This turned into one of those stellar awakening motorcycle moments. A couple of years ago after Born Free, Michael Lichter and I toured a handful of regional shops. He shot this piece of patina Indian history outside Go’s new Long Beach shop on the west side, Brat Style.



I was caught off guard by this young Japanese builder and his lovely wife, Masumi, who had within the last six months set up their shop and home in Long Beach on the industrial West Side, near Phillip’s Steel, while maintaining their original shop in Toyko.



At the time, I was impressed with his style and all the old chopper shit lining his shop. Didn’t someone tell us, “Choppers are dead.” Here was a shop devoted to the originals, the shit guys rode in the late ‘60s. I’m talking the time when Ron Paugh hit up his dad for replacement Knucklehead primaries. It was like stepping back in time, yet we weren’t.



Step forward two years, and Go and Masumi have resided and grown their industrial site business in Long Beach, and they are cooking. But times have changed somewhat and not how you would expect. He hasn’t shifted to billet and new products, or long choppers with flashy paint jobs, but he has shifted to working mostly on Indians.



His style is still classic and unique, coupled with rush and patina paint jobs. So rustic you would swear his latest build rolled out of the shop 60 years ago.



Our major focus this round is this red Indian. To the naked, unknowing eye, it’s a classic slightly modified Scout, but it’s way more. First, it started with 1940 Indian Chief motor and matching transmission.



That’s sorta the end of the stock stuff. He got ahold of a 1929 rare, Indian 101 Scout frame and started to modify the frame to allow the big twin engine to fit. He raised the backbone and modified the engine mounts. Let’s stop here for a minute to give you a brief history lesson around the famous Indian Scout brand.   

Hang on.



101 Scout (1928–1931)

In mid-1928 the Scout Series 101 replaced the original Scout. Designed by Charles B. Franklin, who had designed the original Scout, the 101 Scout had a new frame with more fork rake, a longer wheelbase, and a lower seat height. The geometry of the 101 Scout wheelbase, steering head angle and rear sub-frame were all adopted from the new Indian 401 model under development at the same time. The standard Scout 101 was available with a 45 cu. in. (740 cc) engine, but it was also available with a 37 cu. in. (610 cc) engine from the original Scout, although this was rarely advertised.



The 101 Scout was noted for its handling and was popular with racers, hill climbers, and trick riders.



In 1931, Indian’s management decided to rationalize production by designing a new corporate frame that, with some detail variations, would be used across their entire, new-for-1932 model range of Scout, Chief and Four. The economic hardship of the Great Depression forced Indian to discontinue the 101 Scout, since it was as expensive to produce as the 74 cu in (1,210 cc) Chief, and therefore had a small profit margin.



Legacy of the 101 (1927-1931)




Enthusiasts have differing views on the replacement of the 101 Scout. Fans of Indian’s technical achievements acclaim the 101 Scout as the pinnacle of Indian technology, while fans of classic Indian styling hail its replacement for bringing classic Chief styling to the Scout line. The 101 is still used in wall of death stunt exhibitions.



Cost-cutting led to Indian designing a new basic frame for 1932 that would form the basis for the Scout, Chief, and Four frames. The 1932 Standard Scout that was based on this new frame was heavier and bulkier than the 101 frame, and was less successful as a result. The Standard Scout remained in production until 1937.–Wikipedia



Meanwhile back at Brat style, Go installed the driveline, and then built the gas tanks and oil tank (incorporated into the gas tank) to fit over the arched backbone of the frame. He proceeded to build the mid controls from Harley and Indian parts.



He ran only chief drum brakes, front and rear, and he rebuilt them with new shoes. He upgraded the electrical system with a 12-volt, 2-brush generator and regulator. The front end is all Junior Scout from about 1930, before the leaf-spring girder.



So, although it appears to be an old racer found in a barn, it’s actually a very custom motorcycle, and his painter, Denis Babin, does an amazing job with the patina paint scheme. I just noticed several changes from this shoot to the shoot at the Race of Gentlemen. No disc brake, spoked wheels, etc. Could it have been the ROG rules or Go refining his vintage style?



Okay, so if you have a pile of Indian parts in a dusty corner of your garage and you want something ultimately cool, Go, from Brat Style might be your man, but his eyes got big when we discussed the price of old Indian parts.

THE AIM/NCOM MOTORCYCLE E-NEWS SERVICE is brought to you by Aid to Injured Motorcyclists (A.I.M.) and the National Coalition of Motorcyclists (NCOM), and is sponsored by the Law Offices of Richard M. Lester. If you’ve been involved in any kind of accident, call us at 1-(800) ON-A-BIKE or visit www.ON-A-BIKE.com.

NCOM BIKER NEWSBYTES
Compiled & Edited by Bill Bish,

BUTCH HARBAUGH, GONE BUT NOT FORGOTTEN
It is with great sadness that we report the death of longtime Freedom Fighter, Butch Harbaugh, former Chairman of the National Coalition of Motorcyclists – Legislative Task Force (NCOM-LTF), among other positions. Butch passed away February 7th from heart failure and cancer.

“When I began as the AIM (Aid to Injured Motorcyclists) and NCOM Attorney for Oregon back in the late 1980’s, Butch was actively involved with ABATE, and with BikePAC since it was founded,” recalls Sam Hochberg, AIM Attorney Emeritus, and now Of Counsel to Christopher Slater, Oregon & Washington AIM Attorney. “He spent many years as the lobbyist for ABATE, and was well-known, respected and liked by many in the legislature in Salem.”

A biker rights activist since the 1970s, Butch attended and helped organize many STEAM conferences and ABATE/BikePac planning retreats. He was a regular at many ABATE runs around the state, often helping AIM Chief of Staff “Gunny”, now retired, at the AIM/NCOM tables, and was known and highly respected in the biker’s rights community nationwide.

Butch also participated in many NCOM Conventions, and in 2003 was bestowed with the Ron Roloff Lifetime Achievement Award, NCOM’s highest tribute. This year’s 32nd Annual Convention, to be held over Mother’s Day weekend May 11-14th in Reno, Nevada at the Silver Legacy Resort Casino, will be dedicated in his honor.

For the past dozen or so years, Butch lived with his loving wife Laura in Rigby, Idaho, where he enjoyed riding his Panhead and was active in the home-brewing community. Always friendly, engaging and enthusiastic about motorcycles and biker’s rights, he will be greatly missed.

NHTSA SEEKS TO CURB DRIVER DISTRACTIONS
The National Highway Traffic Safety Administration (NHTSA) is proposing new federal guidelines to provide a safety framework for developers of portable and aftermarket electronic devices to use when developing visual-manual user interfaces for their systems. According to NHTSA and the Department of Transportation (DOT), their “Visual-Manual NHTSA Driver Distraction Guidelines for Portable and Aftermarket Devices” [Docket No. NHTSA-2013-0137] will “encourage innovative solutions such as pairing and Driver Mode that, when implemented, will reduce the potential for unsafe driver distraction by limiting the time a driver’s eyes are off the road, while at the same time preserving the full functionality of these devices when they are not used while driving.”

