Kent State Interviews Stroker During Helmet Research
By Bandit |
No this isn’t Stroker, but his grandpa. Guess the year and make of the bike for a free Bikernet sticker and year-long Cantina Membership.
Photos and text from Stroker strok96@yahoo.comKent State University student interview of Stroker for use as reference material for her research paper on helmet laws.
KS: How long have you been riding?
Stroker: 34 years
KS: Have you ever been involved in an accident?
Stroker: When I started riding I could only touch one tiptoe leaning the bike to the side. Yes, on many occasions I was picking myself up off the dirt and piecing my machine back together. Thankfully, I have only gone down once on hard surface and have not had any accidents involving other vehicles on the road.
I was in a head on collision off road with another motorcycle about 25 years ago.
KS: Is there ever an occasion where you would wear a helmet?
Stroker: If I were playing professional football, I would wear a helmet. It involves intentional head contact at speeds under 10 miles per hour. Football helmets also have very little weight.
KS: Do you think helmets prevent injuries?
Stroker: The only way to prevent an injury is to prevent an accident. Yes, if you are going under 10 miles per hour I think a motorcycle helmet can offer some protection to the head. Gary Busy drew much attention to his accident through his pro-helmet campaign. If you are going 3 miles per hour, tip your bike over, and slam your head into a cement curb like he did, a helmet would be nice. The question is, what percentage of the time are you going that slowly on a road bike?
I believe at speeds over 10 miles per hour a helmet has a much greater potential to cause injury than to protect from it. I am willing to admit that in some circumstances a helmet may offer some protection. The pro helmet argument will never admit that there are circumstances under which a helmet will cause injury. Any one who does not believe helmets can and do kill people should ask, why did NASCAR lose 4 of their top drivers in the year 2000 from basil skull fractures (broken necks) and why did they then mandate using the HANS device as does most every major auto racing sanction?
Here is information from the manufacture of the HANS (Head And Neck restraining System)device.
The HANS device was invented by Robert Hubbard, PhD., Professor, College of Engineering at Michigan State University in collaboration with his brother-in-law, long-time IMSA sports car driver, Jim Downing. The objective was to reduce the chance of serious injury caused by the violent movement of the unrestrained head and helmet combination in an accident. In a high “G”accident, say 80 Gs, a 15-pound head and helmet combination effectively weighs 1200 pounds (15 x 80) for a split second. Crash recorders in INDY cars have seen over 100 Gs. The driver’s neck has to take this load. The generally accepted average threshold for injury is about 740 pounds. Injury level loads such as this can happen at speeds under 60 mph in a head-on crash.The HANS Device has been made mandatory in Formula 1 for the 2003 Racing Season. CART and Formula Atlantic have made HANS mandatory for all its series beginning 2002. A head and neck restraining system is mandatory in NASCAR’s Winston Cup, Busch and Craftsman Truck series, ASA and ARCA. The HANS Device is now mandatory and is being considered in other series around the world.
Yeah, I know a shitty shot, like most to follow, but this is Stroker’s old man. He learned to ride during WWII as a Shore Patrol member for the Navy.
If you remove the extra helmet weight and use the average 9-pound weight of a human head in the above equation it shows us that the human neck is perfectly designed to take the stress of an 80G impact. 80×9=720 pounds of force applied to the neck, with an accepted injury threshold of 740 pounds. Make note that the Professor from the college of Engineering at Michigan State University also tells us that these forces take place in accidents at speeds under 60 miles per hour and he is referring to forces nearly two times the point at which injury to the neck occurs. This is sound and accepted engineering knowledge yet, the Agencies and groups entrusted by the American people for safety information refuse to accept or even consider how many people are caused injury by being forced to wear motorcycle helmets. They refuse to include in their statistical analysis how many injuries are caused by helmets and only look for information showing the good they might do.
The HANS device effectiveness is dependant on the driver being securely belted into a steel safety cage. It is not a practical or useful device to be used on street motorcycles. Also keep in mind that this is but one reason that helmets are not effective in protecting the street motorcyclist. Year after year the numbers show that more deaths per accident occur in the States with motorcycle helmets made mandatory and year after year the pro helmet argument twists the numbers to try to show differently.
This year NHTSA hurried to the media to say that since Florida removed its mandatory helmet law for adult riders the number of motorcycle deaths increased 11%. Sounds pretty bad when put that way doesn’t it. What they fail to tell anyone is that the number of riders coming back to motorcycling after removing the helmet law increased 40,000. A 20% increase in motorcycle registrations in one year. When all the figures are compiled according to the Florida Department of Highway Safety and Motor Vehicles, the death rate was actually lower by 5.2%.
KS: Both sides of this issue back up their claims with pages and pages of statistics. Do you feel these statistics prove anything?
They prove that if you include enough variables and do enough math you can make statistics say anything you want them to. Both sides of the argument are guilty of doing this. Although the statistical analysts have valid reasons to introduce variables into the number crunching, it nonetheless can be used to achieve the desired results. There are an infinite number of variables that could be thought of in a motor vehicle accident and depending on which combination of them you use, you can arrive at the desired answer. Certainly using statistics has proven to be a weak argument as we have been going back and forth with helmet law issues now for decades. What I find very frustrating are agencies or groups, given the public’s trust, who out-right lie about what the numbers say. The most frequently quoted study used by the pro helmet argument is the 1996 NHTSA report:
Motorcycle Safety Foundation (part of NHTSA)
Center for Disease Control
National Center for Injury Prevention and Control
American College of Emergency Physicians
Insurance Institute for Highway Safety
Here’s, to name a very few, that have used a line out of context from the report or variations of it like:
Helmets were 35 percent effective in preventing death
Helmets reduce the risk of death in a motorcycle crash by 35% percent.
The average person or even a legislator reading that or hearing it on radio or television would think that meant anyone in a motorcycle accident without a helmet would be killed 35% of the time.
Riding with Long Leggs in Badlands.
The truth is, that is a percentage of a percentage. The report states that motorcycle helmets protect from any type of injury in only 9% of accidents. Only 1.3 percent of the unhelmeted group died and that is the portion that they estimate 35 percent of would have lived if wearing a helmet.
35% of 1.3% that comes out to 0.46%
An estimated 0.46% of the people in motorcycle accidents would not have died had they been wearing a helmet is what the report really says.
91% of motorcycle accidents receive absolutely no benefit from wearing a helmet. That’s what the report really says.
You may say, “but still a small portion benefited and that makes it worth while.” My reply is that they have refused to include any information on the number of people who were injured because they were wearing a helmet. I refer you to the HANS information I spoke of earlier.
Another point is that the 1996 NHTSA report used data from six states and only 10,000 cases. Of that 10,000 almost 8,000 of them were helmeted. Does that sound like a fair comparison to you? Does 10,000 seem like a legitimate representation of a nation of 288 million people. They took this report to the Congress of the United States and the American public as the absolute truth about helmet safety.
Life on the road for Stroker.
They are also still using information from the Hurt report containing data that is over twenty years old.
History of helmets estimated effectiveness at preventing deathbefore 1996 40 to 73%
1996 35%
2001 29%
Why does the National Highway Traffic Safety Administrations data consistently show a decrease in helmet effectiveness? Are helmets really less effective today than they were 10 years ago, No. What has changed is the amount of data they are using. Starting with none, then 6 states in 1996, and in 2001 they used 23 states. Less than one half of the country. In 2001 they say helmet effectiveness dropped by 6%, yet the number of states with people riding without helmets went from 24 to 30. That should have caused an increase in the relative percentage of lives saved comparing helmeted to unhelmeted riders. It did not because less people die when they do not wear helmets. As shown by NHTSA’s own reports.
The 1996 report also tries to claim public burden stating that the group of motorcyclist that required public funds to pay for their injuries had costs 5% higher on unhelmeted riders. They forget to mention that the source for the data states “95% confidence limits is a standard measure of reliability when estimates are based on sample data” saying the 5% higher costs are within the margin of error and mean nothing. You can go from one Hospital to another with the exact same injury and have a 5% cost difference. They also fail to mention that in the group of riders that paid for their own medical expense the costs for helmeted riders were 19% higher. Sounds to me like people wearing helmets are a public burden. It also sounds like the government and insurance companies are being over billed by the medical industry. We’ve never heard of that happening before have we? NHTSA says, “lets just blame the victims for it!”
