I woke up this morning, five days after the Bonneville Motorcycle Speed Trials ended, with a start. How the hell was I going to write this article? I couldn’t figure it out. I didn’t know where to start or how to couch all the action and obstacles.

I knew how it was going to end! I knew the learning process. I knew about the fun on the salt, the wicked weather, and the abject camaraderie we experienced. Racing on the salt is tantamount to shipping a motorcycle to the moon for a speed test, but I need to back up.

I’ve looked at salt racing as a new creative motorcycle-building pallet. Over the years, I’ve built baggers, choppers, and bobbers, but Bonneville presented us creative sorts with a new and highly stimulating format for the motorcyclist, custom soul to latch onto. I was faced with the ultimately cool, aerodynamic, art deco, super-sleek platform. I went at this new creative venture like a nut with a new girlfriend. I was having a blast.

At 64 years of age, unlike a seasoned veteran such as Wink Eller, I was just beginning to learn the ropes. I had some experience with salt flat racing by being a minor team member on the Easyriders team. We held the World Land Speed Record of 321 mph for 16 years. I returned in 2006 and stumbled into a record with our Accurate Engineering 120-inch Panhead with a top speed of 152 mph. The next year during extremely bad salt conditions, we returned with another 120-inch Panhead, never pressed the nitrous button, with Valerie Thompson at the helm and set another record with a top speed of 162 mph. Not bad for a Panhead. With Tim Remus, of Wolfgang Publishing, we wrote a book about the effort, which is still available and helps lots of riders learn many of the ropes.

Then we stumbled. My girl ran off with a sailor, and my workload doubled. Barry Wardlaw’s son died and he forgot to send me a new set of rings, but I kept building. I stumbled into a 1940 45 flathead basket case for a small bag of gold, and Lee Clemens, from Departure Bike Works, took on the performance flathead project, our first major mistake. And I apologize for this aspect of the effort. I’m an old outlaw. I like the creative endeavor and dislike rules. Screw the rules, build something sleek and then find a class, sorta like rolling a fresh set of dice on Wendover crap tables.

That doesn’t work. You need to study the rulebooks first. There are actually three, the AMA, the FIM, and the SCTA sanctioning bodies. They all outline their rules and their racing regs. I glanced at the AMA rules, since we always supported Dennis Manning and his family effort to create a motorcycle-only venue for Land Speed Racing.

I’m going to cut to the chase, so the report gets underway and I don’t sound like a sniveling fool. So we stumbled for a couple of years and set no records, but we built the coolest 1926 Peashooter in the World, then we built the fastest, second gear, 45 flathead on the planet in the no-class, run-whatcha-brung class. It did 70 mph in second gear, but never climbed back onto the cam for third, fourth, and fifth gears. We were sure we had something, but I over-geared the first attempt.

Of course, working with vintage shit also presents interesting challenges. We should have brought the Assalt Weapan Panhead back to the salt, but that’s another story. The Bonne Belle was this year’s pick for the salt, and what a pick.

This bike is fascinating in so many respects. One of these days, we will straighten out all the mechanical woes, learn the classes, and this puppy with stand tall in the record books. We can’t give up. I thought I had the class worked out, but a side valve motor is not a pushrod engine–duh. Plus you can’t significantly modify a vintage engine and run in any vintage class. That was my downfall, so we were forced to run our beauty in the Run Whatcha Brung class. Now we are looking for a vintage WR or WLDR motor to replace the classic K-model magnum. Then we will be ready to fight it out in about four AMA classes. We have a serious shot.

Get this. We ran into a big guy straddling a BSA single in a stock frame. He has set three World Land Speed Records and never rolled over 50 mph.

Let’s start with the positive aspects of the 750 Bonne Belle. I was building it like crazy in a stock single-loop H-D flathead frame when Ron at Paughco developed a 45-life-saving frame allowing flathead motors to be mated to 4 and 5-speed transmissions. Dave Perewitz recognized the significant attributes of this chassis and immediately built a custom.

Ron’s frames allow 45 engines to come out of the dusty closet and stand tall on city streets all over the world. I recognized the gearing significance and ordered a stretched and raked version for our Bonneville effort. Lee Clemens supplied a used Softail 5-speed transmission and I went to work reconfiguring the Bonne Belle for better gearing and amazing top speeds. On the salt, a 750 Triumph partially streamlined motorcycle runs over 203 mph, a 50 cc Kreidler from the ‘60s, also partially streamlined, does 98 mph. In other words, anything is possible.

I carefully mated a BDL belt primary system to the Softail transmission and Lee machined the inner primary for a more secure fit to the engine. It works like a champ. Lee managed a Pro-Stock drag racing team for 25 years, so he removed our stock Spyke electric starter for a lighter drive line and added a socket for spinning the engine over with an external starter powered by a car battery. He didn’t understand the notion about weight and traction on the salt.

The external starter posed cumbersome issues and we will replace the Spyke starter for the next year. Lee also yanked my narrow, modified bars off the Bonne Belle and replaced them with wider, wind-catching, yet easily maneuverable bars. They need to be replaced.

The last modification caused the most heartburn, the Pingel electric shifter. But let’s get started. I picked up the Bonne Belle in Sturgis from Lee Clemens and headed back to Los Angeles with a primary list of to-dos from Lee on my mind, plus a few extras.

Tobey was going to straddle the bike and I would indicate where the new pegs would be positioned. Lee eliminated my rear brake pedal and straps from the frame. I would also position the bars to fit our 5-Ball jockey’s lithe form.

I needed to find a new battery and wire the Pingel electric shifter. I bought a standard battery from Warner electric, and charged it with an Xtreme charger, but I was nervous about the system and I asked Ray about Shorai batteries, but he couldn’t help. I kept the option in the back of my mind as we drew closer to departure time. I wanted to make sure I had enough cranking amps. My standard battery put out just over 100 cranking amps.

I needed to add another strip of fire-proof lining over my bottom gas line to the carb. I adjusted the bars to fit Tobey, then realigned the levers to prevent wind drag. I looked for anything that might drag in the wind. Anything in the wind causes horsepower to be depleted. Lee was making and shipping the foot pegs to the Bikernet/5-Ball Racing headquarters. We had less than a week for final preparations.

We started to set out plastic containers and I reviewed my list of tools needed from 2012. And I thought about my Kendon Lift. Where was it? I walked into the yard where it was generally stowed, and it was gone. I called Ray, our esteemed performance editor. He thought Willy, his master mechanic, had it—nope. Then I thought of Buster Cates who bought our Amazing Shrunken FXR. He worked for West Coast Choppers until he couldn’t stand it, then shifted to Saddlemen, and more recently went to work for Gard Hollinger at ARCH motorcycles.

I need a clipboard in the shop for loaners. I’ve said that 100 times, but we still don’t have one. I loan shit all the time, and poof it’s gone. Buster had it, so I went after it. The memory isn’t completely shot. This time, we packed a hacksaw and battery-powered drill and screw gun, very handy. We made sure to pack tie-wraps, safety wire, Loctite, and wire tools.

I serviced the Bikernet Van and we reached out to Frank Eposito, the president of Kendon, and asked about servicing the Kendon three-bike trailer. He sent me a complete list of how-to service it, grease the wheels, air pressure for the tires, etc. Very helpful. Their trailers work like a champ.

We were down to a couple of days before departure and Tobey called. “I don’t know if my helmet will pass tech.”

The very next day, Ron Benfield dropped me a line. “I just went to work for Schuberth Helmets. They want to expand their reach in the American cruiser market, can you help?” Can a bear shit in the woods? Of course we could help, and we had an opportunity with Tobey to test a new Schuberth full-faced racing helmet.

