Arch Motorcycle, the “ultra-premium” American V-twin manufacturer co-founded by Gard Hollinger of LA County ChopRods fame with Hollywood actor Keanu Reeves, has had its first production model certified as emissions compliant by the Environmental Protection Agency (EPA) and California Air Resources Board (CARB) in the United States.

This means that their KRGT-1 is now road-legal for sale in all 50 states.
Powered by a proprietary S&S Cycle T124 Twin Cam style 124 ci/2,032cc 45 degree downdraft, fuel injected V-twin, Arch Motorcycle is no “celeb-fest” boutique bike building ego trip – this is serious contemporary production V-twin motorcycle design and engineering from the top drawer. With the help of S&S Cycle and other collaborators, Arch Motorcycle is doing it, and doing it right.



Ever since its unveiling last year, the KRGT-1 (the first of a series of designs) has won admirers with all who have ridden it; indeed with up to 100 planned for production, although the $78,000 price tag places the bike outside of mainstream consideration, it is far from excessive for the quality and originality that Hollinger and Reeves’ decade long collaboration has produced. Be under no illusion – the KRGT-1 is an achievement worthy of recognition.



Working in conjunction with S&S Cycle, Arch have developed a new downdraft induction system that is positioned between the two halves of the “fuel cells” (gas tanks to you and me).

“Shaped and efficient” intake air dams collect and deliver the air, and the multi-function design allows the dams to support the frame and the billet aluminum headlight housing.



Each of the two halves of the gas tank have no less than 66 hours of machining in it (!) to reduce 534 lbs of aluminum to two 9 lb ‘cells’, which are then custom-finished and joined. The right ‘cell’ interior has been designed and reinforced to act as an aluminum structural chassis member – with the entire Arch downdraft system contained between the two ‘cell’ chambers and the tube and billet steel frame.

A multi-functional oil pan/transmission mount and a cross-member/battery tray have been designed in-house and made, in the company’s own words, “by carefully chosen outsource partners”. S&S have also collaborated to develop the Arch “Unitized” drivetrain – a compact unit that is said to provide a “strong, serviceable, proprietary system that streamlines and balances” the KRGT-1.



An Arch “cove reflective taillight embodies design elements that challenge expectation – the multi-function LED unit sits inverted and hidden within the reflective aluminum rear cowling, eliminating the need for traditional plastic lensing.

“The Arch modular billet aluminum swingarm requires over 17 hours of machining. Hidden behind its strong sculpted exterior, pocketing and wire channels reduce weight by 55 percent. Titanium adjusters and a hollow chromoly axle complete the assembly.”



Front suspension is a 43mm fully adjustable Ohlins inverted set-up with a fully adjustable piggy-back reservoir Race Tech single shock with hydraulic preload adjustment at the rear.


Customer options include 2″ or 3″ handlebar pull-back risers, narrow or wide mounted footpegs and forward or mid controls in a “limitless array of unique finishes” – over 200 parts for the KRGT-1 are said to be being manufactured in-house.



The transmission is an Arch proprietary 6-speed with custom compact high torque main shaft, and an Arch Bandit dry belt with compact clutch basket with a right side 530 O-ring chain final drive.

The wheels are ultra-light BST South African manufactured carbon fiber items – 3″x19″ front, 8″x19″ rear; the brakes are Swedish made ISR 6-piston monoblock radial mount calipers with dual ISR floating dampened discs.



The KRGT-1 weighs in at 538 lbs dry and has a 5-US gallon tank for a range of around 200 miles, a 68″ wheelbase, 30 degrees of rake, 5″ of trail and 27.8″ seat height.
Historically, not every bike offered in this price range has warranted the ticket; indeed there are plenty who would argue that short of the rarefied air of the MotoGP paddock, no bike warrants this kind of price tag, especially in a post-Lehman custom motorcycle market characterized by garage-builds, and a long overdue return to “roots.”


However, there will always be top-end projects, regardless of the economic and build cycle, and in the Arch KRGT-1 the market has a motorcycle that is aspirational and innovative in equal measure – the craftsmanship, styling and engineering screams “ride me”, not just “own me”.



ARCH MOTORCYCLE COMPANY
www.archmotorcycle.com
Posted by AMD Mag

Aside from the obvious adventure, my reason for being here was an effort to perpetuate the endless summer; for land this far south seldom sees winter cold. But it was late in the season and, although I’d hoped to spend time along the beaches of Mexico’s southern tip, the air already grew warm. Because my always-subject-to-change plan was to stay a couple of months, the humid heat of those distant beaches would soon grow far to hot for this wondering-vagabond lifestyle and it seemed wise to make adjustment to my almost nonexistent agenda. High in the mountains, at an altitude of 5,500 feet, the city of Oaxaca would probably remain a perfect temperature for the duration of my stay.

Jungle scenery was impossibly green as the narrow road twisted upward into this sparsely populated area. Traffic dropped to only the occasional passing car as a small house or restaurant came to pass now and then. Eventually a little town appeared. Ahead, a group of men and women stretched one thin rope across the road. One man held a sign written in Spanish.

