There is only one serious production chopper manufacturer on planet earth right now and their road to survival has had many twists and turns. Big Bear Choppers AKA Ragehard Choppers makes the biggest baddest production chopper in the world, The Redemption. I rode the Redemption for several weeks and several nasty observations became extremely clear.



First, this bike is not for the faint of heart or short in stature. Although the seat height is only 20 inches my 6’1” frame was spread eagle between the forward controls and …” ape hangers. Secondly the S&S 111 cu engine is a locomotive. With enough torque to drag an elephant this beast is relentless, its battleship load of power at the flick of the wrist. Finally, at ten feet long you must be master over this behemoth.



Admittedly, I was intimidated at first but that soon became exhilaration and finally domination. Know body, I mean know body messes with a man on a Redemption. Grown men stop in their tracks, small children cower behind the mothers’ skirt hems and even the authorities just stared in awe as this thunderous beast bellowed by. And thank god, with Redemptions blatant disregard for citizen loudness standards.



After the initial shock I immediately remember why we all loved choppers so much. Riding a rolling earthquake is as visceral as it gets. While looking like any other S&S Super Sidewinder engine from the outside, the essence of this new engine is the low vibration. Branded as V111, this internally reformed 111-cubic-inch engine boasts a healthy 122.8 lbs. of torque at the crank. With a configuration of a 4 1/8-inch bore and 4 1/8-inch stroke, proprietary compression ratios, redesigned cam timing, and reciprocating weights all result in an incredibly smooth running fire-breathing powerhouse, while meeting all the strict legal requirements for even California.



Quite honestly this bike is actually very manageable at speed. It is after all a Big Bear Chopper and anyone who owns one will attest to the high standards of quality materials and craftsmanship they are known for. I had the Redemption pushing triple digits without any shake or stability issues. The 22-inch overstock Springer front end with a 48-degree rake chassis handles commendably. Around town one quickly learns to lean and steer to turn. In other words the super low center gravity and low seat height coupled with the overall length make slow speed turning an elegant ballet of man and a mighty motorcycle locomotive. Surprisingly I don’t recall scraping the frame once in high or slow speed turns. What you need to watch for dips or inclines, these can be tricky.



BBC uses the Baker overdrive 6-speed. This Detroit built tranny is designed and manufactured to comfortably handle the power from monster performance engines. The Redemption also incorporates a newly designed proprietary primary built tough with a very sleek, new-generation styled aesthetics coupled with a cool BBC branded inspection cover. This primary drive is approximately 200% stronger than most other manufacturer’s primaries with its machined forged aluminum inner and outer cases.



The dense aluminum material makes for a unit that does not flex under heavy torque, and absorbs most engine vibration. BBC claims another attribute sets their primary drive ahead of the curve. It’s the triple seal design on the main shaft, as opposed to an industry standard single seal, insuring virtually no leaks. The starter motor shaft accessory plate is removable for an easy starter installation. The internals utilize an easy-to-replace standard type clutch basket and a compensating sprocket for a smooth power transfer.



The Softail progressive suspension offers 3 inches of travel, while affording a comfortable perch. BBC has always touted ridable choppers, and they are. In fact the highway is where the rubber meets the road. The redemption is home here. The high tank and headlight serve almost as a windscreen. The Baker 6-speed tranny and monstrous 111 settle in at 75 mph and all the moving parts seem to mesh. I truly wish I had more tour time and less traffic time with the Redemption. But alas this is Los Angeles, and yes lane splitting on the 405 was inevitable. Again, as long as you’re moving maneuverability wasn’t and issue. Although I can attest that the apehangers are at the exact rear view mirror height of large SUVs, which adds excitement to the commute.



The paint by Buckwild is just astounding, with the frame and engine beautifully powder coated, and the S&S powerhouse has diamond cut fins sparkling against a deep red leather seat.



