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Harley-Davidson’s LiveWire plugs back in with some help from Silicon Valley

FOUR YEARS LATER, LIVE AT LAST?


It’s been four years since we last heard any news on the Harley-Davidson LiveWire, but that’s all about to change by 2019.

It was a typically beautiful day in the beachside town of Santa Monica. The sun was shining, the temperature mild and the popular Third Street Promenade was packed with shoppers. It was the quintessential SoCal postcard day, and it seems like it was just yesterday—only it was four years ago.

That was the day that EBA was invited to ride the new Harley-Davidson LiveWire at the Milwaukee brand’s roll-out tour of their very talked-about, new motorcycle. Only it wasn’t. Well, the motorcycle was all new, but there wasn’t much talking about it. Other than enjoying the mad rush of a very torquey, less-than-quiet motor, the biggest takeaway from the experience was that Harley had no intention of actually discussing much about the bike. In fact, in persistently avoiding any tech questions, the Harley rep would only insist that the purpose of the ride day was merely to facilitate a “listening tour.”

In short, Harley’s LiveWire project sauntered up to the pool, made a big splash after a quick dive, then quietly receded back to its private cabana never to be heard or seen from again. Until now.


Although no one knows what guise the planned 2019 LiveWire will have, the 2014 version cut a stylish line on the city streets.

THE RE-RELEASE

Although the basis for the e-moto world’s newfound basis of anticipation over the LiveWire actually going live was based solely on words spoken from company CEO Matthew Levatich in a conference call to investors, it was at least the first time we’ve heard anything definitive about the stylish bike from the historical house of the V-twin.

“You’ve heard us talk about Project LiveWire,” said Levatich. “LiveWire is an exhilarating, no-excuse electric Harley-Davidson. Over 12,000 riders told us so through the demo rides we provided around the world, and it’s an active project we’re preparing to bring to market within 18 months.”

“Other than enjoying the mad rush of a very torquey, less-than-quiet motor, the biggest takeaway from the experience was that Harley had no intention of actually discussing much about the bike.”

And that, my friends, is the most that we know about Harley-Davidson’s planned re-entry into the modern world of battery-powered transportation. Still, if they really mean it, this could be a very bold step by the Motor Company to leap free from the sales doldrums it has endured of late as the classic Harley customer ages out, leaving a consumer base of kids who are not the least bit enamored with 600-pound, chromed-out touring bikes.


Four years ago the streets of Santa Monica were as crowded with shoppers as they were with a parade of pre-production Harley-Davidson LiveWires.

Around the same time that Harley went live with the LiveWire news, word also leaked that they have also filed a trademark application for the naming of the LiveWire powerplant, “HD Revelation,” which is a take on the Evolution motors used on their big bikes.

THE TECH WE KNEW

For a bike that, as we later found, had no real production timeline, the 2014 LiveWire we rode was impressive with a definite ready for primetime finish. Although the bike was modeled with a dedicated seat cowl that prohibited passenger seating, the café bike styling was immediately appealing.


Unlike the popular look of traditional Harleys with their exposed V-twin motors, the LiveWire’s powerplant was masked by plastic shrouds.

Having owned two Harley Sportsters in my day, I had firsthand experience with traditional Harley traits of poor braking performance and saggy suspension, so I was heartened not only by the LiveWire’s braking performance, but the adjustable Showa suspension with an inverted fork was a welcome upgrade.

At the time, the LiveWire prototype ran on a lithium-ion battery motor that produced 75 horsepower and 52 pound-feet of torque at its peak.  The shrouded motor was mounted longitudinally in a cast perimeter frame and used a final belt drive.

AND THEN CAME ALTA

Just a few weeks after Levatich announced the revival of the LiveWire came the surprising news that Harley had also made an equity investment in Alta Motors, who, like fellow NorCal e-moto-maker Zero Motorcycles, has been attempting to catch some lasting interest in battery-powered motorcycles. Harley’s partnership with Alta mirrors the acquisition of Oregon e-moto-maker Brammo by big-brand Polaris who are also behind the successful relaunch of the Indian marque.


