Now, that’s a stupid question!

What’s the point of all this?

On a Q&A forum I found the following question: What is the point of riding on a motorcycle other than looking “cool.” Are there any physical advantages as compared to a car? I know the old adage says ‘the only stupid question is the one you didn’t ask,’ but the question that poster posed is dangerously close to a stupid question. I borrowed one reader’s answer as a starting point for my own rant.

The ‘point’ of riding a motorcycle is to ride the motorcycle. It is difficult to explain to someone who has never experienced it.  People bandy about words like ‘freedom’ and ‘exhilaration’ but they are weak sauce compared to the reality.  The reality is so, so much more.

Me and my ’74 shovel (aka ‘The Bitch’) in West Texas enroute to Alpine. Man, I just love West Texas!

Again: the ‘point’ of riding a motorcycle is to ride the motorcycle.

It is difficult to explain to someone who has never experienced it.  People bandy about words like ‘freedom’ and ‘exhilaration’ but they are weak sauce compared to the reality.  The reality is so, so much more.

Me and The Bitch riding through the Black Canyon of the Gunnison, in the Colorado Rockies.

Seriously, how do you describe the challenge of leaning into a hard curve on a twisty mountain road in the Colorado Rockies, just a hair’s breadth from the high side that’s gonna hurt like hell if you don’t maintain your line?  What words can match balling through the New Mexican desert alone on a star-studded night, with ghost shadows marching across the sands as the chill night air seeps through the seams in your leather jacket?  Can language even begin to capture the feeling of blasting through the heart of Dallas on a Saturday evening, twenty or thirty of you in a pack, so there in that moment – so large and loud and alive – that the straights in their cars instinctively move aside to let you pass?  How do you tell someone who’s never been there about rocking through a mountain pass on a chilly autumn morning, sun at your back and your best road dog at your side as you crest the Continental Divide and rumble down into the Black Canyon of the Gunnison?  Can you make any sense at all of the delight you feel waking up in a rain-soaked tent in Rapid City, South Dakota, on your way to the annual rally at Sturgis, and laughing about it because Who fuckin’ cares? We’re at Sturgis, baby!  

Into every life a little rain must fall…

And if that’s hard, try explaining how even the ‘bad stuff’ gets good, later. Things like riding through the wake of a hurricane in downtown Houston, water so high on the road that it’s burbling and bubbling at the ends of your exhaust pipes and dousing your ignition system. Things like spending a sleepless night camped on the banks of the Rio Grande, kept awake by the bitter cold and the new traveling companion who neglected to mention that he snores like a fuckin’ buzzsaw.

This is me riding through the Black Hills of South Dakota, doing a little sightseeing during the annual Black Hills Classic Motorcycle Rally, a gathering of the tribe that’s been going on since 1938.

Things like kneeling in the mud in a pouring rainstorm to help a stranger get his motorcycle started, because the biker’s code says you never leave another rider behind. Things like facing off with a shotgun-wielding deputy sheriff who is screaming at you and your buddies to get those goddam bikes out of there before he arrests the lot of you, because one of your buddies can’t get his bike started and the biker’s code says you never leave another rider behind. Things like your buddy suddenly remembering, after twenty minutes of trying to kickstart his shovelhead, that he installed a hidden kill switch as a security device just last week, and Oh, yeah! That’s why my bike won’t start….

One of my favorite works by Dave Mann: a loving couple two-up on a nice Spring day. Dave Mann’s monthly centerfold paintings for Easyriders captured every aspect, from the quiet pleasure of a run up the Pacific Coast Highway….
….to the drag of getting beefed by some biker-hating cop. and everything in between.

….because every biker knows the best stories are the ones that really sucked in the moment.

Are there physical advantages? Well, let’s see…

Me and The Bitch and the Marlboro Man’s Softail on Skyline Drive, above Cañon City, CO.

There’s the fact that you’re out in nature, breathing fresh air, instead of being cooped up in a cage with the air conditioner on, guzzling fossil fuel and contributing to global warming. And let’s remember that motorcycling is not a sedentary activity the way driving a car is, either. The constant shifting of weight and the tensing and relaxing of different muscle groups actually burn calories, really, and help you maintain a healthier body. Add a kick-starter to your machine and you can just about sell your Nautilus!

Look at the grin on my face. I am on a motorcycle I just rebuilt from the ground up: new paint, polished aluminum, a few chrome touches like new exhaust pipes and handlebars…. There are few finer feelings in this world than what I was feeling in that moment. I wasn’t posing or profiling or showing off. I was just grooving on the feeling: my Harley, the wind, a bunch of good friends all riding together, heading for a party. I didn’t know someone was taking pictures, and didn’t even know the photographer, but sometime later he came into the motorcycle shop where I worked and gave me several excellent photos made that day. Wish I could remember his name (and if you see this, Mr. Photographer, shoot me a kite, eh?) but wherever he is, I bless him!

And for most riders there is also an emotional benefit to being in the wind. You see it in the slogans on biker t-shirts: Four wheels move the body, two wheels move the soul; Sometimes it takes a whole tank of gas before I can think straight; and You never see a motorcycle parked outside a psychiatrist’s office. I know that, for myself, nothing can clear the cobwebs and help me forget about a crappy day like some time in the saddle. It’s two-cylinder meditation. My mind is focused on the ride – the shifting of gears, the changes in pavement texture and potential hazards, traffic patterns, the weather, et cetera – and tending to all that frees your mind from the weight you carry.

To quote Jackson Browne: ‘It’s a peaceful, easy feeling…’

There are also the benefits of being a smaller vehicle in traffic, in those enlightened states that permit motorcycle ‘filtering’. This is the low-speed lane splitting which allows motorcyclists to work their way through stopped traffic. It gets them where they’re going faster and reduces carbon emissions. It also eases overall traffic congestion, which helps get everyone moving faster, further reducing emissions, et cetera. A real win-win. I just wish the Texas legislature would get on that bandwagon, rather than all the horrid, hateful ones they have seen fit to climb on lately.

I was in a pack of thirty or so motorcycles when we stopped for lunch at a roadhouse. Before we could get back on the road, we were surrounded by heavily-armed law enforcement officers, who drew down on us with AR-15s. They proceeded to run every one of us through the mill – driver’s license, tag number, VIN – just because they could; just to inconvenience us, just because that many bikers in one place absolutely must mean something criminal was going on. They did get one guy, who had an outstanding warrant, but had to let the rest of us go.

Finally, in cities where land is at a premium, and motorists are desperate for parking spaces, motorcyclists require much less space than cars and trucks. If office buildings, colleges and malls would provide secure parking for motorcyclists, they could reduce the demand for parking by the drivers of full-sized vehicles, and again, contribute to lessening carbon emissions, fuel consumption, global warming, and so on.

