Nash Motorcycles, based in Vancouver, Washington, is the home of 150 inches of rain annually and the highest suicide rate in the country, or was that Seattle? The Nash clan runs the show with a pile of brothers and Taber Nash’s wife Jenna. The older brother Trent also has his own business, Knucklehead Clothing, but he also helps out. Brother Marlin handles the marketing, Teddy and the little brothers helps build bikes with fab work and welding. Plus wife Jenna runs the office.

Just yesterday (11/13/07) they hired a new Nash Motorcycle intern in training, a new baby boy, Redgie, Marin Nash. He’s just 6 pounds, 14 ounces and 19.4 inches tall of pure machinist for the Nash Motorcycle group.

I’ve recently spoke to some shop owners about the down market, but Neil Ryan, the producer behind the Donnie Smith Custom Bike Show in Minneapolis, set me straight the other day. “Eighteen months and the market will sing again,” Neil said, “not long after the election.”

So Redgie has 18 months to get his shit together and lend a hand at the shop, rain or shine. “Business isn’t bad here,” Taber said. “We still build a bike a month, sell our products and develop new products, like John Grant’s Swift Kick, kick-pedal.”

Before I tell you more about their product line I need to finish up with Redgie. His name came from Taber’s Grandma’s brother, or his great uncle who fought in the battle of the Bulge. We discussed WWII some and he suggested I watch “The War” a new series about World War II and the Battle of the Bulge. “It covers that battle better than the ‘Band of Brothers’,” Taber said. “I’ve watched that HBO series a couple dozen times.”

With WWII, America and baseball in mind, the Nash brothers kicked off building the Slugger. They started with a junk FL frame and cut it to the cradle and built the single-loop chassis. All the brothers played baseball all their lives and Trent and Taber played High School ball. “We’ve always been Dodger fans,” Taber said. “We wanted the bike to have that old school edgy appearance, right down to the knobby, cleat-like tires.”

Since the Nash Product Line is the hottest aspect of their business, they incorporated several of their components and services into the Slugger. “We build frames,” Taber told me. “The forward controls are ours, but we had a local woodworking gentleman cut ash wood ball bat ends for the pegs. They still have steel inserts. I couldn’t bring myself to cut-up old baseball bats.”

The baseball bat, 6-inch, risers and the brass Creepster, gas fill cap are also Nash products, including the Midget Gimp 12-inch highbars and the Nash pogo seat system. The pogo system is made up of a wide glide front lower leg, tube and damping parts.

“I rode one of our bikes from North Carolina to Vancouver with this system on a rigid,” Taber added. The new-design kicker pedal came from a 60-year-old riding veteran, John Grant, who rides a kick-star Harley. “He pulled up to a light recently and his kicker-pedal smacked the back of his leg. He thought, ‘there must be a better way’.” John designed it and the Nash brothers are helping with manufacturing and distribution.

This ain’t a production scoot though. It’s as quirky as hell with the spare tire wrap rear fender off an old stinkin’ Lincoln. “That’s where our paint scheme came from,” Taber said. “We left it alone and painted our shit over the rust and chipped original paint.”

The oil bag compressor collected dust in Trent’s garage for decades, until Taber spotted it. “Hell, it already has fins,” Taber said. They gutted it, machined out the center and ran 1/8-inch pipe thread fittings to it with 3/8-inch lines.

The 10-buck swapmeet saddlebag became the electronic powerhouse with the battery and all the electric components housed inside. Finally, they added a strange twist, an old Panhead advance and retard internal twist grip to the right bar as the throttle housing. The peculiar aspect is the reversed throw on the grip. The rider turns it toward the front of the bike, or clockwise to speed up and counter-clockwise to slow down—Hang On.

Teddy Nash narrowed the stock Triumph tanks, changed the tunnel and left it raw. There you have it. It’s the slugger from Nash motorcycles, a Dodger fan and rusting as you read this. It’s a shop bike, built to be ridden to events and shows by the Nash clan, but for the right price, a brave rider could take it away.

Watch Bikernet, in the near future, for more Nash products, a tech on that pogo seat and more Nash Motorcycles. We like their stuff.

NASH SLUGGER BIKERNET EXTREME MOTORCYCLE CHART

Regular Stuff

Owner: Nash Motorcycle Company
Bike Name: Slugger
City/State: Vancouver, WA

Builder: NMC
Company Info: Nash Motorcycle Company
Locations: Vancouver, Washington USA
Address: 214 E. Mcloughlin Blvd. Vancouver, WA 98663
Phone: (360) 693-4225
Web site: www.nashmotorcycle.com
E-mail: info@nashmotorcycle.com
Fabrication: Taber & Teddy Nash
Manufacturing: NMC
Welding: Taber & Teddy Nash
Machining: Taber & Teddy Nash

Engine

Year: 1984
Make: HD
Model: Shovel
Displacement: 1340
Builder or Rebuilder: NMC
Cases: HD
Case finish: Wrinkled Black
Barrels: HD
Pistons: HD
Barrel finish: Wrinkled Black
Lower end: HD

Heads: HD
Head finish: Wrinkled Black
Pushrods: HD
Cams: HD
Lifters: Jims
Carburetion: S & S Super E
Air cleaner: NMC

Transmission

Year: 1984
Make: HD
Gear configuration: 4 Speed
Clutch: Primo Rivera

Frame

Year: 2007
Make: NMC
Style or Model: Slugger
Stretch: Yes
Rake: 31 degrees
Modifications: Yes

Front End

Make: HD
Model: Springer
Year: 1900’s
Length: Stock

Sheet metal

Tanks: Teddy
Fenders: Tire Wrap
Oil tank: NMC

Paint

Sheet metal: Teddy
Molding: Teddy
Base coat: Teddy
Graphics: Paul Cameau
Type: Teddy
Pinstriping: Paul Cameau

Wheels

Front
Make: HD
Size: 18”
Brake calipers: None
Brake rotor(s): None
Tire: OLD

Rear
Make: HD
Size: 16”
Brake calipers: HD 2000and UP
Brake rotor: Stainless
Pulley: NONE
Tire: Avon

Controls

Foot controls: NMC
Master cylinder: HD
Handlebar controls: Internal Throttle
Shifting: Jockey
Kickstand: NMC

Electrical

Ignition: Dyna 2000i
Taillight: OLD
Switches: NONE

What’s Left

Seat: NMC
Gas caps: NMC Creepster Fill Cap
Handlebars: NMC 12” Midget Gimps
Grips: Baseball Tape
Pegs: Wooden Slugger Pegs
BREW'S 45 MAGNUM

It’s interesting, some companies are growing and running strong whereas some of the most talented guys in the industry are struggling. Some are masters at marketing while others are masters at style and stay clear of the limelight. Gard is one of the latter. When it comes to design and fabrication he gets the job done with class and often does it for some of the biggest names in the industry, while sequestered in his small machine shop in the back streets of Gardena surrounded buy thundering 18-wheelers. It’s sorta like the Bikernet Headquarters, except we’re in a ghetto 8 miles away.

Let’s get to the story behind this bike, because there’s a myriad of stories when it comes to Gard and LA Choprods. He opened one of the first and biggest Indian Dealerships in Marina Del Rey, made parts and built bikes with the former Russ Tom of Downtown H-D, was the talent behind the scenes during two seasons with Build or Bust television series. He built one of the finest bikes every featured in the Seminole Hard Rock Road House tour and built a key element for the World’s Fastest Panhead for 5-Ball Racing and Bikenet.com, which ran 162 mph in very rough salt conditions at Bub’s Bonneville Speed Trials in 2007.

Gard restores cars, builds firewalls and all levels of custom sheet metal fabrication for hot rods and bikes, plus designs a line of custom parts. In the middle of closing his high-class dealership and dealing with a friend’s death, Steve Finer, under his ’62 Impala project, Hugh King called and invited Gard to a Build-Off competition with Jay Hart of Chopsmiths. Gard suggested that this effort reach out of the box away from building bikes and riding to shows.

“I knew Roland and Jesse raced,” Gard said, “ But they didn’t concentrate on the drag racing, so I suggested a drag race. I felt it would be more of a challenge to build two bikes for the street and the track.”

The rules called for a three-week build. Hugh’s team would cover the LA Choprods fabrication process for a week, then fly to Jay’s shop and do the same. Then they would return to Gard's shop for final assembly and start up. Then back to the Hart facility. “I started to collect parts, build a frame and make phone calls,” Gard said. “I’ve never drag raced, but it was key to win. Sandy Kosman was a great help and donated special drag racing wheels.”

During this process Gard dealt with his good friend’s death and named the bike after him, Super ADD. “He always said he had Super ADD,” Gard said, “But he didn’t. He was sharp as a tack.”

Gard was also interrupted with Biketoberfest, where one of his bikes was on display at Carrie Repp’s Seminole Roadhouse Café tour. Then Russ Tom died the day before the Build-Off started, in a helicopter crash and Gard, close to the family, flew to his funeral in Seattle. “I had 4RT pinstriped on the bike for Russ,” Gard said. “Not only did I consider him a great friend but I've credited him often with introducing me to the artistic possibilities of the V-twin and I always had great respect for his business acumen.”

