Riding a bike can be one of the most relaxing and rewarding experiences a man or woman can participate in. From the very beginning of motorcycles, there have been women who rode. Viewed as cavaliers, many women riders were put into the same category as women smokers; wanna-bees who didn’t know their place. Thankfully, times have changed!

Kutty Noteboom, Southern Californian musician, bike enthusiast, and general good guy, built this Triumph for his wife, Jamie.

“ I built this bike for my wife. I wanted it to be a bike that was a little fem, but that every guy would look at and say ‘that is one chick’s bike that I would ride’. A mixture of 70's low-rider combined with a speedway/flat track look. We incorporated a bunch of roses all over it.”

There is nothing on this earth like riding with your buddies, but something even more spectacular is riding with your best friend. I myself ride with my wife and can honestly say that there is nothing that compares to it in the world.

The lines of this bike are accentuated by the fact that it was built specifically for Jamie. Looking ready for either a weekend ride or ready to roll into a show, Jamie’s Rosey triumph is a spectacle to behold.

Upon seeing the pictures Bandit sent me, my wife replied, “That’s a cool bike, I’d definitely ride it.” I think Kutty and Jamie have a winner on their hands as begrudgingly I have to admit my wife knows how to pick ‘em.

As you peruse through the spec sheet and admire Peter Linney’s photography, maybe you too could be inspired to build a bike that not only expresses your artistic talents, but also represents the love you share for your wife r girlfriend. Also, may this bike show all the yahoos that think a bike has to be a Harley to be cool, that cool is not in a brand.

Another cool feature of the bike is the narrow Springer starts off the sleek design that follows all the way through to the rear wheel. No fat-assed beach ball here, just enough rubber to track down the road while allowing the bike to enjoy the nimble benefits of its compact design. I could see someone using this same bike to deliver messages in the city streets as well as hopping on it while riding from bar to bar. Form, function, and beauty all rolled into a small, tight little package.

Click on the Cadillac for more info about the photo master, Peter Linney.

Bikernet.com Extreme Tech Chart

Regular Stuff

Owner: Jamie Noteboom

Bike Name: 71 Triumph ” Desert Rose ”
City/State: Hemet, Ca

Builder: Kutty Noteboom
City/state: Hemet
Company Info: Hippy Killer Garage
Address:
Phone: (909) 215 1770
Web site: www.hippykiller.com
E-mail: kutty@hippykiller.com

Fabrication: Kutty Noteboom
Welding: Kutty
Machining: Kutty / Vern

Engine TR650

Year: 1971
Make: Triumph
Model: Tiger
Displacement: 650
Builder or Rebuilder: Harold Hanvey
Cases: stock
Case finish: Raw
Barrels: stock

Bore: stock
Pistons: stock
Barrel finish: Flatblack
Lower end: stock

Carburetion: Amal
Air cleaner: velocity
Exhaust: Built by Kutty
Mufflers: Never

Transmission

Year: 71
Make: Triumph

Frame

Year:1960's Modified
Make: Triumph/ Freddy Hernandez
Style or Model:
Stretch: None
Rake: 30
Modifications: frame is part stock early triumph with a weld on that I had Freddy shorten 3 inches and put a 1 inch neck tube on.

Front End

Make: Freddy Hernandez
Model: Narrow Springer

Sheet metal

Tanks: early sporty narrowed dished and deep tunneled by Kutty
Fenders:< /FONT> Fx front on rear
Oil tank: Custom beehive by Kutty

Paint
Molding: and paint prep by Keith Dean, The legendary Dick Dean 's son
Base coat: Candy brandywine Painted by my good freind Billy Crewl
Graphics: Gold leaf roses by Dave Whittle

Pinstriping: Dave Whittle

Wheels Acront

Front
Make: Acront/ honda hub
Size: 21
Tire: trials

Rear
Make: Acront/ triumph
Size: 19
Brake calipers: Triumph conical drum
Tire: Dunlop

Controls

Foot controls: stock modified

Handlebar controls: Brittish, and Japan

Electrical

Ignition: Boyer Electronic Ign system
Charging:< /FONT>
Headlight: 5 mercury fog light
Taillight: 39 chevy custom

What’s Left

Seat: west eagle/ Covered in beautiful cow hide by the famous Duane Ballard

Gas caps: custom
Grips: Hippy killer brass
Pegs: Hippy killer brass

Specialty items: Engraving by Ernie Borges

Credits: Thanks to Freddy Hernandez, Vern, Billy crewl, Duane Ballard, Keith Dean, Harold Hanvey

A picture of a Danny Franssen designed Bobber built on an Evolution Softail.

I must confess to a horrible sickness I have been afflicted with since I was a small child. It seems there is no cure, and I am hopelessly doomed to die suffering from the incredible malady that currently has no medical cure. I am addicted to motorcycles.

It seems no matter what I am doing, besides sex, I have some sort of bike on my mind. I can’t explain it, but I just seem to constantly search for all information concerning bikes; I never get tired of it. Thousands of magazines, e-zines, catalogs, and brochures line my garage and computer. My wife is ready to throw me out, but I don’t care, I love motorcycles…particularly Harley-Davidson Motorcycles.

One of Danny’s early transformations. He tried making Softails resemble the rigids they were designed after.

Part of my obsession is an unstoppable desire to read every page of material I can find on Softails, Bobbers, and Sportsters; basically my favorite bikes. Besides scouring through magazines and books, I am also a scavenger of the forum boards. Always looking for fresh ideas, searching for new bikes, my mission to find the coolest bike never seems to end. Recently, I came across a board called Jockeyjournal.com, and I found a treasure chest of information on Softail bobbers, the kind Harley only wished they would have designed. I was introduced to Danny Franssen.

Danny riding aboard one of his creations.

I saw his Softails on a thread that had 29 pages in it! As I browsed through the pics, it was apparent this guy had some serious skills as well as an eye for design; besides that, his bikes looked like something I’d want to ride! From the threads, I saw he was a friend of Tim Conder, we know him as The Conderosa.

I asked Mr. Ball if he had ever seen these bikes and wondered if he’d want to do a feature on a couple. Not easily impressed, Bandit classified these as “bitchin rides”, but he was concerned with the possibility of the seats hitting the fender and wished to consult with Wrench on the whole deal.

Wrench’s reply was classic:
Danny mounts his seats rigid. It's a Softail, no need for a sprung seat.

Danny’s design calls for the seat to be mounted onto two studs which can be drilled and tapped into the back of the frame, above the swingarm. He uses the springs as covers sitting over the support posts, just for looks.

Rigid mounted seats? So the springs were just a faux paus? I decided to get a solo saddle for my bike because I was really bugging out about the way Danny made his bikes look. I was determined to make my Springer look like one of these modern bobbers.

I sent Bandit an e-mail asking his advice about putting a spring seat on a Softail so it would emulate a Danny F.-styled bobber. He replied:
“I used one of those seats on my 48 Panhead, rigid-mounted, no-springs, and rode it for 12 years. Then again, I’m not a pussy.”

So the gauntlet was thrown, and it became apparent that Softails with spring seats are uber-gay…or at least metrosexual.

I contacted Danny himself to get the inside scoop and to have a few answers to my questions about these Softail Bobbers. I quickly found out he does mount the seats rigid(see the drawing). The seat does not touch rear fender when going into bumps. When he is making the install, he checks the clearance with his own tried-and-true method. He sets the bike onto blocks in the rear, removes the shocks, and then lifts the rear wheel all the way up to the rubber bump-out studs. He suggests on putting a wooden block under the wheel so it stays into that position, then you can determine how high or how far to the front you need to mount the seat so the fender won't touch the seat in any circumstances. Sometimes he’ll also cut out the front of the fender and rework it into a different shape. This helps give it a bit more clearance, but that's just on rare occasions. Fabrication time on a complete custom (bobber) job starting from a standard Softail is about 3 months or so. It depends on how far you want to go, such as moving the rear disc to the pulley side, etc.

You will notice he kept the struts attached to this one.

After reading his detailed description and checking out his beautiful bikes, I had to get to know some more about this guy. It was obvious to me he wasn’t the average “shadetree mechanic”. I learned he is located in Genk, Belgium, and works at a worldwide express service on weekend night shifts. In the past, he had written articles about custom bikes in the Dutch/Belgian “Bigtwin” magazine for 7 years, but had to set that aside as time eventually became a commodity he no longer had. (I understand completely) Besides the bikes and express deliveries, he also dabbles in T-Shirt designs, tattoo designs, as well as designing custom parts for choppers/bobbers, etc.

A Heritage Softail with Danny F. style and flair.