All in all, if you want the Arnold Schwarzenegger of Choppers look no further. I showed off the Redemption at a few local bike nights and won top honors hands down. Bikers love choppers, and they wish they still had one. Soccer moms and little league dads love choppers. They wish they had the balls to ride one. Even college kids gawk in awe. They wish they could afford one, or had the knowledge to build one. If you happen to be one of the lucky few who has one, you know that the road to redemption is exhilarating. Nothing says “Freedom” more than a chopper.




Finish Polished Case & Chrome Covers
Displacement 111″
Bore X Stoke 4 1/8″ X 4 1/8″
Horsepower 115.8 bhp
Torque 122.8 lb/ft
Induction S&S Super E Carburetor
Air Cleaner S&S Tear Drop
Oil Pump S&S High Volume
Warranty 2 Year / 20,000 Mile

Reliability, power and comfort… the best of all worlds. And when we say reliability, we not only mean the life of the engine, but the life of motorcycle and everything that’s bolted to it. Branded as V111™,’ this internally reformed 111 cubic inch engine boasts a healthy 122.8 lbs. of torque at the crank. With a configuration of a 4 1/8” bore and 4 1/8” stroke, proprietary compression ratios, redesigned cam timing, and reciprocating weights all result in an incredibly smooth running engine while meeting all the strict legal requirements. While looking like any other S&S Super Sidewinder engine from the outside, the essence of this new engine is the low vibration. High engine vibration is an enemy to both the rider and the motorcycle. The effects of high engine vibration may cause premature rider fatigue as well. Eliminate engine vibration and you will eliminate potential problems.



Engineering is the applied science of acquiring and applying knowledge to design, analysis, and/or construction of product. You can’t produce a great motorcycle without great engineering. And we’ve got a great engineering team and processes! The reliability, comfort and esthetics are only as good as the complete engineering of the vehicle. So in our efforts of providing our customers with an absolute motorcycle, meaning everything a motorcycle is; from performance, to design, with comfort and overall reliability, our engineering processes and staff run at high standards, efficiently and effectively. In all elements of engineering, e.g. manpower, methods, machinery and materials, our talented team uses well thought out methods with some of the finest equipment using premium material for every application.



Finish Polished Case & Chrome Covers
Displacement 111″
Bore X Stoke 4 1/8″ X 4 1/8″
Horsepower 115.8 bhp
Torque 122.8 lb/ft
Induction S&S Electronic Fuel Injection
Air Cleaner S&S Tear Drop
Oil Pump S&S High Volume
Warranty 2 Year / 20,000 Mile


Between the EFI and the carbureted V111™, there isn’t going to be much of a difference in performance, provided you maintain constant ambient conditions (humidity, temperature, elevation, etc.). This is where the beauty of the closed-loop EFI system comes into play. The system is continuously monitoring the engine, and tuning itself to optimize performance for that given scenario or environment. So, while you might not be able to notice power difference between the EFI and a carbureted engine, once you take that bike up the mountain, or get a day that’s significantly hotter than the day it was tuned, that EFI engine will easily outperform the carbureted engine (unless you want to take a supply of different jets with you on the ride).



Company Info:
Address: 1331 RIVERVIEW DR
Phone: 909 478 7788


E-mail: info@bigbearchoppers.com

With one of the longest and hottest riding seasons on record, higher gas prices and a slight increase in motorcycles registrations, 2012 saw a small increase in motorcycle fatalities with over half of those being fatalities being riders not endorsed to operate a motorcycle. The year also saw an increase in motorcycle tourism since the enactment of the rider choice law on April 12, 2013 allowing adults to choose whether or not they want to wear a helmet.

Recently, reports from the Michigan Office of Highway Safety Planning (OHSP) analyzing the fatality and fatality rate increases since the helmet choice law went into effect have been presented in an erroneous and biased manner.

“Our primary concern about the accuracy of the data from OHSP is that two single points of data are being compared, when a multi-year comparison will give the clearest and most accurate depiction of motorcycle fatalities,” said Vince Piacenti, Statistician, for ABATE Michigan.

“Fatalities in 2012 were 129, which fall within the normal range of variation and proves conclusively that the helmet-law amendment has had no adverse effect on motorcycle safety.”

