Bikernet Banner

Metalsport Wheels Deals

By Bandit | May 31, 2024



CUSTOM BIKE DEAL OF THE WEEK, METAL SPORT WHEEL SETS—Right now you can order complete wheel sets from Metalsport. They come with Vee Rubber tires mounted, with tubes if you like and matching polished stainless rotors, ready to mount and ride. Amazing.

Here’s the wheel set of the week for just $3695. They are Chip Foose designed Metalsport Wheels. They come chromed with rotor mounted on the rear and dual polished stainless rotors in the front. Black wall tires are mounted on the 21 by 3.25-inch front with a 120-70 tire. The rear is a 17 by 6.25 rim with a 200-55 tire. These are available with 1-inch bearings for 2007 models, or 25mm bearings for 2008 or newer.

Not bad.

Advertisement
Read More →

BROKEN SPOKE SALOON BIKETOBERFEST 2012

By Bandit | May 31, 2024

Editor’s Note: We posted Rogue’s story in the Sunday Post, and then he sent this, “I fucked up and sent you the article about the Broken Spoke from Bike Week, last March.”

Actually, many of the same players were in attendance, but here’s the roaming Rogue’s story from Daytona just a couple of weeks ago. The screwy story slipped into the Sunday Post yesterday, if you want to see it. It’s in the Cantina with topless shots.–Bandit

During Biketoberfest as with most motorcycle events around the country, bars and saloons are a big part of the event. Hell, they are popping up like weeds in sidewalk cracks. With so many, how does one choose? They usually pour the same booze. Here at Bikernet we post information prior to the event to help folks decide. Afterwards we post a few highlight articles about some of what we saw and did in the hopes that you see yourself in one of the photos and to also let others know what fun people were having.

There are numerous publications available at the events and even a publication named Best Biker Bar News put out by Rick Rose. So many bars and barmaids, and so little time, and of course ya gotta be careful of your level of consumption, so as to not catch a costly DUI and really ruin the party.

The Broken Spoke is one of the most famous Biker Bars in the country, from the Black Hills of Sturgis, to the endless sunshine of Daytona and the majestic lakes of New Hampshire—according to their propaganda. And they are the only motorcycle bar with locations at the oldest rallies. I personally like the joint and have always had a good time at all of the locations. So I keep coming back.

The location in Daytona is situated at 1151 N. US Highway 1, Ormond Beach and is better known as the Ormond Strip because of the numerous bars and party venues in the area.

It is one of the few biker friendly places allowing bikers to ride right into the event and park for free.
 
No wonder I keep coming back. Yes, Free!

Entertainment is knockout, two-buck beers, and fair-priced adult beverages also make my day. Jack Shit was the comedic Emcee and a show by himself, with hot entertainers like Jasmine Cain, Joe Santana, Leaving Eden and the Farrell Webber Band are great as well.

Something is going on everyday like ride-in bikes shows and burn out contests, which are always crowd pleasers.

Now that Biketoberfest is over they are preparing for Daytona Bike Week and you can find out more about that and what they are up to at http://brokenspoke.com/saloons/. And of course, Bikernet will keep you constantly posted as to the entertainment planned for the next event. I swear I’ll try to keep my stories straight.