The next day, a lovely representative from Schuberth, Sarah Schilke, rolled up to the headquarters and we found out Valerie Thompson also uses Schuberth helmets. Toby tried on several sizes and decided on the proper size for an S-1 full-face racing model. Sarah made arrangements to ship the helmet to Bonneville. We were another step closer.

We had one day remaining before we rolled toward the salt. Life is full of twists and turns, and staying flexible is a crucial benefit. We didn’t know exactly who might go and who wouldn’t. We discussed the pilot position with two other potential riders. They didn’t pan out. Tobey stayed on track and was excited about his new Schuberth helmet. They are very high quality German lids.

Tobey lives on a rusting steel sloop. He’s a certified welder working long hours generally on oil rigs around the port. He could be called to Bakersfield on a moment’s notice. Then Kyle, the young Bikernet electrician, popped onto the scene. He’s had some issues with a broad and needed to shine some fresh rays on his brain cells. A run to Bonneville could shift his thinking. He could have been a major help for Ray as a crewmember.

Tobey showed up at the shop around 7:00 p.m. The Bikernet news saw completion and I was packing with the help of Kyle. I tried to move slowly and without pressure, so my brain cells could work overtime, trying to think of every possible thing we might need. We packed a cooler, some ice, and the lovely Nyla supplied snacks, yogurts, and drinks.

I looked over at Tobey and he had a sort of forlorn look on his face. “Someone stole my racing leathers,” he said and lit a Canadian cigarette.

I didn’t know whether to panic or not. Tobey lives on his boat, but has about three vehicles parked in the marina parking lot. Each one is stuffed with clothes and welding equipment. They’ve been broken into several times, so the locks no longer work. I don’t know how he knows where anything is?

“But I had a spare set of leathers, from the old days, and I bought a new pair of boots.” Relief filled the air. “But we need to swing by the Marina to pick up my shit.”

We loaded the serviced Kendon Lift, and all the gear we could think of. Here’s the initial list, plus we packed a clipboard for a race checklist and additional notes during the event. It’s astounding how folks avoid making notes. A brother mentioned the helpful process the other day. “The actual notion or physical activity of making notes enhances my memory.”

CHECK LIST:

Cooler
Kendon Lift
Safety Wire
Case of yogurts
Case of protein bars
Kangen water
Safety wire tools
Hacksaw
Tools, lots of them
Extra chains
Oil
Fuel containers
Pop-ups
Tarps
Camera/batteries
Battery Tender
Sponsor banners
Extension cords

We rolled about 9:00 p.m. and blasted toward the border at 60 mph. We stopped in Baker, California, a desert burg. Its only claim to fame is a three-story high thermometer-posting temps above 100. Baker is the last stopover between Barstow and state line. It’s all gas stations, jerky joints, Subways, but it didn’t look healthy. The 30-year-old Bob’s Big Boy in the center of town stood with flaking paint all boarded up. The once lively Olive Garden restaurant was knocked down to an empty Denny’s restaurant. The daily roasted franchise community looked bleak. We gassed up and cut a dusty trail out of town. Towns like this make me nervous about the economy.

As soon as we arrived in Prim, Nevada, we pulled off at Whiskey Pete’s through the remnants of flash flooding. It was about 3:00 in the morning. There was one clerk at the reception desk. I stood there almost a half hour while she struggled with the previous customer. We grabbed a room so we could keep an eye on our rig during the short 4 or 5 hours we would sleep, before hitting the road again. Whiskey Pete’s continues to feel the pangs of age and bank ownership. It’s very rough around the edges.

It’s Winks mantra during runs to the Salt to get the hell out of town, if only a few hundred miles. It’s about 225 miles to Prim from Los Angeles.

We were up around 9:00 and on the road to racing paradise. After Vegas, we cut to Highway 93 up the Great Basin, a beautiful road slicing about two hours off the run to Salt Lake. I like to avoid city traffic whenever possible.

As we rolled north on Highway 93 toward Ely, the weather changed with dark clouds looming everywhere. It started to rain.

“That’s Bonneville,” Tobey said, pointing at the clouds in the distance. The rain smacked us hard on our way through the last valley before we came over the final rise into Wendover, Utah/Nevada. And so the fun would begin Saturday morning.

It rained as we arrived in Wendover. We suspected the worse, so slept in, then moseyed toward the salt. It didn’t look good as we approached the boat landing area and rolled into line. We were in line a couple of hours, as it slowly inched forward.

The boat landing at the end of a three-mile asphalt road extending out into the salt is sorta like a pier on the moon surrounded by a soft looking white surface containing very little vegetation. In fact, the only plant life is trying desperately to survive on the edge of the asphalt. Wherever there is a patch of dirt, plants attempt to grow and hold their delicate roots back from the evil salt. We were finally given the go-ahead to creep into a shallow lake.

We could see the pits in the heat wave drifting off the salt. They looked to be a part of a small island five miles in the distance. Between them and the boat landing was a lake of rippling water reflecting the brilliant sun and blue sky. For the newbie, this could be an imposing task. How deep could it be?

We were given specific instructions, but we could tell other guys, just wanted to take the shortest route to high ground. At less than 10 mph, we slipped off the boat ramp into the salty brine. At one time, I was told the flats encompassed 65 square miles of salt. The salt is basically a hard layer of brine over a water table, sometimes six inches below the surface. Consequently, it could be raining in the hills 10 miles away, and the water level will rise on the flats.

For the next week, every day the water table changed, and we were given various instructions on how to deal with it. The son of Dennis Manning congratulated us on how we handled our water crossings. Any wake from a vehicle disturbs salt surface conditions. At least we did something right…

We arrived and Ray C. Wheeler was way ahead of day with the pit area selected and set up. We unloaded and I prepared to get in line for registration. I stood in one line and then was told I was in the pre-registration line and had to shift. I got in another line for another hour and then was told to fill out some forms. I did, but that put me at the back of the line again. This turned into a 3-hour process and cost me $800.

There was one uninformed lady who kindly attempted to keep the customers calm. I was working on my ability to understand and accept issues such as these. Some folks handled them better than others. I’m reading a book about the right path. It’s helps me stay centered on the right way to handle anything and not go nuts.

Bonneville is a series of tests. First, you need to build a bike, then build a team and a rig full of shit and make it to the flats. Then you need to pass registration. You can pre-register and save money, but most were afraid to step up and roll the dice on the weather.

Then there’s the safety inspection. We unloaded the Bonne Belle and pushed it to the inspection station. Drew Gatewood waited with several inspectors. Fortunately, we didn’t need to wait very long in line. Drew pointed out my class mistake. I slipped the Bonne Belle in a Pushrod class, and side valves are considered to have tappets, not pushrods.

I previously discovered the issue with modifying the engine and took the BB out of the vintage class, which screwed the pooch. I was now in a straight 750 class up against new Triumphs or Jap bikes. I had to run in the Run Whatcha Brung class. I felt like shit, but ultimately it worked out—not great, but we learned.

The inspectors were cool and easy to work with and communicated well. We had a small issue with one safety wire, and dealt with it. Fuel was the next issue and we rolled into another daunting line, which grabbed about 2.5 hours waiting, but we didn’t need to wait. We could purchase fuel anywhere, because we were not running in a sealed gas tank class, but we did save Ray the anguish of kickin’ it in line and brought him 5 gallons of high test turbo fuel.

That about wrapped up the day and I had to drive 100 miles to the Salt Lake Airport and pick up Lee Clemens from Departure Bike Works. I don’t believe anyone made passes on Saturday. The Manning team was dragging the salt for the best conditions and hoping the water level would decrease, dry, and make for a solid surface.

