Killin' Time With X

Article By: Xavier Muriel

ello Boys and Girls. Man, do I have a head full of stuff to say this month, so grab a cold one and a bag of chips h cuz it’s gonna be a good one. Let’s start where I left off last month. I’m ever so grateful for a few customer builds in the works, which are moving along nicely as parts become more readily available. My personal project for the “Chopper Friends

Throwdown’’ slated to be held at the beginning of Arizona

Bike Week 2023, is progressing nicely.

I’m finally building the bike I’ve had in my head for years.

Once again, I asked the mighty Rick Bray of RKB Kustom

Speed to help me with the frame. I was already in the Los Angeles area attending ‘’Born Free 13’’, so it made perfect sense to kill two birds with one stone.

Living in LA for as long as I did, I had attended Born Free whenever I was not on tour and happened to be at home, so it was not a “new to me event.” However, this year, I gained a whole new perspective on a lot of

things while I was there. For BF13, I entered my FXR in their FXR show hosted by San Diego customs. There is no doubt that the show has grown by epic proportions since its humble beginnings. Those early years had it set in a park and was attended by a few buddies. Now, it is known to be one of the biggest draws in the motorcycle scene on the west coast. Let me set the scene.

Picture a canyon on the outskirts of LA, surrounded by mountains, with no cell coverage and heat that rivals Arizona and Texas. The vendors were plenty and had a diverse offering. You could shop for anything to do with motorcycles, all the way to skateboarding. They even Lucha wrestling. How those guys and gals did that in the heat was absolutely crazy. But, they put on a good show for the crowd. The actual Builder Invite was comprised of a wide variety of styles as well as general entries. Now, here’s where I get on my soapbox a bit. I have always been of the mindset that if you are going to show your motorcycle to the masses in a judged event, then it should be a complete machine. That means running and

rideable. Now, we all know that shit happens, and it can crap out on the way to a show. I get it.

That being said, I didn’t agree with some of the winners chosen in their perspective classes. It appeared that the scales were a little unbalanced and may have been selected as top dog for reasons other than being the best bike in its class. Now to be clear, some bikes weren’t even finished and clearly had parts missing, among other things. Only one bike was fired up to prove that it ran. Yeah, that made me scratch my head a bit.

Now I’m sure some of you are saying,” What the fuck do you know, X?” Well, my answer is ‘’Not a lot.’’ But, what I do know is this. If the chop fathers could see what’s come to be, they’d be appalled to see guys/ gals out there handcrafting a running motorcycle that is not only functional but eye appealing and get absolutely no credit for it while others bolt on the latest catalog trend like a thousand others do, and think that they’re the cats meow because social media tell them they are, is NOT what it’s all about.

In my opinion, and I know my opinion

means f#@k all... the bullshit has to end. And that’s across the board. Stop giving false praise in hopes of being one of the chopular kids. Do everyone a favor, and be honest. It’s ok to give honest, constructive criticism. Trust me, you’ll feel better, and so will the cat that asked for your opinion in the first place. If you can’t be kind with your critique and don’t want to lie, just do what my mamma taught me, just don’t say anything at all! And for the love of all things good, give credit where it’s due! Ok, enough of that. We are heading full speed into the Grand Daddy of all Rallies. Yep, the 82nd Sturgis Black Hills Classic is just a few short weeks away. This year’s rally is building up to be one of the best. All the usual suspects will be in attendance with Shows, Bikes, and music galore. The entire staff will bring plenty of coverage to you in an upcoming issue, so stay tuned. In the meantime, take care of each other and yourselves. God Bless. X.

HAWTHORN COMPANY BREAKER MOUNTS

FORREST HAWTHORN REIMAGINES MOTORCYCLE PARTS AND IMPROVES THEM

Article And Photos By: Chris Callen

t always blows my mind when I see how far things like 3D printing have come and the new ways people imagine I using them. Such is the case with Texas based Forrest Hawthorn. Forrest, in addition to a range of other cool products was walking around with one of the coolest things I’ve seen from the world of 3D printing. I mean, I still think of consumer level 3D printing as a kind of toy, but this showed me that is not the case anymore. Forrest has made these great circuit breaker mounts that are carbon fiber reinforced nylon. Totally heat resistant, it’s pretty tough stuff. It can handle temperatures up to 375 degrees Fahrenheit. So even if it’s right up against your oil tank, it’s gonna be good. Normal operating system temperature for Harleys is around 325° in fact, so there’s room to spare. On top of that, they are strong. Here’s the real deal for anyone who has used the flimsy little tin ones over the years, they stay tight.

