VOL. 2 2023 • HOTBIKE.COM
FXR DIVISION’S PAN AM RICA
RAISING BAR THE
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CONTENTS DEPARTMENTS From The Editor .............................................. 10 Riding Gear....................................................... 12 The Latest In Exhaust ...................................... 14
I S S U E 2 2 0 2 3 — E ST. 1 97 1
Q&A with Jesse James .................................... 16 Tech Tips featuring Danny Wilson ................. 90 Tested ............................................................... 92 New Products................................................... 96 Readers’ Rides.................................................. 98
FEATURES
The Future Of Harley Baggers? FXR Division’s Sport Touring Pan America ... 20 The Dual Sport Sportster Rides Again ......... 30 Sean Jackson’s Wild Inertia Start Panhead ... 40 Church Of Choppers’ Low Rider ST ............... 48 From The Archives: The Glorious 80s ........... 54
TECH
Upgrading our M8 Softail with a Trask Performance Tornado Turbo Kit .................... 62 Evolution Industries Clutch And Baker Drivetrain Compensator ................................ 66
PROFILE
How to Properly Have Fun On Two Wheels, BIltwell’s El Diablo Run & Biltwell 100 ......... 72 Anything But Ordinary Ehinger Kraftrad’s Meticulous Motorcycles ... 82
ON THE COVER Did FXR Division create a whole new segment with its sport touring HarleyDavidson Pan America? We sure hope so! PHOTO: TIM SUTTON
48 72 ISSUE 2 / 2023 7
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DIRIBUTED BY:
FROM THE EDITOR
SOPHOMORE EFFORT
W
elcome back, folks. I’m delighted to be here. I’m even more excited to actually say, “I’m delighted to be here.” I don’t think I’ve ever said that before, so I thought I’d give it a whirl. It feels good to be able to say whatever the fuck you want without the corporate suits putting the kibosh on the creative freedom you work so hard to desperately protect. Not that I get a kick out of saying curse words or anything (I do), but it’s more or less to illustrate the point that we’re free to do whatever we want here at Hot Bike. And it feels very punk rock (my 14-year-old self would be proud). And because it’s the eve of America’s Independence Day, I’m feeling a bit rebellious and patriotic all at the same time (as I type this column on my Chinese-manufactured MacBook Pro, while drinking a Starbucks coffee with beans likely grown and roasted on a farm composed of slave labor). All that being said, I can’t believe we made it to Issue numero dos. For starters, I’m glad that I’m still breathing—I swear Issue 1 almost put me in the ground. But for our sophomore effort of 2023, I’m a little less stressed this go-round (but not by much). For Issue 1 we went through a lot of the pains and start-up trials of any new business. We had to rebuild the infrastructure of our printing process by setting up new procedures and all kinds of other shit that is absolutely, terribly boring… So we’ll end it right there. To say the reception for our first issue back in print was an overwhelming success would be an understatement. A huge thank you goes to those of you who took the time to either write to me personally, or send a note to our general mailbox at info@hotbike.com, or comment on one of the many posts we made on our social media channels. It’s very gratifying to hear that you are excited to have a magazine back in your hands again. That was the goal. I greatly appreciate the support and the kind words. I also appreciate those who have offered some great constructive criticism on what you were hoping for and what you’d like to see more of in the magazine. Trust me, I take all of it in and apply it whenever, however I feel it makes sense to make this magazine better. We felt the story of Cory West and Patricia Fernandez-West was the perfect cover story for our comeback. Bagger racing had become somewhat of a huge thing since our short absence. You had both Harley-Davidson and Indian Motorcycle factory teams, ponying up some serious dough for their MotoAmerica Mission King of the Baggers Series and RSD SuperHooligans race programs. Cory and Patricia’s story was sort of the catalyst for it all and just one of the many unique layers of everything happening in racing at the start of the season. It helps that they’re pretty rad human beings and we love the story of a husband-and-wife racing against each other while also worrying about the other’s well-being all at the same time. The fact that they were teammates for Team Saddlemen’s new Harley-Davidson-backed racing program was the icing on the cake. So, there you have it. Not that I owe you an explanation, but I wanted to provide one, nonetheless. But I am stoked to be back writing the column of the second issue to be produced in 2023. And I couldn’t be more pleased to feature the new-and-improved Pan America by the talented and creative 10 HOTBIKE.COM
gents at FXR Division on Issue 2’s cover. We take great pride in aligning with tastemakers like Justin Coleman and “Big” Chris Staab. They think outside the box and push the boundaries of what’s capable from a factory platform. It’s something they’ve always done. We couldn’t be prouder of the work they accomplished by taking such a polarizing platform and showing the world what’s possible. And that’s unequivocally why Hot Bike exists. To think outside the box. To go against the grain. To challenge the status quo. That’s what we represent. It’s what we stand for. It’s what we’ve always stood for. And it’s exactly what you can expect from every fucking issue we put out for the rest of our days. However long those days are. We hope to continue doing what we love and serving you with a quality product that you deserve for many years to come. So please spread the word and tell the world that Hot Bike is back ya’ll. We promise to do our best to make it all worth your time and money. Feel free to drop me a line whenever. I welcome your feedback, criticisms, and suggestions. Bye for now… Jordan // info@hotbike.com
President/Editor-In-Chief JORDAN MASTAGNI The Real Boss ASHLEY MASTAGNI Creative Director ROBERTMARTINDESIGN.COM Managing Editor IRENE GONZALEZ
CONTRIBUTORS BILL BRYANT, ALEX CHAPMAN, ROB FORTIER, ANDRES GEHRKE, GEOFF KOWALCHUK, BUCK LOVELL, TIM SUTTON, FRANK THUNDER, DIRK WEYER, DANNY WILSON, JEFF WRIGHT SPONSORS Hot Bike is grateful for these awesome supporters! BILTWELL, JW SPEAKER, GALFER USA, MOTUL USA, FXR DIVISION, TORCH INDUSTRIES, KRAUS MOTOR CO., LLOYDZ PERFORMANCE, REVOLUTION SPEED, GUERRILLA CABLES, KEN’S FACTORY, LAW TIGERS, ARCH MOTORCYCLE, SAWICKI SPEED SHOP, TRASK PERFORMANCE, PAINTHUFFER METALFLAKE, FEULING PARTS, ROLAND SANDS DESIGN, ODI GRIPS, RAMJET PERFORMANCE CYCLES
GEAR
SUMMER ROAD TRIPPIN’ Fresh New Gear from Alpinestars
G
earing up for a summer road trip with the right stuff is key to a good or shitty experience. We’ve had some good luck with Alpinestars in the past and wanted to give them a go for our Summer trek to Harley-Davidson’s 120th Anniversary soiree in Milwaukee, as well as the grand-daddy of all motorcycle rallies, Sturgis. Summer doesn’t necessarily mean it’s going to be hot as balls. In fact, every summer trip we’ve taken we’ve experienced a torrential downpour. So… you have to be mindful of the heat and the proper vented gear, but also make sure you get some waterproof goods too. Most of the items we selected were perfect, but there were a couple that we wouldn’t recommend.
BELL HELMETS RACE STAR DLX FLEX (FASTHOUSE COLLAB) $819.95–$919.95 SIZES XS–2XL We’ve been wearing the Race Star DLX Flex since it launched. We love this lid. It’s quiet, it’s light, and it’s comfortable. The recent Fasthouse collab looks pretty dope on the Race Star too. The Race Star’s interior also breaks in nicely after logging a lot of miles and doesn’t compromise that original fit and feel. We hit the road on Harley-Davidson’s new Fast Johnnie Street Glide we’ve been testing and grabbed the Race Star DLX Flex Fasthouse for the photoshoot.
MORPH STREET GLOVES $109 SIZES S–3XL Do yourself a favor and take the Morph Street Gloves out of your shopping cart. You’ll thank us for it. The MorphTech Weave technology is uncomfortable and pretty annoying after a few miles on the road. Reminiscent of the little tags on your new T-shirt, the Morph glove feels like a dozen or so tags poking the backs of your hands while riding. It’s very annoying and distracting. Alpinestars claims the glove features a single layer MorphTech Weave backhand for enhanced mechanical safety performance while also providing flexibility and dexterity, but I think the MorphTech could use a little bit more R&D before going to market. Maybe the Morph V2 (not currently a thing) with a less rigid and more pliable material that didn’t poke your skin could solve the issue? 12 HOTBIKE.COM
SOURCES:
alpinestars.com bellhelmets.com
CHROME DRYSTAR SHOES $259.95 SIZES 6–14 The Chrome Drystars are comfortable and provide a good feeling of protection. You feel like these would do a good job of protecting your ankles or feet should you take a tumble. And they’re not too bulky (a little bulky but nothing too crazy). They feature a waterproof membrane for effective wet weather performance and dual density ankle protectors under the leather on the medial and lateral side for impact protection in a critical area.
NEO WATERPROOF JACKET $309.95 S–4XL While the Neo Waterproof jacket might not be made for “the one,” it definitely was made just for me. I love everything about this jacket. It’s comfortable, it has plenty of pockets, it’s not too cumbersome (I can move around easily) and it features a lightweight construction for optimized rider comfort, and its stretch softshell construction is waterproof and windproof for all-weather performance. The Neo is a great all-arounder for the Summer trek.
COPPER V2 PLUS JEANS-REGULAR FIT $259.95 SIZES 28–40 I’ve never been big on motorcycle riding jeans. I know they serve a purpose, but I’ve just never jumped on the train. I wondered if the Copper V2 Plus Denim Pant might change my mind, but no such luck. The material is comfortable, but the Regular fit is pretty baggy, even in my waist size. Also, the inner armor smells like barf. Yes, barf, puke, vomit, throw-up, whatever you wanna call it. As soon as I slid the Coppers on, I kept smelling barf, which in turn, made me want to barf. I couldn’t figure out where it was coming from until I pulled the barf pants off my body at the end of the day. Once the smell wafted up to my nostrils and I pulled a knee protector out and smelled it I puked all over the place! (Not really, but I wish I did for dramatic effect).
EXHAUSTED THE LASTEST IN EXHAUST TECH
SAWICKI SPEED 2INTO1 STAINLESS SHORTY
S
awicki Speed Shop has been making stainless steel look and sound cool since they opened their doors in 2011. Their pipes
also offer a nice little boost in performance too. Most recently, Sawicki was acquired by Proto Titan, a performance exhaust manufacturer that makes high-quality headers and exhaust components for racecars. To say that quality has been substantially upgraded by bringing manufacturing under Proto Titan’s roof in Denver, North Carolina, would be an understatement. The new Sawicki Speed exhaust pipes we’ve tested tick all the boxes in the looks, performance, and sound departments. And the kicker... all Sawicki products come with a lifetime warranty... A frickin’ lifetime warranty, people!
FINISH Sawicki’s Shorty 2-into-1 is available in several finish options to choose from: hand-brushed raw stainless, Jet-Hot ceramic coating, or mirror polished finishes, as well as carbon fiber upgrades including heat shields and end caps.