So, it’s all that and more, and you notice that none of that has sweet fuck-all to do with being ‘cool.’  We ride because we’re riders.  We don’t know any other way to be.

Your mother did warn you about me, right?

The Famous James Motorcycle

Me and the Famous James at Walter Jones’ shop in Marion, Texas.

Forty years ago I attended an antique motorcycle show here in Austin, and came across two Famous James motorcycles.  I’m a Harley guy, and I knew something about Harleys, but aside from that?  Not so much.  I kinda sorta knew of Indian and some of the better known metric brands – the Triumphs, Nortons and B.S.A.s friends rode when I was a teen, and the Italians and Japanese makes I’d see in motorcycling magazines – but I knew nothing about the hundreds of marques that rose and fell before and during Harley-Davidson’s tenure, and had never heard of my namesake motorcycle company.

The 1949 Comet arrives to great fanfare.

The James Cycle Company Ltd. began manufacturing bicycles in 1897, and produced their first engine-powered cycle in 1902. After a short residence in Sampson Road, Birmingham, the works were moved to Greet, Birmingham, and from that locale the company produced a number of popular motorcycles, all the way up to 750cc, in solo and sidecar configurations. They put out some good-looking machines with a reputation for reliability.

This is a 250cc Villiers-powered model owned by an Australian. Although the model is unknown, the engine was manufactured between 1934 and 1940. The paint appears to be custom. All in all, that is a good-looking motorcycle; one I wouldn’t mind owning for myself!

They also produced some innovations that didn’t quite fly – a hub-centered steering system is one such – and even teamed up with an outfit called Samson to create a three-wheeled ‘Handyvan’, complete with enclosed cab.

The James-Samson Handyvan, just the thing for the British entrepreneur!

James earned a name for itself in TT races, which helped sales, and its economy models like the Comet proved popular in a Britain still reeling from the aftereffects of World War Two. However, as automobiles became more affordable in post-war Britain, and Japanese motorcycles later began eating up remaining market shares, sales of British motorcycles fell. A number of marques were either discontinued or swallowed up by the conglomerate Associated Motor Cycles (AMC), including Francis-Barnett in 1947, and James in 1951.

A 1951 advert for the Commodore: little more than a Comet gussied up with leg shields, an enclosed engine and a deeper-valanced rear fender.. Now the British commuter could zoom to work in his street clothes, rather than dealing with overalls or other riding apparel.
The Comet’s reliability is touted in this 1952 advert.

Production continued, but little innovation was ventured – on occasion the only difference between a James and a Frances-Barnett was the tank badge and paint scheme! – and sales continued to plummet. A scooter, released in 1960, might have helped save the marque had it been released earlier. However, it was a case of too little too late, and AMC (and James) died in 1966.

The scooter enthusiasts claim might have saved James Cycle Company from extinction.

Standing there in that exhibition hall, I had no way of knowing all that. I just saw my family name on a pretty sweet-looking motorcycle and thought I ought to have me one of those!  However, I had not a clue where to begin looking for one. 

In amongst all the adverts for Hondas and Harleys, an ad for a 193? James 125cc. Well, he got the brand name right, anyway! However, ‘complete’ was a bit of a stretch.

Then, just a few months later, a co-worker who was desperate to get himself a Harley picked up one of the freebie advertising magazines that were popular in the days before craig’s list – this one geared to motor vehicles – and sure enough, there was an advert for a James!

I didn’t have a truck (or even a car) at the time, so I ‘borrowed’ my work truck to go fetch the thing!

I made arrangements to meet the seller at his shop in a small town north of San Antonio, where he had the bike suspended from the ceiling by a come-along. I bought the thing, hauled it home in the back of my work van, and started researching.

This was the tri-fold handout for the Famous James Comet, given out at dealerships and motorcycle shows like Earl’s Court.
Quite a sales pitch, that!

This was pre-internet days (for me, anyway) and ‘researching’ involved chatting up anyone who might know anything about vintage machines, scouring magazines for any mention of the James, writing letters that were often ignored, calling long-distance (remember those days?) and running up my telephone bill, et cetera.  I even got up early one Sunday morning and rode my motorcycle halfway across Texas to attend an antique motorcycle show, on the off chance someone there might know something.

Your humble narrator on his 1949 Famous James 98cc Comet.

Someone steered me to a company called Meeten & Ward, Ltd. of Surrey, England, and they identified the bike as a Comet, powered by a Villiers 98cc 1F engine.  They thought it was made somewhere between 1949 and 1953, and assured me they could provide engine spares as needed.

The venerable Villiers engine. Villiers produced powerplants for a number of different British marques, from AJS, Francis-Barnett and Greeves to the New Hudson, Panther and Sun.

I later discovered an Ohio-based company called Accessory Mart (aka DomiRacer), and from them I purchased a copy of Roy Bacon’s Villiers Singles & Twins.  It was from Mr. Bacon that I learned mine was a 1949 model.

With the help of Mr. Bacon, I was able to discern that my bike was in fact a 1949, the first year-model for the James Comet.

Sadly, both Meeten & Ward and Accessory Mart have since gone out of business, but my quest went on.

If nothing else, the James Cycle Company had some of the prettiest decals. This is on the steering head.

Over the years I acquired a branded James shock absorber spanner and footpeg rubber, a large advertising poster and a 1956 parts manual, but never got anywhere on the actual restoration. 

I considered this a real find, not only for its connection to the James Cycle Company history, but the fact that I am a 1956 James model!

The James made a lovely telephone stand in my bachelor pad, and I lugged it with me wherever I went, until I married and settled back in Austin.  There it was consigned to a backyard shed, dry and safe but utterly neglected for the next eight years.

The James in my garage at Whitehall, Texas, circa 1986 or ’87.

I had a fun experience one evening, while on a ride with some friends. We had stopped for supper, and when we came out an older gentleman was looking at our bikes. Now, anyone who has ridden for any length of time has encountered the fellow who comes up and says, wistfully, ‘I used to have one of those, but…,’ followed by the explanation that it was sold to pay for school, or because the kids needed new shoes, or some such thing. However, this old boy shocked the hell out of me when he said ‘Have you ever heard of a James motorcycle?’ I shocked him right back when I told him ‘I have one in my living room!’

What are the odds of us running into each other like that? Two strangers, bonding over an obscure motorcycle brand very few Americans have ever heard of! Like I said, fun!

My disabling work injuries made the dreamt-of restoration even less likely, and finally led me to sell the James in early 2008 – a decision I have questioned ever since – but I’ve not lost my fascination with the history.  In fact, I was doodling around on the ‘net when I discovered Sheldon’s EMU. If you’re into motorcycling history, that site will keep you busy for a good long while!