So how do I know they are tough? Well, I can imagine that they must be since not only does he make these from this material but also makes battery boxes, yes, battery boxes. If this stuff is tough enough to mount a battery, then a little circuit breaker is no problem. But seriously, Forrest has plenty of these out in the world getting real testing and hasn’t had any failures. His company web site has a bunch of other cool products like stash tubes and oil line separators. Sometimes it’s the little things, the small parts that you know are a pain in the ass, but no one ever addresses, that can make the biggest difference in a hasslefree ride.

So, don’t be that old guy. Get hip to some of this new stuff and go check them out. The single comes in at ten bucks and the doubles are fifteen. www.hawthorncocycles.com

i’m sure most of you have heard of or experienced a problem on a flyby-wire motorcycle that resulted in what’s called Limp Mode. When this happens, you roll back the throttle, and suddenly you find the bike won’t go over 16-1700 RPM, and you have to limp it off the road to get somewhere safe. In this month’s article, I’ll explain what Limp Mode is, why it’s there, and tips on diagnosing it.

Fly by wire systems have been around since 2008 on FL models and have pretty much become the standard. Limp Mode was put into place to serve as a safety feature on fly by wire systems, and it is not at all unlike how cable drive systems work. In a cable drive system, you have two cables. One is your throttle cable; the other is the idle cable. The purpose of the idle cable is to provide you with a means to close the throttle if the butterfly ever stuck or the return spring broke. You can force the throttle forward, and the idle cable would close the butterfly to bring the power back down. As you can imagine, when the throttle is completely closed and you’re in

Article And Photos By: Kevin Baxter

an idle position, the throttle cable itself is retracted, and the idle cable is extended. As you roll the throttle open, the throttle cable extends, and the idle cable retracts equal in change of length. It’s a balance. They are in a series.

Electronic throttle works exactly the same way. It is also in a series, but it’s based on voltages. Instead of cables, you have one side called a rising voltage (like a throttle cable), and another called a falling voltage (like an idle cable). Again, it’s in a series. The rising and falling voltage both work in a range of zero to five volts and must always total five volts when combined regardless of your throttle position. When they don’t, this is called a correlation error, and that is when you go into Limp Mode.

To further explain, on your rising voltage, as you roll the throttle back, just like on a throttle cable, the voltage will change from approximately .4 volts at idle, reaching close to five volts as you approach wide open throttle. At the same time, the falling voltage changes from approximately 5 volts at idle and approaches zero volts at wide open throttle. At any given time, regardless of your throttle position, that rise and falling voltage always has to equal five volts.

As a second example, imagine riding at 50% throttle; both your rising

and falling voltage would be at 2.5 volts each, totaling 5. If it doesn’t, the engine computer sees that there is a wiring problem and a correlation error, and the bike will go into Limp Mode instantly.

Several things can cause limp mode. It could be defects in the twist grip sensor located inside the handlebar. It can also be a problem inside the throttle body. It can be a wiring issue, corrosion on terminals, or an ECM issue. Several different things can cause the problem, but most of the time, it’s that correlation error that causes the limp mode activation.

If we rewind back to 2008, quite a few throttle bodies were replaced under warranty because of limp mode issues. Around late 2008-2009, Harley Davidson realized they had a problem with corrosion on the terminals located either at the throttle body itself or at the ECM. So instead of replacing throttle bodies, they issued a bulletin asking people to replace the terminals inside the connectors at the ECM with gold-plated terminals to help prevent corrosion.

If you look at the size of the terminals inside your ECM and the connector, you will see they are incredibly small. When Harley moved the ECM to the

top of the battery that almost created the need to disconnect the ECM when you change a battery. Those terminals were designed to only be disconnected and reconnected a couple of times. Doing so repeatedly can open up the terminals, create intermittent connections, and also be the cause of a correlation error. It is always best practice to leave your ECM connected when replacing a battery. You can lay it to the side after placing a cloth over your frame and side cover to prevent scratches.