–Rogue

Read More →

The Shrinking Salt Speedway

By Bandit | May 31, 2024

 
Editors Note: This article appears in the August 2012 issue of the Goodguys Gazette
A century ago, there was plenty of brilliant white, thick, hard salt as far as the eye could see at the Bonneville Salt Flats. That meant seeing in double digit miles. As the years unwound, a the damning game of give and take – the salt giving and man taking –  knocked the natural balance out of whack causing the salt surface to not only thin, but the perimeter to slowly shrink.  Factor in encroaching development and poor government oversight and today what took thousands of years to create, is in precarious state after a mere decades.
The land speed racing community is facing a daunting ecological emergency. If left unchallenged it will signal the end of safe time trials on the flats in the very near future. The absolute world record left 30 years ago for the Black Rock Desert. With wheel-driven speeds approaching 500MPH the outlook is worrisome that car and driver can throttle up safely. This is no sensationalistic hype.  This is our sobering reality.  
From the first race in 1914, racers understood the tremendous motorsports value of the salt beds, they recognized its matchless natural surface as place where speed would only be restricted by the pace of technological breakthroughs and the courage drivers found when applying the throttle. 
The mining industry understood the great mineral value of the Bonneville Salt Flats and it had been extracting halite (table salt) since the late 1800’s, years before Teddy Tetzlaff ever roared into history driving the Blitzen Benz to world record speeds.
When German potash supply sources were disrupted by World War I the sodium wonderland was tapped for the potash hiding in the brine below the salt crust. Potash extraction hasn’t stopped since. Weather patterns contributed to fiddling about with the salty playa but historically wherever man monkeys about in nature, nature often gets screwed. 
In the 1930s the ancient salt bed easily supported the heaving weight of 10-ton twin engine monster streamliners as they roared with conviction across 13.5 mile straight-aways. Other giant cars attacked 10-mile and 12-mile circles for 24-hours and more setting hundreds of endurance records that burnished car maker’s power and stamina reputations with the motoring public boosting showroom sales. 
Additionally, the weight of the cars combined with the hard, abrasive salt inspired advances in tire design. Tire manufactures studied the salt surface to enhance not only safety but traction properties. Collective reports often  indicated the salt thickness to be 18 inches and as hard as cement. The Utah History Encyclopedia notes the salt depth ranges from “less than one-inch to more than six feet.” 
By the 1940s Britain’s Malcolm Campbell, George Eyston and John Cobb set so many endurance records and repeatedly bumped up the Absolute World Land Speed Record that Daytona Beach was well and truly finished as a world record site. Eyston and Cobb were particularly concerned about the preservation of the saline speedway making numerous references in their books and widely published articles.
Concurrently, Ab Jenkins and his son Marvin, through the decades ranging from 1927 through 1956, set more records on the flats than any 10 racing teams combined, needed a ½ inch, two-handed drill to pierce the salt in order to affix tent stakes. 
By the 1950s, Rick Vesco, as a young boy tagging along with his father who competed at Speedweek, witnessed a variety of then minor items that many years later inspired him to become a salt advocate. He recalled a water truck sitting in the pits with a leaky water valve dripping onto the salt flats that carved a deep, 12-inch funnel shaped hole into the salt. The water in the hole was crystal blue and the salt was sparkling, shimmering white down to the bottom. He watched as the adults struggled to erect shades and tents. To penetrate the hard salt required two people, one swinging a big sledgehammer and the other holding an old Ford axle or railroad stakes. 
The most visually striking thing young Vesco remembered was how the black rubber streaks at the starting line at his hometown drag strip looked just like those laid down by spinning tires of Bonneville race cars that faded into the distance as he looked down the course towards Floating Island. 
This writer, with only 15 years of aerial observations shooting photographs, is shocked anew each year by how much the wonderful whiteness withers, contracts away from the Silver Mountains and desert vegetation rapidly moves in. What was once 90,000 acres is a mere 30,000.
Today salt conditions have so radically deteriorated that race officials are lucky if a 7-mile course can located. Motorcycles need their own event because the soft salt becomes easily rutted by cars making high speed passes precarious for the two-wheeled race machines if their small, thinner tires get trapped in a depression, or its suspension is abruptly upset. 
Dripping water is prohibited because it quickly eats through the thin crust and erodes the mud layer below creating potholes. As for driving in tent stakes, a couple taps on a 16-penny nail with a carpenter hammer now penetrates the surface anywhere within the historical Bonneville Salt flat boundaries. 
The hot rodders who had been racing on the salt annually since 1949, began to complain about salt changes in early 1960’s. Getting the brunt of the blame was nearby Kaiser Chemical Company’s 50 square mile facility with collection ditches ran next to the raceway gathering brine salts to produce potash, magnesium and other products. Hard to ignore when you understand that in 1963 Kaiser expanded its potash production after being issued leases for 25,000 additional acres of Federal land. 
Pre-occupied with setting records, the unorganized racing voice found no one listening for years; the land speed community had no champion, no political or economic clout. However, they knew that surface conditions were eroding and saw other dramatic changes year after year.  
Until the early 1970’s, pleas by the racers to the Bureau of Land Management (BLM), tasked with protecting the salt were ignored. Despite the BLM’s mandate to protect and manage the nation’s treasures, when it came to the desolate salt flats business interests trumped recreation needs nearly every time. Profit pummeled pleasure with impunity. 
In 1973, Vesco, now a Utah motorcycle business owner, joined the BLM’s Recreation Advisory Board. Recognizing his membership on the board was an ideal, hopefully effective method to help salt racers gain a needed voice in government Vesco succeeded in drawing the BLM’s attention to the nearby mining operations’ negative impact on the salt flats. 
When the State of Utah turned over maintenance of the flats to the BLM in 1976, it was abruptly decided that one race event a year (Speedweek) was not enough public interest to continue to groom the race track(read: no budget). The racers responded by forming a second sanctioning body to host additional racing events.  Wayne Atkinson, Hugh Coltharp, Dave Skidmore, Rick Vesco, Larry Volk, and Gary Wilkinson organized the Utah Salt Flats Racing Association (USFRA).  
Its focus was to counter the BLM’s ultimatum that racers needed to: “use it or lose it.” Long-time permit holders Southern California Timing Association/Bonneville Nationals, Inc. (SCTA/BNI) was geographically hindered: it simply could not keep an eye on things from 750 miles away. The USFRA formation ideally provided what the salt desperately needed: local stewardship and an effective BLM retort. 
When the BLM stopped funding all track preparation funds it sparked the decision that jumpstarted “Save the Salt” (STS). The goal was to preserve the BSF for future racers and the USFRA scheduled 7 one-day events with the BLM. The fledgling USFRA performed all track grading helped by the City of Wendover that loaned its equipment for the task during that first year. 
The USFRA and SCTA/BNI mounted a combined effort to earnestly discuss the future of the raceway. This cooperative alliance resulted in a press conference in Salt Lake City, a petition drive to bring “Save the Salt” concerns to the public officials and communicated effectively by the Fastest Man on Earth Gary Gabelich (622MPH).  Through the efforts of the State of Utah in 1975 Bonneville was listed on the National Register of Historic Places.
The cooperative efforts made a big impact; the BLM reinstated track prep funding and STS began investigation into salt loss. One study showed that the nearly million-tons-per-year loss was due to the mining efforts. Kaiser Chemical paid for its own study that countered the claim. The BLM did nothing; it was a standoff.
Pause and consider: is there any other segment of motorsport where the competitors are obliged to protect Federal Lands from destructive outside forces? Did any other racing organization spring into existence primarily as a citizen watchdog group? Land speed racers are willing environmentalists.
Soon racers had three events a year: SCTA added World Finals in October, USFRA’s World of Speed percolated into existence shifting dates until the September date took root. Today there are five speed trails with the BUB Motorcycle Speed Trials added in 2004 and Mike Cook’s Shootout began offering FIA world record sanctions in 2006.  Private speed events pop up in between the scheduled speed meets.
However, back in 1981 and 1982 when the great floods hit the salt flats, upwards of 24-inches of water covered the raceway. Once dry, the raceway was pure white, it had restored itself. Kaiser shut down most of their operations by 1983 but quietly continued to work with the BLM and renewed its 20 year mining lease. The racers fell asleep at the wheel waking up to their huge mistake in 1988 when heavy equipment showed up and reopened 23 miles of collection ditches adjacent to the raceway before selling its double decade interest to Reilly Industries. 
Bonneville racers became alarmed by the gradual thinning and deterioration of the salt crust that was now not only drastically reducing the quality of the racing surface but also the length. The available courses began to have inconsistent surface structure. Rick Vesco, now at the helm of STS, wrote a letter to Reilly asking they help restore the raceway by returning the salt being held as a by-product in their ponds. He got no reply. 
“Save the Salt, Inc.” was reorganized with help from NHRA, Hurst, Mr. Gasket and SEMA and the salt battles began. In 1985 the BLM established criteria for managing the lands as the “Bonneville Salt Flats Special Recreation Management Area” (SRMA) and as the “Area of Critical Environmental Concern” (ACEC). Sounds great, but little actually happened. 
Public pressure was applied to elected officials at State and Federal levels promoting racing activities: meetings with the BLM, another press conference, a small demonstration. Racers began measuring the salt crust and monitoring mining operations.  Then USFRA organizers noticed some areas at Bonneville were weak and mushy while other parts were rock hard samples of both areas were taken to a lab. 
It was revealed that high magnesium chloride levels translated into weak, granular salt that would not support the weight of a normal racecar. Worse, when heavier vehicles would go across the softer salt it would leave behind long-lasting ruts that can spell destabilizing disaster for high speed runs.
“The most difficult task in forming STS was to get all racers to stick together, sing the same song, and speak the same dialog, recalled Vesco, “In the early days there was intense rivalry (jealousy) between the California racers and the fledgling USFRA. Some USFRA’s efforts werew undermined on several occasions which made it very difficult to present a “united” front when dealing with the government and mining interests.”
Then came a meeting Reilly’s corporate headquarters in Indiana. The BLM finally asked the US Geological Survey to perform a salt loss study which revealed that human-induced processes contributed to salt losses. Reilly, shortly before the study was released publically, suddenly announces a plan to restore the salt flats.  Did they have insider, advance knowledge?
A five-year salt “laydown” project was accepted by the racing community in 1997 and the BLM quickly drafted a voluntary compliance contract that was signed by all parties. Politicians embraced the “win-win” idea — a shining example of commercial, government and private interests working. 
Surface integrity was constantly questioned putting safe national and international events in jeopardy.  The declining salt compromised safety to such a point that led the USFRA and BNI to make rule changes in 1993. These drastic measures permitted racing to continue but also made it easier to set class records diluting the efforts of previous racers who established speed marks under more challenging, traditional conditions. 
One example: Where once it took three runs to set a record (one to qualify followed by two more runs averaged together) now only two runs averaging in excess of the current mark would do the trick. 
International records became much more hazardous due to short track length and sometimes a mud dike at both ends of the course. This left only two miles to stop after exiting the mile/kilo timing traps. With speeds approaching 450 mph (a mile in 8 seconds) it meant a driver had 16 seconds to stop before hitting a dike. Factoring in the number parachute failures encountered at these speeds it became irresponsible to promote an event under such conditions. And we haven’t mentioned wind gusts yet.
During the 6-year salt lay-down period nearly 6.5 million tons were put back on the raceway making a significant improvement to the salt surface by the project’s end in 2002. A token amount when you consider that it is estimated that some more than 50 million tons have been spirited away since 1963. The racing community implored the BLM to make the replenishment program a permanent part of any mining lease or renewal on or near the historic raceway.
Despite Vesco’s repeated warnings that the racers needed to stay focused and be ready to reapply public pressure when the lay-down project ended so newly negotiated leases contained protection plans, a follow-up charge failed to materialize. Relationships withered, faces changed, BLM officials talked a lot, but few did anything to champion the racer’s cause. 
By its actions (or inaction) alone, the BLM’s position appears to be little more than one of tolerating the racers while catering to those enterprises that generate hefty filming permit fees and lucrative lease agreements. 
STS has also asked for help from many environmental groups, but always rebuffed because no one gave two swats of a dung beetle’s fine behind about a sodium chloride wasteland. The local Wendover community, once dependent on the employment from industry, could be a strong ally if properly approached to help. In 2011 the umbrella group STS Coalition was formed that now has a strong legal voice – but only as strong as the support it gets from the racing community. 
Also “on the team” is SEMA – the leading trade association brought to life by the same pioneers that land speed racing calls its own and is populated by manufacturers, distributors, retailers, publishing companies, auto restorers, street-rod builders, restylers, car clubs and race teams. 
SEMA Chairman of the Board Paul “Scooter” Brothers who is also the Chief Operating Officer for COMP Performance Group, told me why the organization has got the racer’s back.
“Land speed racing is where everything started, where our founding members made their mark and we, SEMA, feel it’s a way to give back to the whole high performance industry by supporting efforts to protect the Bonneville Salt Flats.
How many times in our lives can we look back and see something we should have acted upon instead just sitting back and watching? SEMA doesn’t want to sit back, this time we are standing up and doing something to help. We are here for the betterment of the industry and Bonneville certainly plays a part.”
What can you do?  Stay informed. Keep tabs on the latest developments log onto the USFRA and SCTA/BNI web sites at: www.saltflats.com  and www.scta-bni.org.  Writing a letter to the BLM and elected officials at the Congressional level goes a long way in letting the Feds know that the fate of the salt flats should mean more than giving lucrative leases to industry. 
Your heartfelt words can make the nation’s leadership realize how many folks actually care passionately about the salt’s racing heritage, it future. Politicians hate it when the public is after them and love to be patted on the back when they’ve done a good deed. Protecting our salt flat wonder would truly be a “good deed.”
The Bonneville Salt Flats is the largest expanse of serene nothingness with which a person might ever bond. One visit stays with you for a lifetime; it’s cerebral magnetism on overdrive. Many are drawn back annually and protecting the flats is a medical necessity for those with “salt fever,” because there is no substitute for visiting the Utah’s sodium pancake to medicate their suffering. 
Once you’ve had the supreme pleasure of rolling with conviction over the pristine saline – never mind setting a speed record – a spark of divinity is exposed and I don’t mean inside a cylinder. 
The BLM has failed the land speed racer, we who have annually used the federal land for more than 60 years. Nowhere else in the nation have users been so abused. It now falls to us now to protect, defend and keep Bonneville safe if for no other reason than to permit future generations to get suited up and go real fast.
Note: Photojournalist Louise Ann Noeth is the authoress of the bestseller, “Bonneville: The Fastest Place on Earth,” a complete historical review from 1896 to 1997. She also appears in the Ab Jenkins documentary “Boys of Bonneville.” For more details and to order, go to: www.landspeedproductions.biz.
 
