Scott’s been featured in every bike mag under the sun. So he decided to give us freaks at Bikernet a shot. Whatta ya tink? Can we do the job of Easyriders or even the Horse. Can we hold our own against the Robb Report Motorcycle magazine, American Iron or Hot Bike. Fuck no, we can’t. We don’t have a prayer against a multi-billion dollar a year publicly traded publishing giant. How could we? So we won’t try. Pass me a Corona. Let’s relax.

I mean, what’s the big deal. I don’t have a publisher breathing down my neck threatening me with a Christmas bonus, if we don’t land a multi-thousand-dollar-a-year advertising contract, if we don’t do it right. Bandit barks, but not about that bullshit. We’re poor and we like it. It’s sorta in keeping with the biker credo. Life ain’t about checkbooks, it’s about having a good time, plenty of adventures, treating people right and enjoying the creative side of life, building bikes, cars, or any cool shit.

That’s what we like about Scott Long of Central Coast Cycles. He’s been through the big business routine. Now he shaped his life to be an upstanding biker. He builds out of his 2,500 square foot shop, which once housed the Santa Cruz H-D dealership until the factory demanded motorcycle destinations over plain old shops. “When you come to our place,” Scott said. “You won’t be greeted with fancy sitting rooms or showrooms. You’ll be showered with sparks, lathe shavings and the noise welders make.”

He’s in midtown Sana Cruz just off Highway 1 on the Soquel exit. It’s a full service shop. He’s not just a glitzy builder, they service bikes, have a full parts department from tires to clutch cables and rebuild motors from old flatheads to twin cams. “We set up a dyno room when I moved in, with two monitors,” Scott said, “so we can tune, time and remap fuel injection systems with performance upgrades.”

They have a machine shop, boring bars, honing tables and manufacture some of their own components. “We’re finishing the details on our new sprung seat system using fox racing shocks,” Scott told me, and we’ll try to bring you a tech on this product as soon as he’s finished. CCC also manufacturers risers, gas caps, handlebars oil caps, tanks, some sheet metal, heat shield and his famous piston risers.

Bandit spotted this heavy blue flaked beauty at the recent Las Vegas show while being a judge. At the Judge’s meeting famous classic builder, Denny Berg, said, “That paint job is amazing.” There’s something about blue or light purples and chrome that works.

Bandit was hooked and wanted to feature the bike ever since. “He builds bikes with class,” Bandit said and told me to go get a feature and not to return until I did. How am I doing?

“So far so good,” Scott Long said. “I do like to build retro styled bikes with modern amenities, so they start, stop, don’t leak and will get you where you want to go in style and home.” He’s into reliability with a deep attention to detail. “I like ‘em to be pleasing to look at, rideable and the more you gaze the more cool details you’ll see.”

Bandit asked me to get a quote from Gard Hollinger, a longtime friend and peer. “For some reason Scott really likes big flakes, maybe that's why we're friends”.

That didn’t help much, but if you look around for Scott’s bikes in various mags you’ll quickly pick up on the details and his ability to make a bike look tight, and his fit and finish is excellent.

“Gard’s right,” Scott said. “I like lowrider colors and paint styles with drop shadows flips and flops and flakes.”

There’s more to that story. Seems this bike began as relationship with a customer, Nathan Bradley, who is a plumbing contractor and stopped by the shop from time to time. Nathan and his wife rode. His bike was a modern style, stretched-out chopper, hers a rockabilly styled Sportster. Scott's crew service their bikes. “They rode their choppers in the Mexican El Diablo run last year,” Scott said. His buddies were into bikes, then he bought a bagger. Scott started servicing his bagger, but Nathan kept swinging by and watching as Scott built his customs.

“He brought an engine a frame by, but the engine wouldn’t fit in the frame,” Scott said. “He was going to build a low buck bike.” Finally he showed up with an old horn taillight combo by Fab Kevin, a bottle opener, a set of PM wheels from Ebay and an ornament chunk from a swapmeet. “He told me to go for it,” Scott said.

That wasn’t the end of the story. Scott and his CCC crew, Darin, at the beginning before he left, Harry his General Manager (who has work on bikes since he was 18, he's 55), Ken and Rockabilly Roddy, began to build the bike with the cast ornamental chunk as a jockey shift knob and mounted the bottle opener on the oil bag. “We asked Nathan about the color every week,” Scott said, “and he couldn’t decide. I gave him bike mags to study, but that didn’t help.”

While hanging out at Nathan’s home shop his wife appeared with their daughter's Lava lamp. Mom was about to toss it, when Nathan spotted it. “She plugged it in for him and he freaked,” Scott said. “That was the color.” So he hauled the lamp to Scott’s shop and plugged it in, after a couple of beers. Scott snapped and hauled the lamp to his painter, Emilio, who plugged it in and then went in search of the biggest flake in the world… That’s the story and we’re stickin’ with it.

So it was at Central Coast Cycles in Santa Cruz. Can’t wait for their next bike. Scott always blow us away.

–Wrench

SCOTT LONG CENTRAL COAST LAVA BLUE TECH CHART

Owner: Nathan Bradley
City/State:Seaside Cal.

Builder: Central Coast Cycles Inc.
City/state ( or company contact info): Central Coast Cycles Inc. 1700-D Commerical Way, Santa Cruz Cal. 95065 www.centralcoastcycles.com (831)476-3901
Fabrication: Darin,Ken Montes,Scott,Harry
Manufacturing:C.C.C.
Welding: C.C.C.
Machining:C.C.C.

Engine

Year: 2006
Make: S&S
Model: Generator Shovel
Displacement: 93″
Builder or Rebuilder: S&S
Cases: S&S
Case finish: Natrual
Barrels: S&S
Bore: 35/8
Pistons: Forged
Barrel finish: Black
Lower end: S&S
Stroke: 4 1/2
Rods: S&S
Heads: S&S
Head finish: Natuarl
Valves and springs: S&S
Pushrods:S&S
Cams: S&S
Lifters:S&S
Carburetion:S&S

Transmission
Make: Ebay special.
Gear configuration: 5-spd
Final drive: Chain
Primary: Tech Power
Clutch: Tech

Frame

Year: 2006
Make: Kraft Tech
Style or Model: 200 rigid
Stretch: none
Rake: 30
Modifications: Many

Front End

Make: H.D.
Model: 39mm narrow glide
Year: 2005
Length:stock
Mods: Modified trees,lowers

Sheet metal

Tanks: Central Coast Cycles
Fenders: Central Coast Cycles, MGS blank.
Panels: Central Coast Cycles
Oil tank:C.C.C. “KEG TANK”

Paint

Sheet metal: C.C.C.
Molding: Evil Wheels Body & Paint
Base coat: Custom blends
Graphics: Emilio @ Evil Wheels
Frame:Evil Wheels
Molding:Evil Wheels
Base coat: Custom blend
Graphics or art: Emilio @ Evil Wheels
Special effects:Emilio
Pinstriping: Real Ralph

Wheels

Front
Make:P.M. Vader
Size: 21″
Brake calipers:P.M.
Brake rotor(s):P.M.
Tire: Metzler

Rear
Make: P.M. Vader
Size: 18×5.5″
Brake calipers: Exile
Brake rotor:Exile
Pulley:
Tire: Metzler

Controls

Foot controls: Central Coast Cycles
Finish: Chrome
Master cylinder:H.D.
Brake lines: Plastic
Handlebar controls: I.S.R.
Finish:Polished
Clutch Cable: Black
Brake Lines blk. plastic
Shifting: Hand by CCC

Electrical

Ignition:Dyna
Ignition switch: Custom
Coils:Dyna Tech
Regulator:Solid State
Charging: Generator
Wiring: Roddy&Ken
Harness:Custom
Headlight: CCI spot
Taillight:Fabricator Kevin
Accessory lights:
Electrical accessories:
Switches: Santa Cruz electronics
Battery:Deka

What's Left

Seat: Custom CCC pan & “SOFT SHOX” spring. Bill Wall Leather in Malibu for the assume work.
Pipes: Central Coast Cycles customs with heat sheilds.
Mufflers:
Exhaust finish: R&S Performance Coatings
Gas caps: CCC Bottle Cap
Handlebars: Central Coast Cycles
Grips: V.Twin
Pegs: CCC
Oil filter:Crime Scene
Oil cooler:
Oil lines:Rubber
Fuel filter: Pingel
Fuel Lines:Rubber
Throttle:P.M.
Throttle cables: Barnett
Fasteners:Chrome Hardware Supply,thanks Taylor

Specialty items:Chrome, Meclec Fresno,Polishing,Ian @ Santa Cruz Metal Polishing.

Credits:Scott,Harry,Darin,Ken,Roddy

There is always a first time – but some “first times” are more special than others: Like the first Custombike you built by your own ideas and specifications. But if you handed your dreams and notions to the ones who build and paint, there is just one thing you may need: Patience. Something that Michael Lorum – owner of the latest Fred Kodlin Top Custom learned the hard way. From the initial contact at Saalbach-Hinterglemm 2006 to the introduction of the bike during the European Bike Week at Lake Faak in September, there was no second wasted in building this spectacular Chopper Ride: And the time from the introduction to the first “Best of Show” Trophy was less than 24 hours!

