California Customs has built the fine ride you see on this page. The company has a long history of creating one-off customs. They describe it best on their website. Here’s a brief history to give you an idea what they are all about:

CALIFORNIA CUSTOMS WAS ESTABLISHED IN 1991 IN NORTHERN CALIFORNIA. ORIGINALLY KNOWN AS A PERFORMANCE AND CUSTOMIZING SHOP, CALIFORNIA CUSTOMS QUICKLY EXPANDED AND BECAME WELL KNOWN FOR THEIR EXTREMELY HIGH ATTENTION TO DETAIL AND PERSONALIZED CUSTOMER SERVICE. CALIFORNIA CUSTOMS THEN ADDED A LINE OF four MODELS OF CUSTOM BUILT MOTORCYCLE PLATFORMS FOR THEIR CUSTOMERS TO START FROM AND HAVE THEIR OWN CUSTOM MOTORCYCLE BUILT TO THEIR EXACTING SPECS.

WITHIN A FEW YEARS THE FIRST CUSTOM BUILT TOURING MODEL, THE NOMAD CONVERTIBLE RS WAS BORN AS A COLLABORATION BETWEEN CORBIN AND CALIFORNIA CUSTOMS. THIS WAS AND STILL IS THE ONLY TRULY CUSTOM BUILT TOURING MOTORCYCLE WITH REMOVABLE SADDLEBAGS AND FAIRING, THEREBY BECOMING A CONVERTIBLE MOTORCYCLE OR AS SOME HAVE DESCRIBED, TWO MOTORCYCLES IN ONE. THE NEXT STEP WAS DESIGNING RUBBER MOUNTED VERSIONS OF THE MOST POPULAR HIDDEN SHOCK MODELS.

ONCE THOSE WERE DONE WE SET ABOUT LOOKING FOR NEW STYLES TO DESIGN. THE RIGID FRAME MODELS WERE STARTING TO MAKE A COMEBACK SO THE VIOLATOR SERIES OF BIKES WAS BORN. NEXT WAS DESIGNING A LINE OF CHOPPERS THAT COULD BE RIDDEN ON A DAILY BASIS. THE CHOPPERZ WERE BORN. WE ALSO ADDED WIDE TIRES TO THE MIX SO WE CURRENTLY HAVE WIDE TIRE MODELS IN HIDDEN SHOCK, RUBBER MOUNT, RIGID AND CHOPPER FRAMES.

OUR GENERAL PHILOSOPHY IS TO TREAT EVERY BIKE BUILD AS IF IT WERE A TRUE ONE OFF BUILD. WE DON'T DO COOKIE CUTTER PRODUCTION BIKES; OUR GOAL IS TO BUILD CUSTOM, HANDMADE MOTORCYCLES FOR PEOPLE TO RIDE AND FOR AN AFFORDABLE PRICE. OUR SPECIALTY IS OLD S'COOL STYLE BIKES WITH MODERN TECHNOLOGY.

This bike is a beauty that California Customs has designed to resemble the Frisco themed choppers of days past with today’s technological advantages. The list of parts that make up this bike are listed at the end of this article as well as their website: www.calcustom.com.

Tim Granger, a contractor for the U.S. government, contacted the guys at Cal Customs requesting an old school ride that would kick ass and take names. He wanted an American machine that would let the world know who was in charge no matter what continent he decided to ride in. Having Harleys in the past, his last being a Dyna Glide, Tim knew he wanted a Harley based bike, but one built specifically for him.

Cal Customs makes the entire bike to your exact measurements to include the rake and stretch. You pick the bars, pegs, seat, and even the paint job. You basically get the bike of your dreams built specifically for you!

This bike started out a very different bike than what you see here. She was originally supposed to have a blue paintjob with flames on her to name a few differences. Tim changed his mind several times during the build process, and the guys at Cal Customs finished the bike to exactly his specs. While some of the newer celebrities out there build what they want and charge you a mortgage sized fee. Cal Customs builds one hell of a bike exactly the way you design it. Give them a call at 1-888-707-CUSTOM. They will be glad to build you a slick ride just like this Frisco based chopper.

Tell them Bikernet sent ya!

CALIFORNIA CUSTOMS SPEC CHART

Owner: Tim Granger
City/State: Lancaster, CA
Builder: California Customs, 650-254-0963
City/state: Mountain View, CA
Fabrication: California Customs
Manufacturing: California Customs
Welding: California Customs

Engine

Year: 2005
Make: S&S
Model: Shovelhead
Displacement: 93 Cubic inches
Builder or Rebuilder: S&S
Cases: S&S
Case finish: Cast
Barrels: S&S
Pistons: S&S
Barrel finish:Black
Lower end: S&S
Rods: S&S
Heads: S&S
Head finish: Cast
Valves and springs: S&S
Pushrods: S&S
Cams: S&S
Lifters: S&S
Carburetion: S&S Super E

Transmission

Year: 2005
Make: Prowler
Gear configuration: 6 speed
Final drive: Cahin
Primary: BDL 3″ open
Clutch: BDL

Frame

Year: 2005
Make: California Customs
Style or Model: Frisco rigid
Stretch: 4 up, 4 out
Rake: 38 degrees

Front End

Make: Redneck
Model: springer
Year: 2005
Length: long
Mods: powdercoated and chrome

Sheet metal

Tanks: California Customs
Fenders: California Customs
Oil tank: Exile round

Paint

Sheet metal: Daneen Bronson
Molding: None
Base coat: Matte black
Graphics: Betty page murals and pinstriping
Frame: Powdercoated matte black

Pinstriping: Daneen Bronson

Wheels

Front
Size:21 x 2.15
Brake calipers: PM
Brake rotor(s): Polished vented
Tire: Avon

Rear
Size: 18 x 5.5
Brake calipers: PM
Brake rotor 11.5 polished vented
Pulley: sprocket
Tire: Avon

Controls

Foot controls: Set up for suicide shift with foot clutch
Finish: Chrome
Master cylinder:
Brake lines: Goodridge
Handlebar controls: PM
Finish: polished
Clutch Cable: Custom for foot clutch
Brake Lines Goodridge

Electrical

Ignition: Compu-Fire
Coils: Spyke
Wiring California Customs
Headlight: Chrome
Taillight: Sidemount
Accessory lights: None

What's Left

Seat: Custom Corbin
Pipes: Shotguns
Mufflers: None
Exhaust finish: Chrome
Gas caps: Flush mount
Handlebars: 10″ apes
Grips: black
Fuel Lines:
Throttle: Internal throttle
Throttle cables: Hidden

Specialty items:Custom made hand shifter for suicide shift

WAIT, THERE'S MORE–TACKY GLOVES FROM CALIFORNIA CUSTOMS

California Customs, long time innovators in the custom motorcycle industry, have designed and the most unique riding gloves on the market today. Tacky Gloves have been designed for rider comfort by using a patented tacky palm and finger section to allow for a better grip with less hand pressure. This means less rider fatigue and more control, even in wet weather.

The gloves are also machine washable to restore the gripping surface. In addition to being highly innovative and practical they are also stylish. They are available in several different patterns to match any riders' personality.

For more information see our web site at www.calcustom.com or call California Customs at 650-254-0963.

She could be the girl on the tank?

It was a cold and rainy Ohio afternoon and Old School Jeff, a Sucker Punch Sally partner, was dreaming up his next bike. It had to outdo the bikes he’d built before, represent the company, and it had to be ride-able. Jeff’s deadline, to have the bike finished by the Big, V-twin expo, but distractions at the Sucker Punch shop threatened to burn time. Since Jeff and his partner Donny formed Sucker Punch almost two years ago, Jeff mocked up their manufactured bikes one-after-another in a stupor. Ya see, they don’t crank out models. Every scooter is a one-off creation.

So in between SPS bikes, and few specialty custom bikes, he burnt his creative candle at both ends. “He outdid himself every time,” Ken Conte a SPS staffer said recently. “Everytime he attemped to build himself a ride it got sold before he had a chance to break it in.” This time it was going to be different. He wanted to build a piece of class for the show and Daytona with SPS traditional old school flavor and some modern bling. Jeff is known for working enough hours and the effort of two people, but it’s still his labor of love, his addiction, his hobby and his art.

He is a third generation biker and was fed 50-weight from a bottle as a baby.

Jeff’s pappy.

Jeff knew he wanted a satin finish on the bike, so he called up the guys at Black Bike and ordered a 21-inch spoker for up front and a 17×7 for the back, both satin polished aluminum. He was sure there was a frame lying around the shop, and there was. A classic, rare, straight-leg frame from ’56 or ’57, but it was just too damn narrow in the back to fit the wide 7-inch rim, so he hacked it apart and spread those shapely legs. He wanted to use a Sucker Punch, H-Bomb oil-bag but had never done one in gloss black. This bike was going to be different.

He gave Donny a Shovelhead motor he found in a barn and asked him to freshen it up a bit. Donny rebuilt the entire motor and bored it out to 80-inches. To stick with the aluminum idea, Jeff called Bossley's Cycle and asked them to make a classic aluminum, peanut tank. Once he got it he decided to do some mods, so he centered the gas cap and made the tunnel deeper.

He knew he wanted a front brake, but that would mean mastering some engineering in order to use the V-Twin, Springer reproduction. He got it handled, put a PM brake front and back, and machined the axle up front. While he was at the lathe, he decided to make some cool, brass foot and shifter pegs. The engine would be mated to a Midwest, four-speed he had lying around, and connected with a BDL, open primary.

