Incredible. This is the shortest tech in history and partially because of the new product. Batteries are dirty, grubby, heavy, nasty bastards and they throw sparks when you least expect it.

About 10 years ago, the whole battery acid nastiness disappeared with the sealed batteries, a major step in the right direction. They kept improving and becoming more reliable, and then some mastermind started to develop lithium ion batteries.

For awhile, Matt Hotch and another industry designer scrambled to build a little dinky battery capable of spinning over any 124-inch stroker motor all day long. Those puppies were amazing.

I know Anti-Gravity batteries started to bring the technology to the general market, but now Biker’s Choice and Twin Power have taken the technology mainstream with a complete line of lithium ion batteries for stock application and we were fortunate to get our grubby hands on a new one for a test.

Here are the high points:

The most advanced high-power lithium iron phosphate battery technology from Twin Power.

Two-year warranty.

If you are not familiar with lithium ion technology, you need to read the benefits once more. It will take awhile to soak in. Imagine if someone handed you a flashlight battery and said, “This will crank your stroker motor all day long, and you can mount it anywhere, even upside down.”

Let’s look at the Twin Power cautions:

Do not short-circuit the battery terminals or reverse connect the terminals. Do not connect the battery with a power socket directly. Do not open or damage the battery case.

Although the battery is water-resistant, do not drop the battery into, or expose the battery to water like we did with our Anti-Gravity battery at Bonneville. We buried it with wet salt.

Avoid impacting, throwing, and twisting the battery. Keep the battery away from children or pets. Do not allow discharge below 12.8 volts (resting voltage). Do not allow charge voltage in excess of 14.8 volts. Please fully discharge before disposing the battery.

Charging:

Installation:

Okay, so Jeremiah jammed over, since he was beginning to experience problems with his stock Dyna battery. It was begining to act sluggish during charging.

I wanted to check his charging system before we installed the new battery. It’s a major bungle to replace a down battery with a new one before the system is right. You don’t want to damage a new battery with a faulty charging system, especially when it’s a breeze to check.

We pulled out Jeremiahs voltmeter and set it on 20 volts DC, and without the motor running we check across the battery terminals and it read about 12.4 volts. We started his monster and it jumped to 13.91 volts indicating a charge even at an idle. Then we revved the engine and it continued to rise to just over 14 volts. His charging system was fine.

I recommended we clean all the terminals, and especially ground terminals. Here are the Biker’s Choice installation instructions:

Check the battery voltage before installation. Make sure it’s above 12.8 volts. If not charge the battery.

Make sure your charging system is working properly. See, I told you.

Remove the original battery from your bike.

Follow your manual’s recommendations for battery installation.

Jeremiah’s Dyna was very straightforward. He removed one Phillips fastener under the battery box on the right side of his silver bullet. Then, with both hands on the cover, lower front and rear, he lifted slightly and pulled.

It took slight jiggling, but the cover is locked to two bungs on the top of the battery frame like a puzzle. You just lift and pull and off comes the cover.

Jeremiah, with a 10-point metric wrench loosened the ground strap and removed it. The circuit was then broken. Then he removed the front or positive strap and pulled them aside.

One more operation and the old battery, was free. He reached around the front of the battery following the rubberized strap. He pushed the end of the battery strap in toward the center of the bike and front. The rectangular metal loop slipped away from the battery frame hook and freed the bulky stock battery for removal.

This battery fit very snug in its factory case and must have weighed over 10 pounds. Actually, I weighed the stock battery and it came in at 15.6 pounds.

We pulled the new Twin Power battery from Biker’s Choice out of the box and it flew into our hands, feeling like it weighed just a few ounces. Amazing.

It fit into the case easily and Jeremiah reversed his operation with the rubber strap. Then he cleaned his wire ends and attached them with a Phillips screwdriver to the included fasteners, and then a 10 mm box end wrench. They should be torqued to 9-13 foot-pounds, so I bitched at Jeremiah to back off his heavy arm-twisting.

We noticed the hot lead protective boot caused us some issues. He loosened the fitting and pushed the boot out of harm’s way, and then retightened it.

He then attached the ground, and this time slipped his Dyna cover over the case nubs and lowered it into position. We checked the new battery for the appropriate amount of charge before installing it.

Finally, Jeremiah returned the Phillips screw to its rightful place and tightened it.

He replaced his Le Pera racy seat by hooking the front under the tank rear mount, and tightening the short Phillips fastener into the fender lug. Again, I had to warn him about over tightening. I would rather use a little blue Loctite and go easy on the fastener.

Jeremiah pointed out the fitting he uses to keep his batteries topped off. It’s directly connected to the battery for an easy connection with a Battery Tender.

The job was complete and his bike fired right to life.

Natch, he immediately peeled out. Something about a girl…

Later he called me. “That battery still trips me out, how light it is, 3.5 pounds. It even had a rubber pad on the bottom to enhance the grip. Installing the new battery due to its feather lightness and fit was effortless.”

He was and is impressed.

Sources:

Biker’s Choice

Le Pera

J&P

 

This continued with other parts as well. Some projects rolled out to other shops. They delivered the engine to Roger Lockwood, of Number 1 Cycles in Surprise, Arizona and became a 88-inch stroker with dual plug heads.

