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Motorcycle manufacturer KTM expanding U.S. HQ in Murrieta

By General Posts

by Samantha Gowen from https://www.sbsun.com

KTM, an Austrian manufacturer of street and off-road motorcycles, is expanding its North American headquarters in Murrieta to a new campus.

A groundbreaking is expected in August.

KTM NA (North America) is building its campus at the northeast corner of Winchester and Borel roads. The company, led by CEO John Hinz, says it will span 20 acres and include at least three buildings with more than 150,000 square feet of technical, office, warehouse and racing departments.

The development is one block south of KTM NA’s private motorsports facility, which is used for testing products and athlete training. It has two supercross-style dirt tracks, two extreme off-road courses and a trials competition section.

The company sells its motorcycles and related gear through independent dealers across the U.S.

We asked the company about its new HQ and what it’s bringing to the Temecula Valley. Tom Moen, KTM’s marketing manager, gave us an update.

Q: Tell us more about the KTM brand and what it makes.

A: We have three brands of motorcycles we build and distribute to our dealers, KTM, Husqvarna and GasGas. In those brands, we have an array of products from balance bikes for 3-year-old children up to 1290 Adventure motorcycles. Plus we have electric minibikes and a full-size, off-road electric bike.

We also produce and sell parts and accessories to our dealers, everything from T-shirts to full riding suits and anything for protection and safety equipment, kids to adults sizes.

Q: Where was KTM’s North American HQ previously?

A: Our headquarters was back in Amherst, Ohio. We also had sales and marketing offices down in El Cajon. We moved to Temecula in 2004 and opened our current headquarters in Murrieta in 2009, which has grown to four buildings now (and we are outgrowing them). Our Ohio offices are now the parts warehouse and dealer training center

Q: How long has the test track been operational?

A: Our private test track has been fully operational for 3 years now. It’s right above our current offices off Technology and Innovation streets, south of French Valley airport.

Q: It sounds like business is going well. Can you share more?

A: Our company has been doing very well in the off-road market for a while. This is where we lead in market share among the other brands. Our street segment has grown in the past three years, and we are/have been the largest European motorcycle manufacture in North America.

We’ve been seeing 10% average growth for the past years, and this last year was our best year retail sales-wise for our dealers.

Q: How did the pandemic impact the company?

A: COVID just made people want to get out and do things. Riding motorcycles was something you could do with yourself and your families. We were lucky that our production was down for only a month or so, but once it got going, they delivered what we had planned for the year, pre-COVID. Plus, we took some other countries’ product while they were in lockdown. There was demand and we were able to supply the product.

Q: Will KTM NA be hiring?

A: Yes, with the new HQ expansion we will be hiring more staff. It’s hard to say how many at first, but the company sees potential to increase HQ staff by 50 within the first year at the new HQ.

Q: Does the region (and a certain love for the outdoors) help KTM’s business?

A: Yes Southern Cal and the Southwest is the hot spot for offroad and all general motorcycling. We have the best weather!!

KTM has been making motorcycles and gear in the North American market since 1967. The company says it has grown its U.S. workforce, expanding to 150 employees from 30 since 2009.

EagleRider Motorcycles Pensacola celebrates 5th anniversary

By General Posts

by Kalyn Wolfe from https://www.pnj.com

What is it like to be an American? Is there any truth to the negative stereotypes that surround Americans?

These are the questions Claire Coleman and her husband, Nick, asked themselves as they left New Zealand more than 10 years ago. With a pickup truck and an RV, they spent a year meandering across the lower 48, learning about American culture with every dirt road, brewery and person they encountered.

It was these experiences that inspired Claire Coleman to publish a book called “The Back Of Beyond: A North American Road Trip, Kiwi Style!” not long after. But the inspiration didn’t stop there.

“It was this trip that inspired us to move to America,” she said. “We had positive experiences with every American we met.”

The next step involved obtaining visas.

“We needed to open a business in order to fulfill our visa requirements, and Nick spent years in the oil rig industry,” Coleman said. “I haven’t worked in the oil rig industry, so we had to figure out a business we could run together. Nick has worked on motorcycles since he could walk, so in 2016 we decided to open EagleRider Motorcycles Pensacola.”

Five years and two locations later, EagleRider Motorcycles Pensacola has recently moved to its third location at 3305 North W St. and held a grand opening April 8 to mark the occasion.

But Coleman would be the first to tell you that it was a celebration that almost didn’t happen.

