story time with jeff g

Article By Jeff G. Holt

it’s been three years since I have sat down to write a feature for a paper magazine. Since my demise of being the editorial and brand director of Hot Bike, Baggers, and Street Chopper magazines, it seems as if the whole world has gone paperless. The huge magazine racks that used to fill retail stores are gone, and along with it, many great features, articles, and photography are no longer easily accessed by simply flipping through pages. This is why I jumped at the chance to be a part of Torque when I was asked. Sure, I have my own thing going on with the V-Twin Visionary brand that easily takes up all of my waking hours. Still, there was something about getting back into a paper periodical that excited me enough to do so. And here we are. Talking about custom performance motorcycles. And now V-Twin racing. I made my stand in the V-twin industry for years, waving the performance flag when it was all big wheels, fat tires, and affliction jeans. Back in 2013, when I was finally given full reign of the design, concept, and content of Hot Bike magazine, I wanted to put out something that would put an end to the “custom” motorcycles of the day. The hangover haze of Discovery Channel show bikes was getting long in the tooth. In all my ego-driven brashness, I had to do something about it. Harleys were always about performance to me. Club bikes, Drag bikes, and even what the guys in East LA and Compton were doing to their Baggers always piqued my interest. I decided to put a white Dyna built by San Diego Customs and owned by legendary skateboarder Corey Duffel on the cover of Hot Bike with an allnew logo that harkened back to a time when the magazine was full of Shovelhead and Evolution performance motor and bike builds to put all the trucker chicks, skulls, snakes, bolt-on doodads, and spinning dice theme bikes behind us. Corey was in a jean vest, faded Levis, some beat-up boots, and a Simpson helmet. It was an action shot with Corey rockin’ the horns while being chased by Chip and photographed by Mikey of SDC. There were no blonde chicks, chromed-out bikes, or big wheel baggers anywhere near that cover.

As we put that issue to bed and were ready to walk out the door for Thanksgiving vacation, I got an email from the head group publisher. I figured it would be an email from the Big Cheese telling me what a great job I had done on the new look and feel of the magazine. And boy, was I f#@

king wrong. He was in shock that the bike was not black or red. And that we didn’t have multiple bikes at different angles on the cover. He was in utter amazement that we did not have an “All-American” looking girl (i.e., a tan blonde with big boobs) on or near the bike. At the end of the email, there was the kicker. It simply said, “If we let this issue get to the newsstand the way it currently is, it would be like committing mass suicide.”

Of course, my editor John Zamora and art director Robert Martin took major offense to this email. Hot Bike was on its last legs from the years of regurgitating old and stale content to a geriatric customer base. I was tasked with putting together a team to take this magazine (and brand) into the future of custom and performance V-Twins. I honestly felt that this very issue was the archetype for all future performance and custom H-D magazines. And after reading that email, it honestly looked like it wasn’t ever going to happen. I was so pissed that I quickly fired back an email telling him how shortsighted and plain wrong he was about every aspect of the new version of the magazine and literally betting my job on the issue and its promotion of the

redux rollout would do even better than projected. And after I waged my entire career on something that management thought would fail, it f#@king killed it on the newsstand. For years, my crew and I jamming the pages of Hot Bike cover to cover with fast bikes built by a new crop of fabricators who put function over form. It was a great run at the helm of the magazines until a corporate acquisition, and a new management team mismanaged the magazine into non-existence. And here we are in the now. Where Performance

Harley-Davidson and Indian motorcycles are on the rise throughout the world. It is a great feeling to know that I have had a hand in showing guys and gals that custom motorcycles don’t have to be just pretty machines that can only go in a straight line. But that these bikes with big brakes and real suspension can get down on both the street and track and look good doing it.

And to think, it almost never happened…

Article By: Chris Callen Photos Courtesy Of Harley-Davidson

his will not be an article to help you deal with the anxiety of losing the Evo Sportster. Harley-Davidson’s brand-new Sportster S is just that, brand new. A new day, a new direction, and a completely different model. 100 years after HarleyDavidson’s founders arrived in the United States, the world saw the birth of the Sportster. It was the quick kids’ bike of the day and Harley’s answer to the smaller European brands that were more appealing to younger riders. That model evolved through the engine families until the Evolution, but then never went beyond, is with good reason. The Evolution Sportster was bulletproof and had plenty of power. Little more was needed for this model as the big brothers all moved through Twin Cam and then M8’s. But with the inception of the Revolution max, the possibility of a new mill for Sporties came about. The new Sportster S was announced in a worldwide digital release, and in it is the future of the model, and I’m sure what HarleyDavidson hopes to be their future as well.