Powder coating was handled by Affordable Powder Coating in Phoenix, Arizona. The paint was carefully laid down by Robert Wayne of Wayne’s Flames

 

 

“I rolled into Broken Spoke camp ground where my parents were already camped and waiting, at about 8:30pm on Friday night the weekend before Sturgis officially starts. I think it was like July 29th? I can’t remember. I left Phoenix Wednesday morning, got there Friday night.”

Bike Name: Cinnamon Girl
Owner: Special Bob
City/State: Peoria, AZ
Fab. By: Sideshow’s Cycles & myself
Year: 2015
Model: Cinnamon Girl
Value: Priceless

Year: 1975
Model: shovelhead
Builder: #1 Cycles & Machines
Ignition: Dynatek
Displacement: 88 CI
Pistons: S&S
Heads: stock/ dual plugged
Carb: S&S super E
Cam: Andrews
Air Cleaner: re-pop Goodson
Exhaust: upsweep fishtails
Primary: Open Chain

Year: 1977
Make: Harley Ratchet Top
Shifting: Jockey

Year: 2015
Make: Kraft tech
Rake: 30 degrees
Stretch: 0 out

Type: ’70s Ironhead
Builder: stock/ Sideshow’s Cycles/ Myself
Extension: 2 +
Triple Trees: stock

Front Wheel: spoke
Size: 21”
Front Tire: avon speedmaster
Front Brake: Sideshow’s Cycles/ Myself
Rear Wheel: spoke
Size: 16”
Rear Tire: shinko bias ply
Rear Brake: 90’s softail/ Sideshow’s Cycles / myself

Painter: Wayne’s Flames/ Affordable powdercoat
Color: brass, brown, teal, gold flake, yellow
Type: one shot/ powdercoat
Graphics: Wayne’s Flames

Bars: Sideshow’s cycles/ myself
Risers: N/A
Hand Controls: Sideshow’s Cycles/ myself
Fuel Tanks: 70’s peanut tank
Front Fender: N/A
Rear Fender: 70’s triumph front fender
Seat: Haifley Bros.
Foot Controls: Sideshow’s Cycles/ myself
Mirrors: V-twin side mount
Oil Tank: Horseshoe/ Sideshow’s Cycles
Headlight: re-pop VW bug reverse lights
Taillight: Drag Specialties
Speedo: the cars around me

 

“Department of Public Safety Lt. Steven Schwartz, a 17-year department veteran, testified at the morning hearing that William and Morgan English wore patches that identified them as members of a group called Distorted. Another patch identified them as members of a support group for the Bandidos, which Schwartz said has been identified as a criminal street gang.

He said he thinks the Englishes were aware of the rift between the Cossacks and Bandidos and they were there that day as a show of support for the Bandidos.”

“Schwartz said they wore patches that said they support the Bandidos, so that tells him they are at least “somewhat involved in criminal activity.”

He said he saw nothing that day and has developed no subsequent evidence to show the Englishes are involved in criminal activity.” (see Waco Tribune)

 

“Going to the game? Undercover officers will be keeping an eye on Seahawks fans”
(Source: Q13 Fox TV)

Disturbingly, Lt. Schwartz also asserted during testimony that members of criminal street gangs cannot legally carry weapons. Tommy Witherspoon, covering the trial on Twitter, posted “Schwartz said membership in a criminal street gang prohibits one from having a legal concealed handgun license.” Remember, these individuals possess legal concealed carry permits and have passed extensive background checks. This is further proof of the attempt to disarm motorcycle clubs.

Almost every large organization has members that commit crimes. This is true of motorcycle clubs, law enforcement agencies, city councils, state legislatures, U.S. Congress, sports teams, churches, schools, fraternities, sororities, corporations, investment groups, nonprofits, many political groups, and just about every other large group or community. But the actions of the few do not define the whole group.

If mere membership or affiliation with an organization where someone else commits a crime is sufficient to establish probable cause for organized criminal activity and prohibit gun ownership, imagine the chilling effect that could have on not only motorcycle clubs but society at large. Fear of prosecution could deter membership in organizations across the board, particularly those critical of government and law enforcement abuse. Other progressive organizations for change, often in opposition to government abuse and policy, could find themselves any easy target for organized criminal activity prosecutions. It’s an effective method to dismantle a grassroots social or political movement.

Motorcycle clubs will be presumed criminal organizations and the rights of members will be severely restricted. It will be easier to arrest and prosecute club members. Club members with no criminal records will no longer be able to carry concealed weapons legally. Membership will be considered sufficient to establish reasonable suspicion and probable cause that a crime is occurring or will likely occur. It’s not a matter of if or when. This is happening now.

This threat should galvanize us to fight for legislative and judicial relief against discriminatory law enforcement targeting motorcycle clubs. Only through unification, organization, and political action can motorcycle clubs survive the current onslaught targeting our community. Everything from the trademarks of club patches to gun ownership are under attack. Clubs will either unite on common ground or many clubs will cease to exist.

David “Double D” Devereaux is the Spokesperson for the Washington State Confederation of Clubs and US Defenders, The Motorcycle Profiling Project, The Council of Clubs, and also works with the Confederation of Clubs and US Defenders at the national level. Contact: doubled@motorcycleprofilingproject.com, motorcycleprofilingproject.com

More Info at:
Waco Bikers And The Blackstone Ratio

In “Waco”
Hysteria and American Injustice

In “Waco”
Why All Americans Should Be Concerned About Waco

Bikers Met by Paramilitary Forces: Riding in California is Now Considered a Threat?