Driver distraction is a specific type of inattention that occurs when drivers divert their attention away from the driving task to focus on another activity. This distraction can come from electronic devices, such as texting or emailing on cell phones or smartphones, and more traditional activities such as interacting with passengers, eating, or events external to the vehicle.

The crash data indicate that visual-manual interaction (an action that requires a user to look away from the roadway and manipulate a button or interface) with portable devices, particularly cell phones, is often the main distraction for drivers involved in crashes.

In 2015, 10% of the 35,092 traffic fatalities involved one or more distracted drivers, and these distraction-affected crashes resulted in 3,477 fatalities, an 8.8% increase from the 3,197 fatalities in 2014. Of the 5.6 million non-fatal crashes in 2014, 16% were distraction-affected crashes, and resulted in 424,000 people injured.

At any given time, an estimated 542,073 drivers are using hand-held cell phones while driving.

RESEARCHERS BLAME “OTHER DRIVERS” FOR MOST MOTORCYCLE ACCIDENTS
An Australian study states “failure of other drivers to give way” as the most common factor in motorcycle accidents. Research by Monash University in Melbourne has found that human error was the primary contributing factor for 94% of bike accidents. “Whilst with single-bike crashes, rider error and loss of control were found to be the most common causes, for incidents involving more than one vehicle, it was found that ‘motorcycle crashes occurring in lighter traffic more likely involved an error by another driver, including such things as failure to give way’.”

The motorcycle crash research studied over two hundred and thirty accidents between January 2012 and August 2014, with nurses at the hospitals and crash scene investigators aiding with the compilation of the data.

“Whilst car drivers were responsible for the majority of accidents in less-dense traffic, it was the motorcyclist to be more likely at fault for most ‘urban’ crashes and collisions however,” Trevor Allen of the Monash University Research Centre told The Herald Sun newspaper, adding that this was most likely due to the greater frequency of danger; “Higher traffic density leads to more hazards and a higher level of difficulty for riders to move safely in and among traffic, compared with other vehicles.”

STUDY SHOWS MOTORCYCLE MARKET EXPANDS WHILE E-MOTO SALES FLATTEN
According to a study by the market research company Freedonia Group, global demand for all types of motorcycles is projected to climb 3.8% per year through 2020 to 113 million units. Internal combustion engine (ICE) models have historically dominated the global motorcycle market, but demand for e-bikes and electric scooters, motorcycles, and mopeds has grown rapidly.

In 2005, electric models accounted for just 22% of worldwide motorcycle sales. Their share of the market grew to 35% in 2015, as the use of electric motorcycles in China increased sharply.

“Multiple developed countries – particularly Germany, the Netherlands, and the U.S. – also registered rapid electric product sales growth during the 2010-2015 period,” said analyst Gleb Mytko.

Global demand for ICE motorcycles is forecast to increase 5.5% per year through 2020, according to Freedonia Group’s World Motorcycle Sales Study, with advances fueled by strong ICE product sales gains in a wide range of industrializing nations. As personal incomes in these countries rise between 2015 and 2020, more households will be able to afford motorcycles. Improving market conditions in the U.S., Western Europe, Japan, and other mature markets will contribute to growth as well.

Worldwide sales of e-bikes and electric motorcycles, scooters, and mopeds is projected to be flat during the 2015-2020 period because of declining product demand in China, by far the world’s largest market for electric models, though demand for electric motorcycles outside of that country is forecast to grow at a double-digit annual pace.

LANE-SPLITTING BILL INTRODUCED IN LONE STAR STATE
Texas is contemplating becoming only the second state, after California, to allow motorcycle riders to split lanes in heavy traffic under certain conditions. Senate Bill 228 was introduced on December 9, 2016, and if passed would make it legal for motorcycles to ride between lanes of traffic on limited-access or controlled-access highways during periods of traffic congestion at a speed not more than 5 mph above the speed of other traffic, and only if that traffic is moving at 20 mph or less.

NEW HAMPSHIRE LEGISLATION COULD REPEAL HANDLEBAR HEIGHT LAW
Legislation repealing the restriction on the height of motorcycle handlebars — Senate Bill 27, by Senator Harold French (R-Franklin) — carried the New Hampshire Senate by a voice vote on January 19 and has been referred to the House of Representatives where most likely it will be assigned to the Transportation Committee.

The current law prescribes that the hand grips can be no higher than the shoulders of a rider seated in the saddle. Charlie St. Clair, executive director of the Laconia Motorcycle Week Association, told the Laconia Daily Sun that if the House endorses and the governor signs the bill, New Hampshire will become the 19th state and first in New England not to restrict the height of handlebars, but it’s not clear whether the restriction will be lifted before the 94th running of Laconia Motorcycle Week in June.

As the host of the nation’s oldest rally, which attracts visitors from across the country, St. Clair said that New Hampshire should not impose restrictions that may inconvenience motorcyclists from other states. Limits in other states vary considerably from shoulder height in Massachusetts, Maine and Connecticut, to eye level in some states and to heights above the saddle measured in inches in others. Most restrictions on high bars, called “ape hangers” were introduced in the 1960s. Although touted as a safety measure, many motorcyclists claimed the restrictions were imposed to provide police with a pretext for stopping and searching bikers.

MISSISSIPPI CONSIDERS LOWERING SALES TAX ON MOTORCYCLES
Legislation has been introduced (House Bill No. 1631 by Representative Steve Hopkins R-D7) which would “reduce the sales tax rate on retail sales of motorcycles from 7% to 5%,” as well as reduce the sales tax on other agricultural and farming products. On February 15, the legislation was referred to the House Ways and Means Committee.

QUINCY MIDNIGHT MOTORCYCLE BAN – FALSE!
According to the Massachusetts Motorcycle Association (MMA), a recent report on quincy.com indicating that the City of Quincy, MA, has instituted a ban against any motorcycle being ridden between the hours of Midnight and 5am, unless exempted for work or emergency purposes, is NOT correct.

NCOM CONVENTION ROLLS INTO RENO
The 32nd annual NCOM Convention will be held Mother’s Day weekend, May 11-14, 2017 at the Silver Legacy Resort-Casino, located at 407 N. Virginia St. in Reno, Nevada so reserve your room now for the special NCOM rate of $99 by calling (800) 687-8733 and mention “GNCOM17”.

The largest gathering of motorcycle rights activists in the world, this year’s NCOM Convention will draw over a thousand concerned bikers from across the country to the “Biggest Little City in the World” to engage in serious discussions on topics of concern to all riders.

All motorcyclists are welcomed and encouraged to participate in the many meetings, seminars and group discussions that focus on legislative efforts and litigation techniques to protect our riders’ rights and preserve Freedom of the Road.