The next morning, we waded out to the pit area, finished drilling the engine drain plug for a safety wire, and returned for final inspection. One inspector wanted to pick on our steering damper. You can’t have a steering damper acting as a fork stop. I had fork stops, but the steering damper bottomed on both ends just as the forks hit the stops. This inspector didn’t like the close call.

This turned into one of those communication efforts. Another inspector took over and offered a solution, but Lee didn’t understand what he was trying to say and a debate began. We worked it out and received out certs and were ready to rock.

We started to work on the Pingel electric shifter. Fortunately, over the next couple of days, Donna and Wayne Pingel were on hand. We chased wires, then maybe discovered that the frame ground I added could have been a factor. Then we discovered that I installed longer switch fasteners to prevent damage to the aluminum threads. They might have grounded the switch. Whatever the ailments, we sorted them out to have solid electrical shifting.

We discovered some other quirky aspects, including if the voltage source drops below 10.8 volts, it won’t shift. And if the solenoid isn’t mounted so it can pivot with the arch of the shifter, it might not work. Also, the throw must be arranged so the arm doesn’t bottom either up or down shifting. Lee stressed over the shifter, so when we finally had it working, we took the rest of the evening off, but made specific preparations for the next morning. All the batteries would be charged. Everything was working properly; we were ready for a test run. I had backed our play and bought a Shorai battery. It was smaller than the standard battery, contained 200 cranking amps, and was light as a feather. Amazing!

During a test firing, we discovered crap in the gas. A Mikuni carb is sensitive to anything in the gas and will let you know by spewing gas all over the place from its vent hose. We took the Mikuni carb apart. Somewhere along the line, we ran race fuel in the tank and it coated the float bowl.

With the carb cleaned, we dropped the bike off the handy Kendon lift and decided to make a run as a test pass, not on the track but just past the pits.

We loaded the Bonne Belle on the trailer. Loaded the starter, the car battery, assorted tools and jumped in the van. This brings up the run checklist, and I created one, but someone had made off with our clipboard.

Run list:
Check Fuel Level
Check oil levels
Gas on
Ramp
Tie-downs
Seat
Unplug shifter until ready
Charge batteries
Take photos
Starter/cables/battery
Starter dolly
Helmet
Gloves

If you have a team, this assignment needs to be made by someone who doesn’t have major responsibilities, because it is a major responsibility, and you don’t want to overload a hardworking crewmember.

Toby made a short run and we discovered oil issues, and the Pingel shifter wasn’t working very well. Later, we learned another quirk to the shifting system. It needs to be used on a bike while ridden hard. No messing around or letting off the gas, just nail it and hit the button. It also has an initiating sequence. We needed to hold one of the buttons down for five seconds before it works. It begs the question: Is it initiated for the duration or does it turn itself off?

We rolled outside the pit area less than a 1/8 of a mile, where we unloaded the bike and Tobey tooled around. Then we loaded up and returned to the pits. On the way back someone hollered and we stopped. Our massive, Mercedes car battery had escaped to bump onto the salt and take out a corner of the battery. It was toast. Our loading ramp also escaped, but after a couple of search parties scoured the area, I found it hiding in the salt.

We jammed to town, bought an Interstate battery but the day was toast.

The next morning, we hit the salt early and prepared for a pass. We were having issues with the starter and removed the inner primary for inspection. We opened the hole for the massive starter socket and spaced the primary a hair. A major benefit of Bonneville is the camaraderie. Everyone helps everyone. S&S fed the crews lunch every day and brought a ton of tools, including welders and parts. Everyone wants to see the next guy make a pass. We only had a couple of days left.

I want to say about 2:00 we loaded the Bonne Belle for a serious pass on the salt and made our way to the staging line in the blistering sun. We waited a couple of hours, and then out of nowhere the wind kicked up and the race was shut down. On the way back to town, off the landing strip road was bleak gas station with the Salt Flats Café attached. This is mostly a big rig station, but adjacent to it, almost in the salt, a family of guys set up their barbecue cooking facility.

For the rest of the week, we ate each dinner at the good ‘ol boys mobile barbecue. Damn, the food was tasty, and Valerie Thompson shared a table with the 5-Ball team a couple of times. “I can’t seem to beat my 203 mph mark,” Valerie said of her top speed. It rained Tuesday night, but we were told to be at the line at 7:00 a.m. to retain our position. Up at 5:00 a.m. we hit the coffee shop for coffee and a yogurt and cut a dusty, salt strewn trail to the flats. The water level was super high and into the pits. Here’s what keeps a lot of us going during tough times. Remember: When the going get’s tough, the tough get going.

The morning riders’ meeting announced no racing, but a chance at 1:00 p.m. Our pit area was destroyed by the winds and rain. We rescued scattered tools and gear and tried to make the best of the disaster. Once more, we waded into town.

We returned at 1:00 but the news was no better. Racing was shut down for the rest of the day. We had just one day remaining in the Bonneville Motorcycle Speed Trials. By now, the team was well oiled, adjusted and ready for anything. The young member, Kyle, had a toothache and a mom who needed his help at home. He peeled out.

We were up at 5:00 and on line at 7:20. After an hour, we moved to the staging position at mile one. Our number was finally called; we fired the Bonne Belle to life and rolled onto the salt right about 9:30.

Tobey poured the coals to the Bonne Belle, but she popped, he hit 2nd gear and she did the same, he rolled into 3rd gear and attempted to pour more fuel to the Mikuni carb, then pop. Something metal-to- metal snapped and Tobey coasted off the course.

Here’s some stanzas from a Robert Service Poem called The Call of the Wild:

ROBERT SERVICE POEM STANZAS—Have you broken trail on snowshoes? Mushed your huskies up the river,
Dared the unknown, led the way, and clutched the prize:
Have you marked the map’s void spaces, mingled with the mongrel races,
Felt the savage strength of brute in every thew?

The simple things, the true things, the silent men who do
Things—
Then listen to the Wild—it’s calling you,

–Robert Service

We discussed our next move with Wink Eller.

Lee fixed the primary. Tobey and I modified the gas cap, and I started to operate on the Mikuni Carb. It was harried and hot on the salt and we were burning daylight. The salt use license with the BLM (Bureau of Land Management) called for shutting down on Thursday at 4:00 no matter what. We fought the Mikuni, a clip ring kept escaping, but we finally got the carb back in one piece and installed. We fired it to life as a test and peeled back to the initial staging area. It was 2:00, but the official wouldn’t take our name. We waited nervously.

An hour passed and we suspected a shut down, and then suddenly we were called to roll to the mile 1 one staging position. Five other bikes were waiting with us, as the officials announced a couple of return passes. We waited. At 3:45, one of our group was called to the line and the green flag was dropped. A 1946 classic open-bike Indian moved into position for a pass. Then the walkie-talkie discussions between the staff became heated. The clock struck 4:00 and the track was closed. Another year gone.

Sure, we were disappointed but we had a blast, helped brothers, learned during every minute on the salt. I finally got the classes nailed for the Bonne Bell, and we went on the search for a WR or WLDR engine. With a stock engine in place with only internal modifications, we can run at the following Vintage classes.

750 APSVG 108mph
750 APSVF 113mph
750 A (open) VF 99 mph
750 AVG 101 mph

A-Special Construction open
PS-Partial Streamlining
V-Vintage pre-56

Lee is going after some 350cc records with a ‘60s Harley Sprint. We are going to work on our 1968 125 cc Rapido pit bike. I need to find a manual. We are going to dig around and find an 18-foot trailer to carry our team to the salt in style.

And, of course the daddy of daddy’s. Kent Weeks is working hard on the first streamlined trike powered by a JIMS driveline. Hang on for future reports.