Waco Judge Rules Being in a Club is a Crime?

In Country Vets, False Accusations, Unethical “Journalism”.

The Aging Rebel
The LIE That Caused 177 Arrests in Waco
Virginia Police State: No Motorcycle Club is Safe.

Go to:
motorcycleprofilingproject profile on Facebook.

Profiling_Ends profile on Twitter

View UC4dv0FCrFO4Fx55c1LXPpRQ’s profile on YouTube

 

CHRISTIAN UNITY OFFERS SHIELD OF FAITH TO WACO VICTIMS

Denise shares some of the contact info for Louie so he can make two separate stops before he heads back to Conroe. One person he will meet up with is Drama, from nearby Mart. Sandra (Drama) Lynch is the Legislative Strike Force State Co-Director of the US Defenders; a part of NCOM. She was one of four women that was detained and released with a large leg monitor on her ankle, usually reserved for dangerous criminals like sex offenders and murderers. Because she is not allowed to speak to any of the members of the motorcycle group she belongs to, she has made phone contact with a friend of relatives. They will then go through an intermediary to get the much needed assistance to members who had also been detained. Louie gives her $700 in gas and grocery cards, gives Drama a hug and moves on to his last stop.

Denise Nobs
Executive Coordinator
NCOM Christian Unity
ncom.christianunity@gmail.com

This has been a very strange weather pattern year for the Bonneville Salt Flats. One day, it can be a mess and three days later, it’s ready to race. I spoke to Bill Woods yesterday and the salt has been under constant investigation. It rained again last Friday (August 14), and yesterday the team members studied the salt conditions. “We only have access to one track, and no dry pit areas,” Bill said.

That was interesting news, since two of our bikes weren’t ready to rock, but Ray C. Wheeler’s 5-Ball rocket, the turbo-charged S&S 124-incher, with Hayabusa suspension was tuned and itching to smell the salt at 200 mph. As a team we were poised to support Mr. Wheeler with crew, riders, tools, you name it. Then the rain came.

I spoke to Lee Clemens about the replacement engine for the Bonne Belle 1040 45 flathead, and his vintage engine builder decided to retire. Departure Bike Works is a mainstay in Richmond, Virginia. It’s been a family-owned and operated enterprise for about 40 years. It survived the economic downturn and constant financial fluctuations in our society, plus the Internet, which brings up a story.

The Internet is cool, but it doesn’t come close to replacing the veteran independent shop for knowledge and experience. If you have a shop like this in your area support it. Lee built numerous award-winning custom motorcycles over the years, thousands of performance engines, and ran a winning pro-stock drag team for 25 years. He knows his shit, and where to put it, what special tools are needed, and what other parts will be required to get the job done.

Bottom line, our little modified 45 engine wasn’t ready for installation. Lee is installing a Sportster bottom end, including Timken bearings in the left case. The pinion shaft into the right case must be modified. We will install larger valves. Then he has a plan for the oil pump to install late-model gears for enhanced scavenging. We consulted with Duncan Keller on the oil pump, and will make a spacer block to expand the oil pump.

I’ve been trying to reach Kent Weeks, from Lucky Devil Metal Works in Houston Texas, another amazing talent in out industry, and a one-man show who is about to start bending tubing and making our Salt Torpedo frame.

These hard-working, knowledgeable guys, represent bike shops and small business, the backbone of American enterprise. Here are my two stories regarding the Internet and Wal-Mart. The Internet is cool, but it doesn’t compare to walking in a shop and asking questions about a product you need. It doesn’t come close. If you need to spend an extra five bucks to buy at the local shop, look at the product, feel it, get a review, and all you need to know about installation, it is worth bundles of cash.

Here’s my quick Wal-Mart story. I flew to Alaska to be in a wedding. We rented a van and blasted directly to Wal-Mart. I can still visualize the mall on the outskirts of town. We bought booze, food, salmon fishing gear, our licenses, you name it. When I got home I read about how Wal-Mart destroys small business, and I slapped myself. I ignored every small business in town for the cheap convenience of Wal-Mart. I swore, no more Wal-Mart ever.

Speaking of small businesses, I’m working with the Atomic Dice terrorist family organization on several levels. First, we developed our Salt Torpedo redheaded mascot for our trike Bonneville effort. Then we decided to use the same team on a concept drawing. It’s difficult to explain the first trike streamliner and belly tanks. Only the old school are familiar with belly tanks from WWII and how they became low-buck hot rods packed with flathead V-8s.

Mr. Atomic got it immediately and started to sketch his notions. We also faced an issue with the pilot illustration, as you will see. The Atomic Dice is the master of monsters.

In fact the Emperor of 5-Ball Racing Marketing, Prince Najar from Nepal, hired Mr. Atomic to be on standby to paint on our 5-Ball Leathers for customers. In fact, this deal leads to the following announcement:

Team,

Info from the Atomic Dice family!

The company approached us as artists because they heard about our involvement with painting leather jackets for 5-Ball. We have a PPG tour set up for the 27th at 3:00 p.m. and we will be doing a sample test piece at their location on a car seat.

The possibilities for this paint are very exciting and can translate from leather jackets to motorcycle seats and so on. They feel they can sponsor us as artists and supply the paint for us in exchange for YouTube videos endorsing their paint.

