PEOPLE’S CHAMP / RUSTY BUTCHER / 2022 HELMETS / RIDING THE PAN AMERICA
04 JACK OF ALL—
THE 2021 H-D PAN AMERICA
The Hog that has Barnacle thinking about his first new Harley
12 GRINGO
Everything you need from a full-face helmet. And less
20 LANE SPLITTER
Style, comfort, or performance?
Choose three
24 BONANZA
Open, for business and pleasure
42 TECH TALK
Biltwell TBW handlebars for H-D motorcycles
44 APPAREL
Leveling up our apparel game
48 DAY TRIPPIN’
Rolling in The Dirty South with Ian Smith
50 KERNVILLE KAMPOUT 2021
High times in the High Sierras
60 DEVILS AND DETAILS
2021 Born-Free Motorcycle Show pictorial
28 AMERICAN DREAMERS
Deep cuts with Bear Haughton at Whiteknuckler Brand
32 HARD WORK AND COLD CASH
2021 People’s Champ Custom Motorcycle Show wrap-up
36 BONUS CENTERFOLD
People’s Champ photo bonanza
66 MOTO GLOVES
Built for wrenching and riding
68 BACKSTAGE
Catching up with Mark Atkins at Rusty Butcher Ranch
jack of all.
Riding and Rating Pan America, Harley-Davidson’s Next-Gen Adventure Machine
It’s easy to understand why The Motor Company chose to pursue the Adventure Bike category—it’s been the fastest growing segment in two-wheeled powersports for years. With their customers’ demographic aging out, and an ambivalent younger generation coming up, Harley had to do something, and moving the needle would require much more than merely “Bold New Graphics.” The Pan America is that bike. It represents what Harley-Davidson design and engineering teams are capable of, and is a clear indicator of Harley’s performance-oriented future.
I’ve never bought a brand-new Harley. My current stable includes a stock’ish 1957 panhead; a 1975 shovel chop; my forever bike, Harley’s venerable 1992 FXR; and a Husky FE501. Since Pan Am’s introduction there have been countless stories, YouTube videos, and bar stool arguments over the specs and how it stacks up against existing bikes in its category. My take on this machine is shaped by my personal experiences aboard older, traditional Harleys. I’ve never
truly wrapped my head around the whole ADV thing. Don’t get me wrong—the idea of a long, lonely trek through barren landscape for days on end has undeniable appeal. However, conventional ADV bikes have always struck me as sort of a mermaid: neither a good fish nor a good woman. I’ve seen ADV machines parked at hotels in towns where I camped from a rigid chopper; this contradiction never clarified my opinion. In the dirt, I can’t fathom ever needing 1250 cc’s of power, ABS, or a thousand-dollar rain suit. For better or worse, I’ve historically viewed the whole ADV motorcycle scene from a “more beer, less gear” perspective.
TECHNICALLY SPEAKING
Harley’s earliest motorcycles were adventure bikes. When motorcycles required grit and mechanical ability as much as riding skill, Milwaukee provided propulsion for a hardy audience who lived the adventure life long before it became a lifestyle. Since then, Harley has inspired multiple generations
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Words: Bill Bryant
Photos: Geoff Kowalchuk
Is the Pan America a lightweight V-twin cruiser, America’s first heavyweight contender in the ADV category currently dominated by Europeans, or the world’s biggest, most powerful off-road machine? Yes.
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to hit the open road and soak up some of that pure American Freedom that’s gotten harder to find every day. Somewhere along the line, some clever Germans built a motorcycle that was better suited for the all-terrain experience. Many regard the BMW’s R80 G/S from 1980 as the pioneer in the ADV segment. With its stoic reliability, quirky engineering, and all-conditions capability, BMW’s brainstorm was the tip of the spear for a whole new touring category. Today, that machine’s offspring continue to set the standard for twowheeled adventure.
THE BIG QUESTION
With that bit of history and context out of the way, let’s talk about Harley’s latest interpretation of the ADV ideal. First and foremost, is it any good? In a word, no—it’s great. We rented the bike for this article from a private party and it had a little over 4000 hard miles on it. I say that because the scuffs on every corner were proof that someone had been getting their
As VP of H-D Styling and Design Brad Richards points out in his exclusive styling analysis on page eight, Harley’s fluid-cooled Revolution Max 1200 V-twin mill is the shining jewel in Pan America’s ADV crown. With 150 ponies and 94 pounds of twist on tap at the lower end of its rev range, this engine makes hard work look easy. Unfortunately, with 560 pounds of mass fighting with rider inputs for operational supremacy, The Pan Am also makes some easy work really hard.
The Motor Company did not skimp on digital creature comforts for their first ADV bike—neither Japanese nor European customers and competitors would let them. Mechanical niceties like the Pan Am’s easily adjustable seat also score high marks with short-legged members of the ADV community. Kudos, MoCo, for thinking about the little guys.
adventure on, which was fortunate because it meant any damage I did would probably go unnoticed. My ride started with a 50-mile road route littered with stop-and-go traffic and a few high-speed sections where I could let ‘er eat. And boy, did she have an appetite! Our model was the high-end “Special” whose handful of electronically controlled ride modes were easy to understand. The Pan America has a ton of other high-tech features, but we never messed with most of them.
After reaching the trailhead, we rode about 25 miles off-road, gaining 4000 feet of elevation in the process. It was mostly rutted doubletrack that any 4x4 could navigate with ease, but a Harley Road Glide wouldn’t have made the first mile before leaving a yard sale of broken fiberglass, low-hanging exhaust, and floorboards in its dusty wake. The Pan Am by comparison was unfazed by the route, and in expert hands could probably tackle even more challenging terrain with ease. I conquered the dirt route safely with few surprises, but
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INSIDE THE DESIGNER’S HEAD:
When we set out to design the Pan America, our goal was to find space in the ADVT aesthetic we could call our own. We found it by combining North American off-road DNA with iconic H-D DNA. Without designs like the International Harvester Scout, first-gen Bronco, and Jeep, the Pan America would not have roots.