Finally, courtesy of British artist Garry Hurt: what my Comet could have looked like, had I ever gotten ’round to restoring it.

So, that’s my history lesson for the day.

SIDECAR, ANYONE ?

Darcie spotted the sidecar the moment I brought it home in the back
of the pickup truck, and proudly informed us that it was her car!

A reader asked about the sidecar I attached to my Shovelhead back in the mid-’80s, which sent me off on a daylong squirrel hunt. As I didn’t have access to the interwebs way back then, I had a hard time learning anything about the sidecar. I knew it was a ‘Zephyr’ brand unit, but after that my search for info hit a brick wall.

I nicknamed it ‘Moon Unit’ because it looked kind of like a space capsule, but it was actually pretty well-built, with the rollbar-style cage around the body, a weatherproof roof and windshield, comfortable bucket seat with seatbelt and legroom enough for most adults, storage space behind the seat, and room for a dashboard-mounted stereo if one was desired. I personally consider a sound system on a motorcycle an abomination – I mean, who needs a stereo when they have the sweetest music in the world echoing out their exhaust pipes? – but I might have made an exception for the sidecar, if it would make Darcie happy..

However, in the course of researching the sidecar’s provenance and history I did come upon the United Sidecar Association, and founding member Hal Kendall. I joined USCA and purchased a couple of sidecar manuals Dr. Kendall had published. Looking back, I know I could not have gotten the sidecar safely and properly mounted on my Shovelhead’s OEM Harley-Davidson wishbone frame had it not been for the good doctor’s manuals, which are still available, as downloads, at the USCA’s Sidecar Tech page.

Another essential to my task was the assistance of a motorcycle-savvy welder named Bill Mading, who owned BG&T Welding in Austin, just down the street from the cop shop. Bill was a dirtbike racer, which meant he understood the stresses and strains motorcycle frames must endure, and how to compensate for them. However, he was also a skilled enough artisan that he could weld aluminum and aluminum-alloy engine and transmission cases – not an easy trick, as those metals tend to warp from the heat of the welding process. Warped cases means uneven gasket surfaces, less-than-perfect seals between case halves, et cetera. Bud (Bud’s Motorcycle Shop) used Bill for all his delicate welding needs, and we never had a problem with a part Bill repaired.

Bastard applications call for bastard engineering. Between us, Bill Mading and I designed the lower mounts for the sidecar. At the rear we installed a vertical plate near the frame’s dovetail, which included a pin-style electrical connector for the sidecar’s lighting. Up front we replaced the OEM mechanical brake foot-pedal mount with a larger plate that could accommodate the mounting tabs we’d devised.
NOT PICTURED: The top front mount was the OEM Harley-Davidson clamp assembly. I also replaced the standard front-fork triple trees, shown here, with Harley’s OEM adjustable rake trees. For added stability and handling I added an OEM steering damper, as well.

Between the manuals I’d received from Hal Kendall, and Bill Mading’s dedicated assistance, we were able to devise a bastard set of mounts for the sidecar. They weren’t pretty, but they by god worked! See the photo below for more information.

Everything one needs to mount an off-brand sidecar to an OEM wishbone frame.

I didn’t have the interwebs back in the Dark Ages of the 1980s, so finding out what I needed to know involved scouring magazines for any mention of sidecars, writing letters that were often ignored, calling long-distance (remember those days?) and running up my telephone bill, et cetera. Today? Ten minutes with a mouse and I had already gleaned scads of information! In fact, the first site I visited told me where the Zephyr was manufactured, and by whom, and even had a photo of a pretty snazzy brilliant yellow Zephyr sidecar!

ONE FINAL NOTE: If you are at all interested in sidecars, please consider a membership in the United Sidecar Association. It’s money well spent, IMO, and support for a great organization.

F O R T Y – T W O _ Y E A R S

After years of lusting after a motorcycle (but drinking and drugging away any motorcycle money I might have saved) I finally got sober, got my finances together, and toddled down to the Harley shop to pick out my bike. The sales manager must have decided I wasn’t a serious prospect, because when I announced I was there to buy a bike he flapped a hand at the door to the parking lot, said ‘The used bikes are outside,’ turned on his heel and walked away.

April 11th, 1979 to now: 42 years of true love !

I left, naturally – damn if I was going to spend my money with an asshole like that! – but as I was driving away I noticed a Harley parked at a used car lot two doors up the street from the dealership. I called a friend of mine named Wayne Agee – an experienced chopper builder, attorney and motorcyclists’ rights activist – and he very kindly went with me to scope it out.

What we found was a 1974 Harley-Davidson FX (kickstart-only) Superglide shovelhead with 8,000 miles on the clock, box stock except for 6″ overstock fork tubes. The salesman swore it was his personal bike – a story I dismissed as sales-speak at the time, but later learned was the absolutely truth. No matter. It was a Harley-Davidson Big Twin, and the prettiest thing I’d ever seen.

1974 FX 1200 Superglide as described in full-line sales brochure.

I didn’t have my motorcycle license yet, so Wayne test-rode the bike for me. The price was right and he gave it an enthusiastic thumbs-up, and I was sold! I went straight to my credit union to arrange financing, and the next day, April 11th, 1979, I went to take possession of my very first motorcycle. A five-minute tutorial on the machine – clutch up there, brakes here and here, shifter over there, one up and three down – and I was on my way.

1974 FX 1200 Superglide as it appeared on April 11th, 1979, at Northwest Hills Texaco, Austin, Texas.
My 1963 Buick LeSabre is in the background.

I passed a motorcycle safety course when I was in the service – a requirement if I was going to ride a motorcycle on base – and took rides on other people’s machines whenever they were dumb enough to hand me the keys, but I was basically ignorant of riding technique. Of needs, I taught myself to ride by spending every possible moment on that bike, cruising the Farm-to-Market roads that snake across the Texas Hill Country west and south of Austin. I quickly realized I was born to this life; to be in the saddle, in the wind. Nothing before or since has brought me such pleasure and peace of mind, or felt so right.

1974 FX 1200 magazine advert. Note stylish matching helmet and brown leathers.
I never had either of those things.

I began calling my shovel ‘The Bitch’ long before The Grateful Dead released their In The Dark album in 1987, but a couplet from the song ‘Tons of Steel’ describes her to a T:

“It’s one hell of an understatement to say she can get mean
She’s temperamental; more of a bitch than a machine!”

However, the name was given tongue-in-cheek because, even though any machine will act up one way or another, if you own it long enough, The Bitch has been a stout, faithful steed with plenty of heart and class.

September, 1979, Labor Day Weekend Harley Drags at Little River-Academy Raceway east of Temple. I stripped the tank emblems (which I could kick myself for, now) and replaced the stock saddle with a low-ride LaPera king-and-queen. I traded the stock headlight assembly for an original Bates unit I found on my very first trip to Bud’s Motorcycle Shop, replaced the stock buckhorn handlebars with broomstick drag bars, and installed foward controls and highway pegs to accommodate my long legs.