Deal!!! I spoke with my queen and she agreed! The challenge with painting these monsters is keeping them fresh and new but still sticking to the rules of lowbrow monsterdom.

I feel I pulled Salty one off. This may be one of my last with the colored pencil. I use Bristol and can easily now get some beautiful effects and colors with the airbrush. We have three daughters and as I type this, I am at cheerleader practice.

We need road time with bikes, and adults!! My little pony gets to me after a while!! We just keep striving forward and pushing on, bigger, better, and more importantly extra fun!!!

Together, with the talented Mr. Atomic and the Queen behind him, we completed the Salt Torpedo concept drawing. Now, we just need to complete the trike and go racing.

We are also trying to find a FIM trike rulebook. We need to follow the rules or die trying. Lee is also working on a vintage H-D Sprint for the salt. If it all comes together, we will have a major line-up for 2016. Hang on for more reports.

Sources:
JIMS Machine

Lucky Devil Metal Works

Atomic Dice

5-Ball Racing Leathers

This is a straight forward tech with just a few twists and turns, girls, quirks and sidebars. You would think forward control installation a breeze, and in this case it was, but not always.

GMA has designed what we believe to be by far the most streamlined forward controls, taking customizing to the ultimate level. The unique design and features make our controls a must for any stock or custom application. We manufacture our controls with the utmost care for quality and fit.
Offered in polished, chrome and black finish.

“These went on like a glove immediately,” Terry the Tramps said. Terry is a virtual icon in this industry. He was the International President of the Vagos for 27 years, and he built bikes from the beginning. Hell I wrote a book about his life and the tumultuous history of the Vagos.

What a life he lived and lives, and he’s still building bikes. We recently covered his Evo engine rebuilt with S&S. And recently he’s wrapping up this Softail. “It looks almost stock,” Terry said. The GMA came with fasteners and slipped right into place. The brakes were a breeze to bleed and adjust. Plus, the pedal is adjustable, comfortable, and strong.” He attached the GMA unit to a stock rear Fatboy brake without a problem.

As with all BDL/GMA components these top-of-the-line, fully adjustable forward controls are precision machined from the finest quality T6061 billet aluminum for precise fit and superior performance. GMA offers the controls in a banded round style or flat surface with non-skid rubber inserts. Each offers unhampered operation thanks to tight tolerance fit and use of Oilite bushings throughout.

While those shown are designed for 1986-1999 Softail machines they are compatible with other stock models as well as a wide variety of custom chassis. Finishes available include Chrome and hi-luster polish.

Although these were forward controls they did not require a longer shift linkage, and the GMA product gave them the flexibility to adjust the pedal and linkage position for the best operations. “I’m still going to adjust the shift linkage more once the bike is wired and we start to ride it,” Terry added.

“We have made another update to the forward controls,” said Scott “Scruff” Murley. “First we updated shifter side to a splined shift shaft, Shift arm “shorter of the two” and shift cam. We updated the brake side to an adjustable brake actuator to give the customer more adjustability for rear brake lever position.”

Suggested retail is $550.00 and they can be purchased from BDL dealers worldwide, on line at www.beltdrives.com or call direct to 714-693-1313

GMA-FC-RFK
GMA-FC

This kit will convert your Pre-2015 GMA FC-100 or 200 Forward control foot shift shaft assembly into the new splined shift shaft design. Eliminating
the old “D” shift shaft, cam & shifter arm.

100 or 200 Retro Fit Kit available in -B (Black) -C (Chrome) or -P (Polished)

Read all instructions before you begin: 

First you will need to have a drill or drill press, A
13/16-inch or .8125 drill bit, Red & Blue Thread
Locker of some sort, assembly lube, an Arbor press and your basic hand tools.

1. Support motorcycle on Safe and Secure jack or stand, Secure and Safe enough for you to remove
the left side forward control assembly and kickstand assembly.

2. Remove shifter linkage from shift arm

3. Remove kick stand assembly,and left front foot peg, and safely set aside.

4. Remove left side GMA-FC100 forward control assembly from left side of motorcycle for disassembly. Or you may choose to do most of the following disassembly while left side forward is still mounted to motorcycle.

5. Remove the foot shift arm beauty cap “unscrews” standard thread, from foot shifter lever, and safely set aside.

6. Remove the (3) Allen screws “SHCS” and
the foot shift lever, and safely set aside.

7. Loosen the (2) set screws, (1) from the shifter cam and (1) from the shifter arm.

8. Remove the shift arm and shift cam along with both thrust washers. Remove the”D” shift shaft from forward control mounting plate. You will not reuse the D pin.

Remove mounting plate at this time, If still
mounted to motorcycle frame.

9. Carefully press out the shift shaft bushing from the forward control mounting plate, You will not reuse bushing.

10. With an 13/16-inch /.8125 drill bit and drill press or drill enlarge current bushing hole to accept new shift shaft bushing. Measure supplied bushing and drill bit to verify that the drill will not drill too large of a hole, Deburr hole after drilling.

11.Press new supplied bushing into newly enlarged hole, You may use red or green thread locker to
retain bushing if bushing fits loosely in new hole.

12. Apply red thread locker to splines on the longer side of new splined shift shaft, and insert the long
splined side of new shift shaft into new splined shift cam leaving approximately 1/16-inch gap from
being flush.

