Hey,

Tucker Carlson is threatening to go to Canada to question the Canadian totalitarian regime. Actually, he did and you can watch his speech. We are living in such strange times. What’s so strange about each incident is the truth. Does any politician believe the truth won’t surface? Maybe they can ignore it today, but tomorrow it won’t shine? I don’t think so. Of course, that’s why they try to control the media. Hang on!

Let’s hit the news.



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








It gets worse. They can’t install them on street motorcycles. If you buy a cam from your local shop you will need to remove your license plate or hide your street bike when you buy it. It’s nut, but that’s not all. The dealer is forced to have you, the rider/builder also sign a waiver that this product won’t be used on the street.

It makes all of us criminals for nothing and why? Is it doomsday, no. Drag Specialties is covering their collective asses, so the EPA won’t come after them, so the dealers must sign. Then the dealer makes you sign so the agency won’t come after them. So, who’s on the hook. You!

We need to build the IMA right now and attempt to fight back.

–Bandit







Black Hills social media will be at the museum Tuesday at 10am to take video and photos for the upcoming press release.

Press release plan, created in collaboration with Steve Piehl. The initial release is scheduled for February 12th, avoiding the week of February 5th due to AIMExpo 2024 in Las Vegas. It will cover updates about myself, new board members, and current members.

A second release on February 19th will focus on Hall of Fame (HOF) inductees.

We plan to share news with Steve’s connections in powersports, integrated media, and local media including TV.

–Heidi Haro
Executive Director
Sturgis Motorcycle Museum & Hall of Fame





‘BIKERS AGAINST PREDATORS’ Hunts Down Pedophiles in the Heartland, Leading to Multiple Arrests

In a series of events that has garnered attention from multiple communities in the Heartland, an organization of do-gooders has demonstrated an out-of-the-box approach to stopping pedophiles. The group, which is called “Bikers Against Predators,” has been conducting operations to catch sex offenders.

The organization, which is comprised of motorcyclists, employs various methods to hunt these individuals down and aid law enforcement in apprehending them. Recently, the group proved instrumental in catching three different suspects.

There are open investigations in three Heartland communities after an organization held operations to catch sex offenders in each town.

The group “Bikers Against Predators” posted videos they say show Bootheel men who thought they were meeting with minors for sex.

These videos reportedly show men from the Bootheel region attempting to meet up with who they believed were underaged girls–but were really decoys set up by the organization.

“We are more than willing to work with any organization that’s out here trying to protect the citizens of the United States,” said Caruthersville Chief of Police Terry Privett.

Chief Privett said his department responded to a call from Bikers Against Predators this past weekend.

“Officers responded to that location, made contact with members of Bikers Against Predators and basically that organization turned over evidence to the officers that allowed them to initiate a criminal investigation against the suspect,” he said.

Now, the suspect has been charged.

According to online court records, Stephen M. Eubanks of Kennett, Missouri faces one felony count of enticement or attempted enticement of a child (actor 21 years of age or older and child less than 15 years of age) and one misdemeanor of furnishing pornographic material or attempt to furnish to a minor. His bond was set at $25,000 cash only.

In another case, the organization helped to catch a suspect in the same manner.

A second investigation happened over the weekend. 50-year-old Joseph James Craig of Dexter, Mo. is now in custody.

Bikers Against Predators called the Bernie Police Department to report property damage after Craig ran into some guide wire with his truck as he abruptly left after the group confronted him on the property of a local school.

According to the Stoddard County Sheriff’s Office, Craig is now facing charges for leaving the scene of an accident, first-degree property damage and driving while revoked/suspended. His bond was set a $10,000 cash only.

On Tuesday, another suspect was apprehended after local police received information from the organization.

McKenzie Q. Surritte, age 29, has been charged with felony enticement or attempted enticement of a child and is being held on a $25,000 cash or surety bond.

According to the probable cause statement, people working for Bikers Against Predators had contacted West Plains Police about a potential sexual predator. Bikers Against Predators is a group that locates potential sexual predators using fake accounts, typically pretending to be a minor. The group member showed police messages between the fake account and Surritte where the suspect attempted to set up a sexual meeting with the fake minor.

In post-Miranda interviews with authorities, Surritte allegedly noted he knew the person he was messaging was a 13-year-old female and asked for photos and sexual favors of the minor.

Bikers Against Predators is a 501c3 nonprofit organization based in northern Indiana “that is acting against online child predators” and spreading “awareness and education to as many citizens as possible while having these predators face justice for their crimes,” according to the group’s website.

The response from law enforcement has been mostly positive, if cautionary. Kennett Chief of Police Kenny Wilson told reporters that he commends the group for their operations, “but we just have to make sure when we get these suspects we do it the right way.”

He continued, explaining that law enforcement officers “are just going to learn a lot from this investigation because it’s not normally how we like to try to do things, so we are going to see what the legal hurdles are going to be.”

These reports illustrate how members of the community can take responsibility for addressing crime where they live. However, there are complexities involved, as Wilson noted. The group is clearly doing good work, but if they happen to conduct their operations in a way that prevents the authorities from getting a conviction due to procedural matters, it could allow some of these predators to continue victimizing children.

Nevertheless, it appears the organization’s members know what they are doing. On their website, they state that they have exposed 225 online child predators “with more currently in the process.”

Bikers Against Predators provides a compelling example of how concerned citizens can address problems in their communities as long as they are doing so in a way that does not make the job of law enforcement harder. All in all, it appears this group is doing good work.

–Jeff Charles

Jeff Charles is the host of “A Fresh Perspective” podcast. He is a contributor for RedState, Newsweek Opinion and also has a Substack called “Chasing Liberty.”

Jeff is also a freelance writer and political contributor who has appeared on Fox News, The Hill’s “Rising,” Fox Soul, Newsmax, and the First TV Network.

He enjoys reading, binging TV shows, learning to play the banjo (badly), and all things nerdy. He also believes that any steak cooked above medium rare is burnt, and an abomination.





BRAND NEW Bikernet Reader Comment!—

Bikernet’s Scotter Tramp Scotty: BETSY’S BASH UP

https://www.bikernet.com/pages/BETSYS_BASH_UP.aspx

Love the story, would love to hit the road soon. Look forward to reading and learning all about life on the road on my bike. Until next story, ride on.

–Jamez
Hawthorne Florida , FL

“Where is Scooter Tramp Scotty. Haven’t heard from him is awhile.” –Bandit





GREASE AND GEARS TV LIVE—

We’re thrilled to announce the release of our latest video, Rick Bray’s Vasko Flyer, A Tribute To Johnny Chop!

We can’t wait for you to see it. You can watch the video now on our website Grease & Gears TV – please feel free to share it. We hope you enjoy watching it as much as we enjoyed creating it. Thank you for your continued support!

–Chris and Heather Callen







THUMP, SOUND, RYTHM AND BEAT—

I have owned three Royal Enfields. My first one was the right side gear shift 350cc with a really long silencer that met demands of police for noise and emission.

The second one was a 500cc Bullet with a similar looking silencer (muffler) but it had a connection near the engine that made it impossible to install any factory issued leg-guard except their straight rod.

I sold both of these Enfields and only last year came across a very good engine that had a right-side-gear shift. This was my first used motorcycle purchase. It came with a nice “Indore silencer” (one needs to google that, an aftermarket part)—but as luck would have it, the police, during festival of lights, Diwali, decided I was making too much noise in the city.

I deposited the silencer since there was no point arguing or negotiating –the silencer was indeed too loud for my taste as well. I managed to search and find a suitable silencer to reduce the noise levels of this 2004 model 350cc engine.



Search turned out a Classic 350cc blacked-out BS4 silencer that seemed to fit with the help of a bracket. Many people confuse it as an Enfield Thunderbird silencer but it’s a stamped genuine BS4 silencer from Royal Enfield for Classic 350.

I guess, eventually I will shell out and make a proper silencer search. This “workaround” silencer was a truly desperate attempt to keep the Enfield running till I can patiently get hold of an ideal solution–one that satisfies the aesthetics and the cops.

I know, some may say this doesn’t look too bad– and it does not make an unwanted noise–it has a nice thump, thanks also to the 20-year-old cast iron engine—but the bracket that joins it is not ideal for long distance trips, especially out of city.

I have also since then done the PUC (emission certification) for the motorcycle and it turned out better numbers than before–but that may be influenced also by a thorough servicing that included change of oil and carburetor cleaning, etc.



BTW: the exhaust note of my Hero XPulse 200 BS6 is also quite strong since it went beyond 8000+ kms. Nothing wrong with its engine or stock silencer. It just gives a nice rumbling note as if ready for off-roads rather than the city.

A thump is a thump. Whereas the commonly seen blaring dilapidated diesel rickshaw type of muffler does not dignify the Enfield rider.

—Ujjwal Dey
International street tech
Bikernet.com™





FIRST QUOTE OF THE WEEK—

“Have more than you show, Speak less than you know.” – William Shakespeare

–From Epoch Bright





SOUTH DAKOTA GUN NUT REPORT—

South Dakota: Pro-Gun Bills Pass Respective Chambers

Recently, two pro-gun bills passed their respective chambers and are now being heard in Committee.

