Prelude to the Biker's Prayer "we feel embraced
by the breath
of angels.
so softly, so
delicate-sweet that
velvet on a virgin’s
might touch us
with an offering.
we are there, out
in that other place"............words from poem "Native Senses" by David Sparenberg

iPeace member & Friend

DON'T LET 'EM by Robbie J

They'll Spot u on a corner checkin' out the Sunrise
They'll Spot u all together talking 'bout how they Critisize
Spot u at a red light Chillin' 'til it's Green
Spot u anywhere 'Coz ignorance they Breed

Do u let it get to u or do u carry on
Keep doing wot u gotta do to get the good fight done

Don't let 'em get to U Don't let 'em get to U
Don't let 'em get to U Don't let 'em get U
Don't let 'em get to U Don't let 'em get to U
Don't let 'em get to U Don't let 'em get U

They'll watch u while ur raising money for the Homeless
They'll watch u while ur raising money for the kids in Need
Watch u while ur Minds r thinking how to stop this Bullshit
Watch u while u ride together cleaning' cobwebs in the breeze

Don't let 'em get to U Don't let 'em get to U
Don't let 'em get to U Don't let 'em get U
Do u let it get to u or do u carry on
Keep doing wot u gotta do to get the good fight done
Don't let 'em get to U Don't let 'em get to U
Don't let 'em get to U Don't let 'em get U
Don't let 'em get to U Don't let 'em get to U
Don't let 'em get to U Don't let 'em get U ........Robby J ( iPeace member & Friend )

"Feel Free to add Motorcycle Stories, Pictures and Motorcycle Comments to this Blog" "Happy Trails"

Hippy Al

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Comment by Motorcycle Hippy Al on June 23, 2009 at 10:02am
That would be appreciated, as I Love seeing iPeace members & Friends on Motorcycles. "Happy Trails" & "Happy Romancing with Des" and I'll put this picture up, as I'll make believe it's You & Your Candy Red Sportster. Peace, Al

Comment by Leah D (Pixie) on June 22, 2009 at 6:40pm
Hey~Motorcycle Hippy Al my friend, I have lots pics of me in ma "Harley gear" & sittin on my Sporster, but I don't have a scanner to copy n load to my pc :( hmm, I try find a way to get some here 4 you & all the Biker chics n riders here too :)
Peace & Happy Trails ,hugs x
Comment by Leah D (Pixie) on June 22, 2009 at 6:33pm

LOL it's Meeeeee er um someday, not to far in the future as am 46 nearin' 47..Hopin' you find yer Biker,hippy peace luvin Lady, aww sorry cud be mee but I is happily taken now, lol :)
Comment by Leah D (Pixie) on June 22, 2009 at 1:18am
Oh, lookin at yer photos n story, I sooo miss my sportster! candy apple red,lotsa shiny crome,mmm and the feel of the wind across my body & the freedom, I've been featured in a few biker mags back in the day,once upon a time I was a model, but photos in mags were after those days,taken at events..biker days behind me now. Do miss it,Alot! I'm also friend on facebook & in the "hippy" group. Much Love & peace Brother Al
Comment by Motorcycle Hippy Al on June 12, 2009 at 1:52pm
"This was Me in My younger Angelic days"

"I'm still looking for that not to so Angelic Biker Lady"

"I wonder if this is Her"

Comment by Motorcycle Hippy Al on June 4, 2009 at 5:32am
This was sent to Me by one of My first Friends here on iPeace Robby J,

a Beautiful person & prolific poet of Beautiful lyrics & messages and as I said, My Friend.

a "Here's my protest for bikers and anyone that gets dragged into the government's net of law abuse. Guess u have heard about the new laws coming in qz that r now taking place with bike clubs ?"


Brother will u Hold my Hand Tonight
Brother will U hold me Hold Me Tight
I know there's people coming down on U
I see So Many Frowning

Help me to Rise and be Proud
Help me to Walk thru these Crowds
Help Me stay true Stay Free

Help Me to Rise Above It All
'N I'll Help U Don't let em get U

Sista Do U think They'll Break Us Down
Sista Do U think They'll hear My Sound
Sista Do U Feel That you've Been Hurt
Let Down ...