Counter to the modern display module, the prototype bikes were still outfitted with the age-old switchgear and lever assemblies from an old Harley Sportster parts bin.

Once again, the breaking news was left to Levatich to release: “Earlier this year, as part of our 10-year strategy, we reiterated our commitment to build the next generation of Harley-Davidson riders in part by aggressively investing in electric vehicle (EV) technology. Alta has demonstrated innovation and expertise in EV, and their objectives align closely with ours. We each have strengths and capabilities that will be mutually beneficial as we work together to develop cutting-edge electric motorcycles.”

Levatich continued, “We intend to be the world leader in the electrification of motorcycles and, at the same time, remain true to our gas and oil roots by continuing to produce a broad portfolio of motorcycles that appeal to all types of riders around the world.”

Alta was no doubt more than pleased to be on the receiving end of Harley cash, as, like Harley, their evolution in the e-moto market has been defined by a somewhat fits-and-starts history.

“Riders are just beginning to understand the combined benefits of EV today, and our technology continues to progress,” said Alta Motors Chief Product Officer and Co-Founder Marc Fenigstein. “We believe electric motorcycles are the future, and that American companies have an opportunity to lead that future. It’s incredibly exciting that Harley-Davidson, synonymous with motorcycle leadership, shares that vision, and we’re thrilled to collaborate with them.”

DIRT-BOUND HARLEYS?

Although little is known just what the Harley/Alta partnership might produce in terms of shared product, old-time dirt bike stalwarts will recall that over four decades ago, in addition to their flat-track racing success, the Milwaukee factory won desert racing acclaim with their 100cc Baja two-stroke dirt bike. In 1975 early Harley factory rider Bruce Ogilvie made big news when he rode a prototype 250cc Harley-Davidson to win the Baja 500.

“Harley’s partnership with Alta mirrors the acquisition of Oregon e-moto-maker Brammo by big-brand Polaris who are also behind the successful relaunch of the Indian marque.”

A few years later, Harley would return to the same Italian-sourced engine builder (Aermacchi) to build the engines for some 250 and 370cc motocross bikes. These bikes enjoyed a very limited factory-backed racing effort and production run before Milwaukee abandoned the off-road world in 1979 once and for all.

THE RED SAND

Based out of San Jose, California, Alta has been on track to release a production bike to the public for some time. Although they have gone through a variety of iterations, their current model, the Red Shift MXR, is said to feature a 50-horsepower powerplant with 42 pound-feet of torque with a rolling weight of 259 pounds. This bike, they claim, is now capable of running with a 350cc four-stroke motor, whereas the previous MX model was always compared to a 250cc powerplant. Alta adds that the recharge time has been reduced to just 1.5 hours on a 220-volt system.


With KTM never making any serious inroads with the Freeride e-moto, Alta has been the forefront of pushing battery-powered off-road bikes. The $12,000 MXR is their latest edition

In addition to the motocross bike, Alta also produces Supermoto and off-road/enduro versions. The MX bike made a famously splashy debut in 2016 when former pro rider Josh Hill competed aboard a prototype at the 2016 Red Bull Straight Rhythm race. Notably, the company has refused our sister zine Motocross Action to test a bike in a non-Alta-controlled environment.

The aluminum-framed, California-made bike is spec’d with high-end WP suspension and Brembo brakes, and the MXR should have a retail price of $11,995. www.harley-davidson.com

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Do Men with beer bellies get more women and live longer?

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Researchers conclude: Men with beer bellies get more women and live longer

With it being the height of summer, it’s no wonder so many people are spending so much time at the beach.

For some, this presents a chance to regret the copious amounts of beer they drank during winter …

It turns out women prefer men with more stomach, as opposed to those who are well defined or muscly.

Sounds ridiculous, right? Well, researchers at Yale University have proven as much in a new study, according to British newspaper the Daily Telegraph.