Days passed.

Sonny, just celebrating his 71st birthday, took his first licks as a teen-ager racing a 250 Harley Sprint in the novice class in 1964. “A good bike to do it on for a new rider. I rode 38 races that year on it and never took the head off. Gene Romero raced on one himself. It got us ready for the 500cc Class which was the biggest bike of that time. But if you’re blasting around pegged at full power, the 250 wide open, you have no auxiliary power to get out of trouble, so you were screwed. But I made it through racing against guys like Chris Drehr, Chuck Jones and Jimmy Nicolson, and multiple national champion Sammy Tanner.”

All Grins

Keepin’ Original

Contact Info:
Sonny Nutter’s Limited Edition
Hangar 16
slidensonnynutter@sbcglobal.net
310.266.4057
Santa Monica, CA

Have you ever wondered who is responsible for changing the way bikers are viewed? Today, many people consider themselves “freedom fighters” of the biker world, but there is one person who worked to pave the way for today’s freedom fighters and biker’s rights activists. His name is Tony “Pan” Sanfelipo and he is considered a living legend in the biker community.

Since the 1970’s Tony Pan has been known his grass-roots campaigns and informative articles he wrote for magazines like Easyriders, Biker, FTW, Tattoo, Choppers, In the Wind, and many other publications. As a matter of fact, I learned of Tony Pan through his articles on the pages of my stepfather’s Easyriders magazines.

Also in the 1970’s Tony Pan, co-founded a Brotherhood against Totalitarian Enactments (ABATE) of Wisconsin. ABATE fights to keep things like helmet laws, motorcycle parking, licensing, titling laws, and more working for bikers. If you would like to learn more, or fight for your rights as a biker, contact your local ABATE chapter. Most ABATE meetings are open to the public so, sit in on a one or two then consider becoming a member.

Tony Pan is also the founder and National Director of Bikers of Lesser Tolerance (BOLT). This organization takes the fight for biker’s rights to our legislators, and in courtrooms on a “no compromise” mission to correct disinformation, fabricated statistics, and ignorance used to pass laws that endanger our freedoms as bikers.

Despite his style of no compromise, Tony Pan has earned the respect of legislators, politicians, and government officials all over the country and has received many awards and certificates in recognition of his work. In 1996 Tony Pan was inducted into the Easy Riders Hall of Fame in honor of his work with ABATE. In 2002 Tony Pan was the first motorcycle Freedom Fighter to be inducted into the Sturgis Hall of Fame and Museum.

Today, Tony Pan is keeping up his busy pace, on the radio, on television programs, in movies, hosting seminars, teaching conflict avoidance & self-defense classes (yeah, he is a former boxer too), and in his spare time he helps his wife Vicki teach Accident Scene Management classes world-wide from the Road Guardians Compound in Big Bend, Wisconsin. As if all everything else I have mentioned thus far was not enough, for over 25 years Tony Pan has been an Accident Scene Investigator for Hupy and Abraham in Milwaukee, WI.

Once upon a time there was a bike built called the Shrunken FXR. Keith “Bandit” Ball, of Bikernet and other assorted fame, built it. By a stroke of good fortune the bike became mine through the generosity and trust of Keith Ball.

This bike was my daily commuter for a handful of years. It was and is always a challenge and a ton of fun navigating the streets and freeways of Los Angeles on two wheels and especially on a custom built motorcycle.

I decided it was time to update the look of the bike as well as do some fine-tuning of a few mechanical items I wanted to switch up a bit. Below is a brief summary of what was done, again primarily with the help of friends and some extra cash from my Pops to help get it all finished up proper.

First I replaced the front fork tubes with new fork tubes made by Forking by Frank. Styles have changes, so I installed new handlebars, 10-inch baby apes mated to Black Boyd Motor Co. risers.

I work at the magnificent ARCH motorcycle company and LA Chop Rods, so natch; I installed Black Anodized hand controls by ISR purchased. They are absolutely the best and contain the mechanical Bandit approved styling.

I replaced the mirrors with 2-inch Blind spot jobs by CRG (Small and work great). We
Powder-coated the classic Performance machine wheels black (Thanks to Custom Metal Finishing in Gardena CA, who handle the high-end ARCH motorcycle extreme perfectionist coating).

We manufactured a new Shift arm and Brake arm to improve function. Ryan Boyd, Boyd Motor Co./Arch Motorcycle, is a master machinist and engineer. He configured then machined these components to enhance the rear brake functions, and it now works like a charm, plus it improved shifting dramatically.
We replaced the pegs with something sport bike like and again Ryan stepped up to design and machine one-off mounting bracket adaptors.

We reworked the exhaust basically back to the original first version, added BBQ paint and LA County Chop Rods baffles.
These upgrades, in addition to the rear shocks by Progressive and my comfy Saddlemen seat make the Shrunken FXR road ready and looking fresh for 2016.