“Losing a member of our motorcycle family is devastating. To know that a death could be prevented from motorcycle education and increased enforcement from State Police is unimaginable.

Because more than half of Michigan motorcycle fatalities are unlicensed-or unendorsed- motorcyclists.

ABATE’s goal in teaching motorcycle rider education classes and going into the drivers’ education classrooms is to ensure that everyone arrives home safely.

“A motorcyclists has a responsibility to know how to handle his or her bike,” Consiglio added. “However, a motorcyclist is much more vulnerable than a passenger vehicle occupant in the event of a crash. The majority of Michigan 2012 fatalities were wearing helmets.”

A motorcycle endorsement on a driver’s license is required by law to ride on public roads and can be obtained by attending and passing a motorcycle rider education class, which are available statewide for a fee. A list of Secretary of State approved Michigan Motorcycle Safety Program instructors, along with their locations and contact information can be found the Secretary of State’s website.

ABATE Michigan supports public and private rider education. A current list of ABATE Michigan motorcycle rider education classes locations and times can be found on ABATE Michigan’s website.

On April 12, 2012 the requirement for motorcycle helmets was amended to allow adult choice for motorcyclists 21 and older, providing they completed an accredited motorcycle-safety course or had a minimum of 2 years riding experience.

“Our members have reported an increase in motorcycle tourism since the enactment of the rider choice law,” said Scott Ellis, Executive Director of the Michigan Licensed Beverage Association, which represents more than 1,800 restaurants, bar, party store, hotel, and casino establishments across the state. “From Monroe to Muskegon to the Keweenaw Peninsula, more out-of-state motorcyclists are stopping, staying and spending money at our restaurants, hotels and attractions.”

At least 20 different state license plates were counted on motorcycles at last year’s sixth annual Muskegon Bike Time. With the increase in participants, planners are already concerned how many bikes and vendors can fit in the downtown area for this year’s event.

ABATE Michigan has partnered with public schools and private driving instructors to teach more than 75,000 new drivers about motorcycle awareness, using resources donated by ABATE members.

Tear down was straight forward, first I removed the carburetor, followed by the oil pump, gear drive housing, push rods, tappet blocks, rocker covers, heads and barrels. After the barrels have been removed, place a couple of shop towels around the connecting rods to keep debris from falling into the crankcase.

I carefully cleaned all old gasket material from all the mounting surfaces. I ended up using razor blades and plastic scrapers. Be careful not to gouge any mating surfaces as you scrap. Any abrasion could create a leak if the gouge is deep enough.

You can follow the generator instructions in the manual. It’s extensive and takes patience, but not overwhelming. I just hope it works, as a new costs around $400! Ouch! I also found “Rene “at National Starter in Lancaster, California. He Put the 6v through its paces to make sure we have a strong working unit, Thanks Rene!! The old mechanical voltage regulator was replaced with a new solid state unit and the OEM dual point circuit breaker was replaced with a state-of-the-art electronic dual contact unit from Quick Start 2000.

Ed from Quick Start custom builds electronic circuit breakers specifically for vintage motorcycles, and he spilled a wealth of knowledge, always willing to help in any way he can, yea ED!!!!

Rebuilding the oil pump was a simple task, you can get the complete kit from J&P Cycle. The gear case cover was removed and the timing marks were checked for alignment.

I removed the tappet blocks and tappets, cleaned them and miced them to see if they are within tolerance, they are. Be careful when reinstalling the tappets, they need to go in the same position (same hole) they came out of, with the oil passages near the rollers pointing inward (refer to manual). Failing to do this will cause the engine to seize, and we don’t need that.

Timbo wanted the barrels to be blonde, so I had them bead blasted to remove the black Bar-B-Q paint someone had put on. In my opinion, they look way better blonde. As far as the heat transfer, I don’t think it makes much difference. Most Harley engines of today are blonde, the black is a cosmetic option. I have built aircraft engines for 20 years, and almost all are bare metal cooling fins. I coated the bare metal with clear 1500 degree heat paint, just to make sure they don’t rust up on me.

