company struggled and finally sold to a bank, but Ramsay Mitchell, a former employee, bought the assets and Bub is still alive as Bub Design, Inc. Under his leadership, the Bub name is lives on.

Years ago, a club boss came to Dennis and asked him to design a bare, low cost, pipe that performed and gave hard FXR riders plenty of ground clearance. “He wasn’t interested in the sound, just the performance and turning ability,” said Dennis. “We were able to develop a pipe that did the trick.” It turned out to be the winning formula and Ramsay immediately brought it back.

“It works perfectly on FXRs, Dynas, and Softails, Twin cam or Evo,” said Ramsay. “We don’t need to change a thing, except the mounting brackets.”

One of our Bikernet San Pedro riders got ahold of one of the new BDI 5150 Raw systems for a Dyna, and we went to work installing it at Peak Performance Customs in Harbor City, California.

“It was a breeze to install,” Jeremiah reported. He gave it super high marks for the price at $450, the ease to install and performance. “I also like the clearance around the dipstick.”

Rick’s assistant, Mable.

The customer needs to supply the flanges, C-clips, and gaskets. “It’s always a good notion to use new gaskets,” Jeremiah said. It’s a good idea to have some thread locker (or Loctite) and anti-seize handy. “We used anti-seize on the new head nuts to prevent them from damaging the exhaust port studs.”

If your gaskets are new or fresh, you can leave them in place and rock and roll, or pull them out and replace them. JIMS makes a terrific tool for installing new mesh gaskets. They can go to shit easy if you’re not careful.

These pipes can be rattle-canned with flat black heat paint, our favorite because it can be easily touched up. The pipes can be painted and wrapped with heat wrap. No heat shields are supplied. You can ceramic coat them or chrome ‘em. It’s up to you.

First, Rick, from Peak Performance installed the BDI muffler bracket to the transmission using the supplied bolts and spacers. Note the position of the spacers. The BDI team also supplies all the caps for installing any year ’02 sensors or plugging the holes for carb models.

Rick used his secret thread Locker for the bracket bolts. He wouldn’t let us have any, and Jeremiah lost it. He forgot to install the lock washers. Don’t follow his lead.

Rick used a handy offset socket for installing the head nuts with silver or copper anti-seize to protect the treads. The BDI header system slipped on super easy and all the flanges lined up perfectly. It ran tight to the engine with perfect lines, and the pipes ran well away from the controls, so no issues there.

The muffler slipped right into place and Rick dropped the fastener into the bracket and spun it into place, and then he started to tighten the muffler clamp, but not all the way.

The code for installing rubber-mounted exhaust systems is to install all the elements loose, except for the muffler bracket. Then start at the front exhaust port and snug the fasteners while working toward the back. You might want to perform this exercise a couple of times, or ride it 20 miles, let it cool and check all the fasteners again.

One of the benefits of a tight system like this includes its ability to move with a rubber-mounted drive train. The tighter the system, the longer it will last, keep the fasteners in place and not crack. This puppy follows all the rules.

Note: The stock pipe bracket is still in place, or it can be removed.

The last shot showed the clearance between the frame and the system for ground clearance and turning. So, what the hell more could you ask for? Shoot it with any barbecue heat paint color you want. Come up with a couple of very cool heat shield notions, and ride like the wind.

Peak Performance Customs
25017 Doble Ave
Harbor City, CA 90710
(310) 325-5400
www.peakperformancecustoms.com

BDI EXHAUST
110 Springhill Drive, Suite 14
Grass Valley, California 95945
http://www.bub-design.com/

JIMS Machine

The opportunity to dig into the ephemeral rationale floating in the mist of the CVO aura drew me to accept an offer from Motorbooks to author this book. Here is their press release:

ABOUT THE BOOK

Produced in limited numbers, and always in high demand, CVO(tm) motorcycles are defined by the riders committed to riding the best. Whether you have one of these high-performance motorcycles in your garage or have one in your sightline, Harley-Davidson(R) CVO(tm) Motorcycles provides a close look into the Motor Company’s ultimate custom motorcycles.

Anyone who has ever worked on older vehicles has experienced the dreaded broken bolt malady. It may be on your bike or on someone else’s, but it always ruins your day. Why do they always seem to be in an awkward and hard-to-reach place?