Me owning this bike and updating would not be possible without the help and kindness of the following wonderful humans beings: Keith “Bandit” Ball, Dr. Ladd Terry, Gard Hollinger, Ryan Boyd, Jose Laguna, Saddlemen, L.A. County Chop rods, Custom Metal Finishing, Boyd Motor Co., Frank’s maintenance and engineering.

Here’s a link to the original feature, if you search the Shrunken FXR on Bikernet, you’ll find all the build articles: http://www.bikernet.com/pages/Amazing_Shrunken_FXRThe_Full_Feature.aspx

–Buster Cates

The Magnificent ARCH motorcycle factory

LA Chop Rods

Saddlemen

BDL

Progressive Suspension

I recently rambled about never giving up. This tech is an example in not giving up, and looking for opportunities for success. James Simonelli recently went to work for Biker’s Choice and it’s a company constantly looking for opportunities to succeed. They continue to expand and James is working hard on the Twin Power line of products.

I built this bike a few years ago and enjoyed each element of the build. It was my first opportunity to work with Black Bike Wheels and installed the new 23s at the time. I also worked with Rick Krost and the Paughco team, who were building his US Choppers frames and several components. I also worked with Chica for the first time to build my rear fender. This bike slipped together like a dream.

I was digging the old board track notion from the ‘20s, although I wasn’t the first. Arlen Ness built vintage-styled bikes with sidecars around Sportster drivetrains. The master, Don Hotop build a Silent Gray Fellow more refined than any the Davidson and Harley team built — it was beautiful. The Shadley brothers built another example with a sidecar, which I proudly featured recently.

I was just one in a long line of masterful Hamster builders to take on the challenge. When the bike was completed and I slipped the key into Phil’s Speed Shop ignition box and fired it to life, it purred like a kitten. It was a beautiful thing and I appreciated all the help and guidance slipped my way to see this project through to fruition, including the hand-tooled seat by Glen Priddle in Australia. Some of my welds were not handsome, but I was proud to see this puppy finished, and then I went for a ride.

My first challenge was the handling and the two, seemingly giant Black Bike spoked 23-inch wheels and Avon Tyres. It felt odd, but then it popped and coughed at just about 30 mph and I thought it had to be jetting. I carefully tuned and ran an S&S super E for the classic styling and shorter reach sticking out the left side of the bike.

That’s one of the distinct reasons for a Crazy Horse, now American V-Plus engine. It fit in the realm of making a bike look truly old, especially with the carb leaning out between the cylinders on the left, like old flatheads. No matter how I jetted it, it wouldn’t run past 30 mph. Ultimately, I changed the carb for a Mikuni, and I switched out the original Crazy Horse Ignition for a reliable Compu-Fire. I switched coils. I changed the exhaust by removing the muffler. Nothing changed how it ran, and I moved on to the next project.

But obviously it bugged me and recently, when James pointed out the new Twin Power ignition product from Biker’s Choice and suggested an install, I jumped at one more chance to make this beauty come to life. James suggested I install it with Primo-Rivera advance weights, although Twin Power sells a kit.

“Try it in the dual fire mode,” James suggested. “You’ll like the exhaust note and the old school thumping idle.”

Back to the initial problem, I heard strange rumors regarding Crazy Horse engines, and struggles to make them run. John White bought a bunch of the Bottlecap engines when the Indian effort failed in Morgan Hill, California. With the engines in hand, he started Crazy Horse Engines. He was a big construction guy and hoped to build something from the stylized engines, and I agreed with his philosophy. The engines were magnificent, classic, 100-inch, and different.

The company is now American V-Plus and Irma Martin, out of Auburn, Washington, owns it. She is working with Frank Aliano to reintroduce these puppies to the aftermarket and custom world.

As a rider, Frank spent over ten years racing motorcycles in all types of environments, including motorcross, cross-country, scrambles, enduro, hill climb, TT, flat track, ice, and drag racing. As a builder, Frank’s custom and high power creations continue to be trophy winners around the country, with several featured in national magazines.

As a designer, Frank spent decades in engineering, fabrication, machining and product development for Indian Motorcycles, American Quantum Cycles, Big Dog Motorcycles, A&A Performance, Double Services, and more.

Frank designed the billet system to plug more tuneable and flexible Evo ignition systems onto a Crazy Horse and now V-Plus engine. I reached out to Frank, because my investigation steered me to Micah McCloskey and then to Keith Ruxton, who designed the Worlds Fastest motorcycle engines in 1990, two Shovelheads built by Micah. They took the Easyriders streamliner to 321 mph and the record for 16 years. I was a member of the team.

Keith suggested, since I have switched out the carb and ignition, that the breather gear was out of time. “It could be flooding the engine with oil and causing it to fail,” Keith said. And so I dug in during the process of switching out the ignition system to Biker’s Choice Twin Power.

The Twin Power electronic ignition from Biker’s Choice fits ‘70 – ‘99 Big Twin models and ‘71 – ‘03. The unit is entirely self-contained and fits under the original points cover. It can be wired single- or dual-fire, and the built-in timing light allows for easy timing.

