Hot_Bike_Vol_41_No_13

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36 FAMILY BONDSA Father and Son Street Glide Makeover

54 THE COLOR BURPLEDifferent Doesn’t Mean Ugly

62 KANDY SEVILLEAlways Up for a Ride

70 FLOATING-SEAT, PRO-STREETChopper City USA’s Cobalt Custom62THE HARLEY-DAVIDSON® ENTHUSIASTS’ MAGAZINE

6 | HOT BIKE Volume 41, No. 13 2009


10 From the Editor

14 Lane Splitter

16 My Two Cents

24 Inside the Industry

30 Speak Up

32 Product Pics

34 Who, What, Wear

88 Buyer’s Guide

105 Readers’ Showcase

52 THEFT PREVENTION 101Lock Options From Custom Chrome

60 THE DYNAMIC DUOFrom Howard’s Horns

68 STAY ON TRACKF’NA Accu Trak

74 RIDIN’ ON CADDIESRace Tech Front and Rear Suspension Swap

78 CYLINDER SMOOTHINGMaking Way for Gloss Black

80 EVIL ENGINEERING HT BELTDRIVESOne Evil Looking Beltdrive

86 ROAD KING ON A RAMPAGENew Wheels, Better Look42 THEY’RE HERE…

New H-D Models for 2010

46 TWO DAYS OF BLISSJ&P Cycles Open House

42

www.hotbikeweb.com HOT BIKE | 7


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On Sunday August 30, I was wrapping up a relax-ing weekend with a nice barbecue dinner when I got a call from my sister

that there was a fi re burning through our small hometown of Auburn, California. Nestled in the beautiful foothills of the Sierra Nevadas provides beautiful scen-ery and great riding, but that scenery also comes with a price, quick fuel for any wild fi re. Within hours the fi re had raged through destroying 63 homes and businesses. For about two hours I was glued to the computer watching live coverage online. During the cover-age I caught an interview with Emma Lujan. Emma and her husband Carlo had owned Auburn Harley-Davidson, until they sold it in 1998. Then this past May, due to tough economic times, the new owner had to shut the H-D dealer-ship down. Emma and Carlo still owned the building so they decided to re-open as an independent shop focusing on

Harleys, called C&E Auburn V-Twin.Emma and Carlos are well known

and respected in the local motorcycling community and had a loyal customer base and a tight-knit riding community. But I don’t think they knew how loyal their customers were until the fl ames of the 49-er fi re (Auburn is a historic part of the 1849 California Gold Rush and the location of where the fi re originated was along Highway 49) set their business in its sights. As I sat in front of the computer screen in a state of anguish and sorrow watching houses burn and lives forever change, a reporter conducted an inter-view with Emma in which she explained how as the fl ames were licking up against the back of their building several friends/customers/riders jumped into a fork lift, busted through the building and pro-ceeded to roll out about 20 motorcycles, two of which were: a 1936 Knucklehead and a 1956 Panhead with a sidecar, as the building burned. Minutes later the showroom collapsed into melted rubble

while the service shop in the back barely made it unscathed.

Needless to say, there was pain in Emma’s voice as she told the story, but I was in awe at her fortitude and how her passion for motorcycling prevailed through such tragedy as she already had intentions of regrouping and rebuilding, only minutes after losing a major portion of her business.

We always hear of how giving the motorcycling community is especially around the holidays with all the toy drives and charity events. But for peo-ple to put their lives on the line to save what some might say are just a bunch of motorcycles, or to remain steadfast in their dedication to a community in the face of adversity and a devastating event, well I guess the old saying rings true, “if you have to ask you wouldn’t understand.”

Until next time,

FROM THE EDITOR

If You Have to Ask

What used to be the showroom for C&E Auburn V-Twin, in the background is the service department, which was mostly

undamaged.

PH

OTO

BY

BE

N F

UR

TAD

O



LANE SPLITTER

[email protected]

I received an e-mail last week from a reader complaining about how long it took for his bike to show up in our magazine. At fi rst I didn’t think too much into it –we get bikes sent to

us every day. But when the e-mail was followed up with two more the same day, the guy was starting to get angry by the tone of words in the email. I had to fi nd out what was up with this guy. After a bit of digging, what made him so upset was that he was told that his bike would be in the next issue. So what did he do? He ran down to the store and picked up every HOT BIKE on the shelf, only to get home with no bike to be found. He was pissed. Why he didn’t thumb through the magazine to see if his bike was even in there before pur-chasing all of them puzzles me, but it’s on him. We work three months ahead,

so in July we may be testing rain gear for the October or November issue. So I told the guy what issue to look for it in.

This was just the start of my week because the next day I got two more e-mails, with one guy complaining that what was written about his bike was false and he wanted to know why? I told him that when all you give us is one or two lines and a small crappy photo of the bike, we’re forced to get creative or just trash them if we can’t get in contact with them. All I’m saying is that if you want to see your bikes in the magazine whether it is for a showcase or a full feature we need to get more info from you. Take some good photos of your bikes by fi nding a cool spot to shoot it (this excludes in front of your garage door). If this is the best looking bike out there then show us why. Next, we need

more than “here is my bike, what do you think?” What we want is a story about the bike and a little info about you. Let us know why you bought the bike, what parts you installed or had installed, what modifi cations you made etc. You don’t need to write an epic story the size of Moby Dick, but we need something to work with, a starting point would be nice. So if you are still waiting to see your bike in the magazine this may give you a heads up as to why you haven’t seen it. You have to give us something to work with. Help us help you! Please!

Readers Showcase Complaint Deparment


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MY TWO CENTS

F Marks the SpotI

n the hallway of the offi ce where your monthly fi x of custom mo-torcycle mania is produced sits a Dry-Erase board. And on this board, the editors of HOT BIKE and

Baggers use it to kind of let the others know what they are doing; if they are out of the offi ce on say a tech shoot or bike feature shoot, or if they’re out sick or something. I think it’s a good idea to list where I’m going to be if one of my co-workers needs to get a hold of me for something so as a courtesy we’ll write, “Tech Shoot,” or “Bike Shoot,” on the specifi c days we’re out of the offi ce. Recently, I’ve had to mark letter “F” on certain days to let others know that I’ll be out of the offi ce on a Furlough day, a usually temporary layoff from work, according to Dictionary.com. It seems pretty common in this unfortunate state of the economy that almost everybody

I know has been forced to take X amount of unpaid Furlough days (certain county employees, school district employees, and faculty members of the California State University system, my alma mater), and when you think I’d be upset about the brass taking money out of my pocket each month, I actually don’t mind taking an unpaid day off if it means that nobody else has to lose their job. I’ve always been a fan of taking one for the team. I’ve also always been a look-on-the-bright-side kind of guy, so I’ll take my Furlough day, go to the beach, have a beer or two on a Monday during the day at high noon, and be thankful that instead of not having a job, I only have to work four days a week now instead of fi ve. I’m such an optimist, huh?

Bye for Now…Jordan

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ADVERTISING

Associate Publisher David Roe

Advertising Sales Executives

Chris Long (714) 941-1425

Scott Purdy (714) 941-1421

Performance Alley Advertising (661) 252-6129

Ad Operations Coordinator Irene Gonzalez (714) 939-3787

Advertising Sales Assistant Donna Provencher (714) 941-1412

National Sales Offices

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MOTORCYCLE GROUP

SVP/Group Publisher John Cobb III

Group Publisher Sean Finley

VP, Sales & Marketing Ira Gabriel

American Motorcycle Group Editorial Director Eric Ellis

Group Art Director Joe McKimmy

Group Operations Director Amy Diamond

Senior Operations Director Pauline Atwood

OFFICERS OF SOURCE INTERLINK COMPANIES, INC.

Chairman & Chief Executive Officer Gregory Mays

President & Chief Operating Officer James R. Gillis

President,

Source Interlink Distribution Alan Tuchman

Chief Administrative Officer Douglas Bates

Chief Financial Officer Marc Fierman

General Counsel Cynthia L. Beauchamp

SOURCE INTERLINK MEDIA, LLC

President Digital Media Greg Goff

SVP, Chief Creative Officer Alan Alpanian

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CONSUMER MARKETING,SOURCE INTERLINK MEDIA, LLC SVP, Single Copy Rich Baron

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CONSUMER MARKETING,ENTHUSIAST MEDIA SUBSCRIPTION COMPANY, INC

VP, Consumer Marketing Tom Slater

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PRINTED IN U.S.A.

EDITORIAL

Editor-in-Chief Eric Ellis

Managing Editor Nick Schultz

Feature Editor Ernie Lopez

Associate Editor Jordan Mastagni

Contributing Editors Mark Masker, Johnny White, Josh Kurpius, Taryn Funcheon, Gilbert Relsiak

ART DIRECTION AND DESIGN

Art Director Kathleen Conner

THE AMERICAN MOTORCYCLE GROUP ON THE WEB

www.hotbikeweb.com

www.streetchopperweb.com

www.baggersmag.com

SUBSCRIBER SERVICES

E-mail [email protected], call (800) 759-5540 [or (386) 447-6385 International], or write to Hot Bike, Box 420235, Palm Coast, FL 32142-0235. Please include name, address, and phone number on any inquiries.

Occasionally, our subscriber list is made available to reputable firms offering goods and services we believe would be of inter-est to our readers. If you prefer to be excluded, please send your current address label and note requesting to be excluded from these promotions to Source Interlink Media, LLC, 261 Madison Avenue, NY, NY 10016, Attn: Privacy Coordinator

ADVERTISING INFORMATION. Please call HOT BIKE

Advertising Department, (714) 939-2400. Related publications: Classic Trucks, European Car, 4Wheel Drive & Sport Utility, High Performance Pontiac, GM High Tech Performance, Honda Tuning, Hot Bike, Import Tuner, Lowrider, Lowrider Arte, Mini Truckin’, Muscle Mustangs & Fast Fords, Off-Road, Popular Hot Rodding, Street Chopper, Street Rodder, Super Chevy, Surfing, Truckin’, Vette, and other specialty magazines.

REPRINTS. For inquiries of 100 or more, call Reprint Department at (281) 419-5725.

BACK ISSUES are now available through backissues— primediabackissues.com or write us at: Hot Bike Back Issues, 2900 Amber Lane, Corona, CA 92882. Cost: $6 each plus $3 shipping and handling. Please specify what magazine and issue date. If this is not specified, your check/money order will be returned to you. Please allow 3-4 weeks for delivery.

EDITORIAL CONTRIBUTIONS. Welcomed, but editors recommend that contributors query first. Contribution must be accompanied by return postage and we assume no responsibility for loss or damage thereto. Manuscripts must be typewritten on white paper, and all photographs must be accompanied by captions. Photo model releases required on all persons in photos. HOT BIKE reserves the right to use material at its discretion, and we reserve the right to edit material to meet our requirements. Upon publication, payment will be made at our current rate, and that said payment will cover author’s and contributor’s rights of the contribution. Contributor’s act of mailing contribution shall constitute an express warranty that the material is original and no infringement on the rights of others. Mail contributions to: HOT BIKE Magazine, 2570 E. Cerritos Avenue, Anaheim, CA 92806.

Copyright © 2009 by Source Interlink Magazines, LLC. All Rights Reserved.


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INSIDE THE INDUSTRY

You Will Be MissedThe motorcycle industry lost one of its icons this past July when Bruce Rossmeyer was killed in a motorcycle accident on his way to the 69th Annual Sturgis Rally. Bruce was 66 years old. Aside from his amassed Harley-Davidson Dealership empire of 15 dealerships and stores across the country, including the worlds largest dealership to-date the 109,000 square-foot Destination Daytona, Bruce was just as involved in charitable work as well. A very respected philanthropist both in and outside the mo-torcycle industry, Bruce was heavily involved with a wide assortment of charitable organizations, and was a founder and served on the Board of Directors of Camp Boggy Creek, served on the Board of Directors for Boys & Girls Clubs of Volusia/Flagler Counties, and was a major player in the fundraising efforts for the Joe DiMaggio Children’s Hos-pital as well. He was also Co-Creator and Sponsor of the VQ Bikers Ball held during Daytona Bike Week, and was held solely responsible for creating the Bike Week party on Beach Street where his Daytona Harley-Davidson shop is located. Bruce is survived by his wife Sandy, fi ve children and nine grandchildren. Bruce will be greatly missed by those who knew him and even those who didn’t know him but were affected by his generosity. www.brucerossmeyer.com

Racer VScreamin’ Eagle/Vance & Hines rider Eddie Krawiec won his fourth NHRA Pro Stock Motorcycle event of the season and clinched the number-one spot in the Full Throttle Countdown to the Championship playoff series at the Toyo Tires NHRA Nationals on the Maple Grove Raceway. Krawiec, the defending NHRA Pro Stock Mo-torcycle champion, rode his Harley-Davidson V-Rod past MPR/Damn Sports Suzuki rider Michael Phillips in the fi nal round of eliminations. www.harley-davidson.com

GO BIGMetalSport has made a name for itself in the motor-cycle wheel industry as a leader when it comes to 3-D, and large diameter wheels. Being the only manufac-turer offering a 26-inch wheel (at time of print), Metal-Sport now offers its entire line-up of wheels in 26-inch diameters in both 3-D and 2-D. According to Metal-sport, the 2-D wheel lineup is a more affordable option to the 3-D wheel line. www.metalsportwheels.com



CHARGE ITYuasa Battery Inc., a leading manufacturer of batteries for pow-ersports vehicles, recently launched an online store to offer the most popular models from its product line through the convenience of e-com-merce. The online strore is branded like Yuasa’s website and features order entry and fulfi llment. Consum-ers may choose to have purchases shipped directly to them or to a dealer location to be picked up. www.yuasabatteries.com

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With the theme “Riding to New Heights,” the 2009 American Motorcyclist As-sociation (AMA) International Women & Motorcycling Conference, presented by Harley-Davidson and Buell, wrapped up in Keystone, Colorado, following four days of riding, learning, and networking in one of the best riding areas in the United States. The event, which ran Aug. 19-22, not only honored the contribu-tions of women riders to motorcycling’s past and present, it also celebrated the fast-growing role that female motorcy-clists are playing in the future of motor-cycling. More than 1,000 enthusiastic motorcyclists gathered at the Keystone Resort and Conference Center in Keystone for a full slate of activities that included guided tours, seminars, demo rides, inspiring speeches, social functions, and training sessions. www.womenandmotorcycling.com


INSIDE THE INDUSTRY

In the Vol.41 No.11 issue we made a mistake on the Kiwi Indian Chopper feature starting on page 66. While Mike did get the retro fi nned oil tank from Trevelen at SuperCo, Earl of Earl’s Bikes fabricated the oil tank. Check out more of Earl’s parts at www.earlsbikes.net.