Trying to remove one by drilling straight into the remaining bolt, and then using an EZ out can be trying and sometimes, still doesn’t work; sometimes it can even make the grizzly situation worse.

In my shop, as the perfect example, I happen to have a motorcycle engine case containing a dreaded a broken-off bolt (photo 1).

I didn’t know about it when the engine lower-end was delivered nor did the owner, but when I went to remove the bolt, it turned super easily. It turned but would not come out. The reason? The bolt had previously broken and the past owner tried to hide it by coating a stubby bolt with silicone and then pushing it into the hole! It looked real, like the bolt was doing its job holding the cases together, so he could sell it. A very dishonest motive, in my opinion.

There are several methods to removing broken bolts, and I use a few of them in my shop, depending on the job and circumstances. The method I like to use most is welding a nut over the broken bolt. This works for me most times and is usually a very quick, strong, and successful method.

Notice, I said usually. Always take your time and don’t rush it! In photo 2, you can see I used a 7/16-inch nut over the 3/8-inch bolt. It gives me a little additional room to allow for welding it together easily. I usually go at least one bolt size larger in diameter, but in a few cases I have gone up to an even larger size, for leverage or welding access.

First, sand the zinc coating off the nut to ease in the TIG welding. Just put the nut on a sanding belt and remove the zinc coating. Notice in photo 3, the one on the right has had the coating sanded off. You can also drill out the nut to remove the coating on the threads. I don’t generally find any issues welding it with zinc-coated threads. TIG weld the nut onto the broken bolt (photos 4 & 5). Be sure to get the broken bolt hot enough to penetrate it with welding rod. Then it is time to try to remove it.

Sometimes the bolt will slip out easily, but most times it will not. There was a reason why the bolt broke off in the first place. Could have been a bad thread and someone forced it, or a too-long bolt bottomed out against the case threads, or it may have been over-torqued. Many people use a cheap hardware bolt where a grade 5 or case grade 8 was the specified bolt.

In this scenario, it was still hard to remove (photo 6) as with the other bolts I removed, since the previous person (notice I didn’t use the term “mechanic”) who worked on this used red thread-locking adhesive. Don’t try to force out the bolt/nut assembly because it may result with the nut breaking off the weld or breaking the bolt again.

Using an oxygen/acetylene torch, I heated up the case area (photo 7) where the bolt threaded into. Red thread-locking adhesive when heated becomes solvent. In this situation, the aluminum case will expand greater, over a steel or cast threaded bolt. This allows a loose fit and aids in the removal process. While heating the case, I kept tension on the wrench and in a short time it turned with little effort and came out (photo 8).

There are also some new penetrating lubricants like WD-40, Yield, or The Fabulous Blaster. They can help a lot, if you have time to let them soak into the treads.

The result always brings a huge smile to my face (photo 9) because it’s like saving the patient’s life. Plus, I know reassembly will be handled with all the proper fasteners in their rightful spots.

It is important to be sure you clean up the threads (photo 10). Use the correct lube and tap the hole. Take your time and clean the tap if necessary. The holes in this case cleaned up nicely for a 1962 engine (photo 11), and when I showed the owner, he was quite pleased.

Taking your time is important because rushing any job can result in more overall work and stress. Now, get out to the shop and do some wrenching!

Sources

Brew Dude
http://www.brewracingframes.com/

2016 is our 42nd anniversary!

Let’s start with the English lesson: brew (broo). It’s a full fabrication and machine shop. We build quality handmade bicycle frames and frames available in road, track, ss, mtb, cx, and touring. We won numerous motorcycle shows, and we have full powder-coating facilities in house. We can build the bike of your dreams using quality products made in the USA. He does ceramic coatings, any color, and writes tech articles for The Horse, American Iron Garage, Ol Skool Rods and of course the badass Bikernet.com

Car Kulture Magazine
http://www.ckdelux.com

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)

WESTBORO BAPTIST CHURCH IS NOT PLANNING TO PROTEST 2016 BIKER RALLIES
A few weeks ago, a purported news story made the rounds about the federal government instituting a curfew on all bikers, and now the latest trending UNTRUE story claims the “Westboro Baptist Church Announces Plans To Protest 2016 Motorcycle Rallies.”