A man’s attractiveness can also be enhanced if he’s a bit older and has children, as per the same study. The researchers say this has nothing to do with an underlying ‘daddy complex’ and more to do with evolution.

What women want

The findings suggest that men already having children indicates to women that they are fertile, which increases their natural appeal. In addition, other studies have shown that men with decreasing testosterone levels (and therefore potentially increased fat mass) are less likely to suffer from heart attacks and prostate cancer.

The very same study appears to point towards the fact that more body fat means a man will focus more on his family. As a direct result of this combination, the chances of him finding another woman and subsequently leaving is lowered.

Becoming fatter after fatherhood due to decreasing testosterone levels may not fit the “macho” ideal, but it actually prolongs lives and strengthens immune systems, according to Richard Bribiescas, professor of anthropology and deputy provost at Yale University.

There is evidence that these men are less likely to suffer from heart attacks and prostate cancer, while a study in 2008 found that men with high metabolisms were around 50 per cent more likely to die in a given year than those whose bodies burned up less energy at rest.

Among the celebrities who have fathered children later in life is Robert De Niro
Among those to father children later in life are Robert De Niro, who had a child at 68, and Rod Stewart, who was 66 when his eighth child was born.

“Macho makes you sick,” said Prof Bribiescas. “The Hollywood image of the swaggering, dashing man dispatching bad guys and carrying the day conjures up a perception of indestructibility.

“While men are on average larger and physically stronger than women, men have a considerable weakness.

“We have a harder time fighting off infections and illness compared with women, and… men simply do not take care of themselves.

“This has a significant negative impact on the pace at which men age.”

Prof Bribiescas also argues that becoming more podgy makes dads more likely to invest their time in their children rather than looking for other women, while the increased levels of fat could make them more attractive to women.

“[One] effect of lower testosterone levels is loss of muscle mass and increases in fat mass,” Prof Bribiescas writes in his book How Men Age: What Evolution Reveals About Male Health and Mortality.

“This change in body composition not only causes men to shop for more comfortable trousers but also facilitates increased survivorship and, hypothetically, a hormonal milieu that would more effectively promote and support paternal investment.”

The research follows the “dad bod” trend, in which middle-aged men were praised for their doughy physiques.

However, a Cambridge University study last year found that women searching for a father for their children should choose long-distance runners, who traditionally have very low levels of fat, because they are more likely to have stronger sex drives and higher sperm counts.

Could Gingers become extinct due to climate change ?

Scientists believe the gene that causes red hair could die out if temperatures continue to Rise according to genetic scientists Redheads are becoming rarer and could be extinct in 100 years’ time.

Polar bears and Emperor penguins aren’t the only species under threat due to climate change.

Scientists believe the gene that causes red hair is an evolutionary response to cloudy skies and allows inhabitants to get as much Vitamin D as possible.

But if predictions of rising temperatures and blazing sunshine across the British Isles turn out to be correct, flaming red heads could cease to exist within centuries.

While only 1% to 2% of the world’s population are ginger, in the north of the UK, where the weather tends to be more gloomy, this number is much higher.

In Scotland 650,000 (about 13% of the population) have red hair and, according to a study carried out last year, 40% of those living in Edinburgh are thought to carry the red hair/blue eye gene.

In the North and West of the UK, 29% of the population are believed to have the gene.

Red hair is caused by a mutation in the MC1R gene. It’s also a recessive trait, so it takes both parents passing on a mutated version of the MC1R gene to produce a redheaded child. Because it’s a recessive trait, red hair can easily skip a generation. It can then reappear after skipping one or more generations if both parents, no matter their hair color, carry the red hair gene.

“I think the reason for light skin and red hair is that we do not get enough sun and we have to get all the Vitamin D we can.

“If the climate is changing and it is to become more cloudy or less cloudy then this will affect the gene.

“If it was to get less cloudy and there was more sun, then yes, there would be fewer people carrying the gene.”

Another leading scientist, who asked not to be named because of the theoretical nature of the work, said: “I think the regressive gene is slowly dying out. Red hair and blue eyes are not adapted to a warm climate.