 
Read More →

Bikernet/Cycle Source Sweeps Build Part 6 Sponsored by Xpress

By Bandit | May 31, 2024

Check the last episode: http://www.bikernet.com/pages/BikernetCycle_Source_Sweeps_Build_Part_5_Sponsored_by_Xpress.aspx

This process is amazing. Not only are Gary Maurer, Kustoms Inc., and Julie, the lead builders, but they dragged this roller in various stages to over eight shows and events. It’s actually set up at the Broken Spoke in Sturgis right this fuckin’ minute. When I interviewed Gary, while Jules whispered in his ear, they were just 100 miles outside of Sturgis and rolling in.

“It’s 1250 miles from Grand Ledge, Minnesota, to the Badlands,” Gary said. “Des Moines is the toughest, most congested area to scramble through.”

The Sweeps bike, nearing completion, will be displayed at the Broken Spoke, the home port of Cycle Source, while Gary and his crew nail down tent stakes at the big rig RV park near the circle track. “We can look down over Main Street,” Gary said, “and we’re walking distance from anything happening in town.”

The Bikernet/Cycle Source Sweeps build is flying along, and will be completed and offered up to a Bikernet, or Cycle Source reader at Las Vegas Bikefest, September 27-30. Hang on, join in, pitch in, sign up, do something even if it’s wrong. We’re burnin’ daylight.

The most amazing product featured this month during the build process at Kustoms Inc. was this Fab Kevin, axle-mounted, side-mounted vertical or horizontal license plate mount. With a couple of quick screws it can switch from vert to sideways. It’s an amazing product notion from the master at Fab Kevin’s, in Clinton Township, Michigan. The taillight is also Fab Kevin’s.

This product is so well thought out. It’s perfect for loading bikes and making additional clearance, for style, or to contend with legal restrictions. It’s amazing, and simply bolts to any axle for quick angular adjustments and strength. Okay, so much for product hype. If you want one of these puppies, click here quickly: http://www.fabkevin.com/

With that out of the way, you might notice slight frame modifications. Gary needed additional space above the Rivera Transmission for Jule’s hand made oil tank, so he removed the drop seat rails. He did a helluva job of adding beautiful flowing lines to his arched backbone, and then Julie added shapely gussets cut from a band saw. “That line of the frame should be shaped like a woman’s body,” Gary said, winking at Julie. He’s always nervous about her growing metal fabrication prowess. “If she ever learns how to weld, I’m out of a job.”

