Sturgis Motorcycle Museum Experience for September 2013
By Bandit |

People ride for all sorts of reasons – transportation, relaxation, just pure fun. It’s probably been true to some extent from the advent of motorcycling. But you have to imagine that in 1914 and 1915, it must have been more about transportation and maybe about fun than it was about relaxation. Ah, but there was the rush of excitement.
Imagine having to pedal your motorcycle to get it started, and manipulate a half-dozen levers.

Imagine having to pump oil in and let it work its way through the motor just about every time you stopped. Imagine riding across country at top speeds of maybe 45 miles per hour on roads that were probably at best rutted and at worst non-existent. Imagine riding a rigid frame just one notch above being a bicycle, adjusting your chains, brakes, clutch, valves, points, you name it after riding for just a few days.

Doesn’t sound too relaxing when compared to the way most of us ride today, but it was always a mechanical adventure wrapped around the rush of the open road.

Still, at least one couple decided that reliving some of that history now would be fun. Sturgis Motorcycle Museum Hall of Famer Cris Sommer/Simmons and her husband, Doobie Brother Pat Simmons left the Sturgis Motorcycle Museum & Hall of Fame on August 20th heading for the 110th Anniversary Celebration of the Harley-Davidson Motorcycle Company. The pair finished their ride at the Harley-Davidson museum in Milwaukee. Accompanied by Cris’ brother Mark in a chase van, the two mapped out a route that avoided busy highways as their bikes have a top speed of only about 50 miles per hour.

The evening before Cris and Pat took off, the Sturgis Motorcycle Museum held a send-off reception for them and their bikes. Effie is Cris’ 1915 Harley named after pioneering motorcyclist Effie Hotchkiss. Effie has a history of long-distance riding as she was the bike Cris rode in 2010 in the first Motorcycle Cannonball. Vinnie is Pat’s 1914 Harley named after the man who sold the bike to Pat. Vinnie is new to long-distance riding as is Pat. Both bikes got to spend the night inside the Sturgis Motorcycle Museum before the couple – accompanied by a few friends – left on the first leg of the journey.

Throughout the run home, the two rode at a fairly leisurely pace. The first day from Sturgis to Pierre was actually one of the longest days at about 175 miles.

“Watching the couple make their way across the center of the country has been a delight, said Christine Paige Diers, Executive Director of the Sturgis Motorcycle Museum. “Cris has posted frequent updates on facebook, and we at the Sturgis Museum feel blessed to have been chosen by this amazing couple as the place to start this historic ride.”