Senate Bill 39, a measure prohibiting homeowners associations from placing restrictions on firearms and ammunition, passed out of the state Senate by a vote of 30-3. Now SB 39 has moved to the House and will be heard in the House Commerce Committee on Monday, January 22nd, 2024.

House Bill 1035, a measure extending the grace period for renewal of an enhanced permit to carry from 180 days to 12 months, passed the state House unanimously 69-0. Now HB 1035 has moved to the Senate and will be heard in the Senate Judiciary Committee on Tuesday, January 23rd, 2024.

Please contact your legislators and urge them to SUPPORT SB 39 and HB 1035!







THIS DAY IN HISTORY–January 25 1905. World’s largest diamond found

A 3,106-carat diamond is discovered in South Africa and christened the “Cullinan.” It was the largest diamond ever found. On January 25, 1905, at the Premier Mine in Pretoria, South Africa, a 3,106-carat diamond is discovered during a routine inspection by the mine’s superintendent. Weighing 1.33 pounds.

–Read the whole report at History Channel.com





HARLEY-DAVIDSON USHERS IN A NEW ERA OF MOTORCYCLE TOURING, REIMAGINING TWO OF THE MOST ICONIC MOTORCYCLES IN HISTORY AND SETTING A NEW STANDARD FOR THE FUTURE OF ADVENTURE ON TWO WHEELS

The All-New Street Glide and Road Glide Models Feature Exceptional Performance, Cutting-Edge Innovation, and Bold New Design

Celebrating 25Yyears of Custom Vehicle Operations, the CVO Lineup Expands with the Introduction of the All-New CVO Road Glide ST, Representing the Pinnacle of Bagger Performance, and the CVO Pan America, Fully Kitted out for Extraordinary Adventures

Harley-Davidson today revealed four new 2024 motorcycle models ushering in a new era of touring performance, technology, and design. The all-new Street Glide and Road Glide models featuring the new Milwaukee-Eight 117, are more powerful, comfortable, and lighter, and packed with advanced technology, including a new infotainment system, all wrapped up in a dramatic new visual design.

Commemorating the 25th anniversary of Custom Vehicle Operations, the new CVO Road Glide ST model takes hot rod bagger performance to the next level with racing inspired high performance suspension and brakes, and a potent new Milwaukee-Eight 121 HO engine, and low final drive ratio that combine to produce the kind of acceleration and mid-range thrust aggressive riders crave. And the new CVO Pan America debuts as the first CVO offering in the adventure touring segment, ready to take on anything with a host of standard equipment all wrapped up in exclusive custom paint and finishes.

Each of these 2024 models are scheduled to reach authorized Harley-Davidson dealerships in January 2024.

The 2024 Street Glide and Road Glide models are more powerful, lighter, and more dynamic, and feature all-new visual design elements that combine a cohesive dynamic flow from the front fenders to the saddlebags.

Both models feature an evolved fairing profile that appears refreshingly modern yet retains Harley-Davidson design DNA that makes them instantly familiar. Additional key features include:

An updated Milwaukee-Eight 117 V-Twin engine features a new cooling system which further optimizes thermal comfort for the rider and enhanced intake and exhaust flow to boost performance.

Selectable Ride Modes – Road, Sport, Rain and Custom – electronically control the performance characteristics of the motorcycle.

Infotainment technology is powered by Skyline OS and presented on a 12.3-inch TFT color touch screen that replaces all analog instrumentation and most switches. A new 200-watt audio amplifier powers a pair of fairing-mounted speakers.

Improved aerodynamics enhance rider comfort and reduce subjective helmet buffeting at highway speed by an average of 60 percent. Rear suspension travel is increased to 3-inches. A redesigned one-piece seat shape and padding materials offer a significant improvement in long-range comfort for most riders.

NEW CVO Road Glide ST Model Leads 2024 CVO Lineup

The CVO Road Glide ST is the quickest, fastest, and most-sophisticated performance bagger ever produced by Harley-Davidson and represents a unique collection of components providing high value to performance minded riders. A deep solo seat and six-inch riser paired with a moto handlebar put the rider in an aggressive, upright position with West Coast custom style.



Key features include:

Two premium paint choices: Golden White Pearl or Raven Metallic. A Screamin’ Eagle graphic on the fairing sides and fuel tank is inspired by the Screamin’ Eagle Harley-Davidson Factory motorcycles raced in the MotoAmerica Mission King of the Baggers series. CVO 25th Anniversary graphics celebrate a milestone in factory customization.

The Milwaukee-Eight 121 High Output V-Twin engine is exclusive to the CVO Road Glide ST model, tuned to produce 127 horsepower (94kW) and 145 lb. ft. (193 Nm) of torque – the most horsepower and torque ever from a factory-installed engine in a production Harley-Davidson motorcycle. A lower final drive ratio is selected to enhance acceleration performance in every gear.

The use of alternate materials helps reduce dry weight to 800 pounds (363 kg). Mufflers have lightweight titanium shells and forged carbon fiber end caps; forged carbon fiber composite is used to form the front fender, seat cowl and tank console; the oil pan is formed of lightweight composite; and wheel design and wave-style front brake rotors are optimized to minimize unsprung weight.

Fully adjustable front and rear suspension includes SHOWA rear shock absorbers with remote reservoirs and inverted 47mm SHOWA 1×1 forks.

Premium Brembo braking components provide outstanding braking feel and performance for added rider confidence.

Selectable Ride Modes – Road, Sport, Track, Track Plus, Rain, and multiple Custom modes – electronically control the performance characteristics of the motorcycle.

A suite of infotainment technology is powered by Skyline OS. A color touch screen replaces all analog instrumentation and most switches. A premium audio system features a 500-watt amplifier and Harley-Davidson Audio powered by Rockford Fosgate Stage II 6.5-inch fairing speakers.



The CVO Pan America motorcycle is a new vehicle of discovery and the CVO program’s first adventure touring (ADV) motorcycle. All of the features that have made the Pan America 1250 Special model a leading choice among discerning global Adventure Touring riders are retained, including the smooth-and-powerful Revolution Max 1250 engine, semi-active front and rear suspension, touch screen display, selectable ride modes, and Daymaker Adaptive Headlamp technology.

The CVO Pan America model is outfitted with a host of rugged accessories selected to enhance the journey, including Adaptive Ride Height suspension, rugged aluminum top and side cases, a Screamin’ Eagle quickshifter, tubeless laced wheels, auxiliary LED forward lighting, an aluminum skid plate, providing excellent value to the adventure rider who wants it all and more.

Go to H-D.com to learn more about the complete line of Harley-Davidson motorcycles.





[page break]



UNREAL NEWS OF THE WEEK—

The City Government of Portland Oregon dismantled their DEI program and sent the staff packing. The nearly 1 million annual budget will return to the city coffers. The county commissioner attempted to shut it down last year but made it happen this year.

See, the truth ultimately surfaces and we can return to living in the best of times and cherish freedom.

–Bandit





LIFESTYLE CYCLES DEAL OF THE WEEK—

2013 Harley-Davidson FLHX – Street Glide

Python exhaust providing the Harley ‘rumble’.

Stock# 14140C



2013 Harley Davidson FLHX Street glide with only 35,159 miles!

The pictures of this bike don’t measure up to the true ride and feel of the 2013 Street glide and Lifestyle Cycles is ready to see you go home with it tODAY!



* Mercedes Selenite Grey Paintjob
* Saddlemen Step-Up Seat with Double Diamond Lattice Stitch
* Street Tank Black Engine Bar
* Rider Floorboards
* Passenger Mounted mini Floorboards
* 103 Cubic inch Twin Cam Motor
* Dual Front Brakes
* Hi-Flow Intake
* 4 Point Docking Hardware
* 12-Inch Black Meathook Handlebars
* LED Headlight and Front Turn Signals
* Aftermarket Coffin Shaped Mirrors
* Rockform Phone Mount
* Custom Front Fender
* Performance Machine Black Contour Grips
* LED Rear Tail Lights
* Rinehart Racing Dual Black Exhaust
* Heel/Toe Shifter
* 21-Inch Front Fat Black Spoke and 17-Inch Rear Fat Black Spoke Wheels
* These tires look ready to hit the road!



This bike is only $16,995.00

Plus, license, $85.00 documentation fee, and local sales tax. NO HIDDEN FEES like some dealers. And we have no reconditioning or prep fees. This bike has passed Lifestyle Cycles rigorous 92-point safety/mechanical/structural inspection.This motorcycle has not been refurbished and does not come with any warranty expressed or implied! EXTENDED WARRANTIES are available!

Fill out an online application today. We have EZ FINANCING

Lifestyle Cycles is located at 1510 State College Blvd,Anaheim,CA,92806. Open 7 days a week.

NOT LOCAL? WE HAVE SHIPPING AVAILABLE! Call today (714) 490-0155.