KS: What do you think is at the heart of the helmet law issue?
Stroker: The theory I am working under at this point is so disgusting that I will not share it until I have more facts to back it up.
KS: Do you think the debates are a waste of time or are they serving a purpose?
Stroker: Peoples lives are at stake. Do you think it is a waste?
KS: Is there anything, in your opinion that should be done differently in researching whether helmet laws are effective?
Stroke waiting at Rapid Airport calmly for 6-foot Leggs to arrive.
Stroker: We all know that helmet laws are effective at forcing people to wear helmets. I think the question your asking is, in researching if helmets are effective. I have already shown that the statistics are being manipulated and misrepresented. I have also shown that engineers can show scientific facts that prove helmets cause injury. That is the direction I think helmet research should go. We are fighting a perceived common sense issue here. The idea that something on your head is better than nothing on your head. In the past science has shown what appears to be common sense is in fact wrong. There was a time when common sense told people that the world was flat. Anyone that challenged that notion was thought insane, put in prison, or even put to death. It did not make any sense, if the world was round we would fall off. Science proved them wrong and science can prove that something on your head does not always make you safer than nothing on your head.
KS: Do you think this issue is a matter of public concern and/or personal freedom?
Stroker: Personal freedom should be the highest order of public concern! People of this country have laid down their lives in its name.
KS: Are there any instances where you think a helmet should be mandatory?
Stroker: I believe at this point you already know my answer.
KS: Is the helmet law issue a pop cultural phenomenon or do you think these laws have been around since the motorcycle was first built?
Stroker: Well, this question is not about what I think. The first helmet law in the United States was about 80 years after the invention of the motorcycle. The reason it came into being had nothing to do with safety of the rider or public burden but, that is another story.
Stroker and Leggs in the Badlands.
KS: You live in Florida where, in order to not wear a helmet, you must purchase extra insurance coverage to enjoy that privilege. How do you feel about that? Is it a compromise of sorts?
Stroker: Of course it is a compromise, and it sends out messages that are lies. On average there are over 2 million TBI’s (traumatic brain injuries) in the United States each year. Of them it is estimated that 780 are motorcycle riders. Based on 780 out of 2,000,000 it is decided that motorcyclist are a public burden and should be forced to have extra insurance. I think that is criminal. Over 500,000 TBI’S each year are from automobile accidents. Are they not a public burden? If helmets are such wonderful safety devices why are there no laws mandating them for cars? How would John Q Public like to be forced by the government to put on a helmet every time they drove to work or to the corner store for some food? The motorcycle helmet laws have nothing to do with safety or public burden. If they did we would have automobile helmet laws as well.
One type of TBI is a concussion. What many people are not aware of is that we can receive concussions without any direct physical contact to the head. Whiplash causes brain concussions along with any sudden violent movement of the head. If you refer to the HANS information I stated earlier you will see in their example a helmet will increase the violent movement of the head/helmet combination from 720 pounds to over 1200 pounds of force. Brain concussions can and often do cause death. Even with a helmet on in a direct impact over 13 miles an hour (the rating for motorcycle helmets) you will have a brain concussion. You might look prettier for the EMT’s but you will be just as dead. Engineers will tell you to have any protection from concussion in a 60 mile per hour direct impact it would take a helmet the size of a kitchen stove. Referring back to automobile TBI’s, some of you may be wondering how there are over 500,000 TBIs in automobiles with these wonderful new air bags? Air bags do nothing to protect you from concussion. You look prettier but you’re just as dead.
KS: I know you have done extensive research on your own concerning these laws. What motivates you to be so concerned, besides being a biker?
Stroker’s bike at luxury accomodations.
Stroker: You are right, this is personal. Riding a motorcycle is dangerous, as is driving a car and getting out of bed in the morning. I put my life on the line every time I throw my leg over the saddle and I want to choose what is the best way to protect myself. My life, my choice. What else motivates me on this issue? it is obvious to me there is some reason this issue is being taken to our lawmakers and it is not safety. Nor is it public burden. The legislators are certainly not bringing this to the floor on their own accord. They have many other things to keep themselves busy. Some one is pushing this issue on them. I want to know whom and what the real reason behind their efforts. I have been asking people in political circles for a long time. I have received several different answers and the majority of them do not make any sense.
KS: Is there anything in your research that you have found that might be overlooked? In other words, can you offer an angle that isn’t widely researched?
Stroker: Covered that
KS: Is there anything else you would like to comment on, or add?
Stroker: Yes, another thing that riders have been trying to get through to these so-called experts is that helmets limit our hearing and vision. NHTSA and many other groups continue to tell the public that the people riding the motorcycles don’t know what they’re talking about. NHTSA did yet another study and concluded that the only sounds a motorcyclist need to hear are horns and emergency sirens. They say the study shows that is all anyone can hear without a helmet due to wind and motor noise. I don’t need any scientist, data, or statistics because I can tell you from my own experience that is an absolute lie. Many people make jokes about me riding with a bandana covering my face, but you see I discovered while riding in the Arizona desert that if you use a large bandana to cover your face, tie it high on the back of your head so that it completely covers your ears it almost completely eliminates wind noise. I can hear everything around me, I can hear birds singing as I ride by at highway speeds.
Have you ever been to an event using an amateur P.A. system, such as an outdoor high school graduation where the wind blowing across the microphone makes so much noise you can’t hear the speaker? But, when you hear a professional microphone used outside by a news reporter it is quiet? That’s because they have a wind cover on the microphone. It works the same way.
Stroker’s trusty Softail.
If you believe being able to hear doesn?t protect the safety of a motorcycle rider you are wrong. No matter what equipment a rider has on if they are in a crash they will get hurt. The best way to protect a motorcyclist is to avoid an accident in the first place. We need to use all of our senses to their maximum capability to do that.
Non-riders would never know that we can tell when a vehicle is approaching behind us without seeing or even hearing them. You can feel them. A vehicle compresses the air in front of it as it pushes forward creating a pillow of air that reaches an amazing distance in front of them.
Back to hearing, I will give you a personal example of how important hearing can be to a rider. I was riding through small town America in Michigan one fall day. It was a typical main street lined with three story buildings creating blind intersections. I was suddenly aware of a noise around me. Michigan, being a helmet state, my ears were covered by dense foam and then a thick layer of plastic and I could not make out exactly what the sound was. More importantly I could not distinguish what direction it was coming from. You see, to detect direction of sound we depend on the stereo effect of having two ears. The hard outer surface of a helmet tends to blend the sounds coming from different directions and feeds them equally to both ears. I turned my head to try to visually locate where the sound was coming from and when I returned to a forward view a police car with its lights and siren on came charging into the intersection directly in front of me and STOPPED. I had to make a panic stop (maximum braking) arriving with my front wheel only inches from the driver’s door. I will never forget the officer looking down at my wheel slowly raising his mirrored glasses level to mine, giving me a cheesy grin and continuing off on his mission.
I will never know why he stopped, if he would have just continued through the intersection it would have been no problem. If he would have had an old fashion siren, I may have been able to tell it was a police car but it was one of the new type that cycle through all different siren noises and it happened to be in one of those weird pulsing and whirring phases. I would have easily identified the sound and more importantly the direction of the police car had I not been wearing a helmet and this situation would have turned from a close call into a non-issue. As far as only needing to hear horns and sirens as NHTSA says, most road motorcycle accidents involve another 4-wheeled vehicle and over 70% of the time they are at fault. Usually stating they did not see the motorcycle. If they do not see us they certainly are not going to be sounding their horn as any warning. I can tell you from experience that a motorcyclist can hear the vehicles around them if they are not wearing a helmet. I can hear a car approaching an intersection before I can see it.
