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Read More Rebirth of an American Classic: Transmission Rebuild
By Bandit |
My 3-speed transmission started out very similar to my engine, an empty case and a pile of parts, all in need of cleaning. So the first step was to break everything down into individual pieces and perform a thorough inspection of each piece, to see which parts just needed cleaning and which parts needed repairs or replacement.
Luckily most of the parts were in good shape, even the transmission studs, so everything was put into the blasting cabinet. It’s always important to note that you don’t want to blast bearing surfaces and fine threads, so these areas need to be covered before the part goes into the blast cabinet. After a couple of hours of blasting, the results speak for themselves.
Next a coat of paint was sprayed on all the external parts (except the case). Some parts were Cadmium plated from the factory, but a layer of silver paint was a quick way to approximate the original finish.
While the paint was left to dry, work began on assembling the internal components of the transmission. I decided to upgrade the mainshaft bearings to sealed units which are available from Replicant Metals (www.replicantmetals.com). Using sealed bearings helps to eliminate fluid leaks, which is always a worthwhile improvement. In order to install the new bearings, the case was carefully heated with a torch to expand the opening while the bearings were placed in the snow to contract. Once the case was hot, the bearing was quickly dropped in and tapped into place with a wooden dowel.
Both my countershaft and mainshaft were well worn, so I replaced them with new units from Eastern Motorcycle Parts (www.easternmotorcycleparts.com). My slider gear was in terrible shape too and was replaced with a new unit from Eastern as well. Here’s a side by side photo of my original slider gear and the Eastern replacement. Definitely is big improvement!
Assembly was very straight forward, the mainshaft was slid partially into the case, allowing room for the main drive gear and slider gear to be installed, before the mainshaft was slid the rest of the way through the case.
Next new bearings were installed inside the cluster gear and it was held inside the transmission case while the countershaft was pushed through it. Lots of red grease was used for this step, not only to lube the new bearings, but to hold them in place as some of them rode loose inside the cluster gear.
The last thing to install inside the case was the shift fork assembly. The shift fork attaches to the center of the slider gear and slides back and forth on its own shaft. An arm in the transmission lid moves the shift fork, which in turn moves the slider gear and engages it with the selected gear on the gear cluster.
With the internals finished, work began on the kicker assembly. Using a special lock ring, both the mainshaft and countershaft were secured on the right side of the transmission before the kicker parts were added to the mainshaft.
Assembling the parts on the mainshaft was a two man job as there was a spring which had to be compressed while two keys are installed in the end of the mainshaft.
Once everything was stacked onto the mainshaft, a nut and washer was installed to hold the whole assembly in place. The following photo shows the assembly ready for the kicker cover to be installed.
Inside the kicker cover and attached to the end of the kicker arm is a half gear which meshes with the kicker gear that was just installed on the end of the mainshaft. This half gear turns the mainshaft when you kick down on the kicker pedal.
A paper gasket and a handful of washers and nuts was all that was needed to complete the kicker installation. There was a little bit of work left to assemble the transmission lid and it was soon bolted onto the top of case.
A couple of new grease fittings finished off the build and we were left with a great looking transmission.
Editors Note:
If you would like to contribute to the completion of this bike please use the link below.
This project started on Black Friday of 2013 with just a set of engine cases and will end with a complete 1933 Harley-Davidson VL making a cross country run in the fall of 2014. Already a great deal of progress has been made on the restoration of this motorcycle, but more funding is needed to see this project through to the end.
Additional articles will continue throughout the remainder of this build and will result in a complete digital archive which takes the reader through the restoration of a 1933 Harley-Davidson, step by step. By making this information available freely online, future vintage motorcycle enthusiasts will be able to rebuild and maintain these great machines.
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Rebirth of an American Classic: Case Repairs
By Bandit |
Before the engine could be rebuilt, the cases needed some additional work to repair a damaged portion of the front baffle. It appears that an unknown piece of debris was wedged between the backside of the baffle and the flywheel which eventually knocked a hole right through the baffle.
Since HD engine cases are made from aluminum, the best method for repairing the hole was to use a TIG welder to fill in the missing material. The hole was located at the thinnest portion of the baffle, so a piece of copper plate was used to cover the hole and provide support for the weld.
The entire case half was then placed in a parts oven set to 400 degrees Fahrenheit for 45 minutes. This helped to bake out the old motor oil which had impregnated the case over the years and ensured that the entire case was at equal temperature for welding. The heating also revealed that there were a number of cracks radiating out from the hole which also needed to be fixed. By the time the hole, the cracks and the casting imperfections had been repaired, I was left with a good deal of weld to grind away.
The backside of the baffle was easy to reach and was ground back into shape with the help of a curved template and a flap wheel mounted to a hand drill. The top of the baffle was much harder to grind with standard tools, so it was necessary to make a custom router bit using an aluminum sleeve epoxied to a ½” four fluted end mill.
Working slowly, I removed about 1/32” of excess weld with each pass of the router. Liberal amounts of Teflon lubricant was used throughout the process. After every pass the chips were removed and new lubricant was added to make sure no damage was caused by the aluminum sleeve riding against the case.
After some final shaping, the repair was complete and I moved onto chasing the threads for all the tapped holes.
Next, both case halves received a thorough cleaning. All the holes were cleaned out with wire brushes attached to a hand drill to remove any aluminum chips and other debris. From there the cases were soaked in warm soapy water and scrubbed with bristle brushes. Then each case was carefully blown dry with compressed air, paying careful attention to blow out all holes and orifices.
