THE #1 SOURCE FOR CUSTOM MOTORCYCLES
AUGUST 2017
HOTBIKE.COM
JIMMY BURNOUT’S
PERFORMANCE
BAGGER
THE SLIDE GLIDE
TOP 10 PERFORMANCE UPGRADES PLUS > WHEEL SWAP > DIY METAL FAB > STURGIS INDIANS > EXHAUST INSTALL > STREET ROD TEST > JAPANESE SOFTAIL
BECAUSE STOCK IS BORING
2016 FXSB BREAKOUT ~ CUSTOMIZED BY SUBURBAN MOTORS H-D® FEATURING PARTS FROM • Arlen Ness • Bassani • Covingtons Customs • Custom Dynamics • Cycle Visions • Dakota Digital • Drag Specialties • Dunlop
• J. W. Speaker • Joker Machine • Kuryakyn • LA Choppers • LePera • Memphis Shades • Thunder Cycle Designs • Trask
We've rescued this Softail from boring to an outstanding custom with help from the FatBook.™ This '16 FXSB features many fantastic parts from some of the industry's top vendors. Check out this stellar bike at various rallies and events throughout the year and get some inspiration for your ride; or log onto dragspecialties.com/bike-builds to view the complete parts list.
COMMITTED TO DELIVERING QUALITY V-TWIN PARTS SINCE 1968 dragspecialties.com
| #SINCE1968
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ON THE COVER
Jimmy “Burnouts” Cyphers shows us even big girls like to dance. PHOTO: JOHN ZAMORA
ON THIS PAGE
Aki knows what the ladies like.
CONTENTS AUGUST 2017 Volume 49 • Number 7
DEPARTMENTS Major Ranting ...................................................8 Editor’s Note ...................................................10 Candy Shop ..................................................... 12 Garage ............................................................... 14 Closet ................................................................. 16 Geeked .............................................................. 18 Round-Up ........................................................20 1,000-Mile Thrash Test ............................... 22 Roller ................................................................. 24 Used And Abused ........................................84 Past Blast......................................................... 86 Readers’ Rides............................................... 88 Top 10 ............................................................... 92 Speed’s Spotlight .........................................94 Headwear ........................................................96 Webslinger ....................................................100 Hotness .......................................................... 106
TECH THE DAILY DYNA
The Untold Story Of Our Test Bed 2015 Dyna Lowrider .................................... 76
GARWOOD CUSTOM CYCLES
Zion Wheel Install ........................................ 80
GET BUCK WILD!
#hotbikesnapfab .......................................... 82
FEATURES FOREFRONT
Ken’s Factory Complete Custom 1977 Heritage Softail ...............................................28
CHOPPED
Tragedy Turned Around As A 1975 Shovel Comes Back Home .........................34
BAGGED
Bill Luciano’s Glides From One Life To The Next .......................................................... 40
MODIFIED
46
SINCE 1971
52
Clean And Classy Petaluma Special Dyna ....................................................46
ICONIC
The “Slide Glide” Is Alive ............................52
STREET RIPPER
Clean, Classy, Crocker-Inspired FXR ......58
HEAVY METAL
Husband And Wife’s Knuckle And Shovel Killer Custom ....................................64
CHRONICLE
Win Two Indian Scout Sixty Motorcycles Customized By Roland Sands And Carey Hart.........................................................70
AUGUST 2017 / 7
MOTOR MOUTH
WHAT’S YOUR DEAL? S
ure, the folks on the outside looking in believe we are just down and dirty bikers. Yes, when we are out on the road getting our knees in the breeze to the untrained eye we all look like leatheredup and tattoo-ridden ruffians all riding the same sort of chrome-clad, loudexhaust-chugging freedom machines living some sort of stereotype. And these people couldn’t be farther from the truth. There are so many subsets of the lifestyle we live. Folks who ride baggers, club-style, bobbers, choppers, Sportsters, Softails, classics, Viclas, customs, Dynas, FXRs, street trackers, dirt trackers, hooligans, big front wheel, fat rear tire, performance baggers, and other styles of bikes all have different needs, wants, and loves for their bike and how they have personally customized it. Even four-wheeled folks (and other types of motorcyclists) who think they know about the bikes we ride have no real clue of just how many different styles there are. It really is infinite when you think about it. And to compound it all, just add the style of bikes we choose to build with the engine choice, paint color, and plating, and then it takes it to a complete other level of individuality. And this is what I personally love about the whole custom motorcycle thing. In our “category of motorcycles” there are many styles of bikes many even in our group dislike and do not understand. And that is more than fine. Difference is what makes us great and what has made this scene go on for more than half a century. But here’s the real deal, y’all: At the core, we as riders, fabricators, and customizers all respect the craftsmanship and commitment it takes to make a bike different than the rest on the dealer floor or at the local bike night. I have heard it hundreds of times when at Sturgis, Daytona, or on the Hot Bike Tour: “It’s not my style, but it’s not my bike.” That is where the mutual respect we have for other builders and
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riders comes in. And this is also the reason we feature so many types of different custom bikes in every issue of Hot Bike. Variance is good and it also spawns controversy and creativity. That makes the next generation of custom bikes better than the one before it. And who really cares what other people think anyway? Am I right? As I travel the world bringing you the newest and best in hand-fabricated bikes it has sunk in that there really are no rules anymore when it comes to a custom American V-twin-powered bike. Just look at the cover bike—a
big-wheel stunt-bike bagger? What the hell was Jimmy Burnouts thinking? Take a peek at the Ken’s Factory bike leading the bike features in this issue. It’s a Japanese-built super Softail. If you didn’t see the bikes and just saw the sum of each of their parts on a build list, you would ask yourself who in the hell would build these types of bikes? And once you see them you can agree that the completed projects look great. And I like that.
JEFF G. HOLT EDITOR IN CHIEF
JEFFREY.HOLT@BONNIERCORP.COM @JEFFGHOLT #JEFFGHOLT
“VARIANCE IS GOOD AND IT ALSO SPAWNS CONTROVERSY AND CREATIVITY. THAT MAKES THE NEXT GENERATION OF CUSTOM BIKES BETTER THAN THE ONE BEFORE IT. AND WHO REALLY CARES WHAT OTHER PEOPLE THINK ANYWAY?”
There’s one in every pack. At the front. Introducing the Chieftain ® Limited with its sawed-off, open front fender and 19" contrast-cut wheel. Starting at $24,499—the only question is, where will you lead them? Build your own at indianmotorcycle.com.
©2017 Indian Motorcycle International, LLC. Always wear your helmet. Never drink and ride.
EDITORÕS NOTE
EAST COASTÕN I
recently returned from a trip to Boston for the first Hot Bike FXR/Dyna Day hosted by Barnstorm Cycles in Spencer, Massachusetts. It was cool to see just how far the FXR/Dyna trend has reached with hundreds of bikes showing up for a few beers, tunes, and hanging out under the cool spring sun. After talking to several of the riders who were hanging out at the show, it came to my attention that the current FXR/Dyna trend isn’t really a new trend whatsoever. The East Coast has been rockin’ FXRs since they were released and basically never really stopped. I spoke with more than one individual who told me how they have had their bike for 15 to 20 years. One guy explained to me how he probably has more than $100,000 invested in his 1993 FXR, spread out over several re-editions and 20 years of ownership. He told me he was about to drop some more money on it and give it a fresh new look with some more performance modifications to keep up with the new kids. While we may have the sunshine and the babes, the East Coast (at least near Spencer) has badass architecture with room to stretch
AS LONG AS YOU’RE RIDING ONE OF OURS, YOU’RE ONE OF US. your legs. The Barnstorm compound encompassed several historic buildings with plans for even further expansion. It was like a bike builder’s dream to have building after building to not only store bikes but have killer showrooms and work areas too. I was reminded, as I always am while traveling the country, that Harleys and the V-twin lifestyle go far beyond vehicle ownership. In life, there are several milestones that are significant enough to have major impact. Buying a house, getting married, having kids, and owning a Harley are all major accomplishments! No kid ever grew up saying, “I can’t wait to own a moped.” But owning a Harley is as much a part of growing up in America as Christmas trees and fireworks on the Fourth of July. Trends come and eventually go, but what separates you the readers of Hot Bike from others is the notion that as long as you’re riding one of ours, you’re one of us. How you choose to express yourself while riding is up to you, but all of us can always come together and understand why you do things you do. It’s that part of the job that I truly love the most. It’s the ability to go anywhere in the world and easily strike up a conversation with anyone who rides. We might come from completely different backgrounds, but riders know riders, and the bond is always instantaneous. So thank you to Barnstorm Cycles and my East Coast brothers and sisters for showing Hot Bike such hospitality and reminding me how great a life we have. JOHN ZAMORA
EDITOR
JOHN.ZAMORA@BONNIERCORP.COM FACEBOOK.COM/HOTBIKEJOHN @JOHNZPICS
#SOCALRPM
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CANDY SHOP 01ROOKE CUSTOMS Derby Cover hdtwin.com
SICKENINGLY SWEET NEW PRODUCTS
02 DISCOUNT RAMPS
03 KUSTOM TECH
04 LED SLED CUSTOMS
discountramps.com
kustomtech.eu
ledsledcustoms.com
Scissor Jack
Brass Risers
Invader Wheel
01
03 02
04
06
05
08
07
05 ARLEN NESS
06 CORBIN
07 BRASS BALLS CYCLES
08 HORSEPOWER INC.
arlenness.com
corbin.com
brassballscycles.com
horsepowerinc.net
Monster Sucker Air Cleaner
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Gunfighter seat
Piston Helmet Points Cover
Throttle Body
COMPILED BY THE HOT BIKE STAFF
09 CUSTOM DYNAMICS TruBeam LED Headlight
customdynamics.com
10 CRKT Snicker Knife crkt.com
11 IACONA CUSTOM CYCLES
12 RINEHART RACING
iaconacustomcycles.com
rinehartracing.com
Fuggedaboutit Ignition Switch
3-1/4-inch Slip-On Mufflers
10
09
11
12
13
15 14
16
13 DNA SPECIALTY
14 THRASHIN SUPPLY CO.
15 KINEO
16 CERTIFIED OKC
dnaspecialty.com
thrashinsupply.com
kineowheels.com
certifiedokc.com
Monster Bar
Bagger Floorboards
Custom Wheels
Carbon Fiber FXR Dash
AUGUST 2017 / 13
GARAGE
TOOL STORAGE
WORDS AND PHOTOS: JEFF G. HOLT
TOP TOOL STORAGE LESS THAN $600
CRAFTSMAN
HUSKY
46-IN. 9-DRAWER MOBILE WORKBENCH WITH WOOD TOP
41-IN. 8-DRAWER ROLLING CABINET $304 //sears.com
$249 // homedepot.com
KOBALT
34.5-INCH 8-DRAWER STEEL TOOL CABINET $279 // lowes.com
MILWAUKEE
60-IN. 11-DRAWER AND 1-DOOR 22-IN. D MOBILE WORKBENCH $598 // milwaukeetools.com
US GENERAL
44-IN. 13-DRAWER INDUSTRIAL ROLLER CABINET $369 // harborfreight.com
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RIDE TOGETHER STAY TOGETHER
CHARMER $300
The subtle deep brown top-grain leather feels like you’ve been wearing it for years. Patterned for a woman’s body with contouring lines, premium YKK® zippers and adjustable air vents. All this goodness is wrapped in a 6-Year Warranty.
is a unique leather treatment that resists FAHRENHEIT Kooltek the sun’s heat, keeping you up to 20 cooler than leather on a sunny day. The coolness KOOLTEK traditional continues with D30 armor and a 37.5 moisture/ o
$451
LIMITED PRODUCTION
BLACKBRANDMC.COM
®
odor wicking liner. All wrapped in a 6-Year Warranty.
CLOSET
AS WORN BY THE HOT BIKE STAFF
SPEED AND STRENGTH
SOUL SHAKER REINFORCED SHIRT
W
hat if we told you that this long-sleeve baseball T-shirt-looking article of clothing is actually a pretty damn sophisticated article of safety gear? Yup, this black-andgray raglan has a cotton and Aramid-blended midsection with real-deal DuPont Kevlar in the shoulders and elbows, which make it pretty damn indestructible. The Soul Shaker also features an inner stretch cuff with thumbholes, plus belt loops for pants attachment. We have ridden many miles in one of these and found it to fit well and not hinder any riding styles or situations better than most protective gear aimed at V-twin riders. $99.95 // ssgear.com
URBAN PROTECTIVE UPPERS HIGHWAY 21
MARKSMAN FLANNEL
L
ooking more lumberjack than leather, the Highway 21 Marksman Flannel hides all of its protective trades close to its chest. Behind the plaid is removable CE-approved shoulder and elbow armor. It also has a burly YKK external and internal zipper and a shoulder-expanding action back design. Topping off the protectiveness of this flannel is 156-gram DuPont Kevlar on the shoulder and elbow areas and removable spine armor. We really liked the fit and feel of this shirt and didn’t get at all uncomfortable with the added pads and protective materials. $120 // highway21.com
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S O UND T R AVE LS . W HE R E W IL L I T TA K E YO U? A ride is more than simple transportation. Sometimes it’s therapy. Sometimes it’s a statement. Sometimes it’s a protest. Whatever you get out of your ride, with Rinehart Racing providing the iconic soundtrack, it can take you places that aren’t on any map. Rinehartracing.com
877-264-8282
Pictured Product: MotoPro45™ Part number: 500-0108 for 1995–2016 touring models or 500-0110 for 2017 touring models
Any add-on or modified emissions-related parts contained in this advertisement that are subject to anti-tampering laws have not been evaluated and exempted by the California Air Resources Board. As a manufacturer, Rinehart Racing makes no representation or warranty with respect to whether the emissions-related parts in this advertisement are legal for sale, installation or use in any state unless the part is installed in a vehicle used only for closed-course competition. This disclaimer shall apply in the State of California or other states where anti-tampering laws regulate modifications that affect emissions for motor vehicles. Rinehart Racing expressly prohibits the use of any Rinehart Racing product that violates or is used in such a way to violate the laws of the State of California as shall be administered and enforced by the California Air Resources Board. For further information relating to the use of emissions-related parts or components on pollution-controlled motorcycles, visit the California Air Resource Board’s web page at http://www.arb.ca.gov.