We are California’s pre-owned Harley Mega-Store with over 200 Pre-Owned Harley-Davidsons in stock! To view our current inventory,

Please visit www.LifestyleCycles.com or www.facebook.com/LifestyleCyclesUsedHarleys/





TURN 14 POWERSPORTS– Moving to New Home, Transition Updates from Turn 14 Distribution

Staff members of Turn 14 Powersports are moving into their new offices, located in suburban Fort Worth. The new building will house the company’s brand management, product development and marketing staff, led by recently announced Turn 14 Powersports President Bob Schuetz.

“The collaboration that happens when we are all under one roof is really important, and our people are happy to be back together,” said Schuetz. “Our move into this new facility will be a great start to an important year for Turn 14 Powersports.”

The 10,000-square foot office space is in a newly renovated building at 125 Bear Creek Parkway in Keller, Texas, which is northeast of Fort Worth. The move-in should be complete by the end of January 2024.

Transition Updates

The inventory of Tucker Powersports is now moved to Turn 14 Distribution’s three distribution centers, located in Pennsylvania, Texas and Nevada. It’s been a huge project for Turn 14 Distribution warehouse staff, with over 11,000 pallets of product, representing 146 brands and over 60,000 SKU’s moving into Turn 14 Distribution possession. The company expects all inventory to be checked in and available to dealers by the end of January 2024.

Turn 14 Distribution takes pride in its carefully curated line card, which is focused on quality over quantity. The company typically carries a full line of products from a tightly managed number of suppliers. The company is currently onboarding 146 product lines from the recent acquisition. The company expects that this task will be complete by the end of January 2024 and the products posted on turn14.com for dealer access at that time.



Powersports Sales and Marketing efforts are moving forward to assist dealers for Spring selling. Turn 14 Distribution uses both field territory managers and inside sales staff to support dealer needs. With this partnership, Turn 14 Distribution meets dealer needs in person in dealerships, while inside staff is available for prompt response to calls and emails. In addition, Turn 14 Distribution has a Customer Support Team, separate from Sales, to ensure the company is meeting dealer needs. The company is building a marketing team for Turn 14 Powersports, led by former Tucker Marketing VP Lesley Madsen, and additional marketing resources for distributed brands. The open positions on the Marketing Teams should be filled by Spring 2024.

Turn 14 Distribution’s industry-leading API and data exports are available today, and the company has engaged with all the leading DMS Systems (Lightspeed, DX1, etc.) and channel providers. A data team is working on enhancing product data so more information is available to Turn 14 Distribution’s dealers.

–Steve Piehl





NOT SO QUICK, New Bikernet Reader Comment!–

THE CHARMIN REVOLUTION OF HUMAN RECTAL HYGIENIC DE-FECALATIAL BUTTOCKSICAL PROTOCOLS

Click here to read this only on Bikernet.com

Well, J.J. has managed to get the drop on this business of, well, doing one’s business. I may have missed something here as I most often skim along a lengthy tryst between great writers and their beloved words. I qualify that lengthy is anything more than fifty words or any run away sentence of such a count.

What hit me like the sizzling drifts is my years of the paper chase. Since I was a small child, and yes that’s my excuse, I have held the very reason for my long held belief in the crucial importance of squared off t-paper. It’s the corner people; the corner.

The corner of the final sheet must yield that critical piece; the corner that is to be correctly removed from said sheet for the cleaning of the fingernail. I’m pretty sure that was addressed, but I digress. Thank you for sticking through with this diarrhea of poorly written crap, err uh prose. I pledge my fealty to the majestic JJ Solari.

–Sam
TX







MRF ROADSHOW STOPS–  ABATE of New York

The MRF Roadshow also stopped in New York for the 50th Anniversary of ABATE in the Empire State. The ABATE of New York State Seminar was held in Albany and included a presentation on the value of working together from the MRF’s Traci Beaurivage. Traci is pictured above with Jim Barr of National COIR and Long Island ABATE President Chris Beckhans.








Hard Knocks Unlimited is thrilled to announce the launch of the HARD KNOCKS MOTO FEST, scheduled from June 21-23, 2024, at the renowned New Jersey Motorsports Park (NJMP). This electrifying event promises a weekend filled with vintage AHRMA Racing, a plethora of motorcycles, an array of vendors, and an abundance of moto-tainment for all ages.

The festival will showcase three days of adrenaline-pumping AHRMA vintage and modern alternative motorcycle racing on NJMP’s newly reconfigured Thunderbolt Raceway. Attendees will witness the thrilling spectacle of motorcycle racing, where the past and present of motorcycle technology converge in an unforgettable display of skill and performance.

The event will also host a variety of exhibiting vendors and local artists, offering attendees a chance to explore and purchase unique items and artworks. Vending opportunities are available now. Please email info@hardknocksmoto.com for a registration form.

A festival highlight is the 60,000-square-foot Swap Meet, an opportunity for vintage motorcycle collectors and enthusiasts looking to complete a restoration project or enhance their collection. Interested participants can secure their spot in this exciting swap meet by emailing info@hardknocksmoto.com.

In addition to the racing excitement, the festival will feature an impressive display of custom bikes. These works of craftsmanship and design will be a banquet for the eyes of motorcycle enthusiasts.

Families are welcome to enjoy a weekend filled with more than just motorsports. The HARD KNOCKS MOTO FEST will provide a range of food options and entertainment suitable for all ages, ensuring a fun and memorable experience for everyone.

Tickets for this must-attend event are available online, at www.njmp.com, starting at an affordable price of just $10. Children aged 12 and under can enjoy the festivities free of charge!

Take advantage of the opportunity to be part of this groundbreaking event. Join us at the HARD KNOCKS MOTO FEST for a weekend of excitement, discovery, and family fun.





(and another is on the way – scroll for more!)

Theory of a Deadman
Wednesday, Aug. 7, 2024

40% OFF 3-DAY PASSES
ENDS WEDNESDAY, JAN. 31
AT 5 P.M. MST

Learn More
Reserve Now



Jelly Roll, Kid Rock, Travis Tritt, Theory of a Deadman and Aaron Lewis are the first of dozens to be announced as part of the Buffalo Chip’s diverse 2024 lineup that features rock, classic rock, and country rock. You won’t want to be anywhere else this August. It’s the Best Party Anywhere.







BIKERNET PANHEADS OF THE WEEK—

















–Sam Burn
Antiquities Curator
Bikernet.com





All knowledge comes with cognizance of self

Two significant news events occurred over the past few hours.

European Union passed a resolution condemning India’s rising nationalistic fervor and of India’s dependence on Russian defence goods, oil and friendship.

The other epic news with celebrations on every street in India was casting away of the yoke of slavery by India. The temple for Lord Shri Ram was finally inaugurated by the Prime Minister in grand and pious manner today.

Pilgrimages have existed since before and after the invention of the three Abrahamic religions. Hinduism and Buddhism on the other hand is a “way of life” where the journey is within. Of course, they still are based with reference to specific locations on the planet. Hence the human nature to see it preserved if not also celebrated.

However, the temple is not just a new pilgrimage location on the crowded pilgrimage map for the diverse citizenry of India– a nation of many religions, cultures, languages and lifestyles. It is not just a tourism business. It is definitely not an assault on any other community’s rights, privileges or beliefs. It is the cognizance of our identity, culture, heritage and legacy.

Why would nationalism be wrong or bad? What is a nation and its people supposed to be if not nationalistic? Is a nation supposed to embrace “alien” culture and lifestyle to be civilized? Pretend to accept “alien” laws so that we buy “alien” goods and services and send all our resources and wealth to those “aliens” as has happened since over a thousand years? What great charity have these wealth and knowledge hoarding nations of Europe delivered in those thousand years. They are morally corrupt and culturally bankrupt. Isn’t it a good thing for people to identify with their place of existence and be nationalistic? Or should we become confused about our morals, genders, existence and purpose, so as to please the trending influencers and the handful of news corporations that spread propaganda rather than news through multitude of media and financing.

News is opinion instead of objective journalism globally now, including in India. It is for this reason, people around the world are gladly identifying with nationalism. An ideal and identity to belong to because it resembles their own self. Not the world oceans across where they sit and judge the life among orphans and pollution caused by their own greed. Their remote control operation of nations needs a counter alliance. Maybe China and USA will recognize the merit of it or maybe they will themselves riot on the streets, inject themselves with drugs and debt, and revel in civil war for having run out of overseas “action”.

Being united does not demand dissolution of personality and character. After all we are intending to build a global community of humans, not making soup. Let each be true to their own ways and yet share in a common vision for the planet. Why turn the humans into synchronized, homogenized robots or zombies when they can do more as they are now…as individuals? Be one with many resources. Be like India.

–UD



BLACK HILLS GUN NUT REPORT–

As for the Krag, you can get the ammo online. Check out:
https://ammoseek.com/ammo/30-40-krag

As for the shotgun, this varies with manufacturers and whether the shotgun shells are 2 3/4″ or 3″ magnums.

 2 3/4″ is the standard that most people use.

 Double-Ought 00 buckshot has eight or nine 30 caliber (0,33″) pellets

#4 Buckshot has 27 x 0,24″ pellets

00 will bring down a deer at close range, while #4 is better for coyotes and wild dogs out to 30-40 yards.