Once the cases were clean and dry, the last step was to apply a coat of Glyptal to the inside of both cases. Glyptal is an enamel based sealer, so once it dries, it is tough to remove. To insure that the sealer only coated the intended surfaces, each case half was carefully taped and covered. Once the Glyptal was applied, it was cured in an over for two hours at 275 degrees Fahrenheit. The result was a hard slick coat of Glyptal and a set of cases ready for assembly.
Editors Note:
If you would like to contribute to the completion of this bike please use the link below.
This project started on Black Friday of 2013 with just a set of engine cases and will end with a complete 1933 Harley-Davidson VL making a cross country run in the fall of 2014. Already a great deal of progress has been made on the restoration of this motorcycle, but more funding is needed to see this project through to the end. Additional articles will continue throughout the remainder of this build and will result in a complete digital archive which takes the reader through the restoration of a 1933 Harley-Davidson, step by step. By making this information available freely online, future vintage motorcycle enthusiasts will be able to rebuild and maintain these great machines.
We have already gained the support of many of the top compaines in the vintage motorcycle industry. If you would like to see your company’s logo included not only on the motorcycle, but also on every article, please contact me directly to learn more about our marketing campaign and advertising opportunities. EMAIL
Sponsored By
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Rebirth of an American Classic: The Build Begins
By Bandit |
After months of planning, my 1933 Harley-Davidson build officially started on Black Friday. That’s when I made the long trip up to Replicant Metals (www.replicantmetals.com), located a mere 7 hours north of me in Pennsylvannia. Owner Tom Feezer was waiting for me with a set of matched 1933 VL cases when I walked into the shop. These will serve as the basis for my build and are the most important part as the VIN number stamped on these cases is what makes the motorcycle a ’33 model. I plan to stay true to what the factory produced in ’33, but technically anything I build with these cases will be titled as a ’33 Harley-Davidson.
Setting aside the cases, I started making a pile of the other parts: heads, cylinders, cams, flywheels, rods and cam cover. Everything needed a trip through the blasting cabinet to knock off 80 years of built up grease and grime. Before loading up the blast cabinet, some of the parts needed to be broken down further, including the cases and the cam cover.
Starting with the cases, there were still some cylinder studs which needed to be removed.
Normally, I’d just use the old two nut trick to back them out, but Tom actually had a specialty tool from Snap-On for removing them. The tool comes with a number of collets which are sized for different thread pitches and bolt diameters. You screw the collet onto the stud and then slide a collar down over the collet. The opposite end of the collet in threaded on the outside, which allows you to screw a nut onto which forces the collar down the collet. As the collar slides down the collet, it tightens the collet onto the stud. Once the collet is secured onto the stud, you just unscrew the entire set up as one piece. The result is easy stud removal without damaging the stud or the case.
The idler gear and shaft also needed to be removed which was accomplished by first removing the retaining ring which keeps the gear on the shaft. After removing the retaining ring, the idler gear slid right off without any problems. The shaft proved to be a trickier to get out, but we were able to carefully pry it out after threading a bolt into the end of it. Using blocks of wood to protect the case, a small pry bar was slipped under the bolt head to pry out the shaft.
Next I turned my attention to the cam cover, which turned out to be the most complicated part to disassemble. Unlike modern motorcycles, the VL cam cover is used to houses the oil pumps and timer. All of these parts are held in with flathead screws, so special attention was paid not to damage them. The first step was to give everything a get soak in Kroil penetrating lubricant.
That did the trick for all but one screw. In the end, it took careful heating of the cam cover with a torch to break that last screw loose. These parts had enough surface grease on them that the needed to be cleaned in lacquer thinner to get them to a state suitable for putting in the blast cabinet.
Now I had enough parts to get started on the blasting process. The cabinet was filled with a fine grain aluminum oxide medium, which is gentle enough not to cause serious damage to the aluminum. Still, it was important to keep the gun moving back and forth to make sure that no one spot was cleaned to aggressively and to keep the overall color and surface texture even. As a precaution, I also taped over the VIN number just to make sure that it wasn’t damaged as well as plugging all the bushing holes.
About half a day was spent blasting the cases, cam cover, oil pumps, timer parts, connecting rods and flywheels before I moved onto the cams. The V-series engine uses four gear driven cams, much like a modern Sportster, each cam as one lobe which opens either and exhaust or an intake valve. Upon close inspection of my cams, I discovered that the worm gear on cam #4, which drives the oil pump, was damaged.
This is an easy fix if you have a replacement shaft available. On V-series cams, the shafts are pressed onto the gear/lobe clusters, so to make this repair I just had to press out the damaged shaft and press in a replacement. Harley designed these cams with an alignment tab, so they can only be assembled in the correct orientation.
When the repair was complete, the cams went into the blast cabinet to clean up the gears. I was careful not to blast any surfaces that would come in contact with the bushings in the case or cam cover.
Lastly I turned my attention to the cylinders and heads. The cylinders were in good shape, without any broken fins and only bored .005” and .010” over stock. All they required was removing the old hi-temp paint from the external surfaces in the blast cabinet. The heads had some minor fin damage which is very common on flatheads. Fins can be easily snapped off when removing the heads if the wrong tool is used.
Since the damage to my heads was not extensive, I decided to use a die grinder to smooth out the broken fins. Once painted, they should blend together nicely and it will take careful inspection to spot the damaged areas.
The heads were placed in the blast cabinet for final cleaning. To help protect my freshly cleaned heads and cylinders, they were all sprayed with an aircraft primer made by Tempo. Don’t be alarmed by the green color, they’ll get top coated black.