Brad Richards, H-D VP of Design
The third and last line the bike is built on is the one that goes from the tail lamp to the corner of the front skidplate. We also made sure it went right through the center of that big round cover to visually lock the motor to the tail of the bike.
Like every Harley-Davidson, the motor is the crown jewel and the visual center of Pan America’s design. The rest of the bike is the “frame” that shows it off.
When the H-D design team goes offroading, we crash a lot. We wondered why there weren’t handles on the competitive bikes we rode to help you lift them back up. So, we put them all over the Pan America. Don’t ever crash? That’s cool—they also work as awesome tie-down points for gear. You can find them flanking the passenger seat, radiator, and a big one up front that also provides protection for the headlamp.
Classic H-D fuel tank silhouette is shaped to provide leverage while standing. It also creates the visual “crown” on top of the Revolution Max 1200 powertrain.
There’s an easter egg in the all-new hand controls, and anyone who has ridden a flathead, knucklehead, or panhead will find it.
Fairing completes the shape of the fuel tank and nods to Road Glide, connecting it to Harley’s Touring DNA. The forward leaning line from the nose of the fairing to the bottom of the skid plate gives the bike its visual “drive.” Without this line the bike would appear static.
Horizontal headlamp lights more of the trail ahead, while delivering a unique lit signature.
No beak! Why? Because everyone is wearing them. You don’t want to be everyone.
This horizontal line is what the entire bike is built upon. Beautiful H-D form, paint, and graphics above, with all the functional beauty below. It’s also the way every iconic American off-road vehicle is visually constructed.
Twisty two-lanes like highway 74 in SoCal’s San Berdoo National Forest bring out the best in Pan Am’s myriad laudable attributes, not least her predictable handling, powerful stopping, and hair-raising top speed.
it took more effort and finesse than I would have expended on nothing more capable than an old dirt bike. Our photographer Geoff followed me on his XR400 and Biltwell marketing guru Otto tailed us on a bone-stock XT500; neither man expended more energy on their machine than I did aboard the Harley. Proper off-road tires would have enhanced the Pan Am’s performance dramatically. When I switched the Pan America from “S” mode on tarmac to “Off Road” on dirt, it made a big difference. On what was a slow, second-gear climb the Pan Am’s digitally fine-tuned suspension soaked up the small stuff, but felt slightly more taxed when I rode faster than I should have in some conditions. What made the biggest difference was the mellow throttle control in “Off Road” mode; no one needs 150 horsepower on tap on a slippery switchback!
WEIGHT, THERE’S MORE
There’s no way way to sugar coat it: the Pan Am is a heavy bike. Fortunately, it carries most of its heft down low, and felt significantly lighter than the 596 pounds ours tipped the scale at soaking wet. The Pan Am appears visually bulky standing next to it. It’s beefy in a muscular way, and that beef makes it somewhat intimidating to inseam-challenged riders like yours truly. But here’s where we get to a key attribute of this do-anything motorcycle: it’s just so easy to ride. Even off-road where extra weight is a disadvantage the low seat height instills confidence, and the balance was way more predictable than I expected. Since our bike was outfitted with radiator cages and luggage mounts, it was well protected in case of a mild get-off.
Another feature on the Special is Harley’s Adaptive Ride Height technology, which lowers seat height up to two inches at stops. I can ride a dirt bike just fine at speed, but I have to admit that I’ve got to stretch to reach the ground on most of ‘em at a stop. Not the case with the Pan America. This is groundbreaking technology, and something HD should be justifiably proud for bringing to market. The stock seat can also be manually adjusted to drop another inch, and Harley offers an accessory seat that’s 25mm thinner than stock if that’s what you need to feel comfortable.
THE TRUTH WILL SET YOU FREE
On the ride down the mountain through a gorgeous sunset and empty twisties the true beauty of Harley’s newest adventure machine became obvious: the Pan America is a sport bike. Except it’s also a comfortable all-day cruiser. Or is it just a giant dirt bike? Hitting “S” mode on the road changed suspension damping for more performance-oriented handling, and
throttle response got quicker. It’s in this mode where the machine’s range of personalities widens considerably. An hour earlier I was crawling up a silty, rutted forest trail. On the way home I enjoyed a sublime slice of powerband between 4500 and 8000 rpm. In every situation my ride benefited from comfortable ergonomics and every modern convenience a bikerider could desire: Adjustable wind screen; navigation; audio; cruise control; and every manner of adaptive cornering, braking and traction control.
After leaving the mountain roads and returning to congested traffic, I had time to ponder what this whole ADV category is all about. After heated internal debate, I decided maybe you don’t have to ride solo through Siberia to appreciate the charms these sophisticated machines deliver. Perhaps, Pan Am’s spec sheet represents peak evolution of the modern touring motorcycle. It’s nice to be comfortable, but it’s way more fun when you can adjust on the fly for multi-function, all-terrain capability. Like Harleys of old, Pan America’s jackof-all-trades nature provides the flavor I find most appealing. As a motorcyler who enjoys both kickstarting his 60-year-old street bike and igniting his modern Husky with the push of a button, the Pan Am has me thinking seriously about my first new Harley.