Brother Will U hold Ur Head Up High
Everything You Showed me Shines Inside
Brother Will the People hear our Cries
Will We Ever Break Ground

Help Me to Rise Above It All
'N I'll Help U Don't let em get U

Help me to Rise and be Proud
Help me to Walk Thru all the Crowds
Help Me stay true Stay Free

Don't let em Get U Don't let em get U
Don't let em get U ... Don't let em get to U
Don't let em Get U Don't let em get U
Don't let em get U ... Don't let em get to U

Off to practice at Odin's Boat house tonight ............... Cozmic Hugz to u Al ................ Robby J

"Bikie gangs unite to fight tough new laws"
by Angus Hohenboken | April 27, 2009
Article from: The Australian

MEMBERS of warring bikie gangs the Hells Angels and the Comancheros stood united yesterday at a meeting convened to curb violence and fight new laws targeting outlaw motorcycle clubs.

In an unprecedented gathering of bikie members, representatives from the Rebels, Bandidos, God Squad, Black Uhlans, The Finks, and Lone Wolf also took part in the meeting at a Rebels clubhouse in Sydney's southwest.

The gangs forged a new body - the United Motorcycle Club Council of NSW - which plans to challenge NSW legislation that allows police to apply for them to be declared criminal organisations.

The meeting, at Leppington in Sydney's west, received advice on the new laws from Sydney QC Geoffrey Nicholson, who has acted on behalf of Rebels national president Alex Vella for over 15 years.

Mr Nicholson told media invited into the clubhouse after the meeting: "These laws are very wide in their application. Today a bike club, perhaps tomorrow a trade union ... I would like to think that any right-thinking civil libertarian member of the community would like these laws revisited somehow."

The treasurer of the Sydney chapter of the God Squad, who identified himself only as Fish, said the meeting would help reduce disputes between bikie gangs.

"We're here to assure the public that there is no ongoing disputes in motorcycle clubs," he said.

"We are going to meet as a united forum to have ongoing consultation and resolutions of disputes and also here to fight legislation that the NSW Government have proposed."

Attorney-General John Hatzistergos declared the association to be nothing more than a "publicity stunt".

Police made their presence felt during the event, driving past the clubhouse repeatedly and pulling over bikie gang members as they left the meeting.

Hours before the gathering, police uncovered an alleged clandestine drug lab in Sydney's northwest and charged a 41-year-old man with suspected links to bikie gangs with manufacturing a commercial quantity of methamphetamine.

"We will be alleging this man has links to outlaw motorcycle gangs and we will further allege that this drug factory was capable of producing a commercial quantity of methamphetamine and it was going to be distributed on the streets by an outlaw motorcycle gang," Assistant Commissioner Catherine Burn said after the arrest.

Ms Burn said police had been investigating the drug network since December.
Comment by Motorcycle Hippy Al on June 1, 2009 at 7:14am
Bonnie, "Thanks" Boy, do I wish I had Sound.
Comment by Motorcycle Hippy Al on June 1, 2009 at 7:07am
Posted by Bonnie (aka Sue)

Ciclay, "I think real women ride bikes too, I wish I had, just that I have never even sat on one, unless a quad counts,I've ridden on of these many times.

I've seen my son do plenty on one though off road. I'll try to find some pictures. My Dad was a great bike rider, does that mean anything? My Dads first bike was a Triumph, it was just after WWII, probably 1946/7, they were hard to get hold of then and petrol/gas was just as scarce. He fell of his bike a few times, once with a lady friend passenger on board too, neither of them were hurt bad, but the lady friend had to spent a night in hospital. He met my Mum a few years later and the bike went." :( xxx
Comment by Motorcycle Hippy Al on June 1, 2009 at 6:52am

Retrospective: Honda CBX Six-Cylinder Motorcycle
It's been 25 years since Honda unleashed its shocking Six-cylinder motorcycle on an unsuspecting world. Here's how the legendary CBX came to be.....

