The 2012 LA Calendar Motorcycle Show

The 21st edition of the LA Calendar Motorcycle Showsponsored by Russ Brown Motorcycle Attorneys featuring top Celebrity Builders,the Calendar Bike Building Championship & Concours d’Elegance, selectedVendors and Exhibitors, Calendar Girl Music live performances, took place inCalabasas, California.

The current 3-year decline in the economy and the resultingimpact on the enthusiast motorcycle market with loss of so many custom bikemanufacturers, builders, part manufacturers and buyers meant the LA CalendarShow needed to downsize as well. Show producer Jim Gianatsis of FastDates.com,was excited to secure the Calabasas Inn private event facility.

The 2012 Calendar Show was spread across 3 separate woodedareas at the beautiful Calabasas Inn facility. In the background of one displayarea was a duck pond and waterfall. An adjoining area just as big under coolshade trees held more exhibitors, the Pro Builder Class, the live band stagewith spectator seating, dining tables and food and beverage trucks. And the airconditioned Calabasas Inn Banquet Facility where spectators entered the Showheld more exhibitors, restrooms, and the Sportbike Class.

The Show’s activities include the Calendar Bike BuildingChampionship, selected Vendors and Exhibitors, the Motorcycle Machine Dyno, andCalendar Girl Music live performances featuring the Japanese girl rock bandNylon Pink, singer songwriters Rachel McGoye and Marina V.

The Show park featured top industry names including Jim’sMachine, Edelbrock Engineering, Frog Specialties / Beringer Brakes, AXOstreetbike apparel, and Universal Technical Institute training school.Spectators were treated to upscale dining on lined covered tables under shadetrees, with food and beverages form some of LA’s top food trucks – Baby’sBadass Burgers, The Grilled Cheese Truck, Maui Waui Hawaiian Smoothies andSugar Babies Cupcakery. The fresh baked heart topped cup cakes were passed outby the Calendar Kittens complimentary to show spectators.



The Calendar Motorcycle Show continues to feature many ofthe world’s top Pro and Amateur custom street bike builders with their newest2-wheeled creations of rolling art to compete in the Calendar Show BikeBuilding Championship for fame and awards including the coveted Best of ShowTrophy.  The Calendar Show broadened its focus to include the growingCollector Bike Market with Exhibitors and Bike Show classes for classicEuropean, British and Japanese motorcycles, along with American V-Twins andCustoms. Show Entries were place in a Concours d’ Elegance display throughoutthe venue on the grass and under shade trees at the Calabasas Inn.

Among the top custom and racebike builders in attendance andfeatured in FastDates.com Iron & Lace Custom Motorcycle and Fast DatesRacebike PinUp Calendars over the past 20 years included Russell Mitchell /Exile Cycles and Richard Pollock / Mule Motorcycles, Shinya Kimura / ChabottEngineering, Jim Giuffra & Spokesmodels / AFT Customs, Todd Silicato /Todd’s Cycle, Chris Redpath / MotoGPwerks, Caleb Owens / CRO Customs, YanivEvan / Power Plant Choppers and Steve Storz / Storz Performance.

Chris Redpath of MotoGP Werks used the Show to display tworeally neat Ducati’s he had just built for Hollywood actor Tom Cruise, one anaked MotoGP Ducati Desmosedici streetfighter valued over $100,000, and theother an old Ducati Bevel-Drive 750 custom Cafe Bike. Redpath also broughtalong couple of former AMA National Superbike Championship racers, one a MikeBaldwin CB900F, the other a Matt Mladin Yoshimura Suzuki GSXR750, plus aclassic Mike Hailwood type Ducati racer.

For the fourth time in eight years, atop Japanese builder used the LA Calendar Show to mark his entrance onto theworld stage, following in the foot steps of former Best of Show and Classwinners Shinya Kimura / Chabott Engineering, Kenji Nagai / Ken’s Factory andHiroyouki Hirata of BB Custom Factory who all flew in with their bikes fromJapan just to compete at the world renown Calendar Show.

Garnering Best of Show in this year’s 2012 Calendar BikeBuilding Championship was Hoshikawa Hideki / Asteris9.com from Miyagi, Japanwho flew in to Los Angeles for just 3 days with his latest custom bike build tocompete and take top honors, then fly back home to Japan. Celebrity judges JimGianatsis, Jim Giuffra, Chris Redpath and Michael Schacht choose Hideki’s 883ccSportster based naked custom sportbike as the most exciting, original and wellconstructed custom at the Show. Hideki said he built it for a customer who gavehim a blank check and no instructions whatsoever, other then to ask him tobuild the best bike he could build. Hideki is not necessarily a sportbikeenthusiast, he builds all kinds of Harley based customs, but this time he said,he wanted to concentrate on the quality of the design and build, utilizing realsportbike feel and performance for the now highly modified 1200cc Sportsterengine.

AFT Customs also awarded Hideki their own “AFTVisionary Awards Trophy” which was hand built by the spokesmodels at AFT,and award by shop owner Jim Giuffra, models and Angela and Shelby to the onebuilder at the Show who they felt exhibited an new direction in custom bikebuilding. In this case Hideki had taken a mundane, underpowered, overweight,not-the-best handling 883cc Sportster and turned it into a 1200cc highly potent,world-class custom sportbike.

In the Pro Builder Class it was Yaniv Evan / Power PlantChoppers who took home top honors with his classically styled bare metal customBlack & Metal” based on a 1970 Harley-Davidson Shovelhead. “Iwanted to build something in between a ‘Rudge Superior’ from the 1930’s meets1960’s chopper, with a bit more power and good handlebar feel.” Evan’sshop PowerPlant Choppers.com is located on Melrose Avenue in Hollywood where healso sells cool PowerPlant apparel to visiting tourists and locals.