Front to rear timing is accurate to 1-2 degrees. It is delivered with a one-year manufacturer’s limited warranty, and they are made in the USA.

Twin Power coils are high-quality direct fit with at least 20% more voltage than stock.
These coils improve starting, stop high-speed misfires, and increase mileage and overall performance.

They are available in black or chrome and carry a one-year manufacturer’s warranty.

I went to work digging into the cam cover of the V-Plus 100-inch engine. I removed the point cover, hand-engraved by Heather New in Canada, with the 5-Ball Racing mascot, and then I removed the Compu-Fire ignition system, the ignition cap and the first level of cam cover. Frank coached me on removing the final billet aluminum cover.

“You may not need to back off the pushrods,” Frank said, but I ended up backing them off for a couple of reasons, including ease of replacing the cap. It can be a bastard if you don’t.

“This plate has a gasket and is held in place with steel dowel pins,” Frank said and he was right. “Take a claw hammer and install a quarter/20 bolt with a couple of washers into the plate. Use the threaded hole closest to the cam. With the claw hammer, leverage against the cam and hook the bolt.”

I readjusted the valves and looked for top dead center on the front cylinder with a massive tie-wrap. The tie-wrap cannot damage the sparkplug threads or any internal parts. Dominick, another master builder here in LA, suggested the tie-wrap.

“Once you have it at TDC, back it down 7/16-inch for about 30 degrees before top dead center, and your timing mark should show in the timing hole,” Dominick said. He was dead right. Worked like a champ. I grabbed a silver felt pen and was able to make marks to indicate TDC and 7/16-inch down. The timing mark popped right into the hole and I centered it by jacking up the bike and using the massive Black Bike wheel to move the engine in 4th gear.

Here are the Twin Power T/R #21-6500 ignition guidelines. They wanted me to rotate the motor until the front cylinder showed the fully advanced mark in the center of the timing hole, during the front cylinder compression stroke. Note: The compression stroke is evident when the both front valves are closed and you can rotate the pushrods with your fingers.

I installed the new ignition, keeping the rotor index hole in line with the light on the ignition, basically at 9:00. This system automatically runs in the single- or dual-fire mode, depending on how you wire the coil or coils. If it’s not in the 9:00 position, you’re on the wrong compression stroke. Rotate the engine again.

James recommended the dual-fire mode so I wired the Twin Power mini coil with the red wire heading to one lead and the black and white wires going to the other lead (it doesn’t matter which lead you chose on these coils). For single-fire coils, you need to run your hot wire and the red wire from the ignition system to the positive side of the coil, the white wire to one coil and finally, the black wire to the other coil.

This mini coil will afford more cooling space around it while it’s stashed between the heads. This coil doesn’t indicate a positive or negative lead position.

I ran the gray tube insulated wires out of the bottom of the cone cover and basically around the engine and up to the coil between the heads where many coils are located. I wish the insulation was black, and in hindsight I would have run shrink tubing over the gray sleeve for additional protection. I ended up extending the wires about a foot.

I also soldered a length of 14- or 16-gauge wire to pull the new wires through my existing loom. It worked like a champ to hide the new wires. I extended the wires, soldered them in place, using the Frank Kaisler soldering tool and his system for connecting wires, which can be a pain in the ass. He basically cuts and strips his wires and feeds one into the other for a direct connection, which also does not cause a lump in the wiring. It’s almost like shoving a key into a lock and it sometimes takes some maneuvering. That’s where his handy-dandy tool comes in.

Don’t forget to install the hot wire from your ignition switch to the hot side of the coil. You will need that power. I installed a new Twin Power Lithium Ion Battery while I was at it. What an amazing puppy.

This battery fit like it was meant to be. Most of these Twin Power Lithium Ion batteries were designed for stock applications, but we found just the right one for my situation.

Note: Use this ignition system with 3 to 5-Ohm coils.

After the coil was wired and actually before I completely installed the Twin Power ignition system, I installed the magnificent Rivera/Primo mechanical advance weights. I lubed the weight axles with some engine oil and slipped them into place over the cam and then slipped the billet aluminum rotor in place with timing magnets embedded into the cylinder. Be careful, the rotor only fits over the stem in one way. Note the position of the flat.

I repositioned the ignition plate and turned on the ignition switch. The red LED light lit up, and with a right angle punch I was able to push the rotor into the advanced position. It only moved about 20 degrees, if that. The light came on, indicating power to the coil and the ignition system. The key is to rotate the rotor counter-clockwise to the fully advanced position and have the light go out. As soon as you release the rotor, the light should come back on.

I always shoot for the exact link. I want it to light up at the exact point that the rotor moves. The coil and the spark plug fires the moment the LED light shuts off.

The timing procedure is exactly the same for both single- and dual-fire operations. The front and rear cylinders are internally timed and accurate to 1 degree.