FIT FACTS • Mandrel bent, aircraft quality 304 Stainless Steel 1-3/4” primaries stepped to a 2” • Includes exhaust gaskets, mounting hardware and brackets • Accepts 18mm or 12mm oxygen sensors (reducers included) • FXLRST will need the bag support bracket (sold separately) • Limited Lifetime Warranty, Made in the USA
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The Stainless 2-into-1 Shorty is available for both Twin Cam Softails and Milwaukee-Eight Softails for several models (Note: FXLRST will need the bag support bracket—sold separately). From Harley Evo to M8, and even Indian Scout, Chief, FTR and Challenger, Sawicki has tons of exhaust options available for you to choose from. STARTING AT $1,349.99 // SAWICKISPEED.COM
Q&A
CHECKING IN WITH HOT BIKE ALUM
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HOT BIKE: How many HB editors from over the years can you name off the top of your head? JESSE JAMES: Shit let me think… Buck Lovell, Howard Kelly, Jeff Holt, the dude before Buck (forgot his name…) but honestly Rob, Courtney and Skip Coiner and myself did whatever we wanted. HB: Got a favorite Hot Bike story you care to share? JJ: Oh man, let me think of a good one… In the late ’90s Hot Bike sponsored the Mikuni Show at Santa Monica airport. Howard asked me to judge the bike show, so I just picked Tom Foster’s bike to win. His bike wasn’t really a “show bike.” It was nice but Tom built bikes to ride. He was my friend so I picked his to win. After Howard announced him as the winner all hell broke loose with all the “show bike” builders. A fight broke out, then somebody got stabbed. The moral of the story is: Don’t ask me to judge a bike show because I’m just going to pick my friend’s bike. HB: What about a favorite Hot Bike cover you were featured on? JJ: Oh, it’s for sure the Wheelie cover that Wes Allison shot. I must have done a hundred wheelies that day for him to get that perfect shot. That cover really made people know who I was. I remember riding that little high bar bike at Laughlin River Run after that issue came out. I was sitting at a stop light and this group of black dudes on the corner pointed at me and yelled “There goes the wheelie dude!!” Man, I knew I had made it to the big time. HB: Any other Hot Bike tales you can remember? JJ: I really miss the days with Courtney “Fatty” Halowell. It was just amazing times in the mid-’90s. I had just left Boyd’s and opened my shop in Paramount. Courtney was by every week doing “How-To” articles with me welding and making stuff for the mag. Drinking beer, shooting fireworks into the neighbor’s house… It was really the best of times. HB: Your bikes have been featured in so many Hot Bike mags we lost count. It’s cool to see you still creating and building. It’s been a while since we last spoke… So, what’s new? JJ: We are just plugging away. Shops are still busy building bikes, cars, and guns. Our new Dominator-S bike has really evolved into the best riding bike we have ever built. I’m looking forward to getting our New Scorpion chassis into production. HB: What do you think of the motorcycle scene these days? JJ: It’s in a really awkward spot. Born-Free has turned into Coachella with bikes. Every build has to have some kind of gimmick instead of a bike that you can ride hard. Also, pre-showcasing all the bikes on social media takes the excitement of discovering them with your eyes in person. Thankfully the whole big-wheel bagger craze has run its course. But unfortunately, it’s evolved into “performance baggers.” It’s so painful for me to watch. I feel like there is more fab work going on, but it’s more focused on building bolt-on bikes. Modifying stock bikes that already exist. Very few are building things from scratch. Even fewer are building things that are progressive. I guess I have to just push myself to move things that I want to see forward. ISSUE 2 / 2023 17
CHECKING IN WITH JESSE JAMES HB: What manufacturers are doing it well? What builders? JJ: Harley is still King. The engineering, fit, finish and durability is now unmatched. Indians, not so much. It’s really sad to see one of the most Iconic American brands devolve into slapping a logo on a Polaris and calling it an “Indian.” How many companies have done this? Ray Sotello? American Eagle, that Curtis Craft company, etc., etc. The only one that showed promise was Roush, but it never got off the ground. Until Polaris/Indian develops their own engine that is forward thinking it will never really be an Indian. HB: Any current custom motorcycle styles you like? JJ: I really want a new Yamaha YZF R1. It’s been a few years since I had one. HB: Any styles you hate? JJ: Baggers that look like they were melted in an oven. HB: Tell us about this new network you’re starting. Any details you can share? JJ: I think it’s time for a network to showcase real world building, skills, and fabrication. I’ve been fighting for 24 years to get good stuff like this on TV. I figured the only way it’s going to happen is doing my own network Outlaw TV. We start filming tomorrow. I’m doing a new show American Craftsman. A new show with Paul Sr. called Senior Living. And a new show with Billy Lane about his life and his vintage racing series Sons of Speed. We also have several documentaries in the works. HB: What’s the goal with this network? JJ: I think I want to push all the principles forward that are close to my heart. Without some cable network stiffs dumbing it down and deciding what they think people want to see. Basically, giving myself freedom to do what I do. HB: What do you think of all the custom bikes these days? And how Harley FXRs and Dynas, baggers, are all based around “Performance”? JJ: FXRs and Dynas are cool. Baggers are still super lame (see answer above) HB: What bike projects are you working on at the moment? JJ: Right now I’m focused on getting my Top Fuel bike done. Working on a Nitro Funny Car for several years put some ideas in my head that I really want to try with it. HB: You build bikes, cars, hotrods, guns, all kinds of shit... Anything you’ve always wanted to get into that you’re thinking about starting? JJ: LOL. I think I’m good for now on projects. HB: Anything else you wanna add? Floor is yours! JJ: Thanks for bringing back Hot Bike man! It has always been really meaningful to be in it and on the cover. It has always been the best thing about the motorcycle industry. HB
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I THINK IT’S TIME FOR A NETWORK TO SHOWCASE REAL WORLD BUILDING, SKILLS AND FABRICATION. I’VE BEEN FIGHTING FOR 24 YEARS TO GET GOOD STUFF LIKE THIS ON TV. I FIGURED THE ONLY WAY IT’S GOING TO HAPPEN IS DOING MY OWN NETWORK OUTLAW TV.
CHOOSE FROM 9 CARRIER COLORS & 11 BUTTON COLORS
ROTORS LINES PADS
www.galferusa.com
THE
FXR DIVISION’S HARLEYDAVIDSON PAN AM RICA: THE FUTURE OF SPORT TOURING?
WORDS: ROB FORTIER PHOTOS: TIM SUTTON
20 HOTBIKE.COM
I
look at the Harley-Davidson Pan America, and I
As we had already designed sport touring parts
see a well-built and nicely styled adventurer slash
for the current H-D Touring models, in the way
performance touring bike, with room for bolt-
of a shorter sport style rear fender as well as a
on improvement, like most any typical new-model
more streamline touring bags, we knew that we
Harley. But that’s about it.
wanted to show the versatility of these parts and to
Chris Staab and Justin Coleman saw more potential than that…way more. The brawn/brain (not
integrate them into this build. Using our FXR Division parts as a starting point,
necessarily in that order) behind FXR Division, they
and working our way from the back of the bike
collectively have directed the course of the V-twin
forward, we worked with our good friend, Bryan at
performance aftermarket for years now and have
TPJ Concepts to help us work through the design
done so due to their unique vision expanding on—
process of the 50-plus machine parts that went
and dare I say perfection—what the Motor Co. has
into this build, as well as taking on the heavy load
already developed. And when H-D approached FXR
of producing these parts on his CNC, that lives in
Division to participate in their HD120 celebration with
his garage in Reno, NV.
a brand-new Pan America to build to their liking, they jumped at the opportunity.
JUSTIN COLEMAN – FXR DIVISION
I happened to be out in Phoenix this past January,
When this opportunity was presented to us, we knew
right after they got the notification from H-D, though
from the start we wanted to build a Pan Am—we had
it wouldn’t be till the end of February that they took
tackled every other available platform on multiple
delivery of the ’22 Pan America, leaving them but
different projects. The Pan Am platform offered us
four months to design, execute, and complete the
an untouched canvas and a chance to potentially set
bar-raising build for its debut at the 14th Annual
the bar for what the future of “Performance Touring”
Born-Free Show!
Harleys could be. This is an opportunity we did not
As I said, this was a total collective effort to
take lightly and spent a lot of time discussing the
produce one show-stopping bike, and to properly
details of what we wanted to see in the final product. It
give credit where credit’s due, I gave the three
had to have the familiarity of traditional Harley touring
gentlemen behind the beast the opportunity to do so
style while maintaining some of the futuristic aspects
in their own words:
the Pan Am styling holds.
“BIG” CHRIS STAAB – FXR DIVISION
We wanted to combine styling from the current Harley
Our ultimate vision for our Pan America build was to
touring fairings (Road Glide & ST). Starting with the
go as far outside of the current box and build a bike
center section of an ST fairing, the top portion was
that took advantage of the high RPM horsepower,
removed, and sheet metal was shaped and bonded
RevMax motor, and that would also give us the
to fit a Klock Werks Road Glide windshield. The initial
ultimate in street rideability, handling, and long-
plan was a standard dual headlight setup until what
distance sport touring.
is now the most obvious and only real option of
The fairing is a very important aspect of this build.
ISSUE 2 / 2023 23
“EVERYTHING YOU SEE THAT ISN’T FACTORY PAN AM WAS DESIGNED AND MANUFACTURED SPECIFICALLY FOR THIS BUILD.” FXR DIVISION’S HARLEY-DAVIDSON PAN AMERICA
ISSUE 2 / 2023
24 HOTBIKE.COM
reusing the Pan Am lights organically presented itself. A sheet
Our buddy Mike Porumb at CMP Motorcycles set us up with
metal center section and headlight buckets were fabricated and
the materials and expertise to get me started on piecing it
bonded into place. It then went to the crew at Saddlemen R&D,
all together. Once it was all tacked together my brother Joe
so Heath Pinter, Kris Echert, and the boys could turn the mock-up
Coleman came to the rescue with the masterful welding of the
part we had created into a perfectly body worked plug to pull a
many pieces used to create the pipes. We then capped them off
mold from and ultimately give us the final part that is on the bike.
with SC Project mufflers from the Guardado brothers at Suicide
The beautifully machined headlight, control screen and fairing
Machine Co.
brackets brings dimension and style to the inside of the fairing.
