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.

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.

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,

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

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,

Author’s Note: My editorial to the Fremont Paper aboutthis incident has been picked up nationally, and BOLT sent letters fromtheir lawyer to the Fremont mayor and city council. Hope it makes a difference:

With terrorists blowing up cities, and illegal immigrants flooding over our borders, I wondered why some cops do what they do.

My wife and I were out for a ride today, breaking in our new Road Glide before we leave for Sturgis in two weeks. We rolled down Interstate 680 to Niles Canyon road, since I haven’t been there in a while, and I wanted to take my wife to the Florence, an old school biker bar nestled at the end of a great canyon ride.

As we rolled into town, I noticed a motor cop sitting in a parking lot, and I checked my speed. Five miles an hour under the limit, so I figured I was good to go. Wrong. Next thing I knew, I got lit up like a Christmas tree. I figured, what the fuck, I hadn’t been drinking, still had stock pipes on the Glide, and no ape hangers yet either. The cop jumped off his bike and came over and yelled that he pulled us over for illegal helmets.

As a former ABATE local president, I kind of had an idea on what the routine was, but nothing prepared me for this asshole cop. First, he grabbed my helmet without getting consent to search, and informed me he was writing me a ticket for an illegal helmet. He said that I could either let him take pictures of my helmet, or he would confiscate them. Then, he told me that in order to proceed; I would have to walk 3 blocks down the street to a head shop/pornography store, where, most conveniently and suspiciously, there were DOT “legal” helmets available for sale for $40 bucks.

The officer then informed me if I drove off with my old helmet, he would arrest me, and my wife, and impound my two-week old bike. Throughout the entire affair, I told the officer that my helmet was not illegal and that I believed it was legal. The cop then made me park my bike and walk 3 long blocks in 90 degree heat, where my wife and I went inside the porno store to check out the helmets. The idiot behind the counter obviously enjoyed the fact that he was getting all this revenue on an otherwise slow day…

We went across the street and my wife had a beer and we thought about our next move.

There was a cool dude out front on a Panhead who obviously knew the routine in this town, and he loaned me his “DOT” approved helmet so that I could walk back down the street and retrieve my bike. When I got back to the bar, I asked my wife what we were going to do. She said, let’s make a break for it! (God I love my wife.) So, we put on our “illegal helmets”, dropped the bike into 1st gear, and peeled the fuck out of Dodge.

We jammed out of Fremont as fast as we could and had a great ride for the rest of the day. I know there are a lot of Bikernet readers in the Bay Area, CA, so I just wanted to warn everyone. Stay out of Niles; if I had a few drinks before we rolled into town, it woulda been hell. I’m going to fight this ticket, and I will keep everyone posted.

Ride Free!

I am originally from Franklin County, Kansas. In Ottawa, we had one of the largest Toy Runs in the Nation. We started out the year with a Christmas in July, which would bring in the largest part. There would be cars being auctioned off, tons of events, raffles, and the whole community would gather for this event, which was organized by Shep and Judy Collins and Gloria and Allan Crane. One year the total contributed Toys and Cash were $18,000.

They had a good system worked out with the E.K.A.N. to distribute the toys. We were 100% positive the toys were making it to the needy.

Five years ago, I relocated to Southeastern Kansas and for years sat through some sad Toy runs, with no flyers, one pot of chili and their Santa wearing a tattered old outfit for years. I bit my tongue as long as I could and started up the Christmas in June Toy run benefit here in Pittsburg.

I did not want to step on any toes by interfering or taking over what they had already arranged. Their toys were dropped off at the Salvation Army. The Captain here sometimes, never even met us there to receive the toys. If he did meet us there, he acted like it was a pain in the ass for him to have to come out. Now the previous Captain before our current one, was wonderful. Always a greeting with arms wide open.

No one thought much about what happens after the Toy run, but my suspicions were raised when a friend of mine’s daughter was refused assistance.

I called up the Captain of the Salvation Army and said there was a great potential of donations increasing drastically. I wanted to know what their guidelines for signing up were. Such as the dates, income levels, etc…, to receive toys during the holidays. In addition, if he could prove that the toys were being given to our local needy.

He told me that he wouldn’t furnish me with the guidelines and that the toys were resold through the Salvation Army and that some of them even went up to Kansas City and was sold there. I was so shocked. I always assumed once the toys were dropped off, I pictured a happy boy or girl opening my present.

I informed the Toy run and expected the reaction I had about the Toys, but was told to keep quiet and yes they were still going to keep taking them to the Salvation Army. Santa had a brother that was on the Board of Director’s for Salvation Army and didn’t want to upset him, I guess was the reasoning.

There are other options for donating. I called the Safehouse to see what they needed and also the Shriners. The Safehouse, which is a Battered Woman’s Shelter, showed me a whole closet full of toys and the Shriners said they didn’t know what or when they’d have a child. The best way to help the Safehouse was through Annual Swim Passes, especially helpful for the Teenagers, and the the Shriners were in need of funds for transportation of the children to doctors appointment and hospitals.

After a phone call to the City of Pittsburg, Parks and Recreation suggested I buy one Swim Pass for $50. 00 up to 25 people age group 13 and under, they match me $50.00 for the other age group, how could they say no.

Not all Salvations Army’s maybe like this one.

