CUSTOMS•CLASSICS•CHOPPERS•BAGGERS•BOBBERS•TRACKERS
THE DYNA
IS DEAD
LONG LIVE THE DYNA
PLUS
NOVEMBER/DECEMBER 2017
HOTBIKE.COM
> THE RACE OF GENTLEMEN > VETERAN’S BIKE BUILD > PIPE AND WHEEL INSTALL > DIGITAL BAGGER GAUGES
The Lobo Negro FXR
A Biltwell Project Proudly Sponsored by Drag Specialties
Featuring: S&S Cycle, Baker Drivetrain,
Biltwell, Legend Suspensions, Bassani, Drag Specialties, Custom Dynamics, Performance Machine, Roland Sands Design, Pirelli, Dakota Digital, HHI & more.
Catch the backstory about the build at: biltwellinc.com Log onto dragspecialties.com/bike-builds to view the complete parts list.
Visit your Drag Specialties dealer for more great parts from the vendors featured on this build.
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CONTENTS NOV./DEC. 2017 Volume 49 • Number 11
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30
34
ON THE COVER
Mikey Van Senus caught Chip Kastelnik’s San Diego Customs murdered-out Dyna in fullmourning mode.
ON THIS PAGE
Mark V. snapped the lovely Heidi aboard one badass East Coast FXR. Look for it in the next issue.
DEPARTMENTS Major Ranting ...................................................6 Editor’s Note .....................................................8 Candy Shop .....................................................10 Garage ............................................................... 12 Closet ................................................................. 14 Geeked .............................................................. 16 Round Up ......................................................... 18 Roller .................................................................20 Interrogation .................................................. 22 Used And Abused ........................................ 76 Past Blast......................................................... 78 Readers’ Rides...............................................80 Top 10 ...............................................................84 Speed’s Spotlight ......................................... 86 Soapbox........................................................... 88 Faces .................................................................90 Webslinger ......................................................94 Hotness ............................................................ 98
TECH FEULING DESIRE
Road King cam assembly and Bassani pipe swap ....................................... 64
SINISTER WHEELS AND KLOCK WERKS FENDER INSTALL .......... 68 FOUR QUICK UPGRADES
Accutronix Instigator Floorboards, Knurled Grips, Speed Merchant Shifter Pegs, Klock Werks Windshield Trim ..... 70
EN-GAUGE-MENT
Installing Dakota Digital bagger gauges the hard way .................................................. 72
UN-BOBBING A STREET BOB
Conely’s Fender/Speed-Kings Cycle lighting install ................................................ 74
FEATURES FOREFRONT
The life cycle of Dyna development .....24
CHOPPED
Italy’s Chop Works builds a Frisco-style trap chopper .......................... 30
BAGGED
From concept to reality, Strictly Hawgs brings another vision to life .........................34
ICONIC
38
SINCE 1971
46
Cycle West from Japan builds a new breed of custom .............................................38
MODIFIED
Chris Johnson’s black chrome Softail Slim........................................................42
HEAVY METAL
Bonneville Baggers builds a lowrider tribute ...............................................46
STREET RIPPER
Helping veterans help themselves ......... 50
THE LIFE
Long live the Dyna ........................................54
CHRONICLE
The Race of Gentlemen.............................. 60
FUEL & FIRE
TIME, TECH, AND TOUGH GUYS
A
s Dave Mustaine of Megadeth fame says, “Tough guys never bitch.” Unless it’s over the demise of the Dyna, I surmise. Yes, I
too was shocked that Harley-Davidson decided to halt production of the ever-prolific Dyna—but not to the point of losing my mind over it like so many others have done shortly after the news dropped. We who live in the realm of custom Dynas tend to think that the popularity of this model bike is vastly larger than it ever really was in the grand scheme of Harley owners and riders. The point being is the Dyna throughout its whole life was a blip on the sales radar compared to Sportsters, Softails, and most recently baggers. Most of you Dyna brethren probably don’t want to hear this, but after riding the 2018 Softail platform for a ton of time I can tell you that H-D just plain hit the ball out of the park with it. It is lighter, faster, and stronger than any Harley before it. I have ridden all eight models extensively and can say that they are superior to any stock Dyna or FXR ever made. The new frame design coupled with the performance of the solid-mounted Milwaukee-Eight motor takes this new bike to the forefront of American-made production motorcycles.
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And, yes, I know that many will say their Dynas are still superior, and although I can’t agree with that 100 percent, I do know from personal and professional experience that with a bunch of money, a budget-free motor build, and a pile of European suspension parts you can make a Dyna or FXR handle and ride almost as good as a 2018 Softail. But you will be spending upward of $60,000 to get either of those old bikes up to par with the performance and power of the new line of Softails. And is that expense economically intelligent just to say you wouldn’t ride a new Softail? That is entirely up to you. The aforementioned performance facts I have laid upon you don’t make the new Softail all that and a bag of Fritos though. As we all know, styling is a very large factor with any and all H-D riders, and I feel that the FXR and Dyna just simply have better looks than the new line of bikes across the board. I love the look of dual shocks out back—it screams Harley-Davidson. But as we all know the 1991–2017 Dyna platform is a completely outdated design that (sorry to say) has run its course. The deal here is that time and technology wait for no one. Company progression in business is key to survival, and if you are Harley-Davidson, that is a very sticky situation. Let me put it to you in the simplest of ways: Due to the fact of who it is, H-D has to worry about both keeping with the old guard wanting the bikes to barely ever change and, on the flipside of that, needing to attract a whole new generation of riders who don’t want the same style bikes as their fathers and grandfathers. That is quite a bind to be in and one that will keep stirring up controversy for years to come. But I do feel Harley-Davidson is going in the right direction even if it means losing a beloved model bike such as the Dyna. Are you getting what I’m saying? Well, if you aren’t wrapping your head around it, please don’t think I’m a hater. You’re reading an editorial from a guy who has five different Dynas currently in his garage. And, no, they are not for sale. HB JEFF G. HOLT EDITOR IN CHIEF
JEFFREY.HOLT@BONNIERCORP.COM @JEFFGHOLT #JEFFGHOLT
Slammed stance. Chopped fenders. Knobby tires. Totally blacked-out and stripped-down. The Scout® Bobber is no frills, all attitude. The only place we didn’t hold back: the 100 barely tamed horsepower of a 69-cubic-inch V-Twin. Grab on. Hold fast.Your legend is just getting started. Build your own at indianmotorcycle.com
©2017 Indian Motorcycle International, LLC. Always wear your helmet. Never drink and ride.
EDITORÕS NOTE
BYE FOR NOWÉ
T
he day has come for me to step down as editor of Hot Bike magazine…sort of. In order to better utilize our staffing in a struggling market for all media—not just motorcycles—we have reorganized the way we do business at Bonnier Corp., our parent company. In that reorganization, I will now be leading a team that handles all the social media for all Bonnier Motorcycle Group brands. That’s where the “sort of” part comes in. After more than four years working on Hot Bike, many of you have become like family to me. I’m a pretty weird dude in person, and those of you who get me tend to like me. Those who don’t can go…just kidding. I’ve traveled all over the United States and seen most of this country thanks to the awesome experiences like the Hot Bike Tour. I’ve gotten the opportunity to ride almost every type of V-twin I’ve wanted and been the envy of all my non-media friends. I’ve managed to shoot 85 magazine covers and thousands of features, and I’ve written countless stories throughout my 11 years as an editor. I’ve kicked back more than one frosty beverage with lots of you and probably talked your ear off about bulldogs, lowriders, and more beer. I’ve been fortunate to spend some quality time with many of you and gotten to know you and your families. If we have ever shot together, you learned really quick that my weirdness tends to fade away when I’m doing “what I do.” I hope I left behind my stamp during my time at Hot Bike and helped open up the world to the lowrider style of motorcycles. I think it’s amazing to see features coming from every
corner of the earth with the slammed bikes, wire wheels, and old-school paint jobs. But before I get too tired of patting myself on the back, I want to say I’m not really going anywhere! I imagine I’ll still be clicking the camera, hiding at events, and popping up again and again like a bad rash. I’ll still be here helping Hot Bike and the other brands showcase the greatest stories and photos anywhere in the world. Hot Bike is the leader in all things V-twin, and this team is a village with Jefe Holt as the mayor. There are a few people I want to thank for making the past four years some of the best of my life: Jeff Holt, for being our leader at Hot Bike and always sticking up for us while allowing us do what we do best. It’s much easier to hide behind a leader than be the face everyone instantly recognizes. Trust me—I did my best to hide in the shadows and behind a lens! Robert Martin, one of a few unsung heroes at Hot Bike. Robert is personally responsible for making every page of Hot Bike look amazing and saving my ass on more than one occasion. Mark Masker, another true unsung hero. Mark has been our go-to do-anything guy who makes the Hot Bike machine run, and literally no one could pick him out of a lineup. Ed Subias, the king of social media. Ed’s been reinventing what can be done online every day while others are still trying to figure out how he’s got his content up, with videos, before the event is even over. While we are getting broken up into teams, we are still part of and always will be team Hot Bike. So with this final editorial, spoken in an Eric the Actor voice, bye for now. HB JOHN ZAMORA
EDITOR
JOHN.ZAMORA@BONNIERCORP.COM FACEBOOK.COM/HOTBIKEJOHN @JOHNZPICS
8 / HOTBIKE.COM
#SOCALRPM
CANDY SHOP
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AS WORN BY THE HOT BIKE STAFF
folds up the sleeves, rolls it up, and straps the jacket down with the built-in straps. Don’t think this is some sort of gimmick garment. It has all the same quality components all the other Black Brand jackets have, such as top-grain leather, a concealed carry pocket, quilted removable liner, armor pockets, YKK zippers, and stretch panels in the shoulders. Although this might seem strange to some, we do think this idea is very handy for folks who really ride and would like to see more offerings like this in the future. $370 // blackbrandmc.com
DIXXON FLANNEL CO. BRAWLER GLOVES
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DJI OSMO MOBILE H
ere at Hot Bike,, we probably cover and attend more events than any other motorcycle publication in the world. From Europe, Japan, Canada, Mexico, and all across the United States, part of staying at the forefront of the V-twin scene is to be everywhere, all the time. Face it: Taking pictures on your digital camera, going home, sorting through the best ones, putting them in the next issue, and waiting a month for it to come out is no longer the way to cover an event. That time and era has come and gone. Today’s consumer wants to feel a part of the scene no matter when and where, as it is happening. It’s this need for immediate gratification that so many social media applications have introduced live streaming over the past year. One of the biggest problems we encountered with going live on a smartphone happened while walking around (especially after a rough night—ha!), which produced a very shaky and bumpy view of the action. No one wants to watch an event filmed in Blair Witch status. There are large, boxy apparatuses called gimbals that allow you to mount an SLR camera and get some amazingly smooth, cinematic-like footage. But then you become “that guy” that gets in everybody’s way, and there’s still the issue of transferring what you’ve shot to the World Wide Web. GoPro offers a small camera attached to a gimbal that also has to go through the phone and then transferred online. When I travel, I like to carry as little equipment as possible, and I wanted something that stabilized my phone so I didn’t have to
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WORDS AND PHOTOS: JOHN ZAMORA
carry any extra cameras. The Osmo Mobile was the perfect solution. Using it couldn’t be any simpler. Just open up the grips and slide your smartphone in, adjust the sliding levers, and turn it on. I currently use an iPhone 6s Plus, and it fits perfectly. The construction is made from a magnesium alloy, and it has already survived multiple overhead compartment crushes while stored in my backpack. There is an available application from DJI that you can install to do some really cool stuff like slow motion, time lapse, active tracking, and even edit movies. To be honest, that application was just another “thing” to deal with, so I prefer to use just the basic camera on the phone. Where the beauty really shines is when going live, especially on Facebook. Simply slide the phone in, log into the app, and go live exactly as you normally would. Now the action takes on a totally different vibe and feel and looks much more like a cinematic movie than a guy holding a phone. Battery life is pretty good, and more than likely the battery on your phone will give out before the Osmo. My only complaint is you can’t film stabilized in portrait mode, which is more suitable for Instagram live. Also, without a doubt, as you’re covering an event somebody will inevitably walk up to you to ask what it is you’re holding. Aside from that, if going live or making videos from your phone is something you do regularly, it is by far worth the $300 price tag for the improvements in the footage you will capture. dji.com/osmo-mobile
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WORDS: JEFF G. HOLT PHOTOS: JEFF G. HOLT AND INDIAN
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Indian Roadmaster Elite $36,999 111ci Thunderstroke 6-speed 46mm cartridge Single air adjust Dry 921 lb./wet 953 lb.
