Purchase, Pegs and Paint By Bandit with photos from the Redhead It all started in the center of an odd South Dakota winter, 2022 and a hunt for a running Knucklehead engine. I found myself talking to several knowledgeable brothers in the industry and the price for Knucklehead engines climbed spectacularly. Hell, shit, piss, way beyond spectacular. Steve Massicot at Paughco mentioned an old employee who needed funds and had a UL for sale. A complete bobber, although the running aspect was in question.

I remembered George Christie’s classic flathead with fatbobs. We rode to the Yuma River run in the early ‘70s. As you know, I’m nuts and believe I can fix anything. Most bikers can, so I cut a deal, but UL Steve wanted cash….

READ This Tech & Rebuild Adventure – Step by Step – with Photos on Bikernet.com – Click Here as the Newest Feature Article on Custom Build Series comes Alive!!!

CHECK OUT over 22 Motorcycle Building Projects in this Series at Bikernet.com BIKE BUILDS Section https://www.bikernet.com/pages/bike_builds.aspx

KYLE WYMAN CHARGES TO ROAD ATLANTA KING OF THE BAGGERS VICTORY ON FACTORY HARLEY-DAVIDSON ROAD GLIDE MOTORCYCLE
Jesse Janisch Dominates Production Twins on Harley-Davidson XG750R at Odessa Half-Mile

MILWAUKEE, WI (April 24, 2022) – Harley-Davidson® Screamin’ Eagle® factory rider Kyle Wyman scored a hard-fought win in the MotoAmerica Mission King of the Baggers race at Road Atlanta in Braselton, Ga. on Sunday. The defending series champion passed for the lead on lap three and pulled away for the win aboard a race-prepared Harley-Davidson® Road Glide® motorcycle. James Rispoli finished second on the Vance & Hines Racing Harley-Davidson Road Glide motorcycle.

“This win definitely feels good,” said Wyman following the race. “I’m so happy to do it for everyone on the Harley-Davidson Screamin’ Eagle team. They deserve it so much. They have been working day and night since Daytona to get us here and made some significant improvements to the bike that allowed me to be much more aggressive on the track today. Winning today and having James finish second has really helped us in the points chase.”

Wyman topped the field in King of the Baggers qualifying on Saturday, posting a best lap of 1:31.87, lowering the class lap record on the 2.55-mile Road Atlanta road course by 4.5 seconds. Later on Saturday, Wyman crashed during the King of the Baggers Challenge sprint race to determine pole position for the eight-lap feature, and was set to start in sixth position on the second row for Sunday’s main event.

On Sunday Wyman jumped out to third place on the opening lap and trailed pole sitter Bobby Fong and Rispoli. Fong crashed his Indian motorcycle on lap two and was out of the race. Wyman passed Rispoli for the lead on lap three and then gradually pulled away, opening a gap of 0.66 seconds by lap five and 1.24 seconds by lap seven.

Wyman crossed the finish line 1.86 seconds ahead of Rispoli, averaging more than 100 mph per lap. Tyler O’Hara was third on an Indian, 3.49 seconds behind Wyman. Harley-Davidson® Screamin’ Eagle® factory team rider Travis Wyman finished in sixth place.

The Mission King of the Baggers series features race-prepared American V-Twin touring motorcycles. Harley-Davidson® Factory Team Road Glide® motorcycles are powered by race modified Screamin’ Eagle® Twin-Cooled Milwaukee-Eight® 131 Performance Crate Engines.

After three of seven rounds on the 2022 Mission King of the Baggers series, Kyle Wyman moves from sixth to third place in the series standings, tied with his brother Travis Wyman at 41 points, 20 points out of first place. The Harley-Davidson® Screamin’ Eagle® factory team returns to the track June 3-5 at the MotoAmerica Superbikes Weekend at Road America raceway in Elkhart Lake, Wis.

JANISCH STORMS TO PRODUCTION TWINS WIN ON ODESSA HALF-MILE

Vance & Hines Racing team rider Jesse Janisch rode a Harley-Davidson XG750R motorcycle to a dominating win in the Mission Production Twins main at the inaugural Progressive American Flat Track series I-70 Half-Mile on April 23 in Odessa, Missouri. Janisch started on the front row after qualifying second for the event. The semi-final rounds were cancelled due to approaching weather.