Welcome to the Borderlands – Chapter 5
By Bandit |






Adventures in Panland
By Bandit |

Editor’s Note: I recently received a note about the last ’48 Panhead I owned. Two years ago Doc Robinson, a moto-journalist and tech writer from Australia, talked me out of it. Since it arrived on his little island in the Pacific he had a mission, to make it vintage road race rally ready. When our reader commented Doc shipped us the latest report on the classic 61-inch EL with dual carbs. Here’s the reader’s letter and Doc’s report.
BANDIT’S ’48 PANHEAD–Hey man, I came across this picture of your Panhead. I was wondering if you had anymore shots, and could tell me anything more about it.
One of the best lookin’ Pans I’ve ever seen.
–Reader
Ah yes, old bikes have some things in common with old lovers, as anyone who has ever suffered a broken heart will attest. And hasn’t that been all of us at some time? For quite some years I had not owned a bike that would qualify for entry into the Great Race, an Australian Institution that sees early Harley-Davidsons pitted against Indians. Details and pictures of this event can be found at www.great-race.com.au and the site is well worth a look.
But with the acquisition of this ’48 Panhead from my good buddy Bandit (from Bikernet) a couple of years back I figured I was “in like Flynn”. Alas, a combination of last minute problems with the bike, a back brake that suddenly decided to lock up completely whenever it was activated, plus a suspect coil and plug lead saw me scrambling. On top of that my wife’s mother suffered a major illness and was in hospital in a critical condition and I didn’t want to leave wife Jane at home alone in that circumstance. But roll on 2013 – come hell or high water I was going to be there.
Now Patty – yes “Patty Panhead” – in my ongoing though somewhat lame tradition of naming my bikes, wasn’t running as smoothly as I would have liked and even seemed to be going downhill somewhat. So I enlisted the services of Neville Lush of Neville Lush Racing to give her a good tune up, a not so simple task given that she runs twin Mikuni 42mm carbies that are directly affixed to the heads.
Now after some work on her, Neville suggested the aftermarket automatic advance distributor might be part of the problem and fortunately I was able to source a brand new Mallory from Mark Hood of Hood Engine Service.
But despite his best tuning efforts, which did result in a decent improvement, Neville informed me that he’d found the front cylinder exhibited somewhat reduced compression and that this needed checking out. Time now, was running short for the Great Race, and in my neck of the woods blokes who are prepared to work on Panheads are somewhat thin on the ground.
However, my big break came when I was discussing my problems with a young tech at Harley-Heaven who volunteered to take a look at Patty for me. Now Adam Kalb, or SuperKalb as I once nicknamed him after he fitted an automotive turbocharger to both his late model Fat Boy as well as his 140cc scooter (the latter which jumped from a stock 4hp to 18hp), is one of those blokes who was born with a spanner in one hand and a screwdriver in the other. While this no doubt wouldn’t have done much for his mum’s birth canal, it did result in him being a problem solver par excellence when it comes to anything mechanical.
Well he pulled off the rocker covers and noticed that one of the lands that supports the rockers had a fingernail-sized piece of metal missing from it. Where had it gone?
Removing the heads provided the answer; it had gone down into the front cylinder and scored the bore significantly. Damn.
So, I raced the heads and barrels down to Hoody who did some measuring and found I had one more rebore left in those old barrels, but said that finding pistons was going to be tricky. However, Hoody worked his usual magic in super-fast time and called me a couple of days later to let me know he’d located some pistons and the job was ready.
In the meantime SuperKalb had checked the cases and flushed them and informed me that the bottom end rebuilt by Lee Clemens of Departure Bike Works in Richmond, Virginia, seemed quite fine.
Now, Hoody told me that the thread in the head under one corner of the land looked like it had been faulty from the factory, and that had allowed the screw to loosen and then the land to jump up and down until a chunk of it had broken off. But he sorted that out and went over the heads, originally rebuilt with roller rockers by Baisley’s Performance, thoroughly, pronouncing them ready for another 65 or so years on the road.
So, there the bike sat, all ready to go, with all the major problems dealt with and some minor ones attended to, just missing one teeny-weeny bloody gasket, and before we could source one time ran out on me. Another couple of days and I’d have been charging around the Snowy Mountains with a great bunch of Harley-Davidson and Indian enthusiasts, grinning no doubt, like the village idiot. Ah well, as Ned Kelly said, “such is life.” Fingers crossed for next year.
I suppose, now that the bitter disappointment of missing the Race for the second time has faded to just a tight knot in the pit of my stomach and a sour taste in my mouth, I can reflect that some good things have come out of this. SuperKalb has repainted the barrels and rocker covers to schmick up the look, completely cleaned and resealed the fuel tank which he’d found to be pretty rusty internally, tidied up some wiring, and fitted new brake shoes to the rear drum.
Laconia In The Rear View Mirror
By Bandit |
Progressive Insurance Laconia Motorcycle Week®, America’s Original Riding Rally, had decent weather over both weekends and very strong attendance for 2013, its 90th year. Riders enjoyed the White Mountains, crystal clear lakes and great riding throughout New Hampshire.
“We launched our AMSOIL Laconia Passport to great success this year” notes Rally Executive Director Charlie St. Clair. “We are already exploring ways of expanding the program for next year”.