Like most of us, he started reading the magazines at the ripe age of 12. He started reading Street Chopper, Easyriders, Iron Horse, Supercycle magazines that his older cousin Charly left behind in the toilet cabin. From that time on, everything was focused on choppers, and he knew one day he wanted to build a Harley Panhead Chopper; for sure and certain !

With some earned money from “vacation work” he bought himself a 1963 Panhead (ex Belgian Police bike) and from there on he describes it as an “out of control hobby”. He doesn’t have a business, just a little work-shack where he builds bikes mostly for himself. He sells them when he has a new idea in mind.

16 and a whole life ahead of himself.

He started helping his buddies on their bikes but changed directions as the guys started to get older, so did his customers. Most guys were older and they needed a bit more comfort then a hardtail bike. They gave him “carte blanche” most of the time; not budget-wise, but styling wise! According to Danny, “Customizing a Softail to make it look as close to a hardtailed bike is fun doing..it's a bit more challenging and it involves a bit more fabrication against a hardtail bobber so to speak. I also try to use as much stock parts and give them a different twist..in a funny way sometimes,(with a wink)”.

Since his 16th birthday, Danny has built about 20 hardtails from the ground up and the last 12 years he has customized about 12 Softail based bikes.

One of his older designs he created out of a “parts-bin” bike.

He says,” I heard before that my bikes have a typical DF style every time. One of my trademarks obviously (that's what they say.) is also the use of just one bag on the left side of the bikes. I have been in a bunch of magazines over the years, but the highlight of my “private hobby guy in the shack” building career was the invitation of the 3 “Art of the Harley” shows. London, Liverpool and Stockholm, each show took place during 3 months in museums and art galleries. I was the only private builder (with my Hot Rod trike) between Arlen Ness, Rick Doss, Cyril Huze, Bob Dron, Battistinis, Richard Taylor, Nic Chauvin, etc. An experience I will soon never to forget.”

“I also moved to California (Lake Arrowhead) in '92-'93…needed sunshine badly… ha! Did a few bikes there…but my rent was going up and I decided to return back to Belgium.Over there (the USA), at that time…most guys looked strangely to me when I de-chromed a lot of parts and had them painted instead. I guess that was too early for most Americans back then, ha !”

Danny, thanks for the time and interview. I think these bikes are fantastic and the attention to detail while going your own way makes the bikes even more spectacular. We here at Bikernet look forward to the next Danny Frassen creation…including my evil little bobber to be completed shortly.

Until next time…

After writing this story, I found a solo seat off e-bay for 40 bucks and rigid mounted it to my Softail. Being an EFI model, I decided to relocate my ECM module to the toolbox on the right side. Because of the heat of the plasma cutter we utilized in opening the back of the toolbox, I am now using trusty bungee cords to hold the box together until I can buy a new barrel lock for it. The ride is fantastic, and I think it gives the bike a look unlike anything else out there.

Several years ago, when Discovery Channel was exploiting the bike builder as a conquering hero and reaping monetary benefits off of his back, Indian Larry was finally getting his just due. People around the world were being introduced to one of the premier bike builders as well as a first class human being. Sadly, in 2004, Larry passed away in the motorcycle stunt he was most famous for, The Crucifix, aboard his beloved bike. The world mourned, lives changed forever, but his memory lives on.

The Seeger’s have trudged on when others didn’t, or couldn’t. Doggedly keeping the Indian Larry style alive with their shop, Indian Larry Motorcycles, they have created the wonderful chrome machine you see here.

Built to the same no rake specs Larry was so adamant about, this bike embodies most of the traits that Larry seeked from his machines…rideability. What’s the point of having a motorcycle you can’t ride?

Larry’s bikes were always known for their handling as well as immaculate appearance. This bike holds true to the same. Each part crafted and attached to the bike with a purpose. Each component sparkling with chrome! The bike looks like a piece of jewelry suited for a glass case.

Elise and Bobby also sell ILM merchandise through her business Genuine Motorworks. You can check them out as well as everything IL related at www.genuinemotorworks.com.

I for one could look at the pics of this bike for hours. What’s even more special, is to realize that pictures don’t ever do a bike justice, so I can only imagine the breathtaking design in person.

Until next time…

Click on this image to order the Indian Larry Book from motorbooks.

INDIAN LARRY MOTORCYCLES TECH SHEET
400 Union Ave
Brooklyn, NY 11211
718.609.9184
City: New York

GENERAL:
DESIGNER: Alex Lerner

Fabrication: Alex Lerner, Bobby Seeger Jr., Alex Lerner, Eddie McGarry, Sebastian Majcher
Year and Make: 2010
Assembly: ILM
Time: 8 Weeks
Chroming: Wilco

ENGINE:
Year: 2010
Model:Pandemonium
Rebuild: ILM
Ignition: Morris Magneto H-5
Displacement:88ci
Lower End: RevTech
Balancing: Rossa Cycles
Pistons: S&S
Heads: STP Pan
Cam: Andrews
Lifters:Jims
Carbs:S&S E
Air Cleaner: Stack
Pipes: ILM

TRANSMISSION:
Year: 1976 HD
Modifications: None
Shifting: Jockey

PAINTING
Painter: Custom Auto Design

FRAME
Year: 2010
Builder: ILM
Rake: 30 Degrees
Stretch: 2” Up
Shocks: Rigid

ACCESSORIES
Bars: Mini Ape

Handlebar Controls: Internal
Fenders: E-Fab
Headlight: 4 ½”
Tail light:
Speedo: None
Pegs: Indian Larry Motorcycles
Electrics: ILM
Gas Tank: E-Fab

Oil Tank: ILM
Oil System: ILM

Primary Cover: None
Seat: H. Rose
Mirrors: None
Grips: ILM
Forks: 39mm H-D
Builder: ILM
WHEELS:
Size: F 21” R 17”
Hub: H-D
Tire: Pirelli
Brakes: Performance Machine

Click on this image to order this book about the man.

“My wife wanted something legal,” said Todd Silicato of Todd's Cycle.

Todd is a nondescript builder’s builder. He's not a celebrity type. He's a biker who works his ass off building anything from modified stock bikes to world-class customs and billet products, to speedway racers, and now he's tempted to roll to Bonneville. He's also got the Bikernet Mantra tattooed on his arm, “Modify Everything or Die.”

So his missus, Lisa, asked for something legal and he bought an '09 Road King, but there's something about a stock bike rolling into a custom shop. It's sorta like a virgin in a whorehouse. Ice water begins to boil and stainless steel starts to immediately rust. Everything in the Huntington Beach shop stopped until the King came apart.

“I rode it from the dealer to the shop and immediately needed more power, so we tore it down,” Todd said, and launched the stock gas tank and started carving his own. Todd would like to mass produce these shapely fuel tanks. “I need the tooling costs to mass-produce these tanks. I can put them together, but I need the costly stampings.”

He also yanked the front end and replaced it with this 2-over-stock Marzocchi superbike fork. He installed a Softail EFI system for more space, and adjusted the angle of the tank to align the 5.5-gallon cell with his modified bags. He carefully adjusted the bag lids up 1 inch by layering them with fiberglass until they took the exact subtle shape he was after. Then he installed his billet bag-insert taillights. He installed 3/8-inch taller Todd's floorboards. They are adjustable forward and backwards. He also makes another shape for Street Glides. He replaced the stock headlight with dual Todd's Martini models.

Then he pumped the performance with a 103-inch kit and handled the porting himself. All the engine components were ceramic-coated. He's working with Saddleman to produce a line of Todd's signature seats, including this one for Kings. He's also working with Bassani on a stepped exhaust system for touring bikes. Finally, he installed a rear air-ride suspension system from Bilstein with Firestone Airide springs.

“The alloy art, self-leveling air ride shocks work well,” said Todd, “and self-leveling adds a fine ride quality, loaded or unloaded, without having to make adjustments.”

This is Todd's first Speedway roller (he's working on developing a roller kit), destined to be on display at the Buffalo Chip in Sturgis this year, as a portion of the Michael Lichter display.

Todd's shop is a creative den of new product designs, project bikes, hot rods, and now speedway bikes. He's working on a Sportster Speedway kit, including a short-coupled, 1-inch tubing frame, cut-to-fit custom front end, and Marzoki shocks. He's planning to build this platform to support Sportster engines, rubber-mounted engines, and Buell drivetrains. He's considering an exhaust system, while Lisa hand-files the spikes into the cast aluminum pegs. He builds the motocross risers (high, medium, and low) and messes with Joker Machine throttles.