We can argue the “black heat dissipation thing” at a later date! For the barrels and heads, they suggest you purchase a special wrench to ease installation and removal. I found a little patience and a standard 9/16 and 5/8 box end wrench and 12-pt. deep socket worked just fine for removing the barrel and head bolts. I was fortunate to have the original manual, a Clymer manual and a cool restoration book sent to me from Bandit.

New rings installed along with the cylinders cleaned and honed. The heads looked really nice, no gunk had built up yet and the valves were lapped just to make sure. I also cleaned out all the oil passages, don’t want any debris mucking things up!!

At last, the engine is complete for now. Since beginning this article, I have already installed the engine and trans in the frame, another article on the frame will follow soon.

Tail Gunner out for now!

Little did I know that meant not only building the bike and ordering the parts from all the great sponsors; that was the great part, no problem. But there was a catch. Bandit and Chris wanted us to help write the tech articles. I needed to remind them constantly, “Hey, we are bike builders not writers.”

But deadlines are deadlines. It’s “Let it be written, let it be done.” You know the code—or die trying! With lots of help from them, they made us look like pros. Now, back to this wiring thing. The cool thing about building a sponsored give-a-way bike is all the cool parts we receive. This is where another problem surfaced. We don’t pick the sponsors. We had to work with whatever parts might show up, delivered by a uniformed agent.

That’s where Wire Plus came in. I have historically handled all of my own wiring–my way. My father was a college professor and guess what he taught? Just one hint– automotive electrical, so as you can guess, I know my way around a 12-volt system. I started wiring very young. Dad hauled me to his classes before I could even drive a car.

Since Wire Plus was a sponsor, I ordered a wiring kit with the box and speedo tach combo. The parts showed up in the dead of winter, and Bandit called all excited that I ordered these great parts and wanted my impression. I told him I was going to cut off this entire rat’s nest of wires and gut the billet box, reuse the empty box and the ignition key switch and speedo. There was silence on the phone line.

I think that was the first time Bandit was speechless. The only thing that was making noise was his brain ticking. How was he going to write about a well thought-out professional wiring system, knowing I gutted the harness and junked it? He came back and convinced me to review the schematic. I reluctantly agreed. I open the boxes, and I thought there were more wires than the space shuttle– time to start cutting wires.

I slowed down, reviewed the schematics and took into consideration Wire Plus and well-researched products. I needed to show them the proper respect and give them a closer look. I scrutinized the instructions the components, and inspected the wiring harness planning. This was a simple chopper and my simple brain told me less was more. After I spilled all this wire out on the bench, something became sort of obvious. This could be brutally intimidating to most people, but not me.

There was one specific, neatly bound group of wires designed for the rear, and one directed to the front, and yet another for the center components. Wire Plus configured all the wires in the proper gauges in neatly bound looms. Not that I would ever admit it, but I looked at the instructions (so should you). They were broke down by categories and systems, such as lighting, handlebars, starting, ignition, etc. Each one was easy to read and follow. All the wires were color-coordinated, a must when you wire. Wire Plus had everything covered and organized including high beam, low beam, starter, taillight, brake lights, etc. They didn’t miss a thing, and believe it or not, I only cut out four wires.

Wire Plus even interconnected with the Accel ignition system, with the same colored wires. The tach and speedo were plug and play. The key was a true ignition, with key start like your car. I know this is the best wiring kit ever; since it was easy to install all the correct wires and instructions were a breeze to follow.

I am glad that I opened my mind to trying something new. I will use Wire Plus systems on my other builds. I know it looks like a lot of wires but you will use most all of them. But once you lay it out on the bench, read the instructions, and take a deep breath, you will be wired and riding within a day.

A famous New York Photographer, Timothy White, owned the entire town of Amboy at the time. This dinky junction in the desert housed one hotel and café, Roy’s, an official government Post Office, an empty church, and a gas station. That’s it, except for a nearby set of railroad tracks and a white powder mine.