You don’t have to ride solo through Siberia to appreciate this Hog’s charms
GRINGO. EVERYTHING YOU NEED FROM A FULL-FACE HELMET. AND LESS
When full-face helmets were developed for motorsports in the 1960s, the arms race in safety gear kicked into high gear. Early models were crude by modern standards, but their minimalist silhouettes are etched in motorcycle history thanks to racers like Giacomo Agostini and Kenny Roberts. Our Gringo helmet pays homage to that era and those legends but utilizes materials and technology from the twenty-first century. Like its more feature-rich doppelgänger the Gringo S, our cleanest no-frills full-face meets both US
DOT and ECE R22.05 standards for fit, impact attenuation, and rider safety. Like every Biltwell motorcycle helmet, Gringo features removable cheek pads and a hand-stitched comfort liner for easy cleaning or replacement. Its outer shell is injection molded with rugged, impact-resistant ABS thermoplastic material, then hand-painted in a matte, gloss, or metallic finish. Purity of design makes Gringo the ultimate choice for two-wheeled pursuits, everything from Vespa to vintage V-twin.
CLASSIC NEVER GOES OUT OF STYLE
Flynn Bryant wringing his Sporty hardtail’s neck in a Flat Black Factory Gringo. According to our resident wizard chaser, the Gringo is the one helmet to have when you can only have one. Our classic full-face lid feels good, looks great, and fits the vibe of everything on two wheels.
FLAT BLACK FACTORY
GLOSS VINTAGE WHITE
Off-white color looks old out of the box, fits the vibe of everything on two wheels.
FLAT BLACK FACTORY
Bold Biltwell script wordmark gives this flat black lid its retro race feel.
GLOSS WHITE
Bright white is high-vis without being high-tech—the perfect look for being seen.
GLOSS COYOTE TAN
Rich enamel earth tone gives Gringo a rugged elegance that defies easy classification.
FLAT BLACK
Classic styling in a color that goes with everythging.
GLOSS BLACK
Shine that looks a mile deep isn’t easy to accomplish, but our painters nail it every time.
METALLIC CHERRY RED
Another automotive quality finish. Chrome eye port and edge trim adds extra pop.
GLOSS BLACK SPECTRUM
Stacked stripes in sunburst colors are a classic take on an iconic graphic from the ‘70s.
GRINGO S
HELMETS
YESTERDAY’S STYLE. TOMORROW’S TECHNOLOGY
Gringo S infuses modern motorcycle helmet construction and safety technologies with our ‘60s motorsport aesthetic to create a full-face lid that looks perfect on anything with two wheels. Like its stripped-down stablemate, Gringo S boasts both US DOT and European ECE R22.05 certification, plus a CE-certified flip-up face shield for added rider
protection. Like every Biltwell motorcycle helmet, Gringo S’s impact-resistant, injection-molded ABS shell is available in a wide range of hand-painted matte, gloss, or metallic finishes. Inside, Gringo S features a moisture-wicking fleece Lycra comfort liner and removable cheek pads so you can customize your fit.
FLAT BLACK
Injection-molded thermoplastic ABS outer shell is highly resistant to impacts and abrasions.
FLAT CHOCOLATE
The internal safety shell features expanded polystyrene components that absorb and disperse energy upon impact.
GLOSS BLACK
The removable comfort liner features ventilated, quick-drying materials for comfort and easy cleaning.
GLOSS VINTAGE WHITE
Accessory cheek pads are available so you can customize Gringo S for a perfect fit.
METALLIC GRAPE
Gringo S’s polycarbonate shield features anti-fog and anti-scratch treatments for maximum optical clarity.
GLOSS WHITE
Gen 2 hinge hardware features strong detents so you can ride shield open at slow speeds.
METALLIC STERLING
Shield hinges feature weather-resistant stainless-steel screws and aluminum washers.
GLOSS BLACK SPECTRUM
Like every Biltwell helmet, every Gringo S boasts a beautiful gloss, flat, or metallic paint finish.
GLOSS BLACK SPECTRUM SHOWN
DON’T LET THE VINTAGE VIBE FOOL YOU
Gringo S delivers comfort and protection to meet both US DOT and ECE R22.05 safety standards. Anti-fog and anti-scratch
LANE SPLITTER
There are times in life when you can’t compromise. If motorcycles are in your blood, where do you cut corners? Certainly not on riding gear. Choose Lane Splitter and you don’t have to. Our first full-face helmet for highperformance riding meets both US DOT and European ECE R22.05 standards for fit, impact attenuation, and rider protection. Like every Biltwell helmet, Lane Splitter features an injection-molded ABS outer shell. Prized for its structural integrity and light weight, ABS is the material of choice among leading helmet manufacturers worldwide. Beneath its aggressively styled exterior, an expanded polystyrene safety shell delivers another layer of protective engineering. Surface vents on this EPS shell dissipate heat and moisture so your head stays cool when things get hot. Lane Splitter’s injection-molded polycarbonate shield is CE certified for UV protection, and features both anti-scratch and anti-fog treatments to ensure maximum optical clarity. Style, comfort, and performance. Lane Splitter is one motorcycle helmet that delivers all three.
LANE SPLITTER
GLOSS BLOOD RED
FLAT TITANIUM
LANE SPLITTER
GLOSS BLACK
GLOSS WHITE
FLAT BLACK FACTORY
BONANZA. THE LEAST YOU NEED. THE MOST YOU’LL GET.
There isn’t much to say about our open-face helmet that can’t be seen with the naked eye, but we’ll give it a shot. Consider Bonanza’s shape, proportions, and fit. Classic. Not futuristic, clownish, or retro. Now, peek inside. Our quilted liner is generously padded throughout, and boasts moisture-wicking fleece Lycra construction so your head remains dry and comfortable all day. Of course, Bonanza’s liner and cheek pads are removable for cleaning or replacement should they get funky after miles of hard riding. Dig deeper into Bonanza’s high-tech construction and you’ll find an injection-molded ABS outer shell and expanded polystyrene internal safety liner. These technologies are standard fare in every Biltwell helmet, and comply with rigorous US DOT safety standards. Bonanza. For riders who prefer the winds of freedom to hit them right in the face.
FLAT BLACK FACTORY
Script Biltwell wordmark on rider’s left gives this lid strong retro race vibes.