My preference is 00 since it has better penetration

Slugs are primarily used for deer hunting in states that don’t allow rifles and where there is a concern that a rifle bullet will go too far.

Slugs hit like a freight train out to 50 yards but you can still hit a target at 100 yards.



The value of shotguns in the criminal world is that there are no ballistics or rifling that can be matched back to the gun.

But a spent shell can be matched to a shotgun so these need to be picked up.

–Marko
Security specialist
Bandit’s Cantina







QUOTATION FROM CHARLIE CHAN—

A drop of water on a thirsty tongue more precious than gold in purse.
–Charlie Chan



 



MOTORCYCLE RIDERS FOUNDATION ALERT--Send a Letter to EPA Opposing California’s ICE Ban

Encourage opposition from officials on this proposal:

The California Air Resources Board’s (CARB) “Advanced Clean Cars II” (ACC II) regulations ban the sale of new internal combustion engine vehicles by 2035. ACC II requires that 35% of new cars, SUVs, and small trucks sold in California must be zero-emissions vehicles (ZEV) starting in 2026. The regulation increases ZEV sales requirements by 6% to 8% annually through 2035, when 100% of new vehicles sold in California must be ZEV – eliminating the sale of any new vehicles that are gas-powered.

Before ACC II can be implemented, CARB must receive a waiver from the U.S. Environmental Protection Agency (EPA) for its regulation to take effect. The SAN opposes ACC II because seventeen states, representing nearly 40% of the American population, have previously adopted California motor vehicle emission laws. To date, nine states and the District of Columbia have already adopted ACC II; three states have adopted ACC II through 2032, which requires 87% of new motor vehicle sales to be ZEV; and two states have started the regulatory process to adopt ACC II.

If the EPA grants California a waiver for ACC II, this far too-fast mandate will reduce vehicle choice and force Americans to purchase more expensive vehicles. ACC II, if implemented, would also disrupt automotive industry supply chains, devastate small automotive businesses, and eliminate large numbers of jobs in vehicle manufacturing, parts production, and repair businesses.

We need your help! The EPA is accepting comments through February 27, 2024, on whether it should grant a waiver for the ACC II regulations to take effect.
Officials Must Hear from You Right Away!

Use the website link for an overview and official contact.

ACT NOW





ANOTHER QUOTE OF THE WEEK–

“The way I see it, if you want the rainbow, you gotta put up with the rain.” –DOLLY PARTON





THE ELECTRIC BIKE BLUES—

Electric bikes, seen as a solution for tackling climate change, have caused a record number of fires in New York City.

According to figures released by the New York Fire Department to Fox News, e-bikes – powered by lithium-ion batteries – were responsible for 267 fires in the city.

They claimed 18 lives and caused 150 injuries, with fatalities increasing 200 per cent in 2023.

The latest figures show that sales of e-bikes in the US increased by 269 percent between 2019 and 2022. It is estimated that the market was worth $2.59 billion by the end of 2023.

They have been seen as a way of decarbonizing the US and Democratic members of Congress have sponsored legislation which would subsidize their purchase.

–WUWT





SPEAKING OF SILENCERS AND MUFFLERS–Sawicki Speed Introduces New “RT” Line of Exhausts

The Royal-T Racing design offers Harley-Davidson and Indian Motorcycle riders even more performance exhaust options from Sawicki Speed.

Sawicki Speed, performance motorcycle exhaust manufacturer based in Denver, NC, is revved up to introduce the “RT” line of exhaust systems for Harley-Davidsons and Indian Motorcycles.

Royal-T Racing founder Patrick Tilbury made a name for himself as lead fabricator for Jesse James’s Austin Speed Shop. His love for motorcycle racing and desire to blend performance with aesthetics led to the pie-cut welded muffler and CNC’d end cap that Royal-T became famous for. Sawicki Speed’s parent company, Proto Titan, was already manufacturing the final rounds of exhausts for Royal-T when they made the bold choice to acquire the design rights and include it in Sawicki Speed’s line-up of performance exhaust offerings.



Built on Sawicki Speed’s dyno-proven exhaust platform, the new RT pipes are constructed from hand-brushed 304 stainless steel and feature a custom tig-welded pie-cut turnout with a billet insert trim ring. Riders can expect to see considerable increases in torque and horsepower as well as significant weight savings over stock exhaust systems. All Sawicki Speed exhausts come with hardware for installation including proprietary exhaust gaskets, and come backed by Sawicki’s Limited Lifetime Warranty.

“Our pipes turn heads as it is,” explains Sawicki Speed President Chris Clark. “But with the new RT, riders will be getting a pipe that unlocks power, sounds amazing, and makes your bike look like it’s one-of-a-kind. We really wanted to preserve the legacy started by Royal-T Racing and bring this jewelpiece to more riders.”

Sawicki Speed is initially offering the RT exhaust for select Harley-Davidson models, including M8 Baggers, 6-speed Twin Cam Baggers and M8 Softails followed by Dynas and FXRs. More fitments are coming soon including Harley Sportsters and Twin Cam Softail models, as well as Indian Challenger, Chief and Scout models. The RT joins Sawicki’s other 2-into-1 exhausts available in various lengths and with multiple finish and end cap options, providing riders even more configurations to customize their motorcycles.



Sawicki Speed RT exhausts are available now directly on Sawicki’s website. Learn more at www.sawickispeed.com, and be sure to follow Sawicki on Facebook, Instagram, TikTok and YouTube.





AMA Celebrates 100th Anniversary–

The American Motorcyclist Association (AMA) is gearing up for a year-long, historic celebration as it proudly commemorates its 100th anniversary in 2024.

For a century the AMA has been at the forefront of promoting and protecting the interests of motorcyclists, creating a vibrant community of enthusiasts dedicated to the joy of riding.

Since its inception in 1924, the AMA has played a pivotal role in shaping the landscape of motorcycling in the United States. With a rich history rooted in passion, advocacy and the freedom of the open road, the AMA has become a driving force for riders across the nation.

As one of the largest motorcycling organizations in the world, the AMA has consistently championed the rights of motorcyclists from all walks of life, evolving to embrace a diverse and growing community of riders.



Hey,

This isn’t exactly true, but we understand the 100 year PR effort. AMA restrictions caused the outlaw movement in America. They haven’t supported the freedom of choice behind helmet laws, which are as harmful as they are protective.

And currently they seem to be on board to support climate doomsday and unrelenting restrictions against fossil fuels. Or maybe there are being bullied by ESG, CARB and DEI efforts. They don’t seem to be supporting any efforts to stop ICE bans.

What can I say?

–Bandit





ANOTHER New Bikernet Reader Comment!–

The First Biker Memorial Wall

https://www.bikernet.com/pages/The_First_Biker_Memorial_Wall.aspx

Need info on how and who to contact for more information on this memoria wall.

–Minion
troybaylous02@gmail.com
Kingston, OH

This memorial was founded by Ohio Abate members and friends on July 24th 1993…Since then the wall has been growing…this wall is located in Hopedale, Ohio at the American Legion. This is very much out in the country and one would never know this wall exists!!! I stumbled upon the Memorial Wall back in 2000 by a fellow that I was dating. He took me there…

Memorial36
–Denise
luuezz@connecttime.net

–from Rogue
Motorcycle Hall Of Fame Member 2005
www.bikerrogue.com





ANOTHER STARTLING NEWS ITEM– the LA Times “laid off” 115 “journalists.” They say there’s no good news.

This flap at the LA Times is so menacing to the left apparently that Schiff and a few other commie Dems in congress wrote a letter to the owner saying that he is endangering our democracy during an election year.

I like the owner already! hahahahahaha apparently this is as Trump would say yuuuuuj “This is yuuuuj. Gonna be yuuuuuj.”

–J.J. Solari





DIRECT FROM THE VETERANS ADMINISTRATION–Free Backcountry Expeditions for Veterans

Veterans with disabilities, seen and unseen, can apply now for the 2024 season of No Barriers Warriors’ programs including expeditions in Colorado, Wyoming and North Carolina.

“I always support the DAV. I think every retired or disabled Vet should join.” –Bandit





MRF ROADSHOW STOPS–ABATE of Illinois

The MRF Roadshow pulled into Springfield Illinois this past weekend. The ABATE of Illinois Seminar was held during a cold snap, with high temperatures barely reaching 10° by midday. Despite the frigid temperatures, the event was well attended.

The pictures above show presentations by Rod Taylor and Bob “Mouse” Ellinger. Rod Taylor is with the law firm Christopher & Taylor and he is the ABATE Legal Services provider in Illinois. ABATE of Illinois State Coordinator Bob “Mouse” Ellinger is also pictured presenting the “Rich Neb Award”, ABATE of Illinois’ highest honor for outstanding contributions to motorcycling.

The 2024 recipient of the “Rich Neb Award” is Wayne Cornick. MRF President Kirk “Hardtail” Willard is also seen above, presenting ABATE of Illinois’ contributions to the efforts of the MRF.







