Typically when one thinks of art, and artists, visions of paintbrushes and canvas come to mind. However, according to Webster’s II new college dictionary, first edition, 2004 the word art can be defined as “a conscious arrangement or production of sounds, colors, forms, movements, or other elements in a way that affects the aesthetic sense.” In that respect, the show winning motorcycle of Todd White and Matt Dawson most certainly qualifies as a work of art.

The general public has been familiarized with the custom chopper motorcycle by popular television shows and famous bike builders. The word bobber may still be new to many folks out there. A bobber usually retains stock frame geometry, unlike a chopper, and takes a stripped down, minimalist approach to styling. Bobbers can trace their roots to the late 1940s and can be considered some of the earliest custom motorcycles.

The build was described as a melding of Matt’s vision and skills, with Todd’s hard work and money. The duo was influenced by post World War II era motorcycles, and attempted to create a nostalgic looking motorcycle out of a modern machine.

As most motorcycles at the end of World War II lacked rear suspension, commonly referred to as a hard tail, the rear portion of the frame was removed and a new hard tail section welded into place. This also stretched the motorcycle by four inches. Modern telescopic forks were not usually found on motorcycles in the 1940s, so the front suspension was replaced with a Springer type front suspension. But perhaps it’s the small details that really set this motorcycle apart.

The cooling fins were rounded for a vintage look and custom rocker boxes, similar to those made famous by Panhead motorcycles, were installed. Cloth braided hoses were used instead of rubber or stainless steel. Leather ties replaced plastics ones and the motorcycle’s electronic components were relocated to be less conspicuous.

Proper filtration is critical even for custom motorcycles. Installed on this motorcycle is one of K&N’s custom air filter kits, and K&N Wrench-Off Oil Filter part number KN-170. “The K&N oil filter looks really good on the bike, and the nut makes it easy to get on and off” said Todd White, who is a the Product Manager for Existing Tooling at K&N.

This 1999 Sportster bobber is Todd’s first custom bike and many people are surprised to hear that he actually rides it. “I ride it hard” said Todd, “when I get home from work on a nice afternoon, I’ll take it out for a ride.” Next on his build list is a custom Triumph motorcycle and an old Ford pickup.

K&N offers air filters, and air filter kits for a wide variety of applications whether it’s for a custom vehicle or stock from the factory. Find K&N products for your vehicle using the K&N application search then use the K&N dealer search to find a K&N dealer in your part of the world.
http://www.knfilters.com/news/news.aspx?ID=3143

–Johnny Jump
Brand Manager – Powersports Division – K&N Engineering, Inc.
TEL: (951) 826-4000 Ext. 4338 FAX: (951) 826-4003

Life is nuts, or is it just me? Fortunately, we have motorcycles and women to chase. And this year became the year of the Evo, the FXR, and the mudflap girl. I’m scratching the back of my head and wondering how to kick off this build for 2011. There’s a lot on the plate this year and it’s a tad difficult to explain. First, I must fess up. I’m turning 63 this year and no more riding rigids to Sturgis, or even chasing young broads. Ah, but the adventure continues. It’s actually a blessing not to be hassled with women troubles. I’ll let my son, who just turned 37, deal with the addiction to soft curves. I’ll hide out and watch…

The solution for my missing long distance rider was an FXR, and I have one, the John Reed V-Bike that I took to Bonneville in 2006 and set a 141-mph record with a top speed over 150. Unfortunately, I have a hip problem and can’t ride mid-control bikes anymore. I even modified that puppy, but that didn’t do the trick. I love that bike. So, what the fuck was I going to do?

Okay, so I started to piece this bike together. We factory re-manufactured a ’98 Evo engine and JIMS rebuilt the transmission into a six-speed. I had a couple of Renegade Wheels and Progressive Suspension shocks. Then I had a conversation with Kenny Boyce, the man who designed the Pro-street FXR frame. He wasn’t happy with now-defunct Quantum. I also found out that some of these frames break in front of the seat area at the backbone. The project was moving forward with a Custom Chrome, super-wide, upside down front end, Aeromach risers, and we added super wide, Burly bar highbars.

I even had an aluminum mudflap girl oil tank I ordered from Nick at New York Choppers. The bike was leaning toward a pro street touring model with a set of Redneck Softail fiberglass saddlebags and a Klockwerks touring bike rear fender.

I was rolling when Kim Hottinger called and asked if I could haul my old ass out to the American Built/Spitfire manufacturing facility in Rancho Cucamonga, California. Paul Cavallo was the engineer/manufacturing guru behind Hellbound steel. As we watched the production chopper industry dry up, in the wake of a floundering economy, only the diehard survived, and I wanted to support anyone who understood the code of the west.

The brothers who love motorcycles, choppers, bobbers, and custom parts continued to jump up every morning and do what they adore, work on motorcycles. Some went from building hundreds of bikes every month to a handful, but they kept building. Paul downsized and kept rolling with his father at his side. When I saw what he was up to, I was inspired. He can build any frame, for any motorcycle configuration, so my mind went wild. We could build a Frisco’d and stretched, single-loop FXR, and I dragged an old Durfee girder out to his facility so Paul could see how the master built the originals. Imagine an FXR with a state-of-the-art girder.

Paul is a wild man when it comes to building and manufacturing anything. He re-engineered the girder and refined the looks, and added two shock mounts to incorporate a state-of-the-art front suspension. Over the next year, you’re going to witness Paul’s Spitfire abilities with features in several national magazines, and you’ll begin to see his products pop up in Custom Chrome catalogs.

The more we moved forward with this bike, the more inspired I became. This was a bike for me, maybe the bike for my old-guy riding future, now that my Road King was down the road. So I went to Paul with the deal of the century: build two of these frames and front ends. I spoke to Paul, then to my son.

There had to be a goal behind this effort. We would ride to Sturgis together. Shit started to happen fast and I ran into a TV producer who wanted to follow the build, and Leomark studios got involved.

 Next, I reached out to Chris Kallas and we started to work up a concept drawing. Here’s some of the e-mail that flew back and forth.