ake a look at this here super bagger from the fine folks at Indian Motorcycle. It’s the all-new 2018 Indian Roadmaster Elite. This rig has just about every creature comfort you can cram on two wheels. Don’t let all this big blue-and-black largeness freak you out. It is a rather spry cycle even with the cavernously good trunk out back and the adjustable lowers up front. I personally rode this very bike with my better half aboard to Sturgis and back this year. I can tell you it’s a very well-equipped touring bike, if not the nicest I have ever thrown a leg over. Easily attained were 600-mile days, and even in bad weather the Roadmaster Elite kept rolling along. Some of my favorite things about this machine were the beastly 111ci motor, electrically adjustable windshield, dual-climate heated seat, and heated grips. Yes, those things aren’t the norm for me at all when riding, but in all my years of tripping to Sturgis I have never experienced such power combined with immense luxury. HB For more info, visit indianmotorcycle.com
INTERROGATION
ANDREA TUIA HOMETOWN: WEBSITE: HANDLE:
Auburn, Washington facebook.com/drea253stunts @dreastunts
WHAT DO YOU DO? I am a female motorcycle stunt rider from the Northwest. DESCRIBE YOURSELF IN THREE WORDS. Dedicated, motivated, and passionate. WHAT DO YOU RIDE? I ride an ’04 Harley Roadster and my ’04 636 Kawasaki Ninja. WHEN DID YOU FIRST START STUNTING? I first started stunt riding in August of 2013 on my 2008 Yamaha R6S. I was the only girl in my area, and it was challenging because I would always compare myself to the guys. I started off with 1-inch wheelies then slowly worked my way up from there. It took about six months to learn idle wheelies. I would ride every single day for at least six hours a day with no breaks. WHY DO YOU STUNT? I am addicted to the challenge. The feeling you get when you finally accomplish something that you have worked so hard at achieving and so many people told you that you could not do
22 / HOTBIKE.COM
is probably the best feeling in the world. The harder the trick is, the more satisfying it is to perfect it! This sport is 90 percent mental, so I have learned to overcome some of my biggest fears, and I have learned a lot about myself in the process. WHAT IS YOUR GREATEST LIFE ACHIEVEMENT SO FAR? I think my greatest achievement was learning circle wheelies. It was probably the hardest thing I have ever accomplished in my life! Took a lot of seat time and tears to keep pushing and not give up! WHAT HAS BEEN YOUR BIGGEST REGRET TO DATE? I don’t think I regret anything in my life. Everything that happens in my life I dream into reality. I am a firm believer in positive thinking and creating your own destiny. WHAT OR WHO INSPIRES YOU? My biggest inspiration is my husband. He believes in me when I don’t even believe in myself, and without him I wouldn’t be the rider I am today. I give him full credit for everything I know. He is my biggest supporter and the best coach I could ever ask for. ANY LAST WORDS? Don’t ever give up. When life brings you down, get back on your bike and keep on riding. HB
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Detailed with leather texture, skulls, and bike chains; a gleaming skull tops the metal lid
Custom pistol grip handle and thumb rest with a second Reaper logo
Reverse features an image of the club on the road and the SAMCRO symbol
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Strictly Limited Sculpted Edition … Order Now! Act now to get yours in four installments of only $29.99 each, for a total of $119.99*, backed by our 365-Day Satisfaction Guarantee. To order, send no money now. Mail the Reservation Application today! *For information on sales tax you may owe to your state, go to bradfordexchange.com/use-tax
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FOREFRONT
24 / HOTBIKE.COM
WORDS: LOCK BAKER PHOTOS: RYAN HK
RUBBER-MOUNT RE-ENGINEERING THE LIFE CYCLE OF DYNA DEVELOPMENT THE MK 1 It started when I purchased a 2000 Harley FXDX in 2010 with my associate Alex Lerner of SL NYC fame. Before this time, I had built seven complete custom motorcycles but had yet to experiment with a rubber-mounted bike as a platform for customization. Fast-forward four years and the bike had received a complete makeover: handmade sheet metal, a 95-inch kit, belt drive, cams, magneto, new exhaust, and all sorts of subtle fabricated doodads. I crossed the country on her solo in 2014, from Connecticut to California, rode her up and down the Pacific Coast Highway to San Francisco, and enjoyed hundreds of miles of reliable fun before I decided it was time again. Time to go back in.
THE MK 2 My inspiration to build usually comes from problem solving. I had made up my mind that there are problems with the original rubber-mount system to improve on. For instance, there was the vague feeling in the rear end of the bike when cornering. Most aggressive Dyna riders are familiar with this. The bike you see here is the result of a two-year adventure into solving this problem without giving up my beloved rubber mounts! There is no easy answer as to how this bike works now and what makes it behave the way it does. It is now what I call “semi-rubber mounted,” a concept experimented with by other engineers in the past with varying degrees of success. I want to be clear that this part of the design, and essentially what allows the bike to function as well as it does, was not my idea. I simply adapted it to my motorcycle, and I want to extend a thank-you to all who shared their knowledge and expertise in this area with me. This stage of the development dragged on for what seemed like forever. I was both building and prototyping the design as I went. The bike’s chassis received a complete reengineering as you can probably tell, including over a threeNOVEMBER/DECEMBER 2017 / 25
FOREFRONT | 2017 EFAB INTERCEPTOR MK 2.5 axis original CNC-machined components in aluminum, 4130 steel, and titanium. All axles, spacers, linkages, controls, and pivot assemblies were manufactured here, along with all the welding, fixturing, wiring, and Cerakoting. Many short rides confirmed or denied theories implemented. Development continued in earnest.
THE MK 2.5 Is this the final version? Time will tell. The bike is now being ridden daily by yours truly in downtown Los Angeles. The ride of the MK 2.5 is unlike any Harley I have ever ridden, honestly. I noticed the other day my tires were worn right off the edge of the tread, something I had never been able to achieve on my lower, more traditional rigids or my other “rubber bikes” more suited to going fast in a straight line. Front and rear wheels lift off the ground with ease with a squeeze of the brakes or the twist of the wrist. I think a fair statement would be that it rides like a monster motard bike that bred with an XR1000. It is extremely quick and holds a line through a corner like it’s on rails. The motor undulates in the chassis with complete independence from the rear suspension, which keeps the rear wheel stuck to the ground with 5 inches of buttery Öhlins behind it channeled through a progressive linkage. It’s easy for me to get so wrapped up in the problem solving that the overall look of the bike gets lost in the static, but in this case it was relatively easy because I knew what I wanted it to look like from the very beginning: a Dyna. I love the look of Harley Dynas, especially the 1999–2003 batch. I never wanted to bury or camouflage the overall look of the bike because it is one of the bestlooking Harleys ever in my opinion. Sure, I could have installed a massive inverted fork, gaudy calipers, made it without fender struts, or put giant wheels on it, but then it wouldn’t look like my glorious Dyna. Deep down, I will always be a Harley traditionalist somehow. I would like to thank all of my friends who helped me with this concept over the past two years. A few include Alex Lerner of SL NYC, Ryan Boyd, Gard Hollinger and Keanu Reeves at Arch, Ryan HK, John at Darkhorse Crankworks, Satya and Alan Kraus, and Matt Olsen. HB
26 // HOTBIKE.COM HOTBIKE.COM
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FOREFRONT
SPECIFICATIONS GENERAL OWNER SHOP SHOP PHONE WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY CARBURETOR AIR CLEANER EXHAUST
Lock Baker Eastern Fabrications (203) 450-3846 easternfabrications.com 2017/EFAB/Interceptor MK 2.5 Lock Baker 2 years
2000/Twin Cam/95ci Lock Baker H-D Delkron Delkron H-D Andrews 50G Lectron Lectron K&N Lock Baker, stepped 2-into-1, stainless
TRANSMISSION YEAR/TYPE 2000/5-speed GEARS Andrews CLUTCH Bandit Machine Works PRIMARY DRIVE Bandit Machine Works/Lock Baker FRAME YEAR/TYPE RAKE/STRETCH SUSPENSION FRONT END LENGTH TRIPLE TREES SWINGARM REAR SHOCKS
2017/monoshock rubber mount 27° rake, 2-in. swingarm stretch
H-D/Lock Baker 2 in. under Lock Baker Lock Baker Öhlins
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Lock Baker/19 x 3.5 TIRE/SIZE Pirelli Night Dragon/110/90-19V CALIPERS Tokico 4-piston ROTORS EBC REAR BUILDER/SIZE Lock Baker/16 x 4 TIRE/SIZE Pirelli Night Dragon/150/80-16V CALIPER Tokico ROTOR EBC PULLEY Lock Baker 50-tooth FINISH/PAINT MANUFACTURER COLORS PLATING/POLISHING POWDERCOATING
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Powdercoat, Cerakote Gray/gold Lock Baker Andrews Powder Coating
ACCESSORIES REAR FENDER Lock Baker GAS TANK Lock Baker HANDLEBARS Lock Baker, Integral, Stainless Steel HAND CONTROLS Lock Baker, Pingel, Tokico FOOT CONTROLS Lock Baker, Tokico PEGS Lock Baker Knurled HEADLIGHT 2000 H-D TAILLIGHT Lock Baker LED LICENSE MOUNT Lock Baker SEAT Lock Baker
A NEW CLASS OF POWER Slash-cut mufflers available for ‘95-2016 big twin & 2017 M8 models • Aggressive sound & excellent horsepower • Removable dB reducer — choose your sound level • From $459.95 MSRP
sscycle.com • Made in the USA DISCLAIMER: NOT LEGAL FOR SALE OR USE IN CALIFORNIA ON ANY POLLUTION CONTROLLED MOTOR VEHICLES. Not legal for sale or use on EPA pollution controlled motorcycles originally equipped with mufflers containing catalyst. *Qualified Manufacturer Declared Emissions Replacement Part on the FL Touring Models Listed Below. California FL Touring Models:Fuel Injected MY 1995-2003, 2007, and 2009-2017; CVO MY 2000-2003, and 2009-2017 49 State FL touring Models: Carbureted MY 1995-2005; Fuel Injected MY 1995-2005, and 2007-2017; CVO MY 2000-2005, and 2009-2017
CHOPPED
LA TRAPPOLA SHOVEL 1200
ITALY’S CHOP WORKS BUILDS A FRISCO-STYLE TRAP CHOPPER WORDS: FRANKINO CHOP WORKS PHOTOS: ANDREA MAZZON MODEL: HEXE MEATGRINDER (CHIARA DE FINIS)
I
n Italian biker jargon, a “trap” is a motorbike that is somewhat dangerous to ride, due to its complexity in being ridden. Only crazy bikers dare ride these monsters! One day my customer asked me, “How can I make a trap bike with his FX Shovelhead?” My answer was, “Remember when sex was safe and choppers were dangerous? When cruising on an outlaw motorbike was a way to escape reality?” This spirit lives on in the Chop Works garage, where we continue to try and escape the future. With this 1976 Harley-Davidson Shovelhead, we took ourselves back to
California in the late ’60s. We’re not in San Francisco here, but Turin, yet we wanted to have the look of super-narrow pullback bars but still be super strong. Next, I had to figure out how I was going to use the Edlund framework with an FX 4-inch-over front end. I fabricated a sissy bar with three brake lights built in from an old Italian car, added a king and queen seat, both of which were perfect pieces needed for creating and riding a Friscostyle chopper. Once it all came together, I stood back and admired the work. I think I totally nailed my client’s request! After two kicks to the kick-only starter, the fun began. Surprisingly, it rode pretty
easily. I cracked open the throttle on the frontage road to Turin and took off over the bridge that leads into town where I found the closest scenery I could to the Bay Area. As I approached, I passed some cars, stomped on the suicide clutch, shifted gears, and was now riding this trap chopper like it was child’s play. Waiting at a traffic light, I realized the endless line of caged drivers were staring at me as if I were some ultraintricate contraption from hell. I looked behind to see how many cars I had overtaken and thought to myself, “Yep! This is definitely a trap, but I’m happy to feel free on this trap!” HB NOVEMBER/DECEMBER 2017 / 31
CHOPPED | 1976 FX
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SPECIFICATIONS GENERAL OWNER SHOP WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME
Alessandro Masci Frankino/Chop Works chopworks.it 1976/Harley-Davidson/FX Frankino/Chop Works 5 months
ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS CARBURETOR AIR CLEANER EXHAUST
1976/H-D/1200cc H-D H-D H-D H-D H-D H-D S&S Super E Customs Chop Works
TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE
1976/H-D 4-speed H-D 1-1/2 in. Primo
FRAME TYPE RAKE/STRETCH SUSPENSION FRONT END LENGTH TRIPLE TREES SWINGARM REAR SHOCKS
Modified Edlund rigid 33°/Stock Frankino/Chop Works-modified FX 4 in. over H-D Rigid Rigid
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE H-D/3 x 21 TIRE/SIZE 3 x 21 DRUM Mini REAR BUILDER/SIZE H-D/4 x 18 TIRE/SIZE 4 x 18 DRUM H-D FINISH/PAINT COLORS PAINT/GRAPHICS MOLDING
Blue and Black Pearl Custom Design Roberto La Rogna Custom Design Roberto La Rogna
ACCESSORIES REAR FENDER British style GAS TANK Modified peanut Wassel Chop Works OIL TANK H-D HANDLEBARS Chop Works HEADLIGHT Hella TAILLIGHT 3-cup auto SISSY BAR Chop Works SEAT King and Queen Chop Works/Sellerie Viano
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BAGGED
FROM CONCEPT TO REALITY, STRICTLY HAWGS BRINGS ANOTHER VISION TO LIFE.