Todd also manufactures builders' bungs, seat pans, and pivot arms. He makes his own grips in aluminum or brass, and will make any one-off sheet metal you have the bucks to pay for. One of his cool products is his custom bike-wiring system, and a choke cable relocation bracket for Mikuni carbs. And of course, he switched out the stock King bars for a set of his own.

“I love this thing,” Todd said. “It’s a blast to ride, with aggressive handlebars, and it handles as good as a bagger can. Oh, yeah; I shitcanned the windscreen. On a motorcycle, you should feel the wind. That's what it's all about.”

Click on most any image to find out more about Todd's Cycle.

SPEED KING TECH CHART

Owner:Todd’s Cycle
Address 15665 Commerce Lane
City: Huntington Beach
State/ Zip CA 92649
Phone: 714 901 4516
Website: www.toddscycle.com
E Mail: todd@toddscycle.com

What kind of bike?

Make: H-D
Year: 09
Model: Speed King
Type: Performance Dresser
Fabrication: Todd’s cycle
Finish: Todd’s Cycle
Time: 3 month
Hardware: diamand eng 12 points
Assembly: Todd's Cycle
Assembler: Todd's Cycle
Value: priceless

ENGINE:

Type: Twin Cam
Displacement: 103 ci
Year: '09
Horsepower: plenty
Heads: ported by Todd's Cycle
Valves: Stocy
Pistons: Screaming Eagles
Cylinders: H-D
Camshaft: Screaming Eagle 555
Lifters: H-D hydraulics
Pushrods: screaming eagles
Carburetor/Injection: H-D injection
Air Cleaner: Todd’s cycle
Ignition: Screaming Eagles super tuner
Exhaust: Todd's and Bassani
Mufflers: Todd's
Finish: ceramic coating
Fasteners/Hardware: diamond eng 12 pnt

Transmission:

Make: H-D
Model: 6-speed
Clutch: H-D
Primary drive: H-D Chain
Finish: Wrinkle black and ceramic coat
Mods: Baker hydraulic cap

Frame:

Type: Road King FLHT
Year: '09
Builder: H-D
Stretch: none
Rake: stock 28 degrees
Swing Arm: new cast
Shocks: Bilstein

Forks:

Make: marzocchi
Type: super bike inverted
Year: '09
Finish: red ano
Triple Trees: Todd's Cycle

Sheet Metal:

Front Fender: Todd's Cycle
Oil Tank: under trans
Fuel Tank(s): Todd's Cycle
Bags: H-D with Todd's modified lids

Wheels:

Front:
Rim: Performance Machine wrath cc platnium
Size: 23×3.5
Tire: Avon
Brake: Performance Machine

Rear: Rim: PM wrath cc platSize: 18.5Brake: pmTire:avon

Other Stuff:

Handlebars: Todd's Cycle new 8th
Risers: Todd's Cycle new bones
Headlights: Todd's Cycle
Taillights: Todd's Cycle billet inserts
Turn Signals F/R: Todd's Cycle
Speedometer: H-D new image
Electric’s: Todd's Cycle

Seat: Todd's Cycle signature by Saddleman
Backrest: H-D
Footrest F/R: Todd's Cycle new floardoards

Paint, Metal Finish:

Colors: blk, red, silverleaf, candy
Special Paint: Buck Wild lettering
The Painter: Buck Wild
Chrome: avoided
Powder Coating: specialized coating
Color: titanium ceramic

Special thanks to Dennis Schanchez, the “tank man,”And Brandon Holstein, “brawny.”

Maybe it smacked you at a local bike night, maybe it occurred at a bike show, or maybe you were out for a ride. We all run into bikes that stick in our brains like the first touch from a gorgeous woman after a hazardous tour in Iraq. In this case, “Peckerhead,” the motorcycle, slapped me like an angry redhead at happy hour.

I ran into this bike at a local bike show last summer and it stuck. It was super clean, very tight and everything was well finished. I talked to the owner, Woodie Sweat, on show day, but I didn't get the whole story. So, when I ran into Woodie and the “Peckerhead” at the Easyriders show here in Charlotte this past January, I made it a point to set up a time to talk with him and get the low down on his bike.

Woodie struck me as a no nonsense kind of guy. He told me when he was a kid in school he took a lot of abuse being named Woodie. The school kids came up with all kinds of “Woodie Woodpecker” jokes directed at him. That's the origin of this name. It's a remembrance of all the “Peckerheads” he went to school with.

Woodie told me he wanted a “bobber” for sometime. He owned “long” bikes, but this is more fun to ride. The “Peckerhead” is not all about looks. It's light and rocks out with 120-inch Ultima engine and a 6-speed Ultima tranny slapping mountains of torque to any black top.

The “Peckerhead” story also contains an element of the underdog winning in the end. Ya see, when Woodie entered “The Peckerhead” in the Easyriders show here in Charlotte, well, it was a tad overwhelming. Woodie watched as one bitchin' bike after another rolled into the vast convention center hall. He had no idea how the show competition might turn out.

“I didn't have a chance,” Woodie estimated under the show lights.

Any of us who have entered bike shows know that each show is different, from a staff and judging prospective. Sometimes you win, and well, most times you don't. It’s just a roll of the dice. The Easyriders Bike Show Tour brought out the best of the best, and it is a major accomplishment to win an award.

As Woodie observed all the “High Dollar” bikes rolling in, he wondered how his “budget bike” would stack up. I have always said that it's not about how much money you spend, but rather it's how you go about spending what little coin you have! Take a good look at “The Peckerhead,” and I think you'll agree the money was spent very judiciously.

So, the Easyriders show came to a close and guess who walked away with the prestigious “Editors Choice” award? You got it, Woodie and “The Peckerhead.” This award garnered them an invitation to compete in the Easyriders National Invitational Bike Show in Columbus, Ohio.

Woodie and “The Peckerhead” arrived at the February show and similar lackluster feelings consumed him. Woodie scanned the large hall packed with state-of-the-art custom bikes from four other Easyriders state shows leading up to this grand finale. Then he looked as his creation. “We can do this,” he said.

When it was all said and done Woodie and “The Peckerhead” walked away with a 2nd place class award at the Columbus show! A damn fine accomplishment for a “budget bike.” As we all know, you can never underestimate an underdog. They have a way of rising to the occasion and that's what “The Peckerhead” did. The bike and Woodie went up against the best and competed with the “High Dollar” bikes from all over the country and came out standing proud!

I wonder if any of Woodie's school kid classmates are laughing now?

Bikernet.com Extreme Tech Chart

Regular Stuff

Owner: Woodie Sweat
Bike Name: Pecker Head
City/State: Charlotte, NC

Builder: Sweat Speed Shop
City/state: Charlotte, NC
Fabrication: Sweat Speed Shop
Welding: Sweat Speed Shop
Machining: Sweat Speed Shop

Engine

Year: 2009
Make: Ultima
Model: 120” El Bruto
Displacement:120”
Builder or Rebuilder:
Case finish: Natural
Carburetion: Mikuni
Air cleaner: Roland Sands
Exhaust: TCX

Transmission

Year: 2009
Make: Ultima
Gear configuration: 6-speed
Final drive: Chain
Primary: Ultima Belt
Clutch: Ultima

Frame

Year: 2009
Make: Kraft Tech
Style or Model: Rigid
Modifications: Molded

Front End

Make: DNA
Model: Springer
Year: 2009
Length: 2 under

Sheet metal

Tanks: Ultima – Sportster
Fenders: Kustomwerks
Oil tank: Moto-X-Cycle

Paint Southern Collisions

Sheet metal:
Base coat: Burnt Orange
Graphics: Indocil
Frame:
Molding: Sweat Speed Shop
Base coat: Burnt Orange
Graphics or art: Indocil
Special effects: Indocil
Pinstriping: Indocil

Wheels

Front DNA wire spokes
Make: DNA
Size: 21”
Brake calipers: DNA
Brake rotor(s): DNA
Tire: Metzeler

Rear
Make: DNA
Size: 16”
Brake calipers: DNA
Brake rotor: DNA
Pulley: DNA
Tire: Metzeler 16×200

Controls

Foot controls: DNA
Finish: Chrome
Master cylinder: DNA
Handlebar controls: DNA
Kickstand: DNA

Electrical
Ignition switch: Custom
Headlight: DNA
Taillight: Owner
Accessory lights:
Electrical accessories:

What’s Left

Seat: Jammer – West Eagle
Mirror(s): 0
Gas caps: 1
Handlebars: DNA Drag
Grips: DNA
Pegs: DNA

How about a lap dance from Natasha for a sharp budget bike and feature. You guys get to share her.

Click on any image in this feature for a chance to win this beauty.