The Bitch has been through a lot of changes over the years. I began by turning her into stripped-down cruiser, above. Then I converted her into a fat bob, below.

December 1979, on Congress Avenue, Austin, Texas, just south of Town Lake. I still had the drag bars, but I replaced the stock one-piece fuel tank with the more traditional-looking two-piece ‘fat bob’ tanks. These were the 3.5 gallon size commonly seen on early Police motorcycles. I loved the look, but unfortunately, the older fat bobs were prone to cracking and leaking. A lapful of gasoline at 60 MPH is never a good thing, and as a result, I never kept a set of the original fat bobs for very long.

Next, I built her into a version of the FL Sport – a dresser sans saddlebags and windshield – using the wide-glide forks Wayne sold me, and pieces sourced through his ‘chopper shop’ (which, as it happened, bore a striking resemblance to his law office). The photo below shows the project about halfway to completion.

1980, at Bud’s Motorcycle Shop, 2612 East First Street, Austin, Texas, just before I completed the makeover to a stripped-down dresser. I had removed as much of the chrome trim as I could, replaced the 3.5 gallon fat bob fuel tanks with a 5 gallon set, swapped the narrow FX front forks for the wide glide I bought from my friend Wayne, and traded the Superglide rear fender for the longer, wider Electra-Glide tin. All that was left at this point was the dresser covers for the rear shocks and the aluminum nacelle and full-sized headlight for the front. Then that damn rigid framed panhead showed up!

Just about the time I finished that project, with a full aluminum headlight nacelle off an old Electra-Glide, a friend let me throw a leg over his rigid panhead, and I was in love. The rigid was so much lighter (and cleaner looking) than the stock swingarm frame, and I just had to have one.

1980, in early winter, at Bud’s Motorcycle Shop, in front of the
tin building that housed Bud’s original East Austin shop/showroom/office.

By then I was working at Bud’s Motorcycle Shop, and Bud helped me find a 1954 wishbone frame. I swapped the engine and transmission into the wishbone and slapped on some get-by fenders and fuel tank, above. Meanwhile, I sourced fresh tins for the bodyman, so I could keep riding while I got everything painted and ready to go. After some dithering around I settled on a bright blue the same color the Austin Police Department used on their cars – a close match to an original 1954 factory color Harley-Davidson named ‘Glacier Blue’.

1980 at the Terrace Apartments off South Congress Avenue in South Austin, Texas. The Bitch when I first put it in the rigid frame, prior to the complete makeover I had planned for it. I rode it like this until I was ready to tear it down and rebuild it. Note how dingy the aluminum on the engine and front forks looks.

I took the shovel apart, rebuilt the engine, polished every bit of smooth aluminum I could get a buffing wheel or elbow grease to, and put it all back together.

1980, The Bitch in Glacier Blue, the day I completed the makeover.
Note the shiny aluminum. That was a
lot of work !
The Bitch in Glacier Blue, in the yard at Bud’s Motorcycle Shop, 2612 East First Street, Austin, Texas, where I was a proud Known Associate for over 35 years. That rear fender was from a swingarm dresser with the hinge welded shut – a concept by Dave Hobday, a fellow employee at Bud’s – skillfully executed by a body-man named Paul, who was left quadriplegic after a motorcycle wreck. Paul did the paint and body work for a number of custom builds at Bud’s shop, and in return we built him a three-wheeled shovelhead adapted to his disabilities. He later took the trike back to his home state of Massachusetts where he rebuilt it, doing most of the work himself, and did such a fine job that it ended up featured in Easyriders back when that was still a rag worth reading.
Paul with a trike he has every reason to be proud of, featured in Easyriders January 1985 issue.

I caught a lot of flak for that paint color the whole while the tins were hanging on the wall in my shop area, but once I put it all together I received nothing but compliments. As an added plus, I never had a car pull out in front of me the entire time I ran that color. They might not have been aware of motorcycles in traffic, but they by God noticed that cop-car blue !

1980, enroute to a party at Lake Buchanan, shortly after I completed the
Glacier Blue makeover. That is the smile of one very proud bike builder!
1980 at Lake Buchanan, Texas.
1981 at Lake Brownwood, Texas, with Lea, Bill Jones and Debbie.
1982, a ride to the annual Black Hills Classic Motorcycle Rally at Sturgis, South Dakota, above.

Me and my buddy, T.R., left Austin on Friday after work, and took 48 hours to ride our rigid framed shovelheads about 1300 miles, from Austin, Texas, to Sturgis, South Dakota. That averages out to a measly 27 miles an hour ! However, during that 48 hours we stopped regularly for sit-down meals, and tent-camped at the roadside both Friday and Saturday night. We also stopped at Hugo’s Harley-Davidson in Wichita that Saturday afternoon, where they kindly loaned my buddy a welder so he could repair his broken headlight bracket. Since we were in town anyway, we paid a visit to Truett & Osborn’s Speed Shop, too. Then we lost some time when I ran out of gas at sunrise on Sunday morning, and again when I had a leisurely visit with my brother’s in-laws in Kearney, Nebraska, later that morning, so I’m thinking our speed was a little better than 27 MPH !

Below, a visit with my sister-in-law in Lusk, Wyoming, on my way back to Texas.
1983, a ride out to see the Bluebonnets blossom. Going to see the wildflowers is an annual event in Central Texas, and the roadsides are lined with people posing their kids, dogs or, in my case, a motorcycle, amongst the the beautiful blossoms.
1983, Bluebonnets and Indian Paintbrush at the roadside southeast of Austin.
1984, Memorial Day races at Little River-Academy Raceway. I was winning my bracket until the timekeeper gave me the wrong ET card at the end of a run. I’d actually won that heat, but didn’t realize it until after the trophies were awarded. Just as well. If I’d won I probably would have been hooked on racing, and that is an expensive habit !
1984, at a scenic overlook near Kingsland, Texas. I was still a smoker, then, and deliberately trying to imitate the image of my father astride an Army Air Corp scooter at the end of World War Two. Later, without even meaning to, I did a much better job.
1945, Lincoln, Nebraska, Tom James, Army Air Corps navigator, astride an AAC scooter, and 1994, me at Shiprock, New Mexico, astride The Bitch. It wasn’t until years after the photo at right was taken that I realized how alike we sat our machines.