Gary used Fab Kevin forward control mounting kits, and demonstrated how he includes a thick washer, .090-inch, on the inside to form a spacer to allow him room to run a bead on the inside of the flame-cut Fab Kevin brackets.

“They didn’t install control mounts at Texas Frame Works, because we didn’t know our direction at that time,” Gary said, and dodged an accident on the freeway as he rolled into the outskirts of Rapid City.

Gary cut the tubing to position the controls with the proper clearance. “I’m not so concerned about exact measurements from the center of the frame,” Gary told me. “But I make sure the peg position is identical front to back and height.”

This feature includes a shot of Julie grinding tank welds, which was a Ron Harris, Chop Docs assignment. In this case, she’s acting as his stunt double. Chop Docs also volunteered to mold and paint this project, but Julie cut him some slack, since she would burn through half a day delivering parts to Ron, and wouldn’t have them handy to perform more mock-up and tab manufacturing. Gary calls over to Ron’s shack a couple of times a day, just to make sure he’s working and not at the bar.

After Sturgis Gary will pressure-test the tanks for leaks; then seal them inside with Northern or 415 sealer.

We also discussed coping the end of the forward control tubing chunks so they mated to the frame for the perfect weld fit. “I use a bench grinder generally for notching tubing,” Gary said. “I modified a grinding wheel, and can usually knock it out a joint faster on the grinder than with a $100 jig a joint.”

He also suggested welding-store magnetic drill cutters, carbide cone-shaped tools, but they cost $170 for a bit, and can snap in a hot flash. Suddenly he was forced to maneuver around a downed deer in the number-two-lane on Interstate 90 about 40 miles east of Sturgis. More and more bikes flew around his rig as he rumbled through the pristine roaming South Dakota hillsides.

The left side of the frame required an extra bung for the kickstand, which beefed up the forward control mounting. Gary planned a gusset on the right side supporting the tubing.

Julie set up the Chop Docs seat pan with a Fab Kevin hinge. Ultimately, Gary flipped the hinge and notched the frame to lower and reposition the seat. Then I learned something mighty important from the master. I noticed the shot of him drilling a hole in one of the frame rails. “The frame needs welding vent holes,” Gary said. “From time to time, if there is any oil inside a frame tube, pressure builds up, and can blow a hole in the tubing or in a weld.”

I was aware of the venting concern, but never experienced it. Next, Julie piled old towels.

“It’s our secret oil tank mounting system,” Jules said yanking the phone away from the driver. “Don’t you know you’re not supposed to drive and talk on cell phones?”

Thank god she took over the phone interview, as swerving, party-going bikers surrounded their rig as they neared town. Good news, Gardner-Westcott stepped up to supply stainless fasteners for the final assembly. “We used our oil tank mounting system to mount the oil bag,” Jules said.

Their mounting brackets are massive ¼-inch triangular plates. She positioned two together in the front, and Gary tacked them into place. The Fab Kevin seat tabs come 3 inches in length, so they can be cut to fit any application.

As it turned out, Julie mounted two more of her tank tabs over the top of her hand-formed oil bag, forming a perfect base to weld the seat brackets for the seat shocks.

With all the elements in place, Gary kicked off a batch of TIG welding work, welding tabs in place and the oil tank.

Jules and Gary worked out just the perfect position for the Wire Plus ignition housing. “It must be positioned to clear the oil tank, the engine, and the shift linkage, but easy to reach for the rider. These all-in-one Wire Plus ignition switch systems give any builder a complete wiring system, including ignition switch, circuit breaker, starter relay, you name it, all in one compact, billet aluminum box.

“Watch out,” Julie shouted and dropped the cell phone, while trying to warn Gary of an impending accident, or a topless party-broad running from the cops as they exited the freeway. They had reached motorcycle nirvana in the Badlands. I wasn’t there, bummer.

Just make sure to sign up for this contest by subscribing to Cycle Source or Bandit’s Cantina on Bikernet, or just fill out the form and duct any payment. We don’t care. We just want someone cool to win this bike. It’s going to be a masterpiece, any two-wheeled enthusiast will be proud of for decades to come.

–Bandit

Here’s a link to the next episode: http://www.bikernet.com/pages/BikernetCycle_Source_Sweeps_Build_Part_7_Sponsored_by_Xpress.aspx

BIKERNET/CYCLE SOURCE BUILD SOURCES


Xpress
http://mysmartcup.com/

Crazy Horse
http://www.crazyhorsemotorcycles.com/


Texas Bike Works
www.TexasBikeWorks.com


Kustoms Inc.
KustomsInc@hotmail.com


Chop Docs
www.Chopdocschoppers.com


3 Guyz
www.3Guyz.com


Accel
Accel-ignition.com


Fab Kevin
http://www.fabkevin.com/home.htm


Evil Engineering
www.evil-engineering.com

D&D Exhaust
http://www.danddexhaust.com/

Wire Plus
http://www.wire-plus.com/


Barnett
Barnettclutches.com


Rocking K Custom Leathers
howard.knight@montana.com

Rivera Primo
www.RiveraPrimoInc.com


Spectro Oils
www.Spectro-oils.com


Bell
www.moto@rcn.com


Metzeler Tires
www.metzelermoto.com


Hawg Halters
www.HawgHalters.com

Handy Industries
www.HandyIndustries.com


Grip Ace
www.gripace.com

Biker’s Choice
www.bikerschoice.com


Aeromach
www.aeromachmfg.com


Ride Wright Wheels
www.ridewrightwheels.com


Biker Pros

www.BikerPros.com
 


Bare Knuckle Choppers
www.bareknucklechoppers.com


K&N
www.knfilters.com

Read More →

Arizona HOG Rally 2012 Rocks Williams, Arizona

By Bandit | May 31, 2024

The annual Arizona HOG Rally recently returned to the historic mountain settlement of Williams. The event moved around the state from year to year, but Williams is a HOG favorite, having returned to this northern Arizona town for a record tenth time.

Founded in 1881 as a trapping and logging camp, Williams is named after one of the town’s wooly settlers, mountain man Bill Williams. Riding by its handmade brick and clapboard buildings, it’s easy to get the feeling Norman Rockwell might be hanging around, leaning up against an oily Flathead, waiting for the next staged western shootout, admiring the period architecture, maybe planting his easel on the corner of Third and Main, more popularly known as Route 66.

Roughly 500 HOG members representing 13 Chapters statewide rode into this well-preserved piece of old west Americana to suckle on the tar teat of the Mother Road. According to a spokeswoman for the Williams Chamber of Commerce, “I think HOG likes our small town hospitality, and bikers are very welcome here. They also like being on Historic Route 66, the motorcycle-only designated parking throughout downtown, and, of course, all the great rides. We roll out the red carpet and they pretty much have the run of the town.”