Have you ever wanted to roll on the throttle while riding down the twists and turns of a back country road on a pure American classic — say a pristine 1947 Harley-Davidson Knucklehead? Easy question, right. What if I told you that dream could become a reality, and that you could make it happen for only 10 bucks. Would you believe me?

The good news that this offer is as real as it gets. Our friends at the Wheels Through Time Museum in Maggie Valley, NC will be raffling off this beauty of a 1947 Harley-Davidson this 2010 as a part of the museum's annual fundraiser.

The Wheels Through Time Museum contains over 300 rare American motorcycles dating back over 100 years, 99% of which are in running condition and are fired up regularly for museum visitors.

“Thats why it's dubbed 'The Museum that Runs.'” The museum is the life's work of founder and curator Dale Walksler, who started collecting at an early age and never looked back. Over the years, Dale has made a habit of bringing some of the most amazing vintage American iron back to life in his restoration shop, taking on ground up restorations, “from scratch” builds, and rebuilds of countless two-wheeled survivors, many of which are destined for display on the 38,000 square foot museum floor. He's been collecting and restoring treasures from our motorcycling past for over 40 years, and its his personal mission to make sure that each and every machine is in running and road ready condition.

This year marks the museum's 8th Annual Bike Drawing. Over the last few year's alone, they've raffled off a 1951 Panhead, a 1940 Knucklehead, and a 1936 Harley-Davidson VLH. The 2010 drawing is scheduled for Veterans Day Weekend in November, and as you can see the machine to be given away is a stunner. Hand built by Dale and crew in the Wheels Through Time restoration shop, the bike has been resurrected in classic form — period-correct and decked out with hard to find accesorries from top to bottom.

Tickets for this American beauty are available at the museum and online at www.wheelsthroughtime.com , and can be purchased for $10 each, 3 tickets for $20, or 7 tickets for $50 which includes a free Wheels Through Time t-shirt with your order.

You can also purchase tickets through the mail by sending name, address, phone number, email, shirt size (if applicable) and payment to WTT Raffle, P.O. 790, Maggie Valley, NC 28751. And be sure to tell them you heard about it from Bikernet!

Last October, they broke ground on the project with the aim of building their best contest bike yet. Starting with a baskecase bought from a friend a few years back, Dale carefully rebuilt the 74 cubic inch Knucklehead engine from top to bottom, using all original used and NOS parts. Harley-Davidson Big Port Knuckle heads and correct 5-fin Knucklehead cylinders make up the top end, while genuine H-D 74″ flywheels, original rods, shaft, cam and gears make up the bottom end.

The bike breathe's through it's original Linkert M-35 carburetor, a set-up that ensures easy starting and plenty of adjustment. Dale builds almost all his engines to factory specs and perfers to run 6-volt ignition. Genuine H-D ciruit breaker and coil generates the spark, while a Dale Cashman rebuilt Harley-Davidson 32E generator supplies the charge to the battery. The transmission used for the project came with the original basketcase — a genuine Harley-Davidson 4-speed — and is, naturally, kick only. Rebuilt by Dale specifically for this project, the insides consists of all original components, from mainshaft to gears and seals, to washers and shims, to bearings and races. All out of Dale's private stash of Knucklehead parts.

The chassis' base starts with an authentic V-Twin replica 47 Knucklehead frame. Frame is an important aspect in building a raffle machine and Dale feels that starting with something brand new and of quality construction is essential to a smooth, safe, and comfortable ride. Dale used a OEM Harley-Davidson inline springer fork to keep it period correct, equipped with original style ride control, and CycleRay type springer headlight.

The machine sits on a pair of tall 18″ original Harley rims wrapped in Coker Goodyear diamond tread tires, laced to original Harley-Davidson star hubs with stainless spokes from Buchanan's Spoke and Rim in sunny California. If you ask the crew at WTT, there nothing that compares to rolling down the road on a pair of 18″s, which seem to give a little more control and manueverability to the ride. The brakes are original Harley equimpent–mechanical front and rear, as well as the linkage and hardware. The bike features an early style 36-39 Harley break lever, and the foot controls are also genuine H-D, equipped with rear break pedal on the right and original “heel/toe” H-D rocker clutch on the left.

Dale loves to get creative in his builds and for sheet-metal, he used 1947 Knucklehead hand-shift tanks, a stock, full rear fender, and a handmade bobbed H-D front fender, with original style trim and emblems. For color, the museum's painter John Dills of Dills Paint Works shot the fenders and gas tanks original flight red, and laid down a great set of black scallops on the tanks. Original H-D chrome handlebars with internal controls were used, and '47 style chrome Knucklehead dash and chrome accessory spotlights really stand out against the scalloped paint.

Speaking of accessories, Dale threw on several hard to find goodies that really give the bike a unique and appealing look. The Hanson Sportshield type windshield is a perfect reproduction of the extremely rare aftermarket accessory offered in the late 1940s and 50s. Carefully and accurately remade by Gary Gardner, they are virtually identical to the originals, and allow the rider to adjust the height of the windshield with a spring-loaded roll-up canvas strip and adjustable supports. Gary only made a few of them, and the one he donated for the raffle was the first off the line. Dale also installed a set of brown Harley saddlebags and brown seat, from long-time friend Chuck at The Saddle Shop. Chrome exhaust and original style 7″ air cleaner finish it off with a sleek and period look.

If you ask the guys at Wheels Through Time, they'll tell you this is there best Raffle machine yet. I'd find it hard to disagree. But one thing is for sure — by the time mid-November rolls around, there will be one more lucky winner of a hand-built piece of American Motorcycle history from “The Museum That Runs.”

For more information about Wheels Through Time in Maggie Valley, NC, visit their website, located at www.WheelsThroughTime.com . They've got hundreds of videos about the museum, its collection and everything related, as well as a regularly updated museum blog that keeps visitors up to date on the latest happenings and upcoming openings at the museum.

US Choppers is alive and well. Rick Krost, the boss, knows business. He has a degree in finance, but his heart belongs to vintage motorcycles, so he designed something new that would make new shit look old, the US Chopper Board Track Chassis.

He focused his love for vintage bikes and built a frame configuration and conducive components. This product line augmented the historic racing theme while coupled to any drive lines from 1936 to present. When he isn't restoring an old Knucklehead or Pan, he's building a very classic motorcycle wrapped around his own chassis configuration.

Doc Robinson, the tech editor of Heavy Duty Magazine, shooting the 5-Ball factory racer.

Some of the masters in our business have graced the streets with customs built around U.S. choppers-based chassis and sheet metal, including the Bikernet team with our 5-Ball factory racer. Ralph Randolph built a Phoenix version. Other master builders include Speed Department, Barry Wardlaw of Accurate Engineering, Steve Huff Racing, Vicious Cycles, Rollin Thunder, and Harold Pontarelli. Now his frames and many vintage components are built for him by Paughco in Carson City, Nevada.

This particular ground-pounder is the first low-buck racing board track racer built with a Burt Munro in mind, and whatever Rick could find in his garage was slapped onto this version. This racy version was built around a vintage 91-inch Knucklehead engine.

“Eric Bass bought five of these motors,” Rick said. “They were all stroker motors built in the '60s, with giant intake valves, big carbs, and manifolds.”

Rick bought two of these engines from Eric. They were built 30 years ago and sat unused. At the time, they were destined to be period racing motors, like lake bed racers or for land speed Bonneville racing. The whole notion of cutting edge, 91-inch racing Knuckles from the '60s piqued Rick's vintage sense of speed and he called Kent Riches at Air Tech. Kent's crew builds fairings for some of the fastest motorcycles on the planet, including the Bikernet Bonne Belle, constructed around a 1940 45 flathead with a K -model top end and a big twin transmission in a new stretched Paughco 45 single-loop frame.

“I know exactly what will look just right on this bike,” Kent said.

Rick snatched anything off his concrete shop floor and started to throw this vintage-style racing scooter together, as if it was destined for an SCTA land speed trials event, the next blistering weekend at the El Mirage dry, dusty, lake bed. He grabbed anything that might work, including vintage star hubs, which he had to completely rebuild. Then he snatched a set of mechanical brake drums out of a cobweb-strewn wooden milk crate, and went to work refurbishing each element. A racing mood swept over the cramped US Choppers shop.

About that time, Rick got a call from another vintage nut. “I've gotta get rid of this 1933 Indy car,” the mysterious caller said.

Rick couldn't resist a vintage Indy chassis from the '30s, originally powered with an Offy engine. The price was on the mark and he stepped up, but he needed an equally vintage engine. He found a hydroplane powering, 1946 Ford flathead, 59 ab motor with three Holley 97 carbs and two cam shafts, one ground specifically for a fire breathing blower and the other for carbs. This engine was built by racing legend Clay Smith and competed in hydroplane racing boats from 1946 into the '80s.