In the late 1970s, the pulse of Honda's streetbike lineup seemed alarmingly faint. It had been almost a decade since the launch of the mighty CB750 Four, arguably the most important machine motorcycling has ever seen. Since then, groundbreaking new motorcycles, previously a staple of the once-adventurous engineering company, had been in short supply. There were no Hondas winning comparison tests, no Hondas setting new performance standards, no Hondas causing bystanders' chins to polish their shoes as jaws dropped in amazement. Honda's magic lantern, it seemed, had gone dim.
Then, in late '78, Honda's six-cylinder CBX burst onto the scene like a supernova. Just as such exploding stars can outshine entire galaxies, the brightness of the CBX's pedigree, its technical credentials and Honda's sheer chutzpah in building such a paean to excess threatened to shade the competition for a long time to come.Simply put, the rest of Honda's CBX motorcycle was little more than a life-support system for that glorious six-cylinder Wurlitzer of an engine.
It wasn't the first time Honda had flexed its considerable engineering muscle to create such a powerful technological statement, nor would it be the last. The CBX, though, was one of the first examples of Honda building something thoroughly outrageous simply from the hardheaded desire to prove it could.
You might say the impulse sparked from a meeting in a motel room near Los Angeles International Airport in '76. That's how Cook Neilson explained it in his CBX road test in the February '78 issue of Cycle magazine. Honda R&D personnel from Japan and the States had invited select U.S. motorcycle magazine writers to the meeting to ask what they thought about Honda motorcycles, and what Honda should do next. (Although commonplace at the time, such a thing—a motorcycle manufacturer asking the press what to build—has been absolutely unheard of for almost 25 years.)
Cycle magazine got the coveted first test of the CBX (in prototype form), but the quickest quarter-mile time anyone recorded on those earlier test bikes for a magazine test was set by Motorcyclist staffer Jody Nicholas. However, production versions weren't quite as quick at the dragstrip as those first test bikes and none were ever really competitive on the racetrack against the Suzuki GS1000, which was also released for the 1978 model year.
The journalists told their hosts what they probably already knew: Although Honda motorcycles were solid, reliable machines, it seemed the excitement, the fire, the passion had gone out of them. To Honda, such a perception was simply not acceptable. Something—something great and grand, a technological kayo—had to be done. And so the CBX would be born.
Yet the CBX still would not have been possible—even conceivable—if certain elements were not in place, or about to be. To begin with, a six-cylinder street motorcycle had to be imaginable—someone had to come up with the idea. And that someone was Shoichiro Irimajiri, architect of several Honda roadracing machines from the '60s, including a brace of world-championship-winning six-cylinder engines, the 250cc RC-165 and the 297cc RC-174.
The career trajectory for new-hire engineers at Honda also conspired to make the CBX possible. Almost invariably graduates of Tokyo University, the young gearheads' first assignments were for Honda's race teams; baptism by fire, to be sure, but also the kind of challenge guaranteed to make a freshly schooled engineer twitch all over at the prospects. That's how Irimajiri got the enviable task of designing five- and six-cylinder four-stroke Honda GP engines to compete with the four-cylinder two-strokes of that era from Yamaha and Suzuki.
At the other end of the career arc, Honda engineers moved from racing projects to designing production vehicles for consumers. Saying "vehicles" is more appropriate than "motorcycles," because in the mid-'70s Honda was laying plans to become a major player in the auto industry. (And we now know how that played out.)
The CBX went quickly from concept to street bike because most opf the engineering had been done in the 1960s during the development of Honda's world-beating four-stroke GP roadracers. This is the RC166.
Up until '75, all of Honda's R&D engineers (in Japan) worked in the same room at its research facility in Wako. In '75, though, Honda opened a separate motorcycle R&D center in Asaka. That would be the new home for Irimajiri and like-minded engineers. And it was that environment which served as the genesis of the CBX—a brand-new R&D facility, staffed by engineers/designers of world championship-winning GP bikes, tasked to create a street-legal mass-production motorcycle that would leave enthusiasts and competitors alike stunned and gaping.
The stage was set, then, to create the quickest, fastest, most striking and extravagant thing on two wheels.Development of the CBX began in '76, and, perhaps reflecting the Six's appetite for speed, was completed in remarkably short time. Irimajiri, speaking in Cycle magazine's February '78 CBX test, said, "The CBX Six is a direct descendent of those [six-cylinder Grand Prix] race engines [from the '60s]. That's one reason it only took a year and a half [to develop the CBX]—we had the engine technology from our GP racing experience."