“It is just a theory but the recessive gene may likely be lost. The recessive gene could be in danger.”

MG Metro 6R4

MG Metro 6R4 For Sale - Exterior 9

SPECIFICATION

  • 12 Mileage:
  • 155 Top Speed:
  • 1985 Year:
  • 3.2 0 – 60:
  • 12 Months MOT Expiry:
  • 410 BHP:
  • 6 / 12 Months Tax Expiry:
  • 5 Speed Manual Transmission:
  • Blue / White Exterior Colour:
  • 2991 Engine Capacity:
  • Black Interior Colour:
  • V6 Engine Configuration:

MODEL HISTORY

The MG Metro 6R4 was Austin-Rover’s entry into Group B, the controversial rallying category that gave us a series of spectacular cars before being banned at the end of 1986.

As far as Austin Rover and its parent company BL were concerned, 1981 had marked a considerable change in the attitudes of company executives and dealer principals across the land. It was in this climate of optimism that the then Austin Rover Motorsport chief John Davenport hatched a plan. Davenport approached Williams F1, whom AR also sponsored, and subsequently Patrick Head would become project leader;

‘We turned the whole thing round with the engine at the back, the gearbox ahead of it with drive to both the front and rear wheels. We presented the concept to Rover and they said “This is great”, pushed the “go” button and off we went with the project. We finished it in about a year, delivered three prototypes to Rover in about November 1981 – six months’ development with Williams’ assistance.’

The MG Metro 6R4 (i.e. 6 cylinder, Rear engine, 4-wheel-drive) made its first public appearance at the end of February 1984 in a hastily prepared press launch at the Excelsior Hotel, London Airport. The reason for this was that press speculation was mounting – and, in order to undergo a full development programme, Austin Rover could do without the added hassle of playing hide and seek with scoop photographers.

The rest of 1984 was used to finalise the 6R4: a final engine needed to be developed and the aero package also needed more work.

The Rover V8 engine of the development car was replaced by the specially-designed and built four-cam, 24-valve, normally aspirated 3-litre V6. The power output was quoted at 410bhp at 9000rpm at the car’s official launch in May, 1985 – and it was promised that this would soon be improved upon. The aero package was modified and took the rulebook to the extreme, stretching the credibility of the ‘silhouette racer’ ideal to breaking point. However, that did reflect the-then current Group B thinking also followed by Peugeot 205T16 and Lancia Delta S4 – looking back at it now, it is easy to see that the cars were becoming completely over the top for the task in hand.

Equipment

Pete Goodman Engine, Lyle Armstrong Drivetrain, Corsica stage Suspension from original ARM settings sheet, Lucas ECU, 5 speed dog engaged manual gearbox with 4WD, Viscous centre coupling, Prop shaft drive to front differential (quill shaft drive to rear), Fully articulating drive shafts, Carbon dash, Motordrive bucket seats with Sabelt 6 point harnesses, Integrated Roll Cage, Halda Road computer, MOMO wheel.

EXTERIOR

Liveries breed legends and Computervision can only be associated with one vehicle – The Mighty Metro 6R4 by Austin Rover Motorsport. Splitter, front and rear wings compliment impossibly wide arches; the de-facto Group B costume forming an almost caricature shape. One aspect not immediately obvious are the strakes on the front wings, guiding air towards the significant intakes that cool the mid mounted V6.

Considering such a car is designed for all action all the time, the paintwork and finish is pleasingly consistent throughout with no evidence of misuse

INTERIOR

Stepping over the huge side sills and door bars is an effort in itself before you are snuggly pinched by Motordrive bucket seats, strapped by 6 point Sabelt Harnesses. With a myriad of switches and toggles the feeling is one more reminiscent of an 80’s music studio, although in this case the band is playing right behind you.

The only memory of Metro can be channelled by the map line of the (now carbon) dashboard and the OEM gear knob. The Halda road computer and Bosch comms system have been well preserved and provide an undisputedly authentic feel.