The magneto and blower infused motor would produce 300 horses at 6000 rpms with alcohol. He shipped the engine to Rick Bickle Sr. for a complete rebuild in Wisconsin.

“Rick owns 150 of these engines,” Rick said. “His son races NASCAR.”

These folks are all about speed. This engine was actually raced in speedboats all over the world by Bob Bogie.

We had a blast at El Mirage, as the sun set.

Talk about racing history. As it turns out, Rick bought these Knucklehead engines in Wisconsin, too. Every element connected like a magneto sparks at high rpms. Rick continues to develop products for the board track line while restoring vintage bikes.

He recently finished another more classic board track bike with a new US Choppers-designed front end, new gas tanks and a new oil tank, which is soon to be featured in Iron Works magazine. We keep up on any US Choppers vintage effort. Rick knows finance, the motorcycle industry, manufacturing, getting his knuckles busted, and building classic rides. Hang on for more US Choppers bikes in the future, including a feature on the 5-Ball Factory Racer.

Rick gave Dr. Hamster a spin on the lake bed.

Bikernet.com Extreme US Choppers Tech Chart

Regular Stuff

Owner: US Choppers
Bike Name: Lakes Racer
City/State: Huntington Beach, CA

Builder: US Choppers
City/state: Huntington Beach, CA
Company Info:
Address: Huntington Beach, CA
Phone: 949-394-8609
Web site: www.uschopper.com
E-mail: sales@uschopper.com
Fabrication: Rick Krost
Manufacturing: Paughco/US Choppers
Welding: US Choppers
Machining: US Choppers

Engine

Year: 1941
Make: Harley
Model: Knucklehead
Displacement: 91″
Builder or Rebuilder: Unknown Privateer Racer
Cases: Factory – relieved
Case finish: Cast
Barrels: Stock
Bore: 3 1/2
Pistons: Forged
Barrel finish: Cross hatch
Lower end: Balanced
Stroke: 4 3/4
Rods: Harley
Heads: Knucklehead
Head finish: Black
Valves and springs: Tall!
Pushrods: Long!
Cams: Big!
Lifters: Solid
Carburetion: S&S Super G
Air cleaner: S&S
Exhaust: US Choppers
Mufflers: Harley OEM

Transmission

Year: 1980
Make: Harley
Gear configuration: Cowpie
Final drive: chain
Primary: Harley electric start
Clutch: Harley OEM
Kicker: Sure!

Frame

Year: 2009
Make: US Choppers
Style or Model: Factory Racer
Modifications: Short wheelbase version

Front End

Make: Kiwi
Model: Leaf Spring
Year: 2009
Length: 22ft
Mods: Shortened 19ft

Sheet metal

Tanks: Paughco
Fenders: US Choppers Oil in the rear camelback
Panels: US Choppers
Oil tank: US Choppers

Paint

Sheet metal: US
Molding: None
Base coat: Sure
Graphics: Never

Wheels

Front
Make: Star hub OEM Harley
Size: 19″
Brake calipers: ha-ha
Brake rotor(s): yeh-right
Tire: Conti

Rear
Make: Star Hub OEM
Size: 16″
Brake calipers: ha-ha Drum baby
Brake rotor: what?
Pulley: huh?
Tire: Speedgrip

Controls

Foot controls: OEM
Finish: mechanical
Master cylinder: huh?
Brake lines: mechanical rods – no lines!
Handlebar controls: Clutch only
Clutch Cable: sure
Brake Lines huh?
Shifting: up and down
Kickstand: I guess

Electrical

Ignition: Cone/points
Ignition switch: 3-way
Coils: OEM
Regulator: OEM
Charging: OEM
Wiring: Hardwire
Harness: US Choppers Asphalt
Headlight: In the fairing
Taillight: Somewhere?
Accessory lights: ha-ha-ha
Electrical accessories: tee-hee
Switches: coo-coo-coo
Battery: FX

What’s Left

Seat: US Choppers – tuck & roll
Mirror(s): nope
Gas caps: 2
Handlebars: US Choppers alum z bars
Grips: Jackhammer
Pegs: OEM
Oil filter: nope
Oil cooler: nope
Oil lines: Copper
Fuel filter: sure
Fuel Lines: rubba
Throttle: twisted
Throttle cables: kinked
Fasteners: Loctite

Comments: Special thanks go out to Kent Riches of Airtech Steamlining for the great fairing and all of his help – lets go to Bonny! As always, thanks to the Lord for saving me. SDG! Johhny Mac, & Ron Paugh.

Credits: SDG

www.uschopper.com

People work for it, people steal for it, people dream of winning it, people sell their bodies for it, folks killed for it, people sell their souls for it, and songs have been sung about it and in these days of legal thievery and corporate greed, the world spins on it ! You all know what I am talking about, MONEY! Money, the Root of All Evil, and the name of the bike you see before you.

I first met the owner of this bike, John Skeen, last summer at a local bike show where I was a judge. The first time I saw the bike I really thought it was a bitchin'. It was well done and heavily detailed, without being over the top. I was sketchy on the paint, though. I wanted more info on the bike, but I didn't see John again until the Easyriders show came to Charlotte in January.

I hooked up with John under the show lights and decided it was worthy of a feature on Bikernet. John told me the bike started out as a build to sell. It was meant to be a low budget bike. We've have all been there when the budget gets blown! There was also a tenuous business deal between builder and owner that went sour, as things sometimes do. Towards the end of the project the amount of money poured over that Kraft Tech frame and DNA springer started to wear on John.

“It turned into a Money Bucket,” John told me. That's when the name of the bike surfaced. There was nothing evil about the bike, aside from the costly build process. One thing just started leading to another. As I talked to John I could tell he is meticulous with details, kinda reminded me of myself.

The bike, “ROOT OF ALL EVIL” featured a flawless paint job showcasing every world currency symbol, 137 examples to be exact! The name of the bike revealed itself at a time when legal thievery and corporate greed ran rampant in America. This bike wasn't built to showcase how much money John expended but to reflect that from the beginning of time, money was the basis for everything wicked. In too many cases it's the “Root of All Evil!”

Remember, I told you how meticulous John was during the build? Well, when the bike was painted it was missing some of those 137 symbols for currency. You got it, it seems the painter over-looked one or two. He had to correct this problem and he did.

“I always wanted a “bobber” style bike,” John said. The stripped down bare bones style, no nonsense bike, and he succeeded.

Check the trick oil tank. It holds 4 quarts. It involves canisters mounted with hinges off of the battery box. John designed this oil tank and groused about the long hours it took to build it. Matter of fact, the first time I ever saw this bike, the first thing that caught my eye was the oil tank.

The Root of All Evil is based around an Ultima El Bruto 120 engine matched to an Ultima 6-speed tranny. The engine and tranny sit in a Kraft Tech rigid frame, stock rake and no stretch. Up front you will find a DNA Springer front end, stock length with 16-inch DNA front wheel, the rear sports a 16-inch DNA wheel also. Both wheels are wrapped in Avon Venom rubber.

The more you look at this bike, the more you see! In many instances, “The Root of All Evil” is well spent!

Bikernet.com Extreme Evil Tech Chart

Regular Stuff

Owner: John Skeen
Bike Name: Root of All Evil
City/State: Charlotte, NC

Builder: Owner/Sweat Speed Shop
City/state: Charlotte, NC
Fabrication: Owner/Sweat Speed Shop
Welding:Sweat Speed Shop
Machining: Sweat Speed Shop

Engine

Year:2009
Make: Ultima
Model: 120” El Bruto
Displacement:120”
Case finish: Natural
Carburetion: Mikuni
Air cleaner: Arlen Ness Big Sucker
Exhaust: Donnie Smith

Transmission

Year:2009
Make: Ultima
Gear configuration: 6 speed
Final drive: Chain
Primary:Ultima Belt
Clutch:Ultima
Kicker: No

Frame

Year:2009
Make:Kraft Tech
Style or Model:Rigid
Stretch: stock
Rake: stock
Modifications:Molded

Front End

Make:DNA
Model:Springer
Year: 2009
Length:Stock
Mods:none

Sheet metal

Tanks:Porkster
Fenders: Kustom Werks
Oil tank: Owner

Paint

Sheet metal: Robbie’s Custom Show Paint
Base coat:Black Cherry
Graphics: Robbie’s Custom Show Paint
Special effects:$ Symbols

Wheels

Front60 Stainless Spokes
Make:DNA
Size:16”
Brake calipers: DNA
Brake rotor(s):DNA
Tire: Avon Venom (16×130)

Rear60 Stainless Spokes
Make:DNA
Size:16”
Brake calipers:DNA
Brake rotor:DNA
Pulley:DNA
Tire:Avon Venom (16×200)

Controls

Foot controls:DNA
Finish:Chrome
Master cylinder:DNA
Handlebar controls:DNA
Finish:Chrome
Shifting:Foot
Kickstand: DNA

Electrical
Ignition switch:Custom
Coils:Cover by Owner
Wiring:Owner
Headlight:DNA
Taillight:Owner

What’s Left

Seat: Roberti Customs
Mirror(s): None
Gas caps: two
Handlebars:Drag DNA
Grips:DNA
Pegs:DNA

Specialty items:Coil Cover, hinge mounted 4 quart oil tank,

Credits:Robbie’s Custom Paint ShopRoberti Customs

There's another evil, but I can't think of it. Not right this minute.