“The initial spark for the bike was lit at the Custom Chrome Europe Show and the European Championship of Custombike Building in march 2006”, remembers Michael, “but it took until the end of may ‘06 to take all the ideas and concepts to the annual “Bikermania” at Saalbach-Hinterglemm. Saalbach/Austria usually assembles quite a selection of the best german Custom Shops, yet mot of the guys Michael was introducing his ideas, waved him off: Such an ambitious project in the limited time available – impossible.

The project Michael had in mind should be ready to rock (and roll!) at Lake Faak. Roughly three months to go. But german Master Customizer Fred Kodlin – what Michael didn’t know – is no stranger of working under pressure and stress: In fact, most of his best bikes were built under severe time-pressure. So Fred gave the matter some thought – and after Saalbach agreed to take the project into his workshop. The “Guilty” project was on its way.

Adding to Freds Team, austrian Airbrush-Pro Marcus Pfeil was already briefed on the paintjob Michael and Kathi had developed – and he agreed to take care of the extensive aribrush artwork, “actually one of the biggest paintjobs I’ve ever done”, said Marcus. And one that would be almost as time consuming as the actual construction of the bike. Following a visit to Freds Facility at Borken/Hessen, when the frame was bent and welded, Michael joined a trip to Sturgis – more impressions, more bikes, more inspirations. The 17-day trip left Michael with an even bigger urge to take a seat on his own Custombike-project – and back from South Dakota, there was very little time left before the bike would be introduced…

If Fred Kodlin of Marcus Pfeil would have allowed Michael to sleep in the workshop, he would’ve done it. Not just for controlling the production first hand, but to follow the process of customizing through every step. But since his own business was calling too, telephone calls and e-mails had to do – sometimes the flow of information got stuck: “I always told Fred “send me images of the progress”, I want to know what’s going on”, remembers Michael, “but he sent me close-ups of the engine or just the tire-profile – I was going mad!”

“Well, you want to surprise the customer at least a little bit,“ grins Fred, “where’s the surprise when the owner knows every detail before the unveiling?” The stress was fueled by news that the paintwork was taking more time than expected – and the painted bodyparts and framework still had to be assembled. Tension was mounting in the first days of september, when the BikeWeek at Lake Faak started: Would there be a Bike to introduce at all?

“Patience is not my strongpoint”, confesses Michael, “and when Fred said, ‚take a bike from my booth, we will introduce your ride on Friday at the Casino in Velden,’ I was counting every minute, if not second.” Using the F-Bob as his daily transport didn’t calm him down, but finally, the big night was there: “When the cover was lifted from the bike, I was unable to speak and move,“ remembers Michael, “the feeling was just overwhelming…” Adding to the stunning introduction with the complete Custom Press, local newspapers and several TV-teams was the first Bikeshow participation: At the Custom Chrome Europe Ride-In Bikeshow.

In just a few years, the CCE Bikeshow has become one of the highlights of the European Bikeweek – selected Journalists and Specialists make a tough Jury and the best bikes from around the lake, thus from all over europe, attend the event. In the morning sunset, Michael has taken his first ride: Turning the key, the digital Speedo called “my Name is Guilty, lets have a Ride”, adding another detail to the bike. “Nothing beats the first ride on your own Custombike”, remembers Michael, “it was such a cool experience, but little did I know there was more to come…”

“I attended the CCE bikeshow several times in the past, always eager to display a bike myself”, he ads, “and today would be the day!” Excitement started to build when the trophy presentation started and Michael had to push the bike upon stage for the “Best Chopper” trophy,

From introduction to “Best of Show” in less than 24 hours – that must be some kind of record too! But what made the bike so special that almost all Jury members placed this at the top-spot?

The history of Fred Kodlin and his “Murdercycles” knows plenty of them: Extreme bikes are his business. Brake discs on interim axles, rubber drum wheel drives , hidden cables and brakelines and clean looks plus – last but not least – the combination of all in show-stopping hubless ultra-custom. Can this be surpassed? For Fred: No problem – he does it on an annual base. And sometimes more than once a year…

Planing a bike of that magnitude takes a lot of experience: The huge aftermarket supplying all components like engine, gearbox, wheels and many other bits and pieces does help, but if you want to have something really special, things look different. Fred started building the frame based on his own Chopper and “Fuck-U” frames, but refined the theme again.

Main point: There are no visible straight tubes. Every tube arches in graceful arches from the steering head to the swingarm pivot – very difficult to calculate and to manufacture. The swingarm is so smoothly integrated to the bodywork it looks almost like a rigid frame end. Everything you see is sheet metal: Bent, hammered into shape, welded and grinded.

The oiltank is placed in the middle between the fuel tank halves, lines and cables run inside the tubing. The 42° angle at the steering head allowed the use of a 16-Inch over fork: The US-aftermarket Springer was dissassembled and painted to match the design.

Just recently, Kodlin Motorcycles has become European importer for Performance Machine products, resulting in the use of the 1st-ever set of 3-D design PM “Del Rey” design wheels which grace the superb ride. Fitting brake rotors and belt pulley included. Some details are so well-hidden, that you really have to look for them: The missing brake pulley at the rear is hidden inside the frame bodywork. Despite the “conventional” look, the rear wheel is driven through a intermediate axle located on the swingarm. With the pivot on the swingarm, the belt doesn’t wear out as fast as on other motorcycles.

There are many options for the power source, especially if you are one of Custom Chrome Europe’s partners for designing Customparts, but none of them would come close to a show-polished 121 Cubic Inch Total Performance V-Twin, which is delivering more than 120 horsepower to the rear end with plenty of torque for the rider who can sit down relaxed, well knowing that there are plenty of horses available by every twist on the throttle. But this time the engine didn’t come from the european importer.

Fred got the powerplant straight from the production line: “Since I know Tom Pirone of TP – it was just a telephone call to get a partially completed engine”, says Fred, “several modifications could now be performed without taken a engine apart.” Even in the polished version, with the cooling surface minimised, the engine performs its task of delivering the thrust to the RevTech 6-speed gearbox, but on this bike via a very special primary drive. What looks like a outer primary cover is in fact an sophisticated oil cooler – with oil running in and out through different hidden lines inside the CNC-machined part.

Smooth lines and integration of the complete bodyparts are a “must” for all of Fred's customs – this time, the paintwork was playing a major part in the design, with Austrian Airbrush pro Marcus Pfeil setting new standards: Even gemstones and LED's are integral part of the design and the paintwork, forcing creator and painter working together as close as possible. That the bike would be rather a rolling piece of art than a daily ride was planned from the start:

“I was developing the idea of the artwork with my girlfriend”, says Michael, “and Marcus painted the idea to perfection.” Graphics with silver leaf, candy red and gold metalflake create an almost 3-dimensional effect. All the different panels show the “trial of mankind”, with the verdict handed out at the fender: “Guilty”. Not to forget another result of the trial: A unique custombike that will make headlines and magazine covers all over the world! A special thanks from Michael, who is in the shoe-business was given to Fred at Faak on Friday, after he finally had arrived after a grueling end-run in his workshop to assemble the bike in time for Faak: Some custom-made shoes with Fred’s Skull Logo and “Fuck-U” signature on the leather, all heavy duty style. These boots are made for riding.

“But the best thing is that through the project, I have met a lot of new friends,“ Michael finishes, “people who know the Custom scene and who are just great characters. I am kooking forward to riding with them in 2007. If you ask me if I became addicted, the answer too must be Guilty but I like it…”

SOON AVAILABLE: DVD Custombike “Building by Fred Kodlin” – Bikefeatures and creation of “Guilty” documentation by Gerd ScheidelBiker Lifestyle TV Studio 1; www.studio1-Scheidel.de

Technische Daten/Technical
data/Spécifications/Technische
Specificaties/Formulario Dati Tecnici
Allgemeines/General/Generalitè/Algemeen/Generalita:

Name/Bezeichnung/Name/Nom de la moto/Naam van de motorfiets/Nome della Moto: Guilty

Besitzer/Owner/Propriétaire/Eigenaar/Proprietario: Michael aus Salzburg

Ort/Location/Ville/Stad/Citta: Salzburg/Austria

Auf-/Umgebaut von/Assembly Fred Kodlin Motorcycles

Jahr/Year/Année/bouwjaar/Anno: 2006

Bauzeit/Time/Terminé/bouwtijd/Periodo di lavorazione: 90 Tage

Fertigstellung/Finishishing date/Finissage/afbouwdatum/Dati di completare: European Bikeweek Faaker See

Modell/Model/Modèle d'origine/model/Marca e Modello: F. Kodlin Chopper

Wert/Value/prix/waarde/valore: Noch nicht verfügbar

Sonstiges/Other/Autres/ovenig/Altro:

Motor/Engine/Moteur/Motorblok/Motore:
Baujahr/Year/Année/bouwjaar/Anno: 2006

Block/Lower end/Bas moteur/onder blok/Blocco Motore: Total Performance

Kurbelwelle/Crankshaft/Vilebrequin/Ceruleas/Albero motore: Total Performance

Zylinder/Cylinder/Cylindrée/cilinderse/Cilindri: Total Performance

Kolben/Pistons/Pistons/zuigers/Pistoni: Total Performance

Hubraum/Displacement/Cylindrée/cilinderinhoud/cilindrata : (121 Cubic-Inch)

Pleuel/Con Rod/Bielle/dryfstangen/Biella: Total Performance

Zylinderköpfe/Heads/haute Cylindrée/cilinderkop/testata: Total Performance

Ventile/Valves/soupapes/kleppen/Valvole: Total Performance

Stößel/Pushrods/Tiges de poussoir/klepstoters/regolabili: Total Performance

Nockenwelle/Camshaft/Cames/nokhenas/klepstoters: Total Performance

Vergaser/Carburator/Carburateur/carburateur/Carburatore: Mikuni HSR 45

Luftfilter/Air cleaner/Filtre à air/luchtfilter/Filtro Aria: Fred Kodlin Motorcycles

Zündung/Ignition/Allumage/ontsteking/Accenzione: Crane HI 4

Krümmer/Pipes/ Pipes d'échappement/uitlaten/scarichi: Fred Kodlin Motorcycles

Endtöpfe/Mufflers/Silencieux/demper/silenziatore: Fred Kodlin Motorcycles

Leistung (PS)/Horsepower (hp)/Chevaux/vermogen/Cavallo vapore: 129 hp

Sonstige Bemerkungen/Other/Autres/ovenige bejzonderheeden/Altro: Cylinders diamond shaped, all cases show polished to perfection.

Übersetzung/Getriebe//Transmission/Transmission/Versnellungsbak/Cambio :
Baujahr/Year/Année/bouwjaar/Anno: 2006

Typ/Type/Type/type/Typ:Rev Tech

Gänge/Gears/Vitesse/aantal versnellingen/rapporti: 6 Speed

Schaltung/Shifting/changement de vitesse,/schaledwijze/azionamento: Foot

Primärantrieb/Primary Transmission/Transmission primaire/primaire overbrenging/trasmiss. primaria: Tauer/Fred Kodlin Motorcycles

Kupplung/Clutch/Disques d'embrayage/frizione: Barnett

Sekundärantrieb/Secondary transmission/Transmission secondaire/sekundaire overbrenging/trasmiss. secondaria: Fred Kodlin Motorcycles Beltdrive

Sonstige Bemerkungen/Other/Autres/ovenig/Altro:NEUHEIT!!! Die äußere Primärabdeckung dient als Ölkühler- Öl fließt durch etliche Kanäle… // NEW the outer primary cover acts as oil cooler where the oil is directed through various channels.

Fahrwerk/Frame; Brakes/Cadre; Freins/frame en remmen/Telaio e freni :
Rahmen/Frame/Cadre/frame/Telaio: Fred Kodlin Extrem Chopperframe NEU! / NEW!

Baujahr/Year/Année/bouwjaar/Anno: 2006

Lenkkopfneigung/Rake/Chasse/balhoofdshael/inclinazione: 42°

Verlängerung (Verkürzung)/Stretch (Shortage)/Allongement 5“ (Abréviation)/verlenging (inhoulang)/allungamento (riduzione): 10“ stretch

Sonstige Umbauten/Other/Autres/andere wegrigingen/Altro:alle Rahmenrohre zieren eingelassene Led´s und zusätzlich echte eingefassene Brilli´s // Frame tubing integrates LED lights and, if you look closer, set with real gem stones (Brilliants)

Schwinge/Swinging arm/Bras oscillant/achtenbrug/Forcellone oscillante: Neu, von der Smoothend abgeleitete , sich in die Rahmenrohre übergangslos einfließende… NEW Fred Kodlin design, developed from the “Smoothend” swingarm, smooth flowing look with the frame design.

Stoßdämpfer/Shock absorbers/Amortisseurs/schokdempers/ammortizzatori: Progressive Suspension

Gabel/Fork/Fourche/vork/Forcella anteriore: Nagelneue superschöne Springergabel mit Billet Brücken und Rockers und lackierten Rohren. // brandnew superb springer fork, featuring billet triple trees & rockers with painted fork-tubing.

Hersteller/Type/Constructeur/merk/Marca: Fred Kodlin Motorcycles

Verlängerung/ Stretch/Extension/verlenginging/allungamento: 16-Inch-over

Sonstiges/Other/Autres/ovenig/Altro:

Räder/Wheels/Roues/wielen/Ruota: Performance Machine
Vorne/Front/avant/voor/anteriore: Performance Machine “Del Rey”… die einzigen wirklich 3D- bis ins äußere Felgenbett gefrästen Räder… es handelt sich um den 1. Radsatz dieser Serie, den Performance Machine Europa-Vertriebspartner Fred Kodlin zur Verfügung stellt // 1st set of Performance Machine “Del Rey” 3-D designed wheels, offered to PM European distribution partner Fred Kodlin.

Größe/Size/Dimensions/maat/dimensione: 3.5 X 18''

Nabe/Hub/Moyeu/naaf/rotore: Performance Machine

Speichen/Spokes/rayons/spaken/raggi: “Del Ray” 3-D billet design

Reifen/Tyre/Pneu/banden/pneumatico: Avon 130- 70 18

Hinten/Rear/arriere/achter/posteriore:Größe/Size/Dimensions/maat/dimensione: 10.5 X 18

Nabe/Hub/Moyeu/naaf/rotore: Performance Machine

Speichen/Spokes/rayons/spaken/raggi: “Del Ray” 3-D billet design

Reifen/Tyre/Pneu/banden/pneumatico: Avon 300

Bremsen/Brakes/Freins/remmen/Freni:Vorne/Front/avant/voor/anteriore: Bremsscheibe(n)/Disk(s)/Disque(s)/remschiguen/Disco: PM Del Ray

Bremszange(n)/Caliper(s)/Bloc(s)/remklaumen/Pinza freno: PM 4-Piston

Hinten/Rear/arriere/achter/posteriore: Fred Kodlin hidden Brakesystem featuring PM 4 Piston caliper

Bremsscheibe/Disk/Disque/remschiguen/Diso: Fred Kodlin

Bremszange/Caliper/Bloc/remklaumen/Pnza freno: PM 4-Piston

Sonstige Bemerkungen/Other/Autres/ovenig/Altri: —

Accessoires:

Lenker/Bars/Guidon/stuur/Manubrio: Fred Kodlin mit eingelassenen Blinkern // integrated indicators

Spiegel/Mirrors/Rétroviseur/spiegel/Specchietto: Arlen Ness

Armaturen/Griffe/Grips/Poignées/handgreepen/manopole: Rebuffini

Fußrasten/Pegs/Repose-pieds/voetsteunen/Pedaliera:Vorne/Front/avant/voor/anteriore: Fred Kodlin Motorcycles “Guilty”

Hinten/Rear/arriere/achter/posteriore: Fred Kodlin Motorcycles “Guilty”

Tank/Gas Tank/Réservoir d'essence/tank/Serbatoio: F Fred Kodlin Motorcycles

Sitzbank/Seat/Selle/zadel/Sella: “Custom Leather” Armin Dobstetter

Öltank/Oil-tank/Réservoir d'huile/olie tank/Serbatoio olio: Zwischen den Tankhälften // located between the tank halfes

Schutzblech/Fenders/Garde-boue/spatborden/Parafango: Vorne/Front/avant/voor/anteriore: Fred Kodlin Motorcycles Hinten/Rear/arriere/achter/posteriore: Fred Kodlin Motorcycles

Elektrik/Electrics/Electricité/electrciteit/Elettrico:
Lampe vorne/Headlight/Phares/koplamp/Faro: NEW Fred Kodlin Motorcycles design!

Rücklicht/Taillight/Feux arrière/achterlicht/Luce posteriore Fred Kodlin Motorcycles

Blinker/Indicators/Clignotantes/richtingaanwejzers/Lampeggiatore: Integrated

Kabelbaum/Wireing/System électrique/kabelboom/Imp. elettrico: Fred Kodlin

Sonstiges/Other/Autres/ovenig/Altro: —

Lackierung/Painting/Peinture/spuitwerk/Verniciature:Idee/Idea/Idée/idee/Idea: Michi and Kathi in Bed… // Michi und Kathie im Bett

Ausführung/Painter/Peintre/spuiter/Autore: Pfeil-Design

Basislack/Base laquer/Laque basique/basiskleur (soort)/Colore base: Metalflake

Farbe/Colour/Couleur/kleuren/Colore: House of Kolours

Airbrush-Gemälde/Design/AirbrushArt/Design/Peinture speciale/ontwerp/Aerografie: Markus “Pfeili” Pfeil

Sonstige Bemerkungen/Other/Autres/ovenig/Altro: The most advanced and extensive paintjob he ever did // die aufwendigste Lackierung, die er je gemacht hat

Kontaktadresse/Adress/contact/contactadres/Indirizzo

FRED KODLIN Motorcycles
Fred Kodlin
Rudolf-Diesel-Str. 1
D-34583 Borken
Germany
Phone: +49 (0)5682 7071-0
Fax: +49 (0)5682 7071-29
E-Mail: support@kodlin.com
Internet: www.kodlin.com

We received a call from the Build-Off Chopper King, Hugh, just as the holidays of 2006 loomed ominously overhead. “Roland Sands dropped out and we need a builder capable of tearing up a drag strip alongside a James Compton, super fast Jap bike,” he said and hung up. The phone rang again. “He has six weeks before the shooting begins.” The Bikernet staff huddled in a corner, wrote names on the back of old Easyriders business cards and dropped them into a top hat. They downed a round of Yeager Bombs, danced the hoot-chi cu and then called Bandit.