GEEKED
BIKER ELECTRONICS AND GADGETS
FEATURES SOLAR CAPACITY
7W (8–9V)
POWER OUTPUT
USB 1.4A (7W max)
WEIGHT
GOAL ZERO
NOMAD 7 SOLAR PANEL While I was in the El Diablo Run down in San Felipe, Mexico, I ended up sleeping in a palapa for the weekend. If you know about Mexican beaches and palapas, you know there aren’t any 12-volt plugs or USB ports in a thatched roof pagoda 8 feet above the sand. Luckily I made sure to put my Goal Zero Nomad 7 solar panel in my sissy-bar bag before I left home. Over the din of folks crying and begging for electricity so they could take selfies, I simply opened the Nomad 7, plugged in my iPhone’s lighting/USB cord, and kept my phone charged with the power of the sun. This is no ordinary crappy Amazon no-name panel though. The Nomad 7 is smarter than most people I know, due to the
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AS TESTED BY THE HOT BIKE STAFF
12.8 oz. (363g)
portable panel having an auto-restart feature and intelligent electronics. These built-in brains adjust the panel’s charge to equal the device’s need. Goal Zero’s solar panels also have an intensity indicator junction box that has an easy-to-read LED indicator display, so the strength of the solar conditions above can be seen at a glance. The Nomad 7 is waterproof and comes with an adjustable and detachable magnetic kickstand with a vented zipped pocket to protect devices from the sun. This Goal Zero panel can also charge backup batteries, wireless headphones, helmet communication systems, and any other small USBcharged devices. If you are into using that big bright (and free) charging station in the sky 93 million miles away, then grab one of these panels and keep it in your saddlebag. You won’t be sorry you did, as I use mine frequently when in the great outdoors.
$99.99 // goalzero.com
>> All that’s missing is you, your bike and GEICO Motorcycle insurance.
geico.com | 1-800-442-9253 | Local Office
Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. Motorcycle coverage is underwritten by GEICO Indemnity Company. GEICO is a registered service mark of Government Employees Insurance Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. © 2017 GEICO
ROUND-UP
FOUR PAIRS OF PERFORMANCE GLOVES
AS WORN BY THE HOT BIKE STAFF PHOTOS: JOHN ZAMORA
THRASHIN SUPPLY CO.
FIRST MFG CO.
Made from genuine leather. Features a windproof 3M Scotchgard material on top, seamless leather palm, touchscreen-capable fingers, and a Velcro cuff closure.
Made from 100-percent leather. Features an unlined short-cuff design, touch-tech fingers, multiple colors, and a basic but effective elastic closure system.
STEALTH GLOVE COLD WEATHER
$38 // thrashinsupply.com
ROPER GLOVE
$29.99 // firstmfg.com
BLACK BRAND
BILTWELL
Made from leather and mesh. Features cell-touch pointer finger and thumb, D30 knuckle and palm protection, and studded finger protection.
Made from leather and quilted synthetics. Features accordion baffles on middle and index finger, a fleece half liner, and a neoprene wrist cuff with Velcro closure.
MIRROR BUSTER GLOVES
$84.95 // blackbrandmc.com
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BANTAM GLOVES
$39.99 // biltwellinc.com
THOUSAND-MILE THRASH TEST THE BILTWELL
AS THRASHED BY THE HOT BIKE STAFF
EXFIL-80 BAG
F
inding a good sissy-bar bag that can hold a lot of gear and can easily be switched from single or two-up riding is actually a pretty damn hard thing to do. That was until I got my mitts on the Biltwell EXFIL-80 bag. It is a roll-top bag made from 1680 PVC-backed UV-treated ballistic nylon. It has four rows of MOLLE webbing, three 1-1/2-inch mounting straps, and was designed by a guy named Bill. Bill is the co-owner of Biltwell. He is an Army veteran from the Desert Storm era who spent time on the ground in Iraq. He is also an avid motorcycle rider who puts in thousands of miles a year developing and testing various products. Bill is one of the founders of the El Diablo Run, which is a chopper and custom-bike ride from Los Angeles to San Felipe, Mexico, that has been going on since 2006. To say that Bill may know a thing or two about rucking and riding would be a gross understatement. I have more than 1,000 miles on the bag you see here,
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and I have used it on my rigid chopper with good results and also on my Dyna Lowrider. The EXFIL-80 attaches securely to a myriad of sissy bars and doesn’t move around no matter how loaded up it may be. It can hold a ton of items in its cavernous main compartment. The aforementioned is all well and good, but the real standout of this back is the large external tool compartment that doubles as a backrest. Inside the compartment it has places for nine deep sockets, seven combination wrenches, a zippered pocket, a mesh pocket, and a removable mini tool pouch. All I could ask for more is that the EXFIL-80 would come with some sort of removable backpack straps and all of my dreams would be realized. The EXFIL-80 bag comes in black or OD Green, comes with a carry strap and waterproof sleeve for those rainy days, and retails for a hair under $200. For more info on this and Biltwell’s other burgeoning line of bags, hit up biltwellinc.com.
ROLLER
WORDS: ED SUBIAS PHOTOS: BRIAN J. NELSON, ED SUBIAS
T
ruth be told, I wasn’t too impressed with the first iteration of the Harley-Davidson Street back in 2014. While it was a fun bike with a zippy little engine, a few things kept it from being a winner for me and possibly its intended audience. Those few things included the fit and finish and the handling of the bike, specifically the steering head rake. The finishing details were not up to the usual Harley-Davidson standards that everyone associates with the brand. Exposed wires with strange routing and suspect paint were more “late-night garage builder” quality than that from a manufacturer of premium motorcycles. The steering head rake was kicked out too much, which didn’t make any sense to me, as the bike was touted as an ideal machine for urban assaults. The relaxed rake created a bit of a lazy steering feel and a hint of floppiness at lower speeds, less than ideal for ripping through the city. Thankfully the H-D design team more than addressed these problems and came out with a bike that I feel is a big winner for the consumer. It’s also a winner for
2017 HARLEY-DAVIDSON STREET ROD Harley-Davidson, as it appeals to a segment of the market that they previously have not had offerings for—a younger, more urban consumer whose wants and needs are a bit different than that of the usual H-D customer. The list of upgrades to the Street Rod over the Street is impressive and plentiful: 43mm inverted forks, 17-inch wheels, front and rear shod with performanceoriented Michelin Scorcher tires, dual 300mm brake rotors with dual-piston calipers squeezing them, longer-travel piggyback shocks, a much sleekerdesigned tailsection, shorter subframe, relocated fuel tank, increased cornering clearance, vastly improved paint quality and overall finish details, and, my two favorites, more powerful engine and steeper steering head rake. So do those “upgrades” really do anything, or do they just look nice on the spec chart? The upgrades give the bike a whole new personality—sort of along the lines of the classic “ugly duckling to swan” story. This is the bike the Street always could be but was just hiding underneath a
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few pesky unattractive feathers. Let’s start with the engine. The original 750cc, liquid-cooled, 60-degree V-twin was already pretty favorable, a smooth and linear power delivery with a nice little punch that revved out pretty decently. A great pairing for the machine and the intended user. With the upgraded overall sportiness of the Street Rod, it received an 18-percent increase in peak power and an enhancement of 8 percent more torque. This was achieved through revised headwork, cams, airbox, throttle bodies, exhaust, and a raised rev limit. All these changes gave the Revolution X engine a new personality and a new name. The High Output Revolution X Engine is like that one uncle who has a bit of mischievous fun at family gatherings after a few adult beverages—boisterous, exciting, and a good time are fitting to both. This engine does its best work higher up in the rpm range, which is a bit of a departure from the usual H-D engine characteristics. The Street Rod powerplant excelled equally at around-town jaunts and open highways. Its tame manners at lower rpm was befitting to the unpredictable ebb
and flow of urban riding. Once out onto some open highways and back roads, its high-revving nature brought a huge smile to my face. This thing revs to the moon and really has some get-up-and-go once the throttle is held open to the upper half of its rpm range. Great stuff. Now onto my favorite update: handling. Previous steering head rake was at 32 degrees, and the Street Rod was steepened to 27 degrees. That makes a world of difference. No more floppy and vague steering feel. Precise and immediate steering is now what you get at the handlebars. This inspires much more confidence and peace of mind for experienced and newer riders alike. This also makes for a more enjoyable and safer ride experience in my opinion. With the Street Rod’s updated and taller suspension, increased lean angles are something to play with. Unfortunately, this wasn’t happening with my few days on the Street Rod. The media was assembled in Daytona Beach, Florida, during Bike Week to test out the new Street Rod. We rode more than 200 miles in those two days with only a handful of slight bends in the
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2017 HARLEY-DAVIDSON STREET ROD
roads we blazed. Usually I can get almost any bike’s pegs to scrape in some spirited parking-lot antics. I tried this with the Street Rod and come nowhere close of even grazing the pegs. We will have to get our hands on a long-term Street Rod to test its canyon-carving capabilities, which I suspect will be quite adequate and a hoot. I can tell you that the Street Rod ate up urban riding like nothing and spit it out with a huge belly laugh. This bike rules for ripping around the city. It is a bit heavier than some of the competing models from other manufacturers, but that is a figure that is more of an argument on paper. Once in motion, the Street Rod has an agile feel; it definitely didn’t feel 497 pounds (more than 500 ready to ride). The design team did a commendable job of making the Street Rod carry its weight low, thus creating a highly maneuverable feeling. Suspension was firm but compliant and provided a good sense of feedback to the rider—a nice change from the original Street that had passable suspension but with a bit of a pogo-ish feel. The inverted fork was nonadjustable, but I felt it really didn’t need adjusting. The factory settings worked plenty good for all-around riding and were a good match for the engine and handling of the bike. The piggyback shocks out back had some adjustable preload, which I cranked up a couple settings to stiffen them since I am more on the girthy and heavier (okay, fatter, haha) side of the intended user. This worked like a treat and I had zero complaints. Nothing but smooth compliant damping action on both ends. Braking power and feel was vastly improved over the base Street model. Twin rotors and braided steel brake lines had the Street Rod stopping very rapidly and under control. Finish and details were much improved on the Street Rod, and it’s definitely now worthy of sitting in a Harley-Davidson
showroom loud and proud. Those pesky exposed wires and suspect routing were nonexistent, and now everything looked and felt like a premium motorcycle. Ergonomics is where it gets a bit funky and really subjective for the Street Rod. Along with the taller suspension, lean angle was increased by raising the pegs a bit. I was plenty comfortable on the basic Street model, but now the Street Rod was a bit uncomfortable, as my knees came up higher into my chest. I have short legs for being 6-foot-1, but still I was cramped. At first I was thinking, “There is no way I can ride this bike for more than a few minutes.” But after a while, I kind of got used to being a bit uncomfortable, if that makes any sense. Maybe it was because the bike is such a blast to ride that I forgot about my knees being sky high in the breeze, or maybe they just went numb from lack of blood flow. Either way, I learned to live with it. I have a feeling the higher peg placement is a blessing when going for it on some twisty roads. I was indifferent about the drag-style handlebars, which in turn was actually a good thing. No funky bends or rise that put me in a weird position or hurt my wrist. I was slightly more forward than I’m used to, but it goes along perfectly for the layout and style of this bike. The rear brake pedal seemed like it had shrunken to “mini-me” proportions. As where the original Street brake pedal had a nice long throw to it, the Street Rod pedal literally had half the reach. The tip of the pedal was mid-sole on my size-12 boots. I briefly sat on another Street Rod that had a much lower-positioned pedal, but that didn’t really help much. Luckily, there was a footpad atop the muffler right behind the right peg. Whether it was an afterthought or a stroke of design genius remains to be seen. Regardless, I was just beyond happy that something was there to rest the heel of my foot on so I could use the rear brake properly.
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These minor personal maladies aside, the Street Rod is an exceptional machine. It has great performance and is overall just a blast to ride. This is just the bike Harley-Davidson needs to attract younger riders who might not even have considered owning anything with the Bar and Shield logo. On the flip side, I think the Street Rod is accepted by The Motor Company’s core audience since it is so cool and carries the H-D logo on the tank and is up to par on the quality end. These observations are from first-hand experience while riding around Daytona Beach during Bike Week. College-aged students on spring break stopped to check it out and commented on how cool its styling was or how much “on point” it was and were a bit taken aback when they noticed it was a Harley-Davidson. They were into it regardless of the name on the tank. They were really interested when the base MSRP of $8,699 was mentioned. While parked on Main Street in Daytona, grizzled H-D enthusiasts sought it out after seeing it from across the street. “I heard about this bike and wanted to check it out,” was overheard a few times. After some thorough visual inspection, more than a few of these veteran riders smiled their consent and spoke the words “Well, that is a pretty neat little bike,” and, “I have to admit I like it.” There it was: a stamp of approval from the H-D faithful. When they asked about the price and I told them, their eyebrows raised in a boyish manner. I could see some wheels spinning in their head that perhaps a second or third bike in their stable would be a good idea. I have not seen such interest from a wide range of riders and prospective riders before with any other HarleyDavidson model as with the Street Rod. Well played, Milwaukee. Definitely a home run in my book. HB For more info visit harley-davidson.com.