Smoke ’Em if You Got ’EmThe 2nd Annual Baker Burnout Drags were an intense stationary burnout drag race tournament that put 12 industry bad-asses head-to-head in a steel cage for no holds barred competition which included the returning ’08 Burnout King Bill Dodge, Jerry Covington, Paul Wideman, Kevin “Teach” Baas, Bean’re, Ken Wolf, Pat Patterson, Randy Winchel, Dar Holdsworth, and John Shope. This year’s event even saw a few female competitors with Athena “Chickie” Ransom and Laura Klock. Not even a torrential downpour, gale-force winds and fi erce hail could stop the high octane competition as the 2nd annual Baker Burnout Drags, graciously sponsored in part by Avon Tyres, Ethanol Fuels, Indian Motorcycles, New Belgium Brewing, and Spectro Oils, kicked off a night of righteous fury and rubber burning fun before rockers Buckcherry took the stage at the Legendary Buffalo Chip, in Sturgis, South Dakota. The dirty dozen competed in the half-hour tournament with primal energy and the spirit of competition fi lling the smoky air. In the end Ken Wolfe from S&S smoked the competition and was named the Baker Burnout King for 09. Ken won $1,000 gift certifi cate to Baker Drivetrain for his victory. Avon Tyres displayed a monumental gesture of generosity by offering replacement rear tires to the competitors. www.bakerdrivetrain.com


-–——–—–-—-—––-——–-––SPEAK UPEric, I really enjoyed your editorial in the Vol.41 No.11 issue. You are very right

about shop classes and how they can expand the horizons of the students. Some students are very tactile and learn much better by doing something than listening to some boring lecture. The reason I’m writing is to ask for a little advice. I’ve wanted a Harley my entire life, and recently I’ve started getting serious about bikes—if everything goes right, I’ll have my bike within three years. My problem is: I skipped over the shop classes and am really regretting it now. Hindsight is 20/20, right? In the meantime, I want to learn to work on bikes. With anything mechanical it’s not a matter of “if” but “when” it’ll breakdown. I want to be able to fi x my own stuff. I am almost 30 (a little too old to go hang around the high school now) and don’t really want to work on them as a full-time job, so I think the college classes would be a little much. Most of the guys I hang around see me as a “little ol’ girl” and they take for granted they had to start somewhere, too, and don’t help much. Any tips or advice you can offer for someone who missed the shop class opportunity but would like to make up for lost time?

Jen, via email

Hi Jen, thanks for the email and your comments on my editorial. My sug-gestion would be to check your local shops. They always need someone to help out with little things. Just tell them you are interested in learning more about motorcycles and that you’d be willing to work around the shop in

exchange for them to teach you/let you sit in on some of the work they do around the

shop. I’ve known several guys who worked weekends at various shops sweeping fl oors,

chasing down parts, fetching lunch, answering phones, etc., all for no pay except for attaining the knowledge and

fi rst-hand experience of watching over someone’s shoulder. Good luck, let us know how things go and hope to see you on the road on two wheels some day. In the meantime maybe you can fi nd some use with this tool kit from Cruz Tools.

Do you have a comment, question, complaint, or something you need to get off your chest? Then write us at: Speak Up, HOT BIKE, 2570 E. Cerritos Ave., Anaheim, CA 92806, or drop us a line at [email protected].

}Hey Ernie,

Here are some pictures of my wife’s ’02 Heritage with a Voyager kit. In one of your editorials you said you liked sidecars because you can remove them and have two wheels again. Here is the best of worlds, remove two bolts and the “sulky” (if you will) comes off and you are right back on two wheels. The whole op-eration takes less than fi ve minutes. Trike by day, bike by night. Amy (my wife) and Jackie (her mother) ride all over the place. Jackie just turned 82 years young. Wouldn’t mind seeing this in the mag, and would score me tons of brownie points with both ladies.

Thanks for the opportunity. Dave, via email

Well Dave, so now it has four wheels?

HOT BIKE,I have been customizing a 2003 H-D Road King Classic and have been looking

for a front fender that keeps the same lines as the stock FL fender, but fi ts snugly around a 16-inch wide whitewall tire. I saw the article in Vol. 41, No. 9 issue about the J&P Cycles/National Motorcycle Museum Bike. It appears to have the perfect sized fender that I am looking for. The specs say that the front fender is by Biker’s Choice. Is there any way that I can get the part number to this fender. I have looked in the Biker’s Choice online catalog and cannot tell which one it is.

Thanks in advance Adin, via email

Hey Adin, according to Kody Wisner at J&P Cycles “The fender we used for that build is a Heritage Softail style fender. You would need to purchase adapter brackets to make it bolt directly up. Softail fender mount holes are 2 3/4 inches apart and the Road King’s would be 3 inches apart. It is unlikely that you could open the holes up to make that 1/4 inch difference. J&P Cycles part numbers are; fender is 7100095 for the smooth one (exactly what I used) or 7100090, which would allow you to use a fender tip light and chrome trim without having to drill your own holes, the adapters are 711-096 for chrome or 711-097 for raw.”

HOT BIKE,I would like more info on where I

can buy the Insta-chop neck you ran on page 38 of Vol. 39, No.13.

Thanks M, via email

Dear M, if that is your real name, we see your dilemma. After doing a little research and checking out the website we listed in that article www.bikebuildersbible.com we noticed that the Insta-Chop Neck was nowhere to be found. But we contacted the company and they said they had a few in the shop. We also suggest checking out Seeger Cycle (www.seegercycle.com). We aren’t sure what kind of bike you have, but if you’re looking to get that long chopper look, Seeger Cycle seems to have bolt on setups for many H-D models.



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is not a pillion pad, so passengers should not sit atop the Pillion Bag.

Saddlemen (800) 397-7709 www.saddlemen.com

MORE BARK FOR YOUR BUCK Add some extra bark to your stock Tour-Pak with Hells Foundry’s new Woof Pak. The system was designed to fi t right into your stock H-D Ultra/King Tour-Pak and comes with a form fi tted liner/enclosure, 8-inch Polk Audio marine rated subwoofer, a 500-watt Sony Xplod mono-block amplifi er, and plug-and-play wiring.

Hells Foundry (866) 999-4355 www.hellsfoundry.com

PRODUCT PICSSOO

Ariat’s Rambler boots provide that dis-tressed look, like a pair of vintage washed jeans. The rugged-styled Ramblers feature a full-grain leather foot and shaft and a Duratread outsole for use over the long haul. They measure 11 inches tall and have been squared at the toe.

Ariat (800) 899-8141 www.ariat.com



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The Multiset Q2 is a bike-to-bike communication system that offers a 500-me-ter radius from headset to headset. Each headset allows bikers to receive GPS voice instructions, communicate with other bikers or with the passenger on the back seat, conduct mobile phone calls and it also works with MP3 players. Next time you want to stay in communication on your long haul, pick up Scala Rider’s Multiset Q2 system.

Scala Rider (800) 488-0363 www.cardowireless.com

REDESIGNThe Star Struck treatment turns your stock gauges into these! Simply visit the company’s website and choose one of six different etched designs, one of three different colors, and either a notched or smooth bezel, then ship Star Struck your stock gauges and they do the rest. Featured here are Star Struck’s redesigned Harley Touring model gauges, but other Harley model gauge treat-ment is also available.

Star Struck Gauges (951) 313-6352 www.socalitems.com

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WHO, WHAT, WEAR

WHO: Bad Ass JewelryWHAT: Biker JewelryWEAR: Bad Ass Jewelry is renowned for its collection of fashionable biker jewelry for men and women, with a large collection with over 2,000 products from rings to bracelets, earrings, Zippo lighters, and more, the Bad Ass line features top-quality pieces made from sterling silver, 316L surgical stainless steel, tungsten, and leather. With a large assortment of sizes all the way up to size 25, which is one huge fi nger! The stingray col-lection is really nice, and is made of genuine high-quality stingray leather on pure sterling silver, something you don’t see everyday.

Bad Ass Jewelry is located in Calabasas, California, and has been around for over two years, but has been in the jewelry industry for over seven years. Bad Ass Jewelry would like to let people know that all pieces can be shipped out within 24 hours, just in time for your next ride

Silver Tungsten Bracelets$243 - $265With over 220 different bracelets to choose from, here are three cool pieces we wanted to show you. On top is a handmade sterling silver bracelet that is double round link and is available in sizes from 8 to 9 inches long. The next one (middle) is the tungsten carbide link bracelet with inset CZ stones. The last one is the Tungsten Carbide Pyramid bracelet. The tungsten bracelets are harder then steel and titanium and are virtually unscratchable.

The James Hetfi eld Ring$78 - $93For those digits of yours, Badass Jew-elry offers some wicked Skull Jewelry. This skull ring the James Hetfi eld is made of sterling silver, and hand crafted with the fi nest detail giving it a very masculine and dark look. This ring is a replica of the skull ring that James Hetfi eld of the Metallica owns.

Sterling Silver Hematite Stingray Cross Dog Tag $154This sterling silver dog tag pendant of the Stingray line features a vintage cross design on hematite stingray leather. The sting-ray line features premium stingray leather with .925 sterling silver.

Grand Skull Keychain$159Looking for a truly unique way to carry your keys? We’ve found it! Pure 0.925 sterling silver Grand Skull Key Chain. The clasp is 3 inches long and weighs 53g, and the skull is hinged at the jaw mak-ing it one cool piece. This could even be used as a clasp for a wallet chain.

Steel Heart Belly Jewelry$29.99To guide your eyes to the ladies’ sexy little belly buttons, how about the ster-ling silver Double Dangling Heart with Australian crystals. This is a 14g, 5mm ball made of 316L stainless surgical steel. This is just one of the pieces in the lineup for the females you need to see the website to see all the different choices available.

Bad Ass JewelryWORDS AND PHOTOS: ERNIE LOPEZ

SOURCE:Bad Ass Jewelry (888) 905-2529 www.badassjewelry.com

J l

34 | HOT BIKE Volume 41, No.13 2009


The 1930s brought unprecedented inno-vation in machine-age technology andmaterials. Industrial designers from theauto industry translated the principlesof aerodynamics and streamlining intoeveryday objects like radios and toasters.It was also a decade when an unequaledvariety of watch cases and movementscame into being. In lieu of hands to telltime, one such complication, called ajumping mechanism, utilized numeralson a disc viewed through a window.With its striking resemblance to thedashboard gauges and radio dials of thedecade, the jump hour watch wasindeed “in tune” with the times!

The Stauer 1930s Dashtronic deftlyblends the modern functionality of a 21-jewel automatic movement and 3-ATMwater resistance with the distinctive,retro look of a jumping display (not an

actual jumping complication). Thestainless steel 1 1/2" case is complementedwith a black alligator-embossed leatherband. The band is 9 1/2" long and will fita 7–8 1/2" wrist.

Try the Stauer 1930s Dashtronic Watchfor 30 days and if you are not receivingcompliments, please return the watch

for a full refund of the purchase price. Ifyou have an appreciation for classicdesign with precision accuracy, the1930s Dashtronic Watch is built for you.This watch is a limited edition, so pleaseact quickly. Our last two limited editionwatches are totally sold out!

Time travel at the speed of a 1935 Speedster?

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1-800-859-1602Promotional Code DRW321-02Please mention this code when you call.

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True to Machine Art esthetics, the sleekbrushed stainless steel case is clear on theback, allowing a peek at the inner workings.

Truly Unique


WORDS: KEVIN MARTINPHOTOS: ERIC ELLIS

Editor’s note: There are plenty of people whose dream job would be to own their own company or work in the motorcycle industry. Sure it’s a great gig to be surrounded by your passion every day and night, and while it comes with a great appreciation to work in such a fun industry, it also comes with a lot of hard work and long hours, as we found out when Kevin Martin of Dragonfl y Cycle Concepts (DCC) relayed the story to us about his latest new product display/personal bike. If you’re not familiar with DCC, for the past seven years, the company has been putting rock ‘n’ roll to the road with its fairing and audio kits.

We’ve been extremely busy this past summer. First my fi ancée, Sandra and I got a new

place together during the fi rst week of June. Then for the next three weeks we moved the existing DCC operation into a new, larger facility right down the block. This new building allowed us to fulfi ll a longtime dream of doing our own in-house paint. The weekend following the move we threw a grand opening party, inviting longtime local customers, posse members, and riders involved in the Seattle Children’s Ride 14. Three days later I grabbed Sandra for a trip to Mexico to get married before Sturgis!



With only three weeks to go be-fore our semi was to depart for Stur-gis, I started tearing my 2009 FLHX apart for a complete redo, frame and all. This build was going to showcase all the new products; fenders, Viper Control Center and Electra Glide inner dash we had just created. I was psyched about this project, but a little worried, because I wanted to person-ally test out our new paint facility and hadn’t touched a paint gun in about 12 years. I knew this bike deserved something really special when it came to the paint, and I wanted to be the one to do it.

We’ve made our name outfi tting baggers with the best sound avail-able. And after years of using car au-dio technology we realized it was just too sensitive for motorcycle torture, so we partnered up with an audio en-gineering company that could make the stereo that our riders needed and deserved. Our new Viper Control Center is a truly innovative piece of machinery, and a touring man’s all-in-one dream. Can you imagine a trip getting any more cool than with an LCD screen-based system that not only runs your stereo, but shows you

how hot your oil is, or where the nearest gas stop and grub

is located? Handy is an understatement.

We fi rst had to de-sign a replacement for the factory inner dash, reusing the outer shell and lower switch panel

so it would still easily mount up. Using injection

molded plastic like OEM, our

production piece drops right in and looks clean and uncluttered without losing anything and includes 6 1/2-inch speakers and factory-matched paint.

The 7-inch chrome faced LCD screen displays all factory indicator lights, trip meter, gear indicator, and the replace-ment Dragonfl y gauges can be toggled between digital or analog. The gauges include speedo, tach, fuel gauge, volt meter, oil pressure and oil temp. A wa-terproof screen withstands 1,000 PSI of water directly to the face, and with no internally moving parts, it won’t rattle apart like a car stereo. The stereo itself is a1GB hard drive so you can load MP3s onto it with a USB cable that runs into your saddlebag. Or you can just plug in a thumb drive full of songs. The unit is fully plug and play other than

The many functions of the new Viper Control Center.

An audiophile’s dream, the bike holds two Focal KRC 6 1/2-inch speakers and four Focal polyglass 6x9-inch speakers.

FAMILY BONDS

38 | Volume 41, No. 13 2009


the oil temp sensor that is added to the oil pan and wired up to the unit. It also still utilizes your H-D hand controls for the stereo functions.

With one week gone and Sturgis looming, I asked my son Danny to give me a hand for our fi rst father-son bike build. Danny, only 19 years old, has not had a lot of experience in bike building. But being around DCC since I started the business seven years ago hasn’t hurt. I knew it was time to see what he was capable of creating on a tight deadline. The next two weeks were

packed with several 24-hour days, but the kid hung in there like a champ.