I made other changes as the years passed. I went back to black, changed fenders and tanks, ran a pogo-stick saddle and windshield for a while, added a sidecar so my stepdaughter could ride in safety and comfort, and put on mile after mile after mile…

1985, at the Flea Market on Highway 290 east of Austin.
1986, at J.B. and Dana’s house on Romeria Drive, Austin, Texas.
1986, at J.B. and Dana’s house on Romeria Drive, Austin, Texas, with my stepdaughter’s mother.
1987, at home on Wilmes Drive in Austin, with the sidecar for my stepdaughter. That’s her tricycle in the grass, and our roommate’s chopped Honda in the shed.

Another view of the sidecar setup.

1988, at Redwood Lodge, Lake Whitney, Texas.
1989 Southeast Texas enroute to an ABATE Texas function.
1990-11-18 at Benny and Carol’s house in McGregor, Texas.
From left: Carol, Benny, Michelle, Bill and The Bitch, Laura, John and Clifford.
1991, on a solo ride from Austin to Estes Park, Colorado. The photo above was taken at a gas stop in the Texas Panhandle shortly after dawn.

Below: I stopped at the visitor’s center in Estes Park, to get directions to my brother’s mountain-climbing school, and as I was dismounting noticed a familiar motorcycle pulling into the parking lot of a fast food restaurant across the street. I finished my visit to to the center, crossed the road and stumbled into the Mickey D.’s and sure enough…!
In town no more than five minutes, and who should I run into, but the man I rode to Sturgis with – a man I hadn’t seen in almost a decade – in Colorado for a vacation with his wife! How’s that for a small world!?!
1991, T.R. and Kimberley, with their motorcycles parked behind them.
1991, heading up into Rocky Mountain Nat’l Park.
1991, atop Rocky Mountain Nat’l Park, at 12,000′.
The following summer, July, 1992, riding through the Black Canyon of the Gunnison, Colorado, with Peno and Greasepit.
Great riding country!
We were attending a motorcycle rally in Montrose, Colorado, on the Western Slope. That’s Greasepit at left, and his burgundy-colored panhead behind him. Peno, at right, was my road dog for most of my best adventures during those years.
Peno on his shovelhead, with the flame-job paint he did himself.
Greasepit on his panhead: one happy biker !
1993, July 4th, a solo ride to meet up with a friend in Lake Eufala, Oklahoma.
1993, Labor Day Weekend, a group ride to Lake Eufala, Oklahoma.
From left: Paul, Jeff, Peno, Bill and Melissa B.
1994, July, ride through Four Corners region of Colorado, New Mexico, Arizona and Utah. Peno took this shot one-handed at about 65 MPH.
1994, on IH35 in Belton, enroute to the annual Tri-County Toy Run.
1995, on the bridge over Royal Gorge, Colorado. It was me and The Marlboro Man that time.
2000, with Jackie on the back, at Monument Cafe, Georgetown, Texas, for breakfast with our friend Tina.
2001, in Crawford, Texas, with Randy and Tina.
2004, January, a winter ride on a back road near La Grange, Texas. High temp that day was 47 degrees.

In July, 2004, at the age of 48, I fell 35′ from a billboard structure, when a piece of the board came loose. I rode the ladder I was standing on all the way to the hard rocky Hill Country earth, and ended up with an open compound fracture of my right leg, numerous fractures in my left mid-foot, and a burst fracture of my L-4 vertebra, which caused catastrophic nerve damage to the cauda equina that controls everything south of the waist, and I mean everything!

After fourteen days in hospital, numerous surgeries and a near-fatal hospital-borne infection, I went home to a wheelchair and a rented hospital bed, with lots more to come. Still, at the end of October I limped out to the driveway, kickstarted The Bitch and took it for a ride around the neighborhood.

2004, Halloween, and my first time on the bike since my on-the-job accident that July.

I’ve probably made smarter choices in life, but it seemed important at the time, and sure felt good!

2004, Halloween, and my first ride after my accident.

A lot has happened since then, including another makeover of The Bitch and a return to A) another blue paint job, B) another set of fatbob tanks, C) another pogo-stick and D) another windshield, all to accommodate my back and leg injuries.

2008, and yet another makeover: late-model fat bobs (less likely to crack and leak) with a traditional pogo-stick saddle, adapted to fit the new fat bobs, and a windshield, to save my back muscles having to fight
against the wind at highway speeds, but…
…my body no longer wants to cooperate.

The pogo-stick and windshield arrangement was good for a while, but remember the nerve damage I mentioned? Yeah, that nasty nerve damage has come back to haunt me.

One of the nastier tricks it plays on me (and the nasty tricks are legion, believe me!) is that my right knee gives out with no warning. It’s been doing it since I first got out of the hospital, but that particular trick has become more frequent as the years since my accident go by, to the point where I can no longer feel safe riding a two-wheeler, so…

meet my new wish-list! I can either pony up the $25,000 to $30,000 people are asking for late-model Harley three-wheelers, or stick my dearly beloved Bitch in a three-wheeled frame like the one Paughco offers, One way or the other, I have got to get back in the wind!

Watch this space for updates!

Buddy Merle Reveile (1950-2015)

Four years ago today we lost one of the best men I’ve ever had the privilege of knowing.

ABOVE:  Bud Reveile on 7 January 2015, a couple of months before he passed away.

Bud Reveile was a Vietnam veteran; a U.S.M.C. tanker whose story was included in Oscar E. Gilbert’s Marine Corps Tank Battles in Vietnam.  He was a devout Christian and family man, and a lifelong and benevolent member of the East Austin community.

Bud was also a dyed-in-the-wool Harley man, a walking encyclopedia of all things Harley-Davidson, and a natural-born good guy.  He could talk to anyone – Bud maintained friendships with outlaw bikers and cops, Christians and atheists, bankers and b-girls and bums – and he did his level best to treat everyone with respect.  He had very few enemies, and the only ones I ever met were only enemies because Bud wouldn’t give them something for nothing.  He was a businessman – a true old-school horse-trader who worked hard to make a buck – but Bud was honest, and in all my years of knowing him I never saw him take advantage of anyone.

Bud built his business the old-fashioned way, beginning (just like Harley and the Davidsons themselves) in a backyard shed behind his North Austin home with some tools, a small collection of used motorcycle parts, and his experience working at Harley dealerships in California and Austin.

In April of 1979 Bud moved his operations to the grounds of a defunct lumberyard in East Austin.  There a Spartan tin shack – unheated in winter, un-air-conditioned in summer, noisy and dusty all year ‘round – served as mechanic’s bay, showroom and office, while erstwhile lumber bins held his burgeoning parts inventory.