When many motorcycle rallies across the nation are finding their host cities less and less hospitable, Williams is a home away from home. The town is helpful and authentic; there is a laid back and intimate feel that makes a biker feel at ease. There is this creeping greed elsewhere, where enthusiasts are too often treated like nothing more than commercial revenue and traffic ticket fodder. This old boomtown, population 3,200, about 3 ½ hours northwest of Phoenix and 30-minutes west of Flagstaff, appears to understand motorcycling is made of people.

Williams was the last town in America to submit to the interstate bypass. It stubbornly fought the highway, relenting only when the feds agreed to provide no less than three exits to the tiny town. Seems like there’s no better place to hold a biker rally than this rebel outpost. Harley’s classically styled motorcycles couldn’t be more at home, or in a better place to ride away from.

The Grand Canyon is less than an hour’s ride north of town. Within one- to two-hour rides from Williams, which is flanked by the biggest ponderosa pine forest in the nation, is the perky college town of Flagstaff, spectacular Oak Creek Canyon, the red rock wonderlands of Sedona, and the old copper boomtown of Jerome. Further northeast is Monument Valley and the great Navajo Nation, the country’s largest Native American reservation. The haunting Petrified Forest and parts of the vast Painted Desert can be reached in less than three hours. If Williams has the will and facility, it has the makings to become another Sturgis.

At an elevation of 6,800, June in this mountain town offers almost ideal biker conditions. Temps were in the 80s with low humidity and a soft breeze that sometimes picked up to a bluster. The event celebrated Arizona’s centennial by giving away free bags of commemorative swag during the bike games. There was also a free poker walk, guided and self-guided tours, a poker run, bike show, street dance, and a stirring bike parade that could bring a tear to the most grizzled eye. Wild Bill Hickok himself would have felt right at home here, thrown down his bedroll, played a little faro, and maybe sought a more charmed end.

Bobcats, Bikers and Bears…

Oh my. There is an unexpected, 158-acre wildlife park just east of downtown Williams. Bikers are heartily welcomed, and if you go they may even make you an exhibit. Bearizona is a drive-through wild animal preserve, featuring not only black bears but arctic and tundra wolves, American bison, white buffalo, burros, bighorn sheep, mountain goats and Dall sheep.

Motorcycles are dissuaded from the wild animal drive-through portion since the inhabitants have a strictly controlled diet and don’t digest leather very well. A courtesy car and GPS audio tour is provided free of charge. The drive takes about 30 minutes, although there is no time limit.

The road leads to a posse of black bears of various cuddly sizes and ages, although we’re often reminded to not hug the fluffy, man-eating wildlife. Fort Bearizona looms as the road exits through a large, gaping gate, leaving us to wonder what, exactly, is keeping the bears from the nearby concession stands.

Inside the wide-open Fort Bearisona, large pens contain bobcat, lynx, raccoon, porcupines, a barn animal area, and other forest creatures indigenous to North America, including the star of the show, cute little baby bears. A Birds of Prey show is presented at 11, 1 and 3 p.m. daily and is a treat.

Bearizona is open everyday from 8:00 a.m.; last vehicle admitted at 6:00 p.m. Closing hours vary with season and weather. Adults cost $20; seniors 62 and older, $18. For more information, call 928-635-2289; visit www.bearizona.com.

The Arizona HOG Rally will be reconvene in Yuma next October 24-26. For more information, contact Nick Feldaverd, Rally Coordinator, email nfeld@cox.net; call 602.206.1940; www.azstatehogrally.com.

For more on Williams, AZ visit www.experiencewilliams.com.

Sleeping In

The Sheridan House Bed & Breakfast
460 East Sheridan Ave.
Williams, AZ 86046
928-635-8991
 www.sheridanhouseinn.com 

I find when it comes to B&B’s, what they are not is as important as what they are. The Sheridan House Inn is not rife with Grandma’s fussy doilies and bric-a-brac. It strikes a balance between an inviting, come-and-have-fun vibe and serene environs snuggled in between the cool, towering pines. The suites offer a tidy, restful, minimalist décor. The luxury touches leaves one feeling pampered—unparalleled coziness of their pillows, and Elemis bath and body products that put their dewy kisses upon road and wind-weary tresses and parched skin.

Motorcyclists Claire and Nick Kirby are the vivacious proprietors. They seem to have been born to the task of cultivating an inn, but we were surprised to learn they’re new to the gig. The affable Kirbys hail from the U.K. and lucky for Williams, a post-9/11 officious bureaucracy didn’t thwart the pioneering spirit that landed them on the frontiers of northern Arizona. Their once run-down property is now resplendent in extensive renovations, artful taste, and fresh zeal under their ownership. The Brit visionaries have innovative ideas to further develop the grounds, and offer special packages to man and biker alike.

We arrived to what I can only describe as the “happiest” of happy hours, delightfully hosted by the Kirbys each Friday and Saturday. We saw a passel of buffed Harleys in the driveway, and knew it was time to put the keys away. With a toast to the Grand Canyon Brewing Co., our host’s delicious homemade chorizo nuggets, and the attending fellow riders, we pronounced Sheridan House our new hideout.

Breakfast on the patio is a selection of sweet and savory offerings made on premises. Their handmade, secret recipe Lincolnshire Sausages, a Lemon Chiffon confection, Sweetened Mascarpone Cheese with Fresh Berries and the regional Huevos Rancheros were outstanding.

Sheridan House puts you up into the quieter residential area, but just a quick ride down the hill into downtown and all the rally action. See their website and Facebook page for more details.

Dining Out

Considering the cut of our Baby Boomer relaxed jeans, it’s easy to see we have husky appetites. Here are a couple of places that won’t disappoint:

World Famous Rod’s Steakhouse
301 East Route 66
Williams, AZ 86046
928-635-2671
www.rods-steakhouse.com

Rod’s Steakhouse is an icon, a surviving monument to Historic Route 66. The blazing Hereford cow sign is a beacon to the lost and hungry.

As you dip another shrimp in cocktail sauce, take in all the country kitsch—dishware accented by the sturdy bovine, paper cow cookie-cutter logo menu, and tell-all placemat detailing the rich history of the eatery. For the duration of the rally and maybe beyond, staffers dress in H-D regalia. No surprise the owners have been HOG affiliated for more than 20 years.

The present owners are Lawrence and Stella Sanchez. The missus has a warm smile for the customers and puts her love into the house specialties, such as Pasole, a nurturing elixir of exquisitely spiced pork and hominy soup. Her husband rose through the ranks in true American dream fashion, from dishwasher, busboy, manager, head chef, then new proprietor. A Sanchez is always on property to accommodate the needs of their guests.