For the build we used a super cool extended tank from Paul Yaffe Origi-nals and a 3-inch frame drop kit from FBI with new side covers. Danny and I molded the two products together before carving a body line down the bike to match up to the Arlen Ness extended bags we used. Not want-ing standard bag fi llers, I built them into the saddlebags to match up more seamlessly with our rear fender. Dave from Dave Ames Upholstery came up with a redesign on the FBI drop seat that lended a custom look and really fi t the bike well. We used a set of Legacy wheels from Paul Yaffe’s Bag-ger Nation for style. These aren’t your average three-spoke tribal wheels, the machining time is outrageous. They were a perfect touch to a classy bike like this one.

As with all last minute builds, there’s always a glitch. Usually the builder gets a break around paint time, not here. With Danny doing a large portion of the

www.hotbikeweb.com | 39


BIKE OWNER Kevin Martin SHOP NAME Dragonfl y Cycle ConceptsSHOP PHONE (877) 374-6359SHOP WEBSITE

www.dragonfl ycycleconcepts.comYEAR/MAKE/MODEL ’09/H-D/Street GlideFABRICATION Kevin, Danny MartinASSEMBLY Kevin, Danny MartinBUILD TIME Three Weeks

YEAR/MANUFACTURER ’09/H-DTYPE/SIZE TC/103ciBUILDER Eastside H-DCASES H-DCYLINDERS H-DHEADS H-D SEROCKER BOXES H-D EFI H-DAIR CLEANER H-D SE EXHAUST D&D Exhuast

YEAR/MANUFACTURER/TYPE ’09/H-D/Six-Speed

CASE H-DCLUTCH H-D SE Race ClutchPRIMARY DRIVE H-D

YEAR/MANUFACTURER ’09/H-D/FBI RAKE StockSTRETCH Stock

MANUFACTURER FRONT Hog ProLENGTHS StockTRIPLE TREES HHIMANUFACTURER REAR Arnott Air RideSWINGARM Stock

MANUFACTURER FRONT/TYPE Paul Yaffe/Legacy

SIZE-HEIGHT/WIDTH 21x3.25TIRE/SIZE Metzeler/21x120CALIPER HHIROTOR PMMANUFACTURER REAR/TYPE

Paul Yaffe/Legacy SIZE-HEIGHT/WIDTH 18x5.5TIRE/SIZE Metzeler/18x200CALIPER StockROTOR Stock

COLOR Deep Copper base, fl ake and orange kandy

PAINTER Kevin Martin

FRONT FENDER Dragonfl y Cycle ConceptsREAR FENDER Dragonfl y Cycle conceptsGAS TANK&CAP Paul YaffeOIL TANK StockHANDLEBARS YaffeRISERS StockHAND CONTROLS NessFOOT CONTROLS BattistiniFOOTPEGS BattistiniHEADLIGHT Dragonfl y Cycle concepts-HIDTAILLIGHT Dragonfl y Cycle ConceptsLICENSE MOUNT Dragonfl y Cycle ConceptsSEAT Dave Ames UpholsterySADDLEBAGS Ness/Modifi edSADDLEBAG LATCHES BattistiniBAG FILLERS Dragonfl y Cycle ConceptsFAIRING H-D/Dragonfl y Cycle ConceptsSTEREO Dragonfl y Cycle ConceptsSPEAKERS Focal KRC 6.5 inch, 6x9

SPECS

prep and fi nal wet sanding, I laid down the copper base with some added chrome fl akes. Then I added a few more fl akes with some layers of tangerine kandy. Just because you don’t paint for over a decade doesn’t mean you take the easy way out, right?

When it came time to put the bike together, we got some help from our good friend, “Whitey.” Whitey was that extra man turning the wrenches that really made it all possible. After getting bumped up to 103ci by Eastside H-D, the motor fi red on fi rst push of the but-ton and it was off to another rally.

So do you think we got a break after that? Nope, that wouldn’t be for an-

other two weeks. After putting in a 30-hour push to get the bike completed, we took a four-hour nap and then went back to the shop to service the bikes we were going to ride to Sturgis for our fi rst real father and son road trip. After 10 days of vending we spent another few days riding to California for the wedding reception Sandra and I had no time to have before Sturgis. I guess it pays to have a wife who is as dedicated and passionate about the motorcycle industry and business as I am.

So, you want to own your own business now? Nine to fi ve is only the amount of hours of sleep you can expect to lose in that scenario! HB

Here you can see the bodyline that was cre-ated to fl ow from the front of the gas tank and down through the new side panels to match the line in the saddlebags.

FAMILY BONDS



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Last month, HOT BIKE gave you the rundown on Harley-David-son’s 2010 Custom Vehicle Operations (CVO) models. This month, we’re back with

more American-manufactured motorcycle goods with Harley-Davidson’s brand-new-to-the-regular-fl eet 2010 models.

This year was an exciting launch and the Harley brass invited the motojournal-ists of the world to Denver, which was a very fi tting location to ride the new fl eet in the Rocky Mountains. After arriving in the Mile High City, the Colorado weather was intermittent, sun shined sporadically throughout both days, but for the most part, clouds formed in the heavens and rainfall overshadowed the sun’s rays. Not exactly conditions that

average riders look forward to, but to journalists testing new product, bring it on! “This ambitious new motorcycle launch reaches out to our riders with the incredible passion that Harley-Davidson has inspired for more than a century,” said Bill Davidson, Harley-Davidson Vice President of Core Customer Marketing.

Harley added some brand new models to the already impressive lineup, and we’ve focused this article solely on the brand new bikes to show you what to look forward to: the Ultra Limited, a comfort cruiser that’s been loaded to the gills with controls and gizmos, pow-ered by a 103ci Twin Cam to get you up the toughest hills; the Road Glide Cus-tom, an upgraded version of the classic shark-nosed fairing-equipped bike,

which features hot rod styling cues that the customized bagger crowd can defi -nitely appreciate; the all new Dyna Wide Glide, a lowered, aggressive handling cruiser that’s nimble in the corners and quick off the line; the Fat Boy Lo, a satin chrome and black fi nished Softail to give those looking for the less-is-more style motorcycle what they want without skimping on anything; and fi nally, the Street Glide Trike, a three-wheeler that mirrors the design of the ever-popular two-wheeled FLHX model.

We’ve only begun to scratch the sur-face of what’s available for Harley enthu-siasts for 2010. For the full model lineup of all Harley models from every class, log on to hotbikeweb.com. For now, enjoy these brand new for 2010 Harleys.



$24,699The Ultra Limited is anything but limited when considering the amount of features included on this touring wonderment. For the engine, a 103ci Twin Cam with Electronic Sequential Port Fuel Injection (ESPFI) sits between the new-for-2009 Touring Chassis instead of the 96ci Twin Cam (the only two-wheeled model in the regular fl eet to house the 103), and a two-into-one-into-two dual exhaust system with tapered muffl ers exhaust the gases. To bring the 857-pound dry weight cruiser to a halt, a Brembo brak-ing system with ABS was utilized and features two four-piston calipers with two discs in the front and one four-piston stopper to grab the single disc in the rear. If comfort is a concern, you need not worry because the one-piece, two-up Electra Glide classic comfort stitch seat cradles your bum like a pillow-top mattress, and for your passenger, a backrest with wrap-around armrests come standard for sleepy time. You’ll also fi nd heated hand grips for the cold days, a Smart Security System for peace of mind, a Premium Tour-Pak luggage rack for added storage, Premium saddle-bag and Tour-Pak liners to keep things in pristine condition, and a 12-volt/15 amp Tour-Pak power supply for charging your phones, MP3 devices, etc., are all standard on the Ultra Limited.

In the paint department, two-tone paint schemes in three different color combinations are available and two custom color schemes are also an op-tion. To get the Limited down the road, two 28-spoke cast aluminum wheels with contrasting chrome accents were designed, and in the fork-mounted batwing fairing you’ll fi nd new titanium-tone instrument faces. For a little extra pizzazz, Ultra Limited badges have been placed in various locations.

The Ultra Limited model was de-signed for comfort and confi dence. Af-

ter putting it to the test, it achieved both feats. You can defi nitely feel the added torque of the 103ci Twin Cam. And for comfort, the Ultra Limited also features an electronic cruise control to give your wrist a break, an 80-watt Advanced Au-dio System by Harman/Kardon to blast your favorite tunes, a CB radio/intercom to talk to your buddy, vented fairing low-ers, and adjustable wind defl ectors to control the breeze. The batwing fairing and fairing lowers defi nitely block the wind and elements, but when the out-side temps rise and engine temps soar, you might get a little overheated due to the extra wind protection. Let’s just say you lose the wind-in-your-face experi-ence when riding this motorcycle. This is the Cadillac of cruisers though, and the long haul doesn’t feel as long.

ROAD GLIDE CUSTOM (FLTRX) $18,999The hot-rod bagger look is well, pretty damn hot these days, and Harley’s

Road Glide Custom is just that. It’s billed as “a tougher, younger vision of the shark-nose Harley-Davidson clas-sic,” according to Harley, and to add to the hot rod feel, it’s available in red or black, but two-tone paint options are also available.

The RG Custom is based on a single-spar, rigid backbone frame and features air-adjustable, 1-inch lowered rear shocks to fi t different rider styles and cargo loads. For wheels, black, slotted cast aluminum rollers (18-inch front, 16-inch rear) were chosen for their maximal stiffness and minimal weight. The power plant is a rubber-mounted, black-powdercoated 96ci Twin Cam with chrome covers that also features the ESPFI intake system that self-adjusts to different riding condi-tions and altitudes. The RG Custom features a two-into-one with single 4-inch diameter muffl er exhaust system that was designed to minimize heat exposure to the rider and passenger.

New H-D Models for 2010 WORDS: JORDAN MASTAGNIPHOTOS: RILES AND NELSON, COURTESY OF HARLEY-DAVIDSON



A six-speed Cruise Drive Transmission with a tall top gear for quiet, economi-cal highway cruising brings power to the rear wheel–wrapped in a Dunlop

D407 Multi-Tread 180/65-16 skin that features a harder center tread com-pound and softer shoulder compound. And to stop the bike are dual rotors and two four-piston Brembo calipers up front with a single disc in the rear and a rear four-piston Brembo caliper. The handlebar features Harley’s Electronic Throttle Control (ETC) system, which allows for an easy upgrade to optional cruise control. The GTX nylon hard bags have been injection molded and feature color-matched latches, and the 40-watt Advanced Audio System by Harman/Kardon comes standard in the fairing; also on the fairing is a low and dark windshield. And in between the bags and rear fender, fi ller panels have been added to remove the gaps. Also in the rear, a new taillight assembly and two red LED brake/tail/turn lamps lets

those behind you know where you’re at, and at the bottom of the rear fender you’ll also fi nd the Tri-line LED strips as an added bonus.

Riding the RG Custom for the short time I was allotted was quite the experi-ence. Its lowered rear suspension did not seem to affect handling character-istics in the mountain switchbacks. And the custom bucket seat with perforated insert kept my derriere comfortably in place. Throttle response was quick and sharp with the 96ci motor and the Brembo system works phenomenally. My experience on the Road Glide Cus-tom was somewhat limited as editors from different pubs battled it out for seat time on the hot new bagger. What time I did spend, I rather enjoyed. I think HOT BIKE needs this bike for a long-term review, hint hint.

FAT BOY LO (FLSTFB) $16,299The Fat Boy Lo is a bare bones, one-of-a-kind model that uses one of the great-

est hits to ever roll out of the Harley-Davidson design studio, the Fat Boy. It’s low, it’s dark, and it’s cool.

The Lo is aptly named since it’s the lowest in the Softail model fl eet (also the lowest of all H-D models) and the seat height measures 24.25 inches due to its low-profi le seat and 1.15-inch lowered suspension in the front and the rear. The rigid mounted, counterbal-anced, Twin Cam 96B engine with ES-PFI has been powdercoated black and features bright-machined highlights on the cylinder fi ns. The exhaust system is an over/under shotgun exhaust design that features satin-chrome muffl ers and muffl er shields, and fl at-black header shields. The pipes are defi nitely hot, pun intended. The engine’s been mated to a six-speed Cruise Drive Trans that features a new helical-cut fi fth gear for smooth operation. Shifting through all the gears is a smooth transition. As far as looks are concerned, the fi rst thing I noticed when glaring at the Lo, were

THEY’RE HERE...



the satin chrome engine and primary drive covers, which contrast the rest of the black bike nicely. Speaking of black, you’ll fi nd plenty of it: a denim black frame, swingarm, front fork legs, derby cover, horn cover, coil cover, oil tank, and air cleaner cover; and gloss black triple clamp covers and nacelle, headlight bucket, air cleaner cover trim ring, rear fender supports, and the footboards. The reshaped seat in conjunction with the ergonomically positioned handlebar (narrower than the regular Fat Boy bar), gives Lo riders a very comfortable position to be seated in. Harley claims that almost any rider can touch their feet on the ground when at a stop. I stand 5 feet 10 inches with a 30-inch inseam and had no problem planting both soles fl at on the pave-ment with plenty of bend in the knee. Instead of forward controls, half-moon footboards have been put in place for riders to rest their dogs. Because of the low seat height, the boards touch down pretty easily; however, you’ll probably be hard pressed to fi nd a set of controls/fl oorboards that won’t touch down because the Lo is so low. Gliding the Lo down the road are dual 17-inch Bullet Hole Disc Cast Aluminum black wheels (200mm rear, 140mm front tires) that tuck nicely into the rolled-edge front fender and full-coverage rear fender. The front wheel is fi tted with a four-piston caliper and single rotor, and the rear features a two-piston stopper and single disc. Both work well in bring-ing the 731-pound bike to a halt. The leather tank panel is a nice touch to the fi ve-gallon Fat-Bob style gas tank, along with the satin-chrome tank side badges. As found on all the Softail models, the Lo features the horseshoe oil tank located below the seat. The Lo is as much fun to ride as it is to ogle over.

DYNA WIDE GLIDE (FXDWG) $14,499Back from the Harley model afterlife is the newly designed Wide Glide. This Dyna has been done up old-school chopper style–a low, stretched-out custom with forward foot controls

that give its rider a real fi sts-in-the-wind profi le, according to Harley. Chopper style it is with a 34-degree neck rake, a bobbed rear fender, a low solo seat with passenger pillion pad, and two-tone 40-spoke wheels (black rims with steel spokes, 21 inches up front and 17 inches in the rear). I logged the most miles in Denver on this bike and really enjoyed my time on the Wide Glide. The solo saddle held me in place nicely due to the angle of the seat’s rear and how it mates with the pillion pad. It’s almost as if it’s a one-piece seat, very nice. Also, the forward controls help in the ergos department. Stretching out without feel-ing too stretched out made riding more comfortable. It was a good choice to go with forwards.

This Dyna obviously features a wide-glide frontend with polished aluminum triple clamps and a stainless steel, inter-nally wired handlebar that’s sandwiched between a 4-inch black riser clamp. The suspension has been lowered 1-inch up front and the two coil-over shocks in

the rear are also 1-inch lower and both work well in tight turns and on bumpy roads. It’s defi nitely a canyon carver be-cause the bike can easily be dipped low in the twisties, and the black powder-coated and rubber-mounted 96ci Twin Cam with ESPFI and six-speed Cruise Drive Transmission shifts nicely though the gears in the straights, while exhaust expels out of the Tommy gun two-into-one-into-two collector system with dual muffl ers. And for color, you can choose a Vivid Black or Red Hot Sunglo as the base colors or the Vivid Black Flame custom paint scheme is also an option. Also distinct to the Wide Glide are an under-seat battery box and a 4.7-gal-lon fuel tank with the speedometer mounted in the console.