About Timothy White: Timothy White is a leading figure in contemporary photography. For over 20 years, White has been one of the most productive and sought after celebrity portrait photographers in the field. His archive is one of the most extensive in the world and includes Harrison Ford, Brad Pitt, Billy Joel, Julia Roberts, Keith Richards, Ray Charles, James Brown, Queen Latifah, Paul Newman, George Clooney, and Neil Simon.

A graduate of the Rhode Island School of Design, White currently resides in New York City. After his graduation from Rhode Island School of Design in 1979, White moved to New York, where he began career as a photographer.

“I was very interested in doing music and Hollywood and moving into lots of younger magazines like Guitar and little pop magazines. I marched some of my South American work to Rolling Stone and won an assignment to do Yoko Ono,” White says.

Several books of White’s work have been published: Timothy White: Portraits (published by Rizzoli with a foreword by Harrison Ford), Indian Larry (published by Merrell, with forewords by Matthew Barney, Paul Cox, and Billy Lane), and Hollywood Pinups (Harper Collins). White has also directed music videos and television commercials.

Okay, so Timothy White shot Harrison Ford with a gang of bikers, including Indian Larry and Paul Cox. Maybe that’s how Indian Larry discovered Amboy.

The party at Amboy grew until Indian Larry passed away, and then Timothy White sold Amboy to an American Indian, Chicken Man, a guy who owns a chain of Juan Pollo restaurants. At that point a rift grew between some of the locals and a handful of bikers moved their party farther along Route 66 to the no-town of Bolo Station. It’s not even listed on my map of the area, and neither is Route 66. It’s even smaller than Amboy, but annually a handful of bikers, including Jake Walvern and his wife Kaye, escape the city for Bolo.

“The water is so bad in Amboy,” Jake said, “Chicken Man must bring a cooking trailer out for grilling his chickens.”

Walt owns Bolo Station. He added a bar and grill, sinks, stoves, electrical hook-ups for 10 trailers, showers, and some makeshift cabins. “You can ride out and stay the night,” Jake said, as his wife rolled her eyes.

Jake is in the mining business and occasionally he is assigned a job in this area of Route 66 near Amboy. He hauls his work trailer to Bolo and hooks up for several days.

Next year, Bolo Station just might become the home of the Bikernet Too Broke for Laughlin Run. Sounds perfect to our massive Bikernet Events Crew, always on the lookout for a cheap hideout, anywhere away from the crowds. All we need is a cheap ghetto blaster, a greasy bag of chicken tacos, a leaky container of some brutal salsa, and another bottle of whiskey. Ya never know…

While innovation has always been a hallmark of the World Championship of Custom Bike Building, the 10th anniversary of the show reached a new level. Held for the first time in Europe, at the Big Bike Europe Expo in Essen, Germany, the Championship showcased motorcycles, scooters, trikes and sidecar outfits. Among the power units being employed by the 105 competitors were not only American V-twins, but also Italian singles and V-twins, Japanese multis and singles, a diesel, an engine from a Honda generator and even a 1920’s boat engine. With entries from 23 countries there were a total of 122 machines in five classes.   Of the 66 bikes competing in the Freestyle class, the 2013 World Championship title was taken by Medaza Cycles‘ Rondine. Don Cronin and Michael O’Shea, the two Irish men responsible for the build created a one-off frame to carry the single-cylinder, 1971 Moto Guzzi Nuovo Falcone 500 engine. They were also responsible for hand-forming the aluminium bodywork and the heavily modified V-Rod swingarm, which is used as a girder style front fork, on the bike which previously took top honours at the 2013 Irish Motorcycle and Scooter show in Dublin. Laurent Dutruel originally built Tribute to Hagakure to take to Bonneville and compete with during Speed Week. Although there is no official record for a fully rigid bike, Laurent took his bicycle style inspired, Buell engined machine to 208kph on the salt, and he has now followed that achievement with the motorcycle taking second place in the Freestyle class at this year’s World Championship. Pete Pearson, of Rocket Bobs in the UK, describes his third placed bike, Gas’d Rat, as: “A rocket bobber built from a Shovel powered, fully redesigned, re-engineered and fabricated FXS.” In a first for the Championship, a Taiwanese builder took a class win when Winston Yeh, of Rough Crafts, lifted the trophy in the Modified Harley class for his all black, Sportster-based Stealth Bullet, which featured a carbon gas tank and an oil-in-frame conversion. Claiming the win for Italy in the Retro Modified class was Inglourious Basterds Cycles with Bastarda Senza Gloria, a ’48/’79 Pan/FX Shovel special fitted with the company’s own adjustable Springer front end. Laurent Dutruel was called to the stage a second time when his turbo charged XR1200 was named the winner of the Street Performance class. Laurent now plans to ship the bike to the US in the summer so that he can ride from San Francisco to the Bonneville Salt Flats and once there attempt to set a record on the bike in the 1350 M-PBG class. Completing the line-up of winners was Second City Customs from the UK, whose bike The Naughty Gentleman took S&S Cycle’s Recognition Award in the Production Manufacturer class. Next year the 11th Annual World AMD World Championship of Custom Bike Building will again be staged the Big Bike Europe expo at Essen, Germany, but 4 weeks earlier on 11th, 12th and 13th. New for 2014 will be a cafe racer World Champion class.