For the cherry on top, we again leaned on the boys at
The rear of the bike was always going to utilize our proprietary
Saddlemen. We wanted it to have the styling of our Saddlemen
FXR Division Sport Touring fender and a slightly modified version
Pro Model seat but with a little extra “flare” and we think they
of the bags we make to go with our fenders. To bring this all
pulled it off perfectly!
together we designed a whole new aluminum subframe and bag
As there are little to no aftermarket parts for these bikes,
mounts. The subframe also houses all the electronics that were
everything you see that isn’t factory Pan Am was designed and
in the factory tailsection. The gas tank for me was the hardest
manufactured specifically for this build. Every one of these pieces
part as I never had a clear vision of what I wanted it to be. I
is intended to be independently impressive while cohesively
stared at it for days trying to come up with something. I knew it
complementing the piece next to it.
needed to have “teardrop” sides, and somehow tie together with the Pan Am hard edges. I eventually realized that I just needed
BRYAN SCHIMKE – TPJ CONCEPTS
to start, and it truly became an extensive exercise in just trusting
So, I was asked in December if I was interested in building a
the process and letting it create itself. As it started to take shape
Pan America with Chris and Justin. Hell, I had no idea what my
there was a realization that it would need an added element to
part was at that time, but it quickly became an all-in build. We
tie the front and rear of the bike together. I machined a set of
talked about all the options and what direction.
bead roll dies to duplicate the bodyline in the rear fender and
Chris and Justin already had a vision for this project, and I
brought that bodyline halfway up the tank to meet the front and
thought their path was going to be an awesome adventure.
rear styling cues in the middle of the bike. We also accentuated
The Pan America is one badass street bike with the engine and
this detail with fades in the paint and the addition of the HD120
suspension, and you don’t need to spend $30,000 to make
logo. The final tank detail came with the addition of the factory
it handle correctly. So, to turn it into a Road Glide type bike
Pan Am gas cap.
made perfect sense because the factory Touring bikes can’t
The exhaust was a lesson I’ve learned many times over of
handle for shit.
not fighting the process as I originally wanted to use the stock
As we had our first meeting, I realized how labor intensive
head pipe for time saving purposes but fortunately was met
this was going to be. We started with about 20-25 individual
with enough roadblocks and people pushing for a completely
parts on my end. After the smoke cleared, the custom
fabricated version that I gave up on avoiding the inevitable.
aluminum parts count totaled 49. Every one of these parts
ISSUE 2 / 2023 25
HOTBIKE.COM
had to be designed in-house because there were no parts
and Justin see the opportunity for a bunch of new FXR Division
FXR DIVISION CALLED ON MANY FRIENDS AND COLLEAGUES TO HELP WITH THIS BUILD BECAUSE THEY WANTED AS MANY OF THEM TO BE A PART OF CREATING THIS TRULY UNIQUE MACHINE:
parts that will hit the market.
•
available for the new model. I believe as the project started they were all one-off parts. But as we went down the road, I think Chris
I had many back-and-forth trips to Arizona for measurement
Andy Meeh from Flyin’ Iron Designs exceeded the vision of using black and bronze sunburst fades with burnt orange pinstriping
and design, and so many burritos. After we started getting
no hardlines. Chris and Justin wanted the paint to accentuate the
rolling, I made a few trips with the new parts for installation
body lines without it telling you where the body lines were. Andy
fitment. Every time I showed up Justin and Chris had a couple
produced one of the cleanest, classiest, high-end paint jobs.
more ideas, which was great because it moved the bike to a new territory.
•
in re-producing FXR Division’s bags to have a seamless fit with the
We received the bike March 1 for a June 24 deadline. “What
Pan America build, body working and getting us an amazing
the fuck were we thinking?” I thought. I spent four straight
fairing, and working with FXR Division to design and produce a
months at about 12–16-hour days to get all the parts designed,
seat that fit perfectly with this build but also looked like it
programmed and cut to make the deadline. I wasn’t going to be
had its own story to tell.
the reason we didn’t make it. Chris and Justin had so much to do on this bike that I couldn’t be the one that dropped the ball.
•
So, Wednesday morning the day before the photoshoot I
I rolled out at 6:30 a.m. and made Long Beach by 5 a.m. with a short nap in the desert. The whole trip I was worried that something wouldn’t fit and that we would be fucked. It was a
the market. •
•
bummed out on the industry I was in for 19 years of my life that I poured my blood and sweat into. This project has changed what
•
time in this project. You made this shit happen. Thank you! HB
•
Guerrilla Cables for the plug-n-play integrated taillight harness.
•
The FXR Division Team: Joe Coleman, Ricky Gonzales, Zach Hastings, and Brock Ford.
•
Danny “Motorwitch” Wilson and The Collective Team: Nick Aguilar and Dan Moody.
• 26 HOTBIKE.COM
Shaun and Aaron at Suicide Machine Co. for their race parts and inspiration.
my role in the industry is, and I embrace it. You guys don’t know how much this meant to me. And thank you to all who had any
Mikey at 9 Finger Fabrication for the 3-D printed fuel intake plenum.
I want to thank first Chris and Justin for including me in this project. I had a blast and can’t wait for the next one. I had been
Bare Knuckle Performance for the 13-inch front rotors, 11.8-inch rear rotor, and Pan America rear radial brake mount.
great day because it all worked out, and Justin killed the photo shoot with riding shots.
Joey Subrizi and Mike Himmelsbach at Öhlins USA Racing and Development for providing the best suspension on
turned the machine on and had to make the last four parts for the fairing mount. At 4:30 p.m. I was done and ready to pack.
Saddlemen’s design and race development team was instrumental
And anyone else that helped make this project possible!
ISSUE 2 / 2023 27
SPEC SHEET BIKE OWNER SHOP NAME SHOP PHONE SHOP WEBSITE/SOCIAL YEAR/MAKE/MODEL FABRICATION ASSEMBLY BUILD TIME
FXR DIVISION FXR DIVISION 623-300-5276 FXRDIVISION.COM / @FXRDIVISION 2022/HARLEY-DAVIDSON/PAN AM SPECIAL FXR DIVISION FXR DIVISION 4.5 MONTHS
ENGINE YEAR/MANUFACTURER HARLEY-DAVIDSON TYPE/SIZE REVMAX 1250 CASES H-D CYLINDERS H-D HEADS H-D ROCKER BOXES H-D EFI/CARB H-D AIR CLEANER H-D EXHAUST FXR DIVISION BUILT HEAD PIPES WITH SC PROJECT MUFFLERS TRANSMISSION YEAR/MANUFACTURER/TYPE CASE CLUTCH PRIMARY DRIVE FRAME YEAR/MANUFACTURER
H-D H-D H-D H-D H-D/FXR DIVISION
SUSPENSION MANUFACTURER FRONT
ÖHLINS SUPER HOOLIGAN SERIES RACE SETUP TRIPLE TREES FXR DIVISION MANUFACTURER REAR ÖHLINS SUPER HOOLIGAN SERIES RACE SETUP WHEELS, TIRES, AND BRAKES MANUFACTURER FRONT-TYPE H-D 5-SPOKE WITH TWO-TONE POWDERCOAT WHEEL HEIGHT-WIDTH STOCK TIRE HEIGHT-WIDTH STOCK CALIPER FRONT H-D CALIPER REAR H-D/BARE KNUCKLE PERFORMANCE REAR CALIPER BRACKET ROTORS BARE KNUCKLE PERFORMANCE ROTOR AND AXLE SPECIAL FEATURES FACTORY 5 SPOKES WITH 2 TONE POWDERCOAT, BAREKNUCKLE PERFORMANCE ROTORS, REAR CALIPER BRACKET & AXLES FINISH-PAINT FLYIN’ IRON DESIGNS COLOR BRONZE, BLACK CANDY, COPPER PAINTER ANDY MEEH FXR DIVISION WOULD LIKE TO THANK THE FOLLOWING GRAPHICS HD120 LOGO FOR THEIR SUPPORT/HELP: MIKE DAVIS & GRANT PETERSON @BORNFREESHOW ACCESSORIES HARLEY-DAVIDSON @HARLEYDAVIDSON FRONT FENDER RESHAPED ARLEN NESS SPORT FENDER BRYAN SCHIMKE @TPJCONCEPTS REAR FENDER FXR DIVISION SPORT TOURING FENDER ANDY MEEH @FLYINIRONDESIGNS FAIRING/WINDSCREEN CUSTOM DESIGNED & FABRICATED FAIRING USING FACTORY PAN AM LIGHTS AND KLOCK WERKS ROAD JOE COLEMAN @JSCLMN1 GLIDE WINDSCREEN HEATH PINTER @HEATHPINTER GAS TANK/CAP HANDMADE GAS TANK TO MIX THE FACTORY PAN AM KRIS ECHERT @KECHERT STYLING WITH THE TRADITIONAL H-D TEARDROP STYLING, GAS CAP IS SADDLEMEN @SADDLEMEN FACTORY PAN AM MACHINED TO FIT NEW TANK MIKE PORUMB @CMPMC DASH H-D MODIFIED OIL TANK HANDLEBARS
H-D FXR DIVISION 16” SPLIT ANGLE BUILT TO ACCEPT THE 7/8” PAN AM CONTROLS HAND CONTROLS/GRIPS H-D FOOT CONTROLS/PEGS FXR DIVISION MID CONTROLS AND MINI BOARDS HEADLIGHT STOCK TAILLIGHT H-D TURN SIGNALS H-D LICENSE MOUNT H-D SEAT CUSTOM MADE SADDLEMEN/FXR DIVISION
PAUL WIDEMAN @BAREKNUCKLEPERFORMANCE MIKEY OLLEY @9FINGERFABRICATION ZACH HASTINGS @_ZACHHASTINGS_ BROCK FORD @BROCKFUX_COM SHAUN & AARON GUARDADO @SMCO BILL KOPINGER @CARLSLLC PAUL @AVPCOATING BRIAN KLOCK @KLOCKWERKS
THE REAL
T ME MACHINE TRACKING DOWN THE HISTORIC DUAL SPORT SPORTSTER WORDS: BUCK LOVELL PHOTOS: ALEX CHAPMAN
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ABOVE: Scott Hodgson (right) works at Progressive Suspension today. He was an employee when the dual sport Sporty was built. He hasn’t seen the bike since the old days and rode out to meet the current owner, Bob Scott (center) and some other guy (left). BELOW LEFT: Hodgson takes a trip down memory lane after being reunited with the old Sporty. BELOW RIGHT: Bob Scott gets a kick out of his bike’s origin story from the original issue of Hot Bike from 1991.
EDITOR’S NOTE: We’ve been fans of this Dual Sport Sportster ever since it graced the cover of Hot Bike back in 1991. Well, it just so happened a little birdie (Mark Atkins aka the Butcher) hipped us to the Dual Sport Sporty’s current whereabouts. As it turned out it remained relatively unchanged, and it was in impeccable condition. In fact, the dual Sporty was getting ridden quite a bit by the current owner, a 78-years-young Bob Scott of Hesperia, California. We had to go out and pay Mr. Scott a visit to see how the bike was holding up. After an afternoon of photographing Bob ripping through the high desert on the dually, we knew this bike and its story were worth another feature. It just so happened that we tracked down previous editor, Buck Lovell, to write the follow-up piece to his original article from 1991. Enjoy.