“COVID killed us,” she said. “Everyone was canceling. We lost all of our international customers and we had no forward bookings. The borders closed, we initially closed shop, sold up our house and most belongings and planned on returning home to New Zealand. Then we literally drove past our new building on North W Street as they were banging in the for sale sign, so our plans changed and we got ready for round two in Pensacola.”

As soon as they closed on the location in October, the couple went to work on upgrades and renovations, which included new ceiling tiles, lighting, paint and a mural of Pensacola Beach for people to take selfies.

“Our new location is triple in size,” Coleman said. “We have a bigger showroom and have added repair work to our rental program.”

EagleRider Motorcycles Pensacola offers a wide variety of adventures, from daily, weekly to monthly rentals, with seven Harley Davidson models to choose from. A 10% discount is automatically applied for groups of four or more during select seasonal months.

If you’re not sure which way to travel, the website offers a host of guided and self-guided tours for people to browse and book for inspiration.

“It’s the best form of social distancing,” Coleman said.

EagleRider Motorcycles Pensacola is open from 10 a.m. to 6 p.m. Monday through Friday and 10 a.m. to 4 p.m. Saturday and Sunday. For more information, visit eaglerider.com/pensacola or call 850-748-3423.

Sacrificing Good American Nuclear Jobs For Cheap Chinese Solar Panels

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by Michael Shellenberger

Democrats Must Stop Sacrificing Good American Nuclear Jobs For Cheap Chinese Solar Panels

China made solar panels cheap through coerced labor, not innovation.

The Biden Administration is promoting the participation of Chinese President Xi Jinping in a White House climate summit at a time when Congress is considering whether or not to halt the import of solar panels from China for human rights reasons.

“China’s Solar Dominance Presents Biden With an Ugly Dilemma,” read the headline of a New York Times article published yesterday. “President Biden’s vow to work with China on issues like climate change is clashing with his promise to defend human rights.”

The U.S. State Department in January 2021 called the Chinese government treatment of the Uyghurs “genocide.” The State Department says one million Uyghurs have been forced into concentration camps in Xinjiang province, or forced to work in factories, including ones that make solar panels, one of the region’s largest industries. “Shinta energy, East Hope Group, and GCL Poly-Energy Holdings have all been linked to a state-run employment program that,” reported Bloomberg earlier this week, “at times amount to forced labor.”

The Chinese Embassy in Washington called claims of forced labor in Xinjiang “a rumor created by a few anti-China media and organizations,” and insisted that all workers in Xinjiang freely enter into contracts without coercion. “There is no such thing as ‘forced labor,’” insisted an Embassy representative.

But Secretary of State Antony Blinken doubled-down on the genocide label in a statement last week, saying that the Chinese government’s treatment of Uyghurs in Xinjiang constituted “an effort to commit genocide.” And the U.S., Canada, and the European Union have already already banned imports of cotton and tomatoes and, according to Bloomberg, “The substance needed for solar panels could be next.”

For years, renewable energy advocates had claimed that radical cost declines of solar panels would come from improved efficiency in the conversion of sunlight into electricity. But it’s today clear that “the China price” stemmed in some measure from the coerced labor of Uyghur Muslims. “Xinjiang is known for low safety and environmental standards,” noted the Times. Forced labor “may be just part of the incentive package,” said a solar executive.

Even the best performing models of the most common types of solar panels only saw their efficiency rise by 2-3 percentage points over the last decade. As such, it is impossible that efficiency increases accounted for the two-thirds decline in the cost of solar panels over the same period.

Solar panel makers have in recent weeks sought to reassure lawmakers and journalists that they will quickly and easily relocate their facilities out of Xinjiang to somewhere else in China, and thus that there is no need for the White House and Congress to ban the importation of their panels. Over 200 solar companies so far have signed a pledge to relocate from the region. “Our understanding is that all the major suppliers are going to be able to supply assurances to their customers that their products coming into the U.S. do not include polysilicon from the region,” said a solar industry spokesperson.

But supply assurances is very different from supplying solar panels assured to be free of coerced labor. And even moving some factories out of Xianjiang would not address the genocide, noted The Times. “Some Chinese companies have responded by reshuffling their supply chains, funneling polysilicon and other solar products they manufacture outside Xinjiang to American buyers, and then directing their Xinjiang-made products to China and other markets.”