Recessed 1/16-inch from drilled and taped face of new shift shaft cam. You made need to use an Arbor press to position splined shaft into new splined shift cam.

13. Remount shift side forward control mounting plate to the motorcycle, using red thread locker for
mounting bolts to frame and torque to spec. 25
-30 FT.LBS.

14. Apply a light coat of assembly lube to the thrust washer and thrust washer counter bore
in new shift shaft cam, and insert assembly into
the new bushing in the forward control mounting plate.

15. Apply a thin coat of assembly lube to the second thrust washer, and counter bore of shift arm.

16. Reinstall front foot peg assembly.

17.Apply a blue thread locker to the shift arm pinch bolt and insert into shift arm. Index foot shift lever
to desired height and install shift arm onto open end of splined shift shaft, with thrust washer facing in towards the mounting plate.

Raise shift linkage to verify foot shifter height and shift linkage connection. Readjust shift arm on splines as needed to foot shifter desired height. Pinch or clamp shift cam and shift
arm to desired ease of foot shifter movement, “small speed clamp works fine for this.”

Verify that bushings are still seated in
counter bores.

18. Torque pinch bolt spec. 16-20 FT.LBS.

19. Reinstall kickstand assembly and spring, Torque to spec. for your kickstand hardware.

20. Verify that all work is correct and complete, and has been tightened to correct torque specifications.

21. Lower motorcycle onto ground and test shifter height is correct for your riding comfort, Recheck all work. Let the thread locker cure as per thread locker manufacturers time limits, usually 24 hours
before you ride motorcycle.

Belt Drives Ltd. for assistance you can E
-Mail: tech@beltdrives.com

 If a picture is worth a thousand words, then the stories told through the work of motorcycle photographer Michael Lichter could fill an entire library. The striking images produced by this renowned artist over a career spanning five decades have given society at large an authentic look into the world of motorcycles and the culture and events that surround them. Lichter’s passion for motorcycle photography has taken him to biker gatherings all over the world, but the event that’s nearest and dearest to his heart is the Sturgis Motorcycle Rally. His fondness for the event has shaped him into a virtual one-man Chamber of Commerce for the City of Sturgis, the Sturgis Motorcycle Rally and the Black Hills of South Dakota as a whole.

Many moto-photographers initially develop a love for riding and then start capturing the experience, but not Lichter; his first love was always photography. His fascination with the medium started as a child spent countless hours looking at photography exhibits at the Museum of Modern Art. At age 12, his father sent him to an art camp over summer vacation, supplying him with a WWII vintage Penticon. The burgeoning young artist loved his experience so much that he began amassing equipment and turned his parents’ laundry room into a bona fide dark room. Lichter then graduated high school early and went to a self-directed work camp that allowed him to shoot alongside other photographers. It was an experience that set in motion a series of events that would develop into a lifelong career behind the lens.

 

In the late ‘70s, Lichter began shooting in Sturgis during the rally, capturing the tumultuous time that would become the final years of rally events and camping in Sturgis City Park. He submitted 10 photos to Easyriders Magazine in 1979 and was dismayed when the publication only selected three to print. One of these photos was Lichter’s most iconic, titled “Early Morning.”

The following year Lichter met some people from Easyriders in Sturgis City Park, and they encouraged him to submit photos to the publication. When he explained the poor reception his last batch of submissions had received, they assured him he should be happy to have any photos accepted, and they asked he send more. By the following September and October, Lichter was doing stories for Easyriders in Kansas, Nebraska and Colorado; the next summer, editor Keith Ball put him on assignment for the publication in Sturgis.

When Lichter began shooting for Easyriders, only a handful of bikers attended the event in comparison to the party today. As the largest newsstand selling motorcycling magazine, the publication brought Lichter’s captivating imagery from this emerging event to an enormous circulation of 550,000. As Lichter continued to provide photos for Easyriders, the Sturgis Rally grew exponentially. His portrayal of the event suddenly made Sturgis the event that every biker had to have on their bucket list, and as rally attendance increased, so did Lichter’s potential to capture all of the activity and character surrounding it.

 

Behind Lichter’s attention to detail and his understanding of composition was an uncanny ability to form relationships with his subjects. He used his eyes to ask for permission to shoot, and the relationship this created opened people up and made them comfortable. Soon Lichter’s subjects forgot he was even there, allowing him to grab very authentic, natural images.

 

The advent of social media worked to further elevate Lichter’s portrait of the Sturgis Motorcycle Rally. People started to recognize his name and face, which allowed him to forge stronger relationships with his subjects and have new doors opened for him and his work. Rides started being organized around his name, and exhibition halls began requesting to showcase his work. At each event, Lichter gushed over the Sturgis experience to anyone within earshot. His influence brought international builders and corporate CEOs to the event for the first time. All it took was for Lichter to sell them on the idea once; the experience once they arrived would make them all become repeat guests.

 

After nearly 40 years of photographing the Sturgis Motorcycle Rally, Michael Lichter still continues to capture some of the event’s most breathtaking shots, and he displays many of them annually at the Buffalo Chip’s Russ Brown Events Center for an exhibit he curates, Motorcycles As Art. In addition to assignments for Easyriders and motorcycle OEMs, he continues to shoot for himself–reacting to whatever is happening in the environment around him and capturing unforgettable moments that will help spread the good word about Sturgis.