Among the Calendar Show’s exciting custom bike worldpremiers was Two-Time Best of Show and now Six-Time Class Winners with thisyear’s Sportbike Class victory, Jim Giuffra and the Spokesmodels fromAFTCustoms.com, Jaskson, CA. premiering their latest build as always at theCalendar Show. Following their tradition of naming their bikes after spiritgods, their bike ‘Halia’ is a Hawaiian spirit named Honda Shadow performancecustom Cafe Sport Racer that will head for the BUB Speed Trials at theBonneville Salt Flats in August with its girl builders Angela and Shelby in thesaddle for speed record attempts.



The 2012 LA Calendar Motorcycle Show’s move to the newCalabasas Inn venue, proved to be a tremendous success. Everyone had nothing butpositive comments about the beautiful new location, how important the CalendarShow was to the custom bike building community on the West Coast, and how theylooked forward to returning again next year on the 3rd weekend of July 2013 tosee the Show continue to grow as the economy recovers.

2012 LA Calendar Motorcycle Show 
Calendar Bike BuildingChampionship Results

Best of Show: HidekiHoshikawa,’ #19 Asterisk’ H-D Sportster XLH1200 Cafe Racer

Pro Builder: 1).Yaniv Evan, Powerplant Motorcycles, H-D Shovelhead Custom; 2). Andy Iawwacone /TDC Cycles, 1947 H-D Knucklehead custom.

Street Custom: 1).Charlie Mitchell, 2001 H-D Heritage lowrider old school custom; 2). Doug Ide,2009 H-D Road Glide Bagger.

Bar Hopper: 1).Yaniv Evan / Scott Cann, Powerplant Motorcycles, 1951 H-D Panhead Board TrackRacer replica: 2). Manuel Muller, 1967 Triumph TR7 Glitter Cycle tribute.

Sportbike: 1). AFTCustoms / ‘Halia” Honda VT750 Street Tracker; 2). Paul Morris / P&MRacing, G2 Gangster V-Twin Street Legal Street Pro Drag Bike.

Classic American pre 1980: 1). Shinya Kimura, H-D Panhead custom cafe racer; 2). Dave Destler,1970 H-D Sportster XLH stock.

Classic European pre 1980: 1). Chris Redpath / MotoGPwerks.com, 1975 Kawasaki Z1 Daytona 200 RobNorth Chassis / Don Vesco race bike; 2) LACD, 1975 Norton 850 Commando.

Editor’s Note: This is a perfect example of why we all need to support our motorcycle rights groups. One bureaucracy, in one state, California, chose to supersede EPA rulings and guidelines: The California Air Resources Board (CARB). Bikernet will continue to follow and report on these issues and on the groups trying to protect our sport. Feel free to drop me a line, if you have a question to: Bandit@bikernet.com

Aftermarket exhaust systems that can legally be sold under California’s air pollution control requirements are (1) systems that are designated “replacement parts,” (2) systems considered “modified parts” for which an Executive Order has been issued, and (3) systems only for use on “racing vehicles” that have been adequately identified as such.
What exhaust systems and slip-on mufflers are considered “replacement parts”?

2.The vehicle was originally equipped with one or more catalysts, but the catalyst(s) are retained and all emission controls originally connected to the exhaust system (e.g., an oxygen sensor) are reconnected to the aftermarket exhaust system and are functioning properly. As long as they meet the above definition of “replacement parts,” “slip-on” mufflers are legal for use in California unless the muffler being replaced contained a catalyst.

Some aftermarket exhaust systems are legal for use on some models, but not on others. This situation exists when the same system fits two different models, one originally equipped with a catalyst and one not originally equipped with a catalyst. In this case, the system may be considered a “replacement part” when sold for use on a motorcycle not originally equipped with a catalyst and a CARB label is not required. It is therefore legal to sell the system as long as the system is advertised as legal for use in California only on certain, specifically identified models.

Ideally, the identification of the models that can legally use the system in California should also be on the packaging and installation instructions.

Installation of unapproved aftermarket exhaust systems is legal only if the systems are “replacement parts” or being installed on a motorcycle or ATV for competition use only.

In spite of the federal requirements, EPA’s Office of Noise Abatement and Control was closed over 30 years ago and EPA claims that primary responsibility of addressing noise issues was transferred to State and local governments. Since the test procedure incorporated in the EPA regulations is not feasible for use by state and local governments, in-use enforcement by state and local agencies usually involves testing a stationary vehicle with a variation of the SAE J1287 test procedure for off-highway vehicles. Beginning in 2013, highway motorcycles are subject to citation under a new state law if they are not equipped with an exhaust system that contains the label required by the EPA noise regulations. However, this requirement only applies to motorcycles and exhaust systems that are manufactured and sold as of January 1, 2013.

Europeans have been living with high gas prices for a long time now, I honestly don’t know how they manage to keep paying what are considered exorbitant prices for fuel, but it seems to be a problem that is worsening, no relief in sight, and with the summer holiday season coming up, it will probably go up to $12 a gallon.

So, the route from Elsendorp in Holland to Ballenstedt in Germany:

View Larger Map

Europe is really not very big, I think the fact that there are so many countries in the EU all within driving distance make’s it seem like it’s pretty big, but for example Paris, France to Istanbul in Turkey is about 2,800 km or so, or 1700 miles, but you’ll pass through Germany, Switzerland, Austria, Italy, Slovenia, Croatia, Bosnia, Serbia and Bulgaria to get there. You can also make the route a bit more scenic and go down to Albania and Greece as well, so all told you could pass through 11, maybe 12 countries before you reach Istanbul, so that fact alone makes Europe seem a lot bigger than it actually is. 