COMMENT FROM THE BIKERNET BLOG—-Spain is rolling out mandatory Motorcycle gear to solve rising fatalities

URL: https://blog.bikernet.com/spain-is-rolling-out-mandatory-motorcycle-gear-to-solve-rising-fatalities/

Time is a commodity that once spent is gone. We owe so much to Rogue, Bandit, and many others for carrying the load. Time to speak up and to make our voices heard. Do it right and we’ll win the fight. Thanks to Wayfarer for bringing this to our attention.

–Sam





FINAL QUOTE OF THE WEEK—

“To improve is to change, so to be perfect is to have changed often.” –WINSTON CHURCHILL

–from Epoch Times






“Swoosh” as a ball of fire sped past my head. That is one of the many traps I must dodge in order to survive this dungeon and find the alleged Fountain of Youth. I had no intention in utilizing such power, but I know I can charge millions to people if I secure a secure a safe route. As I keep running and I enter a door.

“Is It over?” I asked myself

I look around and find myself surrounded by Knight statues holding swords. Soon, the statues eyes turn blue and they start pursing me.

“Oh boy” I uttered

–Julius Boom
BoomJ25@student.riverdell.org



“Riding to Roar”

Under the dark sky, a loud growl of multiple engines roared through the mountainous roads. The bikers, a diverse group of brothers who shared an equal passion for the open roads, carving through each curve with exhilaration. Each twist and turn they became closer to creating a brotherhood of warriors. With each mile beneath their wheels, the bond tightened, the smiles brightened, the eyes beneath dark shades lightened and freedom soared.

— Shafique Ibrahim
ShafiqueI25@student.riverdell.org





Support Good Times Nowhere Fast 12″ beanie in black, navy, green, or red.

Embroidered design, 60% cotton, 40% acrylic.







I DON’T KNOW—

Who does, but we’re trying to find out and get to the bottom of everything. This week has been fruitful but quirky.







We’ve made serious progress with John’s ’60 Panhead roller. I need to cut down an axle and alter a spacer for his Fab Kevin front disc brake kit. You’ll see it next week.



I ran over to look at a building for sale in Deadwood. I won’t go into all the thinking, but part of it would be a tattoo parlor for my son and grandson when they’re in town.



Adam Croft of Dime bag leather is working hard on his new place on Rt. 66. He’s been offered a chance to buy it, and for his sake, I hope it happens. This week he’s building a wooden lift for motorcycles. He’s going to paint his logo on the plywood top.



I’m working with Cary Brobeck and my Grandson, shown here with Chanel who helped him with his first show. We will cover it next week.



I drink whiskey twice a week whether I like it or not. I tried the Woodford reserve New Years Eve, while playing poker in the back of a saloon. Not bad.



The curation committee wanted some bikes for the Museum. I offered the Dicey Knucklehead, my ‘26 Peashooter and this Paughco/CrazyHorse/Baker 5-Ball Factory Racer.



New Nipple sticker from Fred Cuba on my Snap-On tool box.



Just a little additional pinstriping from Dr. Tim at Flat Earth, and Nikki’s husband from TNT in Spearfish will apply the final coat of flat clear. Close to final assembly.

There’s more, but I need to fire up the lathe and get cutting.

In the meantime, ride fast and free forever.

–Bandit

by Mark Buckner with images from Sam Burns

For as long as I can remember – which is getting to be a LONG time! – those of us who love riding motorcycles and have devoted a large part of our lives to preserving and protecting our way of life have been telling anyone who would listen that the enemies of motorcycling don’t just want to pass more and more restrictive laws where we’re concerned.

Their ultimate goal is to get us off the road entirely.

Click here to read this report only on Bikernet.com

* * * *

To Stay updated on all Motorcycle News and Events …
– simply Click & Subscribe to Bikernet’s FREE Weekly Newsletter

Hey, this is major important.

Drag Specialties is making it mandatory to sign a waiver before you can buy any performance parts from any shop. This is why you need to be on the alert. There is only one organization with the balls to fight back, the MRF and the new IMA with Bob Kay, Kirk Willard and myself. We won’t go down without a fight.

Join the MRF and the IMA

Visit https://mrf.org/

Visit https://mrf.org/join/join-mrf-imac/

* * *

by Bandit with Images from Sam Burns

Sam Burns inspired me the other day, when he sent me a magnificent assemblage of beautiful women images. We couldn’t let them linger in a file without showing respect and love. Enjoy.

Click here to reminisce on the great powerful orbs that are so commonly found and not easily fondled.

* * * *

For more madness, discover the Cantina Membership

Visit: https://www.bikernet.com/pages/custom/subscription.aspx

In a sense, this project is indicative of this time in my life and the life of many bikers everywhere. I asked myself if this should be a life and times story. Let’s see if I can make sense of my life right now.

I’m feeling stress at almost 70 and I don’t get it. Actually I do, but I don’t want to feel anything but nirvana. Hell, I built a motorcycle nirvana right on the coast, across the street from the Port of Los Angeles. But there’s something not right about that. They are now calling it America’s Port, yet the port has basically shit on the town adjacent to one of the richest ports in the world.

I’ve done my part to bring a waterfront to the people of Wilmington. I attended meetings for 14 years, spoke and bitched, but little has been accomplished. I’m working on a report to send to the Major of LA. Unlike Long Beach, which is right on the water next to the port and is beautiful. Our downtown is 20 miles away. They don’t give a shit about the town that’s illegally overrun with containers and trucks. It bugs me. But I did accomplish a mural on the side of the building in support of the Wilmington Waterfront.

Okay, so I started this Panhead project in the middle of a war over whether engines will still be around in another decade. What the fuck? No wonder our industry is in a state of upheaval. Most folks think bad thoughts every time they get into their cars, as if they are having an affair. Brings me down, but I fight back. I reach out to the motorcycle rights movement and try to keep folks informed regarding their rights and the issues. It torments me. I want freedom and fun back.

Plus, I live in California where the Governor is dying to eliminate engines, as if he can torture all his citizens and that will help the planet. More and more, there’s proof that the whole global warming anti-everything campaign is just bullshit. Drives me nuts, but I’m an outlaw and will fight back for the rest of my life.

So, when the shit brings me down, I try to jump down into my shop and work on a bike. The Panhead became a mission for freedom for my soul. I needed relief from the stress. We are living in strange times.

On the other hand, life couldn’t be better. We have more resources than ever before, if the government doesn’t make them all illegal. For instance, you can build anything your heart desires. This Pan is a terrific example.

Sure, it’s a Pan but it has a ’69 right case and a ’79 left case, which allows me to make it look like a Pan, yet run an electronic, automatic advance distributor, an Evo to Twin Cam alternator, and a spin-on oil filter, which allows me more oil capacity and more protection for the engine.

The heads are brand new STD outside oiler Panheads with knock-off rocker blocks. The STD heads breath better than stock and contain improved valves and springs.

I’m running hydraulic JIMS machine cam followers, S&S adjustable pushrods, an S&S mild cam and an improved S&S oil pump. Even the Kraft Tech TIG-welded frame is modified for almost any engine and allows me to run a rear Softail disc without doing a thing.

A brother, Dale Gorman, left a stock Fatboy wheel, rotor, and Softail caliper behind several years ago and it all bolted right up. Basically, I could build 1998 rigid Panheads all day long with super-strong late model 5-speed transmissions, and BDL belt drives with any EVO starter and I was good to go.

I wanted to use a Linkert Carb and I had a couple rebuilt by Mike Egan, but since we planned to run two on a Knucklehead they were M-35s for maybe 45s, but I decided to try one using the small venturi for snappy throttle response notion, like we’ve done with 42 mm Mikunis.

Bob Bennett went through the engine and I supplied parts where I could. You can no longer order any performance parts in California. They were banned by the California Air Resources Board, unless companies want or can afford to spend hundreds of thousands trying to have each part tested to receive an executive order through the MIC. If you can’t buy a cam in California, how does the largest market in the US impact the smaller states? Pisses me off.

Needless to say, I made my own pipes using a too bitchin’ shorty muffler from Rick Krost at US Choppers, who only deals with vintage bikes anymore. He’s done with anything new. The muffler was amazing; at least I thought so. Deny, the man behind the vintage paint job, came over and I showed him the muffler and what I intended with the stock squished pipe under the engine.

We discussed having the pipe angle up with the bottom frame rail toward the axle, but we both looked at each other with dismay. I’m not a fan of anything that interferes with the line of the frame. Then I mentioned my like for shotgun pipes and Deny’s blue-gray eyes lit up. I went to work messing with parts and pieces, including the stock squish pipe. I like how it came out.

I worked with Tim at San Pedro muffler to make a couple of exhaust flanges to fit over the Panhead exhaust manifold. I was only able to use one, because the front pipe needed to make an abrupt turn.

I tried several different welding moves with this endeavor. The pipes from San Pedro are 1 ¾-inch aluminum coated chunks, coupled with old bare steel bends, chromed pieces and even an old Pan squish pipe. I believe it was chromed at one time. I had to use various pieces and some were slightly different diameters. I don’t know why, but initially I thought about gas welding with steel rod, but the various metals, even ground and cleaned, weren’t happy with oxygen acetylene, maybe because of the carbon deposits on the inside of the old pipe pieces.