Citing a long list of major bike events, the article says a church spokesperson “confirmed that arrangements have been made for Westboro Baptist Church members to attend and protest multiple motorcycle rallies throughout 2016.” This spam is sourced from a known hoax website, but many have unknowingly forwarded and shared the “news” across the Internet.

WBC has no such planned interactions with bikers, although the group’s vile protests at soldier’s funerals were themselves the catalyst for bikers to come together to shield funeral-goers from the hateful signs and chants, and forming the Patriot Guard Riders.

While you obviously can’t trust everything you read on the Internet, the National Coalition of Motorcyclists has been a proven source of timely, reliable and valuable motorcycling information for more than thirty years, and NCOM encourages you to confidently share NCOM Biker Newsbytes with fellow concerned riders via print and social media.

ANTI-PROFILING MEASURE APPROVED BY MARYLAND LEGISLATURE
Maryland is set to become the second state in the country behind Washington to pass a law restricting police from profiling motorcyclists. Companion bills HB 785 (passed 136-0) and SB 233 (passed 47-0) call for a statement condemning motorcycle profiling to be included in police policies and require training of officers on “motorcycle profiling,” defined in the legislation as “The arbitrary use of the fact that an individual rides a motorcycle or wears motorcycle-related clothing or paraphernalia as a factor in deciding to stop, question, take enforcement action, arrest, or search the individual.”

The motorcycle anti-profiling legislation passed unanimously through committees and both chambers of the Maryland legislature, without a single no vote and without opposition from law enforcement, and heads to Governor Larry Hogan who is expected to sign it into law.

“Having the Police Training Commission add information on motorcycle profiling in their current training materials can only benefit everyone, by helping to raise awareness of any implicit bias officers may have against those who ride motorcycles or wear clothing associated with those who ride motorcycles,” stated the ACLU in written testimony in support of the measure, and drawing comparisons to racial profiling.

WHITE HOUSE REPSONDS TO RACING PETITION
The White House has been flooded with nearly 170,000 signatures from racing enthusiasts and race industry stakeholders concerned over an over-reaching regulation from the Environmental Protection Agency (EPA) that would prohibit street-legal vehicles, including motorcycles, from being modified for racing, and the Obama Administrations “We The People Team” recently responded, noting that the EPA is still considering the proposed standards and the issue is still in review.

The EPA has reopened the proposed regulation for further public comment, with final approval expected this summer.

While the battle over the EPA proposal continues, the U.S. Congress has introduced the bi-partisan Recognizing the Protection of Motorsports (RPM) Act (HR 4715) which would ensure that street vehicles can continue to be modified for the track. Regardless of whether the EPA removes the onerous provision to prohibit racing conversions from its regulation, the RPM Act would guarantee that the longtime practice of modifying street vehicles into dedicated racetrack competitors is continued today, and protected for future generations of race fans as well.

CONGRESSIONAL BILL WOULD PROMOTE USE OF E15 GAS
Despite controversy over the proliferation of E15 fuel, which is not approved for use by any motorcycle manufacturer and can invalidate warranties, Congress will consider a bill to expand existing infrastructure utilized in the “process of dispensing fuel containing covered renewable or alternative energy.”

HR 4673, the “Renewable Fuel Utilization, Expansion, and Leadership Act” (REFUEL Act) would provide federal grant money to subsidize the installation of blender pumps and equipment necessary to expand the availability of E15 gasoline, a fuel blend containing 15% ethanol.

The measure directly conflicts with earlier Congressional action taken in the FARM bill to prohibit funding for ethanol blender pumps, in an effort to restrict E15 expansion in the U.S. marketplace.

APEHANGERS LEGALIZED IN GEORGIA
A bill in Georgia modifies their existing handlebar height law to allow for taller bars. House Bill 166, the “Motorcycle Mobility Safety Act,” passed the state Senate by a vote of 45-4 after clearing the House unanimously 166-0, and is headed to Governor Nathan Deal for signature.

The new law increases the maximum measured height of a motorcycle’s handlebars from 15 inches above the seat to 25 inches.

Discriminatory in nature, handlebar height laws were never about rider safety, and most were adopted by states in the sixties to give law enforcement a tool for pulling over bikers on choppers.

MINNESOTA IDENTIFIES “AUTOCYCLE”
Is the Slingshot a car or a motorcycle? BOTH, says Minnesota legislators, in deference to Twin Cities-based Polaris Industries, which began manufacturing the reverse three-wheeler with an open cockpit and a steering wheel in 2014.