Here’s the route on the map, we’ll get back to the Super Rally in a sec:

View Larger Map

Ok, Geography class over, next period, the Super Rally.  So, having decided to go Friday morning to the H-D Super Rally, I’m packing my bike as Ad is packing his Harley-Davidson V-Rod Sidecar, and he looks at me and points to my back wheel.  I have a flat.

 

     

 

 

 WhereTheHellIsMurph.com  

Continue to Part II

This is an amazing vintage-styled bike with an equallyamazing story behind the build. Rick Krost developed a special board trackplatform eight years ago, after building bobbers, and restored bikes for acouple of decades. He had a plan, a vintage notion for a product line ofcomponents designed around his board track platform.

   

The young Gabe, fresh from the Middle East, flew to SouthernCalifornia from Pennsylvania to discuss the project.  

“Given the fact that we wanted this bike to becomfortable and manageable for Gabe, it had to have a lower seat height,”Rick said. “Traditionally, to accomplish this, bikes are lowered to thepoint that frames smack the pavement in curves.  We wanted to express thespeed and sport of board track racing while being streetable, so low framerails were not a consideration!”

Ricklowered the rear axle height by 2 inches, effectively raising the bottom single-loopcradle, while providing almost 5 inches of ground clearance under the motor.  

“Anyone who has built frames knows that this is a realfeat to accomplish,” Rick said. “This bike would feel at home on anasty hill climb as much as on the board tracks, and laughs at tall speed-bumpsor steep driveways.”

“Secondly, we wanted a short wheelbase. We arrived at 58 inches, which is4 inches shorter than our traditional board track frame, manufactured byPaughco, which have been clocked at over, a very stable, 150 mph.  Goingshorter than 58 is not advisable in our opinion with a Harley.  A Hayabusais at 58.5 inches while a GSXR is 55.5 inches with very advanced wheels andsuspension.”

Rick left the rake at 30 degrees, which shouldallow stability at both higher speeds and enough balance for drop kneecornering, given the shortened rear end.  With the lack of modernsuspension and elevated weight of the Harley drive train, de-raking furtherwould provide a dangerous experience and not be confidence inspiring. With this blend, Rick could create a bike that is a sheer blast to rideand won’t suffer from road limitations, nor end up being a bike that is onlylooked at and not ridden.

“Gabe paid us the ultimate compliment when commissioning us,” Ricksaid. “I wanted to pay him back with a bike that said ‘thank you for yourservice to our country’.”  The real trick was to create a compact,uncluttered machine without gaps, while still housing modern amenities such asdisc brakes, road lights, a battery, etc.  There are a lot of parts, butthey had to fit into a chassis that averaged only 10 inches wide and just over6 feet in length.”

The front end is a late ’30s-early ’40s Harley- Davidson hill climb fork thatcame from an old codger Rick horse-swapped with.  He only had to fabreverse rockers for it and add his subtle touches, like squeezing thePerformance Machine two-piston caliper and bracket between the wheel and forkrails.

“We even had 1/16 of an inch to spare after milling thebracket,” Rick said.  

The U.S. Chopper frame was lowered 3 inches in the back boneand shortened 4 inches in the rear. A support tube was welded to the backbonedue to the 3-inch chop drop.  The tanks were relieved over the top of thePanheads and provided plenty of clearance to prevent hot rocker boxes fromtouching the cold gasoline.  The oil bag was fashioned by hand to fit thisshortened and lowered frame, and it accommodates almost 5 quarts of KendalGolden Nitro 70 wt. which he runs in all U.S. Chopper old bikes.  

The rear fender was hand-pounded by Dan at 7 Metal West outof 0.125 aluminum and shows a tortoise shell pattern underneath.  Rick’shallmark rear fender struts use 1936 Harley saddlebag mounting accessories togive it a fine appearance and finish.  

“I am a stickler for using all authentic OEM vintagedrive trains,” Rick said, “so what you see are tried and trueoriginal OEM parts for the transmission, clutch plates, clutch basket, primarychain, engine and engine components, etc.”  

This classic would not be complete without genuinefloorboards to set boots on.  U.S. Choppers manufactures a bar that holdsthe OEM foot controls to their frames, so that the frame can handle OEM shifterand brake sides or a plethora of aftermarket components, depending on yourfancy.  When riding the streets, nothing is more comfortable thanfloorboards that matches the 1915-styled U.S. Chopper chassis for that period-specificlook and feel.

 

Gabecan’t wait to receive his bike. He’s excited to be working in another creativenerve center. Although the Shuttle program was shut down, Kennedy Center actionis hot and non-stop with a recent Mars Rover launch to set a remote controlledRover on Mars, and a new rocket system is in the works to carry folks intospace.  There is a connectionbetween custom motorcycles and rockets. It’s all about functional creativity. 

Specifications
Name: US Choppers 1915 SWRT
Owner: Gabe Wingard
Builder: US Choppers

GENERAL
Year, Make & Model: Factory Board track Platform
Assembly/Builder: US Choppers
Timeline: 3 months

FORKS
Year/Model: H-D Hillclimb
Builder: H-D
Type: Reverse Trail
Triple trees: N/A
Extension: 0”

ENGINE
Year/Model: 1954 Panhead
Rebuilder: Pacific Coast Cycles
Displacement: 74”
Lower End: Stock
Balancing: Fast Eddie
Pistons: 40
Cases: Stock OEM
Heads: 1964 Outside Oiler
Cams: Sifton
Lifters: Solid
EFI/ Carb: Edlebrock
Air Cleaner: US Choppers
Pipes: Paughco
Ignition: Delco Remy

TRANSMISSION
Year/Modifications: 1954 OEM H-D
Engine sprocket: Stock
Trans sprocket: 25 tooth
Wheel sprocket: 50 tooth
Secondary drive: Sprotor

FRAME
Year: 1915
Designer/Builder: US Choppers
Rake/Stretch: 4.5” short wheelbase (58”) Frame height shortened 3”

