Continued From Page 4
BIKERNET HOT PRODUCT OF THE WEEK-STEVENSON’S CYCLE INTRODUCES SPLIT ROCKER BOX KIT FOR SHOVELHEADS–Wayne, MI-December 12, 2006-Stevenson’s Cycle announced today the launch of a new kit that allows for the replacement of the OEM style, Shovelhead rocker boxes with new, manufactured split rocker boxes. Before this kit, the rockers would need to be removed, welded, and machined to exacting specifications, a process that is both time consuming, expensive, and requires a great deal of knowledge.
Steve Broyles of Stevenson’s Cycle brings us these cool, Shovelhead split rocker boxes that fit all Shovelhead motors manufactured from 1966 to 1984 and all after market motors using the same type of rocker box. The kit will include brand new rocker boxes in raw metal form, with all the machined areas finished, and the exterior copper oil line kit. Once the finishing touches are put on, the boxes can be sent out to chrome, polish, or powder coat, or just left in rough form. This new kit is available exclusively through CCI and Jammer Cycle Products, Part #632910 and will retail for $599.95.
“This kit is a totally revolutionary way to modify your Shovelhead. I used to spend hourswelding and machining the old ones, and then manufacturing all the parts each time I split a set of rocker boxes for a custom built bike, so I decided to simplify the process to make it easier for people to do the job on their own. The Shovelhead is one of the coolest looking motors ever produced, and splitting the rocker boxes makes it look that much cooler. Now all those Shovel owners who were thinking about splitting their rocker boxes can actually do it themselves,” said Steve Broyles Sr.
Stevenson’s Cycle located in Wayne Michigan and is owned and operated by Steve Broyles Sr. and his son, Steve Broyles II. Steve Sr. has been repairing, building, and customizing motorcycles since 1969.
Stevenson’s Cycle is known in the V-twin industry for their extensive performance and engine work. The most noted example is “Switched,” a bike in which they place the front head and cylinder of a shovelhead motor on the rear and the rear head and cylinder on the front. In doing so Stevenson’s Cycle has created what is truly called one of the first, reverse flow V-Twin engines. In addition to “Switched,” Stevenson’s Cycle has received wide spread industry recognition for several other bikes and was the Grand Prize winner of the Biker-Penthouse Biker Build Off, which took place at Sturgis this summer. He has won several Easyriders bike shows and has been featured in Easyriders, Biker, V-Twin, The Horse Backstreet Choppers, and Freeway. For more information go to
SECOND HOT BIKERNET PRODUCT OF THE WEEK–Say Adios To Your Generator. Generator engines won’t know what hit them when they meet the new SpykeOneWire Alternator. This all-in-one unit smooths out the unpredictability ofa generator with an all-in-one combination of alternator and voltageregulator.
What makes the unit stand out is it’s easy-to-install single post, so nopolarization is required. Add on top of that a billet T6061 case, and you’vegot one wicked alternator setup that can take a mountain of abuse withoutflinching.
Models are available for engines with generators in four different finishesincluding raw, black, show polished and chrome. The OneWire charges at lowRPMs and will be available in high or low output amp models.
Contact Spyke, Inc. at 562-869-9333 or at
www.SpykeInc.comfor information on this product or any otherSpyke products.
Spyke, Inc.
11258 Regentview Ave.
Downey, CA 90241
Phone: 562.803.1700
Fax: 562.869.9323
www.spykeinc.com
CARB WANTS TO TEST MOTORCYCLES– The California Air Resources Board (CARB) has submitted a proposal to expand the state’s vehicle inspection and maintenance (I/M) program in part by subjecting high-mileage vehicles to annual inspections and including motorcycles for the first time. The CARB proposal was included in a draft state plan to achieve federal pollution standards.
CARB also intends to tighten new motorcycle exhaust and evaporative emissions standards by an additional 50 percent beginning with the 2013 model year. The Federal EPA used the current CARB standards as a basis for establishing stricter new emissions regulations that went into effect with the 2006 model year motorcycles with further reductions taking effect in 2010.
HOW TO BUILD A CHEAP CHOPPER–Custom bikes, choppers and bobbers in particular, don’t have to cost thirty thousand dollars. S chopper or bobber built at home can be had for less than five thousand dollars.
The key is the use of a donor bike for most of the components. How to Build A Cheap Chopper documents the construction of five inexpensive choppers and bobbers with complete start-to-finish photo sequences presented in full color.
Least expensive are the metric bikes – like the Honda and Kawasaki projects documented here. Next up, price wise, are bikes built using a Buell or Sportster as the donor. Check the sequence from Redneck Engineering or Motorcycle Works to see how quickly a Buell can be converted into a simple hardtail.
Most expensive, but still dammed cheap by comparison with most of today’s bikes, is the big twin chopper built in the shop of Dave Perewitz from carefully chosen aftermarket parts.
If you’re long on desire but short on cash, this is the book to buy. The first think you need to assemble that new chopper or bobber is this book – How To build A Cheap Chopper.
Cheap Chopper uses 144 pages and over 400 color images to completely explain each assembly. Available for $24.95 + $5.50 S&H from Wolfgang Publications
217 Second Street N.
Stillwater, MN 55082.
Order from the web at www.wolfpub.com or by phone at 651.275.9411.
SALT SHAKER TIME–I just finished putting the Sturgis Shovel gas tank back together. There’s something about that bike that constantly baffles me. I can’t do anything right the first time. Could it be me? I put it together three times before finally getting the bugs worked out. We had to machine spacers to lift the CCE dogbone risers. With the new tank bungs, vibration isolators the tank is slightly higher, so natch, it hit the risers. It’s better than ever and I machined a chunk of wild brass rod to replace the rusting springer caliber bracket anchor shaft. It’s cool.
So now I can shift back to making the Salt Shaker ride again. I’ve finished the left side of the bike. The BDL primary belt and clutch is back in place. The V-Bike Coils are back. The heim joints are locked down. Now I need to install the Mikuni carb and pipes. Foremost Powder Coating in Gardenia still has a couple of headlight parts. Just those few passes on the salt vibrated the rivets in the headlight bucket loose. They almost fell out. I brazed up the inside of the bucket and sent it to be flat black powdered.
I learned something recently. Under the correct conditions Loctite works and red Loctite can kick your ass. I sense that heat is involved. Some of our fasteners are weld tight, including the Lee Wimmer velocity stack, Allen lock studs. I’m soaking them with Yield, which generally loosens any locked fastener.
Here’s what’s coming to Bikernet. The Love Ride (Frank Kaisler) and the bike featured on the homepage (Tbear) should be launched tonight. I’m going to rough out another Bonneville 2007 Chapter with many of the items you ran into in the news today. We have a feature headed our way from New Zealand, fiction from India, and info on KIWI vintage parts. That’s just the tip of the iceberg.
Finally, I found a copy editor willing to work with me on the first “Chance Hogan” Book. The chapters are all posted in the Cantina, but we’re attempting to make sense out of them. This weekend will be wild. I’ll report on it later.
Ride Forever,
–Bandit