Janisch stormed into the lead at the start of the main and was never challenged, building a gap of 9.43 seconds by the end of the 22-lap race. For the 35-year-old racer from Beaver Dam, Wis., the win was sweet redemption for a disappointing 14th-place finish at the Texas Half-Mile on March 19.

After three of 17 events on the 2022 Progressive American Flat Track series Production Twins schedule Janisch is in third place with 47 points, 13 points out of first place.

The Progressive American Flat Track series is back in action for a double-header race weekend May 28-29 on the Red Mile in Lexington, Ky.

About Harley-Davidson: Harley-Davidson, Inc. is the parent company of Harley-Davidson Motor Company and Harley-Davidson Financial Services. Since 1903, Harley-Davidson has defined motorcycle culture with an expanding range of leading-edge, distinctive and customizable motorcycles in addition to riding experiences and exceptional motorcycle accessories, riding gear and apparel.
Learn more at www.harley-davidson.com

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FIRST OFFICIAL BTR FLAT TRACK FULL-GRID, JOHNNY LEWIS DEBUTS NEW CHASSIS AT I-70 HALF-MILE

Jaycee Jones fires first shot of 2022 BUILD. TRAIN. RACE. Flat Track, Moto Anatomy X takes next step in Royal Enfield Twins FT evolution

Milwaukee, WI (Monday, April 25, 2022) – The Royal Enfield Build. Train. Race. Flat Track program held its first full-grid race of the 2022 season at I-70 Motorsports Park in Odessa, Missouri, where seven returning riders and eight new faces took to the track. The larger field of racers combined with a new American Flat Track venue and some wild weather conditions created a whole new race dynamic, but in the end, there was a familiar face atop the podium—Jaycee Jones topped the first 2022 BTR Flat Track race featuring the full roster, storming to victory ahead of newcomer Zaria Martens and BTR veteran Jillian Deschenes.

The women of BTR Flat Track were looking forward to a test day I-70 Motorsports Park as a final test-and-tune session ahead of the season. But due to strong winds and track equipment issues, the program was abbreviated, only leaving the women with two test sessions. From there it was trial by fire as the BTR Flat Track field took to the grid for the first official round of the season (following the “BTR Select” exhibition at the Volusia Half Mile).

Jaycee Jones led the way from start to finish, never relinquishing control of the eight-lap race. Behind her, the battle to watch was between Zaria Martens and Jillian Deschenes. The two dueled throughout the race, much to the Missouri crowd’s delight, with 18-year-old Martens besting veteran BTR racer Deschenes at the checkered flag.

“It was flawless racing by all 15 BTR Flat Track women, and a great start to the season,” said Breeann Poland, Marketing and Communications Lead – Royal Enfield Americas. “Despite limited track time and the ladies not being able to get ample time on their bikes, they supported each other, offered each other advice and feedback, and went out there and put on a great race. Having 15 women from various backgrounds and personalities all under one canopy, working together with a shared competitive spirit is what we’ve always strived for.”

Through the combination of seasoned veterans and newcomers, and an overall faster field of riders, the night proved to be particularly challenging for Gabrielle Hughes, who was faced with the challenge of improving her lap times in order to line up for the main event. Through teamwork and perseverance, Hughes summoned the fortitude to slash several seconds off her lap times to card her best-ever performance.

“It was a rollercoaster of emotions for me,” Hughes said. “Our seven-session practice the day before the race but cut short after only two. The racetrack was a completely different beast the next day and the rough track terrified me. But Jillian and Zaria helped me get my head straight, and Bree lit a fire under my butt. My awesome team wouldn’t leave me behind and I went out and beat two girls. I am hungry to keep pushing forward, and each race I am going to come back stronger this season.”

JOHNNY LEWIS DEBUTS ALL-NEW CHASSIS

The I-70 Half-Mile also marked a first for Johnny Lewis and the Moto Anatomy X Powered by Royal Enfield Team, as they debuted an all-new Harris Performance-designed chassis in the Twins FT motorcycle. Lewis is taking on the full 2022 season in the Production Twins class of American Flat Track, where he and the team continue to make progress on the Twins FT.

“This all-new chassis is a clean-slate design, and is the culmination of two years of race testing and feedback from Johnny Lewis,” said Breeann Poland. “Together with the world championship-winning expertise of Harris Performance, this new chassis is much improved, and ready to take on a full season in American Flat Track racing.”