W
hen Mr. Jay Tullis founded the Progressive Suspension company in the mid 1980s, we doubt he had any idea how successful it would become in such a short amount of time. The company name
“Progressive Suspension” was derived from the “progressively wound” springs found in many of their markedly superior suspension products of this era. Particularly in rear axle suspension shock absorbers. Remember if you can, the relatively few and somewhat primitive suspension items being offered for sale at that time. If you are an older rider, you know what I’m talking about. Harley-Davidson was in the very early stages of becoming gang-buster popular like
nothing previous. Harley-Davidson went on a 25-year popularity streak. Progressive Suspension was to benefit from this situation like many existing and yet-to-be-discovered aftermarket companies! This particular Harley-Davidson Sportster was intended for use by a Mr. Darryl Prieur who weighed 350 pounds and stood 6 feet 3 inches. Darryl needed suspension components both front and rear that would perform above and beyond the normal duty cycle. Darryl rode this bike to and from his job at Progressive Suspension a total of 45 miles both ways. Seven of those miles were on less than improved unpaved roads. That’s when Darryl has the most fun! This dual-purpose machine is completely reliable transportation, as well as being a totally fun one-off two wheeler for recreational riding! Say jumping ditches and climbing hills as well as squirting down rocky, un-maintained trails and roads. At the time of the original story this 1991 XL Sportster had no equal in the fun department. That front fork is a Kayaba cartridge unit with 10 full inches of travel. Progressive Suspension fork springs work with Progressive “Baja” Magnum rear shocks! For after dark riding across no man’s land, two Cibie 50/100 are bolted onto the handlebar/fork tops. Darryl chases jack rabbits with the unit on high beam! ISSUE 2 / 2023 33
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“BOB FOUND THIS TWOWHEELER IN A CRAIGSLIST AD READING ‘DIRT BIKE HARLEY.’ THAT WAS ENOUGH TO PIQUE HIS CURIOSITY!” Current, and long-time owner of this very special HarleyDavidson Sportster is Bob Scott, a high desert resident who has owned and ridden this machine for more than 15 years. Bob found this two-wheeler in a Craigslist advertisement reading “dirt bike Harley.” That was enough to pique his curiosity! He promptly purchased this dirt bike Harley.
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Bob is a long time off-road and desert racer of both two wheelers and four wheeled race vehicles. He was in the habit of scouting the different racetrack courses riding Time Machine to become accustomed to the turns and straights prior to a race. Scouting a racecourse is a good habit to have when you’re a racer, and it seems Time Machine attracted a great deal of attention of its own. Bob told me that virtually anyplace he went this orange motorcycle with the checkered seat was already well known. Scott only very recently reluctantly decided to stop riding motorcycles due to being 84 years old. His confidence and riding skills were in his mind diminished enough to make such a decision. He said, “It takes a long time to recover after a fall.” Time Machine is now retired after a long and illustrious career as a racing machine, and a conversation slash entertainment piece. But Time Machine is still “eye candy” in any Harley-Davidson rider’s mind! HB
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Introducing the all-new Gringo SV
..... ................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hand-crafted to the same high standard as its predecessors, Gringo SV is engineered to deliver comfort and rider protection on a whole new level. Integrated vents on the helmet shell are a Biltwell first, and give Gringo SV a racy silhouette. Sliding mechanisms behind both brow vents let you block out external airflow in cold conditions. Gringo SV’s new and improved shield features our Gen-2 hinge hardware and a refined locking mechanism.
WWW.BILTWELLINC.COM @BILTWELL
Metallic Sea Foam
MECHANICAL M A Vintage Motorcycle with Aviation Inspiration WORDS: JORDAN MASTAGNI PHOTOS: GEOFF KOWALCHUK
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L MARVEL
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I
n the world of motorcycle customization, innovation and creativity are key to standing out from the crowd. Sean Jackson, from Competition Distributing, is a mechanical enthusiast and vintage motorcycle aficionado that likes to challenge himself when it comes to his two-wheeled projects. Or any projects for that matter. Sean was about to embark on a remarkable journey to create a one-of-a-kind motorcycle blending vintage aesthetics and components with aviation inspired mechanics. We sat down with Sean to get the skinny on this inertia-start Panhead that recently won the Biltwell People’s Champ award, and $10,000, during Born-Free 14 weekend. Sean was cool enough to share the story behind his unique creation and the challenges he faced along the way. “I built this bike because I wanted to push my own limits on what I could accomplish,” Sean says. “Building this motorcycle for me was driven by a combination of personal growth, creative expression, and passion. It represents a journey of selfdiscovery, a desire to push personal limits, and a commitment to merging modern and vintage elements. The end result is not only a show bike but also a functional machine that embodies the vision and can be enjoyed by riding it.” The project began with the discovery of an inertia starter, a relic from World War II era aviation, which ignited Sean’s imagination. Intrigued by the idea of incorporating this starter into an antique motorcycle, he set out to bring his vision to life. With the assistance of his friend Kevin, Sean acquired the inertia starter, a beautifully preserved Eclipse aviation starter found on eBay. Despite the seller’s uncertainty about its functionality, 42 HOTBIKE.COM
Sean was undeterred. The $300 purchase arrived like a precious gift, sparking his excitement akin to Christmas morning. Fueled by his mechanical passion, Sean wasted no time in testing the inertia starter. As he cranked it by hand, the possibilities for his motorcycle build unfolded. The unique bolt pattern and immense torque of the starter led him to design a robust frame capable of accommodating its power. Departing from the conventional tubular frame, Sean drew inspiration from a shop chair he had seen on Instagram. This flat plate design with reinforced bracing became the basis for his innovative motorcycle frame. Utilizing modern modeling techniques, Sean meticulously crafted a complete Panhead frame, accounting for every nut and bolt. By raising the axle plates and incorporating a single down tube with single backbone, he ensured a lowslung appearance that exuded the charm of vintage motorcycles. This amalgamation of old and new formed the foundation for the rest of the bike’s design. To complement the unique frame, Sean carefully selected each component, blending elements from different eras. The frontend, modeled after a 1930s Harley-Davidson hill climber, featured a customized stainless steel trailing link suspension—a rare and sought-after component in the motorcycle world. Paired with Buckhorn style handlebars and other custom details, the overall aesthetic began to take shape. Sean’s attention to detail extended to the heart of the motorcycle—the 1948 Panhead engine. Sean undertook a complete rebuild, leaving no part untouched. The weathered
“IT REPRESENTS A JOURNEY OF SELF-DISCOVERY, A DESIRE TO PUSH PERSONAL LIMITS, AND A COMMITMENT TO MERGING MODERN AND VINTAGE ELEMENTS. ”
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FROM LEFT TO RIGHT: Tom Banks from Pittsburgh, PA, George Banks from Springboro, PA, Sean Jackson from Springboro, PA, Kelsey Jackson from Springboro, PA, Kevin O’Neal from Erie, PA and Brian O’Neal from Erie, PA.
cases were expertly welded and machined multiple times to restore their functionality and appearance. Sean designed and 3D-printed a dual carburetor manifold with wraparound velocity stacks, providing a visually striking element to the engine. The resulting motor, dressed to impress, became a fitting centerpiece for the bike. The final result of Sean’s monthslong endeavor is a visually stunning and mechanically awe-inspiring motorcycle that merges vintage charm with modern craftsmanship. Eschewing unnecessary amenities, the bike exudes a minimalist and clean aesthetic, drawing attention to its unique features. With a lefthand hill hold and internal components that facilitate a suicide clutch, Sean’s design ensures a comfortable and
secure riding experience. The absence of a front brake highlights the bike’s clean lines and pays homage to classic designs. The completion of the motorcycle marked a moment of triumph for Sean. Starting the bike for the first time with the inertia starter made it even more special. After seven and a half months of hard work, design challenges, and doubts, he successfully brought his vision to life. Contrary to naysayers, the motorcycle proved to be not only visually captivating but also surprisingly easy and enjoyable to ride, as Sean embarked on a 50-mile journey to qualify for the renowned Born-Free show, where he took the top prize as the 2023 Biltwell People’s Champ. HB ISSUE 2 / 2023 45
SPEC SHEET BIKE OWNER
SEAN JACKSON
SHOP NAME
COMPETITION DISTRIBUTING
SHOP WEBSITE/SOCIAL
COMPETITIONDIST.COM
IG @AXTION88JACKSON, YOUTUBE @AXTION88JACKSON YEAR/MAKE/MODEL
1948 / HARLEY-DAVIDSON / PANHEAD FL
FABRICATION
SEAN JACKSON
DESIGN
SEAN JACKSON / KEVIN O’NEAL
ASSEMBLY
SEAN JACKSON
BUILD TIME
7 MONTHS
ENGINE YEAR/MANUFACTURER TYPE/SIZE
1948 / HARLEY-DAVIDSON PANHEAD
EFI / CARB DUAL CARBURETOR LINKERT M74B
AIR CLEANER
COMPETITION DISTRIBUTING AMX SCOOPS
EXHAUST
HANDMADE BY SEAN JACKSON
SPECIAL FEATURES
304 POLISHED STAINLESS STEEL PLATE
FRAME, DUAL CARBURETOR INTAKE MANIFOLDS MADE IN HOUSE, SPLIT FUEL & OIL TANKS, WW2 ERA ECLIPSE AVIATION INERTIA STARTER TRANSMISSION YEAR/MANUFACTURER/TYPE CASE
1948 / H-D / 4-SPEED ORIGINAL
CLUTCH
FOOT CLUTCH
PRIMARY DRIVE
OPEN PRIMARY DRIVE
FRAME YEAR/MANUFACTURER
CUSTOM MADE IN-HOUSE FROM STAINLESS STEEL PLATE FRAME
RAKE
30 DEGREES
STRETCH
STOCK
SUSPENSION MANUFACTURER FRONT
HANDMADE IN-HOUSE
LENGTH
STOCK
SPECIAL FEATURES
HANDMADE 304 STAINLESS STEEL REVERSE LINK SPRINGER FRONTEND. ’30S HARLEY DAH HILLCLIMBER FRONTEND
WHEELS, TIRES, AND BRAKES MANUFACTURER FRONT-TYPE
LED SLED CUSTOMS INVADER 21” WHEEL
MANUFACTURER REAR/TYPE
LED SLED CUSTOMS INVADER 18” WHEEL
CALIPER
BREMBO CUSTOM MACHINED CALIPER BRACKET
FINISH-PAINT COLOR
CUSTOM TURQUOISE
PAINTER
BRIAN O’NEAL, WUD’S GOODS
ACCESSORIES LICENSE MOUNT HANDLEBARS HAND CONTROLS/GRIPS
CUSTOM HANDMADE BUCKHORN STYLE CUSTOM MADE INTERNAL THROTTLE AND BRAKE SPIRALS
FOOT CONTROLS/PEGS
PAPER STREET CUSTOMS
HEADLIGHT
TJ BRUTAL CUSTOMS
TAILLIGHT
JOE MARSHALL CUSTOMS
SEAT
COMPETITION DISTRIBUTING BOARD TRACK RACER SEAT
MISC.