On the way to a motorcycle photo shoot starring his recently award-winning bike build; a funny thing happened to Pat “Mongo” Kelly. He was aboard his daily ride, or should we say a road-ripping terror that passes for a street bike. In truth, it is a highly modified 2005 Harley-Davidson Dyna FXDXI Super Glide Sport. He could chase a few demons right out of hell with this rig.

Fresh in his mind that morning was first the shock and then the pleasure of knowing his bike had recently picked up the prestigious Limpnickie Collective award at the Sacramento Easyriders show. Booya! Now it was off for some photos and well-deserved publicity. Sweet.

Headed for our photography studio, he was shrouded in a bank of the infamous fog that descends in winter on our little riverbank community. Then, without much warning, Mongo had a close encounter of the potentially worst kind. No, not a tank-slapping, metal-to-road smack down; he’d already had one of those way back when this bike was in stock form (it’s interesting how many custom builds begin with a crash). But what he was experiencing just then was something altogether different.

Drifting south where the river road snakes along the levee top, he had to continually wipe his helmet visor clear of moisture. And, Mongo being, well, Mongo and a former motorcycle racer, he really wasn’t going along at a speed anyone would call “slow” (if you get my drift).

It was just after flinging off some excess moisture from his gloved fingertip that he noticed the unmistakable red, white, and blue flashing lights of Johnny Law right behind him. He doesn’t recall if he said, “Oh fuck” out loud inside his helmet or just in his brain. He’s pretty sure he was, however, mentally running through his bank balances to see if he had enough for a big fine and maybe even bail.

It appeared to be fight or flight time. Just pulling over didn’t seem like such a swell idea. A few days before, standing in front of the stage during the awards at the Easyriders Bike show in California’s capital city, this wasn’t how he or any of us saw the future (but more about that a little later).

Watching the river flow

Maybe it’s the endless miles of ribbon-like back roads that beg for two-wheel traffic. Or it could be the many small and often quirky little saloons and eateries that pop up in colorful old towns along the way. There is even gourmet fare, if one considers a liver feed, festival of spam, or boiled crawdads haut cuisine. Bikers and boaters and locals mix easily here in a kind of bayou brotherhood.

It could be the history of Gold Rush steamboats plowing upstream toward a perceived El Dorado. Maybe it’s the huge flights of geese and other wildlife that patrol the skies. Orchards, vineyards, and groomed fields of row crops stretch to the horizon. Catfish, bass, and pre-historic sturgeon lurk in the waterways. It could be the sunsets. Perhaps it’s all of that and more but, if you don’t have the good fortune to reside here in Northern California’s Delta region, then you’re probably unaware that this is a kind of wonderland.

Intuitively, motorcyclists seem to know it is also a bike-riding paradise. Many runs begin or end here. Weekends, even when there is no organized rider event, the area is crossed by the two-wheel crowd. It shouldn’t be surprising then to learn that among the levees, snuggled in various nooks and crannies where the rivers bend and sloughs curl back on themselves, are the digs of some pretty damn fine motorcycle builders.

True, these masters of the English Wheel, titans of the TIG welder, conquistadors of cam lobes and compression probably don’t have their own television shows; and they never will. Most are far from household names. Hell, many don’t even have a shop with their name over the door.

But in barns, private garages, old warehouses and such there is an informal fraternity of builders who more than know their way around a machine shop. Occasionally, their work turns up in this or that bike magazine. So it stands to reason that, when a big deal like the annual NorCal stop on the Easyriders Bike Show circuit comes to town, these virtually unknown shops and metal maestros can produce more than their share of tasty custom bike-build treats.

Under the big top

Such was the case this year when the Easyriders circus set up under the big top of the Sacramento Convention Center, just a couple of blocks from the glittery gold dome of the state capitol. River Rat was there to take her usual bevy of beautiful photos and I was on hand to – truth be told, it wasn’t totally clear just what my job should be over the course of a couple of days.

The Sacramento stop on the annual Easyriders Bike Show tour in the capital city provides welcome relief for the winter blahs. It’s a chance to drool over some great builds and pound a few brews with buds one may not have seen in awhile. Most importantly, it’s proof spring and more riding are just ahead.

Saturday morning a line of would-be attendees wrapped around the block. Once inside, some 250 custom bikes in two classes – spectator and judged — were spread across the Convention Center floor. By early afternoon, the joint was crammed. Among the more grizzled, tattooed and leather-up attendees, there were plenty of baby strollers and wee folk clutching the hand of mom, dad, or a grandparent. The Purrfect Angelz dance troop took the stage and celebrities like Michael Ballard of the so-called reality biker show “Full Throttle Saloon” filmed in Sturgis, SD, was on hand to sign autographs. The Styx tribute band “Renegade” provide some musical background noise. Master of Ceremonies, Bruce Henderson, kept the Easyriders' ball rolling along.

But the real draw is still the bikes. Amid the many, many show bikes were items like Denis Manning’s BUB 7 Streamliner (AKA the world’s fastest motorcycle), a land rocket that clocked a world record of just over 367mph on the Bonneville Salt Flats last year. Another salt warrior, Chris Rivas of Fresno, was there too with his “World’s Fastest Bagger,” a titled garnered last fall at Bonneville. But, by late afternoon, the air went right out of the Easyriders Bike Show party balloon and folks trickled off to wherever they go when they need a nap. From 8pm on the place was a morgue.

Where’s Mongo?

Overnight, rain had soaked the Capital City region and that no doubt contributed to Sunday’s light turnout. Most of the day was spent waiting for the afternoon award’s ceremonies to start on stage. When it did, River Rat and I were both on hand in the front row. Amidst much hooting, applause and whistles, the trophies disappeared one-by-one from the stage. As various builders and owners were called up, their demeanor ranged from semi-shock to fist-pumping self-congratulation.

Mike Chase, Easyriders well-known photographer from Santa Rosa, picked out what he considered an exceptional bike and offered the owner a private shoot in his studio as an award. Go to www.mikechasephoto.com to view his excellent work.Todd Perisich, a local firefighter/EMT, was among the other winners. He appeared to be walking on air as he made his way to the stage to accept his first place award for the 1946 Knucklehead. Awhile back, the bike was on the sales block. Now Todd looked pretty happy that he’d hung onto the Knuck.

Satya Kraus of Kraus Motor Co. from Cazadero was invited to attend the invitational show in Columbus, OH this month. His custom build garnered the Editors Choice award. A surprised Carl Brouhard from Grass Valley was called to the stage to accept his trophy for the Best of Show award (one of three in the Judged class) given his sleek 2010 Rigid Board Track in an 8-Ball chassis with six-speed tranny.

But no one was more surprised to hear (or, in this case, not hear) his name called than our friend Mongo. In fact, when the photo of his heavily modified 2005 HD FXDX was flashed on screen and his name shouted out, Mongo was nowhere to be found. Entering the show for the first-time, he was to take home the very cool Limpnickie Collective award. There was only one hitch: Mongo was nowhere to be found.

Limp what?

Maybe too, part of the confusion was over just what award the hot Dyna had received. Scott McCool of Easyriders tried his best to explain Limpnickie Collective trophy. It was being awarded at each stop, while being sponsored by Cycle Source magazine. McCool said the Limpnickie Collective is a loose confederation of bike and hot rod builders, parts makers, clothing makers, and others promoting an approach to building and the lifestyle that both tips its hat to old traditions and is looks ahead to a new generation. Hardtails, hard partying, and an emphasis on doing it yourself prevails. The Limpnickie Builder Manual the group publishes is worth picking up. (Go to www.limpnickielot.com for complete information about the Limpnickie Collective.)