NHTSA says helmets don’t block vision. The way they test it is true. If you sit in a chair and use a machine to check your peripheral vision it checks fairly well. They admit that even in that test some peripheral vision is blocked but say it doesn’t matter. What the machines can’t tell them is that in the real world things are quite different and there is more than one way to limit vision. Motorcycle riders often will turn their head for a visual check as mirrors don’t always do the job, especially if you have had some reason stopping you from checking them in the last few seconds. NHTSA says that helmets don’t limit the ability to check the lane beside the rider. That is fairly accurate, but when making a lane change, a rider will often need to rotate farther around to look down the adjacent lane as a vehicle may be closing at a much higher rate of speed then they are traveling and would be dangerous to pull in front of them. That is when a helmet will directly block the rider’s view. If you keep both hands on the bars (as required by law in many states) and rotate your head to look behind, you will see only helmet. If your eyes are pointing forward as in a peripheral vision test a helmet does not block much. If your eyes are at their side limit of motion a helmet blocks a lot of vision.
Stroker ain’t all about statistics.
Another way helmets limit vision is by greatly delaying the amount of time it takes to turn the head. Not only from the extra mass of the helmet but, mostly because of wind resistance. At highway speed it is fairly easy to initially turn your head to the side as the wind is actually helping you. Returning to the forward view can take a great deal of effort by the neck. In potential accident situations hundredths of a second can mean the difference between life and death.
As long as I’m talking about wind resistance (drag) I will also mention the tremendous amount of fatigue caused from the added drag of a helmet. For non-riders, have you ever stuck your hand out the window of a car at highway speeds? It takes a considerable amount of strength to keep from having your arm slammed against the window frame. Not only does the over all size of a helmet increase drag. On a standard full helmet there is considerable right angle surface around the face opening that act like air dams. The amount that a helmet pulls at a motorcyclist’s neck at highway speed is unbelievable. After only one hour of riding at highway speed in a helmet the neck fatigue can make you feel completely exhausted. Especially if you are pushing a head wind.
Without a helmet I can ride all day on the expressway without any neck fatigue. The human head is quite aerodynamic, almost makes you think we were made to go fast. Fatigue can play a major roll in motorcycle accidents. If I am not alert and using all of my sense, my chances of avoiding an accident are greatly lowered.
Stroker and one of the major leaders in the motorcyclists’ right industry, Balls.
I believe that complaining without offering a solution only makes you part of the problem. Therefore I will close with this thought. The roll of the government in safety equipment should be to keep the public informed of ways to protect themselves. The agencies can use the same money they are using now to push their law agendas (and it is a lot of money) to produce public awareness campaigns. It is not the job of the government to tell the people they are too stupid to make choices regarding their own safety. Life is about risk. Each person has their own level of risk at which they choose to live. Some people believe leaving the security of their home is a highly unnecessary risk (that is a fact, believe it or not). Some people feel life is not worth living unless you are on the edge. Most of us choose something in between, and that is how this country was intended to be. Government for the people by the people. Safety equipment should be our free choice as long as it does not directly infringe on others rights. Every person that steps out of bed in the morning and takes a breath of air is a potential public burden. That is not a valid argument for striping one of their freedom of choice, their freedom to live their life as they need to.
Additional note:
NBC news recently ran a story questioning whether the government agency whose jobs depend on their ability of finding ways to make our highways safer, should also be in charge of testing that same safety equipment and reporting on it. Right on NBC, we have the fox guarding the hen house!
Stroker stroker@wildmail.com
“100 Great Years”
By Bandit |
Scott Jacobs, the forefather of contemporary Harley-Davidson artists has produced a work that is worthy of the moniker “Official 100th Anniversary Artwork.” Scott is honored to have had the opportunity to work closely with Willie G. Davidson on this project. Scott states: “I think Willie G. and I each had the same vision of what the painting would be; the difficulty was in selecting the bikes that best describe the last 100 years.” After picking the bikes, Scott and his photographer, Jeff Hackett, began the process of documenting the bikes on film. “Being a photo-realist artist, my goal here was to arrange seven bikes in such a manner that you could see the tanks and as much engine as possible.” The task proved more difficult than originally thought. Each bike has to be perfectly spaced apart and then Jeff Hackett climbed a ladder eight feet high to shoot the bikes. After sixty or so shots Scott finally had what he needed to render the painting.
Working on a project as important as the 100th Anniversary was an awe-inspiring moment in Mr. Jacob’s career. Scott added: “In all my years as an artist (since high school) I have never been involved in a project like this; by that I mean something so important that would be viewed by so many people. It?s hard to describe how challenging this painting was. Shortly after the work was completed I felt totally spent, physically and mentally.”
In documenting the painting, Scott shot progress photos for each significant step. This was accomplished at intervals during the 421 hours it took to finish the painting. Two days were spent just on the initial drawing. As an added realistic quality, Scott used 23k gold leafing on two of the tank logos. Scott said: “The reward will come when I personally see the expressions on the faces at the dealer show in Orlando and hopefully my sense will be that I have arrived. Good luck in the next 100 years, Harley-Davidson, and I’m glad to be part of the family.”
See More From Segal Fine Motorcycle Art
The Guilty Profile
By Bandit |
1. How did you get started in the Bike building industry?
First let me say I’ve been a biker since my early teens with my first Honda moto-cross bike then migrated onto the street with a series of crotch rockets and cruisers. Only when I grew up and got into my 30s did I come to appreciate the v-twin market and the styling. Overall I’ve probably designed and built (with the help of countless friends) 15-20 bikes for myself. I jumped into the industry by merging two companies together…which is now Guilty Customs. My background is more business and design, while Jason Gray’s is paint and design and Mike Drum is mechanical portion…so it’s a good match for us all. Prior to Guilty, I have held executive corporate positions with Fortune 50 companies, small non-profits and consulting companies in the US.
2. Does Guilty Custom have a unique style of fabrication? If so, how would you characterized or define it?
At first glance you will see that we lean towards a very classic, retro style. But we don’t feel the need to strictly hold ourselves to the purist ideas of the“Old school” either. For instance, you will often see us incorporate modern styling cues like a wider rear tire on billet wheels or very clean internal wiring that looks more streamlined and less clunky and raw than what many people envision as “retro” style.
If I had to define it, I would put it this way: Whereas a few builders are known for being influenced by, and even incorporating classic Hot-rod automobile parts in their bikes, Say, Hank Young or Cole Foster. We are big fan’s of the resto-mods. Resto-Mods are old cars that have been restored but in a way that stays true to the original, or period-correct shape. So you would instantly recognize the car to be based on a classic ‘69 Mustang, or ‘57 Chevy for instance, but it would have a thoroughly re-worked motor, modern interior with all the creature comforts, riding on updated suspension, big wheels, wide tires, and insane paint. In other words, not just an old car, but one with modern twists like the rides built by guys like Foose or Coddington.
So we like our bikes to look very classic, not like some of these fully molded spaceship looking designs, we’re seeing a lot of lately. And we design them to work reliably and be comfortable to ride.
3. The Guilty Crew.
We’re a small and effective crew here at Guilty…..besides myself we have….
Jason Gray
Partner, designer/painter.
Over the last 10 years Jason has developed a strong reputation all over Florida and beyond with his own custom paint and body shop, but for the last few years he specialized exclusively in Motorcycles. Being a rider himself, and after tearing down and rebuilding countless bikes, it was a foregone conclusion that he would eventually start building ground-up customs for his clients. In early 2006 we (Cj and Jason) partnered to create Guilty Customs. Jason’s involvement in the design process from start to finish means that the whole bike, from choosing which components, to sheet metal fabrication to paint remains cohesive.
Mike Drum
Lead Tech, Shop Foreman.
Mike became the backbone of the shop. He is an MMI Trained Technician with a love for the old Harleys. (You know he must be good… He rides a '74 Ironhead and it always runs like new!) He handles the building and mechanical duties, and also shares in fabrication and bodywork when needed. He's worked with Jason long enough to become a decent painter. It's great to have an all-around talent like him at the shop, who can be counted on to take care of just about anything.