Over the following 36 years, Bud created a sprawling compound that eventually covered more than a quarter of a city block.  In a ramshackle series of structures – some built, others acquired or repurposed and all interconnected – Bud kept aisles and aisles (and piles and piles) of old and odd motorcycle parts jumbled up in glorious disarray.  There were tons of new old stock; OEM and aftermarket pieces painstakingly gathered from shops that were going out of business or dealerships purging their parts departments, stacked right alongside all the bent, broken, rusted, oil-soaked parts salvaged from a thousand different spent and clapped-out motorcycles.  There was everything a rider might need to repair an old machine, customize a new one or, for that matter, build herself one from the ground up.  Visiting Bud’s shop was like stepping back in time to those halcyon days when Harley shops were unique, one from another, instead of the prefabricated corporate clones they have become.  For those of us who care about such things, Bud’s was Disneyland!  🙂

I first met Bud in the summer of 1979, when another biker gave me one of Bud’s cards.  I had just gotten my first Harley, and wanted to learn everything I could about them.  When I saw that Bud was the real deal I quickly asked if I could become a shop hang-around.  I would come in after work and on weekends, exchanging free labor for the occasional discount motorcycle part and a far more valuable education in Harley-Davidsons.  By the fall of that year I was working there full time, and in one way or another I kept working there for the next 36 years.

ABOVE:  My shovelhead outside Bud’s perimeter fence, fall of 1980. Over the fence are the lumber stalls, now enclosed to create mechanics’ bays downstairs and parts storage upstairs.

Jack-of-all-trades what I was, I helped build various add-ons to the shop, including closing in the old lumber stalls to create additional mechanics’ bays, and reinforcing the second story so parts could be stored there.  I ran electrical systems throughout as the business sprawled across first one, then two, and finally three separate lots known to all and sundry as 2612 East First Street.  I worked as a shop grunt, with my elbows deep in the muck of the parts washer, became a parts man and mechanic, and even lived on-site for a while during one of my periods of homelessness, doubling as night watchman while hiding my as-yet-unpaid-for shovel from the repo man. I served as publicist, writing articles about Bud and the shop for national magazines, and provided backup on the rare occasion when a situation so demanded.

ABOVE:  Bud’s logo, created and reproduced here by the artist, MAG.  The same design also graced Bud’s t-shirts, business cards, bumper stickers…

I also traveled with Bud to swap meets all over hell and gone, driving his rattletrap old school bus gutted of seats and packed full of the infamously “new, used and abused” parts that were Bud’s specialty:  everything from trendy chrome gewgaws and one-off chopper parts to hard-to-find transmissions, carburetors, flywheels and cylinder heads.  Sometimes it seemed as if we were carrying half of Bud’s inventory with us when we set out and, because Bud shopped even as he sold, frequently carried even more inventory back to Austin!

Bud's 1980 (12-80) facing ENE w. original tin shop, school bus used for swap meets at left (courtesy Bill James)

ABOVE:  My shovelhead right after I switched to a rigid frame, late 1980 or early ’81, in front of the tin shed that held Bud’s original “showroom” and mechanic’s bay.  The notorious school bus is visible at top left.

All those parts, BTW, were haphazardly stacked in rectangular metal trays, and part of my job as grunt was to hump the damn things in and out of the bus at every stop.  Bud was a “recycler” before recycling was trendy – those metal trays were actually old medicine chests salvaged from a downtown hotel slated for demolition – and when filled with panhead four-speed gears, ironhead cylinders, shovelhead connecting rods and the like they were heavy and sharp-edged enough to take off fingers!  I hated them with a passion, but even those trays couldn’t diminish the joy of traveling in Bud’s circle, meeting bikers and shop owners from around the world, learning the ins and outs of doing business the East Austin Way.

ABOVE:  A profile I wrote about Bud, back in the summer of 1991.

Of course, Bud also became one of my best, most reliable friends. He always seemed glad to see me, to step out and share a meal or just hole up in his cramped little office and visit for a while. There wasn’t much we couldn’t discuss, either, from faith and fear to family and friends, flatheads to Twin Cams, the war, the rallies at Sturgis and Daytona, the swap meet circuit, the biker books we both enjoyed and exchanged, and, naturally, the latest gossip from the motorcycling scene. Toward the end, we talked about what was happening to him, and steps he needed to take to be at peace as he crossed that final bridge. Like everyone who loved him, I did what I could to help, but it wasn’t enough.  If it could have done any good I’d have cheerfully given up blood, sweat and body parts to help him recover, or at least not suffer quite so much.

The day Bud died I exchanged texts with another longtime friend who had known Bud in the days when he worked at the old Harley-Davidson dealership in town. I wrote that our world just became a much smaller place. He agreed, writing “Smaller, sadder, and much more lonely.”

I miss my friend every day, but I remain grateful that he was my friend.  Through Bud I got to be part of a grand tradition in American motorcycling – the small independent shop that is the backbone of the bikers’ world.  Bud’s was a near-mystical place packed full of history disguised as scrap metal – a funky, messy mélange of mechanic and machinist’s shop, motorcycle museum and meeting hall – and it was a BLAST!  Man, I’m glad I got to be there!

ABOVE:  Bud’s Motorcycle Shop circa early 2000s, photographer unknown.

Rejected Princesses

Greetings, y’all.  You might say I’ve been busy lately – flooded home, reconstruction, dealing with ongoing pain and disability from my catastrophic work accident in 2004 – but I haven’t forgotten this site, or the things I still hope I might accomplish here.  Anyhoo…

There’s a fellow who does some really fun stuff with what he calls “Rejected Princesses”: strong, often rebellious and even violent women who violate the gender norms of their day and challenge the male-dominated societies in which they lived; wild women who blaze their own paths and fight their own battles; women that Walt Disney and company would never consider for cutesy movies, clothing lines and toy tie-ins a la Snow White, Cinderella, Ariel, Pocahontas and Mulan.  His name is Jason Porath, he hangs out over at Rejected Princesses, and as a son, brother, husband and erstwhile stepfather to some pretty amazing women, I really, really enjoy his work.

Jason has honored women like baseball pitcher Jackie Mitchell, the seventeen year old woman who, in 1931, struck out New York Yankees hitters Babe Ruth and Lou Gehrig, back to back, before being pulled from the game, quite possibly for embarrassing the two stars.  Then there’s Lyudmila Pavlichenko, the young Russian woman who, in World War Two, energized by the Germans’ destruction of her University, became the deadliest female sniper in history (in a cadre of deadly women snipers that Russia fielded to fend off the Nazis, Lyudmila took out 309 of the bastards) and later became friends with American First Lady Eleanor Roosevelt.  Or howzabout Rosalind Franklin, who made the discovery of DNA possible with her pioneering work in X-Ray diffraction (whatever the devil that is!) and was promptly ignored and even posthumously insulted by the pompous asses who claimed the resulting Nobel Prize for themselves.