ACCESSORIES
Bars: US Choppers
Risers: N/A
Fenders: 7 Metal West
Gas Tank:  US Choppers/Paughco
Oil Tank:  US Choppers
Headlight/Taillight: West Eagle Japan
Speedo: Ha-Ha
Pegs: OEM H-D 1930
Electrics: Delco
Seat: US Choppers

WHEELS/TIRES
Tires:
Front/Size: 90/90 21 Rear Size:90/90 21
Wheels: Performance Machine Spun Rims
Front/Size: 21 2.75 Rear/Size:  21 2.75
Hubs: Performance Machine
Rotors: Performance Machine
Brakes: Performance Machine

PAINT
Bodywork/Molding: None
Painter: US Choppers/ Striping by Ken’s Pinstripe
Color: OD Green w/ clear
Powdercoating: None
US Choppers
8941 Atlanta Ave #266
Huntington Beach, CA 92646

www.uschopper.com <http://www.uschopper.com>

This segment will demonstrate again the level of quality craftsmanship and passion for our industry guiding this magnificent motorcycle project. We have some fun with these articles, but the level of talent and engineering directed at this motorcycle is impressive. Take for instance this Crazy horse engine from John White’s factory in Kent, Washington.

American Piledriving Equipment (APE) is the number one provider in research and development, production and sales of foundation construction equipment. APE has branch offices in Asia, Europe and every corner of the United States. But a big part of this man’s heart has been devoted to keeping the Indian heritage alive. When the Gilroy Indian factory stumbled in 2005 he purchased the remaining bottle cap Indian engines from the defunct facility. He began to study and refine this sharp looking air-cooled 45-degree V-twin.

Crazy Horse Motorcycles LLC, based in Kent, Washington, is the manufacturer of the “V-Plus” V-Twin motorcycle engine. They are an OEM supplier of this engine to individuals and custom bike builders. Each engine is proudly made in America with American components. They are basically built around the Evo platform and will fit any Evo model. The only quirky aspect is the carburetor facing out the left side of the engine, which I like, and it creates no obstruction for the rider of any bike with fatbob tanks; otherwise it is a minor consideration. Any Evo exhaust system will fit the Crazy Horse format.

“Our goal is to provide a distinctive, powerful, and reliable V-Twin American made engine. By using superior grade components and craftsmanship, along with a generous warranty, we intend to be considered among the best engine manufacturers in the industry,” said John White, the boss.

Paul Jr. Designs has recently teamed up with Microsoft to produce a unique configuration for Paul, a Trike! It is a very exciting design inspired by the new game, Gears of War. The bike features a Crazy Horse Motorcycle Bottlecap V-Plus engine, which Paul has been using for many of his more recent projects.

John secured the rights to build these unique engines, enhanced the oiling system, the cylinder cooling capabilities, and they even purchased Ramsden foundry castings, which are semi-permanent steel tooling, so even the cases are no-longer sand-casted. In fact, this 100-inch V-Plus addresses some of the problems when pushing the size of standard Evo engines, with heavier cases and barrel material for stronger head bolt connections, so this 100-inch configuration based around 3 5/8-inch bore and 4 ¼ stroke is built to last with 9.5:1 compression from Keith Black hypereutectic pistons.

The original Gilroy oil pump was an external bypass pump, which had a problem feeding excessive oil. Then they shifted to an internal bypass oiling system, which also failed. Crazy Horse ditched the old bypass pump and replaced it with a True Internal Bypass (TIB) oil pump. It reduced internal engine oil foaming and did away with all the old oiling issues.

This engine affords builders the use of any conventional Evo ignition system, including Compu-Fire, Crane Hi-4, or Daytona Twin-tec systems, you name it. The need to correct the carb mounting came up in a discussion in a dark alley behind Bandit’s Cantina. There was a drunken vote for moving it to the conventional right-hand position, but I disagreed and have a lump over my left eye to prove it. I like the unique aspects of the left-hand carb, and the fact that it doesn’t leave the left side bare. Plus, it’s classic, goddammit. I’ll fight for it again.

This is now a complete world-class unique 100-inch engine platform used by Paul Jr. on many of his projects, on Brass Balls Bobbers, and by custom builders over the globe. The components are all the finest available including JIMS sprocket shafts, and all the engines are assembled with JIMS special tools, as the lower end run-out is trued to .0001 tolerance. Can’t get much better.

Crazy Horse Motorcycles “V-Plus 100” engine

All brand new components,
NOT A REBUILD
Durable and reliable
Hand assembled
True Internal Bypass oil pump (T.I.B.) superior to other “improved” pumps
Viewable timing marks
Premium aerospace quality gaskets and fasteners
Standard Big Twin mounting points, fits most frames with minimal fuss
Available either carbureted or fuel injected
Several styles of ignition triggers available including conventional cone-type
Optional Retro-Gray color scheme
Left side intake

Either a Mikuni 42mm or an S&S Super E carburetor can be installed. The latter requires removal of the rubber flange adapter and enlarging the two bolt holes.

Every Crazy Horse engine is test-run on their engine stand through several heat cycles, and checked for potential leaking problems. Gary and Julie received the Crazy Horse engine in a proprietary molded heavy plastic, high-security engine shipping case, perhaps the most secure engine shipping device I’ve ever seen. No worries.

This website constantly collects data on all Indian motorcycles. This data is then titled and posted in the appropriate section for the benefit of all riders. John welcomes any data you wish to contribute.

Check the roller. In the next episode we will start the sheet metal fabrication process by cutting up a set of Biker’s Choice fat bob tanks. You’ll begin to see the true talents of the Kustoms Inc. fabricating and body work team. Hang on and don’t forget to enter to win this puppy. The odds are terrific. Hell, you only go around once.