Once he had everything mocked up, the betting began. Jeff said he wasn’t going to sell the bike until fall; it was January. The crew, at the shop, bet he couldn’t hang onto it. Jeff and Donny have a problem most builders would kill for, they can’t seem to hold on to any of their bikes after they put them on the Web site.

As soon as the paint came back and it started to really take shape, the stakes got higher. There was no way he could hold on to such a sharp-looking bike, the silver frame with a flamed tank, and that gloss black oil bag. Tension grew, the odds were jacked.

The bike made it to the V-Twin expo and was featured in the House of Kolor booth, and a few pictures made it to Sucker Punch Web site. Jeff’s wife, Bev, who handle web maintenance, jokingly named it “Shovel Love” without anyone at the shop knowing it. They kept getting calls about a bike called “Shovel Love” and no one knew what the hell was going on. Finally someone on staff checked the Web site, and the ribbing and teasing hasn’t stopped since. No self-respecting biker can put “love” in a bike name, so officially this is Old School Jeff’s Flamed Shovel. That’s bullshit and everyone knows it. You can see the love in every component and in Jeff’s eyes whenever he straddles her.

BIKERNET SPEC CHART FOR SPS

Owner: Jeff Cochran, Sucker Punch Sally’s
City/State: Miamitown, Ohio
Builder: Jeff
Company contact info: www.suckerpunchsallys.com
Fabrication: Jeff
Manufacturing Time: Three weeks
Welding: Jeff
Machining: Jeff

Engine

Year: This one
Make: H-D
Model: Barn Shovel
Displacement:80 cubic inches
Builder or Rebuilder: Donny Loos
Cases: S&S
Case finish: polished
Barrels: S
Pistons: S&S
Barrel finish: black paint
Lower end: S&S
Rods: S&S
Heads: S&S
Head finish: polished aluminum
Valves and springs: S&S
Pushrods: adjustable
Cams: S&S
Lifters: Solids
Carburetion: S&S super E
Other: chrome velocity stack

Transmission

Year: ’05
Make: Midwest
Gear configuration: 4-speed
Final drive: chain
Primary: BDL
Clutch: BDL
case finish: polished

Frame

Year: 1956
Make: H-D
Style or Model: straightleg
Stretch: nope
Rake: stock
Modifications: trimmed and powered

Front End

Make: aftermarket
Model: H-D replica
Year: 1948
Length: stock
Mods: chromed

Sheet metal

Tanks: Bossley aluminum modified by Jeff
Fenders: Jeff modified Yaffe
Fender struts: Jeff
Oil tank: H-Bomb by SPS
Other: no front fender

Paint

Sheet metal: Brandon Armstrong
Molding: Brandon Armstrong
Base coat: black
Graphics: Brandon flames
Frame: Silver by Brandon

Wheels

Front
Make: Black Bike
Size: 21-inch
Brake calipers: Performance Machine
Brake rotor(s): Performance Machine
Tire: Avon

Rear
Make: Black Bike
Size: 17/7/200
Brake calipers: Performance Machine
Brake rotor: Performance Machine
Pulley: Custom Chrome Sprocket
Tire: 200 Avon

Controls

Foot controls:
Finish:
Master cylinder:
Brake lines:
Handlebar controls: Performance Machine
Finish: chrome
Clutch Cable: brass rod to suicide clutch
Brake Lines: braided

Electrical

Ignition: kick
Regulator: Compu-Fire
Charging: Compu-Fire
Wiring: Jeff
Headlight: 4.5-inch mini
Taillight: Cateye

What’s Left

Seat: SPS/Dave Theobald
Pipes: Jeff, stainless
Mufflers: none
Exhaust finish: stainless
Handlebars: Apes
Grips: yep
Pegs: Brass by Jeff
Oil filter: spin-on BDL
Oil cooler: nope
Oil lines: rubber hose

Comments: Built in 3 weeks for Daytona. Jeff says he will keep it until fall we all have bets he will sell it before hand. Jeff took an old straight leg frames and widened it so he could shove a 200 tire out back, all brass was turned by Jeff, motor was rebuilt by Donny Loos it was found in a bran and completely done over. Exhaust are Stainless that was bent and welded by Jeff, had to change handlebars for Daytona then put the apes back on when they got back home

Portrait by Sara Liberte

I met Johnny Chop when he was working at Chica’s shop in Huntington Beach. I pulled up in my old Ford Police Interceptor on air bags with straight pipes, laid it down hard and back-rapped the pipes. It made one Hell of a loud thud when it’s frame rails slammed the cement slab. Johnny looked up with a smile and after introductions, we talked about our love for old cars that ride real low. He told me of his old flat black Chrysler Imperial he’d slammed hard. It was good to meet someone else who liked to cut up anything he could get his hands on.

A fellow Mopar freak, I told Johnny about “Jesus Chrysler” my ’64 Chrysler 300K lead sled David Mann had designed the graphics for in one of his Easyriders centerfold paintings. From there we walked into Chica’s shop and Johnny showed me some of the projects he was working on. It was amazing to see what Johnny could do with a chunk of steel or a piece of aluminum. Soon afterwards Johnny and I talked about painting motorcycles; It was neat to learn at one point we had both spent some time custom painting bikes.

For Sturgis ’04, “Clean” Dean, Beatnik and I rode up together. We spent Tuesday at Michael Lichter’s show at the Journey Museum in Rapid City. Towards the end of the day the three of us decided we’d return to Sturgis when we ran into Johnny and Chica. The five of us were standing outside in the parking lot talking when the crew from OCC rode up on their “choppers.” I guess the spectacle of these famous TV guys rolling up in front of us was just too surreal. Beatnik was the first one to scatter, Johnny and Chica hauled ass for the sanctity of the museum’s front doors… Dean and I didn’t waste any time getting to our bikes either.

Almost four weeks ago to the day before Johnny checked in to the hospital, we were behind his shop laughing about how the five of us had reacted to seeing the OCC guys. I shot these photos of Johnny with the Hard Rock bike on February 26, 2006.

Johnny hand formed the Hard Rock’s aluminum gas tank. He constructed it from several pieces he broke (bent) in the middle and then TIG welded together. Afterwards he ground the welds then sent it out for polishing. I forget how long he told me he had to build the bike, but I know he had hardly any time to assemble it. This tank has a few places where the polisher blew through the welds. There was no time left so Johnny had to send the bike off to the Seminole Hard Rock Roadhouse Tour as is. The day of the shoot, he said he was going to patch it up in the near future.

The primary was another area the Hard Rock had to leave for the Roadhouse Tour incomplete. Johnny said he had just a few things to dial in on it before it was finished. Forget the usual hype about “old school” this and “new-age” that… Just enjoy Johnny Chop’s super clean style.

Johnny’s puppy is named Louie. The little guy is smart as a whip and he minded Johnny real well. He ran everywhere in the shop right behind Johnny, it was cute as Hell.

Johnny never got to see this photograph with Louie.

The last time I saw Johnny was at Top Shelf Customs in Huntington Beach (Feb 28—Johnny passed March 28, 2006). It was on the Tuesday right after the Sunday I shot his two bikes. He told me he had delivered the roller he was working on to his customer in San Diego on Monday. Barry was out of the shop so Johnny and I hung out with Al and shot the shit while we were checking out some project bikes. Johnny made a comment about how the rear brake setups were handled.

His remarks illustrated how good his eye for detail was and his impressive knowledge of how things work. After a while and no Barry, Johnny and I headed back out into the rain to our trucks. Half way there we stopped and talked about “Clean” Dean assigning me to write the feature on “Kill Yourself” his roommate Gabe’s bike. The subject moved on to his bike being shot for Easyriders at the same time. We started talking about how it would be neat if I could write the feature for Easyriders on his bike. We’d planned on getting right next to the bike and going over what he’d done to it part-by-part.

As I pulled out of Top Shelf Customs parking lot I called Dave Nichols, ER Editor, at home and asked him if I could write Johnny’s bike feature, Dave said he thought it was fine idea.

It shouldn’t be too long before Johnny’s tech sheet arrives in the mail. It’s a shame things turned out this way. I didn’t really know Johnny all that well, but every time our paths crossed my appreciation for him grew.

I spoke with Barry LaCour at Top Shelf Customs today (3/29/06) he’s known Johnny a lot longer than I have and I think he hit it right on the head when he said Johnny Chop was a genuine person.

— John Gilbert

Bandit,

I've been meaning to write this story for at least 2 months. I finally got off my dead ass and got it done this evening. I made an attempt at the proper coding for the website. Hopefully, you won't have to do a ton of “fixin” to it. My uncle restored a 1940 Indian. I'm attaching the story and a few of the pictures I have of it. I have more pictures if you want them, but these were the ones I thought told the story. All I ask is that you make sure you use the one with him in it. He has emphysema and has come close to losing the battle the last few weeks.

By the way, I made the pictures I'm sending lo-res. If you need them in a higher resolution, just let me know. Thanks for getting his story out there to the biker masses that care.

Chuck
criddle123@earthlink.net

This is a story I’ve been sitting on too long. I left Texas at the end of January and used the trip to Virginia as an excuse to stop in and visit family in Alabama. One of my ulterior motives was to snap some pictures of a motorcycle my uncle restored and interview him for this story. That was almost two months ago and I’m just now getting around to writing it. Oh well, better late than never. It’s a story I know will be appreciated by the readers at Bikernet.

It may not be the World’s Fastest Indian, but it might be the World’s Most Loved Indian.

Sometime back in the late 1960’s or early 1970’s (I don’t think anyone remembers exactly when) my Uncle Leroy got a call from an old friend who told him; “If you want this thing come get it out of my way.” The thing he was referencing was a 1940 Indian that was being stored in pieces in his barn. When I say in pieces, that’s exactly what I mean.