Here’s my initial description:

Frank’s bike: classic black mag wheels from Metalsport. Klock Werks rear dresser fender on Frank’s, might bob it. Both wheels will be mild width. Mudflap girl theme on my bike and Hardball tattoo on Frank’s. Paint reversed from Frank’s bike to mine. Forward controls on my ride, Frank’s will run mid controls. Rubber pegs, grips. dog bone-style tall rubber mount risers. Shotgun pipes. One Redneck bag on the left of Frank’s bike. We also talked about a small front fender.

–Bandit

Some questions?
Black and chrome or silver Evo engine?
Your wheels? Mag or spokes, what kind?
Style/brand of headlight, tail light?
The risers are the type with rubber mount at top?
Carb/aircleaner?
Shot gun pipes, staight, no mufflers?
Style of seat?
Your fender the same not bobbed?
Brakes? Dual or single up front? What brand of rotor/caliper?
If any of these things aren’t specific yet, they could be semi generic on art.

If you can send any photos or links to of fenders, wheels, bags, brakes or controls, it would be helpful.

As for paint, just a thought.

It looks good with lots of black or aluminum, and chrome.
It also looks good with your signature orange accents or striping. Since I’m not crazy for white frames, they could both have blue frames and just flop the two-tone paint on the tanks and fenders.

— CK

Here’s the basic FXR platform showing the frame modifications.
This is with a 3″ extended swing arm.
I need to go back and recheck some measurements but it will give you a
rough idea of the stretch up front.
Is this the type of exhaust setup you were thinking of?
When you said shotgun and 2-into-1, I wasn’t sure.
— Chris K.

I think we should go with this type of exhaust, if we plan to pack passengers. I’m going to ask Dar about that swingarm, but my tendency is to extend it about 1.5 inches, not 3. The stretch looks great. Let’s fuck with those fender rails, arch them, or make them disappear and bob the fender slightly. Plus I think we will need to lower the rear at least an inch, with shorter shocks.

–Bandit

Hey, here’s my first crack at putting it all together. Overall the stance looks good. Since it’s a rough draft without much decoration, I just threw a couple
of mud flap girls on it. I thought I’d try a traditional Sportster/FX headlight with it’s rubber- mounted bulb to stay with the theme of using rubber pegs, grips, and
rubber mounted-risers…. not to mention a rubber-mounted engine, plus I like them.

The frame tube behind the shocks creates a challenge for curved fender struts. I’ve included a couple of photos of some frames so you can check out that area, plus for general interest I tried mounting the tank higher (Frisco style) but thought this looked better.
You might use a semi-later model Sporty tank (when they first started making them larger but still had a carb).
I don’t know at what angle or how Spitfire plans to deal with the secondary neck brace under the tank, so just drew it how I thought it might go.

When you said a Fantasy in Iron tear drop air cleaner I took that to mean a plain Goodson (no rib), for engraving. (We now have a Roger Goldammer air cleaner for Frank’s bike)
Since you need to run a front fender, I made it small. I like when they show most of the top of the tire.

Questions:
Who’s handlebar and foot controls do you plan on using?
How about brake calipers?

–CK

Hey, Chris,

I feel like I want more attitude. How about the tank mounted in line with the bottom of the top bar and stretched a tad at the back to more of a point? Take out the stress bar and add a gusset there with a mudflap girl cut out.
Check the news. I ran a shot of the air cleaner, but you nailed it. Did you check out the heavy green flake and silver bike? I like that theme. My bike will have a plain engine. I thought that style worked well with the plain silver, driveline. And I liked the green springer to match the frame.

We don’t need to go with green. It could be almost anything and silver, then reversed for Franks, with a silver frame, and colored sheet metal.

–Bandit

If the Redneck bags wouldn’t fit, we looked at what Bob T. runs on his fantastic RT.

Part number for bags:
’87-90 FXRS conv bags
H-D 90702-89 left
90703-89

As you can see we are flying at this effort. Don’t miss the frame build in the next segment. As it turns out Frank and I will be running the same drivelines: JIMS six-speed transmissions and Harley-Davidson Evo engines.

Sources:

I constantly hear someone say, even industry folks, “Choppers are dead.” That’s bullshit. The industry is growing in Europe and Australia. Choppers aren’t dead. The economy in the US almost died, but when it’s back, so will Choppers. But I love the growth in Europe. We were recently contacted by Hogtech Choppers in Sweden with an announcement about their first long, Absolut, choppers approved by the EU for sale all across Europe. These bikes are cool, but I asked Peder ”The Wizard” Johansson from Hogtech, if he would give me a report on the EC Certificate of Conformity (E-approved) bikes available in Europe and he was kind enough to turn over info on eight additional companies. That’s a helluva positive sign, and some of the manufacturers include American companies such as Big Dog, Big Bear, and Saxon. So the world wide chopper industry is spreading. Folks gotta ride!

We are going to focus on the Wizard’s line of hot looking Absolute choppers this week, but we may bring you reports on some of these other builders in the future. Here’s the Wizard’s story:

After years in manufacturing chopper frames for enthusiasts round the world with an old fashion Swedish blacksmith tradition that goes back to the 1000s century of the Vikings.
Precision handcrafted to tight tolerance with high quality Swedish steel. Completely welded, then heat treated and cooled in the fixture. Due to this precision craftsmanship the production is not a high volume product. But their frames were tested among others by a Round the World trip on a rigid Chopper 45.000 km (30.000 miles) and also thru TUV in Germany to meet the highest standard.

Finally, when this goal was reached, the work was to sort out what we had been riding and building for over almost 30 years. The focus was on Swedish made parts for the chassis, a deep-rooted research and development plan was initiated with parts manufacturers with function, reliability, clean design, and performance in mind. We had transmissions and belt drive systems US made with our design. The best electronic equipment was discovered in Germany.

To start production we focused on two models, “The Icelander,” chopper for passengers and with touring in mind. “The Black Ice,” is a mean chopper with attitude (the dark side).