–Bandit

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

www.evil-engineering.com

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

Wire Plus

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

 

Continued from Part I

 

The FH-DCE (Federation Harley Davidson Clubs Europe) goes back to the 1960’s when the H-D Clubs from the Netherlands Germany and Belgium met at Harley-Davidson Rallys. 

One of the most popular was the Pinkster Rally in Holland, the first one was in 1964.

After the 1973 Pinkster, the name was changed to the Super Rally and the first one was held at Kastelree in Belgium.

Today, the Super Rally is held in a different country every year, next year, 2013, the Super Rally will be held in Poland.

In 2011 it was held in Lithuania, in 2010 it was in Greece, 2009 was Finland, 2008 was Denmark, 2007 was here in the Netherlands, 2006 was Norway, 2005 was Italy, 2004 was Sweden, 2003 was the Czech Republic, 2002 was Belgium, 2001 was Greece again, 2000 was Finland. 

That, for me, is what makes the rally interesting, you get to ride to another country and spend a little time there with all the other H-D clubs from all over the place.

My last H-D was back in 2000 or so, I had a ’76 Shovel, choppered it out then sold it a few years later when choppers started to come off assembly lines.

 

 

 

I would not recommend touching this bike…

….or any of the other 700 or so bikes that were there belonging to the Bandidos.

 

Meanwhile, in other parts of the campground….

 

 

 

 

 

This has possibilities for a “Caption This’ contest……

…as does this babe hittin me with severe Stink Eye.

 

This little beauty caught my eye through all the dust as everyone was leaving, I only got these two shots of it, and I love this bike. Wish I had of seen it inside the campground. The skinny knobby tires look great with the solids, it just works.

 

Things that stood out on this bike,  notice the headlamp support arms, the nice curve to ’em; really nice touch.  And I love how so many of the Euro bike builders use muted colors, it’s hard to identify exactly what this color is, but it looks real good and lets the bike speak for itself.

Don’t ask.

 

 

The Italian contingent on their way home.

[photo  29386]

Only the Italians can make cleaning up look sexy.

And speaking of sexy…

 

SO, impressions of the 2012 FH-DCE Super Rally?  Fucking awesome. Get yourself to one if you can. If you can’t, then still go anyway.

Next years FH-DCE Super Rally is in Poland, don’t say I didn’t give you plenty of time to save up for the tickets.  I will be there, and by then my 2 Wheel Drive sidecar will have some serious miles under it.

See ya there……

Murph.

 WhereTheHellIsMurph.com  

READY TO LIGHT THE FIRE AND HAUL ASS!
Waitin’ on the call from San Jose?

We started getting serious in January of this year. A table full of top shelf parts we’re staged in Signal Hill, ready for a serious build. In my last episode we covered the bottom end build. We just needed the engine finished. Then I could blast to San Jose and deliver it to Ron, at Hardtailz. Shortly thereafter, I would hopefully be on the road again, then we could devote all our Bonneville space on my 124-inch 5-Ball Raycer.

Eric Bennett at Bennett’s performance cleared his engine building bench and the rest is nearly history. Eric was kind enough to stay late more than one night working on this build. Our next move included the new RevTech 97-106 top end performance upgrade. It was perfect for this project.

But, without the proper tools the job would be one helluva lot more time consuming to say the least. Tools are mandatory and quality counts. JIM’s Machine has damn near every speciality tool you might need. Ben at Rivera has a wide selection of speciality tools also.

Step up and pay the price for the proper tools and they will last a lifetime/guaranteed. Says so on the box, must be true. Since I’m new at this tech writing gig, and I was out of reach while Eric slaved away night after night, between practice sets with the Signal Hillbillies (a music studio graces the back of his shop), I reached out to Brad Beach at Custom Chrome for the official top end build instructions.

Specialty Tools Needed
• Harley Davidson service manual for the specific model you are working on
• Piston ring compressor
• Piston ring expander
• Piston ring end gap filing tool
• Digital or dial calipers
• Feeler gauge
• Torque wrench

After all of the votes were counted, re-counted and confirmed, after a night in the Cantina sippin’ whiskey with the frisky dancin’ girls, we decide on a 97-inch CCI kit while searching for the holy grail of motorcycling, in-town crisp, and responsive with handling, and stopping issues addressed, and longevity for the long road as well as bullet proof performance in a solid foundation. Not asking for much are we?

I actually wanted to go for the 106-inch kit, and even tried to make a secret call to Dark Horse, who rebuilt the lower end. Bandit pushed for a reliable 97 inches, while I would have slipped in a 96-inch lower end, and when Bandit wasn’t looking bolted up a turbo. I can’t help myself.

With the majority of the parts in one town Eric started the assembly process by measuring and setting the ring gap to Revtech specs. The follow tech info comes generally from the CCI kit instructions written by Brad.

A) Setting Ring End Gaps

Notes
• Each ring should be fitted to the cylinder in which they will be installed.
• Never alter the end gap on the oil expander ring.
• Always install the ends of the expander

 

Suggested Ring End Gap (ring gap tolerance measured in inches)
Ring Min Max Target Gap
Top 0.020” 0.024” 0.023”
2nd 0.016” 0.020” 0.018”

1) Thoroughly wash cylinders with hot soapy water, then wash with brake cleaner and wipe with white towel. Repeat process until towel does not show evidence of debris and apply a light coat of oil immediately.
2) Check the ring end gap by placing the ring into the cylinder. Use piston or caliper to ensure that the ring is place squarely in the bore, as seen in PICTURE 2.

3) Measure the ring end gap with a feeler gauge, as seen in PICTURE 3.

