Purchase includes ownership of the Excelsior-Henderson Brand. As one of the Big 3, Excelsior-Henderson has a rich history. 18 federally registered trademarks are included in the Excelsior-Henderson purchase.

A unique offering by Mecum Auctions will take place in Las Vegas on Jan. 27, 2018, at the South Point Hotel & Casino. The iconic Excelsior-Henderson motorcycle brand and all its intellectual property will be auctioned at the 27th annual Mecum Las Vegas Motorcycle Auction, which will span Jan. 23-27 and present 1,750 motorcycles for auction.

Included in the purchase will be the ownership of the Excelsior-Henderson brand name, all federally registered trademarks, web domains and includes the previous motorcycle frame and engine designs, as well as the expired patents that can only be effectively exploited by the owner of Excelsior-Henderson.

–Mecum Auctions




EXCELSIOR-HENDERSON HISTORY

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



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

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


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

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



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

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


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


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



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


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


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

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



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

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

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

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




Excelsior Supply Company

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

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

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

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

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

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




Excelsior Under Schwinn: 1912-17

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

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

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

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

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

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




The Henderson Motorcycle Company

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

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

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

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

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

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

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

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

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

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

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




Henderson Acquired by Schwinn in 1917

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

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

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

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




Excelsior-Henderson

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

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

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

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



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

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



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

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


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

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



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

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


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

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



The Excelsior-Henderson Revival



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

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



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

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

 

 

 

 

Because attacks happen so quickly it is often difficult to predict which self-defense technique is needed before the attack actually happens. It is because of this that Krav Maga Worldwide training utilizes the body is natural reaction to being attacked to teach people to defend against common chokes, grabs, and strikes, as well as more serious threats involving weapons.

Straight Punch
The basic movement behind a straight punch is to push off from your legs, rotate your hips and shoulders, and extend your arm out toward your target as explosively as possible. Clench your fist tightly and aim to make contact with the two knuckles at the base of your pointer and middle fingers against your attacker’s chin, mouth, or nose.

Knees

 Bear Hug Defense

 Choke Defense
If a choke comes on from the front, back, or side and that choke happens “in place”(which is to say that you are being attacked but generally standing in the same place, not being moved or pushed while the choked) Krav Maga Worldwide students are taught to “pluck” the choker’s hands away and immediately strike back. Your body (meaning your hands) will want to immediately go toward your neck if a choke is put on you and will most likely end up on top of the attacker’s hands as they are already on the neck. Instead of trying to pull the attacker’s hands off of the neck, which could be impossible if the defender is a much smaller person than the attacker, use your hands like hooks (thumbs against pointer fingers, hands in a “C” shape) and explosively pluck at the attackers thumbs. The attacker cannot maintain a choke using their hands (it’s a different defense if the attacker is choking with their arm like a “rear naked choke” or similar) if their thumbs are plucked off of the defender’s neck. Immediately begin to strike vulnerable areas on the attacker’s body.

For more information check out www.kravmaga.com see the Facebook page (Krav Maga Worldwide), follow on Instagram @krav_maga_worldwide or call 800.572.8624.

The Grottoes, Virginia native took the National Championship last year and is continuing on his winning ways. The bike has a hybrid café and flat tracker style. The all metal tail doubles as an oil tank with a dramatic trio of hard lines feeding the engine.

Winner – #1150- Jeremy Cupp, LC Fabrications, LC Speedster – Custom Sportster
Runner Up – #1250 Robert Kelly, Bert’s Cycle & Fabrication – 1968 Stroker Shovelhead

Green Earth Technologies provides a product sponsorship in the Freestyle class with their portable power sprayer and green bucket of polishing and cleaning materials.

Modified Harley presented by Harley-Davidson Class

Rats Hot Wheels is Ross Latimer’s personal 2002 Harley-Davidson Sportster that took 1st place in J&P Cycles Ultimate Builder MOD Harley class. It features a layer Custom Candy teal/ Hot Wheels paint scheme with a 1250cc Hammer Performance motor that makes 110+ HP. Ross did the fabrication, built his exhaust and painted the bike.