But solar panel making is a heavy industry which could take years to relocate. Factories would need to be located near to where its core material, polysilicon, is made. And relocating tens of thousands of workers, not just equipment in buildings, as well as the housing and infrastructure they all require, would require enormous social disruption. Proof of this comes from the difficulty experienced by clothing and footwear companies to relocate from Xianjiang for the same reasons.

And there is no independent way of confirming that manufacturers have shifted production to regions free of genocide and persecution, since there is no free and independent monitoring of the Chinese solar panel makers. Earlier this week Bloomberg Quicktake aired a special investigation, “Why Secrecy Haunts China’s Solar Factories in Xinjiang.”

Bloomberg quoted a Chinese government saying his government welcomed media investigations. “We welcome foreign media to visit and to see with their own eyes the achievements there. We also call on media outlets that are committed to objective and not biased reporting as well as professional ethics to tell the true story.”

But when two Bloomberg reporters attempted to do so they were followed by Chinese secret police and rebuffed by understandably fearful solar panel workers. “We’re told, on the one hand, ‘Come visit. We want journalists to come.’ But the reality is just so starkly different,” one of the Bloomberg reporters said. The solar panel workers, he said, “had obviously been well-trained by the company to respond, should somebody from the outside, whether it be a journalist or a diplomat, ask them questions about what’s going on in the factory.”

Another difficulty will be the higher cost of energy outside of the region. “Xinjiang has a lot of relatively cheap coal,” said another Bloomberg analyst. “And cheap energy means cheap polysilicon,” the main feedstock for solar panels.

But even if the Uyghur Muslim workers, their housing, and the solar panel factories were relocated, China’s genocide against them would continue. “Episodes of forced labor have also been reported in Chinese facilities outside Xinjiang,” noted the Times, “where Uyghurs and other minorities have been transferred to work.”

The issue, in the end, is not producing solar panels in the region of Xinjiang. The issue is China’s genocide against, and the use of the coerced labor of Uyghur Muslims, which could continue anywhere in China.

Democrats Opt for Chinese Solar Over American Nuclear

The Democrats’ climate infrastructure legislation in Congress proposes a national Clean Energy Standard, which would require electricity providers to generate 80% of their power from zero-emissions resources by 2030 and 100% by 2035. That Standard appears to include nuclear and, theoretically, should help nuclear plants on the verge of being closed and replaced by natural gas and renewables.

But the broader legislation, and President Biden’s proposed budget, would heavily subsidize solar and wind, including its enabling infrastructure, but not nuclear plants. As such, the combined impact of the legislation could be to accelerate the premature closure of nuclear plants around the U.S.

To a significant extent this is already happening. In Congress and across the U.S., Democratic lawmakers are advocating and overseeing the closure of nuclear power plants, and their replacement with both China-made solar panels and natural gas, in California and New York, and will do so in Illinois, if legislators fail to act to save the nuclear plants scheduled to prematurely close later this year.

Sitting Democratic governors have used behind-the-scenes efforts, including ones that involved illegal donations from natural gas firms, to pressure nuclear plants to close prematurely, as well as state mandates and credit programs, similar to the ones Democrats are proposing in their climate change and infrastructure legislation.

In 2019, U.S. Congressional Rep. Alexandria Ocasio-Cortez said, “The world is going to end in 12 years if we don’t address climate change,”but a few months later advocated the closure of Indian Point nuclear plant, which at the time provided carbon-free electricity for roughly three million New Yorkers.

Ocasio-Cortez got her wish and Indian Point is in the process of being shut down and being replaced by fossil fuels, as well solar panels. “After one of Indian Point’s two working reactors was permanently shut down last summer,” reported the Times last week, “the share of the state’s power that came from gas-fired generators jumped in 2020 to about 40 percent, from about 36 percent in 2019, federal data show.” Emissions are likely to rise further after the second reactor is closed in a few weeks.

In California, even anti-nuclear advocates today acknowledge that emissions are likely to rise if Governor Gavin Newsom of California follows through on his promise to close Diablo Canyon nuclear plant in 2024 and 2025. Last summer, California lacked sufficient electricity by roughly the same amount as had been provided by the nuclear power plant that California’s Democratic leaders forced to close prematurely in 2013.

Democratic elected officials have said that solar and wind can replace the lost nuclear, but the Timesnoted that “each of Indian Point’s reactors had been producing more power than all of the wind turbines and solar panels in the state combined.”

The same problem has afflicted California. “People wonder how we made it through the heat wave of 2006,” said the CEO of California’s electricity grid operator.. “The answer is that there was a lot more generating capacity in 2006 than in 2020…. We had San Onofre [nuclear plant] of 2,200 megawatts and a number of other plants totalling thousands of megawatts not there today.”