The I-70 Half-Mile turned into the proving grounds for the new chassis, and although the test sessions that were originally slated to take place at the Odessa, Missouri venue were abbreviated due to weather and complications with track equipment, Lewis and the Moto Anatomy X Team were able to put the new chassis to the test.

“We were able to extensively test the new chassis for the first time at I-70,” Lewis said. “Although we had very limited track time due to weather, we did what we could in that time. We were able to find some areas to improve on between now and our next race, the Red Mile, which happens to be the first Mile for Royal Enfield in AFT. We’re feeling pretty excited and confident heading into uncharted territory in Lexington, Kentucky.”

Lewis put in solid laps during the Production Twins main event, where he finished sixth in order to maintain a solid top-five position in the championship. Johnny and the team look forward to taking an important step at the following round—the first Mile race of the season—the Red Mile Doubleheader in Lexington, Kentucky taking place May 28-29.

Royal Enfield BUILD. TRAIN. RACE. Flat Track
I-70 Half-Mile Results

1. Jaycee Jones
2. Zaria Martens
3. Jillian Deschenes
4. Lanakila MacNaughton
5. Stephanie Pietz
6. Makenna Hiatt
7. Malary Lee
8. Alex Bumpus McDonald
9. Erin Ferris
10. Anna Serena
11. Kaiela Hobart
12. Nean Kiskela
13. Gabrielle Hughes
14. Moriah Hummer
15. Mia Reese

Visit https://www.americanflattrack.com/results/default for detailed results.

About Royal Enfield: The oldest motorcycle company in continuous production in the world, Royal Enfield made its first motorcycle in 1901. Royal Enfield North America (RENA) is headquartered in Milwaukee, Wisconsin, and is developing a growing network of more than 150 dealers in North America, including the contiguous U.S., Canada and Puerto Rico. RENA currently offers the all-new Classic 350, Meteor 350, Himalayan and the 650 Twins (INT 650 and Continental GT 650) motorcycles, along with a range of Genuine Motorcycle Accessories and apparel.
For more information on Royal Enfield North America, visit www.RoyalEnfield.com/us/en/, www.Instagram.com/RoyalEnfield_NA, www.Facebook.com/RoyalEnfieldNorthAmerica.

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It all started in the center of an odd South Dakota winter, 2022 and a hunt for a running Knucklehead engine. I found myself talking to several knowledgeable brothers in the industry and the price for Knucklehead engines climbed spectacularly. Hell, shit, piss, way beyond spectacular.

While, discussing some vintage parts with Steve Massicot at Paughco, he mentioned an old employee who needed funds and had a UL for sale. A complete bobber, although the running aspect was in question. I remembered George Christie’s classic flathead with fatbobs. We rode to the Yuma River run in the early ‘70s.

Then Steve sent me some shots of another Steve’s 1948 UL, which I later discovered is most likely a 74 cubic inch flathead. In 1948 all of the U models were 74s. The UL was the high-compression solo-twin, the U being medium compression and the US the medium compression side-car model. Many came with aluminum heads, and they were available as an add-on. There were only 970 ULs built in 1948, the last year of the big flatheads. As a comparison, over 4,000 EL Panheads were built in 1948 and almost 8,000 FLs. About the same for Knuckleheads the previous year.

The shots revealed a lot, like no front brake, however the driveline was complete, the bike was a classic from the rebuilt stock springer and custom made extra-wide highbars. I was intrigued by the classic style, and the previous owner, builder, Steve Hannah was 6’4”. It seemed to fit him is a classic David Mann sorta way. I don’t own a flathead, which also intrigued me.

Steve still restores bikes for Ron Paugh’s masterful collection. He cleaned up the stock Knucklehead frame, rebuilt the star-hubs and transmission. According to Steve Massicot, the owner didn’t like the sound of the engine and found the valves out of adjustment. He dialed it in and rode it from Carson City to Virginia City, but was still concerned and never rode it again.

As you know, I’m nuts and believe I can fix anything. Most bikers can, so I cut a deal, but UL Steve wanted cash. I robbed a bank, and the redhead and I watched the weather closely, made rough arrangements, because you never know. There seemed to be a slight opening in the waves of snow and bitter cold making a habit of rolling over Wyoming while heading north. We took a gamble and decided to peel out at 4:00 a.m. to dodge a snowy front heading into South Dakota in January.