Derrick Addis
Inmate/Worker Bee
Derrick is the kind of young, willing worker every shop needs. A sports-bike enthusiast, at only 19 years old, he's already way ahead of the curve mechanically. He helps out in the paint shop, and even puts his computer skills to good use in the office. But don't think he's just a gopher… He's currently attending MMI, and hopes to, one day, put all this experience to work building custom sportbikes.
Jason O'Rand
Inmate/Worker Bee
This is another young guy working with us while attending MMI. He's almost finished, and is making plans to attend welding school. We like guys like Jason who know how to do just about everything. It's easier to work alongside people who understand your job also. Jason has somehow owned about 20 motorcycles and a few classic cars too which, I believe is the criteria for actual 'Gearhead' status.
4. When it comes to designing and fabricating bikes, what are the main priorities and objective of Guilty Customs?
Our design philosophy is simply: To make clean looking, retro styled motorcycles that fit the rider and can be ridden long distances. This means everything has to be in comfortable reach of the rider, so the profiles are hot rod inspired, but not too radical or extreme.
5. What kind of fabrication, design and build skills did you guys have prior to this venture?Jason- worked at and eventually owned his own body shop. Years of working with metal, fiberglass, urethane, plastics, etc… this type of experience taught him to mold various materials to his needs. Cj’s experience has been mostly working with design and fabrication of raw metal (welding mostly). Thank goodness for high school metal class!
6. Where do you get the inspiration to fabricate the way you do?
Combined, both Cj and Jason have, over the years, looked at thousands of motorcycles which has helped us develop an acute sense of what we like and what we hate. We have strong opinions about what a classic motorcycle shape should look like. Of course, we have our influences: Johnny Chop (r.i.p.) Hank Young, Scott Long and others have inspired us… But we feel confident that the stuff we are thinking up is pretty fresh on it's own.
7. What are those things you always try to implement or express when fabricating a new bike?
Cleanliness is paramount. Stream lined wiring, controls, simple lines, and a lack of tacky ornamentation and fluff. And we stay away from trends, especially in our paint. We don't ever want to build a “fashionable” bike, that two years from now, you'll be hesitant to ride because the fad has come and gone.
8. What were your main goals with fabrication of Lucille?
We pretty much stuck to our overall philosophy here. This is an unmistakably classic profile, with the gooseneck frame, Springer front end, and the peanut tank mounted high on the backbone. Also, the external fender struts and the satin wheels, that recall the torque thrust Cragers of the sixties, really stand out. But we included some modern elements, like a wide rear tire, and the modern drivetrain with electric start.
9. What are the main characteristics of this fabrication?
Well there’s not a lot of sheet metal on the bike, and of course that’s by design. But the Sportster tank, mounted high on the backbone, the short rear fender with the clean external struts, and the classic Moon Eyes oil bag mounted down low to create a lot of empty space under the seat, are all points of interest.
13. To what extent did you have to design, modify or relocate components in order to get the final result? Can you give us examples?
The Moon Eyes Oil tank always presents a challenge, how to use the Mooneyes mounts which are so recognizable, but integrate it into the flow of the frame.
Mike came up with the ingenious setup welded right into the down tubes that still allows the oil tank to be removed easily for service. The fender struts are our own design, created in cad and cut on a waterjet to fit perfectly. We fabbed up a clean little electrical box under the tranny to hold circuit breakers, relays, etc. the coil and regulator mounts are also custom made to fit down in the nooks and crannies of the drivetrain, but still remain accessible for cleaning and service.
14. What is the fabrication process for Lucille?
We set the Santee gooseneck frame on the lift, took the die grinder to every bracket, mount and tab, and then rebuilt her to be clean and functional with no fluff. This allowed us to integrate the sheet metal into the bike so it doesn’t look like an afterthought.
15. Based on the knowledge your team has as designers and fabricators of Lucille; which are the things (components, parts and/or forms) you consider are truly unique about this bike and about the way you do things?
We know there is nothing new under the sun. There isn’t really anything revolutionary about this bike, but with all the overdone complicated “choppers” out there, it almost feels like a fresh idea to strip a bike down and keep it real. For instance the oil bag mounted on the lower down tubes has been done before… but we felt like we hit on a way of doing it that we’ve never seen. Also we found a relatively new product out there, the NAMZ braided copper oil and fuel lines. When we saw them, we knew we had to put them on this bike, but the copper leafing in the paint really compliments those and brings the whole scheme together. It’s details like those that make you look twice or three times at the bike.
16. How long did it take to design and fabricate Lucille?
A lot of these ideas had been bouncing around in our heads for the last year or more, but we don’t usually completely design a bike on paper. Often you have to get it up on the lift and kind of let it design itself. In other words, put up the main components and then just watch it evolve. That’s what happened here. This bike really came together over about a 3-week period, from start to finish, and as usual, we were making it up as we went along. (At least aesthetically)
17. It is clear that engineering simplicity, functionality and retro styling are present in Lucille, What else, do you believe distinguishes this fabrication?
We are firm believers in the old idea KISS “Keep it Simple Stupid!” That pretty much sums it up. Clean looks, great paint, and total ride-ability governed our thinking here.
18. Why the name “Lucille”?
One of Jason’s favorite old movies is the Paul Newman Classic from 1967, “Cool Hand Luke.”
There is this great scene in the movie where the chain gang is working on the side of the road and this hot little thing comes outside her house and starts washing her car in a seductive way to tease the inmates. You know, all soapy and wet… the whole thing! One of the guys wonders aloud what her name is, and Dragline, this cool old guy played by George Kennedy utters this classic line in a way that only a desperate inmate could.
And that pretty much sums up this bike, innocent, well built, and seductive. Kind of a tease! So we went with the name Lucille.
19. As it is portrayed in Lucille, your fabricating skills are definitely clean, simple and functional. What can we expect from Guilty Customs in the near future? Are you going to continue with such style, or are we about to see something completely different from you guys?
You won’t find any dramatic changes from us anytime soon. As mentioned, we’ve found our niche, and we’re sticking with it.
Recently, we signed an exclusive relationship with Rick Krost’s U.S. Choppers, where we are offering the street version of his famous board track racing replicas. This bike offers authentic 1930's styling cues, but in a way that can be ridden every day comfortably. Rick developed the brilliant chassis, but we are taking it to the next level stylistically and we’re doing some pretty cool things with it to make it our own. You’re going to see a few of those coming out of the shop in the near future, along with the classic tall chopper, but with some Guilty ques.
Also look for variations on Lucille and the USChopper models that are more friendly for women and riders of smaller stature. This is a demographic we are really focusing on.
Arlin Fatland The Godfather of The Custom Shop
By Bandit |
With so many fly-by-night operations around these days, it is great to see an original chopper builder still rockin’ 30 years later. It’s not hard to see why he’s flourished in today’s environment, once you speak with Arlin Fatland, owner and founder of 2-Wheelers motorcycle shops in Denver, Sturgis, and Daytona. He’s a mad man, who loves choppers as much as he loves beer. He’s the godfather of Hamster shop owners all over the country. You name it, he’s done it and enjoyed everyday.
Building bikes for a living is not about money. It’s about the rush a man receives when that bikes fires for the first time. It’s about unwrapping that new paint job or a Duanne Ballard seat. It’s creativity personified. It’s that buzz in the seat of his pants when he finished welding the perfect sissy bar, or that bracket he handmade and machined fits. It’s the crowning achievement of having that project bike glisten under a saloon’s neon lights for the first time, tinkling as the engine cools. All the money in the world won’t buy any man that sensation of achievement and honor.
Two-Wheelers was founded in 1970 in Denver, a time when choppers weren’t mainstream at all. Arlin, at 28, built his shop outta fist fights, running from the law, wars with citizens and beer cans. Bikers weren’t even considered acceptable in the ‘70s. When he opened, the chopper culture wasn’t embraced like today. The folks in the ghetto neighborhood tried to run the dirty bikers out. “One day I opened a package and found five sticks of dynamite,” Arlin said. “I’m still serving customers who shot at me in the ‘70s.” There were many nights when Arlin and his staff stood armed, at watched until dawn, to make sure 2-Wheelers was standing in the morning.