The scramble to build the bike began with Gard's harried schedule. “It usually takes me a week to build a frame, but I built this one in 1.5 days. We worked plenty of 20 hour days.”

Gard attempted to set deadlines and make goals, but missing parts including the engine set him back. “I was trying to build around not having an engine or tranny,” Gard said. Jay Brown, Gard’s right hand drove parts from LA to the Bay Area 500 miles away for powder work and performance coatings by RS Performance by Bob Simpson, Jr. More than once Jay stayed overnight to return with parts in hand. Once Bob Simpson actually delivered the much needed components. Sandy Kosman designed the wheels but Gary Turner, from Black Stone Tek, in South Africa hand delivered the product to Gard’s shop.

Plus Gard donated many of his own LA ChopRods custom parts for the project, many of which have that race-bred styling, including the gas tank, the foot and hand ISR controls, his builder helpers, frame, brackets and battery mount. He’s constantly designing something new.

It was a dire team effort on every front to pull this machine together in the nick of time for filming the first start-up under the Discovery Channel lights in Gard’s LA ChopRods location while the band played outside and Eric and Bob Bennett stood by for tuning needs. Thick Nick handled the final pinstriping. Sammy V kept the shop in order, and Kickstart John Schiess was always on hand to help.

The bike fired after the first battery died and the short-lived party began. The competition was underway. The strident schedule called for a warrior’s meeting at Deadman’s Point in Mohab and a ride to Las Vegas. They rode, but the bikes were designed for the track and the open road took its toll on the performance machines. The teams were quickly discovering Gard’s performance superiority. “Physically our bikes couldn’t make 500 miles on the open road,” Gard said. “We clocked over 150 and loaded them for the remaining run. We had to get to the track.”

At the party, the night before their first track time, Gard’s bike acted up. An electric problem surfaced and the bike wouldn’t start to impress the fans. “Did you know batteries can actually short out internally,” Gard said? “We scrambled around the bike cutting wires and pulling components off like the ignition switch, coils and shift light module, only to discover the battery was the problem. We put everything back together and headed to practice day on the ¼ mile track.”

During practice Gard’s bike sang down the AHDRA track over and over, more than 4 seconds faster than Jay’s ride. “My bike was hooking up like a dream,” Gard said. “It was way faster and handled the track, like it was meant for it.”

The competition consisted of three elements. Meeting the deadline demands, plus the day of the race the folks in the pit could vote for the bikes, but Gard was experiencing some clutch problems and dealing with the supportive but confusing input from a myriad of sources. He didn’t pay much attention to the voting and Jay won the popular vote. “It was all about the race,” Gard said. “Other builder said, ‘you should have asked us to vote’.”

The first official race of the day Gard’s bike lumbered down the track and still beat the competition from Chopsmith in Greenwood, Indiana (317) 246-7737, by two healthy seconds.

“We made some clutch adjustments that I wasn’t familiar with,” Gard said. “When I pulled up to the lights, for the second pass, the bike jerked and I bumped the red light.” He heard shouts to make the run anyway and started down the track, only to discover the jerking clutch had caused his motocross injured shoulder to dislocate again.

A flurry of activity ensued. “They wanted to cut my leathers off,” Gard said. “But I wouldn’t let them.” Ultimately the ambulance arrived and they peeled him out of the race suit, so he could relocated his shoulder joint then pray that they would let him run again. “I raced motocross for years injured,” Gard said. “I could do this.”

A brother named Super Kaz stepped up and taped Gard’s shoulder so that he was completely secured (superkazracing.com). “As I reached for the bars, Kaz taped my shoulder so the more I reached the more secured the bond became,” Gard said. “I was good to go.” Kaz set a LSR on a V-rod of 200.693 mph.

Gard was nervous as hell surrounded by a number of experienced racers, a sticky clutch, cameras and thousands of race fans. “I didn’t want to red light,” Gard said. “I knew I could blow past him, so I backed up in case the clutch jerked me forward.” Emotions were high during practice, down with the popular vote, up with the first run, down with the red light and slammed with his injury.

“We were emotionally wound tight as I entered the traps. Then I backed away from the line, confident that I could win.” Only he backed up too far and the light blinked red. “I didn’t know I could red-light backing up.” But he did and the race was over. The Build-off competition was finished and Jay won the prize. But that’s not usually an Issue with Build-Offs. They’ve been more about the fun and experience, and of course the publicity, over who won supremacy on TV. Hell, Russell Mitchell has been one of the most coveted builders, but never won a goddamn trophy.

As you can see, this is one helluva bike, built by a top-of-the-line builder and innovator who designs products and models for Saxon Motorcycles including the impressive Black Crown and the new Mad Jack bobber for 2008. Watch for a feature on Bikernet of the Mad Jack in the near future. In the meantime watch for Gard’s Product line to grow on Bikernet. Gard works round the clock to keep his product line fresh, he just keeps ‘em secret, but we’ll bring you the news.

Bikernet.com SUPER ADD Extreme Tech Chart

Regular Stuff

Owner: LA County Choprods
Bike Name: Super A.D.D.
City/State: Gardena, CABuilder: Gard Hollinger
Address: 18001 S. Figueroa Street, Unit F, Gardena, CA 90248
Phone:(310) 353-2467
Web site: www.lachoprods.com
E-mail: info@lachoprods.com

Fabrication: Gard Hollinger, John Schiess, “Thick”, Sammy V., and LACC
Manufacturing: Same as above
Welding: Same as above with special thanks to Ed Winkowski.
Machining: Same as above

Engine

Year: 2007
Make: G2 Motorsports (S&S)
Model: 126 CI Twin Cam
Displacement: 126 Cubic Inches
Builder or Rebuilder: Bennett’s Performance (Bob & Eric Bennett)
Cases: S&S G2 Motorsports
Case finish: Raw
Barrels: S&S G2 Motorsports
Bore: 4.375″
Pistons: S&S G2 Motorsports w/ Gas Porting
Barrel finish: Raw
Lower end: S&S G2 Motorsports
Stroke: 4.187″
Rods: S&S G2 Motorsports
Heads: S&S G2 Motorsports Big Fin B2
Head finish: Raw
Valves and springs: S&S G2 Motorsports
Pushrods: S&S G2 Motorsports
Cams: S&S G2 Motorsports .640 Gear Drive
Lifters: S&S G2 Motorsports
Carburetion: S&S Super G Modified by Novi Performance
Air cleaner: Novi Performance Twin Stack Velocity Stack
Exhaust: Burns Stainless / LACC
Mufflers: Reverse Cone Megaphone
Other: Special thanks to Bob & Eric Bennett of Bennett Performance and Derek Churchwell, George and Jackie Bryce of G2 Motorsports.

Transmission

Year: 2007
Make: Baker Drivetrain Torque Box 5
Gear configuration: 5-Speed all up shift pattern
Final drive: Chain
Primary: Performance Machine
Clutch: BDL Lock Up

Frame

Year: 2007
Make: LACC Custom One Off
Style or Model: Custom One Off
Stretch: 8 inches in rear section
Rake: 28 Degrees
Modifications: Ah, yes.

Front End

Make: Kosman Specialties
Model: Inverted Trailing Axle “Pro Stock”
Year: 2007
Length: Adjustable with trailing axle.

Sheet metal

Tanks: Mooneyes Custom 1 Gallon
Fenders: Nay
Panels: Aluminum seat cowling
Oil tank: Kosman Specialties / LACC

Paint

Sheet metal: Raw Aluminum
Molding: No
Graphics: “Thicks” Pinstriping
Type: Number on Aluminum Seat Cowling to honor Russ Tom
Frame: Striker Orange over Cloud White by RS Performance Coatings, Menlo Park, CA
Type: Powder Coating
Special effects: Misc. parts coated with Tungsten Grey Ceramic Coating by RS Performance Coating.Pinstriping:

Wheels

Front
Make: Blackstone Tek BST / Kosman Specialties
Size: 18 X 2.50 Carbon Fiber
Brake calipers: Dual ISR 4 Piston
Brake rotor(s): Dual ISR 220mm Semi Floating
Tire: Mickey Thompson 2.50-2.75 X 18 ET Front

Rear
Make: Blackstone Tek BST / Kosman Specialties
Size: 17 X 6.625 Carbon Fiber
Brake calipers: Single ISR 2 Piston w / Integral Bracket
Brake rotor: Single ISR 210mm Semi Floating
Pulley: Kosman Specialties I-Beam Sprocket
Tire: Mickey Thompson 26.0 / 7.0 X 17 ET Drag

Controls

Foot controls: Performance Machine / LACC
Finish: Polished Aluminum / Tungsten Grey Ceramic Coating / Raw
Master cylinder: ISR w / Integral Reservoir
Brake lines: Orme Brothers / Goodridge
Handlebar controls: ISR Radial Racing w / Integral Reservoir
Finish: Clear Anodized
Clutch Cable: Hydraulic Orme Brothers / Goodridge
Brake Lines: Orme Brothers / Goodridge
Shifting: Murdock Racing Enterprises Air Shifter System & Manual Foot Shift
Kickstand: Racing Stand

Electrical

Ignition: Daytona Twin Tec TC88
Ignition switch: Wire Plus
Coils: Daytona Twin Tec
Regulator: Compu-fire 3 Phase Charging System
Charging: Compu-fire 3 Phase Charging System
Wiring: Wire Plus / Bennett's Performance / LACC
Harness: Wire Plus / Bennett's Performance / LACC
Headlight: Joker Machine 75-Watt Universal Mount Halogen
Taillight: LACC w/Lazer Star Black Micro B
Electrical accessories: Baker Drivetrain “Firestarter”, Dynatek Shift Minder Shift Light System.
Battery: H-D Buell

What's Left

Seat: Bill Wall Leather / LACC
Pipes: Burns Stainless / LACC
Exhaust finish: Raw Stainless Steel
Gas caps: Mooneyes
Handlebars: LACC Aluminum
Grips: Precision Metal Fab Billet Racing Throttle & Grips
Pegs: Performance Machine
Oil filter: LACC “Honey Pot”
Oil lines: Orme Brothers / Goodridge
Fuel Lines: Orme Brothers / Goodridge
Throttle: Precision Metal Fab Billet Racing
Throttle cables: Barnett Performance Products
Fasteners: ARP Automotive Racing Products 12 Stainless Steel throughout.

