by Daniel Patrascu from https://www.autoevolution.com Like most other countries in the world, the UK is set to relax its distancing measures as of this week, despite the health crisis being more severe than ever. Among the distancing measures to be kept is the obligation for the Brits to wear face-coverings on all public transport means on the island. That decision seems to have scared people who would normally ride the tube or buses, and that is visible in the number of online searches for alternative means of transportation. Motorcycles and their derivatives seem to be in high demand these days, according to the figures provided by Auto Trader. The organization says that compared to the same period last year, sales of motorcycles and mopeds exploded, reaching 180 and 2019 percent, respectively. Keep in mind this happens as sales of cars are dropping to levels not seen since the 1970s. Online interest for such two-wheeled machines is at a peak as well, and the idea that this is not a passing trend is backed by other data as well: Brits are hell-bent on becoming motorcycle riders, and proof to that is the doubling of Compulsory Basic Training (CBT) riders must take before being allowed on the roads. “It seems to be part and parcel of getting into a ‘new normal’. They’re relatively cheaper options for commuting, they can help you get around easily in congested urban areas, and they’re easier to park in tight spots,” said in a statement Auto Trader’s Rory Reid. “They can also be a much more viable option than walking or cycling for the majority of people whose commute is longer than five miles.” As far as what type of motorcycles the Brits prefer, two Harley-Davidson families, the Sportster and Softail, are among the most sought after, followed by the Yamaha R1 CBR1000RR and the Honda Fireblade.

by Pradeep Shah from https://www.financialexpress.com

Indian Motorcycle’s parent company Polaris used to own Victory Motorcycles and one interesting product under the collaboration was Empulse TT electric motorcycle. However, after the demise of the Victory in 2017, the Empulse saw the path to the graveyard too. As of now, it is not clear if the company would exploit the same platform as the Empulse for the EFTR.

Yes, you read that absolutely right! Indian Motorcycle might be working on an all-electric version of its street tracker FTR 1200. The company has recently filed a trademark for the name ‘EFTR’ that suggests an electric motorcycle could well be under development. The trademark application doesn’t spill much information about the ‘silent’ FTR, however, it does mention ‘Electric motorcycles and structural parts.’ The FTR 1200 is a brawny and handsome looking motorcycle and hence, the EFTR is expected to follow the same philosophy as well. At present, it would be too early to comment on the specifications and performance of the upcoming Indian EFTR. Nonetheless, you can expect the bike to come with some mind-boggling numbers including astonishing acceleration time and a decent top speed too. Moreover, the bike should come with a fast-charging feature as well to offer better convenience to the buyers. In terms of features, one can expect bits like coloured TFT instrument cluster with smartphone connectivity along with multiple riding modes, dual-channel ABS and more.

The Indian EFTR can be seen as a potential rival to the likes of the Harley-Davidson LiveWire. Indian Motorcycle’s parent company Polaris used to own Victory Motorcycles and one product under the collaboration was Empulse TT electric motorcycle. However, after the demise of the Victory in the year 2017, the Empulse saw the road to the graveyard too. As of now, it is not clear if the company would exploit the same Empulse platform on the EFTR.

The said trademark has been filed in the US, European and Australian continents and hence, the upcoming electric bike is expected to be a global offering. In terms of India launch, as the charging infrastructure and adoption of EVs is still at a quite nascent stage, the launch timeline of the Indian EFTR here in India cannot be predicted with surety at the moment. Stay tuned for more!

Indian Motorcycle Steps Up Electric Game With EFTR Trademark Application

by Janaki Jitchotvisut from https://www.rideapart.com/

It’s way too early to declare victory in the electric bike wars, though.

Update, 6/15/20: Indian Motorcycle’s PR firm reached out to us to clarify the nature of the EFTR trademark. It explicitly stated that said trademark “is related to a new youth-oriented product that will be unveiled later this year, and is not related to a new electric version of the FTR 1200.”

So, more comparable to the IronE bikes, perhaps. We’ll keep you posted as and when we know more.

Original article follows.