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WORDS: CHARLES CABAONG PHOTOS: JOHN ZAMORA
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good friend Lonnie and I go back approximately 15 years. Lonnie isn’t new to being a bike owner and previously owned a 2004 Road King. As many of us bike owners know, we always want bigger and better when it comes to our toys. While I was building another customer’s bike, Lonnie stopped by on several occasions. As a friend and a customer, I knew his plans for his next build were going to be big. Many times over the year, he would stop by and ask me if I was ready to build him a bike. On one particular afternoon, Lonnie stopped by and asked me if I was ready, like he had many times before, and said, “I’m finally ready. I hope you are!” He caught me off guard, but I knew what he was talking about—he was ready for his new toy. While both of us were figuring out all the details, Arlen Ness had recently come out with a new line of products called 10 Gauge. Lonnie loved the style so much that he immediately had me order everything before having a bike to put all these parts on. The parts were for a 2010– later bike. He knew he wanted his bike to be different. Without a frame, not knowing exactly the colors he was going to use, or even the seat he was going to have on his bike, he was sure about three things: This bike would have to be 2010 or newer, have a big motor, and be different. We both proceeded to brainstorm about everything that would represent bigger and better in Lonnie’s eyes. He knew what he wanted and already had a vision in mind. Lonnie has a specific hat he wears and decided to match his bike to the hat. That is when “Desert Storm” was born. I then contacted George Bryce at Star Racing regarding the 128-inch motor that Desert Storm was going to have. Then the assembly, accessories, wheels and tires, paint, and details started to fall into place. NOVEMBER/DECEMBER 2017 / 35
BAGGED
When Desert Storm was completed and turned on for the very first time, Lonnie and I could do nothing else but celebrate such an accomplishment. We had both worked hard together. For many months, we spoke about a motorcycle, which was now sitting in front of us. Once again, I felt joy to watch not only another customer, but a friend, with so much satisfaction. As my passion to build motorcycles for customers grows, I am determined to give them 100 percent of my ability. I’m here to make their dreams become reality by building the bike they had visualized. HB
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FOR MANY MONTHS, WE SPOKE ABOUT A MOTORCYCLE, WHICH WAS NOW SITTING IN FRONT OF US. ONCE AGAIN, I FELT JOY TO WATCH NOT ONLY ANOTHER CUSTOMER, BUT A FRIEND, WITH SO MUCH SATISFACTION.
SPECIFICATIONS GENERAL OWNER SHOP WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES CAMS THROTTLE BODY AIR CLEANER EFI CONTROLLER EXHAUST TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE
Lonnie Strictly Hawgs strictlyhawgs.com 2010/Harley-Davidson/Road Glide Strictly Hawgs 9 months 2010/S&S/128ci Star Racing/Strictly Hawgs S&S S&S S&S B2 S&S S&S Force Power Inc. S&S TTS Tuner Star Racing 2010/H-D Screamin’ Eagle AIM/Barnett Barnett
FRAME YEAR/TYPE RAKE/STRETCH
2010/H-D Stock
SUSPENSION FRONT END LENGTH TRIPLE TREES SWINGARM REAR SHOCKS
Race Tech Stock H-D H-D Race Tech
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Arlen Ness/23 x 3-1/2 in. TIRE/SIZE 120/70/23 CALIPERS Arlen Ness ROTORS Arlen Ness REAR BUILDER/SIZE Arlen Ness/18 x 5-1/2 in. TIRE/SIZE 180/60/18 CALIPER Arlen Ness ROTOR Arlen Ness PULLEY Sprocket FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS POWDERCOATING
House of Kolor Green, Brown, Beige, Black John Specialized Coating
ACCESSORIES FRONT FENDER REAR FENDER GAS TANK DASH GAUGES HANDLEBARS GRIPS MIRRORS HAND CONTROLS FOOT CONTROLS FLOORBOARDS HEADLIGHT TAILLIGHT TURN SIGNALS LICENSE MOUNT SEAT STEREO AMPLIFIER SPEAKERS
Primo H-D H-D H-D Eyezone/Strictly Hawgs JCL 10 Gauge Arlen Ness Arlen Ness H-D 10 Gauge Arlen Ness 10 Gauge Arlen Ness Daymaker H-D Alloy Art H-D Byrd Coop Customs Alpine Alpine Alpine
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ICONIC
CLASS WITH NO NAME
CYCLE WEST FROM JAPAN BUILDS A NEW BREED OF CUSTOM
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WORDS AND PHOTOS: JESSE KISER
NOVEMBER/DECEMBER 2017 / 39
ICONIC | 1961 FL
A
cross the great Pacific Ocean on the islands of Japan, a pair of guys have been making waves, which have just started to break on the US coastline—not brat style nor bosozoku, but rather a style all their own. They just don’t have a catchy name yet. Enter Cycle West. Hiromichi Nishiyama, who goes by Hiro, and Takaaki Katori set up shop about six years ago and have completed more than 20 full custom builds. Last year, Cycle West won a special trophy from the Born-Free Motorcycle Show at the Mooneyes 2016 Yokohama Hot Rod Custom Show, awarding them an invite to the Born-Free show this year. That’s where we caught up with them for an afternoon photo shoot. We met the pair of builders in Costa Mesa, California, along with their American and Japanese friends, together creating this diverse, motley crew, of wide-eyed, happy bikers riding through Southern California. The Panhead was sitting outside a suburban house when we arrived.