GLOSS AGAVE
Is it green? Is it grey? Don’t ask us, we’re colorblind—we only see awesome.
GLOSS BLACK SPECTRUM
The ‘70s called, they want their custom van graphics back. Hang up—it’s not happening.
GLOSS BLOOD RED Chrome rubber shell trim gives an already bold brain bucket even more pop.
GLOSS BLACK
Mile-deep gloss enamel and chrome shell trim? No wonder this is our top seller.
METALLIC CHAMPAGNE
Cream-colored enamel finish looks 40 years old right out of the box. Perfection.
Fashion and function collide on this iridescent colorway that only looks expensive.
Nothing tells them how you feel without saying a word like flat black paint.
GLOSS VINTAGE WHITE
FLAT BLACK
American Dreamers
Inside the Whiteknuckler Enterprise
Intro: Bill Bryant / Photos: Zane Cook & Geoff Kowalchuk
The team at Whiteknuckler Brand in Columbus, OH, is quietly building an iconic brand of everyday carry items that are crafted the old-fashioned way with 100% US-sourced materials. That’s not easy to do these days. We cut to the chase (pun intended) with company founder Bear Haughton to learn more about WKB’s mission, and what it takes to accomplish it.
What’s WKB’s origin story?
How hard is it to source all of your materials in the USA? Is it actually easier in some ways? When everyone was bitching about “supply chain” in 2021, did you just sit back and laugh?
I’ve always been fascinated by blacksmithing and making knives. In 2011 I started dabbling in traditional blacksmithing and making rail spike knives. When a friend died in a motorcycle crash, I made some rail spike knives to raise money for his widow and kids and I was amazed at how well they sold. I made some for other motorcycle friends, and enjoyed learning about other methods for making knives. I started buying tools at county fairs and quickly realized that with social media, I was creating more demand than I could keep up with. Within a year of making my first knife, I decided to build an American-made brand and I quickly diverged from the path of making a name for myself to focus on design and manufacturing processes, and to build a team.
Honestly, it’s no laughing matter. It takes a lot of work to make things in the USA and eliminate foreign content. Many companies that claim to be “Made in the USA” are actually hiding behind a law that says if 61% of manufacturing costs and materials are stateside, then you can call it made in the USA. I was never content with that. Over the years we’ve systematically removed all foreign content, right down to the rivets. I’m proud to say our knives are 100% made in the USA with American steel. We can confidently say that because we buy our D2 and S30V steel directly from the mill and know exactly where every pound of it comes from. It took a lot of work and investment, but yes, I guess we were laughing last year when we ran ads that said, “Our stuff doesn’t get stuck in container ships!”
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Any
interesting
twists to the backstory?
Continued from page 29
In 2013 I had an interesting opportunity arise. I had always been a big fan of Indian Larry, and the twists in my railroad spikes are reminiscent of his signature twisted down tube frames. My friend Bobby—Indian Larry’s partner—and his former road manager, Elisa, invited me to be a judge at the Block Party in 2013 and my spike knives were trophies for the winners. I had met Bobby through the Aidan Jack Seeger foundation, which raises money for ALD research—a rare genetic disease that tragically took his son’s life. Now, nearly a decade later, we have come full circle. We just did a 100% made in USA Limited Edition Question Cross knife with ILM. Coincidentally, it was on a ride to raise awareness for the foundation and ALD that I first dropped in at the Biltwell HQ in 2012, so y’all have mile markers in the story, too.
Is Whiteknuckler Brand a product, or an ideal? What exactly are you selling?
WKB is known for the knives. What else do you guys make?
We’re making goods that are built to last a lifetime while building a brand and creating not only jobs, but a team of people who believe in the project. I like to say, “Making things in America isn’t easy, but it’s worth it!” Whiteknuckler Brand is focused on traditional and classically styled American-made goods for truckers, hot rodders, outdoorspeople, motorcyclists, climbers, and adventuring souls. They don’t make things like they used to, but we do.
We have a wide range of products. I’d say we’re also known for our super-durable belts and some of our lesser-known products like leather Highwayman and Vagabond hats, wool ponchos, purses, and wallets. Everything is built with the kind of quality your grandparents would have enjoyed; not the disposable designed-tofail junk we see nowadays.
What’s your favorite design feature on any WKB knife?
We’ve learned firsthand that your knives are sharp AF. What’s your favorite handle material?
Look into your crystal ball and tell what WKB will look like in five years.
Every one of our knives is made from real stuff: American steel that is custom ordered directly from the mill specifically for Whiteknuckler. Our wood, leather, wool, and canvas… you know, real—not plastic. We might use some Kydex on our upcoming tactical line, but there is zero cheap plastic shit in our line, not even in our packaging.
We have a five-step process for the final edge that was perfected over years, and still done by hand on every unit. It’s the little things like this that make a difference. Working to build products we can be proud of, with lots of trial and error both in processes and materials along the way, is what brought the quality we have today.
American Black Walnut, just because it’s timeless, and after years of abuse it comes back to life with a little rub of tung oil.
No crystal ball needed. We love what we do and I know we will continue to grow, to create jobs, and build the team. The recipe will stay the same: make stuff here with American labor and materials.
We love what we do. I know we will continue to grow, create jobs, and build the team.
HARD WORK & COLD CASH
People’s Champ Custom Motorcycle Show 2021 Wrap-Up
Since taking the reins of Show Class magazine’s People’s Champ chopper build-off in 2019, the crown jewel in Biltwell’s annual Born-Free Bike Show pre-party at Cook’s Corner has grown from strength to strength. Every year, hundreds of unsung and lesser-known builders from around the world send photos and stories hoping to earn a seat among two dozen semi-finalists. Sifting through all those rusty relics is no easy task, and debate between members of the selection committee can get spicy. Once PC organizers Josh, Bill, and Otto cull the contenders to a manageable 24, choosing both the six finalists and one winner moves to the hands of the people, just like the competition’s name implies. In addition to receiving a tenthousand-dollar cash prize courtesy of
2021 People’s Champ Sponsors
Biltwell and People’s Champ sponsors, “The Champ” gets a place on the grass among the Invited Builders at BornFree. This is why the People’s Champ Show is such a great opportunity for aspiring bike builders to break through the glass ceiling in today’s hypercompetitive custom motorcycle arena.