Wizard Explorer tanks.

Black drive line (Polished Crankcase/ Tr. Case & Covingtons rocker covers). Black pkg: Fork/Calipers/ Hand contr./ Headlight/ Belt cover/ Turn signals/ Forward controls Rebuffinis Comet Black/ grips.

One Colour paint, Luxury leather seat, Polished S-S parts (H-bar, Ch.guard, Lic.plate/ Top motor mount and Transmission plate with Master cylinder bracket). Spoke wheels with Black rim & Hub/ polished spokes. Ragnarok tanks.

The custom of prolongations and ”raking“ the fork, the style made global by the Easy Rider movie, was quickly outlawed all over the world – except in Sweden, where the legislation still, strangely, leaves a loophole allowing registration of choppers. This is an explanation why Swedish bike builders have become respected and demanded all over the world for designing choppers – plus the natural inclination for a clean, minimalistic, stripped-down expression which characterizes most all Swedish designs.

The Story behind ”The Swedish Chopper Wizard” Peder Johansson

It started in Pajala (Northern Sweden) April 1964, after some years the family moved down to Sundsvall (middle of Sweden) where I build my first Chopper in the early ’70s.

The first Motorcycle project started 1982 with a driveline from a Norton 750cc –’67 witch turned in to a Chopper in Swedish Style, I took the first award with this chopper in 1984.

On the millenium day we had a real bad fire in our house and workshop. Everything was destroyed in this fire, including three bikes and two project builds. After one year of hard work we was back on the track with a new top modern workshop. It took five tough year to repay the loan caused by the fire (not enough insurance).

Choppers has been in my soul since I was a kid, specifically the super clean Swedish Style Choppers. Over the years I had a lot of help and support from my wife in the office.
Since 2006 Andreas is my partner and a good craftsmen. It is too bad that the regulations in a lot of Countries makes it impossible for people to build their own custom dream bikes. I guess it has to do with the culture we have here, in Sweden, with an understanding and respect for customised cars and bikes. It goes back to the ’50s, Rock`n’ Roll with Steel.

Specifications ”Absolut Chopper”

Shop Info:
Med Vänliga Hälsningar
Peder Johansson
Hogtech Sweden AB
Lilla Lovhulta 17
635 07 Eskilstuna, SWEDEN
Ph: +46 16 510080
info@hogtech.com
www.hogtech.com

Frame:Hogtech Northern Spirit 3” stretch , 46° rake
Fork: Tolle +21”(1230 mm), Hogtech tree 7°, CC 220
Trail:70 mm
Seat/ height:Black Leather, 570 mm
Ground clearance:100 mm ( 4” )
Wheel base:2160 mm CC axles
Front wheel :Erixon Stainless19” x 2,15”, Tire 90/90-19
Rear wheel:Erixon Stainless17” x 6” Tire 200/55-17
Front brake:ISR 6 p. caliper/ 270 Ø fl. rotor (Hogtech design)

Rear brake:ISR 6 p. caliper/ 48th.spr disc brake (Hogtech design)
Hand controls: ISR 14 Ø p, adjustable grip (Hogtech design)
Foot brake M-cyl:ISR 15,87 Ø p, adjustable unit (Hogtech design)
Fuel tank/capacity: Parker (Hogtech Design), 13 L/Res 1,5 L
Oil tank/capacity:Hogtech , 3 L (3.2 qts)

Engine:S&S (Hogtech design alt/gen Round cyl/heads).
Displacement:V-Twin 1640 CC (100-inch)
Stroke & Bore: 107.95 mm x 98.425 mm (4.250 x 3.875)
Compression ratio:9.6:1
Camshaft:S&S 520G (Special)
Exhausts:BSL Stainless, Catalyst
HP/Trq:70 Hp ( 4300 rpm)/ 135 Nm (2450 rpm)
Fuel system:S&S E Carb, (emission/ fixed jets)
Transmission:Baker OD6 speed (.86 final ratio)
Primary drive:Belt drive 2” (Hogtech design), Ball bearing clutch
Final drive:530 chain, 23/48th. Sprockets
Electrics:MG Speedo & M-Unit
Ignition:Electronic single fire S&S
Charging output:32 amp charging by Cycle electrics
Battery: 18 amp/310 CCA
Total weight (Wet): 240 kg / Max permissible mass 420 kg

Sources:

Every project has a twist, and this is no different. First off, Kent Weeks, the master fabricator at Lucky Devil’s MetalWorks in Houston, Texas, can do anything. I mean, anything. And this is a tiny, but astute example.

This bike belongs to Jeppesen Farrell. Jep’s dad is the owner of Farrell’s Frameworks. He is also a master frame fabricator for Lonnie Isam, of Competition Cycles in Sturgis, South Dakota. The dad fabricates and fixes frames from the very earliest Harleys. So, it’s a major compliment to Kent, that the Farrell kid would visit the devil for his frame mods.

Of course, there’s the oblique side of the story. Maybe his dad didn’t like the notion of cutting up a perfectly good factory-built frame for any reason. And like so many families, Dad and Son weren’t playing well together, but we’ll drop that topic, since Jep is now playing with the Devil. His reputation with Dad could be further tarnished.

“When I first got the bike,” Jep said, “I had pulled the front rim and powder coated the rim and hub and then replaced with stainless spokes. Some other minor things like the high/low drag pipes and drag bars were added.”

He obviously contained the retro mantra tattooed above his heart. Maybe it came from his dad? Most would wonder what the hell he was thinking since a practical side was non-existent. But that’s not altogether true. Build a rigid chopper or bobber and weigh it against a stock Bad Boy and you might discover a 150-pound difference. You will also discover lower frame rails that are 3 inches wider than a light rigid for better/safer handling, especially if the bike is lowered.

“By this point I had done quite a bit more,” Jep said. “I removed the rear fender struts and mounted the fender to the swing arm to give it more of a rigid look. I also added the Primo belt drive with the Exile starter kit. The back mag was replaced for a spoked wheel I had, and I powder coated and replaced that one as well.”