FOREFRONT
BILL LUCIANO’S GLIDES FROM ONE LIFE TO THE NEXT WORDS AND PHOTOS: JOSH ELSEY
KEN’S FACTORY COMPLETE CUSTOM 1997 HERITAGE SOFTAIL
K
en Nagai of Ken’s Factory has become synonymous with taking raw and bulky American machinery and remixing with an innovative Japanese style to create an almost new genre of custom. By using the catalog of Ken’s Factory mixed with one-off custom parts, the revamped machine hardly resembles the original in any way. Without a quick glance at the tech sheet, it would be hard to recognize the 1997 Harley-Davidson Heritage Springer that was used as the
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base for this bike. What does stand out is the tip-to-tail uniqueness that can only be achieved by a true artist. This Heritage belongs to a high-end koi fish dealer in Japan that specializes in selling rare-colored koi fish that can run into the six-figure range. The owner wanted his first full-size motorcycle and knew it to be a custom Harley-Davidson. Ken never negotiates on custom-bike builds, and after an offer was made they got started. A year later, the bike was done.
WORDS: JOHN ZAMORA PHOTOS: ED SUBIAS
Japanese law is very stringent when it comes to registering custom bikes. For that reason, this 1997 Heritage retains its stock neck tube and VIN section. In addition to that, the lower engine mounts were also left intact. But that’s about where the factory ends and the torch begins. The bodywork was all made by hand from raw metal using very basic tools. Its simplicity is where its genius comes from, and the simple semi-gloss paint by Center Roots of Toyota, Japan completes the design.
AUGUST 2017 / 29
FOREFRONT | 1997 HERITAGE SPRINGER WHILE THE HEART OF THE MACHINE STILL BEATS AMERICAN, THE REST SCREAMS SIMPLE JAPANESE ARTISTRY. IT’S FOR THAT REASON WE LOVE THIS BIKE SO MUCH.
The custom girder front ends are also available to the public and made to order, each unique and designed in CAD by Ken himself. The one-off wheels are also available as a custom order to spec. If you lacked the talent to make everything from scratch, Ken’s factory offers many of the parts for sale. The grips, footpegs, headlights, taillight, marker lights, gas cap, engine covers, air cleaner kit, rockers, pushrod tubes, cam cover, trans side cover, and top cover are all available from the Ken’s Factory shop based in Signal Hill, California. This Heritage is the perfect example of what happens when talent is left alone without any encumbrance. While the heart of the machine still beats American, the rest screams simple Japanese artistry. It’s for that reason we love this bike so much. HB
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OIL CHANGE MADE EASY
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MAXIMA OIL CHANGE IN A BOX is designed to ease the oil change process in your H-D® motorcycle.
Each kit comes with all necessary products to complete a full oil change including engine oil, transmission oil, primary oil plus a K&N oil filter in black or chrome. Synthetic or mineral engine oil kits are available.
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MADE IN THE USA
FOREFRONT | 1997 HERITAGE SPRINGER SPECIFICATIONS GENERAL OWNER SHOP SHOP PHONE WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME
Ken’s Factory Ken’s Factory (562) 597-5666 kensfactoryusa.com 1997/Harley-Davidson/Heritage Springer Ken’s Factory About 1 year
ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY AIR CLEANER EXHAUST TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE FRAME YEAR/TYPE RAKE/STRETCH SUSPENSION FRONT END LENGTH SWINGARM REAR SHOCKS
1997/H-D/100-in. Evolution Ken’s Factory Custom Custom Custom Ken’s Factory Mild H-D Ken’s Factory Ken’s Factory, one-off
1997/H-D 5-speed Rivera N-Power
1997/H-D Softail, highly modified Yes
Ken’s Factory Custom Girder Overstock Ken’s Factory Custom
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Ken’s Factory TIRE/SIZE Avon 71/23 in. 130/60 CALIPERS PM ROTORS Ken’s Factory REAR BUILDER/SIZE Ken’s Factory/20 in. TIRE/SIZE 20 in. 220/50 CALIPER Ken’s Factory, Custom Inboard ROTOR Ken’s Factory PULLEY Ken’s Factory
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FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS POWDERCOATING
Top secret Semi-Gloss Center Roots of Toyota, Japan Yes
ACCESSORIES REAR FENDER GAS TANK GAUGES HANDLEBARS GRIPS MIRRORS HAND CONTROLS FOOT CONTROLS HEADLIGHT TAILLIGHT TURN SIGNALS LICENSE MOUNT SEAT
Ken’s Factory, one-off Ken’s Factory, one-off Motogadget Ken’s Factory, one-off Ken’s Factory Ken’s Factory Beringer Ken’s Factory, one-off Ken’s Factory Ken’s Factory Ken’s Factory Ken’s Factory, one-off Ken’s Factory
CHOPPED
Lost & Found TRAGEDY TURNED AROUND AS A 1975 SHOVEL COMES BACK HOME
B
ack in the 1980s this bike was originally built by Kenny Flack, the owner of The Hog Shop, which was a small bike shop in Spring City, Pennsylvania. Kenny specialized in building big motors, and this was a bike that he built for himself. The 1975 Shovel motor is stroked with a set of big-bore cylinders, and the pistons are gas ported to provide a little more compression. The heads were machined, ported, and polished on a flow bench built by Kenny. The motor is sucking in air through a modified super B carb with an accelerator pump off a Holley carb. Then, for a little extra kick, a nitrous bottle strapped to the side. The tranny had gears back cut to stop any slipping out. The frame is a Jammer attached to an early FX front end.
I
normally build clean, kick-only old-school choppers with the heavy metalflake paint that one might call flashy, which resulted in my last build devolving to its very own hater and later named “Cupcake.” When I was invited to Artistry In Iron for the second year in a row in Las Vegas, I wanted to throw a curveball at the competition. I feel like in order to compete in these shows you need to build a Knuckle, Pan, or even a Shovel to get anyone to look. So I did the oppo-
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site and decided to use an S&S 111-inch Evo, Baker six-speed, and a BDL open belt drive to make a ground-pounding badass hell on wheels combination. My friend and I used to hang out at his dad’s repair shop in our teens, and his father had a ’70s metric Pentagram wheel hanging on his wall I was always drawn to. Years later I couldn’t get it out of my head and knew I had to do something about it. After all the smack talk about Cupcake I thought “The Hate Machine” was an ap-
propriate name for the new bike. I chose to keep my head down and let the work do the talking, since that’s really the only thing that matters anyway. After discussing ideas with my friends Ray Tourigny, Chris Moos, and Kevin Babineau, we came down with a solid game plan for the tight deadline build. I own and operate a motorcycle service shop in the small town of Windham, Maine, called Forever Two Wheels. I started FTW in the late summer of 2013
WORDS: JON KETCHAM MODEL: SARAH MARIA PAUL WORDS: NICK BEAULIEU PHOTOS: PHOTOS: PHOTO DEPOTTANK BY JOE
Kenny had the bike on the road for several years then tore it apart for a rebuild, when an unfortunate swimming-pool accident left Kenny virtually paralyzed from the neck down. His shop and all of its assets, including this bike, were sold through an auction. The bike was bought by a friend of his who actually left the bike in Kenny’s hands. Being that it was in pieces and he was no mechanic, the bike sat for several years and remained in Kenny’s garage. I was introduced to Kenny through a mutual friend, and after several pleasant encounters he showed me this beautiful machine still sitting in his garage. It was love at first sight, and I knew we had to get this bike back on the road.
after leaving a tech position at an H-D dealership in New Hampshire. I do everything from oil changes, repairs, parts to custom bike builds, and one-off fabrication. Fixing motorcycles pays the bills, but building custom motorcycles is where my heart is. I threw the idea out of doing the star profile downtube to Chris and he made it happen. The downtube had to be machined at an offset, so when it was cut at 45 degrees on the bottom it was a perfect star shape. After Chris’s friend Gary spent
With some mechanical coaching from Kenny, I spent the next couple of months putting the ’75 back together. I was in my early 20s at the time and just getting started in bike building. Once the motor and tranny were back together, and with a little tweaking here and there, the bike was ready to go. After adding a gallon of airplane fuel and some kicking she fired right up! I ripped around on the bike for several months while working on other bikes in Kenny’s basement, which we eventually turned into a small shop. Ultimately, the true owner of the bike (who bought it at the auction) wanted it since it was now running great. Sadly, it left my hands.
four days machining the downtube, it showed up by UPS only to be tossed on the floor by the delivery guy, which bent a point of the downtube and it had to be cut again. Jim Quinn killed it machining the star profile axle blocks, stainless exhaust end caps, and Pentagram wheels. I give him a lot of credit, as my no-talent drawings are terrible. My partner in hate, Ray, worked beside me on the Cupcake bike and didn’t hesitate when I asked him if he wanted in on
this project. We kept joking around saying we hated everything we did on the bike. After Ray was halfway through building the one-off aluminum gas tank I think he really started to hate it. After the frame was built I reached out to Kris Klein in Iowa for one of his signature Girder front ends. It was a no-brainer. They are truly badass, and the lines matched the wheels perfectly. I sent out the aluminum tailsection for Curt at Bare Bones Leather to do his magic. He did a two-toned black seat with stainless AUGUST 2017 / 35
CHOPPED | 1975 HARLEY-DAVIDSON FX I moved on and started working for Cycle Stop in Norristown, Pennsylvania, thanks to the owner, Bob Holmes, who has had it since what seems like the beginning of time. A few years later, with some wheeling and dealing the owner, I finally ended up buying it. I freshened the bike up, put in a new ignition, and it was back on the road again. Over the years she has been on and off the road but still hasn’t changed much. She is still lean and mean. HB
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“KENNY HAD THE BIKE ON THE ROAD FOR SEVERAL YEARS THEN TORE IT APART FOR A REBUILD, WHEN AN UNFORTUNATE SWIMMING-POOL ACCIDENT LEFT KENNY VIRTUALLY PARALYZED FROM THE NECK DOWN. HIS SHOP AND ALL OF ITS ASSETS, INCLUDING THIS BIKE, WERE SOLD THROUGH AN AUCTION.”
“Some of the Parts, that make the Greater Bike”
WWW.HEARTLANDBIKER.COM
CHOPPED
SPECIFICATIONS GENERAL OWNER SHOP SHOP PHONE YEAR/MAKE/MODEL FABRICATION BUILD TIME
Jon Ketcham The Hog Shop (610) 476-6840 1975/Harley-Davidson/FX Kenny Flack and Jon Ketcham 1 year
ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY AIR CLEANER EXHAUST
1975/H-D/98ci Kenny Flack and Jon Ketcham H-D S&S 3-5/8 H-D Ported & Polished H-D Andrews C Grind Super B Carb S&S Paughco Shotgun
TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE FRAME YEAR/TYPE RAKE/STRETCH SUSPENSION FRONT END LENGTH TRIPLE TREES REAR SHOCKS
1975/H-D 4-speed Andrews Rivera Primo 2 in. belt drive ’80s Jammer 38°/2-1/2 stretch
6 in. over Stock H-D Hardtail
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE H-D/19 in. TIRE/SIZE Avon Speed Master/3.25 x 19 in.
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CALIPERS ROTORS REAR BUILDER/SIZE TIRE/SIZE CALIPER ROTOR
H-D Russel Kelsey-Hayes Drop Center/16 in. Avon Venom/150/80/16 Grimeca Russell 10 in.
FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS PLATING/POLISHING POWDERCOATING
Dupont Black Orange Pinstripe Browns Big D Frisco
ACCESSORIES REAR FENDER GAS TANK DASH GAUGES HANDLEBARS GRIPS MIRRORS FOOT CONTROLS HEADLIGHT TAILLIGHT LICENSE MOUNT SEAT
Drag Specialties ’70s Sportster Early ’70s H-D Early ’70s H-D H-D Buckhorn H-D H-D H-D Mid-controls H-D Drag Specialties Custom Side Mount Corbin
Performance Cam for M8 Models •
Bolt-In
•
95 hp and 114 ft/lb torque
•
Includes Installation kit (bearings & gaskets)
•
Chain or Gear Drive available
•
Quickee pushrods & tappets available
Gear Drive: •
No tensioner shoe to wear out
•
Eliminates chain lash for more accurate cam timing
•
Includes pinion and cam gears as well as tensioner block off plate
sscycle.com • Made in the USA DISCLAIMER: NOT LEGAL FOR SALE OR USE IN CALIFORNIA ON ANY POLLUTION CONTROLLED MOTOR VEHICLE. Not legal for sale or use on any EPA pollution controlled motor vehicle.