The concise menu is heavy on the beef offerings with chicken, fish, and shrimp options. Appetizers and sides round out the menu, and the Cherry Pie makes for a nice finish. Their steaks are best-cut top sirloin, and their mesquite broiler imparts a really nice flavor. Cut options will fit the daintiest to manliest appetites. We enjoyed the thick and juicy Filet Mignon ($27) and the Ladies Lite Cut Prime Rib Au Jus ($21). Entrees come with Soup or Salad, Baked Potato, Fries, or Green Beans, and Rolls w/ Butter. The meat was fork tender and beautifully cooked to order.

See their website for photos, souvenirs, detailed history, cuisine offerings, and more.

Grand Canyon Brewing Co. & Cruisers Café 66
233 West Route 66
Williams, AZ 86046
928-635-2168 (Brewery)
928-635-2445 (Café)
www.grandcanyonbrewery.com
www.cruisers66.com

Brew crafters aspire to achieve beer’s ideal “taste and balance.” Strangely enough, those two qualities are lost on heavily imbibing consumers, who then not only ruin a beautiful brew, but maybe their future if they get back on their bikes. Beer is a terrible thing to waste, especially if it’s from Grand Canyon Brewing.

The beer menu changes with the availability of harvest time ingredients, but often there are pilsners, pale ales, wheats, stouts and seasonal brews in the rotation. Beer aficionados are watching this tasty microbrewery with great interest, and expansion appears on tap. A Grand Canyon beer may be coming to a bar or restaurant near you.

Attached to the brewery is 1950s’ theme Cruisers Café 66, hard to miss from the street with its elevated hotrod, Marlon Brando mural, and beer girls barely in bikinis. The restaurant has an outdoor patio and stage, and seems to be the hub for rally revelers. The girls pop tops while musicians rock and wail. This is an ideal spot to people watch, dance, and enjoy the American café-style cuisine. Portions are ample and provide that Mother Road burger, barbecue chicken, and old-fashioned, strangely satisfying Chicken Fried Steak goodness.

A full cocktail bar, four HD flat screens, gift shop, and nostalgia decor comprise this venue. The fruits of the on-property brewery are on draft.

Read More →

D&D Fat Cat Install Review

By Bandit | May 31, 2024

After about 40,000 miles, the Pro-Pipe I was running on my 2005 FLHPI finally became un-repairable. The screw slots that held the end cap baffle had chipped away and were no longer able to hold these parts inside the pipe.

After losing these pieces in freeway traffic last time, I discovered that I could no longer get replacements, not that it mattered. I might add that the chrome started bluing about 75 miles after the pipe was installed. I need to add that the Pro-Pipe team initiated some modifications and a new design to correct the problems. But for me for a new exhaust system was needed, something made by a different company.

Wasn’t sure where to start looking, decided that it would be good to listen and learn. After talking to Bandit, he told me to check D&D exhaust from Ft. Worth Texas. They have a mere 40 years under their weathered belts. They sounded just like the kinda manufacture I was looking for. They build exhaust systems for most late model Harley-Davidson motorcycles and for several other brands as well.

One of the main points that caught my interest was what they build for competition such as AMA Pro Harley-Davidson Insurance Grand National Flat Track racers Kenny Coolbeth, Dan Ingram, Nicole Cheza, Willy McCoy, and Mike Martin. Dave Rash worked with 5-Ball racing on several of their Bonneville projects including the Bonne Belle for this year’s Bub Speed Trial.

I went to their web site www.dandexhaust.com to pick one out for my year and model. Nice site, clean and to the point. It tells you about them, what works best, and just how far they go with design and testing each pipe to insure top quality. Almost seemed a little over the top until Nick at Eastside Performance, Mesa Az. un-boxed and started installing my 4-inch Fat Cat 2-into-1 on my Road King. That’s when I saw how well it fit during the install, the great quality of the chrome, and it’s weight was a tad more than my previous system, which gave me added assurance that this one will go the distance!

Some good friends in Arizona sent me to Eastside Performance in Mesa, five years ago. They took care of my original performance package including Andrews 21G gear-driven cams. This time, it was time for a new top end and T.J. suggested boring the cylinders out to 95 inches and swapping the cams for Andrews 37Gs. He replaced the exhaust valves and used flat-top piston to retain the 10:1 compression. We also upgraded the oil pump to a Fueling Pro Pump.
 

While in Arizona, I needed to roll through 500 miles in one day, for the break in. Nothing but happy! The exhaust notes sounded really great with out making me loose any more hearing than I already have. T.J. and Nick where impressed with the fit and finish and the sound as well. For long days and long miles it really fit the bill. Once again check out their web site, for how they sound.

During my break-in loop I was able to stop for the Route 66 Teepee shot then to Snowflake Az. to stop in and see my friends Richard and Erin at Lines n Sign’s, Dead End Custom Cycles.

Richard gave the exhaust a thumbs up before I caught the last leg of my ride, thru Show Low then down the Salt River Canyon, then back north to my secret little hide away near Cave Creek…

Since the install I have given the exhaust time and good miles and have zero issues with it. Very Happy with D&D!

–M. Shubin

Read More →

WHERE THE HELL IS MURPH – CEES FICK’S VINCENT

By Bandit | May 31, 2024

           1 of 4 Cees Fick’s Vincent 

 

 

 

After I took part in the 11th Annual Diomage Sidecar Rally,  Toon van Houtert stopped by LBS Sidecars the following week for a coffee and a chat, I was interested in how the Diomage Sidecar Run got started with the MC de Kleppenjagers 11 years ago.

 

In the course of conversation he asked me about the Indian decals on my panniers, and as my Indian story was unfolding he mentioned that a friend of his, Mart, has a couple of old Indians, and ‘he has a Vincent too’.

 

Oohh, a Vinnie, when can I go over there and…….

 

So the next day we’re over at Mart’s having coffee (coffee is a ritual here in Holland, nearly every business has it’s own little coffee bar) and we make our way back into his small, narrow little workshop and garage that house his 3 bikes, a 1921 Indian Scout, a 1930 Indian Scout, and back in the corner, tucked behind Mart’s Indian Scout, there she was……

 

 
                              …the Cees Fick Vincent

 

Admittedly I had not heard of Cees (pronounced Kees, the C in Dutch is pronounced like a K) Fick before now, so was not aware of any of the history of the bikes he built, but from my research he apparently was quite a good builder.

 

 

 
 
 

 

The only picture of Cees Fick I could find.

  

 
 
 

Mart had the article that was written about Cees in the November 1970 issue of the Dutch Motor magazine, but unfortunately I don’t speak Dutch, so I enlisted my friend Coby to read and translate the article for me. Thank you Coby.

 

However, most of the article focuses of the technical specs of how he built the Vincents and what he did to lighten up parts etc., not much about Cees himself, so this article is what I was able to piece together from the translation and from some other research.

 

Cees was from a village called  Mill, the Netherlands and had a sock manufacturing business. Motorcycles were his hobby.

How he ended up getting at auction a box of parts and 3 Vincent engines from the estate of the recently deceased Jan Hanlo is a story unto itself, so I will give the highlights, if you can call them that, here.

