Bikernet Blog - Online Biker Magazine

Myrtle Beach 2007

By Scooter Tramp Scotty | May 31, 2024

The author, his motorcycle and his job for a week.

Early may sunshine gently warmed formerly frozen pavement as the old Electra Glide made its faithful way along the small, secondary South Carolina hwy. Dressed in only boots, Levs and thermal shirt, I relaxed into the finely forested scenery that lined either roadside. It was a good day to ride.

Winter always holds the Scooter Drifter to the far south and I never start the northern migration till early May. Well, May was upon me and this year it would begin with the Myrtle Beach rally in South Carolina. I’d arrive within the hour.

For 13-years I’d been committed to this long journey and experience taught that, as per the ways of the drifter, one must sometimes work hard and fast to build his capital then stretch that money across the long periods of travel and leisure that lay ahead. To date, two to three working months per year has always been sufficient. It was in this interest that I’d learned years ago to work for the vendors at motorcycle rallies across the nation. Hell, I was there anyway and had come to know so many vendors and promoters that work for them just seemed the next natural step.

Funds were again slim and work was now necessary. Fortunately, I was prescheduled to work the Metzeler truck this year. This custom built, two-story semi-truck had been outfitted as a rolling tire shop that traveled the country to sell, then install, the tires purchased by so many biking, rally-attendees. Well, they needed mechanics and the long years of repairing my own scooters had qualified me to this relatively straight-forward task. Myrtle Beach rubber jockey. It was a job I actually looked forward to, and the pay was good as well. Still, partying would surely be more fun. But little did I know that nothing could equal the time I’d soon spend among the crazy Metzeler crew…

The roadside forest widened and Myrel’s Inlet came into view. The large and terminally touristy beach town of Myrtle stretches north and south along the coast. Myrel’s Inlet is simply the southern end.

It was 11 am Thursday. By Saturday this world would be filled with blurs of chrome and the roar of engines. But for now the calm scene revealed only the many erect vending tents, and the efforts of those who still worked to set theirs up.

It was the calm before the storm.

After pulling to the curb I called Easy Eddy (my new boss) on the cell. Wanting to settle in and enjoy the rally for a couple days before hell week began, I agreed to start Sunday morn.

The next order of business was accommodations. Just past the southern end of town, a small and seldom used church sets some distance off a tiny side road. Behind it a fine and private plot lay nestled among tall trees. I’d make camp there. Farther into town a huge country club offered hot tub, pool, weight room and showers. A deal was soon struck that allowed me access to all these amenities.

Myrtle Beach was mine now. I could stay as long as I liked.

Bikes began to arrive and the days passed in an easy blur of bars, restaurants, and the simple pleasure of old, and new, biking acquaintances. Relaxation and food was the order of the day. Although town became a noisy place at best, the tiny church offered nights as quiet as the open desert.

It was Sunday morning as I pulled the loaded down Harley onto one of the many huge parking lots recently converted into a shantytown of large vending tents. Set some distance back, and parked parallel to the highway, the huge Metzeler truck was nestled among the others; its large awning stretched taunt over the six motorcycle lifts set before it. Inside the trailer would be two pneumatic motorcycle tire changing machines and two spin balancers. I knew, ’cause I’d worked this gig at other rallies in the past. The crew, however, I’d not seen before. Parked in a single row near the working area, their bikes were in obvious contrast to the usual brand new and highly accessorized rides that now littered the lot. Most were older, showed signs of wear, and had obviously been often home repaired by the hands that loved them.

I backed the old FL beside a rusty, custom built, 1964 Sportster and leaned her onto the kickstand. After locking the ignition I strode threw the light crowd then stood for a moment to eye the men I’d be working with. Most Harley riders are older these days, but these were invariably young men. At 47, I’d probably be grandpa here. I turned to greet the boss. Easy Eddy is slightly tall, thin, heavily tattooed and sports a big belly below longish black hair and goatee speckled with gray.

The cat talks kinda funny and, as I’d soon learn, is somewhat of a lunatic genius. After introductions he told me to grab any lift I cared to work at. I retrieved the bag of tools from my own saddlebags then took position. But the week was still young and work was slow today. This job pays by the tire rather than the hour, therefore there’s no “busy work” to be done. When it’s slow you simply relax, drink sodas and bullshit with the guys. And so I came quickly to know most of our staff:

Ray and his wife were familiar since they live aboard the truck. Once their destination is reached a shop owner local to that area is then contracted to bring his guys to work the rally. Different area—different crew. That’s how it works. Both are good people and although Ray only wrenches on the days we’re swamped, he does barbecue lunch for all everyday.

Ken, Eddy’s lead mechanic, was young, handsome, friendly, talented, genuinely demented and the owner of that '64-sportster. There was K-2 (another Ken). Although a factory certified tech, K-2 makes his living as a house painter. Besides the fun of it, he was here for extra money to buy a riding-mower of all things.

Bear (another Sportster rider) was closer to my own age. Tammy, his red headed ol’ lady, would help tend the cash register. Zorro was simply young, fat and rode a crotch rocket. At 19-years old, Minnow would stay in the truck to mount new tires on the wheels we pulled. He was the biking equivalent of “Radar” from that old TV series and everyone kinda looked out for him.

Toby was a new salesmen. A natural bullshiter by trade, this guy was fun. For the topic of women he had only one thing to say, “Rich girlfriend,” and so he had. Haling from Colorado, Toby no longer had need to work. Yet, he enjoyed sales and came only for the action. Toby’d ridden motorcycles over much of the world and we’d come to swap many stories.

The characters were in place. Time passed easily.

Although Eddie and his wife Judy stayed elsewhere, they rented a house for the crew at the north end of town and I was invited to crash there. Sounded like fun, and at day’s end I followed Bear home.

It seemed a long ride. Eventually though, the bikes settled into the front yard of a fine two-story pad. It was clean. Upstairs offered large, wrap-around deck while below sported a hot tub. After dismounting, everyone settled in and the insanity began. Beer and loose talk flowed as easily as the crazy laughter. Those I’d not seen before showed up and it was soon learned that, besides the Metzeler truck, Eddie also had his own mobile mechanic’s spot at yet another location some miles north of town. These new faces worked up there.

Sheila (operator of Eddy’s northern cash register) was hot, compact and as extraverted as few women the world has known. Before long the rusty Sportster was wheeled inside, that she might strip brazenly for an amateur photo shoot atop Ken’s ride. It was nuts man.

Grease came thick around this job. After filling the washing machine I headed for the shower. Next was bed. For many years freedom had been my closest companion. Although it seems strange, for this love I’d been out so long that rooms now felt almost as boxes—four sides and a lid. I made camp in the yard.

The workweek rolled on as the bikes pounded us. This was good. At days end, the boys would often load our best “take off” tires into a truck for transport to the northern sight. A brief mystery to me.

There was always talk of the fun at Eddy’s northern spot. Almost every night the boys rode up there to raise a little hell. But they were young, and I was tired by days end. As the week wore on however, work at the Metzeler Truck slowed to leave me less frazzled at quitting time. The decision was made…

It was full dark when I pulled into the huge northern lot. It took no time to locate Eddy’s place nestled among the others. There, before his big 40-foot motor home, two lifts, many tools, a supply trailer and some chairs rested in the dimly lit gloom. Some distance off a huge, half-lit, crowd gathered around a large burnout pit.

I parked the bike.

Eddy sat shirtless; his tattoos and basketball belly exposed to all the world. Judy had the adjacent chair. Beside them, a tallish and well built young buck—his greasy shorts exposing one prosthetic leg—manhandled equipment with small mercy as he worked to mount one of our used, take-off, tires to his bike. I’d not seen him before. Judy told me to scoot inside the motor home and have some homemade ice cream with the rest of ’em. There was food too. I did. Some of the crew was there and demented comedy seemed the natural order this night.

Before long Ken and K-2 grabbed me for a brisk walk to the burnout pit. They said that the peg-legged dude was a crowd pleaser, and we didn’t wanna miss his show. Hell, put the front wheel against a wall then burn the rear tire off. I’d seen it a hundred times. Big deal.

After pushing through the heavy crowd we laid witness to one ludicrously large burnout pit. Bits of charred rubber coated the asphalt. The restless mob huddled close. I waited in slightly overwhelmed silence. Before long the sea of bodies parted and Mr. Peg Leg emerged with engine revs bouncing off the limiter. I yawned.

Then, rather than against the wall, Peg Leg positioned his bike at ring center and dropped the hammer. The back tire began to trail smoke. The stunts began. Eric’s bike came forward then fell into a long sweeping brodie. He dismounted then held only one hand to the throttle as his bike spun in small circles. Moving around the ring, he switched from one trick to another as great plumes of smoke bellowed from behind. Eventually the tire blew, the crowd cheered, and Peg Leg took his bow. Eric, I’d later learn, was Eddy’s right hand man and a good wrench as well.