They’ve only built Harleys, switching between styles and bikes as they feel inspired. They have created a style that’s often hard to spot, but that’s partly because of their unique pairing. Hiro has worked at a Harley shop since his youth; Katori was a part of a group of local elementary school kids who used to visit the shop after school. Hiro left that shop and became a truck driver but later returned to motorcycling and opened his own shop. Naturally, Katori, who was working in a print shop at the time, started hanging around again. So, about five years ago, Hiro thought he might as well start paying him to help out. Katori is 17 years his junior, but the pair seem to make sense. When Hiro described the shop’s style, he said through a translator, “I have not changed, and I’m not limited to just this Panhead. I like to make things simple, balanced, and have a nice silhouette— that’s important. I build things using my mind. Each piece adds to the balance and produces the entire silhouette.” The customer of the Panhead had
visited the shop to place a build order for his dream bike: a 1961 Harley-Davidson. He was born in ’61 so he wanted a bike as old as him, but that was about the only instruction he provided—except that the gas tank had to be black. The rest of the style and design was up to Cycle West. After being given those simple instructions, the Cycle West team began searching for parts, but they also had to find the bike itself. Using their LA connections, they found a 1961 bike with a cut and raked frame and long front end. Immediately, they returned it to the stock dimensions with detailed craftsmanship, closely resembling stock H-D construction. Along with the chance to attend the show, the Born-Free award also included a specially created coin from Good Art HLYWD (goodart.com), which featured Saint Christopher, the patron saint of travelers and riders. The coin featured the words: “Godspeed you good rider, Saint Christopher keep us safe.” The team curved the metal coin around the center of the handlebars and riveted it in place—
FOR MORE PHOTOS OF THIS BIKE AND ALL OUR CUSTOM BIKE FEATURES, VISIT HOTBIKE.COM
SPECIFICATIONS GENERAL OWNER SHOP WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME 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
much better placement than hidden away on a fireplace mantle. It fit the intended look of the bike precisely. “We wanted a bike that fit the owner,” Hiro writes. “We want him to feel cool when he gets on it, like a dirt-track racer or a Spartan warrior. The owner is speed freak, so I think he enjoys it. The Hi-Performance cam and S&S twin-throat carburetor make it very exciting to ride.” It took the team the next year to finish the project before they presented it to its new owner, Hashiba Kazuya, who is a craftsman himself. “He’s a customer who runs the accelerator fully open,” Hiro writes. “We believe the finished bike fits this image, has a racing atmosphere with a simple, clean design but with some muscle.” The internals of the Panhead are mostly stock, but it features an Andrews HiPerformance cam and a trick S&S Two Throat carb with custom intake by Natural Steel Works. Hiro said the tuning was relativity simple and it runs strong with the current setup. The velocity stack and exhaust are custom built by Hiro and team. After the sheet metal was trimmed and fitted, Hiro sent everything off to So Jake
Leather, which sheeted the bottom of the seat and tank dash cover. He was working with 420 Kustoms simultaneously to ensure the graphics matched the leatherwork. “I wanted the tank graphics to work together with the rest of the bike,” Hiro writes. The faint, flowing, and sparkling white graphics match that of the leatherwork, keeping a subtle theme throughout. Along with the overall style and shape, the bike’s finer details were in the appearance and combination of finishes. The aluminum parts, such as most of the engine, were sandblasted and left unfinished. Steel parts and screws were scuffed and feature a Parkerizing coating. A coating normally reserved for firearms. Parkerizing is a method of protecting a steel surface from corrosion and increasing its resistance to wear through the application of a chemical phosphate conversion coating. Cycle West’s Panhead style is raw while having a tight fit and finish—a simple, clean, and cut-down bike with a high level of craftsmanship that shines through a bare exterior. The team doesn’t have a catchy name yet, but maybe that just keeps them from limiting their style. HB
SUSPENSION FRONT END LENGTH SWINGARM REAR SHOCKS
Hashiba Kazuya Cycle West cycle-west.blogspot.com 1961/Harley-Davidson/FL Cycle West 1 year 1961/H-D/FL Cycle West H-D H-D H-D Sandblasted H-D Andrews S&S Twin Throat w/ intake built by Natural Steel Works Custom velocity stack Cycle West Megaphone 1961/H-D H-D H-D H-D H-D H-D 30°/No stretch Big Twin/’74 Springer replica Stock H-D H-D
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Cycle West/19 in. TIRE/SIZE Firestone/4.00-19 CALIPERS CCI Minidrum REAR BUILDER/SIZE Cycle West/16 in. TIRE/SIZE Firestone/5.00-16 CALIPER H-D PULLEY H-D FINISH/PAINT MANUFACTURER PPG COLORS Black w/ Pearl White PAINT/GRAPHICS 420 Kustoms PLATING/POLISHING No plating/polishing by 420 Kustoms ACCESSORIES REAR FENDER GAS TANK DASH GAUGES HANDLEBARS GRIPS FOOT CONTROLS FLOORBOARDS HEADLIGHT TAILLIGHT LICENSE MOUNT SEAT
H-D custom modified H-D custom modified Cycle West Smith D Shape HWZNBROSS Silicone tape H-D Triumph footpegs Tractor type Lucas 477 Cycle West Custom built by So Jake Leather
NOVEMBER/DECEMBER 2017 / 41
MODIFIED
CHRIS JOHNSON’S BLACK CHROME SOFTAIL SLIM
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WORDS: MARK MASKER PHOTOS: SHOOTERS IMAGES
J
udging by the CMP Turbo on this Softail Slim’s 110-inch Screamin’ Eagle mill, I’m pretty sure it’s as evil on the streets as it is parked. It’s also SOP for any vehicle owner Chris Johnson keeps in his stable. He runs turbo kits on all of them. The sweet music of a Harley motor and a turbo working together is a wonderful thing, and he digs it. Needless to say, he’s got one on the bagger that matches his Softail. That’s not the only cool thing the two bikes have in common. Like his touring bike, Chris’ 2016 Softail Slim is a lay-frame design. This whole project was born of Chris wanting a bike for those times when he didn’t want to ride said touring scoot. When he came across the Softail Slim, it was mostly what he was looking for. He liked the Softail but didn’t like the Softail; it needed some custom lovin’ to really evolve into the ideal version in his head: something old-school looking yet new at the same time. Hence the lay-frame work and the CMP Turbo. “I love the sound of turbos,” Chris says. “Mix a Harley-Davidson with a turbo and that’s the best sound in the world to me. With a 110-inch in the bike, it’s a nasty little machine.” Michael McNamer fabricated the new swingarm that transforms the Softail frame into a lay-frame design. Chris switched over to an SAS air suspension while they were customizing the back end and shaved 2 inches off the fork setup for the low look. A lot of this bike is still Harley-Davidson. Some of it was modified; some was kept stock. Chris knew what he wanted to do going in and didn’t see a whole lot of reason to swap everything over to full custom. By keeping part of the Harley-Davidson look and feel to the Slim, Chris helped tie it to his bagger in a way. Both have that vibe going for them. What sets them apart from their stock brethren also serves to unite them though: the melding of turbo-powered muscle in a lay-frame chassis. When running turbo kits on every form of transportation you tweak and modify is your signature move, giving them a similar look to go with that move is not just understandable—it’s pretty cool. HB
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MODIFIED FOR MORE PHOTOS OF THIS BIKE AND ALL OUR CUSTOM BIKE FEATURES, VISIT HOTBIKE.COM
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“MIX A HARLEY-DAVIDSON WITH A TURBO AND THAT’S THE BEST SOUND IN THE WORLD TO ME. WITH A 110-INCH IN THE BIKE, IT’S A NASTY LITTLE MACHINE.”
SPECIFICATIONS GENERAL OWNER YEAR/MAKE/MODEL FABRICATION BUILD TIME ENGINE YEAR/TYPE/SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES EFI/CARB AIR CLEANER EXHAUST TRANSMISSION YEAR/TYPE CASE CLUTCH PRIMARY DRIVE FRAME YEAR/TYPE RAKE/STRETCH SUSPENSION FRONT END LENGTH TRIPLE TREES SWINGARM SHOCKS
Chris Johnson 2016/Harley-Davidson/Softail Slim Michael McNamer 90 days 2016/Twin Cam/110ci Michael McNamer H-D Screamin’ Eagle Screamin’ Eagle Screamin’ Eagle Thundermax CMP Turbo CMP Turbo 2016/H-D H-D H-D H-D 2016/H-D Softail Stock/None H-D FL lower legs 2 in. under H-D H-D/Michael McNamer SAS Air
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE Performance Machine 16 x 4 in. TIRE/SIZE 16 in. CALIPERS H-D ROTORS H-D REAR BUILDER/SIZE Performance Machine 16 x 4 in. TIRE/SIZE 16 in. CALIPER Performance Machine ROTOR Performance Machine FINISH/PAINT COLORS PAINT/GRAPHICS PLATING/POLISHING POWDERCOATING
H-D Black Chrome Edition H-D H-D H-D
ACCESSORIES FRONT FENDER REAR FENDER GAS TANK HANDLEBARS HAND CONTROLS FOOT CONTROLS FOOTPEGS HEADLIGHT TAILLIGHT SEAT
None Klock Werks H-D 12-in. apehangers H-D H-D H-D H-D Daymaker Klock Werks Guy’s Upholstery
NOVEMBER/DECEMBER 2017 / 45
HEAVY METAL
BONNEVILLE BAGGERS BUILDS A LOWRIDER TRIBUTE
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WORDS: MANNY ARMENDAREZ PHOTOS: JOHN ZAMORA
T
his build was one that we at Bonneville Baggers are very proud of. We started with a 2001 Road King FLHRI that we bought unsure of what we were going to do with in the beginning. My righthand man Jared “Dirty” Dursteler and I are always having brainstorming sessions, but we still didn’t have an idea that stood out. That got me thinking, and the thought of a lowrider tribute bike came to mind. I was talking with Pete Macias from Pegasus Car Club about the idea of a tribute bike to a sick-ass lowrider. The car I picked was a 1961 Chevrolet Impala convertible called “Stairway 2 Heaven.” I started talking with Pete and exchanged ideas back and forth for months through the entire build. First thing I did was place a call to the mero mero master of pintura and striping king “El Jefe” Danny D. in Baldwin Park, California. I explained to him what I wanted to do and he thought it was a sick idea. With the master on board, we were off to do what we do: OG gangster lowrider-style Viclas. Danny enlisted the help of the fabrication team at Engle Bros. from Fountain Valley, California. They stretched the fenders 3-1/2 inches in the front and 5-1/2 inches in the rear.
NOVEMBER/DECEMBER 2017 / 47
HEAVY METAL | 2001 ROAD KING FOR MORE PHOTOS OF THIS BIKE AND ALL OUR CUSTOM BIKE FEATURES, VISIT HOTBIKE.COM
Now to order the parts. After they arrived, it was time to crack the engine open and see what we were working with. Stock is no good, so we tore it all down and did a fresh engine rebuild with new cams and 95ci pistons jugs as well—sent out to be diamond cut for that extra bling. We like to say our Viclas don’t just look good but they move too. Therefore, they’re both show and go. Next, we redid the front end with a single caliper conversion, 13-inch spoke-cut rotor, HHI six-piston caliper, 21 x 3.50 twisted spoke wheel, and new Metzler rubber front and rear. We added Carlini 18-inch Gangster Apes with internal throttle from Exile Cycles with Arlen Ness controls for that clean look. Engle Bros. made a custom set of slip-ons with 42-inch-long
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“WE LIKE TO SAY OUR VICLAS DON’T JUST LOOK GOOD BUT THEY MOVE TOO. THEREFORE, THEY’RE BOTH SHOW AND GO.”
clamshells. We also had Joe from California Upholstery make a custom seat with the exact same material and pattern as the car. When Danny D. said the paint was ready, we jumped in the car to drive to California. We don’t trust shippers, since something always happens. A few weeks later we killed it at the Torres Empire Show in Los Angeles. Everyone, including my dad, came out to support me. I would like to thank my boy Pete “Stairway 2 Heaven,” El Jefe/el mero mero/the master of pintura Danny D., my lovely wife Yolanda, my kids, my right-hand man Jared “Dirty “Dursteler,” and the Bonneville Baggers guys Paul and Digger for all the help and support at the shows. Also thanks to John Z. for always looking out and shooting our builds. HB
SPECIFICATIONS GENERAL OWNER SHOP SHOP PHONE WEBSITE YEAR/MAKE/MODEL FABRICATION BUILD TIME
Manny Armendarez Bonneville Baggers (208) 881-2517 bonnevillebaggers.com 2001/Harley-Davidson/Road King Engle Bros. 9 months
ENGINE YEAR/TYPE/SIZE 2001/H-D/95ci BUILDER Bonneville Baggers CASES H-D CYLINDERS H-D HEADS H-D ROCKER BOXES H-D CAMS H-D THROTTLE BODY H-D AIR CLEANER Arlen Ness Stage 1 Big Sucker EFI CONTROLLER H-D EXHAUST True Dual Headers with custom fabricated 42-in. clamshell slip-ons By Engle Bros. Fabrication TRANSMISSION YEAR/TYPE GEARS CLUTCH PRIMARY DRIVE
2001/H-D 5-speed H-D H-D
FRAME YEAR/TYPE RAKE/STRETCH
2001/H-D Stock
SUSPENSION FRONT END LENGTH TRIPLE TREES SWINGARM REAR SHOCKS
H-D Stock H-D H-D Bonneville Baggers Air Ride
WHEELS, TIRES, AND BRAKES FRONT BUILDER/SIZE DNA/21 x 3.5 TIRE/SIZE Metzler ME 880 MH90 21 CALIPERS HHI 6-piston ROTORS 13-in. custom-cut spoke REAR BUILDER/SIZE DNA/18 in. TIRE/SIZE Metzler ME 880 130/90/16 CALIPER H-D ROTOR H-D PULLEY H-D FINISH/PAINT MANUFACTURER COLORS PAINT/GRAPHICS PLATING/POLISHING
Axalta Danny D. Special Blend Danny D. Rayco Plating
ACCESSORIES FRONT FENDER REAR FENDER GAS TANK DASH GAUGES HANDLEBARS GRIPS HAND CONTROLS FOOT CONTROLS FLOORBOARDS HEADLIGHT TAILLIGHT TURN SIGNALS SEAT
Custom Stretch Engle Bros Fab 4-1/2 Custom Stretch Engle Bros Fab 5-1/2 H-D Road King Custom H-D flush-mount gauges and caps 20-in. Carlini Gangster Apes Arlen Ness Arlen Ness Rad III Eddie Trotta Diamond Cut Spiked Eddie Trotta Diamond Cut H-D Shot Gun LED Shot Gun Big Joe California Upholstery
NOVEMBER/DECEMBER 2017 / 49
RIPPER
MOTORCYCLE MISSIONS’ PTSD
CUSTOM GIVEAWAY
HELPING VETERANS HELP THEMSELVES
I
n February of 2017, seven PTSD veterans were selected by 501(c)(3) nonprofit Motorcycle Missions to build a custom motorcycle for the 22nd annual Republic of Texas Motorcycle Rally in Austin, Texas. But the donor bike had humble beginnings. It belonged to ROT Rally co-founder Jerry Bragg and was a 1992 Harley-Davidson Softail Springer that the veterans jokingly dubbed “Jerry’s Springer.” That wasn’t the real name of the bike, however, and before the bike was raffled off to another lucky veteran in the crowd at the rally, the veterans appropriately named it “Salvador de Vida,” meaning “Life Saver.” “One evening I was sitting around and decided I had this bike and enjoyed it long enough,” Jerry explained, “so I wanted Motorcycle Missions to transform it into something very, very special, and I couldn’t be prouder.”