The passport program exceeded expectations for its inaugural year and riders from all over New England as well California, New Mexico, Illinois, Iowa, Canada and even Luxemburg participated! The Grand Prize winner of the “Win a Trip to Laconia in 2014” was Janis Bullen of Ashburn, VA.
The Laconia Mobile Guide(TM) app was new for this year and assisted riders in planning out their stay as well as giving them ways to connect with other enthusiasts. “We plan to work on developing new content for the Laconia Mobile Guide(TM) app for next year as well as fine-tuning the existing content so even more riders can have a great experience with it for 2014”, said Jennifer Anderson of the Laconia Motorcycle Week Association.
This year also saw a ground-breaking 1st annual Laconia Motorcycle Week® Customer Appreciation Parade from New Hampshire Motor Speedway to Laconia Harley-Davidson, with over 300 riders participating to raise money for NH Children’s Charities and Boys’ and Girls’ Clubs on NH. Next year is sure to have even more riders taking in the sites, enjoying a ride around the famed NH Motor Speedway track and being a part of a great cause and parade.
Hill climbers from across the country competed for a packed crowd, at the American Motorcyclist Association-sanctioned Pro Hillclimb in Canaan, NH. Enthusiastic racing fans watch as John Koester took top honors in the unlimited and Xtreme Hillclimb division this year.
Organizers and sponsors ended the event satisfied as the Rally kicked off its ninth decade in 2013 and with sights ahead for the 91st anniversary next June, to officially begin the ‘countdown to 100!”
The Rally that began humbly in 1916, alongside the roots of the sport of motorcycling, continues to make a significant impact on the Lakes Region, the state of New Hampshire, and all of New England.
For a complete schedule of next year’s events, watch for updates to http://www.laconiamcweek.com/Schedule/. For complete lodging and camping options, visit http://www.laconiamcweek.com/Lodging-and-Camping/. While you’re visiting the Official Progressive Laconia Motorcycle Week® website, be sure to sign-up for the free e-newsletter to learn about new information and special deals!
1964 Pan Head part 4 (frame)
By Bandit |
Oil tank and lines were next on my agenda. I opted for a more modern spin on oil filter adapter, it looks nice and makes oil changes a snap. I kept the original oil filter that was polished just in case the owner wants to go all original some day.
The front forks have been completely rebuilt with all new modern seals, I had them polished also, looks nice! My customer decided he wanted a old school look on the wheels like they did in the ’30s and ’40s, so we blacked out the spokes and hubs leaving the star bearing plates and lug bolts the original parkerized coating.
Just about everything that is aluminum was polished like chrome. We kept to the OEM look on the primary and oil tank, which was black with touches of chrome.
As for the clutch shift linkage (mouse trap), it also was completely gone through and restored, polished and looks like new. I did find out why they call it a mouse trap! Got my Fuckin’! finger snapped twice while trying to adjust it, IT HURT BAD!
The brakes have all new shoes, lines and fittings. Front brake is mechanical and rear is hydraulic, all juiced, adjusted and ready to go. Tires we picked are replicas of the day. They are Shinko reproduction white walls. Not the best, not the worst, but fit the budget just right. They have all new tubes, rim belts and have been balanced and trued by me.
The new exhaust went on comfortably with new head clamps. We kept the original muffler. It was salvageable. All the footboards have been rebuilt with new rubber and rivets and foot controls were installed.
The original generator in chapter 3, was a no go, it had a bad armature and wasn’t cost effective for a rewind. So I ordered (cust. request) a new 6v generator with built in voltage regulator, it too looks very nice. Just a quick rundown, the electric system although all 6v, has all new solid state components i.e. electronic dual breaker distributor with a solid state voltage regulator, no mechanical parts.
The electrical has all been installed and wiring is complete less the head light and tail light. Both electrical junction boxes have been rebuilt with new insulators and wiring harness.
There’s a lot of little things like the $5 chrome chain guard I found at the swap meet and some odds and ends I also found in good condition cheap, at the swap meet. You can see them in the photo’s if you look hard. The steering head lock was a nightmare. It took me months to track one down on eBay. Shortly after I purchased the one on eBay, JP Cycles informed me that they finally had one in stock, go figure!
Tale of Two Races
By Bandit |
The past few months have been a blur in many ways from getting to go see and take a few shots of Lindsey Stirling on a Wednesday night, then heading out to cover the Division 4 NHRA races that same weekend, to a change in my “real” job status just prior to the 26th Annual NHRA Spring Nationals!
I made my way out east I-10 to the home of Royal Purple Raceway for the NHRA/Lucas oil Racing Series Division 4 races, Showdown at Sundown while this event would feature Top Alcohol Funny Cars and Dragsters along with all the Super Comp, Super Gas and the others what made this event even more special was this would be the first race of a 10 race season for NHRA and Top Fuel Harley’s! I guess due in part to the demise of the AHDRA, yet when they started promoting exhibitions in the 2012 season you kind of had to think something was up?
I arrived as I always do right as the gates opened, being that this was a Division race I needed to not only pick up the required paperwork and ID, but also to be sure to introduce myself to this group of NHRA officials. While only my second time in an NHRA event I went to the Press/Media room, from there I was instructed to go up stairs one flight to the main control room for the NHRA.