Jason even delves into ancient history, with women like Hypatia, the first female mathematician in recorded history, and mythology, with women like Iara, the Brazilian warrior woman who was murdered by her own father – tossed in a river to drown – and subsequently turned into a mermaid by sympathetic fish, so she could sing a siren song that drove men mad with desire.  The entire site is chock-a-block with stories like these, and pretty cool Disney-styled portraits of the women in question.  Jason’s also published a book,  Rejected Princesses: Tales of History’s Boldest Heroines, Hellions and Heretics, and is working on a second volume.

So, what does all this have to do with motorcycling?

Not a damned thing, except that, just today, I took a moment to suggest two new heroines for Jason’s files; two women well-known to those of us who read the history of motorcycling.  My entry is reproduced below, and if Jason should opt to honor one or more of the women I mention, I’ll be back here ASAP to announce it.  Meanwhile, take a stroll over to Rejected Princesses and poke around a bit.  As internet time-sucks go, it’s one of the more entertaining and enlightening sites out there.

There are two women who loom large in the world of motorcycling – the world I’ve lived in since I was seven years old (55 years ago) and got my first ride on the back of a neighbor boy’s bike.

The first is Dorothy (Dot) Robinson:

http://www.motorcyclemuseum.org/halloffame/detail.aspx?RacerID=78

http://www.historybyzim.com/2013/10/dot-robinson-first-lady-of-motorcycling/

https://en.wikipedia.org/wiki/Motor_Maids

Dot was NOT the first lady of motorcycling, despite the title – by the end of the 20th Century’s first decade women were already making their mark in the world of motorcycling by taking cross-country trips (well before the advent of the Lincoln Highway, Route 66, the Interstate System, or even “luxuries” like motels and motorcycle repair shops every 10th of a mile along the way) and acting as ambassadors for the sport and lifestyle of motorcycling – but Dot DID do a lot to further women’s participation.

The second is Bessie Stringfield:

http://www.motorcyclemuseum.org/halloffame/detail.aspx?RacerID=277

https://timeline.com/bessie-stringfield-motorcycle-america-7a002f5057c5

https://en.wikipedia.org/wiki/Bessie_Stringfield

Bessie was an African-American woman who took numerous solo motorcycle trips across America during the Jim Crow era, when “uppity” blacks were getting lynched and jailed at an appalling rate.  She apparently never lost her joyful approach to life and motorcycling.

There are other women, like Effie and Avis Hotchkiss, Adeline and Augusta Van Buren and Della Crewe – some of those early pioneers cited above – who are also worthy of mention, but Bessie and Dot are two of better-known women ‘cyclists.

Anyhoo, I love the work you do.  I was one of the folks who pre-ordered the first RP book, and am looking forward to the second.  I hope you’ll consider honoring one, both or ALL of these fantastic women.  If I may be of assistance in any way, please don’t hesitate to contact me.

Shalom,

Bill J. from Austin

UPDATE:  I’m a little slow getting this posted here (what else is new?) but I promised an update when I heard back from Jason Porath, and here ’tis.  I actually heard back from Jason almost immediately, and he told me:

Bessie is on the list but the rest are new to me!

Since then he has completed his entry for Bessie Stringfield (you can read it here:  http://www.staging6.rejectedprincesses.com/princesses/bessie-stringfield) and published his second book, Tough Mothers: Amazing Stories of History’s Mightiest Matriarchs (Rejected Princesses), which is available online at  https://smile.amazon.com/gp/product/0062796097/ref=ppx_yo_dt_b_asin_title_o02_s00?ie=UTF8&psc=1

I’m still here!

More history posts coming soon as I get time.  Meanwhile, here’s a blast from my own past.  Shortly after I rebuilt my 1974 shovel in the early ’80s – refurbished 1954 rigid wishbone frame, fresh motor, fresh paint, the works – I went on a group ride to Lake Buchanan in the Highland Lakes Region of Central Texas.  A few weeks later a fellow who’d been on the ride with us – a fellow I didn’t even know – came in the shop where I worked and dropped some pics on me.  They were all great shots, but the one below captures the pure joy and pride I was feelin’ that day!

1980 c. Bill on Blue Bitch grinnin' like a fool! 8.5 x 13'' a

A little while later I rode up to Little River, a little town outside Temple, Texas, and raced heads-up in the run-what-ya-brung FL class.  Did pretty good, for a virtually bone-stock motor!

1980s Bill on Blue Bitch burnin' up the asphalt at Little River-Academy Drag Strip outside Temple, Texas! 8.5 x 11'' a

A couple years later I rode to Sturgis, South Dakota, for the big rally that city hosts every summer.  I rode my shovel and my partner rode his rigid jockey-shift 1973 shovel chop.  We lit out of Austin Friday night after work, took a leisurely ride up IH35 into Kansas, and then meandered west and northwest into Sturgis.  We camped twice, and even stopped to visit my brother’s in-laws in Kearney, Nebraska, and still made it in time to pitch our tents before sunset on Sunday night!

Bill 1982 Sturgis Road Out of Town b1982-08 T.R. Evans leaving Sturgis, S. Dakota after Black Hills Classic Motorcycle Rally (1)

Sturgis was fun – it was a blast having motorcycles outnumber cars, for once – but the only reason I’d go back during the rally would be to create a “35 years later” documentary film or photo essay.  Wouldn’t mind getting up there to ride those roads when they weren’t packed with drunk bikers, though!

And speaking of packed: Here’s downtown Sturgis on the Monday night of the rally week.  Remember, this was 1982, and 30,000 was a record-breaking crowd for the rally – the biggest in attendance (thus far, anyway) since the rally began back in the late ’30s.

Bill 1982 Sturgis Main Street 04 Black Hills Power and Light

Bill 1982 Sturgis Main Street 03

Had to do the tourist bits, of course:

Bill 1982 Sturgis Mt. Rushmore Full Frame (2)Bill 1982 Sturgis Mt. Rushmore Headshot a

All in all I had a blast – put on some miles, saw some fun stuff while motoring through the always fascinating (to me) American landscape, and met some really cool folks.  As stated above, I wouldn’t want to do it every summer, but I think every biker owes it to him or herself to make the scene at least once!

life-1982-august-13-sturgis-edition-bill-at-mt-rushmore-11-x-14-5-b

Bobby Zimmerman 1941-1961

As a longtime biker, any mention of motorcycles, riders, clubs, etcetera, intrigues me, so when Bob Dylan mentioned late Hells Angel Berdoo President Bobby Zimmerman (Chronicle: Volume One, 2004, pg. 79), while explaining his own renaming, I went looking for more info.  First, I located a photo of the deceased, posted on the Berdoo chapter’s Memorial page:

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Dylan apparently had the date of death wrong: He said Zimmerman died in 1964, but Zimmerman’s *Angel brothers have him dying three years earlier.