The Wide Glide is a great bike for the price. You get the characteristics of a chopper that handles well and the engine is plenty powerful. And if you choose the custom fl amed paint job, your Wide Glide could be mistaken as a one-off custom. HB

$26,999Added to Harley’s Trike platform this year is the all-new Street Glide Trike. The three-wheeled ma-chine was not present in Denver so we didn’t get any seat time aboard the beast. But it’s basically

a three-wheeled version of the Street Glide with a rubber-mounted 103ci

Twin Cam with ESPFI instead of the 96ci Twin Cam. For more infor-mation on the Trike and the rest of the 2010 Harley models, log on to www.hotbikeweb.com.



WORDS: JORDAN MASTAGNI PHOTOS: JORDAN MASTAGNI, COURTESY OF J&P CYCLES

Anamosa, Iowa is a quaint Midwest town that the mega-distributor and after-market motorcycle parts manufacturer, J&P Cycles,

calls home. What started 30 years ago as a mail-order catalog, J&P Cycles’ President John Parham and his wife and Vice President, Jill, grew the business into a thriving empire distributing and manufacturing aftermarket Harley-Da-vidson, vintage, and metric motorcycle parts. And every year J&P Cycles hosts an Open House to say thanks to its cus-tomers for their loyalty and support. For 2009, the two-day event brought over 22,000 people to Anamosa, and we were there to share in the festivities.

When we stepped off the plane in nearby Cedar Rapids, Iowa, we’d known the event was going to be bigger

this year than previous years since the organizers extended the usual one-day event to two days of fun in the Iowa sun/rain. When we pulled into our hotel, the AmericInn, which was about 100 feet away from the J&P compound, the two-wheeled machines were rapidly fi lling up the open, green landmass that surrounded the J&P compound.

John and Jill like to give back to their loyal customers and all of those who attended the Open House were treated to various parts giveaways via raffl e tickets, free food, soda, and water, and those who rode in–pretty much everyone at the show–had the chance to battle it out on the Teresi Dyno Drags and take bragging rights back with them wherever they came from; it was pure biker fun. Over 80 manufacturers were present, including Klock Werks, Ness,

Rick Fairless, and Roland Sands De-sign, and attendees were able to view some of the newest products in the industry, and pick the builders’ brains. And many in attendance had the newest parts installed on their bikes while they wandered the grounds. Also present were the Motorcycle Monster, a yellow painted, motorcycle paraphernalia-adorned man, and television personality Michelle Smith to take pictures with and sign autographs. For the fans’ viewing pleasure the ILLConduct Motorcycle Stunt Show wowed the audience with some pretty spectacular displays of courage on their motorcycles. John Parham was mesmerized by the amount of people that showed up. “We just can’t believe the turnout,” said John. “We thought by expanding the event out over two days we would match last

J&P Cycles Open House

,



years’ attendance of 15,000 people, but the crowd on Sunday far surpassed our expectations. Celebrating our 30th year in business is a dream come true and to have so many customers and suppliers here was amazing.”

The nearby National Motorcycle Mu-seum is also a must see on the Open House list of things to do. It houses an extensive line of over 225 motor-cycles from around the world as well as thousands of photographs, posters, postcards, and pieces of motorcycle memorabilia, plus a fabulous collection of antique toys. And because of the silent auction held by J&P organizers, the Museum raised almost $4,600 from bids on over 60 donated items includ-ing helmets, jackets and accessories to further the advancement of cool, vintage motorcycle goods.

Come Open House time every year,


the Parhams also give back to the local community by raising money for Camp Courageous, a year-round recreational facility for handicapped and special needs children and adults ranging in age from 1 to 105. This year, through J&P Cycles’ Annual Poker Run and Motorcycle Industry Golf Outing, both events raised $23,000 in cash and product donations for the camp. Camp Courageous of Iowa Executive Director Charlie Becker said, “We are so grateful to our wonderful customers, suppliers and employees for their participation in our Camp Courageous fundraisers. We are ecstatic for our donation this year to be the biggest in J&P history since this is such a special year for us. We couldn’t have achieved this amount without everyone’s support,” he added.

So mark your calendars folks for the next Open House because if it’s bikes, cool parts, good people, and tons of fun you’re looking to spend a weekend partaking in, be sure and attend the 31st Annual J&P Cycles Open House on June 26 and 27, 2010. HB


SOURCE:Custom Chrome (408) 778-0500 | www.customchrome.com

Lock Options From Custom Chrome

Your bike is your most prized pos-session and you’d want to do what-ever was necessary to keep it from getting ripped off. There are many different inexpensive options out

there that may prevent your motorcycle from becoming someone else’s prized possession. After all, you spent a nice chunk on the bike itself, you can at least afford to keep it secured. Especially if you’re at a rally and there are 10 two-wheeled machines in a row for a thief to choose from, odds are, he’s going to swipe the one that’s not locked up. Don’t be “that guy”!

We perused the pages of the Custom Chrome catalog and found many different options for preventing your motorcycle from being stolen. From cable locks and disc locks to ways to lock your helmet and jacket to your bike so you don’t have to lug them around when you arrive to your destination, here are a few different options to choose from to deter those bastard bike thieves. HB

THE BOLT LOCK $57.99The Bolt Lock makes it easy to lock up your valuable jacket/s and helmet/s on those rest stops where

you can’t keep a watchful eye on your possessions because let’s face it, helmets and leather jackets can be expensive. The last thing you want is for either to get swiped. The Bolt Lock simply mounts to any bolt on your bike (we mounted one to the

rear fender strut), and the cable can be used to fi sh through your helmet or jacket with ease.

MASTER LOCK PYTHON $27.99The Python is an adjustable cable lock that slithers around your bike with ease attaching to any secure point, but it features a three-position cinch-tight lock-ing mechanism allowing it to be snugged up without any slippage, just like a Python’s grip! The Python cable lock comes with a 10mm 6-foot cable that can be switched for a 10mm 12-foot or 30-foot cable if so desired (sold separately).

XENA DISC LOCK SENSOR ALARM $84.99Not only does the Xena Disc Lock protect your bike from being heisted (in the conventional disc lock manner) but it also includes an ear-piercing alarm that blasts a 110dB siren when the bike is moved. The motion sensor/shock sensor triggers the alarm when the bike is disturbed so if thieves try to make off with your prized possession, anyone standing nearby will defi nitely be alerted by the screams of the siren. Also, it acts as a reminder if you try to

ride off into the sunset without unlocking it from your rotor.

KRYPTONITE SUPER HARD WIRE CABLE LOCK $59.99 This large (length and girth) very uni-versal cable measures 6 feet long with a 3/4-inch diameter so that it can be used to secure your bike to an object, or to be fi shed through your helmet/s and jacket/s if necessary for securing them to the bike. Kryptonite offers these cable locks in many different sizes for different applications.

DEEMEED GRENADE LOCKS $39.99The Deemeed Grenade motor-cycle disc lock is a unique way to lock your bike. It simply mounts on a motorcycle’s slotted front disc and comes equipped with a patented anti-drill proof lock tumbler mechanism. This lock is offered in three different colors, black, chrome, or army green and each lock comes with two coded keys.


TECH WORDS: JORDAN MASTAGNI PHOTOS: JORDAN MASTAGNI, COURTESY OF CUSTOM CHROME


WORDS: MARK MASKERPHOTOS: ERIC ELLIS



Anybody can break the rules. Give a chimp Red Bull and a shotgun, and chances are, you’ve busted a few regs somewhere. Some

might call it edgy, others might call it entertaining. No one calls it a bright idea. It gets back to the old adage, “just because you can, doesn’t mean you should.”

In creative terms, this means know-ing and understanding the rules before deciding how best to break them. Expe-rienced artists look at what’s popular, see what’s good about it, and try to break away to keep their work fresh without losing what makes it worthwhile. The same applies to creating a custom motorcycle like this one from veteran iron maker Barry Cooney.

“Veteran” might not be a strong enough description. Barry’s been

around forever, as in one of the top-10-shops-in-the-1970s forever. He’s one of the original Hamsters and his two-wheeled work has been featured in magazines all through the time he’s been making his machines. Offi cially, he’s out of the business. He creates two to three scoots strictly for friends or friends-of-friends. This particular bike belongs to his old buddy Harlan Schillinger. It’s the third motorcycle Cooney’s built for a compadre and fel-low Hamster.

“For us 40-year-plus builders, doing stuff to be different but ugly is pointless. Who cares?” he told us when describ-ing this machine. “The custom bike scene is about style. If it doesn’t look good and have nice lines, what’s the point? When you see an ugly motorcy-cle, you have to question what the pur-pose was.” For guys like Barry, handling

is also every bit as important as looking cool, if not moreso. That’s part of the reason why he based this bike around one of Arlen Ness’s rubbermount Y2K chassis.

Still, the squeaky wheel gets the greasin.’ If you’re going to be as selec-tive as Barry is, would you get out of bed to copy the same trend everyone else is following? Like any artist worthy of the title, he wants his creations to stand out. That mandates a middle fi nger to conventional thinking. A few years back Barry decided to target a trend and bend it to his will.

Specifi cally, frame stretch. “Everyone stretches up 8 to 10 inches, I went outward instead,” he told us. A stout 12 inches out, to be exact. “I used one of Arlen’s great rubbermount Y2K frames. Arlen and I have been best friends for a long time. It’s a special frame he built



The Ness billet Radial Cross Bone

wheels feature individual CNC bone style spokes bolted

between the rim and hub.



BIKE OWNER Harlan Schllinger SHOP NAME Barry Cooney Motorcycles SHOP PHONE (760) 745-9442 SHOP WEBSITE n/a YEAR/MAKE/MODEL ’08 Special ConstructionFABRICATION Barry Cooney/Wernimont ASSEMBLY Barry Cooney BUILD TIME One year

YEAR/MANUFACTURER ’08/TP EngineeringTYPE/SIZE Evolution 121ci BUILDER TP Engineering CASES TP Engineering CYLINDERS TP Engineering HEADS TP Engineering ROCKER BOXES TP Engineering CARBURETOR Mikuni 45mm AIR CLEANER Wimmer EXHAUST Barry Cooney

YEAR/MANUFACTURER/TYPE ’08/Arlen Ness/RSD

CASE Arlen Ness CLUTCH BDL PRIMARY DRIVE BDL

YEAR/MANUFACTURER ’08/Arlen Ness Y2K RAKE 42 degrees STRETCH 12 inches out

MANUFACTURER FRONT KD with internal sliders

LENGTH Stock TRIPLE TREES Arlen Ness MANFACTURER REAR

Progressive SuspensionSWINGARM Arlen Ness

MANUFACTURER FRONT/TYPE Arlen Ness/Bones

SIZE-WIDTH/HEIGHT 18x3.5-inchTIRE/SIZE Avon/120/18 CALIPER Arlen Ness six-piston ROTOR Arlen Ness MANUFACTURER REAR/TYPE

Arlen Ness Bones SIZE-WIDTH/HEIGHT 18x10.5-inchTIRE/SIZE Avon/300mm CALIPER Arlen Ness ROTOR Arlen Ness

COLOR Burple PAINTER Kevin Norton GRAPHICS Hot Dog Pete PLATING/POLISHING Sanchez Polishing POWDERCOAT Daytec

FRONT FENDER Russ Wernimont REAR FENDER Russ WernimontFENDER STRUTS Arlen Ness GAS TANK & CAP

Russ Wernimont with Hamster cap OIL TANK Dyna HANDLEBARS Lowlife RISERS Lowlife (built-in)MIRRORS Arlen Ness HAND CONTROLS JayBrake FOOT CONTROLS Arlen Ness FOOTPEGS Arlen Ness HEADLIGHT Arlen Ness TAILLIGHT Wernimont TURN SIGNALS Huh? LICENSE MOUNT Russ Wernimont/fender SEAT Danny Gray

SPECS

While it might perfectly match the lines of the bike, the full coverage Russ Wernimont rear fender will make tire changes a pain.

just for us. That frame rides smooth with a big motor. It’s a long bike. But it works.” With a 42 degree neck rake, and a set of Progressive shocks, the bike runs low and mean. Barry powered his buddy’s steed with a 121-inch TP mill.

The Y2K chassis aside, what really catches eyes on this scoot is the Wer-nimont bodywork. Russ Wernimont and Barry Cooney go way back. “Everything was one off from the stretched tank to the rear fender,” Cooney told us. “Russ has the rollers and benders to make all this happen. When we’re doing a 300 tire with a full encompassing rear fender, that’s who I call. Russ is up to his neck in work but he’s always down for something interesting too.” Russ fab-ricated an aggressive fl at top stretched gas tank for Harlan’s machine but it’s

the rear fender that makes onlookers stand up and take notice. Not only is it all-encompassing, not only does it have a frenched-in license plate frame, it also covers the mammoth 300mm back tire. According to Barry, “The biggest hurdle on this bike was the rear fender. It’s a real piece of work. I told Harlan off the get-go, if you ever get a fl at tire, God help you. Stick a for sale sign on it. It’s hard to get that wheel off with that fender.”

When it was done, the Hamsters were on their annual ride to Sturgis, only this time Harlan was breaking in his own new custom baby. Even with its long and low stance Harlan was able to dip into the curves and whack the throttle on the straights to help lead the way to the motorcycle Mecca. HB



W W W. Z 1 R H E L M E T S . C O M

TRUSTED PROTECTIONFOR THE AMAZING PRICE OF

N O M A D S I N I S T E R

$84.95USD

ADVANCED ABS/POLYCARBONATE SHELL CONSTRUCTION

SLEEK “SHORTY” VISOR FOR A CLEAN LOOK

ADJUSTABLE FOREHEAD VENTS FOR INCREASED COOLING

COMFORTABLE INTERIOR PADDING AND NYLEX LINER

REMOVABLE EAR/NECK CURTAIN - EASILY ZIPS ON/OFF


When loud pipes aren’t enough to alert distracted drivers, you might need to get a louder horn. We know that every motorcycle should have a horn mounted somewhere on the bike. However, most of the time, the horn is small and is tucked

away from the front of the bike so it’s hard to hear, or the bike may not have one at all. To keep your bike to DOT standards, a horn is required but its size doesn’t matter too much (one of the few exceptions). In fact, in some states, a motorcycle horn only needs to be a mere 75dB; you might as well grab the one off your kid’s bicycle.