After introducing myself to the man in charge and getting all of the rules and such, I turned to leave and there they were…A table full of “Wally’s!” Let’s see, nobodies looking surely they won’t miss just this one? Unfortunately at this time I had not unpacked any cameras and did not even think about my phone to grab a quick shot, plus they were damn busy up there.
Just in case you might not be familiar, the Wally is the official NHRA trophy awarded to the winning drivers of each class. The 18-inch tall, 12-pound trophies have been handed out since 1969 and are named after Wally Parks who formed the NHRA back in 1951. Contrary to what most folks believe, the figure atop the Wally is not Mr. Parks but is instead modeled after Top Gas racer Jack Jones. Seems Wally Parks called Jack and asked him to pose for pictures that would be used as a model for the trophy. The photo that ended up being used for the model was shot at Pomona Raceway in 1969.
Back outside I made my way back over to the truck to grab a camera and go see what was happening in the pits. For whatever reason I had thrown my black “Arctic Edition” Carhartt in my truck the night before. I actually found this jacket in a Texas store in August, as I was preparing to begin travelling to Winnipeg, Manitoba, Canada for my winter trips.
I was glad I had it. A cutting wind as a chill (for Texas) met me at the track. Making my way into the pits, I found the Top Fuel Harley folks right next to the tower. Seems 16 of the big boys showed up for this first race, along with a handful of the other MC classes: Pro Dragster, Pro gas, Street Pro and Hot Street.
While I assume the Wally was awarded to all class winners, I discovered that two riders in Street Pro and Hot Street got theirs for just showing up, as they ran unopposed on Sunday. I was even asked by one of the NHRA folks working on the track about the motorcycle race scene here, as some of the classes were a bit light.
Racers are required to attend a certain amount of division races to be allowed to compete at this show! You know, the events you get to watch on ESPN, and boy did they show up! While it is cool shooting the wheel stands of the SS class, the extreme amount of car racers roughly 335+ throughout all the car classes like Super Stock, Stock Eliminator, Super Comp, etc. pushed the schedule back.
As the day wore on the crowds picked up and began to resemble what you might see at a national event. This was due in part to tickets not costing quite as much as the Mello Yello Racing Series National events. Plus the draws of the Top Fuel Harleys first race amped attendance, and just to add the cherry on top, two jet cars were scheduled to run on Saturday night.
While the temps barely made it into the 50s, the wind never died down. At times the Big-3 automakers could have used the entrance tunnel, under the tower, for wind testing, as all day it whistled straight up the track from the finish line.
While the crowds braved the winds and the chill, there was some concern with the Top Fuel Harley teams. If the temps dropped anymore, it was going to be too cold for running big beasts! However, finally the first of the Top Fuel bikes rolled out from under the tower, setting off a round of applause from the windswept folks in the bleachers. Yet, that paled compared to the roar from those same folks, who waited patiently all day to hear those two Nitro methane breathing monsters come to life!
When they rolled out the two jet cars, one of the track officials came over and instructed me to move back off the wall to the return road. Having just re-grown my eyebrows, I moved quickly. The last time I got to see a jet car was at the Houston International Speedway and Shirley Muldowney was still racing. The jet cars were cool with lots of smoke and fire. I wonder what each pass costs them folks?
Sunday morning broke warmer and with no wind! While there were still a bunch of cars to run, every race seemed to flow. The longest delay was after a young man decided to see if either side of his car was made of rubber, testing it on both walls. While he was OK, the NHRA Safety Safari folks decided to be safe and send him to the hospital just to be sure. The track is a good ways from any hospital, so they decided to let him ride in a helicopter to expedite his journey. I mean, after all, he does need to start beating them side panels back out!
Also at the race were the Sportsman Motorcycles. I noticed two ladies out on the track, one who seemed to be by herself each time she came up, so I went to investigate and found out she wasn’t alone. Her husband was racing in the same class. I spoke with her about trying to see if I could get a story on her in one of Bikernet’s sister sites if they are interested, so we will see what happens?
The day progressed comfortably with great weather and hot racing. Doug Horne from Aberdeen, Maryland went on to take the first Top Fuel Harley Wally of 2013 with a 6.363 pass at 237.09 miles per hour!
See I told you there were two races! This year I headed out to the track before Starbucks even opened! Possibly due to my excitement of knowing I would be on the “Wall” at an NHRA National Event. Can we say, “Top Fuel Baby!”
See, last year I did get to attend and had a great time, after the shock of realizing I did not know how to read the conformation letter sent by the NHRA! This year I knew I would be out there on Friday, but until I had that orange vest in my grubby little hand I would not rest!
Of course the first thing I did after checking in and getting said vest, was to go the restroom and take pictures of it for Facebook. Why is it that pretty girls and psychotic photographers are always taking pictures of themselves in the bathroom? After unpacking the cameras, I headed to the wall. This is the location of all the race action, so there are all kinds of things to shoot! You of course have the TF, but there is also Top Alcohol, Pro Stock and Pro Stock Motorcycles too! I had goose bumps on the top of my head.