The state House says such a three-wheeled vehicle fits in a category of its own, and representatives recently voted 129-1 to create an “autocycle” category, between a car and a motorcycle, allowing Minnesotans without a motorcycle operator’s license endorsement to drive the vehicle, which will be considered a motorcycle for insurance and license plate purposes.

Many states remain divided over such distinctions between three-wheels and two, but Minnesota’s bill includes several requirements for an autocycle, including antilock brakes, a steering wheel (instead of handlebars, like cycles) and car-like seats (not a straddling seat like a motorcycle). Helmets would not be required on an autocycle, but eye protection and seat belts would be. A companion measure awaits a Senate vote.

NYPD TO TELEVISE CRUSHING OF CONFISCATED BIKES
As a deterrent to illegal riding, New York police are planning to publicly crush hundreds of non-road-legal bikes and quads that have been confiscated from their owners in an effort to battle a growing craze for riding dirt bikes on the road.

The New York Post newspaper reported that during the first quarter of this year alone the NYPD has seized 312 illegal bikes, more than twice as many as in the same period last year. Now it’s planning to destroy them and broadcast the carnage.

Police Commissioner Bill Bratton and Mayor Bill de Blasio announced the scheme, with the mayor stating: “We are going to crush them on TV to make a point.”

Commissioner Bratton confirmed the report, saying: “We will, a little later this spring, have a big crush-in, where we intend to take all of these things and crush them.”

According to authorities, large groups of bikes riding in New York, often on non-road-legal dirt bikes or quads, have been a growing problem.

NEW YORK ‘TEXTALYZER’ COULD IDENTIFY DISTRACTED DRIVERS
Drunk driving is dangerous, and so is texting while driving, but while police have long had a breathalyzer test for drivers who imbibe too much, until now they haven’t had similar tools to combat distracted driving.

According to the Centers for Disease Control, distracted driving causes 8 deaths every day, and now New York lawmakers are considering a bill that would allow police to use a piece of technology to see if a phone was in use during an accident, causing a distraction. The device is called a “textalyzer,” a roadside device that can read cellphones to detect recent activity.

The unprecedented piece of legislation would require drivers who have recently been in a crash to submit their cell phones to police for testing. The textalyzer wouldn’t be able to read contacts or content, such as what you write in your texts, but it would tell the cops if the phone was in use before the crash.

The textalyzer also would work like a breathalyzer in another way — refusing to have your phone scanned would result in having your license immediately revoked.

CALIFORNIA CONSIDERS TRAFFIC SCHOOL FOR MOTORCYCLISTS
Traffic violators in California have long enjoyed the option of completing an authorized “Traffic Violator School” in lieu of adjudicating certain minor vehicle code infractions, thereby avoiding “points” against their driving record and dismissing the citation. These traffic schools originated in California, where violators have a choice of approved defensive driving courses, everything from comedy to singles and even online courses, but nothing for motorcycle riders even if their ticket was on a bike.

Now, Assembly Bill 1932 would “authorize a person who is ordered or permitted to complete a course of instruction at a licensed traffic violator school as a result of an offense committed while operating a motorcycle to instead complete an advanced-level motorcyclist safety training course.” The bill authorizes the Commissioner of the California Highway Patrol to adopt standards for course content, contact hours, curriculum, instructor training and testing, and instructional quality control for the advanced-level motorcyclist safety training course.

PENNSYLVANIA ROLLS OUT FREE MOTORCYCLE TRAINING
Professional motorcycle training is recognized as the most important part of riding, and with warmer weather ahead the Pennsylvania Department of Transportation (PennDOT) recommends free motorcycle training through the Pennsylvania Motorcycle Safety Program (PAMSP) as part of a rider’s preparation for the 2016 riding season.

Whether totally new to motorcycles or an experienced rider, there are courses available for everyone. From the 15-hour Basic Rider Course (BRC) for novices, to the six-hour Basic Rider Course 2 (BRC2) to refresh skills, or the one-day Advanced Rider Course (ARC) for more seasoned riders, free course are being offered at 76 state-wide locations.

Motorcycle learner’s permit holders who successfully complete a basic rider course will be issued a motorcycle license.

