Bennett’s Performance touts being the performance test bed for all-things big twin performance and handling in Long Beach, California. The team is also very involved in Bonneville Land Speed Record efforts. Unless the California Air Resources Board decides to shut down every California custom or performance shop, they will be burning rods, turning lathes, and twisting wrenches until they die.






I say, “They,” and I’m referring to Eric Bennett, the boss, and his longtime mechanic and Dad, Bob. Other technicians come and go. Plus, next-door are the men, including Jerry Branch, and John O’Keefe, who are the masters of the flow bench and headwork at the Branch O’Keefe machine shop.



All shops big and small in California live in fear of being shut down. But let’s not go there. For a few minutes let’s pretend that freedom rings in this country and our political structure loves folks who build anything from hot rods to custom motorcycles. They even support the notion that loud pipes saves lives, because it’s true. They love it that guys don’t beat their wives or do drugs, that they learn how to work with their hands and create something one-off, which they can ride to work or to Sturgis with pride. Am I dreaming or what?





Eric recently came across this 2004 Dyna and decided to research every performance resource and build himself the best hot rod Dyna on the planet, as a test project for anything performance, for Twin-Cams. He did, and we followed the process on Bikernet.com, and this is the third and last stellar episode. But wait, their could be more, according to Eric’s assessment at this point.



“I need to change the shocks,” Eric said. “They are too low and shifting the weight to the rear. I need to tighten the handling.”



Eric was pushing is Dyna onto his shop dyno as we strolled into Bennett’s Performance, a very clean and well-organized shop, a couple of weeks ago. “I wanted to dyno it one final time without a rev limiter,” he said and discovered a dyno malady. The battery was low. At about 5500 rpms the dyno results didn’t indicate a smooth transition through the gears, but jumpy results. He was dying to try again, but we were forced to take a break.





Eric now has 1978 miles on the bike since he rebuilt and upgraded the engine from 88 inches to 106. Shortly after the bike was completed and running, his dyno pulls indicated 112 hp and 119 pounds of torque, then 116 hp and 118 pounds of torque with a carb change, more miles and tuning. 



 Our discussion shifted back to handling. “At 100 it starts to wiggle,” Eric said, “There’s too much weight on the back.” He plans to install 14-inch Ohlins. Today, the lower badder look is slipping away for the jacked, terrific suspension, badass, dirt bike, café racer, SOA, go fast appearance.



We discussed the new CCE stiffer rubbermounts for Dynas, which might do the trick. “I still won’t be able to dial-in the handling as well as FXRS, like the Unknown Industry guys,” Eric said. “With my handling issues, they pulled away at just over 100 mph. The front feels fine, but I haven’t decided what to do with my number plate. Newer Dynas have additional gussets, but nothing like the FXR, period!”



He plans to black out the wheels and add Michelin tires, but he loves this engine configuration. “It’s perfect,” Eric said. “I didn’t need to machine the cases or crank up the compression. The cam isn’t radical, and I could run stock cylinders.” Jerry Branch told Eric that engines are like a combination lock. One number off and the system doesn’t work.



He’s currently looking for an ’06 or ’07 Dyna 17-inch rear wheel, and he will run a 160 tire. “It still gets 42 mpg. Reaching more than one horsepower per cubic inch with a naturally aspirated engine. It’s impressive.”



The S&S lower end contains a 4.5-inch stroke with 3 7/8-inch S&S pistons. Eric blocked the Mikuni carb out one inch to allow the air and fuel to atomize more before it reached the intake valves. “It’s a smoother delivery to the chambers,” Eric said. “We were lucky to score a set of Dave Thew heads designed for monster JIMS 116-inch motors by the Branch/O’Keefe team. This combination with 2.02 intake and 1.610 exhaust valves, and some slight porting, coupled with a Redshift .647 lift cam, and 11.5:1 compression gave Dave Thew 132 ass-kicking horsepower and 132 pounds of torque.



Dave’s bike with fat tanks and beach bars could not be beat at the drags.



I spoke to Eric’s dad who talked of his Bonneville bikes and going after a 167 mph record. Eric was the rider. “We couldn’t get over 161, but then I learned about aerodynamics. I gained 9 mph by moving the pipes inboard. We gained another 5 mph when Eric shifted his riding position and tucked one foot behind the primary.” They grabbed a record.



So, you can tell by the smell of go-fast, the posters of Burt Munro on the wall, and the Bennett record next to the counter, that this group is all about motorcycles and folks who ride hard and fast. Hang on for the next report.






Address: 1940 Freeman Ave,Signal Hill Ca, 90755



Size: 16-inchBrake calipers: Stock
Brake rotor: Lyndall
Pulley: H-D

1.Measure over the fullest part of your head, from the top of your left ear over the top of your head to the top of your right ear.

2.Measure completely around your forehead at the fullest part pulling the tape measure snug.