Those were the days when 2-Wheelers was closed on Sundays and Mondays, so the clan could ride. Those were the days of dodging cops and mad citizens, fighting other young punks and building the two wheeled creations from the ground up and testing them against mile-high asphalt at 90 mph. Those were the days when the only way you were getting in after-hours was with a bottle of Jack, a gun, or a hot broad.
Real old-time bike shops, the few left standing, exude coolness. When you walk into 2-Wheelers these days, you can tell it’s been there over 30 years from the surrounding history. You get the sense that whatever you need, they have or know where to get it…I know, when I can’t find a part in my area, 2-Wheelers has it. So, I ride down to the city, experience the vibe, and get the part no one else has in stock.
They have such an experienced staff that when you ask for a part they can help you whether it’s a stock Harley peice or a custom component for a project. They’ve worked on every style and model built for 36 years. Arlin has also built virtually every style from bobbers, his favorite, to late ‘70s Arlen Ness Pencil Sharpener Sportsters. “They handled like a wheel barrow fulla wet concrete,” Arlin said, “but that was the style at the time and we rode ‘em everywhere.” The guys at 2-Wheelers are real bikers who know their shit, a fact evident in their constant project builds. You can find everything from a Sporty bobber to a classic Knucklehead chop, all meticulously assembled and fabricated to match the style of the era, and all meant to be ridden hard. “I like to demonstrate what’s possible to younger riders,” Arlin said. “We support all the local shows and take up to 12 rollers as examples of what a young guy can build on a limited budget.”
Arlin is working with with the Easyriders crew to support the growth of the Denvers Easyriders show in April. “I hauled 20 bikes to the show last year,” Arlin said. “They’re leased a new venue for this year and we’ll pass out fliers all year long. I even recommended a local biker band for entertainment, the Brethren ‘n Fast.” The population of Denver is now 3 million and he believes the show should rock like Donnie Smith’s in Minneapolis, with enough support from locals.
Arlin said that back in the '70s it was hard to find custom parts, and if he truly wanted a unique chopper, he had to fabricate many components from scratch. Being at the top of the motorcycle industry has its advantages because he gets to see trends come and go, then resurface. Not being one to follow trends, Arlin has always tried to learn something new in each build he does, and if you look at his bikes over the years you will notice they have only one thing in common, attention to detail. He builds what he feels will have longevity in a business that changes everyday, and although he notices what is going on around him, he, like many other top builders who have been in the business, keeps building bikes that are timeless yet innovative. It’s kind of like Rock n’ Roll, it never dies, it just keeps getting appreciated by more and more people.
In 1973, while staggering around City Park in Sturgis, Arlin noticed that no shops existed to help guys with parts and service. He bought a building in Downtown Sturgis and for years it serviced all the Harley riders who rode to the Black Hills Rally. At the time riders needed parts, oil and tires. He discovered similer services lacking in Daytona and two years later opened 2-Wheelers in Daytona and of course he now rolls into Florida for Biketoberfest.
Today Arlin tries to focus on providing parts and services to his customers at an affordable price and doesn’t pay much attention to wide tires and bling. His goal is to open the creative chopper door to everyone. “Young guys want to build old school bikes,” Arlin said, “so I try to provide frames starting at just $900 and rollers to give them the basic platform at affordable prices.” He believes the younger crowd is the future of chopper building.
“It’s all stemmed from what’s in my blood,” Arlin said. He caters to everyone by having a huge selection of parts and having stuff that no one else has. Being one of the founding members of the infamous Hamsters has its benefits as well, and he has always been part of an elite membership of builders who continue to define the industry and will continue to push the envelope in their unique way.
Hell, the crew at Bikernet is planning a Mudflap Trucker Girl project inspired by Arlin. If you want to get some of your own trucker girls or the quirkiest stuff on the planet for bikes see what 2-Wheelers is all about, visit 2-Wheelers online at www.2wheelersmc.com. Watch for features on Arlin’s classic customs and 2-Wheelers products in the Bikernet news.
Legacy Of Talent
By Bandit |
•Latisha with the DAvid Mann Bike- This is an image of myself with the David Mann bike. Many people who have watched the show remember me as the only female painter featured and the only artist to incorporate metal etching.
Latisha Wood was born the baby of a large family with four brothers and two sisters. She has been drawn to motorcycles since she understood her own father was killed on one. Her father best known to her family as “Daddy Jerry” was killed by a drunk driver when she was only a few months old. But she doesn’t dwell on his death instead, Latisha says, “Painting bikes is her way of connecting to the father she never got to know.” Her father was also a self taught artist and his talent definitely lives on in Latisha, in fact Latisha feels him guiding her every day.
•American Legend- This is 2.5 gallon HD sportster tank I painted and etched an American eagle into the tank. It is what I call “The American Legend” and it was created as a tribute to Harley Davidson.
Her amazing ability began when she was old enough to hold a crayon and has continued to grow right along with her. No one who knew her then, even her family would have ever have guessed her ability would have brought her where she is today. Latisha got her first break and began working on bikes on the Discovery channel show American Choppers.
•Hand painted Liberty portrait. The bike was built to raise money to restore the nation’s monument.
The first bike she painted was the Liberty Bike but it was the David Mann bike that demonstrated some of her finest work and her true potential to contribute to the world of art.
•The David Mann Bike- Built as a tribute to David Mann by Orange Country Choppers. The bike was featured on Discovery Channel. This is the bike where I first featured my metal etching technique known as “Flames Of Steel”.
Since then Latisha has acquired many painting techniques including; metal etching, air brushing, detailed hand painted artwork, gold leafing, and she works with a vast amount of amazing new age paints.
•Artist At Large- Entirely metal etched artwork designed to captivate the flavor of several artistic forms such as tattoo, music, and fine art.
Her clients seek her out from all over the country with 95% of her work being shipped to her through the mail. She takes on 8-10 bikes a year and spends two to six months custom painting them. Latisha also spends a lot of her time doing projects for charities such as the Cancer Association, Livestrong Foundation, Breast Cancer Awareness, American Diabetes Association Ride to Live, Georgia Sheriffs Association Youth Homes, Juvenile Diabetes Association and the March of Dimes.
Southwestern Victory Kingpin- This is an example of the featured artwork I can do. This is completely airbrushed and hand painted over the original Victory factory paint.
Her talent is astounding and each project she takes on displays her unique abilities and personal creativity. Some of her abilities as an artist include but are not limited to; portraits, pinups, etchings, illustrations, and anything custom designed, she incorporates her work onto anything from bikes, guitars, cars, fine art and even homes. Her talent has not yet reached its brink and Latisha hopes to continue to be a success.
•Les Paul Portrait- This is a Gibson Guitar Les Paul that was designed and painted for Gibson Guitars. The Guitar features a painting I did of Les Paul with his first home built acoustic guitar. The guitar is displayed at Gibson’s Museum.
Latisha was inspired by her last job when her client Joe Leroy an Olympic runner hired her to paint the Tattoo Bike which displays several etchings, hand painted artowrk, airbrushing, custom stripping and gold leafing. The Tattoo Bike features several of Joes amazing tattoos one being a metal etched Olympic torch. As a result of the inspiring project Latisha has decided to learn the art of tattooing.
Joe’s Tattoo Bike. Images of the gas tank and front fender for the tattoo bike. The bike is yet to be completed so look out for more to come in the future. On the gas tank the dragon and tiger are tattoos of joes they are also etched into the metal of the tank. On the front fender I have etched the Olympic torch, the torch is also one of Joe’s tattoos.
It’s easy to see that Latisha will continue to be a force to be reckoned with in the art industry as she continues to reach for the stars, reinventing herself and setting no limits. So, if you think you might want a unique piece of art on your bike, family home or even your body you know right where to look. If you would like more information on Latisha Wood go to www.LatishasArt.com . I can’t wait to see what she will create next.