Sponsors:

Paughco

Departure Bike Works

BDL

Mikuni Carburetors

Biker’s Choice

Performance Machine

Spitfire

Avon Tyres

Pingel

Envy Cycle

D&D Exhaust

Biltwell

Our features have become a Bikernet collection of favorite motorcycles for various reasons. Sometimes the owner or the motorcycle contains an amazing story. In this case, this bike represents so much, and it’s a classic build with historic significance and absolutely vintage lines. Matt Hotch stayed true to the Vincent code, including the all-black paint.

To my way of sordid thinking, there are a few customs, even choppers, standing the test of time. This bike, like a very few, will be considered a gem forever, no matter what is happening in the industry. Let’s take a look at what makes this custom a timeless classic.

Matt is one of the few builders who has an artistic and a mechanical eye for styling. He worked in many of the classic Vincent Motorcycle (1928-1955) elements while building a custom bike for a Discovery Build-off show, which added another element, maybe five, to this build, including competition, and time constraints. Matt had to cook to complete this world-class motorcycle, and then run it against harsh conditions on the Bonneville Salt Flats.

“When the event was over, I took the bike completely apart to clean every salty component,” Matt said.

Matt’s desire was to stick with many traditional Vincent aspects and early motorcycling notions. He used a re-pop Girdraulic Vincent front end, which he extended 4 inches, utilized the Vincent sidecar eccentric adjusters, and worked with Works Performance on the shocks. Early motorcycles used 23 and 26-inch wheels, so Ron Loynds was brought into the build team. Ron was involved in every Matt Hotch Discovery build competition. Ron is the mastermind behind MetalSport Wheels and a man who enjoys a manufacturing challenge.

“We took on building the first one-off modern aluminum, laser-cut 26-inch rims,” Ron said. Between Ron and Matt, they kicked off the big wheel craze. “We never expected them to become popular for the street.”

“The 23-inch rotors had to be Blanchard-ground, and diamond-lapped for two days,” Matt said, “to ensure the rotor surfaces were absolutely square, since the rotors were massive. If they didn’t run true, the results could be disastrous. Just the small two-piston La Vergne caliper will lock up the front wheel.”

Matt’s grandfather drove a tank in WWII and his team bagged a Vincent along the winding, bombed-out roads through Europe. The crew were members of Patton’s Tank Corp, but when they weren’t fighting, they rode the Vincent, so Matt has a serious affinity for these legendary classics.

Matt bought a complete Vincent engine, but only for mock-up. It cost over 100 grand to build this engine from the ground up. These v-twins are the essence of the Vincent motorcycle, even acting as an integral frame member. Every aspect of the engine was improved, yet kept traditionally Vincent. Even the cases were new castings designed to improve the life and performance of the engine while maintaining the classic appearance. The cases were cast in Germany with an electric starter boss added. There are no engine gaskets, base gaskets, or head gaskets. All the surfaces have been diamond- lapped for a pure fit.

Where the magneto formerly resided, Matt designed an enhanced breather system with umbrella valves to take its place. They also worked a hydraulic clutch system into the cases. Vincents had a problem with over-heating the valve springs and losing tension. Nigel Patrick worked with Matt to improve cooling to the heads.

The throttle bodies are Ducati, and the Electra-Moto fuel injection system runs off the flywheels. Matt carefully placed all the electronics, coils, battery, fuel pump, computer, and wiring inside half of the fuel tank.

The details are amazing, including the one-off classic Vincent tank badges. Matt couldn’t find any originals anywhere and called Mark Ashton, Ron’s right-hand man at MetalSport. Mark helped design the badges and programming to replicate the legendary logo. They were machined out of 15-pound bars of brass by the MetalSport team. Mark worked with Matt on several other components, including the front pegs, handle grips, and several front end components. He also assisted Matt with parts for his first two build-off winners. “Mark was instrumental in all three builds,” Ron said.

The gauges are all classic Smith but with new electronic guts, and Matt made the mounting cluster. He made the wing nuts for the axles, so the front and rear wheels could be serviced without tools. The risers are stock Vincent, along with the brass damping knob. He hard-lined the top end oiling system with polished stainless lines.

The frame retained the Vincent classic design element with the engine, basically a major frame member, hanging from the backbone.

“The undercarriage frame member is only there for looks and the kickstand,” Matt said.

The oil tank was incorporated into the neck of the frame. The downtubes are the feed and return lines. “We made sure to capture that classic Vincent curve,” Matt said.

This bike didn’t win the build-off (he won the first two) and was sold to an unnamed collector for over $300,000. The new owner made the Vinnie available to Matt for shows, but when he decided to sell it, all interest came from offshore. Matt called Ron and told him, “We may lose the Vinnie.”

Ron stepped up to keep the timeless classic available for domestic shows and within the family. This classic is now back in the fold at the MetalSport headquarters, but available to Matt for future shows.

This will never be an ordinary build in any circumstances. It represents Matt’s grandfather, the first of the modern big-inch wheels, Matt’s final build-off competitor on the Bonneville Salt Flats, and an all-time classic custom motorcycle wrapped around Vincent history. What could be better?

–Bandit

Reposted from the J&P Cycles Blog

As a general rule, modern charging systems are efficient, reliable and maintenance free; however, there are exceptions to every rule and few problems will leave you stranded as quickly as charging system that’s gone kaput. Fortunately keeping tabs on the system is relatively easy; all it takes is a simple DC voltmeter or battery tester.

To start, let’s clear up a fundamental misunderstanding about batteries. Batteries do not create electricity. At least no more than a refrigerator creates food. In both instances the devices are merely storage containers. Both accumulate and return what you put into them. If you use up all the energy stored in a battery without replacing it, it’s as if you’ve eaten all the food in your refrigerator, so until you refill it, you’re going to be out of power or mighty hungry.

It’s the job of the charging system to keep the battery full, which it does by first converting the AC current provided by the alternator to DC (direct current). Batteries can only store and release DC then send that rectified current to the battery at a slightly higher rate than the battery’s standing voltage. Normally a fully charged 12-volt battery in good condition has a standing value of right around 12.6 volts, this can be slightly higher or lower, maybe 12.75 or so, to 12.4 to 12.5 volts, depending on the battery’s efficiency and state of charge, but in round numbers 12.6 is about it. Once the battery charge drops to somewhere around 10 volts you’re done and the engine will simply shut down.

For example, a small dual sport or commuter bike doesn’t require a massive charging system. As long as the input voltage exceeds the output you’ll be fine. You should expect to see a reading towards the low end of the scale, maybe 13.5 to 14 on a bike like that. By that same token a sport bike, cruiser or touring bike needs a robust charging system, so if you are checking a full loaded touring bike you want to see at least 14.4 to maybe 14.7 volts, especially when all of the accessories are on (you’ve got to love those heated grips and seats on chilly mornings!).

The bottom line here is that you need two things to make your electrical system work. The first is a fully charged battery and the second is a charging system that keeps it that way. The question being how do you know which portion of the system is at fault when there’s a problem?

Here’s an example – if your battery doesn’t seem to hold a charge between rides it might be because the battery is on its last legs, or it may be because the charging system isn’t performing as well as it should. So, which is it?

To answer that you’ll need two things: a fully charged battery (no charging system can be reliably tested when the battery’s discharged) and a voltmeter or dedicated battery tester, like the TecMate TestMate mini, which is capable of reading at least 15 volts DC.

Charging system voltage tests are always performed with the battery fully charged and connected to the motorcycle, so the first order of business is to make sure the battery connections are clean and tight. Many charging system problems have been cured after checking the battery connections.