FEDS RESUME CONTROVERSIAL ASSET SEIZURE PROGRAM
Bikers have become all too familiar with the law enforcement tactic of asset seizure, with club patches and trademarks coming under fire in recent years, and now the Justice Department has just announced that it is resuming the controversial practice that allows local police departments to funnel a large portion of assets seized from citizens into their own coffers under federal law.

Asset forfeiture is a contentious practice that lets police seize and keep cash and property from people who are never convicted – and in many cases, never charged – with wrongdoing. The “equitable-sharing” program gives police the option of prosecuting asset forfeiture cases under federal instead of state law. Federal forfeiture policies are more permissive than many state policies, allowing police to keep up to 80% of assets they seize.

The Justice Department had suspended payments under this program back in December due to budget cuts included in last year’s spending bill, raising hopes the department was reining in the practice, but law enforcement groups recently rallied members of Congress to call on the Justice Department to restore the payments.

Reports have found that the use of the practice has exploded in recent years, prompting concern that police may be motivated more by profit and less by justice. In 2014, federal authorities seized over $5 billion in assets.

QUOTABLE QUOTE: “News is the first rough draft of history.”
~ Philip L. Graham (1915-63), journalist & newspaper publisher

It was late August 2013, and I had nothing to do that Saturday, so I took a look on the internet for motorcycle events that day. I discovered a “Big Bad Motorcycle Show” at the NW Harley dealership in Lacey, Washington. I decided to ride my recently painted 1946 Chief (jade green and crème) just to see what was going on.

I arrived at 12:00 noon sharp, and as I pulled in to the parking lot a tattooed cutie came running up to me. She pleaded with me to enter the Chief in the show.

I asked if the show wasn’t just for Harleys and she said, “Oh no.” So, I paid my $20.00 fee (discounted $10.00 because I’m a military retiree) and entered the Chief in the “Vintage/Antique” class.

There were about 150 bikes in the show and I was the only Indian. As I pulled into my class area I was immediately approached by numerous curious participants who had never seen a real live Indian actually being ridden. There were several other bikes in my class (all old Harleys) but nothing like the Chief.

My neighbor in the class was a grizzled old guy named Manny Durham, my age but looking a lot more “weathered.” As he put it “It ain’t the year John, it’s the mileage!” What a great sense of humor! He was there with a young man who was like a son to him and his bike was a 1953 Panhead.

Immediately Manny and “son” started asking about the Chief and a lot of technical questions about the engine, clutch and other systems. They obviously knew something about Chiefs to ask those questions, and I knew the answers having worked on all of them. It turned out Manny had his grandmother’s originally purchased new, 1948 Indian Chief at his home in Hoquiam, WA. He even had a loose-leaf book with photos of the bike with his grandmother riding it.

He also had a great looking 1932 Indian 4-cylinder at home. He asked me what the Chief might be worth, and I estimated about $18,000 from the photos without firsthand knowledge. I hedged is bid against the estimated value of my pristine 1946 Chief at about $20,000, so his grandmother’s bike would have to be in very good condition, indeed.

I casually mentioned that I was looking for a Chief for my youngest son David and gave him my contact information. My 1946 Chief went on to win best in class ($100) and best in show ($250) and I bid Manny goodbye, until next time we should meet: it would be only weeks away. By the way I spent most of that $350.00 in prize money on a helmet, blazing orange vests, other gear and a bunch of Harley-Davidson socks for my boys.

Several weeks later I received a call from Manny, who asked me if I was really interested in his grandmother’s Chief. I said, “Yes, but not sight unseen.” He told me it had been in a barn for over 40 years (OMG! A definite restoration project) but it ran, and he had paid $5000 some years back to have the engine rebuilt (where have I heard that story before).

He hadn’t ridden it at all and there were still problems with the clutch (wouldn’t release) and a dent in the front fender (ran into the front of a trailer when he loaded it up from the barn). The front end was frozen, and left tank leaked. We talked briefly about price and it quickly came down from $18,000 to $14,000. I asked him why the sudden desire to sell and he told me he had his heart set on a 1932 Ford Model A and he needed $12,000 immediately to buy it before someone else did. He shouldn’t have told me that!

We set up an appointment for a couple of days later and I went to the bank and withdrew $14,000 in $100 bills just in case.