Topics will range from legal and legislative issues to organizational effectiveness, with Special Meetings for Veterans Affairs, Women in Motorcycling, Clean & Sober Roundtable and World of Sport Bikes, as well as the Christian Unity Conference and Confederation of Clubs Patch Holders Meeting.

NCOM has successfully outreached to numerous segments of the motorcycling community in an effort to unite for our rights, both legal and legislatively, and has become a unifying voice amongst North America’s motorcycle rights organizations (MROs), motorcycle clubs, women riders, religious riding organizations, touring groups, trikers, sportbikers, and minority motorcyclists.

QUOTABLE QUOTE: “Justice will not be served until those who are unaffected are as outraged as those who are.”
~ Benjamin Franklin (1706-1790), statesman, author, and inventor

Judging a bike show is not as easy as many people may think, especially if you are going to do it right. There are many factors to consider and attention to detail is critical. Also knowledge of the make, model and production year can be a major factor.

There were many sharp motorcycles in the Cycle Source Sturgis 2016 Ride In Bike Show, and I studied every motorcycle entered but kept coming back to the 1928 Harley JD of Brent Ulman of Buffalo, Wyoming.

I was impressed with the condition and attention to detail and how much work was applied to bring it to this condition.

It was not until after Roadside Marty presented Brent his trophy that I found out more about the motorcycle and what he went through to get the bike and transform it to this show condition.

It turns out the motorcycle was owned by Bernie Wederman a friend of his father. Bernie  sent the motorcycle to a restoration shop in Vermont and while waiting for the shop to do work on it he got cancer and died.

The motorcycle had been disassembled and parts put in boxes and somehow good parts disappeared and were replaced with junky rusted out crap.

Brent’s dad drove to Vermont, picked up the motorcycle and boxes of parts in 2012 and then he and his wife drove to Wyoming to deliver them.

Finding parts for a motorcycle this old is not an easy task but can be done with some searching and tracking down leads.

Brent eventually found out, through different sources about good replacement sheet metal company named Replicant Metals in Pennsylvania owned by Thomas Feezer. He got a sport solo tank set, battery box, 6-volt coil and wiring harness from him.

In the course of doing business with him he found out about Steven Lippoldt an old school engine builder in Maryland. Brent sent him the 1928 61-inch engine and also a 74-cubic-inch engine and Steven built him a stock 74-cubic-inch single cam engine.

He also sent a completely disassembled 3-speed original transmission which Steven rebuilt using a new mainshaft, bushings, bearings and whatever other parts it needed and returned it ready to install.

The original stock Harley hubs were sent to Buchanan Spoke and Wheel and had new rims and stainless steel spokes installed.

Premier Powder Coat in Sheridan Wyoming did the powder coating. Sage Hendrix of Rad Rides in Buffalo, Wyoming handle the ruby paint.

The hand tooled seat was done by Link at Kings Saddlery in Sheridan, Wyoming

All of this took two-and-a-half years of work including assembly and disassembly and more assembly and disassembly and final assembly.

A lot of research, reading, searching for parts, phone calls to Steven L Thomas his dad and others he got the motorcycle running in time for the 76th Sturgis Rally.

He spent many hours of riding it until the left side case broke, and it had to be replaced. The bike was disassembled and reassembled one more time and the result is what you see here.

CYCLE SOURCE EDITOR’S CHOICE WINNER TECHNICAL INFO:

Owner: Brent Ulman

Builder: Brent Ulman

City/state: Buffalo, WY

Company Info: Brent Ulman
Address: 37 Turkey Lane, Buffalo, WY 82834

Fabrication: Brent Ulman, Sage Hendricks

Welding: Brent Ulman, Sage Hendricks

Machining: Steven Lippoldt

ENGINE:

Year: 1928 constant loss

Make: Harley-Davidson

Model: JD

Displacement: 74 in3

Builder or Rebuilder: Brent Ulman

Cases: Harley-Davidson

Case finish: Stock

Barrels: Cast iron Harley-Davidson

Bore: Stock

Pistons: Stock

Barrel finish: Matte black

Lower end: 74-inch version

Stroke: Stock

Rods: Stock

Heads: Stock

Head finish: Matte black

Valves and springs: Stock

Pushrods: Stock

Cams: Stock

Lifters: Stock

Carburetion: Schebler

Air cleaner: Stock

Exhaust: Custom 2-into-1

Mufflers: None

TRANSMISSION:

Year: 1928

Make: Harley-Davidson

Gear configuration: 3-speed tank shift

Primary: Stock

Clutch: Stock

Final drive: Stock

Kicker: Stock

FRAME:

Year: 1928

Builder: Harley-Davidson

Style or Model: JD

Stretch: Stock

Rake: Stock

Modifications: None

FRONT END:

Make: Harley-Davidson

Model: Springer

Year: 1928

Length: Stock

Mods: None

SHEET METAL:

Tanks: Harley-Davidson Sport Solo

Fenders: Custom bobber

Panels: Stock Harley

Oil tank: Harley-Davidson

PAINT:

Sheet metal: 2013 Harley-Davidson Black Cherry

Base coat: PPG DBC base coat with DC3000 clear coat

Frame: 2013 Harley-Davidson Black Cherry

Base coat: PPG DBC base coat with DC3000 clear coat

Type: Harley-Davidson

WHEELS:

Front

Make: Harley Davidson hub, Kelsey Hayes wheel

Size: 18-inch

Brakes: Harley drum

Tire: Coker

Rear

Make: Harley-Davidson hub, Kelsey Hayes wheel

Size: 18-ingh

Brake: Harley drum

Tire: Coker

CONTROLS:

Foot controls: Foot clutch and rear brake 

Finish: Powder coat

Handlebar controls: Stock

Finish: Paint

Clutch Cable: Stock

Shifting: Tank Shift

Kickstand: Harley-Davidson Jiffy

ELECTRICAL:

Ignition: points

Ignition switch: Stock

Coils: Stock

Regulator: Stock

Charging: 6-volt generator

Wiring: Stock

Harness: Stock

Headlight: Stock

Taillight: Custom

Switches: Stock

Battery: NAPA

WHATS LEFT:

Seat: Stock pan, King’s Saddlery tooled leather

Gas caps: Solid brass stock

Handlebars: Stock

Grips: Stock

Pegs: Harley-Davidson running boards

Oil lines: Stock

Fuel filter: Stock

Fuel Lines: Stock

Throttle: Stock

Throttle cables: Stock

Fasteners: Stock

CREDITS:
Steven Lippoldt
Thomas Feezer, Replicant Metals
Dave Engle
Premier Powder Coating
Sage Hendricks, Rad Rides (Paint, body, fab)

This is a strange one on several levels. I covered it somewhat before when I wrote about Andrew Ursich’s Brass Monkey Sportster, the first bike he built. A high school buddy, Larry St. Marie, invited me to Andrew’s Westside Long Beach shop on the edge of the Port of Long Beach.