1910 DECOMPRESSION LEVER FOR HILLHOLD BRAKE
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WRIGHT WRONG or
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The CoC’d ST WORDS: ROB FORTIER PHOTOS: JEFF WRIGHT
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T
here are a handful of builders in the US—and beyond— that I truly admire. Some just because of the people they are (who also build bitchin’ bikes) and some for their genuine, unique style, even if that style isn’t something I’d personally do or own myself. It’s always been easy to follow and ride the trends, but to buck the cookie-cutter slash cake decorator manner takes someone with a deep passion for all things twowheeled. Jeff Wright is that someone. Under the Church of Choppers banner, Wright has been twisting wrenches—and twisting bike themes—for as long as I can recall. When Jeff first acquired his Lowrider ST last year, I could only imagine what CoC twist he was going to give it, if any at all. Then he debuted it at Mama Tried, and the eyebrows were immediately raised. So, instead of me trying to interpret his masterful manipulation, I tossed him a handful of questions and let him run. Hot Bike: What was your initial inspiration to acquire and subsequently “build” your ST? (Was your intention to build a custom, or did you initially buy it just to have/ride?) Jeff Wright: The Low Rider ST was acquired to ride. I took it out to Colorado a few times and put about 5k flawless miles on it. One day I came home to a shitload of boxes from Harley… A friend mentioned I had a gift coming a few weeks prior. I forgot. When I started opening the boxes, I soon realized it was a complete 131 kit. Seriously I was like “Damn it!” Thank you, but “Damn!” Having an unmolested, brandnew Harley under warranty was dope AF. But, at that point, I pretty much knew the bike would get butchered. HB: Had you ridden the new Softail/M8 platform prior? And if so, what was your impression? JW: I had never ridden a new M8 before purchasing it, so no. HB: Let’s talk about your “aesthetic” modifications first: tell me more about the rear fender, the fairing, etc., and how you came up with the patina finish. JW: My wife does not ride with me, so I have no need for a rear seat and I could not look at the bike and not think its Softail. So, the fender was natural. I got rid of the inner fairing and smoothed it out. Cut a big hole and fiberglassed up an outlet for some dual headlights. Made some brackets and purchased another ST light. The paint is purely out of just being flat broke and tired. Walkers Way Paint cleared my work. It gives me the opportunity to paint it any way I like if I win the lottery. HB: I’m probably more interested in the performance modifications though, let’s talk about what you did, from the drivetrain to the suspension and brakes, etc. And why. JW: It’s a laundry list. Speed Merchant aluminum swing arm with a Fox Shock. Five-spoke aluminum wheels by Jade AF and [true] Brembo radial brakes with ABS deleted. Legends fork internals inside Nitrite tubes and Custom Cycle Engineering lowers. SM rear-sets. Leather seat by Rich Phillips. ODI Bars with Brembo controls. Gas cap from Race Component Development. Mishimoto oil cooler with some custom mounts. Front fender and side covers from Los Angeles Fairing Co. New oil lines (Earls) routed to be off the heads. A Racefit can with CoC mids linked to Screamin’ Eagle head pipes for the exhaust, along with the 131 kit. I have been bouncing from the Screamin’ Eagle to the Alloy Art Air Box trying to find out which one I like better. 50 HOTBIKE.COM
Slimmed up and raised gas tank, tiny little German turn signals, and some Baxter Grips. I moved the bags forward, and narrowed the profile of them by 2 inches, and gave them a little tilt forward. Oh yeah, why…because I want my friends to say ‘“Wow!” Or maybe I just wanted a hot rod Harley. Or because more than likely I have a problem. From the first bike I put together, I run by “If it doesn’t make it stop or go, off with it.” Less weight equals more ponies. HB: Tell me about the difference between dealer-fresh Lowrider ST and the CoC’d ST... I’m gonna assume much better, but how and why? Anything you’d do differently or are planning to change/update? JW: My honest answer is the stock ST was way better before I fucked it up. Now it snarls, spins it up, and skids to a stop. I plan to change the oil and ride it to work and shop and maybe finance another H-D for cross-country rides. Ha! HB: Lastly, why the red and blue ano? JW: In 1979 I watched my neighbors work on a jacked-up ‘68 Camaro and never forgot those Red and Blue fittings. I’m confident that Burt Reynolds, The Chi-Town Hustler, and Richard Petty probably used them also. HB
“IF IT DOESN’T MAKE IT STOP OR GO, OFF WITH IT.”
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SPEC SHEET BIKE OWNER
JEFF WRIGHT
SHOP NAME
CHURCH OF CHOPPERS
SHOP WEBSITE/SOCIAL
@CHVRCH / CHVRCH.COM
YEAR/MAKE/MODEL
2022 HARLEY-DAVIDSON LOW RIDER ST
FABRICATION
JEFF WRIGHT
ASSEMBLY
JEFF WRIGHT
BUILD TIME
5 MONTHS
ENGINE YEAR/MANUFACTURER
2022/H-D 131 SCREAMING EAGLE M8
TYPE/SIZE
MILWAUKEE-EIGHT / H-D
CASES
H-D
CYLINDERS
H-D
HEADS
H-D
ROCKER BOXES
H-D
EFI/CARB
H-D
AIR CLEANER EXHAUST
SCREAMIN’ EAGLE SCREAMIN’ EAGLE / CHURCH OF CHOPPERS / RACEFIT
TRANSMISSION YEAR/MANUFACTURER/TYPE
2022 / H-D
CASE
H-D
CLUTCH
H-D
PRIMARY DRIVE
H-D
FRAME YEAR/MANUFACTURER RAKE
SUSPENSION MANUFACTURER FRONT TRIPLE TREES MANUFACTURER REAR
WHEELS, TIRES, AND BRAKES MANUFACTURER FRONT CALIPERS ROTORS MANUFACTURER REAR CALIPER ROTOR FINISH-PAINT COLOR FINISH-PAINT ACCESSORIES FRONT FENDER REAR FENDER GAS TANK/CAP HANDLEBARS HEADLIGHT TAILLIGHT TURN SIGNALS LICENSE MOUNT SEAT
LEGENDS INTERNALS, NITRITE FORK TUBES, CUSTOM CYCLE ENGINEERING LOWERS H-D SPEED MERCHANT ALUMINUM SWINGARM WITH FOX MONOSHOCK
JADE AFFILIATED 5-SPOKE MAG BREMBO H-D JADE AFFILIATED 5-SPOKE MAG DUAL BREMBO H-D PRIMER / GUNSHIP GREY CHURCH OF CHOPPERS / WALKER’S WAY
LA FAIRING CARBON H-D SOFTAIL RACE COMPONENT DEVELOPMENT ODI 2 STOCK LITTLE LED GERMAN CHURCH OF CHOPPERS RICH PHILLIPS
2022 / H-D
HAND CONTROLS/GRIPS
BREMBO / BAXTER
STOCK
FOOT CONTROLS/PEGS
SPEED MERCHANT
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PAST
FROM THE ARCHIVES
The
1980’s HARLEYDAVIDSON MAKES A COMEBACK
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T
he 1980s were a glorious time. Reaganomics were in full effect, MTV transformed the music industry, and Jeff Spicoli made his big-screen debut. In Hot Bike land, drag racing and cool customs (like the iconic Hulk Hogan Shovelhead built by Arlen Ness and friends) were all the rage. As were scantily-clad women adorning said bikes. Of course, 1981 was significant because Willie G. Davidson led a team of investors to purchase Harley-Davidson back from American Machine and Foundry (AMF). In 1984, the 80ci Evolution engine was born as was the beloved FXST Softail, based on rear suspension design that hid the shocks to embody the lines of a rigid framed motorcycle. While the ’80s might be the decade some wish never happened, there were some pretty significant events that took place that we can be thankful for (like Bill and Ted’s Excellent Adventure).
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PAST
FROM THE ARCHIVES
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PAST FROM THE ARCHIVES
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TECH
TRASK PERFORMANCE’S
TORNADO TURBO KIT
SUBSTANTIAL PERFORMANCE GAINS IN JUST A FEW HOURS WORDS: JORDAN MASTAGNI PHOTOS: ALEX CHAPMAN, JORDAN MASTAGNI
M
otorcycle enthusiasts are always searching for ways to boost their bike’s performance. I’m especially guilty. One surefire way to gain substantial power without the need to bore, hone, stroke, port, polish, etc. is to add a turbocharger. Our good friend, and one of our favorite Kiwis, Nick Trask, developed Trask Performance here in the USA with that same goal in mind. Luckily for him, there are a lot of us power junkies in search of more and because of that Trask’s line of turbochargers have been making their way onto Harley-Davidsons for over 20 years. Most recently, Trask developed its Tornado Turbo Kit ($5,999.99) for Harley-Davidson Milwaukee-Eight Softail and Touring models. The cool thing about the Tornado Kit is that it’s completely turn-key and is sold directly through Drag Specialties dealers. And because the Tornado is available through dealers for the first time ever, that means it’s that much more readily available through Drag’s massive distribution network, making the ease of obtaining one that much more efficient. The kit comes with larger injectors, spark plugs, boost gauge with mount, oil feed and drain lines with custom cam cover, Thundermax tune files and all
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necessary hardware and gaskets. The Tornado utilizes the same tried-and-true technology that has revolutionized the industry by harnessing exhaust gases to generate additional power. The Trask Tornado Turbocharger does just that and has become a popular choice for bikers looking to increase horsepower and torque output. In this article, we will explore the specifics of a motorcycle turbocharger, its components, and how boost pressure plays a vital role in enhancing performance. Of course, turbocharging places additional stress on the engine components, so regular maintenance, proper lubrication, and periodic inspections are essential to ensure long-term reliability and performance. Turbochargers have transformed motorcycle performance by utilizing exhaust gases to generate increased boost pressure, resulting in higher horsepower and torque output. By understanding the components of a turbocharger, the function of boost pressure, and the impact on engine performance, riders can make informed decisions when seeking to enhance their motorcycles. However, it is crucial to consider supporting modifications, cooling requirements, and proper maintenance to ensure
reliable and optimized performance for an exhilarating ride. You may have noticed there is no intercooler present on the Trask Tornado Kit. With other Trask Turbo kits for Twin Cam and Evo you’ll notice they do come with an intercooler. So what gives? “The M8 engine is so much more efficient in design than previous air-cooled V-twins,” says Nick Trask. “With manufacturers having to meet stringent fuel emission standards, utilizing the four-valve head and smaller port design allows the incoming air fuel to flow smoother and faster with less heat. This results in more power, a more of a complete burn cycle and less emissions.” Long story short the Trask Tornado bolton system features a high-efficiency custom-built Garrett turbocharger, free-flow stainless exhaust and plenum chamber to provide many arm stretching trouble-free miles. Trask recommends keeping your oil clean and change it every 1,500-2,000 miles with a good synthetic lubricant like
Motul’s Twin Line. Also, whenever you add horsepower, you definitely want to make sure you pay attention to your factory drivetrain and what you might need to account for the extra ponies. We recommend an Evolution clutch, Baker Drivetrain compensator, and a Müller easy clutch setup to make the lever effort buttery smooth while still transferring all that extra power to the rear wheel. For a step-by-step video of how to install the Trask Tornado Kit, or to ensure your local dealer did the work they were supposed to do, check out the video of the installation on our Low Rider ST by scanning the QR code here.
TURBOCHARGER COMPONENTS
The Trask Tornado Kit comes with everything you need to bolt on a substantial increase in horsepower in just a few hours. The Tornado Kit even includes a base tune file for most applications, but more in-depth tune files are available based on your application.
TURBOCHARGER
The turbocharger is the heart of the system and is responsible for compressing the intake air to provide additional oxygen to the engine. It consists of a turbine and a compressor wheel connected by a shaft. The turbine is driven by the exhaust gases, while the compressor wheel forces air into the engine’s intake system. Trask Performance offers high-quality turbochargers specifically designed for Harley-Davidson motorcycles.