ENGINE & TRANSMISSION

The engine note is of legendary status; one can only imagine the emotion of the guttural Cosworth derived V6 reverberating between the tress before drifting into view in a flash of gravel and dirt with rally pods ablaze.

Commissioned for rebuild by Goodmans Engineering in 2017 the Works 3.0l engine ( with period Lucas Injection and loom by ex Works Adrian Butt) has completed just a handful of laps at Croft circuit for shakedown, while marque expert Lyle Armstrong has installed a fresh zero hour gearbox with overhauled differentials. A Tony Law exhaust ensures the car sounds at it’s best.

The correct semi – dog box is in situ, with a split gearbox bell housing also provided upon sale.

WHEELS, TYRES & BRAKES

No rally icon is complete without a signature wheel to compliment the design. The die-cast Dymag magnesium wheels look just right in the arches of the blistered bodywork, wrapped in Pirelli Classico P7 Corsa rubber.

Brakes are 4 piston AP’s all round; dual circuit with adjustable bias. Having been overhauled the braking system is in perfect working order.

Bespoke Suspension has been derived from official Austin Rover Motorsport settings. Optimised for Circuit / Sprint work ( caster / ride height ) bespoke Faulkner springs have been matched to Bilstein dampers; fully corner weighted and Hunter Hawker aligned by Mike Hope of Wooler with camber and toe adjusted to the ARM Corsica rally spec sheet. All original ‘Pink’ springs are supplied with the car.

HISTORY FILE

First registered on 19th November 1985, C874 EUD has been the subject of a painstaking 10 year restoration with ex ARM Works staff involved throughout. The body has been prepared by Rodney Lyne and finished by Chillingham Classics while Pete Goodman has masterminded the engine and final ECU configuration. The revered Lyle Armstrong is responsible for all matters gearbox and differential.

As one of the last Works cars produced this example was destined for life as a cold weather development vehicle, with the likes of rally legends Pond & Wilson utilising EUD as a recce / pre-drive car. The car is also well known to the 6R4.net community and in particular Dan Ellmore who confirms purchase from original engineers, the pre-drive / IT car status and this car to be one of the 9 Works cars left in existence.

The Original Registration doc and both the RAC Competition car log book and record of vehicle ownership are present while a surfeit of RAC entry / scrutineering logs cover the cars competition history – reaching it’s pinnacle as winner of the Scottish National Rally championship in 1990.

Following the death of Group B, the 6R4 went on to dominate national events for the next 25 years. In this respect it became the most successful Group B rally car ever. With many marque experts and spare parts readily available, running a Group B car has never been easier or more affordable.

The car is in zero mile ‘matchbox’ condition and as such is ready for a new owner to make their own chapter in history as Group B has come of age for the car collector.

The most famous fight in martial arts history. But What Really Happened?

Bruce Lee vs. Wong Jack Man is perhaps the most famous fight in martial arts history, yet the matchup between the cultural icon and Kung-Fu master remains shrouded in lore and mystery.

 

Bruce Lee Sparring

San Francisco’s Chinatown in the early 1960s was something of a mecca for young martial artists looking to be at the forefront of the fighting culture. The burgeoning martial arts community served as a formative teaching ground for many artists on the cutting edge of martial arts.

The fighting culture in the Bay Area was so attractive that a young Bruce Lee decided to move from Seattle to Oakland to open his second Jun Fan martial arts studio. Wong Jack Man was also a popular and well-respected martial artist at that same time. He was the owner of the Jun Fan Gung Institute where he taught Wing Chun.

Wong Jack Man

However, sometime in 1964, Bruce Lee and Wong Jack Man found themselves at opposing ends of the San Francisco martial arts world. Some rumors say the disagreement between the two sprung from the fact that Lee’s Oakland studio attracted a rather large number of non-Chinese students and Wong was opposed to teaching martial arts of white people. So he proposed a fight with Lee with the ultimatum that, should Lee lose, he would have to close down his studio.