According to the Devil, when Jep added the sprung seat he removed the heavy Softail shock and replaced them with rigid struts. There’s another weird handling benefit to a rigid over the Softail chassis. If you lower a heavy Softail, you end up with ¾-inch or less travel. Whereas a light rigid can be built with 1-3 inch travel in seat shocks or springs.

“This picture shows how the bike looked before going to Lucky Devil’s to get the chopped on,” Jep said. “I am running a 1964 BSA gas tank and a seat tooled by Brian Noneck. The tank really changed the bike the most. It narrowed the look of it. Jeremy from Competition Motorcycles built the motor with the 89-inch S&S Stroker kit added.”

“This was a good stopping point for a lot of guys,” said Kent, or the Devil to you, “but Farrell wanted to give it a more vintage look. After riding it around with solid struts bolted in place of Softail shocks, to make sure he was going to be able to live with a rigid frame, we stripped it down, and sent the frame to the fab table, where I introduced her to my sawlz all, hahaha!”

So let’s see what the Devil did to Farrell’s 1995 stock Softail frame?

“I also used a torch to chisel the pivot plates off of the lower tubes,” said the Devil while covered in metal particles. “From there I cut them down close to the tranny mount bracket and cleaned up the left over mess from the torch with a grinder.”

“With the frame tied down solid,” said the Devil, “I started to get ready to install the pogo style early casting by making some temporary brackets to hold everything in place.

Here is a shot of the casting in place with the upper tubes set up in the axel adjuster plates to hold them in alignment.

Here is a shot of the seat casting after it’s been welded out, cooled in the fixture and assembled into a roller again. .

“The V-Twin vintage style frame castings we used have a tad larger axle hole than on the Softail swingarm unit we sawed off,” said Kent. “So I put the stock axel adjuster spacers in the mill to set them up to fit the Panhead style axel adjuster plates.”

Here is a shot of the roller put together again and on the floor. Jep plans to return the British gas tank and add a standard ’50s British styled ribbed rear fender. He also plans to remove the rear belt and replace it with a chain. The Softail frame was made with 1 1/8-inch tubing and the casting were designed for 1-inch tubing. In some cases, he machined the casting to fit the larger tubing. In others, like the rear axle adjust plates he machined inserts to fit inside the castings, then slip into the larger frame stock for a solid strong fit. He pre-heated the cast iron castings before Tig welding.

I get a kick out of JIM’s tools selection. It’s as if JIM is Santa on some creative haven mountaintop marijuana lab. The staff sits around one of Bandit’s Panhead desks and passes a torpedo-sized doobie packed with the latest mind altering, creative juice expanding green recipe. Big Jim sits back in his chair and waits patiently for his staff to hit their creative epicenter. Then he shouts, “Well what have you got for me today?”

The genius cells in the room erupt with enthusiasm and staff members raise their hands, sketchpads, and wood carved concept sculptures to draw attention. His staff is constantly coming up with something new.

If you enjoy working on bikes, you need to order JIMS catalog and slowly, meticulously ramble through the tool section. You need a JIMS catalog way more than a Snap-On truck. You’ll find tools that will save you hours even days of fucking with some minor operation needlessly. That’s the JIMS mantra: Make the job an accurate breeze, and make impossible jobs doable.

Rogue discovered the JIMS tool of 2011, so far, and it’s only March. He was in the process of working with Zippers, Baker, and D&D on the Bikernet Reverse gear installation, when this JIMS tool saved the day, the week, and the year.

“Are you tired of exhaust seals becoming deformed when trying to installing them or having leaks because they did not seat correctly,” said Rogue.

“JIMS Tool #788 will solve those problems for you.
It will install H-D 65324-83B and H-D 17048-98 seals in 1984 to present Evolution Big Twins, XLs, and Twin Cam models.”

Simply put the seal on the correct side of the tool, install the tool on the studs and tighten the nuts evenly to draw the seal into the exhaust port.
If you prefer you can use a driver tool instead of the nuts once the tool is on the studs.”

What could be simpler, yet immensely effective? I’ve fought those goddamn gaskets any number of times and wondered whether I got it right for weeks, after an exhaust pipe installation. Plus this JIMS tool will save bucks on buying needless replacement gaskets. Here’s the official description from the JIMS web site:

No longer do you need to fight trying to install this fragile exhaust seal. You’ll never worry about an exhaust leak again. This tool can be used with exhaust flange nuts, or JIMS handle No. 33416-80 sold separately. Either way, this tool will position the seal evenly into the exhaust port of head.

No. 788 – Use on all 1984 to present EVO Big Twins, XL, and all Twin Cam models.

JIMS TOLL FREE ORDER LINE 877-482-6913

The back of the Shovelhead bucked and kicked as Travis cut across three lanes of traffic, gunning his damaged bike toward the exit ramp. An eighteen-wheeler loomed in the right lane, closing in on his escape route. No stopping on a dime for that load. Travis snapped the throttle on the S&S, cutting between the semi’s massive, glistening chrome Texas bumper and the water-filled barrels at the road’s edge. The Shovelhead protested the high-speed exit, splaying sideways, its deflated tire howling as it shifted against the FX’s swing-arm. The ramp was shorter than Travis had anticipated. His bike swung him toward oncoming traffic as he wrestled the damaged beast onto the service road, coasting before finally coming to a stop.

His heart pounded in his chest. How stupid could he be? Nursing the bike to a shoulder and walking in would have been wiser. Travis dismounted to assess the damage. The rear tire had done all it could to keep him moving in his escape but now it was defeated, deflated and off the beads, a trail of burnt rubber marking its last journey. Stupidity. Travis scanned the businesses lining the service road. A familiar bar and shield was nestled in amidst a multitude of signs and banners. Travis let out a loud sigh before kicking his bike into gear to help power it along as he pushed it to the motorcycle dealership.