4) See ring end gap table for proper ring end gap measurement. If adjustment to the end gap must be made, use a proper ring end gap filing tool.
5) Always face ring towards the inside diameter to avoid damaging the face coating while filing.
6) Remove material from only one end of the ring.
7) Ensure the ring end gaps are square.
8) Remove any sharp edges or burrs.
9) Recheck gap measurement and adjust if necessary.

 

Order of installation
1) Oil ring expander 
2) Oil spacer rings
3) 2nd ring
4) Top ring

1) Install oil ring expander to the bottom groove of piston. Make sure the end of the expander ring is butted together and not overlapping.
2) Install spacer rings, make sure the dimple is facing down. The spacer rings are the thinnest of the rings. Install one ring above the expander and one below. Orient the ring end gaps according to PICTURE 5.
3) Install 2nd ring. Use a ring expander to install the ring to the 2nd groove in the piston. Orient the ring end gap according to PICTURE 5.
4) Install top ring. Use a ring expander to install the ring to the top groove in the
piston. Orient the ring end gap according to Picture 5.

• Pistons are identical and can be installed in either cylinder. Each piston is
stamped “FWD” and has an arrow which must point toward the front of the
engine when assembled.
• Check piston pin clearance. Clearance should be between 0.0007” and 0.0012”. Bushings should be replaced if clearance exceeds 0.002”
1) Place rubber tubing over the cylinder studs to prevent damage to the pistons and rings during installation.
2) Place a clean sheet of plastic over the crankcase opening to prevent anything from dropping into crankcase.
3) Install one spiral retaining ring into each one of the pistons. Before installing the retaining rings grasp both ends of the retaining ring and stretch them apart. Make sure the retaining rings measure 1/2 to 3/4-inch unsprung.

4) Lightly oil piston pin, piston pin bore and upper connecting rod bushing with the assembly lube supplied with kit.
5) Hold the piston over the connecting rod with piston facing the correct direction and line up piston pin bore with the upper connecting rod bushing bore.
6) Install the piston pin through the piston pin bore and through the connecting rod bushing until pin contacts retaining ring.
7) Install other spiral retaining ring. Ensure both retaining rings are fully seated.
8) Repeat procedure for rear piston.

1) Bring front cylinder to TDC.
2) Apply light coating of assembly lube, supplied with kit, to the piston and rings.
3) Install the base O-ring on cylinder.
4) Lightly oil the new O-rings for the lower cylinder deck alignment dowels and install.
5) Verify that the ring end gaps are oriented correctly, according to PICTURE 7.

6) Remove the rubber tubing from cylinder studs.
7) Compress the piston rings with ring compressor.
8) Install cylinder on piston.
9) Remove ring compressor.
10) Remove plastic sheeting covering crankcase.
11) Slide cylinder down until seated against the crankcase.
12) Rotate engine until the rear cylinder is at TDC.
13) Repeat procedure for rear cylinder.

E) Cylinder Head Installation

1) Check cylinder head and cylinder gasket surface for flatness and any imperfections.
2) Check all hardware for defects. Clean all threads. Lubricate threads with a tiny amount of anti-seize. Lubricate the underside flange of the head bolts with clean oil, wipe excess oil away.
3) Clean gasket surfaces with brake cleaner and a clean rag. Do not spray the brake cleaner on the gasket surface.
4) Place head gasket on the cylinder and line up dowels.

Notes

Do not install cylinder head alignment dowel O-rings with the Cometic head gasket.
5) Check head gasket on cylinder, make sure it is not smaller than the bore of the cylinder.
6) Install cylinder head. Check brass rivets on the head gaskets to ensure the rivets do not interfere with the sealing surface in any way.
7) Install head bolts. Long bolts go on pushrod side of head and the short bolts
go on the sparkplug side.
8) Alternately snug head bolts finger tight.
9) In sequence tighten all head bolts to 9 ft-lbs. Then in sequence tighten all head bolts to 14 ft-lbs. Again in sequence tighten all head bolts to 22 ft-lbs. Then in sequence tighten all head bolts to 35 ft-lbs and finally torque all head bolts to a final torque of 42 ft, lbs in sequence, according to picture 8.

Assemble the remaining items according to the Harley Davidson manual specific for your motorcycle. Once assembly is done, the bike must be tuned properly before the break in procedure can begin. Refer to owners manual for proper break in procedure.

1) Initial start up. Run engine for 1 minute at 1250-1750rpm. DO NOT CRACK THROTTLE or apply any load to engine. The head gaskets are more prone to failure at this time. Check oil pressure.
2) Shut off engine and let cool to room temperature. Check for any leaks.
3) Start up engine again and allow to run for 3 to 5 minutes at 1250-1750rpm, DO NOT CRACK THROTTLE or apply any load to engine. Shut off engine and let cool to room temperature. Check for leaks. Repeat procedure 3 or 4 more times.
4) After engine has been cooled to room temp, you are now ready to start the 500 mile break-in procedure.
5) The first 50 miles do not exceed 2500 rpm. Avoid lugging the engine, riding in hot weather, and riding in traffic. Vary the engine speed; never ride at the same rpm. It is recommended to change the engine oil after the first 50 miles.
6) The next 500 miles do not exceed 3500 rpm or 60mph. Vary the engine rpm constantly. Do not constantly ride at the same rpm or same speed. It is recommended to change engine oil after the 500 mile mark.
7) For the next 500-1000 miles the engine can be run normal but on the conservative side. You can be a little more aggressive on the engine rpm range. The bike can be operated at highway speeds. Avoid overheating, lugging the engine, or putting an excessive load on engine, example: dyno runs, side car,
drag racing, etc.
8) After 1000 miles, change the engine oil. The motorcycle can now be operated normally.