Some others claim that Lee is the one who had issued a challenge to Wong by claiming he could beat any martial artist in San Francisco, and he was only requesting a fight in response to Lee’s boasting. Wong wanted the fight to be public, but, after Lee refused, the two men agreed to a private challenge at Lee’s school with only a handful of people in attendance.

While various accounts place between seven to fifteen people at the fight, only three attendees could ever be confirmed: Lee’s wife Linda, his studio associate James Lee, and William Chen, a local Tai Chi instructor.

Bruce Lee In Fist Of Fury

However, because the fight happened behind closed doors, there are several contradicting accounts of what really happened. According to Linda’s version of Bruce Lee vs. Wong Jack Man, Lee won the fight within five minutes:

“The two came out, bowed formally and then began to fight. Wong adopted a classic stance whereas Bruce, who at the time was still using his Wing Chun style, produced a series of straight punches. Within a minute, Wong’s men were trying to stop the fight as Bruce began to warm to his task. James Lee warned them to let the fight continue.

A minute later, with Bruce continuing the attack in earnest, Wong began to backpedal as fast as he could. For an instant, indeed, the scrap threatened to degenerate into a farce as Wong actually turned and ran. But Bruce pounced on him like a springing leopard and brought him to the floor where he began pounding him into a state of demoralization. ‘Is that enough?’ shouted Bruce, ‘That’s enough!’ pleaded his adversary. Bruce demanded a second reply to his question to make sure that he understood this was the end of the fight.”

Wong, however, recounted a different version of events. In his account, he stated that Lee came out as aggressively as a “wild bull.” He was sure Lee “would never say he lost until you killed him,” so Wong chose to fight mostly defensively, not wanting to face the consequences of a life-threatening fight. He claimed that the fight lasted at least 20 minutes and petered out as a result of Lee becoming winded, rather than either one of them delivering a definitive fight-ending blow.

Wong Jack Man Movie

William Chen, who favors a more traditional fighting style and martial art, regarded the Bruce Lee vs. Wong Jack Man fight as a tie. In a version more closely aligned with Wong’s account than with Linda’s, he also recalled Lee’s aggressive nature in the fight, compared to Wong’s more restrained style. He agreed that the fight lasted around 20 to 25 minutes, and definitely did not end with Wong pleading for relief.

Although the real events of a Bruce Lee vs. Wong Jack Man will always remain a controversial mystery to everyone except the handful of eyewitnesses, most people agree that it had a large impact on Lee. Victory or not, the fight served as a catalyst for the icon to reform his entire approach to fighting and led him to develop his own more practical style, Jeet Kune Do, which combined elements of wing chun, taekwondo, wrestling, fencing, and Western boxing.

In an interview with Black Belt Magazine, Lee recounted the fight without naming Wong explicitly

“I’d gotten into a fight in San Francisco (a reference, no doubt, to the Bay Area rather than the city) with a Kung-Fu cat, and after a brief encounter the son-of-a-bitch started to run. I chased him and, like a fool, kept punching him behind his head and back. Soon my fists began to swell from hitting his hard head. Right then I realized Wing Chun was not too practical and began to alter my way of fighting.”


Vagina Flavored Beer!

Vagina-beer.png

Would you drink this?

Most booze lovers would be quite open to trying different craft beers – and there are many to choose from these days.

But even the most adventurous of beer drinkers might have a hard time getting their head around this one, made from bacteria harvested from vaginas.

Although this sounds like a joke, rest assured it is not…in fact, this company is not the first company to try and market a food product that had the essence of vagina! However, we believe this is the first time we have ever come across anything that we were asked to eat or drink that includes the woman’s “juice” as an active ingredient in the product!

The name of the beer is The Order of Yoni. Wojtek Mann, the founder of the company explains that the word “yoni” means “vagina” in the Sanskrit language and the logo/artwork associated with the beer is also the symbol of a Hindu Goddess.

As you can imagine things only get weirder when you learn more about a vagina flavored beer.