Various pipe manufacturers skimp on funds by running thin-walled tubing and blowing through it is easy. I shifted to MIG welding because of speed and convenience. Also, tacking pieces in place is much easier with a one-handed Miller MIG welder. I ended up carefully MIG welding most of the bends and pieces, but then added some braze just to add color to the pipes.

The pipe brackets were a trip of found brackets and chunks, but finally the pipes were strong enough to stand on and secured comfortably to the heads.

I used care with the driveline alignment. The engine, a mixture of years, fit perfectly in the frame without shimming. I used the BDL inner primary to align the engine and trans.

Moving right along, when I needed to escape the government control freaks, I darted into my shop and hid out rebuilding the old Wagner master cylinder with Paughco re-pop controls. The rebuild kit arrived from Biker’s Choice and Twin Power. James and the Twin Power crew are on a mission to create and manufacturer stock replacement parts for old and new Harleys. I dug out old manuals from Panheads to Shovelheads and Evos and followed them.

With Spectro Oils, I studied brake fluids and I think I installed the Wagner and the Softail Caliper with DOT 4. According to vast research, the Wagner could have been DOT 3 originally and the Softail Caliper was DOT5. They don’t mix. Later I flushed the system with DOT 5 a couple of times and will do it again in the near future.

I stashed the ignition switch in the Paughco toolbox I mounted between the stock Softail gas tanks. I made a goofy bracket running off a stock frame tabs and it worked like a champ. I mounted a 15-amp circuit breaker in the box and an idiot light to prevent me from walking away and leaving the switch on. Let’s see if it works.

I needed to reach out to Barry Wardlaw to find out about timing the Mallory electronic distributor. This was the original electronic distributor installed in the Salt Shaker. It encountered a slight glitch and was replaced, but ultimately fixed. I finally found another Panhead for it to grace. I made the hold down piece with a transmission part and a big brass screw from the hull of a wooden sailboat.

Bob Bennett timed the engine with Berry’s instructions and I monkeyed with the Linkert Carburetor. I also made the top end oil lines with old parts and True Value Hardware, which is usually a tremendous but pricey source for fasteners.

I haven’t installed an oil pressure gauge and I want to. Erik Bennett gave us the look and his dad suggested I run an adjustable valve in the line to the heads so we don’t cause the lower end pressure to drop. I did, thanks to True Value, but we discovered a tiny hole in the valve, which wide open might do the restricting job. I’m still investigating it.

I wired the bike with old Harley wire and fiber-wound loom. I need to replace the front vintage spotlight sealed beam. And one of the spring hold-downs broke. I need to find them.

I used all the old BLD primary drive parts I had laying around the shop. I thought I was golden with the Softail cover I had, but the standoffs didn’t line up with the holes in the cover. Baffled, I tried a batch of alternatives. Ultimately forced to punt, I started to build a bracket. This was a Zen challenge and took me to a new zone.

The stout rear fender didn’t need supports, but I needed a place to mount the LowBrow vintage taillight and license plate mount, so I started to dig around.

I came up with a Road King front fender bumper rail set. With a little braze, some ball bearings and some imagination it worked like a champ.

I need to give some credit. The day I fired her for the first time I ran into a problem. I ran oil through her first to make sure it was getting to the top end, but noticed oil seeping out of the lifter stool gaskets as if the crank case filled with oil. I checked with Eric Bennett and then a young Hamster stopped over, Tony Spinalli. We made an oily mess chasing all my new oil lines looking for a mistake.

I used those stock pinch oil line clamps and they are a bastard to remove. We ended up removing half of them and in some cases replacing them with standard screw-on hose clamps. Then Tony pointed out that the oil wasn’t coming from the gaskets but holes in the JIMS lifter stools. Unbelievable. They drill through the stools to create an oil passage, but it was up to someone to press in plugs or set screws. We taped set screws and we were golden. Thanks Tony.

Fortunately, this article will be a stark reminder of every adjustment and correction needed to dial this puppy in. For instance, I bought the old glide at the Long Beach Swap Meet from a guy who is dedicated to old glides. It was supposed to be sorta rebuilt but wasn’t and wasn’t complete. I had to go back to him several times and I still need to replace the springs. One doesn’t match the other.

A local motorcycle tire-only shop hooked me up with a used aluminum 18-inch front wheel rim, laced it and added the Avon Tyre I had in my shop. Good guys.

So, how am I doing? Still some tinkering to do, but I dig it. It’s comfortable with the cop solo mounted so with some old brackets and some I made. The foot pegs need work to prevent them from rotating. I’ll get to that. I’ve had those pegs for 30 years and just now found the perfect application.

I’ll keep you posted on any additional changes.

Funky Panhead Sources:

S&S

Biker’s Choice

STD
www.STD.com

JIMS Machine

Lowbrow

Mallory
www.mallory.com

Accurate Engineering
www.accuratengineering.com

Bennett’s Performance

Paughco

Departure Bike Works
www.departurebikeworks.com

Spectro Oils

Chopper Dave
www.chopperdave.com

I spent a lot of money and time rebuilding an old 41mm wide glide for my 1969 Panhead build. It was one of those crazy builds, fulla twists and turns, but the glide haunted me.

It wasn’t long enough. I would have liked it to be 2-over for a better stance for a rider 6’5” tall. I squeaked another inch out of it with spacers over the springs. Of course, it rode like shit. I adjusted it, but it still rode badly. Maybe I’m getting old, but I don’t like that excuse. This bastard rode hard even with the wide, soft, cop solo seat.

Then the glide actually broke down. I lost the mechanical brake springs. They broke on the way to a Seal Beach car show. I limped home never daring to use the front brake for fear it would lock up and send me flying over the bars. I wanted to run a vintage mechanical brake set-up for the old look. In the past I was always able to make mechanical brakes work fine.

Finally, I started to notice how the lower aluminum leg jerked on the brake side. It needed new bushings. I reached out to Larry Settle, of Settle Motorcycle Repair in Harbor City. He knew of an old guy who rebuilt lower legs, but he might have retired. That was going to be my next move, tear the front end apart and ship it out, to have the lower legs rebuilt. Plus, they leaked. That also bothered me.

Then I got a call from the masterminds at Paughco. They recently developed a new springer configuration, because so many overseas manufactures stole their classic, flat side design. They came up with a solid, round-leg springer sort of in keeping with the early springers, before the VL or the big twin taper-leg springers. I love the Paughco taper-leg springers. They are classic. This one is distinctive in its simplicity.

There are several benefits of Pauchco’s 50-years of building springers. They are contained in the tree construction, the bends of the legs and the rockers. These front ends are meant to be ridden long and hard.

They also make a stock length front end and a 3-over, which I went for, when I made the deal to trade my glide for a new Early-styled round-leg Paughco springer. We made the clandestine swap at the recent David Mann Chopperfest, behind one of the old WWII buildings, so Dave Hansen wouldn’t see us and tax us for making deals without his approval.

I also attacked the rear of the bike with an old buddy seat, spring system to give the rear some suspension. It was a leap of faith that worked out like crazy, but I will get to that.

I requested the front end without chrome or powder, because of my patina effort. I painted the bare parts with a light coat of Rust-oleum primer and then a coat or two of Rust-oleum satin black. No matter how many times I’ve looked at that word in my long lifetime, I can never remember how to spell Rust-oleum.

Then I lashed the front end with some bicycle chain and smoothed and dinged the edges of the top triple tree. Paughco designed a new top tree to allow their risers, to be installed in the rear legs with1/2-fine thread studs or bolt common risers to the 3.5-inch center-to- center glide-like holes. I decided to go with the rear legs and cut the heads off ½-inch fine stainless bolts and made studs out of them.

I screwed 1-inch of the studs into the rear legs and had an inch for the Paughco classic brass risers. I used stud-green Loctite in the legs and ran a nut down to hold them firmly into place overnight. I removed the nut when I installed the brass risers.

I installed the bottom bearing over the small dust shield against the bottom tree. I found a piece of thick 1/8-inch wall, 1.25 O.D. tubing and used it as a tool to drive the Timken bearing over the raised bearing surface on the solid neck stem. I also fed as much grease into the bearing as possible. For some odd reason, I had to clearance the dust shields to make them fit over the solid Paughco stem.

Back to the grease. I’m still using a large tin can of military bearing grease. I’ve had it since the ‘60s. About five years ago, someone gave me a new full can. I’ll bet I never get to it in my lifetime.

I was recently given some cool CMD Extreme Pressure lube tubes. We used it on Frankie’s FXR neck bearings, but in the heat, it started to drip and run down the leg of the front end, annoying. The old Navy bearing grease is the shit.

Okay, so I slipped the neck shaft with the lower greased bearing into place against the greased race in the neck cup and spun on the crown nut against the top bearing and upper dust shield, after it was clearance. Here’s another benefit of classic Paughco construction. A lot of frontend manufacturers dodge using a threaded nut between the top tree and the neck bearing.

It comes in so handy while installing a front end. It holds it in place to allow you to position the top tree comfortably. It also allows you to adjust the bearing tension. Then you can install the top tree and the top nut and tightened the hell out of it without messing with your bearing adjustment.