After a few pictures were taken, everything was boxed up to be sent out to the machine shop for inspection. After the machinist gives the ok on these parts, they’ll come back to the shop for a final cleaning to remove any debris left by the blasting process. Then it will be time to rebuild the engine.
Editors Note:
If you would like to contribute to the completion of this bike please use the link below.
This project started on Black Friday of 2013 with just a set of engine cases and will end with a complete 1933 Harley-Davidson VL making a cross country run in the fall of 2014. Already a great deal of progress has been made on the restoration of this motorcycle, but more funding is needed to see this project through to the end. Additional articles will continue throughout the remainder of this build and will result in a complete digital archive which takes the reader through the restoration of a 1933 Harley-Davidson, step by step. By making this information available freely online, future vintage motorcycle enthusiasts will be able to rebuild and maintain these great machines.
We have already gained the support of many of the top compaines in the vintage motorcycle industry. If you would like to see your company’s logo included not only on the motorcycle, but also on every article, please contact me directly to learn more about our marketing campaign and advertising opportunities. EMAIL
Sponsored By:
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Sturgis Shovel Gets A Wrap
By Robin Technologies |
The Sturgis Shovel has seen its share of LA Harbor town back alleys in the eight years of pounding the streets around Wilmington, California. The exhaust is really starting to show the effects of the road and weather. Originally these hand fabricated pipes were painted with barbeque paint found lying around the Bikernet Intergalactic Headquarters. Surface rust was starting to take hold, and I really needed to do something about it. The Sturgis Shovel was built to be a “Take no crap, back alley brawler,” so shiny powder coating or chrome just wasn’t going to cut it. I had to research my options and come up with a quick and simple, yet great looking backyard solution to my problem.
I decided I would sand the pipes down to bare metal and spray them with VHT High Temp, Flat Black Exhaust Paint. Then I contacted J&P Cycles for a 50-foot roll of Design Engineering Inc., 2-inch Titanium Exhaust wrap and called it a day.
Once you have the pipes removed from the bike, getting the rust and old paint off is the first step. How you go about this is completely up to you, send them out for media blasting, grab your DA sander and some 120 grit, or do what I did, just pull up a lawn chair, with some 120 grit sandpaper and go to it. How you get to bare metal isn’t important, but getting there is, if you want a good looking final product.
Now, we were ready for painting or so we thought. Before you get your spray cans out make sure to degrease the freshly sanded metal with either a metal prep or lacquer thinner. There are a lot of high heat exhaust paints out there and you can use which ever brand you feel most comfortable with. I decided to go with VHT FLAMEPROOF COATING in flat black. Here’s what they say about their product:
VHT FLAMEPROOF COATING
VHT FlameProof Coating will renew and extend the life of any surface exposed to extremely high temperatures. This unique coating is a matte finish, silicone ceramic base widely used by the automotive industry on exhaust systems and the aerospace industry for jet engines, re-entry vehicles and other high temperature applications. VHT FlameProof Coating will withstand temperatures up to 2000°F (1093°C) and is ideal for use on headers, exhaust systems, or wherever an extreme temperature coating is needed.
Specs:
Temperature: 1300°F-2000°F (704°C-1093°C)
Applications: Headers, Exhaust Manifolds, Piston Domes, Inside Heads
Finish: Flat
Painting an exhaust pipe should be a simple thing, but getting them in a position that does not require you to have the flexibility of a Hollywood stripper, to paint all the surfaces can take some thought. I decided to hang it from the rafter of my patio awning which allowed me to climb all around it without having to throw my back out.
Spraying the VHT FLAMEPROOF paint is much like spraying any other spray paint. Keep the can moving, from about 8 to 10 inches away, and remember multiple light coats are better then one heavy coat. ‘
VHT recommends multiple coats with only a 10 or 15 minute time between coats if you get sidetracked and come back to spray your second or third coat after more then an hour you should wait 7 days for the paint to surface cure before you apply your next coat. So make sure that Hollywood stripper I was discussing earlier doesn’t sidetrack you or this step could take awhile.
VHT FLAMEPROOF COATING does require curing and VHT includes some specific instructions on how to do this.
Curing FlameProof
VHT FlameProof Coating only attains its unique properties after correct curing (refer to instructions on the can).
Off the Vehicle
Paint must be completely dry before curing
Heat to 250°F (121°C) for 30 minutes
Cool for 30 minutes
Heat to 400°F (204°C) for 30 minutes
Cool for 30 minutes
Heat to 650°F (343°C ) for 30 minutes
Caution: Do not exceed the temperature of the least heat tolerant component or the base metal
On the Vehicle
Paint must be completely dry before curing
Run at idle for 10 minutes
Cool for 20 minutes
Run at idle for 20 minutes
Cool for 20 minutes
Run under normal operating conditions for 30 minutes
Using the household oven was going to be a non-starter, between the pipes not fitting and the wife giving me absolutely no doubt as to what her thoughts were… I looked at the barbeque. This made perfect sense as the pipes would fit, and I do have a temperature meter on the barbeque. Unfortunatel that option was not going to be allowed either. This left me with few options and as the Sturgis Shovel is currently tore down getting a top end rebuild, curing will need to wait until after the pipes were wrapped with the DEI exhaust wrap and the Shovel was ready to ride again.
Note: I am not sure how this will turn out, so I recommend following VHT’s instructions or just not let the wife know what you plan to do with her oven. I will post an update as to the outcome of this experiment once the Shovel tears up the streets once more.