BAGGED
BILL LUCIANO’S GLIDES FROM ONE LIFE TO THE NEXT WORDS AND PHOTOS: JOSH ELSEY
W
hile coming back from Myrtle Beach, North Carolina, Bill Luciano was passed by a red Road Glide with at least a 26-inch big-spoke wheel up front floating over white LEDs. He found this look to be on another level, since he was tripling the speed limit on his crotch rocket and needed to slow things down. It was around this stage of life that he was ready to focus on doing the right things, as his career in the military was coming to an end. Bill hit the internet looking at styles, options, and other ideas to complete the Street Glide to which he quickly grew fond of the 26-inch over the 30-inch wheels. When he discovered the Glenndyne G2 5 spoke wheel, he knew it was time to start saving money to fund the project. Bill found a 2008 Street Glide painted stock Black Pearl with less than 5,000 miles on it. At this point Bill had one more year before leaving the military. The bike ended up being the one
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constant he needed as he separated active duty, moved, and started a new career, turning a dream into a reality amongst the chaos. Karma! It wasn’t long before the mods would come along and he’d reach out to Crazy Beavers Customs to have the neck prepped for the new wheel using an American Suspension short weld kit. Once the dust settled, he reached out to Low Life Industries and Justin at Infocus Mobile Audio (IMA) due to their high-end audio installations and part of the FKM line. With winter on the horizon, Justin picked up the bike to take back to Windham, New Hampshire. The only parts Bill had to provide were the matching rotor and caliper, as it still had the dual rotors and would be changed to a single-side 13, so the rest was on IMA. A lot of thought and attention to detail was being planned into the build from the classic five-spoke wheel up front, down to the planned paint scheme. Angled bags were added to allow
better cornering. The audio system was optimized to work off the stock charging system and one battery with no amplifiers taking up space in the bags. IMA then set to dissembling the bike and started to provide a raked FKM
outer fairing and inner fairing holding DD VO-CCX8s with a one off windshield complementing the 13-inch Prime Apes bars from LA Choppers with American Suspension triple trees. Under the fairing IMA installed a custom-fabricated rack to hold two RF four-channel and one RF monoblock amplifiers. A RWD front fender was placed over the 26,
accommodating the matching rotor with an oversize six-piston caliper Bill had, and IMA shaved the unused mount for a cleaner look. A Camtech tank shroud with a molded recessed dash was used matching the rider’s seat, backrest, and suction cup seat upholstered to match by VonStitch. IMA then molded FKM side covers to the bags and placed DD Redline 8-inch subs in the lids. Next, the bike was bagged using an FKM-designed aluminum foot instead of the typical motorized centerstand, as the bike sat too low while aired out, allowing a 1-inch clearance from the ground. Titanium rails were added so it will shoot sparks while dragging if so desired. The motor had just the cam, intake, and exhaust upgraded at this time.
AUGUST 2017 / 41
BAGGED | 2008 STREET GLIDE THE BIKE ENDED UP BEING THE ONE CONSTANT HE NEEDED AS HE SEPARATED ACTIVE DUTY, MOVED, AND STARTED A NEW CAREER, TURNING A DREAM INTO A REALITY AMONGST THE CHAOS. KARMA!
The bike was then ready for paint and was supposed to have Black Pearl with just a little blue in the clear coat. However, while mixing up the sample a little too much blue was added and they all fell in love with the resulting color. At this point Jeff Gates put the paint on while Ronnie Hatem pinstriped, complementing the classy style of the bike down to the motor’s contrast-cut parts. The Harley-Davidson badging was painted on the tank, making it clear what this custom was. With the bike ready seven months later, it debuted at Laconia Bike Week where Bill picked it up in person after hitchhiking with Low Life Industries to get there. Bill was in shock when he saw the bike in person and sat on it for 20 minutes before he was willing to ride it. He had to get used to the big wheel and air ride but that didn’t take long. The bike now has nearly 4,000 more miles on it, and Bill is loving every bit of it, as he is now cruising the asphalt on a classic, timeless-looking Harley with new-school ride quality, styling, and big audio. HB
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SCAN FOR VIDEO
THE BAGGER NATION
MONKEY SPORT BARS
SPECIFICATIONS GENERAL OWNER YEAR/MAKE/MODEL BUILD TIME
Bill Luciano 2008/Harley-Davidson/Street Glide 7 months
ENGINE YEAR/TYPE/SIZE 2008/H-D/96 in. BUILDER H-D CASES H-D CYLINDERS H-D HEADS H-D ROCKER BOXES H-D CAMS H-D THROTTLE BODY H-D AIR CLEANER Screamin’ Eagle EFI CONTROLLER H-D EXHAUST Vance & Hines Big Radius w/ Big City Thunder Baffles TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE FRAME YEAR/TYPE RAKE/STRETCH
2008/H-D 6-speed H-D H-D 2008/ H-D American Suspension short weld kit
SUSPENSION FRONT END Custom LENGTH Custom TRIPLE TREES American Suspension SWINGARM FKM Airtank w/ 380c Viair compressor REAR SHOCKS Air suspension w/ pucks
AGGRESSIVE
SPORT
ST YLING ROAD GLIDES ROAD KINGS SPORTSTERS DY N A’s FXR’S
baggernation.com
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Glenndyne G2/26 in. TIRE/SIZE Vee Rubber/26 in. CALIPERS 6-piston ROTORS Glenndyne 13-in. single-sided rotor REAR BUILDER/SIZE Glenndyne G2/16 in. TIRE/SIZE 16 in. CALIPER H-D Glenndyne ROTOR PULLEY H-D FINISH/PAINT COLORS Custom Blue PAINT/GRAPHICS Infocus Mobile Audio/Ronnie Hatem pinstriped ACCESSORIES FRONT FENDER REAR FENDER GAS TANK DASH SIDE COVERS BAGS LIDS CHIN SPOILER CENTER STAND GAUGES HANDLEBARS GRIPS MIRRORS HAND CONTROLS FLOORBOARDS HEADLIGHT TAILLIGHT TURN SIGNALS LICENSE MOUNT SEAT STEREO AMPLIFIER SPEAKERS
RWD FKM Camtech Shroud Camtech molded Molded FKM sealed 8-in. subs FKM 8 in. FKM Titanium H-D w/ LEDs LA Choppers Custom Arlen Ness H-D Custom Daymaker/LED Strips LED Custom Molded One-off solo seat w/ detachable rear seat and passenger Kenwood KDX X998 Custom rack in fairing (2) Rockford Foasgate Power Series, (2) 8-in. DD VO-M8, (2) DD B3 Tweeters, (2) DD VO-CCX8, (2) DD Readline 1508 Subs
Revolution Performance Bolt-On Big Bore Kits are custom made, all aluminum cylinders with nickel silicon carbide plating for less friction, better oil retention, incredible reliability, and more horsepower.
This dyno proven kit comes complete with custom made forged aluminum Wiseco pistons with ArmorGlide® skirt coating, enhanced 2016 ring technology, tool steel wrist pins, clips and complete gasket set. This powerful combination is simply the most reliable way you can add big power to your American V-Twin!
Learn more www.revolution-performance.com
Distributed by:
MODIFIED
WHEN YOU DON’T GO BACK T CLEAN AND CLASSY PETALUMA SPECIAL DYNA here’s nothing better about working for Hot Bike than when I run into someone and they say, “Hey, did you see that really cool [insert model of bike]?” To which I say, “Which one?” Then they say, “The black one.” Having a solid black bike while wearing a black leather vest, jeans, and a halfhelmet is the perfect combination for those who want to disappear in the crowd at any Harley event or rally. Not that there’s anything wrong with black bikes or clothing, but it doesn’t give much help to showcase one’s individuality. When building a budget-conscious custom bike, a little bit of paint, with a few key choice parts, can go a long way to making a bike stand out. Tim McCreedy’s 2013 Harley-Davidson Dyna is just such an example.
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WORDS: JOHN ZAMORA PHOTOS: JUSTIN GEORGE
SUP, DAWG!
AUGUST 2017 / 47
MODIFIED | 2013 DYNA “TIM CAME TO THE SHOP AND SAID HE WAS TIRED OF HAVING AN ALL-BLACK DYNA. HE STOPPED BY OUR SHOP AND DROPPED IT OFF TO LET US DO WHAT WE DO.”
We’ve praised the workmanship that comes out of Big Al’s Cycles in Petaluma, California, on several past features. Al Raposo is one of those guys who continues to pump out some amazing machines, each worthy of its own feature. We asked Al how this particular Dyna came to be and he had this to say: “Tim came to the shop and said he was tired of having an all-black Dyna. He stopped by our shop and dropped it off to let us do what we do. Fortunately for him he also left a pile of cash along with a picture of a Chevy truck that he liked.” From there Al took over. First thing first, the 103-inch motor was sent over to Engine Dynamics (EDCO) to get freshened up with the good stuff from top to bottom. Then the 58mm S&S Throttle Body was mated with a Big Al’s air cleaner finally huffing out into a 2-into-1 Thunderheader exhaust. A Rivera Pro Clutch helps push the power to the pavement via a Big Al’s chain drive
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FOR MORE PHOTOS OF THIS BIKE AND ALL OUR CUSTOM BIKE FEATURES, VISIT HOTBIKE.COM
turning powdercoated H-D wheels. Power is nothing without control, and this elephant was made into an antelope thanks to the help of Works Performance. Big Al’s and painter Taylor Schultz go together like Lenny and Squiggy. With one of the top painters in the country just a few miles away, why wouldn’t this build be given the Schultz touch? With the old-school patterned paint jobs nearing the end of the lifecycle, Schultz came up with this retro surfer, 1980s OP clothing type of look based on a Chevy truck that Tim had seen. The result is clean, simple, and classy, and my guess is you’ll be seeing copies of this appearing on the next generation of custom Dynas. Tim’s custom bike is the perfect example of taking just the right amount of parts without going overboard, adding a clean but classy paint job and ending up with an absolute street stomper that’s ready to hit the run. Well done, team Petaluma. HB
BEVELED GRIP & MASTER CYLINDER COVER
RETRO FORK BOOTS
BIG BRAKE KIT
DIRECT BOLT-ON TURN SIGNALS
BEVELED COVERS & FOOT CONTROL ACCESSORIES
MONSTER SUCKER AIR CLEANER
WINDSHIELD TRIM
WWW.ARLENNESS.COM
MODIFIED SPECIFICATIONS GENERAL OWNER SHOP SHOP PHONE WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME
Tim McCreedy Big Al’s Cycles (707) 586-2700 bigalscycles.com 2013/Harley-Davidson/Dyna Big Al’s Cycles 90 days
ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY AIR CLEANER EFI CONTROLLER EXHAUST
2013/H-D/103 in. Big Al’s Cycles H-D EDCO Petaluma EDCO Petaluma EDCO Petaluma Sharktooth grind 58mm S&S Big Al’s Cycles TTS Thunderheader
TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE
6-speed H-D Rivera Pro Clutch Wet
FRAME YEAR/TYPE RAKE/STRETCH SUSPENSION FRONT END LENGTH TRIPLE TREES SWINGARM REAR SHOCKS
2013/H-D Stock H-D OEM H-D H-D Works Performance
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE H-D/19 in. TIRE/SIZE Dunlop/19 in. CALIPERS H-D ROTORS H-D REAR BUILDER/SIZE H-D/16 in. TIRE/SIZE Dunlop/16 in. CALIPER H-D ROTOR H-D CHAIN DRIVEN Big Al’s Cycles
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FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS PLATING/POLISHING POWDERCOATING
House of Kolor Butternut Cream/Chevy truck style Schultz Designs Meclac RS Performance
ACCESSORIES FRONT FENDER REAR FENDER GAS TANK DASH GAUGES HANDLEBARS GRIPS MIRRORS HAND CONTROLS FOOT CONTROLS HEADLIGHT TAILLIGHT SEAT STEREO
H-D H-D H-D H-D H-D Big Al’s Cycles Buddy Low Bar PM H-D H-D H-D H-D Smoked Big Al’s Gripper iPhone
Flat Black
DOT & ECE compliant XS-XXL Sizes
W W W. B I LT W E L L I N C . C O M @ B I LT W E L L
ICONIC
I
t’s not often you run across someone thrashing on their expensive parking-lot show- class motorcycles. Sure, quick rips up and down the boulevard or standstill burnouts are one thing, but to see a beauty queen being abused with stand-up wheelies, barlock-to-bar-lock burnouts in drifts of white smoke, is something completely different. When we heard that showman Jimmy “Burnouts” Cyphers was building a 26-inch wheel stunt bike called the “Slide Glide” we had to see exactly what the hell he was thinking! WHERE DID THIS BIKE ORIGINATE? After many years of abuse and torture to my 2007 Harley-Davidson Street Glide, and after shredding about 200 or more rear tires, I decided it was time for a makeover. The bike had taken a few spills over the years and was looking and feeling worn out. BUT A BIG-WHEEL STUNT BIKE? I had already converted the bike to a big wheel a few years back, and today the big-wheel Harleys don’t get too much love from the performance side of the industry. I myself am a huge fan of performance, so I wanted to put together a bike that combined the two worlds.
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SLIDE SLIDEGLIDE GLIDE
JIMMY BURNOUT’S BIG-WHEEL STUNT BIKE… WAIT, WHAT? WORDS: BRIAN BEYER PHOTOS: JOHN ZAMORA
AUGUST MARCH 2017 / 53
ICONIC | 2007 STREET GLIDE
BUT IT DOESN’T LOOK LIKE A TYPICAL BEAT-UP STUNT BIKE. I wanted a bike that looks like a complete show bike, that can be taken to the track and raced, throw it into some canyon twisties, drag a burnout all the way down the block, or 12 o’clock wheelie. That is how the Slide Glide came to be. HOW DID YOU PLAN TO DO ALL THAT WITH A SINGLE BIKE?
This was my first attempt at building a bike. Right now the “performance bagger” is the hot thing. I see some amazing, well-put-together machines with all the right stuff but yet to see anyone “perform” on the bike. I wanted to change that. SO HOW DOES IT PERFORM? The Slide Glide was built to handle any abuse I throw at it. She performs like a racebike but looks like a trailer queen. HB
I SEE SOME AMAZING, WELL-PUT-TOGETHER MACHINES WITH ALL THE RIGHT STUFF BUT YET TO SEE ANYONE “PERFORM” ON THE BIKE. I WANTED TO CHANGE THAT.