I was back and forth all day between my truck to grab a snack and water, or in the tower to cool down a bit as the Texas weather had returned to blistering normal. I came out and saw the top fuel cars lining up at the tower. I have been out on the track between two top-fuel Harleys snapping photographs and snorting fumes. Yet that can’t compare to having the air filled with Nitro methane when jet cars smoke their tires and rip down the track! When those first two cars fired off, my eyes watered, snot ran out of my quivering nose, and I could hardly breathe, it was intense!


Although it was still raining, you could cloud cover clearing towards the track, so I headed out and got visit with some folks, and then here came the rain again! As the afternoon wore on and it kept raining most of the folks left, except for diehards still sitting in the stands despite the heavy rain, thunder, and lightning.
As I stood there in the drizzle, a gentleman came up and tapped me on the shoulder. He asked if I was hungry and before I could even say anything, he drug me into his company’s suite, H&S Constructors, Inc. His family and friend were all hanging out and a couple of the ladies started handing me all kinds of food and drinks, just the nicest folks! After some good food I went to check on the status of the race, finally after a confirmed lightning strike within the park the NHRA called the event for the day.


Till Next Time,
–Rigid Frame Richard
ZIPPERS PERFORMANCE EXHAUST
By Bandit |
My friend Wayne just bought a 2013 Harley Davidson Tri-Glide and was complaining it needed some more power to get down the highway. Even with the 103 CI Twin Cam engine that is not surprising because of the weight of the motorcycle.
We decided to go with a Zip Kit package from Zipper Performance that included an exhaust header (he already had screaming eagle mufflers), high flow air cleaner and ThunderMax tuner. The ThunderMax also allows you to download new maps in the future should you do any other performance upgrades.
The exhaust is a Dual Header System from Khrome Werks. The “True Dual” is made of 1 3Ž4 16 gauge material and comes with full coverage heat shields. It is designed for maximum top end power and improved low end torque with balanced flow.
I started off by removing the stock exhaust system. This is basically starting at the back removing the mufflers and moving forward until all parts were removed. This procedure is covered in the Harley Manual and also with the instructions that comes with the new exhaust.
I then replaced the exhaust gaskets using JIMS tool number 788. It makes the install quick and easy.
The exhaust comes with both 12 & 18MM bungs installed. I would be using the 18 MM O2 sensors from ThunderMax so I installed the 12mm plugs. In the next step I varied slightly from factory supplied instructions by installing the exhaust system and then the O2 sensors because it was easier for me.
The header system is installed by inserting the front pipe into the exhaust port and then the rear by using a strong pull to seat it. Once in position the flanges were installed on the studs, neversieze was used on the studs and the saved 5/16-24 flange nuts installed. The nuts were Snugged but Not Tightened at this time. The O2 Sensors come with neversieze on the threads and I installed them. Note; Do not over tighten because once you have run the motorcycle, heat from the exhaust will make them tighter and they could be a problem if they ever have to be removed.
After the header was installed Neversieze was applied to all exhaust pipe connections and the cross over installed followed by pipe extensions (because it is a trike) and then the mufflers. There are detailed instructions that should be followed while doing this. After the exhaust is in place follow the enclosed tightening instructions. The complete installation instructions can be found at
http://www.khromewerks.com/PDF%20Files/Instructions/High%20Performance%20Exhaust/200650A.pdf
Now that the exhaust was installed I removed the air cleaner cover, element and plastic backing plate. I retained the cover mounting screw, 2 breather bolts and “S” shaped hoses.