Set your voltmeter to the DC scale, if it has a calibration adjustment set it to read above 12 volts and attach the clamps or probes. If you’ve never used a voltmeter before, here’s how this works. The meter’s positive or red clamp or probe attaches to the positive battery terminal then the negative or black probe connects to the battery ground. A healthy battery should read right around 12.5 volts. If it’s much lower than that, say 12.0 or less, charge the battery before proceeding. If the battery won’t hold a charge, or shows signs of damage, you should replace it.

Assuming the battery voltage is good, start the bike and watch the meter. Depending on the type and efficiency of your charging system, the meter may show only a very small increase or even a decrease in voltage at idle; however, as you increase the engine speed you should see a rise in voltage. At any speed above a fast idle the voltage reading should rise above the standing voltage before leveling off. Preferably you’ll see something like 14 to 14.5 volts, although there are exceptions, so don’t be overly concerned if your readings are slightly higher or lower. If they’re considerably lower or higher you’ll need to take corrective action. For that you’ll need the bike’s service manual and some understanding of how the charging system generates and regulates the current, which is outside the scope of this brief introduction.

On that note, here’s some final advice, if the charging system isn’t working properly don’t ride the bike until it is. I know that sounds obvious, but I’m always surprised at how many guys will try nursing a bike along when the charging system is marginal at best. A dead battery creates all sorts of unpleasant scenarios and if one of them occurs at rush hour on a busy stretch of road you’re going to be in for an interesting experience pushing your bike through traffic, followed by a long wait for help.

The flip side is an overcharging battery is just as bad, perhaps worse, because under the right conditions the battery could literally explode beneath you. Admittedly that’s an extremely rare occurrence and the more likely outcome is that it will blow out your lights due to high voltage, but that’s only marginally better. The bottom line is that being able to determine where the problem is located, will only be half the battle, but at least it’s a half you can fight and win in your own garage.

 

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CV carbs have a strong reputation in the industry. Years ago, I did an article with Trock on his mods. I finally ran his modified CV on my Mudflap Girl FXR and it was terrific. I experienced sharp throttle response and almost 50 miles to the gallon out of the box.

Then I tore the Mudflap baby down and painted and powdered some of the components, but not the carb… Once back on the road it started to act up, popping on the low end. I took it to Bennett’s Performance and Eric adjusted it, but no go.

First, I want to tell you what’s been done to the engine. It’s a box stock 80-inch H-D Evo with modified and magnificent Branch heads, an Andrews cam and a few S&S touches. My compression may be slightly higher than stock, but it’s still 80 inches. I’m running a custom set of D&D exhausts and a shapely stainless steel Roger Goldammer air cleaner. It kicks ass.

I tried everything with my Trock carb, but nothing seemed to matter. Then the next option surfaced, replace the carb body. I had another one, so I replaced everything in the new carb from the old one, to maintain the Trock formula, but I didn’t drill the slide. The bike seemed to run okay, but the snappy throttle response was gone. It had softened.

There are a couple of delicate idle circuits surfacing near the butterfly. I could only surmise that a clog in one or the other was causing my dilemma.

After the switch, it ran next to perfect, but after several months, I noticed a puff of black smoke at idle. I checked the plugs and they seemed fine at high end but black around the ring, for the rich low-end results.

We have been working with CV Performance, and I noticed a recent kit for tuning CV carbs. I decided to give it a shot and run through the carb once more. One more thing caused me to enter into this delicate process. When I adjusted the idle mixture screw, I could never get it to stumble. Most carbs cut off the fuel to a point where the bike almost dies during tuning, and then you back off for the sweet spot. Mine never did. But we will discuss this issue as we move through the process.

First, they asked that I remove the carb. In my case the carb was easily accessible, but I removed it anyway. I needed to loosen the throttle cable first, and be careful with the choke knob. If you over tighten that bastard the cap breaks and the whole system needs to be replaced, so be careful. I removed Roger’s hand-shaped air cleaner cover, then the filter sock, the cage and then the vent bracket holding the carburetor in place. I washed the air-filter sock with a spray degreaser, let it set, then rinsed it with water, and let it dry.

I made sure the petcock was turned off, and I was reasonably careful to remove the line so I didn’t shower myself with gas. I use stock-like crimped hose clamps. They are cleaner than standard hose clamps, but unfortunately permanent. If I mess up then one clamp is destroyed. I often slip them in place but try not to crimp them until I’m sure we’re good to go. Removing them can be a trick.

I use a strong set of side cutters. Sometimes you can cut through the clamp, spread it, and ditch it, but be careful. Things break or get scratched fighting with these. Sometimes a small twist will pop the band loose, and then you can simply spread it, like taking a belt off, from around your waist.

Also, after awhile, a hose can stick, dry, and become a bastard to remove. A very small pick or flat-blade screwdriver and a squirt of WD-40 can save me from a dented gas tank. The directions were designed for a stock bike owner and mentioned labeling the throttle cables for accurate replacement. It’s also a good idea to take photos as you creep through this process. I do it for you and me. I can always go back and look at a shot to confirm placement, cable angle, etc.

I placed the carb on my bench upside down and checked the mixture screw. If there is a stock plug in place to keep you away from adjusting, you can remove it and adjust the mixture. Leave the float bowl in place for now. This tower is plugged with a soft metal insert covering the idle mixture screw. Gaining access to this screw is key to fine-tuning and it must be removed to expose the adjustment screw. Secure the carburetor and drill a hole into the plug carefully with the supplied 7/16-in. drill bit.

Always wear eye protection. Make sure not to punch through, as you don’t want to damage the mixture screw just below the plug. Allow the drill to slowly cut into the plug, rather than pushing. Pry the plug out using a pick or sheet metal screw and clean the area above the screw to remove any metal fragments.

I didn’t need to remove the screw. Under the mixture screw is a very small spring, washer, and O-ring. Use caution as these parts fall out easily and are not available from your dealers, although CV Performance has them in stock. They saved my ass once before. 

Since I didn’t need to mess with it, I preset the adjustment be screwing it in with a very small tapered flat screwdriver until it gently seated. Do not over-tighten or you will damage the seat. Then I backed out the screw 1 ¾ turns.

I spoke to Ken Mendelson from CV Performance and I was able to obtain a much clearer understanding of this adjustment. Although you adjust this needle at idle, it is not an idle circuit, but an air and fuel adjustment between the pilot jet and the main jet. Ken also pointed out that during adjustment the slide is constantly moving to counter any changes. Consequently, it may take more than one adjustment period, but we will touch on this later.

Okay, now it was time to remove the four screws holding the float bowl in place. Be careful with these Phillips head screws. It’s easy to mangle these bastards. Three of mine came loose with a solid grasp of the screwdriver handle. The last took a set of very narrow needle-nose pliers. I worked hard to get just the right grip strength and just freed the screw from its locked position. Maybe just ¼ turn. I was free!

There is an L-shaped rod operating the accelerator pump. It slips into a rubber boot. I noted the position and made a point not to lose it. I was careful not to disturb the float system or put pressure on it, which would change its adjustment.

Pilot jet

Using a narrow 1/8-inch flat head screwdriver, I unscrewed the pilot jet from within the orifice shown. Make sure the driver fits the jet firmly to avoid damaging it. Giving the screwdriver a couple of light taps with a hammer will loosen the jet threads that may be seized by old lacquered fuel. Using the supplied table I picked the correct set of jets for my application: Big Twin Evolution 80-incher, Stage 1 Filter/Exhaust: #46 Idle, #185 Main.

With a wider flat head screwdriver I unscrewed the main jet from the brass needle jet holder (aka emulsion tube). At this point, I was also supposed to replace the emulsion tube, but I failed do so the first time around. I’ve done it now. Their emulsion tube is designed to deliver the fuel more efficiently. Plus, if one of the tiny holes, and there are over six in the brass tube, is clogged, it will affect performance.