Next up was Easy Eddy on his twin-cam bagger. Against the wall he went. At mid performance, he called me to come check the speedometer. A hundred and ten MPH against that wall. Crazy bastard.

On the return walk to the motor home I stopped to buy a couple cigars. Approaching the RV, I stopped to watch some big dude spin my boss over his head then set him easily to the ground. More comedy. I sat to light a stogie then endure the remainder of this insanity with some sibilance of serenity.

It was late when we finally started for home. In the lane to my right sat Ken aboard the rusty Sportie, while Boberry brought up the spot behind him on a Road King. The speed limit was 55.

All was smooth till the sound of scraping metal stirred me to check the rear view and find a meteor of sparks sliding rapidly up from behind. I hit the gas to avoid being run down. Ken moved to the lane’s far side for the same reason. Eventually the hunk of steel slowed to a stop and we pulled over to investigate. The broken Softail lay on its side in the left lane with most of its fancy chrome doodads now scratched or bent. Ken lifted the bike and we pushed it off the road. In a minute the rider staggered outta the bushes, his jacket scuffed and levis torn. Drunk. A crowd gathered now and one man said the cops were on their way. Immediately the Softail guy jumped on his bike, grabbed bent bars, started the engine, and was gone. Guess he figured a busted bike was bad enough. Why add jail time? This event supplied good material for later conversations back at the house.

Eventually the workweek rolled to an end and I readied myself for the coming dinner that everyone talked about. It would be a fine restaurant event and I intended to dress accordingly. Clean jeans, tee-shirt and engineer boots. Still, it was kinda weird to accompany such a motley crew into this fine establishment. Aged beef and lobster for me. The final bill neared $700. Bosses treat. Unbelievable.

The famous traveling Panhead Billy.

After dinner my wages were paid. Work would not again be necessary for some months to come.

Freedom.

My bike had been running like hell even since before Mexico, and I was sick of it. Its problems would later prove somewhat severe. Easy Eddy’s H-D shop was in Huntersville, North Carolina (near Charlotte) and this seemed like a good opportunity. So I asked if he’d mind me showing up there to work on my own sled for a while. Eddy’s response was quick, “Here’s the address. See you there.”

Everyone filed out of the big house leaving only Minnow, K-2 and myself to enjoy the beachside pad for two quiet days more. But eventually they were gone as well.

Again, I began the slow migration north.

Another mystery awaits.

By Bandit | May 31, 2024

A two-wheeled tribute, to the life and times, of the Black Hills Rally, is also a homage, to a man’s vast talents, with a camera. The hard-bound book is 10.25 by 10.25 inches and contains 168 pages, of heavy glossy stock, with a forward by Peter Fonda. Each image is handled, as if fine art, with grand white space to mat each photograph. Over a decade was dedicated to this odyssey, by Michael, to transform his art from the plentiful pages of Easyriders to an austere book devoted to Sturgis and his abilities with a Nikon Camera.

Each page reveals the history of the Black Hills motorcycle rally, over a 20 year period, during which Michael was sent to cover the event. Beyond the photo-journalist aspect, through the carefully scribed text, the personalities, the history and the riders’ feelings for the road, burst to life. It’s a tribute to all who have ever peeled through sizzling Avon tyres to reach the party in Sturgis. It’s a guide to anyone who has never attended a biker celebration of such magnitude or felt the exuberance and freedom of the open road.

As Peter Fonda put it in his forward, “I finally made my pilgrimage to that Valhalla in 1990, for the Fiftieth Anniversary of the classic motorcycle rally of our times. But in 1990, there were 500,000 motorcycles, maybe more. And it was awesome. I rode up and down Main Street, rows of bikes lining each side of the road and a row two-deep running through its middle. Truly awesome. At least three concerts were going on at the same time for a full week. There were races, hillclimbs, and well-endowed women pulling their tops up and showing their beautiful breasts to anyone who asked. And cookouts at fields full of tents from Sturgis to Rapid City. Someone was always ready to help a fellow rider with whatever problem he or she had. It was a circus of delight for an enthusiast, and I was certainly, at the least, an enthusiast.”

The history, of Sturgis and the Badland, reaches way beyond the biker according to Michael, “Before outsiders came searching for precious metals, these Native Americans had a long and rich history, albeit not written. Acknowledging this, General William T. Sherman, representing the U.S. government, and Chief Red Cloud of the Oglala Sioux signed the Fort Laramie Treaty in 1868 to insure that the Native American way of life could continue as they knew it, uninterrupted. The following year, the treaty was ratified by the U.S. Senate and signed into law by President Andrew Johnson. According to the treaty, other than Indians, only U.S. government agents and the military were allowed into the area. Guaranteeing government protection of the Black Hills as a homeland for the Sioux, the treaty expressly prohibited trespassing by anyone else under penalty of removal and arrest.

“All seemed well until July 1874, when Colonel George Armstrong Custer led a 7th Cavalry expedition through the Black Hills to establish an army post and to see if rumors of gold were true…” You know the rest.

The biker lifestyle blossoms in the photo captions, “When I was 16 I was going to jail and the judge said, ‘Jail or service, boy,’ so I went in the service,” Puppy said. “And I fucked up there, too. Steady. I got an honorable discharge, but by the skin of my teeth. I stayed in trouble the whole time I was in the service and I rode my motorcycle.” That’s an excerpt from Puppy’s words below Michael’s photo, “Coming At You, Wyoming, 1994”.

Motorcycle club life and style is revealed in the shots of brothers strolling down Main Street in Sturgis. “When I first got my “Property of” buckle, I hated it, “Donna said. “l wasn’t going to wear it, so it hung on the back of my chair for three weeks. I got the impression that this guy thought he owned me and controlled me, but I knew I was a single, independent woman and I wasn’t any body’s property. My man wasn’t happy. I didn’t understand that it meant more, to him, to give me that buckle than to give me a diamond ring. Eventually, I started getting to know more people and realized that if you wore the buckle, you were more respected by the brothers in the club. It also provides protection, to a certain degree, because people realize you are with a club and they leave you alone. I’ve been wearing my buckle for almost six years now. I feel naked without it. It’s a part of me and I wear it with pride.”

If you don’t feel a sense of cavern-deep freedom and pure adrenaline joy from this book, you’re missing a link. “Once you get on the bike, it’s like heaven. It’s the best thing in the world,” said “Crazy John,” a B-fuel Harley pilot while at The Sturgis drags.

“Cowboys and bikers have always been connected in my mind, ” Michael professed in one of his captions. “What you see is the full frame, from edge to edge, as canted or cocked as it was in the viewfinder,” Michael added about his images. “While it would be easy to move or eliminate elements to improve a photograph, I have chosen to show it, as it is, or not show it at all.

“Almost all of the images were taken with 35 mm cameras, the exception being some medium format black and white film that I shot with a $10 plastic lens camera in 1999,” Continued Michael about his craft. “In the 1970s the cameras were manual focus, manual exposure, fixed lenses like the Nikon FM and F2. I moved to the F3 and F4 in the 1980s and then to more automatic cameras like Nikon F5s in the 1990s. More recently, I have started to use digital cameras like the Nikon D1 and D1X. Even the automatic cameras were set on manual exposure for the most control, and to this day, regardless of camera, I only use manual flashes.”

If a picture is worth a thousand words this book is worthy of 165,000 at the bare minimum, plus the quotes, Peter Fonda and Dave Nichols input and Michael’s impressions of his many years relishing each shutter-snap from the bed of a pickup, the seat of a sidecar, or in a downpour, as longe as it was taken in the Badlands. It’s more than a photo book, but a memorial to a leather clad and chromed lifestyle representing one of the last American freedoms–Ride Forever.

–Bandit

This book is available through any major bookstore, Motorbooks Int. or through Mike’s site by clickin’ on his banner.

By Bandit | May 31, 2024

I was wet, cold and tired as I rolled the shovel into the bowels ofHell mknown as the south side of Detroit to find the elusive metal smith thatpeople call FabKevin. I was thinking what kind of person could cause thiskind of stir in the ol’ skool chopper community; I mean he wasn’tproducingfancy chrome shiny parts. Nope, his wares show up at your door in rawunfinished steel. So, why all the commotion? I really couldn’t understandit so that’s how I ended up rolling thru the industrial area of Detroit atzero dark thirty reading unlighted buildings looking for his shop. As I took aleft down an old decrepit alley I saw the flash of an arc welder and thesplash of fresh sparks from a plasma cutter arcing thru the front door ofan old rundown warehouse. As I parked the old shovel by the ramp leading tothe front door, I noticed a small Maltese cross with Fabricator Kevin letteredacross the bottom, painted on the door.

Climbing off the bike I can see the master at work. He is busyoverseeing a CNC High Definition Plasma cutter making sure each cut is perfect. I can tell by the concentration in his brow that he expects nothing but the best and that his customers will all receive the same. Slowly heturns his head to check who this intruder would be standing at his shopdoor in the middle of the night. I introduce myself and thank the gods that Ihad called him earlier to arrange this meeting, as I am sure he is wellacquainted with taking care of trespassers.