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Born from the Dirt,
BUILT TO RAISE HELL
Shift Peg
©2017 KURYAKYN HOLDINGS, LLC ALL RIGHTS RESERVED For additional information on thirdparty product and company names, please consult our web page at www.kuryakyn.com/legal-notice
Grips
Footpegs
Mini Boards
THE ALL-NEW RIOT COLLECTION DELIVERING NO-BS STYLING, STEADFAST STABILITY AND TRACTION FOR RIDERS TO RIP UP THE STREETS, TRACKS OR TRAILS
Floorboards
KURYAKYN.COM/ RIOT
ICONIC
FOR MORE PHOTOS OF THIS BIKE AND ALL OUR CUSTOM BIKE FEATURES, VISIT HOTBIKE.COM
SPECIFICATIONS
GENERAL OWNER Jimmy Cyphers SHOP Burnout Garage WEBSITE jimmyburnouts.com YEAR/MAKE/MODEL 2007/Harley-Davidson/Street Glide ASSEMBLY Big Jim, George, and Moos from Misfit industries BUILD TIME 5 months
ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY AIR CLEANER EFI CONTROLLER EXHAUST PRIMARY COVER
2007/H-D/103ci Bennett’s Performance H-D H-D H-D H-D Dave Mackie 575 54mm Horse Power Inc. CMP Motorcycles ThunderMaxx Fab 28 Industries Strictly Hawgs
TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE FRAME YEAR/TYPE RAKE/STRETCH
2007/H-D H-D AIM Lock up H-D
2007/H-D Misfit slip-fit short neck, 30° rake w/ 8° trees/1.625 in. out stretch
SUSPENSION FRONT END LENGTH TRIPLE TREES FORK CANS SWINGARM REAR SHOCKS
Progressive Suspension 0.625 in. over Misfit Industries Strictly Hawgs Trac Dynamics Progressive Suspension 970s
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Wana-Ryd Electron/26 in. TIRE/SIZE 120/55R-26 CALIPERS H-D Wana-Ryd ROTORS REAR BUILDER/SIZE Wana-Ryd/18 in. TIRE/SIZE 150/70B-18 CALIPER H-D Wana-Ryd ROTOR PULLEY Bullet Proof Cycles Sprocket FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS PLATING/POLISHING POWDERCOATING
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Xecution Style Black/gray Gloss black faux steel vents Brushed steel Strictly Hawgs
ACCESSORIES FRONT FENDER Misfit Industries Streamline REAR FENDER Shortened Barnstrom Cycles BAGS Custom from Barnstorm Cycles BAG LATCHES Strictly Hawgs GAS TANK Custom from Barnstorm Cycles DASH H-D GAUGES H-D Misfit Industries 12 in. HANDLEBARS GRIPS Roland Sands Designs MIRRORS Custom HAND CONTROLS Brembo master cylinder FOOT CONTROLS Rook Customs toe shifter and linkage Burly Brand MX boards FLOORBOARDS HEADLIGHT Anzo Garage Custom TAILLIGHT ELECTRICAL Big Jim TURN SIGNALS Custom LICENSE MOUNT Custom Lucky Dave’s SEAT STEREO Kicker audio AMPLIFIER Kicker 200 SPEAKERS Kicker 6.5
RIPPER
58 //HOTBIKE.COM HOTBIKE.COM
WORDS: TIM DUBA PHOTOS: MIKEY V.
KEEP IT CLASSY,
SAN DIEGO A CLEAN, CLASSY, CROCKER-INSPIRED FXR
G
rowing up, my dad was a Navy Spec Ops guy, and our family was moving every two to three years. I spent the majority of my youth between Ventura, California, and different parts of Florida. When my dad was home, he spent pretty much 100 percent of his time rebuilding motors, muscle cars, or riding his Harleys. He restored anything from ’57 Lincoln Continentals to Shelby GT350s in there, and he was pretty well known for his work. My dad still wins lots of major shows today, and growing up he would always preach about keeping things clean, simple, and classic, as it never goes out of style. When I picked up this 1993 FXRS, it was mostly to help my buddy Scoot out. I had picked up a 2009 Fat Bob with low mileage and a 110-inch motor in it for next to nothing from a guy who was selling everything and “moving to Mexico” in a hurry. Scoot was always having trouble with his FXR, which was the year and make I had been looking for. Since I also had a 2002 FXDP, we worked out a great deal for him to take the Fat Bob, and I got the project bike I wanted. I knew I wanted to work with Chip and crew over at San Diego Customs and get it torn down right away to see what we had ahead of us. I also knew I wanted our friend Pete “HotDog” Finlan on the paint because he definitely knows classic paint jobs. I came to them with the idea of making a modern classic in the same fashion the old-timer bikes ran back in the ’40s and ’50s. I had always heard the stories of guys removing anything they didn’t need from their bikes and experimenting with different motor configurations to create these incredibly reliable sleepers—stories about guys leaving California to go to Daytona with $20 in their pocket and hustling other bikers in drag races to get the rest of the way. I wanted my bike to be like that—minimalist but deceptively quick and able to ride long distances. AUGUST 2017 / 59
RIPPER | 1992 FXR FOR MORE PHOTOS OF THIS BIKE AND ALL OUR CUSTOM BIKE FEATURES, VISIT HOTBIKE.COM
“A LOT OF THE CROCKERS I SAW AS A KID AT THE SHOWS MY DAD TOOK ME TO HAD THESE BIG TANKS WITH SCALLOP PAINT JOBS, AND I ALWAYS FELT THEY WERE PERFECT LOOKING.” One of the bikes that changed the game back at the start was the Crocker. Al Crocker always had a performance edge over the Harleys and Indians because he was the guy who developed a lot of the technology back then, from steering dampeners to competition cylinders and heads. He only made about 200 total bikes because during WWII his factory was taken over to make parts for the military. A lot of the Crockers I saw as a kid at the shows my dad took me to had these big tanks with scallop paint jobs, and I always felt they were perfect looking. HotDog knew exactly what I meant, and as usual he took my idea and made it 1,000 times cooler. One of the guys who was riding the first of Crocker’s modern V-twins was Jack Lilly. He later became an original member of the Boozefighters MC, and his Crockers became well known for their speed. His bike was eventually redone with a green-and-white scallop paint job, which was the inspiration behind this FXR. As far as the performance side, we kept it pretty simple. We sent out the 80-inch Evo to Harley to be remanufactured and added a Baker six-speed transmission. I had the bike for about two years and was made an offer I couldn’t refuse. The buyer is a good friend, a member of the BFMC, and a USMC combat veteran, so I think it was fitting it ended up with Jack Lilly’s club and a guy who represents them well. HB
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RIPPER |
SPECIFICATIONS GENERAL OWNER SHOP SHOP PHONE WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME ENGINE YEAR/TYPE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS INTAKE AIR CLEANER CARB EXHAUST
Tim Duba San Diego Customs (619) 234-6666 sandiegocustoms.com 1992/Harley-Davidson/FXR A little here, a little there 6 months
1991/H-D Remanufacture Motor Program H-D/Chip Kastelnik H-D H-D H-D modified by Henderson Performance H-D Secret SDC Mikuni SDC Mikuni 42mm SDC x SPF “High Pipe”
TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE FRAME YEAR/TYPE RAKE/STRETCH SUSPENSION FRONT END LENGTH FORK BRACE TRIPLE TREES SWINGARM REAR SHOCKS
1993/H-D case Baker 6-speed R Ratio H-D basket/SE plates H-D
1992/H-D FXR 29º/stock
H-D with Works internals Stock SDC “FTW” 39mm fork brace H-D H-D Works Performance
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE H-D powdercoated black/19 in. TIRE/SIZE Michelin Commander II/19 in. CALIPERS Performance Machine ROTORS H-D floating REAR BUILDER/SIZE H-D powdercoated black/16 in. TIRE/SIZE Michelin Commander II/16 in. CALIPER Performance Machine ROTOR H-D floating PULLEY H-D powdercoated black FINISH/PAINT MANUFACTURER PAINT/GRAPHICS PLATING/POLISHING POWDERCOATING
House of Kolor Pete “HotDog” Finlan SDC SDC
ACCESSORIES FRONT FENDER H-D REAR FENDER H-D GAS TANK H-D DASH H-D GAUGES Drag Specialties HANDLEBARS West Coast T-Bars (modified) GRIPS CCI MIRRORS H-D HAND CONTROLS H-D FOOT CONTROLS SDC Gnurlies HEADLIGHT H-D TAILLIGHT Kuryakyn Panacea, Low profile, smoked TURN SIGNALS Joker Machine LICENSE MOUNT CCI SEAT Le Pera Daytona Sport w/ custom piping SADDLEBAGS Leather Pros
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HEAVY METAL
RIDE TOGETHER,STAY TOGETHER HUSBAND AND WIFE’S KNUCKLE AND SHOVEL KILLER CUSTOMS
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WORDS: BRIAN BEYER PHOTOS: JOHN ZAMORA
A
friend called me and said this guy was interested in trading his motorcycle for my 2012 Polaris Razor I had up for sale. I just happen to be in the market for another bike. He sent me pictures and details of a 2009 special construction hardtail with an Accurate Engineering Knucklehead motor and Baker Franken-
tranny. The style of that motor was exactly what I wanted to use for my next build, so it was a no-brainer. I loaded up the Razor and made the trade. Looking at the bike in my driveway, I had a vision of what I wanted it to look like. I could picture myself in the near future on a bike that would be my own spin on newschool design, with an old-school soul. With a smile from ear to ear I hit the internet looking for a pre-2000 HarleyDavidson Softail. I knew the motor would bolt right in with little to no modifications. After searching for a few days I found a 1996 Softail and nabbed
it. I also found an original 1946 Springer front end that I thought would really connect to the old-school nostalgia of the Knucklehead motor. I spent a few months doing research and looking for parts and solutions to potential fitment problems I was anticipating. I was going to mount my springer front end with a 7/8-inch stem onto a frame with 1-inch cast neck cups. I really didn’t want to modify the original 1946 springer in any way. I wanted to use new-school tapered Timken-style bearings. Everyone I spoke with said there was no way it would work. Nothing alternative was available. Well, I hate being told that. I took the races out of my frame and headed down to a nearby tapered bearing distributor. It didn’t take me long to match up a set of bearings and races that would work beautifully with the 7/8-inch stem with no modifications. One of my biggest disadvantages of being a “garage builder” is having limitations on tools and machines that a much bigger shop has the access to. But on the other side of that same coin, the friends and fabricators I have met over the years have all been able to fill those gaps. It gave me great pleasure to work alongside
AUGUST 2017 / 65
HEAVY METAL | 1996 SOFTAIL / 2009 KNUCKLEHEAD
SPECIFICATIONS
them borrowing their equipment to make fitment adjustments to my newschool parts that I was using. I set out on this project not to be some showbike that gets trailered to the events and put in an air bubble in my living room. The bike was built with the purpose of being a rider. I did not want to have my art “hung on a wall.” I wanted to use this bike as a rolling art piece that even the non-bikers can appreciate. The pictures, stares, and appreciation as I ride down the road alongside my friends and family are what justify all the hard work and time I have spent on my dream bike.