Well, that certainly didn’t take long. Back in December 2019, the Milwaukee Business Journal announced a major shakeup at Indian Motorcycle’s parent company Polaris. In a bid at least partly intended to step up Indian’s foray into the brave new world of electric bikes, Polaris played musical chairs with its top managers across its various divisions. Steve Menneto, then-Indian Motorcycle president, moved over to preside over Polaris’ off-road category. So, who replaced him at the top of Indian?

Michael Dougherty, who was previously president of Polaris’ international division, is now that man. Former off-road president Chris Musso moved into a newly-created position at Polaris, which likely speaks to where Indian is going. Musso became senior vice president of electrification strategy for all Polaris brands, after having previously had years of experience with EVs under Polaris’ Gem, Goupil, and Ranger off-road lines.

HARLEY-DAVIDSON HOSTS ‘THE NO SHOW’ TO SPOTLIGHT CUSTOM MOTORCYCLE SHOWS AND BUILDERS

Hosted on Harley-Davidson’s Instagram The No Show Celebrates and Raises Funds for Custom Builders

 

MILWAUKEE (June 15, 2020) – Harley-Davidson Motor Company presents The No Show, a week-long online motorcycle show that brings together Harley-Davidson’s global community.

 

Hosted on Harley-Davidson’s Instagram account now through June 21^st, The No Show features 60 builders from 10 countries, with half of those builders coming from the postponed Mama Tried, Congregation Vintage Bike & Car, and Born-Free motorcycle shows. The remaining craftsmen and women were invited by Harley-Davidson and span a range of style, era, and geography. The bikes will be rolled out in batches every day for five days with awards being given out at the end of the week.

 

Those who visit The No Show can scroll through the array of bikes and tap into their favorites where they’ll see a personal video of each builder walking them through his or her masterpiece. Dotted throughout the bikes will be all the nuts and bolts of every motorcycle show—music, merch, and awards. After checking out custom builds, attendees can scroll to the virtual “stage” to listen to acoustic sets by The White Buffalo, Hollis Brown, and The Kenneth Brian Band. There is also a “merch booth” featuring ultra-limited-edition The No Show t-shirts.

 

“The No Show is a platform that provides everyone from enthusiasts to new riders a place to converge and celebrate the diverse artistry that comes with custom builds,” said Patrick Holly, brand director at Harley-Davidson Motor Company. “As a way to show our gratitude to the builders that helped make The No Show possible, 100 percent of show t-shirt sales will go directly to each invited builder.”

 

On the last day of the show, Sunday, June 21^st, three builders are to be recognized for their achievements in ingenuity, artistry, self-expression, and ability to pave a new road in customization. One winner will be selected from each of the following categories to receive a one-of-a-kind award created by Harley-Davidson designers:

 

• Media Choice Award: chosen and presented by journalists from industry-leading motorcycle publications.
• H-D Styling & Design Award: chosen and presented by Brad Richards, vice president of styling & design at Harley-Davidson and long-time garage builder.
• Harley-Davidson Museum Award: chosen by the museum staff and presented by Bill Davidson, vice president of the Harley-Davidson Museum and great-grandson of Harley-Davidson’s Co-Founder William A. Davidson.

 

Catch The No Show through June 21^st on Harley-Davidson’s Instagram and follow along on Twitter and Facebook to catch exclusive show content.

 

This story started in the ‘60s when Zack tried to buy his first Harley, a Knucklehead with his dad. Zack, still a teenager was already roaming the streets looking for action. He knew a chopper had to be a major portion of the picture.

He found a guy, who said he had a basket case for cheap. Zack was pumped, but his dad went along for morale support. They entered this old biker’s garage on the east side of Detroit, and his dad immediately spotted piles of junk parts. The garage was scattered with parts and pieces. It was a mess, when the old coot led them to a dark area under a stairwell, where a bunch of parts and pieces were stacked under an oil-soaked canvas tarp.

His dad immediately recognized a partial motorcycle made up of busted and mis-matched components. He pinched Zacks tricep to get his attention, thanked the guy for his time and lead his son out of the dark garage.

Later, that same cold winter month his dad took him to one of his uncle’s homes. He owned a Panhead since he was in the service and once he started a family the Pan ended up relegated to a corner of the garage under a blanket. It took them almost a day to dig the bike out, but a short charge and some fresh gas and the Harley came back to life.