Slowly his menacing smirk changes to a grin as he turns off hismachine, reaches down to his obviously custom made diamond plate cooler, throws mea beer and tells me to pull up a chair. We started talking casually aboutthe chopper industry and where he believes it will head next, his thoughts andhis passions. Slowly information starts coming out about his backgroundand how he found himself doing what he is doing.

Maltese cross motor plate

It just happened that sometime back in his youth he decided he wouldget into the industrial sheet metal field. Being a rider and a person whoturns his own wrenches, he was producing parts for himself and of course asusual, people started to notice. 20 years later and thousands of widgets latter,he decided to mix his two passions into one, metal working and customHarleys.

It seemed a natural mix and with the machines he has access to fromComputer aided design work to his high definition laser, and his friendsall clamoring for parts like the ones on his ride he knew that he was ontosomething. Slowly at night on his own time he started turning out chopperparts. At first it was just for close friends, you know a timing coverhere a motor plate there, but slowly the word got out that here was a man thatcould take your ideas whether it was trying to adapt 6 piston Japbikebrakes to your girder front end or making laser carved motor plates with yourname engraved in them. He can do it all with top quality materials and at abudget price.

Jockey Shift Levers for Ratchet top Trans.

He started advertising and slowly an underground movement startedaround his parts, a subculture we will call it that is anti billet andreally believes in Kevin’s mantra of “If it ain’t STEEL, it ain’t REAL!”Parts orders slowly started coming in and a contract from Horse BackStreetChoppers magazine for his Maltese cross point’s covers, which I will sayare an exclusive to the Horse so I wasn’t able to sneak out with one.

Maltese Cross points cover only available thru Horse BackStreetChoppers Website

This is the point that the shop is at now, small enough for personalone of a kind parts and Kevin says that it will stay that way, Service thatwould shock the big boys and the ability to produce whatever your mind canimagine out of steel. You ask for flames, spider webs, Maltese crosses, oryour name engraved in that custom part and he makes it happen. That iswhat it is all about. As we finish our drinks I start looking around the shopnoticing some of the standard parts he produces. I ask him for a rundownof his “Stock” Parts and this is what I get :

“Exhaust flanges to make your own pipes for Shovels and STD heads,Taillight brackets, License plate brackets, Fender struts, Brake caliperbrackets (to adapt almost any OEM caliper to any frame or forks), MotorPlates, to connect motors and trannies on open belt primary drives, pointscovers for cone motors, Jockey shift arms, and almost anything else youcan dream up. I can offer many steel parts that are no heavier than aluminumparts, because I can make them thinner, and cut out unnecessary material.While I have plenty of my own designs, I can also work from your drawingsor templates. If you’re cutting out parts on a band saw, and grinding themto fit, I can probably program and burn them WAY cheaper than you can do ityourself. I can program and cut: spider web patterns, flame patterns,skulls, Maltese crosses, or any lettering or shape you want. I make partsfor American, British, and metric bikes too.”

One of a kind Mid Control Brackets and motorplate

Pretty strong words if ya ask me. But from what I see in the shop, Ibelieve what he is saying. Slowly I get up and thank him for his time andthe info and he asks me to hold up a minute as I was heading out the door.He walks over to the CNC machine and pulls out what looks like a motorplate for a shovel, and cut into the motor plate are the words OldDawg. Damnthat is something I wasn’t expecting and from the smirk on his face he knew itwould be on my bike by the next weekend. As I wheel my way west towards myhome I couldn’t help but wonder if FabKevin isn’t at the forefront of a newmovement and how long it would be before I started seeing his parts at thelocal shop hanging on the pegboard.

Thanks Kevin for the beer and the conversation.

All these parts and more are available online atwww.fabkevin.com

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Jose Interviews Billy Lane

By Bandit | May 31, 2024

Our Caribbean reporter was recently blessed with the opportunity to ride to Sturgis from the east coast with Billy Lane, the creator behind Choppers Inc. Billy and Jose partnered with Roger Bourget for a Discovery Channel adventure to build a couple of bikes and tear up the streets between the east coast and the Badlands. The wild aspect of this show was the combination and comparison of Bourget’s state of the art industrial machine shop and Billy’s blacksmith Chopper building warehouse where wild components are fabbed with a torch, a hammer and by hand. Billy recently lost the tips of a couple of his fingers in an open belt drive. He’s a man, and a wild chopper fabricator, who does it his way, with his mits, then rides the shit outta the machine he creates. The true test of a man and his abilities.
Jose, put this brief interview together with the newest Discovery Channel star:1
Bikernet: What do you like doing at the shop the most?
BL:I like to build custom bikes, that’s my favorite thing to do. Unfortunately, it’s the one thing I have the least time to do.
Bikernet: What do you like to do that is not related to bikes ?
BL:Besides bikes, I like to surf and work out, I could give up bikes and surf for the rest of my life…and I really love bikes…
Bikernet: What’s in the future for you and Choppers Inc ?
BL:Discovery called us and they want another TV show, I’m going to start riding the Wall of Death with Rhett Rotten in October, another Hubless bike. We’ve been talking to Camel about building for them next year. That would be great .

Bikernet: We all have grown so much in the past years, did you expected this?
BL:I’ve always expected my business to grow, but the last year has been insane. I’m hesitant to even think about next year.
Bikernet: I feel kinda bummed sometimes, now that everyone and their mother builds choppers, How do you feel ?
BL:Everyone isn’t doing choppers, it’s just that the public has been duped into thinking that anything with long forks is a chopper. There’s a lot of garbage out there. I laugh at shops that last week were called X-Cycles and now are called X-Choppers. Fuck you people for that !
Bikernet:What’s your favorite bike, of the ones you’ve built?
BL:Of all my bikes I like my Blue Shovelhead the best, kicker only, basic, no nonsense. My Hubless bike is by far, the best bike I’ve ever built. I haven’t turned a wrench on it since I finished it, but I like the Shovel best… ( the Hubless was rode from North Carolina to Sturgis and the Blue from Melbourne to Sturgis, both made it !)
Bikernet: How do you feel about your Discovery ride experience ?
BL:The Discovery ride was unreal. We had such a great time, twenty plus speed junkies does it for me. That was one of those once-in-a lifetime things that I’ll never forget. I just watched it on TV last night and laughed my ass off.
Bikernet: People are generally so afraid of rigids, can you convince them not to be ? What do you think makes a good riding rigid ?
BL:Rigids are so much better than Softails. I don’t consider any bike with Softail suspension a chopper, but that’s just my opinion. I tell people who want Softails to go someplace else. That usually convinces them to stick around. A bike needs proper seat height and positioning, proper foot control and handlebar placement, and a reasonable amount of trail to work well.

Bikernet: Now that you’ve been in so many magazines, which is the one that you would really love to be in, besides Penthouse ?
BL:Well… Howard and I have a running joke about me being in Hot Bike. We are planning on two shoots in Biketoberfest . A Hot Bike cover would be nice.
Bikernet: Any message to the people of Puerto Rico ?
BL:I’m going to come to PR to surf, so don’t snake me !!!
Bikernet: If you were not doing this (bike building) what would you be doing ?
BL:If I weren’t doing bikes…. I’d be a musician, a pro surfer, or a pimp.
Bikernet: Who’s your favorite builder, besides yourself, today and why ?
BL: My favorite builder is probably Chica, he’s got class. Period.–

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Choppers Inc. Forever, Forever Choppers Inc. (Page 2)

By Bandit | May 31, 2024

Choppers Inc is a no nonsense, no bullshit shop. No catalog parts, no walls full of chromy crap, no racks full of the latest leathers. It’s a shop chocked full of cool gadgets, their own line of shirts and apparel and their super cool and original six gun parts (all patented designs). It’s a shop designed for building bikes, welding, machining, blacksmith banging, fabricating and even partyin’ some.

There’s no showroom, no nothin’. You walk in and you’ll see Billy or Nick throwing wrenches around. Gene’s answering the phones and running the sales, and if you’re lucky, Suzanne’s running the whole operation backstage. If you stay there long enough (without being a pest), you will see a lot of people stumbling in and out. They come to shoot the shit, but they don’t interfere with bike building progress. Family’s always near. Cute chicks come and go and there’s always something to be completed.

There’s Nick a master mechanic.
Speaking of things to be finished: Two Discovery bikes; The famous hubless the Camel bike; the VQ bike and countless other choppers and customer bikes being built. There’s always a project or three going on, all with that individual touch that Billy gives his choppers. With each creation contains a million tiny details and some major ones as well. While Billy creates one component, Nick fabricates another. There’s no egos clashing here. There’s not enough space nor time for them. On any given day you see the polisher, painter, chromer, powdercoater and even the seat maker stopping by, grabbing a beer, picking-up what needs work and heading out. Choppers, Inc. is fortunate enough to have surrounded itself with hard working, true friends. They accomplish what it takes for the benefit of the Choppers Inc. Code, not the individual.