They carried five-gallon buckets loaded with parts and transported them to my uncle’s farm. But, that’s not really where the story begins.

The original owner was Robert Riebeling. He bought the bike new in 1940 for $300 and went off to war shortly after. Robert came home from the war and like my Uncle Leroy eventually wound up living in Baldwin County Alabama. That’s where Uncle Leroy remembers seeing Robert riding around on the bike. He was just a kid, but he can remember pestering Robert to let him ride the bike even way back then. Over time, the pestering became, “Let me buy the bike.”

Robert enjoyed the bike for years and ultimately broke it down and stored the pieces in his barn with every intention of restoring it one day. As life can do sometimes, time slipped away and Robert never got around to the restoration. Eventually, he made that call to Uncle Leroy.

Payment for the bike was an assurance that once it was restored Robert would get to ride it again.

The bike, or should I say the pieces, sat in Uncle Leroy’s garage another 20 years or so. And, just like Robert’s son remembers, my cousin Ray can recall playing on the frame as it sat in the barn. Finally, around 1992, the rebuild started. For the next 10-plus years, the magnificent Indian moseyed its way back to life, and what a glorious resurrection it has been.

Like most restorations, it was a labor of love from a multitude of sources. There’s a network out there in the world of Indian enthusiasts who know where parts, knowledge and ideas exist. The problem is finding and tapping into that network. Uncle Leroy figures he probably spent a good chunk of the first 5 years just finding out who knew what and how to contact them. Once he figured out the network things began to happen. Not that there weren’t some significant challenges.

For example, Uncle Leroy stored the engine parts in buckets filled with diesel fuel. The idea was to keep them from rusting and deteriorating. Makes sense to me, but apparently over the years the diesel actually seeped into the metal. The guy who rebuilt the engine spent hours baking the diesel out of the heads. Uncle Leroy rebuilt the transmission at least a half a dozen times. When he needed help with a part, he would fax a hand-drawn picture to his various sources to find out where it went.

It seems none of the parts books for a 1940 Indian had pictures.

If he couldn’t find a piece he needed, he’d hand draw it and have it machined. To turn the engine over originally, he hooked the kick start up to his lawn mower axle and used it to turn the kick start, adding a plug as it moved forward until it eventually fired up.

He spent hundreds of man hours rebuilding the speedometer. The original plan was to replace it, but when a replacement couldn’t be found, he pulled out the book (after searching all over the United States and Canada to find one) and rebuilt it himself.

He simply disassembled it into the thousands of tiny screws, springs and other parts and put it all back together again.

That process took about a year and half by itself.

He reversed the original position of the clutch and shifter from the right side to the left and moved the throttle to the right. He just couldn’t imagine riding it in the original position.

The original color was a hunter green, but they didn’t discover that until after it was repainted. So my cousin, Ron Roberts, did the paint job on it in the 1946 color, kind of cream-like. He’s a talented painter who’s worked with Bubba Blackwell on his stunt bikes. One of these days I need to send him the skins off my Fatboy and have him give me a nice custom paint job. Problem is: I ride that Fatboy all the time. I need a second set of skins!

Maybe I’m biased because he’s my uncle and I love him, but I think he did an incredible job. Here’s the rub. Robert passed away before he could collect on that payment of a ride on the restored bike. Uncle Leroy has been gallantly battling emphysema and it has him hooked to an oxygen tank and in a wheel chair. Luckily, Ray has been able to fire it up and give it a good blowing out, but the two guys who loved her the most haven’t had the chance. I can only hope that God has one heck of a ride planned for them when they get to heaven.

For a guy like me, who’s actually drawn blood changing a headlight, I’m amazed when someone can rebuild something as beautiful as this bike and it actually runs. The level of patience and devotion that goes into this type of restoration is something that my generation can’t understand.

Thank you Uncle Leroy, for making the effort to bring this old beauty to life.

May God bless you and keep you in the palm of His hand. Know that there are hundreds, if not thousands, of us out here who appreciate your commitment to keeping a legend alive.

If you want more details on the bike, please feel free to contact me at criddle123@earthlink.net and I’ll see what I can do to get you more info.

The Carlini name took hold in 1969 in Detroit when Tony had a small shop and worked his ass off to build a wild name in the industry. The crazed psychedelic Italian from the tough motor city streets made a name for himself quick. He became a Hamster, moved to Laguna Beach, California, designed the Carlini Torque Arm, tank/paint savers and dealt in exotic cars. A work-alcoholic he pushed his son, T.J., to keep up from the moment he was able to push a broom.

“I grew up in a rich neighborhood,” TJ said, “but Dad taught me middleclass work ethic from the first moment I strolled into the shop and he kicked my ass.” Tony Carlini passed on to the metal flake gods in the sky five years ago, and for the last decade his son has been working at the every level of the company. “I worked for my dad, as his little soldier, snorting polishing dust until I couldn’t stand it,” TJ said. “I quit him and went to work for my mom. She handled the books.”

The Carlini design team is now up to 100 part numbers. “The public runs the company,” Tony said. “Customers tell me what they want and we design it.

His dad built this bike years after the Black Bart Honda Four he built in the ‘70s and it was featured in Easyriders while I was the editor. He also designed and built the Studebaker to match. TJ rebuilt both vehicles as a tribute to his father’s spirit. TJ jumped back into the shop when his dad was diagnosed with prostrate cancer and stayed.

TJ also had quirky teenage years through his father’s customers, like Dennis Rodman, Michael Jordon and Hulk Hogan. He was hauled, first class, high class and no class from front row basketball court seats onto private jets. “Willie G. came to my dad’s garage and taught me design,” TJ said. “Dennis taught me the evil side of money, the streets and fame. Hulk Hogan gave me his National Championship Wrestling Belt. He taught me about working out, having class and how to be humble.”

The first product TJ designed after his dad passed away was his Clean Sweep Handlebars. He’s kept the Carlini flame alive and has plans for numerous other products mostly revolving around stock Harleys and metric cruisers. Watch as we cover more of the Carlini history and future growth.

TJ with his hardworking wife and helper.

General

Owner: Tony Carlini
City/State: Newport Beach, California
Builder: Carlini Design
City/state: Santa Ana, California
Web site: http://www.carlinidesign.com/
Fabrication: Carlini Jr. Frank Hanrahan, tracy Spencer

The original Black Bart, Honda Four, built in the ‘70s.

Engine

Year: 1993
Make: H-D
Model: Dyna
Displacement: 80 cubic inches
Builder or Rebuilder: Hal’s H-D
Cases: H-D
Case finish: Powder black between fins and polish
Cams: Redshift 575

The original Honda Tank art.

Transmission

Year: 1993
Make: Evo
Gear configuration: 5-Speed

Frame

Year:1993
Make: H-D
Style or Model: Dyna
Stretch: 2.5 inches out, 3 inches up
Rake: 36 degrees
Modifications: smoothed

Front End

Make: H-D
Model: Dyna Wide Glide
Year: 1993
Length: 8-over
Mods: Carlini tooled lower legs

Sheet metal

Tanks: Carlini/Palmer
Fenders: Carlini

Paint

Sheet metal: Carlini
Molding: Morris
Base coat: Byron
Graphics: Carlini

Wheels

Front
Make: spokes
Size: 21-inch
Brake calipers: Performance Machine
Brake rotor(s): Performance Machine
Tire: Metzeler 90/90/21

Rear
Make: spokes
Size: 16-inch
Brake calipers: Performance Machine
Brake rotor: Performance Machine
Pulley: Custom Chrome
Tire: Avon

Controls

Foot controls: Performance Machine
Finish: Chrome
Master cylinder: Peformance Machine
Brake lines: Custom Chrome
Handlebar controls: Peformance Machine
Finish: Chrome
Clutch Cable: Custom Chrome
Brake Lines: Custom Chrome

Electrical

Ignition: Custom Chrome
Headlight: Carlini
Taillight: Carlini

What’s Left

Seat: Carlini/Mauricio
Pipes: Modified Ness
Exhaust finish: High Temp Black
Gas caps: Carlini Paint savers
Handlebars: Carlini Lowdowns
Grips: Carlini
Pegs: Performance Machine
Oil filter: H-D

Credits:The construction of Black Bart was a team effort. I’m very fortunate to have worked with such a talented crew. Thanx, TJ

Editor's Note: You've seen the “American Iron” feature. Chris Maida, the editor, asked us to reshoot it, but we kept the original shots near the Wilmington, Califa, Port of Los Angeles rail road tracks. Just happened that a train rolled past in the middle of the shoot. Enjoy.–Bandit

I just did the Old School bit and rode this bike to Sturgis on our Bikernet.com 2005 run from the West Coast.

I cottoned to the pure machine marquee. I didn’t plan to paint it at all, unless absolutely necessary. I wanted to leave most components unblemished metals and incorporate as many iron types (for color) into the mix as possible. I wanted this mess to contain brass, copper, aluminum, steel, and stainless. Of course the steel corrosion dilemma dictated that we use some powder coating for a protective seal. The front end came in black to avoid chrome, so I supplemented the bike with a few additional black pieces, but the frame and some others were powdered to mimic a copper patina. Some aluminum parts were clear coated to prevent complete dulling and afford an acceptable pin striping surface. Some brushwork was applied.

It started with a Shovel engine that a brother gave me with a title. I loaned him a bike when he was down. Due to family illness he was forced to sell everything. There’s nothing better than an engine with a title. I took it from there and ordered a Paughco classic frame to fit me and handle like a midnight dream. Too many choppers today look good but don’t handle worth a damn. I wanted a bike to fit, handle well on freeways, yet be light in city traffic and parking lots. I spoke to Ron Paugh at Paughco and they built me a 4-inch up, 3-inch out, 35-degree raked rigid, wide enough to handle a 180 tire.