He’s been ‘The Dude,’ ’Jungle Jim,’ ’The Main Event,’ and ‘Custom Chucky P’ in his stellar career as a professional wrestler but Chuck Palumbo is fast becoming well known under his real name as a custom motorcycle builder and co star [with Rick Dore] of ‘Rusted Development’- formerly known as ‘Lords Of The Car Hoards.’

The 6-foot 5-inch hulk, a true gentle giant, has worked his way up through the ranks of the WCW, the WWF, and the WWE but pro wrestling, has always been a means to an end for the man (see the WWE story below). Chuck’s eye was always on another prize: owning his own custom bike shop. The bug bit him early when he and his dad wrenched a little rigid mini bike. Chuck was four. His first serious bike build kicked off in 1990.

Before wrestling fame Chuck was a Navy aviation fabricator working in structural mechanics and executing sheet metal and fuselage repairs; riveting and TIG welding. Then came auto body painting. All this activity obviously put Chuck in a perfect position to one day found Chuck Palumbo Customs.

The first creations Chuck turned out were home garage-built affairs. The blue and white rigid Shovel featured here is an example of what one can do with a garage-build according to Chuck.

It was simple and stripped down for the times-2006, and Chuck felt he was working a bit ahead of the curve with a machine that bucked the trend of heavier and more ostentatious customs in vogue at the time.

Bike # 2 rolled out soon after, the white with black accents chopper pictured here. The 2008 built for Dave Bautista, a pro wrestler friend and actor.

This chop featured an S&S 113-inch motor in a custom frame, and rare for Palumbo, a 280mm rear tire. The Fatback look contained characteristic CPC details like the custom silver leaf logo personalized for Bautista.

Another red and black beauty in our gallery, Chuck built for his fellow wrestler Ray Mysterio, also around 2008. Chuck describes it as a ‘Low Rider Mexican Bicycle Style’ creation.

Check out the taffy-like bends in the metal work echoing the twisted steering wheels found in many low rider cockpits.

The last bike in the set of pictures is a current build and an upcoming feature in American Iron. It’s Chuck’s first ‘for me’ motorcycle. The look and function has morphed over time, as he was able to work on it in his spare time. Ape hangers in? Ape hangers out? Custom ponderings occurred as Chuck’s thoughts progressed. Be sure to check out the subtle changes in tone in the black on black paint scheme, another excellent touch by CPC.

As to influences, Chuck wants to tip his welder’s cap to a pioneer of reality TV, our old acquaintance the much-discussed Jesse James. Lots of connections surfaced. Bandit worked with Jesse on his Bikernet Touring Chopper and recommended Jesse for his first Discovery opportunity. Palumbo felt Jesse paved the way for tradesmen, welders, and metal fabricators to have their day in the spotlight.

The Rusted Development Discovery Channel show debuts its second season early this September. And a marathon of the first season will also appear, for those who want to catch up on the action. The series runs in 200 countries (see Rusting story below). Chuck feels the show is not just about re-purposing automobiles but something else, “It’s about helping people.”

In the background we see Chuck working on several vintage Japanese race bikes for a future reveal. He’s never one to sit still, Mr. Palumbo.

About Rusted Development

Hidden just out of sight in backyards and garages across the country are vast treasure troves of an Americana relic — classic cars. Custom car guru, Rick Dore and WWE superstar Chuck Palumbo are back to rebuild legendary cars and transform lives in the return of RUSTED DEVELOPMENT (fka Lords of the Car Hoards) to premiere on Discovery Channel Monday, September 7 at 10 PM/ET.

Dore, a classic car legend known for his vivid imagination, has been in the custom car building game for decades. A member of numerous automotive halls of fame, the recipient of three top awards at the 2014 Grand National Roadster Show (where he debuted The Aquarius, which he built for James Hetfield of Metallica), his one-of-a-kind creations regularly grace the covers of hot rod magazines. Palumbo, the 6’6″ athlete and wrestling superstar holds many world-wrestling titles, including two WWE Tag team titles and four WCW World Tag Team titles. He left WWE in 2008 to pursue his passion for cars and motorcycles.

Chuck’s Wrestling Career

By Bobby Melok, WWE.com

World Tag Team Champion, motorcycle builder, gym owner, musician. There isn’t too much that former WWE Superstar Chuck Palumbo hasn’t done. But long before he locked up with Hulk Hogan or built custom bikes for Rey Mysterio, Palumbo was struggling just to get by.

His story begins in West Warwick, R.I., where he was an all-state high school basketball player whose sports career was hampered by a rough upbringing.

“I was living on my own at 17,” Palumbo explained. “I didn’t have the discipline to go to [college].”

Instead, he enlisted in the Navy, serving four years on the flight deck of the USS Carl Vinton, which docked in San Diego, the town he now calls home. Palumbo did several tours in the Persian Gulf, which he credits to setting him straight.

“I don’t want to sound like a recruiting commercial, but the Navy got me on the right path as far as getting more organized and more disciplined,” he said.

He went back to school after finishing up his service, eventually earning a basketball scholarship to Central Missouri State University. It was during this time that Palumbo made a decision that would change his life. It all started when he was watching WCW on television.

“They had a guy named Lodi, who was holding up a sign in the audience that said ‘Do you want to wrestle?’ and had a number on it,” he explained.

“I was going to write it down but didn’t. The second time, I saw the sign and called the number.”