That’s when life got interesting. The Redhead loaded up my 5-gallon gas can with premium and I poured a couple of cups in the tank and turned on the petcock. Nothing. I monkeyed with the carb. Nothing. Sometimes there can be a vacuum. I almost filled the tanks; still, nothing passed through the clear glass filter. I started at the carb and removed the line. Still nothing. I removed the line to the brass, inline petcock. No joy.

I could even looked down the mouth of the petcock and saw the large ball valve. I could see it turn and open. Nothing. If it had worked, my face would have been covered in gas. Then I attempted to remove the petcock.

I moved a large crescent wrench into position to back up turning the brass petcock and was immediately sprayed with gas. It was one of those strange moments in the life of a mechanic. Sure, it was a pain in the ass, but it always seems that stuff shows up at just the right time. The trick was to get all the fuel out of the tank so I could replace the split line, plus the petcock was clogged.

With the Redhead wearing protective purple gloves, we maneuvered large old fuel lines, funnels and the gas can to carefully remove all the fuel. I replace the split line (I have never, ever seen a line split like that). We removed the petcock and discovered what appeared to be a glazed layer above the ball valve. The redhead cleared it out with a short piece of brass rod and the fuel delivery system was replaced and fuel added. The 5-Ball factory racer fired right to life.

I spoke to Keith Ruxton the day before, and he told me that top end breathing engines, especially high performance engines don’t need breather valves, or even reed valves. I started looking at fuel delivery from the gas tank, which makes a lot of sense. I need to check to see that my fuel line will deliver 16 ounces of fuel in one minute, according to Dr. Ruxton. I removed the fuel line from the carb, stuck it in a measuring cup, checked my watch and turned on the petcock. It filled it to the 16-ounce mark in about 20 seconds. It wasn’t fuel delivery. So, I’m still not sure if my sputtering problem is solved.

I noticed one more item that needed to be addressed. When tightening the advance bolt, the rotator rubbed against the ignition plate, which would mess with the advance weight mechanism. First I took out the plate, because this cone was removable and if the Allens were loose it shifted around. I loosened them, shifted the system and retightened them. It was substantially better, but not perfect. This wouldn’t happen with a stock cone motor.

“The weights and the rotor have to be completely free to be able to advance,” said Ben Kudon, the Executive Director of Rivera-Primo

I reached out to James. “Here’s what you can do to Auto Advance units. Put a drop of blue Loctite on the advancer bolt and do not over-tighten. Spin the motor without the ignition in place and watch the rotation. If it is eccentric, take a small punch and give a tap on the flat of the hex head screw that will shift it to best center it, until it runs true. Please let me know, nothing should need to be modified. Occasionally, a shim is needed between the advance unit and the cam to shift the mechanism outward.”

“I am not familiar with the Indian cam cover, might be a little different from H-D. Does the plate fit nicely and rotate easily in the recess or is it tight? If this is tight, you may have to slightly sand or file the plate O.D.” That’s what I did until the rotor was centered. I also noticed the hex rubbing on the gasket. Again, this wouldn’t happen in stock applications. I cut a hole in the gasket and rotated the gasket to allow the 5-Ball Racing cap to set out slightly more. Done deal. James also suggest thin washers under the stand-outs, which would accomplish the same thing.

I took the bike for a ride. Over and over it fired right to life and hummed, but again is sputtered. I called Phil at Phil’s Speed shop late at night. He was still working. “It could be the cam timing,” said Phil. “They may have switched the gear for a better pinion shaft mesh and since there is no direct key-way to align the cam, it could have shifted.”

I’ll pull the cam today and take it to Bennitt’s Performance or Branch Flowmetrics to have it checked. Never give up! 

Biker’s Choice

Paughco

Rivera/Primo

Black Bike Wheels

Chica

US Choppers
Rick@USChoppers.com

Phil’s Speed Shop
941 West Collins, Orange CA 92867
Appointment (714) 771-6727

Avon Tyres

New Line Engraving

NCOM BIKER NEWSBYTES
Compiled & Edited by Bill Bish,
National Coalition of Motorcyclists (NCOM)

NCOM CONVENTION ROLLS INTO ATLANTIC CITY
Odds are, it may not have been the largest Convention ever, but you can bet it was the largest venue, as nearly a thousand biker rights activists from across the U.S. converged at the sprawling Harrah’s Resort in Atlantic City, New Jersey for the 31st Annual NCOM Convention, May 5-8, 2016.

For more than three decades over Mother’s Day weekend, the National Coalition of Motorcyclists (NCOM) has provided a platform for diverse factions of the motorcycle community to come together in the spirit of unity and teamwork to address issues of mutual concern, such as pursuing Biker Anti-Profiling legislation; supporting Save the Patch litigation; and reviewing Freedom of the Road victories & defeats; as well as attending seminars on Holding Effective Fund Raisers, Organizational Effectiveness, and Law Enforcement Interaction.

A Safety & First Aid seminar was hosted by Master Motorcycle Trainer Christine Firehock of the Kickstart Motorcycle Training Series, followed by Sr. EMT Instructor Dick “Slider” Gilmore’s popular life-saving presentation “The Golden Hour – How to Save a Biker’s Life”.