Once I finished painting and curing(?) the exhaust pipe, it was time to get wrapping. J&P Cycles has a large selection of exhaust wrap to choose from in their online catalog and after looking at all the different options I decided to order the Design Engineering Inc, Titanium Exhaust Wrap Part #308-159. I also had them throw in a package of DEI’s 8-inch Stainless Steel tie wraps to secure the ends.
The DEI Titanium wrap has some great benefits over other exhaust wraps on the market. I could tell you all about its awesome carbon fiber look, or how it doesn’t need to be wetted down before wrapping. But I will instead just let the guys at Design Engineering Inc. fill you in on the details.
Titanium exhaust wrap, with LR Technology, is made from pulverized lava rock and stranded into a fiber material and woven into a proprietary weave. Titanium wrap is engineered to be stronger than most wraps and more durable for improved thermal performance and reliability. Perfect for any automotive or motorcycle application!
•Withstands 1800°F direct/2500°F intermittent heat
•Promotes increased flow for improved performance
•Reduces temperature & vibration breakdown
•Extremely pliable for a tight and secure wrap
•DEI HT Silicone Coating not required
•Pre-wetting roll not necessary for wrapping
•Hi-tech carbon fiber look
•High resistance to abrasions, oil spills, temperatures and vibration breakdown
pasting
(Note: Design Engineering HT Silicone Coating Spray is NOT recommended for DEI Titanium Wrap.)
As usual my order from J&P Cycles showed up almost as fast as I hit the enter key on the order form. Once the wrap arrived I looked over DEI’s directions and proceeded to start wrapping the pipe.
To start the process you first must decide which direction you want the overlap to be facing as it will effect the look.
I decided I liked the look of the overlap facing the front of the bike so I started my wrap at the rear of the pipe.
Once you have made a couple of complete wraps of the pipe use a plastic zip tie to temporarily secure the exhaust wrap. Pulling the wrap tight, keep wrapping the pipe overlapping about ½- inch, at the bends you will need to stretch the wrap and vary the overlap to get a smooth wrap. Just keep wrapping until you get to the end. Keeping the wrap tight is critical to the looks of the finished product. We don’t want any loose, flapping in the wind exhaust wrap do we?
There are plenty of different ways you can do it. I prefer to wrap the exhaust wrap around the pipe pulling it tight as I go, other people will tie one end of the exhaust wrap to an immovable object and roll the exhaust pipe onto the stretched wrap. Both ways will work, so try it out and see which way works best for you.
When you get to the exhaust flange or the end of the pipe, if you decided to wrap your pipe backwards cut the wrap about 1-inch long and fold it under to hide any fraying using another zip-tie to secure this end.
Now that you are finished wrapping the pipe and are happy with the results, it is time to replace those zip-ties with either Stainless Steel Zip-ties or Stainless Steel hose clamps they will both get the job done and look good doing it at the same time.
Well that wraps it up. Now, if only I could install the bastards and go for a ride…
Atomic Bob Original Art for Sale at Atomic Bob Shop
By Bandit |
I got on the horn with Atomic Bob to ask him to donate some art for the upcoming Flying Piston Benefit online auction in Daytona on March 4, 2024.
Instead of answering the question, Bob growled about those thieving sonsabitches hacking his Instagram account and were digitally squatting on his property.
He can’t DM, he can’t post directly, and he can’t get it back through Instagram. And the thieves want 250 hostage money!
I said, “250K?”
No, $250 and I won’t pay it. If I find them, they won’t do it again! After he got that off his chest, we discussed his new store. He’s now offering his original masterpieces at the Atomic Bob Shop on Facebook. And here’s a kicker—he’s drawing inspiration from the vibrant 2000s era!
2000s? During this time, Atomic Bob lived his best life with zero worries. Picture this: motorcycles, cars, cash—anything he fancied, he had it.
With a grin, the Atomic One shared, “Those were the days!”
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Apparently, he use to embrace a perpetual cloud of smoke because, hey, who cared? “I was in my 20s, living the dream. But then I thought I should be a responsible adult and stick to legal stuff—like being an alcoholic,” he chuckled…
Ah, the Atomic Bob wisdom!
Atomic has since put the whiskey down and picked up the pipe. Since Ohio is now a cannabis state, he likes to kick back, relax and paint high.
If you haven’t seen Atomic Bob’s artistic style, then you are in for a treat. He seamlessly blends pinstriping, custom paint and illustration with a distinctive touch. Renowned for his imaginative creations, Atomic Bob’s art frequently features themes revolving around monsters and eyeballs, adding a unique and captivating flair to his work.
Bob then took me through a couple of his works in his Atomic Bob Store.
The first piece of art originated in 2014, was completed in Atomic Bob’s grandma and grandpa’s basement. His girlfriend Kelly had kicked him out for the last time and got him locked up as well.
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“I was feeling down as I paged through a magazine and saw this T-Bird,” explained Atomic. “I had this building down by the railroad tracks. I decided I was going to call it Atomic Dice Custom Paint. This T-Bird was going to be my new logo. I remember I was mad because I had to start my life over yet again, get sober and blah, blah, blah.”
The T-Bird was drawn in-between fights and arguments and all kinds of chaos, including yelling and smoking cigarettes late into the night.
“The lucky boy or girl out there who gets this can honestly light it on fire and dance naked in the dark,” said Bob.
Another interesting piece is an original autobiographical art piece of Atomic Bob’s ‘51 DeSoto. His lead sled was slammed with exhaust coming out of the rear quarter panel.