3.Measure from your hairline back over your head to the occipital ridge (the protrusion where the skull meets the spine).

•The band fits snugly above your brow line and comfortably but snugly around your head.

•The cap should fit down to your ears on each side.

•The knot in the back of the wrap should come down to the occipital ridge (the protrusion where the skull meets the spine).  

 

Editor Note: DesignWraps Brand™ information borrowed from www.designwraps.com 

 

Wolfgang Publications
Stillwater, Minn 55082
www.wolfpub.com

Gard Hollinger built a custom, almost sport bike 106-inch H-D Twin Cam (engine modified by Bennett’s Performance), with a Baker transmission and all the best goods for Keanu Reeves a couple of years ago, but after riding it around the Hollywood Hills, Keanu said, “Let’s make more.”

Here are the words from the Arch web site: The original Arch prototype was born in Los Angeles out of a collaboration between veteran motorcycle builder Gard Hollinger and actor Keanu Reeves. It’s a motorcycle inspired both by the machines of old and the shapes of the future. Now nearing completion, the first production model will soon be available to a select few.

This bike will be amazing with billet gas tanks, billet aluminum frame components, ISR controls, carbon fiber wheels (light as a feather) from BST (Blackstone Tek in South Africa), the finest suspension components, and you name it.

We snuck into Gard’s shop under the ruse of eating exotic Indian food and talking Ferraris. We mentioned hummus and he started to salivate.

Gard is a quiet,  unassuming sort and he would rather not discuss the project much until he can talk Keanu into strolling up on a brightly-lit stage and telling the world they have 50 state-of-the-art motorcycles to sell. Gard will be out back tinkering on the next project and having a cup of coffee with a couple of bros.

The challenge of taking a one-off custom bike and turning it into a production model comes with a myriad of obstacles. With every step and component Gard improved on the original custom with the notions of manufacturing efficiencies, strength, rideability, longevity, and reliability in mind. This bike will be fully EPA-compliant, rubber-mounted, with the absolute best in braking and handling components.

In addition to a rubber-mounted driveline, the handlebars are rubber-mounted and the grips and pegs are designed for vibration dampening. The wheelbase is slightly shorter and the chassis more agile. The forks will be wider than the originals, with custom trees machined for dual radial discs up front.

The gas tank is the most bulletproof tank on the planet. Billet-machined, it is a structural frame member, that is fully polished, certified welded, and then polished again. It’s slightly wider than the original and has a 5-gallon fuel capacity.

The frame is made up of one piece that’s steel, and then several aluminum shapely machined chunks are bolted to it, including the seat frame and swingarm. “Ryan Boyd is our Oz of CNC machining,” Gard said. “He’s been instrumental at making these machines spit out the magic piece.” The front end is fully adjustable and the rear suspension contains a fully adjustable mono-shock system.

Gard is testing two S&S Twin Cam engines, one of which is the square 111-inch mill with 4.25 stroke and bore, which is known for smooth long miles. It’s considered the best performance package for touring models.

He has a 124-inch S&S hot rod in his current test model, which forced him to build a new, slightly modified exhaust system. Vibration is a consideration and the larger motor adds a buzz to the chassis.

The seat pan is structural and conceals the wiring system. The foam is molded to the pan and covered by some of the finest craftsmen in the business, High End Seats. He worked with Billy Mc Cahill, of Compu-Fire to design an Arch high amperage voltage regulator to match the Spyke charging system.

This is just a taste of the design moves and considerations as Gard and his team roll closer to a state-of-the-art ARCH production motorcycle. Gard and Chop also continue to run their low volume unique production parts, LA Choprods shop, making custom oil tanks, builder parts, and distributing ISR controls out of the ARCH facility.

What can I say? Like the Bikernet Team, this is a group of diehard riders who love motorcycles and love to build cool shit and have a blast during every stage of the process. We will bring you another report as soon as I can find an excuse to sneak into his shop once more. What’s for lunch?

http://archmotorcycle.com/

Spearheaded by the head of Polaris Industries’ Industrial Design team, Greg Brew, a small and dedicated team undertook the task of customizing a stock 2014 Indian Chief Classic. It features an array of Genuine Indian Motorcycle aftermarket accessories along with a custom paint scheme and billet girder front fork. This Big Chief Custom was designed to showcase the possibilities to customize, enhance and personalize the 2014 Indian Chiefs.

One special highlight of the custom build is the billet aluminum girder front end that recalls the early Indian models. Designed, machined and built in-house, the girder fork features machined uprights and cross members with a custom 23-inch front wheel. The custom front valance fender maintains the classic look of the Indian Chief. A custom shock and headlight complete the package. Custom paint was applied in-house by team member Steve Leszinski with a multicolored theme from prior generations of Indian Motorcycles.

Another nod to the long history of Indian Motorcycle is the springer style seat. Combined with the modern day single rear shock, the Big Chief Custom promises to be a smooth ride.