Oil Recommendations

Revtech recommends using Revtech MTP 20W-50 synthetic oil.
The break in procedure can be performed with conventional oil but it is recommended running the oil that will be run for the normal engine operation. Use oil designated for air cooled motorcycle engines only and utilize the viscosity suggested

 

VISCOSITY AMBIENT TEMPERATURE

SAE 20-50 ABOVE 30-100 Degrees

SAE 60 ABOVE 80 Degrees

If you’ve made it this far and your peepers haven’t slammed shut, CONGRATULATIONS, you have earned and deserve at least one piece of freshly baked raisin pie, with all of the trimmings fresh out of the Bikernet kitchen.

Stay tuned and expect massive reports on a schedule, to be determined once the ride commences. My hearts skips a beat just thinking about cruising the highways and blistering the blacktop one more time on a happy hot rod.

Once Eric Bennett of Bennett’s Performance installed the Branch/O’Keefe massaged heads, top shelf valve train components were next in line, with Fueling Reaper series cams. Eric installed a set of Fueling Race Lifters followed by a set of Crane Roller Rockers with a precision-machined billet support. Fueling Race Pushrods and pushrod tubes after adjusting the pushrods per Fueling directions. Properly adjusted pushrods are mandatory for a happy engine. The rocker boxes were checked for flatness then installed and properly sealed to keep the slippery stuff inside, rather than outside or on your next ex-wife’s favorite pair of boots. Oh Shit! No oil leaks will save your ass every time.  

After Eric completed his piece of the build the like-new Twin Cam was loaded in the back of my Ranger for the trip North. Once in San Jose, Ron Williams and his crew made a list and checked it twice. Seems we were missing a few loose nuts? What else is new? Plus a TOP SECRET-Proto-Type throttle body was thrown in the mix for road testing. The son-of-a-bitch has NO BUTTERFLY. You will see it first on Bikernet. They installed a hot new set of Samson blacked-out, slash cut, bad-ass, baffled, performance drag pipes for waking up the neighbors. Ah, but I don’t do that…

After a few heat cycles in San Jose Friday or Saturday, an oil and filter change, then we’ll ride and file a report as soon as Saturday evening for the Cantina Sunday Post.

The call came in this morning from San Jose.

The Top Secret Throttle body now has the missing hardware needed for final installation, the starting line is within sight. After a Friday afternoon appt. at the local VA and an easy evening in front of the fireplace, without a fire. I plan on jumpin’ out of bed just after 6 AM Saturday and hauling ass north, destination San Jose and a date with my favorite sweetheart named Dyna.

Once the hot rod Dyna is rollin’ we’ll file reports on all systems from fender to fender. Hop on and enjoy the ride to roads unknown, on some rides there is a direction and an eventual destination in mind. You might be surprised. Surprises me every time.

Haul Ass!
Ride for your Life!
–Ray c wheeler
Performance Editor
wheeler@bikernet.com

CCI
Jr. Product Line Manager
Morgan Hill, CA

Bennett’s Performance
www.bennett’sperformanceinc.com

Branch O’Keefe
www.BranchOkeefe.com

Darkhorse Crank Works
www.darkhorsecrankworks.com


HPI
www.HorsePowerInc.net

Fueling Parts
www.FuelingParts.com

R&R Cycle
www.cart.rrcycles.com

Custom Chrome
www.customchrome.com


Race Tech
www.racetech.com

Hardtailz
www.HardtailzHD.com

Hyperformance
www.Kingofcubes.com

Harley-Davidson
www.Harley-Davidson.com

Thanks to all of the Craftsman and Companies many times over for sharing your professional advice and experiences mixed in with pinpoint suggestions throughout the build.

Tail Gunner radio check, hey all, for those doubting Thomas’s, there are no atheists in fox holes, I promise! This month I take a look at a new product for LA Choppers, their Religious line of risers.

I’m excited to review these absolutely gorgeous risers. The riser is hefty in diameter (approx. 1 ½-inch) and are beautifully chromed plated T-6061 billet aluminum.

They come in height sizes from 1 ½, 3, 4, 5.5, and 6-inch rise. They also come with a riser adapter kit for metric applications. The religious line has a choice of, The Star of David, Spanish Cross, Celtic cross, and a Standard Cross. They also carry the Mohawk, Drilled, and Smooth top riser caps.

All the risers come in your choice of chrome or black finish, and are absolutely beautiful. So, here we go, this will be a two person job, so find a buddy or maybe your wife or girlfriend. First determine the height you want, you can stay close to stock, or go big. For those of you who do not want to change out your cable lengths, and wiring I suggest no more than a 3-inch rise for use with your stock bars and cables.

For the more daring “go big” people, LA Choppers carries a complete line of longer cables and bars for a full custom look. The rise swap is pretty simple; cover your tank with lots of protective padding (tank cover, blankets, pads etc.) and the front fender too, just in case.

Then loosen the two ¾” bolts under the top yoke that hold the risers in place.

Once you have done that, go back and loosen all the existing riser bolts that secure your bars to the risers.

This is where your second set of hands comes in. have your buddy, wife, whoever, hold the bars as you remove all the riser bolts. You can slowly let the bars rest on the tank (pads) for a moment; have your friend help stabilize them, now you can completely remove the 1/2-inch bolts and riser legs from the bike. No need to remove all the hand controls, everything can stay in place.

Reinstallation is in reverse. Install the new riser legs, snug the ¾” bolts, but not tight yet. With the riser legs mounted loosely, install the bars in place, and snug the new caps and screws down.

At this point, I usually sit on the bike and position the bars where I want them, now tighten the riser cap screws while holding the bars in position. After that is done, go back and tighten the 1/2-inch bolts that hold the risers to the top yoke.

Tightening the riser cap screws first, assures everything will align properly and no binding will occur. I noticed that the fit is so precise, that once I snuged the cap screws, the bars were nice and tight, so bars didn’t slip or move much at all.