I don’t care for wide tire, fat-assed, beachball monsters. I decided to set my limit at 180 and run an O-ring chain for the traditional look. I stuck with a Paughco front end to top off the chassis. It’s one of their new tapered leg springers, 9-inches over with three degrees of rake in the trees. It worked out to be almost 5 inches of trail and handled as light as a dirt bike.

Hand made brass alternator plug holder.

The engine had early stock heads, House of Horsepower cases and was a 105-inch stroker, too much for a rigid chassis. I wanted this bike to last, be a beater, but not be a dog. I contacted friends at S&S and they suggested 93 inches of street power for a balanced, reliable drive train. The stroke was reduced to 4.5 inch with 3 5/8 inch bore. The bike is fast but not a vibrating monster. I also spoke to Lee Chaffin at Mikuni and he suggested a 42mm, flat slide, Mikuni carb. “It will give you sharp throttle response,” he said. If I planned to run the Shovel on the salt flats he would have suggested a 45 mm venturi.

I have a couple of codes when it comes to building choppers. I like to keep them as simple as possible. On the other hand I like an oil cooler and filter to keep the drive train alive. I came across a system that bolted to the front motormount and doubled as a cooler while holding a spin-on filter (Rohm billet oil cooler mount). It was perfect. Other chopper codes include having enough taillight to prevent being run-over and enough gas to take you 100 miles before you hit reserve, or you’re looking for gas stations constantly. In this case I nearly broke the code a couple of times.

Here’s that cool oil filter/cooler mount.

The Sportster gas tank originated on the verge of being beneath the acceptable fuel capacity, 1.75 gallons. It was an old Aluminum XR 750 race tank that we heavily modified. Get this: Some aluminum tanks are against the code, they’re too weak, notorious leakers. I broke the unwritten rule because it was a factory tank—cool right? Not so. “They broke during flat track races,” Berry Wardlaw, the Boss of Accurate Engineering, said at dinner in Deadwood, South Dakota, after I welded it twice on the way to Sturgis. “They ain’t worth the powder to blow ‘em to hell.”

I put more work into that tank than the Martin Brothers pour into a set of one-off artistic sheet metal. First I added additional rubber mounted bungs to the base of the tank for added support, since I didn’t on the last Sturgis rigid. It broke twice. Because the tank would reside on a severe angle we moved the petcock to the rear, also for more fuel capacity. We drilled the tunnel and welded in a plate to allow the entire center section to augment petrol storage. Then I installed a Crime Scene speedster cap for an old school hot rod appearance.

Kent from lucky Devil Metal Works in Houston supported the aluminum theme by hand fabricating an aluminum fender to match the tank, front and rear. We scrapped the front job.

Back to the code. Remember the taillights, so a semi will at least recognize that it’s a motorcycle under his rip-roaring wheels. This is a tough one for me. I like the minimalist approach, but endeavor for some level of survival. The crew at Eye Candy Custom Cycles (.com) developed this hot looking, side-mount ’59 Cadillac taillight. I thought it was the cat’s paw and that I could mount it to glow through to both sides. I installed it to the BDL inner primary, so close and tight to the frame that no one could see it. I broke the code.

I also grappled with some elements of the wiring, but it worked out fine—that’s another story. I’ve been tinkering with bikes for 30 years, yet learned a tremendous amount with this build.

The bike continued to roll together like a dream with the Kraft Tech oil bag, hard copper oil lines, the Lucky Devil sprung seat and 5-speed Rev Tech Transmission. The wheels were Custom Chrome aluminum rims, stainless spokes and chromed steel hubs. This was the first time I ever used Brembo brakes, no problem and I’ve worked with Joker Machine controls for the last five years.

Let’s focus on mistakes I made, so you won’t make them in the future. The hard lines were cool, but I could have installed rubber hose and been finished in a half hour. Plus, since the Kraft Tech, round oil bag, was rubber mounted and the hard lines solid, the street vibration fucked with them and they cracked. I needed vibration resistant furrels. Let’s stick with the oil bag. It’s cool, solid and bolted right up, but battery choice is critical. There was very little space between the battery terminals and the frame. Ultimately, a Bikernet babe was called to the front, to stitch a rubber protective cushion to prevent shorts. That’s too close for everyday comfort.

I broke in the bike using the Eddie Trotta formula for success, but missed one element, high-speed interstate travel. If I had put a few miles on the bike at 80 mph, which is against the break-in code, of 55 or less, I would have noticed the severe gearing. That’s where I went wrong. I started with a JIMS 6-speed and stock gearing. Then I discovered that the new Starter system from Compufire, that runs off the engine, wouldn’t be available for Sturgis, so I had to punt. I mounted the Dyna coils under the oil tank, which prevented a standard Compu-fire starter from being installed quick. A kicker was the answer. It fit with my hand made exhaust system using modified Samson mufflers, but I was forced to shift back to a Rev Tech 5-Speed transmission, because I needed the kicker. I should have considered a gear change at that point, but didn’t.

So what happened on the 1500-mile trek to the Badlands? The bike ran like a raped ape, strong and true. The handling was superb, everything remained in place except for the bullshit running lights I attempted to use for more visibility. They vibrated, spun, popped the bulbs and tore at the wires running through the fender rails. The ragged glitch in the road was the gearing. I ultimately replaced the running lights with these no-count reflectors and a H-D teardrop turnsignal under the right muffler.

Draining gas at first breakdown location, alongside the 10 freeway.

The bike clocked 300 miles before I left town. Another 200 miles down the road toward Arizona, it had the mileage numbers to afford me enough break-in miles to drop the hammer and let her fly. At 90 mph I peeled past big rigs on Interstate10 heading out of the vast Los Angeles plague of concrete and stucco homes reaching dangerously close to the Arizona border. Crossing the state line, into the helmet-free state, I felt relieved to experience 100 degrees in the open desert flying toward Phoenix, another blight of concrete and southwestern architecture. I sensed the buzz in the frame and handlebar grips through Custom Cycle Engineering rubber mounted risers. The Shovel was over-revving and I needed that 6th gear release from extensive vibration, but I kept pushing for the love of speed, a light 520-pound, 93-inch chopper can deliver. She sliced the open road like a high-speed rotary knife through French bread.

I was beginning to buzz my feet off the Joker Machine pegs and adjusted them at the next stop. Rubber inserts on rigid pegs are mandatory, but I flaunted that rule with impunity. Just 60 miles out of Phoenix with the temps cresting 104 degrees and our group, of a half dozen, barreling along at over 90, the Sturgis Shovel quit, pure dead in the fast lane. I reached for the plug wires, then the ignition key that hovered less than a ½-inch from the whirling BDL belt drive. Better not go there, I thought as I signaled to lean right into the slow lane then onto the rough texture of the emergency lane where my baby came to a stop. That’s when I noticed the terrible, over-flowing gas leak at the back of the tank, all over the rear head.

As if the devil knew, one more mile and I would burst into flames in the middle of the searing desert. He flipped my ignition off. I never found an electrical problem or mechanical woe. She turned herself off because the vibration had taken its toll on the aluminum tank.

Loading the chopper in the desert for the repair run to Phoenix.

The next morning I was back on the road after Nick and Charlie at Custom Performance, (Turbo builders for Harleys, in Phoenix), had my tank rewelded and Nick recommended larger, softer rubber mounts. We were back on the road, where I took care of the beast for the rest of the run to Sturgis (kept my speed down), or until I could change the gearing. As it turned out, as I pulled into Deadwood, gas dripped onto that rear plug again. Bad news. There are codes and builders who know which ones can be broken—none. You can check the entire Sturgis Shovel Project build in our Bikernet Tech Department. The tank was repaired in Rapid City, but just two weeks ago I was forced to have it welded for the third time in Los Angeles. When will I learn?

Ride Forever,

–Bandit

Sturgis Shovel Tech Sheet

Owner: K. Randall “Bandit” Ball
Home: Wilmington, California
Builder: Bikernet.com
Year/model: 1956 Sturgis Shovel
Time to Build: 9 months
Color: Shit brown

Engine/Transmission

Year/Model: 2005 S&S
Builder: Richard Kransler, Phil’s Speed Shop, and S&S
Displacement: 93 inches
Cases: House of Horsepower
Flywheels: S&S side-winder
Balancing: S&S, 1300 Bob weight
Connecting rods: S&S
Cylinders: S&S with longer skirts
Pistons: S&S forged, 8.2:1 compression
Heads: 1966 Shovelhead by Phil’s Speed
Cam: S&S
Valves: Black Diamond
Rockers: S&S rollers
Lifters: Custom Chrome
Pushrods: Custom Chrome

Carb: 42 mm Mikuni
Air Cleaner: Fantasy in Iron

Exhaust: Bandit and Samson
Ignition: Compu-fire, single fire
Charging: Compu-fire
Oil Pump: S&S

Transmission

Year/model: 2005 Rev Tech, 5-speed with kicker
Case: Rev Tech
Gears: Rev Tech
Clutch: BDL
Primary Drive: BDL open belt
Kick Starter: Rev Tech

Chassis

Frame: Paughco Chopper
Rake: 35 degrees
Stretch: 3-out, 4-up
Front Forks: Paughco tapered-leg springer
Swingarm: none
Rear shocks: nope

Front Wheel: 21-inch Custom Chrome
Rear Wheel: 18-inch Custom Chrome
Front Brake: Brembo Caliper and Springer Bracket
Rear Brake: Brembo Caliper and Softail Bracket
Front Tire: 21 Avon
Rear Tire: 18/180 Avon Venom
Rear Fender: Kent Weeks
Fender struts: Bandit

Headlight: Custom Chrome
Taillight: Eye Candy Custom Cycles
Fuel Tank: Aluminum 750 XR
Oil Tank: Kraft Tech
Handlebars: Custom Chrome narrowed
Risers: Custom Cycle Engineering dog bones
Seat: Lucky Devil Metal Works
License Bracket: Eye Candy Custom Cycles
Handlebar controls: Joker Machine
Foot Controls: Joker Machine

Gotta honor my bike feature with a Redhead!