His dad saved him from a negative first experience, which would have tainted his motorcycle experience from the gate. With a little patience and the help of a brother and his dad, he rode his first Panhead home, where he chopped the shit outta it, immediately.

Six decades later and Zack still loves motorcycles and gets excited when a new one enters his life. He scored this puppy a few years ago. Someone had a fender bender and twisted the bars. The previous owner cut all the wires and shit-canned the bars. He bought a new set of bars but was immediately intimidated by the wiring notion. Zack bought it for a song, almost 5 years ago and started to tinker with it.

Zack has a couple of other bikes including another Sportster, a chopper and a late-model bagger. The busted Sportster intrigued him with its Screamin’ Eagle heads, SE Mikuni carb and thunder header exhaust. He wanted it to be fast and low for jetting around town. He discovered, while searching the supplied manual, a note from Bennett’s Performance. He got more pumped. He knows their reputation for performance scooters.

He’s a swap-meet nut and constantly inspecting boxes of crap at the Drive-in theater, 3rd-world country crap-shoot. He found a set of classic black TT bars, a new seat, a shorty sissybar and a pristine, metallic blue Sporty tank next to a Chinese brass Buddha and a pile of rusting pipe wrenches.

He replaced the front fender, and we changed the brake line to fit the new bars, but the wires haunted him also. Then Bikernet entered the picture. We replaced the ignition switch by splicing the three 10-guage wires.

We decided to give the sporty some cool new style with a new 15 percent smaller, blacked out S&S Mini teardrop air cleaner.

And he worked on installing a lowering kit to use his stock 13.5-inch shocks. Neither one of us liked this operation and I spoke to the team at Suspension Technologies about their blacked out 12-inch shocks.

The previous owner found a set of black, fiberglass bags but never installed them. Zack handled the bags, but then removed them so we could deal with the shocks, but I needed to wire the bars.

Wiring is like Zen. It’s easy, but it takes planning and concentration. The shop must be quiet and the tools arranged just so. I dug through my wire stash. The previous owner kept some pieces and wires, but he also cut wires very short on one side of the bars. This wasn’t going to be plug and play.

 

Study turned to careful planning before any wires were cut, soldered, shrink tubing protected and stuffed in a loom. One wrong move and I was fucked.

 I tried to handle the simplest pieces first and take a break for meditation and working out. It’s always good to walk away once in awhile, and let the dust settle, before I do something I might regret.

It took a couple of days, but the wiring was handled, the new sissybar installed and the new battery in place. At the installation of the new swap meet gas tank I got stuck. I also installed the Pingel petcock from the damages original tank. It caused wiring clearance issues.

It was going to be a fight to get the wiring crammed under the tank, and I decided to make brackets to lift the front of the tank 1.25 inches.

The Thunderheader brackets were damaged and he removed the pipe system and brought it over. I added weld carefully to the Thunderheader brackets and made some new, stronger fasteners. They had to be cut and ground into pieces of a puzzle. This is where I tore the shit out of my belt sander, the most violent piece of equipment in my shop. On anyday, at anytime, I can turn it on, and the belt will dissenergrate and try to kick my ass. So far, so good. I’m still around.

With the repaired Thunderheader in place Zack rode the Sporty back to the Bikernet Headquarters for some final installations, including the S&S Mini air cleaner installation and some stock shorty shocks, which Zack bought on Ebay for next to nothing. We are still working with Suspension Technologies and may test some of their shocks in the near future.

This S&S mini was a little bit of a trick. The gang at S&S told me they don’t make an air cleaner for a Mikuni Carb. I kept pointing out that this bike had been modified with a Screamin’ Eagle 1200 kit that included a
Screamin’ Eagle carb, which was a Mikuni. I just ordered the part and prayed for the best.

I knew it could work. The bike had an S&S standard teardrop air cleaner on it already. I rolled the dice.

The carb had an adapter attached that did the trick. We basically took off the standard and installed the Mini without a problem.