RIDE ‘EM, DON’T HIDE ‘EM
On a balmy Friday morning last August in Lake Elsinore, CA, four People’s Champ finalists met at the foot of Ortega Highway for the 50-mile ride to Cook’s Corner. Why four, and not the top-six finalists as advertised? Sadly, prohibitive travel restrictions and Covid protocols turned two fabricators into invisible men: Robbie Palmer from England, and Cho Ji-Yong of South Korea. There aren’t many rules in the
People’s Champ playbook, but one is carved in stone: you must ride your showstopper to the show to be eligible for final voting—no trailer queens, no exceptions. With the odds now 1-in4, AJ Anderson, Cliff Cavins, Jacob Conard, and Kyle Sonneborn followed a procession of fellow chopper freaks to the legendary biker bar in Santiago Canyon where Biltwell has hosted every BF pre-party since forever. Fifty miles might not sound like much of a shakedown, but the twisty two-lane that connects Riverside and Orange counties eats foolhardy two-wheelers like beer nuts every weekend. No People’s Champ finalists were sacrificed on this day, but an oil leak and busted fork spring on Cavins’ rattlesnake-themed shovelhead kept its
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People’s Champ winners and runners-up earn big cash and prizes bringing their creations to our grass-roots build-off. These are the companies that sponsored this year’s record-setting event.
There aren’t many rules in the People’s Champ playbook, but one is carved in stone: you must ride your showstopper to the show to be eligible for final voting—no trailer queens, no exceptions.
rider’s chocolate starfish airtight for the two-hour crawl. With the finalists on display and the BF crowd growing several thousand strong, Biltwell computer nerd Bill Bryant made sure the vote module on peopleschampshow.com handled the onslaught of online voting without a glitch.
AND THE WINNER IS…
The People’s Champ build-off and bike show was conceived as a showcase for custom choppers and the people who love and build them. Like the now-retired magazine publishers who founded the event, curators at Biltwell use what the friendly competition has become to highlight working-class—not “masterclass”—builders who prefer homegrown, handmade, and classic chopper aesthetics. Plenty of bike shows exist where builders flex their credit cards and the richest guy wins. The People’s Choice isn’t one of them. Instead,
this show celebrates blue-collar builders and their equally hardscrabble machinery on the eve of Born-Free, America’s premier custom motorcycle extravaganza.
Despite only featuring four bikes on the dais, last year’s armada of People’s Champ choppers was the most eclectic in the show’s brief but storied history. Was anyone surprised Cliff Cavins’ crusty shovelhead took top prize? Of course. Where folks upset by his victory? Only if they weren’t paying attention. The rules on the People’s Champ website are crystal-clear. Curators want highly customized Japanese, British, and American motorcycles. They won’t consider club-style Dynas, performance baggers, trikes, quads, or VWs. There’s only room for six finalists in this bike show, and Biltwell wants them to be choppers. If Cliff’s one-armed snake charmer isn’t a chopper, nothing is. Continued
“the People’s Champ”
“It’s not a typical show bike—I’m gonna be riding’ it, I’m gonna be crashin’ it, and I’m gonna be rippin’ around on it, so I didn’t want perfect paint or perfect chrome. The whole thing just kind of fell together the way it is.”
“It’s a Twin Cam with a six-speed transmission out of a bagger set in a twin top tube frame I designed and built based off old ‘80s BMX bikes. I got a long history with BMX… I’ve always liked the old BMX frame designs, and I thought it would make a nice chopper.”
“My friend Slab Side Joey Cano did the paint. All the colors are from ‘50s and ‘60s era home appliances. Of course, I forgot to do some things on the frame during dry build, so when it came back from paint I had to drill holes for fork stops and other stuff on a brand-new, perfect paint job. Yeah, I was sweatin’…”
“Everything about this bike is 1960s—like something you’d see in a David Mann painting or an old biker movie. Devil’s Angels, Hells Angels on Wheels, Hell’s Angels ‘69… I’ve been obsessed with that stuff forever. If I’m not building something that looks like one of those guys rode it, it’s not me.”
ROBBIE PALMER
@robbie_palms
NORTHAMPTON, UK
“I find it easier to create a theme for a bike by giving it a name. Once I’ve done that, the inspiration for ideas seems to flow more smoothly. This one is called ‘Dune.’ There’s a lot of little desert critters on it… the frame is painted tan, and various shapes on the fender, the tank, and other sand-cast bits are inspired by sand dunes.”
Signature D-Tech polyester blend is rugged yet comfortable; XS-4XL sizes
PACIFIC LIGHTWEIGHT FLANNEL
4.7 oz. 100% cotton for comfort, black pearl snaps for style; S-XXL sizes
BLACKOUT LIGHTWEIGHT FLANNEL
4.8 oz. 100% lightweight cotton; hidden collar snaps add function and style; S-XXL sizes
MORE THAN JUST T-SHIRTS THESE DAYS...
After a decade of cranking out tees and tank tops for chopper freaks, it was time to level up our apparel game— and yours—with quality cut-and-sew gear for life in the diamond lane. Our first effort in flannels kickstarts with a super-clean collab by Dixxon. These heavy hitters craft custom shirts with a poly/cotton textile called D-Tech. Dixxon’s exclusive material is rugged, comfortable, and provides ample “give” during movement—perfect attributes for motorcycle gear. Like every Dixxon
flannel, ours boasts a soft hand for comfort, a rich, colorfast pattern, and detailed tailoring for a great fit. Other shirts in our ‘22 line feature quality handcrafting and long-sleeved silhouettes you can live in 24/7, whether you’re on two wheels or a bar stool.