The cracked compass said due west for 1200 miles or 18 hours. Leaving early, when it’s 20 degrees may mean it was clear, but the roads were slick and icy. We blazed out of the black hills trying to study iffy road conditions under the lingering darkness and then over the vast and unrelenting Continental Divide three times.

We have designed a short cut through Wyoming. It cuts from the northeastern corner southwest through Muddy Gap to Interstate 80 in Rawlins where it became a meandering straight shot out of Wyoming into Utah and from there into Nevada where we stopped for the night in Wendover right on the border. That night was a story into itself between sloppy casinos, bad casino restaurant help, one Wendover restaurant, a Mexican take-out joint and a Best Western Motel.

The next morning, we faced a nearly straight shot for 6 hours or 424 miles into Carson City and the Supreme Paughco Headquarters. I’ve known Ron Paugh for over 50 years. He’s one of the supreme backbones of our industry, supportive and inspirational. Last year he was inducted into the Sturgis Motorcycle Hall of Fame. He’s run Paughco through all the good times and the bad and always had the precision vintage parts we needed.

Ron was bending pipes in the shop where he lives now, which is massive, but he took a break and gave us a tour. His line of parts never stops growing.

We arrived right on the dot of 2:00 o’clock in the afternoon the estimated ETA and followed Steve Massicot over to Steve Hannah’s house a couple of miles away.

Hannah is a biker to the bone. He was suspicious, had to have cash and still had the long hair and oily Levi’s he’s been wearing for 40 years. His house was more of a garage as we moved through tarps leading into the back of his home and one room full of motorcycles after another. The UL sat in the center of one dusty room with a partially finished ceiling. It was a jewel in the middle of a myriad of semi-finished projects.

We rolled it out into the hazy afternoon sun for inspection. UL Steve was sure the left case was cracked and would lead to doom. He was also confident the bike would run with a new battery and some high-test fuel. I liked the classic cut of his jib and could tell the old flathead had been built with care, but the flat black Sportster gas tank needed to be painted. I saw a couple of minor elements I would correct, but I slipped him the briefcase and we loaded the ’48 in the back of the van for the trip home.

Like most of us, the first thing we dive into is a list of improvements. I extended the rear tank mounting tabs on the Sportster tank and brazed the cracks. I worked with Jason Mook of Deadwood Custom Cycles to chase and clean the petcock threads and find a painter.

He works with a couple of guys, and one is Greg Robley in Boulder Canyon, not far away. You would think flat colors would be a breeze compared to high gloss, but that’s not the case. Greg is a painter as a hobby. He works construction at the Homestake Mine. “I’ve never been down into the caverns,” Greg said. That’s where the scientists are endeavoring to study neutrinos another break-through element in matter.

As it turns out Greg wanted me to go with gloss black, because adding the matt and lining it up with the gloss scallops was a delicate chore. He found an imperfection in the first round and was forced to paint it twice.

I’ve added a quart of Mobil One motorcycle 20-50 oil and started to kick it. I ordered a Knucklehead manual that includes the big side-valve models up to 1947 because Knucklehead were replaced by the famous Panhead line in 1948.

I started to read about adjusting the valves, which is straight-forward. I read about the timing and oil pump adjustments. Why is it that the manual says see (8) on image 68, but it doesn’t exist?

I’ll probably call Lee Clemens, who is sorta retired from Departure Bike Works and pick his brain about tuning the flathead.

I immediately wanted to replace the classic upsweeps with a two-into-one exhaust system, and I scored some parts from Paughco. I know it would make the bike run better and give it some back pressure. But the more I look at the bike, the more the upsweeps are classic and cool. I’m still grappling with that mod.

There’s a current issue hanging around my neck like a sailor’s albatross. My shop is not complete in Boulder Canyon. The UL is stuffed in a small garage in Deadwood with access to limited tools and equipment. Hell, I don’t have a milkcrate to hoist the bike onto.

I try to tell myself, “Patience my son…” The shop could be finished in three weeks.

But I don’t ever give up or give in. I continued to fill in the blanks. I went on the search for a battery. Check my battery article with Lowbrow.

https://www.bikernet.com/pages/story_detail.aspx?id=15044

It took a while, but I discovered the Mighty Max 12-volt, 100 cranking amps battery for about $25 bucks. Amazing. Let’s see how it hangs. I took out Steve’s fake case and padded the Mighty Max into place and was able to finish it off. For some odd reason Steve wired the bike so the lights work even if the ignition is off. Not a great notion. Too easy to leave the lights on and drain the battery.