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GENERAL OWNER SHOP SHOP PHONE YEAR/MAKE/MODEL FABRICATION BUILD TIME
Brian Beyer Urban Cycles (626) 272-7273 1996/Harley-Davidson/Softail Chassis Design 1 year, 6 months
ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY AIR CLEANER EXHAUST
2009/Knucklehead/103ci Accurate Engineering STD Accurate Engineering Accurate Engineering Accurate Engineering Andrews K grind S&S Super E Bison Motorsports One-off by Lone Wolf’s Chop Rodz
TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE
2009/Baker Franken-tranny 6-speed BDL BDL
FRAME YEAR/TYPE RAKE/STRETCH
1996/H-D Softail Stock
SUSPENSION FRONT END LENGTH SWINGARM REAR SHOCKS
1946 H-D Springer Stock H-D Softail Works
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Ride Wright/23 in. TIRE/SIZE Avon/130/60/23 in. CALIPERS N/A ROTORS N/A REAR BUILDER/SIZE Ride Wright/18 in. TIRE/SIZE Avon/180/55/18 in. CALIPER Brembo ROTOR Superspoke PULLEY Superspoke FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS POWDERCOATING
Custom Blend Buck Wild Concept Powdercoating
ACCESSORIES REAR FENDER GAS TANK DASH GAUGES HANDLEBARS GRIPS MIRRORS HAND CONTROLS CLUTCH THROTTLE FOOT CONTROLS FLOORBOARDS HEADLIGHT TAILLIGHT LICENSE MOUNT SEAT
Klock Werks H-D H-D Dakota Digital Silverback Moto Jason Jessee Bison Motorsports Exile Cycles Internal Internal H-D H-D KNS Accessories Prism Motorcycles Chassis Design Mother Road Customs
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HEAVY METAL | 1976 SHOVELHEAD FOR MORE PHOTOS OF THIS BIKE AND ALL OUR CUSTOM BIKE FEATURES, VISIT HOTBIKE.COM
SPECIFICATIONS GENERAL OWNER SHOP SHOP PHONE YEAR/MAKE/MODEL FABRICATION BUILD TIME ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY AIR CLEANER EXHAUST
I’ve always been interested in old-school bikes because the owners seem like they are in their own little cult. I never understood it; they stand around hovering over their bikes and won’t even talk to you unless you have a bike that leaks oil everywhere. Not having years of experience with old-school bikes, I thought I would start with a Shovelhead. All my friends said I was crazy. They always brake down leak oil and ride like shit. I picked up a 1976 Shovelhead. The first time I fired it up chills ran through my body. It was at that moment I realized what those die-hard old-school Harley guys felt. The thump of that Shovelhead was unlike anything I have ever experienced. Excited, I brought it to my shop (my garage) and immediately stripped it down to the frame and motor. Next ensued a self-inflicted crusade to learn as much as possible about Shovelheads and why they leak. With the help of Google and some close friends in the industry, I was able to devise a plan to stop or slow down any potential oil leaks. I was determined to take my new oldschool bike and put my new-school spin on it proving to these die-hard old school enthusiasts that you can have the best of both worlds. First, I purchased some O-rings and instructions on how to machine a groove in the transmission spacer from saddlebag rail. That, along with a James Gaskets super nut, sealed up my transmission. Next I installed a Rivera Primo belt drive and got rid of that oily chain-drive setup. Continuing to
68 // HOTBIKE.COM HOTBIKE.COM
TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE FRAME YEAR/TYPE RAKE/STRETCH
upgrade old-school with new-school technology, I added a wire-plus wiring system, 2000–later wheels with sealed bearings, and air ride suspension in the rear. I finished up the bike just before the Laughlin River Run 2014. In an effort to prove my industry buddies wrong, I rolled into Alloy Art’s booth at the Pioneer Casino. I remember rolling up dropping the air ride and turning around to see all their jaws wide open. After a brief bagging session, it was awesome for a garage builder like me to have these idols of mine truly appreciate what I had done. The current owner Tracy Beyer—yes, my wife—basically took the bike from me. I guess I’m partially to blame because it was my idea for her to go through the motorcycle safety school and start riding. When she got her license, she went crazy trying to decide on what bike she wanted. I suggested riding the Shovelhead for a while until she got comfortable. Big mistake—it didn’t take long before she decided, “I’ll take this bike,” as she looked up at me with a big smile on her face. After all my hard work and busted knuckles, I was happy that she shared my love for old-school motorcycles. Now I have to go build another bike. HB
SUSPENSION FRONT END LENGTH TRIPLE TREES SWINGARM REAR SHOCKS
Tracy Beyer Urban Cycles (626) 272-7273 1976/Harley-Davidson/Shovelhead Brian Beyer 6 months 1976/Shovelhead/80ci Phil’s Speed Shop H-D H-D H-D H-D Andrews SU Carb Bison Motorsports Custom 1976/H-D 4-speed Rivera Primo Rivera Primo 1976/H-D 6°/0 41MM H-D Standard H-D Early FL style Arnott air ride
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Ride Wright/21 in. TIRE/SIZE Avon/120/70/21 CALIPERS PM Vintage 4 piston ROTORS Cycle lounge REAR BUILDER/SIZE Ride Wright/18 in. TIRE/SIZE Avon/150/70/18 CALIPER PM Vintage 4-piston ROTOR Cycle Lounge PULLEY Super Spoke FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS POWDERCOATING
House of Kolor Custom Candy Brown and Flat Black Paint by Bondo Concept Powder Coating
ACCESSORIES FRONT FENDER REAR FENDER GAS TANK DASH GAUGES HANDLEBARS GRIPS MIRRORS HAND CONTROLS FOOT CONTROLS FLOORBOARDS HEADLIGHT TAILLIGHT LICENSE MOUNT SEAT
Stock H-D Early FL style Stock H-D Paughco H-D Chassis Designs Performance Machine Contour Alloy Art PM 2009 H-D Softail 2009 H-D Softail Headwinds Custom TC Bros. Le Pera
FEATURED PRODUCT ROPER GLOVE (OIL SAND PICTURED)
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OWNER:TAYLOR SCHULTZ PAINTER: SCHULTZ DESIGNZ LOCATION: PETALUMA CA PRIMER: KD3000 GRAY BASE: ORION SILVERMAX / MINI FLAKE KANDY: KUSTOM MIX OF KK08 TANGERINE / KK07 ROOTBEER / KK04 ORIENTAL BLUE CLEAR: USC01 SHOW KLEAR
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CHRONICLE Roland Sands Indian Scout Sixty
WIN
EVIL TWINS WIN INDIAN SCOUT SIXTY MOTORCYCLES CUSTOMIZED BY ROLAND SANDS & CAREY HART
WORDS: MARK MASKER PHOTOS: PRESTON BURROUGHS AND LOGAN DESTS
WIN
70 / HOTBIKE.COM HOTBIKE.COM
Carey Hart Indian Scout Sixty
WIN INDIAN SCOUT SIXTY MOTORCYCLES CUSTOMIZED
CHRONICLE | BY ROLAND SANDS & CAREY HART
“THE SCOUT SIXTY IS ALREADY A FORCE TO BE RECKONED WITH, AND NOW ROLAND AND CAREY’S MODIFICATIONS WILL TRULY ADD TO THE FUN THAT CAN BE HAD ON THESE BIKES.”
I
f you’re like me, you got rid of your good twin a long time ago and have been living out their life for them ever since. That’s what we evil twins are for—at least according to every soap opera and sci-fi franchise in history. We’re as cliché as it gets. If you want to see a different take on twins, you’ll have to get a gander at the Evil Twins built by Carey Hart and Roland Sands for the Buffalo Chip. Even as we speak, everyone who’s anyone is getting ready for Sturgis. Roland and Carey, who aren’t busy enough apparently, decided they needed one more cool project on their respective heaps o’ work. They’ve molded identical 2017 Indian Scout Sixty motorcycles into wicked racing machines for the Sturgis Buffalo Chip’s Moto Stampede Bike Giveaway. Before being given to two fans on the Chip’s Wolfman Jack Main Stage, these two hooligan racebikes, known as the “Evil Twins,” will face off during the RSD Super Hooligan races presented by Indian Motorcycle at the Buffalo Chip Moto Stampede on Wednesday, August 9. Fans may enter to win the bikes online now at buffalochip.com/eviltwins.
72 / HOTBIKE.COM
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WIN INDIAN SCOUT SIXTY MOTORCYCLES CUSTOMIZED
CHRONICLE | BY ROLAND SANDS & CAREY HART
“The stories these Evil Twins will tell will be unlike any others out there,” according to Rod Woodruff, president of the Sturgis Buffalo Chip. “Designed, built, and raced by the biggest names in motorcycling and racing, these Indian motorcycles will sport real battle scars from having been run in Super Hooligan races. You just can’t buy a bike with history like that, but you could win one.” “The Scout Sixty is already a force to be reckoned with, and now Roland and Carey’s modifications will truly add to the fun that can be had on these bikes,” said Reid Wilson, marketing director for Indian Motorcycle. “We can’t wait to give away these bikes on the Buffalo Chip’s main stage and pass on the good times after the Moto Stampede races.” More info about the Moto Stampede racing events at the Buffalo Chip can be found at buffalochip.com/events/moto-stampede. HB
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CAREY HART INDIAN SCOUT SIXTY GENERAL BUILDER WEBSITE
Carey Hart goodriderally.com
ENGINE YEAR/TYPE THROTTLE BODY EXHAUST AIR CLEANER
2016/Indian Scout DynoJet Thrashin Supply Company K&N
SUSPENSION FRONT END REAR
GP suspension revalve Fox Piggyback
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Roland Sands Design/19 in. REAR BUILDER/SIZE Roland Sands Design/19 in. ROTOR Galpher FINISH/PAINT COLORS PAINT/GRAPHICS POWDERCOATING
Indian Maroon Guts Racing Black Cerakote
ACCESSORIES REAR FENDER HANDLEBARS GRIPS HAND CONTROLS FOOT CONTROLS FLOORBOARDS SEAT
Custom cut ODI ODI Works Connection clutch perch Evil Empire Mids Evil Empire BMC
ROLAND SANDS DESIGN INDIAN SCOUT SIXTY GENERAL BUILDER SHOP PHONE WEBSITE ENGINE YEAR/TYPE EXHAUST AIR CLEANER
Roland Sands Design (562) 493-5297 rolandsandsdesign.com 2016/Indian Scout RSD custom stainless-steel slant 2-into-1 K&N
TRANSMISSION TYPE
Indian Scout with Free Spirits XR1200 belt tensioner
SUSPENSION FRONT END Stock with GP Suspension Cartridge Kit, British Customs 41mm (Triumph) fork boots, and RSD prototype Tracker fork brace TRIPLE TREES Stock RSD-modified stock for increased steering angle SHOCKS Progressive Suspension 970 Series 13.0-in./V-rod spec WHEELS, TIRES, AND BRAKES FRONT RSD custom Traction flatBUILDER/SIZE track race wheel 19 x 3.0 in. REAR BUILDER/SIZE RSD custom Traction flat-track race wheel 19 x 3.0 in. PULLEY Victory Octane FINISH/PAINT COLORS PAINT/GRAPHICS
Buffalo Chip Design RSD custom-printed MX-style tank and tail graphics kit by ZLT
ACCESSORIES TAILSECTION Saddlemen/Medium Made fiberglass flattrack tailsection Indian Scout, narrowed 6 in. GAS TANK HANDLEBARS RSD custom 1 in. to 7/8-in. flat-track bars RSD prototype chrome-moly FOOT CONTROLS foot control relocation plates SEAT Saddlemen race seat
TECH
WORDS AND PHOTOS: JEFF G. HOLT
DAILY DYNA THE UNTOLD STORY OF OUR TEST BED 2015 DYNA LOWRIDER
Humble stock beginnings.
E
very few years I buy a new bike and use it to test a bunch of these new parts and accessories you see in the magazine and online. This time I went to Huntington Beach Harley-Davidson in Southern California and purchased a 2015 Harley-Davidson Dyna Lowrider from my pal Jason Hampton. I rode the bike in its stock form directly from the dealership to my house and parked it. Due to the H-D Lowrider’s horrible stock
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bars and risers, the bike sat for a few weeks until I received a set of Conely’s risers, bars, and a T-Sport fairing. My buddy Scotty Speedmetal and his son Luke swapped out the bars and fairing and added a set of fork adjusters and a few other bolt-on dress-up parts. We also installed a slip-on muffler from Firebrand and then another one from Sawicki Speed bundled up in DEI exhaust wrap. Not finding much fun with the stock
head pipes, we bolted on a free-flowing 2-into-1 from Thrashin Supply, which gave the bike a bit of power coupled with a K&N Aircharger and an FP3 tuner from Vance & Hines. Then we went nuts testing just about every 2-into-1 pipe made—Fab 28 Industries, Stealth, TBR, Vance & Hines, Magnaflow, Bassani, and the list goes on. The pipe we have had on it the longest has been the Royal-T Racing stainless, which has a really great sound and tons of performance.
“WHO KNOWS WHAT ELSE THE FUTURE HOLDS FOR THE DAILY DYNA? NOT EVEN I CAN GUESS THAT.”
We swapped a few pairs of bars and risers as well but have ended up with a pair of 12-inch chrome Burly Brand Jail bars and a set of grips from The Speed Merchant for the longest amount of time. Seats have been another item we have changed more than a few times for single rider as well as two-up testing purposes. Harley-Davidson, Le Pera, Lucky Dave’s, Mustang, Revere, Saddlemen, Drag Specialties, and a few full-custom seats all have been in the mix. One of the biggest improvements we did to this bike was the addition of a set of Hyper Pro rear piggyback shocks. Not well known in the US, these superbike shocks from Holland are the benchmark of performance suspension, especially when I packed the bike up and headed to Sturgis with it fully loaded and still found the Lowrider able to carve all of Utah’s twisty back roads. Once I returned from Sturgis I met up with Big Mike of BMC Motorcycles, and we upped the Daily Dyna’s game in the form of a BMC FXRT fairing, chin spoiler, and wall seat. Jim at IMZZ has been instrumental in painting and installing a ton of parts on this bike and painted the BMC bodywork to match perfectly with the stock sheet metal using Colorite paint. Jim then installed a new cam plate and cams from Feuling and added some monster 15-inch front brake rotors from Arlen Ness along with a set of Brembo bagger calipers. We also hung on a set of IMZZ FXRP saddlebag brackets for a set of old police bags I had lying around. This bike has also had bags installed and tested from FXR Division, Conely’s, and it now wears a set of amazing reproduction FXDP Defender bags from Villain 2 Hero.
PERFORMANCE BIKEÕS DAILY FORK DYNA TUNING TECH HOT
The bike currently has some other standout items hanging on it, such as Oberon adjustable levers from Hog Leverage, hand guards from Memphis Shades, iPhone handlebar mount from Rokform, mirrors from Joker Machine, a set of shocks from Pro Action, a Klock Werks Flare windshield, and a Step Up seat from Saddlemen. This machine has just hit 25,000 miles and has been to Sturgis twice, on two Hot Bike Tours, across 24 states, and down to San Felipe, Mexico. How the bike sits now isn’t how it will stay. As you can see, this rolling test bed is in a constant state of change, and we usually swap out a part or two weekly. Version 2.0 of the Daily Dyna is coming. It will be covered in carbon fiber from our collega in Italy known as TCB Carbon Parts Co. The bodywork will also have some serious custom pinstriping by Buck Wild over all the woven non-ferrous goodness.