I interviewed Brad, the Exile employee who built this bike, and my mind was torn in a flurry of misdirected thoughts. I rode to Harold’s Bar and stumbled through the door into the dank biker saloon. “Sheila, I’m becalmed is a sea of treachery,” I slurred. “I need a pot of rum to fill my sails.”

She spun in my direction, her blue eyes shooting Coast Guard flares in my direction. I had a shot with this girl once and was too drunk to take advantage of it. She never forgot. I was alone in my San Pedro pad when an ex sent me a nasty e-mail filled with complaints and accusations boiling my insecurities and blues to the surface. I needed a drink. Okay I’m stumbling off track. But let me finish with a sultry description of that cold damp night when we first met. Pedro is a middleclass seaside town. No flashy, upscale nightclubs, just bars. They’re cool, but you’re not generally going to find the walls lined with hot bitches. I rambled from Harold’s to Rebels, from one blues drowning Jack-on-the-rocks to another one, until after 2:00 when Sheila stepped up to the door and hollered,

“Last call ain’t an invitation, get the hell out.”

The crowd meandered to the door, but when I reached it, she said, “You can stay.”

I watched her throughout the evening like a choirboy dreams about an angel. She was tall, but voluptuous. Her hair was long but had waves I could surf through. She wore a dime store, funky printed house dress, and it didn’t look like she was wearing anything under it, as if she was cleaning her pad and someone called, “Get yer ass to the bar, Bandit shot the bartender.” Her milky cheeks were rosy and her eyes emerald green and they sparkled. And finally the dress was simply low cut and had a seam of frilly material around the edge. Here cleavage was magnificent, bubbling, bouncy and naturally swayed to her movements. My bloodshot eyes danced from her smile to her boobs, in a mystic rhythm, all night. Get the picture, but I had a code.

A drunkard’s rule. I knew when I tipped the scales and it was etched in stone. Don’t ever try to be a lover if you can’t walk. I graciously eyed her fervently once more and said adios. She obviously still held a grudge against me, as if I turned her down. Damn.

Sheila shoved a tumbler, brimming with Jack Daniels and just a few cubes of ice, in my direction. My old school quandary heightened. I couldn’t decide whether tonight would be my Sheila night or I’d slip into the back, behind the pool tables and grapple with my feature notes. Her demeanor answered my question. It was stone cold.

I picked up my cocktail and made my way to the back of the bar. Slugging at the whiskey I pulled my legal pad from my little Joe’s vest pocked and I folded it open and began to ponder scribbled words. My problem was the mix of rough and ready Exile choppers and Brad. At 26 he graduated from an Ivy League, four-year, James Madison College just two hours south of DC and went to work for IBM, just like his dad. Here’s a suit-and-tie guy working for the iron warrior of the biker world. It didn’t make sense, I kept reading.

Jessica sorta reminds me of Sheila.

I tried to pry a wild story of this young man ripping around Hollywood, with the Exile gang, pillaging neighborhoods, without any luck. He did escape the straight suit world of New York, grabbed a suitcase and headed to Arizona to study motorcycle mechanics at the MMI. His mom was a teacher. The thought of schooling was engrained in his psyche. He struggled with the decision to enroll or not and decided not to invest another $20,000 in mechanics training, but find a job in the industry that enticed him. He answered a classified and came to Los Angeles and Russell Mitchell’s shop.

“Sheila,” I hollered from the back of the bar, “ another Jack on the rocks?”

She glared and spun towards the liquor shelf. I could only imagine this kid stumbling into Exile, to be strung up by chains, while cheap North Hollywood whores scrubbed his entire body and soul with Scotchbrite. He needed to be broken down. All the chrome, bling, upscale bullshit removed from his body, so he could understand the essence of the Exile credo. This shop is devoted to the plain and simple and the harsh reality of the elements. It’s all about battleship strength and a warrior’s metal. It reeks of the renegade’s soul, the loner’s spirit and Robin Hood’s plight.

Whatever Russell did to the young man it worked. He’s been apart of the rustic crew for three years and this is the second bike he’s built under Russell’s tutelage.

Brad is now the sales manager, works with purchasing, and customers, building relationships and fixing them up with the Exile components they need. “We sell bikes complete, or rollers or specific parts,” Brad told me.

He handled all aspects of the build this bike including welding, but not the sheet metal fabrication. “Dylan is the master,” Brad said. With Russell’s input they powder coated all the sheet metal and the frame black chrome with a satin clear finish. It took him 50 hours to complete the bike working week days after work until midnight and half-days on Saturday. That Saturday afternoon it fired to life and so did Brad.

There’s nothing like the rush of building a chopper from the ground up and lighting that fucker off. I took a large gulp of Jack and set it down hard on my table. The Brad transition was coming to life in my rough draft. The bike was as tough as Los Angeles streets. It was as simple as a jockey shift street hammer with dual brakes but no lever on the bars. Both rotors were crimped by the same oversized master cylinder (11.5-inch on the front and 10-inch on the rear with just a two-piston Exile caliper). Under the hot California Sun he stripped any chrome or bare metal components of polish or shine with WD40, as cutting fluid, and medium grade Scotchbrite.

Brad jacked up the Sportster tank Frisco style and cut the drag bars, clip-on style. So I got the picture. He was well educated, contained a reasonably strong work ethic and understood the cement creed according to Russell, sorta. I pressed him for riding style, back alley treachery on the whore-strewn streets of Hollywood, but nothing. I was frustrated. I was becalmed in that fuckin’ sea of treachery once more. I tore up my notes, tossed ‘em in the corner, guzzled the whiskey, told Sheila to stuff her high and mighty attitude and hit the streets. My rusty Shovelhead felt bitchin’ blasting across town, duckin’ rampant cops looking for noise pollution breakers instead of drug dealers. I skidded up to the shop, parked the bike and headed to the liquor cabinet, but stopped.

My Apple computer blinked at me in the dark of the Bikernet garage. An e-mail was whistling at me from the din. I tripped over extension cords and printer cables until I reached the keyboard and clicked on “Check messages.” Brad’s message danced across the screen. Daytona last year – We rented a house, and we were a big hit with the lollipops girls…………One of us came back divorced, several others came back and broke up with our girlfriends. Two of us nearly killed each other on the last day. And none of us remembered what happened that last week …………..”

Cheers,

–Brad Cutler
Sales Manager – Exile Cycles
http://www.exilecycles.com/

Fuck, just as I was thinking that the male, macho, hard-as-rusty-nails spirit was gone, Brad confirmed that warriors still live. He reaffirmed the Exile dream. I could finally rest in comfort, knowing full well that concrete pirates still roam the nights.

–Bandit

General

Owner: Brad Cutler
City/State: Burbank, CA
Builder: Brad Cutler
Company : Exile Cycles
Address: 13209 Saticoy St.
City and state: N. Hollywood, CA 91605
http://www.exilecycles.com/
Fabrication: Exile
Manufacturing: Exile
Welding: Dylan @ Exile Machining: Exile

Engine:

Year: 2005
Make: Total Performance
Model: EVO
Displacement: 121-inch
Builder or Rebuilder:

Case finish: Scotchbrite
Barrel finish: Scotchbrite

Head finish: Scotchbrite
Carburetion: S&S Super G

Transmission

Year: 2005
Make: JIMS
Gear configuration: 6-speed
Final drive: Exile Chain Drive
Primary: Primo
Clutch: Rivera/Primo

Frame

Year: 2005
Make: Exile by Daytec
Style or Model: Rigid
Stretch: None
Rake: 32 degree

Front End

Make: SJP Engineering
Model: Tech Glide 250
Year: 2005
Length: 28”

Sheet metal

Tanks: King Sportster, Modified
Fenders: Exile Short Trojan
Oil tank: Exile

Paint

Sheet metal: Powdercoat
Molding: No way
Base coat: Black Chrome w/Satin Clear
Graphics: Nope
Frame: Powdercoat
Base coat: Black Chrome w/Satin Clear

Wheels

Front
Make: Exile Monster Wheel
Size: 21×3.5
Brake calipers: Exile 4-piston
Brake rotor(s): Exile 11.5”
Tire: 120 Metzeler

Rear
Make: Exile Monster Wheel
Size: 15×7
Brake calipers: Exile Sprocket Brake
Brake rotor: Exile 10-inch rotor sprocket
Pulley: 50-tooth sprocket/rotor
Tire: 230 Avon

Controls

Foot controls: Exile Forward controls, modified for foot clutch
Finish: Scotchbrite
Master cylinder: JayBrake
Brake lines: Exile
Handlebar controls: Internal throttle
Finish: Scotchbrite
Clutch Cable: Exile Foot Clutch cable

Electrical

Ignition: Crane Hi-4
Ignition switch: Exile
Coils: Crane Single Fire
Regulator: Compufire
Charging: Compufire
Wiring Brad
Harness: Brad/Exile
Headlight: SJP 3.5” Halogen
Taillight: Exile LED unit
Accessory lights:
Battery: Yuasa

What's Left

Seat: Seat pan by Exile, Leatherwork by Brad
Pipes: Exile
Mufflers: None
Exhaust finish: High-Temp Silver
Gas caps: Pop-up
Handlebars: Exile Dragbars with integral risers
Grips: Rubber
Pegs: Exile
Oil filter: Harley
Oil lines: Exile
Fuel Lines: Exile
Throttle: Exile Internal Throttle
Throttle cables: Exile
Fasteners: Stainless

Credits: Thanks to Russell, Jake, Dylan!