Before installing your new S&S part it is your responsibility to read and follow
the installation and maintenance procedures in these instructions and
follow the basic rules below for your personal safety.
• Gasoline is extremely flammable and explosive under certain conditions
and toxic when breathed. Do not smoke. Perform installation in a well
ventilated area away from open flames or sparks.
• If motorcycle has been running, wait until engine and exhaust pipes
have cooled down to avoid getting burned before performing any
installation steps.
• Before performing any installation steps disconnect battery to eliminate
potential sparks and inadvertent engagement of starter while working
on electrical components.
• Read instructions thoroughly and carefully so all procedures are
completely understood before performing any installation steps.
Contact S&S with any questions you may have if any steps are unclear or
any abnormalities occur during installation or operation of motorcycle
with a S&S part on it.
• Consult an appropriate service manual for your motorcycle for correct
disassembly and reassembly procedures for any parts that need to be
removed to facilitate installation.
• Use good judgment when performing installation and operating
motorcycle. Good judgment begins with a clear head. Don’t let
alcohol, drugs or fatigue impair your judgment. Start installation when
you are fresh.
• Be sure all federal, state and local laws are obeyed with the installation.
• For optimum performance and safety and to minimize potential
damage to carb or other components, use all mounting hardware that is
provided and follow all installation instructions.
• Motorcycle exhaust fumes are toxic and poisonous and must not be
breathed. Run motorcycle in a well ventilated area where fumes can dissipate

Disassembly
Stock Air Cleaner Removal

1. Disconnect the negative battery cable from the motorcycle and
route it away from any metal parts in the area.

2. Remove the stock air cleaner cover and backplate assembly
following your service manual for the specific year and model bike
you are working on.

3. Remove the throttle body support bracket from the throttle body.

1.Locate the S&S backplate and the three back plate screws.

2.Install the three ¼” X 20 screws.

NOTE: The backplate has interference threads tapped into it so the
screws will thread in with some force.

3.Slide the supplied gasket over the screws.

4. Locate the two ½” X 13 breather bolts and the eight, rubber coated
washers. Put one washer on each breather bolt and pass through
the backplate mounting holes. Install another rubber coated
washer onto each breather bolt.

5. Apply a drop of 243 blue Loctite® to the threads of each screw and
breather bolt.

6. Fit the backplate to the carburetor or throttle body and the
cylinder heads. Start the threads of all the screws and tighten
evenly until the backplate is snug. Keep in mind the air cleaner holds the carb in place.

7. Now that the backplate is positioned, torque the ¼” X 20 fasteners
to 72 in.-lbs.

8. Check between the cylinder head and the backplate for air gaps.

NOTE: A feeler gauge works well for determining the amount of gap,
if any, between the head and the backplate.

9. If a gap less than the thickness of a rubber coated washer is
present, torque the breather bolts down 10 -12 ft.-lbs. If a gap of
more than the thickness of a rubber coated washer is present,
determine how much and select the appropriate number of
rubber coated washers needed to take up the gap.

10. If more than one rubber coated washer is needed between the
head and backplate, back out the breather bolts and install the
correct number of rubber coated washers.

11. Thread the breather bolts in and finish torque breather bolts to
10-12 ft.-lbs.

12. Locate the filter and the two ¼” X 20 flanged
Mini cover fasteners

13. Apply a drop of 243 blue Loctite® to the threads of each ¼” X 20
flanged head screw and set aside.

14. Hold the filter on the backplate and put the filter top plate on top
of the filter making sure that the word “Down” is facing down and
sitting flat on the filter and locked into the groove.

15. Pass the ¼” X 20 flanged head screws through Mini filter
plate, thread in and tighten down evenly until snug and then finish
torque to 72 in.-lbs.

16. Attach an S&S® air cleaner.
Loctite applied to the threads and torque to 10 ft.-lbs.

S&S

Pingel

Suspension Technologies

Today is the 29th Annual International Motorcycle & Scooter Ride To Work Day!

While we all know that this year is somewhat exceptional, the weather in Massachusetts looks promising today – not too hot, not too cold, and not a forecast for rain.

Some of us are still cooped up, either still waiting for that opportunity to come along, working from home, or retired. Whatever your situation, it’s a far better thing to be out on the road, even for just a little while, than sitting in front of the TV or the computer. We hope you find some time today for some wind therapy!