This framed piece fell on his head when the cops came to arrest him, while slamming him against the wall. He reframed it, of course, but you can still see little slices in the parchment where the cops stepped on the art.
“When you’re an alcoholic for so long as I was, there’s a lot of moments I missed. I actually stare at things in order for shit to start to come back to me,” explained Atomic.
And that’s where the story gets cool. So, when somebody buys this, it will be like, “Oh man, the artists got arrested, the damn thing fell on him, and it was stomped by a cop. What’s not to like?”
“So, I’m living in the 2000s with my music. Feeling the good vibes. Smoking pot and taking care of myself,” Bob said. “I am grateful for what I have. I’m not abusing my body.”
“The medical industry might be able to fix me, but I can tell you right now, I’m not going to make it worse because I ultimately have to make money with my hands and my arms and everything.”
So, getting back to my original question for Atomic Bob. “Of course, I’ll be happy to help the Flying Piston Benefit,” he said. The sponsor BIG FRIG will send him (2) 64oz growlers. One for the event held in the pavilion at Teddy Morse’s Daytona Harley-Davidson and one for Bob’s own purposes. We can’t wait!
Links:
BIG FRIG – https://bigfrig.com/
FLYING PISTON BENEFIT – https://flyingpistonbenefit.com/
ATOMIC BOB SHOP – https://www.facebook.com/groups/1324617964909190
The cousin for Harley-Davidson X440
By Wayfarer |
Even as X440 takes on the local behemoth Royal Enfield, the global two-wheeled giant Hero MotoCorp’s Mavrick 440 was unveiled in India at Hero World 2024.
Based on the Harley-Davidson X440, it features a power-roadster design philosophy and will be available for bookings in February 2024.
The Mavrick was co-developed in association with Harley-Davidson and is based on the X440. Available in five colour options, across variants, dealerships will accept bookings from February 2024 with deliveries beginning April 2024.
Harley-Davidson X440 and Mavrick 440 share the same engine and trellis frame. Yet it looks drastically different and may not appeal to those who loved the X440 design derived from Harley-Davidson XR1200.
Mavrick 440 will likely compete well against those left behind by the X440, including the big four Japanese brands. In all of this, the other retro-cruisers such as recently announced Honda CB350 and Jawa Forty-two and the Roadsters from Yezdi and TVS seem lost in the noise, with less brand appeal and even less after-sales expectations.
Find out the detailed specs, features and updates at
https://www.heromotocorp.com/en-in/motorcycles/Mavrick.html
With the launch of Mavrick 440, the buyers of Harley-Davidson X440 might also breathe a sigh of relief as the doubt for after-sales-service and parts might get resolved. Hopefully, H-D’s franchising strategy with Hero and Chinese QJ Motors (for China market) is a long-term strategy. I doubt if Harley-Davidson will again disappear overnight —since Hero has engaged so much resources, it is likely a tight, well-planned partnership.
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Annual Mecum Auction at Las Vegas 2024
By Wayfarer |
33rd Annual Vintage and Antique Motorcycle Auction by Mecum Auction at Las Vegas
January 24-27, 2024
ADDRESS
South Point Hotel & Casino
9777 Las Vegas Blvd S
Las Vegas, NV 89183
VIEW LOTS: https://www.mecum.com/auctions/las-vegas-motorcycles-2024/lots/
FOOD & BEVERAGE
The South Point Hotel & Casino offers a variety of favorites and local cuisine. Food and beverage stands are located throughout the facility.
Payment Options
Cash and credit or debit cards are accepted.
RV/CAMPINGRV/CAMPING
Camping on-site at the South Point Casino is not allowed. Campgrounds are available in the area and individuals are encouraged to check local listings for more information.
MOTORCYCLE SHIPPING
Whether you’re consigning your motorcycle or purchasing a new one, HaulBikes Motorcycle Transportation will deliver your bike safely to its new home! Contact HaulBikes at 888-HAULBIKES today. View rate information.
ROAD ART SHIPPING
Navis Pack & Ship
6185 S Valley View Blvd, Suite L
Las Vegas, NV 89118
lasvegas@gonavis.com or (702)494-9616
*All Road Art must be retrieved by 12:00 PM on Sunday, January 28. Any remaining items will be shipped via our preferred shipping company at the winning bidders expense.
ACCESSIBILITY
Scooter & Wheelchair Rental Information
Personal wheelchairs and mobility scooters are allowed. No on-site rental options are available.
Golf Carts
Personal golf carts are prohibited.
PETS
For the safety and comfort of both pets and people, the admittance of any and all animals is prohibited at every Mecum event, unless the pet is a service animal under the federal guidelines of the Americans with Disabilities Act or similar state or local laws.
LOST & FOUND
To report a lost item, please contact us at (262) 275-5050 or email info@mecum.com.
TV Schedule: Friday, Jan. 26 from noon to 5 p.m. (Live on MotorTrend+) and Saturday, Jan. 27 from noon to 5 p.m. (Live on MotorTrend+) (All times Pacific)
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Tell ’em Bikernet.com sent ya !
Colorado Motorcycle Expo 2024
By Wayfarer |
COLORADO MOTORCYCLE EXPO 2024
JANUARY 27, 2024 – 9:00am – 7:00pm
JANUARY 28, 2024 – 9:00am – 4:00pm
AT THE NATIONAL WESTERN COMPLEX IN DENVER
GET TICKETS https://www.coloradomotorcycleexpo.com/
Saturday Ticket = $25
Sunday Ticket = $20
Due to parking restrictions, we are unable to offer VIP tickets this year.