Contact info: (818) 255-3330 Ext. 1
sales@exilecycles.com
http://www.exilecycles.com/

A Tribute

During the original chopper craze, some 30 odd years ago, you couldn’t just call up your local mail order company and request a hardtail with a 4” stretch and a 43 degree rake. You had to do it yourself. Since there always has been, and always will be more riders then there are builders, many of them came to guys like Perry Sands.

Perry’s first chopper.

Perry was never afraid to take a torch to a pristine Knucklehead and kick it out a few degrees. He was also not afraid to build a jig, document the project and generally make it right. Beginning in 1968 with relatively crude tools and the singular passion to build motorcycles, Perry was the local go-to guy for the custom hungry Southern California bikers. Everything from sissy bars to wild one-off front ends came out of his Paramount, CA shop, but his true passion was performance. For those of you who can remember back that far, the wheels and brakes of the bikes of yester-year left a lot to be desired and were rendered virtually useless once the motor was breathed on a bit. This is the point in the custom bike timeline that Perry made his biggest mark.

Classic PM logo.

Experimenting with some of the available aftermarket disc brakes, he quickly realized that nothing out there would live up to his standards. The obvious solution would be to create it, on his own. In 1970 Performance Machine was born of this passion and within a few short years PM disc brake systems were the defacto standard for any well-sorted custom. The original building that housed PM was a converted dairy in the depths of Paramount, CA and still sported the “Flying Processors” moniker of its former occupants. The photo of that building still graces a wall in the PM offices and this bike is a tribute to 35 years of building some of the coolest stuff for some of the coolest people.

New Blood

Perry (what’s with that hair?) and his son, the new PM builder, Roland.

These days’ PM’s bike building duties have been handed over to Perry’s son Roland and he has taken the former art to unimaginable levels. Beginning with a Chopper Guys Maximus single downtube chassis sporting an 8″ stretch in the downtube, 6″ stretch in the backbone and 35 degree rake and set up for a massive rear tire and right side drive.

A custom oil bag was created to match the lines of the bike and the swingarm was reshaped to further the look. From there, every seam and joint was smoothed out and filled for an unobstructed fluid shape. A Storz 49mm fork was bolted on by means of a highly modified Storz lower triple clamp and a handmade upper clamp.

A set of prototype PM Contour wheels initially graced the bike, as it was shipped out to Russ Wernimont for some handmade bodywork. On its return the bike took on an entirely new shape, as Russ created a multi faceted one-off tank and welded a shorty fender to the rear. Additional metal was added to the fender to create a hidden taillight and a cover was created under the tank to hide all electrical components. A steel front fender was then modified and bolted up to the Storz forks. With the metal work completed a set of clip on handlebars were built, completing the long and low look of the bike.

Showtime

Several motors saw time in thi chassis before a TP 121 was decided on, and while this was happening the bike was picked to be at a show in Vegas. Now the project had a deadline and things we’re starting to get ugly. A Baker 6 speed, right side drive trans was selected to do time behind the motor and they were connected with a PM Contour belt drive primary.

Having perfected mid controls, Roland integrated the shift side into the primary and created a unique right side drive hydraulic clutch master and brake control into one amazing aluminum structure. These would later become production parts and are now available from PM. New for the model year, PM’s Method Contour wheels in an 18” x 10” rear and 21” front now graced the bike. A massive Avon 300 series rear tire was matched to the skinny Avon front rubber.

A few detail parts such as the unique air cleaner housing and Headwinds headlight were wrapped up and the metal work was officially completed. With frighteningly few days left on the calendar, the body and chassis were stripped and sent to Airtrix in Santa Barbara for bodywork and paint.

The raw metal had been worked over a number of times and required 45 hours of painstaking love just to prep. Countless pounds of filler, as well as the labor to smooth it out were invested in this bike. When the work was complete, they poured 145 hours into the project! The result was amazing, featuring a GM Chevrolet blue metallic with darker blue mini flake panels and lavish flowing lines. With precious few days left, the bike was carefully reassembled and readied for its debut. The pipes were hand made by the PM R&D crew and the rear suspension is a Legends Airide with the compressor hidden under the fuel tank.

Major Problems

With several motor changes in the initial stages of the bike, they overlooked the front mounts. The deletion of forward controls, allowed Roland to smooth out the front motor mount and he tapered the mount on the engine case to match. Now that he had replaced that motor it was painfully obvious he had neglected this mod, as the mount stuck over like a sore thumb. Panic ensued, and the motor was yanked out, stripped and ground to match the frame.

The inner case was painted to match the chassis, bad new. It needed immediate resurfacing, so it was overnighted to Airtrix for an emergency repair. While that was going on, final electrical, as well as the hydraulics for the brakes and clutch, were wound through the tubes of the frame. A design matched 13” disc lives up front, grabbed by a PM 6-piston differential bore caliper and a hidden two piston unit handled the rear braking duties. Hand controls are naturally PM Contour and are accented by PM grips.

Now with only a day remaining before the bike was shipped to Vegas, Roland somehow managed to talk Perry into using a private helicopter to run to Santa Barbara and pick up the freshly painted engine cases from Airtrix. Speed TV’s American Thunder came along for the ride, as they were filming a piece. Within hours the parts were safely back at PM and the chaos of final assembly began. Burning the midnight oil and using the PM R&D crew for support, the motor was hastily built-up and slammed into the bike. It instantly fired to life and the rumble of the open pipes echoed throughout the now abandoned PM compound. With only minutes on the motor, everything was rolled into a PM truck for an all nighter drive to sin city and the bikes debut.

Happily, it was well received in Vegas and has since become a fixture in PM’s advertising and roadshow. The chopper craze had officially been handed down to the next generation and the Flying Processor was alive.

Postscript: This bike represents the one and only chopper Roland has ever built and rumor is, it is now for sale. Drop PM a line if you’re interested.
David Zemla
dzemla@performancemachine.com

Bikernet PM Processor Spec Chart

General

Owner: Roland Sands/Performance Machine
City/State: La Palma, CA
Builder: Roland Sands & PM R&D Crew
City/state ( or company contact info)
Fabrication: Roland Sands & PM R&D Crew
Manufacturing: Roland Sands & PM R&D Crew
Welding: Roland Sands & PM R&D Crew
Machining: Roland Sands & PM R&D Crew

Engine

Year: 2004
Make: TP
Model: Evo Style
Displacement: 121”
Builder or Rebuilder: TP
Cases: TP
Case finish: Sky Blue Metallic by Chris Wood, Airtrix and Polished.
Barrels: TP
Barrel finish: Polished
Lower end: TP
Heads: TP
Valves and springs: TP
Pushrods: TP
Cams: TP
Lifters: TP
Carburetion: S&S Super G /Zippers Stage 1
Other: RSD Air cleaner

Transmission

Year: 2004
Make: Baker
Gear configuration: 6 Speed
Final drive: Right Side Drive
Primary: PM Narrow Belt Contour open Primary
Clutch:

Frame

Year: 2004
Make: Chopper Guys
Style or Model: Maximus
Stretch: 6” in the Backbone and 8” in the downtube
Rake: 35 degrees
Modifications: Filled and welded. Most tubes reshaped.

Front End

Make: Storz 6 over
Model: Long
Year: 2004
Length: Really long
Mods: Roland built upper triple clamp and moded Storz lower

Sheet metal

Tanks: RSD Designed shaped by Russ Wernimott
Fenders: RSD Designed shaped by Russ Wernimott
Panels:
Oil tank: RSD modified Chopper Guys tank
Other:

Paint

Sheet metal: Airtrix
Molding:
Base coat: Sky Blue Metallic and Aqua Marine metal flake
Graphics:
Frame:
Molding:
Base coat:
Graphics or art:
Special effects:
Pinstriping:

Wheels

Front
Make: Performance Machine – Dinero
Size: 21”
Brake calipers: PM 6 Piston
Brake rotor(s): PM Matched design 13” floating
Tire: Metzeler 90/90

Rear
Make: Performance Machine
Size: 18” x 10”
Brake calipers: Custom driveside using PM 2 piston caliper
Brake rotor PM 10”
Pulley: Sprocket, design matched to wheel
Tire: Metzeler 280

Controls

Foot controls: PM Mid Controls
Finish: Polished
Master cylinder: PM
Brake lines: Custom Stainless
Handlebar controls: PM Contour Controls
Finish: Polsihed
Clutch Cable: Hydraulic
Brake Lines

Electrical

Ignition: Dyna
Wiring PM R&D
Headlight: Headwinds
Taillight: LED’s molded and frenched into rear fender
Switches: PM Contour

What's Left

Seat: Danny Gray
Pipes: Custom by PM R&D
Mufflers:
Exhaust finish: Chrome
Handlebars: Custom by RSD & PM R&D
Grips: PM Contour
Pegs: PM Contour
Throttle: PM Contour

Comments: I had mixed emotions when we started this project. It was to be the 04 PM poster bike, big chopper, 280 tire, bells and whistles, all that shit. Pretty much what the rest of the industry was building, but this bike had to be different. So the Chopper Guys frame had some cool detail work and a lot of extra crap we had to grind off. I worked with Russ Wernimott on the gas tank and rear fender design and the metal work came out killer. We dropped the gas tank down as far as possible to reduce the effective height of the backbone giving it a lower look.