Under the list of jets, there was a CV note: The above jetting specs have been extensively tested. When used along with the components in this kit, this will provide optimal performance under most conditions. Stage 1 refers to using a free breathing air cleaner and exhaust.

The CV Performance team cautions: There is a small stainless-steel sleeve (jet nozzle) inside this passage held in above the emulsion tube. This piece protrudes into the venturi where the tip of the needle meters the fuel spray. Do not remove or allow it to fall out. If removed, the wider opened end faces up into the carburetor. The engine will not run correctly unless installed. Install the new emulsion tube and HAND TIGHTEN ONLY.

I replaced the main jet with the jet size recommended in the table. I threaded it into the emulsion tube, allowing the jet to tighten the emulsion tube into the threaded cavity. DO NOT OVER TIGHTEN as it will distort or crack the tube. It is normal for a couple of threads to remain visible.

Reinstall the bowl, making sure to align the L-shaped accelerator pump shaft and rubber boot.

Tip: Use a very thin layer of clear spark plug boot lubricant (clear silicone grease) on the bowl gasket. Never use any sealants. If the gasket is cracked it will need to be replaced with a new gasket. Firmly tighten the four new socket head bowl screws.

Slide Needle Replacement and Reassembly

Remove the Phillips-head screw holding the side throttle cable bracket and pull it to the side so you can reach all four screws holding the black plastic cover on top of the carburetor. Be sure to hold the cap in place, as there is a spring under the top cover.

Remove the stock spring from the inside slide, followed by the plastic thimble spring retainer. Pull the needle up through the slide. Remember the order and orientation in which these items were installed, as the needle is always installed first.

Optional Slide Modification:

Gently secure the slide in a vice. Then using the provided 7/64-inch drill bit, and clean out the bore size of the off-center vacuum porthole. Do not make this hole any larger than 7/64. It’s the magic number. Drilling is optional and may be skipped. If the slide port was drilled larger than 1/8-inch it must be replaced.

Place the slide back in the carb body and insert the new needle first, followed by the original plastic spring retainer down into the slide cavity and slide the new spring over the retainer. Position the rubber edge of the diaphragm in the top groove.

CV Performance Tip:
If the rubber diaphragm edge will not stay in place, apply a few dabs of clear spark plug boot lube or Vaseline in the grove to hold the diaphragm lip in place while positioning the top cap.

Avoid pinching or damaging the diaphragm. If the diaphragm is not seated in its groove it may become pinched by the cap and damage the delicate rubber. Tighten the top cap screws and then the side cable bracket screw. Be sure that the bracket is aligned and the throttle operates without binding.

The directions mention the EZ mixture screw from CV Performance, and I tried one once before but didn’t feel comfortable with the loose fitment and replaced it with the stock unit. It’s cool and allows easy adjustment. You might have better luck. The instructions mention wrapping the threads with Teflon tape if it feels loose.

Reinstall the carburetor back onto the rubber manifold boot by reversing the steps taken during removal. Be sure to replace the fuel hose clamps and vacuum lines. It may be a matter of dexterity, but some folks prefer to install the cables first. Make certain to firmly seat the carb back into the manifold boot. Using a small amount of Vaseline or clear spark plug boot lube will assist with a proper seal. Refer to your photos if you run across any installation issues.

Carburetor Tuning:

Test the throttle for binding and smooth operation. If you haven’t lubed your throttle cable, this might be the time. I installed the Roger Goldammer stainless steel air cleaner and warmed up the bike. Don’t let your bike overheat in the process. Sometimes an external fan helps.

The instructions called for acquainting myself with the mixture adjustment screw or EZ-Just location at the bottom rear of the carb behind the float bowl before running the engine. It gets hot back there. I modified a short screwdriver specifically for this adjustment. I was working with the screw upside down, so clockwise may appear opposite. Never remove the mixture screw while the carb is installed. I think I did this once and lost some of the components, but CV Performance came to my rescue. There is a tiny spring, washer and O-ring stuffed into that hole.

With the engine warm and at a slow idle (900-950 rpms), turn the mixture screw inward (clockwise) very slowly until the engine starts to stumble. Turn the mixture screw outward until the engine begins to run smoothly plus an additional 1/8th turn. This is an area where I have problems. Most carbs will die out if the needle or adjustment is run in too far. It’s obvious, but not with this puppy.

I could close the jet or adjuster and the bike ran fine. So I backed it out two turns to where they said it generally ran the best, and it did. But it was just slightly smoother and faster, so I prayed for surf.

Here’s what the boss said: If unable to find this stumble point, start around 1 to 1 ¼ turns out, then start over. Maintain the low idle speed and repeat the adjustment anytime you change the idle speed. Blip the throttle a couple of times and observe the results. If the engine responds quickly without backfiring through the carb, you have your idle mixture set correctly. If hesitation (cough) occurs, then adjust the idle mixture screw out another 1/8 turn. Adding an extra 1/8th turn outward is often desired once the sweet spot is found.

I find this interesting. How the hell am I ever going to find a sweet spot at 2 turns if I start at 1.75 turns and turn it inward?

Get this from CV: Normally the idle mixture screw should only be between 2 and 3.5 turns out. Most Twin Cam and Evolution engines have a mixture screw sweet spot at approximately 2 1/8 turns out from the seat. Adjusting the mixture screw out too far will result in an overly rich fuel mixture at low RPMs. Avoid tuning the idle too rich, thus leading to poor gas mileage and foulded plugs. Only set mixture just beyond the point of hesitation (cough).

Carburetor Testing:

Here’s the fun part. I took it for a ride. They want to know how it responds off idle. This is another interesting point. This adjustment meters fuel and air between the idle jet and the main jet, which is perfect. Many carbs cannot be adjusted except at idle, which doesn’t give you much flexibility.

This also explains why the CV bosses want to deal with the stumble. It will idle no problem, but we are messing with the area between idle and the main jet. So if it stumbles or is sluggish off idle, we have an issue. Let’s get back to the CV instructions.

Take your newly tuned bike for a ride and note how it responds off idle. To smooth hesitation, adjust the mixture out another 1/8 of a turn. Smoke from the exhaust or a feeling of sluggishness off idle indicates the mixture is too rich. Smooth throttle response from a start indicates tuning is complete.

If your engine still runs lean, repeat the jetting instructions and install a pilot jet one size larger. Jetting beyond the recommended size (in the table) is an indication of a vacuum leak at the manifold. Testing the main jet is slightly different, since this jet does not operate below ¾ throttle and requires an open area to allow the engine to be run at full throttle in 3rd or 4th gear.

Most riders are satisfied with the recommended jetting and don’t need the full throttle tuning run.

Main Jet Tuning Using the full-Throttle method.

With the engine warm, run the bike up to 45 plus mph and maintain a steady speed as close to full throttle as possible. Back of the throttle by only 1/8 turn and feel how the engine reacts.

1. If the engine reacts with a slight pull or boost, the main jet is too small (lean). 2. If the engine emits any black smoke, feels sluggish at full throttle, or backfires through the exhaust, the main jet is likely too large.

3. A soft steady high RPM deceleration indicates the main jet is correctly sized.

If in question, a plug test will need to be performed to determine if the main jet is lean or rich. This requires up to 100 miles of riding to witness substantial evidence of plug change. The jetting table should provide correct jetting for almost any situation when combined with the other components of the kit.