 

If you do ride, please remember that traffic of late is as crazy as the current times. People have gotten used to not seeing too many other vehicles on the roadways, and are regularly taking liberties with speed limits. This means the roadways are far more dangerous for motorcyclists because drivers (including motorcycle riders) have forgotten how to watch for other vehicles and know their required stopping distances, especially at faster than usual speeds.

Whatever your situation and whatever you choose, be safe, but enjoy the ride, smile, and remember to wave to your fellow riders out there! –DOC, Motorcycle Riders Foundation

Edlund Frames Classics from the Masters

The good Doctor Hamster was in a jam recently. We were building a Panhead basket case with a modified stock Knucklehead frame. We had it straightened and fixed by the local master Dr. John. We still weren’t happy and decided to search for a stock Panhead frame. Hell, it was the only way to go.

READ THE ARTICLE ON BIKERNET – CLICK HERE

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by Daniel Patrascu from https://www.autoevolution.com

There are few custom motorcycle garages out there that have created so many projects that they can split them into series. The Germans from Thunderbike are one of those garages, as we’ve kept telling you for the past month or so.

With so many custom motorcycles in Thunderbike’s portfolio – all either Harley-based, or built on a custom frame but powered by a Harley engine – we’ll probably keep talking about them for the rest of June, which here at autoevolution is Two-Wheeler Month.

For today we chose the Torqpedo, a Softail Breakout-based build that is part of the garage’s Racer Series, alongside the TB-R1, and it is described as being the receiver of the full package of custom parts available in Thunderbike’s portfolio.

That means most of the elements on the Torqpedo, from the toppers to the suspension, are of custom design, and were made by either Thunderbike itself, or by third party partners like Dr. Jekill & Mr. Hyde in the case of the exhaust system, or Ingo Kruse when it comes to the paint.

The entire construction of the bike’s body sets it miles apart from the original Breakout, but perhaps the biggest contribution to that distinct look are the huge wheels, with the front one from a collection called Vegas and sized at 23 inches. What’s more, a pulley brake system was fitted so that the view of the wheels is not obstructed by other elements.

With the tank and the tail designed according to the garage to “form an unmistakable racer line,” the Torqpedo is an older project of the shop, but one that like most others shows how much potential Harley motorcycles have when it comes to customization options.

You can see all the modifications made to it in the detailed photos attached in the gallery above. The full list of custom parts used can be found at this link.

by Theron Mohamed from https://www.yahoo.com

Warren Buffett loaned about $300 million to Harley-Davidson during the financial crisis.

“It was the bridge we needed to get us through a rough time,” the motorcycle maker’s finance chief said in 2014.

Buffett’s Berkshire Hathaway probably netted about $150 million in profit from the five-year loan, but could have made more than $1 billion if it had invested $300 million in Harley-Davidson stock over the same period.

“I knew enough to lend them money; I didn’t know enough to buy the equity,” Buffett later explained.

Warren Buffett loaned a little over $300 million to Harley-Davidson in February 2009, when the famous motorcycle maker was reeling from a one-two punch of weaker demand and a cash crunch during the financial crisis.

A few weeks earlier, Harley-Davidson unveiled a three-part plan to weather the downturn: invest in its brand, cut costs, and find the money to cover its financing division’s roughly $1 billion in yearly costs.

The first two elements translated into targeting younger and more diverse riders; closing plants, combining operations, and outsourcing some distribution; and laying off about 1,100 employees or about 12% of its workforce.

However, paralyzed credit markets made it tricky to fulfill the third part of the plan. The company ultimately decided to borrow from its largest shareholder, Davis Selected Advisers, as well as Buffett’s Berkshire Hathaway.

The pair effectively loaned it a combined $600 million for five years at a hefty 15% annual interest rate.

“It was the bridge we needed to get us through a rough time,” Harley-Davidson’s finance chief, John Olin, told Fortune magazine in 2014.

The group needed the cash to continue offering financing to motorcycle dealerships and retail customers, and to keep its production lines humming, Olin continued.

The high-interest loan was its only option to borrow money without giving up a stake in the company, he added.

Buffett struck a bunch of similar deals during the crisis. For example, he invested $5 billion in Goldman Sachs and $3 billion in General Electric in the fall of 2008.