Then I dug a little further, and found this article, a human-interest item by John Weeks of the San Bernardino Sun, published last fall, in which Dylan claims a spiritual bond with the soul of the dead Angel:                                                                                   

A surprise addition to the local family

Ladies and gentlemen, let’s put our hands together and give a warm hometown welcome to a local boy who has made good, who has distinguished himself as one of the most influential singers and songwriters of all time, a living legend, a Presidential Medal of Freedom honoree, a recipient of multiple Grammy, Oscar and People’s Choice awards, the one and only, the Inland Empire’s own … Bob Dylan!

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Whoa, hold on here. Let’s check our notes.

Says here that Bob Dylan was born Robert Zimmerman in 1941 in Duluth, Minn., that he grew up in Hibbing, Minn., that he went to college in Minneapolis, that he moved to New York and became famous, that he later lived in both New York and Minnesota, and that for the last couple of decades he has made his home in Malibu. There’s no mention here at all of the Inland Empire.

Oh, wait, there’s more. Wow, this is new. Says here that Bob Dylan had a bonding experience with the soul of a dead San Bernardino biker, also named Robert Zimmerman, in the 1960s, and that he was transformed into a different person at that time.

An Inland Empire person, evidently.

Is this a joke?

If it is, it’s Bob Dylan himself who is telling it. In public.

Here are his own words, in an interview with Mikal Gilmore that appears in a recent cover story in Rolling Stone magazine:

“When you ask some of your questions, you’re asking them to a person who’s long dead. You’re asking them to a person that doesn’t exist. But people make that mistake about me all the time. … Transfiguration is what allows you to crawl out from under the chaos and fly above it. That’s how I can still do what I do and write the songs I sing and just keep on moving.”

That Bob Dylan! What a card! What a kidder!

No, wait. Later in the interview, he starts talking about transfiguration again, and he presses the point. He brandishes a dog-eared copy of the book Hell’s Angel: The Life and Times of Sonny Barger and the Hell’s Angels Motorcycle Club. He cites a chapter in the book that recounts how Robert Zimmerman, the 21-year-old president of the San Bernardino chapter of the Hells Angels, who lived on Walnut Street in San Bernardino, was killed in a 1961 motorcycle accident in Madera County. That accident was a precursor, Dylan believes, to his own motorcycle accident in 1966 near Woodstock, N.Y. The two events were directly related and they completed Dylan’s transformation into a new person, he says.

He can’t be serious about this, right?

Wait, he really is. He goes off on it for a third time during the course of the interview. “I’m showing you a book that’s been written and published. I mean, look at all the connecting things: motorcycles, Bobby Zimmerman. … And there’s more to it than even that. … I’d always been different than other people, but this book told me why. … I didn’t know who I was before I read the Barger book.”

Well, if he really means it, we should start now to prepare for that hometown concert in the Inland Empire that now seems inevitable. We’ll put up banners. “Welcome home, Bob!”

He can perform in the giant San Manuel Amphitheater in Devore, or perhaps he would prefer a smaller arena show, at the Epicenter, say, in Rancho Cucamonga, or the San Manuel Stadium in downtown San Bernardino, or Coussoulis Arena at Cal State San Bernardino. Or, he could do a series of small, intimate shows in theater settings, such as the Glass House in Pomona, or the Fox Riverside, or the historic California Theatre in San Bernardino.

Many towering figures in the music industry do have strong roots in the Inland Empire. The list includes Tennessee Ernie Ford of San Bernardino, Kris Kristofferson of Claremont, Frank Zappa of Rancho Cucamonga, Jimmy Webb and Jim Messina of Colton, Sammy Hagar and Travis Barker of Fontana, and Liberace, Dick Clark and Herb Alpert, all of whom had homes in Lake Arrowhead.

Jazz legend Pearl Bailey, in her retirement, ran a popular guest ranch in Apple Valley.

Singers Bonnie Raitt and Joan Baez both have University of Redlands connections, thanks to their fathers. Raitt’s father, the Broadway star John Raitt, was a University of Redlands graduate. Baez, whose father taught there, writes about living in Redlands in her autobiography, “Daybreak.”

Now, it appears, we must add a new name to the list of musical hometown heroes.

Bob Dylan.

Of course, unlike the others, Dylan neither was born nor raised here, nor did he ever work or go to school here. No, he’s here only in spirit, as the result of transfiguration.

That means he is in a category of his own.

But we knew that already, didn’t we?

http://www.sbsun.com/johnweeks/ci_21766920/surprise-addition-local-family

The story is addressed in greater detail by author Grant Maxwell, in a post he describes as “a (slightly modified) excerpt from my forthcoming book, How Does It Feel?: Elvis Presley, the Beatles, Bob Dylan, and the Meaning of Rock and Roll,” which may be seen here:

http://rockandrollphilosopher.wordpress.com/2013/06/26/bob-dylans-transfiguration/

In that post Maxwell delves deep into the chronology of events, and how Zimmerman’s death ties in not only with Dylan’s own motorcycle crash, but with the entirety of Dylan’s professional career!  So, I guess that would make Zimmerman Dylan’s “guardian angel,” right?

Food for thought, if you’re inclined to think along those lines.

* NOTE: In the book Dylan mentions in his interview – Hell’s Angel: The Life and Times of Sonny Barger and the Hell’s Angels Motorcycle Club – Hells Angel Sonny Barger relates the story of Zimmerman’s death on the ride home from the Bass Lake Run, an annual Angel event immortalized in Hunter S. Thompson’s book on the Angels.  However, while on page 70 he gives the same 1964 date that Dylan used, on page 130, again recounting Zimmerman’s death, he writes that Zimmerman died in1962.  I can’t explain the discrepancies between Barger’s recollections and the chapter’s official website.

Bob Dylan and motorcycles

I’ve been doing a little research on songwriter Bob Dylan.  Like most riders, I already knew about his mysterious wreck near Woodstock, New York, in 1966, where he dumped his Triumph, injured himself to an unknown degree, and went into seclusion for a while.

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However, in reading through books about Dylan, interviews with people who knew him prior to his arrival in Greenwich Village, and his own Chronicles: Volume One (2004) I turned up a few references to Harleys, time spent running with the biker boys in his hometown, even being a bit of a “rough, tough” character.  I don’t know how true any of that is, but he apparently did spend some time around riders, as seen in the photos below.

1956:

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1966, on the Triumph he later wrecked:

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I always cringe at this one, because for some reason he’s dangling his feet – not a smart thing to do and goofy-lookin’ to boot!

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The passenger below is identified as “Sebastian,” but I don’t who Sebastian is:

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I’m not sure of the year – probably mid-’60s – but he appears to be riding a Japanese bike; maybe a Honda:

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and in 2004, back on a Harley-Davidson!

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One more, of the man on an entirely different kind of bike…

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…but wearing a motorcycle club jacket.  Go figure!

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