As it turned out, Andrew hung out with Kyle Ross, one of my girlfriend’s sons, who I let ride my Sturgis Shovel. That bike drew Andrew away from working on his ’59 Cadillac/El Camino project. The custom world unleashed itself on Andrew a while back when he dove into an apprenticeship with famed custom car builder Gene Winfield, but he was forced to motor 100 miles out into the blistering Mojave Desert to work in the sizzling sun and dust. After two years of developing invaluable skills, he took a secure “regular’ job at the Port of Long Beach, but in his spare time customized his old Caddy in his dinky shop space adjacent to McQuiston’s Custom Cycles, where he glimpsed some additional badass choppers.

With his Winfield training at his back, he handcrafted custom brass-monkey parts for the 1980 Sporty project. It got the ball rollin’ big time, so Andrew, while keeping his full-time mechanics gig at the Port, started wrenching away in his spare time on his second project, the bike called “Stardust” seen here.

“I wanted to build a complete contoured chopper which was challenging, since I hadn’t done it before, so I just started making up things as I went along,” said Andrew. “I cut a big chunk out of the Paughco frame’s front downtube and sent it to Hernan D’Aloia at Engrave It, Inc. for intricate traditional scroll work.” It was actually the first part of the bike completed and set the stage. He also wanted a Knucklehead motor, so it’s a brand new 93-inch S&S Knucklehead beefed up by Bennett’s Performance, in Long Beach at the base of Signal Hill. The motor had to be completely dissembled for engraving.

2. Each part was shipped out of town to Hernan’s shop for engraving.

3. In the case of the downtube, it was welded back into place and supported with slugs to strengthen the frame.

4. Hernan then touched up the engraving where the welding took place.

5. The part was chromed. Unfortunately, the entire frame was chromed, forcing Andrew to strip the areas to be painted.

6. Hernan has a special epoxy material he coats chromed pieces to be gold-plated. The rubber-type material is applied in some cases with a syringe to delicate areas.

7. The coating must be applied and cut away from areas to be gold-painted.

8. The part is sent to the gold plate specialist for coating.

9. Once back in their hands, they needed to carefully peel off the epoxy mastic material and clean each part.

10. For engine parts, the work of removing chrome, gold, or mastic from gasket surfaces could drive anyone out of their mind.

“Yeah,” Andrew said. “Then when she fired up for the first time the gold on the primary chain literally filled the air, but it did remain on the side plates of the chains.”

Most of the contoured areas on the bike were made out of sheet metal and welded into place. Andrew used minimal amounts of Bondo after each piece was carefully formed, welded and finished. He then applied the primer coat and hand wet and dry sanded each piece. Using mostly hand tools, Andrew molded the rear frame/fender/oil tank as one piece.

He also made the hand-shifter linkage, spider top motor mount, and the trick exhaust. Discovering an old girder of unknown manufacture lying in the shop next door, he chopped it up, extended it 9 inches, added a new shock and springs, and then had it engraved, plated, and gold-plated. The girder was originally made from solid square stock. He wrapped each leg with heated half-rounded stock, TIG-welded each piece in place, and ground and finished each piece before they were polished. You know the drill. He spent over $8,000 on plating and engraving.

 He went for an exotic Italian rear drum brake from Kustom Tech and a 4-speed Baker tranny, with a 4-in-1 drum to give him neutral comfortably at the bottom of the shift pattern. He mated the American-made trans to a foot suicide clutch and hidden internal throttle bar controls.

Danny D in Baldwin Park mixed up the custom ice blue paint, close enough to the color of Stardust. Andrew even built a pivoting frame stand to make painting all frame curves accessible.

In addition, gold plating including every nut and bolt followed extensive chrome plating. Even the chain is finished in chrome and gold with over 200 pieces going to the plater.

 More kudos followed at the 2016 Sacramento Easyriders Show, where “Stardust” added a First Place in the Radical Custom class award to his trophy wall. Topping off the list of accolades was the selection by the vast and unrelenting editorial board, as the Easyriders Bike of the Year.

Not bad for a second bike build. Last week in Vegas, we witnessed Andrew’s third creation and second effort in the biker bling realm. He built a one-off custom around a 1949 British M-100 Panther 600 cc single engine linked to a 1956 Triumph four-speed transmission. It’s another masterpiece and I’m sure it will see the show circuit in 2017, but don’t let the bling get you down. His next bike promises to have bare elements, two engines and have classic racing lines and themes. Hang on!

Owner: Andrew Ursich/Ursich Customs
City: Long Beach, CA
General
Designer: Andrew Ursich
Year/make: 2015 Ursich Custom
Model: Knucklehead
Assembly: Andrew Ursich
Manufacturing: Owner
Welding: Owner
Time: 6 months
Plating/Chroming: Engrave It! (Ontario, CA)

Year: 2015
Model: Knucklehead
Rebuilder: Bennett’s Performance, Long Beach
Displacement: 93 cu. in.
Cam: S&S
Ignition: Morris Mag
Pistons: S&S
Heads: S&S
Lifters: S&S
Carb(s): S&S Super E
Air cleaner: custom dual stack
Pipes: Hand made custom 2-into-2

Make: Baker
Year: 2015 with 4 and 1 shift
Shifting: handshift

Painter: Danny D
Color/type: blue/Axalta

Year: 2015
Builder: Paughco
Type: Single loop
Rake: 40 degrees
Stretch: 2 inches
Other: Engraving by Engrave It!

Bars: custom rabbit eats
Handlebar controls: internal throttle
Fender: Gasbox
Headlight: ‘50s GM

Taillight: After Hours Chopper
Speedo: none
Electrics: V-Twin Mfg.
Gas tank: Lowbrow Alien
Oil tank: custom horseshoe
Oil system: S&S
Seat: California Upholstery
Pegs: JCW
Mirrors: nope
Grips: custom machined

Type: Girder
Extension: 9 over
Builder: Andrew Ursich

Front
Size: 21 inches
Wheel: Narrowglide spool
Tire: Firestone

Rear
Size: 16 inches
Wheel:
Tire: Firestone
Brake: Kustom Tech/hydraulic drum
Photographer: Markus Cuff

The first rig I noticed as I stumbled from Casino Street to Freemont in Downtown Vegas was the massive Big Bear semi, taking up half a block with its flamed fire engine ruby red presence.

Guys quickly unloaded predominately FXRs, onto the asphalt tarmac when Mona approached me. I was looking for her husband, Kevin, as a sign of respect. Need to greet the dad before you put your arm around mom. “Bandit,” Mona said, “Our Straight up guys are putting on four shows a day this weekend. You should write a story.”

I had just recently loaded my Bikernet Van, drove to Vegas, set up, and it was already in the mid-90s. I was beat. I looked at her mass of hair and those big glimmering dark eyes and just nodded. “I’ll be back.”