It's not uncommon for a manufacturer to do parallel development on a competing design, just to explore other possibilities, and that was the case with the CBX. A separate team also worked on a 1000cc inline four-cylinder, basically a street-going version of the DOHC 16-valve engine that powered Honda's '76 RCB1000 endurance racer. Not surprisingly, the six-cylinder engine pumped out 5 more horsepower: 103 hp (at the crankshaft) to the inline-four's 98 hp.
Yet Honda's decision to pursue the six-cylinder engine had almost nothing to do with its higher peak horsepower. In a letter to the International CBX Owners Association (ICOA) in August '90, Irimajiri said, "This [inline-four-powered] motorcycle was based on an endurance racer; and so it was extremely light, and actually much faster than the CBX. This fact became perfectly clear in comparisons on the test track; but nevertheless, we felt there was something exhilarating and exciting about the six-cylinder CBX that was lacking in the four-cylinder. The deep rumble of the exhaust, the feeling of acceleration, its smooth, high-revving engine—something in the CBX that could not be measured in numbers such as speed and weight made it a very sexy machine.
"There was a big discussion among the project team about which motorcycle we should go with; and for our plan to develop a totally new superbike unlike any that had been made before, we chose...the CBX."
When Honda released the CBX, it was plain right from the start the motor was the message, and that's how it was displayed on U.S. magazine covers. And why not? It was the first modern mass-production six-cylinder motorcycle engine, with a true GP heritage that made it an objet d'lust. Yes, Benelli had the Sei first, but it couldn't hold a candle to the CBX.
The team's conscious selection of the CBX over a design that offered measurably greater performance illustrated a curious departure for a company that had been most comfortable putting performance first. Fortunately, the same technology that won world championships for Honda in the '60s also helped make the CBX the quickest, fastest, most powerful production motorcycle in the land.
Yet despite its initial and rather narrow performance advantage over other liter-size motorcycles—along with a show-stopper of an engine that would not look out of place powering a Wurlitzer pipe organ—the CBX sold for only four short years. The first two years the CBX retained its standard/naked appearance, transforming into a sport-tourer for '81 and its '82 swan song.
With the aid of a little revisionist history, though, it's easy to see why the CBX lasted no longer than it did. Cycle's Neilson explains.
"I remember talking to some of [the Honda engineers] while Cycle was testing the CBX," Neilson says, "and they confided in me that—fundamentally, what they said was, 'You haven't seen anything yet.'
"What they were referring to was the V-four Interceptor, I think. Which, at that point, was clearly something they were working on. And they kind of suggested the CBX was a stopgap deal; a motorcycle they could build that would shock and amaze everybody, while they were working on stuff they knew was going to be more important." (Emphasis ours.)
All of which makes the CBX's story even more intriguing. It is remarkable enough that Honda spent untold amounts of time, money and effort to design, develop and produce an incredibly exotic street-legal production motorcycle. It practically beggars belief, though, that Honda did so as a makeshift measure. The engineers had to have known the Six was a dead-end design, especially when they already had a more conventional inline-four powerplant of greater performance waiting in the wings.
Much of the CBX's appeal was its appearnce—dominated by the engine—and its six-cylinder sound. It was also quite smooth.
Still, Honda was jammed between a rock and a hard place. Bolstering a badly sagging reputation called for—no, demanded—the most powerful statement possible, right now.
And it was that engine, the inline-six, that made everything possible. With the Six, Honda could utilize its heroic and hard-won GP history, shortening development/production time in the bargain. The CBX Six also demonstrated—once again, and with phenomenal clarity—that Honda could build anything it could imagine. In the process, the CBX reestablished Honda both as motorcycling's unrivaled performance leader and its undisputed technological visionary. Conversely, it was the Six's weight and bulk disadvantages that condemned it to a short but intensely bright life.
Ultimately, it was the transverse inline-six powerplant, that quixotic expression of excess and engineering, that defined the CBX and, at the time, Honda. However briefly, the CBX was the brightest star in motorcycling's firmament.
Comment by Motorcycle Hippy Al on June 1, 2009 at 6:40am
Bonnie said, "I know you like the raunchy ones" as She posted this.

My reply "Bonnie, I guess Your definition of raunchy is different than mine. I guess We will put the cause to "it's an American / England translation thing", as I wouldn't want to upset My Bonnie, Lovin You and "Thanks" for the pictures, Clyde

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