It’s Booster and Jesse.

If you happen to pass by Melbourne make sure to go by and check it out. Please, don’t ask to sit on the choppers and don’t even talk to Nick if he’s limping. And if you see cameras there, it’s better to turn around and come by some other time……Don’t say I didn’t warn you.

Booster’s Chop.
— Jose De Miguel

The man, Billy Lane, himself.
Visit our Web Site http://www.chopperfreak.com

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Shop Profile–OtherSide

By Bikernet Contributor Buckshot | May 31, 2024

Ya know, sometimes the term Otherside has a mysterious connotation, like when somebody’s draggin’ in their last breath, and they croak, “See you on the Otherside.” Sometimes the grass is greener on the Otherside of the fence. Sometimes, it refers to good versus evil.
Sometimes it’s just the side ya can’t see.
When my bro, “D” (nobody knows what “D” actually stands for, hence the mysterious part, though Demonic and Demented have been suggested), told me that he opened OTHERSIDE INDUSTRIES, in the center of California’s San Joaquin Valley, I thought I’d better see what the Otherside was like for myself, so I just saddled up an’ moseyed on down.
The first thing I noticed was that he’d chosen the ideal location. Sandwiched neatly between a pizza parlor and a tattoo studio, you can get fed, drunk, and inked before ya know what hit ya. By the time I washed the pepperoni grease off my tongue with a few cold brews, I didn’t have enough loot left to have a 6-year-old draw pictures on my hide with a felt pen.
“Howdy, ‘D’,” I yelled, as I wandered across his new, gray carpet.
“Kinda sticky for new carpet, ain’t it,” I started to ask? But that was before I noticed the trail of old chewin’ gum I was leavin’ behind with every step.
“Nice digs, Bro!” I said, lookin’ around at all the bike bling, great lookin shirts an’ stuff. I drew his attention away from the pink goo I left on the carpet. “When did ya open up?”
“June first”, he said, eying the clumps of dirt crusted Juicy Fruit I was still leavin’ behind.
I walked over to one of the racks and picked up a black T-shirt with a pole dancer on it. “Strip Club Choppers”, I mused. “I’ve seen ‘em on TV, on American Thunder! Ya don’t see their stuff much around here.”
“That’s because I’m the exclusive Central Valley dealer for Strip Club Choppers’ stuff,” he replied, trying to hide half a box of donuts under the counter before I saw ‘em.“I’m also a dealer for Dragonfly, Lucky 13, and Felon Clothing Company.” He pointed out shirts with flames, dice, skulls, and girls on ‘em. “And since I deal directly with them, I can sell the clothing for less than the trendy shops do. I have my own line of Otherside clothing too, like shirts, hats, beanies, and the like. I also have the fingerless riding gloves with gel in the palms. They’re great for absorbing handlebar vibrations.”
“Man, I really like this logo,” I said, pickin’ up one of the too cool Otherside Industries shirts. “An’ those sunglasses are cool lookin’ too!” I said, heading over to the display to try on a few pair.

“I carry a pretty good selection of “beanie” helmets, too”, he told me, indicating the rows of skid-lids on one wall, lookin’ like matin’ season on Turtle Island.
“Well, well, what have we here,” I asked, lookin’ through the glass counter top at some wicked lookin’ knives?
“Those are made in Italy”, he said. “Good steel, and sleek design.”
The phone rang, and as he turned to answer it, I took the opportunity to boost one of the donuts he’d carefully hidden beside the knife display.
“Mmmm… These weren’t made in Italy,” I grinned, lickin’ my finger to pick up the little colored sprinkles that now littered the counter, and grabbin’ a Dickens Energy Cider from the little cooler on the shelf behind me. “Good stuff!” I saluted him with my now half empty can.
Lookin’ over the accessories, I saw lots of great stuff from KuryAkin, Arlen Ness, and others just waitin’ to go for a ride with ya.
“I’m a dealer for Heartland U.S.A., Custom Chrome, Drag Specialties, V-Twin, Red Line Oils, K&N filters, Avon and Metzler tires, Eddie Trotta’s Thunder Cycles, and Wicked Image billet accessories,” he said, wiping the smudges from the glass with an orange handkerchief. “I also keep several styles of batteries fully charged, to fit most bikes, ‘cause when you need one, you don’t want to have to spend several hours charging it before you can ride.”
“So… When’s the grand opening gonna be,” I asked, wipin’ the cider off my mustache with my shirt sleeve?
“I’m working on the permits now,” he replied. “I want to have music, a beer garden, and all that, but I have to get the permits first.”

Since more is merrier, I’ll try to let ya know when the big party at Otherside is gonna be, but ya better call “D” to get the strait scoop, ‘cause if he’s buyin’ donuts, I may not be invited! Till then, if ya want to dress up yer scoot or yer bod, ya can’t find better pickin’s for either job than ya can at Otherside!
You can find OTHERSIDE INDUSTRIES at 4751 North Blackstone, in Fresno, Cal., or call “D” at 559-224-RIDE.

Read More →

Singing Biker Babe Looking for Gigs

By Chuck Riddle | May 31, 2024

We’ve all been there, out for a ride when the skies open up and it begins to rain. Now imagine, you’re on a country road with the oil and grease from several days of great weather bubbling to the surface. You know you’re going faster than you should, but what the hell. It’s been a terrific ride so far and you’re only a few miles from home.
So, you twist the throttle and keep rolling.

As you approach a bend in the road your senses tell you your speed is too high. You tap the rear brake to slow down only to feel it begin to slide on the greasy surface. You make a quick correction, only this time, it doesn’t seem to help. The bike begins to fishtail and eventually you lose it. You go down. You and your riding buddies hear that revolting “THUD”. If you’ve ever heard that sound before, it sickens your stomach just to think about it again.

You open your eyes as they’re sliding your gurney into an ambulance. You can tell by the look on the paramedics faces that something is terribly wrong. You’re in and out of consciousness as the ambulance races to the hospital. It’s there that you find out you’ve fractured your skull in seven places.

Your chances of survival aren’t good.

But, you’re a tough bitch. Not only do you survive, but while you’re recovering, you instruct the mechanics to do a few things to your bike to make it faster. A few months later, you’re back on the bike and riding with the wind in your hair again.

That’s the story of Dilana. Born in South Africa, she used music to escape a turbulent household. While her parents argued at home, she took her younger brother and sister for walks and calmed them by singing hymns. By 15 she left home and at 16 dropped out of school to join a friend singing in bars and weddings.

She bounced around between South Africa and Holland pursuing her music. She worked her way through a series of life’s pitfalls dealing with alcoholic band members and the violent death of a dear friend. But, through it all, she remained true to her music. In some ways, all those troubles early in life made her tough enough to handle a fractured skull.

Eventually, she made her way to the U.S. and has been entertaining audiences in the Houston, Texas area for the past few years. She’s planning a tour of the U.S. later in 2006 with her musical soul mates Margaretha Klein and Jeff Zwart. They plan to travel all over the U.S.

That’s where all of you come into play. If you know of a place she should play, let her know about. If you’re a manager of a bar or other venue, or know a manager that should book her, tell them about her. I know the biker community takes care our own and this is one tough biker chick who deserves our help.

You can find out more about Dilana at her website at www.dilanarox.com. You can listen to some of her original music, see pictures of her performing, and find her email address there. Margaretha, or Marge, as she is called by her friends, also has a website at www.margarethakleine.nl. The site is in Dutch, but even if you can’t read Dutch, you can find your way around to hear some of her music and enjoy her pictures. So, go check them out and find these beautiful ladies some gigs.

Dilana is in the Middle East right now taking a vacation and will be in the studio in Holland recording a new CD with Marge and Jeff through the middle of March. After that, she’ll be back in the Houston area blowing away audiences there until they begin their U.S. tour. If you live in or near Houston, I highly recommend you check her out live and in person.

By the way, that repaired bike of Dilana’s is an H-D Super Glide with a Wide Glide front end, that she calls her Super Wide Glide. It’s been lowered 5 inches to accommodate her tiny frame. And, most importantly, she’s still riding today even after her horrific crash. She is one tough biker, one gorgeous babe, and one helluva singer!

By Bandit | May 31, 2024

We need you to pay attention to this article.

In the last segment Chris Maida, the editor of American Iron, told you what can happen to your motorcycle business and/or personal custom motorcycle due to the Environmental Protection Agency’s (EPA) new and past emissions rules and laws. He talked about how one rule covers the restrictions on building your own once-in-a-lifetime custom motorcycle. Also shops can build and sell only 24 EPA-exempt custom motorcycles per year, but that these bikes are only allowed to be ridden to and from motorcycle shows.

Other rules stipulate that all other motorcycles are required by federal law to be tested to see if they still meet the emissions requirements set by the EPA, if they have been altered in any way that could affect the amount of emissions they produce.