$2 discount for Military and 65+ (with proper ID at the door only)
Children 12 and under are free
A MOTORCYCLE EVENT YOU DON’T WANT TO MISS…
LARGEST INDOOR MOTORCYCLE SWAP MEET IN AMERICA!
The expansive venue, spanning 300,000 square feet, accommodates up to 800 vendor booths and swap meet tables. We welcome vendors of diverse varieties, ensuring you’ll find exactly what you’re looking for.
LARGEST MOTORCYCLE SHOW IN THE ROCKY MOUNTAIN REGION
Showcasing approximately 100 bikes vying for top honors in up to 20 categories, the Colorado Motorcycle Expo stands as the largest and premier motorcycle show in the Rocky Mountain region.
USED MOTORCYCLES FOR SALE IN THE CORRAL
Explore our selection of available used bikes for sale, or bring your own to sell. Join us for an incredible opportunity to present your bike to a vibrant audience of thousands!
LIVE MUSIC, ENTERTAINMENT, AND SO MUCH MORE
Experience the energy of live bands, captivating solo acts, engaging adult activities, a dedicated kid’s zone, and much more. There’s something for everyone!
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Tell ’em Bikernet.com sent ya !
Is Green the New Gray Area
By Bandit |
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. A prime example of this is the recent push to outlaw internal combustion engines, just one of the issues the Motorcycle Riders Foundation and our partners in the state motorcyclists’ rights organizations and the motorcycle aftermarket are fighting head on.
So why are internal combustion engines under attack? The Biden administration is calling for one in two new cars sold in the 2030s to be fully electric. Federal incentives intended to prop up ‘green’ proposals have been pushed through Congress. In some states, these initiatives have become all the rage, calling for the elimination of all internal combustion engines and the end of fossil fuels as an energy source.
California’s plan to ban all internal combustion engines by 2035 is the most obvious of these, while similar plans have been launched around the country and the world. On the surface, that might sound bleak for those of us who love our gasoline-powered bikes, cars, trucks, and boats, but there may be good news on the horizon. As more research is coming to light from a feasibility, a financial, and an environmental perspective, initiatives targeting zero greenhouse gas emissions are being reexamined.
The Connecticut state legislature, like their counterparts in California, initially targeted the elimination of internal combustion engines by 2035, but has now decided to pump the brakes, killing Senate Bill 1145 which would have set unattainable greenhouse gas emission goals. Part of that bill would have penalized non-compliant parties up to $25,000 PER DAY for not meeting stated objectives, labeling the penalties as a ‘tax’. Other uncoordinated decarbonization ‘roadmap bills’ are still being considered in Connecticut, but the all-out push to join states like Massachusetts, California, and others is on the decline.
Ohio is pushing back as well. Their state legislature recently passed House Bill 201, signed into law by Governor Mike DeWine. HB 201 prohibits state agencies, counties, or townships in Ohio “from restricting the sale or use of a motor vehicle based on the energy source used to power the motor vehicle.” It also specifically prohibits a state agency from adopting the California emissions standards for motor vehicles. ABATE of Ohio played a major role in getting this law on the books. In northern Europe, Norway, which had targeted zero greenhouse gas emissions by 2030, is likewise backing off on its plan as its feasibility becomes less certain.
None of this is to say that we shouldn’t be concerned about pollution. We absolutely need to address these issues, especially in our major cities. But the outright elimination of vehicles powered by fossil fuels is not the answer.
Regarding the general public’s opinion on an all-electric solution, many people are less than enthusiastic about moving away from gasoline-powered alternatives. According to the Sierra Club, in 2022 66% of car dealerships did not have an electric vehicle for sale. We can only assume that’s because there was no market for them. Today, thousands of car dealerships around the country are pushing back on the Biden plan, saying they can’t sell the electric vehicles they already have in stock.
Car manufacturers are backing off as well, curtailing production of new EVs. Why is that?
First and foremost, electric vehicles are expensive. Some studies suggest that people who can afford to buy all-electric cars represent a finite group, and that many of those consumers have already purchased an EV car or truck, meaning the available pool of buyers is shrinking. Also problematic is that due in large part to the high cost of battery replacement, there is a very small market for used electric vehicles. Basically, no one wants to buy them knowing that a big repair bill is headed their way. While battery technology will likely improve in coming years, as of today that technology and questions about the cost of building a sufficient charging infrastructure are major concerns for consumers.
Finally, we should never forget that for the ‘nanny state’ crowd, going all the way back to Ralph Nader and the original safety-crats of the 1960s, the mantra has remained the same. That being, where safety is concerned, the public can’t be trusted to make their own decisions or manage their own risks. In other words, these fine folks think they’re smarter and better equipped to make policy decisions than us mere citizens. In their delusionary ‘Road to Zero’ world – where there will be zero accidents and zero fatalities – the best way to get there is to get rid of what they consider to be dangerous activities – like riding motorcycles. Eliminating internal combustion engines could go a long way towards achieving that goal.
Just as we have since the 1980s, the Motorcycle Riders Foundation is standing up for motorcycling, fighting against issues like the elimination of internal combustion engines, and we need every concerned rider to join us in our mission. If you’re not already a member of the MRF, my only question to you would be ‘why not?’
by Mark Buckner
Executive Director –
Executive Director –
Motorcycle Riders Foundation
The answer:
https://mrf.org/join
https://mrf.org/join
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BOOBS
By Bandit |
Editor’s Note: We’ve stared at wonderful boobs with longing and allure all our lives. We’ve become aroused by the sight of tender nipples showing through a shear blouse. We could be in the worst imaginable conditions, on a sinking ship, in a blizzard or a war zone, and the sight and notion of touching the golden orbs transforms us. Suddenly we’re in a warm and tender place away from all the chaos life throws at us.