Special Meetings were on the weekend’s agenda in support of NCOM’s many outreach programs for Women In Motorcycling; Clean and Sober Roundtable; National Sport Bike Association (NSBA); and Christian Unity Conference, in addition to the Confederation of Clubs General Patch Holders Meeting, U.S. Defenders Program, NCOM-Legislative Task Force Meeting, and A.I.M. Attorneys Conference.

During the Silver Spoke Awards Banquet on Saturday evening, several honorees were recognized for their contributions to “Improving The Image of Motorcycling”, including; MEDIA: Jimmy & Pat Kay of Two Wheel Thunder TV; LEGAL: William Swatek, AIM Attorney for Alabama; ENTERTAINMENT: Singer/Songwriter Arlo Guthrie; SPECIAL RECOGNITION: NCOM Christian Unity, and Bill Foley, former NCOM Board Member from ABATE of Pennsylvania. NCOM’s highest honor, the Ron Roloff Lifetime Achievement Award, was presented to Louie Nobs, Liaison for NCOM Christian Unity.

Next year’s 32nd Annual NCOM Convention will be held May 11-14, 2017 at the Silver Legacy Resort & Casino, 407 N. Virginia St., in Reno, Nevada. For further information, contact NCOM at (800) ON-A-BIKE or visit www.ON-A-BIKE.com.

MARYLAND GOVERNOR SIGNING ANTI-PROFILING BILL INTO LAW
Hundreds of bikers descended on the State House in Annapolis on Thursday, May 19, for a historic bill signing ceremony with Governor Larry Hogan signing only the second Motorcycle Profiling measure in the country into law in Maryland.

The motorcycle anti-profiling legislation passed unanimously through both chambers of the legislature, and without opposition from law enforcement, and emulates anti-profiling legislation passed in the state of Washington in 2011.

HB785/SB233, passed 47-0 in the Senate on 4/4 and 137-0 in the House on 4/7, requires a specified 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.”

HIGH PERFORMANCE RACING MODIFICATIONS NEED PROTECTED
Bowing to political pressures and public outcry, the federal EPA announced on April 15, 2016 that it would remove provisions from proposed regulations that would have prohibited street-legal vehicles, including motorcycles, from being modified for racing.

But regardless of the Environmental Protection Agency backing off this issue at this time, Congress is considering bi-partisan legislation in both the House and Senate to guarantee that vehicles can continue to be modified for competition on the track.

HR 4715 & S 2659, the RPM Act (Recognizing the Protection of Motorsports Act of 2016), would ensure that the American tradition of modifying vehicles into dedicated racetrack competitors is not only continued for today, but will be protected for future generations of race fans as well.

CONGRESS ACTS TO CURB HIGHER ETHANOL BLENDED FUEL
In response to recent Congressional legislation promoting the use of E15 gasoline (HR 4673 REFUEL Act), members of the U.S. House of Representatives have co-sponsored a measure to prevent the EPA from further forcing the controversial fuel onto the U.S. marketplace. E15 contains 50% more ethanol than previously-approved E10 gas, and has not been approved for use in motorcycles, ATVs and other small engine applications. In fact, even its inadvertent use can invalidate manufacturer warranties and cause damage.

HR 5108 (the “Food and Fuel Consumer Protection Act of 2016) was introduced May 10, 2016 by U.S. Rep. Bill Flores (R-TX) “to alleviate the ethanol blend wall under the renewable fuel program.” Specifically, the bipartisan bill would cap the ethanol content of fuel at 9.7%, and would also effect the EPA’s Renewable Volume Obligations under the Renewable Fuel Standard.

Under proposed RFS volume requirements for 2017, the EPA calls for 18.8 billion gallons of biofuel next year, representing a nearly 4% increase despite lower demand for higher ethanol blends. HR 5108 would also ensure continued availability of ethanol-free gasoline for older motorcycles.

EUROPE’S CHANGING EMISSIONS LAWS WILL CHANGE MOTORCYCLES
Your favorite bike may be influenced from afar. “This year promises to bring a record crop of new and updated models from virtually every manufacturer thanks to wide-ranging law changes coming into force thousands of miles away in Europe,” according to Motorcyclist Magazine. “Those changes might not directly affect us, but given the way bikes are developed with global sales in mind many of the new models being developed to meet the latest European regulations are sure to be coming here too.”

On January 1, 2016, a whole new set of rules was adopted across Europe. “Regulation (EU) No 168/2013” makes significant changes — in particular to exhaust emissions limits but also to things like braking systems and electronics. Tests for noise levels have also been changed.

The emissions limits are of course much tighter; called “Euro 4,” the new limits reduce the permissible levels of carbon monoxide, unburned hydrocarbons, and oxides of nitrogen in exhausts. Previously America’s rules on emissions were tougher than Europe’s, but now in order to pass the Euro 4 tests new bikes are being fitted with much larger exhausts and kits that include charcoal canisters to reduce evaporative emissions.