I was in the 5-Ball Leather mode and not in the mood to write, or maybe it was the whiskey. It doesn’t take me long to shift thinking. As soon as I heard the team fire up their hot rod FXRs and start burn-outs to hell, I could sense the crowd moving toward the Big Bear rig for the action. I lucked out and our east coast action photographer and co-editor of Bandit’s Cantina, Jack McIntyre, was on the spot. I called him.

As soon as wild man Soto showed up with tile-man James, the first thing they did was abandon the Bikernet Booth for the FXR action at the Big Bear rig. Whenever they returned, James clamored to show me the shots he took and the phone videos. I got the picture with shots of cherry red exhaust systems, Straight-Up wheel stands, exploded mufflers and billows of smoke.

Mona, the mistress of all Big Bear finances, noticed Kevin hooking these guys up with parts. She pulled Kevin aside and asked, “What’s up?” Before the discussion was over Mona was all over these 20-something riders. Ultimately, Mona became the backbone of Straight-Up action and the producer of their gigs. She brought organization, connections, and guidance to the crew. Last year at Vegas, Bikefest kicked off their first show together under the Big Bear Choppers umbrella.

A perfect match, Kevin designed a complete line of stout parts for FXRs and the Straight-up team could put each one to the test. The Straight-Up Crew grew up together in San Jose riding dirt bikes, and then performing wild stunts on sport-bikes starting in 2000. They mustered 11 professional stunt sport bike riders, and then stepped into the Harley market with five Straight-Up riders including Roger Regan, Scott Horton, Ricky Renauro, Ryan Church and Chris Tiopan.

I spoke to Roger and I wanted to know lots about the bikes, what broke, what held, and why. No one abuses an FXR like these cats do. “We only use the best parts, including many of the Big Bear FXR components. We tear shit up in half the time of a regular rider.” He seemed reluctant to tell me their secrets, but I will ultimately get to the bottom of it. “Each team member has his product preferences.”

He did mention Dunlop tires as the finest tire for the abuse they apply to their rubbers. He also gave up BDL as his choice for hard-grabbing clutches. They rely heavily on Big Bear for their crossbeam motor-mounts and rubber-mounts. Most of the brothers change out their stock swingarm system for the Custom Cycle Engineering spherical bearings, but they use stock FXR rubber mounts. I used tougher Buell rear rubber mounts with a few mods for a stiffer more secure ride on my Salt Shaker FXR, which held a World Land Speed Record with a top speed of 152 mph.

Did I mention they all run high-quality chains to their rear wheels? “The stainless Big Bear Exhaust headers can handle turning cherry red after a 5-minute full-on burn out,” Roger said.

Day after day in the sweltering Las Vegas heat the Straight-up crew didn’t bat an eye but straddled hammered FXRs and took to the Las Vegas Bikefest asphalt four times a day and rocked the crowds with Straight-Up organized wheel stands and shredding rubber burnouts filling the hot air with smoke.

I’m sure Kevin studies each bike for Big Bear new product development and making his FXR product lineup boot tough and rattlesnake mean. We will continue to work with Big Bear, Mona and the Straight-up Team to bring you more stunt action and what keeps these guys flying straight up for the long haul on FXRs.

Just remember two things: FXRs forever, and nothing stands straight up with confident balance or tears up the asphalt more or longer than an Evo FXR. That says something!

BIG BEAR CHOPPER “TITANIUM” FXR STAINLESS STEEL 2 INTO 1 HIGH PERFORMANCE FULL EXHAUST PIPES

$750.00

BBC “TITANIUM” TOURING FAIRING FOR FXRS AND DYNAS

$2,500.00

The BBC FXR & Dyna Front motor mount will stabilize your Drive train and support your engine case to help stabilize your bike and prevent breakage caused by excessive wheelies This fits 1984 to 2000 FXR

Dyna 1998 to 2005
Dyna 2006 to 2016
Specify year when ordering comes powder coated flat black $350

We recommend the FXR front motor mount and Dyna front and rear mount for optimal riding performance for more info go to www.bigbearchoppers.com or call (909)478-7788

My first questions was: Would my first five gears remain the same?

Not always. Many of these aftermarket trany manufacturers offer close ratio racing gears. This means they’ll make the shift between your first five gears closer together so you can stay in the high rev power band while on the race track. This is often done by raising the first gear, which makes it more like your second gear, so they can push the rest of the gears closer together. Now I don’t know how often you take your or everyday road bike out on the track, but I do know that when trying to maneuver a big-ass motorcycle at slow speeds through a tight parking lot a low first gear makes the task dramatically easier. I personally don’t know a single person who wants close ratio racing gears in their everyday road bike. Most want wide ratio road gears. In fact, I know two guys who’ve taken their aftermarket six speeds out because of just this problem. The Baker gear set I bought retains your first five gears almost exactly and I notice no difference except that the extra gear I’ve always been looking for is now there.

Because Harley’s six speed came out same year as their bigger 96inch engine, and unless you’ve bumped power considerably or installed a big engine, most of us who want to install an extra gear ride the 80inch evo’s or 88inch twin cams that came from the factory with five gears. So do our little engines have enough power to pull a sixth gear? And why would we need more power in the first place?

To answer that second question I’ll need to explain the physics of speed; which I was told at Bonneville. These laws dictate that, if you’re going 100mph and now wanna do 200mph you don’t need double the horsepower—you need four times the power! And if you wanna go 300mph you’ll need four times that! The fastest motorcycle in the world uses two radically souped up, turbo charged, alcohol burning, Hayabusa engines. The idea here is simple: it’s like shifting a ten-speed bicycle into top gear; it gets real hard to turn those peddles. It’s the same for an engine, and therefore high gears require more power—which is why most of us can climb any hill easily in any gear except our top one. So, for my steep investment into a six speed gear set, will I be able to use it? Well, with all the traveling I do, and having recently put a Baker DD6 gear set behind my little evo, I’ll answer that question by the end of this article.

My next question was: What’s the difference between overdrive (OD6) and direct-drive (DD6) units?

Image 5: This is a shot of my old 5 speed out of the cases. The lines indicate how power goes through it and ultimately to the back wheel. On over drive units (OD6 and others) 6th gear’s power also runs through the trany in this same way. On a direct drive units however (DD6 and stock), top gear’s power is routed very differently, as illustrated in image 6.

Image 6: How all direct-drive top gears work. They stop power from traveling through the transmission and instead reroute it directly to your back wheel by simply locking the transmission’s main shaft and belt pulley shaft together.

And that’s how direct drive works. While overdrive units actually turn the belt pulley faster than the transmission’s main shaft by running it through different ratio internal transmission gears where some power will be lost, direct drive eliminates the use of internal gears altogether therefore saving that power to drive the rear wheel instead. Although Baker does make an overdrive unit, they told me these use thicker/stronger gears and are recommended only for very high horsepower engines. But their direct-drive units are still considerably stronger than stock and probably the best choice for most of us.