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The Lowrider will also have new risers and bars from Forbidden Motorcycles/Fly Racing and will have a ton of anodized red parts from Rooke Customs and Flo Motorsports. And that is just the start. Who knows what else the future holds for the Daily Dyna? Not even I can guess that. HB
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GARWOOD CUSTOM CYCLES ZION WHEEL INSTALL
G
arwood Custom Cycles out of Lexington, North Carolina, is as American as it gets. Whether it’s full custom builds, swingarms, or wheels, it has just what you’re looking for, like these Zion wheels we put on a 2016 Road Glide. While this job can easily be done in a driveway, we always take our wheel swaps to our good friends at Wheel Works in Garden Grove, California, for the ultimate in ride-in, ride-out ease of installation. HB
1 p Start by removing the bags for easier access to the rear wheels.
80 80/ /HOTBIKE.COM HOTBIKE.COM
WORDS AND PHOTOS: JOHN ZAMORA
SKILL LEVEL // BASIC
2 p Remove the rear brakes and wheel.
2 3 p Because we stuck with a 21-inch front, we only needed to
remove the wheel and calipers and not the fender.
5 2 4 p Remove the rear pulley and set aside for reuse.
6 p Reinstall the rear rotors onto the front and rear wheels.
Don’t forget to use Loctite on the bolts.
8 2 p Reinstall the front wheel and brake calipers.
p Mount the tires on the wheels. To avoid scratching or marring them, you may want to take them to a shop with a proper tire tool.
2 7 p Reinstall the rear pulley onto the rear wheel.
9 2 p Make sure to torque the front axle nut and caliper bolts to
factory specs.
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10 2 p Reinstall the rear wheel, belt, and saddlebags.
SOURCES: GARWOOD CUSTOM CYCLES garwoodcustomcycles.com
11 2 p The new wheels look great with either a lot or a little bit
of chrome.
WHEEL WORKS wheel-works.com
TECH #HOTBIKESNAPFAB
WORDS AND PHOTOS: BIG JOE
SKILL LEVEL // EXPERT
GET BUCK WILD! 21 p Following up from last month after learning to pattern off an
existing fuel tank, we now look at creating a buck to shape an original tank design. For this exercise I’ll create a buck from 3/8-inch plywood of a fuel tank for some early iron.
2 p First, using a piece of poster board I’ll sketch out the side profile
of the tank to fit the frame.
2 3 p Once I’m happy with it I cut it out and take another look
at the profile.
5 2 p With the side and top profiles decided upon, I lay out the
centerline of both profiles.
2 7 p With the two profiles taped together I mock them up on the
frame to check the size and profile of the tank one last time before going to the plywood.
10 2 p With the two profiles assembled we can get a very good idea
what space the fuel tank will occupy, but we’ll need more structure in the buck to aid in making patterns. 82 / HOTBIKE.COM
4 2 p Using the side profile template I get the overall length to sketch
out the top profile.
6 2 p I split the centerlines so the two profiles can intersect one another.
8 2 p Now I trace out the patterns onto the plywood and also sketch
opposing slots in the profiles so they can intersect one another the same way the poster-board patterns did.
11 2 p Every buck is different, but the intention is the same when it
comes to adding ribs or segments to the buck. Here I chose four locations to add profile ribs, which aid in creating the overall shape of the tank.
9 2 p I cut the plywood with whatever tools are available, like a jigsaw,
band saw, scroll saw, etc. You can see here the top and side profiles are cut from plywood with opposing slots to allow the two parts to intersect one another.
12 2 p After determining the layout I also add cutouts to the top profile
to allow the additional profiles to interlock with the buck.
13 2 p Once again I use poster board to make patterns for the
additional profile ribs.
Carlini Apes are designed for the best side profile style
14 2 p The patterns are traced out onto more plywood and cut out.
15 2 p I then lay out the opposing notches and cut them out as well.
1.50'' Menace Ape 16 2 p Using wood glue and brad nails I assemble the side/top profiles along with the additional profile ribs and have a look at the buck on the frame before it is fully assembled.
17
1.50'' Gangster Ape
p Seen here is the fully assembled buck.
At this stage the buck is only roughed in. IN THE NEXT ISSUE we will do some sanding to smooth out all of the transitions and add filler to all of the voids in the buck to create a complete solid form from which we can make patterns in similar fashion like we did in the last issue. If you have questions or requests for this column feel free to email me at joe@snap-fab.com.
WWW.CA RLINI DES IG N .COM
USED AND ABUSED
BOLID’STER
JEAN’STER RIDING PANTS
M
ost protective jeans have Kevlar liners sewn into parts of them. This is all well and good, but most of them feel bulky and like you are wearing a pair of Huggies pull-ups under your riding jeans. The Jean’ster riding pants are a whole other kind of garment. The protective fabric is woven right into the fabric of the jeans themselves. Bolid’ster uses a composite material called Armalith for the jeans, and this fabric is the first of its kind. Armalith is a mixture of a reinforcement material known as UHMWPE (ultrahigh molecular weight polyethylene), which was developed for aerospace as well as defense applications, combined with goodold comfortable cotton and Lycra. This makes the Jean’ster pants a non-bulky single layer that provides the same abrasion protection as other riding jeans. But it does it over the entire garment.
84 / HOTBIKE.COM
AS ABUSED BY JEFF G. HOLT
Once I put them on they didn’t feel like I was wearing protective jeans, and I easily wore them in a myriad of warm and hot temperatures without getting monkey butt. Also, they look just like a pair of regular jeans, so I didn’t look like a puffy Kevlarpaneled-pants-wearing goon when I was off the bike. I have been riding with these jeans for a solid six months and have found them to be a very legitimate pair of riding pants. I wore them on numerous daylong and weekend-long rides, and they did not bind or become uncomfortable at anytime. The cut on the Jean’ster is good and roomy but not baggy. Sorry to say, but I was not a big fan of the faux fading and wear of the fabric and prefer to wear dark blue or black jeans that naturally age themselves. But that’s just my personal style, as many of you will like the looks just fine. After my sting wearing these jeans, my synopsis is that if you are into getting some pants protection and don’t want to look like MC Hammer, check out the Bolid’ster Jean’ster riding pants. $349 // EUNIQUE.US
LEAKS
SUC K
t w i n p o w e r- u s a . c o m
So save yourself the guesswork with our high-quality gaskets. Available as complete kits for specific applications, or separately, our AFM and MLS style gaskets are proudly made in the USA.
PAST BLAST
AUGUST 2004
FROM THE HOT BIKE ARCHIVES
A
ugust of 2004 was the pinnacle of the TV corporatization of the “chopper.” Looking back, it’s easy to poke fun at the Teutuls, but keep in mind at that time it took the V-twin out of the small shops and garages and into every home in the world. This was also the peak of the magazine world where we could feature 38 custom bikes in a single issue.
OTHER THINGS THAT WENT DOWN IN AUGUST 2004:
John Elway is inducted into the Pro Football Hall of Fame.
FOR MORE HOT BIKE BLAST FROM THE PAST STORIES, PHOTOS & VIDEO VISIT HOTBIKE.COM @HOTBIKEMAG #HOTBIKEMAG
21st MTV Video Music Awards: OutKast, Beyoncé, and Usher take home the Moon Man.
86 / HOTBIKE.COM
Seinfeld actor John O’Hurley (J. Peterman) weds Lisa Mesloh.
Kimi Räikkönen wins the Belgian Grand Prix Formula One ahead of Michael Schumacher, who clinches his seventh championship title.
Summer Olympics open in Athens.
2004 Harley-Davidson FLSTC/I Heritage Softail
pick rd us a Precision Fit - Swag Bag Rear End Packages
6”
4.5”
Body Kits 23/26/30” Front Fenders Bolt on Triple Trees 23/26/30” Front End Packages Air Suspension Kits
www.PICKARDUSA.com 972.231.1298
HOMETOWN HARLEYS
COMPILED BY THE HOT BIKE STAFF
HELLO, I’M JASON CASH
H
19 YEARS AND KICKIN’
Here is my 1988 HarleyDavidson Heritage Softail that I bought in 1989. K. BESSE
ello, my name is Jason Cash I live in Fruita, Colorado. I have a 2002 Fat Boy I bought five years ago from a guy who kept it bone stock and in the garage. Here’s all I have done to it since then: Arlen Ness rad controls, front fender, Hot Legs, front and rear rotors, triple trees, Progressive mono front and rear shocks, PM front, rear brakes and forward controls, DNA fat spoke 21 x 3.5 front, Arlen Ness 18 x 6.25 rear wheel, 2012 rear Fat Boy fender, Exotic Chopper exhaust, 18-inch Carlini Panty Dropper ape bars, 95-inch motor, BDL 3-inch belt drive, Baker OD six-speed transmission, Alloy Art turn signals, Terry 1.8-kilowatt starter, and pinstriping by Denise Corbett. I wanted to say thanks to my good friends Eric and Judy Fincher for helping me work on my bike all those late nights and teaching me the old biker tricks to make sure it’s done right—and also to Judy for reading the instructions when we got frustrated and cooking up all those great meals! Most important is my wife Kathy who would help out and reach those hard-to-get bolts with her small hands and who put up with my addiction with this bike for all these years! JASON CASH Fruita, CO
RIGID REBORN
T
his motorcycle was originally built as a rigid frame in 2003, but due to medical reasons in 2011 I could no longer ride rigid. I did not want to get rid of this 124-inch S&S engine and drive, as they were barely broke in at 2K miles. I began looking for a titled rubber-mounted frame. I learned that a brother of mine had an FXRP chassis sitting in his garage, but it had no papers. The bike handles like it is on rails and accelerates like a scalded ape. There are things like the Speedo housing on the bars to house the 5-inch speedo. It was all tied in with the custom paint by Dino and pinstriping by Dale Attoe and is a true oneof-a-kind ride.
JOHN IVES Westfield, WI
SUBMIT YOUR RIDE: Email your submissions to: hot.bike@bonniercorp.com or snail mail to: HB Readers’ Showcase, 15215 Alton Pkwy., Suite
100, Irvine, CA 92618. Please include high-res jpegs, your name, hometown, email, phone number, bike year/model, engine size, frame, wheels, sheet metal, painter, custom accessories, and anything else interesting about your bike.
88 / HOTBIKE.COM
HOTBIKE.COM Jeff G. Holt, Brand Director, American Motorcycle Group Andrew Leisner, Senior Vice President, Managing Director Tim Collins, Executive Director, Sales/Marketing Kurt Hoy, Content Strategy Director Brian Schrader, Director of Digital Strategy
EDITORIAL Jeff G. Holt, Editor In Chief John Zamora, Editor Ed Subias, Online Editor
ART DIRECTION AND DESIGN Robert Martin, Art Director
CONTENT SERVICES Matthew Miles, Director Terry Masaoka, Managing Editor Irene Gonzalez, Managing Editor Jessica Matteson, Copy Editor Alan Takushi & Serena Bleeker, Web Producers
PHOTO AND VIDEO SERVICES Jeff Allen, Photographer Spenser Robert, Video Producer Stephen Potter, Associate Video Producer Bert Beltran, Associate Video Producer
CONTRIBUTORS Josh Elses, Justin George, Big Joe, Mikey D., Mark Masker, Mike Van Senus
EDITORIAL OFFICES 15215 Alton Pkwy., Suite 100, Irvine, CA 92618 (760) 707-0100; hot.bike@bonniercorp.com
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CUSTOMER SERVICE FOR CUSTOMER SERVICE AND SUBSCRIPTION QUESTIONS, such as Renewals, Address Changes, Email Preferences, Billing, and Account Status, go to: hotbike.com/cs. You can also email HBKcustserv@cdsfulfillment.com, in the US call toll-free 800-759-5540, outside the US call 515-237-3697, or write to Hot Bike, PO Box 6364, Harlan, IA 51593-1864.
ADVERTISING David Roe, Director of Sales and Operations, American Motorcycle Group; 724/312-3207 Chris Long, Advertising Account Manager 760/707-1073 Katelynn Kovaleff, Advertising Account Director 760/707-0087, fax: 760/707-0101 Ross Cunningham, Advertising Account Director 212/779-5042 Brad Banister, Advertising Account Manager 323/228-7011 Chris Siebenhaar, Advertising Account Manager 760/707-1070 John Simanovich, Advertising Account Manager 760/707-1054 Mary Hannah Hardcastle, Advertising Account Specialist 760/707-1086 Jeff Roberge, Detroit Advertising Director 248/213-6154 John W. Scafetta, Sales & Marketing Operations Manager Jeoff Haertle, Advertising Coordinator/Sales Administrator Sadie Huemmer, Associate Director, Digital Advertising Ray Gonzalez, Digital Campaign Manager Joy McGivern, Advertising Services Manager Camilo B. Viray Jr., IT/Office Manager Kim Putman, Director, Human Resources Connie Lau, Business Manager
MARKETING Leigh Bingham, Consumer Marketing Director Ashley Roberts, Senior Marketing Manager Nichole Starkey, Integrated Marketing Coordinator Corey Eastman, Consumer Engagement Director Tonia Troncone, Consumer Events Manager
PRODUCTION Rina V. Murray, Group Production Director Erich Schlitz, Production Manager
REPRINTS
For reprints, email reprints@bonniercorp.com RETAIL SINGLE COPY SALES: ProCirc Retail Solutions Group, Tony DiBisceglie Copyright © 2017 by Bonnier Corp. All rights reserved. PRINTED IN THE U.S.A.