I used Blue Loctite on the original breather bolts inserted them through the supplied spacer and tightened them securely.
Next I installed the “S” shaped hoses through the new backing plate and chrome caps. Using Blue Loctite on the threads of the stanchions I installed the bottom one through the new backing plate and gasket and into the throttle body then pushed the hoses over the nipples of the breather bolts followed by the chrome caps. I then installed the two other stanchions and tightened to 85 inch pounds in sequence, repeating this a couple of times to seat the gasket and then went to 90 inch pounds for a final torque.
Next the filter element was lined up with the stanchions and the screws provided installed after a small amount of Blue Loctite was applied to the threads.
While I was doing the above I had added some silicone to the air cleaner cover gasket, installed it, and laid it on a flat surface with some weight on the cover to let it set up. Now that it had I added some silicone to one side of the thick supplied washer that was to be used as a spacer. Though some people use Blue Loctite on the cover screw I prefer to use Liquid Teflon. Putting the bolt through the cover and placing the spacer over it with the silicone side towards the filter element the cover was lined up and tightened in place.
Detailed instructions can be found at http://www.zippersperformance.com/pdf/117-448,%20117-449%20%20Air%20Filter.pdf
The next step was installing the ThunderMax. Remove the side cover and the main fuse, followed by the seat. The factory ECM is held in place by plastic caddy latches, simply pull back on them and remove the unit. Holding it firmly remove the lock and slide the release lever to remove the wiring harness from the ECM. This is covered in detail in the supplied instructions and they should be followed carefully.
I routed the front sensor wire across the front brace and then along the right side frame rail making sure it did not touch anything. The rear wire was routed between the transmission cover and the starter and then to the ABS caddy located on the right side of the motorcycle.
I lubed the communication and Auto Tune cables with dielectric grease and installed them into the ThunderMax ECM making sure they were fully seated and then secured them.
The ThunderMax was then installed into the caddy and the other wires greased and joined. I then double checked the wire routing and secured it to the frame with wire ties. I then re-installed the main fuse, the warning sticker about removing the battery in the future and then the seat.
Since I had purchased the unit directly from Zippers it came pre-programmed and I started the motorcycle. I let it warm up, shut it off and then repeated the procedure. I was happy with it so I reinstalled the side cover and took it for a ride, OH YEA!!! A Major Difference and it would get even better as Wayne rode it. He has since gotten back to me and has recommended it to some of his other trike riding friends.
For those who purchase the kit or the ThunderMax from other sources it does come with detailed instructions on how to install the proper map. If you have any issues there is an excellent support staff available to help.
Detailed install instructions for the ThunderMax can be found at http://www.zippersperformance.com/media/wysiwyg/DownloadsPDFs/ThunderMaxInstructions/309-362_Installation_V2012.06.28.pdf
For more information on this and other fine products for your motorcycle Zippers web site is.
The Broads and Bikes at Smoke-Out 14
By Bandit |
Thank the deacon of the harsh skies, the winter was gone and it was open-road riding time of year again, time for the super badass Smoke-Out in Rockingham, North Carolina sponsored by the HORSE and Bikernet to the max! I was ready to cut a dusty trail Friday afternoon, like a drunk who had been sequestered on a desert island for a year. Vicki polished her camera lens for a month. We only had a mere 75-mile-ride from Charlotte, and thought about taking our time, but the closer I got the more I rolled the throttle on.