He has a strange way of making decisions. Perhaps that’s one of the reasons behind five wives and changing motorcycles every year. He strolled in from the shop, eyed the tattered Top Hat full of business cards, poured a rattlecan cap full of gas in the hat, struck a match and our votes went up in flames, “Call Lee at Departure Bikes Works, in Richmond and give him the assignment. He’s about to have his right knee operated on.”

The Bikernet staff was stunned. How could he be so cruel? “Goddamnit,” Bandit said. “If Andrew and the Hull Street Meanies, don’t have a major project, they’ll fuck-off during his hospital stay. But don’t tell them that.”

Lee and Bandit have been notorious friends since the mid ‘70s. Departure Bike Works is one of the most established and long lasting shops in the Richmond area. Brenda, Lee’s wife of 40 years, and several of the family members work in the 34-year-old shop. They are performance advocates, antique aficionados, service masters, parts experts and generally have a handful of bikes for sale. If you need anything H-D, Departure is the place. Plus if you’re looking for a wrecked bike for a project base, Lee has a connection with the insurance industry.

There you have it. The Learning Channel Biker Build-off set in motion. Brenda took the whimpering Colonel Lee Clemens to the hospital and the build began with Andrew grinding and welding a frame to mate the chopper lifestyle with a race ready package. Then Hugh called, “Sorry guys,” The King said snickering. “We gotta remove two weeks from your shooting schedule. You have four weeks before we storm your shop and overload your electrical circuits with our equipment. You can have a frame ready and a set of wheels, but that’s it.

“I went to work on the frame,” Andrew said, “while Lee hunted for a project sponsor. My chopper/race configuration became a tribute to a match made in heaven.” Lee discussed the project with Wes Wolf, the owner of Paradise Road Speed & Custom, in Richmond. Wes owned and restored the historic 1965 Altered Funny Car, the Virginian. He offered to sponsor the project, if he could buy the bike once completed. “It became a huge connection to build the bike/brother to the famous funny car,” Andrew said and dove under his welding hood.

Hugh will tell you that some shops are more intricately involved in the Build-off process than others, but Departure Bikes works proved to be the real thing. Andrew built the frame from the ground up in a week. “I got kinky around the neck and axle areas with slip fit sections that ate precious time,” Andrew said.

While Andrew fabricated the sheet metal under the Learning Channel lights, Billy Wheatley, in a white surgeon’s smock, built the vintage ‘60s motor in the back. Departure is capable of restoring vintage engines and is building a 45 flathead with a K-Model top end for our 5-Ball racing team Bonneville 2007 Bonne Belle.

Andrew built the battery box, the oil tank, the controls, the wild wrapped pipes and the gas tank. “It was the smoothest build I ever experienced,” Andrew said. “Usually we start a build and run across numerous obstacles and delays. This was my first start-to-finish build uninterrupted, which enhanced my concentration and prevented glitches. We just rolled. Sure the time element was tough, but it kept us focused.”

Sean, another Departure team member, machined the brass lightening bolt foot pegs. Andrew mounted one of Departure bike works two-into-one brake systems with a four-piston caliper on the rear linked to the front brake lever and a two-piston caliper on the same rotor for the rear brake. Both calipers are tucked between the rear frame rails.

Andrew fabbed the 39mm triple-trees, shaved the no-brake lowers and made the spoked wheel with a wheelchair hub. All went smooth as glass, except for a small glitch in gas tank venting, until… Well, let’s start with this well written report from a Richmond Times-Dispatch writer, Mark Holmberg:

The Departure Bike Works crew gathers around its latest creation on a recent night, cans of Pabst Blue Ribbon in hand.

A film crew for the Discovery Channel packed up its cameras for the evening and left the sprawling custom motorcycle shop at 5216 Hull Street Road in South Richmond.

It's been another long day — the ninth in a row — of cutting, welding, bolting and wiring for the Learning Channel’s “Biker Build-Off” program.

Only one day left.”We're nearly buttoned up,” the ponytailed chief designer and fabricator, Andrew Williams, said.”All we need are the pipes, some top-end lines and some fuel, and the windows will be rattling,” notes Ernie Coates, Departure's service manager.

Williams' wife, Drenda, pops in to say she's heading to the evening service at the nearby Richmond Outreach Center, a popular South Side church that has more than a few bikers among the brethren.

”Pray for this motorcycle,” Coates calls out. As she leaves, he adds: “She is turning into the mother of this group of misfits.”

The heart of the project, a monster 103-cubic-inch, Departure-built Harley-Davidson panhead motor, squats in the handmade frame like a gleaming question mark.

The crankcases were made in 1969 — never been used, Williams says. Which means the engine's foundation was made during President Richard M. Nixon's first term. And Departure's mechanics used an unusual combination of internal parts to build the most possible torque.

After all, their hand-built Harley will be racing a high-revving Japanese bike custom-crafted by a Texas motorcycle shop for the Discovery Channel program. The crew knows its Harley — “The Virginian” — will have to claw off the starting line like an angry cheetah to stand a chance.

Billy Wheatley, Departure's engine builder who looks as if he should be wearing a white smock in a science lab, has assured the crew the new-old motor is race-ready.

“I feel like a kid on Christmas Eve,” Coates says, hungry for the rumble.

The film crew is not present to chronicle what comes next.

Mechanic Steve Hodges rolls in with what looks like a hospital IV stand, topped with a little lawn mower gas tank and dangling fuel lines. Hodges has already hacked off some temporary exhaust pipes on the shop's trundling band saw and bolted them up, one of them pointing forward like a unicorn's horn. It's enough for the test blast.

Williams bolts on the oil return lines as Coates, peering though his Santalike spectacles, hooks up the temporary gas line and primes the carburetor.

Williams pushes the electric starter — ignition off — to pre-lube the engine.

Everyone seems to hold his breath. Ignition on. Williams hits the starter.

The motor speaks once — one deep boom that sounds like a muffled shotgun blast.The panhead's single bark just means it's primed and ready to roar, Coates says confidently.

Sure enough, when Williams bumps the starter again, the motor blasts off, the unmuffled pipes sending out liver-rattling shock waves.

The crew swarms over the throbbing bike, checking head temperatures with an electronic sensor and their bare hands, watching the oil return to the tank, tweaking the carburetor, sniffing the motor's break-in scent as if it were a new perfume.

Once the Panhead reaches the optimal temperature for its first break-in, heat-cycling run, Williams shuts it down. The ensuing silence is deafening.

There are some high fives, but no whooping. After all, Wheatley had said it would run like a champ.

The next day, the crew bolts on the custom tanks and exhaust pipes as the cameras roll.

Friends have gathered, including some teens from the Richmond Outreach Center. It's a happy moment.

They've met the deadline. They're ready for Saturday's race against the Texas crew in Louisiana, which will air on the Discovery Channel in February.

After the race, the bike will belong to longtime Departure customer and friend Wes Wolf. The motorcycle is named and styled after Wolf's old altered drag car, considered to be one of the first funny cars in the country.

Coates estimated the one-of-a-kind, handmade motorcycle is worth between $50,000 and $60,000. The Virginian is beautiful, everyone agrees.

But not completely finished, Drenda Williams reminds them.

She slips off a small hose clamp she's been wearing on her finger.

Williams and Coates slide it on the fuel line that feeds the carburetor and tighten it.

The clamp came off Travis Clemens' Harley, Drenda says to the camera.

He may be departed, but the Departure crew knows he'll be along for the ride.

That's the way they roll.

All was shiny and clean at that point. It was time to make tuning passes on the Departure Bike Works Dyno. It fired, like the 103-inch locomotive it was, to the delight of the staff and horsepower increased with each pass. The next day more break-in passes were made.

Here’s how Sean put it 24 hours later, “We just got it back together after a little incident on the dyno. Seems that the front cylinder had a defect around the skirt and broke off, blowing the cases apart Thursday morning. Billy put it back together with another set of original H-D cases that had been lying around the shop for decades. It fired up Saturday surrounded by a crowd in the shop, and will be loaded on the trailer Monday for Louisiana… Right down to the wire… I am sure the film crew will be depressed to know that they missed out on the drama.”

By this time Lee escaped the hospital to hobble around the shop on crutches. The Learning Channel Build-off experience motivated him to rehab as quickly as possible. Everyday he healed and worked his knees until he was standing alongside his staff and ready to load himself into the truck for the drive from Richmond to Morgan City on the 90 west out of New Orleans where they were scheduled to compete on the No Problem Raceway in Donaldsonville, LA. “We had a large time,” Lee said, “with James Compton our competitor with his super clean drag GSXR 1000 motor in his hand-built frame. Good people.”