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TECH TRASK PERFORMANCE’S TORNADO TURBO KIT WASTEGATE
The wastegate is a valve that controls the amount of exhaust gas flowing into the turbine housing. It helps regulate the speed of the turbine and prevents overboosting by diverting excess exhaust gas away from the turbine. This ensures the turbocharger operates within safe limits and protects the engine from excessive boost pressure.
PLENUM / INTAKE
The Intake Plenum’s primary function is to transfer the fuel-to-air mixture to the cylinders, essentially what a normal intake manifold/ throttle body already does. With a turbo system, during the fuel distribution, the pressure in the manifold should be higher than that in the cylinders during their intake stroke. The intake plenum’s function is to produce this high pressure. It is basically a pressurized air enclosure. The manifold has a row of individual tubes called runners that extend out of the plenum. They supply air/fuel mixture to the respective cylinders. The runners occupy a smaller area of the plenum surface. The Trask Plenum was designed explicitly for highhorsepower performance by smoothing out the pressure differential by playing a crucial role in supplying clean and unrestricted air to the turbocharger. Trask’s high-performance air filters are designed to provide maximum airflow while maintaining filtration efficiency.
EXHAUST
The exhaust collects the exhaust gases from the engine cylinders and directs them to the turbine side of the turbocharger. The Trask Tornado exhaust pipes are constructed of stainless steel to withstand high temperatures and ensure efficient flow of exhaust gases. The exhaust system after the turbocharger helps efficiently channel the exhaust gases out of the engine. It is crucial to have a properly designed and unrestricted exhaust system to minimize backpressure and maximize the turbo system’s efficiency.
BOOST GAUGE
The boost gauge is a mechanical device to monitor the turbocharger’s boost pressure while in operation. It ensures that the desired boost levels are maintained consistently throughout the engine’s operating range.
FUELING AND ENGINE MANAGEMENT
A motorcycle turbo system requires appropriate fueling and engine management to optimize performance and ensure the engine operates within safe limits. Trask uses higher flowing fuel injectors (5.8) and a ThunderMax with WaveTune ECM fuel management system, which is capable of adjusting fuel delivery and ignition timing to compensate for the performance upgrade.
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TUNING AND DYNO TESTING
Proper tuning and dyno testing are essential to optimize the performance of a motorcycle engine turbo system. This involves adjusting fuel maps, ignition timing, boost levels, and other parameters to ensure reliable and consistent power delivery while maintaining engine durability. Trask has an in-house dynamometer and a dedicated technician to handle all the runs they do for their customers. We ran our Low Rider ST on the dyno after the installation was complete and achieved 136.62 hp and 143.02 lb-ft of torque after about 3 hours of installation time (while taking photos!). Adding 40 or more horsies in that amount of time is well worth it. HB
BASIC TURBOCHARGING TERMS
INCREASING HORSEPOWER AND TORQUE OUTPUT Boost pressure plays a significant role in improving a motorcycle’s horsepower and torque output.
BOOST PRESSURE FUNCTION How does boost pressure function? Boost pressure is the additional air pressure above atmospheric pressure supplied to the engine by the turbocharger. It increases the density of the intake air, allowing for a higher fuel-to-air ratio during combustion.
ENHANCED AIRFLOW The compressed air, denser due to boost pressure, contains more oxygen molecules. This allows for a higher fuel-to-air ratio during combustion, resulting in increased power output.
COMPRESSOR OPERATION As the turbine wheel spins, it powers the compressor wheel. The compressor wheel draws in ambient air and compresses it before delivering it to the engine’s intake manifold, creating positive pressure.
EFFICIENT COMBUSTION The improved combustion efficiency leads to better utilization of fuel, maximizing the potential energy within each cylinder’s power stroke. This translates into increased horsepower and torque output.
WASTEGATE REGULATION To prevent overboosting, a wastegate controls the flow of exhaust gases to the turbine housing. When the predetermined boost pressure limit is reached, the wastegate opens, diverting excess exhaust gases away from the turbine and regulating boost pressure.
ENGINE TUNING Increasing boost pressure necessitates proper engine tuning to optimize performance. This includes adjusting fuel delivery, ignition timing, and other parameters to accommodate the higher airflow and boost pressure, ensuring smooth and reliable operation.
SOURCES: DRAG SPECIALTIES Dragspecialties.com Contact your local Drag Specialties Dealer
TRASK PERFORMANCE Traskperformance.com
THUNDER-MAX Thunder-max.com ISSUE 2 / 2023 65
TECH
BUILDING A BETTER PART 2 PUTTING THAT POWER TO THE PAVEMENT WITH AN EVOLUTION INDUSTRIES CLUTCH & BAKER DRIVETRAIN COMPENSATOR WORDS AND PHOTOS: ROB FORTIER
A
s promised, I made it back out to see my extended “Collective” family in Phoenix (FXR Division, Motorwitch/Leading Edge, and Torch
Industries) with the freshly-cammed and EFI upgraded ’21 Lowrider S. But it was not for the additional engine work, rather, to address the limitations of the stock H-D clutch! With the Wood Performance .480 cam and HPI 62mm fuel deliverables, I could already feel the factory M8 clutch underperforming—which is something that was brought to my attention at the time the engine work was being done. So, instead of riding back out to Phoenix in April as intended to for a not-so-little-increase in cubic inches done, I rode back out to get the driveline upgraded. I hit the I-10 early one Wednesday morning and had a lovely 4.5-hour cruise buzzing along averaging 3,000rpm. Now, I only mention that last part because it will come into play after the return ride home! Fresh and early Thursday morning, Danny Wilson began the tear down, and as he was doing so, that skinny belt final drive I’d finally come to terms with keeping became a topic of conversation—and thus, an FXR Division chain drive conversion was quickly added to the 66 HOTBIKE.COM
“Putting that [newly enhanced M8] power to the pavement” is simple: install one Evolution Industries Stage-1 complete clutch assembly (10063158), one Baker Drivetrain Compensator sprocket (730-M8), and one accompanying primary chain.
Collective Phoenix job! Here’s the complete recipe for what we ended up using: 1. EVOLUTION INDUSTRIES 49-TOOTH STAGE-1 COMPLETE CLUTCH ASSEMBLY 2. BAKER DRIVETRAIN 34-TOOTH COMPENSATOR SPROCKET KIT (WITH NEW PRIMARY CHAIN) 3. FXR DIVISION FB INC. EZ CLUTCH ADJUSTER UPGRADE 4. MULLER POWER CLUTCH “RELIEF” KIT
ABOVE/BELOW: If you know what true performance clutches can do, then
you already know what this factory H-D clutch assembly and compensator sprocket are not doing: performing (up to higher-horsepower par, that is). Solution begins by completely removing said components…right down to the stator and transmission output shaft.
The clutch/primary upgrade is straightforward: no modifications required. In the process, however, Harley’s auto-adjust plastic clutch cable adjuster (something that can—and eventually will with horsepower increases—leave you in a “bind”) was swapped out for FXR Division’s billet aluminum adjuster. Additionally, even though we used Evolution’s lighter (blue) clutch springs, to make the clutch engagement that much more enjoyable, we also swapped out the stock ball ramp release for a Muller Power Clutch for a (roughly) 40-percent easier clutch actuation. Now, why the Evolution clutch and Baker comp? Well, for one, the Stage-1 clutch features a CNC’d forged aluminum, Mil-Spec hard-ano Black Ops basket—that alone will hold up to more horsepower than the OE clutch, as does the coil-spring, billet pressure plate design. The Kevlar friction plates offer the same advantages: higher heat coefficient that, in short, puts the power to the pavement—reliably and under extreme conditions.
Though the Stage-1 clutch comes completely assembled (with Evolution’s medium blue pressure plate springs—stiffer red springs are available), it does require disassembly…
…in order to presoak the Kevlar clutch plates. Evolution recommends B&M’s Trick Shift ATF (Type F), so that’s exactly what Danny uses. Do not use synthetic primary fluid.
To combat the potential weakness of the stock M8 comp sprocket, Baker Drivetrain developed theirs with “increased cam lobe geometry width and ramp angles,” which translates to much more efficient oiling capabilities within the primary.
Properly pre-lubed, the Baker cam slider assembly (which includes the spring pack) is installed first.
The 34-tooth comp sprocket, new primary chain, and 49-tooth billet clutch basket (minus steels/friction) are installed as a “unit.” Danny had already checked the alignment of the sprocket and clutch basket, so no spacers were required.
The Baker comp sprocket is torqued to 100/175 ft-lbs, while the clutch hub nut retaining the Evolution clutch basket is torqued 70/80 ft-lbs.
Note the zip tie on the primary chain adjuster—Danny keeps preload on the adjuster to aid in reinstalling, avoiding having to compress it while squeezing under the chain!
All adequately bathed in ATF, the Evolution clutch friction plates and steel plates are reunited with the clutch basket...
ISSUE 2 / 2023 67
TECH BUILDING A BETTER MILWAUKEE-EIGHT: PART 2
...Followed by the billet pressure plate.
The clutch install gets finished up with the aforementioned medium-pressure springs and clutch adjuster.
A fresh new gasket for the primary cover before the remnants of the quart of Trick Shift get poured in the derby hole (Danny used a fresh, clean tray…don’t worry!).
Another “suggestion” which is more of a requirement if you want to avoid clutch failure in the future: eliminating the factory auto-adjust (the top half of the plastic adjuster on the M8 clutch cable, which Danny is removing here).
SOURCES:
BAKER DRIVETRAIN: www.bakerdrivetrain.com
68 HOTBIKE.COM
COLLECTIVE PHOENIX www.collectivephxaz.com
EVOLUTION INDUSTRIES: www.evolution-industries.com
FXR DIVISION: www.fxrdivision.com
With the adjust removed and clutch cable at full slack, the transmission side cover can be removed for the installation of the Muller Power Clutch extended-release ball ramp (available from FXR Division), which is a direct replacement for the stock H-D clutch release mechanism. With this installed, the clutch actuation will be very similar to how it was previously. For a much firmer clutch feel, simply swap out the blue Evolution springs for the heavier red springs.
Danny topped the trans back off with Red Line Shockproof V-twin Transmission fluid.
Finally, Danny addresses the auto-adjust situation with FXR Division’s EZ Clutch Adjuster Upgrade Kit (from Fat Baggers): a $50 solution to save you hundreds, if not more, in potential clutch component replacement in the future!
Similarly, the Baker compensator is superior to the stock sprocket in strength and durability, plus it has the ability to forcibly scavenge and deliver primary oil to all the thrust surfaces, ultimately providing smoother yet reliable transfer of power.
drawback, and something that I’ve quickly become accustomed to, takes us back to that previous statement regarding the RPMs. My comfort-zone of 3,000rpm had slightly increased, and that’s a direct result of the gear ratio change with the 32-tooth compensator
Fluid wise, per manufacturer recommendations, Danny went with
sprocket and the clutch’s increased 49-tooth sprocket (up from the
B&M’s Trick Shift hi-po ATF (which I’ve used with great success in the
stock 46t). Admittedly, it took a good number of miles and time on
past) in the primary, while the trans was topped back off with Red Line’s
the seat to adjust to that, but what I had no trouble adjusting to was
V-twin Transmission full-synthetic gear oil.
the huge increase in performance—without having to grab the clutch
Once Danny had spent the better part of a half-day at Collective
any harder than previously. It is really an amazing difference, and
(which included the FXR Division rear chain drive conversion that we’ll
now I have the peace of mind knowing my drivetrain has no problem
cover in the next issue), I was no sooner back on the I-10 headed home
handling the increased engine power…and just as easily able to
towards SoCal. Right out of the gate, or onto the freeway from 7th Ave.,
handle even more increased power if/when we get around to that
I immediately felt the difference: the M8 that could, would … pull like an
Leading Edge 129ci top-end kit!