If your riding plans demand a shirt with race-tested comfort and performance, our Good Times jersey is the piece of Biltwell kit no gear bag should be without. Hand-crafted in SoCal by
leading moto apparel innovator Hot Shoppe, the Biltwell Good Times jersey features colorfast sublimated graphics and checkboard accents on breathable, fast-drying plated polyester. Microvented panels on front and back allow cooling airflow. Sleeves, cuffs, and collar boast multi-directional stretch for comfort, and athletic tailoring for a lean silhouette—go up one size from your everyday t-shirt if you prefer extra room, two sizes if you wear body armor under your jersey.
100% plated polyester with vented panels; tailored silhouette for athletic builds; S-3XL sizes
GOOD TIMES MOTO JERSEY
THE ROUTE:
24’ish miles out and back from Barber Motorsports Museum. Two sections of technical twisty turns, an ascent/descent over Double Oak Mountain, and rolling two-lane highway through farmland.
6030 Barber Motorsports Parkway Leeds, AL 35094 www.barbermuseum.org
Day Trippin’
BAMA – Barber’s – BBQ
Words & Photos by Ian Smith
When people from other parts of the country think of Alabama, motorcycles and barbeque probably aren’t the first two things that come to mind, but as a motorcycle enthusiast and barbeque aficionado, I’ve found that Birmingham, AL, is a great place for both of my passions.
One of my favorite local riding routes incorporates a visit to the Barber Vintage Motorsports Museum. The museum is home to over 1,600 motorcycles that span over a century of production. More than 950 bikes can be seen on any given day, and 200 different manufacturers from 20 countries are represented in the collection. My advice to first-time visitors is to set aside an entire day to do the museum justice. Viewing the entire collection can be overwhelming, so I recommend taking a ride in the middle of your visit to get some fresh air and a bite to eat.
Throw a leg over your freedom machine and take a left out of the museum onto Rex Lake Road, then turn right onto US78 and ride through downtown Leeds, AL. When you see an elevated train trestle, take the next right onto Alabama Highway 25, affectionally known as “The Alabama Dragon.” This road is our scaled-down version of the iconic US129 “Tail of the Dragon” between east Tennessee and the western border of North Carolina. Highway 25 has two sections of twisty tarmac resembling the Dragon and usually is pretty light on traffic. You can cruise most sections over 55mph with some great sweeping turns and decent road conditions.
between. The descent down the backside of Double Oak Mountain into the tiny town of Vandiver is a great section of road. There is a switchback that begins the descent, but the rest of the way down is straight, and you can really open it up. The next 12 miles or so are rolling hills through farmland that lead to the town of Vincent. This is where I usually turn around and do it all over again.
“...I always save room for some banana pudding.”
This out and back is roughly 24 miles—the perfect amount of time to take a break from the sensory overload of Barber Motorsports Museum. On the way back to Leeds, stop in the newly constructed Buc-ee’s for a tasty treat. Buc-ee’s features no-ethanol 90 octane fuel, and I make it a point to fill up there any time I’m in the area. After you’ve seen everything at the Barber’s, I recommend wrapping up the day at Saw’s Juke Joint for the best BBQ in Birmingham. To get there, leave Barber’s on US 78 and take that for about seven miles to Irondale, AL. Once in Irondale, stay in the left lane and turn left onto Montevallo Rd. Stay on Montevallo Road for two miles, then turn right onto Dunston Ave. The restaurant is a few hundred yards up on the left.
Saw’s is a self-proclaimed “upscale dive” that serves a variety of Southern fare. Everything on their menu is great. They offer traditional Southern favorites like fried green tomatoes, deviled eggs, pulled pork, and turnip greens. They also have a sweet tea brined chicken sandwich that is tasty and unique. I usually go with the smoked wings, and I always save room for some banana pudding.
About 11 miles into AL Highway 25 after crossing the railroad tracks and bearing right, you will begin an ascent up Double Oak Mountain. There is an overlook at the top that is a popular gathering spot for motorcycle enthusiasts. You’re likely to spot anything from Ducati superbikes to clapped-out choppers, and everything in
A day of visiting the motorcycle mecca that is Barber’s Motorcycle Museum, riding some of my favorite roads in Alabama, and eating at Saw’s Juke Joint is sure to give you a new appreciation for Alabama. Roll Tide!
High Times in Kernville
Despite the lazy insults cynics in the other 49 not-so-United States love to lob in their direction, inhabitants of California have hustle and fortitude other folks only dream of. The popular assumption that every citizen of The Golden State is a beach bum or a bobble-headed bimbo simply doesn’t hold water—not where the average home costs 700 thousand dollars, and gas pushes six bucks a gallon. We Californians love our culturally and geographically diverse motherland, and work hard to enjoy her spoils—even when Mother Nature has other plans.
Last fall, ten wildfires raged simultaneously over 2.2 million acres of California wilderness and farmlands. Devastation of that magnitude usually stops folks in their tracks, but not our hardy friends in Kernville. In the weeks and days leading up to last October’s Kernville Kampout, we asked Beverly at Frandy Campground to keep us apprised of her tightknit community’s situation. You see, Kernville is on the southern tip of California’s Sierra Mountain range, one of the largest, most vulnerable hot spots in America. The response from Bev and every other Kernville resident was emphatic—please
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Kernville Kampout brought to you by:
High Times in Kernville
Biltwell hustler-in-chief Mike Deutsch is the KK MC, and keeps things lively from dawn ‘til dusk the entire weekend. Social diversions at last year’s Kernville Kampout included tug-o-war, arm wrestling, a Spaghetti-O’s eating contest, live music, free Ironfire brew on tap, and a joint rolling contest sponsored by our friends at Claybourne Co. Yes, recreational marijuana is legal in the Golden State.