 

 Jan Hanlo (1912-1969) was a dutch poet who, apart from being a schizophrenic,  an artist, a poet and a homosexual pedophile was also an avid Vincent fan, owning 3 or 4 Vincent’s, a Black Lightning and a Black Rapide being one of them, the Rapide the one he died on in a motorcycle accident in 1969.

 

 

Hanlo was an interesting but troubled man, he grew up in a privileged environment in the south of Holland, hence being able to afford 3 or 4 Vincent’s, briefly contemplated a movie career and founded the Valkenburg department of the Catholic Film Front in the 1930’s.

 

In 1938, an accident with his motorcycle causing the death of a villager weighed heavily on his mind and was the main incentive for him to leave Valkenburg.

 

 

 

He left Valkenburg and lived in Amsterdam where he studied psychology, but could not finish as he was transported to Germany and forced to work for the Germans during the war.

 

After Berlin, he started working as an English teacher at a secretary school and his more than casual interest in young boys, coupled with his artistic, social and sexual problems ended up with him being admitted to a psychiatric institute.

 

Pedophilia was not well known among social workers, so he was all to easily classified as a homosexual. Although he was diagnosed with schizophrenia, he was treated as a sexual offender and was probably castrated in a psychiatric institution. Ouchy.

In the 50’s he moved back to Valkenburg to care for his beloved ailing mother after a few stints in a few other institutions.

 

 

In 1962 Hanlo is imprisoned for a month due to his contacts with a 15-year-old-boy. In 1968 he got a restraining order against him due to a complaint filed against him by the parents of a paper delivery boy. These, and other humiliating experiences alienated him from the Netherlands and in the spring of 1969 found him on a trip to Morocco.

 

In Marrakech he fell in love, or lust, with a 13 year old boy, took him back with him to the Netherlands and tried to adopt him.

The Dutch authorities didn’t accept the adoption (surprise surprise ) and sent Mohamed back to his native country. 

 

 

 

A week later Hanlo was killed in a motorcycle accident when he hit a tractor that suddenly changed direction in front of him.

 

When news of his death spread throughout the Vincent Owners community there was quite a bit of interest in the Vincent’s that he owned, one now wrecked from the accident that killed him.

 

There was an auction, and from what I can gather, Cees secured the winning write in bid by 1 Dutch Gilder (the Euro wasn’t in existence in the 70’s) coming in at 5,501 Gilders.

 

[photo  31354]

 

So Cees got himself 3 motors and 1 box of parts from which he made 4 running Vincents.

 

Nearly everything except the motors and frames Cees Fick built himself, and even the motors were thoroughly gone over by Cees, lightning and rebuilding them stronger.

The whole bike, with oil, but without gas weighed in at 148 kilos, or 326 lbs.

 

For comparison, a Vincent Black Lightning, the non street legal factory race Vincent with magnesium alloy race components, solo seat and aluminum fenders weighed in at 380lbs, a full 54lbs heavier, so Cees shaved off another 54lbs off the curb weight.

 

 
 

 

Homemade aluminum brake calipers on homemade aluminum caliper struts in front of Italian Ceriani front forks.

 

 

 
 
 
 
 
 

 

Have the day of your choice……

 

 

~Murph

 
For more road stories and great photography from Irish Murph, go to 

 

 

Read More →

LA Choppers Big Air Kit From Baron Mfg. Installation

By Bandit | May 31, 2024

Well, it’s time once more to bring you a Bikernet/Tail Gunner product review. This month we take a look at LA Choppers “Big Air” kits from Baron Mfg. The kit is made of chrome plated billet . The machining is some of the best I have seen, and I had no problems what so ever with fitment.

Over the years I have probably installed, modified and played with just about every air cleaner kit available. I have grappled with OEM modifications to the Big Sucker kits, moving butterflies to cone shaped forced air. I can tell you with confidence that some work, some don’t, and they all have oil blow-by to some degree.

So let’s get to it. First I removed the old ham can, which served me well for the past few years, but since I changed out the cams on my TC88B to 510 S&S’s it was definitely time for an upgrade and more air flow.

After removing the ham can, I cleaned all mounting surfaces (breathers and throttle body) and applied a little thread sealer to each new breather bolt.

Installation is straight-forward. The backing plate inlet hole is radius, sort of like a mini velocity stack and comes prepared with a throttle body gasket all ready installed , so after applying thread sealer go ahead and mount the back plate.

Start by installing the breather bolts first, leave them a little loose until you get the throttle body bolts started. Then go ahead and tighten everything down, first the breather bolts and then the throttle body screws.

Installation NOTE: Prior to backing plate installation, insert the supplied 7/16-inch bolt for the cover plate through the top hole. This will allow you clearance between the plate and throttle body when installing the chrome cover plate.
I thought I’d do a little math to see just how much difference there is between the K&N replacement filter I had on, and the new filter that came with the kit. I didn’t get real technical and tear apart the filters and count every pleat, but I did measure the circumference of each filter.

The K&N replacement is 21 inches around and the new LA Choppers filter is 24.5 inches around, not a big difference but 3.5 inches just the same. Now add the fact that the new filter is open all around, and you get way more air flowing to your EFI or carb, and that equals more HP anyway you look at it.

I have put about 500 miles on the bike since I installed the new kit, and no oil leaks anywhere!! The internal breather set up is sharp and functions well, all excess oil blow by is channeled to the EFI intake and recycled through the engine.

The entire kit is beautiful, and the chrome is blinding! You can choose from a number of designs on the cover plate, anything from just plain smooth, to flames, pinstripe, religious crosses, comet and inferno.

Check them all out at LAChoppers.com. The kit is about $300 , but considering the quality and HP increase it’s a worthwhile investment. For quick service and superb technical assistance, contact Chucky @ LAChoppers.com. I personally guarantee you’ll love this product as I do. On my scale of 1 to 10 I give this a 10 for quality and an 8 for installation. It’s a one hour job tops! Tell Chucky “Tail Gunner sent ya.”

Gunner out till next time!
 

Suppliers: 
 

LAChoppers.com                               $299.95
 
Bikerschoice.com                               $299.95 
 
Dragspecialties.com                            $299.95
 

JPcycle.com                                        $299.95

Read More →

The Last ’57 Bel Air Bike Part III

By Bandit | May 31, 2024
Hit any photo to view it full size and press ‘esc’ to resume regular viewing.
 
After Part I and Part II of this crazy build, Bikernet takes a look at how Lupo, a French backyard wrench, managed to adapt a pair of reproduction ’57 Chevrolet steel fenders to his motorcycle project, without making it look like an anvil. It wasn’t as easy or straightforward as one would think… Check it out.
 
 
This is what things look like when you slap a pair of stock ’57 Chevy fender onto a Harley. That’s a rather boxy setup. The lines are weird, and it’s the best way to end up with a goofy looking cycle. Even though the car’s fender opening lines are great, they will need to be reworked and rescaled to blend into the narrow frame and seating area. 
 