Photos are property of Latisha Wood and should not be copied and taken without her consent. Thanks…
Shop Profile–OtherSide
By Bandit |
Ya know, sometimes the term Otherside has a mysterious connotation, like when somebody’s draggin’ in their last breath, and they croak, “See you on the Otherside.” Sometimes the grass is greener on the Otherside of the fence. Sometimes, it refers to good versus evil.
Sometimes it’s just the side ya can’t see.
When my bro, “D” (nobody knows what “D” actually stands for, hence the mysterious part, though Demonic and Demented have been suggested), told me that he opened OTHERSIDE INDUSTRIES, in the center of California’s San Joaquin Valley, I thought I’d better see what the Otherside was like for myself, so I just saddled up an’ moseyed on down.
The first thing I noticed was that he’d chosen the ideal location. Sandwiched neatly between a pizza parlor and a tattoo studio, you can get fed, drunk, and inked before ya know what hit ya. By the time I washed the pepperoni grease off my tongue with a few cold brews, I didn’t have enough loot left to have a 6-year-old draw pictures on my hide with a felt pen.
“Howdy, ‘D’,” I yelled, as I wandered across his new, gray carpet.
“Kinda sticky for new carpet, ain’t it,” I started to ask? But that was before I noticed the trail of old chewin’ gum I was leavin’ behind with every step.
“Nice digs, Bro!” I said, lookin’ around at all the bike bling, great lookin shirts an’ stuff. I drew his attention away from the pink goo I left on the carpet. “When did ya open up?”
“June first”, he said, eying the clumps of dirt crusted Juicy Fruit I was still leavin’ behind.
I walked over to one of the racks and picked up a black T-shirt with a pole dancer on it. “Strip Club Choppers”, I mused. “I’ve seen ‘em on TV, on American Thunder! Ya don’t see their stuff much around here.”
“That’s because I’m the exclusive Central Valley dealer for Strip Club Choppers’ stuff,” he replied, trying to hide half a box of donuts under the counter before I saw ‘em.“I’m also a dealer for Dragonfly, Lucky 13, and Felon Clothing Company.” He pointed out shirts with flames, dice, skulls, and girls on ‘em. “And since I deal directly with them, I can sell the clothing for less than the trendy shops do. I have my own line of Otherside clothing too, like shirts, hats, beanies, and the like. I also have the fingerless riding gloves with gel in the palms. They’re great for absorbing handlebar vibrations.”
“Man, I really like this logo,” I said, pickin’ up one of the too cool Otherside Industries shirts. “An’ those sunglasses are cool lookin’ too!” I said, heading over to the display to try on a few pair.
“I carry a pretty good selection of “beanie” helmets, too”, he told me, indicating the rows of skid-lids on one wall, lookin’ like matin’ season on Turtle Island.
“Well, well, what have we here,” I asked, lookin’ through the glass counter top at some wicked lookin’ knives?
“Those are made in Italy”, he said. “Good steel, and sleek design.”
The phone rang, and as he turned to answer it, I took the opportunity to boost one of the donuts he’d carefully hidden beside the knife display.
“Mmmm… These weren’t made in Italy,” I grinned, lickin’ my finger to pick up the little colored sprinkles that now littered the counter, and grabbin’ a Dickens Energy Cider from the little cooler on the shelf behind me. “Good stuff!” I saluted him with my now half empty can.
Lookin’ over the accessories, I saw lots of great stuff from KuryAkin, Arlen Ness, and others just waitin’ to go for a ride with ya.
“I’m a dealer for Heartland U.S.A., Custom Chrome, Drag Specialties, V-Twin, Red Line Oils, K&N filters, Avon and Metzler tires, Eddie Trotta’s Thunder Cycles, and Wicked Image billet accessories,” he said, wiping the smudges from the glass with an orange handkerchief. “I also keep several styles of batteries fully charged, to fit most bikes, ‘cause when you need one, you don’t want to have to spend several hours charging it before you can ride.”
“So… When’s the grand opening gonna be,” I asked, wipin’ the cider off my mustache with my shirt sleeve?
“I’m working on the permits now,” he replied. “I want to have music, a beer garden, and all that, but I have to get the permits first.”
Since more is merrier, I’ll try to let ya know when the big party at Otherside is gonna be, but ya better call “D” to get the strait scoop, ‘cause if he’s buyin’ donuts, I may not be invited! Till then, if ya want to dress up yer scoot or yer bod, ya can’t find better pickin’s for either job than ya can at Otherside!
You can find OTHERSIDE INDUSTRIES at 4751 North Blackstone, in Fresno, Cal., or call “D” at 559-224-RIDE.
Canadian Chopper School For Kids
By Bandit |
As you saw, if you're a regular reader of BIKERNET, I just returned from the Canadian Championship of Bike Building in Wembley Alberta. While I was there I had the pleasure of meeting a group of youngsters from the Bernice MacNaughton High School in Moncton, New Brunswick and their teacher Marc “MAZZ” Mazerolle.
Mazz, as the kids call him, runs a program to help “at risk”, misfits, and kids that have nowhere else to go teaching them various skills such as welding and metal fabrication that they currently put to use building custom bicycles.
The kids themselves raised funds for their trip to the AMD Canadian Championship of Custom Bike Building in Wembley Alberta, Canada. The kids sold tickets on various prizes throughout the summer and attended two custom vehicle shows displaying “Wendy” and the Indian Larry Tribute Bicycle.
We took the kids up to The Northern Alberta Institute of Technology (NAIT) in Fairview so they could get a first hand look at how the school there trains Harley Mechanics in Canada's only approved facility.
They were treated to a personal tour of the facility by Wally Besler, the assistant head of the Harley-Davidson Program and got to meet with Dr. Ben A. Silverberg, the V.P. of student services for NAIT.
Chica from Chica's Custom Cycles took time from his busy show schedule, as did many of the Canadian Builders, to take the kids under their wings and go over their bikes to show the kids the details that go into making a winning bike.
The kids in the program are ready to turn their skills into going from bicycles to building a chopper as their next project.
All the parts for a bobber, wheels, tires, front-end, seat, tins, engine, tranny, everything!!!! If they can get this first bike built, they are counting on selling it, once completed to finance the next bike and so on. All funds raised will go 100% directly back into the program to help “at risk”, misfits, and kids that have nowhere else to go.
Mid-USA's Canadian Division stepped right up and donated a custom Bobber frame to get the kids started and has challenged all the other parts manufacturers to do the same with whatever parts they can.
Thanks Chuck!!!
These parts do not have to be new, they don't have to be shiny, they are ready to refinish any parts they get and they will take anything you could send to them. This is an incredible opportunity for these kids and for you too.
If you can help out in any way, please contact:
Marc ” MAZZ” Mazerolle
Teacher/Bike Club Manager
Bernice MacNaughton High School
999 St George Blvd. Moncton, New Brunswick
Canada E1E 2C9
Phone: 506-856-3469 (school)
Phone: 506-856-9903 (home)
Marc.Mazerolle@NBED.NB.CA
Marjorie Smith: A Pioneering Motorcycle Businesswoman
By Bandit |
Reprinted Courtesy of WomenRidersNow.com
One of the biggest and most respected engine manufacturers in the motorcycle industry, S&S Cycle, may not have existed if it wasn't for Marjorie Smith. “If it wasn't for her willingness to continue the business in 1959 and take over the office responsibilities and financial burden, there probably wouldn't be an S&S,” reflects Ken Smith, one of Marjorie's two sons who started working with the company in the 1970s.
Marjorie was married to George Smith, co-founder of S&S Cycle. Not only was she a businesswoman, she was a motorcycle enthusiast before she met and married George.
Early Days
George founded S&S Cycle in 1958 with Stanley Stankos in Blue Island, Illinois. Within a year of starting the company, Stankos sold his share to Smith so he could pursue his upholstery business.
It wasn't long afterwards that Marjorie (whose maiden name was also Smith), jumped in to help keep the business going. At 37, after raising two daughters and two sons and running a household, she was up for the task. Soon thereafter, the company went from being known as Smith & Stankos to Smith & Smith (S&S).