Ken Mendelson
CV Performance

Roger Goldammer
http://www.goldammercycle.com/contact

Biker’s Choice

 

There are brothers all over the world who dreamed of the return of the Indian Motorcycle. They hung on through thieves, vintage efforts, investment gurus, custom builders, and when Polaris finally stepped up, there was an audible sigh of relief. Finally an air of confidence filled vintage hearts and minds. But would they use metric fasteners, like on the Victory?

Indian represents so much to American motorcycling and business. It stands for a devastating plight through tough economic times, the struggle for companies to deal with changing technology, then all the struggles to make the strongest classic Harley-Davidson competitor stand tall once more. And finally, the brand represents the World’s Fastest Indian and everything Burt Monroe and all the historic racers and aficionados stood for.

In a remarkable one-year manufacturing conquest, Polaris didn’t let anyone down with three stellar models based on one platform, and tossed a glistening chrome gauntlet at the feet of Milwaukee. But let’s back off the broad strokes and run at this ride to Rockingville and the 15th SmokeOut, the wildest, wickedest, raunchiest event in the world. There’s nothing like the SmokeOut, nothing like the tight-knit family who work it all year long, between sending all the kids to college, and nothing like the rich green rambling roads leading into the area.

Other than the Long Beach Ultimate Builder Show, I hadn’t had the opportunity to study the new Indian. Something about the aura of bright show lights, the difference from the sun on the streets of Columbia, South Carolina in front of Edge’s home and the Smoke Out Headquarters with a drum set perched next to his desk.

I jammed out of his front door and down the steps to get a closer look at the bike I might ride for nearly a week. I was immediately impressed with the fit and finish of the handlebar controls, the styling and density of the headlight nacelle. I later discovered the thickness of this substantial piece. Then I looked at the frame neck. I’m constantly disappointed by frame elements of stock bikes, as if you might never see them.

The neck of a Harley has always been an important piece of the overall machine. It’s not just a chassis component under a Toyota body, but a frame element representing rake and trail, the link between the driveline and the front end and the visual quality representative of the overall chassis. Over the years, the stock rigid frame casting has been modified, altered, shaped, lead-filled, Bondoed, and covered. Some builders have trimmed and shaped this multi-curved area to give it a lighter, sexier look.

 

Many late model necks look like a chunk of a tractor chassis, which should be buried under sheet metal. They have no styling, yet they are located in full view and often right next to the VIN number boss. This Indian cast neck affording the front end 29 degrees of rake is as stylish as the pistol grip on a 9 mm Glock Gen 4. I was startled. To me, the smooth, strong styling with the teardrop element leading into the down tubes indicated substantial chassis strength, confidence in the brand, secure handling (6.1 inches of trail), and overall base elements styling.

I sat on the machine and immediately sensed a similar level of concentration on ergo dynamics to the Victory platform. It fit, although my 6’5” frame would have preferred lower footboards, maybe slightly extended. As it turned out, Paul Aiken of AeroMach recently bought an Indian and was firing away at designing much-needed aftermarket products, like a heel shifter, and plates to allow the footboards to be moved down two notches and forward around an inch.

His plates forced the removal of the front crash bar, which is also a piece of art from any crash bar prospective, but once removed, it adds a sleek stature to the big machine weighing in at 778 pounds, without fuel. We had a Vintage and the touring model, the Chieftain. Although the differences are slight, I was glad to ride the windshieldless Vintage, since I was beginning to consider the purchase of a Classic, and other than the bags and tan leather seats, the Classic is the same.

[photo 527]

The ignition is keyless and it took a minute to understand the procedure. A clue could have been the lock and unlock key fob switch on the Chieftain, the faired hard bagger. The fob actually locks and unlocks the hard bags. Wednesday morning, retired Major Edge loaded the Vintage, and then apologized.

“I thought we had switched,” Edge said, and moved his gear into the hard bags. Weather reports indicated constant rain for the week. The change could have been a very bad move on my part.

Keep in mind the Major just organized a massive event with multiple entertainment venues, competitions, hundreds of vendors, staff, and we were about to ride to said event. He had a couple of things on his mind, to say the least, plus his entire family was involved; yet he was taking the time to ride with us.

This 15th SmokeOut, the Major’s retirement plan, an annual organizational challenge and with his vast military intelligence background and devoted friends and family, he refined the procedure to a starched dress shirt edge. Every element was documented multiple times and delegated with careful consideration for team talents.

We fired up the bikes after a wet night and headed to the nearest Waffle House for breakfast. Our road captain, George, a retired Colonel, led the pack. Hammer, the boss of the Horse, kick-started his stretched Fab Kevin Shovelhead with a previously broken leg, and a new long narrow Sugar Bear springer and aimed it at the open road.

My Vintage hesitated momentarily before starting. Edge seemed to have a similar problem, but after waving his key fob over the large digital-age dash switch, it fired to life. Paul at Aeromach commented about the switches. Most elements of the new Indians have a Vintage appeal, but the switch was out of character, but not to worry. The Aeromach crew came up with the perfect solution, a contoured Indian head nickel in brass or silver with a double-sided sticky back. It covers the new-age digital element and you’re good to go in Vintage style.

Outside the Waffle House, I had the same problem, as if moisture was messing with the starter circuit. All the lights came on. I could hear the fuel pump spin up to the ready position, but the starter didn’t turn, then suddenly it did and we were on the road once more.

Our first mission was to ride to Myrtle Beach, South Carolina for a pre-party at the Suck, Bang, and Blow Saloon on 17 Business, just off the main drag. From Columbia, South Carolina to Myrtle Beach as documented by Rand McNally was a mere 147 miles. The road plan called for avoiding interstates and taking back roads, weaving in and out of tree-lined hills or through vast, bright green cornfields and small historic towns.

The subject of ethanol came up at dinner the previous night and how the corn fed fuel comes with water, which if left in a gas tank will rust components and the inside of tanks severely. There was also an issue of corn for food and cutting off export supply to augment fuel issues. For some naïve reason, I thought the ethanol issue would not become another government conspiracy against the beat-up oil industry and would sort itself out. It hasn’t and the Bikernet staff and the Brew dude will bring you a full series of articles on the ethanol issue in the very near future.

At the next stop, we gassed up after weaving through multiple winding roads boarded by lush green trees and southern estates. The roads are generally well kept and clean, as if someone mowed the areas along side the roads just before we rolled through the area. We avoided interstates, so our speeds revolved around the 55 mph range. I couldn’t keep up with the myriad of highways and numbered roads, like the combination to our travel safe was 262 right to 601 right, to 76 left, and 378, then 544 left to 17 south.

As the sun waned in the west, Hammer commented, “We have less than 50 miles to go, which should take us less than 4 hours.”

 

I was slow on the uptake getting ready to peel out from this gas stop. Just as the other five riders started to move, I hit the starter button, nothing. I tried again, nothing. I tried to wave the fob over the switch, nothing. A few minutes later, Edge called and we started to discuss the options. They pulled over just a mile or so up the road.

George, the road captain, returned to the scene of the crime and consulted with me on the options. We joked that the factory only allowed us two hundred miles then the bikes shut off. At that point ,Edge commented, “Now mine won’t start.”

It’s the electrical plaque. I looked at George and said, “Take my key fob to Edge.”

Sure enough as George approached Edge, the Chieftain fired to life. We had switched key fobs, but as long as he was close by, my bike would fire and run until I shut it off, and visa versa. Incredible. There was nothing wrong with the motorcycles, just a couple of loose nuts behind the handlebars.

We rolled into crowded, congested Myrtle Beach in the afternoon and slipped into a pizza joint while waiting for Julian, the pinstriper extraordinaire, with a smile capable of melting steel. I was already discussing the financing options of 1.9 percent financing, and the 5-year extended warranty program available from the factory. Damn, these bikes are sweet, and I wouldn’t mind owning one for many reasons.