Special thanks to:

The LACC Build Team, John Schiess, “Thick,” Sammy Velick and Jay Brown and my wife Sharon.Eric and Bob Bennett of Bennett’s Performance.George and Jackie Bryce, Derek Churchwell and the entire staff at G2 Motorsports.Sandy Kosman and crew at Kosman SpecialtiesBert Baker, Fathead and Scout at Baker Drivetrain.Gary Turner, Chris Adrian and Terry Annecke at BST Wheels
Bob Simpson Sr. & Jr. at RS Performance Coatings.
Rick & Kimmy Preuss
Wink Eller at Belt Drives Limited (BDL)
AlpineStars USA
Bill Wall Leather
Burns Stainless
Automotive Racing Products (ARP)
Miller Welds. Miller Electric
Maxisaw Coldsaws
Precision Metal Fab
Joker Machine
Mooneyes USA
Performance Machine Inc.
Joel Orme at Orme Brothers Hoses and Fittings
Murdock Racing Enterprises
Novi Performance
Simpson Racing
Kevin Risse at Risse Racing
Allen Alvarez at Daytona Twin Tec LLC
Compufire
Dynatek
Wire Plus Inc.
Barnett Performance Products
Mickey Thompson Racing
Thom Beers, Hugh King, Original Productions, “Biker Build Off”

RIP: Steve “Super A.D.D.” Finer and Russ Tom. I miss you both!

Gard Hollinger

LA County Choprods
(310) 353-2467 Tel
(310) 768-4100 Fax
lacountychoprods@sbcglobal.net

The “W” series 45 cubic inch Harley Flathead motor has been around since 1937. It was very reliable but slow as molasses in January. Decades ago, the legendary Randy Smith came up with the idea of mating the top end of a 900cc Ironhead Sportster to the bullet proof Flatty's lower end. The result THE 45 MAGNUM.

Fresh after their six world speed records at the Maxton Mile with their 45 WLA powered Flat Out Flatty, builders Steve “Brew Dude” Garn and his son Chad were up for another challenge. They would attempt to do what Randy Smith had accomplished over a generation previous and recreate the 45 MAGNUM and race it to glory.

It may sound like an easy task. Just swap out the top end from an old sporty and bolt it up to the 45's lower end. Nothing could be further from the truth. Ask Bandit and Lee Clemens from Departure Bike Works In Richmond, as they attempt a K-Model top end to their Bonneville Belle 45 flathead lower end.

Famous shot of Randy holding his 45 Magnum.

The engine building skills required to perform this transition are tremendous.

First off the 1958 H-D 45 cases had to be welded to allow opening for the larger 900cc cylinders. The cylinder base boltholes had to be plugged and welded and the holes relocated for case studs. The Sportster cylinder bases had to be turned down for removal of base and head holes drilled through for 10mm Chromoly case studs.

The Sportsters heads were then machined for dual plugs and the intake area was machined away and new intakes brazed in, then ported to allow for Dual Amal Monobloc carbs. Heavily modified early Ironhead Sportster flywheels balanced and trued by Doug Hicks at Doug's Custom Cycles in Georgia were then installed and the Ironhead's rocker boxes were split to allow access for a new dual-plug set-up in the heads. The old Ironhead rods also needed modification to work, as well as a heavily modified H-D P cams.

I could go on for days about the motor build, but you get the notion. This was no easy task.

For a lightweight, reliable transmission, Steve chose a 1950s BSA, A10 pre-unit 4-speed with a stock kicker arm and a Hippy Killer pedal. The stock BSA case was loaded with STD gears and a BSA A10 clutch unit. The Magnum's primary drive is a RK428 GBMXZ 5800lb tensile Big Twin Motor chain linking to the BSA rear sprocket.

Steve and Chad made the frame in house to assure the strength and quality. It's made up of 4130 steel tubing with a neck raked to 32-degrees and stretched 3-inches. The rear seat suspension is a BREW Prototype 1-1/2-inch travel Elastomer shock with custom Fab Kevin stainless steel seat hinge and the seat is by Duane Ballard Custom Leather.

The front forks are Betor Bultaco, from the early ‘70s with the lower legs turned to remove the fender-brake tabs, eliminating unnecessary weight. The triple trees are classic Ceriani.

The front wheel is a 19-inch Akront shoulder rim from the early ‘70s, laced to a custom flat track hub with Buchanan SS Spokes, while the rear is a 1981 Honda CR450 hub, Excell 17-inch alloy rim custom drilled by Buchanan with Buchanan SS spokes.

The Magnum's gas tank is an old 1977 Husqvarna alloy unit and the oil tank is a Sucker Punch Sally H-Bomb. The bikes 7/8ths titanium handlebars

Hold the ASV MX brake lever and the dual cable throttle. Cycle Electric Generator supplies the bikes electrics with built in regulator.

The bike’s Glitter Blue paint, graphics, black chrome, frame powder coating and the polishing, as well as the taillight, rear fender and foot controls were all made in house by Steve and his son Chad.

The total time for the entire delicate bike-build was 650 hours including 320 hours poured into the engine alone. Finally complete, the Magnum weighs in at an astonishing 311 pounds wet.

Why name it the TIME BOMB? Randy Smith, in his notes on his original build, was quoted as saying that with so much detailed and intricate welding, drilling and precise fitting, to mate up the top and bottom, from two distinctly different motors, one mistake and the motor was sure to explode.

Steve and Chad took this as a challenge, and so far it's held up to their expectations without so much as a hiccup.

We expect to hear a lot more in the future from father and son team Steve and Chad Garn. You can read more about their build on their web site: http://www.brewracingframes.com and on Bikernet.

–TB

A Pause for a Bit of Brit History…

As probably the mostly widely recognized English motorcycle, it helped to have a great name. Triumph motorcycles got that down right in 1886 when the company’s founder, a German immigrant to London, one Siegfried Bettman came up with the name change and began building bicycles. By 1902 he was hanging motors (Belgian made) in the spindly frames and producing motor-cycles from new headquarters in Coventry. Three years later, Triumph was making its own 100% motorcycles. Then they latched onto another famous moniker… Bonneville, the Triumph Bonneville now an icon even for non-riders, and as they say the rest is history.

By 1915, in the midst of WWI, they built some 30,000 bikes for the Allies as iron war horses. In 1923 the company sold both cars and bikes under Triumph, but the bike part of the company was bought by Ariel in 1936. WWII comes along and production spiked to over 50,000 machines for the war effort. Motorcycle milestones followed one after the other, the Thunderbird in 1950 (Brando riding one in the 1953 classic “The Wild One”).

It was 1958, a year after Sputnik, that the Bonneville was debuted and it was one of some 48,000 Triumphs produced in the banner year 1969. Some 20 years of economic troubles, corporate wheeling dealing and politics resulted in the company going under in 1983. The new owner, John Bloor, revived the company in 1990 building a new factory in Hinckley with a whole species of Triumph unveiled in 1992. They would enter the US market in 1995 followed by a re-launch of the famous Bonneville in 2000. Over the next several years the company prospered thanks to high quality machines that attract a whole new generation of riders.

But for many the 1950s and 1960s Triumphs are the crème de la crème, the epitome of classic British vertical twins, the most desired being1966-70 dual carbed Bonnevilles. The homage to the ‘60s bobber chopper seen here is the creation of a Brit bike fan named Earl Kane his enterprise called “Cycle Art by Earle” and located in San Pedro, CA.

Earl built his first bike at the age of eight back in 1953. He used a 26-inch bicycle frame, spun on a pair of 20-inch wheels then bolted in a cast-iron single cylinder 1 ½ hp Briggs & Stratton motor he transplanted from an old Maytag washing machine. “It was direct drive and didn't have a clutch so you had to peddle the bike to get the motor started and when you came to a stop sign or a red light either you went through or had to turn the engine off. The first modification was to make the belt longer, add a spring loaded pulley (and reinvent the slip clutch).” Earl has been building and modifying bikes ever since with a special inclination to British bikes and in particular the Triumph twin.