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WORDS: MOTORCYCLE MISSIONS PHOTOS: G STANLEY PHOTOGRAPHY AND JUSTIN GEORGE
NOVEMBER/DECEMBER 2017 / 51
RIPPER It all started when Motorcycle Missions gathered the group of veterans to discuss the direction they were going with the bike before wasting no time on disassembly. The bike was stripped down bolt for bolt, and the frame was modified to accommodate the new Shade Tree Fabrication fender and seat. A new reducedlength Paughco springer was installed, and the frame and swingarm were refinished with a fresh coat of gloss-black powdercoat and the engine repainted. The bike was outfitted with Arlen Ness 10-gauge wheels, rotors, air cleaner, and points cover, and the wheels donned a fresh set of MT90s courtesy of Pirelli. A 2-inch BDL open primary, Zipper’s Performance chain conversion kit, MagnaFlow Riot exhaust, Motogadget grips and mirrors courtesy of Revival Cycles, Brass Balls Keg risers, Motone gas caps, Performance Machine hand controls and front brake, and a Low Brow Customs WX split gas tank modernized the look. The custom leather seat is by Matt Hurtado of Working Man’s Customs, and the sleek metal tank strap displays the different units that each veteran belonged to. “We made it personalized to us and to represent the guys that helped build this bike,” Major John Lawton explained. “It’s a way to get together with other like-minded people and heal through motorcycles.” Motorcycle Missions uses their ride and wrench programs to help veterans and first responders mitigate their PTSD symptoms. They give the participants hands-on instruction from start to finish as a means of helping them cope with their PTSD and to help build long-lasting relationships around two wheels. They also offer motocross camps that teach them how to ride. Air Force veteran Josh Schull says it’s all about the camaraderie. “It’s been very helpful in a lot of ways,” he said. “Being with other veterans again and that camaraderie that we have… That’s something you don’t get anywhere else, and that’s really what I enjoy the most.” The new owner and lucky winner of the bike, Coast Guard veteran Jeff McCoy, says he plans to take the bike to different bike shows around the country to raise awareness about PTSD and veteran suicide. Special thanks to our build sponsors Voodoo Vintage and Cycle Refinery of Austin, Texas. To see more about what Motorcycle Missions does for veterans and first responders through its ride and wrench programs, and to donate, please visit motorcycle-missions.org, Instagram @motorcyclemissions, and Facebook: Motorcycle Missions. HB
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The Motorcycle Missions veterans in the Build Mentorship Program giving away the bike they built to another veteran, on stage at the Republic of Texas Biker Rally.
“THE NEW OWNER AND LUCKY WINNER OF THE BIKE, COAST GUARD VETERAN JEFF MCCOY, SAYS HE PLANS TO TAKE THE BIKE TO DIFFERENT BIKE SHOWS AROUND THE COUNTRY TO RAISE AWARENESS ABOUT PTSD AND VETERAN SUICIDE.”
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CHRONICLE
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LONG LIVE THE DYNA WORDS: JEFF G. HOLT PHOTOS: THE HOT BIKE ARCHIVES AND HARLEY-DAVIDSON MUSEUM
Y
es, we have known for a while about the demise of the Harley-Davidson Dyna. It was news we weren’t expecting or wanted to hear, but as we all know, nothing lasts forever. Not even the Dyna is impervious to extinction. We can speculate seemingly forever on why it is gone and for what reasons, but we chose to celebrate the life and times of such a great machine. Just like the FXR before it, the Dyna is now defunct, but this model will live on within the masses who will always hold them dear and who continue to ride the wheels off of them.
NOVEMBER/DECEMBER 2017 / 55
CHRONICLE | THE DEATH OF THE DYNA Dyna FXD
Dyna Low Rider
The beginning of the Dyna as we know it started with the Harley-Davidson FX. After seeing so many custom swingarm FLH bikes from the West Coast with performance-minded weight-saving touches added to them, H-D Lead Designer Willie G. Davidson wanted to design a production motorcycle that mimicked the look and feel of those purpose-built bikes he saw many outlaw clubs cobbling together and riding the holy hell out of. Willie G. began with an FLH frame and rear suspension and outfitted it with a front end from an XLH Sportster. The drivetrain and engine accessories were from the FLH, and the lighting and brakes were from the XLH, making it lighter and therefore faster. This combination once in production was then referred to as the FX chassis. From what Willie G. states, “FX” meant “Factory Experimental.” The model designation for the Dyna as we know it started development in the late ’80s and hit the streets in 1991 as the
Dyna FXDS
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Dyna Super Glide T-Sport
Dyna Switchback
FXDB Sturgis, which was only in limited quantities. In 1992 the limited-edition FXDB Daytona and a full-production FXD Super Glide hit the scene. With the success of these models, the floodgates opened and sales of Dynas exploded in a hot streak for well over a decade. Models such as the Super Glide (FXD), Super Glide Custom (FXDC), Low Rider (FXDL), Wide Glide (FXDWG), and our favorite models the Super Glide Sport (FXDX) and Super Glide T-Sport (FXDXT) have been ridden on all four corners of the globe with much fervor from their owners. In 2006 Dyna models received a new chassis and ditched their 39mm front fork for a much nicer 49mm version. The bike also gained a gear with an all-new six-speed transmission. Then over the next 10 years a few more models were released from the MoCo in the form of the Street Bob (FXDB) and Dyna Fat Bob (FXDF) Dyna Switchback (FLD) and the re-introduction of the Dyna Lowrider (FXDL) and then the launch of Lowrider S (FXDLS) in 2016.
Dyna Defender
Dyna Super Glide Sport
Dyna Wide Glide
Dyna Fat Bob
Dyna Super Glide FXD
Dyna Sturgis Model
Noise Cycles’ history-making Dyna.
Dyna Street Bob
NOVEMBER/DECEMBER 2017 / 57
CHRONICLE | THE DEATH OF THE DYNA
The Dyna used the rubber-mounted 88ci Twin Cam from 1999 to 2006. In 2007 the factory upped the stroke to 4.375 inches, and the displacement was increased to 96ci. In 2012 Harley-Davidson began to offer Dyna models with a 103ci upgrade option, and in 2016 the Dyna Lowrider S came standard with a 110ci motor and throttle by wire. Many think the Dyna’s dual-shock frame design, which has been upgraded and updated by H-D many times, is what makes the bike look like a true Harley-Davidson and that two shocks out back will always be better than one. But that’s all in the past now with only the baggers having that distinction. Enough with the history lesson. We at Hot Bike have always been at the forefront of the Dyna scene, and to see where it is in its current status is nothing short of a miracle. To see a motorcycle that was founded on experimentalism grow to see
58 / HOTBIKE.COM
wheelies and stunting become a cornerstone of this model no one would have guessed. Being able to witness the amount of performance professional and backyard builders alike have gotten out of this chassis is mind-blowing. One also needs to remember that the Dyna has brought so many people from all walks of life together. From joining one dirty old biker to another via road trips and watching various Dyna crews forming all over the world, we are amazed that this one model bike has had so much impact and makes so many bikers of all ages so happy to throw a leg over. We can thank Willie G. and Harley-Davidson for making a versatile bike that has been such a big part of so many lives. Don’t worry, readers—we will always feature the Dyna and its ongoing aftermarket evolution. And we think you ain’t seen nothing yet! HB
“DON’T WORRY, READERS—WE WILL ALWAYS FEATURE THE DYNA AND ITS ONGOING AFTERMARKET EVOLUTION. AND WE THINK YOU AIN’T SEEN NOTHING YET!”
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.
CHRONICLE
WILD TIMES IN
WILDWOOD THE RACE OF GENTLEMEN
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WORDS: JEFF G. HOLT PHOTOS: DAVID CARLO
T
he Race Of Gentlemen has gone from a grassroots beachside weekend race in a sleepy New Jersey seaside town to a worldwide phenomenon. Founded by Oilers car and bike club member Mel Stultz, The Race Of Gentlemen, or TROG as it is also known, once a year turns the beaches of Wildwood, New Jersey, into a throwback 1/8-mile raceway like no one has seen in 70 years. The bikes raced are all early tank shift machines, and they range from bikes thrown together using rusty spare parts to $100,000 bikes that should by all accounts be sequestered to motorcycle museums. We were lucky enough to have the photography of David Carlo, who completely captures both the joy and seriousness of this event. HB
NOVEMBER/DECEMBER 2017 / 61
CHRONICLE | THE RACE OF GENTLEMEN
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JULY 2016 / 63
TECH
WORDS AND PHOTOS: MARK MASKER
FEULING DESIRE
SKILL LEVEL // MODERATE
ROAD KING CAM ASSEMBLY AND BASSANI PIPE SWAP
D
urability is key on long rides, especially when you own a bagger like this 2000 Harley-Davidson Road King. Feuling’s high-flow oil pump and camplate should help keep this motor cooler on those long, hot runs in the desert. Cycle Doctor in Costa Mesa, California, spent a day walking us through the changeover.
1 p Most of what we’re doing focuses on a cam assembly
swap to modernize the lower end while upgrading oil flow. This Feuling billet cam plate increases engine oil flow and volume by enlarging critical oil passages and the oil pump reservoirs. It’s blueprinted and matched to the Feuling oil pump to take full advantage of the increased volume from the Feuling oil pump we’ll also be adding to the mix (it only works with their pump). It comes with the bearing retainer plate and hardware.
3 2 p Joining the new plate is Kuryakyn’s Wild Things TC-2U
performance cam set. The “U” series cams are designed to upgrade earlier Twin Cams to work with later (’06 and ’07) oil pumps. It’s a bolt-in performance set intended for 88- to 103-inch motors.
5
p Feuling also supplied us with new .120-inch-thick
pushrods. They’re stiffer and more rigid than stock rods for increased stiffness valve-train stability. Made from 7/16-inch chrome-moly steel tube, the Feuling pushrods use a minimal adjustment parameter eliminating the flex and loss of valve-train stability problems associated with some adjustable pushrods. They’re also meant for use with performance engines that use larger lift camshafts and high spring pressures while maintaining proper and critical oil flow to valves, springs, rockers, shafts, and valve guides. They can be used with hydraulic or solid lifters. 4. Since we were using Feuling rods, we thought we’d give their standard size racing lifters a try. Like the rods, they’re intended for use with large lift camshafts and higher spring pressures. These lifters are designed to work in conjunction with the Feuling oil pumps or other high-volume oil pump.