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.
The Boob Transformation
Jimmy worked in a Junkyard. Scruffy and filthy, his boots covered in grease, he mounted his Sportster and rode home, where he cleaned up the best he could. Partially balding, with a slight beard and the same flannel and vest he wore for 20 years he mounted his scooter. With a pocket fulla ones he road to Ship Wreck Joey’s the only titty bar in the industrial port town.
With one beer he sipped all night he sat in front of a curtain-wrapped stage and waited patiently for Rosa, the Hispanic goddess to move with old R&B tunes around her polished brass pole. Jimmy was her biggest fan and not only for her magnificent round, soft as silk boobs, but she smiled with those big dark eyes at him like she was his long lost love and he had just returned from war.
From time to time on slow nights with limited action they would find themselves in a booth under dim pink lights. She leaned back against the faux leather interior and let him touched her softness. He could cuddle against her warmth, smell her Chanel perfume and know all was well in a world where milk and honey seemed so distant. Always enough to keep him going until the next time, he rode home with a smile on his face.
The Cure for Violence
Snake, rode a fast FXR. Every day of his life was on edge. He dealt drugs for a cartel he never saw, but if they didn’t like how he did something he paid a heavy price.
As paranoid as a black lab crossing a wide, unlit, asphalt highway, Snake went about his business running drugs to various bike clubs along the coast. Everything about his trapped existence smelled of treachery. No one trusted him and he trusted no one.
Daily he rode to the ghetto for his stash and to turn in the profits. Every day, his life was threatened by the cartel. Menaced while splitting lanes in bumper to bumper traffic, he watched closely for the Man and then his club guys customers. With narrow shades, a black leather vest, black long-sleeve shirt with pearl buttons, he packed constantly, rode fast and tried to keep his club connections to one man per MC.
Everything about his life was hard, fast and packed with deceitfulness, except for her. No one knew and he didn’t dare mention her to anyone, but when times were tough and he was forced to pull his stiletto, there was one room filled with solace, comfort, warmth and love.
Only with her could he nuzzle against her mounds of joy and forget his life completely. Her softness, those golden nipples, her warmth and her lips so precious each kiss took him to a world of peace, warmth and trust. Her baby blues locked with his dark eyes and he was transformed. They spoke little, he held her close and hope returned.
A Woman’s Understanding
Laurie moved around her apartment in a daze. Her life wasn’t packed with security or even a modicum of joy. She worked a minimum wage job and struggled with her faltering health. Her little VW bug coughed and sputtered on her way to work. She attended her evangelistic church twice a week, once on Sunday for the half day of barking sermons and Wednesday nights for bible classes. Even though she strained financially, she tithed and prayed constantly.
But once a week, she caught the rumble of a motorcycle entering her street. Loud and powerful the Shovelhead chopper sounded like a locomotive and her life suddenly changed. Here religion made her question her involvement with this biker as she listened for his engineer boots against the wooden steps. But she couldn’t deny the sensation, the tingle or her hardening nipples.
She freshened her make-up, tossed her hair and unbuttoned her blouse. Her boobs were large magnificent orbs of heavenly softness and as soon as he touched them her world changed for the better. Her large amber nipples called out to him erect and tingling.
The dichotomy was amazing as his rough exterior stood before her, long shaggy hair, full beard, rough black leathers and filth. His hands calloused from oil field work, his boots grimy, but his eyes were clear and warm. He looked at her angelic softness, her dreamy gaze, her rosy cheeks and kissed her deeply. It was as if he had no business being in her glowing heavenly presence, but as he removed her blouse and ran his hands alongside her magnificent softness and touched her nipples, she nearly climaxed.
For long moments they were both transformed from the struggles of life and the violence of the streets to the most natural Nirvana on the planet.
For days after he left, she could shower, close her eyes, run her hands down her mounds of joy, touch her stimulated nipples and remember that there really is heaven on earth.
The First Touch
A small baby boy was born on a mattress in the basement of a tenement house in East Prussia, Poland in September of 1939 as Germany invaded.
From September 1 to October 5 Germans shelled Pomerania. Polish soldiers were out gunned and held no chance of fending off the attack from the Nazi reign of terror. Natalia stood 5’6” tall and slim, she cleaned herself, grabbed her new baby and fled to the streets barefoot wearing a silk slip and a tarnished cotton dress.
Several local women helped her and insisted that she stay, but Natalia refused, made a satchel of torn garments and scarves to hang the baby around her neck in a sling nestling between her boobs. She made her way into the streets, not knowing where to go or where she would find their next meal.
Tanks rumbled over cobblestone lanes leveling homes and buildings at their whim. Rubble stacked as buildings crumbled and burst into flames. Screams and explosions filled the air, but the baby remained silent wrapped securely and tucked between her breasts. She moved quickly away from the action into alleys and side streets hoping to escape the melee.
At one point as the sun set, she untucked the child, kissed his forehead and looked into the smoke filled sky as the fleeting sun glimmered through the plumes of black soot. “I’m naming you Alek from Aleksander the defender of mankind,” she muttered, covered his face and pressed him to her ample breasts.
Less than three weeks passed and a 150-pound bomb collided with the building where Natalia attempted to sleep with her newborn. Leaving everything behind she scrambled out of the rubble surrounded by flying debris and clouds of concrete dust, her baby nestled carefully between her bouncing boobs. Covered in dirt, scratched and torn by the shrapnel she finally discovered a clearing in the rainy muck where she unleashed one of her massive boobs and allowed Alek to suckle his breakfast.