Howard’s Hog Horns Dynamic Duo Horn features an onboard air compressor and two large trumpets that push out around 115dB. The company makes a few different styles to pick from and a bracket to fi t almost every H-D bike out there. We wanted to see how easy it was to install one of Howard’s Horns and how it would look and sound on a bike. We also wanted to see if there was a big gain in sound and maybe scare the crap out of someone on his or her cell phone while driving. HB

SOURCE: Howard’s Hog Horns (770) 992-0034 | www.howardshorns.com

7. Once we were all wired up and the battery was re-connected, we hit the horn button and were surprised at how loud the horns were. We are sure to be heard if not seen with this setup, and it looks good as well as it sounds. Check out the web to hear some samples of all the horns on the company’s website.

6. Our fi nal step was to mount and wire the relay under the seat. Per the install sheet, we needed to run a new ground wire and replace the old horn’s negative wire. We ran the wire from the negative side of the compressor to the negative post on our battery. Then we ran a wire from the positive side of the compressor to the relay post.

5. We slid the second hose clamp over the stainless hose and installed it over the barbed fi tting on the trumpets and tightened the hose clamp with a screwdriver.

4. With the bracket in place, we attached the dual trumpets to the back side of the front bracket using two of the 5/16 nuts and washers.

3. We attached the mounting bracket to the stock rubber isolator, which was in the same location as the stock horn cover was and used the original acorn nut. Then we attached the included rubber isolator to the right side of the bracket (arrow).

2. Next, we installed the stainless hose and clamp onto the compressor and tightened the hose clamp with a screwdriver, and then installed the compressor onto the top hole of the H-D cowbell bracket.

1. Here is the Dynamic Duo kit, which includes the compressor, two-piece trumpets, stainless steel hose, relay, and mounting hardware. We also got a set of trumpet covers to help keep the dirt and water out of the horn. Before we started the install we disconnected the battery and removed the stock horn from the bike, and then the cover cowbell from the horn. On carbureted bikes, you will need to disconnect the choke from the stock horn bracket by loosening the nut behind the bracket and letting the choke hang until the new bracket is ready to be installed.

From Howard’s Horns


TECH WORDS AND PHOTOS: ERNIE LOPEZ


You can have function without fashion, but you cannot have fashion without function.” Ethics instilled in Noel

“Noelski” Kalinosky, by Dr. Cecil Behringer, his mentor and bicycle racing coach. Noel started with super-motobikes and eventually worked his way to his true love, V-twin customs. Building and riding bikes for over half his life, Noel has the same idea we see across the country when we talk to true bikers. According to Noel, a motorcycle is a machine that’s supposed to eat up the road with vengeance while still being able to handle and stop on demand. If your bike doesn’t do that, who really cares how it looks? With that in mind, he built Seville, a beautiful Shovelhead-based cus-tom with a Salvador Dali twist.



KANDY SEVILLE

This bike started out as a $4,500 1965 FL that sat in a friend of a friend’s garage for several years. When Noel started, things were so jammed up he decided it would be best to save what he could before discarding the rest. First of all, it wouldn’t start because the valves were too tight. After tearing it down, he ported the heads, freshened up the valves, and honed and re-ringed the cylinders. He fi nished it up by polishing the rocker covers and touched it up with a little primer black paint on the cylinders. After pulling the tranny apart and replacing a few gears, shafts,

and some bushings; he polished the cases and re-assembled the drivetrain. He knew he had a reliable heart for the beast; next he concentrated on the frame and chassis.

Sometimes the best solution is to start from scratch. Noel ended up saving the tanks, badges, dashboard, motor, and tranny. “I started building the frame and I used 1 inch .125 wall seamless 1018 tubing with a 1 1/2-inch backbone and a 1 1/4-inch neck brace,” Noel said. “I built the frame, assembled a rolling chassis, then made the front and rear fender, tank, seat pan, oil tank, exhaust, license plate, taillight bracket, foot controls, and the handlebars. Most of the work was sweated out with a ball-peen hammer and an anvil. This was the fi rst time I’ve let myself just handmake rod iron and leave it raw with the welds showing. The oil tank has over 3,000 hammer pounds per side to get that patina pounded look where the rawer the better. For years I was all about the fi nest billet store-bought parts, where it

had to be the best, shiniest machined part. This bike is the fi rst bike that I truly feel is art that I’ve built. The entire bike had no concept, every part that was made had to fi t and work and then have some kind of style. Along the way the whole bike evolved itself. It’s the fi rst time I’ve ever done a project and literally had no preconceived or forethought or vision of an end result. I love this bike, she’s such a tractor. This old girl is my daily rider and she doesn’t leak,” Noel proudly claimed.

Being an old Shovel, she needs about eight hours of love after every 40 hours of riding, but she starts 99 percent of the time on one kick. “I personally refuse to ride a bike with push button start,” Noel stated. Noel swears she rides true, and is able to maintain speeds of 85 to 90 mph. Noel has conquered South Dakota’s Needles Highway in Custer State Park aboard her and swears she was in her element taking the famous curves and eating the road. “The bike rides really good. For



Noelski hand carved the shift and brake levers by hand in his lap.

You can see the pound marks where Noelski spent hours shaping the oil tank.

Noel fabricated the frame from the ground up with an exaggerated

stance by pushing the neck out 6- inches and adding 5 1/2 inches of

stretch the rear section.

twisting a frame wants to do. Another unique thing about that bike or the bikes I build, is I put transmission adjusters on the tranny plate. You wouldn’t adjust your rear wheel without those two bolts back there, so why would you run a open primary transmission and tighten the belt with no plate without two simple little bolts. It takes a lot of effort out of aligning your primary belts up.

And here’s another little sidebar about this bike and its paint. I had a vision in my head of a burnt rust, sunset sunburst, fi ery warm orange color. I painted this bike to be seen at night under a street light in front of a bar somewhere. I explained the color to John Kosmoski and a bunch of other paint guys, but nobody knew what color I was talking about. I spent $400 on

example, when me and the boys are out riding on our hardtails and we come up to a set of railroad tracks I accelerate, lift my feet up even with the tank, and look back as I fl y over the tracks with a big smile on my face as everybody else slows down to three miles an hour and is standing up. They all have given me the fi nger because my steel seat on a mountain bike shock has 6 inches of travel and I don’t even feel a bump,” Noel lamented.

The bars are positioned to give the perfect ergonomics between the riders’ seat to their hands. There’s nothing like trying to ride an uncomfortable bike, Noelski ensured this bike was built to ride. With every design component, he designed the look to compliment the ride. In other words, he built this bike with the rider in mind, the way a builder should. “I have a crossover on the lower frame rail with a chain over it and an X welded underneath the tranny as well as a brace on the down tubes under the neck—it all really helps eliminate the



Kandy from the Exotic Color collec-tion, got it to the shop and when I was ready to start painting the color just wasn’t going to do it. Then I had a can of tangerine sitting on the shelf that I spotted, I had been up for three days, I did a bunch of test sprays but nothing was close. Then I grabbed this can of Kandy that I had for I don’t know how long and thought if I put this on two or three times heavier than it’s supposed to be sprayed I might get what I want. I wasn’t even sure until eight to 10 coats later when my brain was say-ing “that’s the color.”

Now, as for the name. Well for starters her maiden voyage was at midnight to the Seville Gentlemen’s Club in downtown Minneapolis—nicest club in town. I always wanted to call it, Seville, but never gave it too much thought. I couldn’t come up with any other name that fi t that bike better than Seville. It rides and looks like a Seville, so that’s what I named it. Subsequently it’s spon-sored by the Gentlemen’s Club by the same name. HB

KANDY SEVILLE

BIKE OWNER Noel “Noelski” KalinoskiSHOP NAME Defi ant Studios Inc.SHOP PHONE (651) 340-5980SHOP WEBSITE www.defi antstudio.comYEAR/MAKE/MODEL 65,’07/H-D/Custom FABRICATION Noelski-Defi ant StudioASSEMBLY Noelski-Defi ant Studio BUILD TIME 700 Hours

YEAR/MANUFACTURER ’65/H-D TYPE/SIZE Shovel/77ciBUILDER NoelskiCASES STDCYLINDERS H-DHEADS H-D CARBURETOR S&SAIR CLEANER S&SEXHAUST Noelski-Defi ant Studio

YEAR/MANUFACTURER/TYPE ’65/H-D/Four-Speed

CASE H-DCLUTCH BarnettPRIMARY DRIVE BDL

YEAR/MANUFACTURER ’07/ Noelski-Defi ant Studio

RAKE 40 DegreesSTRETCH 6 in. in neck, 5 1/2 in rear section

MANUFACTURER FRONT Drag SpecialtiesLENGTH 31 ½ inchesTRIPLE TREES Drag SpecialtiesMANUFACTURER REAR Noelski-Defi ant Studio

MANUFACTURER FRONT/TYPE American Wire Wheel/Spoke

SIZE-HEIGHT/WIDTH 21x3.25TIRE/SIZE Avon/120/70-21CALIPER PMROTOR PMMANUFACTURER REAR/TYPE

American Wire Wheel SIZE-HEIGHT/WIDTH 18x5.5TIRE/SIZE Avon/200/55-18CALIPER PMROTOR PM

COLOR Tangerine KandyPAINTER Noelski-Defi ant Studio

FRONT FENDER Noelski-Defi ant StudioREAR FENDER Noelski-Defi ant StudioGAS TANK&CAP H-D/Noelski-Defi ant StudioOIL TANK Noelski-Defi ant StudioHANDLEBARS Noelski-Defi ant StudioHAND CONTROLS PMFOOT CONTROLS Noelski-Defi ant StudioFOOTPEGS BattistiniHEADLIGHT Bullet TAILLIGHT Noelski-Defi ant StudioLICENSE MOUNT Noelski-Defi ant StudioSEAT Noelski-Defi ant Studio

SPECS



F’NA Accu Trak

Weebles wobble but they won’t fall down” may apply to bottom-heavy, egg-shaped children’s toys but

the same defi nitely can’t be said when you fi nd yourself hammering through a sweeper on your rubber mounted touring bike with the back end shimmying and shaking like a hula skirt. Chances are, if you don’t pull out of the speed wobble correctly, you’ll fall down.

We all love the comfort of a long haul bagger. And while Harley recently some-what addressed the bagger high-speed wobble with the redesign of its 2009 Touring frames (we say somewhat be-cause we’ve still encountered the shakes on a few ’09s we’ve ridden), the older models can really get you to pucker up, if you know what we mean.

1. Here’s everything that comes with the Accu Trak $359, (A) transmission bracket, (B) adjustable link, (C) dog bone bracket, (D) side bracket, (E) fl at bracket and hardware.

2. From this shot you can see how all the pieces mount together.

3. To get started, Dustin, Clark’s son, removed the right side muffl er and pas-senger peg. Then he removed four bolts from the transmission pan; two on the left side and the two at the rear of the pan. Then he lined the trans bracket up against the trans pan and…

4. …using some blue thread locker, Dustin used the stock bolts to secure the bracket to trans pan.

5. Next, Dustin grabbed the side bracket. The side bracket mounts to the swingarm bracket. Here you can see the bracket has one hole and two cutouts at top. (A) This is where the top swingarm bracket bolt goes, (B) cut out for the trim cap, (C) cut out for lower swingarm bracket bolt.

We were recently hanging out at F’NA Cycle and Performance in San Bernar-dino, California, talking shop when Clark, the owner, mentioned he had a product, the Accu Trak, which helped reduce the often ill fated speed-wobble many bag-ger owners experience. Designed to min-imize rear steer/speed wobble, the Accu Trak is made of 3/16-inch mild steel components and features an adjustable dual heim joint link, which bolts together at the rear of the drivetrain and front of the swingarm to help keep the engine from moving laterally in its rubber mounts when in turns. Of course we had to see how it installed and go for a test ride on a ’05 Road Glide. HB

A

A

B

C

C

D

D

E

E

C

B

A


WORDS AND PHOTOS: ERIC ELLISTECH


SOURCE:F’NA Cycle and Performance (909) 386-7366 | www.fnacycle.net

6. Dustin slid the top bolt into the bracket and loosely secured the side bracket to the frame. Then he loosened the lower bolt just enough to slip the lower bracket mount into position

7. Next, Dustin slid the fl at bracket between the bottom of the trans case and top of the frame’s cross brace. The fl at bracket has two nuts welded to it (A), Dustin made sure the nuts were pointing up towards the seat.

8. Dustin then proceeded to install the dog bone brace by slipping the two dog bone bolts with thread locker, into each end of the brace followed by a spacer on each side.

9. The dog bone brace was then bolted to the underside of the cross brace with the two spacers sandwiched in between.

10. Next, with everything loosely bolted in place, Dustin installed the adjustable heim joint link. One side bolted to the trans bracket and the other bolted to the side bracket. Dustin then adjusted the link, tightened the jam nuts and made sure the rest of the hardware was secure and reinstalled the muffl er and passenger peg.

11. In less than 45 minutes, Dustin had the Accu Trak installed. You can see how the adjustable link ties the drivetrain to the frame and can help reduce lateral movement. When we hit the street for a test we immediately noticed that the bike did feel a little stiffer. In the turns we felt the back of the bike was pretty solid and the Accu Trak did seem to make a difference. We did however experience a little wobble in a big sweeper we took at a pretty fast clip, but it wasn’t nearly as bad as others we’d experienced and the bike mellowed out fairly quickly.

A


A motivating force behind Dave Welch of Chopper City USA in Orange Park, Florida, is the notion that builders should not limit

themselves to one style of bike when it comes to showcasing their vision of two-wheel art. Although he leans towards classic, uncluttered Harley conversions, Dave is just as comfort-able building wild, ground-up customs as he is with anything that rolls his way. So when the opportunity arose to build a Pro-Street, Dave was excited to add one to his stable of bike styles offered at his shop.

The concept for the sleek ride before you came when Dave had some ideas for an in-house build but had not yet decided on what style would get the attention he craved. While strolling around Daytona Bike Week, Dave’s eyes caught Rolling Thunder’s SLX frame, which was being debuted at the rally, and he immediately ordered one up. Back at the shop with a bike style in mind and frame in hand, Dave got started with the SLX frame, which has no stretch combined with 35 degrees of rake to create a street-brawler-style bike. Dave then selected a set of V-

Twin’s adjustable shocks and a Pro-One frontend to suspend the Pro-Street.

Both swingarm and forks carry a set of Performance Machine’s Hooligan wheels wrapped in Metzeler rubber, with a 21x120 front tire and a 300 tire for the 18x10.5-inch wheel at the rear. For clean looks and great stopping power, Dave added a Performance Machine Hooligan rotor and HHI caliper for the front brake system with a Eurocomponents drive-side brake at

Chopper City USA’s Cobalt Custom

WORDS: TARYN FUNCHEONPHOTOS: ERIC ELLIS



the rear. As the brawler-style bike was beginning to take shape into what Dave had imagined, he knew the bike needed some brawn to earn it street cred. A 113ci Revolution Performance motor sends enough horses to the six-speed Prowler transmission. Dave ordered one of Forcewinder’s air cleaners and com-bined it with an S&S Super G carb to keep the motor well fed of air and fuel, then he secured Vance & Hines’ Big Radius pipes to carry the spent gases away from the power plant.