Wall-to-wall T-shirts welcomed Travis to the showroom; there wasn’t a bike in sight. A pretty young thing behind the counter looked up to see who’d arrived. Travis stalked to the till and asked about a parts counter. She pointed him to the back wall. Travis checked out her breasts, surreptitiously he hoped, as he read her nametag. He thanked “Candy” before picking his way through the racks.

The couple standing at the parts counter reeked of new leather. They and the salesman scowled at the filthy biker who had invaded their sanctuary. He ignored them.

“I need a tire. Rear. Shovelhead.”

The salesman’s eyes shifted nervously before he asked what year. Travis grimaced at the question.

“Shovelhead,” he snapped back.

“Hey buddy, tires come in different sizes,” chimed the customer on the stool. “200, 250, 180.”

Travis looked at him, wild-eyed. The salesman scurried to the back, reappearing with an older mechanic. Travis smiled slightly and repeated his request. The mechanic looked at the salesman and nodded.

“Bring her around back. I’ll fix you up.”

Travis winced and confessed he only had $100 to his name. The mechanic shut off the salesman’s protest. “Fine. Bring your bike around back.” The mechanic glanced over at the couple in their new leather. “Nice to finally work on a real bike.”

An hour later, Travis sat alone on an embankment separating the parking lot from the outside world. The Shovelhead waited patiently for his next move. Travis wasn’t sure what that would be. The staff inside was little help beyond the tire, a repair that took the last of his money. For the first time, Travis doubted the wisdom heading out on the road so precipitously. He had planned to pick up odd jobs along the way, but had been racking up so many miles that he hadn’t stopped long enough to make some greenbacks.

Travis watched as the employees flocked out of the dealership at day’s end, a steady stream of vehicles carrying them to their evenings. He wondered if they were going home to their loved ones. Maybe the lucky ones were heading to a lover’s house for some late afternoon delight.

The muffled sputter of a Sportster drew his attention. A girl teetered to a stop at the corner of the building before awkwardly circling in front of Travis. She put down the kickstand, but the bike lurched and died as she let out the clutch. Travis leaped up to grab the handlebars before the bike toppled over onto her small frame. Candy blushed as Travis steadied the bike. He walked around and rested the bike onto its stand. She thanked Travis for being her “hero” and asked what he was waiting for. Travis looked around sheepishly before confessing that buying the new tire had cleaned him out. Candy looked at him intensely for a long moment.

“I take it you’ve been riding for a while,” Candy said.

“Maybe longer than you’ve been around,” Travis responded.

“I’ll make you a deal,” Candy said.

Travis was all ears.

“If you can teach me how to ride this damn thing,” Candy said. “I’ll fix you dinner and put you up for the night.”

“I can do that,” Travis said, “Thanks.”

Candy indicated for Travis to follow her as she manhandled the bike through rush hour city streets. When she didn’t outright stall the bike at traffic lights, she would drag her feet across the intersection. Not a suitable advertisement for the product or the advanced riding skills of the dealership’s staff. Travis followed cautiously behind, wearing in his new rear tire.

Finally, once they had reached a quieter residential area, Travis pulled along side her at a stop sign. He reached over and twisted the Sportster’s throttle. “Do you hear that?”

Candy looked back at him, puzzled.

As he rolled the throttle back and forth he explained “The sound — this, not this — not this, but this.” Candy smiled and nodded. Travis told her to rev it to that sound before letting out the clutch. He followed Candy, who was biking more smoothly, for a couple more blocks before pulling in beside her again. “Pick your fucking feet up.” Candy started to protest but Travis’ scowl shut her up. Soon Travis was riding beside her with confidence that she wouldn’t lurch into him.

Candy lived in a low-slung apartment building that took up a whole block. Her apartment, like the others on the second floor, had a private entrance. Travis watched as Candy parked her bike in her stall. He looked about. No trees, no secure structures to chain the Shovelhead to. Travis pulled up next to Candy’s bike and asked if he could chain his bike to hers. She watched as Travis unwound the heavy chain from the back of his bike, snaked the thick links through the bikes, and snapped on the padlock. He unpacked his stuff from the Shovelhead as Candy watched from her perch on the steps.

Travis glanced around the apartment. It was obvious Candy didn’t have a man in her life. Flowers and knicknacks throughout. Definitely not the typical biker chick’s place either. There was no indication that a bike even lived there, but that was believable, given her initial riding skills.

Candy pointed Travis to the bathroom at the end of the hall. He dumped the contents of his duffle bag onto the porcelain tile and loaded his road-filthy clothes into the washing machine in the bathroom closet. Finally, he turned to the mirror. A stranger stared back at him. His face was sunken and haggard. His stubble was a full-blown beard now. He thought about shaving it, cleaning himself up, making himself more presentable to his hostess. Travis mulled that over before deciding against it. She had already let him into her sanctum. Besides, his freshly shaved face would be grizzled again by tomorrow.

The hot water pulsed against Travis’ skin. He reveled in a long shower, and marveled at taking one in a tub surrounded by candles, potpourri, and toiletries.

Travis loaded the dryer, and decided to stick with a towel — rather skimpy, but all that was out. He figured Candy would understand, and ambled down the hall to the kitchen, following the scent of a home cooked meal. Pleasant turn of events for someone contemplating a night under a bridge about 90 minutes ago.

Candy welcomed him to her kitchen with a smile but quickly turned back to the stove when she realized that he was only wearing a small towel. She suggested Travis make himself at home, as she finished their dinner.

He wandered into her living room. Liquid metal poured from the speakers. Travis moved about, somewhat nervously, examining the artwork on the walls, the family pictures lining the top of the wall unit. One picture stood out among the others of funny faces and warm embraces. A young man with a little girl on his lap as he sat on a Road King.

“That’s my dad.” Candy’s voice trailed off. She explained that was the last time she had seen him. He had shipped out for Desert Storm the next morning as she slept. He wouldn’t return. She remembered the funeral, remembered when the strange man came and took away the bike that her father had loved so much.

Travis and Candy ate dinner, mostly in silence. Travis did his best to maintain eye contact, not an easy feat because he was intensely aware of her body, unsheathed in low-cut, tight clothing.