A Hollywood script writer couldn’t have dreamed up the story any better. Saturday night in Stockton, California, Sammy Halbert made a triumphant return to racing by taking victory in the AMA Pro Flat Track presented by J&P Cycles Grand National Championship Main Event on the Half-Mile at the San Joaquin County Fairgrounds.

Halbert, making his comeback from an off-season knee surgery, and riding his South East Harley Flat Track Live-backed Harley-Davidson XR750, emerged victorious after a race long battle with Dodge Brothers Racing’s Brad Baker. Lloyd Brothers Motorsports rider Henry Wiles took third with a late-race surge around former champ Jake Johnson. It was a great ride for the Short Track and TT specialist Wiles, since he hadn’t raced a Harley-Davidson in years. Johnson and Robert Pearson rounded out the top five.

“That was awesome! What a race,” said a jubilant Halbert. “They did a great job on the track and I’m stoked. I had a long layoff from racing there with shoulder surgery and then I came back and tore up my knee. I’m only 12 weeks out of knee surgery and it’s still not 100 percent, but I feel 100 percent on the bike that’s for sure. I want to say thanks to the California crowd who came out and supported me. It’s always fun racing in this state. My team and I really got a good win here and it’s definitely something to build off of.”

Many figured it would take Halbert a race or two to get back in the swing of things, but the 25-year-old racer from Graham, Wash., proved his rehab from ACL surgery made him as strong as ever. He and Baker traded the lead back and forth several times throughout the 25-lap National at Stockton, but in the end the experience of Halbert made all the difference and he was able to pull away from the 20-year-old Baker, who also hails from the state of Washington.

“Brad came by me, I know he’s hungry for a win,” Halbert said of the race. “I was like, ‘Let’s see if I can steal another one from him.’ He was right there and I didn’t want to be the guy who gave him that first win, so I had to dig deep. I was getting tired and he was starting to pull away and I started thinking about that big Harley contingency and I was like, ‘I want that money. Let’s go!’ I got on the gas and put it on the outside and found a line on the outside there in turn three and four and made it happen. It took me awhile to get around Brad. I ran into him a few times, but I finally got by and I didn’t see him again.”

Baker has opened the 2013 season as a runner up three consecutive times. The young racer is more than eager to score his first victory, which he’ll be looking to do at the upcoming series racing on the legendary Springfield (Ill.) Mile on May 26.

“I got off to a great start and old Kevin Atherton (former AMA Grand National winner) told me not to be afraid to try out that top line it looks like there’s going to be some tacky dirt coming in,” Baker explained of Stockton. “I kind of got a groove going and Sammy and I did a little elbow rubbing and had a lot of fun. Another second-place finish; I guess consistency is the key, so we’re going to have to keep that up. I’m so close to a win I can almost taste it. It’s definitely something I want to add to my list.”