“My first big bike build was a 1937 Indian Scout that I bobbed when I got out of the Navy,” says Earl. “While I’ve done cars and boats and now I’m back to bikes and fabricating custom alloy parts for them.”

Since Earl‘s been building bikes and custom parts since 1964 he was there when this Trumpet was new as the gnarly hardtail is built around a 1964 Bonnie powertrain placed in a TR-6 frame with an aftermarket hardtail rear-end mated to an equally classic Ceriani front end. The rear wheel is a Harley 16-inch wheel laced to a Triumph hub and that rear spinner knock-off was transplanted from a 1950’s Hildebrand sprint car. A 19-inch wheel upfront wears an 8-inch ’69 Triumph twin-leading shoe brake assembly. “The front brake works great but with the back break it helps to drag your feet,” laughs Earl. His own handiwork can be seen in the deeply and dramatically finned oil tank he designed and fabricated to match the original Webco 1960s finned primary cover. He also made the velocity stacks and the chain tensioner as well as the chromed steel pan seat. It’s doubled up with a liner underneath and those pads contain gel foam under leather. Earl says that with the combination of the springs, taken from a Stingray bicycle, it makes for a fairly comfortable ride even with the hardtail design.

Famous bike feature shot in the rain.

Spark is advanced via an original 1970s ARD mag so the bike runs batteryless with no unsightly switches to clutter up the bars. You’ll notice a very trick kickstart lever, Earl’s signature piece found on all his bikes. “The first one I whittled out of metal then had a bunch made by water-jetting.” Earl says the bike is usually a first-kick thanks to the mag. When the bike fires up, the headlight comes on and that headlight is a 1950s Appleton auto spotlight. “I use a lot of 1940-50s Appelton spotlights. They just make a beautiful motorcycle headlight.”

Asked how it felt to ride the bike, Earl says, “From bar to bar and to the beach it’s fine. It’s not exactly a cushy freeway bike, but I’m 62 and it doesn’t beat me up.”

While he specializes in Triumphs, he also works with BSA’s and the occasional Norton. His price range for building one of his gnarly bobbers runs $7500-15,000. If you bring all your own parts that could drop to as low as $5K. Can’t beat that.

His work has garnered attention including the Outstanding Detail Motorcycle Award this year at the prestigious 58th Annual Grand National Roadster Show. You can check out his other bikes (and some cool vintage sprint car photos) on his web site www.earlsbikes.net or you can call him at 310-218-2979.

“I'll race ya for pink, Earl,” Betty said. “Whatta ya say?”

The roar of a jet liner filled the phone lines as I attempted to call Ralph Randolph of Knockout Motorcycles. “What the hell?” Ralph said departing his Airbus A320 in Philly after a six-hour flight from Portland. “I need to get to Hooters for some chow. Call me back.”

Ralph is a pilot for U.S. Air, but when he’s not at 500 mph, while 30,000 feet from earth, he’s designing parts in Phoenix for Knockout motorcycles. Ralph’s been a biker to the bone for over two decades, a boxer and cross-country rider. Plus, he works his ass off and smiles in the process. We’ve been trying to hook up for over two months to cover the Easyriders Chillicothe Rodeo giveaway bike for John Green, the ER show and rodeo boss.

Here are the elements: We needed permission from the editor of Easyriders to run some of Mike Lichter’s shots, we needed a shot from Steve Blevins, the winner who danced on the Chillicothe stage, afraid to sit on his new bike. We needed to interview Ralph and get some additional shots from Matty, one of the Knockout Crew members. I needed a tech chart from Knockout VP, Kenny Lucas. I also needed to speak to Mr. Green about the contest, whether Easyriders would offer the contest again, the rules, etc. “Leave me alone,” John Green hollered, “Really crazy right now setting up the Lonestar Rally. Yes, we give away a bike every year at the Chillicothe Rodeo.”

Guess that was it for the Green Machine. I kept digging. This writing business ain’t all peaches and crème, everyday. It’s not all sex scenes and Jack Daniels. There’s times, broke down in the desert, taking notes and interviewing tarantulas while trying to find a beer can to siphon fuel. That brings me back to this tale of trials and a bitchin’ custom bike giveaways at the biggest, longest lasting motorcycle rodeo in the US.

Chillicothe, Ohio is nestled into the rolling hills that hinge on the Appalachia Mountains. “It’s redneck bar country,” Mike Cole, a long-standing bike builder from Piketon, Ohio, 20 miles away, told me. “That damn rodeo is the Granddaddy of Buffalo Chips, if ya know what I mean. It’s the most perverted thing, and they recently built a new highway right to the fairgrounds door.”

If you’re up for this sorta wild wanton action in late August ride to the center of the state, Columbus, and turn south on 23, heading toward Portsmouth, on the Ohio river, part of the historic Erie Canal system. You’ll experience adult only action, women so wild, they’ll make your nose bleed, and motorcycle riding like you’ve never seen before. There are sled pulls that match any NHDRA drag racing, slow races that should be considered circus acts. Barrel races reminding men of flat track racing in the ‘40s except more challenging and folks do shit with motorcycles never seen before on earth. That’s why over 20,000 riders motored in from all over the country annually for the 21st ER Rodeo from August 30th to September 3rd. It’s the last Rodeo of the ER season and the grand finale.

This year, one of the major draws was a Knockout Motorcycle (480-279-1734) giveaway on Saturday at the grandstands. Every individual, who bought an entrance ticket, and didn’t scale the fence to party, was automatically entered. The winning individual had to be standing in front of the grandstands during the ticket pull by Miss Easyriders. When she pulled the winning ticket, if you weren’t around, you lost.

She pulled it and Steve Blevins, of Sardina, Ohio, reached into his tattered Levis, removed three condoms, rolling papers, a book of matches, a handful of small change and his crumpled ticket. He read the marred numbers over and over. Were they really the matching numbers? He couldn’t believe it. John Green, the master of ceremonies, on stage shouted the numbers to the rambunctious crowd once more. “Come on,” he shouted in the mike. “The winner’s got to be here. Ya got ten seconds or I’ll pull another ticket.”

Steve looked at the faded ticket with tiny numbers in his dust covered palm and hesitated, for fear he didn’t really have the numbers, his stars weren’t aligned to be the winner, by fate he read the numbers wrong, or… oh, what the fuck. He lifted his hand containing the magic ticket in the air and said, “Think I got it!”

Easyriders graciously gave away two bikes at the 2006 Chillicothe Rodeo, one from the gate tickets and one via the computer kiosks. Folks can sign up all weekend long on the computers and the winner does not need to be present for the Sunday Bike Giveaway. Dorian of Carolina Customs built that scooter. “S&S, Baker and I worked very closely to bring these 2 custom giveaways to our people, with the finest drivetrains on earth,” John Green piped up.

The Knockout Winner Steve Blevins.

Ralph was jumping off a plane in Columbus as Steve stumbled up the wooden steps to the grandstand to check out his new ride. The tickets were number-checked and confirmed. The weather was clear and warm on the outskirts of the paper mill town. This wasn’t the Easyriders Centerfold Tour bike Ralph built but a separate build specifically for the Rodeo Giveaway. The Knockout Cheap Shot Bobber is a one-off build. Ralph doesn’t build groups of bikes for dealers. He builds one bike at a time for a specific customer. He has various models to start with, like this Cheap Shot for about $18,500, but each bike has a custom touch for a specific client.

For instance this scooter has John Harvey, water-jet cut fender struts for the Easyriders clan, and six proprietary Ralph Randolph Designs products including the exhaust system, forward controls, seat-pan and shocks, kicker pedal and license plate bracket. Since Ralph donated his time and products to the effort, other industry folks stepped up to assist including Paughco for the Springer, Chopper Guys for the frame, Baker donated the trans, S&S supported the engine, CCI stepped up with the tank and JC at his shop AJ's Customs covered the paint.

Ralph used his ghost finish paint technique to support the sponsors. “I don’t consider these bikes bobbers,” Ralph told me from a bustling Philly Hooters, while trying to snatch a bite to eat. I could swear I heard girls giggling in the background. “I like to think they are old school influenced choppers, but refined. We only use top of the line components. No junk, used parts or foreign made parts.”

Ralph, the Captain behind Knockout.

Ralph stuffed his face, and hit it to the hotel. His schedule demanded that he rise and shine a 5:00 a.m. and fly back to Phoenix, so he could be at the shop building bikes by 10:00 a.m. “We were proud to be apart of the Centerfold Tours and this promotion,” Ralph said, but I could tell he was nodding. Hell, I am nodding. I’ve been chasing this story for a couple of months. I kept after it, ‘cause I like what Ralph builds. They’re rideable agile simple, tough bikes.

I hope I covered the lot, efficiently and with an entertaining twist. If not, I’m sure someone will point out whatever I fucked up. How about a Corona?