Image 7: Baker’s direct-drive unit does exactly the same thing and an engine sprocket with four extra teeth and longer primary chain comes in the kit. This sprocket is also available with only three extra teeth; which offers the option of lowering all your gears, including sixth, just a little.

Baker told me that a bone stock evo will probably not pull sixth gear to well without a slight modification or two…

So, has my little 80 inch evo with only an EV27 bolt in cam, Mikuni carb, and cobbled together 2 into 1 exhaust made from old used parts and a torch, been able to pull this extra gear? Has this rather pricey investment paid off, or was it really just a waste of my money? Well, my original thoughts were that I’d probably only be able to use 6th under optimum conditions and across the plains and deserts that make up most of this country. I figured that any little hill would probably force a downshift rather quickly. But in truth the thing’s worked considerably better than that expectation. Under optimum conditions sixth gear accelerates pretty damn well, and even while bucking a headwind or pulling a moderate hill I’m able to accelerate—although not like a rocket. So far this DD6 works very well and sixth gear just feels like it should always have been there.

Here are my top gear RPM averages:
At 70mph I’m turning about 2,800 RPM.
At 80 it’s doing 3,100.
90’s kicking out 3,500 RPMs.

On flat roads this gear will also work down to around 60mph at about 2,300 RPM. Although the bike would just assume I downshift, at this speed it still hums along fairly well and this ability is very convenient for those times when heavy traffic is perpetually speeding up then slowing down.

At the date of this writing I’ve only used this six speed in flat old Florida, and Georgia where there are no real hills to speak of. But I intend to put 20,000 or so miles on this DD6 then write another article on how it’s been. And although Baker gave me a little discount on this trany for writing these articles, I still had to put out a lot of money. That being said, and as usual, these articles will not be a company sales pitch. Instead they’ll be an honest evaluation coming from someone who travels aboard his bike almost constantly.

Even a violent hurricane named Matthew, that blasted the east coast of Florida a week prior, couldn’t dampen the spirits of those who managed to wade through the trail of devastation and make it to Willie’s Annual Biketoberfest Old School Chopper Show.

Willie, his crew, and the show sponsors were not going to let a lousy hurricane stop the show from happening. This HORSE sponsored show has rocked for many years – Biketoberfest being 24 years old, and da crew worked round the clock to pull off the clean up from the storm, and scramble back to operating condition after loss of power to the area for 3-4 days.

Although attendance in general was down for the whole Biketoberfest event this year – Willie had a strong turnout of faithful followers, given the circumstances of Matthew’s destructive behavior. People came from all over the country to enter his show, the most popular Bike Show in Daytona Beach! Something about the fury of a storm. It brings out the warriors, bikers and sailors who want to face the destruction, nasty conditions and say they stood tall against the whirling elements.  

The show itself has 20 classes covering the wide variety of types and styles with fine awards and some very special, one-off, homemade trophies. The MOTORCYCLES ARE THE SHOW.

In some cases so are those who attend. It is a place to catch up with old friends, have a cold beverage of your choice and listen to some good ol’ music, this year from two bands: Jasmine Cain, Big Rick and the Troublemakers.

Billy Lane had two of his pre-1925 racing motorcycles on display and did fire them up much to the enjoyment of the crowd.

Besides the bike show, Roadside Marty, emcee extraordinaire, heckled not only the crowd, but then showed the same “love” to the show winners as well, making his awards presentation a spectacle to see! His talents are endless – he always manages to talk a chick or two out of their tops, flashing the crowd, while he proudly looks on! He hasn’t disappointed a crowd yet!

Out in the backyard, sponsors, vendors, bars, and the bands are set up along with picnic tables for people to congregate around! You’ll meet old friends and new, grab some good BBQ grub, and hang out in good company.

Always look forward to this event! Big Fun! Put it on your bucket list – if you haven’t been yet . You’ll come back for more! Guaranteed!

Sponsors
The Horse Back Street Choppers Magazine

Twisted Tea

Biker’s Choice Self Made Customs Rue & Ziffra
Bare Bones Leather Chop Docs Cycle Source Magazine
Led Sled Biker’s Pocket Guide

Bling’s Cycles

Boomer’s Bike Shop Lucky Loser DK Customs
Lowbrow Customs Anvil Customs Black Water Guns
TC Bros Choppers Biltwell Custom Chrome
Hijinx Apparel Raven Hollow Leather Factory Metal Works
Billet Proof BD’s Customs Mo’s Customs Suspension Technologies

Guest Judges
Willie, Roadside Marty, Steve Broyles, Hammer, Bobby Cathcart, Chris Gallo, Lincoln Strom, Lorenzo Locante, Boston Mike, Damian Ercole, Bill Dodge, Autumn, Ms. Kari

Bands

Jasmine Cain
Big Rick and the Trouble Makers

Best Twin Cam-’99 Dyna-BD Swanberg

Best Metric-’70 CB 750-Marty Lewis

Best Knucklehead-Rat Knuck-Ol Cus Bones
Best Shovelhead-’77 Bobber-David Reidingo
Best EVO-’59 Chopper-Hiram McCarthy
Best Creative Custom-’80 Shovel Chopper-Scharf
Best British-’66 Triumph-Frank Davis

Best Outhouse- ChopperKZ 440- Bosley Chops

Best RatTwin Cam-Low Rent -Dan

Best Sportster-EVO Sportster-Matthew Waln

Best Panhead-Panhead-Shirley Johnson

Best Flathead-’46 Flathead-Arlo- T Ventre

The Horse’s Choice-’33 Twin-Gabby

Kari’s Choice-Bobber-Hubert Shropshire

Veteran’s Pick-Military Build-Doug Triple D Motorcycles

Roadside’s Choice-’89 FXR-Hooligan
Willie’s Choice-’59 Bobber- Gary Luke
Willie’s Choice- ’73 Shovel- Tom Jablon
BD’s Customs Choice-Triumph-John Fiore

Reverand Al’s Tropical Tattoo Choice-Hetfield

Rick Fairless BobberGabby
Doug Robinson
Ladies Choice
Tropical Tattoo ChoiceEvo Chopper
75 ShovelDean Demarco
Allan Santi
Bling’s Choice
Chop Docs Choice78 FLH
’47 KnuckleTino Periat
Mark Stevens
Mo’s Choice
Willie’s Choice-’50 Pan Panhead-Bill Dodge
Ron Harris

NCOM BIKER NEWSBYTES
Compiled & Edited by Bill Bish,

ROAD TO ZERO MOTORCYCLES
For decades, motorcycle rights advocates have warned the riding community that advances in Intelligent Transportation Systems (ITS) and the advent of autonomous (self-driving) vehicles could signal the end of motorcycles on public roadways. Indeed, “Vision Zero” has been under development primarily in Europe to remove human interaction from the operation of vehicles in public transit, therefore eliminating human error that results in traffic accidents…and since motorcycles require human operation they do not fit into the Vision Zero scenario.