We also explained that the EPA’s anti-tampering rules do not allow any changes to the fuel delivery system, exhaust system, or any engine component or component of the drivetrain on factory-built motorcycles, such as Harley-Davidsons, that could possibly cause the emissions levels to change.

In fact, under the present EPA rules, the only legal modifications are finishes (such as paint and chrome) and some chassis modifications.

It is our firm belief that these rules will ruin motorcycling as we know it and the custom bike aftermarket industry, since it exists to give bike owners options, not cookie-cutter motorcycles. And yet, our industry has been illegal for decades under past and present EPA rules; we just didn’t know it. And now that the laws are being changed to be even more restrictive, and are being enforced, it is imperative we act to preserve our way of life.

Compliant Engine Packages

Some readers have stated they would just use an EPA-compliant engine package to build their dream bike. But even using an engine manufacturer’s compliant engine package will not help most shops and individuals build the bike they want. Anyone who buys a compliant engine package, but then alters anything included in the package (fuel delivery, exhaust system, engine internals), will void the emissions warranty of the package. The same occurs if the engine package is installed in a rolling chassis that does not meet the specifications of the engine seller. For example, if the package was tested in a bike with a 140-series rear tire, the engine cannot legally be used in a bike with a larger rear wheel, since the larger rear wheel voids the emissions warranty of the engine package. That means the motorcycle will not be EPA-compliant, even though the builder started with a compliant engine package. In fact, the bike is just as illegal as one that does not have a compliant engine package.

Some readers have stated that they would just have the new engine/bike package tested to see if it conforms to EPA requirements. Though that sounds like a viable solution, the cost of doing this is much more than what a small shop or individual could incur to build a one-off bike. The large manufacturers build hundreds of units of a model so it can spread the cost of certification testing over many bikes. In fact, some companies have an emissions lab in-house to perform the needed work. As you can see, this situation could cause the end of the one-offs, small-quantity build, and mods to any bike, that keep this industry fresh and vibrant.

Letter Of Guidance

The Motorcycle Industry Council’s (MIC) V-Twin Aftermarket Committee, which is composed of some of the largest manufacturers and distributors in the aftermarket, is currently in negotiations with the EPA concerning a Letter of Guidance for engine certification. If adopted as written, this document will give a huge advantage to the large engine manufacturers. This is because these companies are the only ones who can afford to get their engines through the compliance testing process while still keeping their selling prices from sharply increasing.

(Of course, we expect these companies will also have to increase their prices to cover the costs of testing and the required emissions system warranty that will be included with the engine package.)

And though we do not believe the MIC is doing this to put other engine companies and small engine shops out of business, we do believe this will be the end result.

The Letter of Guidance (LOG) process does not allow for business and the general public to give their opinions and concerns about the EPA rules in question. Thankfully, the MRF found out about the impeding Letter of Guidance in its discussions with the EPA, and we reported it to you last month. To help stop the LOG from being adopted, American Iron’s editor, Chris Maida, has sent a letter to the EPA asking the agency to put the MIC’s LOG on hold and initiate a comment process so you are provided an opportunity to have your voice, as a citizen of the USA, heard.

You Need To Be Heard

The truth is, the EPA needs to be shown that there are thousands of shops that either build their own engines from components or modify existing engines, as well as make transmission, rear wheel, primary system, and gearing modifications. Even though these bikes are not tested to see if the changes made are EPA-compliant, these alterations are being done on new and used motorcycles all across the country. In fact, almost every shop that does V-twin work, from the mom-and-pop shop on the corner to the large OEM shops, modifies and changes engines and drive-train components. Without this type of work, most of them would be out of business.

The EPA also has to be shown that the MIC does not represent these shops and businesses in their negotiations with the EPA. Though the MIC has not portrayed itself as such, it is the only organization currently representing the custom motorcycle industry to the EPA. Therefore, it’s only natural for the EPA to regard them as your representatives. Unfortunately, that is not the case, and you as an individual, shop owner, or mechanic, have different concerns and needs than the members of the MIC. These concerns and needs are not being addressed, which is why the MRF has stepped in and is in negotiations with the EPA on your behalf. This is why it is critical that you, whether you’re a bike owner, bike builder (both amateur and professional), shop owner, component manufacturer, or part distributor,

fill out the attached questionnaire, or write a letter and return it to the MRF as soon as possible.

We believe that if the MRF cannot persuade the EPA to make concessions so the small and large shops can legally build and modify bike chassis and engines, many independent shops, as well as the manufacturers and distributors who supply them with parts, will be out of business in a few years.

Take action to keep our industry alive. Photo by Sam Dixon of Livia.

What You Can Do

MRF was asked by its members in a legislative strategy session to try to find a way to keep the aftermarket unaffected and yet compliant with the new and past EPA laws, so that we all can enjoy the motorcycling lifestyle that we love. The EPA has told the MRF that its intent is not to shut businesses down, and it asked us to make proposals on how to keep the aftermarket industry strong while still protecting the environment. The MRF is also in discussions with the Small Business Administration (SBA), the protector of small businesses in America, about the motorcycle aftermarket industry as a whole.

We need your help to preserve your right to build and ride a custom or modified stock motorcycle. To persuade the EPA and SBA, we need to give them more than anecdotes. We need to give them the facts that only you, the bike owners, custom bike builders, and shop owners, can supply. We need to tell them the full story of how much the motorcycle aftermarket industry has grown, and how severe the effects of engine certification and exemption removal would be on this industry.

We need you to fill out the questionnaire and return it to the Motorcycle Riders Foundation if you are involved at any level of the motorcycle aftermarket industry. Do you manufacture engines, engine components, or frame, intake, exhaust, drivetrain, or sheet metal components? Do you sell, assemble, or modify these parts? Do you build finished motorcycles? We need the input of all of the businesses and individuals involved. We will compile the data and use it in our discussions with the EPA and SBA on a non-conformance payment program. This proposed program would be a pay-to-play type of exemption that would allow you the freedom to build what you want, in small volumes, with the components of your choice. Upon payment of a nonconformance fee, the motorcycle would be EPA street-legal.

This would be similar to the Green Sticker program in California for off-road motorcycles.

We also need your help distributing this questionnaire to other shops and builders in your area. Please photocopy and distribute this to everyone you know that is involved in motorcycling. The more input we get, the better the picture we can give to the EPA and SBA.

If we do not receive enough feedback, this will become a dead issue, since the EPA will not believe that we are telling them the truth.

Your participation is critical to the success of this project, and, ultimately, your livelihood. The days of building any motorcycle you want and riding it on the street may soon be over unless we can find a way to do so legally. When your local motor vehicle office demands an EPA certificate of conformity to register your motorcycle, and you do not have one, what are you going to do with the bike? Without a certificate of conformity, and being able to get it registered, there will be no market for your product, or the resale of a non-compliant motorcycle.

That will be the end of your business, be it manufacturing component parts or assembling the final product, and the end of choices for riders.

Some of the questions in the questionnaire will seem extremely intrusive, but they are necessary for us to give the EPA and SBA the full story of how the rules will ruin the industry, and the financial and personal losses that you are facing. Also understand that the MRF has no financial interest in this. They exist to serve, and are funded by state motorcyclist rights organizations and individual members, so they can try to protect our motorcycling lifestyle. They are the only national organization dedicated solely to protecting the rights of the street rider. You can view their history and position papers, sign up for updates and releases, and, if you so desire, become a member at www.mrf.org. They welcome anyone interested in protecting the rights and lifestyle of motorcyclists.Completed questionnaires should be sent to Motorcycle Riders Foundation, Dept. EPA/AIM, 236 Massachusetts Avenue NE, Suite 510, Washington, DC 20002-4980, or fax it to 202/546-0986. Either way, please do this as quickly as possible.

The sooner we can approach the EPA with a mountain of proof, the better chance we have of protecting our lifestyle and industry.

This is critical, play your highest card.