Andrew had never drag raced although several members of the staff are strip veterans. The stripped race machine wasn’t loaded down the a shift light or even a tack. “He had to feel the engine’s need for throttle and gears,” Lee said. He made two ¼-mile warm-up passes and was ready to rock. “We owned the holeshot,” Lee said. “The first 1/8 mile was our and James had to work and catching up with the Suzuki, but he kicked our asses with mid 10-second passes, whereas we pull consistent mid 12s. The track was so sticky that if you stood still for five minutes you’d leave your shoes behind.”

Lee, his operated knee quivering wanted to make sure that Andrew, Brenda and his entire staff knew how proud he was of their efforts and success on the track. “That bike made pass after pass without a hiccup,” Lee said. “It made three passes without ever shutting the engine down.

Don't miss all the live action on The Learning Channel. This episode will be aired March 15th on the Learning Channel at 10:00 p.m. Thursday night.

General

Owner: Wes Wolf
City/State: Richmond/ VA

Builder: Andrew Williams
City/state ( or company contact info): Departure Bike Works, Richmond, VA
Fabrication: Departure Bike Works- Andrew Williams
Manufacturing: Departure Bike Works- Andrew Williams
Welding: Andrew Williams
Machining: Andrew Williams, Billy Wheatley, Sean Higgins & J. E. Fifer Sheet Metal Fabricators, Inc

Engine

Year: 2007
Make: Harley-Davidson
Model: Custom
Displacement: 103ci
Builder or Rebuilder: Billy Wheatley of Departure Bike Works
Cases: ’69 Panhead
Case finish: Polished
Barrels: S&S
Bore: 3 & 5/8”
Pistons: S&S
Barrel finish: Black Powder Coat
Lower end: S&S
Stroke: 5”
Rods: S&S
Heads: STD- Ported & Polished by Departure’s Billy Wheatley
Head finish: Natural
Valves and springs: Black Diamond Valves/ S&S Springs
Pushrods: Jims
Cams: S&S
Lifters: S&S
Carburetion: S&S “D”
Other:

Transmission

Year: ‘06
Make: Rivera Primo- Special Construction
Gear configuration: 6-speed
Final drive: Chain
Primary: 3” Open Belt- Rivera Primo
Clutch: Pro Clutch

Frame

Year: ‘07
Make: Departure Bike Works
Style or Model: Andrew Williams- “Speed Star”
Stretch: 6” Up & 4” Rear
Rake: 30 degrees
Modifications: Other than the fact that it was made from scratch on the frame table Andrew designed and made…?

Front End

Make: Departure Bike Works/ Showa
Model: Narrow
Year: ‘07
Length: +4”
Mods:

Custom Triple Trees: Departure Bike Works- Andrew Williams

Sheet metal

Tanks: Split Racers: Departure Bike Works- Andrew Williams & Ernie Coates
Fenders: What?
Panels: Rear Cowl: Departure Bike Works- Andrew Williams & Ernie Coates
Oil tank: Departure Bike Works- Andrew Williams
Other:

Paint

Sheet metal: Danny Riddle & Riddle Sign
Molding: yep
Base coat: yep
Graphics: Old School Lettering & Paint to Match Wes Wolf’s Virginian Hot Rod
Frame: Power & Performance- Richmond, VA
Molding: Powder & Performance
Base coat: Black Powder Coat
Graphics or art: yep
Special effects: Simple… that is special
Pinstriping: Danny Riddle

Wheels

Front
Make: Akront
Size: 19”
Brake calipers: What?
Brake rotor(s): Don’t need em’
Tire: Metzler

Rear
Make: Akront
Size: 18”
Brake calipers: Performance Machine, Inc.
Brake rotor: EBC
Pulley: Sprocket- yea
Tire: Metzler

Controls

Foot controls: Departure Bike Works- Andrew Williams
Finish: Polished Stainless Steel
Master cylinder: Grimeca
Brake lines: Russell
Handlebar controls: Brimbo
Finish: Brushed Aluminum
Clutch Cable: Barnett
Brake Lines: Russell
Shifting: Foot (Departure Bike Works- Andrew Williams Controls)

Electrical

Ignition: Compu-Fire
Ignition switch: Toggle
Coils: Twin Tech
Regulator: Cycle Electric
Charging: Cycle Electric
Wiring: Departure Bike Works- Andrew Williams & Ernie Coates
Harness: Departure Bike Works- Andrew Williams & Ernie Coates
Headlight: Harley-Davidson Spotlight
Taillight: LED Bullet Style
Accessory lights: come on now…
Electrical accessories: it works…
Switches: Toggle & Kill
Battery: Deka

What's Left

Seat:

Pipes: Departure Bike Works- Andrew Williams
Mufflers: I can’t hear you… what?
Exhaust finish: Polished Stainless Steel
Gas caps: yep
Handlebars: Departure Bike Works- Andrew Williams
Grips: Pingel
Pegs & Mounts: Departure Bike Works- Sean Higgins
Oil filter: Perform
Oil cooler: Perform
Oil lines: Departure Bike Works- Special Rubber Extruded From Andrew’s Anus
Fuel filter: yep
Fuel Lines: Departure Bike Works
Throttle: Barnett/ Pingel
Throttle cables: Barnett
Fasteners: Chrome

Credits:Special thanks to everyone who supported the project… you know who you are.-Ride Forever Travis

Name: Golden State. Why? I was born and raised in So Cal, as a matter of fact, my family has been here in California (the Golden State) since 1890. I have watched this area (So Cal) grow and change so much in the last 30 years. Unfortunately, I can't say it’s for the better. This bike was sold originally in CA and I am the 3rd owner- it never left the state; nor have I………. yet. I have had this bike as a chopper, a stock configuration, and now in its “Golden State”- a Bob Job configuration. So why the name? Well, it harkens back to a time when our state (and Nation) existed in more simple times. I wish we now had- “Golden Times”. I think as I endeavor to grow, learn, and gain wisdom in this life, I want to do it with a “Golden State” of mind. This bike was built with this notion as a constant reminder.

Specs: No hydraulics- all mechanical…… during this old girl’s time there were no fancy dancy hydraulic stuff- so I'm not messin' with a good thing! Zero aftermarket crap that I didn’t build, with exception of the petcock, battery, oil lines, seat and tail light. Well, the petcock and battery suck, go-figure (new aftermarket). However, the seat is a 1950s Bates leather solo which still retains its original sticker in all its glory and original leather. The taillight is a ‘50s Do-Ray light…. both of these aftermarket items I feel would satisfy a “period correct” enthusiast. The sheet metal and foot controls were made by yours truly. Foot controls made with the use of OEM Harley levers and rods to retain the pure nature of this bike. Back in her day, a gentleman used what they had at hand. I built this bike in the same spirit. Any lathe work was done on our 1946 LeBlonde lathe. Pipes were made from sections of OEM Harley exhaust.

Paint: The World Famous Harpoon ! Uh, Johnny….. how bout the pinstripes? love ya bro- sorry I missed your party….

Finish: Tons of stock patina. It was not my desire to “clean up” or hide any nostalgia on this bike. If it's old stock chrome- I left it! Old stock paint- left it! Any new paint (outside of sheet metal) was done to look old and weathered.

Engine: 1947EL stock (now .030 over). Trans: 1947 4 spd Primary: 1947 with a 1955 outer OEM cover for beauty. Secondary Gearing: 24T X 52T OEM Wheels: OEM Kelsey Haynes 16″ w/ OEM star hubs and covers

Brakes: 1947 Springer front (mechanical) with OEM Parking brake handle.
Rear: 1947 OEM Mechanical rear fitted w/ NOS pads and shoes.

Frame: 1934 VL frame, modified to fit drivetrain.

Front end: 1934 VL I-beam fitted with 1947 brake set-up and wheel.

Spotlights: 1947 Guide SH-2 OEM

Handlebars: 1964 FL bars OEM w/ internal throttle mated to 1934 VL top clamp and 56 OEM Harley Grips

Seat: 1950's Bates leather solo with Knucklehead OEM Valve component “shock”

Rear Honch: WL OEM

Rear Drive Chain: OEM 1947 Duckworth chain Primary Chain: OEM double row

Steering Dampener: VL mated to 1936- top nuts and bar

Gas Caps: OEM Eaton caps

Kicker pedal: 1943 War Production pedal OEM

Electrics: Conversion to 12V w/ Cycle Electric (these are great people w/ a great product) Ignition: 70's OEM Harley Davidson w/ key

Tires: Dual Sport (reversed)

Just your ordinary average everyday bike.