4 64 / HOTBIKE.COM
5. Feuling’s oil pump for Twin Cam engines (part #7060, $425) is a Billet 6061 aluminum high-volume unit that increases oil pressure 20 percent for cooler oil and engine temperatures and eliminates blowby and wet sumping due to its 30-percent more scavenge (return) volume.
7 p Jeremiah Fejeran got the King up on the lift then took
6
off both right-side floorboards in order to access the pipes and lower end. He then removed the pipes.
p Our last addition is Bassani’s Road Rage 2-into-1 exhaust system.
10 p The compartment was still seeping oil, so while we
8 p Next he pulled the cam cover and drained the compart-
ment. Pre-’01 Twin Cams have a sensor wire that you have to watch out for at this stage; he secured it off to the side so it wouldn’t be in the way.
11 p After removing the gas tank and rockers to install the
new rods, the lifter covers came off. Jeremiah used a razor blade to cut away the old lifter gasket material then took out the lifter alignment pins and old lifters.
9 p You can’t remove the camplate while there’s tension
on the chain, so he put in a retaining ring to relieve it.
waited for it to finish draining Jeremiah went to the pushrods. He popped the pushrod covers with a screwdriver and used rubber bands with paper clips to hold the covers open so he could remove Brad’s adjustable rods. He then dropped the bike into fifth gear and rolled the motor over to relieve tension on the rods. This gets the lifters to their lowest point so we can hand turn the rods for easy removal.
12
13
p By this time the cam compartment had drained, so
p We used the included engine lube on the oil pump gears
he then removed drive and pinion gears followed by the camplate and oil pump. He also cleaned out the compartment.
14
t Cam assembly is all about the timing. You must make sure all timing marks line up or you’ll destroy the motor. Jeremiah set the timing holes on the cams then pressed the cams in and checked the timing marks on the outside of the plate.
then put them back into the housing. After that the oil pump adapter went on over the crankcase return hole. The flats on the oil pump gear align to those on the crankshaft.
15 p Next the new hydraulic tensioner went on. The old one
was a spring tensioner; the hydraulic is a lot more durable. NOVEMBER/DECEMBER 2017 / 65
TECH ROAD KING CAM ASSEMBLY AND BASSANI PIPE SWAP
17 p Assembly lube on the new bearings and they’re
pressed in; threadlocker goes on the camplate bolts; then the spacer retaining ring goes onto the plate for installation on the bike.
16 p We also added new cam bearings since the old ones were seated to fit the previous cams. Here, Jeremiah pops the old
ones using a bearing remover and support plate. As he tightens down the remover, the bearings pop themselves out.
18
p When you look at the old (left) and new (right)
camplates the differences are night and day. The stock plate is a cast piece, while the Feuling is CNC-machined 7075 billet aluminum for a very precise fit. It’s quieter and 100 percent better in terms of strength and rigidity versus our old cast plate.
20
19 p We aligned the plate to the crankshaft: Jeremiah turned the rear wheel while tightening to the camplate bolts to
10 inch-pounds, followed by a final torque down to 12 pound-feet. After he double-checks the torque, he repeats this process for the oil pump bolts.
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p Everything fit together pretty well so far, but we had to
shim out the gears to align the sprockets to be flush with the end of the camshaft. Jeremiah then slid both sprockets and the chain on (with the timing marks matched), followed by torqueing the big sprocket to 30 pound-feet and 25 pound-feet for the small one. After that he bolted up the hydraulic tensioner and removed the retaining pin.
Carlini Apes are designed for the best side profile style
21
p We were almost done with the cam assembly.
Jeremiah scraped the old gasket material off of the inside of the cam cover, replaced it, and bolted the cover back on using the pattern from the manual.
22
1.50'' Menace Ape
p At this point it was back to the rods and lifters.
He slid the lifters in then laid down new gaskets and reinstalled the covers. After that the rods were slid home inside the covers then Jeremiah reassembled the top end and put the gas tank back in place. Once we bolted on the Bassani exhaust, it was a done deal. SOURCES: CYCLE DOCTOR (949) 645-1235 cycledoctor.com FEULING OIL PUMP CORPORATION (619) 917-6222 feulingparts.com KURYAKYN (866) 277-9598 kuryakyn.com BASSANI PIPES (866) 439-4287 bassanipipes.com
1.50'' Gangster Ape
WWW.CARLI NI DESI GN.COM
TECH
WORDS AND PHOTOS: JOHN ZAMORA
SKILL LEVEL // BASIC
T
SINISTER WHEELS AND KLOCK WERKS FENDER INSTALL
here is nothing more classic than a set of spoke wheels with a whitewall tire. Good spokes last a lifetime. Bad spokes rust and can fail. Why not have the best of both wheels with the looks of a spoke wheel made from billet aluminum? That’s the real beauty of the Billet Daddy wheels from Sinister. For that added bit of extra flair, we added a colormatched Benchmark Front Fender from Klock Werks. This is a job that can easily be done in the garage, but with anything wheels and tires we always use the experts at Wheel Works because they just make it so easy and quick! HB
1 p The first step is to remove the blue protective coating on the
whitewalls with a brush and water.
4 p The front tire is cleaned and mounted.
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2 p Wheel Works makes mounting tires a cinch without marring or
damaging the wheels.
5 p Clean, clean, clean. Now is the time to get the wheels and tires as clean as possible.
3 p Rather than put unsightly wheel weights, we use Dyna Beads.
These small, coated glass spheres distribute themselves to balance the wheels as they rotate.
6 p The front tire is removed and set in the eBay pile.
8
7 p Next, we remove the stock front fender.
p Here you can see the stock front fender (front) and the
more stylish Klock Werks fender (rear).
9
10
p Loctite is added to the bolts.
p The supplied painted mounts help relocate the fender to accept the 21-inch wheel.
11
12
p Have a friend help hold the fender while carefully mounting
the new fender.
p Mount the front wheel and reinstall the stock brakes.
13
14
p Remove the bags to access the rear wheel.
p Remove the axel and rear brakes.
15
16
p Take off the rear wheel and remove the stock pulley and rotor.
p Install the stock rear rotor to the new wheels.
Here’s the final look with the Sinister Wheels and Klock Werks fender.
SOURCES: SINISTER WHEELS sinisterwheel.com
KLOCK WERKS getklocked.com
WHEEL WORKS wheel-works.com
TECH
WORDS AND PHOTOS: JOHN ZAMORA
SKILL LEVEL // EASY
FOUR QUICK UPGRADES
ACCUTRONIX INSTIGATOR FLOORBOARDS, KNURLED GRIPS, SPEED MERCHANT SHIFTER PEGS, KLOCK WERKS WINDSHIELD TRIM
N
ot all mods have to be difficult or time consuming to have a big impact. Sometimes the right upgrades with a few hand tools and a little bit of Loctite done on a Saturday afternoon can quickly give your bike a custom touch. We took our 2017 Harley-Davidson Street Glide #gleamingthecube and added some floorboards and grips from Accutronix, pegs from Speed Merchant, and a little bit trim from Klock Werks to spruce up the look. Our buddies at Strictly Hawgs handled the install and only took a casual hour or so.
1 p For installing the windshield trim, first remove the screws
holding on the windscreen.
SOURCES: KLOCK WERKS Windshield Trim getklocked.com
ACCUTRONIX Instigator Floorboards Knurled Grips accutronix.com SPEED MERCHANT Shifter Pegs thespeedmerchant.net STRICTLY HAWGS strictlyhawgs.com
2 p Gently bend the trim and align the holes.
3 p Screw in stock screws and—voilà—you’re done!
4
A tiny bit of work makes a big impact.
5 70 / HOTBIKE.COM
p Next for the Speed Merchant pegs, remove the stock
rear shifter peg.
6 p Install the Speed Merchant pegs after adding a bit
of Loctite.
7 p These metal pegs will look much better with the new floorboards.
10 8 p Remove the stock floorboards with the bolt underneath.
9 p Install the new floorboards on the correct side.
p We had to purchase a new bracket from Harley-Davidson
to run the rear floorboards.
14
15
11 p First remove the stock peg mounts. Gently tap the Torx
socket into the head to avoid stripping the bolt.
13
p The new boards have a much more custom look over stock.
12 p Install the bracket onto the Accutronix rear boards.
16
17
18
14. Remove the rear clutch side grip by pulling it off. 15. Set screws keep the new grips from slipping. 16. Loosen the stock controls to remove the throttle side grip. 17. Remove the stock grip. 18. Place the new grip in and retighten the controls. p Here’s the finished look!
NOVEMBER/DECEMBER 2017 / 71
TECH
WORDS AND PHOTOS: JEFF G. HOLT
SKILL LEVEL // ADVANCED
EN-GAUGE-MENT
INSTALLING DAKOTA DIGITAL BAGGER GAUGES THE HARD WAY
W
e love using Dakota Digital gauges due to their ease of installation and good looks. But in the realm of custom bikes, sometimes things don’t always go so smoothly. Take for instance our project performance Road Glide we have dubbed the Performer. After installing the big-buck and badass Big Bear Performance Öhlins front end, we have gone absolutely haywire with upgrades—so many modifications and upgrades, in fact, that the level of component incompatibility hit a critical mass.
The combination of Hard Case Performance risers, Lucky Daves Riser Bars, and Kraus Motor Co. gauge mount worked pretty well together on our Road Glide. But the addition of the Dakota Digital gauges proved to be a bit of a challenge. Again, these gauges are a snap to install, but that is on the OEM bar mount. By using an aftermarket setup like we did, we ran into all sorts of issues common with doing things that have been done before. With that said, we had to call in our buddy Jimmy Todd at Quaid Harley-Davidson in Loma Linda, California, to make all of the components work together. Here’s how he did it.
1
2 p With the gauges removed you can access the four bolts that hold on the p As you can see, the Dakota Digital Road Glide setup is well made, and believe us when
we say it is easy to install under normal circumstances.
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stock bars.
SOURCES: DAKOTA DIGITAL dakotadigital.com HARD CASE PERFORMANCE hardcaseperformance.com KRAUS MOTOR CO. krausmotorco.com
3 p We found out when using the Kraus Motor Co.
gauge bracket in combination with the Dakota Digital gauges that there were some clearance issues. Jimmy Todd solved that issue with a bit of machining where the connectors met the gauges.
LUCKY DAVES luckydaves.com
6 p After all other gauges were installed into the inner fairing,
Jimmy buttoned up everything under the outer fairing and gave the bike a proper test ride.
QUAID HARLEY-DAVIDSON quaidharleydavidson.com
1981 to 2006 (except 2006 Dyna)
• Narrow Rotor fits in Softail/Dyna, voltage regulator mounts in stock location. Available for Evo and Twin Cam Engines. • Precision wound 3Phase Stators provides 25 AMPS at idle, 40 AMPS continuously above 2,800 RPM! • Vented rotor keeps stator cooler to maintain maximum output. • Custom designed flanged seal spacer provides maximum support for the vented rotor. • Series Voltage Regulator provides 14.2V from idle on up!
4 p The combo of the black-faced gauges and Kraus
bracket looks downright sinister on the Hard Case Performance risers.
1990 to 2006 (except 2006 Dyna)
• 6: 1 Planetary gearing for superior mechanical efficiency compared to 4.44: 1 and 2.86: 1 in other starter motors. • Special Neodymium Magnets provide more power with half the current draw of other 2KW starters. The only starter of its kind in the industry! • A must have for high compression, large displacement engines The Highest Performance starter available!