“Credit remained virtually nonexistent,” Alice Schroeder said about that period in “The Snowball: Warren Buffett and the Business of Life.”

“Buffett lent at interest rates that in some instances bordered on usurious.”

The famed investor also showed his ruthlessness by refusing Harley-Davidson’s request to repay its loan early. Berkshire said it was happy with the agreed terms, the company told Fortune.

Buffett likely netted a healthy $150 million in profit from the loan. However, he could have raked in upwards of $1 billion by investing the $300 million in Harley-Davidson stock instead, as its shares more than quadrupled in value between 2009 and 2014.

A shareholder asked Buffett why he opted for debt instead of equity during Berkshire’s annual meeting in 2010.

“I knew enough to lend them money; I didn’t know enough to buy the equity,” the investor replied.

“I kind of like a business where your customers tattoo your name on their chest,” he continued. “But figuring out the economic value of that … I’m not sure even going out and questioning those guys I’d learn much from them.”

Buffett made the loan because he was confident at the time that “a) Harley-Davidson was not going out of business, and that b) 15% was going to look pretty damned attractive.”

Berkshire made “very good money” by making a simple judgement that the company wouldn’t go broke and lending it money, Buffett said at the meeting.

Buying its stock would pose tougher questions such as whether the motorcycle market would shrink or Harley-Davidson’s margins would suffer from the downturn, he added.

Crisis deals such as the Harley-Davidson loan also showed how Berkshire policy of keeping some cash in the bank and never going all in on stocks can pay off handsomely, Buffett argued.

“We felt very good about where that philosophy left us,” he said. “We actually could do things at a time when most people were paralyzed, and we’ll keep running it that way.”

The good Doctor Hamster was in a jam recently. We were building a Panhead basket case with a modified stock Knucklehead frame. We had it straightened and fixed by the local master Dr. John. We still weren’t happy and decided to search for a stock Panhead frame. Hell, it was the only way to go. You can read the Pandemic build stories here: https://www.bikernet.com/pages/pandemic_2020.aspx

Mike Stevenson ran into Kelly Dube at a local event. Kelly worked with Edlund frames, from Sweden and hooked us up with a re-pop stock Panhead Edlund frame. The price was reasonable and the quality exceptional. We were good to go with our project. No more hassles. Kelly is the distributor in the U.S. and later in the article we will mention the exclusive dealer in Arizona.

Here’s the Edlund story:

Better than the original
—
Four generations of blacksmiths. Carl Edlunds great-grandfather founded a forging shop in Älta, Sweden, back in 1935. Then his father took over and made the family name known all around the world. Now it’s Carl himself continuing the legacy of the company known for making, ”The World’s Greatest Replica Frames.”

Frames from Edlund, are almost mythical to a lot of bikers, especially to the veterans. The story started in the suburbs of Stockholm.

Micke Edlund began to build frames in the early 1980s, back then the company was called “Mickes Ramar” and was located in Jönköping. The frames quickly got a good reputation for their excellent quality, especially their cast parts. They were considered to be top world-class according to many bikers.

The frames where so good that demand came from all over the world and Micke decided to meet the market where it was. Sweden was too small, even though he sold 400 frames a year. So, he moved to Los Angeles. At the company’s peak, he sold really well. Even though bike frames were his main business he also built some Drag-Race frames.

An Early Introduction

Carl Edlund, Micke’s son, was introduced to the shop at an early age. “I used to run around dad’s workshop when I was a kid,” said Carl. “I did my first welding joint when I was about four or five years old. It might not have been the best looking one.”

The Biker-bug got Carl at an early age and has never let him go. Although he has developed other interest along the way Carl enjoys riding almost everything with an engine. At this moment he has two bike projects running at the same time, one Chopper and one Bobber. He’s been building bike frames since he was 14 years old.

Original Molds

To this day, Carl uses his dad’s old frame jigs and original molds. “I thought it was possible to make better casting than the original, so I made my own molds in the late eighties,” said Micke. “The price tag for that project was about $70.000 back then. But they turned out really good.” They are still in the shop, and they are the ones Carl uses today, so they have really paid off.”
.