–Bandit

KNOCKOUT CHEAP SHOT BOBBER TECH CHART

BUILDER: Ralph Randolph Designs
MAKE: Knockout Motorcycles 480-279-1734
OWNER:Steve Blevins
YEAR:2007 – KNOCK OUT MOTORCYCLE CO.
MODEL:EASYRIDER TOUR GIVEAWAY BIKE – CHEAP SHOT BOBBER
FABRICATION:RALPH RANDOLPH & KEN LUCAS
ASSEMBLY:RALPH RANDOLPH & KEN LUCAS
PAINT:AJ’S CUSTOMS
POWDERCOAT:VALLEY INDUSTRIAL PAINTING

ENGINE:

YEAR / MODEL:2007 S&S SHOVEL HEAD
DISPLACEMENT:93”
AIR CLEANER:RALPH RANDOLPH DESIGNS – SIGNATURE SERIES
EXHAUST:RALPH RANDOLPH DESIGNS – SIGNATURE SERIES

TRANSMISSION:

MODEL:BAKER “FRANKEN-TRANNY” – 6 in a 4 / KICK ONLY!!!
KICK PEDAL:RALPH RANDOLPH DESIGNS – SIGNATURE SERIES
PRIMARY:1.5” H-D OPEN BELT

FRAME:

YEAR / MODEL:2006 CHOPPER GUYS
RAKE:35 DEGREES
BACKBONE:+2” STRETCH
DOWNTUBE:0” STRETCH
FORKS:PAUGHCO SPRINGER / CHROME
FWD CONTROLS:RALPH RANDOLPH DESIGNS – SIGNATURE SERIES
LIC. PLT FRAME:RALPH RANDOLPH DESIGNS – SIGNATURE SERIES

BODY WORK:

GAS TANK:CCI / JAMMER – MODIFIED
REAR FENDER:CUSTOM CHROME
FRONT FENDER:NONE
OIL BAG:RALPH RANDOLPH DESIGNS – SIGNATURE SERIES
SEAT PAN:RALPH RANDOLPH DESIGNS – SIGNATURE SERIES
HAND CONTROLS:CUSTOM
MIRROR:YES
HANDLEBARS:SUPER BAR
HEADLIGHT:SMALL
TAIL LIGHT:LED – CAT EYE
SEAT COVER:BILL’S LEATHER WORKS

WHEELS, BRAKES, and TYRES:

WHEELS:BLACK BIKE WHEELS – CANDY RED POWDERCOAT (HUB &HOOP) w/ STAINLESS STEEL SPOKES
BRAKE (ROTORS):POLISHED
SPROCKET:REVERSE DISHED
BRAKE (CALIPERS):GMA (FRONT) / HD (REAR)
TYRES:AVON VENOM 90/90-21 FRONT & 180/55ZR18 REAR

CORPORATE TOUR SPONSORS:
S&S – 93” SHOVEL HEAD MOTOR
BAKER DRIVETRAIN – 6 SPEED TRANSMISSION
LUCAS OIL – LUBRICATION

INDEPENDENT SPONSORSHIP:
AVON TYRES – SUKOSHI, LARRY, & JOHN
CHOPPER GUYS – FRAME / MIKE
CUSTOM CHROME – BRAKES
RALPH RANDOLPH DESIGNS – DESIGN & CONCEPT
VALLEY INDUSTRIAL PAINTING –
POWDERCOATING / COLE
AJ’S CUSTOMS – PAINTING & LETTERING / J.C.
HEAD WATERJET – CUSTOM PARTS / JOHN HARVEY
GEC ENGINEERING – MACHINING WORK / CHRIS NICOLLS
LEATHER SEAT & TOOLING – BILL TENNANT
INNOVATIVE SEALING SOLUTIONS – GASKETS &
SEALS / KIM HOLMESLEY

Special Thanks from the Knockout crew, Ralph (on the left), Kenny and Matt.

SPECIAL THANKS:

AVON TYRES – SUKOSHI, LARRY, & JOHN
CHOPPER GUYS – MIKE
HEAD WATERJET – CUSTOM PARTS / JOHN HARVEY
AJ’S CUSTOMS – PAINTING & LETTERING / J.C. MASON
VALLEY INDUSTRIAL PAINTING –
POWDERCOATING / COLE VARNER
GEC ENGINEERING – MACHINING WORK / CHRIS NICOLLS
POLISHING – SAM “SAMMY” BARRON
BILL’S LEATHER WORKS – LEATHER SEAT / BILL TENNANT

Easyriders Rodeo competitors from way back.

We’ve all heard of the industry legend, the late Indian Larry. In 1993 he hooked up with a group of other bike builders including Paul Cox and opened a shop Psycho Cycles, and then in 2000 Paul and Indian Larry opened their own shop called Gasoline Alley, eventually changing it simply to “Indian Larry.”

Joining them was a third member of the team, Master Builder Keino Sasaki, each of the trio bringing their own perspective to the brew of one-off bikes that rolled out of the shop. With the tragic passing of Indian Larry the shop became “Indian Larry Legacy” with Paul and Keino maintaining the momentum, building quality bikes of distinctive character. Currently Paul and Keino are producing 8-10 bikes a year

Paul and Keino build bikes that percolate out of their heads and don’t box themselves into labeling a project as a chopper, bobber, pro street or whatever. Owners usually get a choice of a front brake or maybe the color while beyond that it’s whatever stroke of inspiration fires the builders’ imagination. They start with a general plan based on the customer’s vibe, then begin kicking around design ideas. Keino often zeroes in on the bike’s engine and drive train, the centering point for the project.

Keino does work within some parameters. Powerplants are definitely pre-Evo and the frame is rigid, and one built in-house. The menu also usually includes a springer or girder frontend. Old School is the name of the tune.

Keino and the crew have been clocking the bike show miles, for example last year participated in over 30 events, but now are staying closer to home in the Big Apple to concentrate on developing parts and cranking on bikes.

Recollecting the path he took that led to a life in motorcycling, Keino says, “I grew up in Japan in the city of Fukuoaka and my Dad had a Yamaha. When I was five I went for my first ride on that bike…to the hospital. I was sick and my Dad had to get me there on his bike. I remember the helmet was so huge and I was just holding on, both scared and excited at the same time.” While a lot of kids would have sworn off bikes at that time, not so for Keino who went on to wrench on bikes in Japan.

In 2004 he was in the States working at a Harley dealership in the Big Apple but went looking for a job at a custom bike shop. “I found a job in Soho and on the first day I met Indian Larry. I started working as a regular mechanic/apprentice fabricator and did everything from sweeping the floors to changing spark plugs.”

As for his “motorcycle philosophy,” Keino says, “Probably it’s a more traditional hot rod in New York City style, a bike you can ride in the conditions of the city. I most like working on engines. If I can get to my hands on a motor, take it apart, soup it up or do something special like our PanShovels. I also like doing sheet metal work, fabricating things like gas tanks. The best part is getting to ride the bike.”

Keino usually can be found riding his Shovelhead that he describes as “made from all mixed up parts” including one of his gas tank, frame and 39mm front end, a bike he calls “The Phantom.”

Asked what he does when not building bikes, Keino laughs and says, “Pretty much I live here at the shop. This season I’m getting back on my baseball team after being so busy last year on the road. And for fun I ride my bike down to Coney Island or cruise upstate New York.”

Describing working with Paul Cox he sums it up saying, “Interesting and inspirational. He’s my business partner but also my mentor. And on top of that, he’s a good friend.”

As for his future goals, Keino says, “I look forward to keep doing what I’m doing and building what we believe are the most beautiful motorcycles in the world. I guess the big news is that at the end of the year I will heading out on my own, staking out my own shop here in New York City area. It’s going to be a challenge.”

Speaking of a challenge, take one scan at Keino’s “Real McCoy” custom and its seriously unusual PanKnuckle TwinCam engine. A mouthful of a motor and a unique piece of ingenuity. In this case he handled both the powertrain and the hand made sheet metal that followed, many of the components bearing the designation “Keino Special.” And that they are. Very special.

Asked what prompted this new project Keino explains, “I wanted to build a bike for myself and for Michael Lichter’s exhibition at Sturgis after he called me with the opportunity. I just jumped on the idea and went for it.”

As for his choice of engines, and also the source for the bike’s name, “Real McCoy” he went to STD for the Panhead part of the plan. “I wanted something updated and rock reliable so went with the STD Pan. As for the Knucklehead component, it’s special item developed and built by a leading edge company in Tokyo, Japan called Sundance.

“I wanted to use their Knucklehead because it features many innovative improvements plus it was cast from aluminum, something I could polish. (Soon Berry Wardlaw, from Accurate Engineering, will launch a series of Knuckle Engines with aluminum heads.) While they usually only sell a complete motor they liked my idea for a crazy engine so they sold me just the head. In the end, the 88-cubic-inch motor is a real Knucklehead, a real Panhead and a real TwinCam merged together. I’m not the first to do a Pan Knuckle combination, but with the TwinCam included as far as I know it’s the only kind like it in the world.”

He took another path with the starter/tranny as well. The whole transmission is raised an inch higher than normal so that the starter can go underneath and also clear the downtube frame so it doesn’t stick out. It’s much cleaner and looks like a kickstart only but has an electric start as well.

”It was something we worked up with Tech Cycle. It’s like a stealth starter since you don’t see it, and now the kit is available.”