Another cause can be handlebar wiring. Again, remember this is a safety feature. Suppose there was a short potentially with the rising voltage line or one of the lines in between the twist grip sensor through the handlebar. In that case, the ECM seeing a correlation error and forcing Limp Mode could prevent a potential wide open throttle scenario. Constantly blipping the throttle on a fly by wire motorcycle can also cause a problem within the throttle body. Inside the throttle body, there is a motor, an idler gear, and then the gear that actually opens and closes the throttle plate. There is play, or backlash, between those gears. This is to prevent binding of the throttle plate. A lot of the delay you

experience in fly by wire bikes is because of that backlash, but it is also a safety feature and should be there. Because of this designed backlash, when blipping the throttle over and over again, it creates an impact area in the first few teeth of these gears. At some point, the gear teeth will break. This will also create a correlation error and an extreme throttle lag. Last, remember you spend most of your time at 5% to 10% throttle, give or take. The first four or five teeth are getting most of the wear and most of the impact, and they wear as well.

There are several components to the system that can throw additional codes as well. Between the twist grip sensor, the wiring, the throttle position sensor, and the mechanical components of the throttle body, all must match and be in good working order. When you have issues, it can be tough to diagnose.

If you find yourself in Limp Mode on the side of the road, a great place to start is to unplug, then reconnect the connector on the side of the throttle body. This can clear corrosion or allow for a better connection. If that is the source of the problem, this will often get you rolling again. If the error persists or comes back,

diagnostics must be done. Make sure there are no shorts in the handlebar, evaluate the wiring harness where it comes around the neck and goes underneath the tank. From there, it most likely will require specialized help in further diagnosing and repair. Just remember, the insulation of a wire can look perfectly fine, however, the wire can be broken inside. A continuity tester will help you find those breaks. If you are lucky enough to find a break in a wire and the Limp Mode clears, don’t assume it’s fixed. It can be difficult to duplicate this problem. Go on several short rides and attempt to replicate the issue before setting out on a long trip. Also, it’s not a bad idea to have eyes familiar with this issue, perform a full system diagnostic and inspection as a precautionary measure. For videos on this issue and more great tech tips, visit my YouTube channel at www.youtube.com/ kevinbaxter. Until next time, take care of yourselves and each other.

mArticle By: Jason Hallman Photos By: Mark Velazquez any count Paul Cox among the greatest motorcycle builders in the history of custom choppers. Having been part of one of the most high-profile consortiums of builders places Paul in a class only a few builders have been inducted into. While it is impossible to presume just where Paul would be had the Legacy not come to an end, one thing is certainly obvious to anyone: Paul’s craftsmanship is definable, and he is still at the top of his game! The bike on the pages in front of you started life as a factory Evo-powered Dyna that Paul describes as having an “Arlen Ness Pro Street” feel. The owner had his bike for quite a while and had already modified it considerably to the point that if further progress were to be made, it would be at the hands of an artist with the ability to build a truly custom chopper using this unconventional base as a start. During what I call the “Gold Rush Era” of choppers [1999 – 2008], the platform most commonly used to build a chopper was the Softail. As venerable as this platform was (and still is), most aftermarket parts manufacturers and custom builders used this as the basis for new parts offered in the catalogs and sold at the front counters of the local motorcycle shops. Starting with a Dyna chassis was a challenge that Paul gladly accepted, and we are glad he did. Unless you really zoom in, this bike could easily be mistaken

for one of the aforementioned Softail chopper chassis that was so popular not that long ago.

For starters, the frame’s backbone had to be removed and a new one put in its place. Dynas, FXRs, and Baggers all start life with a square backbone. Paul isn’t one to make things that obvious, so the stock neck was re-worked, gusseted, and welded to a new round tube backbone. The rake and trail were then set to Paul’s specifications. The next challenge on deck was to hardtail the rear section to keep the proportions correct from front to rear. Stock Dyna drivetrains are rubber mounted. This presented a challenge to Paul in that he had to decide whether or not to retain stockstyle rubber mounts or should he rigid mount the entire drive line? Paul made easy work of mounting everything solidly in the chassis, and unless you look close, you are likely to miss this detail in your first look at the bike.