At the first hint that Harley was about to readdress the iconic Sportster brand, I was skeptical. I had seen the ideas of a flat track inspired bike and the Bronx. Still, I think part of me knew that the standards they would have to meet for modernday manufacturing, coupled with the need to update this age-old product line, would demand that a new breed come about. Well, that is precisely what they did. While many from the core will have the knee-jerk reaction, it may be the first time that Harley hit a trend so squarely when it comes to the emerging performance segment. The younger audience that comes along with them is one of the strongest segments of growth today. Let’s face it, very little about the previous Sportster family was going to grab their attention. So instead of spending more time lamenting

tthe loss of the Evo Sporty, which by the way, will be available in the used market after we run out of Oil on planet earth, let’s take a look at what Sportster S is. EVERYTHING AND THE KITCHEN SINK I have to say that it was somewhat refreshing to hear buzz words in the presentation Harley gave the media on this new offering that somewhat suggested that this is actually the “evolution” of many products and much of the history of HarleyDavidson’s growth. These would be terms like “Mass Centralization” and “Frame Rigidity” both of which started being used back in the Buell days. Other terms like: “Modular design” and a “new power train” were key in the V-Rod from inception. The styling cues that came from the XR750, The Fat Boy and Fat Bob models all add up to a motorcycle that is actually more than the sum total of its parts but carries a rich and deep history with it. For starters, the amount of technology built into this motorcycle is staggering. We can start off with a quick understanding for those not already hip to the Pan American, with the “ride mode”. There are

three separate ride modes to assist riders for various riding conditions, and experience levels, I would wager. Riders can select from Road, Rain or Sport modes and even have the option of customizing two additional mode settings to affect the technical assist features to their liking. So, what does that mean? Well, this motorcycle is outfitted with ABS, Curve ABS, Traction control, Curve traction control, FLP or “Front Wheel Lift Prevention”. The ride mode affects each of these components in different levels depending on the mode you select. Additionally, it also controls the amount of throttle response for each mode, rain mode having a lower throttle response to prevent spin out in wet conditions up to Sport mode that has the maximum amount of throttle response. As we rode through the canyons outside of LA testing this bike, I made sure to work through these modes. It was very noticeable, not only in the take off and acceleration but in the braking and handling. I could definitely feel the bike interacting with choices I was making and situations I put it in.

The display has to be mentioned as well as far as advancements in technology. While at first glance before you start it, this would seem to be a traditional rider mount speedo, it is in fact a modern central information bank. Of course, that’s not what they call it. It’s a four-inch round LCD Display that contains all the instrumentation, and infotainment generated by the riders bluetooth equipped mobile device. Navigation and music integration, Ride mode, alerts, all the bells and whistles are accounted for. NUTS AND BOLTS

One thing that needs to be addressed right off the bat is that this is not a little brother to the V-Rod. Other than having a DOHC 60-degree V-Twin, everything else about it is different. To start, the chain driven DOHCs are complemented with hydraulic self-adjusting lifters. There are four valves per cylinder, these are both smaller and have port dimensions that differ from the Revolution MAX engine found in the Pan-American, hence the different cubic centimeters. The cylinders are 4.13 inch bore with a stroke of 2.85 inches giving it a displacement of 76.4 inches or a total of 1252cc. The Sportster S is fueled by an electronic sequential port fuel injection system that breathes through a downdraft intake and tuned velocity stacks. The lubrication system is another place where Harley made advancements in technology, now a semi-dry sump, keeping the mass of the internal engine components from having to move through an oil bath to be adequately lubricated. The power delivery comes in at a reported 94 ft lbs. of torque and 121 peak horsepower at 7500 rpms. The Revolution Max is liquid cooled and makes power throughout the range, no seriously! There wasn’t a place where I found the bike was under power. If we went hot into a turn and I was high in the RPM range, it still had power, if it was a gear too low all I had to do was roll it on. Nice Job!

While the bike sits a small amount higher (29.6 in unladen seat) and a few inches longer (89.2 in) than previous versions of the Sportster, it still manages to feel like a bike that you are in rather than one you are on. As we got into the talk of what engineering went into the construction of the Sportster S, it was apparent that with the opportunity to redesign opened before them, Harley’s teams were going all out.

The frame is a stressed-member, high strength low alloy steel trellis frame with stamped, cast, and forged junctions and an all MIG welded, aluminum forged mid-structure. A high strength, low alloy steel, tubular sectioned, stamped x-member and forged axle junctions

make the swingarm an important part of that handling, which I fear, may be the first part of the bike that the aftermarket wants to change out. This all adds up to a tight rigid frame that provides more confidence as you push the apex of a curve at speed. The suspension is all about the rider with front 43 mm inverted forks featuring compression, rebound and spring preload adjustability and an aluminum fork triple clamp. Rear suspension is a Linkage-mounted, piggyback mono shock with compression, rebound and hydraulic spring preload adjustability. The rear suspension adjustment is located just at the back of the seat so it can be adjusted as you go down the road, which we did a lot of, hopping from bike to bike that day. Once you find your personal perfect spot, it rides like it was made for you. Overall, the bike has 34-degrees of lean angle to both sides and 3.66 inches of static ground clearance, making it more than

capable of aggressive maneuvers.