Quick knocks on the door. Travis slid over to the sofa and burrowed in as best he could as Candy answered. Greetings and the excited squealing of young women filled the foyer. Travis listened to the hushed conversation. Apparently Candy had made plans to go out. Her friends’ delighted giggles stopped when they caught a glimpse of the caveman sitting on the sofa in nothing but a towel. Candy assured them that she wasn’t in any danger, even though they were certain that he was at least twice her age. They departed, probably unconvinced.

Candy returned and excused herself to change. Travis turned his attention to the stereo, adjusting its dial until Merle Haggard twanged from the speakers. He smiled, then rolled the dial back to some Diana Ross and the Supremes. Candy squealed from the bedroom that she loved that song. Travis settled back into the plush sofa, listening to Candy sing along, a fourth Supreme.

She emerged, wearing skimpy shorts and a top even smaller than the one she’d worn to work and dinner. Unbelievable. Candy trilled that she hadn’t realized her satellite radio offered a Motown station. Travis was gratified that she recognized the music at all.

Aretha Franklin. Not a Motown artist. Travis admired Candy’s firm ass as she danced. Rather a shame she was taking it out for the evening and leaving him to — what?

Finally Candy turned, posed against the wall unit, and smiled seductively down at the stranger on her sofa. “Do you like?”

Travis’s grin turned to a blush when he realized the towel gave no cover to his appreciation.

Click here to read the last chapter:

Coast to coast 311

THE AIM/NCOM MOTORCYCLE E-NEWS SERVICE is brought to you by Aid to Injured Motorcyclists (A.I.M.) and the National Coalition of Motorcyclists (NCOM), and is sponsored by the Law Offices of Richard M. Lester. If you’ve been involved in any kind of accident, call us at 1-(800) ON-A-BIKE or visit www.ON-A-BIKE.com.

NCOM COAST TO COAST BIKER NEWS
Compiled & Edited by Bill Bish,
National Coalition of Motorcyclists (NCOM)

MOTORCYCLISTS AWAIT ROADBLOCK RULING
Motorcycle riders across the country are anxiously awaiting a decision from the U.S. District Court for the Northern District of New York which they hope will declare New York’s “motorcycle only” roadblocks to be unconstitutional. The so-called “safety checkpoints”, which target well-known motorcycle events, force motorcyclists to leave the roadway, regardless of any wrongdoing, and have their persons and property inspected for equipment violations, proper paperwork, DUI and stolen VIN numbers. The National Highway Transportation Safety Administration (NHTSA) is now providing Federal funding for law enforcement to conduct such motorcycle-only checkpoints nationwide despite objections raised by members of Congress and legal challenges from the biker community.

The New York lawsuit is the first to challenge the constitutionality of motorcycle checkpoints. The plaintiffs are being represented by Proner & Proner, led by N.Y. Aid to Injured Motorcyclists (A.I.M.) Attorney Mitch Proner, a motorcycle-riding lawyer who has a long history of doing “pro bono” (free) legal work to protect the rights of motorcyclists. The Proner law firm commenced the lawsuit on behalf of four motorcyclists who were detained at two separate checkpoints, as well as representing the interests of ABATE of New York and the National Coalition of Motorcyclists (NCOM).

The checkpoints in question are funded by a grant from the New York Governor’s Traffic Safety Committee and the troopers who work them are paid overtime. Although the stated purpose of the checkpoints is to promote safety, the majority of the more than a thousand tickets which were issued during the first year of the checkpoints had nothing to do with safety and instead focused on non-safety violations such as loud pipes. The written guidelines for the checkpoints specifically state that one of the purposes of the checkpoints is to look for stolen and forged VINs and the police readily admit that they often have undercover members of their gang and auto theft units working the checkpoints looking for signs of criminal activity.

According to Proner, the Supreme Court of the United States has repeatedly made it clear that any roadway checkpoint whose primary purpose is general crime control constitutes an unreasonable search and seizure under the Fourth Amendment and is presumptively unconstitutional. Notwithstanding that fact, the progress reports which the police prepared on the checkpoints specifically state that the grant funds are used “for overtime for intelligence gathering and the subsequent criminal and traffic enforcement.” The police admit that the checkpoints, which focus only on equipment violations and forged and stolen VINs, do not address any of the major causes of motorcycle accidents such as reckless driving, driver inattentiveness and alcohol impairment.

The case, Wagner et al. v. The County of Schenectady, et al. could wind up in the U.S. Supreme Court. The future of motorcyclists’ rights hangs in the balance.

BILLS INTRODUCED TO PROHIBIT MOTORCYCLE-ONLY CHECKPOINTS
Even as Georgia police prepared to launch the nation’s first federally-funded motorcycle-only checkpoints during Daytona Bike Week, lawmakers in Washington were taking steps to cut federal funding for the controversial practice.

Wisconsin Reps. Jim Sensenbrenner, Paul Ryan and Tom Petri introduced House Resolution 904 on March 3rd that would prohibit the secretary of transportation from providing funds to state and local governments for the use of motorcycle-only traffic checkpoints.

“The first step in motorcycle crash prevention should be rider education and increased awareness. Taxpayer money should not be spent on helmet checkpoints that do not prevent crashes,” Petri said in a news release. “Also, it’s outrageously intrusive. Nobody is suggesting pulling cars off the road for unscheduled inspections, so why are motorcycle riders being harassed?”

“We stand in solidarity against the unconstitutional use of motorcycle-only checkpoints being implemented in Georgia, and may be coming to your state soon,” said Escondido Paul, National Lt. Commander of the US Defenders, in issuing a Call To Action (CTA) urging all motorcyclists to contact their federal officials to “solicit their support against grant money being used by the Federal Government to induce other States to participate in such discriminatory actions!”

In related news, bills have been recently introduced in New Hampshire (HB 148) and California (AB 1047) to prohibit any state law enforcement agency from accepting federal funding to establish motorcycle-only roadside checkpoints.