Once again, the artistry of the project presented Paul with the challenge of making everything work seamlessly and preventing any mechanical failures due to a lack of planning. The client specified an open primary. To accommodate that detail, Paul built an outboard bearing support to alleviate the stress of not having a motor plate between the engine and transmission.

Because the client wanted a foot clutch and hand shifter, Paul went to work to make the most functional foot clutch mechanism on the planet. Cox was very specific with his way of making this critical part operate as smoothly and effortlessly as possible. Paul wants his customers to have a positive experience and ride with confidence. His two biggest areas of concern when consulting with his clients are brakes and clutch setup. Ultimately, the client makes the final selection, but not without a thorough conversation with Paul addressing the ins and outs.

Discriminating eyes will see that this bike wears a high-performance Ceriani inverted front end. You are likely to miss the lack of brake stays and fender mounts at first glance. The client did not want front brakes, so Paul rounded out the front end with a 23-inch spool wheel and a steering stabilizer for good measure. Avon front and rear tires wrap the chrome hoops, and the Performance Machine 4-piston rear caliper is operated by a Paul Cox fabricated foot pedal. As if you didn’t already feel inadequate enough, Paul also painted the motorcycle, including the flames and pinstriping. Just as one would expect, the leather work is, of course, from

Owner: Sean McCarthy City/State: New York Builder: Paul Cox Industries Year: 1996 Model: Dynaglide Value: Unknown Time: Unknown ENGINE Year: 1996 Model: EVO Builder: Harley Davidson Ignition: Morris Magneto Displacement: 88” Pistons: S&S Heads: Screaming Eagle Carb: S&S Cam: S&S Air Cleaner: S&S Exhaust: Paul Cox Industries Primary: BDL Open Beltdrive TRANSMISSION Year: 1996 Make: Harley Davidson Shifting: Jockey FRAME Year: 1996/2020 Model: Rigid Dyna Rake: 30.5 degrees Stretch: 2-1/4” Up FORKS Builder: Storz Ceriani Type: Inverted Triple Trees: Storz Billet Extension: +2” WHEELS Front Wheel: Chrome Spool Size: 23” x 3” Tire: Avon 23” x 130 Front Brake: Unknown Rear Wheel: Chrome Size: 18” x 5.5” Tire: Avon 18” x 180 Rear Brake: Performance Machine PAINT Painter: Paul Cox Color: Black base Type: HOK Enamel, Painthuffer Metalflake Graphics: Flames and striping Chroming: Mara Polishing and Plating Powder Coating: Black Haus Metalworks ACCESSORIES Bars: Baby Apes Risers: Indian Larry Motorcycles Hand Controls: Internal throttle Foot Controls: Paul Cox Industries Gas Tank(s): Paughco, modified Oil Tank: Paul Cox Industries aluminum Front fender: Unknown Rear Fender: Ledsled Seat: Paul Cox Industries Headlight: LED Taillight: Paul Cox Industries Speedo: Unknown Photographer: Mark Velazquez Paul as well.

Paul does not typically use an Evolution engine, but because this is the original engine, it was retained. Suppose one was to only glance once or twice at this masterpiece. In that case, you’d likely miss the fact that not only did Paul remove the electric starter motor from the drive line, he completely machined the starter boss from the transmission case and installed a kickstart assembly to the factory gearset. The engine is also now fired using a magneto ignition which rounds out the entire package and makes for a hearty riding experience.

All in all, I think we can all agree that this Dyna really exemplifies a level of artistic license and finish that we have become accustomed to from a “Genuine” Paul Cox custom motorcycle. Now, let’s just hope that this bike’s owner can become accustomed to a kick-only, foot clutch, hand-shifted Dyna.

as I pulled into town, I caught the sound of church bells drifting in on the breeze. Of course, I can’t be 100% sure that I actually heard bells (could have just been my ears ringing inside my helmet), but I’d like to think it was the guys from

Prism Supply calling the faithful back to Charlotte,

NC for the

Congregation

Show. One of the biggest invitational motorcycle shows in the

Southeast, the

Congregation

Show is a religious experience for those who eat and breathe motorcycles.