Winner – #1300 Ross Latimer, Rats Hot Wheels – 2002 Harley-Davidson Sportster
Runner Up – #850 Angelo Slano, Bulldog Army – 2005 Harley-Davidson Fat Boy

Harley-Davidson is the presenting class sponsor, along with Harley-Davidson, J&M Motorcycle Audio and K&N Filters, providing product sponsorship.

Ben Davis of Legion Cycle Works rolled in his sano1979 Honda CB750 and rolled out with a win. The sled features a handmade fairings, GSXR1000 front end conversion, mono shock conversion, CR29 carbs and one off top triple tree engraved with a scene drawn by a DC comics artist. Additional components include the LED bars for headlights, spoke rim conversion, digital speedo and hidden starter button.

Winner – #875 Ben Davis, Legion Cycle Works – 1979 Honda cb750
Runner Up – #1050 Hank Thibodeau, Widowmaker CDR – 83 Kawasaki GPZ750

Royal Enfield is the presenting class sponsor, along with K&N Filters providing a product sponsor in the class.

Modified Custom Class

Sean Skinner of Motorelic built the motorcycle from an enthusiasts’ poll at caferacerxxx.com instagram page. The bike started out as a 2014 Royal Enfield Continental GT.

Winner – #1375 Sasha Valentine, Motorelic- 2014 Royal Enfield Continental GT

• Best Paint was awarded to #1175 Kelvin Dudenhoeffer for Evil Crusader, a 2014 Harley-Davidson Street Glide. Paint by Sinthium Custom Motorcycle Paint.

• The People’s Choice recipient was #1250 Robert Kelly with his 1968 Stroker Shovelhead. He won a Custom 500 lid from Bell Helmets and $100 gift certificate from J&P Cycles.

• Hank Thibodeau of Widowmaker CDR took the Ingenuity Award for Mushu Suzie, a custom 1983 Kawasaki GPZ750. It features a 6″ under wide glide leaf spring front end, a one-off headlight, bars, dual ram air intake, rear mounted gas tank and a 13″ seat height.

• The Originality Award went to #1000 Casey Harrington for his Prince tribute called Purple Rain. The bike is a 1981 HondaCM400A.

• Ross Latimer won the K&N Award with his 2002 Harley-Davidson Softail.

• SHO DOG is awarded to the individual that works the show to promote their business and the custom bike industry. Roy Chamberlain of C&C Cycles won the The Leatherworks solo chopper bag for his efforts.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Contacts:

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

Crane Cams

Screamin’ Eagle

Mikuni Carbs

“David Vis”
Identity Unconfirmed, Whereabouts Unknown

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

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

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

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

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

Yuasa
http://www.yuasabatteries.com

Hurst

Vance and Hines

Along with growth came the desire to put on a happy, positive face. Most ABATE groups changed the original meaning of the acronym to something more positive. After all, A Brotherhood Against Totalitarian Enactments was not only hard to spell, many members didn’t even know what that meant. There was also a desire to put forth a positive image and provide “entertainment” for the members. This may have been an attempt to simulate what Harley-Davidson was doing with its H.O.G. program. So we got into the charity and party business during lulls in the legislative arena.

According to the Motorcycle Profiling Project, “disarming bikers, even those associated that have no criminal records of any kind, is a strategy to cripple the rights base of one of the most visible and active grassroots social and political movements in America.” Yet, Rolling Thunder Chapter 2 and all those bikers who agreed to attend the event, leaving any weapons behind, had no desire to miss the opportunity to pose for pictures and wave flags, oblivious to the fact that even a small or single acquiescence is another seed sown in the black ground of regulation, attempting to germinate even more gun control. Waving flags is not patriotism; refusing to attend an event trampling on a basic right is.

The biggest enemy of the Constitution is apathy!