Now, the U.S. Department of Transportation has unveiled plans for a new initiative called “Road to Zero” in concert with other federal agencies and the National Safety Council with the lofty goal of eliminating all traffic-related fatalities by the year 2030, and although bicyclists and pedestrians are taken into account, their plan makes no specific mention of motorcycles.

Citing increases in traffic deaths nationwide, accounting for more than 35,000 lives lost mostly due to human error and behaviors such as distracted and drowsy driving and driving under the influence, Road to Zero will focus on proactive vehicle safety, advances in automotive technology and cultivating human behavior.

FUTURE MOTORCYCLES WON’T REQUIRE HELMETS
BMW claims that motorcycles in the future will be so smart, it could eliminate the need for protective gear. To mark its 100th birthday, BMW recently unveiled a Motorrad Vision Next 100 concept motorcycle so advanced that the German auto and cycle-maker says riders won’t require a helmet because its self-balancing system keeps the bike upright both in motion and even at a standstill.

BMW touted the motorbike’s futuristic features, saying it would allow for riders of all skill levels to “enjoy the sensation of absolute freedom.” Since the Vision Next 100 will liberate riders from the need to wear a helmet and protective clothing, BMW says the rider can be in touch with his/her surroundings, which will mean ‘perfect synthesis between human and machine’.

Another traditional feature is also missing: a control panel. Instead, helmetless riders will wear a visor that acts as a smart display, although such information would not be needed all the time because the vehicle is equipped with self-driving technology and can sense the road ahead and react so that it theoretically can’t get into accidents.

The futuristic motorcycle is also “zero emissions,” because BMW said it believes the future of transportation is electric.

A HELMET THAT CALLS FOR HELP
We’ve previously reported that BMW is planning to introduce an automatic system to call emergency services installed on some of its motorcycles next year (an “SOS” button), but now a Thai innovation is looking to achieve similar results from a newly-designed helmet.

While still under development, the HELPMET concept is to automatically call medics only if it’s subjected to impacts hard enough to result in unconsciousness.

It incorporates the basics of a smartphone, including a SIM card, GPS, and a connection to the phone network, as well as impact sensors and a rechargeable battery. The system is only set off after impacts of 95g or higher, so accidental knocks or even a light crash shouldn’t have ambulances appearing, but they will come looking if you’re lying unconscious in a ditch and they’ll have the precise coordinates to find you.

MOTORCYCLE SAFETY EFFORTS IN NEW MEXICO
Board members from the New Mexico Motorcycle Rights Organization (NMMRO) recently met with a representative of the state’s Department of Transportation along with safety advocates of the bicycling community to discuss the LOOK FOR ME – WE’RE ALL GOING SOMEWHERE safety awareness campaign. This campaign is designed to help make the streets safer for everyone, and while the campaign is geared toward pedestrian and bicycle safety, the NM DoT did incorporate pictures of motorcycles in their advertising, which is displayed on city and school buses.

An important message relayed to roadway users is; “Please pay full attention. Don’t talk, text, or use cell phone while driving. Remain sober and alert and obey the rules of the road.” During their meeting, the DoT rep listened to motorcyclists’ concerns and said they would incorporate more about motorcycle safety for the year 2017 and will include NMMRO in future meetings.

HIT-AND-RUN BILL VETOED BY CALIFORNIA GOVERNOR
In response to an “epidemic” of hit-and-run accidents in California, citing nearly 79,000 such collisions in 2014, Assemblyman Eric Linder (R-Corona) introduced AB 2088 “as an effort to reduce the number of hit-and-runs and bring justice to the victims by ensuring that offenders face consequences for their reckless decisions.”

On behalf of such victimized motorcycle riders, ABATE of California supported the measure, and the legislation to mandate a six month license suspension or community service for leaving the scene of an accident causing injury or death, received strong bipartisan support and overwhelmingly passed the state Assembly 78-2 and was unanimously voted on in the Senate 39-0.

NEW LAW IN FRANCE MANDATES RIDING GLOVES
French law now requires that motorcycle riders wear gloves, and according to the website motofire.com, “Riders caught without hand protection will face a fine of $76 and have a point added to their license.”

France already requires motorcyclists to carry a hi-viz reflective jacket or vest in case of a roadside emergency, and wear a helmet that displays “at least 18 square cm of reflective material,” a violation that carries a $152 fine.

According to the report, France also requires riders to carry spare bulbs and an alcohol breath-testing kit, a rule widely ignored since a violation carries no fine.

Of course some riders have taken offense at the perceived violation of their civil liberties, and the FFMC, “Fédération Française des Motards en Colère (“French Federation of Angry Bikers”) has released this statement: “It’s not that we are against the gloves, the problem is that we’re forced to wear them under the threat of fines and losing points. There’s no lives at stake here, and if we don’t wear gloves then we aren’t threatening other people’s integrity.”

GERMANY WANTS TO BAN INTERNAL COMBUSTION ENGINES
Germany’s top legislative body, the Bundesrat, has voted to ban all internal combustion engines by the year 2030. According to Der Spiegel news magazine in Hamburg, the legislation calls on the European Commission to “evaluate the recent tax and contribution practices of Member States on their effectiveness in promoting zero-emission mobility,” effectively asking for a ban on the lower level of tax on diesel fuel within the EU.

It also calls on European vehicle manufacturers to “review the current practices of taxation and dues with regard to a stimulation of emission-free mobility.”

“If the Paris agreement to curb climate-warming emissions is to be taken seriously, no new combustion engine cars should be allowed on roads after 2030,” said Greens party lawmaker Oliver Krischer. BMW Motorrad’s head of development Karl Viktor Schaller told Britain’s Motorcycle News publication, “It may be 10 or 15 years away, but urban traffic will be electric in the future. Maybe eventually electric vehicles will reach a range of 200km.”

While the resolution is non-binding, it may not come to fruition, but the statement of intent carries strength, especially given that German regulations have historically shaped many EU regulations.

HISTORIC MOTORCYCLES MAY SOON REPOSE AT THE LIBRARY OF CONGRESS
Historically significant motorcycles could soon be documented and have their details preserved for posterity in the Library of Congress. The National Historic Vehicle Register Act was introduced on September 22, 2016 by longtime motorcyclist U.S. Senator Gary Peters (D-MI), and is intended to help preserve the legacy of American cars and motorcycles and the vital role they play in American culture and history.

If passed, the Act would authorize the U.S. Department of Interior to establish a federal register of historic vehicles to document and preserve records of American automotive and motorcycle history.

The Historic Vehicle Association has been working with the Interior Department on the registry proposal since 2013, and the project would create a permanent archive of significant historic vehicles within the Library of Congress. The Library of Congress is the research library that officially serves the United States Congress and is considered the de facto national library of the United States.