Before the distinctive LLC award – a slab of unpainted metal from which words and design elements had been cut – could be awarded at the Sacramento Easyriders Bike Show, someone had to find Mongo. The mystery was solved quickly when he was located in vendor booth in search of show keepsake. He finally made his way to stage where, a little in awe; he took possession of his Limpnickie trophy. Now he has a real keepsake.

No chrome home

Awhile back, that hardly seemed a likely fate for the 05 Dyna. Mongo, a former Marine and motorcycle racer, is known locally as a more-than-competent bike mechanic who has done stints in several local shops and H-D dealerships. But he is also a hard-charging rider on the street. When a foot peg came off while he was attacking a steep road in the Sierra Nevada foothills, the Dyna hit the blacktop and slipped down an embankment.

Later, back home at Mongo Werks, he rebuilt and reinvented his bike. It certainly is no longer stock, either inside or out. First off, there is no chrome on the whole bike: surfaces are either painted, powdercoated or anodized. Zero Chrome is an appropriate name. Scott Hulquist at Riff Raff Customs in Danville, CA did the paint and graphics. Fifty percent of the bike is orange and the other black, with contrasting graphics.

Stock, the Dyna had a Twin Cam 88-inch engine with EFI and claimed 85 ft. lbs of torque at 3,000 rpm. The power plant now displaces at 1750 cc (or 106 cubic inches) and the dyno numbers are off the chart. Making that happen is a compilation of S&S goodies, including a stroker lower end, forged flat top pistons, as well as the rods and lifters. The pushrods are Crane Fatties and cams are Woods Nightprowler 6WG. A K&N air filter is fitted behind a stock H-D cover cut away to scavenge more air. The exhaust is a highly modified Suppertrapp 2-into-1 system. The bike sports a speedo that tops out at 170 mph which, Mongo claims, the bike will come close to pegging.

Zero Chrome conjures up images of the legendary HD XR 750 dirt champ bike. Features like the modified tank (donated by an 05 Dyna Wide Glide); dash, chopped fenders, and 17-inch rims with Bridgestone Battlax tires front and back enhanced the build's badass attitude. The frame is the basic H-D item from the donor FXDXI, with True-Track stabilizers front and rear. There are mid-mount Sportster pegs, HD floating rotors, and front Brembro brakes.

Mongo reports having plenty of help from his friends on this build. Principal among them are Paul Jones at Specialized Exhaust, Willie’s Tube and Tin, Roger and Eddy at Geiger Manufacturing, Riff Raff Customs, and JP at My Evil Twin Choppers.

And what about his close encounter of the potentially worst kind? It turns out that the officer in question is a personal friend. All he wanted to do was congratulate Mongo on his big win at the Sacramento show. Oh, and remind him to slow down a bit as well. One place Mongo won’t have to temper his need for speed is the Bonneville Salt Flats. He hopes to take a bike to the speed trails in the fall and really let er rip. Until then, he can be contacted by email at MongoWerks@hotmail.com).

Bikernet.com Extreme Zero Chrome Tech Chart

Regular Stuff

Owner: Pat “Mongo” Kelly
Bike Name: Zero Chrome
City/State: Thornton, CA

Builder: Mongo Werks
City/state: Thornton, CA
E-mail: MongoWerks@hotmail.com

Engine

Year: 2005
Make: Harley-Davidson
Model: Twin Cam A
Displacement: 1750 cc or 106 ci
Builder or Rebuilder: Mongo
Cases: Stock H-D
Case finish: Stock H-D
Barrels: Stock H-D
Bore: 3 7/8 inch
Pistons: S & S forged flat tops
Barrel finish: Stock H-D
Lower end: S & S stroker 106 ci
Stroke: 4.5 inch
Rods: S & S
Heads: H-D 2006
Valves and springs: H-D 2006 larger valves with Bee Hive springs
Pushrods: Crane Fattys
Cams: Woods Nightprowler 6WG
Lifters: S & S SLT
Air cleaner: K & N
Exhaust: Supertrapp 2 into 1 (mods: shortened 2 inches, end cut a 90-degree angle, 1.5-inch hole punched in endcap, upsweep added)

Transmission

Year: 2005
Make: H-D
Clutch: H-D Heavyduty Spring

Frame

Year: 2005
Make: H-D
Style or Model: Dyna FXDXI Super Glide Sport
Modifications: True-Track stabilizers front and rear

Front End

Make: H-D
Model: Dyna FXDXI Super Glide Sport
Year: 2005
Mods: Fork mounts removed, trees and lower legs anodized black

Sheet metal

Tanks: Sourced from 2005 Dyna Wide Glide. Fuel gauge is welded over, all welds ground and filled. Dash is custom made and removable to access fuel pump. Custom gas cap is vented.
Fenders: Front fender trimmed and rolled back, mounts removed and holes plugged; custom mounts welded to crossbrace. Rear fender is shortened 2.5 inches with custom license plate bracket built in. Tail light is low profile Kuryakyn.
Other: All stock bolts were either powdercoated black or replaced with black industrials.

Paint

Sheet metal: Done by Scott Hulquist of Riff Raff Customs of Danville, CA. Paint is black on left and orange on right with white highlights.
Graphics: Done by Scott Hulquist of Riff Raff Customs of Danville, CA.
Frame: Black
Graphics or art: Sprecial chreckered “1400 SS” on tank.
Special effects: Reflects the look of H-D XR750 dirt track bike.
Pinstriping: Done by Scott Hulquist of Riff Raff Customs of Danville, CA.

Wheels

Front
Make: Sun aluminum rim laced to black anodized H-D hub with heary duty Buchanan stainless steel spokes.
Size: 17-inch
Brake calipers: H-D/Brembo from 2008 FLHX
Brake rotor(s): H-D floating rotors
Tire: Bridestone Battlax 120/60/17

Rear
Make: Sun aluminum rim laced to black anodized HD hub with heary duty Buchanan stainless steel spokes.
Size: 17-inch
Brake calipers: H-D
Brake rotor: H-D floating rotors
Tire: Bridestone Battlax 126/60/17

Controls

Foot controls: H-D
Finish: Black powdercoat on gear shifter, shift link, brake rod. Brake pedal black anodized.
Master cylinder: Rear stock H-D, front is from 2008 FLHX HD/Brembro
Brake lines: Front is Magnam Black Pearl
Handlebar controls: 2008 H-D FLHX
Finish: Anodized black
Clutch Cable: Magnam Black Pearl

Electrical

Ignition: stock
Taillight: Kuryakyn

What’s Left

Seat: Modified H-D
Mirror(s): H-D accessory
Gas caps: Custom made
Grips: Performance Machine
Pegs: 2008 H-D Sportster
Throttle cables: Magnam Black Pearl
Fasteners: All black

Specialty items: 170 MPH speedo

Comments:Unless otherwise noted, all items are stock H-D. I couldn’t have done this without the help of my friends.

Credits:For help with fabrication and body mods: Paul Jones at Specalized Exhaust, Willie at Willie’s Tube and Tin, Roger and Eddy at Geiger Manufacturing. For encouraging me and giving me a good deal on parts: JP at My Evil Twin Choppers.

I ran into Ross Suderno at the Grand National Roadster show a couple of years ago. His bike was a standout for several reasons. As it turns out, we share a lot of biker- linked history. He built a bike for a giant Los Angeles black weight-lifter in the early '70s and I featured two of Tree's wild choppers in Easyriders, back in the day, when we ducked publishing shots of black folks on the pages of our white bible. Tree was a helluva good guy, and I will never forget him. He still works in Los Angeles driving trucks and hangs with Ross from time to time.

The famous Tree is still around.

That's not all; Ross just retired from a California state job as a building trade Supervisor after 31 years. He joined the Navy a year after I did, hung out at the first shop I worked in, just after I was released from the service in 1971, U.S. Choppers in Lynwood, California. Those were wild times.

Ross opened his own shop in 1970, while I was cruising along the coast of Vietnam. His dad owned a bakery in downtown LA, on the corner of Telegraph and Dunkin, across the street from the 5 Freeway. “The joint was fulla freeway dust constantly,” Ross said. “My shop was fulla Mexicans, Japs, blacks and Armenians. Either you're a jerk or not, doesn't matter what color you are.”

Tree's bike back in the early days.

His shop, RJ's Welding and Custom Motorcycles, opened in the heart of East LA, next to his dad's bakery. You'll get a kick out of how he became a welder. He attended LA Trade Tech for the baking trade, but couldn't stand it. He approached his ol' man about his feelings.

“We're working people,” his dad said. “You've got to find something you enjoy, 'cause you gotta get up every morning and go to work.”

Ross approached his counselor with the same quandary and she thought he was nuts to switch to welding.