Palumbo’s decision to head down to Atlanta and enroll in WCW’s infamous Power Plant was a snap one, which he readily admitted.

“I knew nobody in the business, I knew nothing about the business, but I watched it on TV two times,” he joked. “The decision was that quick.”

Palumbo went down to Atlanta, not knowing what was in store for him at WCW’s training facility. Nothing could have prepared him for what head trainer Buddy Lee Parker and his staff had prepared.

“The whole place was a weeding out process,” Palumbo said. “It was really, really hardcore. You had 30 guys a month trying out and no one ever made it through.

“The first day was calisthenics to the extreme. Squatting until people are throwing up, people were actually losing control of their bodily functions, no exaggeration.”

The 6-foot-9 athlete was one of the few to make it through the rigorous tryout and into the regular program. He trained for about eight months at the Power Plant before WCW sent him overseas to New Japan Pro Wrestling to further hone his craft.

Upon returning from the Far East, he made his debut on WCW Saturday Night in 1998 as a young upstart wearing leopard-print trunks. He didn’t have much of a character at the point, but the tights were a tribute to a WWE Legend he admired.

“I always thought Jimmy Snuka was cool, those reminded me of him,” he explained.

Palumbo plugged away on Saturday Night, gaining experience in front of live crowds until early 2000, when he would put away the Snuka tribute trunks and put on the tights of another legend: Lex Luger. The rookie made a major impact in WCW when he blindsided “The Total Package” at Slamboree 2000, while wearing ring gear similar to the former World Champion’s. (WATCH PALUMBO’S NITRO DEBUT)

After battling Luger, Palumbo joined forces with several other young upstarts, including Sean O’Haire and Johnny Stamboli, to form the Natural Born Thrillers. The group set out to make a mark on WCW and aimed high, gunning for veterans like “Mr. Wonderful” Paul Orndorff. Though they were trying to take out the old timers, Palumbo remembered several experienced warriors going out of their way to help the rookies.

“At that time in WCW, a lot of the veterans didn’t want to work with the young kids coming in,” he said. “Here I am working with Kevin Nash and Scott Steiner, guys who had been around a long time and were at the top of their game. It was a pleasure working with them. They were real cool about it, super helpful.”

Palumbo was heating up in WCW as 2001 began. He and O’Haire defeated Nash and Diamond Dallas Page for the WCW Tag Team Titles in January (WATCH). Their Thriller comrades got jealous of the pair’s success and booted them out of the group. That may have been the spark the two needed, as the hard-hitting Palumbo and high-flying O’Haire tore through the tag team division, growing in popularity by the day.

Before they could reach their apex however, the sports-entertainment industry changed forever. WWE purchased WCW in March 2001, leaving many WCW stars wondering what their future would hold. The mood in the locker room was somber, according to Palumbo.

“I think people were bummed for the most part,” he said. “For a company that was so big and so dominating and so successful to dwindle down to closing was sad.”

Though many WCW competitors’ futures were up in the air, Palumbo soon found out that he would be part of the group coming over to WWE. But when he finally joined WWE on the road as part of the invading WCW/ECW Alliance in summer 2001, Palumbo didn’t quite get the welcome he expected.

“I was thinking we’ll come over and they’ll be glad to have us all,” he said. “Not all, but most of [the WWE Superstars] were like, ‘Whoa, this is our company, you have to prove yourself.’ ”

Palumbo, still a youngster in the wrestling industry, worked hard to show the WWE talent he belonged. Several veterans took notice.

“I was very fortunate to work with guys like Mr. Perfect, Billy Gunn and Ron Simmons, guys who had been around a long time,” Palumbo told WWEClassics.com. “Those guys, in particular, were very good to me as far as giving me guidance.”

Some of Palumbo’s WCW co-workers, however, didn’t fit in quite as nicely.

“We had some guys in WCW who were spoiled with the working conditions and very light schedule,” he explained. “When you come over [to WWE], they’re a strong believer in Live Events, having guys out on the road. Once you get into that routine and you can prove that you deserve to be there, everything’s cool.”

After the Invasion ended, Palumbo found himself without direction, when a makeshift pairing with multi-time World Tag Team Champion Billy Gunn turned into something much bigger.

“I think it was just an idea that Sgt. Slaughter had,” he said. “He was joking around about it, ‘Let’s have these guys with platinum blond hair and robes’ in one of Mr. McMahon’s meetings before the show and it happened that quick.”

The infamous duo known as Billy and Chuck was born. Palumbo dyed his hair to match Gunn’s, the pair got identical headbands with their names emblazoned on them and the rest was history. The fashion-conscious duo, guided by their stylist, Rico, dominated the tag team scene for most of 2002, winning the World Tag Team Titles on two occasions (WATCH), even taking on American hero Hulk Hogan and Edge on the Independence Day edition of SmackDown. (WATCH)

“We had a blast,” Palumbo said of his team with Gunn. “It started out as a joke and turned into this big thing.”

After the partnership with Gunn ended, Palumbo joined up with Johnny Stamboli and Nunzio, The Full Blooded Italians, before he was released in November 2004.

He competed in promotions around the world, including All Japan Pro Wrestling for several years before he was contacted by WWE again in 2007 to see if he had any interest in returning. After finishing up his commitments in Japan and Mexico, Palumbo headed right to a WWE SmackDown taping, competed against Rob Van Dam and was offered a deal to return, which he accepted. Now, he needed a way to get noticed after several years away. Palumbo knew just what to do.