When asked if he was planning to build any more of the tri-hybrid engines, Keino says, it’s a one-off deal. “I’d like to keep it as an exotic, unique engine. Most people when they see it don’t know what they’re looking at, but people in the industry do understand and appreciate the effort that went into it. That makes me happy.”

Other design innovations include the front end, Keino’s own variation on a classic theme. While a conventional design has the springs placed side-by-side, Keino’s version places the springs in-line, in a front/back configuration.

“This was the first time I tried this design, and I’m looking into putting together a production model available to the public.”

The “Real McCoy” is in the shop awaiting final adjustments. “I’ve got so much stuff to do here, working on that bike is a luxury,” laughs Keino. “If I can afford to keep it, I’ll be showing it at Daytona.”

The Real McCoyTech Sheet

Owner: Keino Sasaki
Designer: Keino

General

Fabrication: Keino
Year and Make: 2007 Indian Larry Legacy Custom
Model: Real McCoy
Assembly: Keino
Time: 4 months
Chroming: Wilco

Engine

Year: 2007
Model: PanKnuckle TwinCam
Rebuilder: Keino
Ignition: Morris Magneto
Displacement: 88 ci
Lower end: S&S
Balancing: S&S
Pistons: Ross/Keino Special
Heads: Pan/STD – Knuckle/Sundance
Cam: Andrews/Keino special
Lifters: S&S
Carbs: S&S B
Air cleaner: velocity stack
Pipes: Keino

Transmission

Model: 2007 Baker
Modifications: 6 into 4
Shifting: Jockey

Paint

Painter: Robery Prodke/Custom Auto Design
Color: Real McCoy blue
Type: metallic

Frame

Builder: Indian Larry Legacy
Type: wishbone
Rake: 31 degrees
Stretch: 2 ¼ inches
Shocks: rigid

Accessories

Bars: Keino
Handlebar controls: Internal
Fenders: Lucky’s
Headlight: 4 ½ inches
Taillight: Drag Specialties
Speedo: none
Pegs: Indian Larry Legacy
Electrics: Keino
Gas Tank: Keino
Oil Tank: Keino
Oil System: Russell
Primary cover: none
Seat: Paul Cox
Mirrors: none
Grips: electrical tape
Forks: Keino Special
Type: inline springer
Extension: none
Builder: Keino

WheelsSizes: 21/18Hub: PMTires: MetzelerBrakes: PM

Steve “Brew Dude” Garn grew up around Harleys. His father had an old '45 Flat Head as his first bike and still rides almost every day at age 79. Steve inherited the passion from his father and has passed it on to his son Chad. Three generations of bike building in one family may well be considered a dynasty these days. Making his living at manufacturing BMX racing bicycles for over 20 years, Brew is cutting, fitting and welding precision frames on a daily basis. His bikes have been ridden to glory by some of the top names in the BMX industry.

Steve and Chad wanted to make a little racing history of their own as well, but on a different kind of 2-wheeler. The Maxton Mile is the East Coast’s only land speed-racing venue and both father and son decided that they would build a bike that would shatter some records there.

Steve scored a 1945 45 cubic inch Flathead on Ebay and figured that the last of Harley's legendary WLA “Liberators” of WW II would be a great platform for a racer.

Steve and Chad first started off by building a sweet Girder front end for the bike and covered the forks with aero tubes to give it a wicked sleek look.

They wanted the custom frame to be long and low with the lugged style reminiscent of the classic lines of a vintage bicycle. Since Brew worked welding on 4130 tubing for his racing bicycles every day, they decided that it was the right material to use for his frame as well. The frame is raked 40-degrees and stretched 3-inches. It's lightweight and tough as nails.

As for the original 45 cu-inch “Liberator” motor, well, that just wouldn't do to cut the mustard at Maxton. A turbo unit would be in order. Brew and Chad tried out a few different aftermarket units but they proved to be too big and bulky for the bikes sleek lines. The obviously solution, when you can't find what you need on the shelf, is to make the part yourself. As long as your building a bike way out of the ordinary you might as well go all out, right? Steve went way out on a limb with the turbo. Using the IHI turbo unit salvaged from a Geo 1000cc 3-cylinder automobile engine. Brew made mondo modifications to the unit until it provided just the right boost to the motor.

Now that's innovative thinking!

The transmission is a 1984 H-D 4-speed with Andrews Gears. The 1 1/2-inch BDL front pulley had to be refabricated to work on the '45 engine shaft.

The Flatty's gas tank started off life as a King Sporty tank that Brew cut open and narrowed 2 1/2- inches. The rear fender was pounded out and finished with a planishing hammer to achieve just the right profile.

The bikes suspension is cleverly mounted under the seat and features the use of a Rock Shox suspension unit as does the 1 1/2-inch unit on the girder. The bike’s Seat, Oil Tank, Foot Controls, Clutch Lever and Bars are all handcrafted by BREW and his son Chad. The taillight came from Fabricator Kevin and the Fairbanks-Morse Magneto was rebuilt by Buck at Goblin Millworks.

Brew custom built both the front and rear wheels. The front is a spool hub and the rear is a Buchanon rim with a Steel H-D hub. Both wheels are 21-inches and sit on Metzler tires. The handlebars are Brew-built and use a reverse “Meat Hook” BrewBikes clutch lever that Brew designed back in the '90s for his Triathlete Aero-Bar bicycles. All the bike’s paint and powder coating were handled in house.

The bike is light weight and a blast to ride and has racked up an impressive pedigree. The FLAT OUT FLATTY is a 6-time record holder at the Maxton Mile in land speed racing. It finished 22nd at AMD World Championships in Sturgis. It won the Pinkee's Hot Rod design award at the Legends Show in Sturgis 2007, 2nd place at the Metzeler Show in Sturgis 2007, and the Ballz award at Biker Magazine/ Penthouse show in Sturgis. This was the 2nd highest trophy at that show. It won at Willies Tropical Tattoo- Daytona 2007. It took Editors Choice from Dave Nichols- Easyriders Show Charlotte. Brew walked away with best in class at Easyriders- Louisville. 3rd Best of Show, Easyriders- Columbus , 3rd at Easyriders Invitational- Kansas City and won at Smoke Out East 2007.

Three generations of Garn dedication to riding and wrenching are evident in this cool racer. A love of the road passed from a father to son and now onto grandson show in the ingenuity and craftsmanship of this bike. Ya know what they say, the family that plays together, stays together.

Smoke Out roller derby girl challenged Brew to a race.

You can check out more on this bike and others from Brew at his web site:www.brewracingframes.com

They were conversation topic number one at the European Bike Week on Faaker See and easily the most photographed product at the entire event. We are, of course, talking about Marcus Walz’s newest project, “TuNero,” which he is conducting in collaboration with the world famous Ferrari specialist “Novitec-Rosso”.

The birthplace of this admittedly crazy idea was a cocktail bar in Stetten im Allgäu where Marcus Walz and Novitec-Rosso managing director Wolfgang Hagedorn met privately. Wolfgang, a long time admirer of the bikes from Hockenheim, and Marcus, a loyal Novitec-Rosso customer, are attempting to show the similarities between a custom bike and a completely newly constructed Ferrari and implement this in matchless perfection. The result eclipsed all expectations and was an enormous success right away, both at the premiere on Faaker See as well as at the IAA in Frankfurt, which followed immediately afterwards. The respected and leading trade magazine “Auto Motor Sport” named both vehicles as the “stars of the IAA” and was not exaggerating, as the Novitec-Rosso booth in hall 1 DER was simply an audience magnet!

The project “TuNero” (a play on words consisting of “Tu = Two” and “Nero = Black”, = “Two Black”) did not only receive its name due to the color of the two vehicles. Matte black is the definitive color for both vehicles. For Marcus Walz, this is a favorite and often used paint, for Novitec-Rosso, however, this is an absolute novelty. A Ferrari modified by Novitec-Rosso has never before left the factory in this extraordinary color.

As a basis, Novitec-Rosso used an almost new Ferrari F430 that had been completely disassembled and built upon the raw car body. Alongside a specially developed racing engine by the KW company and the many unique Novitec-Rosso components, such as the 19“ (rear) and 20“ (front) rims, the main attention getter is the motor. The V8 unit of the Ferrari F430 performs at 520KW/707PS with two high performances compressors and provides a brachial maximum velocity of 348 km/h.

The exhaust leaves the combustion chamber via the newly developed Novitec-Rosso racing exhaust pipe system in polished stainless steel, which ends in the two end pipes worked into the bumper.

Numerous carbon motor coverings turn the already beautiful Ferrari engine into a true piece of art. The complete redesign of the interior with a welded rollover cage with also very time consuming and expensive.

An engraved metal emblem on the dashboard with the signature and company logo of Marcus Walz creates the perfect finish.

The “TuNero” bike was built onto the 33 limited editions “WHC Grand Prix Frames”. In cooperation with Custom Chrome Europe, a 100ci RevTech Motor with an appropriate 6-gear transmission, coated completely in black, was installed. The primary transmission is one of the newest WHC components that can be purchased by end users.