The big day came and I drove out to Hoquiam, WA with my son David and the trailer towed behind, just in case. We got to Manny’s home and looked at his “toys.” The 1932 Four was gorgeous and then we rolled out the 1948 Chief. It looked better in photos than in person close-up: that’s always the case.

Over the next 4 hours I did a detailed inspection of the Chief, noted all its deficiencies, talked about motorcycles in general, met several of his friends who regaled us with all the crazy things Manny had done over the years and for about 10 minutes here and there talked about the price.

We started the bike up and I rode around the block several times. Yes, there were the defects Manny mentioned about the bike, but it was incredibly quiet. When I returned Manny told me I had ridden it more that morning than he had in the last 40 years. I finally got Manny down to $11,500 and asked to take a lunch break since it was about 2:00 p.m. and we were starved. As David and I pulled out and waved to Manny he stood up and asked, “You are going to come back aren’t you?” David and I both laughed. We knew we had it. As we pulled into a McDonalds in Aberdeen, David said, “Dad if you don’t buy this Chief you’re never going to buy one!” I assured him we would.

After lunch we returned to Manny’s home and over a handshake did the deal for $11,500. Manny told us that he had a local young punk had offered him more for the bike but he was afraid the kid, who had more money than sense, would chop the Chief up.

He knew, from what I had done with the 1946 Chief that his grandmother’s bike would ride again in all its glory. We loaded up the bike and then rode to his wife’s jewelry shop in Aberdeen, to sign over the title and I counted out a stack of 115, $100 bills. We said our goodbyes, and I promised to visit him when the Chief was done.

All the way home David was rejoicing in his “new” Chief and the first thing we did upon unloading it in our driveway was to pull out the 1939 and 1946 Chiefs for some photos and side to side comparisons. The photo attached is of the three Chiefs, which are now all restored and ridden often by me and my sons.

It only took me about a year to the day to restore the 1948 Chief, which I entered into the 2014 Big Bad Motorcycle Show where it won best in class! Manny and I have remained in contact since meeting at the Tenino, WA swap meet and visiting his home in Hoquiam, WA in 2015. Good friends forever and across generations (my son David will always remember him) over a wonderful old piece of iron.

I suspect that these stories will continue to be told to future generations of Arbeeny’s, who if they’re lucky will be able to ride their grandfather’s Indian Chiefs.

–John Arbeeny

 


Wethought so too… and then the city of Austin allowed us to run anRSD Super Hooligan short track in the middle of downtown. And race onit. It took the team from IndianMotorcycle,RevivalCyclesandRolandSands Designahell of an effort to make it happen, but happen it did. 

In48 hours Brian Bell and the relentless crew of IVLeague Flat Tracktook a gravel parking lot, too many tons of dirt to count, over onehundred orange and white barriers and built a solid sure bet of arace track. Our money? On the Indians, of course.Thesun was setting, the light draping the bodywork of machines in dustin a way only found at a race track covered in dirt. Indians,Harleys, Hondas, Ducatis, you name it, it was there. This is theepitome of Hooligan racing. Run what ya brung, boys and girls. Expecta hard, short and fast race with the only real trophy being to callyour claim, a Hooligan.


RSD’sown Roland Sands, #10 was seen battling it out with GNC legend JoeKopp in the initial track turns. Both mounted on Indian Scout 60’s,rider pitted against rider. Pushing their 500lb machines to the maxon the short make-shift track, they found traction where they couldand made it where they couldn’t. All the while the crowd pressingon the chain-link fences begging for more.

 

Asif having legendary racer David Aldana #13, the first true Hooliganshow up to race wasn’t enough, the Hooligan crew advanced a fewshutter clicks with Dimitri Coste, infamous Flat Track photographerand racer, hanging it all out there. He piloted his loaned IndianScout Super 60 around the IV League built flat track like he’d beenriding it for months. You’d never know it was his first time on atrack built two days ago.

TheHooligans came out, raced hard and gave the fans an exciting evening!The only thing topping it was the fact that Steve Bonsey, #80 fromSalinas, CA on his XR750, a hard-working, race-living young man, whosurvives race to race on what he earns, took home the bacon. $2,500from Indian and another $1,000 from K&Nin the “Dash for Cash”! (Indian paid out $5k in total purse tothe Pro-racers who showed up.)