“They're both hot,” Ross said and switched to welding classes. His first cutting torch gig involved a jalopy shop down the street. “I cut a '31 Vicky.” His first bike-welding project involved chopping an Indian Chief frame and grafting the plunger rear end onto a Knucklehead frame.

He opened his shop in 1970 and smoked and drank all his profits until '77. Again, he spoke to his dad about his future.

“You might make a lot of money or die,” his dad said of the bike business. “If you get a state job, at least you'll know the checks will keep coming.”

As it turned out, the benefits were significant and he went to work in a Los Alamitos state welding and fab shop. He continued to run his shop until 1990, when he was transferred to a supervisory position in Port Hueneme, California, on the beach in Ventura County.

Ross faced a number of life-changing turning points about that time. He came face-to-face with addiction and alcoholism. He moved away from his family business. The whole damn family lived and worked on that flat little corner of Los Angeles. His folks lived behind the bakery. He cousin lived in the apartment above it, and he lived in his corrugated 40-by-60 tin and stucco shop next door.

“It was cold as hell in the winter,” said Ross, “and hot as hell in the summer.”

He uprooted his ass, took a new job in a much cooler climate north of Los Angeles. The only thing he didn't change was his love of hot rods and bikes. Actually, hot rods became the vital key to his education. Like to so many of us, school was a drag, but at seven years of age, a friend of his dad's witnessed how he responded to LA hot rods and gave him a stack or hot rod mags. Suddenly he was driven to learn all he could about math, so he could understand what the mags reported. His mother's first cousin was the famous J.C. Agajanian. He had mechanical metal in his blood.

I've wandered into Ross's history, so let's shift to this classic chopper's history:

I call this bike the THREE TIMER because I've owned it three times! I bought it from a good friend Arsen Norsian who was the second owner. I tore it down and chopped it and stretched it into a “long-bike.” I rode it a few years and sold it to a guy in Camarillo. I always tell the buyer to give me first dibs if he ever was to sell it.

A few years later, he called and said he was selling the bike. I jumped on it and bought it back. I re-plated a few things, re-painted the tanks and fender, and rode it for a few years. The guy I bought it back from had the engine re-built and stroked it to 84 inches.

At this time, I was building a Model A Ford hot rod, so I decided to sell the bike again. This time it ended up going to a friend of a friend in Montebello. Again, I told the new owner to give me first crack at buying it, if he ever wanted to sell. Seven years later, I got the call with an offer I couldn't refuse. By the time I bought it back the third time it had 12-inch-over wide glide installed, fat bob tanks and swing arm frame with 4 inches in the downtubes.

I tore it down to the bare frame, took it to Ed Walker in Harbor City, and had him weld on a 1-inch lowered hardtail and bring the downtube stretch down to 2 inches. This is the original 1972 FX frame with VIN numbers still intact.

I had a good friend, Gordon Chapel, go through the trans and add Andrews close-ratio gears. The last owner only put a couple of thousand miles on the bike, so the engine was still fresh. I added a Rivera SU carb, built a sissy bar, brake pedal, master cylinder mounts, etc.

I turned a dresser fender backwards, an old trick from the '60s and '70s, modified a Sportster tank, modified a wraparound oil bag, fabricated stainless steel oil lines and it was almost ready to ride. I built the bike in '70s style except for the rear Flyrite disc brake/rotor combo. I always liked the rear wheel with one side open like with a stock H-D mechanical or juice drum. It might not be period- perfect, but it looks cool, stops good, and besides, it's my scoot, and my build!

The front brake started with a 1973/74 wide glide disc brake lowers but I changed out the banana for a cleaner GMA and could never handle the ugly handlebar-mounted master cylinders and a hose running down the front end. I first tried this trick on a bike I built back in 1974. I built a bracket, mounted to the old fender mount holes on the lower leg, and mounted a go-kart master cylinder with a cable. It works good, looks clean. I built this bike (all three times) in my two-car garage in my condo. It's tight with a hot rod sharing the space but we pulled it off.

I was assisted by my good friend Howard “Tree” Slayton, and my cousin “Fearless” Fred Johnson. Howard and I started building choppers together in the early '70s. I consider Shovelheads “late model” and this is my first electric-start bike. I'm getting the urge for a Pan or Knuckle but at 62, the electric-start is cool.

That's the Three-Timer Story. Anyone want to make it the Four Timer? This classic is for sale.

Correction from Ross: I re-read the story again. One little mistake, I started with the state in 1977 and moved to Ventura County in 1990 as written, but I committed my life to Christ in July of 1984, July 5th to be exact. I'm very proud of being Drug & Alcohol free for over twenty-five years. My first six years of clean living were right there in East LA, what a TRIP that was. The Lord put on my heart to share what happened to all my old biker buds. I thought, sure, share my testimony with patch holders and other assorted hoods. I could see an ass-kicking coming, BUT to my suprise I got almost no negative feedback but much encouragement from many. My skills in bike and rod building got better too. There are now a handfull of us from the shop now following Christ, and still building cars and bikes.

Bikernet.com Extreme Tech Chart

Regular Stuff

Owner:Ross J Suderno
Bike Name: Three Timer
City/State: Port Hueneme, CA (Formerly East Los)

Builder: Owner
City/state: Port Hueneme, CA=
E-mail: zzhotrod@roadrunner.com
Fabrication: Ross
Welding: Ross
Machining: Ross

Engine

Year: 1972
Make: H-D
Model: FX
Displacement: 84 cu in
Builder or Rebuilder: Mark’s Cycle
Cases: Stock
Case finish: Blasted
Barrels: H-D
Bore: 020
Pistons: S&S
Barrel finish: Black

Lower end: S&S
Stroke: 4.25
Rods: Stock
Heads: Stock
Head finish: Blasted
Valves and springs: Stock
Pushrods: Stock
Cams: Andrews
Lifters: Juice
Carburetion: SU
Air cleaner: Velocity Stack
Exhaust: Upsweeps
Mufflers: Cocktail Shakers

Transmission

Year: 1972
Make: H-D
Gear configuration: 4-speed
Final drive: chain
Primary: BDL
Clutch: Stock
Kicker: and electric

Frame

Year: 1972
Make: H-D
Style or Model: FX Superglide
Stretch: 2 inches in downtubes
Rake: just a scoche
Modifications: Hollow neck, Hardtail by Ed Walker, Frame smoothed with brass (oxy-acet) by owner then Powder Coated

Front End

Make: HD
Model: FLH
Year: 1974
Length: 3” over
Mods: GMA Caliper with go-kart master cylinder cable operated to eliminate stupid ugly handelbar master cylinder

Sheet metal

Tanks: Sportster Frisco Style
Fenders: Dresser front fender on rear
Oil tank: Wrap-around narrowed 1 3/4-inch

Paint

Sheet metal: Poppy Red base coat/clearcoat
Molding: James Bondo
Graphics: Turned Goldleaf
Frame: Black Powder Coat by Action Finishes
Molding: Brass
Graphics or art: Goldleaf and striping by “Finelines by Mo”
Special effects: Shiny
Pinstriping:

Wheels

Front
Make: HD
Size: 21
Brake calipers: GMA
Brake rotor(s): HD
Tire: AVON

Rear
Make: HD
Size: 16X4 ½”
Brake calipers: Flyrite
Brake rotor: Flyrite
Pulley: Flyrite
Tire: Avon Mk II

Controls

Foot controls: HD & Handbuilt
Finish: Chrome
Master cylinder: GMA
Brake lines: S/S Braided
Handlebar controls: Go, Stop, Clutch
Finish: Chrome
Clutch Cable: Black
Brake Lines S/S
Shifting: Foot
Kickstand: Aftermarket, mid-frame

Electrical

Ignition: Stock
Ignition switch: Toggle
Coils: Stock
Regulator: Rectomflier
Charging: Alt
Wiring: Little as possible
Harness: Handmade
Headlight: From the parts pile
Taillight: Cateye
Battery: Big Boar

What’s Left

Seat: Leather tuck & roll seat & pad by JB Custom in Camarillo
Mirror(s): One little one
Gas caps: One
Handlebars: Drag (subject to change regularly)
Grips: Black
Pegs: Black
Oil filter: Spin on
Oil cooler: Live at Beach
Oil lines: S/S Hardlines by Ross
Fuel filter: Old time glass from Pep Brothers
Fuel Lines: Black
Throttle cables: Black
Fasteners: Lots of Allen, buttonhead and regular

Specialty items: Frony Brake set-up

Comments: Just a clean little chop, simple, fun, loud & fast. I used to build “Bar Hoppers” this one’s a “Church Hopper.”

Credits: My Lord Jesus Christ for keeping me alive all these years, and my Brother Bandit for doing this lay-out for me.