Sanitary was paramount to the look of the Pro-Street, and it comes to Dave through the sheetmetal package, and, of course, the paintjob to get its sure-fi re personality. Dave took Russ Wernimont Designs front and rear fenders and fi t them so close to the tires that it almost looks like a continuation of the Met-zeler’s curves. Dave then modifi ed one of Independent’s Troubadour gas tanks to follow the curves of the backbone

into a drop-seat setup. The completed metal was turned over to Sporka Cus-tom Cycle Colors for a rich coating of House of Kolor Cobalt Blue paint. The bright blue could easily catch people’s attention, but to make it stand out in a crowd, Texano added bio-mechanical airbrush work and some tribal graphics to the fenders, gas and oil tanks.

To complement the unique theme of the bike, Dave designed and installed a solo rider and fl oating, removable passenger seat, and then had the seat pans covered by Outlaw Custom Seats. “This seat setup was a unique concept of mine,” Dave said. The bike was almost ready for the show circuit, but it needed slick controls to match the paintwork comprising the sheelmetal. A set of handlebars from LA Choppers were secured atop the frontend, and then were given a set of Joker Machine hand controls and the company’s Bar End

FLOATING-SEAT, PRO-STREET



mirrors. After Dave added a Dakota Digi-tal mini speedo and tach to the bars, he bolted on Accutronix foot controls and pegs to complete the control package.

With the Pro-Street fi nished, Dave was not only pleased by how it turned out, but it has also been a big hit every-where it goes. The blue beast had great handling to match its appearance. That meant Dave would have as much fun rid-ing the bike as he did looking at it. HB

Instead of subtle graphics to complement the eye-

popping Cobalt Blue paint, Dave had artist Texano add

knockout alien and tribal graphics to set this

beast apart.

Dave wanted the con-venience of having a solo-driver seat setup, but added the fl oating removable passenger seat in case he wanted to have someone ride along.

BIKE OWNER Dave WelchSHOP NAME Chopper City USASHOP PHONE (888) 721-1969SHOP WEBSITE www.choppercityusa.comYEAR/MAKE/MODEL

’07/CHPP 300/RSD Pro-StreetFABRICATION Dave Welch/Chopper City USAASSEMBLY Dave WelchBUILD TIME Three months

YEAR/MANUFACTURER ’07/Revolution Performance

TYPE/SIZE 113ci polishedBUILDER Revolution PerformanceCASES Revolution PerformanceCYLINDERS Revolution PerformanceHEADS Revolution PerformanceROCKER BOXES Revolution PerformanceCARBURETOR S&S Super GAIR CLEANER ForcewinderEXHAUST Vance & Hines Big Radius

YEAR/MANUFACTURER/TYPE ’07/Prowler/RSD six-speed

CLUTCH Rivera PrimoPRIMARY DRIVE

Rivera Primo Brute IV Extreme Primary

YEAR/MANUFACTURER ’07/Rolling Thunder SLX

RAKE 35 degreesSTRETCH 0 out, 0 up

MANUFACTURER FRONT Pro-OneYEAR/TYPE

’07/41mm Wide Glide Rocket Style Lower LegsTRIPLE TREES 3 degrees with turn signalsMANUFACTURER REAR

V-Twin adjustable shocksSWINGARM Rolling Thunder

MANUFACTURER FRONT PM Hooligan SIZE-HEIGHT/WIDTH 21x3.5-inchTIRE/SIZE Metzeler/120mmCALIPER HHI Four-pistonROTOR PM HooliganMANUFACTURER REAR PM Hooligan SIZE-HEIGHT/WIDTH 18x10.5-inchTIRE/SIZE Metzeler/300mmCALIPER Eurocomponents Driveside Brake

COLOR House of Kolor Cobalt BluePAINTER Sporka Custom Cycle ColorsGRAPHICS Wicked Alien Tribal by TexanoPLATING/POLISHING

Meclec Plating/Briteside Metal Polishing

FRONT FENDER Russ Wernimont DesignsREAR FENDER

Russ Wernimont Designs/ Dave WelchGAS TANK & CAP Independent/Dave WelchOIL TANK Rolling ThunderGAUGES Dakota DigitalHANDLEBARS LA ChoppersMIRRORS Joker Machine Bar End HAND CONTROLS Joker Machine FOOT CONTROLS AccutronixFOOTPEGS Accutronix HEADLIGHT HeadwindsTAILLIGHT Run/brake/turn lightsTURN SIGNALS Bullet chromeLICENSE MOUNT V-TwinSEAT Dave Welch/Outlaw Custom Seats

SPECS



A motorcycle’s suspension plays an integral role to the way the bike rides and handles. It’s one of the essentials of a motorcycle. There are many suspension styles out there for various types of riding. And if you log a lot of miles and are looking for something that is going to make long hauls

more pleasurable, Race Tech, located in Corona, California, may have what you need.

For the rear, Race Tech’s Caddies Twin Shocks ($699.99) might be a good fi t because they have been mitrogen pressurized and fea-ture progressively wound, high performance, chrome silicon springs. Race Tech Gold Valves inside the shock body make up the damping system and can be custom valved to your specs. The Caddies are available in an assortment of lengths with chrome or black springs and feature adjustable spring preload. The shock shaft is hard-chromed, and the body is polished chromed steel with polished billet aluminum eyelets and spring collars. The seal head features a triple-lip design and the shaft bushing has been Tefl on coated.

Up front, the company’s FLEK S3810 front fork spring setup with Gold Valve Cartridge Emulators ($259.99) might be the way to go because the Cartridges claim to keep the front plush while still keep-ing it fi rm when needed. The Gold Valve Emulators are tunable valves that sit on top of the damping rods and are held in place with the main springs. This makes them both simple to install and completely tun-able for all conditions and rider preferences. The springs in the kit are made from chrome silicon, and feature a high stiffness to mass ratio, and they’re shot peened, heat treated and preset to prevent sacking (compressed, shorter than new). The kit also comes with a lowering kit to drop the frontend down 1 to 2 inches if so desired.

We had a ’07 Road Glide that had plenty of miles logged on the stock suspension and was due for an upgrade. The swap took place at Anaheim-Fullerton Harley-Davidson and it was a relatively quick and easy installation procedure that can be done in a home garage. Ser-vice Technician Matt Cortez performed the install and it took roughly two hours to complete. HB

2. Here’s the Race Tech front and rear system we used for this article. The Caddies (B) and the FLEK S3810 (A)(from left to right: two springs, Gold Valve Emulators, lowering springs, washers, and spacer on top).

3. The rear instal-lation procedure was simple. Matt rolled the bike on the lift and placed a jack under the frame and lifted it until the back wheel wasn’t rest-ing on the ground. With the saddle-bags off, Matt removed the two shock bolts from each shock and ex-tracted the shocks one at a time.

A

B


WORDS AND PHOTOS: JORDAN MASTAGNITECH

Race Tech Front and Rear Suspension Swap

1. The ’07 Road Glide awaited the swap.


4. Next, Matt installed the new Caddies with the stock hardware and a dab of blue threadlocker and he was fi nished.

5. Moving on to the front, Matt loosened the instrument nacelle bolts, instrument cluster, ignition switch, and the entire instrument nacelle cluster to get to the fork cap bolts.

6. Matt then removed the front wheel and fender in order to take the front forks out.

7. To loosen the fork cap bolts he used the JIMS fork tool shown here (arrow). He also removed the axle holders from each fork leg. Then the pinch bolts were loosened from the lower tree and Matt slid the fork legs out one at a time.

8. With the forks out, Matt disassembled each tube. First he removed the snap ring that sits atop the fork slider.

9. Then, he removed the screw at the bottom of the fork leg and drained the oil.

10. Next, the fork slider was taken off, and Matt disas-sembled the entire fork tube, removing all the internals in order to install the Race Tech setup. He repeated the same process for the other fork tube.

11. Here’s a look at how the Race Tech setup sits inside of each fork tube (left be-ing the top, and right being the bottom: the spring, Gold Valve Emulator, stock damper rod, and the stock rebound spring (Matt retained the stock spring since he didn’t want to lower the bike). If you wanted to lower the bike 2 inches, you would couple the stock rebound spring with Race Tech’s rebound spring. If you wanted to lower the bike 1 inch, you’d only use Race Tech’s dampening spring.

12. Next, Matt cut the spacers for each fork. The length of spacer needed for each fork was 3 1/2 inches from the washer sitting on top of the new spring to the top of the fork tube. He then cut two 3 1/2-inch spacers and removed the springs to install the fork oil. He collapsed the slider, then poured the oil in, pumped the slider up and down to suck out the air bubbles, then he used a fl uid evacuating tool to get the cor-rect amount of fork oil. Oil level measured 6.3 inches from top of fork tube (level varies depending on model). Lastly, he re-installed the spring, washer, spacer, fi nal washer, and capped off each fork leg.



SOURCE:Anaheim-Fullerton Harley-Davidson(714) 871-6563www.harleyfullerton.com

Race Tech(951) 279-6655www.racetech.com

14. And then he buttoned up the axle hold-ers on the end of each leg.

15. Finally, Matt reinstalled the wheel, front fender, brakes, and the instrument cluster, ignition switch, and the entire instrument nacelle cluster up top. He then took the new Race Tech setup for a ride, and reported a stellar, smooth, cushy cruise, and he was more than happy with the new suspension’s performance.

DampingRod Basics According to Race Tech, Damping rod forks don’t work very well in stock form. A damping rod fork controls the oil fl ow through a series of simple fi xed size holes in a tube. The problem is these holes are only the right size for one type of bump so 90 percent of the time they are too big or too small. For instance when the fork encoun-ters a slow speed movement (speed the fork compresses not how fast the bike is going) from a small bump or dip the oil fl ows un-restricted and too quickly resulting in a vague or mushy feel to the rider. When a high-speed fork movement is required from a large or sharp edge bump the damp-ing rod holes are too small for proper oil fl ow resulting in harshness due to the fork not compressing fast enough. This effect is referred to as Velocity Squared Damping (V) as the oil veloc-ity squares based on the speed of the fork compression.

When the Gold Valve Emulator is installed the compression holes at the bottom of the damping rod are over-drilled so that they no longer restrict the oil fl ow through the center of the damping rod. As the oil reaches the Emula-tor it is fi rst controlled by a small by-pass hole in the Emulator Check plate. This small opening provides for a fi rm controlled feel to the rider when slow velocity smooth edge bumps are encountered. When a sharp or square edge bump increases the velocity of fork compression the spring loaded check valve on the Emulator controls the oil fl ow and acts as a variable valve. Based on a combination of spring rate (several check plate spring options are provided with the Gold Valve Emulator kit) and the Emulator check spring preload setting, the damping is no longer a V damping characteristic but instead the damping becomes nearly identical to the way a Cartridge fork performs in a digressive velocity manner offered by modern bending shim stacks found in a cartridge fork. The Gold Valve Emulator controls compression damping completely while rebound damping is controlled by oil viscosity (typically 15-30w) the Emulator offers enough adjustability to work with any weight of oil required for optimum rebound control. So essentially, the harshness is removed from the fork action resulting in a fi rm yet plush ride with much greater feedback and control to the rider under varying ride conditions.

13. Matt reinstalled the fork sliders, the dampener rod bolts, bushings, seals, and the snap rings, and checked the spring preload by pushing down on the forks. This ensures that the Emulators are seated properly. Everything checked out, so he re-installed the fork legs one at a time.


RIDIN’ ON CADDIES TECHSIDEBAR TEXT AND GRAPHIC PROVIDED BY RACE TECH


Cylinder SmoothingMaking Way for Gloss Black

There have been count-less articles on the correct method of prepping engine cylinders for new (bigger) pistons during a rebuild or

a custom build. However, there has been little published about the outside of the cylinders, the fi ns and the cast-ing itself. Late model Evo and Twin Cam cylinders are aluminum and come out of the foundry/factory fi nished quite nice, a quick trip to the powder-coaters and they’re ready to run. The predecessors to the Evo (Shovels, Panheads, Knuckleheads and Iron Head Sportsters) all featured cast iron cylinders. These cylinders came from the molds with a fair amount of “fl ashing.” Flashing is a small amount of metal that seeps into the mold usually around the area of the cylinder where the mold was split (we’ll show you in the photos). Removing any errant fl ashing and smoothing the fi ns will make the cylinder look better once it’s powdercoated or painted and improves airfl ow around and between the fi ns.

We had a set of Panhead cylinders on the bench that belong to our friend Steve B’s custom Panhead chopper. The cylinders have already been bored and honed to fi t the new pistons by Bob Bennett at Bennett’s Performance in Signal Hill, California. Now we will spend a couple hours smoothing out the castings using a number of fi les in different confi gurations and a Dremel tool with various accessories to get them ready for black powdercoat. HB

5. We started off on the oil return side of the cylinder, where the fl ashing can be quite rough. A good sharp fi le makes easy work of the heavy fl ashing.

4. The main tools for smoothing the cyl-inder casting was our collection of Dremel tool accessories that we have accumu-lated over the years, along with various sizes and shapes of fi les.

3. Using a sharp X-acto knife, we trimmed the tape at the edge of the gasket surface and then ran our thumb nail along the trimmed edge to reseal the tape. The bot-tom gasket surface of the cylinder received the same tape and trim treatment.

2. To get started we began by taping off the head gasket surface. We just ran the tape over the clean head gasket surface and pressed the tape down tight.

1. We had all of the machining opera-tions (boring and honing) completed at Bennett’s Performance. We also ran a fi ne stone over the gasket surfaces to remove any burrs or nicks that may cause a leak.

Here are the fi nished pow-

dercoated cylin-ders assembled on the polished

engine cases. The cylinder’s bore has been fi nished honed and the piston ring gaps set

prior to the detailing and

powdercoating.


TECH WORD AND PHOTOS: GILBERT RELSIAK


INK


SOURCE:Bennett’s Performance Inc.www.bennettsperformanceinc.com (562) 498-1819

Pyramid Powder Coatingwww.ppcoating.com(818) 768-5898

10. A fi nal cleaning of the cylinders after removing the high-temp tape that the powdercoater used and we were sliding the cylinders over their respective pistons, they do look good.

9. The last stop was to the powdercoater, we went to Pyramid Powdercoaters in the San Fernando Valley to lay on a nice even coat of gloss black powder. Turnaround was three to four days and they taped off the top and bottom surfaces just as we asked.

8. Once we were satisfi ed with the cylin-ders it was time to remove any remaining paint from the surface. We had a local shop glassbead blast the cylinders clean.

7. When the front cylinder was almost completed (approxi-mately an hour and a half) we moved to the rear cylinder and then back to the front to check for any places we missed on the fi rst go around. Notice: we spent some effort around the cylinder base also, there were some rough “seams” in that area.

6. These small nubs (A) were easily handled by a cutter in the Dremel. Notice the cylinder fi n (B) where the nubs have been smoothed. Also notice how we smoothed out the tops of the fi ns (C) for better defi nition and to make a better hold for the paint or powdercoat.