FINAL IMPRESSIONS

Bottom line is this thing may or may not deserve to be called a Sportster by the standards put forth by the purist but there are some undeniable factors here. This thing has more technology than any other Sportster before it. It is faster than any other Sportster ever and if HarleyDavidson has a prayer of keeping up to some of the other manufacturers and what they are offering in the mid-weight class, it had to come to this. Sportster S is a huge leap into the future for Harley and I feel that the timing is perfect. While the price point may be my only criticism, (at $14,999)I feel that this may take the Sportster S out of the entry level bike market for them. I do however know exactly where that money went, and it is more than a value for what you get. I would get your money read boys and girls cause this thing is gonna go fast when it hits the dealerships.

or years I have been installing, testing, and reviewing performance parts f and gear. Whether it be a small part, a big-buck upgrade, or something that I feel makes riding your bike better, I am down with showing my readers, fans, and followers some of the good stuff. Here are four very vastly different products for both the bike and the rider. Hope you enjoy them.

Alloy Art The Swinger Swingarm $2,600.00 www.alloyart.com If you have been around this performance HarleyDavidson thing for any amount of time, you must have heard of the name Alloy Art. They have been making a gang of lighter, stronger, and faster parts in the USA for years now. And for my money, I would say they have one of the nicest swingarms ever produced for H-D Baggers. The Swinger is 7lbs lighter than the stock 2009-up steel H-D Touring swingarm, and it looks far better too. The three-piece CNC machined aluminum design features a bolted, pinned, and welded assembly process, making this non-ferrous work of art both strong and functional. The Alloy Art swingarm has adjustable shock mounts. It comes complete with axle adjusters, a Chromoly axle with stainless steel nuts, and a stock-style brake caliper mount. I have one of these Swingers on my personal 2020 Road King. It installed easily and was arrow-straight once everything was put back together. It is only available in the as-machined finish you see here but can easily be anodized, powder coated, painted, or plated to suit your personal style.

Race Tech G3-S Piggyback Shocks Starting at $1299 www.racetech.com There are a ton of high-quality shocks on the market today. But not many as performance-driven as Race Tech. Most other suspension companies have their suspension in boxes with a range of rider weights and lengths ready to be shipped out. Race Tech builds all of their shocks one by one to order right here in the USA. What does that mean, you ask? Race Tech won’t build you a set of shocks until you fill out a multi-question sheet including information on your bike, your weight, intended usage, riding style, and a percentage of how much you will be riding with gear and with a passenger. You also decide the length that suits you best and whether you want an IFP (internal floating piston) shock, piggyback shocks, or a remote reservoir setup. I have used Race Tech suspension for well over a decade now and have found them one of the best rear shocks that money can buy. And how could they not be when they are literally made just for you? I warn you, though, if you think this will be some sort of Amazon Prime situation when ordering shocks, you should look at some off-the-shelf suspension options because these can take 6-8 weeks to receive from the time of order. But they are worth the wait, trust me.

Greene Bros Designs M8 Softail Brake Linkage $129 www.greenebrothersdesigns.com Greene Brothers Designs has solved the 2018-2021 non-adjustable brake pedal issue, which plagues HarleyDavidson Mid-Control Softail motorcycles. By swapping out the stock steel linkage with this fully adjustable billet aluminum version, you can adjust and set the brake pedal height exactly where you need it. Also, with this stiffer linkage design and quality USA construction, it allows any rider, big or small, to have a better overall braking feel. Swapping it out is easy. Just pull the stock one-off with the two OE bolts, replace it with the new GBD linkage and use a bit of blue Locktite on the threads of the bolts before screwing them back in for good measure. They are available in black, silver, red, and gold with black rod ends and hardware. Doomed NYC Smokey Mountain Straight Cut Vest $300 www.doomednyc.com Doomed NYC makes these vests right here in the USA by hand out of 10oz of soft yet sturdy garment leather. This vest also has two outer pockets, two hand pockets with YKK locking zippers, a rightside chest vest pocket w/ flap and sunglasses slit, and a left-side chest side access pocket with yet another legit YKK locking zipper. Inside this vest, there are two other interior pockets in the liner. The interior leather is placketed for some good-old nonchaffing comfort. Another great thing about this vest is that it has a lining zipper to easily add back patches without having to rip the vest apart. When I first threw on this vest, it felt very comfortable and almost like I had been wearing it before. Which is a very good thing. I also like the fact that is not a club-style vest and that it is all black with only a few silver accent. But what I really like about this vest is the signature crossover collar which allows zero wind in when snapped all the way up. It doesn’t choke you like so many other vests do when fully closed. You can tell that somebody who really rides designed this vest, and it shows with the fit, finish, and quality of construction.