I may correct that, but I also wanted to match the foot pegs with a set of stock rubber pegs. I started asking guys I know about used H-D pegs. For years, with all the custom shit, the first thing guys removed from stock bikes was their stock rubber pegs and replaced them with chrome-billet shit. Then they encountered extreme vibration and looked for cool custom shit with chrome and rubber cushions. Some of the cool custom rubber shit didn’t last.

Anyway, the old, tough stock shit piled up in builders’ garages, tossed in the corner. Ebay seemed to be the source for stock shit, and I purchase two sets of pegs and one set of peg extensions. Let’s see what arrives and when.

In the next episode, I will bring you a report on the starting procedures and what we found. I might also show you what I have in mind for exhaust mods. Hang on.

–Bandit

This is Photojournalist Kiran Ridley’s secondhand, 200 cc, Chinese-built motorcycle he relies on to get around in Ukraine. Second-language issues could be blamed for the Xplode name written on the side panel — something you don’t want your motorcycle to do, especially in a war zone.

From the Common Thread Team
by Neale Bayly of RevZilla

Editor’s Note: I discovered this story on Common Thread the ZevZilla web site. I hope they don’t mind Bikernet sharing this with our readers. You should go to their site to see Ridley’s moving photos.–Bandit

Simple things at first about his motorcycle: a badly wobbling rear wheel and a high idle speed, along with the machine’s refusal to run without the choke engaged. As a motorcycle journalist, I am surprised the motorcycle is not known to me. It’s an odd 200 cc single-cylinder, four-stroke machine that “rides like shit — you are fighting it all the time,” he tells me.

The circumstances of how he acquired the machine are fascinating, as he tells me about a chance meeting with a heavily tattooed pizza delivery rider that led to a conversation and an opportunity to purchase the delivery rider’s second motorcycle. It took just a few calls, a meeting, and with an exchange of cash the deal was done. Ridley was mobile.

Click Here to Read this Article at Bikernet.com

PLEASE VISIT Revzilla Website at: https://www.revzilla.com/

by Kyle Smith from https://www.hagerty.com/

Picture this: You’re hanging around the Rock Store at the top of Mulholland Highway with your rental Camry the day before you fly home. The leather-clad crowd around praises the virtues of the GSXR600 chassis and the electronics package on the R1 for what seems like hours before a voice from the ether comes down and declares that, in fact, all of that sucks. Instead the holy follow the real truth of Slow Bike Fast.

This truly enlightened rider who belongs to that voice is astride a miniscule machine that looks like a sportbike that stayed in the dryer just a bit too long and has an exhaust note like a mix of an old enduro machine and the Singer your mom used to repair your jeans way back when. Is this person insane or a prophet? There’s only one way to say for sure. I took the Honda CBR300R out for a week of playing in the canyons alongside some high-horsepower (and highly capable) machines to see if it truly held up.

This 250cc-400cc market segment is now a packed class, with the KTM RC390, Yamaha R3, Kawasaki Ninja 400, and Suzuki GSX250R all competing for both attention from new riders and track rats alike. That is two very different subsets of buyers but it all boils down to similar wants and desires: Reliability, approachability, and fun factor.

Honda comes right out and calls the 300 a commuter machine in some of its press materials. It is an evolution of the CBR250R which lived from 2011 to 2015, after which the engine was upsized to the current 286cc. The non-ABS equipped model comes in at $4,899 plus $600 in destination and freight charges. Add in the well-tuned ABS, as seen on our test bike, and the price rises to just $5,099. Either trim can be had in grand prix red or matte gray metallic.

The engine is not the main reason I would recommend this bike though. It’s the chassis that gives the baby CBR the most fun character. A scant 30” seat height is the first thing that stood out when I threw my leg over the bike for the first time. My 32” inseam means that I am rarely bothered by seat heights, but the CBR’s lower seat combined with the narrowness of the chassis to feel playful to me. Riding through twists and turns was an absolute delight.