We also added the tail light and welded on the rear fender at PM and blended it into the frame, giving it that race look I tend to go with. The rest of the bike came together a piece at a time. I designed the new Dinero Wheels for it, threw on the first set of RSD Contour Mid Controls from PM. I made a steel top triple clamp and some clip on handlebars that mounted onto the lower clamp keeping the low slung race theme. I cut up the oil bag to match the gas tank. I designed up some pipes with a special heart shaped slash cut tip and Brett busted those out in a few days. Made the aircleaner from a gas tank half. We mounted all the wiring, air pump for the air ride, key switch and ignition in the gas tank tunnel and made a cool little panel to hide it all. Chris Wood and I went back and forth on the colors and we decided to keep it clean with Blue.

The Flying Processor name came from the Dairy Barn my dad used to work out of in Long Beach in the early 70’s, it was painted on the entrance to the milk processing area.–Roland Sands

Props go out to the PM R&D crew, Brett Marshal, Lyndelski, Ed Winowski for assistance on this project as well as Chris Wood at Airtrix, Tom at TP engineering, Repo at Baker Drivetrain.

Kevin cook contacted Bikernet not long ago with this killer Triumph bobber. I was all for featuring it, but he told me it was accepted by the outlaw staff of the HORSE for a feature.

Great! I have some pics on disc,” Kevin said, “and I will attach the article that will come out in the next issue of The Horse.

Stripping her down.

We have a code. We won’t publish a feature before a mag has featured the bike and it’s had it’s run on the newsstands. Not fair to the reader to see it on Bikernet, then pay to read it again in print. So I checked with Geno at the HORSE.

No response. Kevin bugged the Englishman and a flurry of e-mails slammed back and forth across the country.

Those guys are pals, so I waited for the next issue. It came and went. I gave them some more time, send more e-mails. In the meantime Kevin and I collected shots of the bike being built.

I'll contact Big Daddy @ Bitter End,” Kevin said, “and see if he has some pics of the build process. Thanks again for your interest in this bike. I look forward to seeing it on Bikernet.”

Months passed and Geno asked to see shots of the bike. The investigation continued until Hammer was cornered in a bar at the Smoke-Out. He confessed, “Yeah, I know the bike, but we can’t find the disc.”

We took the Bikernet Editorial Drag-bike out of neutral and let her fly. I’m sure you will see this bike on the pages of HORSE in the future, but it’s too sharp to have it collecting dust under a desk.

It’s basically a 2003 Triumph Bonneville Bobber.

”Johnny Goodson, (formally with EXILE) now at Insane Custom Cycle, helped me with the concept,” Kevin said, “and provided the gas tank metalwork and the triple trees. Big Daddy @ www.bitterendchoppers.com built the custom frame and together we assembled what I believe is the ultimate modern Triumph bobber!”

Up front they used Johnny’s trees and cut down the fork tubes to make sure the bike would ride level. Big Daddy fabbed-up some great spacers for the front brake and wheel set-up. As for the handlebars, only apes would do.

”I found a great set of 16-inch by 1 ¼ V-factors to which I mounted PM black controls and an Exile internal throttle for a very clean, very smooth, look,” Kevin said. “The Triumph logo riser was just a perfect fit for the bars.” The headlamp was an Arlen Ness sealed beam unit, again for the very classic Triumph. The tank was treated to a very Triumph-style paint scheme by Cas Rybkoski along with the Custom Chrome rear fender. “The paint was so smooth and black, it still looks wet,” Kevin said! “Speaking of the rear fender, check out the mounts. Very smooth and old school cool.”

The front and rear wheels are stock Triumph spoke units. They are properly wrapped in Avon rubber. A 160/60/17 for the rear, and a 100/80/18 on the front, sans fender. “I love the dirt track look of it,” Kevin said smiling.

For the rear brake, Big Daddy machined-off the old mount and used a rod/heim joint set up so he could have a Triumph logo on the rear caliper. They used a Matt Hotch kickstand which blended very well with the curved lines of the frame.

”I ran as much of the wiring as possible through the frame, along with the rear brake line,” Kevin told me. This made for a very clean and very neat overall appearance.

As far as the engine, Kevin added a set of CR carbs and matched up the intake ports. Along with the black exhaust wrap, He also installed a set of thunderbolts in the pipes for much needed back pressure. “The sound is incredible,” He said rapping the pipes.

The brass-knuckle seat was built by Chica Customs along with the springs which provide some smoothness to the ride. “As long as the craters aren’t too big,” Kevin added. “I found some items like the monza style gas cap, CR carbs, fork gaiters, clutch pull cover and more at www.BellaCorse.com, who specialize in after-market Triumph parts.”

Thanks go to Mike, at Bella Corse, for hooking Kevin up with Jojje, in Sweden. “Without whom I would have never got the wiring figured out,” Kevin said. Big Daddy has special names for his projects. That’s why he used bullets for valve-stem caps.

“This has been a fantastic experience for me,” Kevin rambled. “I enjoyed every step of the build, especially the final assembly, which I am proud to say was my pleasure. I realize now the true meaning of “Choppin’ ain’t easy, but it is necessary.” He was fortunate to find great professionals like Big Daddy, Johnny, Cas, Mike, and others, to help. They provided him with great products and direction. “Speaking of direction, its about time to fire up Da Trump Card and head off in one,” Kevin wasn’t making sense. “Until Then-Later!”

BIKERNET SPEC SHEET

General

Owner: Kevin Cook
City/State: Wheeling WV
Builder: Bitter End Old School Choppers
City/state ( or company contact info)www.bitterendchoppers.com
Fabrication: Big Daddy Al Wilkerson Johnny Goodson Kevin Cook
Manufacturing: BEOSC
Welding: BEOSC
Machining: BEOSC

Engine

Year: 2003
Make: Triumph
Model: T 100 Bonneville
Displacement: 790cc
Builder or Rebuilder:
Cases:
Case finish: chrome
Barrels:
Bore: stock
Pistons: stock
Barrel finish:
Lower end:
Stroke:
Rods:
Heads: match ported
Head finish:
Valves and springs:
Pushrods:
Cams: stock
Lifters:
Carburetion: CR Keihin
Other:

Transmission

Year: 2003
Make: Triumph
Gear configuration: 5 speed
Final drive: chain
Primary:
Clutch: wet

Frame

Year: 2005
Make: BEOSC
Style or Model: Trump Card
Stretch: 2″
Rake: 32 degrees
Modifications: Drop seat-Curved Backbone-Drop Neck

Front End

Make: Triumph
Model: Bonneville
Year: 2003
Length: 2″ under
Mods: 2″ under- wide glide set up-Insane Custom Cycle Triple Trees

Sheet metal

Tanks: modified stock- Johnny Goodson @ Insane Custom Cycles
Fenders: Custom Chrome
Panels:
Oil tank: faux BEOSC used to house electrics
Other:

Paint

Sheet metal: Cas Rybkoski
Molding: Nope
Base coat: Primer goddamnit
Graphics: Cas Rybkoski
Frame: BEOSC powder coat
Molding: none
Base coat: lotsa heat
Graphics or art: don’t need ‘em
Special effects: nope
Pinstriping: I’ll pass

Wheels

Front
Make: Triumph
Size: 19″
Brake calipers: stock
Brake rotor(s): stock
Tire: 100/80/19 Avon

Rear
Make: Triumph
Size: 17
Brake calipers: stock modified BEOSC
Brake rotor stock
Pulley:
Tire: 160/60/17 Avon

Controls

Foot controls: XOPRODX
Finish: black ano
Master cylinder:
Brake lines: custom in-frame
Handlebar controls: PM
Finish: black ano
Clutch Cable: Barnett
Brake Lines custom

Electrical

Ignition: DVI Triumph
Ignition switch: stock
Coils: stock
Regulator: stock
Charging: stock
Wiring: Kevin
Harness: custom Kevin Cook
Headlight: Arlen Ness
Taillight: Repro Vincent
Accessory lights: Back Off tag bracket
Electrical accessories:
Switches: oil tank dip stick!
Battery: Harley AGM

What's Left

Seat: Chica Customs
Pipes: stock modified BEOSC
Mufflers: come on..you're kidding
Exhaust finish: wrapped
Gas caps: Monza by Bella Corse
Handlebars: 16″ V Factor apes
Grips: PM
Pegs: XOPRODX
Oil filter: KN
Oil cooler: stock
Oil lines: stock
Fuel filter: Pingel
Fuel Lines: custom
Throttle: Exile internal
Throttle cables: custom Barnett
Fasteners: chrome button heads

Credits:
Kevin Cook, assembler
304-233-9000

Johnny Goodson
 Insane Custom Cycles
www.insanecustomcycles.com
 Phoenix, AZ
623-979-5874

Big Daddy Al Wilkerson
Bitter End – Old School Choppers
www.bitterendchoppers.com
812-752-5182

She must be a bobber fan.

“You wanted the best,” The announcer screamed into the stage mike. “You got it, the best the hottest band in the world KISS!” That’s what you heard just before one of the most influential rock-n-roll bands of Michael Lima's time took the stage.

”Now comes the two wheeled version,” Michael or Mike, the builder said. “A bike themed after this highly exciting and momentum driving rock band called, GOD of THUNDER taken from their song God of Thunder on the 1976 release Destroyer. We built it as a tribute to the band and their farewell tour. I thought of many other great bands of my time, but none that I could carry through out the entire bike like KISS.”