This method of documenting notable motorcycles in history was inspired by what’s been happening for nearly every other part of American society. Since the 1930s, the Department of the Interior has been working to document historic buildings and other historic sites throughout the United States. These efforts were bolstered by the National Historic Preservation Act in 1966, and since then the National Register of Historic Places has grown to include a multitude of buildings, landmarks, ships, aircraft, etc.

Although the National Historic Preservation Act made it possible for automobiles to be included in this database, none have yet been documented. The National Historic Vehicle Register will help document historic vehicles as they exist now, preserving their information for future generations.

QUOTABLE QUOTE: “For the saddest epitaph which can be carved in memory of a vanished liberty is that it was lost because its possessors failed to stretch forth a saving hand while yet there was time.”
~ Justice George Sutherland (1862-1942), U.S. Supreme Court

Three times recently, I’ve come face-to-face with a new world of motorcycle seat technology. I recently stopped by Saddlemen and saw their new line of café-styled seats and rear fenders. During the conversation, we looked at seats designed for flat track racing and how they worked to keep racers in position, yet allowed them to shift readily without sliding off their ride.

Mr. Soto has a 2009 hot rod Dyna. Not much has been done to engine, but it rocks and doesn’t stop. He noticed two things about his current seat. It lowered him, which jacked up his knees and jammed him into a squatting position. Plus, the form allowed him to shift or slide off the back at the wrong times. He needed something more aggressive and something holding him firmly in place during a wheel stand.

Saddlemen has been a leader when it comes to seat technology. Our market is changing and more guys need seats for action not just style or long-distance comfort.

How about a seat line designed for straight- up wheel stands? “Sure, no problem,” said Buster Cates at Saddlemen.

The part of the seat that is custom is the lumbar area; riders who ride more aggressively choose to add our gripper material here. A lot of the guys who stunt on the Dynas these days like the gripper there as well. This is the same gripper we use on our race seats. Aside from being functional it looks great as well. While we offer two different Step Up seat options (LS and TR), we certainly do custom options for guys who want something a little more personal.

The benefits of a Saddlemen seat are rooted in the technology of how the seat is made and why. Saddlemen progressive density foam is a closed-cell foam that helps absorb vibration and road impacts. More than just a claim we have done extensive testing to develop our exclusive formulation. The chemical makeup and raw material volume is carefully tuned to create a foam pour that is balanced between support and compliance.

Varied cell sizes and types are encapsulated in the foam by an element-resistant skin that enhances the seat’s durability as well as comfort. Combined with our Gel-Core Technology, that isolates engine and road vibration, a common cause of rider fatigue.

Saddlegel is a molded solid with fluid-like properties that will not slide to one side or move around in your seat like air or water in a plastic bag. Instead the proprietary design eliminates pressure points at the hip bones and tail bone by evenly distributing your weight across the surface of the seat. Otherwise, the rider experiences pressure points or “hot spots.”

The thickness of the gel pad is ¾-inch and on the Step Up seat, we used our Saddlegel in the rider’s seating area.

The pink headliner foam has a few jobs. Primarily it creates some initial “give” when you sit on the seat, and as well as it helps the seat breathe a bit.

This seat involved a Saddlemen production seat with custom elements added. This is a slightly custom version with gripper on the lumbar. Custom seats typically ship in three days, not the three weeks that some companies ask you to wait. One of the best parts of my job is seeing the craftsmen and women build our beautiful Saddlemen seats by hand here in our Long Beach factory. If anyone needs anything, we can help with production or custom seating. Just give us a call at 800 397 7709 or connect with us on our Facebook page.

Link to our fitment chart
http://www.saddlemen.com/step-up/#step-up-fitment-chart

Jeremiah was knocked out with the new Saddlemen seat with his custom touch. He made sure to blue Loctite the strap fasteners. Avoid red Loctite unless you want removal problems in the future.

He added a soft pliant washer to his fender to protect the paint. He slipped the seat into place and fastened it down with the chrome cap screw.

The seat raised his seating position, which gave him greater thigh support, and the lumbar design of the seat improved his ability to stay in place on the open road and during a wheel stand. He was jazzed, rode out of the Bikernet Headquarters and we haven’t seen him for a week.

Now don’t get the wrong idea as I mean no disrespect but when I go I want a Celebration of Life like Sam Wheeler had. Wonderful weather, a perfect location and a host of friends and family that filled the place to capacity. Laughing, telling stories, enjoying each others company. An afternoon well spent reminiscing about yesterdays and those that leave us to early. A fitting tribute to Honor Sam Burr Wheeler who tragically lost his life at the Bonneville Salt Flats during testing on the EZ Hook/Parts Unlimited streamliner that he hoped would set a new world record at the upcoming Speedweek races.

 
Held at the National Hot Rod Association Museum in Pomona California on October 17, 2016, the event was well planned out. A short walk from the entrance, past a room full of Hot Rods and Dragsters along with signs, jackets, helmets, trophies and more. Two full bars greet your arrival at the “Hall of Champions” entrance.

 
 
Sam Wheeler Memorial pamphlets, posters, decals, DVD, and full color eight page booklet that included pictures and a wonderful story by Dick Lague filled tables on the other side of the Hall entrance.

 

There were lots of people. Many wearing shirts honoring Sam Wheeler, the SCTA and 200 or 300 MPH Club. Talking, eating, enjoying a drink or three. The mood was light and joyful. Everyone with a story or five. It was well after three before the Memorial started.

 
Not an empty seat in the house people standing 8 deep lined the Hall. Reverend Jim Walden gave an opening prayer. Master of Ceremony Allen McAlister followed with a couple of stories and a list of speakers. A lifelong
friend Allen and Sam were very close.

New Southern California Timing Association President Pat McDowell was the first. Like all of the evenings speaker’s he praised Sam and his ability to do it all. Dream, design, manufacture and drive along with a smile and good attitude were the common thread among them.

Sam’s wife Carol Wheeler was next. Forty-Five years the bride she spoke of their life and love. The kids, the challenges, the adventures. A lovely women Carol thanked the massive crowd for attending. She expressed with great emotion what so many had said in private. Sam died doing what he loved, at a place he loved, with people he loved.

Wheeler’s son Ben and his wife Cindy followed with a loving tribute. Sam’s granddaughter Samantha and other family members joined them on the podium.

A line of VIP speakers followed. Life-Long friendships, Love, Respect and Admiration were spoken by all.

Sponsor Phelps Wood talked about Sam being more than an employee at his EZ Hook Company. “For 35 years we did everything together. Even now I go to his office and expect to see him there” he told us.

Other speakers included: Rick Marsh, Frank Sherrill, Mike Akatiff, Russell Avery, Gary Richards, Don Harris, Doug Robinson, Ole Tweet and Dick Lague.

Sam Wheeler loved Speed, Engineering and Time the Reverend Jim Walden told us. His closing prayer reminded us that we are all here for only a short time.

And so the Life turns into Legend. RIP Sam Wheeler. You will not be forgotten.

Howie Zechner
howie@razvideo.com