With nuclear plants generating nearly 20 percent of U.S. electricity, and solar and wind just half of that, the Democrats’ legislation could ultimately raise rather than lower emissions by continuing to eliminate emission-free nuclear power generation that solar and wind cannot adequately replace.

Why Biden Must Opt for American Nuclear Over Chinese Solar

China decides its energy policy based on politics internal to the Politburo, and various industry lobbies, and is simply using the issue of climate change to manipulate the West, say some experts. “Xi’s bullish talk of combating climate change is a smokescreen for a more calculated agenda,” wrote two experts at the U.S. Naval War College and Rice University in Foreign Affairs.

“Chinese policymakers know their country is critical to any comprehensive international effort to curb greenhouse gas emissions, and they are trying to use that leverage to advance Chinese interests in other areas.”

Neither China nor Russia are sincere in their promises, agreed the vice president of the Center for Strategic and International Studies. “What is striking to me,” she said, “is that while both Beijing and Moscow are speaking the language of climate change before international audiences, at home, they are putting their foot on the accelerator to increase global carbon emissions.” She pointed to Russia’s exports of natural gas to Germany and much of Europe, and of China’s increasing reliance on coal plants to make low-cost products like solar panels.

The climate summit with Xi, closing nuclear power plants, and refusing to apply the same standard to solar panels as governments have applied to tomatoes and shoes, are a bad look for Biden and the Democrats.

It’s not too late for action. Republicans in Congress introduced a bill that would ban the import of Chinese-made solar panels into the U.S. But Democrats have not cosponsored it.

Some know better. Moderate Democrats like Rep. Conor Lamb of Pennsylvania recognized after the 2020 election that Rep. Ocasio-Cortez’s anti-nuclear “Green New Deal” made the party look extreme. He should see that Democrats including President Biden are at risk of appearing to value Chinese solar jobs over American nuclear ones.

The people closest to the issue express the most fear and anger over what is happening to minorities in China. The researcher who broke the story of coerced Uyghur labor being used to make solar panels unequivocally condemned those who continue to buy Chinese solar panels today. “I would say you are complicit in perpetuating this Chinese industrial policy that suppresses and disenfranchises human beings.”

The replacement of good nuclear jobs with Chinese solar panels will be felt in working-class communities. Nuclear power plants can run for 80 years or more and sometimes employ three generations of families who earn comparatively high wages, thanks to the high-tech nature of atomic energy.

Such will be the case in New York. The Indian Point closure will also deprive the local community of $32 million in annual contributions from the plant’s operator including $24 million that went directly to schools.

Also lost will be 1,000 good, high-paying jobs. By contrast, the largest new solar farm in the U.S. will create just six permanent jobs.

Harley-Davidson hit with 56% EU tariff effectively blocking it from the EU market

By General Posts

by Rick Barrett from https://www.jsonline.com

Harley-Davidson hit with 56% EU tariff, an ‘unprecedented situation’ that will block the motorcycle maker from the market, CEO says

Harley-Davidson Inc. has been slapped with a 56% European Union tariff on all its motorcycles, the company said Monday, effectively blocking it from the EU market.

Harley said it would appeal the ruling scheduled to go into effect in June.

“This is an unprecedented situation and underscores the very real harm of an escalating trade war to our stakeholders on both sides of the Atlantic. The potential impact of this decision on our manufacturing operations and overall ability to compete in Europe is significant,” Jochen Zeitz, Harley chairman, president and CEO, said in a statement.

Europe is Harley’s second largest market after the United States.

“Imposing an import tariff on all Harley-Davidson motorcycles goes against all notions of free trade and, if implemented, these increased tariffs will pose a targeted competitive disadvantage for our products, against those of our European competitors,” Zeitz added.

In 2018, the European Union placed a 25% incremental tariff (31% total tariff) on motorcycles imported into the EU from the United States.

Under the latest proposal, the EU would place a 50% incremental tariff on U.S. motorcycles for a total tariff of 56%. The ruling would even apply to Harleys manufactured in Thailand, where the company had set up operations to get around the 2018 EU tariff.

Monday, Harley posted a quarterly profit of $259 million, or $1.68 a share, up from $70 million, or 45 cents a share, in the year-earlier period.

Revenue rose to $1.4 billion from $1.3 billion a year earlier.