Kernville Kampout doesn’t have many rules, but one is carved in stone: no cars or trucks allowed. If it won’t fit on your bike, don’t bring it with you. This keeps the camp cozy and the vibe real.
For less than the price of sushi dinner for two, every Kernville Kamper got two nights of as much sleep as their consumption of recreational botanicals and premium beer will allow. Did we mention the free goodie bag? Every Kamper got one, each filled with more good stuff than you can imagine.
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bring Biltwell’s 1,200 bikerider buddies to Kernville for the weekend. The fires are burning north of us, but downtown Kernville is cozy and safe.
So that’s what we did. Thanks to Frandy Campground and the good people of Kernville, Biltwell and a buttload of awesome co-sponsors proved once again it’ll take more than global warming to ruin a good time in the land of fruits and nuts.
Choppers and other cool customs were in full force at Kernville Kampout, with the best ones earning razor-sharp Whiteknuckler Brand knives for wowing the judges and braving the blaze. Speaking of fire, Claybourne’s Instagram spliff was lit.
High Times in Kernville
Where there’s smoke, there’s
Like
the green cup says, Biltwell enjoys good times, all the time. Kernville Kampout is proof.
fire.
Roll a joint, win a prize. Build a righteous chopper, win a prize. Pop a blood vessel in an armwrestling mismatch, win a prize. What we’re trying to say is, everyone’s a winner at the Kernville Kampout. If not everyone, at least these lucky fools. Special thanks to “Hot Dog” Pete for painting this year’s skateboard trophies.
Above: The team that makes this event happen. Biltwell employees and friends along with a highlymotivated squad of active duty and former Marines.
On their very own website, Chevrolet has this to say about their “Task Force” generation of work vehicles manufactured from 1955 to 1959: “There’s a Legend behind every Chevy Truck. Built for the toughest of jobs for generations, Chevy pickups have become part of the fabric of our country, conduits of shared experience, and vehicles of common memories.”
It wouldn’t be a stretch to think GM webmasters had Parker Lindow’s ’57 long bed in mind when they wrote that testimony to their trucks’ ability to move not just tools and materials, but also hearts and minds. Parker Lindow works at Biltwell, and his daily driver is a Motor City monument to what’s possible when men get greasy during the shared quest of a common goal.
Parker was 20 years old in November 2012 when his search for a vintage
truck began. After accepting the fact his green wrenching skills probably weren’t sufficient to keep an old truck rolling, he found his dream rig on Craigslist: an all-original ’57 Chevy long bed with an inline six and three on the tree for five grand in Huntington Beach. Eight weeks later he blew up the inline six screaming down the highway. Grandpa’s friend had a 283 small-block Chevy engine, so the three of them did a motor swap in Gramps’
airplane hangar. Parker remembers those days among the best of his young life. Fifteen months later, things would turn grim.
On August 28, 2013, Parker took Lola on a liquored-up joyride that ended in the side of the neighbor’s house. He woke up in the hospital with a shattered sternum and shoulder blade, two broken collarbones, 12 broken ribs, two fractured vertebrae, lung contusions, multiple lacerations, and a cast on
Parker Lindow’s ’57 Chevy Half-Ton Pickup
Story by McGoo / Photos by Geoff Kowalchuk
THE CHECKLIST
These are all the things Parker and his grandfather have contributed to Lola’s spec sheet over the years:
• New windshield (cracked during installation)
• 12v conversion
• 350 V8 swap
• 700r4 transmission
• 6” aluminum drive line
• Custom wiring harness
• Lokar 32” floor shifter
• Carpet and firewall padding
• Front bumper guards
• Windshield visor
• 28” Power Maxx Triflow radiator
• Finned transmission cooler
• Western Chassis gas shocks
• Chrome bumpers, grill, mirrors, handles and bezels
• Custom herringbone wood bed
• Forever Sharp woodgrain steering wheel
• High-rise aluminum intake
• Holley Street Warrior carburetor
• Mallory HEI distributor
• Taylor plug wires
• Power Master alternator
• Moon Eyes Tach
• Hugger Headers
• MagnaFlow dual exhaust
• Front disc brake conversion
• Roller wheel bearing conversion
• Kingpin rebuild
• 4” dropped rear leaf springs
•15” Artillery wheels by Wheelsmith
• Air horn
• Wonder Boom BT speaker
his arm from a skateboard injury he sustained before the boozy one-car pileup. While Parker healed from his monumental cockup, Gramps towed the busted truck back to his grandson’s driveway. After a lengthy recuperation, life returned to normal for Parker but not for Lola. Another girl—one who shall remain nameless—convinced Parker to move to San Francisco, so Lola languished under a tarp in his parents’ side yard. “So young and dumb,” Parker lamented about those dark days. “The accident left me with a weird voodoo
about the whole thing… my drinking career in those days always held me back.” It would take six more years of drunken dumbness followed by 12 months of sobriety before Parker gave Lola the loved she deserved.
In spring and early summer of 2020, Parker got his truck running and registered again. The following October, he shoehorned a 350 crate motor under the bonnet of his Bowtie survivor. Last year, 28-year-old Parker and his 64-year-old Chevy hauled that mystery girl from San Francisco to
Kernville Kampout for a weekend of sober camping with co-workers and friends. To this day, Parker continues to scour YouTube for maintenance howto’s to ensure his faithful ’57 remains, clean, classic, and ready for action.