SUPREME COURT RULES IN FAVOR OF MILITARY FUNERAL PROTESTORS
Freedom of Speech was considered by our Founding Fathers to be our most important Constitutional right, which is why it is the First Amendment to the Bill of Rights, but the U.S. Supreme Court’s recent ruling favoring the rights of hateful protestors over the dignity of a military funeral doesn’t sit well with some motorcyclists. In particular, the Patriot Guard Riders were formed in 2005 to protect the funerals of fallen warriors and shield mourners from the incendiary demonstrations waged by Westboro Baptist Church, which claims soldiers’ deaths are “divine retribution” for American tolerance of homosexuality.

The High Court ruled 8-1 on Wednesday, March 9th with only Justice Sam Alito dissenting, that the First Amendment protects hateful protests at military funerals, despite the pain they cause grieving families. “Our soldiers fought to give Westboro the right to free speech,” said Mike Todd, a member of the Patriot Guard Riders from Reading, Michigan, noting the irony.

Although describing the court’s holding as narrow, Chief Justice John Roberts wrote for the majority, saying of free speech; “It can stir people to action, move them to tears of both joy and sorrow, and — as it did here — inflict great pain … we cannot react to that pain by punishing the speaker.” He said the national commitment to free speech requires protection of “even hurtful speech on public issues to ensure that we do not stifle public debate.”

The case arose from a protest at the funeral of a Marine who had died in Iraq, Lance Cpl. Matthew Snyder. As with hundreds of other funerals, members of the Westboro Baptist Church of Topeka, Kan., appeared with signs bearing such messages as “Thank God for Dead Soldiers” and “America Is Doomed”.

Albert Snyder sued regarding the intentional infliction of emotional distress at the funeral of his son, and won an $11 million jury award that was later reduced by a judge to $5 million, but the verdict was overturned by a federal appeals court that ruled the Constitution shielded the church members from liability. The Supreme Court’s decision upholds the appeals court ruling that threw out a $5 million judgment to the dead Marine’s father.

Dissenting Justice Alito strongly disagreed, likening the protest to fighting words, not protected by the First Amendment. ”Our profound national commitment to free and open debate is not a license for the vicious verbal assault that occurred in this case,” he wrote.

Westboro’s antagonistic tactics have resulted in a torrent of legislative activity rarely rivaled in the annals of First Amendment history, with 41 states and the U.S. Congress having passed laws limiting funeral protests, usually establishing minimum distances and time constraints, while numerous municipalities have also passed funeral-protest ordinances at the local level.

RIDING OUT THE RECESSION
With gasoline prices approaching $4 a gallon, commuters are turning to more fuel efficient motorcycles to save money. Sales and interest are up across the country, and many motorcycle dealers anticipate the popularity of motorcycles to increase even more.

Signs that the two-wheeled world is getting back on the road to recovery are coming from not only improving motorcycle sales, but also by the financial health of bikers themselves. Fewer bikers appear to be making late payments or defaulting on their motorcycle loans, according to a report issued by Fitch Ratings, a credit rating agency working with Harley-Davidson’s Financial Services (HDFS) division.

In addition, the report also notes the improving market for previously owned motorcycles is again gaining strength, in part due to reduced inventory levels at dealers. This would allow for any repossessed motorcycles to be sold for a better price than they may have the year before.

NEW JERSEY LIFTS BAN ON SUNDAY MOTORCYCLE SALES
New Jersey motorcycle dealers are rejoicing that they can now sell bikes on Sundays. Governor Chris Christie signed a bill into law allowing the Sunday motorcycle sales on March 3; though the measure does not affect the state’s ban on Sunday automobile sales, nor does it apply in Bergen County where Blue Laws continue to prohibit the sale of most nonessential items on Sundays.

State Senator Donald Norcross introduced the legislation after a Camden County dealership complained about losing customers to stores in nearby Pennsylvania and Delaware as a result of the Sunday ban, adding that most motorcycle buyers tend to make purchases on weekends.

“With our dealerships closed for business on Sunday, consumers were heading across the river to make their purchases at bike shops in neighboring states,” said Norcross. “Especially in this economy, we need to give businesses the tools they need to remain competitive.”

Motorcycle businesses in Indiana and Wisconsin have also been trying to overturn bans on Sunday bike sales.

CONGRESSIONAL MOTORCYCLE CAUCUS EXPANDS
Newly-elected U.S. Rep. Allen West (R-FL), who was accused by his incumbent foe of belonging to a “biker gang” because he was supported by the South Florida Confederation of Clubs, has become one of the newest members of the Congressional Motorcycle Caucus.

The bi-partisan caucus is comprised of members of Congress who are passionate about motorcycling and who work to promote the interests of motorcyclists. The CMSC has actively highlighted the safety of motorcyclists by passing Congressional Resolutions supporting the goals of May is Motorcycle Safety Awareness Month, drawing attention to Ride to Work Day and ensuring that motorcycle safety is remembered in the transportation reauthorization process.

“I’m very pleased to be able to join the Congressional Motorcycle Caucus to work with my esteemed colleagues on issues related to motorcycling,” said West, who is indeed an active motorcyclist who contributes political articles for a local South Florida biker magazine “Wheels on the Road”.

West joins with fellow U.S. Representatives Tim Walberg (R-MI), Tim Griffin (R-AR), Reid Ribble (R-WI) and Jeff Denham (R-CA) as the most recent motorcycle enthusiasts on the caucus. Other members include Reps. G.K. Butterfield (D-NC), Michael Conaway (R-TX), John Duncan (R-TN), Bob Filner (D-CA), Randy Forbes (R-VA), Walter Jones (R-NC), Doug Lamborn (R-CO) and Tim Walz (D-MN).

Reps. Michael Burgess (R-TX) and Gabrielle Giffords (D-AZ) founded the Congressional Motorcycle Safety Caucus on June 26, 2009 and currently serve as co-chairs of the caucus, despite a gunman’s vicious attack on Giffords.