The valve cover and the camshaft cover of the nearly 1,800ccm large motor are made from the same high quality carbon as the motor covering of the Ferrari. Marcus has envisioned a small production series with corresponding demand here as well. Rims will be created in the Novitec-Rosso style especially for this project; 3.5“ x 18“ in the front and 11“ x 18“ in the rear, placed on a 130/60-18 Metzeler on the front and a 280/35-18 Metzeler in the rear. The steel rear fender will be provided with the typical Ferrari “gills” in order to underscore the Modena style racer.

Both vehicles receive their “final touch” with “pinstripes” and “lettering” from of the most well known pinstripers on this side of the Mississippi. Matthias “Maze” Wagner has conducted his very demanding work “freehand” and in the usual top quality.

Finally, it has to be mentioned that these two vehicles can only be purchased together. The project “TuNero” is limited to 3 copies. The two vehicles shown here have already been sold and an addition “set” was ordered at the IAA in Frankfurt. At the time of publication, only one set was still available. You can find prices and additional information at www.walz-hardcore-cycles.com or www.novitec-rosso.com.

Bikernet.com Extreme Walz Tech Chart

Regular Stuff

Owner: Walz-Hardcore Cycles
Bike Name: TuNero
City/State: Germany

Builder: Walz-Hardcore
Company Info: Walz-Hardcore
Locations: Germany, USA, Spain/Portugal, Hungary and Switzerland
Address: Germany, PFalzer Ring 15, D-68766 Hockenhelm
Phone: 06205-7101
Calling from US: 01149-6205-7101
USA Address: 7331 NW 27th Ave, Miami, FL 33147
Phone: (305) 696-6040
Web site: www.walz-hardcore-cycles.com
E-mail: E-Mail: info@walz-hardcore-cycles.com
Fabrication: Marcus Walz
Manufacturing: Walz-Hardcore
Welding: Walz-Hardcore
Machining: Walz-Hardcore

Engine

Year: 2007 Evolution
Make: RevTech
Model: RevTech
Displacement: 88-inch
Builder or Rebuilder: Custom Chrome
Cases: RevTech
Case finish: black wrinkle
Barrels: RevTech
Pistons: Rev Tech
Barrel finish: Shaved black wrinkle
Lower end: RevTech
Heads: RevTech
Head finish: Shaved black wrinkle
Pushrods: Crane
Cams: Crane
Lifters: hydraulic
Carburetion: Mikuni
Air cleaner: Pistor/WHC
Other: Pipes and mufflers by Walz-Hardcore

Transmission

Year: 2007
Make: RevTech
Gear configuration: 5-speed
Clutch: Hydraulic

Frame

Year: 2007
Make: Walz-Hardcore
Style or Model: Grand Prix
Stretch: 2-inch
Rake: 40 degrees
Modifications: Legends Air Ride

Front End

Make: Walz-Hardcore
Model: WHC
Year: 2007
Length: stock Ceriani legs

Sheet metal

Tanks: Walz-Hardcore
Fenders: WHC
Oil tank: WHC

Paint

Sheet metal: Klee, Hockenheim
Molding: Klee
Base coat: Flat black
Graphics: Marcus Walz
Type: PPG
Pinstriping: Klee

Wheels

Front
Make: Novitec Style
Size: 3.5/18
Brake calipers: Walz-Hardcore
Brake rotor(s): WHC
Tire: 130/60/18

Rear
Make: Novitec Style
Size: 11/18
Brake calipers: Walz-Hardcore
Brake rotor: WHC
Pulley: WHC
Tire: 280/35/18 Metzeler

Controls

Foot controls: Walz-Hardcore
Master cylinder: WHC
Handlebar controls: Walz-Hardcore
Shifting: WHC
Kickstand: WHC

Electrical

Ignition: Walz-Hardcore
Taillight: WHC
Switches: WHC

What’s Left

Seat: Walz-Hardcore
Gas caps: WHC
Handlebars: WHC
Grips: WHC
Pegs: WHC
Throttle: WHC

Damn, Bandit was blamed for another custom. “It’s the truth,” Mike Marquart said during our interview. “Bandit put together an article in VQ Magazine about Vincent history and styling and it inflamed my memory of the first Vincent Black Shadow I saw in ’76. I had to find one.”

Mike has a long history in the industry, first with CCI, then another company and for five years with Redneck. “I love this place,” Mike said. “I get to work on motorcycles everyday.” In 1976 he first encountered a Vincent and almost traded his Merc for it. “It was worth $6,500 at the time and that was a lot of money for a motorcycle.”

Then ten years later he stumbled onto a magazine Bandit edited. It was called VQ and featured wild artistic versions of custom motorcycles created by talented artists. This particular issue David Mann, the god of the chopper, spilled his guts into the classic lines of a Vincent. Vincents were English built into the late ‘40s when the boss, Mr. Vincent came to America and tried to cut a deal with Indian to create the Vindian and use his engines in Chief chassis.

Phillip Vincent returned to England, but needed a chunk of change to pay for the increased production. Indian didn’t offer a deposit, Vincent couldn’t raise the cash and they both went out of business. End of two magnificent eras in motorcycling.

Vince, the Redneck boss.

Mike read the article and decided to hunt down a Vincent, not for a restoration, but for a custom experiment. He saved coin in an old oilcan and started a research campaign. He met Steve Hamel who is a master Vincent engine builder and began a hunt for a kickstart Vincent engine. Three years past and Mike began to lose patience, when Big Sid, the author of a Vincent History book, called. “He told me a friend, who owned several Vincents was dying and his wife wanted to unload his bikes,” Mike said.

Big Sid told him about a pieced together bike that was part of the stash. “I bought it, sight unseen,” Mike said. At that point the Marquart Vincent Education began. “I learned that all Vincents were constructed with serial-numbered components.” There was a VIN case number, plus matching case digits that matched the figures stamped into the chassis components.

Mike reached out to the historic Vincent Owners Club (TheVincent.com) for confirmation. They keep all the numerals for every known Vincent on file and the whereabouts. He discovered through their archives that his makeshift Vincent was actually very whole, except for the right timing case. Because of their extensive records he was able to contact the owner of the right case and cut a deal. He sent him the frame and the left case so the gentleman restoring the Vincent Rapide would have all the proper elements and he would have a complete Black Shadow engine with one bad engine half case. That was cool, since he was building a complete ground up custom around this massive classical drivetrain.

The design flourished from the David Mann paintings in VQ magazine, the mind of Vince Doll’s, the owner of Redneck engineering, and Mike’s tribute-to-speed notions. The Series C Black Shadow was produced from ’49 to ’54. Like the original, the drivetrain was suspended from the frame, which contained the oil supply. “So I wanted the backbone to show between the tanks that Vince Doll created by hand,” Mike said. For racing charactistics they adapted a mono-shock, and raked the frame 50 degrees to match the 50-degree V-twin cylinders. Even in 1949 the Black Shadow was built with a 150 mph speedo and capable of 100 mph at just 4000 rpms.

All the frame tubing was elliptical and tapered for a sleek design. The man who rebuilt this engine, Steve Hamel, Built Matt Hotch’s engine for the Discovery Built off against Roger Goldammer at Bonneville in 2006.

Mike and the Redneck crew took one of their own designs to Bonneville this (2007) year and cut through the slippery salt at 132 mph, after riding it 2,400 miles to Wendover, Utah. They build their own balanced baggers with JIMS 120-inch H-D Twin Cam B engines. They roll with 300 tires on the rear and 21s up front around Softail chassis. Sleek bagger kits are available from Redneck in addition to Buell Mutant roller kits that will turn any Buell into a tight rigid custom. Fifty percent of their business revolves around building chassis kits, sheet metal and frames for baggers, Softails, Sportsters and Buells.

“We build the coolest bikes for the least amount of money,” Mike said of their ground up builds. This Vincent will visit most major events this coming year and the Redneck crew will always be close by.

Here's the Redneck solution to a stock Buell.

There’s that Merc.

Bikernet.com Extreme Tech Chart

Regular Stuff

Owner: Mike Marquart
Bike Name: Vincent Black Chopper
City/State: Lake Wylie, SC

Builder: Redneck Engineering
City/state: Liberty, SC
Company Info: 107 Nix Road, Liberty, SC 29657
Company Phone: (864) 843-3001
Web site: www.redneckengineering.com
Fabrication: Redneck
Manufacturing: Redneck
Welding: Redneck
Machining: Universal Machine/Redneck

Engine

Year: 1951
Make: Vincent
Model: Black Shadow
Displacement: 998cc
Builder or Rebuilder: Steve Hamel-St. Paul, MN
Cases: Vincent Black Shadow
Case finish: Light machine
Barrels: Vincent
Bore: 84mm
Pistons: CP 8 to 1
Barrel finish: Light machine
Lower end: Terry Prince
Stroke: 90mm
Rods: Terry Prince
Heads: Vincent-ported by Steve Hamel
Head finish: Light Machine
Valves and springs: RD Springs
Pushrods: Vincent
Cams: MK 2 Andrews
Lifters: Vincent (lever style)
Carburetion: Twin 34mm Mikuni
Air cleaner: K&N
Other: Rebuilt to Black Lightning Specs, 12 volt CD ignition, 6 volt Lucas charging system

Transmission

Year: 1951
Make: Vincent
Gear configuration: 4 Speed Unit Construction, kick start
Final drive: 530 Chain
Primary: Chain
Clutch: Vincent Servo