“Next year we’ll be seeing a lot more things like that,” predicts Motorcyclist author Ben Purvis, explaining that “While the rules were passed into law back in 2013 and came into force at the start of 2016, their implementation is staggered to give manufacturers a chance to adapt.”

Since January 1st, all newly launched models have needed to comply to be legally sold in the EU. But the more important date is January 1, 2017, because that’s the deadline when existing models must also come into line, though manufacturers can apply for a two-year extension.

What else is changing? Emissions aside, the big change is that in Europe all bikes over 125cc will have to be fitted with ABS while smaller bikes will need to have either ABS or a combined braking system. There are also changes to the lighting rules, with daytime running lights becoming mandatory as well as US-style side reflectors.

Europe is the closest to America in terms of the types of bike that are popular, but while Americans consume less than a half million motorcycles a year, riders in the EU purchase well over a million.

Like lower emissions exhaust systems, economies of scale will likely dictate that even what’s not legally required in the states — like ABS — will become standard equipment on increasing numbers of our U.S.-imported bikes, as it won’t make sense for manufacturers to build different versions just to suit a relatively small number of American customers.

BMW TO INSTALL “SOS” BUTTON FOR EMERGENCIES
BMW Motorrad has announced plans to offer a safety option on its bikes that would automatically contact emergency services in the case of an accident or emergency situation.

The “Intelligent Emergency Call” system features a vehicle-integrated eCall system that’s been available in BMW’s cars in Europe since 1999. The system will be extended to BMW motorcycles starting next year.

NO HELMET = NO GAS
Due to a rise in motorcycle crashes attributed to “non-use of helmets,” under a new penalty instituted in Bhagalpur, India, motorcyclists caught riding without a helmet will not be allowed to buy fuel, in addition to other fines and penalties.

PARIS OFF-LIMITS TO OLDER MOTORCYCLES
Bikers with pre-2000 motorcycles will be banned from Paris, France. From July 1 all private cars registered before January 1, 1997 (for gas) and 2001 (for diesel) and all two-wheelers before June 1, 2000, will be banned from Parisian streets on weekdays as part of the city’s efforts to cut pollution that has at times seen the air in the capital more polluted than Beijing.

The anti-pollution measures will be progressively extended so that by 2020 Paris will ban all cars registered before 2011 and all motorcycles before July, 2004.

VESPA SCOOTERS BANNED IN GENOA

DELAWARE INCLUDES MOTORCYCLES IN LEMON LAW
Although Delaware’s “Lemon Law” previously excluded motorcycles and motor homes, SB 173 by Sen. Gary Simpson (R-Dover) now brings new motorcycles within the scope of the automobile Lemon Law.

So-called “Lemon Laws” are consumer protections that provide a remedy for purchasers of new (and sometimes used) motor vehicles in order to compensate for products that repeatedly fail to meet codified standards of quality and performance. Every state has lemon laws on the books, but some specifically exclude motorcycles, though federal lemon law protections also apply.

SETTLEMENTS & VERDICTS: Oregon Biker Settles for $1.125 Million
In an ongoing effort to keep motorcyclists informed as to the results of the continuing battle for their legal rights, Aid to Injured Motorcyclists (A.I.M.) submits the following case study:

About two years ago, an Oregon biker was hit by a delivery vehicle making a left turn across the biker’s path. The biker suffered permanent damage to his leg and foot. Oregon A.I.M. Attorney Sam Hochberg had the case worked up right away by a private investigator. The corporate defendant approached Hochberg’s law office, asking to settle. The case resolved in a mediation session for $1,125,000.00.

QUOTABLE QUOTE: “Those who torment us for our own good will torment us without end.”
~ C.S.Lewis (1898-1963) Irish author and scholar

Riverside CA May 1st 2016: Last year I bought the bike I had been dreaming about since it made its debut in the Harley line-up in 2007. It’s a two-tone Pacific blue and black 2008 Softail Custom; FXSTC. I’ve included the alphabet soup nomenclature for those who are entertained by Harley model-acronyms.

No matter how I try I can’t find an unattractive viewing angle on the thing. If it were a fashion model it would be considered “camera-proof.” Then one day, as I ogled my two-wheeled prize, I started thinking, how cool it would be if the stylized feathers, outlined on the tank, could be filled in with swirled copper leaf. Though I’m acquainted with several custom painters, whom I’ve met over the years in my capacity as a V-Twin moto-scribe for the top magazines in the industry, I decided to check-in with the parts guys at Riverside H-D, my home dealership, to see if they had a recommendation for a local custom painter.

Each guy I talked to had good things to say about Doug Starbuck of Starside Design, which happened to be located right here in Riverside, CA. I found it difficult to believe that there could be a high-quality custom painter in SoCal that was a complete stranger to me. So when I discovered that Mr. Starbuck (that’s his real name) is primarily renowned for his work on cars and trucks I didn’t feel so ignorant.