To make the fenders flow with the lines of the bike, Lupo had to shorten them while considerably stretching the swingarm. He opted to make a swingarm from scratch and built his own adjustable suspension setup at the same time. “If you want it done right, you might as well do it yourself” says Lupo.

 
Lupo made a new, scaled-down shape for the fender opening and sent the rear fenders and the wooden pattern to an expert body man. The guy is an expert at restoring antique cars and often works on basket cases that have more holes than metal left in them, so this assignment must have been a walk in the park for him. In the last picture of this row, see how much of the original fender trim and panel insert Lupo had to chop off.
 
Another defining visual element of a ’57 Chevrolet is the shape of its front fenders and headlights. Here again, a considerable amount of massaging was done to preserve the lines, while altering the proportions of this unit so as to stay in scale with a motorcycle interpretation.
 

Lupo wanted to run most of the exhaust inside the rear fender until it would exit below the taillight and above the ‘bumper’. That was easier said than done, especially when dealing with such pipe length, and the fact that it needed to fully flex at the swingarm. You get a good idea of how intricate the layout had to be when you see the assembled stainless steel system in the picture below. 

 
 
Until next time, feast your eyes on one of Lupo’s creations: a Renault minivan with Big Block Chevy power. Lupo built it to perform running wheelies at drag races and other car events throughout Europe in the 90s. Enjoy.
 

Read More →

Bike Feature: Ol’ # 39

By Bandit | May 31, 2024

You can view images larger if you click on them. Press ‘esc’ to resume regular viewing

 Between making sure Bandit’s orders were carried out andkeeping Vicki away fromthe “CherryPie White Lightning,”I waspressed for time atthis year’sSmoke-Outbut I was determined tofind a bike worthy of a feature here on Bikernet so I escaped from both Bandit “TheBoss “and Vicki my “Other Boss,” to search for a bike!It is tough working for two bosses atthe same time!

I set out on my journey to find a bike that  stood above the rest.  This was no easy task as all the bikesat the Smoke-Out are kick ass.  Sothe search began and to my surprise it did not take long.  Once I saw it,   I knew it  was the one.  It grabbed me and would not let go until I found itscreator, now this search took a little longer.  I continued on walking the grounds and after making a laparound here comes “Ol’ # 39” head on at me with its owner on board!  I knocked people out of the way to getthe riders attention,  I wasdetermined to meet him because I knew that big SOB Bandit would come lookingfor me soon with more orders to be carried out , by this time I was not worriedabout Vicki she was in “THE CAROLINA RIDER BIG BUS,”  with the air conditioning blowing full force with the masonjar full of white lightning close by. Finally I got Gavin’s attention, and he was all in for a feature of his bike on the pages of Bikernet.

Ol’ #39 features a number of handmade parts by Gavin.  Gavin works for a Nascar race team andhas access to a machine shop and as you can see he takes full advantage ofthat.  He hand built the exhaustsystem and when I saw the bike I thought it had some special coating on themwith their gold tint look.  Gavintells me this tint was an accident, it seems the exhaust system was ceramiccoated on the inner walls and when they heated up  they tinted!  Iwish my accidents would turn out like these  pipes did.  Theywere one of the first things I noticed about  “Ol’ # 39” but not the last.  Check out the gas tank it is one of a kind.  That jockey shifter is, well justbitchin’. The tail light for me is the coolest one I have  seen.  It is inspired by the old railroad lantern,  you have to see it to really appreciateit.  Gavin knocked out all of theseparts himself.  He knows how to usethose machine shop tools!

Gavin told me he built Ol’ 39 with one purpose in mind.  He wanted a “Smoke-Out” bike for theride to the Smoke-Out.  I think heaccomplished that, this bike has “Smoke-Out” written all over it!  Gavin is a laid back guy who talkslittle about all the cool one off parts on the bike, he just lets the bike dothe talking .

You may be wondering about the name of the bike.  Well it is a memorial to his Dad.  Gavin’s  Dad was born in 1933 and passed away in 2009,  so that is why the bike wears  # 39 on the tank.

This is one of those bikes I really got into, from themoment I saw it I knew this was a feature bike for sure.  You can’t describe it, but you know itwhen you see it.   This is onebitchn’ bike rolling down the black top!

Well.  Iaccomplished what I set out to do at the Smoke-Out, to find a bike that reallystood out among all the ass kicking bike that were there and I did it all andstill carried out the orders from Bandit.(THE BOSS!) Unfortunately it took me afew hours to locate Vicki.  We want say where I found her!

Until next time, RIDE!         —Stealth

Spec Sheet 

Owner: Gavin Kober

Bike Name: Ol 39

City/State: Salisbury NC

Builder: Owner

City/state: Salisbury NC

Fabrication: Owner

Manufacturing:                 

Welding: Owner

Machining: Owner

Engine

Year:  1999

Make:  Harley Davidson

Model: 1340 Crate Evo

Displacement: 1340 80”

Builder or Rebuilder:

Cases:  Harley Davidson

Case finish: Natural

Carburetion:  S&S  E

Air cleaner: Owner

Exhaust: Owner

Mufflers: N/A

Transmission

Year: 1999

Make: Accessories Unlimited

Gear configuration: 1 down and 5 up

Final drive:  Chain

Primary:    Karata

Clutch:   Rivera  3” belt

Kicker:   N/A

Frame

Year:    2004

Make:   Kraft Tech

Style or Model: Rigid

Stretch: Stock

Rake: Stock

Modifications: Powdercoat

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Front End

Make: Harley Davidson

Model:   Wide Glide

Year:   1999

Length:  -4

Sheet metal

Tanks:   Owner

Fenders:   Owner

Oil tank:   Owner

Paint

Sheet metal: Kevin Kisamore

Base coat: Satin Metallic Burgundy

Graphics: Pork Chop

Frame:   Gray Powder coat

Graphics or art:   Pork Chop

Wheels

Front

Make:   Harley Davidson

Size:   21”

Brake calipers: Kraft Tech

Brake rotor(s):   Kraft Tech

Tire:   Avon

Rear                 

Size:   18”

Brake calipers:   Kraft Tech

Brake rotor: Kraft Tech

Pulley: Kraft Tech

Tire: Avon

Controls

Foot controls: Billit 4 You

Master cylinder: Billit 4 You

Handlebar controls: Owner

Shifting:  Foot

Kickstand:  yes

Electrical

Ignition: Daytona

Ignition switch: Owner

Headlight: Drag Specialties

Taillight: Railroad Lantern – Owner

What’s Left 

Seat: Marco@ElVaquero Muerto

Mirror(s): One

Gas caps: One  tiny

Handlebars: Owner

Grips:   Billit  4 You

 
Read More →

Start typing and press enter to search

Scroll to Top