His meals, constant and unwavering came right on time, then he closed his delicate eyes to the turmoil and fell asleep in the torn satchel between the unchanging warmth of her boobs. Another month passed as she attempted to avoid capture by the Nazis.
Natalia finally found herself hidden by a family in their barn. For a few days she experienced meager comfort and regular food. A warm new-to-her sweater hung on her shoulders. Hand-me-down shoes secured her feet and she was afforded a place to bathe along with Alek.
He didn’t understand the wetness, the warmth or the smell of smoke, but for the first time his mother smelled different, delicate and even softer as he touched her bare skin. Two days later, in the barn, gun-fire exploded. Screams filled the air with angry barks from men. Suddenly he was torn from his mother’s grasp and flung onto a pile of hay.
He heard her scream, then plead, but then more gunfire, groans and quiet. He wondered, barely two months old what had happened. Wrapped, unable to see, for the first time the warmth, the touch of her soft flesh and the beating of her heart was gone.
His mind whirled with emotion but he dare not scream. He attempted to reach, and then he heard her sobbing as she picked him up, pushed the hay particles away and hugged him close. She uncovered his face and he could see her tears. Saved from potential rape, she placed the satchel strap over her head once more and cupped him in her secure cleavage.
He reached out and touched the soft flesh of her boob and felt the warmth. Her beating heart slowed and once again he was at peace.
Prison Blues
Prison officers pushed big, buffed Samson in shackles into his new home in cell block number 9 at Folsom Prison. It was all a mistake but he knew it was the unrelenting condition of his outlaw life.
Samson 6’4” and 240 pounds of solid muscle took Knock-Out, his babe for life to an upscale restaurant in Downtown San Francisco. The town switched from romance and seaside views to a mini-3rd World country overlooking the San Francisco Bay.
Why anyone voted for destruction of one of the most picturesque cities in the world was beyond the big guy as he led his petite girl behind the guiding matri’d to their table.
Knock-out also trained and looked as hot as a smoking pistol in a form fitting, black, silk gown that hugged every elegant curve as if spray painted with a pearlescent touch enhanced every delicious shape. Every guy in the joint noticed. Her soft as satin boobs spilled over the split neckline cut to the edge of her tender areolas.
Their perfect evening interrupted by homeless and drug addicts in the streets calmed in the soft, candle-enhance dining room as she slipped into the booth. Samson sat down across from her, when a tall slippery sort stepped up and opened his white sport coat to reveal a .45 Ivory-handled, semi-auto in a hand tooled waist band holster.
“Man, she looks fine enough to eat,” Ricky the 6-foot mafia sort, with slick black hair and polished pointed shoes said.
Samson began to get to his feet.
“Not a good move,” Ricky said and pressed on Samson’s massive shoulder with his right ringed hand and started to reach for the Colt in his waistband with his left.
“You failed your homework assignment,” Samson said, grabbed a polished silver fork and drove it into Ricky’s thigh.
Rick the scumbag from Chicago, who thought he could move to Frisco and take advantage of the open drug scene didn’t know the history he faced. Samson, an ex-1%er for over two decades held Knock-out’s hand in High School. They were meant for each other.
As they grew, trained, fought, built and moved forward in life, they became like a team for good and against evil. Samson stood abruptly. Rick stumbled back, grabbing for the semi-auto, he looked down at Knock-out’s succulent cleavage. Big mistake.
Samson blocked the weapon with his right hand, rolled his palm until the pistol turned into a Judo move breaking Ricky’s thumb. Samson dropped the weapon and hit Ricky in the neck with an open palm.
Usually, that was it. Ricky would fall to the floor and crawl back to his table, but he was dead before he hit the carpet.
Samson recognized his wide eyes and motioned for Knock-out to follow, but before they reached the bottom stairs for the exit, cops surrounded the building and Samson was ultimately convicted of 2nd degree murder.
Unshackled, and given a manilla envelope he sat on his cell bunk and opened it. It contained his sentencing materials signed by the judge. A few personal affects, like his watch, a pen, a pad of lined legal paper and an 8-by-10 shot of Knock-out. He smiled and set the photograph above his stainless steel mirror.
The black-and-white photo of her smiling face and those magnificent boobs were all he needed to survive five years in Folsom, fighting punks, drug addicts, slippery sons-a-bitches, anything and anyone. He’d survive and her nipples would wait for him on the outside. It didn’t matter what they threw at him, her image would remind him of the soft warmth in her arms.
The Bad Boob
As a teenager, mentally badgered in youth, Vickie acclimated to more tomboy characteristics and dodged the female code of softness. An angry countenance enveloped her being. Constantly on guard, she grew up tall and angular, but then recognized the power of her fine feminine side and her own unrelenting sexual desire. She couldn’t get enough.
She trained and worked waiting tables for enough cash to buy a set of bolt-ons. From that day forward her life changed. She used those torpedo boobs to her advantage, although the rest of her wasn’t much to shout about. She tried Botox lips, but then couldn’t kiss passionately.
She enjoyed sex, often but mostly for personal gain. She worked men into a boob frenzy then took from them and moved on.
She banged her way through several relationships, fucked her bosses then extorted from them, destroyed their families and got them fired.
She missed the mammary memo at a young age. As she matured her looks waned, her wanton slipped and her emotional well-being was left without the cherished love her boobs were capable of enhancing in her life.
Bada-bing!