Within a few minutes after showing up at Doug’s facility at 1737 Production Circle R-side, Ca 92509, I found myself engaged in a thoughtful conversation with the renowned custom painter. After a bit, I began my interview by asking him a boilerplate-type question: “How did you get started in the custom painting business?”

Doug replied, “I was the kid who threw out the sticker graphics that came with models and painted my own designs on them. Then in junior high and high school I studied graphic design. So when a local custom painter advertised for an apprentice I applied for the job. Instead of an interview the guy asked each of the five applicants to take a roll of masking tape and make a straight line the length of a car. Apparently mine was the straightest, and at the tender age of 14, I was in the custom painting industry.”

“So,” I continued, “Where did your career take you next?” Doug told me that he had been involved in the van conversion business in the ‘70s before he got into custom painting mini trucks in the ‘80s. In 1987 he opened his first business and within a few years his paint jobs began to appear in industry publications on a regular basis.

He figures that his art has graced the covers of over 65 magazines and he has also been responsible for 30-plus tech articles in those specialty publications. He became such an industry stalwart that he was recently inducted into the Mini Truckin’ Hall of Fame.

Mr. Starbuck began painting bikes in the mid ‘90s. From 2003 through 2007 he turned out paint jobs at the rate of 50 to 60 bikes per month when he worked for Hell Bound Steel, a custom chopper manufacturer. His creations have been featured in Easyriders Magazine, Hot Bike Magazine, Bagger Magazine and numerous other V-twin-specific print publications.

The first day I visited his shop to drop off my tins, Doug pointed out a set of gold-painted tins from a highly modified Road King, which he was working on for custom builder Speed by Design (go to www.speedbydesign.net and check it out). It turns out that very bike won the “Baddest Bagger” award at Arizona Bike Week a few days later. I gotta believe Doug’s bright-work had more than a little to do with the bike’s appeal to the judges.

Over the course of about a half-an-hour we covered a number of industry-related topics and then we began to focus on the design of the project I was proposing for my Softail. Doug told me he would sand the clear coat on my sheet metal and prepare them for the copper leaf and white pinstriping. Then he said that he would deliver my tins to a pin stripper he uses as a sub-contractor on a regular basis.

It turns out the sub contractor he was referring to was Mike Lamberson of Draggin’ Lines Pin Stripping, on Woodcrest Rd. in Riverside, CA. When I googled him I found a you tube-style video of Mike applying gold leaf on a car. The process mesmerized me.

As soon as Doug, at Starside Design, had finished preparing my tins I drove over to his place and picked them up so I could deliver them to Mike Lamberson in person. I had to meet the guy whose work had intrigued me so much on that video. I interviewed Mike because I thought my Bikernet readers would like to know what got him started in the business and a bit about his history as a craftsman/artist.

In high school our guy displayed artistic talent. When he saw a pinstriper at work and asked some questions regarding compensation. He realized that, as a pinstriper, he could make a living doing something he loved. He caught on with a car dealership and for the next 20 years he was able to make a comfortable living pinstriping new cars. When a guy who was building a low-rider asked Mike to work his magic on the man’s car, Mike accepted the challenge. His work was so highly regarded at the low-rider show, where the car’s owner displayed the machine, that Mike and his company, Draggin’ Lines became extremely popular with the members of the low-rider community.

Since then his work has graced the cover and the pages of countless editions of Low-Rider Magazine. When I asked him what he feels stands out the most about his work Mike showed me a low rider he was in the process of pinstriping. He told me, “It’s my lines. I take pride in them. The truth is, I actually enjoy painting straight lines.”

I watched him run a straight line the length and then the width of the hood of the car he was working on. His hand never wavered and the lines came out as straight as a razor!

While I was describing the design, which Doug and I had worked out, the master produced the thinnest role of masking tape I’ve ever seen. It was one eighth of an inch wide. Then, with what seemed to be little more than a couple of flicks of his wrist he outlined the design I described to him, almost as if he was telepathic. I guess when you’ve been doing a creative craft for so long and with such success, you develop a certain facility with the medium.

As I left his shop Mike gave me an idea as to about how soon he would be able to complete my project. Bata-bing, it was done right on time. I’ve used the analogy of the “kid on Christmas day” ad nauseam to express otherwise indescribable joy, but what can I say? When I saw the copper leaf work and the intricate pinstriping, I was blown away, like that wide-eyed 7-year-old kid who finds that special present under the tree.

Next, I got in touch with Doug at Starside Design to let him know I’d be dropping off my tins so he could apply the clear coat. Apparently I’ve become spoiled by Mr. Starbuck’s efficiency. The very next day they were finished. I’m convinced, Doug’s clear-coat job makes the Pacific blue paint “pop” even more than it did with the factory clear-coat. Plus his clear-coat over the copper leaf and the pinstriping… man it’s pure candy for these old eyes!

I discovered a problem with sporting a great looking paint job, when I get some saddle-time. Two things: I’m aware I’ve backed-off my typically, aggressive approach to roaring through canyons. But now, I couldn’t bear it if I crashed my Softail and destroyed my classic paint touches.