Marjorie didn't know it at the time, but the skills she learned in college served as a foundation for her later success with S&S. After growing up in a rural farm environment in central Illinois, Marjorie, her parents and two brothers moved to the south suburbs of Chicago in 1936. It was there she attended Thornton Township High School and graduated in 1940. With the aid of a scholarship and a part-time job, she completed two years of bookkeeping and general office training at Thornton Junior College.
Her interest in two-wheels blossomed as a teenager when one of her girlfriend's brothers bought a motorcycle. She knew some of the riders in the group, and through them met George Smith. Motorcycles only added to their attraction to one another. Marjorie, tall at 5-foot 10-inches, rode her own motorcycle when it wasn't popular for women to do so.
Building A Business
It is said that Marjorie — affectionately known as “Ma,” had more responsibilities for the long-term success of the business than her husband George. Ken says his father was the creative genius of the two. George's passion was for designing and making motorcycle parts, and he enjoyed going fast on motorcycles, however, he was a cattle farmer at heart and really wanted to be a cowboy.
In 1969, S&S moved from Blue Island to Viola, Wisconsin. In 2004 the company expanded to include a second location in La Crosse, Wisconsin. With a lot of hard work and determination, S&S has become a leading manufacturer of performance V-Twin motorcycle components and engines for more than 45 years.
Marjorie played an integral role in the business, from talking to customers, taking the orders, keeping the books, and answering technical calls. Those customers, who in the beginning scoffed about having a woman help them with technical questions, began asking for Marjorie by name. She developed quite a knowledge base over the years and wasn't afraid to get her hands dirty, even doing some minor machine work.
“She was the classiest, most eloquent woman I ever met,” remembers Brett Smith, son of George Jr., who now runs S&S Cycle as president. “She was rough and tumble, but always a lady and was extremely intelligent.”
Ken remembers, “She always enjoyed talking to customers and other industry related people. Had it not been for health reasons, she would have continued working until the day she died.”
Marjorie passed away at 68 after succumbing to emphysema in 1990, but her legacy lives on through the business she and George worked so hard to make a success. More than 400 people are now employed at two facilities in Wisconsin producing components and engines for several well-known V-twin custom motorcycle manufacturers as well as for the public.
Well Deserved Recognition
In 1997, Marjorie and George were inducted into the Rocky Mountain Motorcycle Museum and Hall of Fame in Colorado Springs, Colorado. In April 2003, S&S saluted its founders with the 145 Tribute, a motorcycle project that also marked S&S's 45th anniversary. The tribute recognized Marjorie and George as pioneers who played an integral part in the evolution of the V-twin motorcycle market.
And the tributes haven't stopped there. The company holds commemorative rides every year on the birthdays of Marjorie and George to keep their memory alive. To read more about the couple visit www.sscycle.com.
Teri Conrad is a freelance writer and motorcycle enthusiast, who lives in Southern California. She has been published in IronHorse, Adventure Sports Outdoors, Accelerate, and Ride Texas magazines. She can be reached celebritywriter@cox.net or you can visit her Web site www.celebritywriter.com
Cruising For Cures
By Bandit |
Funny sounding title ain’t it. The story actually should intrigue the adventurer in all of us. Sharon Wynn has raised a family to include children, grand children, and even a great grandchild. She has helped mold the young minds of children for over 30 years, as a part of Texas’s educational system. You could say Sharon led a rich and full life worthy of taking time off to sit back and relax, but that’s not her plan.
You see, Sharon was diagnosed with congestive heart failure in 2002. Being a two-time survivor of cancer forged a steely resolve in this lady, She stands up and wants to fight when others lie down and die.
“I refuse to just sit and maybe survive.”
She devised a plan to embark on a journey across America. She plans on traveling 10,000 miles in 1000 days with the sole mission of raising money to assist in finding a cure for these horrible diseases, cancer and congestive heart failure. This trip would be quite the accomplishment no matter the mode of travel, but Sharon plans on making the trip on a Harley-Davidson. What better way to see the states, I say?
We here at Bikernet salute Sharon and want to help her on her journey. Part of her plan is to gain 100,000 names and pledges for support of her cause. Just check the list of cities and dates to see if the traveling grandma will be coming to a town near you. We at Bikernet will publish updates on her travels and be able to post news of her journey right here on Bikernet.
1.Austin, Texas Sat. 5/12
2.San Antonio, Texas Sun. 5/13
3.Fredericksburg, Texas Mon. 5/14
4.San Angelo, TexasTues. 5/15
5.La Mesa, TexasWed. 5/16
6.Hobbs, NMThurs. 5/17
7.Roswell, NMFri. 5/18
8.Albuquerque, NMSat. 5/19
9.Gallup, NMSun. 5/20
10.Flagstaff, AZMon. 5/21
11. Grand Canyon, AZTues. 5/22
12.Kingman, AZWed. 5/23
13.Las Vegas, NVThurs. 5/24
14.Barstow, CAFri. 5/25
15.Los Angeles, CASat. 5/26
16.Anaheim, CASun. 5/27
17.Santa Ana, CAMon. 5/28 18. Tehachapi, CATues. 5/29
19.Bakersfield, CAWed. 5/30
20.Fresno, CAThurs. 5/31
21.San Jose, CAFri. 6/1
22.San Francisco, CASat. 6/2
23.Sacramento, CA.Sun. 6/3
24.Redding, CA.Mon. 6/4
25.Medford, ORTues. 6/5
26.Eugene, ORWed. 6/6
27.Portland, ORThurs. 6/7
28.Olympia, WAFri. 6/8
29.Mt. VernonSat. 6/9
30.Victoria Island, B.C. Sun. 6/10
31. BellinghamMon. 6/11
32.SeattleTues. 6/12
33.Ellensburg, WAWed. 6/13
34.Spokane, WAThurs. 6/14
35. Kalispell, MTFri. 6/15
36.Shelby, MTSat. 6/16
37.Helena, MTSun. 6/17
38.Livingston, MTMon. 6/18
39.Billings, MTTues. 6/19
40.Miles City, MTWed. 6/20
41. Dickinson, ND Thurs. 6/21
42.Bismarck, NDFri. 6/22
43.Fargo, NDSat. 6/23
44.Saint Cloud, MNSun. 6/24
45.Saint Paul, MNMon. 6/25
46.Wausau, Wisc.Tues. 6/26
47.Green Bay, Wisc.Wed. 6/27
48.Madison, Wisc.Thurs. 6/28
49.Milwaukee, Wisc.Fri. 6/29
50.Chicago, IL.Sat. 6/30
51.South Bend, INSun. 7/1
52.Lansing, MI Mon. 7/2
53.Detroit, MITues. 7/3
54.Cleveland, OHWed.7/4
55.Pittsburg, PaThurs. 7/5
56.Harrisburg, Pa.Fri. 7/6
57.Philadelphia, PaSat. 7/7
58.Binghamton, NYSun. 7/8
59.Albany, NYMon. 7/9
60.Woodstock, VTTues. 7/10
61.Concord, NHWed. 7/11
62.Portland, MaineThurs. 7/12
63.Boston, Mass.Fri. 7/13
64.Mystic Seaport, CONN.Sat. 7/14
65.Hartford, CONN.Sun. 7/15
66. New York CityMon. 7/16
67.(NYC area)Tues. 7/17
68.Trenton, NJWed. 7/18
69.Wilmington, Del.Thurs. 7/19
70. Baltimore, MD Fri. 7/20
71.Annapolis, MDSat. 7/21
72.Arlington, VASun. 7/22
73.Richmond, VAMon. 7/23
74.Jamestown, VATues. 7/24
75.Raleigh, NCWed. 7/25
76.Havelock, NCThurs. 7/
77. Jacksonville, NCFri. 7/27
78. Monroe, NCSat. 7/28
79. Charlotte, NCSun. 7/29
80.Atlanta, GAMon. 7/30
81.Macon, GATues. 7/31
82.Jacksonville, FLWed. 8/1
83.Cape Canaveral, FLThurs. 8/2
84. Kissimmee, FL Fri. 8/3
85. Orlando, FL Sat. 8/4
86.Gainesville, FLSun. 8/5
87.Tallahassee, FLMon. 8/6
88.Montgomery, ALTues. 8/7
89.Selma, ALWed. 8/8
90. Birmingham, ALThurs. 8/9
91.Nashville, TNFri. 8/10
92. Memphis, TNSat. 8/11
93.Jackson, Miss.Sun. 8/12
94.New Orleans, LAMon. 8/13
95.Baton Rouge, LATues. 8/14
96.Lake Charles, LAWed. 8/15
97.Houston, TXThurs. 8/16
98.Katy, TXFri. 8/17
99. DallasSat. 8/18
100. Ft. Worth, TexasSun. 8/19
Whew! I’m tired just looking at her trip. Anyways, we want to wish her the best of luck! You got to love a woman who refuses to quit even in the most discouraging times. Some of us should take a lesson from Sharon when we are complaining about gas prices and other trivialities every day. Maybe we should count our blessings. So join us here at Bikernet, and give Sharon your support as she travels this country of ours during the final leg of what has been a very busy life shaping our leaders of tomorrow!