U.S. Choppers now has 17 years of vintage Harley-Davidson builds under their belts (1989- Pasadena, CA). “It is my opinion that every self professed “Master Builder” of Harley-Davidsons should posses a firm grasp of the fundamentals,” said Rick Krost, the boss. “This is where it all began. I had the opportunity to meet and hang out with gentlemen who had shops in the ‘40s, ‘50s and ‘60s….. I watched and learned. I learned every nut, every bolt. I learned the correct way, noting the correct parts for each and every model year from 1936-1965 right down to the proper markings on the bolts. What we used to call in the finance profession, a bottoms up approach. We do not profess or hold ourselves out to be Master Builders and never will. These titles should be reserved for the likes of Al Crocker, Sir Harry Ricardo, Carl Hedstrom, William S. Harley, and Ole Evinrude. These gents pioneered the field….. we just play in it. Respect never seems to go where it's due.”

”We still do restorations in the shop, mostly for our own bikes or long term clients, however, if you feel you have an interesting restoration for us, we specialize in 1936-1965 big twins. Give us a call. Regarding questions about custom bike builds, we do about 3-4 a year, that's it. It's on a first come, first serve basis. We have an easy interview process to ensure that we both have the same goal in mind. Your dollars will be well spent and your time will not be wasted. Rest assured, you will be a longterm client and friend.”

The rest of U.S. Choppers’ hours are spent producing fine quality American made chassis kits. Their kits are reminiscent of the “Golden Days” with art-deco lines and attention to detail you just don't see in this modern time. Please visit their site for more information.

“I will be selling some of my personal collection to celebrate and anticipate the birth of my first baby boy due around March 22nd 2007,” Rick added. This Knucklehead is for sale for the very reasonable price of $22,500. If you would like all the original parts to return it to is completely stock form, Rick has the components for an additional $10,000. Rick is currently building the chassis for the Bikernet 5-Ball Racing, World’s Fastest Panhead effort for Bonneville 2007.

U.S. Choppers
2039 S. Lyon St
Santa Ana, CA 92705
714-546-4699
Appointments Only Please
http://www.uschopper.com/

That’s a helluva way to kick off an article, but it’s the truth and Nash Motorcycle Company is fine example. Four years ago three brothers, a wife, Jenna, and a couple of staffers, including Marlin, kicked of Nash Motorcycles in a high precipitation area of the U.S. They build up to 20 hot rod motorcycles a year and developed an extensive product line consisting of a line of handlebars, risers, forward controls, fill caps, and kicker pedals. “Hey it’s dry all summer,” Taber Nash, the boss, said putting a positive spin on Vancouver. “I’m a fair weather rider.”

They grew up behind a father in the landscaping business and learned work ethics and small business acumen. They lived in Southern California and Vancouver and worked on bikes and restored cars in High school. They had the opportunity to learn and live the entrepreneurial American dream. But they learned that bikes were where it’s at. “Hell, we can pack 20 bikes in a small garage,” Taber said.

Building bikes is more manageable, more fun, more creative, less cash, less tools, more sex and less equipment. Everything fits, so they went at it. And here are a couple of bikes they built over the last four years. They have no intention of becoming a production manufacturer, but they have the license to afford their customers Nash Motorcycle Company VIN numbers and ease of registration.

Bandit asked that we focus primarily on the Cooper bike. Mike Cooper, from Houston, bought a long stretched red Lardo bike by Nash, but when he flew to Seattle, to seal the deal, he fell in love with the Cooper and subsequently bought two more Nash Motorcycle Company bikes. He offers to haul Nash rides to various shows around the country and has turned into a life-long Nash Motorcycle Company team supporter and friend.

Natch, each one of their bikes sports some array of Nash Motorcycle Company products. The Cooper displays the classic laser cut forward controls, late-model cast Harley mags, Nash Apes, their fender, narrowed Harley fatbobs, the Nash Cigar kicker, and a classic Paughco frame with Nash VIN numbers and replica white-walls. Check out the chart below.

Taber, the Nash owner, we spoke to, is 27 years old, with his brothers who are 32 and 22. They all have the entrepreneurial spirit and have branched into other fields, as the Nash business stepped up and stood on its own. This last year aboard three Nash motorcycles the brothers and customers rode to the Smoke Out East in South Carolina. They finished their Nash AWOL bike the night before the run kicked off and rolled south into Southern California to hook up with other friends, then east to Phoenix and Houston to meet with a rider and their Sancho bike.

The Code of the West, the nature of the Chopper Creed enveloped them as they cut across fields and deserts heading east. Just 150 miles out of Salisbury, SC, with four riders in the pack, Austin blew a rear tire. The bike spun out of control and off the 84 freeway heading north. Austin dislodged himself from the bike as it left the asphalt and watched it spin and flip onto the grassy shoulder. Fortunately another Smoke Out fan arrived in a truck. They loaded the bike and arrived at the HORSE mag event, sponsored by Bikernet.com, on time. Every ride is an adventure.

Until the next cross country wild ride, XENTX Oil sponsors the Nash Motorcycle Company, in addition to Kronick Energy Drinks, and you can check out their bikes displayed in their booths at various events. We’ll keep you posted on new Nash Motorcycles and Products as they grow.

–Wrench

Cooper Model from Nash Motorcycles Spec Chart

Owner: Tracey Wellendorf
City/State: Carrol, Iowa

Builder: Nash Motorcycle Company
Web Site: www.nashmotorcycle.com
Phone: (360)693-4225
Fabrication:NMC
Manufacturing:NMC
Welding:NMC
Machining:NMC/Pacific Precision Machine

Engine

Year: 2006
Make: S & S
Model: Black
Displacement: 97-inch
Builder or Rebuilder: S & S
Cases: S & S
Case finish: Black wrinkle
Barrels: S & S
Bore: Bigger
Pistons: S & S
Barrel finish: Black Wrinkle
Lower end: S & S
Stroke: Stroked
Rods: S & S
Heads: S & S
Head finish: Black Wrinkle
Valves and springs: S & S
Pushrods: S & S
Cams: S & S
Lifters: S & S
Carburetion: S & S Super E
Other: NA

Transmission

Year: 2006
Make: RevTec
Gear configuration: 5-Speed
Final drive: Chain
Primary: 3-inch Open Belt
Clutch: BDL

Frame

Year: 2006
Make: Paughco
Style or Model: Rigid
Stretch: Little
Rake: 36 degrees
Modifications: Some

Front End

Make: Nash Motorcycle Company
Model: Black
Year: 2006
Length: Stock
Mods: Some

Sheet metal

Tanks: NMC
Fenders: NMC
Oil tank: Round

Paint

Sheet metal: Jeff Richards
Molding: Jeff Richards
Base coat: Cream
Graphics: Paul Cameau
Frame: Masic Industries
Molding: None
Base coat: None
Graphics or art: Paul Cameau
Special effects: None
Pinstriping: Paul Cameau

Wheels

Front
Make: H-D
Size: 16-inch
Brake calipers: H-D
Brake rotor(s): H-D
Tire: Avon

Rear
Make: H-D
Size: 16-inch
Brake calipers: H-D
Brake rotor: H-D
Tire: Avon

Controls

Foot controls: NMC
Finish: Powder
Master cylinder: HD
Brake lines: Goodyear
Handlebar controls: HD
Finish: Powder
Clutch Cable: Goodyear
Brake Lines: Goodyear
Shifting: Normal

Electrical

Ignition: S & S
Ignition switch: Key
Coils: Crane
Regulator: Spike
Charging: Spike
Wiring: Centech
Harness: Centech
Headlight: Old
Taillight: Old
Accessory lights: N/A
Electrical accessories: N/A
Switches: Hi Low Beam
Battery: Thunder Start

What's Left

Seat: NMC
Pipes: NMC
Mufflers: None
Exhaust finish: Black Wrap
Gas caps: H-D
Handlebars: 16-inch Copper Gimp Hangers by NMC
Grips: Old
Pegs: Slugger Pegs by NMC
Oil filter: Good One
Oil cooler: None
Oil lines: Hydrolic
Fuel filter: Good
Fuel Lines: Hose
Throttle: Internal
Throttle cables: V-Twin
Fasteners: Yeah

Specialty items:Seat and Seat Spring combination

This Halibrand Special started life as a brand new 2006 Springer Softail. I use the Springer as the platform for building Specials because it's the only way I can get the black and chrome motor on a base model. I completely re-fit the springer front ends to look just like the old ones by shortening them and moving the shock inside the springs (Bikernet will bring you a tech on this springer mod shortly, or when Mr. Conder gives us permission).

This particular bike has been outfitted with the factory 95-inch kit and the dealer tuned in for the Goodson air-cleaner and Shotgun pipes. It's also running fully polished Halibrand sprint Hot Rod wheels with our (patent pending) true pin-drive knock-offadapter hubs.

The production hubs are not available yet, but I can machine you a set just like these out of 6061 complete with ARP drive pins, forged knock-offs and H-D bearings. (Contact me if you want 'em).

This Special is one of only three Harley-Davidsons so far that have been customized in collaboration with Halibrand Engineering. If it's not Genuine H-D, it's genuine Halibrand, hand built and painted by Conder Custom. Inspired by “The California Kid” '33 Ford originally built by “Jake” Jacobs. This bikes was raked, slammed and cut down with the fattest rear tire I could fit and a flame job styled after Manuel Reyes' layout on the original “Kid”. Donn Trethewey (Garage Magazine #11) striped it in white and above the clear to give 'er the right look. I cheated a little and asked Treth to put a big monster on the back fender Like Roth did on the McMullen roadster… but f**k it, sue me.