You can go back now and reposition the bars again if you need to. The whole riser swap took me about 30 minutes; keep in mind bikes will vary on the amount of time. The touring bikes will be a little longer vs., a Softail or Dyna, just more parts to R&R that’s all. I really like the way these look, I can’t help thinking maybe I have a little more “Faith” on my side with these risers.

At the very least, I get to look at them as I ride, or may maybe my faith is stronger! Whatever it is, I feel the vibe! Contact Chucky at LA Choppers, he’ll be glad to help you out with all your custom parts requirements.

On a scale of 1 to 10, these are definitely a 10 for quality and the install rates a 3 for difficulty. This was an easy afternoon project, hope you enjoyed the article. Gunner out for now!

www.lachoppers.com Price varies with height and coating they range from $159.95 to $204.95 depending on what you want. Tell them Tail Gunner sent you!!

Sources for LA Choppers components:

Bob George crossed our path at a time in the 1980s and ‘90s, when we were setting Bonneville and El Mirage 200 mph records with Suzukis, BMWs, and Harleys. “Bob George” wasn’t exactly a household name and we were unaware of his accomplishments. We ended up getting involved with seriously deranged character, who had a streamliner project whom, in turn, introduced us to Bob George. After we got rid of the relationship with this nut case, who worked for the US Postal system and lived in his Ford Van, we became friends with Bob George and found out about his history at Bonneville.

Above is pictured the record setting double-engine, nitro burning, Shovelhead powered, Jammer Liner…designed and built by Bob George. For years the project was run by Mil Blair and Bob, with Bob T. Bikernet Historian on the team. Business partners Mil Blair and Joe Teresi sort of took over Bob’s project. Mil went his way with Jammer Products and Joe Teresi split with the control of Easyriders Magazine. Bob George is third from the left. Bob ended up losing the liner and the recognition.

Years later, the same liner was re-skinned in aluminum and rebuilt by Joe Teresi, the boss of Paisano Publications. Tech honchos like Keith Ruxton and Micah McCloskey made it go. Dave Campos again was the pilot and 322 mph was the result. Even the boss of Bikernet, Bandit was on the team, as the Editor of Easyriders. It always remained Bob George’s design. The Easyriders streamline held the motorcycle world land speed record for 16 years until 2006, then the Ack Attack and Dennis Manning finally grabbed the record.

Bob George built another liner on his own dime, the “Millenium Falcon,” and we built the “robo-skids” for it and helped crew it during several trips to Bonneville, again with Dave Campos as the pilot. Dave ended up getting a 200 mph gas record with it in testing, and at one point, Don Vesco was to ride it but Don convinced Dave to stay with the project. Bob spent every penny he had on it and finally had to sell it. Streamliners are a fatal disease, financially.

Kent Riches (Airtech) ended up with the chassis and shell. We kept the actual Eagle cum Falcon doll that rode with Dave. It goes with us each year to Bonneville. Mike Geokan ended up with a 93-inch engine from the last stages of the project and put it in his famous (retired) Blue Bike.

Bob used to kick start his double-engine Shovelhead dragster and reel off 145 mph quarter miles…about 40 years ago.

This bike was fragile but serious. It really got Dave’s attention as he didn’t really wind it out and the wind was pulling the lightweight fiberglass apart on his record run.

Plywood bracing was added to keep the top of the windscreen from folding over at over 200 mph. Bob patented the water-cooled cylinders used on his doubles.

Bob “lost” the Double for many years, and when it was finally returned to him we ended up helping him restore it. Careful examination of it made us feel pretty stupid and made it clear you don’t adapt things for Bonneville…you build things for Bonneville. Bye, Bye Suzukis…back to pushrod dinosaurs. That’s why we are working on Mike Geokan’s Bonneville Bullett…another fatal disease.

We were to drive Bob and his ex wife Roberta Linn up to Bonneville in 2010 for Mike Cook’s Shoot Out Meet but Bob’s health had declined and he passed away in his rocking chair a few months later. We once asked Bob what the Double would run if it was brought up to modern specs…without hesitation he said “275mph”…think about it. It was a honor to work with him and know him.

Leo Hess has the “Double” these days. Leo also got bit big time by streamliners in a major crash in 2010. Salt addiction. Be warned.

–reprinted courtesy of RB Racing

Two old movies on the web site:
http://www.rbracing-rsr.com/cinema/bobgeorge1.mov
http://www.rbracing-rsr.com/cinema/bobgeorge2.mov

Bob was a class act. Not many know about him including his drag racing double. I was to take Bob and Roberta up to see Leo Hess run at the Mike Cook meet but they has some disagreement with Leo on safety concerns and I did not drive them up. Leo crashed big time. Bob died shortly thereafter….about three months later. Died in his rocking chair.

His Double is with Leo Hess…The last liner went to Kent Riches and Jack Dolan. Kent ended up with it. One of the last liner engines ended up in Mike Geokans #226 Blue Bike after Mike scattered his 104″ when a Carrillo Rod let go in the late ‘90s. Number 226 Blue bike is retired, but runs now with one of the 93-inch Evo Top end engines that never made it back to Bonneville as Bob ran out of funds.

Bob spent his inheritance rather quickly on the last liner after he retired as a pattern maker and sold his house near LAX to help pay for his brothers cancer treatments (died anyway). Bye bye money.

Lost track of Roberta..They were last in Hemet, CA.

I’m spending a bunch of $$ to update Mike Geokan’s new Bullett. Link to history below.

http://www.rbracing-rsr.com/bullett.htm

Using my Road Toad as a test bed with a 126 S&S SA B2 Turbo motor. The Bullett has a watercooled 139-inch. S&S is now finishing up on a second set of 139 parts for the second engine.

http://www.rbracing-rsr.com/126_roadtoad.html

Brother Speed Guys are a good bunch to work with. Known Mike for 28 years.

–Bob Behn
RB Racing