We arrived around 2:30 pm and checked into our room. I was as antsy as red ants on a broken honey jar. Vicki wanted to hang out and find some grub, but I couldn’t wait. We snorted a French fry and then we headed directly toward the Smoke-Out at the Rockingham Dragway.
We were early, but the crowd was packing it in, non-stop. We thought about feeling out the vibe on Friday evening, but the white lightening soaked maraschino cherries kick off the evening’s mantra, like a Viking on steroids. The Smoke-Out is all about non-stop action, from the minute the gates open. I immediately checked the scooter action out and as always the bikes did not disappoint!
My good buddy Bob called me and told me he would be there Saturday morning along with his wife Diane. Bob just finished his rigid Sporty and the break-in trip was to the Smoke-Out, natch. What Bob builds is what the Smoke-Out is all about. Bikes built in a garage late at night, no high tech tools, just determination and some basic skills. Bob is a terrific welder and painter and he handles all of his fabrication with limited resources. So, I was excited to see his bike.
Saturday morning rolled around quick and we jumped up early, headed out for breakfast and into the Smoke-Out. On the way I spotted KC’s Biker Barn and decided to stop. Very nice people, they asked us what size t-shirts we wore and they told us every Saturday they give the first 10 customers a FREE t-shirt! So on top of that I got a new pair of KD sunglasses. Vicki got something, but I can ‘t remember what. I was too anxious to hit the action.
We pull in to the Smoke-Out entrance lot and the crowd was already swarming, and it was only 10 am. We were on sight about an hour when Bob called. He survived his first break-in run and was already planted in the park with a cold one. We hooked up, I checked out his bike, very cool and Vicki and Diane started doing the girl thing.
Bob and I heard the rumor about the Painted Ladies and the Painted ladies booth and we checked ‘em out. Now, let me tell you, from 30 feet away it looks like they are wearing clothes but the closer you get you realize those clothes are alive! Bob being a painter wanted to get an even closer look at the Painted Ladies booth. He wanted to see how they laid that paint down. You know how women always have to have a partner to go to the bathroom with?
Well, Bob and I waited and sure enough finally Vicki and Diane take off on their bathroom run. We thought they would never have to go! It was time for Bob and myself to make a break for it. We shot through the crowd on a mission and found the Painted Ladies booth. We had been there about 2 hours admiring the talented artist work when all of a sudden we get a BIG slap in the back and there are Vicki and Diane! Busted! “What are you two doing?” Diane said and Vicki stood firm, her arms crossed, while glaring at me. We never had a chance to answer. We were drug off by our ears! Oh well, after we recovered from our tongue-lashings we decided to check out the bikes.
The bikes at the Smoke-Out are badass, bare bones, nothing not needed, nothing extra, bikes. No saddle bags, no radios blaring, no windshields, no nothing except the bike in its purest form. You will see and hear open belt drives. I love that sound! Kick starters that fire on the first kick! Tall sissy bars and even a few King and Queen seats, jockey shifts, tank shifters, foot clutches, Ape Hangers and Z-bars! If you dig this stuff, it is all at the Smoke-Out!
At the drag strip, it was all fun for whoever wanted to race and Saturday evening the world famous costume-ball mini-bike races were held. The costumes these guys wear are out of this world! Vicki wants me to build her a mini bike, so she can enter the race next year. I can’t see it, but if she raced I could hang with the painted ladies…
The people of Rockingham and all the businesses really appreciate the Smoke-Out and what it means to their economy. Signs were everywhere reading “WELOCOME BACK SMOKE-OUT” and “WELCOME BACK BIKERS!” It is good to feel welcomed. Hey Myrtle Beach, are you listening?
Edge and all the staff of THE HORSE MAGAZINE do a better job every year. They deserve a BIG THANK YOU! The Smoke-Out is my favorite event and I have only missed one. Vicki and I start making our plans every January, and that is when you need to book reservations because the motels fill up fast.
Until next time, RIDE!
Smoke Out 14 Custom Bike Show will be known not for the number of motorcycles in the bike show but the quality of motorcycles in the show. The innovation, design and engineering is truly outstanding. A number of judges came together (including Englishman and Fab Kevin) and spent several hours reviewing over 100 bikes in the show and came away with the top 10 guys. Each bike will be showcased in the HORSE Magazine.
The 10 winners include:
#90 – Jeremy Camp – Shovel
#85 – Wes Jackson – Shovel
#83 – Courthouse Customs – Triumph
#59 – Bob McConnel – Honda Scrambler
#52 — Zack Williams – Café Sportsters
#53 – Phillip Wiliams – XS 650
#48 – Lance Dodson – Norton
#38 – Tommy Bright – 71 Sporty
#24 – Eric Stein – 74 Shovel
#64 – Arron Lovett
LED PASSING LAMPS FOR TOURING BIKES
By Bandit |
I ride a lot at night and many times on roads that are not well lighted. Through the years, I have tried numerous lighting improvements, many of which I first became aware of through their use on other vehicles such as cars and trucks.
I have been using performance bulbs in my passing lamps, and though it was an improvement, it still left a lot to be desired. As a matter of fact one failed in a short period of time and I replaced it with the stock one until I could get another.
That’s when I found out that Truck-lite had come out with a 4.5-inch LED lamp for the passing lamps. Since I was so pleased with the previous light from them I bought a set.
Like its big brother the lamp produces a white light closer to the color of daylight and greatly improves visibility. I should note the LEDs are bulb free and are solid state and encapsulated in a hardened epoxy, to resist damage from shock and vibration resulting in up to 50x longer life than incandescent lamps—amazing.
The lamp is part number 80275 and you can find out more about it and all their other products by going to: http://www.truck-lite.com/webapp/wcs/stores/servlet/GenericView?storeId=10001&langId=-1&pageName=/home.jsp
On the upper right corner of the link you can find a dealer near you. The lights are also starting to appear with motorcycle distributors. Do some shopping around. You can save a lot of money over some of the lighting prices being offered by other sources.
These bulbs really work, and since I see better, of course I ride faster and safer because of them. I live to ride fast, don’t ya know.
–ROGUE