Just imagine a giant cathedral dedicated to two wheels, filled with custom motorcycles and underscored by a choir of exhaust notes combined with the buzz of thousands of people coming in to pay their respects. Even for those that aren’t devout followers of everything Harley-Davidson, it’s still a damn good bike show, and I have enjoyed the hell out of every one.

The show is held at Camp North End, on a historic 76acre plot of land right outside of downtown Charlotte. The main building, which is a whopping 240,000 square feet, was built by the Ford Motor Company, and both Model T and Model A cars were assembled there in the 1920s and 30s. Years later, during the Cold War, the building was repurposed as a munitions plant and produced missiles for the US Army. One thing you’ll notice in all the photos is the unusual wood flooring which was added during the 1950s to eliminate sparks from dropped objects (munitions and sparks are a bad combination), as well as the painted windows that kept Russian spy planes from seeing what was going on inside the factory. Since 2017 the main building and surrounding structures have seen yet another transformation, and new

Article And Photos By: Panhead Jim

businesses and events have once again revitalized the property, making it the perfect backdrop for this event.

At first, it’s difficult to understand the scale when you walk into the venue. Considering this building is about 60,000 more square feet than the average Super Walmart, it can take a minute to comprehend what you are looking at. The edges of the building are brightly illuminated as light spills through the massive floor to ceiling windows that run down the sides of the building, But because of the large expanse, the light dims before it reaches the center. You can make out that the room is filled with custom motorcycles, classic cars, and hundreds of people, but the details get a little hazy as your eyes try to take it all in. Overall, the effect added a bit of mystery to the show, and you find yourself being drawn across the floor towards a cool paint job or wild front end that you can just glimpse from the corner of your eye.

Having so much space available added to the event because every machine was out in the open. None of the motorcycles were parked against a wall or crammed so close together that you couldn’t walk between them. Suppose you wanted to just spend an hour tracing out every wire and cable on a custom build. In that case, you could do it, including lying on the floor and looking under the frame if you didn’t mind getting a little vintage grime on you. All the vendors, minus a couple of food trucks, were set up inside the venue, so if you needed a change of pace and wanted to grab a t-shirt or a cold beer, you didn’t need to leave the area.

As is often the case, there was plenty to see and do outside as well. The parking lots around Camp North End were filled with more great motorcycles, vans, and other various vehicles coming and going throughout the day. This year the Wall of Death was set up right on the grounds and was a free addition for those attending the show. Typically, a Wall of Death act is viewed from the top of the wall, but for a change in perspective, I had the chance to watch the show from below, right in the center. Visually the act was similar to watching it from the top, albeit reversed 180

degrees, but the real difference was being encircled by not only the structure itself but by the echo of exhaust and slap of tires against the wooden slats. Watching those guys transition from horizontal to vertical and then scooping up tips from outstretched hands while switching between riding positions is a humbling experience for someone who thinks they know how to ride a motorcycle…

To round out an 8-hour day of drooling over motorcycles and hanging out with friends, the event ended with an after-party at the Free Range Bar, located just a few minutes’ walk from the show. The Loose Lug Nuts got things cranked up with live music as everyone enjoyed some muchneeded cold beers. Of course, this being a first-rate event, there was a special pilsner brewed just for the Congregation Show and sold in a cool commemorative can. This reminded me of the days of getting six-packs of Harley-Davidson branded beer down at Daytona Bike Week.

All told, over 5,000 people attended the event and got to check out motorcycles from over 130 builders and collectors and three dozen classic cars and wares from 50 vendors. What may surprise you is that Harley-Davidson is one of the main sponsors of this event. Typically, we think Harley is looking ahead at what’s next, but maybe their interest in events like the Congregation Show means they might be taking a hard look at the chopper scene and will be incorporating some of those styling cues into their next “Factory Custom.” Either way, the Congregation Show is an event that never disappoints. The crew from Prism Supply always does an amazing job handling all the logistics and ensuring that every motorcycle in the show is topnotch, whether it is a full-on custom or a one of kind barn find. Go give the @thecongregationshow a follow on Instagram so you can make sure you don’t miss next year’s event!