A B

C


That is one sick looking belt-drive,” was the fi rst thing I said when I opened the box from Evil Engineering. Inside that big white box was a fully chromed

HT 2-inch Bobber Style beltdrive. What makes this setup so differ-

ent is the Helical Offset Tooth (HOT) design. The HOT setup can handle more horsepower by design than the same size straight tooth while still offering a reduced beltdrive noise up to 30 percent and greatly reduce beltdrive associ-ated vibration. Also, the HT Belt Drive has a substantially increased torque capacity over a standard straight tooth beltdrive because its continuous rolling engagement belt always has three teeth engaged. Standard beltdrives only have one single tooth engaged at a time. This feature eliminates slipping, stretch, and can handle the power of big inch motors. The clutch plates have friction material covering the full ring for more engaged surface area and better holding power.

Evil Engineering is based in St. John, Michigan, and all of the products are manufactured and assembled here in the USA. We wanted to see how this beltdrive looked and how easy it was to install on one of our bikes, a ’98 custom Softail with the help of the Evil Engineer-ing’s, Spread-Her tool. This tool fi ts between the two pulleys along with the belt so that they can be installed as one piece. Unlike normal beltdrives, with the helical offset teeth of the HT Beltdrive the belt can’t just be slid onto the pullys, therefore this tool is necessary. HB

1. Here is the HT 2-inch Bobber Style beltdrive installed. One very evil looking set up, hell even my jeans are scared.

2. The HT 2-inch Bobber Style belt-drive kit includes the belt Spread-Her tool, backing plate, clutch hub, springs, front pul-ley, chrome stator cover, starter jackshaft cover, and the HOT belt.

3. Here’s a close up shot of the pulley and the Helical Offset Tooth (HOT) design.

4. The fi rst thing we did was disconnect the battery, then removed the existing primary drive. Next we checked the stator, rotor, and tranny pulley and cleaned up the area of any oil and dirt. We also ran a tap through all the bolt holes for the backing plate.




6. Next, we installed the starter to the backing plate making sure that there was enough clearance for the oil bag and torqued the starter bolts to 20 lb-ft. Here is a look at how the starter jackshaft as-sembly goes into the primary. We started with the spring seat followed by the spring and starter pinion gear, then the tube and collar, and last the starter bolt.

7. Once all the starter parts were in-stalled the pinion starter bolt was torqued to 12-15 lb-ft.

8. Next, we installed the main shaft hub to the front pulley with a little blue thread-locker on each of the six bolts.

9. Then we installed the chrome stator/rotor cover to the pulley.

10. We placed the pulley on the main-shaft to check for clearance.

11. Then we installed the clutch hub, and secured it in place with the main shaft nut. With both the front pulley and clutch hub in place we took a straight edge and placed it on the out-side edge to check for belt alignment. We needed to shim out the front pulley .020-inch. If needed the kit comes with six different shim sizes to mix and match for the right size.

5. First we installed the backing plate to the motor and tranny using a little blue threadlocker on all the 5/16 bolts and then checked to see that all the engine pads had a solid contact, if not the engine would need to get shimmed. Everything fi t right so we went ahead and torqued the bolts to 25 lb-ft.

TECH


12. To make installing the belt easy, we removed both the front pulley and the clutch hub from the bike. Using the Spread-Her tool (thanks Evil Engineer-ing for this tool) we placed the belt around the two pulleys and then placed the tool between the two and tightened the adjuster nut on the tool until it was tight.

13. The idea was to install the two pieces with the belt as one. It is impos-sible to slide the belt onto the pulleys once they are on the bike.

14. All we needed to do was place the clutch hub on the splines, then tighten or loosen the nut on the Spread-Her tool until the front pulley lined up with the mainshaft. With both the pulley and clutch hub installed with the belt, we installed both the main-shaft nut and the clutch hub nut, both were treated to some threadlocker.

15. Here is a look at the clutch plates, you can see how the friction material cov-ers the whole plate giving a better hold on the clutch.

17. Once we had the belt and clutches in place we installed the starter pinion shaft cover.

16. Next, we installed the clutch plates starting with the thickest steel plate fol-lowed by a friction plate and repeated this step until all the plates were installed.


SOURCE:Evil Engineering1-800-372-8612www.evil-engineering.com

18. Next, we installed the pressure plate, there are four styles to pick from, we went with the Twisted. Then depend-ing on the size of your engine, you’ll need six, eight, or nine springs. Six springs are recommended for 80ci up to 100ci, eight springs for 100ci to 145ci, and if you need a little more add the ninth spring.

19. Then we adjusted the clutch ad-juster screw and set the jam lock nut.

20. With the adjuster lock nut set if any fi ne adjustments are needed then we can do this at the cable.

21. The last thing was the clutch basket cover, it looks good without it, but this just helps keep your leg out of the springs when you come to a stop and put your foot down. There are 12 small 1/4 inch long screws that hold the cover in place.

22. There you have it, one Evil looking beltdrive. We like the look a lot and once we fi red the bike we could tell a difference in the drive noise being lower and after just a few miles on the bike the clutches felt like they could hold a Mac truck. I want to point out that due to the design of the HOT belt and pulley it would have been impossible to install this unit without the Spread-Her tool. The cool thing is we were told by the guys at Evil Engineering this tool could be used with any open beltdrive setup.

TECH


New Wheels, Better Look

Something as minor as adding a few new pieces of chrome can change the way you feel about your bike, and in some cases

make it feel like a new bike. Wheels are no exception; just swapping out the stock H-D wheels for new chrome ones in different sizes can change a bike’s look and attitude. We wanted to see how we’d feel about some new taller wheels and rotors for our stock looking ’04 Road King.

Enter Rampage Wheels of Ana-heim, California, and owner/operator Wendell Smith. Wendell began in the wheel industry more than 35 years ago when he owned Western Wheel Co. and Ultra Wheel Company. A few years ago Wendell was co-owner of Renegade wheels until he sold his share in early 2009. He then opened his own line of custom billet wheels called Rampage Wheels.

With the passion to build and make every piece here in the USA, Wendell has continued in the custom V-twin wheel market with a whole new line of Rampage wheels. With more than 20 different styles of wheels and matching rotors and pulleys, there is a style for everyone. Every wheel comes with a two-year chrome warranty. The warehouse is well stocked for fast delivery on every order; no three-to-six-week wait for a set of wheels. HB

7. Once the tires were mounted and bal-anced to the wheels, Wendell had the bike placed on the lift and the old wheels were removed. Before pulling the old wheels off the, adjuster cam was marked as a refer-ence point for the new wheel (arrow). This gives them a reference point when it comes time to adjust the belt.

6. We con-tacted the guys at Wheel Works in Garden Grove, California, for a set of Avon tires. Wendell installed the new Avon Venoms to the Sturgis wheels with the help of a little tire lube.

5. The fi nished rear Sturgis wheel was then ready for some tires.

4. Next, the pulley was installed and each bolt was torqued to 60 lb-ft. The same went for the front wheel with the only difference being the two brake rotors.

3. With the hubs assembled the rotor was installed, with thread-locker applied to each bolt.

2. To get started, Wendell pulled out a set of Sturgis wheels and started to as-semble the hubs. We wanted to stick with stock H-D hub sizes, which are his best sellers. Wendell then installed new bearings and a thrust sleeve into the two-piece hub.

1. With so many wheels to pick from, it was a hard choice. In the end we liked the clean look of the Sturgis wheel. We went with a 21x3.5 for the front and 18x5 for the rear, along with matching rotors and pulley.




SOURCE:Rampage Wheels (714) 447-0020 www.rampagewheels.com

Wheel Works (714) 530-6681www.wheel-works.com

Avon Tires Contact local dealerwww.avontyresusa.com

12. There you have it, our ’04 Road King rolling around on a new set of Rampage Sturgis wheels with new attitude. We’re sad to say that the rear wheel with match-ing pulley is covered by the saddlebags making it hard to see its beauty, but the front stands out.

11. Once the front wheel was lined up, the brake calipers were bolted back in place and the brake system was tested before the bike was pulled from the lift.

10. The 21-inch Sturgis wheel covered in Avon rubber was then installed. As soon as it was in place we could already see a difference in the bike. The same thing went for the front wheel, there was no need to adjust spacing since both wheels fi t perfectly.

9. Up front we went from a stock 16-inch wheel to a 21-inch wheel so there was a little clearance matter to tend to. On the FL fender, a bolt for the light and fender guard sticks out about an inch. This was removed with a small cutting wheel (arrow).

8. The rear wheel fi tment was perfect and there was no need to replace or adjust the spacer for wheel alignment. We wish we would have known this so we could have had a set of chrome spacers cut. Maybe next time.


SUSPENSIONBUYER’S GUIDE

$995The new Springer from Black Sunshine Customs measures 3 1/2-inches between the legs and 6 inches from the outside. Its legs are made from 1 1/4-inch Chromoly tubing and features pressed-in oil impregnated bushings in the rockers. You will need to run a spool front wheel with this frontend. Sizes are available from 2 inches under stock to 16 inches over stock. Black Sunshine Customs (217) 433-8745 www.blacksunshinecustom.com

$299.95With Burly’s Slammer Kit you get front and rear suspen-sion setups for one low price. Included are 10 1/2-inch shocks for the rear, and a drop-in spring kit that lowers the frontend without having to disassemble the fork. You simply remove the fork tube caps and drop in the new springs. Done and done!Burly Brand (888) 367-1871 | www.burlybrand.com

$1,649The Simplifi ed Air Suspension system from CCCS raises and low-ers your rearend with the push of a button. You can add air pres-sure to improve the ride in rough road conditions, and you can also adjust ride height during installation. Just mount it in your Softail or custom motorcycle, and you’re ready to go. Custom Cycle Control Systems (866) 438-2129 www.customcyclecontrols.com

$1,499Looking for an air ride system for your Touring Model Harley-David-son? The Alloy Art Air Over Gas Performance Shock Kits from Drag Specialties might be just what you’re looking for. You get two Bil-stein shocks with Firestone air bags, Alloy Art’s air compressor kit, custom wire harness with micro toggle switch, pressure gauge, all hardware/brackets, air lines, and complete installation instructions.Drag Specialties | www.dragspecialties.com



$1,499.95The kit includes a set of adjustable Showa Big Piston Front (BPF) forks and eliminates many of the internal components of a standard cartridge-type fork resulting in a lighter-weight front suspension. Also included is two Showa rear shock absorbers with 36mm pistons and piggy-back, nitrogen-charged reservoirs. Compression is adjusted with a knob on the reservoir, while rebound damping is adjusted with a thumb wheel on the lower clevis. The kit fi ts ’08-later Harley-Davidson XR1200 models. Harley-Davidson (800) 443-2153www.harley-davidson.com

$399.99Bagger wobble is frightening. Don’t be scared to ride fast anymore with Ultra Ride’s new system. The kit connects the powertrain to the frame by adding stabilizing links, allowing the drivetrain to move freely in a forward motion, and eliminating the feeling of it moving from side-to-side. It fi ts ’93-08 FLT models. J&P Cycles (800) 397-4844www.jpcycles.com

$1,955.50The Jon Doe single-spring frontend is available in narrow and mid glide applications in lengths of 2 inches under to 8 inches over. It includes a 3/4-inch axle and installation hardware. A headlight mount is also available. Johnny’s Custom Shop (956) 687-4256 | www.johnnyscustom.com

$4,856.59The Xtrm frontend is CNC machined with a manufacturing process that cuts billet aluminum with variable curving radiuses (3-D machining). The triple trees are 10.63 inches wide (center to center) and come with +5 degrees of built-in rake. They fi t most aftermarket and stock Softail frames, but a specifi c version is also available for V-rods.Eurocomponents (386) 236-1210 | www.eurocomponentsusa.com




CONTACT FOR PRICEPSI’s Air Dragger system combines a machined aluminum air chamber, velocity sensitive, multi-stage valving, and an internal progressive rate coil spring. The chrome shock bodies mount to all late-model Touring bikes and are powered by an optional compressor unit available separately that velcros into the back of a saddlebag. Also, you can adjust the ride height up to 2 inches on the fl y. Progressive Suspension (877) 690-7411www.progressivesuspension.com

CONTACT FOR PRICEThis frontend is a cartridge damping system that features progressively wound chrome silicone fork springs, a built-in lowering kit, concealed axle ends, all in true one-piece billet lower legs. It will fi t Softail, Dyna, V-Rod, and Sportster applications, and it’s available in black or chrome fi nish to accept the OE wheel, fender, brakes, and handlebar mounts. Storz Performance (805) 641-9540 | www.storzperf.com

$1,780.95Paughco’s Narrow Springer is available in lengths from stock to 20 inches over, and includes tapered oval rear legs, straight front legs, 3/4-inch forged steel rockers with composite bushings, and stems for use with 7/8-inch or 1-inch necks. The overall width of the Springer measures 7 inches and the inside width measures 5 inches. Paughco (775) 246-5738 | www.paughco.com

$1,250Made for ’86-99 Evo Softails, the Bleed Feed kit from Platinum Air Suspension allows you to control the ride height and rebound. It includes two air cylinders machined from 6061 T-6 billet aluminum, the rods and end caps are machined from stainless steel, a stainless steel splashguard complete with air-control valve assembly fastened to it, and a DOT approved 1/4-inch line and fi tting, plus switch harness, air compressor, hardware and line cutter.Platinum Air Suspension (562) 941-2451www.platinumairsuspension.com

nsion Evo BleedeedleBlo BEvo Eonn ionsin

ION

CONT

92 | Volume 41, No. 13 2009



CONTACT FOR PRICEThe Keino (Kay-No) Springer is made from Chromoly tuning in the legs, and features needle bearing rocker arms and a spherical bearing and brass bushing for smooth spring operation. The bottom tree has a provision for internal fork stop installation and can be used with a stock style inline top tree for a variety of bar setups. The bottom dimensions are the same as a 39mm narrow glide setup and the Springer comes in raw metal, chrome, or powdercoat fi nishes.