EPA QUESTIONNAIRE

Business Information Section

1. How long have you been in business? _____ years _____months?
2. Average gross income for the last five years (if in business that long): _____
3. Current number of employees: _____
4. Do you build custom motorcycles to sell and/or for personal use? _____
5. If yes, how many motorcycles built per year: _____
6. Percentage of business from custom motorcycle sales: _____
7. Percentage of business from exhaust modifications (including customer-installed units): _____
8. Percentage of business from performance modifications (including customer-performed mods): _____
9. Would you be willing to pay a non-conformance fee per unit to keep building motorcycles and modifying engines or components? Yes_____ No_____
10. How much do you pay in taxes per year (federal, state, and local)?: _____
11. Do you rebuild engines or assemble engines from components? Yes_____ No_____
12. Would you be willing to attend a meeting with EPA or SBA officials? Yes_____ No_____
13. What is the percentage of the business you may lose compared to your total revenue? _____%
14. Will the new EPA rules cause you to lay off employees? Yes_____ No_____
15. Will you have to close your business if the rules are not changed to allow options? Yes_____ No_____
16. When did you become aware of these EPA rules? ______
17. Where did you learn about the EPA rules? Media (newspaper, magazine, television, radio) _____ Industry source_____ Friend_____ Other_____ Individual Information Section
1. How many motorcycles have you owned in the last five years? _____
2. On how many of those have you changed exhaust, engine, or driveline components? _____
3. How much have you spent on modifications? $_____
4. Percentage of work done yourself: _____%
5. Percentage of work done by an independent shop: _____%
6. Percentage of work done by an OEM dealer: _____%
7. Would you be willing to pay an extra fee to make those modifications legal? Yes_____ No_____
8. How many custom motorcycles have you built for yourself in the last five years? _____
9. Would you be willing to pay a non-conformance payment (per new bike) to keep building personal motorcycles with the components of your choice? Yes_____ No_____

Submitted by shop/person located in City _____________________________ State_____________

Completed questionnaires should be sent to:

Motorcycle Riders Foundation
Dept.EPA/AIM,236 Massachusetts Avenue NE,Suite
510,Washington,DC 20002-4980,
or fax it to 202/546-0986.

By Bandit | May 31, 2024

Not long ago I volunteered to do a write up on the Motorcycle Riders Foundation. The Boss told me to get on it right away due to the looming EPA restrictions. Well with the holidays and my crashed computer slowed me down. My bust, I first went to their web address and was blown away.

Next I contacted Jeff Hennie. Jeff is the Vice President of Government Relations for the Foundation. After a brief conversation via phone from my place of real employment, on company time, I learned several interesting things. Jeff is a long time rider and worked on the Hill for various other interest groups. When the opportunity presented itself for Jeff to come to work for the foundation he gladly took the position. There is one thing about the majority of Bikers; they are passionate about what they do. As the conversation progressed I also learned several other very interesting facts. I figured that the foundation was supported by big business.

To my surprise, I learned that the M.R.F is solely supported by individual folks who ride and is centered on protecting the rights of that group.

I also found out that the MRF had posted a letter in various motorcycle rags for shop owners and riders alike to forward to them so they could get an idea of what the riding public thought of the recent EPA regulations. The response was under-whelming.

The MRF has limited funds to represent national biker interests and used the letter as a research sounding board. They needed to investigate, quickly, rider interest in EPA restriction and determine whether to invest their time and money in trying to alter or repeal the upcoming legislation. (I myself ride a bike that depends on the small shops to maintain and repair, so I am definitely interested in keeping these shops alive and healthy.)

The M.R.F has repeatedly ask the EPA to consider a reasonable non-catalyst forcing emissions standard for highway motorcycles that even the smallest manufacture can meet, while allowing riders to refine their machines to improve ridability and safety.

These new laws will cost thousands of jobs and businesses in America.

For three years the MRF has taken on this struggle with the help of State Motorcyclist Rights Organizations and individual cyclist through out the country The MRF is still fighting to save rider options and small business. They are in need of individual cyclists and key members, in the small business community, involvement to save motorcycling in America. There is an urgent need to create a network of small business owners and advocates throughout the country. They are working daily to establish a flexible grassroots fighting force to take on new legislation and regulations, and to build an alliance with friends in Congress, who in fact, were elected by you.

The Motorcycle Riders Foundation in conjunction with America Iron Magazine and Bikernet.com is requesting the help of the entire industry to protecting your right to legally build and ride custom motorcycles. The MRF is asking the EPA to allow individuals to build more than one EPA exempt motorcycle per lifetime, and to allow small volume manufacturers and shops to be able to build more than twenty-four EPA exempt motorcycles a year.

Our proposal to the EPA will include a non-conformance payment. In addition our efforts will include legally modifying existing motorcycles under the same type of program. In the article published by American Rider (and on Bikernet shortly), also highlighted the effects on the aftermarket industry of a Motorcycle Industry Council request asking the EPA to issue a letter of guidance which would allow M.I.C member companyies to sell EPA certified engines for use in kit bikes. This is another partial solution. Nothing perfect has surfaced yet, so we need to support any effort to afford rider and builder flexibility. The perfect reconciliation would be for the EPA to drop any costly effort to regulate this minuscule environmental hazard. It actually make little sense to interfere with our industry, and we know of many people who are trying to make that point. We need your help.

Read the full story in the January 2006 and February 2006 issues of American Iron Magazine (These articles will also be published on Bikernet.com in the near future.).

The EPA recently informed the MRF of a new interpretation of the “Control Of Emissions from a Highway Motorcycle” document. We have been notified that the right to build one EPA exempt motorcycle and a shop to build twenty-four exempt motorcycles was March 15, 2004, not January 1, 2006 as originally verified by the EPA. As of 2006 the new tail pipe emissions standards will come into effect for all models 2006 and later for all motorcycles operated on American roads.

These new standards have the potential to reshape the entire landscape of American motorcycling, as we now know it.

With the implementation of tougher standards, the average owner will no longer be able to service and maintain his or her motorcycle, similar to what we have seen in the automobile sector. Tougher standards will reduce motorcycling in America. The result will be sales declines and unemployment. And, as riders turn to passenger cars, the result will be more gas consumption and gridlock resulting in increased pollution.

The EPA wants to harmonize with the California Air Resource Board by 2010. These tougher standards will wipe out custom shops, the aftermarket industry, and small volume bike builders, eliminating tens of thousands of jobs across America.

The MRF has been extremely effective in the past in protecting Motorcyclist and the related lifestyle from any adverse legislation. In the past Congress has tried to single out motorcyclist as a problematic portion of the community.

The MRF will continue to fight any and all legislation that will directly affect the motorcyclist of America. Well if you think reading this was tough, try writing it and experiencing the full effect of every word as you bang it out. Tough, to say the least. After talking to Jeff I was left at a loss.

I guess that people will continue to putt along until the Feds tell them they can no longer ride the bikes they own because they have been legislated out of existence. All that I can ask any of you all is to get involved. I guess that means time or money. I’m bummed out after writing this, so I guess the Shovel and me will go for a long late night ride through the city.

Oh ya I almost forgot, to find the Motorcycle Riders Foundation on line just type that in to your search engine and look for their home page (http://www.mrf.org/). There is a lot of very informative reading and you will be able to locate your state chapter while you are at it (http://www.mrf.org/epa.php).

LTR

Open Letter To The EPA–Send It Or Else

Please fill out this letter or write your own and forward it to the MRF at the following address. Or drop them an e-mail. They will see to it that your letter is read and considered.–Bandit

Motorcycle Riders Foundation
236 Massachusetts Ave. NE,Suite510
Washington DC 20002-4980
phone: 202-546-0983
fax: 202-546-0986

Jeff Hennie
Vice President of Government Relations
jeff@mrf.org

Sarah Muckenhoupt
Office Manager
mrfoffice@mrf.org

To Whom It May Concern:

I own and manage _______________ (enter company name here), a ________________ (motorcycle dealership, motorcycle service center, motorcycle parts provider) and a member of the local business community. I want to make you aware of what is happening to one of the fastest growing industries in our region and directly impacting our business success. Motorcycle sales and registrations are reaching all time highs and the custom parts and other related businesses are growing along with this increase in sales. While revenues are up and this mode of transportation continues to provide possibly the single largest fuel conservation effort in the country and much of the world, the United States government is approaching severely deflating this source of jobs, economic revenue and fuel conservation by changing the standards under which my small business can modify or produce motorcycles.

The United States Environmental Protection Agency (EPA) has chosen to ignore the best interests of the motorcycle small business community in their decision making process. The EPA specifically targeted the motorcycle aftermarket business sector by limiting the number and type of motorcycles we can produce. These new standards are impossible to comply with and successfully run the type of business that I do. We hope, in our support of the Motorcycle Riders Foundation, to correct this injustice before the implementation of emission standards enacted by the Environmental Protection Agency (EPA) which are so unreasonably strict that our small business will not be able to maintain current personnel and operate at a profitable level.

The rule they are enacting to control emissions is far too broad in its expansive restrictions, far beyond actually controlling emissions. Their proposal would:

* Restrict the manufacturing of motorcycles in volumes less than 3000/yr virtually eliminating the currently booming and very popular custom chopper industry

* Cease the modification or customization of motorcycles by their owners or local service center

*Apply these unreasonable restrictions without giving the industry the opportunity to implement it's own emission controlling policies

* Deplete a multi-billion dollar industry and the jobs it creates and supports.

Motorcycle consumers depend on my small business to fix what they cannot on their motorcycles and/or supply parts they can install themselves. My business is an important link between keeping motorcyclist's wheels rolling and also to provide these consumers with a choice as to what changes they want to make to personalize their motorcycles, no matter what brand they decide they feel comfortable riding. We independent shops and consumers need each other to survive the future with the freedoms we deserve. Many consumers do not wish to maintain a relationship with a franchised dealer for their repair and modification work, and undoubtedly deserve the right to other choices.