Straight line speed was not astonishing, but the Honda still moved quickly enough to be safe and fun. Unfortunately, those canyon roads were a place the CBR’s suspension really showed its pricepoint and intended use case. The fork is sprung on the soft side and the rear begs for more rebound damping.

The dash consists of a simple analog sweep tachometer and LCD display for speed, distance, and other necessary measurements. Simple and functional. A cable-pull clutch and hydraulic front brake round out the rider touchpoints.

The ready-to-ride weight comes in at just 354 pounds and it very much feels like it. The single front brake measures just 296mm diameter, with 220mm rear disc and the combination has no problem slowing the CBR. The ABS threshold is fairly high, as we had to work to get it to intervene but it cycled quickly and consistently once engaged.

(Editor’s note: I think the 320cc Yamaha R3, which I’ve ridden quite a bit, feels even lighter on its feet — Jack Baruth)

The CBR is a delight to ride just about everywhere. The only place it fell short was highway riding. Honda claims a top speed just shy of 100mph, but 70mph felt busy on the little machine and the tach needle fluttered in the top third of its range. Will it do it? Yes. If that is your main use though, the larger CBR500R is likely a better fit.

Once off the superslab we had no trouble racking up miles on the comfortable seat. The bike just was not tiring to ride like most small-displacement bikes tend to be.

The low seat height and light weight combine with smooth controls to make a very beginner-friendly package.

It’s also one that veteran riders will find playful to ride–this is the core of “Slow Bike Fast.”

The little CBR is not the perfect motorcycle, but it is a great second (or third) bike; delightful to ride, and once you have one you will likely find yourself reaching for its keys more than you would think.

Following long-fought debate, the Biden Administration announced that the U.S. Environmental Protection Agency (EPA) will issue a temporary waiver to allow for the summertime sale of gasoline with up to 15% ethanol (E15) to help address high fuel costs. Currently, E15 cannot be sold between June 1 and September 15 due to fuel-volatility concerns that higher blends of ethanol combined with warmer temperatures may lead to increased ground-level ozone formation and smog. The agency will review the waiver every 20 days to determine if remaining in place is justified.

Summertime sales of E15 has been a hot-button issue for years. The Biden Administration says this latest decision is based on its authority to pursue a temporary emergency action.

Ethanol, especially in higher concentrations such as E15, can cause metal corrosion and dissolve certain plastics and rubbers in older automobiles that were not constructed with ethanol-resistant materials and in certain specialty high-performance equipment installed on newer vehicles. SEMA opposes the expansion of E15 gasoline as a lack of clear labeling on gas pumps does not provide sufficient protection to guard against misfuelling.

Join SEMA – visit Website at: https://www.semasan.com/

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Another Victory in Kansas as Governor Signs into Law Bill to Ease Titling Procedures for Antique Vehicles—Congratulations!

Another win in Kansas! Governor Laura Kelly signed into law SAN-supported legislation (H.B. 2595) to allow vehicles registered as “Antique” which are 60 years old or older the ability to forego a VIN inspection when applying for a title. The new law expands vehicles eligible for certain titling procedures by allowing Antique vehicles that are at least 60 years old needing only a bill of sale as proof of ownership and an application when applying for a title.

Prior to the new law, only antique vehicles with a model year of 1950 or earlier could forego the VIN inspection when applying for a title. Additionally, the new law recognizes that the collection and restoration of historic and classic cars is an important part of preserving the technological achievements and cultural heritage of the United States. It will go into effect upon publication in the Kansas Register statute book.

Congratulations and thank you to those who supported this effort!

Join SEMA – visit Website at: https://www.semasan.com/

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When the phone rang a couple of weeks ago, the voice on the end of the line sounded tired. Alone. A friend in need of a chat, someone in need of a familiar voice and a chance to maybe release some of the emotions from the pressure cooker inside his mind.

Simple things at first about his motorcycle: a badly wobbling rear wheel and a high idle speed, along with the machine’s refusal to run without the choke engaged. As a motorcycle journalist, I am surprised the motorcycle is not known to me. It’s an odd 200 cc single-cylinder, four-stroke machine that “rides like shit — you are fighting it all the time,” he tells me.

The circumstances of how he acquired the machine are fascinating, as he tells me about a chance meeting with a heavily tattooed pizza delivery rider that led to a conversation and an opportunity to purchase the delivery rider’s second motorcycle. It took just a few calls, a meeting, and with an exchange of cash the deal was done. Ridley was mobile.