Yes, they are a very good worthwhile organization to give donations to. Their relief efforts for the Hurricane victims are very commendable. This is probably just a isolated situation, however, WHO KNOWS.

“ The proceeds from the sale of the toys do go back into the community that they were sold in, for it’s other needs,” Captain of the Pittsburg, Kansas Salvation Army replied.

Something to think about.

Julie Weems

The rarest of rare vintage motorcycles, these decades-old machines are challenging to start and difficult to ride. Yet they are becoming more expensive to purchase despite — and some say because of — the down economy.

For years, ultra-obscure bikes such as a 1936 Crocker Twin or a 1907 Curtiss V-8 were collected by a small handful of moneyed gearheads. They had such deep appreciation for the unique designs and temperaments of these machines that they'd willingly use their shins as heat guards, repurpose their feet as brake shoes and consider it a deal to pay tens of thousands of dollars to experience such evolutionary technology.

Now, they're paying six figures. And the price increases are happening even as the market for new motorcycles is tanking.

More collectors are getting into the market and driving up prices for rare motorcycles, many of which have doubled or tripled in value in as many years. They're fueled by a sputtering stock market that has investors putting their money into hard goods, a weak dollar that's drawing European buyers and vintage car collectors who see historic bikes as a significantly less expensive fulfillment of their multimillion-dollar desires for ancient pistons and camshafts.

“Good machines have been performing well over the last few years, and prices are still on the ascent,” said Mark Osborne, head of the motorcycle and motorcars division at Bonhams & Butterfields. The English auction house is offering about 70 vintage motorcycles at this weekend's Quail Motorcycle Gathering in Carmel, Calif. The event will offer an additional 115 bikes for show on the lawns of the Quail Lodge.

Osborne noted that the most expensive bike ever auctioned through Bonhams — a $383,400 supercharged Vincent Black Shadow — was sold in October, just as the worldwide economy was diving.

“We put it down to the fact that people like to buy something that they can touch, smell and enjoy,” he said. “They can get out and use these things. It's not like paper held in a bank that's sort of disappearing on a daily basis.”

This weekend's show is the two-wheeler version of a car show called The Quail, a Motorsports Gathering, which takes place in August. It's the first of two esteemed car-centric events that are branching into bikes for the first time in their long and rarefied histories. In August, the Pebble Beach Concours will also include motorcycles for the first time in the event's 59 years.

“I've been with the Concours almost 25 years, and I don't think there's been a year that's gone by that somebody hasn't requested a motorcycle class,” said Sandra Kasky Button, chairwoman of the Pebble Beach event. “We've always resisted the pressure and stayed focused on cars. It really is time.”

The market for new motorcycles is down 30% so far this year, according to the Motorcycle Industry Council. And sales of high-production vintage bikes such as Harley-Davidson Panheads from the '50s, '60s-era Triumph Bonnevilles and '70s Honda CB750s have softened along with the economy.

But the market for motorcycle manufacturers of the long-ago, lesser-known and mostly defunct variety has seen dramatic increases. Prices for Crocker, a Los Angeles-based marque from the '30s that's known to have produced a mere 39 bikes, have quadrupled in the last five years. Others that are bringing top dollar include the British manufacturer Vincent, original-condition bikes from pre-World War II American manufacturers and anything with a racing pedigree.

The 1957 Manx Norton ridden to victory by Brit Derek Minter is expected to fetch as much as $100,000 this weekend. The Vincent “Gunga Din” crashed in defeat by racer George Brown in 1948 could bring more than $200,000 at Pebble Beach.

“The factory race bikes, these seem to be the bikes that get people's attention and seem to draw the most amount of money right now,” said Jeff Ray, executive director of the Barber Vintage Motorsports Museum in Birmingham, Ala.

The museum, which owns 1,100 motorcycles, is on the hunt for more but is waiting for the market to settle.

“There's a saying in collecting motorcycles: 'You never pay too much, you just buy too soon.' If a 1915 Harley-Davidson twin was offered 10 years ago at $150,000, people would have thrown rocks at the guy and told him he'd lost his mind. Well, one just sold for $165,000 in January,” Ray said. “We're putting our hands in our pockets and standing on the sidelines and watching.”

Don Whalen, a collector in Monrovia, is taking a similar stance.

“My partner and I used to buy 10 to 12 bikes a year,” said Whalen, 63, who for the last 40 years has been collecting primarily pre-1920 motorcycles from the dozens of American manufacturers that existed at that time. “Now we buy two or three or one, if it's an important one.”

Of the 160 bikes in Whalen's collection, about 30 came from Otis Chandler, the former Los Angeles Times publisher who was an avid motorcyclist and collector of exceedingly rare, high-end motorcycles. After his death in 2006, the auction of his dozens-strong collection provided momentum to a market that was already gaining speed.

The current craze has its seeds in the Guggenheim's Art of the Motorcycle show that toured the world in the late '90s. Showcasing hundreds of bikes from motorcycling's history, the exhibit broadened the public's view of a sport that, at the time, was dominated by Harley-Davidson cruisers and Japanese sport bikes.

The Art of the Motorcycle was also the inspiration for Legend of the Motorcycle, an annual showcase and auction of premium vintage bikes that started in 2006. The event further raised the profile of exotic, two-wheeled machines that founder Jared Zaugg said have been “giving men instant sex appeal since 1869.”