1970 to 1999 BT (except injected models) & 1971-2003 XL (except “S” models) • Performance advance curves for engines from mild to wild! • Tunable VOES adds 5 to 10 degrees vacuum advance. • Easy installation with LED static timing light. • Selectable RPM limiter from 6,000 RPM to unlimited. • Systems for electric start, kick start, and race engines.
5 p The wiring was still a pretty straightforward
affair, but getting all those wires tidied up and hidden proved to be a chore. Jimmy Todd rose to the challenge and made it look even cleaner than the factory-wiring job.
“Some parts are not legal for sale or use in California on pollution controlled vehicles”
TECH
WORDS AND PHOTOS: JEFF G. HOLT
SKILL LEVEL // BEGINNER
UN-BOBBING A STREET BOB CONELY’S FENDER/SPEED-KINGS CYCLE LIGHTING INSTALL
B
obbed fenders are something you either like or detest. We like them on some bikes and others we don’t. Such is the case with the Dyna Street Bob. The bike is great from the factory with all its muted colors and parts pick, but that rear fender always has us longing for something, well, a bit longer. Our pal John Conely has been building and riding custom bikes for more than two decades, and his ever-expanding line of parts has been killing it for the past year. Such is the case with the Conely’s Super Glide fender, which is manufactured out of custom-gauged fiberglass. The stronger-than-steel fender comes either in a ready-to-paint gel coat or gloss black, which was a perfect match for our Vivid Black Dyna project bike. To finish things off we installed a blacked-out LED taillight with internal turn signals from our dude Steve at Speed-Kings Cycle. Here’s how it all went. HB
1 p We removed the stock bobbed fender from the bike via the four
bolts fastened to the frame rails.
3 p As you can see, the longer fender will do a much better job keep-
ing debris off the rider and bike than the stock bobbed unit did.
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2 p Along with it came all of the OEM lighting and ugly right-side
license-plate holder.
4 p The new Conely’s fender was then bolted into place on the Dyna.
5 p The Speed-Kings Cycle LED taillight comes with all you need to
get it on the bike.
7 p The taillight backing plate was then mocked up and a hole was
drilled to correctly affix it to the fender.
9 p The lens of the taillight was installed with two screws sourced
from our Harley-Davidson dealership.
6 p We snapped the Speed-Kings Cycle wiring harness into the
taillight backing plate.
8 p The stock wiring was used, and it just plugged back into
the main harness under the seat and into the new taillight at the other end.
10 p We turned the bike on and checked out the bigger and
brighter LED goodness that the new Speed-Kings Cycle taillight provided. The internal turn signals also cleaned up the bike tremendously.
11 p And here it is: a real good-looking un-bobbed Street Bob thanks to Conely’s and Speed-Kings Cycle. Next issue we will be installing a
set of all-new Conely’s Gen 3 Retro T-Sport bags on this very same bike, so stay tuned for all the action! SOURCES: CONELY’S USA conelysaccessoriesusa.com
SPEED-KINGS CYCLE speed-kingscycle.com
USED AND ABUSED PROGRESSIVE SUSPENSION
490 SPORT SERIES SHOCKS
W
e all are aware that one of the most important upgrades any rider can do on his or her bike is getting an aftermarket suspension that’s tailored specifically to your bike and your riding style. Stock pre-2016 Sportster models come with a set of cheap, nonadjustable rear shocks and springs that provide limited travel and performance. So we looked at Progressive Suspension’s 490 Sport Series Shocks to rectify that problem. These shocks feature a high-pressure monotube with deflective disc damping technology, hand-threaded preload, and a rebound adjustment to dial in the ride. This technology coupled with a linear rate spring allow for consistent feel through the damper stroke and the ability to withstand extreme temperature ranges and heavy loads. An engineered jounce bumper with a builtin metal cup also helps smooth out and control bottoming.
Installation is very easy, and after adjusting the hand-threaded preload and rebound per my height and weight using Progressive’s detailed instructions, the ride has improved significantly. After putting a few thousand city and highway miles on these shocks, I feel confident in saying this upgrade will be money well spent and your butt will thank you for it. $584.96 // PROGRESSIVESUSPENSION.COM
76 / HOTBIKE.COM
WORDS AND PHOTOS: ROBERT MARTIN
E ation E FR aliz n so r Pe
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PAST BLAST
FROM THE HOT BIKE ARCHIVES
NOVEMBER
1986
I
n 1986, the Evo was king as evident by Kateley’s 10- second solution. We also covered the action at Sturgis, added rocket fuel for your bike, and added a sidecar as a classic. But more importantly, is this lady bringing him a sandwich?
OTHER THINGS THAT WENT DOWN IN NOVEMBER 1986:
US President Reagan confesses weapon sales to Iran.
Beastie Boys release their debut album Licensed to Ill.
Mike Tyson KOs Trevor Berbick in round two for heavyweight WBC boxing title.
78 / HOTBIKE.COM
Rev. Donald Wildmon begins a campaign against Howard Stern.
Average price for a new car: $9,255
1 gallon of gas: 89 cents
HOMETOWN HARLEYS
COMPILED BY THE HOT BIKE STAFF
WHAT ABOUT BOB
T
his is my daily ride, a 2015 HarleyDavidson Fat Bob. I have a Vance & Hines header, Screamin’ Eagle air cleaner, SE 259 cams, dyno tuned, Doug’s Customs fairing painted to match, hardwired GPS, and lots of Harley chrome (pegs, grips, detachable sissy bar, etc.). Future plans include a repaint with very subtle silver ghost flames. ANTHONY VANN Phoenix, Arizona
GARAGE CHOP
H
ello from a subscriber in Tennessee. I built my first bike in 1970 and many more since then. This one I just finished. I have many photos through the build, which was done in my two-car garage. I made all of the small parts myself and did all the design and construction except for the welding and paint. Thanks for looking. KEARY D. FLEENOR
SEARCHING FOR GOLD
I
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.
80 / HOTBIKE.COM
wanted to share some pictures of my old 1992 Harley-Davidson Heritage that I finished up. The motor is all stock and untouched with 35,000 miles on it. I painted it myself with gold basecoat, silver flake, and a yellow candy over it all. I custom made the back fender, shaved the front fender, and molded extensions into the bags. It has a Kenwood stereo and two Kenwood 6x9s in each bag. I put Bassani true duals with fishtails on it so I could be seen and heard, and it sits low thanks to a Legend air ride setup. Seeing all the custom bikes in your magazine inspired me to learn how to do all this on my own. Thanks for putting out a great magazine! DENNIS KYARSGAARD Sabula, Iowa
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 & Irene Gonzalez, Managing Editors 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 Mark Masker, Jessie Kiser, Ryan HK, Andrea Mazzon, Big Joe, Mikey Van Senus
EDITORIAL OFFICES 15215 Alton Pkwy., Suite 100, Irvine, CA 92618 (760) 707-0100; hot.bike@bonniercorp.com
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BIG SUCKER™ STAGE I FOR MILWAUKEE-EIGHT™ The release of the Milwaukee-Eight™ engine resulted in the evolution of the original Big Sucker™. The all-new Stage I design combines all the features that made the original air cleaner the market leader. The addition of new performance enhancing features has resulted in the best Big Sucker™ yet. Check out the new Big Sucker™ and the rest of our industry leading air cleaners at www.arlenness.com.
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THE LIST
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2.
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84 / HOTBIKE.COM
STURGIS, A.K.A. FXDB
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SPEEDÕS SPOTLIGHT
WORDS AND PHOTO: JOE KRESS
NEW KITS AND THE M-8
I
n the world of Harley-Davidson performance, nothing stands still for long. The aftermarket is constantly coming up with new
parts and packages to better the output and efficiency of a V-twin. Pro tuners and engine builders take those new possibilities and mix and match them to come up with exciting results of their own. And not to be outdone by any of this, the factory itself will jump in with an all-new powerplant, the introduction of the multi-valve Milwaukee-Eight being the latest example of that. The techs, tuners, and engine builders at Speed’s Performance Plus are right in the thick of all this. Paying close attention to what that performance aftermarket puts in front of them, and what new engine platforms the factory develops, they’ve been busy exploring the possibilities of both—new ways of looking at the venerable Twin Cam and pulling more performance from it, exploring the possibilities of the all-new M-8. And in both instances they’ve come up with some interesting results, the first being a new look at a 110-inch big bore kit for those TCs, a bolt-on with performance potential especially in the all-important torque department. “For a while now we’ve had great results with the 106-inch engine kit we’ve developed,” SPP’s Jamie Hanson begins. A bolt-on package made up primarily with big-bore barrels and pistons, new cams with a gear drive, and high-flow cylinder heads, all carefully chosen and joined by a proper exhaust, a free-flow air filter and a custom tune it’s a combination netting nice, all-around street performance for both OE 96- and 103-inch engines. The horsepower goes way up and torque jumps into the 120 pound-feet range. Bringing those engines up to 110 inches promises even more but not without some careful forethought about how it’s all going to go together. “Initially, these new 110-inch packages gave me a little concern,
86 / HOTBIKE.COM
primarily because they include domed pistons,” Jamie says. “For years we’ve had great success with flat-top pistons.” Additionally, those domed pistons raise the compression ratio up a little higher than SPP likes to see on a street engine. How high is too high to SPP thinking, at least for an everyday street engine? With domed pistons the compression ratio is 11.2 to 1. “And we like to keep things around 10.8 or even a little lower,” Jamie says. The workaround SPP has come up with centers around the choice of cylinder heads to use here and their gaskets. Substituting heads with a slightly increased combustion chamber volume drops that 11.2 ratio down considerably—too much, in fact. But by using a thinner head gasket things instantly go back into that 10.5 range. “Just a tick lower than we normally shoot for, but with the added flow of those bigger valves and ports the horsepower will be comparable to what we see with the 106s and with that little bit of added displacement the torque gets a nice bump,” Jamie says. How much? “We’re looking for horsepower right around 120, torque at 125-plus.” All this is exemplary of just how important it is to look at any engine modifications as part of a package deal, with a total understanding of how any one change can have a dramatic effect on any number of other changes. Everything has to work together toward a desired goal, and the Speed’s
Performance 110-inch kit certainly does that. “Something else we’re working with right now are performance packages for the new Milwaukee-Eight,” Jamie says. So far there’s not a lot available in the aftermarket for this one, a few new camshaft options, some air filters, and a couple choices in the exhaust department being about it. But even with that the possibilities of the M-8 are apparent. S&S, for example, is claiming 96 hp and something like 114 pound-feet of torque with the 107-inch M-8 using just its .465 lift cam and slip-on mufflers. Substitute a 2-into-1 for those slip-ons and all that’s going to head north big time. “And this is just scratching the surface,” Jamie says. “If a cam swap and the right set of pipes can get horsepower and torque like that, imagine what a big-bore kit would do.” And big-bore kits for the M-8 are the worst-kept secret in the industry. There’s already talk about 130-plus displacements from a bolt-on package. “The potential here is amazing,” Jamie says. “Horsepower of 150-plus is not out of the question.” Like we said, in the world of Harley-Davidson performance, nothing stands still for long. HB SOURCE: SPEED’S PERFORMANCE PLUS speedsperformanceplus.com (605) 695-1401 – MN (605) 695-2272 – SD
FEATURED PRODUCT
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MISC. TOPICS
WORDS: DANNY G.