DRAG SPECIALTIES DETACHABLES LATCH KIT

Drag Specialties Detachable Latch Kit is an upgrade for the satin black OEM latches used on detachables. The chrome-plated latches are easy to install with the included hardware. Designed to fit all models equipped with detachable sideplates, one-piece sissy bar, racks and Tour Pak® luggage mounting racks (except 18-later Softail models with Holdfast racks and uprights). Sold in pairs with a suggested retail price of $53.95. For more information go to dragspecialties.com or contact your Drag Specialties dealer.

DRAG SPECIALTIES DERBY COVERS

Drag Specialties Derby Covers are a simple and easy way to add flair to your bike. Made from die-cast aluminum, these covers have a domed design. Available in Chrome, Matte black, Gloss black and Wrinkle black for 18 FLSB, 19-22 Softail models, 18 FLSB and 18 Softail models equipped with optional narrow profile primary cover. Suggested retail is $45.95.

Grand Prix & Loose Cannon Slip-ons for Indian Chieftain & Challenger

Firebrand has recently added their own flavor of performance to the Challenger and Chieftain models with two new slip-on muffler styles designed to wake up the Indian touring machines. Their Loose Cannon slip-on features a stainless louvered baffle for maximum sound and performance while the Grand Prix leverages a perforated baffle and race style packing for a deeper, no drone sound and mellower tone. Both muffler kits are available in chrome or their heat resistant black finish and both are built by riders, for riders in the heartland of the US. Look for these and more at your local HardDrive dealer or check them out at https://firebrandmotorcycle.com

DRAG SPECIALTIES SHIFTER LINKAGE

Drag Specialties shifter linkage is constructed out of steel with a black powdercoat finish and feature a custom round heim joist end with 5/16” hole and ball joint end with a 5/16”-24 stud. The 8 1/4”-long rod is measured from the center of the hole to the center of the stud with the adjusters collapsed and fits 04-22 XL models with forward controls (except Sportster S/ RH1250S, Nightster/RH975). Suggested retail price is $28.95. https://www.dragspecialties.com/search;q=1601-0539;r=eJyrV krLzClJLSpWsoqOrQUAJusFKA%3D%3D

cruzinshades uv protective riding gear

2Ks Innovations has what you need for your summer riding comfort and protection from the sun’s harmful UV rays. Seasoned riders around the world have concerns of UV Ray skin damage issues and now we have a solution. Our line of wearables has UV protection ratings of UPF 30+ up to the industry’s highest of UPF 50+ on most of our shirts. The fabrics are also breathable and moisture wicking, so you keep cool and dry riding in the summer sun. Comfortable crewneck tee shirts, stylish pull overs, button down shirts and cooler weather wear are waiting for you to check out. www.cruzinshade.com

Like we do with any new product, we put the time and effort into being the best as what we do. It is important to deliver only the industry’s very best electrical products as we have over 22+ -years of reputation on the line! Our new color matching halo passing lamos have been in the works for months, to make sure we get the colors right and to set the stage for all others to follow. Letric continues to be the first at many things and we’re OK with lighting the way! These 360-degree halo passing lamps do the job and look great doing so! Available to start in Blue and Red and match our blue and red 7” full halo headlamps. Easy to install and come complete with wiring adapters for 1997-Up Harley models and 2014-Up Indian’s with passing lamps except Scout, FTR, Challenger, 2020-Up Roadmaster Dark Horse and Springfield Dark Horse Models. www.namzcustomcycleproducts.com

DRAG SPECIALTIES BRAKE ARMS

If looking to upgrade or replace your V-Rod brake arm, look no further than Drag Specialties. These brake arms are uniquely designed and CNC-machined from forged billet aluminum. Available in Chrome and Gloss black for 06-17 VRSC V-Rod models. Sold each with a suggested retail price of $117.95. https://www.dragspecialties.com/search;q=1610-0617;r=eJyrVkrLzClJLSpWsoqOr QUAJusFKA%3D%3D

For more information go to dragspecialties.com or contact your Drag Specialties dealer.

michael has been a member of the Antique Motorcycle Club of America (AMCA) for about 40 years and tells me that motorcycles are in his blood; they are his passion.