Tomas Franzén, Chairman Lars Dahmén, Head of Business Area, Magazines Eric Zinczenko, Chief Executive Officer Joachim Jaginder, Chief Financial Officer David Ritchie, Chief Operating Officer Elizabeth Burnham Murphy, Chief Marketing Officer Sean Holzman, Chief Digital Revenue Officer John Graney, Vice President, Integrated Sales John Reese, Vice President, Consumer Marketing David Butler, Vice President, Digital Operations Perri Dorset, Vice President, Public Relations Jeremy Thompson, General Counsel THIS PRODUCT IS FROM SUSTAINABLY MANAGED FORESTS AND CONTROLLED SOURCES.
THE LIST
1. DYNO TUNING 6. NEW CAM(S)
5. TOP-END ENGINE KIT
2. HI-FLOW EXHAUST
TOP 10
7. ADJUSTABLE FRONT SUSPENSION
PERFORMANCE 3. HI-FLOW UPGRADES AIR CLEANER
W
e get asked all the time, “What are the best performance upgrades and in which order should I add them to my bike?” Well, we took some time and did in fact put our heads together, and under much scrutiny of our editors we have listed a countdown to performance nirvana and in what order in which to do so. We chose upgrading the chassis, suspension, and braking first over just simply adding gobs of horsepower. We did this for the simple fact that a much faster bike needs all the other performance factors for the added power to truly work well. HB
8. ADJUSTABLE REAR SUSPENSION
4. FLOATING BRAKE ROTORS AND PERFORMANCE PADS 9. STEERING DAMPER 10. CHAIN DRIVE 92 / HOTBIKE.COM
april 21 - 23
Circuit of the Americas
april 28 - 30 road atlanta
May 12 - 14
virginia international raceway
june 2 - 4
road america
august 25 - 27
june 23 - 25
utah motorsports campus
pittsburgh international race complex
july 7 - 9
september 8 - 10
mazda raceway laguna seca
august 11 -13 sonoma raceway
new jersey motorsports park
september 15 - 17
barber motorsports park * schedule subject to change
SPEEDÕS SPOTLIGHT
WORDS AND PHOTO: JOE KRESS
HIGH-FLOW FUEL DELIVERY!
A
lot of Harley riders don’t think about big throttle bodies and high-flow injectors until every other performance mod has
been completed. It’s understandable. Common knowledge has had it that those high-flow throttle bodies and bigger injectors are a last step, after the addition of aftermarket high-flow heads, for instance. Only then do big throttle bodies and high-delivery injectors begin to pay off. Up to that point, goes the reasoning, you can get along quite nicely with Harley’s stock equipment—custom-tuned, of course, for maximum efficiency. Not quite true, say the techs at Speed’s Performance Plus. Sure, they’ll routinely include a big throttle body and high-flow injectors in a bigbore engine kit and definitely when aftermarket performance heads are part of the package. But, says SPP’s Jamie Hanson, they don’t limit the recommendation for that throttle body/ injector swap to just those situations. “Big-inch late-model bikes like the 103s and CVO 110s really wake up with added airflow and increased fuel delivery,” Jamie says. “Especially when a new set of cams is part of the deal.” The result can be impressive, a nice performance upgrade at a fairly reasonable cost. Examples? A recent SPP tune on a 110, Jamie explains, included a swap to 585 cams and the addition of a 58mm throttle body with high-flow injectors. And instead of going from the stock bike’s upper-70s horsepower numbers to the lower-90s as would be expected with just the camshaft change, with the addition of a bigger throttle body and its corresponding injectors horsepower can jump up into the 110 range with 120 pound-feet of torque. All this assumes the exhaust system is also up to snuff, preferably with a 2-into-1, and the air filter is performance oriented. But otherwise the engine is bone-stock. “And given these results,” Jamie says, “it’s a no-
94 / HOTBIKE.COM
brainer to include that bigger throttle body with high-flow injectors into a cam swap. It’s just too much extra performance to leave on the table.” Bear in mind though, this setup also requires a careful remap of the new fuel delivery, actually pulling a little bit of that extra fuel now available out of the lower-end rpm and partial-throttle positions. Without recalibration, Jamie goes on, the added fuel delivery so beneficial at the mid- and top ranges would most definitely be overly rich on the bottom-end. The bike would load up with a mushy feel off idle. And that, Jamie says, is pretty much true across the board with high-flow injectors and big throttle bodies. A careful, and thorough, dyno tune is mandatory if the desired result is a crisp, responsive low and midrange combined with that aggressive and powerful top-end. A good correlation here would be comparing the injector swap to a camshaft swap, the difference being the adjustability of the injector’s flow. While there is no one camshaft design that will pull strong and make maximum power at every position from idle to full throttle, with the added airflow of a bigger throttle body and high-flow injectors that’s exactly what’s possible. A cam ground to make high-end horsepower is going to lose something on the bottom end, and camshafts designed for low-end power will sign off well before full throttle. It’s much the same with injector size. All that extra fuel delivery desired at
higher rpm will be too much on the lower end, but the difference here is that high-flow injectors, unlike a cam, can be custom-adjusted throughout the rpm and throttle-position range. “And down at those lower rpm/ partial throttle positions,” Jamie says, “it’s not uncommon for us to end up taking out a lot of that extra fuel delivery, in some areas of the powerband dialing back the fuel delivery by as much as 30 to 40 percent.” But, notably, still taking advantage of all that extra flow at the higher rpm/higher throttle positions, up where high-flow injectors really come into play. Bottom line, it’s the best of both worlds. Takeaway from all this? A bigger throttle body and high-flow injectors have a lot to offer, especially on a latemodel/big-inch bike. And it doesn’t have to be limited to being a last step in the performance hunt. But rare indeed is the case where you could just bolt on all that hardware and be happy with the result. A careful remapping tune is mandatory. The guys at Speed’s Performance Plus can tell you more about all of this. Give them a call, or stop in and have a chat next time that big, black truck is in your area. HB
SOURCE: SPEED’S PERFORMANCE PLUS speedsperformanceplus.com (605) 695-1401 – MN (605) 695-2272 – SD
JOIN THE RIDE! SEPTEMBER 6-10, 2017
s e d i R y l i a D d o o F s r o d n S e Y V A W s A E w V o I G h S s n I w e o d h i S R T N c i U s T u S F F O Live M D L I U B E IK B s r e d l i u B PRO st Spon City Ho
sors
sors
on Tour Sp onsor Title Sp
otorcycle Official MPartner Rental
Kickoff
rs
Sponso
RIDE A DAY OR BE A LONGRIDER. GET THE DETAILS AT HOTBIKE.COM/TOUR OR CALL 877-413-6515
HEADWEAR
THE HELMET HUSTLE
AS WORN BY THE HOT BIKE STAFF PHOTO: JOHN ZAMORA
THREE STELLAR SKID LIDS
BILTWELL
LANE SPLITTER HELMET The Lane Splitter has a proprietary ABS outer shell coupled with a shock-absorbing EPS liner. It’s also very comfy with hand-stitched interior padding as well as cheek pads and a biofoam chin bar for added coziness. Although it looks as if this helmet wouldn’t breathe well, it has some very well-designed vents in the chin bar that let copious amounts of air in the helmet. We really like the Lane Splitter’s looks, and its 1,533gram weight and DOT and ECE 22.05 certifications make it an even better lid for the money. $249 // biltwellinc.com
96 / HOTBIKE.COM
KALI PROTECTIVES CATALYST HELMET
The full carbon-fiber Catalyst helmet is both lightweight and good looking. The helmet weighs in at 1,350 grams and is ECE and DOT certified. But the real goodness of this helmet is Kali’s proprietary LDL safety tech construction that is said to better handle rotational and linear impacts. The Catalyst’s seven vents and integrated airflow system gulp in air and when open feel like air conditioning on full blast. But the best thing about this helmet is the way it fits on your head. It just feels right with no pressure points or hot spots to be found. $450 // kaliprotectives.com
BELL
STAR HELMET The fit and finish of this helmet are great for the money—as are the myriad of vents that really cool down the inside of this helmet when things get hot. The shell is designed out of what Bell calls a TriMatrix, which is a mix of aramid, carbon fiber, and fiberglass that the company says has all the strength of carbon fiber without all of the price. The Star weighs in at 1,500 grams and is DOT, ECE 22.05, and Snell certified and comes with one of Bell’s crowning achievements, the Panovision shield with Class 1 optics that give the rider a great, big peripheral view. $459 // bellhelmets.com
NOW ON VIEW THE STORY OF AN EPIC BATTLE FOR MARKETPLACE DOMINANCE
VS.
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Blade sold separately.
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LIMIT 6 - Coupon valid through 10/20/17* At Harbor Freight Tools, the “Compare” or “comp at” price means that the same item or a similar functioning item was advertised for sale at or above the “Compare” or “comp at” price by another retailer in the U.S. within the past 180 days. Prices advertised by others may vary by location. No other meaning of “Compare” or "comp at" should be implied. For more information, go to HarborFreight.com or see store associate.
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WEBSLINGER
SHODDY ROADS, DELECTABLE TACOS, AND WIFFLE-BALL BATS VIVA EL DIABLO
A
s I type these words, I am a few days out of having returned from the 2017 edition of the El Diablo Run from Southern California to San Felipe, Baja California, Mexico. The El Diablo Run started back in 2006 by Bill and McGoo of Biltwell Inc. with about 40 participants in a loosely organized dash down sketchy Mexican highways to the free-spirited town of San Felipe nestled right on the warm waters of the Sea of Cortez. The 2017 run participants numbered in a handful of hundreds. The El Diablo run is all about the ride—and the tacos and beer-induced shenanigans once you get to the destination. There are no vendor aisles or big rigs lined up with teams of mechanics installing chrome doodads on bikes in a parking lot with a big corporate sponsor plastering banners everywhere like a lot of other events. Once arriving in San Felipe you can either set up a hammock in a palapa or pitch a tent on the beach and enjoy a fresh, tasty beverage out of a hollowedout pineapple or coconut. Pure tropical bliss. Although San Felipe is easily a day’s ride from most of Southern California, it feels a lot farther than that. It is
100 / HOTBIKE.COM
definitely another country. While not being really any more dangerous than your common sense can dictate, laws are very relaxed there. If you want to ride your motorcycle up and down the beach and right into the ocean, you can do that and nobody will bat an eyelash. It’s happened on a few occasions actually. It’s a refreshing change from the overly politically correct and sue-happy society in the United States. If you do something stupid in Mexico, it’s your problem and you deal with it. There are no lawyers to run to, and the locals will just shake their heads at you and laugh. By the way, those locals make some of the best food in the western hemisphere. The tacos there are what food dreams are made of. Just don’t drink the water or get any ice cubes for your drink. Trust me on both of these insights. The El Diablo run features “biker games” during its daytime portions, with one of the standouts being the Circle of Death race. Some strategically placed tires form a circle track on an abandoned dirt lot littered with sand, rocks, broken beer bottles, and discarded party remnants from gringo revelers of yesteryear. Everything from choppers to decommissioned police bikes get loose on this battlefield, and
more than little bit of blood is shed from riders and zealous onlookers alike. It’s all in good fun and is always something to talk about for a few years. The event that closes out the El Diablo Run is the Cocktagon. It’s as crazy as it sounds. It is basically a bunch of people wearing nothing but swimming trunks and helmets beating each other silly with wiffle-ball bats on the beach within a phallic-shaped battleground. Dozens enter, and only one is left standing. Add in spectators shooting fireworks and spraying beer at the gladiators and you truly have some spectacular entertainment. The outstanding thing about the El Diablo Run is the riding and hanging out with old and new friends. It’s about the experience. These pure elements are lacking in a lot of current motorcycle events. It’s these elements along with the adventure and allure of Mexico that make EDR a must-attend event when it rolls around every other year. Did I mention to not drink the water or get ice cubes in your drink? HB ED SUBIAS
ONLINE EDITOR
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HOT BIKE (ISSN: 8750-3212) (USPS 848-620), August 2017, Volume 49, Issue 7, is published Jan/Feb, Mar, Apr, May, Jun, Jul, Aug, Sep, Oct, Nov/Dec and Sturgis SIP (in June), 11 times a year for $25.95 by Bonnier Corporation, 2 Park Avenue, New York, NY 10016. Periodicals postage paid at New York, NY and additional mailing offices. Copyright 2017 by Bonnier Corp. All rights reserved. Reprinting in whole or part is forbidden except by permission of Bonnier Corp. Mailing List: Occasionally, we make portions of our subscriber list available to carefully screened companies that offer products and services we think might be of interest to you. If you do not want to receive these offers, please advise us at (515) 237-3697. POSTMASTER: Send address changes and all UAA to CFS, non-postal and military facilities: to Hot Bike, PO Box 6364, Harlan IA 51593-1864. Subscription Rates: $25.95 for one year, $51.90 for 2 years and $77.85 for 3 years. Please add $12.00 for Canadian addresses and $24.00 per year for all other international addresses. Canada Post Publication agreement #40612608. Canada Return Mail: IMEX Global Solutions, PO Box 25542, London, ON N6C 6B2
HOTNESS MODEL: JENNIFER IRENE PHOTO: JOHN ZAMORA
MCH-GPS17
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New application fitting 2014+ models! MCL-3014 Gauges • Direct-replacement 4-gauge kit fitting ‘14-16 Harley Touring Models • High-Brightness Red or Blue LED Lighting • Includes Speedometer, Tachometer, Fuel Level, Oil Temp and Voltmeter. 2015 SEMA Award• Additional readouts include Gear Position, OE indicators and much more! • MBM Add-on modules available to add Single/Dual Air Pressure or Boost Powersports
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MCL-2000 Series High-Brightness LED system fits Road King, Softail, Dyna and Deuce models across many years. Visit our website for more information.