BEGRUDGED CHANGE A
s I sit here to write this article, social media is going into panic mode over the newly announced 2018 Harley-Davidson line, and it’s mostly over the Dyna model or lack thereof. I’ve got to admit that some of it is pretty funny, but the anger is obvious. Understandably, people feel betrayed. In their eyes Harley did not just make some major updates to a popular model. In their eyes Harley just ruined a tradition. These people have absolutely zero interest in the Softail or bagger line. They ride Dynas. The end. It is not a trend to them. High performance and handling never go out of style. There is an entire industry of aftermarket brands and shops that strictly cater to Dynas, clothing, and accessory brands dedicated to Dynas. These bikes are so much more to people than just bikes. I’m not going to bore you by trying to explain the details of why a monoshock is beneficial to the overall handling of a motorcycle. That is H-D’s job and this is not a 2018 Harley brochure or advertisement. This is just a non-biased article written by a Harley-Davidson customer of almost 30 years now. One thing I have learned over the years is that people hate change, especially motorcycle enthusiasts. They love change on their own terms (customization), but they do not like to be told, “Yeah, that bike you really dig, we are making it obsolete. It’s time for change so live with it.” Now here is when I ask you to hear me out. I was first able to afford newer-style motorcycles in the mid-’90s. The tail end of the beloved, bulletproof, simple, easily buildable EVO motor was at its bitter end of its run, and the brand-new, quiet, complicated, unproven, with zero aftermarket support, H-D Twin Cam 88 motor was on the horizon. I promised myself I’d never run one. It was early ’90s FXRs and Evos for life and f—k new bikes. Let’s just say within a year or so after its release I’d changed my mind about the now-legendary TC88 motor. Of course, right when I got done patting myself on the back for accepting that huge change I got the news that Harley was really going to ramp up production of EFI bikes and start to phase out carbed bikes. I’d completely lost my mind over that news, as it made no sense to me. Plain and simple, a Harley’s loped, adjust-on-the-fly, legendary idle can only come from a carbed bike. EFI bikes idle too fast that they sound like hyper sewing machines. I swore I would always hate EFI. Harley and EFI would never sound right together. Looks like it’s strictly ’99–’02 carbed Dynas for me for life. You see where I’m going here? Fast-forward a decade and a half and I’ve discovered what great overall bikes Road Glides are and what they can be potentially built to do. I’m addicted. I’ve got two high-performance (2012 and 2013) purpose-built Road Glides with some fancy paint and absurd stereo systems. I’m having a blast. Life is good. So what does Harley do? They discontinue the best bike they have ever produced for 2014! That’s it. I’m done. I give up. Harley has no idea what their loyal customer wants. Looks like I’ll be searching for clean 2012–’13 Road Glides to build into monsters for the rest of my life.
88 / HOTBIKE.COM
You already know what happens next. Six months later Harley drops an all-new RG for 2015 that at first I tried to not like just off looks alone, but of course it grew on me. Some of my friends picked a few up, and of course they made me take theirs for a ride. And, yes, the new RG lived up to the hype. Harley improved the Road Glide more than I thought was possible for a stock bike. Straight off the showroom floor this bike can be ridden all day and hang with the pack. They feel so damn light, nimble, and comfy. It really is a new and improved RG. Reliable performance right out of the gates and a perfect blank canvas. I’m eating my words over here. So what does Harley do a year and a half later? They announce they are ditching the beloved, bulletproof, easily buildable, ol’ reliable 103-inch motor for this highly complicated Milwaukee-Eight 107-inch motor? Please, no. I hate this idea. I hate everything about it. Goddamn, the EPA is going to kill the motorcycle industry… A month later I rode one and I wanted to hate it so bad. I don’t need another bike. My garage is full. I’m good with the bikes I have at the moment. Let me take this overhyped bad decision Harley made for a quick ride and bring it back and be at peace with not buying a new bike this year ’cause this thing is going to be a slow turd compared to my highly built motors in the garage. Long story short, I’ll be ordering a 2018 Road Glide Special this week. It’s a love/hate, but it’s mostly love and endless good memories with my friends and family on these goddamn bikes. I can’t complain too much. My advice to the Dyna guys who feel betrayed: Hang tight and don’t knock it until you ride it. I’m willing to bet that shops are anxiously waiting for the first customer to roll through the door and ask, “What can you guys do to set my bike apart from the rest?” and I guarantee these shops will have their own lists ready to go and will make these bikes perform better than ever. Not a doubt in my mind! The aftermarket will be on these bikes like white on rice. I’m excited to watch all this go down. HB
MEET THE SILENT GRAY FELLOW.
William Harley and Arthur Davidson completed their first prototype in 1903 and their earliest production bikes, including this 1908 Model 4, were dubbed “strap tanks” because of the appearance of the fuel/oil tank mounting brackets. While black was an available color, gray paint was first offered in 1908 and any Harley-Davidson so delivered was dubbed a “Silent Gray Fellow” in part because of the well-designed muffler system it shared with the maker’s other models.
This Silent Grey Fellow is currently on view at the Petersen Automotive Museum alongside a skillfully curated display of historic and unique motorcycles. Don’t miss your opportunity to see these magnificent bikes and learn about their history and impact on the automotive industry.
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In the Richard Varner Family Gallery presented by 6060 Wilshire Blvd, Los Angeles CA 90036
FACES
WORDS: HERNAN D’ALOIA PHOTO: BETO MENDOZA
HERNAN D’ALOIA ENGRAVE IT INC.
I
’m originally from Argentina. I came here at the age of five years and was raised in Los Angeles. I first got into lowriders at 12 years old. I used to tell my dad when I was a kid I was going to airbrush lowriders, but that didn’t fall in place. I started engraving on lowrider bicycles and that led into cars and eventually motorcycles. I’ve been engraving for 18 years and self-employed since 2003. Lately, the lowrider style of engraving has transferred from cars to motorcycles. I think it has to do with the custom paint jobs that everybody has been doing. People started incorporating the paintwork, along with the murals, with engraving to achieve the full look of a lowrider-style car paint job on a motorcycle. To my knowledge, there has been engraving on choppers since the early ’70s. It was around on the motorcycles for years, but nowadays, it seems to have a bigger following from the lowrider community, at least from my perspective. I started to see the trend climb again after the Biker Build-Off shows. Tay
Herrera did some hand engraving on Trevelen’s bikes and Jesse James and so forth. It started really taking momentum. Guys like Covington’s Cycles and other builders started adding engraving. Then the lowrider paint style started taking a bigger role, and like a tumbleweed it kept getting bigger and bigger. When I started in California I had clients in Miami. Then it moved to Covington’s in Oklahoma, then Texas, Las Vegas, and now I have clients all over the world, including Japan, China, Korea, Australia, New Zealand, United Kingdom, Germany, France, and Russia. I think the growth has also come from a lot of guys seeing it on social media. Today you can see it with a click on your phone, where 10 years ago, we had to log on to the internet to see if anybody posted any kind of video, get a DVD from an underground guy, or see it on TV. Social media took it to another level with instant messages, instant pictures, and instant downloading. You can be on Facebook or Instagram Live and cover all your angles
for your business, unless you really don’t want it. I’ve always had my own website, since day one when no one had one. From that I gained a lot of social media followers. When MySpace, Facebook came out, people followed me. Instagram has been a minor gold mine. It keeps me on a one-onone basis with very high-end people. Engraving today will follow just like any other trend. It was big in the ’70s on the choppers then it came back in the 2000s, and now it’s starting to come around because people are engraving every part of the motorcycle. Engraving should be like an accessory to the bike, not overkill on the paint, chrome, or other accessories. I think it might start declining a little bit, and people will start to be subtler. Eventually, it’s going to get to the point where every bike is engraved just like the next guy—unless a client wants one-off custom engraving. It costs more because it’s a lot more layout and engraving time. It all depends on how the customer wants to portray the art on his bike. HB
“ENGRAVING SHOULD BE LIKE AN ACCESSORY TO THE BIKE, NOT OVERKILL ON THE PAINT, CHROME, OR OTHER ACCESSORIES.”
90 / HOTBIKE.COM
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WEBSLINGER
EAT, SLEEP, RIDE, REPEAT I
hadn’t been on a nice, long, solo soul-affirming ride in a few years. I was in dire need of one too, as I had a bunch of things causing trouble in my head that needed to be worked out. So when the fine folks at Indian Motorcycle offered the use of a Chieftain Dark Horse to ride from the Sturgis Motorcycle Rally over to the Bonneville Salt Flats then homeward to Southern California, I couldn’t reply, “Hell yes,” quick enough. It was a 2,000-mile journey filled with many “firsts” for me. I had amazingly never been to the Bonneville Salt Flats or to the famous “Speed Week.” This was going to be extra special as Lee Munro, great-nephew of Burt Munro, was to pay tribute to Burt’s land-speed record on its 50th anniversary. Lee was to be riding a lightly modified Indian Scout named the “Spirit of Munro.” Another first for me was that I would ride through Yellowstone National Park en route to Utah and the Salt Flats. I took off from Sturgis, South Dakota, early one morning and headed right into some hailstorms. The heavens cleared up as I got near Yellowstone. It was divine timing. Nothing beats riding a wellrunning motorcycle through some of
94 / HOTBIKE.COM
nature’s most beautiful wilderness. As I flowed with each turn and undulation of the highway, I became one with the motorcycle. Part endorphins and part because of the Chieftain’s stellar riding chassis, I felt like I was riding on a small cloud through a wonderland. I felt the troubles in my mind start to vanish as I just lived in the moment. I stopped at Old Faithful long enough to watch it do its thing, much to the delight of hundreds of spectators. I felt a little sorry for these people, as I imagined they weren’t getting the same experience as myself riding a motorcycle through Yellowstone. There’s an old saying that goes something like this: “Traveling in a car is like watching a movie. Riding a motorcycle is like being in it.” The next day I made my way from just outside of Yellowstone to Wendover, Utah, and the Salt Flats. While the scenery was not as spectacular, the miles and solitude gave me plenty of time to chill my brain and recharge myself. Interstate 80 that runs west from Salt Lake City to Wendover might just be one of the most surreal stretches of highway in the entire country. It runs straight as an arrow for more than 100 miles through moon-like
ED SUBIAS
ONLINE EDITOR
ED.SUBIAS@BONNIERCORP.COM @EDSUBIAS #BROWNBEARRACING
terrain. It’s so relaxing that there are signs warning against falling asleep and urge you to pull over if you are tired. I definitely woke up when I arrived at the hallowed Bonneville Salt Flats. What I had only seen in movies and photographs could not do justice to the vast, white, crusty surface that stretched as far as I could see. Breathtaking is a perfect description. The following day among the racecars, motorcycles, and exhaust fumes in the pits, I got goose bumps. I shuffled over to the starting line where Lee Munro was to take his first run of the week. It would also be the opening run for the entire Speed Week. The Indian Scout roared to life with authority, and Lee eased it up to speed and out of its tall first gear. I could see him gaining bullet-like speed as he disappeared out of sight, which was a few miles away. Wow—this Bonneville stuff was amazing. On my ride home back to Southern California, it was such a desolate stretch of highway that I wasn’t even worried about the things that were troubling my mind a week earlier. I’m thankful motorcycles have a way of doing that. HB
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HOT BIKE (ISSN: 8750-3212) (USPS 848-620), November/December 2017, Volume 49, Issue 11, 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
MODEL: ASHLEY MARIE PHOTO: JOHN ZAMORA
HOTNESS Want more of Ashley? Visit hotbike.com.
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
Product of the Year
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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.