“At the time, I was building motorcycles in my garage as a hobby. I’d grown up around them,” Palumbo said. “I just had a cover feature in American Iron Magazine. So I showed Mr. McMahon and asked ‘What do you think about me just being myself?’ He loved it.”

So Palumbo went full-throttle onto Friday nights, riding one of his custom motorcycles to the ring before unleashing his bruising blows on opponents. (WATCH) For Palumbo, being able to be himself was a welcome change.

The motorcycle-riding brawler soon struck up a romance with Michelle McCool, which led to a rivalry with Jamie Noble, who was trying to woo the Diva, as well. After their battles died down, Palumbo was sidelined by a shoulder injury. While rehabbing, he was let go by WWE, more or less ending Palumbo’s career as a full-time grappler.

“I didn’t really stop wrestling, but I took some time off and never picked up full speed again,” he said. “I wrestle once in a great while, to have a little fun, travel and see the boys.”

During his free moments, Palumbo enjoys spending time with his 15-year-old daughter, Charli, a varsity volleyball player, and his girlfriend Laura, who he calls his biggest supporter.

“None of this stuff would happen without her,” he said.

But just because Palumbo is no longer wrestling doesn’t mean he isn’t busy. These days, Palumbo can be found rocking out on guitar and backing vocals with his band, 3 Spoke Wheel (VISIT THE BAND’S FACEBOOK). Strangely enough, the former Superstar hadn’t even played guitar until 2008.

“When I came out of [shoulder] surgery, I decided I was going to play,” he said. “I don’t know where it came from, but I picked up a guitar and started taking lessons immediately. I haven’t put it down since.”

Palumbo cites rock legends Billy Gibbons of ZZ Top, Buddy Guy, BB King and Leslie West of Mountain among his biggest influences as a guitarist. That can be heard in the music of 3 Spoke Wheel, which specialized in classic rock and blues. (CURRENT PHOTOS)

They’re looking forward to playing at Count’s Vamp’d in Las Vegas as part of Las Vegas BikeFest on Sept. 27. Palumbo will also be taking part in the World’s Strongest Biker Competition on Sept. 28.

Outside of his band, Palumbo’s also built up several businesses in the past four years, including one he started up while last was with WWE. His passion for putting together motorcycles was noticed by his fellow Superstars, who asked Palumbo if he’d build them bikes. It started with former World Heavyweight Champion Batista. Then, Rey Mysterio and Chavo Guerrero asked Palumbo to create motorcycles for them. With very satisfied Superstars among his clientele, word of Palumbo’s prowess in the garage spread, leading him to turn his hobby into a business.

“When I got released, I had some time, so I decided to open up a shop,” he told WWEClassics.com.

CP Kustoms went into business, and following some magazine features, orders started piling in. (CHECK OUT CP KUSTOMS ONLINE)

“It’s been four years, almost five, and I’ve been slammed,” Palumbo exclaimed.

Palumbo’s love for customizing motorcycles and cars has brought him back onto television, as the host of “Lords of The Car Hoards,” a show on Discovery where he and a team of customizers dig through scrap heaps to find hot rods worth rebuilding.

He also spun off the motorcycle theme into another venture, Chuck Palumbo’s Garage Gym, a core fitness facility in El Cajon, Calif. He’s adapted the fitness knowledge he gained over his years in sports-entertainment and adapted them to the cross-fit style of training. (VISIT THE GYM’S WEBSITE)

“Back in the day, we trained with heavy weights and did cardio and those were two separate things,” Palumbo explained. “Now people are realizing with core fitness that you can work out the whole body and keep cardio up at the same time.”

In addition to running the gym, the former Superstar teaches several classes a week. The experience at the gym has brought Palumbo new joy.

“You don’t think about what you’re going to get out of helping people,” he said. “That’s where I’ve got the most satisfaction. I’ve changed a lot of peoples’ lives.”

 

When his grandfather first started Century in San Pedro in 1953 the storefront served several purposes. It was the location of his sign company, a motorcycle shop and the clubhouse of The Centurions Motorcycle Club, a group formed by Bill and a couple of his riding buddies. It didn’t take long till they outgrew the space, partly due to Bill’s continued racing wins aboard his Vincent Black Lightning. As inventory grew and filled the small shop, it became necessary to split off from the sign company. That’s when Century moved to its current location and it hasn’t budged since 1962.

 

According to Century’s website, Cindy’s ability to learn quickly and her talent for dealing with people were exactly what the motorcycle industry thirsted for. Over the years she became known as the Queen of Classic Motorcycles and welcomed bike riders to the shop, meeting and becoming friends with people from all over the world. Cindy made Century the gathering place for bikers of all stripes and for decades the shop was know as the place to be in SoCal. It still is.

 

Over the years Century Motorcycles has been a dealership for BSA, Triumph, Norton, Vincent and BMW. Today they service all brands of vintage and modern bikes, specializing in classic British bikes. Ground-up restorations are also a specialty.

There were at least three Vincents on the floor when we visited the shop, not a common occurrence in the typical all-brands bike shop, though of course, this is southern California. Said Tim. “We have a big customer base, including some movie stars. It makes a difference, people like to hear that. But they come in like everybody else and you couldn’t tell them apart from other riders.”