The build proceeded. “About 6 months into the build I got news from friends that KISS was coming to a concert with Aerosmith,” Mike said. “While building the bike friends and family were at my back yard shop daily, and we all joked and talked about how cool it would be if we could get the bike autographed by the band.” Both bands were scheduled to play at the Ice Palace in his home town of Tampa, Florida, December 3rd, 2003.

It was the month of May. Fabricating was still moving forward, and they were still waiting on parts from Kendall Johnson. “He still had my motor,” Mike said. The joking and the thought of actually watching the bike be autographed became a lot more serious, as the bike came closer to being done. “It still didn’t look good, as far as completing the bike by concert time.”

At the time of this build the biker industry was starting to take off with the Discovery Channel and all the other biker shows being aired on TV. This arising trend just made Mike more enthused and competitive. “Oh yeah,” Mike muttered kicking at the pavement. “Let’s not forget the back orders for parts.” He faced the same dilemmas as the major players. “But I knew whatever I turned out would be just as good as the Big Boys or better.”

” The bike, first of all, had to be done in good taste,” Mike said, “Not outspoken, gaudy or overdone. The paint was a real mind bender, and at my age remembering what I had for breakfast is a chore. It took many late nights sketching and thinking. I wished it was as easy as the TV makes it seem.”

“I’ve been riding and hanging around bike shops for a long time,” Mike added. “I’ve always been a motor head growing up, so lots of things came to me fairly easy, like the fabricating, designing, etc. It was not till September did I collect nearly all the parts to get it up and running in primer, to make sure all the bugs were worked out before paint.” He rode it for 4 weeks, tore it all back down and off to paint it went. Paint time was 7 weeks. The paint came back from GT Graphics of Bradenton Fl. and he put it back together in a week or less, finishing this tight project by the end of November.

The concert was Dec. 3rd, and Mike was invited by a local radio station, who were producing they’re radio show from a local pub across from the Ice Palace. “I was invited to display the KISS bike,” Mike said. The DJ aired the live radio show till 6:00 p.m. KISS was first on stage and kicked off their performance at 7:00 or 7:30. “We left the pub and proceeded to the back entrance where Kiss would be coming in at any time”, Mike said like a kid waiting for Christmas. “Just as we arrived so did the band. I had already parked the bike, where they couldn’t help but see it in full view, as they entered the rear of the Ice Palace.

Upon arriving they slowed down as they passed the bike and nearly stopped and gave me and all my friends the thumbs up. It was then that I felt that maybe, just maybe, we had a chance in getting the bike autographed. When we got to the back gate it was still daylight, well daylight turned to dark and we waited and waited. Some roadies came out and were looking at the ride. Lots of people came out to look at it, but it wasn’t until their road manager, Wayne, came out and introduced himself. He heard from other about the Kiss bike, at the rear entrance, and wanted to check it out and he did.”

While he asked some questions about the build, he stated that he rode, and while talking said he was from Mass. “So was I,” Mike said. “I could tell he was impressed with my bike. You could see his eyes roaming all over the bike.” Wayne kept talkin without taking his eyes off the bike. Mike was thrilled that the KISS road manager was so interested and a biker. “So I asked what our chances were to have the band autographed my bike.” Without looking up he said he would see what he could do and walked back into the building.

“The suspense was overwhelming,” Mike said. “It seemed like we waited for days. It wasn’t till 45 minutes later that he came back out of the Palace and walked up to me.

”OK,” Wayne said,”let’s roll this bike back stage, but you can bring only one other person in with you.”

”My younger brother, with his video camera, and myself rode the bike to the overhead door, where we shut the bike off and roll this 650 pound monster, which seemed like miles, to a spot where he said he would bring the band over to take pictures. I couldn’t believe that we were back stage waiting for KISS to come off stage directly to my ride and take some pictures. We got some awsome video of Gene on the bike with his tongue going on and on. They were huge towering over me, as if I were a dwarf. As fast as they appeared, they were off to the VIP ticket holders area.

While in the VIP room Wayne came back to us and directed us to a back stage section and said they have lots of media coverage going on. “They’ll be very busy for a while but stay here, “Wayne said. “It’s the only way out from their dressing rooms.”

”We did just as he said, and one by one, hours after hours, we accomplished what we went for,” Mike said with a wide smile. “The bike was autographed.”

” The build was a challenge and the end results very satisfying,” Mike continued, “but the autographs, and meeting the band, one by one, then asking for their autographs was a level most only dream about. Nothing was planned per say. We wished, we took a chance and the cards were dealt in our favor.”

Since the completion of the KISS bike, it has aired on TV three times, featured in Hot Bike magazine and magazines through out the US and abroad. It won numerous shows including Easyriders show circuit, Rats Hole Show and Seminole Hard Rock & Casino’s. Mike received a personal phone call from Jay Leno of the Tonight Show commending him on the build. He was chosen builder of the month by Southern Biker magazine, and it won two Best Display awards. The bike is an enormous crowd pleaser wherever shown. “People just stare and smile as if remembering their first KISS concert,” Mike said. “The people who approach me always tell me about their KISS experiences.

Well that’s his story. “A new beginning will start,” Mike said, “As much as I have been through with this custom one- of-a-kind-ride and the memories it added to my life, I can’t wait to start a new build.” In order to kick off his new project, the KISS bike will need to be sold. “Anyone interested or know of any huge KISS fans, who might be, contact me at mailto:MBEAN@TAMPABAY.RR.COM MBEAN@TAMPABAY.RR.COM for more information.

KISS BIKE MIKE 2005SPEC SHEET

GENERAL

OWNER MICHAEL LIMA
SHOP NAME YOU ASK I‚LL BUILD
SHOP PHONE 813-294-2116 cell
E-MAIL MBEAN@TAMPABAY.RR.COM

MAKE/MODEL GOD OF THUNDER/ GROUND UP CONSTRUCTION

YEAR 2003
FABRICATION MICHAEL LIMA
ASSEMBLY MICHAEL LIMA AND GOOD FRIENDS AND FAMILY,
BUILD TIME 13 MONTHS

ENGINE

YEAR/SIZE 2003 124 C I
TYPE S&S
BUILDER KENDALL ( H.P.) JOHNSON
CASES S&S
FLYWHEELS S&S
RODS S&S
PISTONS S&S
CYLINDERS S&S
HEADS KENDALL JOHNSON / HEAD QUARTERS
VALVES S&S
ROCKERS S&S
ROCKER BOXES S&S
PUSHRODS S&S
PUSHROD TUBES S&S
CAM S&S
LIFTERS S
CARBURETOR MIKUNIE 48 MM
AIR CLEANER D&D CUSTOMS
IGNITION HEAD QUARTERS
EXHAUST CHOPPED UP MARTIN BROS.
FINISH FLAT BLAKK / DIAMOND PLATE HEAT SHIELDS

TRANSMISSION

BAKER 6 SPEED
FINISH BLAK/CHROME
CASE BAKER
CLUTCH BARNETT
TOPSIDE COVER BAKER
PRIMARY DRIVE BDL 3‚ OPEN
FINAL DRIVE BELT
GEARS BAKER

FRAME

YEAR/TYPE 2003 WAREAGLE
RAKE 48 DEGREE
STRETCH 5 degrees
SWING ARM WAREAGLE

SUSPENSION

FRONT
BUILDER MIDWEST
YEAR / TYPE 2003 / BIGUN‚S
MODIFICATIONS TOP SLEEVES POLISHED ALUMINUM POINTS
TRIPLE TREES BIGUN‚S

REAR
YEAR / TYPE WAREAGLE
MODIFICATIONS TONS
SHOCKS CHROM CADDIES

WHEELS, TIRES, AND BRAKES

FRONT
SIZE / TYPE 21‚ HYSPEED EURO COMPONENTS
TIRE MAKE / SIZE METZLER 120/75/21
CALIPERS HHI
ROTORS HY SPEED

REAR
SIZE / TYPE 18‚ HY SPEED BY EURO COMPONENTS
TIRE MAKER / SIZE METZLER 240
CALIPERS HHI
ROTOR CUSTOM, 15 5/8 ΠROTOR

FINISH / PAINT

COLORS BLACK, SILVERS, GOLDS BY HOUSE OF COLOR
PAINTER GT GRAPHICS, BRADENTON FL.
GRAPHICS AND ARTIST NAME
MOLDING MICHAEL LIMA
POLISHING MICHAEL LIMA
POWDER COATING NADA

ACCESSORIES

FRONT FENDER HANG NAIL BY THE GODFATHER
REAR FENDER REWORKED EDDIE TROTTER
FENDER STRUTS MICHAEL LIMA
GAS TANK / CAP INDEPENDENT / FLUSH MOUNT POP-UP
OIL TANK WAREAGLE
DASH NONE
GAUGES OIL FILLED OIL PRESSURE
HANDLEBARS MICHAEL LIMA
RISERS MICHAEL LIMA

MIRRORS ONE CUSTOM, BY CRUZIN MACHINE

HAND CONTROLS GRANDURE
FOOT CONTROLLS GMA
FOOT PEGS BORGET AND CERIL HUZE
HEAD LIGHT FABRICATED HEADWINDS
REAR LIGHT TRIPPLE X COMBO TAG AND LIGHT
OIL COOLER MERCH PERFORMANCE
SEAT CUSTOM BY CHARLIE AKERMAN PLANT CITY FL
ELECTRICAL WIRED BY LESTER PERKINS
COIL NOLIGY
STARTER ALL BALLS