The Paughco front end comes with the rockers mounted and in place. No adjustment necessary. They are lubed and ready to rock.

I removed the solid brass, 4-inch Paughco dogbone risers from my old stainless-steel bars and was careful to install them on the stainless studs watching for the studs to turn or not. I tightened them down and adjusted the rubber mounted dogbone to align with the bars. Then I installed the bars once more.

I grabbed one of James old Dyna front wheels and used it to mockup the front end. Steve Massicote from Paughco recommended a left ‘88- ‘99 single-piston H-D Softail caliper on an 11.5-inch rotor with a 2-inch center hole to fit a pre-’99 Harley hub. He shipped a solid aluminum hub to Black Bike wheels.

Black Bike Wheels has helped me out a couple of times. I remember taking a dinged steel rim spoked, 21-inch wheel to them. The technician popped the unit in a vice, smacked it with a soft hammer and it was golden. They also built the 23-inch wheels on my flat-sided tank, factory racer. Amazing wheels.

They expanded and moved to Van Nuys, California. They now manufacture any-sized spoked wheels for any make or model motorcycle. They build their own hubs, rims, and spokes. They can lace and true anything and powder, polish or chrome any of their products.

In this case, we are going with a used, dull, aluminum, 19-inch rim and unpolished stainless rim, for the patina look. So, there’s some old and some new to this beast. I will add an old pre-’99 factory rotor to a Paughco aluminum hub, which we might black out, or Paughco was going to send me a hub cap, I could flat black and add a little rust.

We’re getting close, but I had to take it out on the road and see how it handled with the sprung seat. I took the seat bar out, because it was going to smack the fender. I added a straight piece of steel to the center and it gave me an additional 2 inches of travel. I’m still going to do something to protect the fender.

Okay, so this puppy hasn’t run in a couple of months but fired right to life. I maneuvered around the shop and into the street for a test run. What an amazing difference. The turning radius was way better and it blasted around the rough streets without an issue. What an amazing difference in ride and handling.

Don’t get me wrong. You can’t beat a glide for top end runs and the twisties, but for a classic cruiser, this puppy now hit the spot.

Hang on for the wheel and disc brake install.

–Bandit

Funky Panhead Sources:

S&S

Biker’s Choice

STD
www.STD.com

JIMS Machine

Lowbrow

Mallory
www.mallory.com

Accurate Engineering
www.accuratengineering.com

Bennett’s Performance

Paughco

Departure Bike Works
www.departurebikeworks.com

Spectro Oils

Chopper Dave
www.chopperdave.com

Black Bike Wheels
www.blackbikewheels.com

The story of Hugh King and his grand television career spanning four decades has been told over and over. In fact he just completed another adventure for the History Channel in the cold snowy north, but the series is a secret.

The master builders included Arlen and Cory Ness, Matt Hotch, Chica, Eddie Trotta, Hank Young, Kendall Johnson, Mitch Bergeron, Russell Mitchell and Joe Martin. Just up the dusty road roared the 2004 Laughlin River Run with all the temptations of Casino action including amazing food, entertainment, whiskey and girls. But the brothers stayed focused, almost.

Just 72 hours out they gathered at Dan Jackson’s Fort Mojave, Arizona, Desert Powder coat shop. Arlen Ness was assigned the shop foreman title, while Kendall Johnson, engine and trans builder. Mitch Bergeron handled frame and billet down tube construction. Russell Mitchell dialed in the handlebars and controls.

Matt Hotch hand built the fenders and the wild gusset under the frame neck. Cory Ness was responsible for paint and accessories procurement. Chica hand fabbed the gas tank, “but Johnny Chop helped,” said Hugh, and Eddie Trotta worked over the forks and front-end trees. Hank Young built the oil bag, Joe Martin the nasty pipes and pinstriping. And a late arrival Danny Gray supplied the hand made manta ray-covered custom seat—amazing.

The show had a design, but the King was only part of the scheme. “I wanted to depict the torment of the artists under extreme conditions.” Little did he know the bike would be turned over to him after he tortured the builders in the desert with hot iron pokers.

As the executive producer sat overlooking the mayhem of the final assembly while fanned by Vegas hookers and sipping long Island Iced teas he wondered if the concept would work.

“It didn’t at first,” Hugh said. “There was a lot of tension, people went off in different directions. All of a sudden, it just coalesced. You could feel the energy in the room. Everybody was suddenly working together, headed in the right direction. I think Arlen had a tremendous impact as the shop leader and guiding light in a dark tunnel of torment. It was touch and go for a while. If one of them had walked, they would have all walked, but they didn’t. The rebels held together.”

See the next episode for more details about the Chopper King’s Chopper, which is now for sale to the highest bidder. “My one burning desire now, however, is to buy the X Bike back from myself,” said the King with a tear in his eye.

My grandson wrecked his Dyna. He thinks he went down on a slippery west side boulevard, but the bike looks like he was rear-ended, which launched his girlfriend. She was seriously damaged, but survived. He got scuffed and walked away.

He needed a place and some guidance with his ’05 Dyna. He could have sold it and moved on, but he was so impressed with the performance after Bennett’s Performance tuned it and added some S&S TC cams, he didn’t want to let it go.

Anyway, we rambled throughout the packed isles looking for parts and I came across a large flatbed truck and a line of new, bare rigid frames displayed in front. Great looking frames and I inquired. Kraft Tech only sells to distributors like Biker’s Choice, but they bring a few frames to the swap meet once in a while and the price was right. In fact the owner’s son, Chris, was on hand and he recognized me and offered me a better deal.

The frames were obviously set up for Evo engines and 5-speed transmissions, but looked almost stock. I couldn’t resist. We carried that frame up and down isles until we finally headed toward the exit with no Dyna parts, but the frame and a set of stock Softail tanks, which the frame was set up for.

As I meandered toward the exit, my cell phone rang. It was Brad Olsen, an old friend who recently scored an Oregon shop’s inventory and stashed it in a warehouse near a river leading to the sea. “Yo,” Brad said. “I need to recoup some of my investment. Do you need a Panhead engine?”

I about shit my pants. I had just scored a sharp rigid frame, a set of fatbobs, and I knew I had a 5-speed Softail transmission at the Bikernet Headquarters. What the fuck? Hell yes, I needed a Panhead engine!

As it turned out, the engine was seriously incomplete, but with a good twist. The ’69, last kidney, Shovelhead right case was mated to a ’79 left case, which would allow me to run an alternator and Evo (Baker tins) primaries. I hauled ass home from the swap and started to dig through drawers, cabinets, and lockers looking for parts.

I created a pile next to my lathe, but when I stood up, I wondered what the hell I needed another motorcycle for. That wasn’t the mystic point at all. Fuck it, I was inspired and on a roll.

Here’s a code that works for us bikers. I tell young guys all the time to start to create equity in your lives for your future. You can buy and turn houses. You can restore a car, write a book (not a good idea), paint a painting, etc. But if you’re a biker, building bikes is perfect. No, they are not always worth a bundle, but they are like putting money in the bank. Think about that the next time the ol’ lady bitches at you for building another motorcycle. How’s she doing to build equity for your future?

Even before the swap meet kicked me into gear, I was moved by Go and Tasumi at Brat Style in Long Beach. Michael Lichter introduced me to them, just down the street on the evil industrial west side of Long Beach. They build the coolest shit on the planet with a major twist. Everything is vintage, seriously vintage. Go can build a totally custom tank and install it on a ’39 Indian Scout frame, but by the time he’s done, you would bet that’s stock part and 70 years old.

What completes his bike building twist? It was his amazing painter, Deny 528. Maybe I should keep this a secret. But fuck it, it will slip out anyway. I hope to feature one of Deny’s bikes this week, a restored (don’t forget that word) 1946 Indian Chief.

I was gone. I couldn’t think of anything else but this Panhead project. I dug around and Mike from Pacific Coast Cycles came up with an oil tank. He’s a major fan of Kraft Tech frames. “Everything just slips together,” Mike said. And he’s also a major fan of Paughco springers. He has about a dozen rollers in his one-man shop. If you’re after a cool project, give him a call.

Daily, I made lists of needed parts and started to make calls. I couldn’t stop and then my grandson flew to Deadwood to be apart of Scott Jacob’s Artist Retreat. Suddenly he wanted to go to Sturgis. I came up with a plan. I rode to Sturgis and back last year, so this year, we could alternate the plan. How about taking two old bobbers to Sturgis for the kicks?

We could stuff them into the back of a van and cut a dusty trail, but they would need to be short and tight. We would take the Panhead and a Shovelhead I’ve had for years, built by the guys at Strokers Dallas under the boss, Rick Fairless. We were about to chop the Shovelhead some with a Paughco scalloped gas tank, bars, solid brass risers, and a Softail oil bag. That would do the trick.

The Sturgis 2017 plan boiled in our minds. Suddenly, I had a deadline. Oh, what the fuck? I was inspired by many factors, but I still needed a few pieces to make it happen.

The engine was missing a cam and most of the cam case elements. It needed a carb, intake, distributor, oil pump and I started digging around. I had a set of rebuilt Panheads, but they were early model and this puppy would need outside oilers. I started to ask around. I also needed the right year cam cover and I found one on line.