“I’m still building a little confidence on this bike,” Wiles said of his new ride on the Lloyd Brothers Motorsports Harley. “I came back on Jake (Johnson) and I’m really excited about this season because this is the first time I’ve had this good of a bike to be able to finish on the podium at these types of tracks.”

The Springfield Mile is next up. One rider looking to bounce back there will be defending champ Jared Mees. After a promising start where he won both his heat race and the Dash for Cash, Mees had a hard impact with Wiles early on and nearly crashed. The miscue dropped him back to last place and he never recovered, only circulating the track in an effort to score as many points as possible. He finished 16th, the last rider running.

“It was definitely tough getting by people, but we ended up changing gearing and it helped a lot,” Maguire said. “This is my first main [victory] and I’m happy to do it pretty close to home. I mean 14 hours, that’s about as close as it gets for me.”

Maguire and Johnson are now tied atop the Pro Singles standings.

The Memorial Day weekend Springfield Mile is one of the iconic races annually on the AMA Grand National racing calendar. Held on the historic Mile of the Illinois State Fairgrounds, the race features a long freight train of riders lined up in the draft and often is not decided until the last lap. Texan Willie McCoy is the defending winner of the May race.

To keep up with the latest series news visit www.amaproracing.com/ft/. Ticket information for Springfield can be found at www.illinoismda.com/ or call (217) 753-8866.

AMA Pro Grand National Final, Stockton, Calif. Half-Mile – May 11, 2013
1. Sammy Halbert, Harley-Davidson
2. Brad Baker, Harley-Davidson
3. Henry Wiles, Harley-Davidson
4. Jake Johnson, Harley-Davidson
5. Robert Pearson, Harley-Davidson
6. Brandon Robinson, Kawasaki
7. Kenny Coolbeth, Jr., Harley-Davidson
8. Doug Lawrence, Harley-Davidson
9. Jeffrey Carver Jr., Harley-Davidson
10. Michael Martin, Triumph
11. Stevie Bonsey, Harley-Davidson
12. Bryan Smith, Kawasaki
13. Johnny Lewis, Triumph
14. Kayl Kolkman, Harley-Davidson
15. Briar Bauman, Suzuki
16. Jared Mees, Harley-Davidson
17. Shawn Baer, Kawasai
18. Daniel Ingram, Harley-Davidson

J&P Cycles Pro Singles Final
1. Wyatt Maguire, Yamaha YZ 450F
2. Shayna Texter, Honda CRF450R
3. Kyle Johnson, Kawasaki KX450F
4. Rodney Spencer Jr., Honda CRF450R
5. Cole Frederickson, Honda CRF450R
6. Hunter Taylor, Honda CRF450R
7. Bronson Bauman, Honda CRF450R
8. Ryan Kearns, Honda CRF450R
9. Ryan Wells, Honda CRF450R
10. Stephen Vanderkuur, Honda CRF450R

Go behind the scenes at Performance Machine and see what all the fuss is about with our custom motorcycle wheels. We are sure you will understand how and why we have been a leader in the aftermarket motorcycle industry for custom wheels. It’s about providing innovative wheel designs, strict engineering principals with high quality manufacturing for the last three decades of our four decade existence. We’re in the business of making motorcycles perfect. 

After installing a TCB unit on the rear brake of a 2003 Harley Davidson Road Glide, they re-ran the tests. Amy’s average for the three runs was 46 feet, which is a 12 foot average shorter distance. Bert’s average for his three runs was 42 feet including the third run of 40 feet with an overall average of a 6 foot shorter stopping distance. Impressive, I need to try this.

With, cones, tape measure and new asphalt I practiced controlled braking. Big Dog uses high quality 4 caliper brakes which after repeated runs I consistently logged about 22 feet braking distance at approximately 30 mph. (Both Chris and I agreed that without a radar gun judging actual entry speed into the cones is very difficult)

The TCB-II (gas charged) is now out, it sells for $79, and you can get it direct from the manufacturer:

TCB Brake Systems
www.TCBBrakeSystems.com
ContactUs@TCBBrakeSystems.com
512-514-0201