It’s still cold in Eastern Europe at this time of the year, temperatures still fall below freezing, and without proper riding gear the cold is greatly exaggerated, so I am concerned for his safety and welfare — and not just from the weather. We talk like this for a while more about the motorcycle and I suggest some mechanical things to check to try and improve the ride before I ask, “Are you safe?”

“I’m OK, mate,” he tells me. “I have an escape route.”

A long pause followed, signaling the start of one of the more difficult conversations I’ve had in a long while.

Duty, guilt, risk, and getting the job done with the help of a motorcycle
Working in western Ukraine, award-winning photojournalist Kiran Ridley is under immense pressure. A veteran of the pro-democracy riots in Hong Kong, with an extensive background in producing stories about a range of subjects from human rights to drug smuggling and migration issues, the mild-mannered Brit has been documenting world affairs since 1998.

Currently photographing the refugee crisis in Ukraine from the saddle of a motorcycle, Ridley gives me a chilling insight into the daily lives of both fleeing refugees and the residents of Lviv, as they prepare to face the attack they feel will inevitably come from the advancing Russian military. Younger children make camouflage nets and older people prepare defenses. He sounds emotionally torn as he talks about the will and resolve of the Ukrainian people to fight for their homes, balanced against the reality. The knowledge that once the Russians begin to pound their city with long-range artillery, destroying their infrastructure and killing their women and children, it will only be a matter of time before their amazing resolve gives out.

I learn that the greatest danger for Ridley is the checkpoints. Paranoia sweeps all rational thought aside and his press passes, cameras and images of refugees often add up to the word “spy” from nervous guards with itchy trigger fingers. Thankfully, so far, Ridley has diffused these extremely tense situations, but it’s an added pressure to also be at risk from the people he is trying to help with his images.

This danger is curiously balanced by the incredible freedom the motorcycle affords, and the way it disarms the local citizens when he arrives in their villages. It has certainly allowed him in to capture many of the more intimate images he has shared with the world, images perhaps he would never have obtained without his motorcycle. It’s also been invaluable navigating the long lines of refugees at the border checkpoints, sometimes up to 30 kilometers in length.

Ridley and I have shared intimate details of our lives over conversation at the Xposure International Photography Festival in Sharjah, United Arab Emirates, the last two years, in the way travelers often do. So as humbled as I am to hear about the situation in Ukraine from my friend firsthand, it leaves me with a sense of hopelessness and powerlessness. Sitting here in my comfortable life it seems there is so little I can do. It also leaves me with the realization that without Ridley and all the other journalists working in and around Ukraine, this war is not happening. The only way we learn about the situation is from the work of these brave souls on the ground, and if they were not in Ukraine, Putin would have carried out his invasion without the world watching and we wouldn’t be able to sit here comfortably voicing our opinion about the subject.

The conversation to this point has been a couple of body blows and an uppercut, but the next part of our talk was the roundhouse that took me to my knees. Another journalist has just been targeted and killed. At Ridley’s home in Paris, his wife is caring for their three-month-old twin daughters, terrified for his safety. He’s torn between a need to tell the world the horrors Putin is inflicting on the people of Ukraine and the need to be home safe with his family. All I can do is listen, provide a friendly voice in the darkness, and let him talk of the guilt he feels, of how he can leave Ukraine any time when so many can’t. Over the phone line I can feel his pain.

The line goes dead, leaving me to wonder when — or if — we will talk again.

Days pass and there’s still no word from him, only my ongoing worry that he’s OK.

SUPPORT GOOD TIMES TO CREATE GOOD TIMES

You’ll read that England has made it easier for Harley-Davidson to sell motorcycles. The next report discusses banning (ICE) internal combustion engines in England.

Is the world nuts or what.

What’s Next : I’m about to complete the first 1948 UL story. I’m getting close to firing it up.

We are working with Markus Cuff, a masterful photographer for all the greats – we are currently writing a story about Waverly and Jefferson motorcycles.

Hang on for what’s going to happen next—almost anything…

In the meantime, ride fast and free forever.
–Bandit

The Bikernet Weekly News is sponsored in part by companies who also dig Freedom including: Cycle Source Magazine, the MRF, Las Vegas Bikefest, Iron Trader News, ChopperTown, BorntoRide.com and the Sturgis Motorcycle Museum.

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