“The actions we have taken to reshape the business are having a positive impact on our results, especially for our most important North American region,” Zeitz said.

Harley-Davidson shares closed Monday up $3.91 a share, or nearly 10%, on Monday to $44.29.

Harley-Davidson To Vigorously Defend Itself Following Aggressive EU Tariff Ruling – Quick Facts
from https://www.rttnews.com

Harley-Davidson, Inc. (HOG) announced Monday that it has received notification from the Economic Ministry of Belgium that it would be subject to the revocation of Binding Origin Information (BOI) credentials, effective April 19, 2021, following a request from the European Union (EU).

Harley-Davidson said it will be lodging an immediate legal challenge to this decision.

Since 2019, the company has operated with BOI regulatory credentials, allowing it to supply its EU markets with certain motorcycles produced at its international manufacturing facilities at tariff rates of 6%.

The EU’s new ruling will apply to the entire Harley-Davidson product portfolio and will effectively prohibit the company from functioning competitively in Europe.

From June 2021, all Harley-Davidson products, regardless of origin, will be subject to a 56% import tariff within the EU.

In 2018, the European Union placed a 25% incremental tariff (31% total tariff) on motorcycles imported into the EU from the U.S., effective June 22, 2018. The tariff is scheduled to increase to a 50% incremental tariff (56% total tariff) effective June 1, 2021.

European OEMs, including motorcycle manufacturers, will continue operations with significantly lower import tariffs to the U.S. ranging from 1.2% for up to 800cc products to 2.4% for over 800cc products, and with automobiles at 2.5%.

Harley-Davidson Hit With EU Tariff Ruling
by Alistair MacDonald from https://www.wsj.com

Motorcycle maker says ruling would subject its products to 56% import tariff within the EU.

Harley-Davidson Inc. has been hit with a European Union import ruling that the motorcycle maker says would impose an import tariff of 56% on its products and keep it from functioning competitively in Europe.

The Milwaukee-based company announced the ruling along with better-than-expected sales and profit for the first quarter, news of which lifted the stock to a new multiyear high.

Harley-Davidson has been one of the highest-profile U.S. casualties of recent trade disputes, after the EU put a 25% duty on its bikes and other U.S. goods in 2018. Those levies were a response to tariffs the Trump administration imposed on steel and aluminum from producers in Europe and elsewhere.

On Monday, Harley-Davidson said Belgium’s Economic Ministry, on behalf of the EU, had notified the company that it was revoking an agreement that allowed the business to supply Europe with certain motorcycles produced at its international manufacturing facilities at tariff rates of 6%.

Harley-Davidson said the EU ruling would apply to its entire lineup and subject all products—regardless of origin—to a 56% import tariff within the trade bloc beginning June 1.

Chain conversion kits for Harley Sportsters & Dynas

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Belts are for pants!

Check Out Lowbrow Customs motorcycle parts and accessories at https://www.lowbrowcustoms.com/

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Since then, other companies have started making kits as well…

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Check out the reviews to see what customers think.

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Check out our 1994-2003 Sportster chain conversion how-to (Click Here) or Rusty Butcher’s Lowbrow chain conversion install video (Click Here) and follow along at home!

The process is straight-forward and pretty much the same across Sportster or Dyna and various year ranges.

Never fear, if you have any questions, we are always here to offer motorcycle technical support!

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PS – In addition to chain conversion kits, we have a wide array of top-quality rear chains for your motorcycle! (Click Here) Spring has freakin’ sprung, get your bike dialed in and hit the road!

Car and Motorcycle Companies Now Making Electric Bikes

By General Posts

Lee Iacocca with his electric bike in 1998. It had a lead-acid battery with a 15-mile range and a top speed of 15 miles an hour.

by Roy Furchgott from https://www.nytimes.com

They see branding opportunities as the pandemic and a desire by cities to curb traffic propel e-bike sales to new heights.

The transportation industry has seen the future, and the future is 1895.

That was the year Ogden Bolton Jr. of Canton, Ohio, was awarded U.S. Patent 552,271 for an “electrical bicycle.” A century and change later, electric bikes have gained new currency as car and motorcycle companies like Ducati, Harley-Davidson, Jeep, Mercedes-Benz, Porsche and Yamaha have horned into the market with their own designs.

While the pandemic has accelerated bike sales, the overriding attraction is that cities worldwide are beginning to restrict motor traffic. These companies are betting that e-bikes are the urban vehicles of tomorrow — or at least vehicles for good publicity today.