MF’er! Even though the torque numbers weren’t affected much (117lbft), it felt like I’d gained 20-percent more—it was that noticeable. The only
See you next month when we come back to button up the FXR Division chain drive…till then! HB ISSUE 2 / 2023 69
ED 72 HOTBIKE.COM
DR
RIDE MOTORCYCLES, HAVE FUN BILTWELL’S CREW REMINDS US HOW TO PROPERLY LIVE LIFE ON TWO WHEELS WORDS: BILL BRYANT PHOTOS: GEOFF KOWALCHUK
ISSUE 2 / 2023 73
EL DIABLO RUN 2023
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OPPOSITE PAGE: Old bikes in Baja are always an adventure—whether you want one or not! CLOCKWISE FROM TOP LEFT: Friend of Biltwell and handcrafter of fine comida, Roy was serving up his famous tacos at Biltwell’s Temecula headquarters during the pre-party. Follow @roysters_tacos! Aaron Mason and the crew at Old Rose Tattoo in Temecula have made a tradition of zapping EDR riders the night before they all head south. Getting to San Felipe really isn’t that far, but there is something especially difficult about Mexico miles. Many a rider has been beaten by this lonely stretch of tarmac. People come from all over. For some from Canada, the Midwest, or the East Coast this might be the first time they’ve seen the desert and riding through the lunar landscape is especially surreal. Friends old and new sneak in one last taco before hitting the road to San Felipe.
ISSUE 2 / 2023 75
EL DIABLO RUN 2023
The Malecon along San Felipe’s beachfront was packed with bikes from one end to the other. By centralizing the party in town it gave riders a chance to hit the bars, restaurants, and shops and provided a free bike show for the locals. Bike rodeo games earlier in the day by Ruben’s and Kiki’s campgrounds are always entertaining.
76 HOTBIKE.COM
ABOVE AND BELOW: Slow races sound easy until you try to do it in front of a few hundred hard partiers. BOTTOM LEFT: Last year Biltwell adopted the
Sonrise Orphanage in San Felipe. The crew organized cash, presents, and music instruments for the kids at Christmas time and came back with bikes during the EDR. BOTTOM RIGHT: The kids loved getting to see the machines, meet riders, and even get a couple hot laps around the block. El Diablo Runners donated over $3k in cash that went directly to the orphanage.
ISSUE 2 / 2023 77
BILTWELL 100
ABOVE: Go’s hopped up flathead Indian (note the suspension) put him out front in the Mike Davis Early Iron class that was packed with pre-1960 American motorcycles. Go is not only an exceptional builder, he’s fast as hell whether it’s flat track or his first time racing desert—he goes for it! BELOW: The 100 is a totally family-friendly event and there’s plenty of
desert for kids and parents to ride around in and spectating can be done from the pits or anywhere along the course as long as nonracers stay 100 feet off the course.
TOP: Go Takamine and his wife Masumi are tough as nails and
super fast. MIDDLE: Good times are more important than lap times at the
Biltwell 100. ABOVE: One of the improvements Biltwell is planning is
streamlining the registration process. These guys are relentless about iterating and improving their events. The fact that many experienced racers consider this the most fun race all year proves that it’s working.
78 HOTBIKE.COM
ABOVE/CLOCKWISE FROM TOP: The start is exciting for beginners and experts alike. This year. it was a bomb run into a mud hole right before a tunnel leading under the train tracks. These kind of details make this a fun course layout. Motorcycle choices vary from 1200cc ADV bikes, to hammered 50-year-old Triumphs, and everything in between. BELOW: This photo sums up the diversity on the Biltwell 100 course. A minibike, two pre-1960 flathead Harleys, and a couple totally modern dirt bikes all
having a blast!
ISSUE 2 / 2023 79
BILTWELL 100
CLOCKWISE FROM TOP LEFT: Timing run by the crew at DP4 allows riders to see their times for each lap, plus their overall times. As much as Biltwell likes to promote good times over lap times, it’s still fun to see how you did.
The vintage Japanese dirt bikes come out of the woodwork and apparently about 75-percent of them were bought from Otto at Biltwell… Speaking of Otto, the awards presentation might be better named a “roast”. Old Otter has made an art out of shit talking podium finishers and it makes for great entertainment.
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ATTENTION TO DETAIL Ehinger Kraftrad’s Meticulous Motorcycles WORDS: MARK MCCUNE PHOTOS BY: DIRK WEYER, FRANK THUNDER & ANDRES GEHRKE
E
hinger Kraftrad is more than a German custom motorcycle shop. It’s also anything but ordinary. In fact, Ehinger’s methods could be considered “minimalist” and “meticulous” into how each individual project is treated with the utmost care and respect. Led by founder, Uwe Ehinger, who is the principal owner in charge of development and production of all motorcycle builds and parts lines. While Ehinger Kraftrad produces a small batch of intricately detailed and designed motorcycles, they also offer a small line of apparel too. We’ve long been admirers of Ehinger Kraftrad’s work and we’re always looking forward to whatever Uwe and company roll of their lift when their latest project’s complete. Uwe has decades of experience as a racing- and sportbike rider, as a globetrotting retailer of rare bikes and parts and, not least, as an engineer and entrepreneur. Ehinger Kraftrad was founded in 2008 by Katrin Oeding and Uwe Ehinger. An Ehinger 82 HOTBIKE.COM
piece always comes with a fragment of motorcycling history. Ehinger Kraftrad creates design concepts for bikes, bike parts and apparel with unique and innovative solutions – all executed with precision, high quality and minimalist design in close cooperation with selected partners. Uwe and Ehinger Kraftrad also published a book, “RUSTY DIAMONDS,” which follows Uwe’s archeological motorcycle discoveries from 1979 to 1989. It is a collection of almost lost motorcycle knowledge and a unique, extremely personal documentation of a true motorcycle enthusiast. When it comes to building minimalist, precision-built motorcycles, Uwe’s name is synonymous with the custom bike scene in Hamburg, Germany. And Ehinger Kraftrad, has been in business since 2008 and has become a go-to destination for motorcycle enthusiasts in not just Hamburg, but throughout Germany and Europe overall. But his journey in the world of
ISSUE 2 / 2023 83
ABOVE AND BELOW: Ehinger’s Snowracer combines the timeless coolness of a vintage motorcycle with an innovative twist. The Snowracer is a true reflection of Uwe’s boundless creativity, which comprises endless details that ensure an enchanting visual experience that keeps unveiling new surprises with each viewing.
84 HOTBIKE.COM
motorcycles began long before that. Ehinger started riding motorcycles at the age of 11 on a Yamaha TY80. By the time he was 14, he had already rebuilt his Kreidler and had found his passion for building motorcycles. He got his start in his father’s garage and was inspired by American magazines like Hot Bike, Easyriders, In The Wind, and the Jammer Handbook by E.Z. Winarsky and Mil Blair. Uwe’s motorcycling career began at the age of 17 when he started trading motorcycles. He did that until 1989 when he opened his first shop. His love for vintage Harleys and unique builds grew from there. His shop has become known for its signature style of combining optimal components with new solution possibilities. The custom bike scene in Hamburg and the surrounding areas in Germany is thriving. Germany has the second most Harley-Davidson owners in the world after the USA, and there is a large custom motorcycle scene as a result. However, owning a custom bike business in Germany comes with its challenges. The taxes are higher, and there are many technical regulations to comply with. When asked about the
most challenging obstacle he faces when building, Ehinger says, “There is only one hurdle, and that is budget.” Each build process is unique and tailored to the needs of the specific project. Ehinger’s favorite builds are always the last project and the next. He owns many of the bikes in his current collection, but many of them are also customer bikes. As for the future of Ehinger Kraftrad, not much will change. Ehinger believes that the motorcycle as we know it is uncertain due to the CO2 emissions of internal combustion engines. However, he is grateful for the awareness of the history of the custom motorcycle that publications like Hot Bike continue to bring to the industry. Uwe Ehinger’s journey in the world of motorcycles is one that spans over four decades. His passion for building unique and quality motorcycles has made his shop, Ehinger Kraftrad, a staple in the Hamburg custom bike scene. While he acknowledges the challenges that come with owning a custom bike business in Germany, he remains focused on his unique approach to each build process. The future of the motorcycle industry may be uncertain, but Ehinger’s influence on the custom bike scene will undoubtedly be felt for years to come. HB
ISSUE 2 / 2023 85
ABOVE: Are you starting to see a pattern with all the Ehinger builds? Minimal paint design and colors leave the meticulous craftsmanship to do all the talking. The timeless style and intricate detail do a pretty good job of that. BELOW: This 1940 Flathead was traced all the way back to a Vietnam veteran in Florida. Ehinger received it from the owner as an already-converted bobber, but it took some work to get it up to Ehinger standards.
ABOVE: The Pendleton Panhead, a powerful and traditional motorcycle was inspired by the iconic “Chief Joseph” pattern from Pendleton Wool Mill. The Pendleton Panhead pays an homage to the Nez Perce chief known for his heroic resistance against displacement. The handmade saddle and rear wheel cover represent the proud symbols of pride, bravery, and power. BELOW: When you mix a Harley VLH and a ULH with a JDH and a supercharger, you get the below representation of flat-tracking awesomeness.
ISSUE 2 / 2023 87
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TECH T PS
THE TRUTH ABOUT BIG TWIN COMPENSATORS EDITOR’S NOTE: For 25 years, Danny Wilson has been a master-certified HarleyDavidson technician, five of which he spent training overseas technicians how to be better technicians. Danny is a walking encyclopedia when it comes to Harley-Davidson functionality and has some great tips when servicing your motorcycle yourself, or at the very least, how to ensure the work your local dealer performed is up to snuff.
FROM THE
PROS:
WITH DANNY WILSON
W
elcome back to the latest edition of Hot Bike’s tech tips. In our last installment, we covered the first service on a Milwaukee-Eight Harley-Davidson (in Touring and Softail configurations).