As I see it, we have inherited the rights we hold so sacred, without having had to fight for them. Does that make it easier to overlook asserting our rights when there is the prospect of doing something pleasurable? I think Thomas Paine described this very eloquently in December 1776 when he wrote these words in The Crisis: “Tyranny, like hell, is not easily conquered; yet we have this consolation with us, that the harder the conflict, the more glorious the triumph. What we obtain too cheap, we esteem too lightly.”

Unless we stand together, speak out and refuse to submit to illegal transgressions of our rights, we will lose even more of them. In the above referenced instance, I cannot blame the Navy or Harbor Park for presumably issuing a request to leave weapons at home. The blame falls squarely on the shoulders of the Rolling Thunder chapter leadership and the riders who blindly followed a request to participate in the disintegration of personal rights while others around the country are fighting to end this sort of discrimination.

Nothing better than old friends to help the winter disappear. When January closes out and the weather forces everyone inside, bikers look for any excuse to get out and party. The Colorado Motorcycle Expo is a terrific excuse. Like clockwork the CME is held the last weekend of January at the National Western Stock-show Complex.

For two days the facility is filled with steel horses, leather and chrome. Touted as the largest indoor motorcycle swap meet in the nation, it met the challenge. With approximately 200,000 square foot of space and 800 vendor spaces, all of them full, with action and bling.

Everyone has a specific reason for peeling to a swap meet. Small/Independent shops attend to make some money, and hold themselves over till riding weather and business picks up. Big shops need to get their names out and generate active leads. It will be bike-buying season soon. Builders bring their latest bikes to show off and hope to earn some bragging rights by taking home a trophy.

Shade tree mechanics scour the aisles for that special brand new innovation, or inspirational antique they need to launch their project closer to completion. Riders go to see old friends and make new ones. MCs meet for their winter get together and to maybe find a new prospect or two. Me, well I go for all of the above and to capture the essence of the event and bring it to you. Whatever your reason, the CME is a great show.

This year I meet up with some great vendors and quizzed them about their experience. My old friend Johnnie from J10 Leathers couldn’t keep his display full. Every time I stopped by he had a handful of customers looking at his biker wallets and other fine leather work. He said it was a great show, and thanks to the great attendance he will be back. I couldn’t even get close enough to his table to grab a photo.

Arlin and Donna Fatland of 2-Wheelers kicked off their 45th anniversary at the show. Old friends of Bikernet we wished them the best and congratulated them on achieving such an amazing milestone. They were working the crowd and visiting with everyone who came by their booth. Arlin has rolled with the custom world through thick and thin. Donna and Arlin also have shops in Daytona during Bike Week and on Main in Sturgis during the rally. Their shops are full of quirkiest shit on the planet. You can’t miss them.

Diesel Life and Greasy Bikers were on hand selling their sweet t-shirts and accessories. Both gave the same reviews as J10. Diesel Life even made some contacts for getting her line into some local stores. When your a start up company every little bit helps.

Wicked Influence sold their excess parts and Frank had a constant massive smile on his face. When I asked how he was doing he said, “Bills are paid in full for the month!” You can’t beat that.

Almost anything you could want in the way of motorcycle parts or accessories could be found. This is what a swap meet should be like. Watching one vendor, I caught him opening new tour-pak boxes and displaying them on his table. In a few minutes they were sold and he unwrapped some more. Chatting with him later he said he had to send his wife home to load more tour-paks. He sold out. That’s the perfect problem to have.

As the day rolled on the crowds stayed strong. At one time I even had trouble walking through the isles. But at about 3:30 the crowds thinned out as everyone made a b-line for the stadium. Jack Portice was on the loud speaker calling all able body bikers to come and enjoy the wet t-shirt contest. After its hiatuses for a year, it was back by popular demand. This year the girls did not disappoint.

Wherever you may live I am sure sometime during the year you will face a local swap meet. It may not be as big as the CME, but it’s always good time. Grab some buddies and go. If you can make it to Colorado at the end of January come down to the stock-show complex and join in some of the fun.