The EPA operates under its own authority, with little or no Congressional oversight which is why the motorcycle small business community desperately needs your help. Through congressional pressure we are hoping to keep the new rules from eliminating our exploding cottage industry and associated jobs. With your support and the help of other elected officials and community leaders we can stop the rash deterioration of arguably one of today’s most uniquely American industries.

The new regulations will eventually put us out of business. Only the manufacturer’s dealers, namely the industry's largest few, will be able to work on these bikes because of the anti-tampering provisions of the Emissions Standards rule. Eventually, no one other than the dealer, not even the owner, will be able to work on these bikes. The only modification of motorcycles with the new EPA rules will be, in the EPA’s own words color and chrome. Without your help, I may be forced to close my business entirely. Please do not hesitate to contact the Motorcycle Riders Foundation in Washington D.C. should you have questions or need any additional information.

As true aficionados of clean air and the great outdoors, we riders and business persons in the motorcycle industry fully recognize and support the need to control noise and emissions and as such are willing and anxious to form a nationwide effort to develop and install self-monitoring policies and guidelines for industry improvements to protect the precious environment that we and our children live and ride in.

Thank you for your attention and prompt action toward this very important matter.

Regards,

By Bandit | May 31, 2024

MRF members surrounding Brett Smith (MIC) from S&S.

The new EPA (Environmental Protection Agency) motorcycle emissions rules have taken effect for the large manufacturers, those that produce over 3,000 units per year, beginning with the 2006 models. You know your shop is ready for the new year. Your techs have done their homework so they understand the changes in the new models. You have all the latest catalogs so you can get everything your customers will want to personalize their rides. You know the specs on all the latest engines, engine components, transmissions, wheels, and frames and what will fit what bike. You can even build your customer any bike he wants, right down to that righteous paint job and custom chrome plating on the parts your machine shop fabricates.

Your customers have already started coming in complaining about the performance of their new ride and asking you to make some improvements for them. They want you to change that restrictive stock air cleaner and filter. Oh, and get rid of the stock pipes, so their bike will look, sound, and run better. That means a new fuel injection control module will be needed, or the stock one altered, because the engine will not run right (lots of popping and spitting out of the intake) with the factory fuel injection map. Your customer does not want to buy the flash from the dealer because he’s not finished changing things yet. So you put on one of the aftermarket programmable fuel injection control modules because the owner wants to be able to adjust the mapping when he has you put in the new cam and rework the heads later on.

Does this sound familiar? Sure it does, this is your industry, your livelihood. Heck, this is how you’ve been doing business since you opened your doors. However, now there’s a big problem with doing business as usual. Have you noticed the disclaimers on all those engine products, including the new, high-flow air filters? You know, the ones that say “For closed course use only” or “Not legal for street use.” Those words are what may end business as you know it unless you’re working exclusively on pre-1979 motorcycles. That’s because if you work on later machines, any modification you do to the engine, intake, exhaust system, or driveline of a motorcycle puts you in violation of the federal Clean Air Act of 1979. Unfortunately, this is how many small shops, manufacturers, and bike builders currently make their living. If you want to preserve your livelihood, now is the time to get involved.

Tampering

There is a section in the Clean Air Act of 1979 concerning “tampering,” which makes it illegal to modify or remove any component designed to reduce or control exhaust emissions, including intake or exhaust noise. Removing the catalytic converter on a car, or a new motorcycle constitutes tampering. So does replacing an engine component with anything other than stock or direct replacement components. Violating this anti-tampering law opens you up to a fine of up to $10,000 per occurrence. An occurrence is logged each and every day the modified vehicle is operated on public streets. That means a possible fine of up to $10,000 per day for every modified motorcycle that comes out of your shop. (This is the maximum fine, not necessarily what the EPA will impose.)

What work can you do without violating the anti-tampering law? The EPA says that, by law, all you can change is accessories that do not affect how the bike performs emissions-wise, such as chassis improvements, color, and chrome changes. No engine, intake, exhaust, or driveline modifications allowed. Ditto for six-speeds, fat rear tires, and sprocket or pulley changes. Anything that can cause the engine to work harder, rev differently, etc. is not allowed. So how long can you stay in business if you lose the vast majority of your engine work or only work on pre-1979 motorcycles?

Motorcycles did not have emissions controls put on them until 1979, so any engine or driveline modifications are legal on 1978 and earlier bikes.

Most shops have not been concerned with the anti-tampering laws because the enforcement in the aftermarket motorcycle industry has been very lax. A large number of shops, individuals, and even some manufacturers do not even know these laws exist, much less that they apply to motorcycles. Manufacturing and selling components designed to defeat highway vehicle emission control devices has been illegal since the Clean Air Act was passed in 1977. The companies that make the parts you install put that disclaimer on the package to protect themselves. However, we’re not so sure it will protect them or you if the enforcement level rises, which it’s dong already. Case in point: On a recent trip out west, Editor Chris Maida talked with one California bike builder who has already been visited by CARB officials and has been slapped with violations for some of the bikes in his shop. And he’s not the only one. We also all know what starts in California soon finds its way across the country.

The new emissions rules were published in the Federal Register, Volume 69, No. 10. Here’s the text about tampering from page 2,403: “F. Modification, Customization, and Personalization of Motorcycles. Many motorcycle owners personalize their motorcycles in a variety of ways. This is one of the aspects of motorcycle ownership that is appealing to a large number of motorcycle owners, and they take their freedom to customize their bikes very seriously. However, there are some forms of customization that are not legal under the provisions of Clean Air Act section 203(a), which states that it is illegal: for any person to remove or render inoperative any device or element of design installed on or in a motor vehicle or motor vehicle engine in compliance with regulations under this title prior to its sale and delivery to the ultimate purchaser or … after such sale and delivery to the ultimate purchaser … or for any person to manufacture or sell … or install, any part or component intended for use with … any motor vehicle … where a principal effect of the part or component is to bypass, defeat, or render inoperative any device or element of design installed on or in a motor vehicle … in compliance with regulations under this title, and where the person knows or should know that such part or component is being offered for sale or installed for such use or put to such use. … In other words, under current law, owners of motor vehicles cannot legally make modifications that remove, bypass, or disable emission-control devices installed by the manufacturer. It is also illegal for part manufacturers and dealers to manufacture, sell, or install a part or component that the manufacturer or dealer knows or should know will be sold or used in a manner that defeats the emissions control system.”

What all that means is that it’s illegal, and has been since 1979, to change engine components like air cleaners, cams, pistons, heads, flywheels or crankshafts, carburetors, fuel injection modules, intake manifolds, or exhaust pipes on street motorcycles unless the finished bike has been tested and the amount of emissions the motorcycle produces did not increase. Changing gear ratios and putting on a fatter rear tire can also affect emissions because motorcycles are emissions-tested as a complete vehicle, not as individual components. Changing these components can alter how much a throttle is opened to get the motorcycle to a set speed, which may increase the emissions it produces. Almost every aftermarket motorcycle shop, in this country and many OEM shops as well, has made, or is making these modifications. As we stated in the beginning of this article, this is your way of business; this is how you make a living.

The New Rules

The rule goes on to say, “The new emission standards that we are adopting do not change this ‘tampering’ prohibition, which has been in the Clean Air Act for more than 20 years. Part manufacturers are still free to make parts, dealers are free to sell and install parts, and owners are free to customize their motorcycles in any way, as long as they do not disable emission controls or cause the motorcycle to exceed the emission standards. Owners are also free to perform routine maintenance on their motorcycles to restore or maintain the motorcycle engine and related components in their original condition and configuration.”

The key phrase here is “original condition and configuration.” That means an 88-cubic-inch Twin Cam engine, for example, cannot be stroked or bored out to make it a 95″ or larger engine unless the new engine configuration has been tested and certified to meet the emissions limits that were in effect when the motorcycle was new. And, as we all know, that is a very popular upgrade on a Twin Cam.

Do you build custom motorcycles in your shop and sell them for use on the road? Do you build your own bikes to ride? Do you take one of each of your bikes/models to an EPA-certified test facility for compliance testing before you offer them for sale or ride them on the public roads? The EPA even requires testing for noise levels as part of its vehicle certification process. Every motorcycle since 1979 has been required to display an EPA Certificate of Conformity. If you have not been having the bikes you build tested for compliance you are technically in violation of the federal Clean Air Act. The same anti-tampering fines apply to you unless you spend the thousands of dollars required for testing to certify that your bikes/models conform to the EPA standards for the year you built the motorcycle.

For the first time, starting in 2004, the EPA has allowed some exemptions that allow you to build highway motorcycles and ride them without having them tested. Here are some excerpts from the EPA release: Kit Bikes: An individual is allowed to build one motorcycle (kit bike) for personal use without an EPA certificate. The individual is allowed only one exempt kit bike per lifetime. Any other kit bikes that an individual decides to make must meet the emission standards and be certified with the EPA. The exempt kit bike may not be sold until five years after assembly.