$419The True-Track is the original suspension stabilizer for Touring models and it prevents rear steer (bagger wobble). The new system was made to fi t ’09 H-D Touring models and it’s made of billet aluminum and comes with stainless steel mounting hardware and features a reinforced cross member bracket for stability. True-Track (818) 623-0697 | www.track-true.com

$298.94The Intiminator sits on top of your stock damper rod in your 39mm, 41mm, or 49mm fork tubes and forces the oil through high-quality defl ected discs found in top of the line shock absorbers. When the front tire hits a bump the inertia of that bump opens the inertia valve instantly, allowing for a faster response. It claims to increase stability, cornering ability, and smoothness over bumps. Ricor Racing Shocks (805) 896-0669 www.ricorshocks.com

STARTING AT $490For you Dyna owners that are thinking about getting some new shocks, give Suspension Technologies a shot with its new D-Tech lineup. Available in 11, 12, and 13-inch lengths, the shocks fi t 1991-2010 Harley Dynas. Each set of shocks are assembled by hand, feature adjustable preload, and come fi nished in your choice of black, chrome, or black and chrome. Suspension Technologies (813) 658-9354 www.suspensiontechnologies.com

N

94 | Volume 41, No. 13 2009

Keino Cycles (718) 858-5767 | www.keinocycles.com


Advertiser Index

AFFLICTION CLOTHING LLC . . . . . . . . . . . . .C4AMERICAN MOTORCYCLE DEALER . . . . . .95ASSET MARKETING SERVICES-DASHTRONICS . . . . . . . . . . . . . .35AUSTIN STEINER COVERS . . . . . . . . . . . . .69BAD DAD CUSTOM MOTORCYCLE FINI . . 100BADLANDS MOTORCYCLE PRODUCTS . . 97BAKER INC . . . . . . . . . . . . . . . . . . . . . . . . . . . .81BIG BOAR PRODUCTS . . . . . . . . . . . . . . . . . .96BIG CITY THUNDER . . . . . . . . . . . . . . . . . . . . 97BIKERSHADES.COM . . . . . . . . . . . . . . . . . .103BRADFORD EXCHANGE . . . . . . . . . . . . 31, 41BURLY BRAND . . . . . . . . . . . . . . . . . . . . . . . . . 77BUTTY BUDDY . . . . . . . . . . . . . . . . . . . . . . . . .48CAT LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99CELTIC CRAFT. . . . . . . . . . . . . . . . . . . . . . . . . . 93CLIMAX CYCLE CONTROL SYSTEMS . . . . 87CUSTOM PERFORMANCE LLC. . . . . . . . . . .85CUSTOM TOY COVERS . . . . . . . . . . . . . . . . .99D&L BILLIARDS CHRISTIES ENTERP . . . .99DAKOTA DIGITAL . . . . . . . . . . . . . . . . . . . . . . .C3DALLAS PRIDGEN . . . . . . . . . . . . . . . . . . . . .104DB SALES INC . . . . . . . . . . . . . . . . . . . . . . . .101DENNIS KIRK INC . . . . . . . . . . . . . . . . . . . . . . 17DIAMOND HEADS . . . . . . . . . . . . . . . . . . . . .104DRAG SPECIALTIES . . . . . . . . . . . . . . . . . . . .C2DRAGONFLY CYCLE CONCEPTS . . . . . . . . . 47ENVY CYCLE CREATIONS . . . . . . . . . . . . . .102EUROCOMPONENTS INC. . . . . . . . . . . . . . . 83EXOTIC CHOPPER . . . . . . . . . . . . . . . . . . . . .101EXOTX LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97EXTENZE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91FAST CO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102FIND IT NOW USA LLC . . . . . . . . . . . . . . . . . .96HARBOR FREIGHT TOOLS . . . . . . . . . . . . . .61HARLEY BOOTS . . . . . . . . . . . . . . . . . . . . 22, 23HEADWINDS . . . . . . . . . . . . . . . . . . . . . . . . . .100HEARTLAND USA . . . . . . . . . . . . . . . . . . 12, 13HELI MODIFIED . . . . . . . . . . . . . . . . . . . . . . . .99HILL COUNTRY CUSTOM CYCLES . . . . . . .85HOG TROUGH . . . . . . . . . . . . . . . . . . . . . . . .100HOWARDS HOG HORNS . . . . . . . . . . . . . . . .96HTP AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . 82ICON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 5IRON BRAID . . . . . . . . . . . . . . . . . . . . . . . . . .101J P CYCLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3JAYBRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49JOHNNY PAG MOTORCYCLES . . . . . . . . . . . 11LANDMARK MFG INC . . . . . . . . . . . . . . . . . .103LE PERA ENTERPRISES . . . . . . . . . . . . . . . . 26LINDBY CUSTOM INC . . . . . . . . . . . . . . . . . . . 67LIQUID EYEWEAR . . . . . . . . . . . . . . . . . . . . . .81MARLINS MOTORCYCLES . . . . . . . . . . . . . . .98MATT RISLEY INNOVATION LLC . . . . . . . . .98MC ADVANTAGES . . . . . . . . . . . . . . . . . . . . . .14MOTORCYCLE MECHANIC INST . . . . . . . . .15MUSTANG MOTORCYCLE PRODUCTS . . . 97NAMZ CUSTOM CYCLE PRODUCTS . . . . .103P H D PHARMACEUTICALS . . . . . . . . . . . . .104PERFORMANCE MACHINE . . . . . . . . . . . . . 8, 9PICKARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84PLATINUM AIR SUSPENSION . . . . . . . . . . .98PRO PAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16PROGRESSIVE SUSPENSION . . . . . . . . . .51PYTHON EXHAUST . . . . . . . . . . . . . . . . . . . . . 53RAMPAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 28, 29RC COMPONENTS . . . . . . . . . . . . . . . . . 18, 19RICH PRODUCTS CO . . . . . . . . . . . . . . . . . . . 93RUSS BROWN MOTORCYCLE ATTORNEY. . .25SCULPTURE CYCLES . . . . . . . . . . . . . . . . . .100STORZ PERFORMANCE INC . . . . . . . . . . . . 20SUMAX CYCLE PRODUCTS . . . . . . . . . . . . . 27TAILGUNNER EXHAUST . . . . . . . . . . . . . . . . 79THE HELMET SOURCE . . . . . . . . . . . . . . . .102VANCE & HINES . . . . . . . . . . . . . . . . . . . . . . . . 21WICKED IMAGE . . . . . . . . . . . . . . . . . . . . . . . .99XTREME MACHINE . . . . . . . . . . . . . . . . . . . . .50Z1R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59ZOOM CYCLE . . . . . . . . . . . . . . . . . . . . . . . . . .99


Statement of Ownership,Management, and Circulation

1. Publication Title: Hot Bike2. Publication Number: 8750-32123. Filing Date: 10/01/094. Issue Frequency: Monthly plus an extra issue in June5. Number of Issues Published Annually: 13 6. Annual Subscription Price: $25.95 7. Complete Mailing Address of Known Offi ce of Publication (Not printer) (Street, city, county, state, and ZIP+4): 261 Madison Ave., New York, NY 10016-2303. Contact Person: Brian Laboe. Telephone: 212.915.4182.8. Complete Mailing Address of Headquarters or General Business Offi ce of Publisher (Not printer): Source Interlink Media, LLC, 261 Madison Ave., New York, NY 10016-2303.9. Full Names and Complete Mailing Addresses of Publisher, Editor, and Managing Editor (Do not leave blank). Publisher (Name and complete mailing address): Sean Finley, 2570 East Cerritos Ave., Anaheim, CA 92806. Editor (Name and complete mailing address): Eric Ellis, 2570 East Cerritos Ave., Anaheim, CA 92806. Managing Editor (Name and complete mailing address): Nick Schultz, 2570 East Cerritos Ave., Anaheim, CA 92806.10. Owner (Do not leave blank. If the publication is owned by a corporation, give the name and address of the corporation immediately followed by the names and addresses of all stockholders owning or holding 1 percent or more of the total amount of stock. If not owned by a corporation, give the names and addresses of the individual owners. If owned by a partnership or other unincorporated fi rm, give its name and address as well as those of each individual owner. If the publication is published by a nonprofi t organization, give its name and address.) Full Name: Source Interlink Companies, Inc. Complete Mailing Address: 27500 Riverview Center Blvd., Bonita Springs, FL 34134-4431.11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other Securities. If none, check box --> None: Full Name: None. Complete Mailing Address.12. Tax Status (For completion by nonprofi t organizations authorized to mail at nonprofi t rate) (Check one) The purpose, function, and nonprofi t status of this organization and the exempt status for federal income tax purposes: Has Not Changed During Preceding 12 Months Has Changed During the Preceding 12 Months (Publisher must submit explanation of change with this statement).13. Publication Title: Hot Bike14. Issue Date for Circulation Data Below: Aug-0915. Extent and Nature of Circulation

16. Publication of Statement of Ownership: If the publication is a general publication, publication of this state ment is required. Will be

printed in the #13 v41 issue of this publication. 17. Signature and Title of Editor, Publisher, Business Manager,or Owner.Thomas SLater, VP Marketing. Date: 10/01/09 I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading infor mation on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fi nes and imprisonment) and/or civil sanctions (including civil penalties).

Average No. No. Copies of Copies Each Single Issue Issue During Published Preceding Nearest to 12 Months Filing Date

a. Total Number of Copies (Net press run) 157,733 154,173b. Paid Circulation (By Mail and Outside the Mail) (1) Mailed Outside-County Paid Subscriptions Stated on PS Form 3541. (Include paid distributions above nominal rate, advertiser’s proof copies, and exchange copies) 63,199 60,579 (2) Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distributions above nominal rate, advertiser’s proof copies, and exchange copies) 0 0 (3) Paid Distribution Outside the Mails including Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Paid Distribution Outside USPS 21,159 22,000 (4) Paid Distribution by Other Classes of Mail Through the USPS (e.g., First-Class Mail) 0 0c. Total Paid Distribution [Sum of 15b (1), (2), (3), and (4)] 84,358 82,579d. Free or Nominal Rate Distribution (By Mail and Outside the Mail) (1) Free or Nominal Rate Outside-County Copies included on PS Form 3541 2,702 3,546 (2) Free or Nominal Rate In-County Copies Included on PS Form 3541 0 0 (3) Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (e.g., First-Class Mail) 0 0 (4) Free or Nominal Rate Distribution Outside the Mail (Carriers of other means) 128 300e. Total Free or Nominal Rate Distribution [Sum of 15d (1), (2), (3), and (4)] 2,830 3,846f. Total Distribution (Sum of 15c and 15e) 87,188 86,425g. Copies not Distributed [See Instructions to Publishers #4 (page #3)] 70,544 67,748h. Total (Sum of 15f and 15g) 157,733 154,173i. Percent Paid (15c Divided by 15f times 100) 96.8% 95.5%

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www.hotbikeweb.com HOT BIKE | 103INK


READERS’ SHOWCASEATTENTION HOT BIKE READERS! We would like to start by asking you, the reader, to help us with your ride submissions. There is no shortage of Readers’ Rides coming across the editor’s desks; however, only about 1/4 of them can be used. The reason: bad photos, little or no info about the bike, and even worse, no contact info to get better photos or the needed bike specs. So before you put a stamp on that envelope or send out that e-mail, make sure that you have fi lled out the basics: Your name, phone number and/or e-mail, where you’re from. Then fi ll out a spec sheet—all you need to do is copy the info from the magazine: Motor, tran, frame, wheels, and so on. Last, a brief history about you and your bike. Now that you know exactly what we’re looking for, we can’t wait to see what you’re going to send in. Thanks!

Mike Thompson of Janesville, Wisconsin, fell in love with the H-D Night Train so in ’04 he rolled out of the dealer-ship with a new bike. Over the next two years, he kept the bike stock for the most part, but added a few pieces of chrome here and there, until he saw a Night Train at a Milwaukee bike rally almost identical to his but with a 200mm rear tire. That was it, the look he was after. But after looking at the cost to do all the work to his two-year-old bike, Mike started to look into a new bike. He went back to the dealer and found a ’06 Night Train already with a 200mm rear tire. Sold! He then spent the next two years adding new paint, Joker Machine pipes, H-D seat, stage-one air intake and Progressive Suspen-sion shocks. Mike is still in love with the bike and plans to change the wheels next.

Tim Small lives in Lansing, Michigan, and had been a Harley owner for years, but he hurt his back so he had to take some time off from riding. Tim needed something to do to pass the time as his back was healing, and he saw a story in HOT BIKE about Big Bear Choppers and how anyone can build a bike. Tim had never built a bike before and said he never really even changed his own oil before, so he felt this was the best way to get better and learn something. Over the next eight months doing little steps at a time, he learned a lot, Tim said, “nothing was easy and fi tment was a lot of work.” About the same time he fi nished the build and was ready to have it registered, Tim got the OK from the doc to ride. Good timing.

WORDS: ERNIE LOPEZ

Philip Simeonidis of Hamilton, Ontario, loves to travel. One of his trips to the United States got him his ’06 Street Glide. From that point on, every trip to the States was a reason to work on his bike. Philip needed to get tires so he also bought RC Components wheels at the same time. The same goes for the exhaust and louder speakers; with louder pipes he would need a louder radio--makes sense to him. Phillip’s next trip to the States is to Ohio to see the Rock & Roll Hall Of Fame. Can’t want to see what he gets on that trip.



READERS’ SHOWCASE

HOT BIKE (ISSN 8750-3212) Volume 41, No. 13 is published monthly plus an extra issue in June by Source Interlink Media, LLC., 261 Madison Avenue, 5th Floor, New York, NY 10016. Copyright © 2009 by Source Interlink Magazines, LLC. All Rights Reserved. Periodicals postage paid at New York, NY and additional mailing offices. Canada Post Publications Mail Agreement No. 40612608. Canada returns to be sent to: Bleuchip International, P.O. Box 25542, London, ON N6C 6B2 Canada. Single copy price is $4.99. SUBSCRIPTIONS: U.S. AND U.S. possessions $25.95 for 13 issues. Canadian orders add $13.00 per year (postage includes GST) and international orders add $26.00 per year (for surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Please send address changes to: HOT BIKE, P.O. Box 420235, Palm Coast, FL 32142-0235.

Jim Sharkey is not the fi rst guy that wanted a bike that was fast and handled like a race bike, but what bike should he get he asked? A good friend recom-mended a Dyna, so he got his hands on a used ’01 Dyna that needed a little work. Jim lives in Alberta, Canada so once the cold days started so did the work on the bike. He stripped the bike down to the frame and powdercoated it to match the newly paint-ed sheetmetal. The motor was also stripped down to the cases and pushed to 103ci. Once the bike was back together all Jim had to do was wait for the roads to dry up and start riding. He was glad he went with the Dyna; he said it handles like a race bike.

Andre Willis of Marstons Mills, Massachu-setts, purchased this ’89 Softail which had according to him, the ugliest paint he had ever seen. Knowing that as long as it ran well the paint was the last thing he worried about. After freshening up the topend, the sheetmetal was sent to Andre’s good friend Johnny at Blowsion Paint. Andre told Johnny that he wanted the paint to look nostalgic and have people unable to tell what year it was painted. He named the bike the “Thug Bike” because every time he is out for a ride he said it feels like he is getting beat up, but he looks good riding it.

Bob Davis of Ft. Myers, Florida was in the mar-ket for something really radical and he found it in a ’08 BBC Athena Pro-Street that was for sale at a local shop. Once he got the bike home he started changing things to make it his own. The BBC pipes were swapped out for a set of FMJ from Street Walker Customs. The trans was swapped for a Baker six-speed and the bike was painted black. The kind of black that is so deep that it looks like a mirror. At one of the local bike nights, Bob took First place and over-heard someone call the bike the Black Betty of the show. Bob liked the nickname so much, he now calls the bike the Black Betty Bam-Alam.



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