In this installment, I am going to cover the commonly overlooked
items that are impacted when adding horsepower, the factory big twin compensator and the factory clutch. I’ll break down the differences between the stock parts versus the more performance-oriented drive components. But first... I hear a lot from our customers, and it seems to be the opinion of the “master tech” on the forum, but a lot of people seem to think that stock Harley parts are shit. This is not the case. Stock parts are designed to handle the bike in the stock configuration, and they do so very well. When you start to build more power some of the supporting components simply aren’t designed to take that kind of abuse. Because our Low Rider ST is getting the Trask Turbo treatment it will be making far more power than the stock compensator and clutch were engineered to take, which is what we’re changing them out. Let’s talk about exactly why we’re changing the compensator and clutch out. One of the first parts that will fail with more power is the compensator. The compensator is basically a ramp system with springs. It is designed to absorb the shock from acceleration and deceleration. If the
SCAN THE QR CODE & CHECK OUT THE VIDEO IF YOU NEED SOME HELP DOING THIS YOURSELF ON THE HOT BIKE YOUTUBE CHANNEL 90 HOTBIKE.COM
Here’s a look at the factory Milwaukee-Eight slider cam from the stock compensator. This part seems to fail, breaking into several pieces, once you start adding horsepower.
The factory compensator comes with several bell springs as opposed to Baker’s more robust bell spring pack.
This clutch provides great engagement with smooth shifting and no slippage. These clutches are available to fit all Harley-Davidson sixspeed transmissions (cable or hydraulic). Now let’s move on to a couple things that will support your clutch upgrade. The stock clutch cable on late-model Harleys has a plastic “automatic” adjuster that is sprung. When you increase spring pressure in the clutch pack it will strip the teeth out of the plastic adjuster. Fat Baggers makes a metal adjuster (directly below) that replaces this plastic component (bottom left) and at that point you are back to a traditional clutch cable adjustment. With increased spring pressure comes increased clutch lever effort. To take care of that we installed a Müller ball and ramp (bottom right), which provides the same lever effort as stock even when using the Evolution clutch.
compensator is deleted that shock will be absorbed by the clutch hub bearing which will fail rapidly. Aside from the mechanical use, it also provides you with a smooth power delivery and a much more pleasant riding experience. For this we are using a Baker Drivetrain compensator assembly, which has a decreased ramp lobe diameter which significantly reduce velocities on the part, ultimately reducing wear. The radial width of the ramp lobe is increased which reduces the PSI loading, again increasing the lobe of the part and reducing wear. There are seven supporting spokes that structurally tie the inner ramp to the hub of the sprocket. The mass of the sprocket is concentrated towards the center so that the ‘flywheel effect’ is minimized, which reduces operational noise. The parts are all made in America of heat treated 4140 steel alloy. The next component is the clutch. I’m sure most of you know what a clutch is and how it works, but we’ll cover it anyway. The clutch in a big twin is a basket with starter ring gear, a hub pressed into a bearing, and a series of plates that are friction and steel. Evolution Industries’ clutch assembly is my go-to clutch for many reasons. The main clutch components are made of forged 7076 steel, which automatically trumps some of the weaknesses of the stock configuration. When you get this clutch, it’s complete. I simply soak the plates in ATF, install it and I’m done. The Evolution clutch also has multiple options for spring pressure. The default springs handle up to 150 horsepower, but the heavy springs can handle up to 240 horsepower. You can also use different spring rates to get lower effort without sacrificing performance.
This setup is as good as it gets for your bike, so if you’re planning on building some power this will sort out your primary drive. Please check out the video that accompanies this article, which provides the step-by-step installation so that if you decide to do this yourself you can do so after purchasing a few tools you may not have. We’re already working on more videos for you guys so until next time stay tuned and ride safe. HB
SOURCES: BAKER DRIVETRAIN : bakerdrivetrain.com EVOLUTION INDUSTRIES: evolution-industries.com Baker’s slider cam and bell spring pack are much more robust and don’t seem to fail under heavy acceleration load from increased power.
MÜLLER EASY CLUTCH: fxrdivision.com FAT BAGGERS, INC.: fatbaggers.com ISSUE 2 / 2023 91
HOT BIKE TESTED
WORDS AND PHOTOS: JORDAN MASTAGNI
HARLEY-DAVIDSON TWO-UP TOURING SOLUTIONS FOR ’22–LATER LOW RIDER ST
T
he Harley-Davidson Low Rider ST is arguably one of the hottest
Luckily, we scored an uber-cushy Sundowner Seat (P/N: 52000350,
bikes to hit the market in quite some time. FXR guys, Dyna
$372.95), a set of the Holdfast docking hardware (P/N: 52300646,
guys, even bagger guys are warmly welcoming this modern-
$54.95) for a detachable sissy bar upright (P/N: 52300434, $221.95)
ized FXRT (I liked it so much, it’s the first new Harley-Davidson I ever
and Passenger Backrest Pad (P/N: 52300560, $79.95) and a Sport
bought). The only real bummer about the Low Rider ST is that it’s set
luggage rack (P/N: 50300131A, $191.95). You also must factor in the
up for only a rider, no passenger. No passenger pegs, no passenger
Passenger Peg support brackets (P/N: 50500769, $107.95) and the
seat or P-pad (do people still make those?), basically there’s nowhere
passenger pegs themselves (P/N: 50500609-right, P/N: 50500726-
to put the missus when they’re itching for a ride.
left). I’m a little perturbed that these items are all sold separately.
You’ve heard the slogan: “the bike is just the down payment for the
Just doing a bit of mental math here (not classically trained by any
accessories” right? Well, this rings very true with the Low Rider ST (or
stretch), it looks like the pre-tax grand total for the above-mentioned
any ST for that matter) when it comes to passenger seating options.
items breaks down to… $1,029.70, which doesn’t include the factory
In all honesty, I rarely ride with my wife. We used to ride together a
passenger pegs themselves. We called our local dealer, Huntington
lot back in the day. But with young kids, it makes things a bit more
Beach Harley-Davidson, and it was $43.99 for each peg (totaling
difficult. But once in a while we get the opportunity to be alone. With-
$87.98 before tax, which is 10.25% in the LBC, dawg). So all in I’m at
out kids. Like where they’re not in desperate need of snacks or a new
$1,232.24 to add a passenger… Sheesh! Such is life, I guess. Once you
episode of Bluey, or whatever the hell else 10 and 4-year-olds need to
can get past the cost, the setup above is in and of itself a great combi-
survive. And when that happens, we like to try and go for a ride. Or
nation and really works well. Our passenger is happy, which is all we
really anywhere for that matter for some serious adulting.
really need from a two-up setup.
SOURCE: Harley-Davidson.com
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NEW PRODUCTS
31 STATE BLOCK-OFF PLATE FOR ROKFORM CASES Contact for Price
GALFER USA SUPERBIKE ROTOR FOR HARLEYS Contact for Price Want a World Superbike rotor for your Harley? Well, Galfer USA is now offering its World Superbike wave rotor designed specifically for 2006– 2023 Harley-Davidson models. This two-piece floating front rotor is set to revolutionize braking performance in the motorcycle racing industry. galferusa.com
The new and improved 31 State BlockOff Plate for RokForm cases holds your phone in place and features built-in vibration dampening technology so your camera doesn’t get all weirded out. 31state.com
BILTWELL MURDOCK RISERS $289.95 The Biltwell Murdock risers for Harley big twins are available in 6, 8, 10, and 12-inch rise in either straight or pullback (shown) for 1-inch handlebars. Check Biltwellinc.com for a ton of fitment photos for properly setting up your ride with the right height. biltwellinc.com
RAMJET PERFORMANCE CYCLES BREMBO BRAKE CALIPER BRACKET FOR DYNA $299.99 Ramjet’s new billet aluminum rear brake bracket allows you to run the Harley Touring Brembo caliper on your Dyna for an affordable performance brake upgrade. ramjetracing.com 96 HOTBIKE.COM
ODI GRIPS ODI X VANS LOCK-ON GRIPS $75.95 The ODI x VANS V-twin Lock-On Grip features the classic Vans waffle sole patterns built into a medium diameter grip that provides legit palm traction and extra vibration dampening. Available in a variety of colors for push-pull or TBW Harleys. odigrips.com
FEULING RACE SERIES LIFTERS $299.95 Feuling’s Race Series lifters are a no-brainer if you’re doing any camchest work on your Milwaukee-Eight. Get a set of quality lifters at a good price that you know you can count on. feulingparts.com
TRASK PERFORMANCE CARBON FIBER CHIN SPOILER
KRAUS MOTOR CO. KR8 INVERTED FRONTEND KIT
$999.95
$6,720
Trask’s new carbon fiber Chin Spoiler fits 2009–later Harley-Davidson Touring Models and aids in tidying up the downtube section in a clean and sanitary way. traskperformance.com
MOTUL USA HELMET CLEAN $8.51 It’s inevitable your helmet visor will get destroyed by bugs and other junk. We use Motul’s Helmet Clean for wiping away any debris that affects our field of vision. It’s small and transportable and fits in the saddlebags without taking any space. motul.com
The Kraus KR8 Inverted Front End Kit includes Öhlins inverted front forks, new KR8 triple trees, Kraus radial brake mounts, and KR8 fork guards to protect the fork seals and more to give you the utmost in performance suspension and handling. krausmotorco.com
J.W. SPEAKER ADAPTIVE 2 HEADLAMP $583.95 J.W. Speaker’s Adaptive 2 Series headlight factors in lean angles and provides ditch-to-ditch lighting to illuminate dark corners on sharp turns and a punch of light 1,500 feet down the road to give you a safer and more confident ride to master the corners. jwspeaker.com
SADDLEMEN RONAN KIT FOR SPORTSTERS ROLAND SANDS DESIGN SECTOR LINEUP PART II Contact for Price RSD just dropped an assortment of new Sector goodies for Milwaukee-Eight Harleys. Choose from nickel or black anodize finish for the cam cover, derby cover, foot pegs and gas cap. rolandsands.com
Contact for Price Saddlemen’s Ronan Body kit is a complete bolt-on kit for 2004–2022 Harley-Davidson Sportsters with a 2.1-gallon tank. The Ronan comes with tail section, gas tank cover, and side covers and features a fiberglass with black gelcoat finish that can be used as-is or painted to match your bike. saddlemen.com ISSUE 2 / 2023 97
READERS’ RIDES
LOUISVILLE DYNA Brady Brown from Louisville Kentucky just finished up his 2008 Dyna Super Glide Custom and wanted to send in a few pictures. Brady lives pretty close to where the actual print magazine you’re reading is published (nearby in Lebanon Junction, KY). Not only did Brady do all the work on his custom Dyna in his garage, but his dad actually did all the paintwork too. There’s nothing better than a good old-fashioned father-son custom project to give you warm fuzzies. Family time is the absolute most important thing of all in this life, and we’re stoked to run the bike that you and your pops did together, Brady. Keep up the great work! For your submission, we’re going to send you a new Hot Bike hat to say thanks for taking the time and effort to send in some pics. Okay, so who’s next for Issue 3? We’re taking submissions now!
SUBMISSIONS: We want to feature your bike in the Hot Bike Readers’ Rides section! All you have to do is take some decent photos of your bike like the ones you see here. We’re looking for good angles of the bike from both sides (pipe and primary) without a bunch of crap in the foreground or background. We also need some information: First/last name, year/make/model of the bike, some modifications you’ve done or are planning to do, and anything else that might tell your and your motorcycle’s story. Once you have all of that information, simply email the images and information to info@hotbike.com with READ in the subject headline, and we’ll take care of the rest. For your trouble, each bike that we pick for this section in each issue will get this cool Hot Bike hat gratis! Note: Only active subscribers will be featured.
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