Reps. West and Giffords were both recently selected by the NCOM Board of Directors to receive the coveted Silver Spoke Award – Legislative at the upcoming 26th Annual NCOM Convention over Mother’s Day weekend May 5-8, 2011 at the Hyatt Regency in Albuquerque, New Mexico. For further information, or to register for the NCOM Convention, visit www.ON-A-BIKE.com or call (800) 525-5355.

AMERICA’S MOST DANGEROUS DRIVERS BY PROFESSION
Chances are the car that cut you off in traffic was driven by an attorney, or a judge, or government worker or maybe even a dog groomer, according to a new study listing the most dangerous drivers by profession.

A study conducted by an online insurance agency found that lawyers snared the No. 1 spot on a Top 10 list of “Most Dangerous Drivers By Profession,” with 44% claiming a prior accident when receiving a car insurance comparison quote from insurance.com. Findings were based on accident claims as a percentage of quotes, the agency said, and used its proprietary data.

Here is the full list Insurance.com’s study of most dangerous driver’s by profession: 1-Attorney/Judge; 2-Financial professionals; 3-Government worker (GS6); 4-Bartender or Waiter; 5-Business Professionals; 6-Dog Groomer; 7-Marketing/Advertising professionals; 8-Barber/Stylist; 9-Coach; and 10-Nurse.

So why did these folks rank so high? Distraction.

That was apparently the opposite for those on the other end of the study, deemed the least dangerous drivers. To that end are athletes and homemakers, the agency said. “Professions that demand multi-tasking – being on the phone, moving fast on a tight schedule – are prone to more distractions and, from there, more accidents,” said Sam Belden, vice president at Insurance.com. “On the other hand, though the job of a homemaker demands multi-tasking, young children are often along for any car ride. And when children are involved, people tend to take their time and use greater caution.”

QUOTABLE QUOTE: “In matters of conscience the law of majority has no place.”
~ Mohandas “Mahatma” Gandhi (1869-1948) Hindu Spiritual and Political leader

BREAKING NEWS FLASH:
FORMER WISCONSIN SENATOR DAVE ZIEN INJURED IN MOTORCYCLE ACCIDENT
As we prepare to go to press, NCOM has just learned that longtime bikers’ rights activist Dave Zien, a former Wisconsin state senator and record-setting long distance rider, was involved in an early morning crash on Sunday, March 13th while attending Daytona Bike Week, and was taken by helicopter to the Tallahassee Memorial Medical Center and placed in intensive care.

According to news accounts, an SUV traveling in front of Zien on Interstate 10 attempted to change lanes, lost control and flipped onto its side. Zien, 59, was unable to avoid the overturned vehicle. Early reports indicate that Zien lost part of his left leg and suffered a broken hip.

Zien is a longtime member of the NCOM Legislative Task Force who fought against helmet laws and for bikers’ rights during his 13 years in the state Senate, from 1993 to 2006. He’s been inducted into both the Sturgis Motorcycle Hall of Fame and the AMA Motorcycle Hall of Fame and rode more than 1 million miles on a 1991 Harley-Davidson Sport Glide.

Please keep Dave in your thoughts and prayers, and NCOM wishes him all the best on his road to recovery.

Ultimate Builder United States Championship in Daytona Beach, FL
 
The Ultimate Builder United States Championship of Custom Bike Building is held at the Daytona Progressive International Motorcycle Show during Daytona Bike Week, March 9-12, 2011. This elite competition crowns the definitive national champions in Free Style, Modified Harley and Performance Custom.
 
The winners of the series get an automatic bid to the AMD World Championship of Custom Bike Building in Sturgis, SD later this year.
 
 

Free Style Class
 
Kenny Williams wins the Free Style class of the United States Championship with Tantalizer, his 2011 KW Customs Bagger. Tantalizer sports a Mike Garrison 127ci mil, front and rear air ride suspension, Performance Machine 23” front wheel, and chrome by Chrome Masters. The flawless paint was provided by KW Customs.  

 
 Modified Harley
 
McPhiz out of LA Speed Shop wins in Long Beach and at the United States Championships. Chris Richardson’s bike is a 1953 H-D Panhead FL with paint by Headcase and chrome by New California Bumpers.
 
 
Chris Richardson wins Modified Harley, cash and a Harley-Davidson 120″ Race Motor
 
  

Performance Custom
 

Jack McCoy built the rowdy alter ego of the stock Suzuki B-King. Sitting in the state-of-the-art chassis and suspension platform is a dual turbo engine that pumps out 515HP.  The KING of the  B-King showcases an imposing engine that is really out there… for all the world to see.
 
 
  

MOB Rules  
 
 
Steve Galvin of Wikked Steel wins MOB RULES with 2010 Wikked Steel Area 51. Paint by Jason Trimbach, Chrome provided by Space Coast. The engine is a 120ci Ultima engine with extensive Wikked modifications.
 
 
Gary Maurer: 1st Year Recipient, Ambassador Award Winner
 
 
This award is for the individual that has provided support to the Ultimate Builder Custom Bike Show during the series. Gary promoted the show and assisted builders in getting their bikes to Indianapolis Dealer Expo as well as getting Bob Kay into the Slippery Noodle Inn, Indiana’s oldest continuously operating bar, having opened in 1850.
 

 
 
The United States Championship is an affiliate competition to the AMD World Championship of Custom Bike Building.
 
Free Style Class

1st – Kenny Williams, 2011 KW Customs Bagger
2nd – Steve Galvin, Wikked Steel, Area 51
 
3rd – Robbie Closson, CamTech Customs
 
MOD Harley Class

1st – Chris Richardson, LA Speed Shop, 1953 Panhead

2nd – Bob McAreavey, 2001 H-D Fatboy

3rd – Jason Bochniak, 2006 Harley-Davidson

Performance Custom
1st – Jack & Autumn McCoy, Inferno: 2008 Suzuki B-King
2nd – Jamie Luczak, 2006 Suzuki Hayabusa
 
3rd – Nick Visvardis, 2008 Suzuki GSX-R1000