 

SuperHooligan

1.Jamie Robinson

2.Roland Sands

3.Rennie Scaysbrooke

 

GNCPro Twins

1.Stevie Bonsey

2.Jarod Vanderkooi

3.Kale Kolkman

 

Air-CooledVintage

1.Logan Roerig

2.Mystery Rider #331

3.Patrick Tharp

 

RunWhat Cha Brung

1.Jeff O’Leary

2.Shawn O’Leary

3.Travis Hayes

Editor’s Note: I’ve attended the Trailblazer banquet for a few years now. This year was the 72 annual banquet. Some 750 folks, mostly motorcycle racing industry veterans, crowded the Carson, California, community center.

I find it to be an inspiring gathering each year, and again I will try to share some of the stories from the new inductees into the 200 strong Trailblazers Hall of Fame. Here’s the list from this year: Mike Bast, Dan Haaby, Bruce Ogilvie and Wayne Rainey, are all former racers with amazing records. Also inducted were Steve Storz and Gil Vaillancourt (Works Performance) who made their marks on the race side of the industry.

INDUCTED: 1999
1990-’92 500cc World Road Racing Champion 1983, ’87 AMA Superbike Champion

Wayne Rainey was the top World Championship 500cc Grand Prix rider of the early 1990s, winning three consecutive World Championships riding for Yamaha. In addition to his accomplishments on the world championship level, Rainey was also a star of AMA Superbike racing during the 1980s, winning that title in 1983 with Kawasaki and again for Honda in 1987.

Rainey’s career as a motorcycle racer came to an abrupt end when he suffered a crippling crash while leading the Italian Grand Prix in September of 1993. Rainey did not let his disability keep him down. He returned to the world championship circuit as a team owner and manager.

Born on October 23, 1960, in the Los Angeles suburb of Downey, California, Rainey grew up in a racing family. His father, Sandy, was a go-kart racer and some of Wayne’s earliest memories are of his father loading up his truck to go racing. By the mid-1960s, Rainey’s father began casually racing motorcycles. Wayne began riding a 50cc Honda minibike when he was 6. He also attended races at the famous Ascot Park dirt track and became a big fan of local hotshoe David Aldana because of his wild riding style.

At the age of 9, Rainey, along with thousands of other kids in Southern California, began racing on the numerous circuits in the area. Rainey quickly progressed from minibikes to amateur and junior dirt track racing before making the professional ranks in 1979 at the age of 18.

Once on the AMA Grand National circuit, Rainey suffered from having less-than-competitive equipment. Rainey’s first Grand National finish was ninth in the ’79 Houston short track national in the Astrodome. Rainey continued to struggle in his rookie season and eventually was sidelined with injuries.

In 1980, Rainey found a bit more success and earned six top-ten Grand National finishes. That same season, Rainey began competing in club-level road races with support from Kawasaki. Even though he had come up through the dirt-track ranks, Rainey was finding that his real talents were on the pavement.

In 1981 Rainey won the novice 250 Grand Prix race at Loudon, New Hampshire, on a factory Kawasaki. Kawasaki knew it had a real talent in Rainey and promptly signed him to race the AMA Superbike Series for 1982. Rainey would team with defending AMA Superbike champ Eddie Lawson, whom he had raced against and been a teammate to as an amateur dirt track racer in Southern California.

Rainey was competitive in Superbike racing from the start. He earned a fifth-place finish in his Superbike debut at Daytona, and then he garnered three straight third-place finishes in the following rounds. Rainey’s first national victory came at Loudon on June 19, 1982. In that race Rainey fought off a tough challenge from Honda’s Steve Wise (who crashed while battling for the lead) and beat teammate Lawson. Rainey was ecstatic after winning his first national. It would certainly not be his last.

In his rookie Superbike season Rainey finished third in the final standings behind teammate Lawson (who moved on to the world championships the next year) and Honda’s Mike Baldwin.

Rainey came back strong in his second season of Superbike racing (engine size now reduced from 1000cc to 750cc for four-cylinder bikes) winning six races and beating out Baldwin for the 1983 title. It was a pinnacle of Rainey’s career to that point. Kawasaki had beat out the high-dollar Honda effort and it had done so with a young, up-and-coming rider.

Less than a week after he’d won the title, however, Rainey was given devastating news: Kawasaki was pulling out of Superbike racing. It was the recession of the early 1980s and motorcycle sales had fallen off tremendously. Rainey, like so many Americans of that time, found himself unemployed, a victim of downsizing.