“In the past 12 to 18 months, you have seen a lot of new brands come into the market,” said Andrew Engelmann, an e-bike sales and marketing manager at Yamaha, which has been in the electric bike business since 1993 and claims sales of two million worldwide. “We in the U.S. have not seen this new energy toward cycling since Lance Armstrong won the Tour de France.”

Credit the coronavirus pandemic, which has ignited bike sales of all stripes, but none so much as e-bikes. While retail unit sales of bicycles from January to October last year were up 46 percent from a year earlier, electric bikes were up 140 percent. Measured in dollars, regular bikes were up 67 percent and e-bikes 158 percent — so don’t expect a discount. Those numbers, from the market researchers at NPD, do not include online-only retailers such as Rad Power Bikes, so sales may actually be higher still.

Ogden Bolton aside, there is a historical connection between bicycles and motorcycles. Many early motorcycles came from bicycle makers that simply clapped a motor on a bike, often retaining the pedals in the style of a moped.

The automotive industry’s bicycle connection is more recent, with the likes of Malcolm Bricklin and Lee Iacocca introducing electric bikes in the ’90s. Both flopped. Mr. Iacocca’s design, typical for the time, was hampered by a lead-acid battery with a 15-mile range and a top speed of 15 miles an hour. Many car companies, including Ford, Audi, Maserati and BMW, have gotten into and out of e-bikes since.

“No car company has had any success selling an electric bicycle,” said Don DiCostanzo, chief executive of Pedego Electric Bikes, who in 2014 licensed a bike design to Ford. “It’s fool’s gold. It can never replace the profit on a car.”

Yet car and motorcycle makers are being drawn in. “I think they are seeing a lot of the same opportunity we see,” said Ian Kenny, who leads the e-bike effort at the bicycle company Specialized. “But I think there is a very big difference between demonstrating you can do something and doing something very well at scale.”

However, changes in the way people get about, especially in Europe and Asia, are enticing motor vehicle companies that operate internationally. Overseas, in cities that manage pollution and overcrowded streets by restricting motor traffic, e-bikes often fill a gap.

“In Europe, the e-bike is more of a fundamental transportation tool,” said Dirk Sorenson, an analyst for NPD. London, Madrid, Oslo and Paris are among the growing number of cities restricting downtown traffic.

The pandemic has American cities testing similar restrictions. Boston, Minneapolis and a number of California cities have instituted Slow Streets programs, restricting motor traffic on side streets in favor of cycling and walking. It even has UPS, Amazon and DHL trying out e-cargo bikes in New York.

“There is a huge opportunity for e-bikes in the U.S., which is a huge untapped market,” said Rasheq Zarif, a mobility technology expert for the consulting firm Deloitte.

Some companies are preparing now for the possibility that “micromobility,” as the buzzword has it, will catch on here.

“Let’s imagine Harley-Davison is not a motorcycle company but a mobility company,” said Aaron Frank, brand director for Serial 1, which builds an e-bike in partnership with Harley. “There is a strong argument we can do for urban commuters what Harley-Davison did for motorcycles.”

Other companies see e-bikes as a gateway to sell their primary products. Though best known for its motorcycles, Ducati North America wants e-bikes to “potentially turn people on to Ducati,” its chief executive, Jason Chinnock, said. “And we’ve seen that with people at some events and with the media reaching out.”

E-bikes may be more expensive than bicycles, but are cheaper than cars or motorcycles. And improved motor and battery technology is bringing prices down. Low-priced e-bikes with a motor in the wheel hub — similar to that 1895 design — can be had for about $1,000. Prices for versions with more complex, geared motors at the pedals can reach more than $10,000.

“Spending $1,000 on a bike seems out there,” Mr. Kenny said, “but when you don’t look at it as a toy — when it becomes transportation — it becomes a very different conversation.”

Price isn’t the only hurdle. E-bikes confront a crippling hodgepodge of laws. Although the Consumer Product Safety Commission deemed “low speed” e-bikes (with a motor equivalent to 1 horsepower or less) a bicycle, states still decide where that bike can be ridden.

“It’s up to 50 states to define the use, and that’s been a big problem in the past,” said Claudia Wasko, general manager of Bosch eBike, a prominent manufacturer of drive systems.

The PeopleForBikes coalition drafted model state legislation to allow most e-bikes in bike lanes and parks. It suggests three classes of e-bike, with a top speed between 20 and 28 m.p.h. Twenty-eight states have adopted some version of the legislation.