Frame

Year: 2006
Make: Redneck
Style or Model: Mono-Shock
Stretch: 0 out, neg 2 up
Rake: 50°
Modifications: Engine used as stressed member, all tubing is oval and tapered towards the rear, oil in backbone

Front End

Make: Redneck
Model: Tubular Tree Springer
Year: 2006
Length: + 6
Mods: Internal Brake Line

Sheet metal

Tanks: Redneck hand built twin tanks
Fenders: Redneck Mud Flap
Panels: none
Oil tank: In frame
Other: Hidden dual throttle cable, head light wire thru tank

Paint

Sheet metal: Gary Strait
Molding: Gary Strait
Base coat: House of Kolor Very Black
Graphics: Charlie Tyre (Modified Vincent Logo)
Frame: Gary Strait
Molding: Gary Strait
Base coat: House of Kolor Very Black
Graphics or art: None
Special effects: None
Pinstriping: None

Wheels

Front
Make: Weld Racing-Forge Wire
Size: 18 x 3.5
Brake calipers: Performance Machine
Brake rotor(s): Weld
Tire: Avon 110/80-18

Rear
Make: Weld Racing Forge Wire
Size: 18 x 3.5
Brake calipers: Performance Machine
Brake rotor: Weld
Pulley: Sprocket-Weld
Tire: Avon 150/70-18

Mike in the seat, with Vince behind him.

Controls

Foot controls: Redneck Tubular-PM pegs
Finish: Paint/satin pegs
Master cylinder: PM
Brake lines: Nascar
Handlebar controls: PM Contour with modified levers
Finish: Satin
Clutch Cable: Modified HD
Brake Lines Nascar
Shifting: Right side foot

Electrical

Ignition: ARD 12 volt CD
Ignition switch: Toggle
Coils: ARD
Regulator: 6 volt
Charging: Lucas/Prince of Darkness
Wiring: Not much
Harness: Redneck
Headlight: V-Twin
Taillight: Repo Vincent
Accessory lights: Nope
Electrical accessories: None
Switches: Two toggles
Battery: Ity-bity 6 volt

What's Left

Seat: Addis Upholstery/Redneck with Vincent Crest
Pipes: Hand built Redneck
Mufflers: What did you say?
Exhaust finish: High Heat VHT Black with Heat Wrap
Gas caps: Twin Redneck non-vented
Handlebars: Redneck Bonneville Style
Grips: PM Renthal Satin Finish
Pegs: PM Round Satin Finish
Oil filter: Cartridge
Oil cooler: Keep it in the wind
Oil lines: Black
Fuel filter: none
Fuel Lines: Black Rubber with in line petcocks
Throttle: Streamline Design Internal (left for throttle-right for compression release)
Throttle cables: 1 into 2
Fasteners: Stainless

Click here for more Redneck Engineering Info.

Credits: The entire Redneck Crew, Vince”Nobody”Doll, Steve Hamel and Big Sid!

“Hell yes, I’m headed to the Smoke Out West in a couple of weeks,” said Kyle Kurkman. I spoke to him about his Radio Flyer bike, built for his 12-year-old son, this last year. He won best of show at Rips Bad Ride in Socal, so I fortunately had the opportunity to see this sharp chop up front.

Kyle owned Lucky 7 Choppers in Rancho Cucamonga for years, until the snitches at the Easyriders Bike Show sent the Air Resources Board to his shop and they fined him $24,000 for trying to sell bikes that weren’t CARB certified to meet EPA standards. His partners split, and he shut the shop down, negotiated with the CARB Gestapo, paid $12,000 and opened a new, smaller shop just off route 66 in Upland, Califa.

“I’m laying low now,” Kyle admitted.

“It’s only 1545 square feet,” Kyle said of his new shop, Route 66 Choppers. “I just want to build bikes and be left alone.”

Clint, a former member of the Big Bear Chopper team and an excellent wrench, is Kyle’s only partner, and they work seven days a week. “We’re swamped everyday,” Kyle said.

Kyle’s worked through another recent set-back, when he returned from an event to find his home empty, his safe empty and his pregnant wife gone. She split. But no bullshit was stopping him. He’s building sharp customs and working with the city of Upland on their efforts to revitalize Route 66, as it passes through Upland. He’s currently in a strip Industrial park next to famous pinstriper, Ron Forman, just north of Pomona Valley H-D, but he’s negotiating on a building and a diner located on Route 66 at the corner of Central and Foothill Blvd.

Kyle’s developing a product line including taillights, license plate frames, air cleaners and working with a foundry on finned products, including oil bags.

“When the ol’ lady split I needed something to keep me focused,” Kyle said. “That’s when I started on the Radio Flyer for my son, when he comes of riding age.” He’s bringing another bobber to the Smoke Out with a girder front end and 21/3s front and rear. “I nickel plated everything, including the 1930 spotlight and ford stoplight.” Wait, the spotlight was on the Radio Flyer. Maybe we’ll bring a feature on the bobber from the Smoke Out.

There was another story developing here. The model and the photographer Peter Linney were up to something. I couldn’t figure out the poses, the bikini that didn’t fit, the leg dragging behind the bike. I scoured dozens of shots, but there was something missing.

Then it dawned on me. He had something going for this dark haired beauty, who fit so well with the Radio Flyer. He was trying to get her out of that bikini. When that didn’t work he tried awkward poses, and finally I reached the money shot. It was the photograph he was pawing for. Sometimes there’s a scent in the air that drives men mad.

Okay, let’s wrap this up. I can’t wait to hit the road for Cottonwood, Arizona for the Bikernet Smoke Out West and catch up with the bros from Route 66, Duane Kastor Customs, Irish Rich, and check this bike out in person once more. Hell, maybe he’ll slip it into the Pomona Easyriders Show in January. Shit, maybe I’ll meet her…

Bikernet.com Extreme Tech Chart

Regular Stuff

Owner: Kyle Kirkman
Bike Name: Radio Flyer
City/State: Upland, CA

Builder: Kyle, Route 66 Choppers
Company Info: 903 N. Central unit E, Upland, CA 91786
Phone: 909-949-1632
Web site: www.route66choppers.net
Fabrication: Route 66
Manufacturing: Kyle of
Welding: Kyle and Traveline
Machining: Kyle Kirkman

Engine

Year: 1970
Make: H-D
Model: Shovel
Displacement: 80
Builder or Rebuilder: Mic
Cases: S&S
Case finish: raw
Barrels: H-D
Bore: Stock
Pistons: S&A
Barrel finish: black powder
Lower end: S&S

Rods: S&S
Heads: H-D
Head finish: raw
Valves and springs: H-D
Pushrods: H-D
Cams: S&S
Lifters: H-D

Carburetion: S&S Super E
Air cleaner: Velocity Stack, Route 66

Transmission

Year: 2005
Make: ACC
Gear configuration: 6-Speed
Final drive: chain
Primary: BDL
Clutch: BDL

Frame

Year: 2005
Make: Superco by Traveline
Style or Model: Rigid
Stretch: 2 up, 2 out
Rake: 30 degrees
Modifications: Was built for a flathead.

Front End

Make: Superco by Traveline
Model: Springer
Year: experimental
Length: 2 over
Mods: Narrow

Sheet metal

Tanks: ’96 Sportster minus 2 inches
Fenders: Triumph
Panels: none
Oil tank: Superco

Paint

Sheet metal: Aggressive Design
Molding: Aggressive Design
Base coat: Fire Engine Red
Graphics: Aggressive Design Pinstriping

Frame paint: Aggressive
Molding: Aggressive
Graphics or art: Aggressive
Pinstriping: Front end powedered white with Aggressive Pinstriping

Wheels

Front
Make: Spool from WheelWright
Size: 21
Brake calipers: none
Brake rotor(s): none
Tire: Avon Roadmaster

Rear
Make: Wheelwright
Size: 16
Brake calipers: PM
Brake rotor: DB-2
Pulley: Sprocket E-xile
Tire: Avon Roadmaster 140

Controls

Foot controls: RPM
Finish: Black anodized
Master cylinder: RPM
Brake lines: G&J

Handlebar controls: None, jockey
Shifting: Jockey

Electrical

Ignition: Spyke
Ignition switch: Spyke Plunger
Coils: Spyke
Regulator: Spyke
Charging: Spyke
Wiring: Route 66
Harness: none
Headlight: 1920 Ford Spotlight
Taillight: Ford from ‘30s
Battery: Odyssey

What’s Left

Seat: Bruiser Customs
Pipes: Route 66
Mufflers: none
Exhaust finish: exhaust wrap, jet hot
Gas caps: Crime Scene
Handlebars: Johnny Chop
Grips: CCI
Pegs: RPM
Oil filter: H-D
Oil cooler: no
Oil lines: black braided
Fuel filter: CCI chrome

Fuel Lines: clear
Throttle: Arlen Ness
Throttle cables: Barnett
Fasteners: King Bolts

Specialty items: Pool ball gear shift. Rear taillight holder Ford bumper holder.

Credits:Lucas Kai, my son, for being there. This bike is yours when you’re old enough.