The Truck-Lite running lamps only draw 0.7 Amps and that is a considerable drop from the standard bulb or the halogen replacements.
The Running Lamps are designed for later model Harleys and have the new connector, but they can be used on earlier models by removing the connector and replacing with the earlier style.
These lights provide superior lighting at very low amperage draw and make them a life saver for some of the earlier low-amp alternator and generator model Harleys.
As mentioned in the previous article on the Headlight, it only draws 3.6 amps on High Beam and 1.8 amps on low.
The Bay Area 1960 Panhead Restoration
By Bandit |
I’m a Panhead aficionado. I’ve owned at least a half dozen, so when Markus Cuff shot this stellar 1960 restored Super Sport Solo for American Iron I was intrigued but patient. I had to wait out the magazine publishing deadlines and schedules. It finally hit the bricks in the June 2013 issue, and Jim Babchak aptly handled the story. I asked Bikernet historian Wilburn Roach to dig up any 1960 Pan info he could find, and Bob T., from 7-Palms searched for historic images.
Jim covered the E-Bay purchase and the basics of the restoration, so I started digging, and called Paul Pardini in Marin County above San Francisco. This wasn’t his first turkey shoot. He’s been riding since he was a kit and stumbled across his sloping San Franciscan street to the neighbor’s house. The 16-year-old heard the rumble of freedom calling and went to investigate.
Paul discovered another young man slightly older than him by a couple of years. Jack Clark spun wrenches on his ’49 Panhead with a stock springer front end and a bobbed rear. That straight-pipe meeting sealed Paul’s raucous fate on the streets of San Francisco for several years. He was immediately enamored with the Panhead configuration.
He purchased a ’52 Pan and peeled through the streets of Frisco, raising hell for several years. “I’d still be at it if it wasn’t for my wife, Laurie,” Paul said. “She tugged on me just hard enough to pull me away from the city and harm’s way.”
His marriage would have never lasted if he had remained in the city. My first wife’s name was also Laurie, and she recently passed away under the destructive hands of the Big C. She tried to pull me away from the streets. She would come out on the balcony of our Long Beach apartment in tears and beg me not to ride. It didn’t work and we ultimately parted. I’ll never forget her.
Paul stuck with his Laurie and raised three girls, but he stays in touch with his city-riding partners and relishes the wild times. After 16 years, Paul sold the ’52, bought a Heritage Softail, and then this ’60 Pan.
“Restorations are a pain compared to a chopper,” Paul said. “Finding just the right part, even the correct information regarding the paint scheme was a chore.”
I could sense during the interview the desire to build an early Pan chop again. “I like to customize,” Paul said. “I’ll find another early Pan someday and build it with a springer, a sporty tank, shotgun pipes, a bobbed rear fender and no front. Now we’re talking.”
He still has a garage wall plastered with David Mann paintings. He’s been married 30 years, but the desire to split lanes in the night across the Golden Gate is still a driving force. Enjoy our Panhead investigation.
Panhead History:
The Panhead era was one of the most significant models in Harley history. Beginning in ’48, it was the last year of the springer forks. In 1949, the hydraulic Duo-Glide front end was introduced. Then the rigid frame slipped away in 1959.
Tank shifters gradually were eliminated in the Panhead era, although my first Shovelhead was a ’66 with a tank shifter. The first electric start H-D was introduced in 1965. The 6-volt electrical system was replaced for 12 zots during the Panhead era along with the manual advance distributor, to be replaced by the auto-advance distributor. Even the tin primary fell away under the Panhead watch.
H-D News from 1960
The Harley-Davidson Topper motor scooter is introduced and is the only scooter platform the Motor Company ever produced.
Harley-Davidson purchased a half interest in Aeronatica-Macchi, forming Aermacchi Harley-Davidson, a European division that will produce small, single cylinder motorcycles.
In this year Brad Andres finished 1st place at the Daytona 200. The top 14 finishers were also riding Harley-Davidson 750 KR models.
A Quote from Willie G. Davidson
The first important new product I was involved with was the Electra Glide, introduced in 1965. The Electra Glide exudes familiarity; it was major because it was the first time we used an electric starter on one of our pleasure motorcycles, and the styling was revolutionary.
Look up the word “motorcycle” in a dictionary, and in my mind, you should see a picture of an Electra Glide, possibly a police version. This is the bike that from any distance is unmistakably a Harley-Davidson. It continues to be a very popular motorcycle for a range of riders.
By the sixties, the custom movement had gained a lot of momentum. I remember being in Daytona around then and watching a group of riders pull out of a drive-in. A guy made his way onto the street with an extreme long-raked, pushed out front end. It was the first time I had seen an extended front fork.
— from 100 Years by Willie G. Davidson:
1960 DUO-GLIDE, 74 OHV MODELS
Prices
60 FLHF-Super Sport- Foot Shift $1,375
60 FLH-Super Sport-Hand Shift $1,375
60 FLF-Sport Solo-Foot Shift $1,310
60 FL-Sport Solo-Hand Shift $1,310
Credits for Paul’s Restoration
Assembly: Milwaukee, Sept. 9, 1959
Original Dealer: Dudley Perkins, San Francisco, since 1914
Original Owner: Thomas Bayly
Original Price: $1,375
Engine Rebuild: Dale at Pengrove Motors, Pengrove, California
Transmission: Cleaned original
Frame: sandblasted and painted stock enamel black
Paint: Pete “The Painter” Underground Color, San Francisco
Color: Hi Fi Red and Birch White