Former World Champion Kenny Roberts, now a team owner, came to the rescue and offered Rainey a ride in the 250cc Grand Prix World Championships. But for Rainey, the GP ride was premature. He labored on a nearly stock Yamaha and managed only eighth in the championship with a season-best finish of third.

Longing to return to America, Rainey took an offer to ride Hondas in the 1985 AMA Formula One and 250 Grand Prix Series with MacLean Racing. Rainey suffered through an injury-plagued season and, despite winning a slew of races in both classes, managed only eighth in the Formula One standings and third in 250 GP.

Rainey signed with the factory Honda team to ride AMA Superbike and F-1 in 1986. Rainey won six of the nine Superbike races (including a then record five wins in a row, later broken by Miguel Duhamel in 1995), yet was still edged out by Honda teammate Fred Merkel, who had been consistent all year while Rainey crashed out at Mid-Ohio.

Rainey finally won his second AMA Superbike title in 1987. That was the year the epic battles began between himself and the young Kevin Schwantz. The intense rivalry started in England during the Trans-Atlantic Match Races and continued right through the entire 1987 AMA Superbike season. Many considered the rivalry between Rainey and Schwantz to be the best ever in AMA Superbike history.

After winning the Superbike, title Rainey returned to his first love and strapped on the steel shoe for the last time in October of 1987, riding to a fourth-place finish at the Sacramento Mile AMA Grand National. It was to be his last appearance in an AMA national.

It was back to the World Championships for Rainey in 1988, this time in the premier 500cc class, again riding for Team Yamaha Roberts. He earned his first World Championship victory with a win at Donington Park in England. Rainey took third in his debut season in the 500cc class.

The dawning of a new decade saw Rainey winning the opening round of the 500cc Grand Prix series at Suzuka, Japan. It proved to be the beginning of a three-year reign as the top rider in the world. He won the three world titles (1990, ’91 and ’92) at a time when the field was laden with talented riders such as Lawson, Freddie Spencer, Wayne Gardner, John Kocinski, Michael Doohan and of course arch-rival Schwantz. In all, Rainey went on to win 24 world championship races during his six seasons on the circuit.

Rainey was well on his way to his fourth-consecutive title in 1993. He was leading the championship points and leading the GP when he suffered his career-ending crash at Misano, Italy.

Rainey came back in 1994 and headed up his own GP racing team, something he did through the 1998 season when he decided to retire from the rigorous travel schedule to spend more time with his family in their home in Monterey, California. Rainey still manages to have fun with speed, occasionally racing a specially designed racing go-kart, a gift from Eddie Lawson, who is also an avid go-karter.

Wayne Rainey, Honda, Superbike, MotoAmerica

–by Erik Schelzig AP

Future world champion: Wayne Rainey won the 1987 Daytona 200 and that year’s AMA Superbike title. The 55-year-old Californian is now president of the MotoAmerica AMA/FIM North American Road Racing Championship.

Once among the world’s premier motorcycle races, the Daytona 200 heads into Saturday’s 75th running trying to recapture some of its faded glory.

The race no longer features the fastest motorcycles, the best-known riders or the TV coverage and teaming crowds that once flocked to the steep banking of the track in Daytona Beach, Florida.

“That was the race that everybody wanted to go race at and be a part of,” said Wayne Rainey, a three-time world champion and 1987 Daytona winner. “It was an exciting, exhilarating place to ride.”

“There’s not a lot of racetracks where you can go 200 mph and average well over 100 mph for 200 miles,” he said. “It’s just that things have changed.”

Rainey now runs MotoAmerica, the national road racing championship that took over from the Daytona Motorsports Group in 2014. One of the major changes for the inaugural MotoAmerica season last year was that Daytona was no longer featured on the schedule.

Rainey has worked to align MotoAmerica with World Superbike rules and modern safety standards. That leaves little room for the refueling stops, tire changes and extended race distance that helped make Daytona so popular.

But Rainey doesn’t rule out a future return.

“If you had a clean sheet of paper, you could rewrite the script and I think it’s a still a good race,” he said. “Some things would have to be rethought of to see what we could do to draw more interest not just from our series, but other from series around the world.”

–from www.MotoAmerica.com