Some companies may be less concerned with the future of mobility and more interested in getting some attention now.

“I think it’s a halo thing,” said Mr. DiCostanzo, whose company has produced e-bikes for Tommy Bahama, Ford and others. Halo vehicles represent a brand’s aspirations, like concept cars.

“I think that’s what it is for Ford,” he added. “They wanted it for window dressing, and that’s what they got. I think they sold 500 in the five years it ran.”

Mercedes, which is taking orders for its top-of-the-line Mercedes-AMG Petronas Formula One Team V11 e-bike at $12,000, said it was a chance to showcase its ability with high-tech materials from carbon fiber to paint.

“High-performance road bikes and e-bikes provide a great way to showcase such technologies into a range of consumer products,” said Damian Cook, a spokesman.

For some in the bicycle industry this all smacks of déjà vu. In the 1970s, a bike boom was thought to presage a new future for transportation in which cycling was central. But it failed. Though there were many contributing factors, roads weren’t made more bicycle-friendly and people didn’t want to arrive at work sweaty.

With the combination of Slow Streets programs, which address the first problem, electric bikes, which address the second, and a pandemic that has given people a chance to adjust to both, experts like Mr. Zarif find hope.

“When you give people a chance to try something, it reduces resistance to change,” he said. “As a society, the reality is we go forward — we don’t go backward.”

Moto Anatomy announces 2021 partnerships

By General Posts

Johnny Lewis aligns with top brands for 2021 American Flat Track Season

Milwaukee, Wis March 2, 2021: Moto Anatomy x Royal Enfield rider Johnny Lewis is proud to announce his partners for the 2021 American Flat Track (AFT) season include]ing supporters from his 2020 AFT campaign, which saw Lewis capture Royal Enfield’s first-ever modern-day racing victory at the season finale in Daytona.

2020 marked the first year of development for the Moto Anatomy X Royal Enfield team, Lewis is looking to build upon the success his Moto Anatomy x Royal Enfield team earned at the conclusion of the year. To aid in his 2021 season, Lewis will receive support from multiple top brands in the motorcycling category including SENA, Rekluse and Beringer Brakes. Other notable partners involved in Lewis’ AFT program include Saddlemen, ODI, Lightshoe, Team Lawant and Cometic Gaskets.

“It has been a busy off-season for the team testing and planning for the year ahead,” said Johnny Lewis, Moto Anatomy x Royal Enfield racer. “We have continued the development of the Twins FT and have also aligned ourselves with a handful of world-class brands who are backing our 2021 efforts. On behalf of myself and Royal Enfield, we’re thrilled to have them on board and excited for the upcoming season.”

Lewis will continue working on several programs for Royal Enfield such as Slide School presented by Moto Anatomy and the BUILD TRAIN RACE flat track program as a mentor. SENA, Rekluse and Beringer Brakes will support Lewis’ AFT program while Saddlemen, ODI, Lightshoe, Team Lawant and Cometic Gaskets will support the Lewis across all Royal Enfield programs.

The 2021 Progressive American Flat Track season kicks off on March 12 for the Volusia Half-Mile in Barberville, Fla. Lewis will return to competition with the Royal Enfield Twins FT after extensive testing throughout the offseason. Lewis’ last race in Florida yielded a victory and second place at Daytona AFT finale, and he looks to carry that momentum into the 2021 season opener at Volusia.

Be sure to follow @MotoAnatomyxRoyalEnfield on Instagram to stay up to date on the latest results and insights from the track. The team will continue to release short films documenting each round, which can be seen on Royal Enfield North America’s YouTube channel throughout the season.

Automated Driving Systems and SMRO Visits

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RIDING FREE FROM DC: Your Weekly Biker Bulletin from Inside the Beltway

­Automated Driving Systems (AKA Autonomous Vehicles)

Late last year, the National Highway Traffic Safety Administration (NHTSA) announced a rulemaking process for developing a “Framework for Automated Driving System (ADS) Safety.” As part of the process public comments were solicited by NHTSA. This week the Motorcycle Riders Foundation (MRF) submitted a 6-page formal letter outlining our thoughts on the development, testing and deployment of ADS.

Building on past submissions to both Congress and the U.S. Department of Transportation, the MRF laid out important priorities that NHTSA should consider. Some of the main topics the MRF highlights include the need to account for the unique attributes and characteristics of motorcycles, cyber security concerns, liability provisions, the role of individual states, the need for public transparency, threats to the protected communication spectrum and the challenges of regulations keeping pace with this technology.