Like all my Specials it has tons of factory H-D custom parts, great GMA brake$ as well as a bit of metalwork in all the good spots. I just got the hand tooled “Halibrand” leather seat and haven't drilled the hole for it yet so don't mind the “fit”, it isn't bolted down. This one uses the stock fender struts so any H-D seat will work on it.

This is a brand new, professionally built 2006 Softail with a dealer installed 95-inch kit and a full warranty. It's running pre-production Conder/Halibrand true knock-off hubs with 15×4.5 and 15×6 Halibrand Sprints. It has just under 150 miles on it andis being offered at $35,000 with the prototype wheels and hubs, or $32,000 with black 40 spoke rims.

I'm taking orders for new Specials and Bombers as well as making kits so you can build your own (Johnny Humble is working on the Bomber tech). Most dealers can finance the whole build and will be doing all your drive-train mods and service. Once I get your shiny new bike it takes us roughly 4 to 6 weeks to build, paint and assemble it. (Usually because we have to wait for that floorboard lock washer that's coming UPS ground from Terra Haute). Give me a yell if you want one Cousin.

Special thanks too…Bob Sternoff, Walter McQuillen, Treth, Scott Cook and Brian Marsh from Eastside H-D in Belleview Wa. Halibrand Engineering out of Wellington KS, Steel Geisha Design and Gordon from Gordon's Forge in Sonoma CA. Doran Benson and the Extreme Custom Iron crew in Rohnert Park, CA. Ryan the parts pro at Michael's H-D in Cotati, CA, Stacey at the Boyes Post Office and the Barking Dog Coffee House in Sonoma Ca.

And a big thank you to BADASS Hot Rod Dave from Dave's Muffler. You all saved my ass. As usual.

–Tim Conder
theconderosa@comcast.net
(707) 843-9454
http://www.condercustom.com

This wild Indian custom built by Carl Blake of Black Hawk Customs, out of Waterloo, Iowa is an interesting mix of old and new. Carl was kind enough to tell us his story: I built my first custom chopper from parts gleaned fromthe California swap meets when I was in second grade. My father and Ibuilt a very cool 5 hp chopper that we road everywhere in the mountains ofSimi Valley, California. Since then I have owned several choppers and Harleys. Infact, my exclusive college transportation was a chopper. I never drove a car. Ialways wanted an Indian or even an old Harley Knucklehead. But I didn’twant the problems associated with the older bikes.

I wished that I couldbuild a new bike but with the old look and feel. I gatheredparts for a dream custom bike I wanted to build one day for myself. On a special day afriend and I got in touch, and he had some Indian engines he wanted to getrid of. He bought them from Indian still in boxes never assembled. Hetold me they were prototypes for the new motors Indian was coming out withlater in 2004. But the company never made it and the engines were never used. Joe Leon from Indianexplained that only one bike was assembled just before the auction, with one ofthese motors…it was sold at auction. This is NOT the Power Plus engine.

All the markings on this engine show INDIAN not S&S. For thisreason I decided to build an Indian bike around this engine. I wanted abike that, at first glance, you KNEW it was Indian but up further inspection, the viewer becomes perplexed. What could it be.

I come from the old school of sissy bars andapes. I could not have it any other way. It had to be chopped….Not somuch to make it hard to ride but enough to stick the front end out, so Icould stretch back and put my legs up and cruise as far as I wanted to go.

Okay, what happened to the sissybar?

It HAD to have a sissy bar that was equal in size and strength to theapes. I had to have the witches hat and some twists in it. The bike hadto have big bars, not the little cheap 1 1/4 or 1 inch bars. After all,it has a front end called the Fat Bastard. How could I build it withanything less than 1 ½-inch bars? I was riding bikes with the back tires as bigas they could go in the ‘70s and ‘80s, then it became some sort of crazein recent years. I think anything over 200 series is a waste of tire andmoney for long trips etc. So I had to have at least a 180.

What you seehere is the culmination of two years gathering the right parts and then sevenmonths of building, fabricating and painting the bike in our own shop. My son Sean assisted with this build and spent many nights with me workingon it. I think we were successful in melding the new technology with theold Indian look of skirted fenders.

You judge for yourself.

THE BLACK HAWK CUSTOM SPEC SHEET

Owner: Carl Blake of Black Hawk Customs
City/State:Waterloo, Iowa

Builder:Carl Blake
City/state:Black Hawk Customs
432 W. Parker
Waterloo, IA 50703
Indian@chopped.com
319-234-2661
Fabrication:Carl Blake
Manufacturing:Carl Blake
Welding:Carl Blake
Machining:Carl Blake, Mark Lawrence, Terry Rule, Mike Hansen, TommyLahmann, Doug McCarthy, Gary (Boomer) Boomgarten

Engine

Year:2004
Make:Indian (By S&S)
Model:Evo Indian Style with round jugs
Displacement:92 Cubic Inches
Builder or Rebuilder: Dave Feazell of Two Wheel Travel. Dave and Jakebuilt the engine from out of the box.
Cases:S&S
Case finish:Gloss Black
Barrels:Round Indian Style
Bore:Stock
Pistons:Stock
Barrel finish:Factory Gloss Black
Lower end:Stock
Stroke:Stock
Rods:Stock
Heads:Stock
Head finish:Stock
Valves and springs:Stock
Pushrods:Stock
Cams:Stock
Lifters:Stock
Carburetion:S&S Super E with custom Indian Air breather, custom billetchoke knob.
Other: This Engine was made for Indian by S&S as a 92 Cubic Inchengine. It never made it on a production bike before their bankruptcy. Only a few of these engines were made. It clearly has the Indian name andthe Indian “I” logo in the cases and heads. All other engines for Indiancame with the S&S moniker. This engine according to Joe Leon(An IndianProduction Manager) was one of the first prototypes sent to Indian.

Transmission

Year:2004, Revtech tranny but made for Indian with no markings.
Make:5 Speed
Gear configuration:Stock
Final drive:Belt
Primary: Chain, Indian setup. The primary inner and outer cover arefrom an Indian Chief. The 92 Cubic Inch that you see on the primary coveron the left was actually from a 2004 Victory primary cover. They stampedthat right into their cases. This one was a flawed unit that was going inthe trash.

I asked if I could have it and they gave it to me. I thenwent to work and cut the 92 cubic inch right out of the primary case withmy saw. Then I cut the pieces out then sanded and ground them until thewere perfectly straight on the back and flat so they would mount right onthe outside of my primary cover. I then TIG welded them right onto thecase. Then painted them right in with the rest. Looks like it is supposedto be there like it did on the victory. I wanted it to say somewhere onthe bike it was a 92 cubic inch and this seemed the nicest way to go.Hated to cut up the Polished Victory primary but it looks a LOT better onthe Indian.
Clutch:Indian Stock Clutch for Chief, wet clutch.

Frame

Year:2004
Make:Santee
Style or Model:Chica Style Gooseneck
Stretch:5 inch
Rake:38 with 5 in the trees
Modifications: Custom built peg mounts for all pegs, installed IndianWar Bonnet in Gooseneck, Modified rear boomerang to accept Indian Chieffender. Welded pipe fittings to accept hoses from engine carbs etc. Ihate hoses hanging of the engine with no where to go. Made and welded gastank mounts.

Front End

Make:Ultima
Model:Fat Bastard
Year:2004
Length:2 inch over
Mods: The stock handle bar stops were hitting directly in the center ofthe frame tube on the side and eventually would cut a hole in it over timeand ruin the paint. Terry Rule made some caps that cover the originalposts. He turned them out another 1 inch longer and placed over the topof the factory posts and works like a champ and looks nicer than factorytoo.

Sheet metal

I initially wanted a paint job that looked likemolten lava. Alsa Corp had something that was REAL close. Problem was Iwas not familiar with painting their products. After a bit of practice Iwas able to apply the paint and make it as close to their version ofmolten lava as I could get. The paint really has a different personalitydepending on where you have the bike. Outside in the sun it is acompletely different color than when it is inside. The color is alwaysstriking no matter where I have it. Pictures don't do the paint justice.

Tanks: Custom Chrome 1 piece stretch 5 inch over. Due to the way thetank fitted on the bike and how it would ride I decided to use a dualpetcock system using Accel-Hi-Flow Petcocks. One on each side with theright one located in the front and the left one located in the rear. Ithen tied them up with a GT Chopper Fuel tank Selector. This allows me toget all the fuel out of the tank. Nothing more stupid than having a 5gallon tank and only being able to get 4.1 gallons out of it. I moved theoriginal bungs and welded in new ones and then built the custom drop downconnector that the tank is bolted to on the frame. The Indian Emblem onthe tank is made by the Zambini Bros. located in California. He made itby hand,sculpted it then covered it in four separate metals…copper,bronze, aluminum and some blue metal I can't identify. It is a 3-D typelogo and I attached it to the tank. These were originally made for Indianbut they went out of business.
Fenders: The front fender is an Indian Chief from 2001. It waspurchased black and had some issues. I welded all the holes shut andsmoothed it out then put the mounting holes in the correct location tomake the fender sit like it should. The Indian war bonnet is from a 1954Royal Enfield Indian. This piece was not lit up like all the others andwas a one piece unit. I found this almost pristine piece from a collectorin England. I have never seen one in this good of shape anywhere. The backFender was from an 2001 Indian Chief. I split the fender and widened it 2inches. I built a completely new set up to connect it to the frame andboomerang. The 2001 Indian Fenders had a bad habit of cracking since theyhad two bolts on each side and the pressure when someone sat on the back,under load, would crack the fender at the bolt hole. The 2003 IndianChief had a much better set up but it did not have internal struts.