You can check on Sharon at www.cruisin4cures.com.
The New Matt Hotch
By Bandit |
While he builds hi-visual impact motorcycles, some people call California Master Builder Matt Hotch “The Invisible Man” thanks to his ability to make lines and cables disappear to create a totally uncluttered, seamless design.
Growing up in Minneapolis, he was up on two wheels by age 10. “My Grandfather was one of those guys who came back from WWII and was in one of the early motorcycle clubs, one of those guys who hit all the hillclimbs and sorta terrorized the local communities. He and my Dad had all the tools up on peg-boards in the garage, and since we didn’t have much money, we were always dragging junk home and making something out of it.”
”I got my first car when I was 12, a VW, and went through 60 of them by the time I was 17. I’d buy them and part them out.
In the same time frame he traded a VW Baja bug for his first Harley, a ’69 kick-only Sportster. “It was straight out of the ‘70s chopper with two square headlights,” Matt said. “I lowered it, added forward controls, and drag bars. As far as working on it, I’ve always jumped in feet first. My friends brought me their bikes. I’d screw them up and learn how to do it right for my own bikes,” laughs Matt.
By 18, he had already done a couple frame-ups, and at 20 he opened his business, Hot Match Custom Cycles in Fullerton, CA and tried to make a living building bikes. His shop was down the street from McMullen Publishing, at that time home of Hot Bike magazine and several other mags, and by 1996 he was doing a lot of tech articles for them. “I also got some good direction at the time from Skeeter Todd and Jesse James as far as parts and stuff. I got some of my first patents and starting selling my parts and just kept building crazy bikes.” (His current patents include his flushmount gas camp and springless kickstand.)
Over time Matt’s line of parts prospered and he was able refocus his full creative attention on the kinds of bikes he really wanted to build. “I was in a position where I could express my full creative instincts without worrying about catering to economics and any other restrictions. No one else touches them except me, and they’re warranteed for life,” says Matt. “Even after the customer sells it. I can do that because I only build four or five bikes a year and charge a lot of money.” (For those that want to join that rare company, the minimum entry fee is $150K, the average a cool $200K and there’s a 4-year waiting list.)
Asked how he’d describe his style of bike, Matt replies, “The thing that got me noticed was hiding all the cables, the ultra-sanitary look. I saw a lot of nice customs being built but they all had wires and cables just dangling all over the place. I’ve always built my bikes around the components, around the cables and wires; even if I could just find an inch, it would be make a difference. As far as Old School, New School, I’ve always liked the look of old choppers and bobbers, because that’s the school I’m from, so I guess you could say I’m New School or Retro. But I guess you’d call my bikes Super Radicals and they’re bought by customers with a lot of money but who also appreciate the bikes as works of art. They give me free rein, exactly where I want to me.”
About two years ago Matt moved to new facility, a 16,000 sq. ft. building on the historic registry circa 1924, originally an orange packing house and that features 24-foot ceilings and oak floors. “When I walk in here, it gets my creative juices flowing.” The place is divided into a 4,000 sq. ft. showroom and office area, the remaining 12,000 sq. ft. filled with his fabrication tools and assembly benches. When you walk in you see Matt’s eclectic collection of “toys” from dirt bikes to go-carts to golf-carts to hotrods to electric wheel chairs. Asked about the chairs, he laughs and says, “We souped up a couple of them and screw around on them just for the fun.”
A recent slate cleaning of staff and business attachments has seen Matt’s business turning into a family affair, his father who had retired and his sister-in-law and wife now composing the “staff,” while Matt’s in the middle of the 12,000 sq. ft. workspace doing his thing seven days a week, although he’s often on the road because of his “celebrity” status.
Asked about that, Matt, who’s actually not a limelight kinda guy, says, “I guess a measure of that is our 18-wheeler truck and selling T-shirts. We’ve got a whole line of clothing plus we do the bike tours and shows. I actually like the smaller events in the Midwest and East Coast. They hire me to make appearances and I sit there signing posters 12-hours a day. For some people that might get old, but I realize this means a lot to the people who support you, who come to the shows and stand in line for your autograph and to buy your T-shirts.”
Matt’s also signed up to endorse various products including a line of Hardchrome exhaust pipes as well as promoting a company called Formotion that offers a line of motorcycle mounted clocks and watches including the special $9000 diamond encrusted watch, he’s morphed into his recent Biker Build-off project. He ended up incorporating it into the bike’s gas cap.
Matt rather humbly says, “I’ve always been the most expensive. When I hit the $100,000 mark, everybody else started charging more money, so I had to keep raising my prices. I have a pretty strict interview process before someone can buy one of my bikes. All my costumers become very good friends, we hang out, go on vacations together. I have to be able to work with them for a long time since I warranty my bikes forever. Just because they have a lot of money doesn’t mean they automatically get a bike. Most of my costumers are in their mid 30s. They love the motorcycle for what it is. They come from all over the world. In fact, I have one guy from Ireland who discovered the cure for Mad Cow’s disease. My customers are really interesting people and buying one of my bikes is like joining a fraternity, so we have a lot of fun.”
Part of the pricing is a response not only to the bike’s appearance but to its drivability.“I never deviated from buying the best materials to build a bike. It’s a handbuilt bike that’s forever, so every element that goes into it reflects that principle. For example, one bike I built had a one-off motor, a 140-inch Delkron 4-cam round cylinder engine with a Patrick Racing top end. That and the Discovery Bikes obviously put me in a whole different league.” He laughs and says, “The first Discovery deal was pretty stressful. I actually lost hair over it. I have long hair and got stress baldness, loosing a patch of hair in the front, but fortunately it grew back.”
Matt’s built two Discovery bikes and is “the Reigning undefeated Champion” after winning both his individual and the overall competition two years in a row. He’s sold a “bunch of bikes” as a result of the TV shows and is also conjuring up his third Discovery bike, a major departure since it’s based around a classic British Vincent V-twin, but with a 26-inch front wheel and as Matt puts it, “a bunch of crazy stuff.” As for the choice of the 1950s Vincent, the fastest production bike of its time, Matt says, “My grandfather had one when he was a hooligan and hillclimbing.”
Filming is set for August and Matt’s teamed with his friend, Roger Goldhammer. “I always wanted him to be on the Build-off .We have mutual respect. I think he’s the best, and he thinks I’m the best. We decided to race at Bonneville and not each other, so it will be a lot of fun. It’s open to the public and will be at the BUB Run What You Brung event in September.”
The other big news is that Matt and his wife are enjoying their first child, a boy born on Christmas Eve. His name is Ryder Josef. “It’s the most amazing thing that’s ever happened. I just can’t wait to share everything with him.” Asked him if he’d already bought him his first bike, Matt says, “I’m building him a truck, a Bronco rock crawler.”
Matt, a major golfer, is off to the Playboy Golf Tournament then to Puerto Rico this summer for their big island paradise event, along with his bike building buddy Eddie Trotta, then hunkering down for the next Biker Build-off. To check out his schedule of appearances and for a look at more of his radical machines log on to www.hotmatchcycles.com or www.matthotchdesigns.com.