While ADS has promising potential, the devil will be in the details. How this technology is developed, tested and deployed will impact all Americans. We at the MRF will continue to fight to ensure motorcyclists are included in these discussions.

To read the full letter from the MRF to NHTSA click here.

SMRO Meetings Around the Country

January and February are traditionally the busy season for state motorcyclist rights organizations (SMRO) annual meetings. This year many of those meetings have been rescheduled, held virtually or have unfortunately been cancelled all together. While we know these are difficult times, the MRF remains committed to working with our state partners and participating in these events when possible.

In January, MRF Vice President Jay Jackson travelled to Bowling Green, Kentucky to attend the Kentucky Motorcycle Association/Kentucky Bikers Association Freedom Fighters Forum. Also, that month MRF lobbyist Rocky Fox traveled to Austin, Texas for Texas Bikers Legislative Weekend. This event was sponsored by the Texas Council of Clubs and Independents, Region 1 Texas Defenders and hosted at the Veterans Collective facility.

Both events included a number of speakers and elected officials discussing issues important to all motorcyclists. Elected officials from Kentucky included, Secretary of State Michael Adams, State Senator Jimmy Higdon, staff from U.S. Senator Rand Paul’s office and via video message Kentucky Attorney General Daniel Cameron. Slider Gilmore from Iowa even made a presentation in Kentucky! The Texas event included a townhall style question and answer with State Senator Drew Springer. Texas also welcomed leaders in the motorcycle rights movement from California, Illinois, New Mexico, New York and Pennsylvania to Austin. Thank you again to the riders in Kentucky and Texas for including the MRF in these events and working hard to deliver results for riders in those states.

If your SMRO has hosted an event in 2021 please submit your pictures and details to communications@mrf.org so we can share them with your fellow riders across the country!

Triumph Motorcycles America partners with Motorcycle Safety Foundation to offer Free Basic eCourse to new Riders

By General Posts

Atlanta GA, USA, Jan. 21, 2021 (GLOBE NEWSWIRE) — Central to the values of Triumph Motorcycles is a passion for riding. To share this passion Triumph Motorcycles America has partnered with the Motorcycle Safety Foundation (MSF) to make the MSF Basic eCourse available free of charge to prospective new riders, or former riders interested in riding again. The 3-hour eCourse, valued at $20, is a great introduction to riding. It is also a prerequisite for the hands-on MSF Basic RiderCourse, which in most states will make student eligible to obtain a motorcycle endorsement upon completion.

“Triumph Motorcycles has always been ‘For The Ride’, so this is a very fitting partnership to help share that passion. Now more than ever, people are looking for new forms of recreation, so I couldn’t think of a better time to help them discover the joy of riding.” Rod Lopusnak – General Manager, Triumph Motorcycles America.

“We’re excited to partner with Triumph and help people embark on their journey into motorcycling. The Motorcycle Safety Foundation believes in lifelong learning, and prospective riders will find the eCourse to be the best first step to becoming a lifelong rider.” Erik Pritchard – President and CEO of the Motorcycle Safety Foundation.

To facilitate the offer, Triumph has launched the website TriumphRider.com, where prospective riders may complete a form to be emailed a unique promo code, which can be applied when they register on the MSF website to redeem the Free Basic eCourse, compliments of Triumph.

Royal Enfield is coming after Harley-Davidson

By General Posts

In its last financial year before the pandemic struck, Enfield company sold about 824,000 bikes globally. Harley, by contrast, shipped about 218,000.

Last year Enfield company doubled the size of one of its three factories, bringing overall production capacity to 1.2 million motorcycles a year.

To build buzz Enfield company has tried marketing to American customizers and flat-track competitors, and in 2018 it put Cayla Rivas, a teenage motorcycle racer, on a souped-up Continental in pursuit of a speed record for its bike class—and compelling footage for YouTube. (She hit 157 mph on Utah’s Bonneville Salt Flats.)

Although it may sound counterintuitive, “the U.S. and Europe are very important” to making Enfield the aspirational bike of choice for the developing world, he says.

Lal wants to be as big a player in the West as possible, but he argues that Royal Enfield doesn’t necessarily have to sell that many bikes in developed countries for the strategy to be considered a success. What it does need to do is move enough to give them a patina of cool at home and in other emerging markets, such as Southeast Asia.

Read the full article at Bloomberg. Click Here.