Display Exemptions: A manufacturer may sell or lease 24 custom motorcycles per year for display purposes. These display motorcycles can only be operated on public streets and highways for the purpose of going to and returning from shows or other places where the motorcycle will be displayed. To qualify under the display exemptions, a tag must be permanently attached somewhere on the motorcycle stating that the motorcycle is exempt from EPA emissions requirements and that its use on public roads is limited. EPA must also be notified before the builder sells the motorcycle.

Prior to September 2005, we believed and had been told by the EPA that we were correct, that these exemptions did not come into effect until 2006. During a September 8, 2005, meeting with EPA officials it was discovered that, due to an arcane numbering system for the rule, these exemptions actually had been in effect since March 15, 2004.

New Possible Changes

The EPA and CARB (California Air Resources Board) are going to join forces for a Technology Progress Review in 2006. The EPA will use the results of this review to propose any changes to the rule it feels may be warranted. Your input is critical if you intend to stay in business. One possible change that has been requested is the development of a program that would apply emission standards to motorcycle engine manufacturers. In the rule, on page 2,404, the EPA suggests, “It is our view that a program could be structured such that small volume motorcycle manufacturers could purchase certified engines directly from an engine manufacturer. We believe that such a program could be structured such that it is both fair to the engine manufacturers and beneficial to small volume motorcycle manufacturers. Under one possible approach, small volume motorcycle manufacturers could choose to use certified engines and to accept the calibration or configuration of a certified engine that they purchase for use in their motorcycles. Small volume manufacturers would not be required to use certified engines, but if they chose either to use uncertified engines or to change the calibration or configuration of the certified engines they use, then they would have to independently certify their motorcycles to the applicable emission standards.”

While this sounds like an easy solution at first, it’s not once you think it through. To qualify, you would be required to use the certified engine’s complete package — from the air cleaner through the exhaust system, and possibly even the transmission, gearing, and tire sizes stated, as well as the finished motorcycle weight limits — in your custom-built motorcycle to qualify for the EPA Certificate of Conformity. If you change any of these parts, you could still be required to spend thousands of dollars to have your motorcycle tested for emissions compliance since your modifications could have changed the engine’s emissions.

Here’s another point to consider: If this change to the EPA law goes through, how much more are you going to have to pay to get a “certified” engine package? A package that will include the required non-programmable fuel injection module, exhaust system, and quite possibly the entire driveline except clutch, wheels, and tires. That answer will depend on how strict the enforcement is and what the individuals, shops, and manufacturers will stand for. It will also be influenced by how many engine and frame builders, manufacturers, shops, and bike builders can stay in business under this proposed new regulation. Also, if the proposed certified engine regulation becomes the only way to build a custom motorcycle, it’s very possible that each state will require an EPA certificate of conformity to register a custom-built motorcycle. In fact, some states, like California and Connecticut, are already requiring them.

The MIC, MRF, SBA & EPA

During the Motorcycle Riders Foundation’s (MRF) discussions with the EPA, it learned that the Motorcycle Industry Council (MIC), through its American V-Twin Aftermarket Committee, had asked for a “letter of guidance” from the EPA. The MIC, like the MRF, has been in negotiations with the EPA about these previously mentioned issues for some time, and it has been trying to get aspects of these rules changed. However, by requesting this process, the MIC would have stopped the normal EPA public hearing or comment period on the new rules.

So the MRF notified the EPA that the proposed letter of guidance for the MIC would ultimately give several large companies an unfair advantage in the industry.

The MRF also notified the EPA that the MIC only represents its members — some of the industry’s manufacturers and distributors — not the custom motorcycle industry as a whole and in no way does it represent or is it in discussions with many independent dealers, manufacturers, and local custom shops. Thankfully, the EPA agreed and has been very willing to talk with the MRF about other ways of achieving its goal of cleaner air, without putting small businesses in jeopardy. The MRF did this because, though the MIC did not request the letter of guidance to put other companies out of business (Editor Chris has many friends on the MIC and knows this to be true), the MRF believes the rules the MIC is trying to implement would inadvertently be detrimental to the industry, particularly small shops and builders. If the letter of guidance had been issued, the normal EPA public hearing or comment period on the new rules would have ended and the rest of the industry would not have been able to have its concerns and input heard by the EPA.

Unfortunately, many shop owners that we’ve talked with still do not realize what is going on. Many believe the EPA and state governments will not enforce the new laws, like they didn’t enforce the old laws, and it will be “business as usual.” However, if enforcement is ratcheted up, especially in response to noise complaints, the resulting penalties may be the financial ruin of the smaller shops, manufacturers, and bike builders in the motorcycle aftermarket industry. Innovation will suffer and product choices will go down drastically.

As stated earlier, several California shops have already been given violations by CARB officials for bikes that did not conform to state regs.

While the high profile of custom motorcycles has been good for business, it may also lead to the demise of portions of the aftermarket industry. If local shops are reluctant to install aftermarket components because of the possibility of EPA fines, what is going to happen to the businesses that build those parts? If more OEM shops refuse to work on modified motorcycles, or possibly not even take them in on trade, how many customers are going to have any of those modifications done? Where does that leave you? And if you have a modified motorcycle, what will it be worth, since no one can ride it without getting a severe fine if he’s caught on the road? If you are a small shop, builder, or manufacturer the time for action is now if you intend to preserve and protect your business. You need to band together to be fairly represented. Understandably, the large aftermarket players are looking out for their interests with the MIC, which is why the MIC was formed. That’s the smart way of doing and protecting your business, since there’s strength in joining forces. And although you cannot join the MIC, you can be represented by the MRF.

When the EPA was working on this rule it was required to consult with the Small Business Administration (SBA) to determine its impact on businesses like yours. SBA held a panel discussion with small business to see what needs to be done to insure they will not be regulated out of existence. Unfortunately, very few business owners showed up to talk with the SBA and express their concerns. The MRF is currently working with the SBA to see if there is any way it can help. The good news is that the SBA is the protector of small business in America and the EPA does not want to put people out of business, so it is willing to entertain ideas that will let it achieve its goal of clean air while allowing business to survive and thrive.

Photo by Sam Dixon and some incentive to get involved.

A Better Solution

There is one more option that the MRF is working on in conjunction with several aftermarket companies. We’re exploring the possibility of a “non-conformance payment.” This would be a pay-to-play type of variance to the rules. Under this type of rule, the EPA would collect a payment for each non-certified engine or motorcycle produced, either by a business or individual, to allow that motorcycle to be registered and used legally on the road. Ideally, if a small engine manufacturer can meet the certification requirements, he will not have to pay, but if a builder uses that engine in a non-conforming chassis or modifies the engine, the bike builder or engine modifier would then have to make the payment. This setup would allow for business as usual, as well as protect the garage builder, allowing for innovation and individualism while still going a long way toward protecting the air we all breathe.

American Iron Magazine is strongly supportive of the MRF taking the lead to represent its members and help the aftermarket industry’s small shops, manufacturers, and small-volume bike builders find a solution to this issue both through the EPA, SBA, and, if necessary, Congress. The MRF’s interest in this project is to preserve the lifestyle of motorcycling as we know it. The MRF does not have a financial interest in, nor does it want to be financially involved with, businesses. The MRF does feel, however, that the survival of the small shops, custom builders, and manufacturers is in the best interest of its members. The MRF is the only national organization that represents only street motorcyclists. Its funding comes from individual members and the State Motorcyclist Rights Organizations.

Conclusion

Now that we have the ear of the EPA, it’s time to make your voice heard. The MRF needs your input and support, so your business can be fairly represented and the motorcycling lifestyle we all currently enjoy can be protected. Instead of writing letters to just one government agency, put your concerns in a letter to the MRF. In the February issue of American Iron (and posted here on Bikernet tomorrow) there will be a questionnaire to fill out and send to the MRF so that it can get the answers to very important questions about the viability of your business. The February issue’s How It Works feature will also explain everything you need to know to fill out this form. Some of the questions it will ask are: What will the new rules do to your business? Will you have to lay off workers? Will you have to close your doors for good? What is the dollar value of the business you may lose compared to your total revenue? With this written information from you, the MRF will be able to use your input in a variety of forums, from federal agencies to Congress and the White House. Then the MRF can walk into a meeting and show the officials a compilation of concerns backing up what we have been telling them. With your timely and important input, the MRF will get the results it needs to protect your business and, thereby, the lifestyle and choices of our members.

If you as an individual want to keep building your own custom motorcycles without someone telling you what you can and cannot use, or even how long you have to own your custom motorcycle before you can sell it, the MRF needs to hear from you, too. Letters should be sent to: Motorcycle Riders Foundation, Dept. EPA/AIM, 236 Massachusetts Avenue NE, Suite 510, Washington, DC 20002-4980.

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