Berry Wardlaw from Accurate Engineering offered to help when I couldn’t find any through STD. Billy McCahill was having issues with his foundry and didn’t have castings. Berry checked with a couple of distributors and no one had any in stock.

Berry searched forums and then found a set on Ebay. I immediately ordered them from Wilson Cycles, Inc. in Roswell, GA, but when they arrived, I encountered a problem. One was perfect with valves, an O-ring intake manifold flange and the outside oiler boss. Unfortunately the other didn’t have an outside oiler fitting. It was an early model.

All right, we will deal with that problem, with Dr. Feng, our officially certified aluminum TIG welder. As it turned out, working with Ebay, I received a call from Billy McCahill, of STD and RSR, or Ryde Shop Racing. He’s like a mad scientist, but he said they made a mistake two years ago and shipped out this order to a shop in Georgia. They never heard a word until I surfaced. I hauled the internal oiler head to their Downey shop and they replaced it. I was there for 30 minutes and heard 30 industry stories, some of which I will share in the news. Amazing!

We hit the swap meet again and found a cop solo seat from a major seat guy, but he had a pristine stock seat. I had an old hinged fender from an early swingarm Pan. I knocked out the pin and installed the bobbed fender with the help of Lowbrow’s new universal fender brackets.

It’s strong as a bull and fit like a champ. My funky MIG weld didn’t hold a candle to the precision Kraft Tech TIG welds on the frame. Sorta embarrassing…

I dug out a Softail 5-speed transmission, but I’m trying to figure out the plate to mount it—I did today. I called Chris at Kraft Tech and quizzed him. I have a Paughco offset 5-speed plate but need a stock ’86-’99 Softail tranny plate for a 5-speed. There are so many configurations and Paughco has them all.

I want to write a tech about ordering frames and all the configurations available. It’s not just about rake and trail anymore or wide tires, but left and right side drives, which transmission, which set of gas tanks and the type of seat being used. The list goes on. Hopefully, if the Paughco crew can help out, and with Biker’s Choice, we can make it happen.

I found a wide glide front end at the swap meet,  Ultimately, I wasn’t happy with it, but we made it work, (I hope) with an old drum front brake. I found some neck bearings and replaced the junk one. I tore the whole front end apart and cleaned it. The Paughco axle did the trick to allow it to be installed. A local shop laced the star hub to an old 18-inch used aluminum rim.

I spoke to the guys at Spectro about which fork oil to run in the legs. Joe Russo recommended Fork Oil Type E. 20 SAE, since it’s a one-up light bobber. “Heavy two-up bikes would use the 40SAE,” said Joe.

The brothers at Paughco are the best and have the best. After digging through my shit, I needed just a handful of vintage parts and pieces from the Paughco factory, like the correct front axle for an early glide. I made the mount for an old spotlight out of a bracket I built for a Bonneville bike but never used.

I needed the right side rear brake lever, plate, return spring and plunger, but I had three Wagner master cylinders. This Kraft Tech frame was set up for a Softail style disc brake. Years ago, we installed PM brakes on Dale Gorman’s Softail and I ended up with his stock solid aluminum rear wheel and brakes. They would do the trick.

I had most of the pieces for the left side, except for one, and Paughco had it, the shift linkage arm. And I didn’t plan to run a dash, but I needed something for electrics, a switch, whatever. I ordered a Paughco universal tin toolbox and then discovered something wild at an antique store, a K-model motorcycle trophy and it’s a heavy casting.

The notion is to build a simple, easy to handle bobbed Panhead. But for some odd reason, finding an early automatic-advance distributor is not easy. I don’t want any extra bells and whistles on this bike, no advance and retard mechanism, jockey shift, etc. Then I found a Mallory electronic ignition system in a locker from our ’06 Bonneville effort. I spoke to Berry Wardlaw from Accurate Engineering and it will do the trick. I’m rocking.

I went through the front end from stem to stern, installed new bearings, cleaned it, drilled lightening holes in the brake backing plate, and found a set of stock configuration stainless bars and some goofy 4-inch aluminum risers using a stock cap. I’m still working on the cable, lever and cable adjuster. I called Barnett’s today.

The bike is already headed back together for Sturgis. If the paint and engine comes together I should be cool for the run. Hang on for the next report.

Sources:

Paughco

Pacific Coast Cycles, Long Beach

Barnett’s

Kraft Tech

Spectro

Baker Drivetrain
www.bakerdrivetrain.com

S&S

LowBrow

Bennett’s Performance touts being the performance test bed for all-things big twin performance and handling in Long Beach, California. The team is also very involved in Bonneville Land Speed Record efforts. Unless the California Air Resources Board decides to shut down every California custom or performance shop, they will be burning rods, turning lathes, and twisting wrenches until they die.

I say, “They,” and I’m referring to Eric Bennett, the boss, and his longtime mechanic and Dad, Bob. Other technicians come and go. Plus, next-door are the men, including Jerry Branch, and John O’Keefe, who are the masters of the flow bench and headwork at the Branch O’Keefe machine shop.

All shops big and small in California live in fear of being shut down. But let’s not go there. For a few minutes let’s pretend that freedom rings in this country and our political structure loves folks who build anything from hot rods to custom motorcycles. They even support the notion that loud pipes saves lives, because it’s true. They love it that guys don’t beat their wives or do drugs, that they learn how to work with their hands and create something one-off, which they can ride to work or to Sturgis with pride. Am I dreaming or what?

Eric recently came across this 2004 Dyna and decided to research every performance resource and build himself the best hot rod Dyna on the planet, as a test project for anything performance, for Twin-Cams. He did, and we followed the process on Bikernet.com, and this is the third and last stellar episode. But wait, their could be more, according to Eric’s assessment at this point.

“I need to change the shocks,” Eric said. “They are too low and shifting the weight to the rear. I need to tighten the handling.”

Eric was pushing is Dyna onto his shop dyno as we strolled into Bennett’s Performance, a very clean and well-organized shop, a couple of weeks ago. “I wanted to dyno it one final time without a rev limiter,” he said and discovered a dyno malady. The battery was low. At about 5500 rpms the dyno results didn’t indicate a smooth transition through the gears, but jumpy results. He was dying to try again, but we were forced to take a break.

Eric now has 1978 miles on the bike since he rebuilt and upgraded the engine from 88 inches to 106. Shortly after the bike was completed and running, his dyno pulls indicated 112 hp and 119 pounds of torque, then 116 hp and 118 pounds of torque with a carb change, more miles and tuning. 

 Our discussion shifted back to handling. “At 100 it starts to wiggle,” Eric said, “There’s too much weight on the back.” He plans to install 14-inch Ohlins. Today, the lower badder look is slipping away for the jacked, terrific suspension, badass, dirt bike, café racer, SOA, go fast appearance.

We discussed the new CCE stiffer rubbermounts for Dynas, which might do the trick. “I still won’t be able to dial-in the handling as well as FXRS, like the Unknown Industry guys,” Eric said. “With my handling issues, they pulled away at just over 100 mph. The front feels fine, but I haven’t decided what to do with my number plate. Newer Dynas have additional gussets, but nothing like the FXR, period!”

He plans to black out the wheels and add Michelin tires, but he loves this engine configuration. “It’s perfect,” Eric said. “I didn’t need to machine the cases or crank up the compression. The cam isn’t radical, and I could run stock cylinders.” Jerry Branch told Eric that engines are like a combination lock. One number off and the system doesn’t work.

He’s currently looking for an ’06 or ’07 Dyna 17-inch rear wheel, and he will run a 160 tire. “It still gets 42 mpg. Reaching more than one horsepower per cubic inch with a naturally aspirated engine. It’s impressive.”

The S&S lower end contains a 4.5-inch stroke with 3 7/8-inch S&S pistons. Eric blocked the Mikuni carb out one inch to allow the air and fuel to atomize more before it reached the intake valves. “It’s a smoother delivery to the chambers,” Eric said. “We were lucky to score a set of Dave Thew heads designed for monster JIMS 116-inch motors by the Branch/O’Keefe team. This combination with 2.02 intake and 1.610 exhaust valves, and some slight porting, coupled with a Redshift .647 lift cam, and 11.5:1 compression gave Dave Thew 132 ass-kicking horsepower and 132 pounds of torque.

Dave’s bike with fat tanks and beach bars could not be beat at the drags.

I spoke to Eric’s dad who talked of his Bonneville bikes and going after a 167 mph record. Eric was the rider. “We couldn’t get over 161, but then I learned about aerodynamics. I gained 9 mph by moving the pipes inboard. We gained another 5 mph when Eric shifted his riding position and tucked one foot behind the primary.” They grabbed a record.

So, you can tell by the smell of go-fast, the posters of Burt Munro on the wall, and the Bennett record next to the counter, that this group is all about motorcycles and folks who ride hard and fast. Hang on for the next report.

Address: 1940 Freeman Ave,Signal Hill Ca, 90755

Size: 16-inchBrake calipers: Stock
Brake rotor: Lyndall
Pulley: H-D