Imade a point to have internal struts since I think struts make it lookugly. I modified the 2001 Indian Chief Fender to look like the 2003 IndianChief and made my own mount points with rubber bumpers. I made the entireset up on my vise and with a grinder and the TIG unit. I also frenched inthe license plate and then installed the 39 Ford Tear Drop tail light. Doug McCarthy assisted me with the new head that had to be made to attachthe fender under the seat to the frame.
Oil tank:Custom Krafttech Inc. Chopper tank
Other:Modified to accept the Doughtery Machine trick billet filterunder the seat. This removed the oil filter unit from the front of thebike hiding it under the seat. Custom Indian Tribal war bonnet from theIndian site.

Paint

All paint work by Carl Blake in Black Hawk Customs paintbooth. Used Alsa Corp paints and materials. Killer Black, Red Crazer,Candy Apple Red, Candy Orange, Speed Clear

Sheet metal: All metal was sanded, cleaned and prepped by hand. Tried touse original Indian materials as much as possible.
Molding: Carl Blake. Filler used is called All Metal. I won't useanything else after using it on the bike. It worked well, can be drilledand tapped, and sticks better t han any putty I have every used.
Base coat:Killer Black from Alsa Corp
Graphics:Carl Blake and his Macintosh computer
Frame:Carl Blake
Molding: I did not do anything with the welds since they were nearperfect. They were unto themselves a work of art. Why ruin a beautifulthing by covering it up?
Base coat:Killer Black from Alsa Corp.
Graphics or art:Carl Blake
Special effects: Red Crazer from Alsa Corp. Killer Black, and thecrazer using Glad Wrap to assist with my design. Some guys like to useSaran Wrap but I used Glad due to the fact Glad Wrap has additionaltexture in the plastic. This gave it more design elements and makes itsparkle in the sun. I then covered with a single coat of Candy Apple Red,then covered again in Candy Orange, then clear coated it with 6 coats ofclear and sanded and blocked in between each coat. The paint looked likeit had orange peel in it due to the texture of the Crazer. I decidedrather than anyone think it was orange peel I'd simply work it out. So Isanded with 1000 grit then finished with 1500 then cleared it again andagain until I got it so the paint still looked wet sitting on the bikewith no flaws in it.
Pinstriping:None

Wheels

Front
Make:Pro-One Sinn-A-Ster Series Polished
Size:21
Brake calipers:Pro-One 4 piston Chromed
Brake rotor(s):Pro-One matching Sinn-A-Ster Series rotor
Tire:Avon Super Venom

Rear
Make:Pro-One Sinn-A-Ster V Series Black Anodized
Size:18 inch 180
Brake calipers:Pro-One 4 piston
Brake rotor:Pro-One Sinn-A-Ster matching rotor Black Anodized
Pulley:Pro-One Sinn-A-Ster matching rotor Black Anodized
Tire:Avon Super Venom

Controls

Foot controls:Pegasus Performance Fatrols with Maltese Cross Inlaid. 1936 Indian head nickles were inlaid into each of the pegs on the controlsand foot pegs.
Finish:Polished
Master cylinder:Pegasus Performance
Brake lines:Russell Pro System II, Covered with NAMZ Copper braid
Handlebar controls:Joker Machine JX Series Hand Controls Black Anodized
Finish:Black Anodized
Clutch Cable:Russell Pro System II Hydraulic, Covered with NAMZ Copperbraid
Brake Lines:Russell Pro System II Covered with NAMZ Copper braid
Shifting:Pegasus Performance Fatrols with Maltese Cross Inlaid

Electrical

Ignition:Thunder Heart Performance corp.
Ignition switch:Wires Plus
Coils:Thunder Heart Performance corp.
Regulator:Thunder Heart Performance corp.
Charging:38 amp Three Phase Thunder Heart Charging system
Wiring:Wires Plus
Harness:Wires Plus
Headlight:2003 Indian Scout with PlasmaGlow HID Blue Xenon KryptonPlasma light
Taillight:39 Ford Tear Drop with blue dot and 21 LED Radial light
Accessory lights: Turn Signals, are built into the mirrors with 3 superbright LED's on the backside of the Maximum Products mirrors. The rearturn signals are built into the license plate and are sequential in thatthey point the way I am turning. All lights are LED for high efficiencyand long life. There are NO actual light bulbs anywhere on this bike. Even the Wire Plus indiciator lights for the electrical are LED's.
Electrical accessories:
Switches:Joker Machine Controls and brake light switches feature highquality MARQUARDT waterproof,dustproof,and heat resistant switches forbrake,turn signal,horn, and kill switch functions. Specially designedbillet switch buttons are retained inside the housing to prevent fallingout from the front. Wiring is desiged to be installed inside of the barsfor a super-sano look!
Battery:Big Boar Dry Cell

What's Left

Seat:Custom Indian Chief Seat rebuilt to fit the bike and made larger. Leather work and covering by Peyton.
Pipes:MGS F5 Pipes. Covered in Red ceramic color. I made the heatshields from 2.5 inch stainless tubing.
Mufflers:What muffler?
Exhaust finish:Ceramic Coat
Gas caps:Hidden gas cap from Custom Chrome
Handlebars:1 1/2 by 18 Inch Apes from Tolemar. I kept breaking the 11/4 and 1 inch apes. Scott sent me these and said if I brake this set andprovided I live he would give me a new set. These are 1.5 inches even atthe riser. No cheesy 1 inch reduction in the middle.
Grips:Pegasus Performance Chrome knurled Fatrols. Larger than stockdiameters. Inlaid Indian head nickles in each end (1936).
Pegs:Pegasus Performance Chrome knurled Fatrols. Larger than stockdiameters. Inlaid Indian head nickles in each end (1936).
Oil filter:Dougherty Machine internal billet oil filter relocated tothe Round Oil Bag.
Oil cooler:None
Oil lines:NAMZ Copper braided
Fuel filter:Combined with Petcock.
Fuel Lines:NAMZ Copper braided
Throttle:Custom Throttle cable due to long length of cable
Throttle cables:Use only one
Fasteners:All fasteners on bike are either button head stainless steelor socket head stainless steel

Specialty Items:Notice the bike has no visible Speedo orOdometer or gauges. The speedo and odometer are located in the slung low,chopper style, mirrors from Maximum Products Inc. These mirrors do itall. Neutral indicator, turn indicators, oil indicator, speedo, odometer,trip meter plus front turn signals all in one. When the bike is runningall indicators are working but when you shut the bike off all theindicators get shut off. Imagine your speedo and gauges just disappearingwhen you shut down. This cleans up the entire front of the bike and doesnot clutter up the natural beauty of the tank and risers and any framework.

More Specialty Items:The sissy bar is made from 3/4 square solidsteel, cold rolled. Mark Lawrence built most of it and is probably one ofthe best machinists and black-smiths in our area. We twisted the steeland bent it and welded, sanded, smoothed it all out until we built theultimate sissy bar that mated right up with the rear fender I completelyremade. The Indian arrow on top was made from a 1/4 piece of steel by MarkLawrence and heated in the forge and hammered until it looked like a realarrowhead. Mike Hansen made the ferrule that the arrow attached to on thesissy bar. I welded it all up and attached it to the bike and then tookit down for painting. I wanted it chrome but I wanted to try a newproduct from Alsa Corp. Their new Mirra Chrome. It took some prep workbut looks as close to chrome as I think you can get.

Comments:I wanted to go the extra mile on this bike since I was building it formyself and as our show bike for Black Hawk Customs. I think I was able tosuccessfully meld the old school Indian look with the new schooltechnology and make a one of a kind Custom Indian Chief.

Credits:Special Thanks to: Sean Blake, Dave Feazell, Mark Lawrence, Mike Hansen,Tom Lahmann, Doug McCarthy, Gary(Boomer) Boomgarden, Keith Kittle fromThunder Heart, Pro-One, Joker Machine, Pegasus Performance, IndianMotorcycles, Dougherty Machine, Speigler, Midwest Motorcycle, CustomChrome, Wires Plus, Robert at Maximum Products, Alsa Corp, Namz, Scot'sSupply. I'd also like to thank Jeff at Joker Machine who is no longerwith us.

This Samdixon.com girl has a body to die for. Incredible and I’m not sure Carl deserves her for this feature. His photography lacked. We needed more sharp detail shot. But what the hell, the bike was wild. Happy New Year, 2007)