Cerveja-vaginal-1

The creators behind ‘Bottled Instinct’ decided that they wanted to capture the essence of a woman (‘her charm, her sensuality, her passion… her taste, feel her smell… her voice’) and turn it into a drink.

The Order of Yoni’s website reads: “The secret of the beer lies in her vagina.

“Using hi-tech of microbiology, we isolate, examine and prepare lactic acid bacteria from vagina of a unique woman.

“The bacteria, lactobacillus, transfer woman’s features, allure, grace, glamour, and her instincts into beers and other products, turning them into dance with lovely goddess.”

The Rufus Buck Gang

In 1895, in the Indian Territory that became Oklahoma, a teenage gang of black and mixed-raced boys went on a two-week spree of committing horrible crimes against white settlers.

BuckGang

Named for their leader, 18-year-old Rufus Buck, the gang had a total of five members. Sam Sampson and Maoma July were both Creek Indians. The brothers Lewis and Lucky Davis were Creek freedmen. Buck was the son of a black woman and Creek Indian father.  All of them had been apprehended on minor offenses and served time in the Fort Smith jail prior to their crime spree that summer. The rumored cause for the spree was that Buck “boasted that his outfit would make a record that would sweep all the other gangs of the territory into insignificance.”The gang began building up a small stockpile of weapons while staying in Okmulgee, Oklahoma.

 It started on July 28, 1895, when they shot and killed Deputy Marshal John Garrett near Okmulgee. On their way from that murder, they abducted and raped a Mrs. Wilson. They killed Gus Chambers when he resisted the gang’s theft of his horses. They then robbed a stockman, taking his clothing and boots and fired at him as he fled naked. Two days later the gang raped Rosetta Hansen while they held her husband at bay with Winchesters.
The gang was finally apprehended, brought to Fort Smith and convicted in a rape trial. The case was appealed to the Supreme Court which upheld the verdict, and the gang was to die together. They were hanged on July 1, 1896 at 1 pm at Fort Smith

Rufus Buck [Founder – 1895-1896]
 07/01/1896) – Hanged, Ft. Smith, AR

Lewis Davis [member – 1895-1896]
 07/01/1896) – Hanged, Ft. Smith, AR

Lukey Davis [member – 1895-1896]
 07/01/1896) – Hanged, Ft. Smith, AR

Maoma July [member – 1895-1896]
 07/01/1896) – Hanged, Ft. Smith, AR

Sam Sampson  [member – 1895-1896]
07/01/1896) – Hanged, Ft. Smith, AR
Most men hanged in Fort Smith spent the morning of their executions deep in prayer or saying goodbye to friends and family. At least one member of the Buck Gang had more pressing concerns on his mind. That morning the execution was set for one in the afternoon. Immediately, Lucky Davis, a gang member, objected, saying he wanted to be hanged at ten in the morning so his body could be taken home on the “Cannon Ball” at 11:30. “Rufus Buck [then] said that if he were hanged at an early hour he would subjected to the inconvenience of several hours delay” before his body started home, and this would annoy him. Rufus and the three other gang members, including Lucky’s brother, sided together against him. Finally the gang decided to allow Marshal Crump to determine the time, which he set for one o’clock. At that point Lucky suggested that he might be hanged by himself, but Crump refused.

The execution proceeded at one o’clock with little incident. The Buck Gang were the only men to die on the gallows in Fort Smith for rape.

 Timeline for the Rufus Buck Gang (1895 1896)

In the end, there were four killings and numerous incidents.
Exact dates are a bit hard to come by, but here is the essence of their 13-day reign of terror…

07/30/1895 – U.S. Deputy Marshal John Garrett, Killed

07/31/1895 – rape and robbery

Ben Callahan beating; the gang taking Callahan’s boots, money, and saddle

Killing of a negro boy walking on the road

Killing travelers for their horse and property

Robbing of the Country Stores of West and J. Norrberg at Orket, Oklahoma

08/04/1895 – rapes involving the death of some victims

08/08/1895 – capture of the gang by an Indian-White posse

07/01/1896) – All hanged together at Ft. Smith, AR

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