Click the QR code to read Lola’s full story on the
Biltwell blog
DEVILS & DETAILS BORN-FREE 12
PHOTOS BY GEOFF KOWALCHUK
After the global pandemic of 2020 scuttled plans for what would have been the eleventh edition of Born-Free, event co-founders Mike Davis and Grant Peterson reluctantly put their worldclass custom motorcycle show on hold. This unavoidable decision pulled the e-brake on festivities for vendors and spectators, but gave invited builders at America’s premier motorcycle extravaganza 13 extra months to noodle and fine-tune on their showstopping motorcycles. When Born-
Free returned to the calendar August last year, the machines these devilishly detail-oriented over-achievers brought to Oak Canyon Park in the heart of Orange County, California, raised the bar several notches at an event many folks already agree is the best custom motorcycle show in the world.
Our resident lensman Geoff Kowalchuk shot hundreds of bikes at Born-Free last year. The machines featured in this pictorial are barely the tip of
the chrome-plated iceberg of metal on display at that event. The toil and talent every builder poured into these machines is obvious in each photograph, and might be measured in metric tons were Born-Free not first and foremost a celebration of American Iron. As they stand, these mechanical manifestations of metallurgical genius must be measured by Imperial standards, if for no other reason than every motorcycle on these pages is fit for a king.
Hawke Lashe
JAKE WREESMAN
ADJUSTABLE VELCRO WRIST CLOSURE
SINGLE LAYER SYNTHETIC LEATHER PALM WITH THUMB REINFORCEMENT
RUGGED SINGLE AND DOUBLE-NEEDLE POLYESTER STITCHING
VENTILATED 2-WAY STRETCH POLYESTER BACK FOR COMFORT
LYCRA ACCORDION BAFFLES ON KNUCKLES FOR ADDED DEXTERITY
SMART SCREEN THUMB AND FINGERTIPS
MOTO GLOVES
FOR WRENCHIN’ AND RIDIN’
Biltwell Moto gloves are built for riding and working on motorcycles. No flash, no filigree, and no compromises. Full synthetic construction means you can hand wash your Moto gloves after a greasy garage session, then hang them out to dry before your next twowheeled assault.
Single-layer synthetic suede palms are thin to deliver maximum tactile sensation, but rugged enough to ward off blisters and mild abrasions. The wrist closure features a Biltwell shield pull tab with Velcro for adjustability. Singleply stretch polyester back and finger panels ensure a snug, comfortable fit.
There are more bulletproof leatherand hybrid-construction gloves in the Biltwell arsenal if that’s your style, but Moto gloves remain our top-selling model for good reason. They look good, work hard, and feel great.
AT THE RUSTY BUTCHER COMPOUND
After launching a successful parts and apparel brand, amassing nearly a quarter-million followers on Instagram, popularizing a grass-roots racing movement, then landing sponsorship from HarleyDavidson, what do you do for an encore? If your name is Mark Atkins, you buy a five-acre patch of dust in Southern California, then build a petting zoo and school for autodidactic bull riding. Sound ridiculous? You haven’t met Rusty Butcher. For the man who monetizes brain farts like a VC billionaire on trucker speed, it’s just another day in paradise.
Butcher Ranch in Murrieta, CA, is Mark’s latest exercise in conceptual theater and elevates the cornpone world of cow shit and llama wool to high art. In a small footprint, Mark has packed his homestead with everything a serial entrepreneur with ADHD might dream of. Consider all this: well-stocked stables for pigs, goats, and alpacas; an elevated observation deck; a bull ring; a zipline; an underground bunker for his pet raccoon Bandit; and of course, a nicely appointed single-story home. Watching over the entire spread is a 30-foot-tall muffler shop mannequin named Big Russ, fully regaled in Rusty Butcher race livery. It’s the kind of place Willy Wonka might build for himself after going over the bars on a Hooligan Sportster once too often. In other words, just the way Mark likes it.
What’s with all the cowboy shit these days?
How serious are you about bull riding?
Do you still like motorcycles?
Give us a day in the life at Butcher Ranch.
Animals make me smile, so I’ve just been hanging out at the ranch, learning how to do this cowboy thing. It’s been a fun breath of fresh air.
Not serious at all. I don’t plan on competing. It’s just been fun learning about it and setting it all up! Also, helping out my new buddies who are serious about it has been fun!
Sometimes. When the registrations come, I don’t. But recently a fire has been lit under my ass to start building and having fun again.
Wake up about seven a.m. from the dogs scratching to go to the dog park. Feed all the animals outside—that takes about 15 minutes— then I head to the race shop to rack my brain on how I’ll finish six new enduro builds in a month before the Biltwell race. I typically get home around seven and do ranch stuff with my lady ‘til we crash.
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Intro: Harold McGruther / Photos: Geoff Kowalchuk
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Please explain the difference in a llama and an alpaca.
Remember that time we got drunk in Australia just walking residential neighborhoods like lost frat boys?
Llamas are bigger and spit more from what I’ve been told. My alpacas have never spit on me, only on each other when they wrestle. Seems like something that would happen at a Biltwell event.
Ha! Probably the most fun we had on that trip. I don’t know why we were drunk around one p.m. walking around nice neighborhoods with a box of booze and snacks?
“My alpaCAs have never spit on me.. only each other when they wrestle. Seems like something that would happen at a Biltwell event.”
What’s your take on the current state of Hooligan racing in the desert?
What’s the next step at the ranch? I hear some upgrades might be coming soon.
You’ve done more than most for being relatively young. Learn anything along the way you can share with folks coming up?
With Hooligan racing this time around I’m trying to “safeguard” it from imploding like Hooligan flat track racing did. Setting up basic rules and keeping things fair for everyone this time. Hooligan enduro racing is so damn fun, so I see it catching on soon.
We definitely have a big secret upgrade coming soon. It’s under wraps for the time being, but I will say it’s equivalent to 70 of my current ranch…
Don’t set limits on yourself. I have wildly huge dreams, yet somehow seem to always accomplish them. Don’t be an asshole. Always keep your side of the street clean. Other than that, just work your ass off. Submerge yourself into any project you do and give it your best. Seems to have worked for me over the years.