As far back as he can remember, he was drawn to motorcycles and has lived his life on two wheels.

His two wheel journey began when he was about eight or nine years old. That is when he acquired his first mini-bike, which, by the way, he still has today. At 14, he spent the summer riding his first street bike, a 1938 WLDR Chopper. Later that year, he finally got up the nerve to pull into a shop not far from his home and ended up being mentored by the owner. It was here that he learned about building Harley’s and their engines, both stock and racing. In the back of this shop sat a 1948 Stock UL Flathead, and Michael wanted it. However, the owner told him he couldn’t sell it to him because he was only fifteen. So instead, he sold it to Michael’s mother. And yes, Michael still has that bike, along with its original paperwork. This bike was on display this year at the BC Moto Invitational during the Tennessee Motorcycle and Music Revival,

and it is also a beautiful machine!

Lange has been racing 1940s and 50s board track bikes on the flat track for about 45 years. He feels the fans are just as important as the bikes and the racers. “Fans make racing success.” As much as he loves riding, Michael’s biggest passion is sharing his bikes and his knowledge. He frequently loads up as many bikes as he can when he goes to the track or to an AMCA meet so he can share his bikes. Many people have never seen these older bikes with tank shifters and such. He enjoys letting them sit on them and makes it a point to explain and be informative about

the bikes to anyone who wants to listen.

A lot of opportunities have come Michael’s way from his two companies, Micheal Lange LLC and L&M Racing. He builds racing engines for people all over the world. He told me, “It’s a true honor to be entrusted with other people’s very rare and unique factory race engines.”

Michael Lange built this 1946 Factory WR Racing machine in 1984 with the intention of replicating a privateer racer’s bike. Lange has restored many bikes back to their factory specs, but he wanted this one to be different.

Owner: Michael Lange City/State: Waukesha, Wisconsin Builder: Michael Lange Year: 1946 Model: WR Factory Racer Value: Priseless Time: 6 months ENGINE Year: 1946 Model: WR Flat track Builder: Michael Lange Ignition: Edison Splitdorf Magneto Displacement: 750cc Pistons: pop up Heads: WR Carb: MR-3 Cam: Factory Flat Tappet racing cams Air Cleaner: none Exhaust: 2 into 1 factory race pipes Primary: Factory Racing TRANSMISSION Year: 1946 Make: HD Factory close ratio 3 speed Shifting: Hand Shift FRAME Year: 1946 Model: WL/WR Rake: stock Stretch: none Forks Builder: HD 1926 Singles Forks Type: Springer Triple Trees: Stock Extension: none WHEELS Front Wheel: Spool hub Size: 18” Tire: 3.5 Front Brake: none Rear Wheel: Stock WL Size: 18” Tire: 4.50 Rear Brake: Stock WL PAINT Painter: Michael Lange Color: Blue/White Type: Acrylic Enamel Graphics: Scallops Chroming: Browns Plating ACCESSORIES Bars: HD Racing Risers: none Hand Controls: Stock Internal Cable Foot Controls:Factory WR Gas Tank(s): Narrow WR Racing Gas/Oil Tanks Oil Tank: Stock WR Front fender: none Rear Fender: Factory WR Seat: Factory WR with Factory Racing Pillion Pad Headlight: custom Tail light: custom Speedo: None Photographer: Melissa Debord

The bike has narrowed WR tanks, a 1926/27 Harley-Davidson single-cylinder front fork, a factory 750cc Engine with an MR3 factory carb, and a front mount Edison split torque magneto. Based on several old photos of privateer race bikes, he chose the beautiful scallop paint scheme and then added lots of chrome to set it off. Michael said it’s probably too much chrome, but he built this one the way he wanted to. Keeping it true to its roots, it was originally built without brakes, a true race machine. This bike was raced by a gentleman from Omaha, Nebraska. Michael even has the 1952 Springfield Mile Race Program in which the bike is listed. Just this year, Michael added a rear brake and LED headlights to make the bike street legal. He plans on riding this one around and intends to terrorize the streets of Milwaukee.