“We send down the molds to a foundry in Vetlanda in Sweden,” Explained Carl.
“We´ve used the same foundry since day-one and they do a great job. When they are done, they send back the molds to us. The molds are mine and I hold on to them tightly. I have to order a batch of 50 parts for it to pay off, and the lead-time is 4-7 weeks. That’s what most people forget when they want a frame; if we do not have any of the cast parts at home we have to cast 50 of them. Then it’s the finishing and that also takes a lot of time. I only want to deliver the absolute best.”

What about the price?

A frame costs around $2400-3500. It varies a bit depending on what you want, but that’s about what they usually cost.

They are available in the United States from two sources, but they currently have only one retail outlet with Highway Choppers in Glendale, AZ. Dave at Highway Choppers is the only full-service US dealer at this time. Edlund chose Highway because of the history (42 years) and Edlunds father sold his first frames to Highway over 30 years ago. What a story to tell.

Tech Questions

1. What engines fit in your frames? (Obviously Pan and Shovel but what else)

“We do “Orginal frames straightleg and bentleg for Evolution engine, said Carl.

2. Do you make Custom Frames

“Yes we do. We do all kinds of custom frames. We make frames for front ends up to 24 inches over,” said Carl.

What’s the rake variety for cast necks?

Knuckle 28,29 and 30 degree necks are available. Original is 30 degrees.
Special necks for custom bike are cast with 34,39,42 and 45 degree necks.

3. Knuckle Frames? (I have enclosed the Highway Choppers order Form)

“Yes, we do the weld frames with 3 different necks,” said Carl

4. VL Frames? Do you make single loop frames?

Not anymore

5. Swing arm frames? Yes or no or maybe?

“Maybe! We made a lot of Edlund swing arm frames back in the days. No one asking anymore. Maybe people don’t know the story,” said Carl.

6. Please let Bikernet readers know some history on your cad/cam ability(s) and your Haas CNC machine. The precision of your components NOW compared to in the past are 2nd to none.

“All the parts for the frames I machine in the workshop, so bought a brand new Haas Umc 750 milling machine,” said Carl.
“It’s a 5-axis machine. I mill all parts for the frames by myself with this thing. I run a 3D program (Mastercam 2020), fantastic result and really small tolerance difference.”

For dealers contact:

EDLUND FRAMES, USA
Carl Edlund
PO BOX 642205, Los Angeles, CA 90064
310 770 4133
Abc123edr@gmail.com

Retail Customers contact:

Dave
Highway Choppers
6723 Glendale Ave
Glendale AZ 85303
180dave@gmail.com

FRAME-Straight LegWish Bone

ENGINE-PanheadShovelheadEVO

NECK-StockDegrees

SIDE CAR LOOPS-YesNo

TOOL BOX MOUNT-YesNo(Welded in place- Yes or No)

Special Request(s):
Zerk Fitting-Size, threads, Location(s), etc- Please be as detailed as possible!
Seat Post Bung (Bottom, etc)
Please sign and date and send to abc123edr@gmail.com

$ Per Frame (Edlund Quote)

xHighway ChoppersDate

Please use this order form for “1 Frame Only!” 5 Frames = 5 order forms

EDLUND FRAMES, USA
Carl Edlund
PO BOX 642205, Los Angeles, CA 90064
310 770 4133
Abc123edr@gmail.com

KNUCKLE FRAME- *Please make your choice(s) regarding a knuckle frame below!

NECK DEGREES-282930(25 NOT AVAIL)

Please circle your choice(s) below.

ENGINE-Knuckle Head

SIDE CAR LOOPS-YesNo

TOOL BOX MOUNT-YesNo(Welded in place- Yes or No)

Special Request(s):
Zerk Fitting-Size, threads, Location(s), etc- Please be as detailed as possible!
Seat Post Bung (Bottom, etc)

Please sign and date and send to abc123edr@gmail.com

$ Per Frame (Edlund Quote)

XDate
Highway Choppers

Please use this order form for “1 Frame Only!” 5 Frames = 5 order forms

Med vänlig hälsning
Carl Edlund

Edlund Smide AB
Trosta 165
195 93 Märsta

08-6448428
070-4445203

www.edlundsmide.se
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