During the conversation, a couple of nameless retired military guys started to discuss one of their duty assignments. They traveled around the country inspecting facilities, but during that time, they developed a social study of women’s nipple hues and documented their findings. From bar to bar, they discussed the study of the color of women’s nipples, their heritage, and their locale.

“We never ran across a women who wasn’t willing to participate and show her tits,” said one mystery military consultant. “We discovered no correlation between the location of a woman and her aureole hue, but a definite connection to hair color. Hair color due to dyes can be an issue, so it’s best to note eyebrow colors.”

The saloon was set up to have a cruise strip right through the massive wood-slat facility. You could ride into the parking lot around the bar and into the parking lot once more, or take a shortcut through the bar. There were burn-out pits out back, and later in the evening, after the clientele warmed up, the crowd stood on the balcony overlooking the rubber-laced track and watched mini-bike races, including Juliana and Rosa as they whipped around the building.

During the evening, a wild man and his tiny maiden, Megan, with a brilliant smile rolled into the lot on what looked like a rusting old Indian. Rich owns Charleston Indian or American Biker in Ladson, South Carolina. I’m glad Colonel George led the way. I was losing my sense of direction. We seemed to weave in and out of North Carolina, and I was beginning to sense the size of South Carolina. It was small. Of course, like Hammer said, “It may only be 125 miles, but it’s going to take us four hours.”

Rich Worley, the owner of Indian of Charleston, SC, which I immediately confused with Charlotte, NC, has a patina program at his dealership to give the new Indians a vintage look. His bike was painted two-tone, blue and cream. He manufactured a set of highbars and blacked out some of the covers and pipes. It looked like a 20-year-old bike Bean’re would ride, and Bean’re showed up moments later on his Ron Finch modified bagger or FXR. Something told me he broke the code and drifted from his love of FXRs, but that’s another reason for a supreme Bikernet Investigation. Bean’re will be subpoenaed shortly.

Once Rich’s connection sunk in, we started to ask questions about our shiny new Indians. A font of new Indian knowledge, we learned about the bag locking key fob, how to check the multiple digital trip settings, and the bike comes with a system for monitoring the miles per gallon. Throughout the high traffic day, I rolled along at 33.4 miles per gallon. As the days rolled on and speeds increased, my mileage grew to 39.7 mpg.

The Major organized a timely video meeting with the crew and explained how Rosa and Juliana were riding to the SmokeOut to partake in the Chopper prom. This was all about getting to the dance, dates, and outfits. Somewhere down the road, we will see how the planning session operation panned out. We had fun at the meeting. I bitched about not being the star, and Bean’re threatened to boycott the mini-bike races if his crew didn’t receive appropriate airtime. We were both told to pack our shit and hit the road.

The next morning, we did just that. Hammer wanted to peel out at the crack to dawn and Bean’re didn’t like to stir before 10:00 a.m. Serious negotiations took place until late in the evening and we decided to meet at Suck, Chrome, and Paint at 9:30. We gassed up and rolled just before 10:00.

Our first mission was an elaborate SmokeOut video shoot. “I miss the team from Choppertown,” Major Edge commented. Our local video team included Tyler, a Bikernet southern correspondent. Video looks smooth but often involves hours of footage shot numerous times.

An hour later, on a small green pastured side road peppered with cornfields, we blasted past our esteemed cameraman, and then spent an hour looking for him again. He was gone to a better place. The plan crumbled.

We pulled back into a small rickety gas station with only regular gas, funky tape over the other buttons and no restrooms. Grabbing something cold to drink, the team mounted up and peeled out. Earlier, at the same station, I noticed a click when I hit the starter, like a dead battery, but after the third attempt it fired right to life. I suspected a loose battery connection.

This time as the crew pulled away, it clicked again, and again, then I lost all power. The Major was with me and had a small tool bag, but after removing the stern Allen from the seat to the fender, the seat didn’t give up the ghost. The brothers rode up the road for 20 miles and finally figured out we weren’t behind them.

Rich returned, showed us how to pop the side covers free, retrieve the small tool pouch, remove the two metric Allens holding the seat firmly in place and presto, there was the battery, and yep, both connections were loose. No problem. We tightened them and never had another problem.

I heard one complaint about shifting, but didn’t experience any shifting issues with the six-speed transmission with a comfortable 2.2:1 final drive. At one time, there was a clink evident in the gear driven primaries of Victorys when throttling up and down, but I didn’t notice it on this Indian. The primaries get hot and a booted foot resting against the surface for an extended period will sense the heat. Another individual complained about the position of the kickstand. I have that issue with numerous bikes, but I could reach this kickstand without much a problem. Aeromach has addressed any kickstand concerns with a new product for the guy who wants a short extension.

We had only 114 miles to wind through to reach RockingWorld, NC.

“Or just over four hours,” Hammer said and peeled out, to ride alone after the video shoot. “I got lost several times, but met lots of interesting and helpful locals along the road.”

We tightened the battery cables and hit the road. Someone later asked, “Why does this weird shit happen to you?” You got me, but we always fix the bastard and keep rolling. Just adds to the adventure. Maybe it’s a kcKarma punishment for all the redheads I’ve left behind.

Rich taught me how to operate the cruise control and how to adjust the turn signals. The cruise control is a dream and once engaged, I could ride for miles hands-free. It’s as if the heavy duty Indian runs on rails. Actually, if you lose your key fob, you can start the bike using the turn signal switch to enter your personal code.

Through the myriad of highways like a creeping spider web laced over the South Carolina hillsides, the Vintage never walked, weaved, or felt unstable in any curve condition at any speed. It was solid as a rock and would pull with massive torque in almost any gear at any speed. At 3000 rpms, the peak torque is 119.2 ft-lb, powered by almost 4 inches of bore and a 4.5-inch stroke.

 Maybe it was something in the pizza, but suddenly he stood and announced, “I’m not going to let anything disturb my last couple of hours on the road.”

The Colonel nudged him. “Relax, we’ll be there in a half hour.”

Brakes were smooth and confident with dual floating rotors and 4-piston calipers up front and a single floating, 2-piston caliper in the rear. I felt no issues with the brakes or with the wet multi-plate clutch.

Two years ago, this cruiser would have been out of its element at the SmokeOut, but more and more touring machines rolled into the grounds. I ran across nothing but positive comments for the new brand and the new machine. I encountered a lot of sincere curiosity.

The next morning, we were summoned to another staff meeting and given our assignments. I believe at noon, the gates opened and the games began. Although cell phone weather reports calling for rain never materialized until Friday night and we were securely in place. I brought the dry blessing of sunny skies from Los Angeles. That’s the least I could do.

The SmokeOut is the Renaissance Fair of motorcycle events. It’s non-stop action from the World Class bike show, to constant bands, contests, including the famous costumed mini-bike races, anvil toss, painted lady art competition, T-shirt dress making for the ladies, and finally, the crescendo event of the evening, the Chopper Prom in the Campgrounds Saturday night, including R&B artists and a prom master of ceremonies.

There wasn’t a minute without action, discussions with builders, raffles, wet T-shirt contests, barbecue, or a taste of white lightening to take the edge off the sultry afternoon. I’m sure we will see numerous reports on Smoke Out 15 as the week unfolds.

PRO WINNERS

DJ Jenkins – Court House Customs
Josh Cipra – TBC Hot Rods & Bikes
Pat Patterson – Led Sled

JOE’S WINNERS

Michelle Barinari
Doug Wothke
Wendell Turner
Terry Whitten
Thomas Heavey
Michael Harris
Chris Wade
Joshua Staggs